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By E. M. Lenoe (auth.), Edward M. Lenoe, Donald W. Oplinger, John J. Burke (eds.)
The Fourth convention on Fibrous Composites in Structural layout was once a successor to the First-to-Third meetings on Fibrous Composites in Flight car layout backed by means of the Air strength (First and moment meetings, September 1973 and should 1974) and through NASA (Third convention, November 1975) that have been aimed toward focusing nationwide realization on flight automobile functions of a brand new classification of fiber bolstered fabrics, the complex com posites, which afforded weight discount rates and different benefits which had now not been formerly on hand. The Fourth convention, held at San Diego, California, 14-17 November 1978, used to be the fi rst of those meetings to be together backed through the military, military and Ai r strength including NASA, in addition to being the 1st to provide realization to non-aerospace functions of fiber strengthened composites. whereas the layout expertise for aerospace functions has reached a country of relative adulthood, different parts of program corresponding to mi litary bridging, flywheel power garage structures, send and floor vessel parts and flooring automobile parts are in an early level of improvement, and it used to be an incredible goal to pinpoint the place cautious realization to structural layout was once wanted in such purposes to achfeve greatest structural functionality payoff including a excessive point of reliability and engaging economics.
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Additional info for Fibrous Composites in Structural Design
6. R. L. Vaughn and A. M. James: "Flight Service Program for an Advanced Composite Fin for a Wide-Body Commercial Jet," Third Conference on Fibrous Composites in Flight Vehicle Design. NASA TM X-3377, April 1976, pp. 9-32. COMPOSITE WING SUBSTRUCTURE TECHNOLOGY ON THE AV-8B ADVANCED AIRCRAFT M. L. Huttrop McDonnell Aircraft Company McDonnell Douglas Corporation ABSTRACT Composite structure has been used extensively in the wing of the AV-8B as one of the technological improvements to increase the operational effectiveness of this second generation V/STOL aircraft.
C. WATSON 48 HALF SHELL SUBASSEMBL Y COCKPIT FLOOR ~ DECK SPLICE FORWARD RING ~ 0 FORWARD PRESSURE BULKHEAD FIGURE 9 AV-S8 FORWARD FUSELAGE STRUCTURAL COMPONENTS The major integrally molded fuselage sub-assemblies are bolted together to create the final fuselage structure. No bonding operations are required. To facilitate maximum access during manufacturing operations, equipment installations are completed as far as possible when the structure is in two half shells. When the half shells are joined by the floor and bulkhead splices the structure is ready for final equipment installation and the addition of windshield, canopy and nose cone structures.
600~---------+~~----~~~------~~--------~--------~ 400~--------~~---------+-----------+----------~--------~ 200~--------~----------~----------~--------~--------~ 4 5 6 7 8 9 NUMBER OF WEB AND REINFORCEMENT PLIES PER SIDE FIGURE 8 ALLOWABLE TENSION LOAD ON SINE WAVE SPAR FLANGES SINEWAVE CONFIGURATION The sinewave configuration itself is influenced by a number of items: o o o The size and spacing of fasteners through the flanges. The type of nut required. The width of a flat or almost flat portion in the web.
Fibrous Composites in Structural Design by E. M. Lenoe (auth.), Edward M. Lenoe, Donald W. Oplinger, John J. Burke (eds.)