WO2017151081A1 - Method of on-condition repair and modernization up-dating of an aircraft center wing section - Google Patents
Method of on-condition repair and modernization up-dating of an aircraft center wing section Download PDFInfo
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- WO2017151081A1 WO2017151081A1 PCT/UA2016/000082 UA2016000082W WO2017151081A1 WO 2017151081 A1 WO2017151081 A1 WO 2017151081A1 UA 2016000082 W UA2016000082 W UA 2016000082W WO 2017151081 A1 WO2017151081 A1 WO 2017151081A1
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- WIPO (PCT)
- Prior art keywords
- repair
- stage
- wing section
- center wing
- aircraft
- Prior art date
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- 230000008439 repair process Effects 0.000 title claims abstract description 110
- 238000000034 method Methods 0.000 title claims abstract description 31
- 238000012360 testing method Methods 0.000 claims abstract description 36
- 230000003014 reinforcing effect Effects 0.000 claims abstract description 17
- 238000012986 modification Methods 0.000 claims abstract description 16
- 230000004048 modification Effects 0.000 claims abstract description 16
- 238000009434 installation Methods 0.000 claims abstract description 13
- 230000007547 defect Effects 0.000 claims abstract description 11
- 238000005516 engineering process Methods 0.000 claims abstract description 11
- 238000012423 maintenance Methods 0.000 claims abstract description 10
- 238000012384 transportation and delivery Methods 0.000 claims abstract description 10
- 238000001514 detection method Methods 0.000 claims abstract description 9
- 230000000712 assembly Effects 0.000 claims abstract description 7
- 238000000429 assembly Methods 0.000 claims abstract description 7
- 238000004140 cleaning Methods 0.000 claims abstract description 7
- 238000007689 inspection Methods 0.000 claims abstract description 6
- 229910000838 Al alloy Inorganic materials 0.000 claims abstract description 5
- 230000007257 malfunction Effects 0.000 claims abstract description 5
- 238000004806 packaging method and process Methods 0.000 claims abstract description 5
- 238000010422 painting Methods 0.000 claims abstract description 5
- 238000012545 processing Methods 0.000 claims abstract description 5
- 230000000246 remedial effect Effects 0.000 claims abstract description 5
- 238000003860 storage Methods 0.000 claims abstract description 5
- 238000005728 strengthening Methods 0.000 claims abstract description 5
- 238000012546 transfer Methods 0.000 claims abstract description 5
- 238000005406 washing Methods 0.000 claims abstract description 5
- 230000007797 corrosion Effects 0.000 claims abstract description 4
- 238000005260 corrosion Methods 0.000 claims abstract description 4
- 238000003745 diagnosis Methods 0.000 claims abstract 2
- 241000196324 Embryophyta Species 0.000 description 11
- 244000309464 bull Species 0.000 description 6
- 239000000565 sealant Substances 0.000 description 4
- 239000012530 fluid Substances 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 241000596926 Sparaxis Species 0.000 description 2
- 238000007747 plating Methods 0.000 description 2
- 125000006850 spacer group Chemical group 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000032683 aging Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 239000011248 coating agent Substances 0.000 description 1
- 238000000576 coating method Methods 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000010006 flight Effects 0.000 description 1
- 238000011010 flushing procedure Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000033001 locomotion Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000009659 non-destructive testing Methods 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 239000011148 porous material Substances 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/26—Attaching the wing or tail units or stabilising surfaces
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
- B64F5/60—Testing or inspecting aircraft components or systems
Definitions
- the utility model relates to the sphere of aviation and aircraft repair technology, namely to the Method of on-condition repair and modernization up-dating of an aircraft center wing section, in particular, of Antonov-32 (An-32) type aircraft, and its modifications, which is a multipurpose military cargo plane and is in production from 1982.
- Estimated number of the aircraft in operation is above 350. Its operation is carried out in a variety of climatic conditions, including hot conditions (50 °C), and at high-level aerodromes (up to 4500 m).
- Primary usage of this aircraft is air-cargo short-haul and medium-haul operations, conveyance of persons, air dropping of persons and pallet paradropping, as well as (in case of ambulance version) the aerial movement of patients.
- the aircraft shows high maneuverability while in flight to mountain airfields with difficult approaches.
- the estimated cost of an upgraded An-32 type aircraft is 15 million USD. Taking into account considerable investments needed for the development of new aircraft or purchase of retrofitted ones, the actual issue is to maintain the existing aviation engineering in working condition and to provide possibility of extending its service life by means of on-condition repair with modernization up-dating.
- the fault detection is performed with nondestructive testing technique when the use of eddy current inspection ensures detecting of cracks, hairline cracks, surface porosity, headings, undercuts, and non-melted pores, while repair of the detected defects is carried out by build-up welding (Utility model patent UA No. 6242, IPC B64F 5/00, published on 04.15.2005, Bull. No. 4).
- the closest to the proposed technique is a method of aviation engineering repair at the aircraft repair plant.
- a method of aviation engineering repair at the aircraft repair plant according to which the repair procedure is performed sequentially in time in several stages, namely: the 1 st stage - accepting of aviation engineering (AE) for repair, the 2 nd stage - extensional fault detection of the AE received for repair, the 3 rd stage - disassembly of the AE pursuant to approved list of works in accordance with the repair technology, the 4 th stage - cleaning and washing of dismounted parts, assemblies, units and the whole object, the 5 th stage - completing the items in groups and further delivery for repair, the 6 th stage - carrying out of technical diagnostics aimed to determine the technical condition of the items delivered for repair and remedial procedures for detected faults and defects, the 7 th stage - performing of repair and simultaneous structural modification, the 8 th stage - carrying out of sequential procedures on reassembly, installation and testing with subsequent transfer of the repaired AE to the flight test station
- the utility model object is to achieve extension of assigned service life, increase of lifetime and maximum take-off mass (MTOM) basing on the results of aircraft on-condition repair, modernization of exactly the aircraft center wing section, and improvement of No.2 spar inspectability under operating conditions.
- MTOM maximum take-off mass
- the utility model object is achieved due to the fact that the on-condition repair technology and the aircraft modernization are performed sequentially in time in several stages, according to which at the 1 st stage the accepting of aviation engineering (AE) for repair is carried out, at the 2 nd stage the extensional fault detection of the AE received for repair is provided, while there are used data on individual resource of the elements, failures and malfunctions of the products that were revealed during their operation and repairs, as well as statistical data collected in the database of the aircraft repair plant to determine the feasibility of one or another method of the AE components maintenance and repair, fulfill appropriate updating of the repair technological cycle, while the properly systematized data obtained during the AE inspecting are transmitted to the database of the aircraft repair plant, at the 3 rd stage the AE disassembly is carried out pursuant to approved list of works in accordance with the repair technology, and it being known that the dismantle is performed of only those elements that need additional diagnostics or maintenance, scheduled repair or overhaul, at the 4 th stage cleaning and washing of dismounted parts, assemblies, units and the
- the equipment that does not need additional operations is transferred, either directly or via an intermediate keeping in store, for further reassembly, installation and testing at the 8th stage of the repair procedure, at the 6 th stage the technical diagnostics is carried out, which is aimed to determine the technical condition of the items delivered for repair and remedial procedures for detected faults and defects, at the 7 th stage the repair is carried out according to the approved regulations, including the aircraft center wing section, and simultaneously its structural modification is performed, at the 8 th stage there are carried out sequential procedures on reassembly, installation and testing with subsequent transfer of the repaired AE to the flight test station for acceptance tests, at the 9 th stage the ground and flight tests are carried out, which represent together check and acceptance tests.
- Recent data on faults and defects revealed after the 6 th - 9 th stages of the repair are systematized and tranmitted to the database of the aircraft repair plant, at the 10 th stage there are performed operations of the AE processing, painting, storage, packaging and delivery to the customer.
- the structural modification of the aircraft center wing section is performed by modification of the rear end of the center wing section, spars, as well as by strengthening of lower panels of the center wing section, replacement of the upper ledge of load-carrying part of the wing-root fillet of the center wing section and fuselage, and upon that the removable panel are installed at the rear end of the center wing section, while and the lower panels of the center wing section are provided with at least three endurance reinforcing plates of corresponding thickness: length - 6200 mm, width - 380 mm, 520 mm, 390 mm, which are mounted and fixed from No.4 rib of a half-wing to No.4 rib of another half-wing through the openings in the upper part of the fuselage; total thickness of the plate and web is 7 mm, the plates are made of aluminum alloy D16ATV [fll6ATB) sheets, and their configuration takes in account the existing corrosion damages of the center wing section lower panels; bushings
- Method of aircraft on-condition repair and modernization up-dating is performed sequentially in time at several stages, according to which at the 1 st stage the accepting of aviation engineering [AE) for repair is carried out, at the 2 nd stage the extensional fault detection of the AE received for repair is provided, while there are used data on individual resource of the elements, failures and malfunctions of the products that were revealed during their operation and repairs, as well as statistical data collected in the database of the aircraft repair plant to determine the feasibility of one or another method of the AE components maintenance and repair, appropriate updating of the repair technological cycle is carried out, and the properly systematized data obtained during the AE inspecting are transmitted to the database of the aircraft repair plant, at the 3 rd stage the AE disassembly is carried out pursuant to approved list of works in accordance with the repair technology, and when conducting the AE disassembling and inspection of removable and non-removable equipment the dismantle is performed of only those elements that need additional diagnostics or maintenance, scheduled repair or overhaul, at the 4 th stage cleaning and washing of dis
- the lower panels (20) of the center wing section are provided with at least three endurance reinforcing plates (7) of corresponding thickness (fig. 9): length - 6200 mm, width - 380 mm, 520 mm, 390 mm, which are mounted and fixed from No.4 rib (8) of a half-wing to No.4 rib (8) of another half-wing through the openings in the upper part of the fuselage (9); total thickness of the plates and web is 7 mm, the plates are made of aluminum alloy D16ATV (fll6ATB) sheets, and their configuration takes in account the existing corrosion damages of the lower panels (20) of the center wing section; bushings and bolts (12, 15) are mounted at fixing straps (10) and fuselage bows (fig.
- the aluminum alloys D16TV, D16AT and D16T extruded profile are used for manufacturing of modified parts.
- Bolts are made of steel 30KhGSA [30XrCA).
- the lower panels (20) of the center wing section of An-32 aircraft up to 18-04 series are reinforced from No. 4 rib (8) of one half-wing through the openings in the fuselage (18) to No. 4 rib (8) of another half-wing with endurance reinforcing plates (7) of width 380 mm, 520 mm, 390 mm; thickness of the plate is equal to a web thickness, namely 3.5 mm.
- these plates (7) are made from two D16ATV [ ⁇ , ⁇ ] sheets of thickness 1.5 and 2 mm.
- the plates (7) length is equal to 6200 mm.
- the lower panels (20) of the center wing section are reinforced from No. 4 rib (8) of one half-wing through the openings in the fuselage (18) to No. 4 rib (8) of another half-wing with endurance reinforcing plates (7) of thickness 2 mm.
- the endurance reinforcing plates (7) made of D16ATV [fll6ATE) sheets are marked out, manufactured and fitted in-place.
- the mounting holes at plates are drilled out.
- the mounting holes are countersinked for tuck-in (even) fastening. Drainage holes, which are overlapped by plates, are transferred to the plates by using of bosses, without breaking the holes strengthening in the panels.
- the plating is applied.
- the countersinks for the heads of previous tuck-in (even) fastenings are filled with conical washers on sealant U30MES-5M ⁇ Y30MEC-5M). The reinforcing plates are attached with this sealant.
- the holes for fastening bolts of the reinforcing plates are bored under N9 (H9) hole dimension limits, then the fastening bolts are installed.
- the gaskets on the sealant are installed under their flanges.
- the fasteners for cargo compartment ceiling are mounted.
- Such performance of modifications under the present invention provides an increase of the aircraft assigned service life from 20,000 flight hours to 40,000 flight hours, number of flights from 15,000 to 25,000, increases the maximum take-off mass from 27,000 kg to 28,500 kg, and the maximum payload from 6700 kg to 7500 kg.
- Patent of invention UA 105281, IPC 2014.01 B64C 35/00, B64C 1/00, B64F 5/00, published on 04.25.2014, Bull. No.8
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Manufacturing & Machinery (AREA)
- Transportation (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
- Automatic Assembly (AREA)
Abstract
The utility model relates to the sphere of aviation and aircraft repair technology, namely to the Method of on-condition repair and modernization up-dating of an aircraft center wing section, in particular, of Antonov-32 (An-32) type aircraft, and its modifications. Method of aircraft on-condition repair and modernization up-dating is performed sequentially in time at several stages, according to which at the 1st stage the accepting of aviation engineering (AE] for repair is carried out, at the 2nd stage the extensional fault detection of the AE received for repair is provided, while there are used data on individual resource of the elements, failures and malfunctions of the products that were revealed during their operation and repairs, as well as statistical data collected in the database of the aircraft repair plant to determine the feasibility of one or another method of the AE components maintenance and repair, appropriate updating of the repair technological cycle is carried out, and the properly systematized data obtained during the AE inspecting are transmitted to the database of the aircraft repair plant, at the 3rd stage the AE disassembly is carried out pursuant to approved list of works in accordance with the repair technology, and when conducting the AE disassembling and inspection of removable and non-removable equipment the dismantle is performed of only those elements that need additional diagnostics or maintenance, scheduled repair or overhaul, at the 4th stage cleaning and washing of dismounted parts, assemblies, units and the whole object are performed, at the 5th stage the items are completed in groups for further delivery for repair, considering the equipment that need repair on-condition or overhaul is transferred to the appropriate areas for implementation of the 7th stage of the repair operations, while the equipment that does not need additional operations is transferred, either directly or via an intermediate keeping in store, for further reassembly, installation and testing at the 8th stage of the repair, at the 6th stage the technical diagnosis is carried out, which is aimed to determine the technical condition of the items delivered for repair and remedial procedures for detected faults and defects, at the 7th stage the repair is performed with simultaneous structural modification, at the 8th stage there are carried out sequential operations on reassembly, installation and testing with subsequent transfer of the repaired AE to the flight test station for acceptance tests, at the 9th stage the ground and flight tests are carried out, which represent together check and acceptance tests, recent data on faults and defects revealed after the 6th - 9th stages of the repair are systematized and transmitted to the database of the aircraft repair plant, at the 10th stage there are performed operations of the AE processing, painting, storage, packaging and delivery to the customer, which is characterized in that at the 7th stage the structural modification of the center wing section is performed by modification of the rear end of the center wing section, spars, and strengthening of lower panels of the center wing section, replacement of the upper ledge of load-carrying part of the wing-root fillet of the center wing section and the fuselage, wherein the removable panels are mounted on the rear end of the center wing section, while the lower panels of the center wing section are provided with at least three endurance reinforcing plates of corresponding thickness: length - 6200 mm, width - 380 mm, 520 mm, 390 mm, which are mounted and fixed from No.4 rib of a half-wing to No.4 rib of another half-wing through the openings in the upper part of the fuselage, total thickness of the plates and web is 7 mm, the plates are made of aluminum alloy D16ATV (Д16ATB) sheets, and their configuration takes in account the existing corrosion damages of the lower panels of the center wing section, bushings and bolts are mounted at fixing straps and fuselage bows with account of results of eddy currents test on faults detecting, and at that the ledge of load-carrying part of the wing-root fillet of the center wing section and the fuselage is made of D16T extruded profile of 2410 mm length, which configuration takes in account a thickness of the reinforcing plates, and one more point - spacer plates are installed in the ledges setting area between the plates on No.3 and No.7 stringers.
Description
Method of on-condition repair and modernization up-dating of an aircraft center wing section
The utility model relates to the sphere of aviation and aircraft repair technology, namely to the Method of on-condition repair and modernization up-dating of an aircraft center wing section, in particular, of Antonov-32 (An-32) type aircraft, and its modifications, which is a multipurpose military cargo plane and is in production from 1982. Estimated number of the aircraft in operation is above 350. Its operation is carried out in a variety of climatic conditions, including hot conditions (50 °C), and at high-level aerodromes (up to 4500 m). Primary usage of this aircraft is air-cargo short-haul and medium-haul operations, conveyance of persons, air dropping of persons and pallet paradropping, as well as (in case of ambulance version) the aerial movement of patients. The aircraft shows high maneuverability while in flight to mountain airfields with difficult approaches. The estimated cost of an upgraded An-32 type aircraft is 15 million USD. Taking into account considerable investments needed for the development of new aircraft or purchase of retrofitted ones, the actual issue is to maintain the existing aviation engineering in working condition and to provide possibility of extending its service life by means of on-condition repair with modernization up-dating.
There is a method of an aircraft on-condition repair and modernization up-dating, which feature peculiar involves the aircraft reception and disassembly, fault detection and its chassis, units, assemblies and parts cleaning with use of fluid under pressure, then the aircraft reassembly with the installation of upgraded components and parts, as well as carrying out of acceptance tests. At that the units, assemblies and component parts cleaning is carried out with fluid jets at an absolute air pressure 0.5...0.55 MPa, necessary to move the fluid particles. The fault detection is performed with nondestructive testing technique when the use of eddy current inspection ensures detecting of cracks, hairline cracks, surface porosity, headings, undercuts, and non-melted pores, while repair of the detected defects is carried out by build-up welding (Utility model patent UA No. 6242, IPC B64F 5/00, published on 04.15.2005, Bull. No. 4).
*IPC - International Patent Classification (Translator's Note)
The disadvantages of this method include significant time expenditure and economic costs, as well as lack of data about efficiency of the aircraft modernization and its impact on the service life limit.
The closest to the proposed technique is a method of aviation engineering repair at the aircraft repair plant. Here we propose a method of aviation engineering repair at the aircraft repair plant, according to which the repair procedure is performed sequentially in time in several stages, namely: the 1st stage - accepting of aviation engineering (AE) for repair, the 2nd stage - extensional fault detection of the AE received for repair, the 3rd stage - disassembly of the AE pursuant to approved list of works in accordance with the repair technology, the 4th stage - cleaning and washing of dismounted parts, assemblies, units and the whole object, the 5th stage - completing the items in groups and further delivery for repair, the 6th stage - carrying out of technical diagnostics aimed to determine the technical condition of the items delivered for repair and remedial procedures for detected faults and defects, the 7th stage - performing of repair and simultaneous structural modification, the 8th stage - carrying out of sequential procedures on reassembly, installation and testing with subsequent transfer of the repaired AE to the flight test station for carrying out of acceptance tests, the 9th stage - carrying out of ground and flight tests that represent together check and acceptance tests, the 10th stage - conducting operations of the AE processing, painting, storage, packaging and delivery to the customer, while at the 2nd stage of repair during the fault detection procedure there are used data on individual resource of the elements, failures and malfunctions of the products that were revealed during their operation and repairs, as well as statistical data collected in the database of the aircraft repair plant to determine the feasibility of one or another method of the AE components maintenance and repair. Appropriate updating of the repair technological cycle is conducted, and the properly systematized data obtained at the 2nd stage of the repair during the AE inspecting are transmitted to the database of the aircraft repair plant. At the 3rd stage of the repair, when performing the AE disassembling and inspection of removable and non-removable equipment the dismantle is performed of only those elements that need additional diagnostics or maintenance, scheduled repair or overhaul. At the 5th stage of the repair there is carried out completing in groups in accordance with a modified repair technology cycle, while the equipment that need repair on-condition or overhaul is
transferred to the appropriate areas for the implementation of the 7th stage of repair operations; the equipment that does not need additional operations is transferred, either directly or via an intermediate keeping in store, for reassembly, installation and testing at the 8th stage of the repair. New data on faults and defects revealed after the 6th - 9th stages of the repair are systematized and transmitted to the database of the aircraft repair plant. (Patent of invention UA 105281, IPC 2014.01 B64C 35/00, B64C 1/00, B64F 5/00, published on 04.25.2014, Bull. No.8, see also Utility model patent UA 77841, IPC 20134.01 B64C 35/00, B64C 1/00, published on 02.25.2013, Bull. No.4).
These methods take account of on-condition repair, though at the same time there are no data about efficiency of modernization exactly the aircraft center wing section, and their impact on the assigned service life.
The utility model object is to achieve extension of assigned service life, increase of lifetime and maximum take-off mass (MTOM) basing on the results of aircraft on-condition repair, modernization of exactly the aircraft center wing section, and improvement of No.2 spar inspectability under operating conditions.
The utility model object is achieved due to the fact that the on-condition repair technology and the aircraft modernization are performed sequentially in time in several stages, according to which at the 1st stage the accepting of aviation engineering (AE) for repair is carried out, at the 2nd stage the extensional fault detection of the AE received for repair is provided, while there are used data on individual resource of the elements, failures and malfunctions of the products that were revealed during their operation and repairs, as well as statistical data collected in the database of the aircraft repair plant to determine the feasibility of one or another method of the AE components maintenance and repair, fulfill appropriate updating of the repair technological cycle, while the properly systematized data obtained during the AE inspecting are transmitted to the database of the aircraft repair plant, at the 3rd stage the AE disassembly is carried out pursuant to approved list of works in accordance with the repair technology, and it being known that the dismantle is performed of only those elements that need additional diagnostics or maintenance, scheduled repair or overhaul, at the 4th stage cleaning and washing of dismounted parts, assemblies, units and the whole object are performed, at the 5th stage the items are completed in groups for further delivery for repair, considering the equipment that need
repair on-condition or overhaul is transferred to the appropriate areas for implementation of the 7th stage of repair operations. The equipment that does not need additional operations is transferred, either directly or via an intermediate keeping in store, for further reassembly, installation and testing at the 8th stage of the repair procedure, at the 6th stage the technical diagnostics is carried out, which is aimed to determine the technical condition of the items delivered for repair and remedial procedures for detected faults and defects, at the 7th stage the repair is carried out according to the approved regulations, including the aircraft center wing section, and simultaneously its structural modification is performed, at the 8th stage there are carried out sequential procedures on reassembly, installation and testing with subsequent transfer of the repaired AE to the flight test station for acceptance tests, at the 9th stage the ground and flight tests are carried out, which represent together check and acceptance tests. Recent data on faults and defects revealed after the 6th - 9th stages of the repair are systematized and tranmitted to the database of the aircraft repair plant, at the 10th stage there are performed operations of the AE processing, painting, storage, packaging and delivery to the customer.
According to the subject utility model at the 7th stage the structural modification of the aircraft center wing section is performed by modification of the rear end of the center wing section, spars, as well as by strengthening of lower panels of the center wing section, replacement of the upper ledge of load-carrying part of the wing-root fillet of the center wing section and fuselage, and upon that the removable panel are installed at the rear end of the center wing section, while and the lower panels of the center wing section are provided with at least three endurance reinforcing plates of corresponding thickness: length - 6200 mm, width - 380 mm, 520 mm, 390 mm, which are mounted and fixed from No.4 rib of a half-wing to No.4 rib of another half-wing through the openings in the upper part of the fuselage; total thickness of the plate and web is 7 mm, the plates are made of aluminum alloy D16ATV [fll6ATB) sheets, and their configuration takes in account the existing corrosion damages of the center wing section lower panels; bushings and bolts are mounted at fixing straps and fuselage bows with account of results of eddy currents test on faults detecting; upon that the the ledge of load-carrying part of the wing-root fillet of the center wing section and fuselage is made of D16T extruded profile of 2410 mm length, which configuration takes in account thickness of the reinforcing plates; and one more point - spacer plates are installed in the ledge setting region between the plates on No.3 and No.7 stringers.
The utility model is explained by drawings, in which: fig. 1 - aircraft view from below; fig. 2 - aircraft view on top; fig. 3 - aircraft side view [without detachable sections of the wing); fig. 4 - aircraft partial front view; fig. 5 -aircraft partial view from behind; fig. 6 - part of the center wing section with bolts and bushings mounted at fixing straps and fuselage bows at the fuselage No.l spar; fig. 7 - part of the center wing section with the bolts and bushings mounted at fixing straps and fuselage bows at the fuselage No.2 spar; fig. 8 - rear end of the center wing section with removable panel that ensures check of the lower No.2 spar cap at the region of No.4 rib; fig. 9 - external view on the part of lower panels of the center wing section with endurance reinforcing plates; fig. 10 - side view on the bolts at fixing straps on No.l and No.2 spars; fig. 11 - external view on a part of lower and rear panels of the center wing section with removable panel; fig. 12 - external view on a part of lower panels of the center wing section with a ledge of load-carrying part of the wing-root fillet.
Elements of the utility model are designated by the following numbers:
1 - center wing section
2 - rear end of the center wing section
3 - No. 1 spar
4 - No. 2 spar
5 - wing-root fillet
6 - removable panels of the rear end of the center wing section
7 - endurance reinforcing plates
8 - No. 4 rib of the center wing section
9 - margin of the opening in the fuselage
10 - fixing straps
11 -line of the fuselage theoretical contour
12 - bolts and bushings mounted at fixing straps and fuselage bows at No.l spar
13 - upper ledge of load-carrying part of the wing-root fillet
14 - No.l rib of the center wing section
15 - bolts and bushings mounted at fixing straps and fuselage bows at No.2 spar
16 - No.l spar axis
17 - No. 2 spar axis
18 - fuselage
19 - locations of spacer plates installed in the ledge setting area between the plates on
No. 3 and No.7 stringers
20 - lower panels of the center wing section
21 - No. 3 stringer
22 - No. 7 stringer
23 - No. 2 rib
24 - ledge of load-carrying part of the wing-root fillet
Method of aircraft on-condition repair and modernization up-dating is performed sequentially in time at several stages, according to which at the 1st stage the accepting of aviation engineering [AE) for repair is carried out, at the 2nd stage the extensional fault detection of the AE received for repair is provided, while there are used data on individual resource of the elements, failures and malfunctions of the products that were revealed during their operation and repairs, as well as statistical data collected in the database of the aircraft repair plant to determine the feasibility of one or another method of the AE components maintenance and repair, appropriate updating of the repair technological cycle is carried out, and the properly systematized data obtained during the AE inspecting are transmitted to the database of the aircraft repair plant, at the 3rd stage the AE disassembly is carried out pursuant to approved list of works in accordance with the repair technology, and when conducting the AE disassembling and inspection of removable and non-removable equipment the dismantle is performed of only those elements that need additional diagnostics or maintenance, scheduled repair or overhaul, at the 4th stage cleaning and washing of dismounted parts, assemblies, units and the whole object are performed, at the 5th stage the items are completed in groups for further delivery for
repair, considering the equipment that need repair on-condition or overhaul is transferred to the appropriate areas for implementation of the 7th stage of the repair operations, while the equipment that does not need additional operations is transferred, either directly or via an intermediate keeping in store, for further reassembly, installation and testing at the 8th stage of the repair, at the 6th stage the technical diagnostics is carried out, which is aimed to determine the technical condition of the items delivered for repair and remedial procedures for detected faults and defects, at the 7th stage the repair is performed with simultaneous structural modification, at the 8th stage there are carried out sequential operations on reassembly, installation and testing with subsequent transfer of the repaired AE to the flight test station for acceptance tests, at the 9th stage the ground and flight tests are carried out, which represent together check and acceptance tests, recent data on faults and defects revealed after the 6th - 9th stages of the repair are systematized and transmitted to the database of the aircraft repair plant, at the 10th stage there are performed operations of the AE processing, painting, storage, packaging and delivery to the customer, which is characterized in that at the 7th stage the structural modification of the center wing section (1) is performed by modification of the rear end of the center wing section (2), spars (3, 4), and strengthening of lower panels of the center wing section (20), replacement of the upper ledge (24) of load-carrying part of the wing-root fillet (5) of the center wing section (1) and the fuselage (18), wherein the removable panels (6) are mounted on the rear end of the center wing section (2) (fig. 8, 11), while the lower panels (20) of the center wing section are provided with at least three endurance reinforcing plates (7) of corresponding thickness (fig. 9): length - 6200 mm, width - 380 mm, 520 mm, 390 mm, which are mounted and fixed from No.4 rib (8) of a half-wing to No.4 rib (8) of another half-wing through the openings in the upper part of the fuselage (9); total thickness of the plates and web is 7 mm, the plates are made of aluminum alloy D16ATV (fll6ATB) sheets, and their configuration takes in account the existing corrosion damages of the lower panels (20) of the center wing section; bushings and bolts (12, 15) are mounted at fixing straps (10) and fuselage bows (fig. 6, 7, 10) with account of results of eddy currents test on faults detecting, and at that the ledge (24) of load-carrying part of the wing-root fillet (5) of the center wing section (1) and the fuselage (18) is made of D16T extruded profile of 2410 mm length, which configuration (fig. 12) takes in account a thickness of the reinforcing plates (7), and one more point - spacer
plates are installed in the ledges (24) setting area between the plates (7) on No. 3 (21) and No. 7 (22) stringers (fig. 9).
During accomplishment of the declared method the aluminum alloys D16TV, D16AT and D16T extruded profile are used for manufacturing of modified parts. Bolts are made of steel 30KhGSA [30XrCA).
To ensure the required strength (fig. 1, transferred 9) the lower panels (20) of the center wing section of An-32 aircraft up to 18-04 series are reinforced from No. 4 rib (8) of one half-wing through the openings in the fuselage (18) to No. 4 rib (8) of another half-wing with endurance reinforcing plates (7) of width 380 mm, 520 mm, 390 mm; thickness of the plate is equal to a web thickness, namely 3.5 mm. To simplify the technology process these plates (7) are made from two D16ATV [β,ΙΘΑΤΒ] sheets of thickness 1.5 and 2 mm. The plates (7) length is equal to 6200 mm.
For An-32 aircraft series 18-05 the lower panels (20) of the center wing section are reinforced from No. 4 rib (8) of one half-wing through the openings in the fuselage (18) to No. 4 rib (8) of another half-wing with endurance reinforcing plates (7) of thickness 2 mm.
Before modifying and upgrading the preparatory works are performed, which include among other dismantling of containers' bosses in the center wing section, dismantling of the load-carrying part of the wing-root fillet of the center wing section and fuselage, flushing of the inner surfaces of the lower panels of the center wing section and outer surface inside the fuselage, as well as and under the load-carrying part of the wing-root fillet; careful fault detection at the center wing section according to existing technology with determination of decision-making schemes; derigging of bolted and riveted joints at the lower panels of the center wing section in modified area, manufacturing and supply of all parts, fasteners and expendable material, performance of incoming control in accordance with check-lists, plating of manufactured parts, coating with primer EP-0215 (£77-0215) and part marking.
After completion of the preparatory works the endurance reinforcing plates (7) made of D16ATV [fll6ATE) sheets are marked out, manufactured and fitted in-place. The mounting holes at plates are drilled out. The mounting holes are countersinked for tuck-in (even) fastening. Drainage holes, which are overlapped by plates, are transferred to the plates by using of bosses, without breaking the holes strengthening in the panels. On completing all mechanical work, the plating is applied. Before installation of the reinforcing plates, the countersinks for the heads of previous tuck-in (even) fastenings are filled with conical washers on sealant U30MES-5M {Y30MEC-5M). The reinforcing plates are attached with
this sealant. The holes for fastening bolts of the reinforcing plates are bored under N9 (H9) hole dimension limits, then the fastening bolts are installed. At mounting of drain valves, the gaskets on the sealant are installed under their flanges. The fasteners for cargo compartment ceiling are mounted.
When replacing the bolt-rivets [fig. 6, 7 ,10) on the spars (3, 4) of the center wing section (1) and bolts on fixing straps (10) and the fuselage bows the following steps are performed: removing of the bolt-rivets on the No.l and No.2 spars (3, 4) of the center wing section near fixing straps (10), installation of patch bolts ANUllOO-1-6 [ΑΗΥ1100-1-6] with drilling-out holes under N9 (H9) hole dimension limits (for airplanes series up to 15- 10: at No.l spar - 11 holes (12) (fig. 6), at No.2 spar - 6 holes (15) (fig. 7), (for airplanes series from 16-01: at No. 1 spar - 7 holes, at No.2 spar - 2 holes; removing of excess sealant from the spar webs at the ends of the fuselage bows, replacement of bolts and bushings (12, 15) on fixing straps (10) and fuselage bows. After removing the bolts and bushings the eddy-current testing is performed for the internal surfaces of the holes, and there are installed bushings with tolerances under N7 (H7) hole dimension limits and bolts (12, 15) with tolerances under Nil {Hll} hole dimension limits on the fixing straps (10) (4 pes. for each one) and on fuselage bows (4 pieces for each one) - 32 pes. in total.
Replacement of the upper ledges (24) of load-carrying part of the wing-root fillet (5) (fig. 3, 4, 5) of the center wing section (1) and the fuselage (18) is performed as follows. The load- carrying part of the wing-root fillet (5) is dismantled at modifying of the lower panels (20) of the center wing section. After that, the endurance reinforcing plates (7) are mounted at the area of these panels, thus causing change of the wing panel thickness, and therefore the upper ledges (24) are manufactured with cutting for the plates and are installed on reinforced panels. Ledges (24) are made of D16T extruded profile (length 2410 mm). Spacer plates (19) are installed in the ledge (24) setting area between the plates on No.3 (21) and No.7 (22) stringers (fig. 9).
Such performance of modifications under the present invention provides an increase of the aircraft assigned service life from 20,000 flight hours to 40,000 flight hours, number of flights from 15,000 to 25,000, increases the maximum take-off mass from 27,000 kg to 28,500 kg, and the maximum payload from 6700 kg to 7500 kg.
To improve the controllability under operating conditions of No.2 spar (4), the modifying of the rear end (2) of the center wing section is performed, namely: the removable panel (6) is established (fig. 8, 11). To realize this in the area of lower cap of No.2 spar (4) in the
region of No.4 rib (8] there are removed part of the skin and panels' loops, performed local oxidation and application of the primer, and then the angle bars and anchor nuts are indtalled to mount and fix the skin with bolts through the openings [that coincide anchor nuts). This makes it possible, in addition to the basic aging control program, to fulfill inspection using eddy currents of the lower cap of No.2 spar [4) in the region of No.4 rib (8).
Such implementation of the utility model provides achievement of its objectives on improving controllability of No.2 spar under operating conditions, increased aircraft assigned service life, extended lifetime and maximum take-off mass.
Information sources: region
1. Utility model patent UA No.6242, IPC B64F 5/00, published on 04.15.2005, Bull.
No.4
2. Patent of invention UA 105281, IPC 2014.01 B64C 35/00, B64C 1/00, B64F 5/00, published on 04.25.2014, Bull. No.8
3. Utility model patent UA 77841, IPC 20134.01 B64C 35/00, B64C 1/00, published on 02.25.2013, Bull. No.4
Claims
Formula of the utility model
Method of aircraft on-condition repair and modernization up-dating is performed sequentially in time at several stages, according to which at the 1st stage the accepting of aviation engineering (AE] for repair is carried out, at the 2nd stage the extensional fault detection of the AE received for repair is provided, while there are used data on individual resource of the elements, failures and malfunctions of the products that were revealed during their operation and repairs, as well as statistical data collected in the database of the aircraft repair plant to determine the feasibility of one or another method of the AE components maintenance and repair, appropriate updating of the repair technological cycle is carried out, and the properly systematized data obtained during the AE inspecting are transmitted to the database of the aircraft repair plant, at the 3rd stage the AE disassembly is carried out pursuant to approved list of works in accordance with the repair technology, and when conducting the AE disassembling and inspection of removable and non-removable equipment the dismantle is performed of only those elements that need additional diagnostics or maintenance, scheduled repair or overhaul, at the 4th stage cleaning and washing of dismounted parts, assemblies, units and the whole object are performed, at the 5th stage the items are completed in groups for further delivery for repair, considering the equipment that need repair on-condition or overhaul is transferred to the appropriate areas for implementation of the 7th stage of repair operations, while the equipment that does not need additional operations is transferred, either directly or via an intermediate keeping in store, for further reassembly, installation and testing at the 8th stage of the repair, at the 6th stage the technical diagnosis is carried out, which is aimed to determine the technical condition of the items delivered for repair and remedial procedures for detected faults and defects, at the 7th stage the repair is performed with simultaneous structural modification, at the 8th stage there are carried out sequential operations on reassembly, installation and testing with subsequent transfer of the repaired AE to the flight test station for acceptance tests, at the 9th stage the ground and flight tests are carried out, which represent together check and acceptance tests, recent data on faults and defects revealed after the 6th - 9th stages of the repair are systematized and transmitted to the database of the aircraft repair plant, at the 10th stage there are performed operations of the AE processing, painting, storage, packaging and delivery to the customer, which is
characterized in that at the 7th stage the structural modification of the center wing section is performed by modification of the rear end of the center wing section, spars, and strengthening of lower panels of the center wing section, replacement of the upper ledge of load-carrying part of the wing-root fillet of the center wing section and the fuselage, wherein the removable panels are mounted on the rear end of the center wing section, while the lower panels of the center wing section are provided with at least three endurance reinforcing plates of corresponding thickness: length - 6200 mm, width - 380 mm, 520 mm, 390 mm, which are mounted and fixed from No.4 rib of a half-wing to No.4 rib of another half-wing through the openings in the upper part of the fuselage, total thickness of the plates and web is 7 mm, the plates are made of aluminum alloy D16ATV (fll6ATB) sheets, and their configuration takes in account the existing corrosion damages of the lower panels of the center wing section, bushings and bolts are mounted at fixing straps and fuselage bows with account of results of eddy currents test on faults detecting, and at that the ledge of load-carrying part of the wing-root fillet of the center wing section and the fuselage is made of D16T extruded profile of 2410 mm length, which configuration takes in account a thickness of the reinforcing plates, and one more point - spacer plates are installed in the ledges setting area between the plates on No.3 and No.7 stringers.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| UAU201602017 | 2016-03-01 | ||
| UAU201602017U UA107628U (en) | 2016-03-01 | 2016-03-01 | METHOD OF REPAIR OF TECHNICAL STATE AND MODERNIZATION OF AIRCRAFT CENTER |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2017151081A1 true WO2017151081A1 (en) | 2017-09-08 |
Family
ID=56561811
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/UA2016/000082 WO2017151081A1 (en) | 2016-03-01 | 2016-07-06 | Method of on-condition repair and modernization up-dating of an aircraft center wing section |
Country Status (2)
| Country | Link |
|---|---|
| UA (1) | UA107628U (en) |
| WO (1) | WO2017151081A1 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109359662A (en) * | 2018-08-20 | 2019-02-19 | 浙江大学 | A kind of multilayer Bayesian network method for diagnosing faults based on causality analysis towards gigawatt extra-supercritical unit non-stationary property |
| CN111003210A (en) * | 2019-12-26 | 2020-04-14 | 中国航空工业集团公司西安飞机设计研究所 | Unmanned aerial vehicle of removable wing verification machine in |
| CN112356761A (en) * | 2020-09-22 | 2021-02-12 | 成都飞机工业（集团）有限责任公司 | Aircraft transportation method based on whole machine erection |
| CN113928588A (en) * | 2021-11-16 | 2022-01-14 | 中国人民解放军第五七一九工厂 | Air pressure reducer graphite lining crack repairing method |
| CN114771867A (en) * | 2022-04-29 | 2022-07-22 | 沈阳飞机工业（集团）有限公司 | Clamping plate type aluminum alloy reinforcing plate inspection device and using method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6328260B1 (en) * | 2000-10-25 | 2001-12-11 | Jack M. Tarbox | Wing spar modification kit |
| FR2948099A1 (en) * | 2009-07-16 | 2011-01-21 | Airbus Operations Sas | Aircraft i.e. airplane, manufacturing method, involves fixing sub-assembly to fuselage wall by fixing members that are distinct from sub-assembly and have main vertical axis, where sub-assembly includes two wings rigidly fixed to each other |
| UA105281C2 (en) * | 2012-09-14 | 2014-04-25 | Товариство З Обмеженою Відповідальністю "Нова Інтернаціональна Корпорація" | Method for repair of aviation equipment at repair base |
| US20140353426A1 (en) * | 2013-05-29 | 2014-12-04 | Airbus Operations (Sas) | Aircraft comprising an improved connection zone between a front beam and a front lower fuselage section |
-
2016
- 2016-03-01 UA UAU201602017U patent/UA107628U/en unknown
- 2016-07-06 WO PCT/UA2016/000082 patent/WO2017151081A1/en active Application Filing
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6328260B1 (en) * | 2000-10-25 | 2001-12-11 | Jack M. Tarbox | Wing spar modification kit |
| FR2948099A1 (en) * | 2009-07-16 | 2011-01-21 | Airbus Operations Sas | Aircraft i.e. airplane, manufacturing method, involves fixing sub-assembly to fuselage wall by fixing members that are distinct from sub-assembly and have main vertical axis, where sub-assembly includes two wings rigidly fixed to each other |
| UA105281C2 (en) * | 2012-09-14 | 2014-04-25 | Товариство З Обмеженою Відповідальністю "Нова Інтернаціональна Корпорація" | Method for repair of aviation equipment at repair base |
| US20140353426A1 (en) * | 2013-05-29 | 2014-12-04 | Airbus Operations (Sas) | Aircraft comprising an improved connection zone between a front beam and a front lower fuselage section |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109359662A (en) * | 2018-08-20 | 2019-02-19 | 浙江大学 | A kind of multilayer Bayesian network method for diagnosing faults based on causality analysis towards gigawatt extra-supercritical unit non-stationary property |
| CN109359662B (en) * | 2018-08-20 | 2021-08-31 | 浙江大学 | Non-stationary analysis and causal diagnosis method for million-kilowatt ultra-supercritical unit |
| CN111003210A (en) * | 2019-12-26 | 2020-04-14 | 中国航空工业集团公司西安飞机设计研究所 | Unmanned aerial vehicle of removable wing verification machine in |
| CN112356761A (en) * | 2020-09-22 | 2021-02-12 | 成都飞机工业（集团）有限责任公司 | Aircraft transportation method based on whole machine erection |
| CN112356761B (en) * | 2020-09-22 | 2022-06-14 | 成都飞机工业（集团）有限责任公司 | Aircraft transportation method based on whole machine erection |
| CN113928588A (en) * | 2021-11-16 | 2022-01-14 | 中国人民解放军第五七一九工厂 | Air pressure reducer graphite lining crack repairing method |
| CN114771867A (en) * | 2022-04-29 | 2022-07-22 | 沈阳飞机工业（集团）有限公司 | Clamping plate type aluminum alloy reinforcing plate inspection device and using method |
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|---|---|
| UA107628U (en) | 2016-06-10 |
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