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Pneumatic, manually operated, drilling machines are used to produce a significant proportion of all holes drilled during wing manufacture. Drilling machine design and the manual drilling process has not changed significantly in decades. By employing miniature, low power, electronics and interfacing techniques, a monitoring system has been developed. This system enables improved process control of the manual drilling operation. Machine calibration management, measurement of drill performance, jig drilling error control and asset management are some of the benefits attainable. This project will hopefully encourage others to discover the potential for improving historically established processes, by employing modern technological developments.

In recent years there has been increasing interest in quantifying the emissions from aircraft in order to generate inventories of emissions for climate models, technology and scenario studies, and inventories of emissions for airline fleets typically presented in environmental reports. The preferred method for calculating aircraft engine emissions of NOx, HC, and CO is the proprietary “P3T3” method. This method relies on proprietary airplane and engine performance models along with proprietary engine emissions characterizations. In response and in order to provide a transparent method for calculating aircraft engine emissions non proprietary fuel flow based methods 1,2,3 have been developed. This paper presents derivation, updates, and clarifications of the fuel flow method methodology known as “Fuel Flow Method 2”.

The Boeing Company in Mesa, Arizona, has been conducting a concept design study of a roadable helicopter called the “Converticar” to assess its feasibility. This is a twin-engine vehicle with twin retractable coaxial counter-rotating rotors. The purpose of the study is to describe a vehicle that carries four passengers in the equivalent of a luxury car that also can fly like a helicopter, and can be priced like a luxury car. To come near this cost goal, the production rate must be on the order of 500,000 units a year. At that rate there is no chance of training a comparable number of pilots each year. So the machine must fly and navigate autonomously, with the pilot just dialing in where he/she wants to go. Technologically, the concept appears to be feasible. Modern design processes, new materials, and improved manufacturing process should allow the Converticar to be built at the prescribed rate when the proper infrastructure for manufacturing it is made available.

A wide body aircraft carries almost a half–ton of water and ice between the cabin and skin of the aircraft. The water can get on wires and connectors, which can cause electrical problems, cause corrosion and rust, and, eventually, “rain in the plane”. The speaker is the CEO of CTT Systems that has developed a system that solves the condensation by using dry air. The speaker will discuss how condensation can be prevented and how airlines can also save maintenance costs in the process. This topic is relevant for the attendees at the Aerospace Expo, as they are decision makers who need to be aware of this issue. It is also important for the MRO shows as the attendees are on the front lines of dealing with this problem.

The airline industry seems to be providing more leisure features on planes like inflight entertainment, Internet access and Digital TV, but it seems the airline industry has ignored the issue of excess condensation on aircraft, which had plagued carriers since the birth of the airline industry. How safe are passengers when a wide body aircraft carries in excess almost a half ton of water and ice between the cabin and skin of the aircraft? Besides the added weight straining the aircraft, excess condensation soaks wires and connectors which can cause electrical shorts. There have been instances of emergency doors frozen shut, locked by ice stemming from excess water dripping inside the plane. Extra water also causes “rain-in-the-plane”, an issue that has gained national attention and causes passenger discomfort. It's time for the industry to address what has become a serious issue.

As the International Space Station (ISS) takes shape, the prospect of living in space for prolonged periods becomes a reality for a greater number of individuals. Crewmembers aboard the ISS will live alongside each other for months, in confined spaces, under difficult conditions. Living in a hermetic environment, with other individuals from a variety of cultural backgrounds, will inevitably cause stresses. The living environment must meet a variety of needs in order to be conducive to the well being of the individual and the crew community. This Master’s design project addresses the design of a private, individual, crew quarter. The goal is to meet a crewmember’s functional requirements, as well as providing the means to achieve privacy and comfort while considering the qualitative aspects of the personal space.

THIS PAPER presents the development of the DC-8 suppressor and thrust brake unit from initial test work through the final design. The selection of the production unit was based on a wide background of test work using both model and full-scale facilities. On the basis of this work, the configuration selected for production consisted of a fixed, corrugated, suppressing nozzle with a retractable ejector. A target-type thrust brake, mounted in the ejector, was chosen for the thrust brake production unit. Approximately 12-db suppression and 44% reverse thrust are provided by the unit. The ejector is hydraulically operated and the thrust brake air actuated. Both actuation systems obtain power from the aircraft systems which provides for operation during engine-out conditions. Alternate methods of actuation are provided in case of a primary system failure.

This specification covers the requirements for producing a zinc phosphate coating on ferrous alloys and the properties of the coating.

This specification covers a zinc alloy in the form of die castings.

This specification covers a zinc alloy in the form of die castings.

This specification covers a zinc alloy in the form of die castings.

In spite of environmental issues related to cadmium and its electroplating process, electroplated cadmium is still extensively used in the aerospace and defense sectors. This trend is likely to continue especially for high strength steels because cadmium provides the best known corrosion and embrittlement protection for this application. Consequently, the environmental concerns related to the cadmium electroplating have been addressed using an alternative Zero-waste Physical Vapor Deposition (Z-PVD). This method does not use liquids, it recycles cadmium in situ, and is free of hydrogen embrittlement. The Z-PVD process is now in commercial production for the aerospace fasteners. The quality of the coatings has been at least equal to that of the electroplated cadmium.

Conventional attribute sampling plans based upon nonzero acceptance numbers are no longer desirable. In addition, emphasis is now placed on the quality level that is received by the customer. This relates directly to the Lot Tolerance Percent Defective (LTPD) value or the Limiting Quality Protection of MIL-STD-105. Measuring quality levels in percent nonconforming, although not incorrect, has been replaced with quality levels measured in parts per million (PPM). As a result, this standard addresses the need for sampling plans that can augment MIL-STD-105, are based upon a zero acceptance number, and address quality (nonconformance) levels in the parts per million range. This document does not address minor nonconformances, which are defined as nonconformances that are not likely to reduce materially the usability of the unit of product for its intended purpose.

This specification covers a zinc alloy in the form of die castings.

This specification covers a zinc alloy in the form of die castings.

Five XC-142 aircraft have been manufactured to provide operational prototypes of a V/STOL tactical transport for tri-service evaluation. This paper presents a description of the flight control and stability augmentation systems. Special emphasis is placed on the programmed functions which are characteristic of VTOL airplanes. Proposed changes in the control systems of production models of the C-142 are identified, and the simulation and flight test programs are outlined.