Pratt & Whitney and Alcoa recently have revealed that the fan blades of the PW1000G family of geared turbofans will consist mainly of aluminum alloy–an industry first.
Building on its long track record of supporting companies in technology research and development, NRC Aerospace has refocused its efforts on new areas such as the human factors involved in working and traveling on aircraft. It has started work on building a cabin and flight deck simulator to be available from 2014 to help in the development of aircraft interiors.
An RAA-sponsored study into the fatigue effects of multi-segment flight operations has reached the end of its third and final stage, involving the development of so-called fatigue risk management systems (FRMS).
The FAA plans to issue an emergency airworthiness directive (AD) tomorrow that will require operators of specific early Boeing 737 models to conduct initial and repetitive electromagnetic inspections for fatigue damage, the agency announced this afternoon.
Bell 206L-3, Abilene, Texas, March 29, 2009–The NTSB determined the fatigue crack in the trailing edge of a main rotor blade was caused by interconnected porosity and resulting corrosion resulting from an undetected manufacturing defect. During a post-flight inspection following a flight in turbulence, the pilot noted the crack in the blade.
MTS Systems has secured a substantial order for mechanical test equipment, software and consulting from Rolls-Royce. The MTS testing solutions will be deployed at the new Rolls-Royce mechanical test operations center (MTOC) in Dahlewitz, Germany, to provide insight into the behavior of jet engine materials and components under demanding, real-world operating conditions.
There were many times during my years as a mechanic when I was working totally exhausted, but for a number of reasons I continued past the point that I was in danger of causing damage to an aircraft or to myself. For years many of my coworkers and I believed that we were OK to work and not impaired by a lack of rest.
How much would it be worth to be able to reliably predict the structural failure of any part or component of an aircraft long before any flaw becomes visible? To be able to discover that there would be a structural failure in the top of a fuselage, in a vertical stabilizer or even in a landing gear before there was any visible indication such as a crack?
Of some 3,572 TFE731-2 and -3 engines on U.S.-registered business jets that would have to get their low-pressure turbine stage 1 disks repetitively checked for fatigue cracks, it is estimated that about 1,900 would need to replace the disks, if the FAA adopts a proposed AD. The directive would essentially mandate compliance with a two-year-old Honeywell Service Bulletin that addresses possible fatigue cracking in the disks.
Noise and vibrations continue to be the focus of several research projects in Europe. For instance, the pan-European Sefa and ABC projects are targeting external aircraft noise and passenger comfort on airliners and helicopters, respectively. French-funded Dyna is trying to better understand engine aeroelasticity and behavior under impact. Several manufacturers, as well as research institutes, are involved in these programs.