By Michael J. Kroes, William Watkins, Frank Delp, Ronald Sterkenberg
GET up to date details to accomplish RETURN-TO-SERVICE airplane upkeep AND go YOUR FAA airplane CERTIFICATION!
Aircraft upkeep & Repair, 7th variation, is a worthwhile source for college kids of aviationtechnology that gives up-to-date details had to organize for an FAA airframe technician certification — and will be used with lecture room discussions and functional software within the store and on plane. This extended variation comprises contemporary advances in aviation expertise tohelp scholars fi nd employment as airframe and powerplant mechanics and different technical and engineering-type occupations.
For effortless reference, chapters are illustrated and current particular elements of plane materials,fabrication strategies, upkeep instruments and strategies, and federal aviation regulations.
THIS up-to-date variation INCLUDES:
• glossy plane built because the prior version, corresponding to the Boeing 777, the Airbus A330, glossy company jets, and new mild aircraft
• New chemical compounds and precautions regarding composite materials
• present FAA laws and requirements
• FAA Airframe and Powerplant certification requirements
• 8-page full-color insert
• the latest upkeep and service instruments and techniques
• up-to-date figures and improved chapters
Read or Download Aircraft Maintenance and Repair (7th Edition) PDF
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Extra resources for Aircraft Maintenance and Repair (7th Edition)
2-18, uses a monoque structure. The fuselage is constructed of two large panels which are bonded to form the fuselage structure. The monocoque structure can carry loads effectively, particularly when the fuselage is of a small diameter. As its diameter increases to form the internal cavity necessary for a fuselage, the weight-to-strength ratio becomes more inefficient, and longitudinal stiffeners or stringers are added. The result is that the most popular type of structure used in structural aircraft design today is the semimonocoque.
Indd 15 22/03/13 5:51 PM The EPA has established reporting procedures for accidental release of hazardous materials. Whether an accidental release needs to be reported is determined by the quantity or concentration of material released. Calculations of concentration may be rather complex and typically are beyond the capability of the technician. Therefore, all accidental releases should be reported to the aviation maintenance technician’s supervisor as soon as possible. Any information the aviation maintenance technician has regarding the amount released should be noted and submitted to the supervisor.
Fiberglass, graphite, boron, and aramid fibers, together with epoxy and other organic matrix resins, allow the designer to tailor structures to meet applied loads more effectively through deliberate fiber orientation and more efficiently by reducing fiber content where loads are light. Thus, weight may be decreased in certain structures by an average of 20 to 30 percent relative to metals, with some reductions running as high as 50 percent. Composites have been slow to be incorporated into commercial aircraft design because of their cost and because of the industry’s vulnerability to consumer liability claims.