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Have you ever wondered what terms like SIGNIT or ELINT mean? Well, click on over to IntelligenceGlossary.com to learn and explore.

In the coming weeks you’ll notice some changes to both AviationGlossary & IntelligenceGlossary with the addition a forum where readers can exchange information and learn from industry experts. Stay tuned for some exciting enhancements!

Scott

Principal Structural Elements

PSE’s are those elements of primary structure which contribute significantly to carrying flight, ground, and pressurization loads, and whose failure could result in catastrophic failure of the airplane.
Engineering design and damage evaluation – repair criteria for aircraft structures are location dependent depending on whether the structure is considered and classified as either Primary, Secondary or as a PSE (Principal Structural Element). Areas classified as PSE’s must  be designed (by regulations) with a level of Damage Tolerance that maintains residual strength, fail safe ability, limits damage growth rates and resists a catastrophic failure due to the effect of manufacturing defects or typical damage scenarios.

Typically most aircraft structural repair manuals contain guidance through charts or diagrams that define what parts of the aircraft  are classified as Principal Structural Elements – PSE’s, Primary or Secondary structure. This information is typically in ATA chapter 51.

Additionally, virtually all repairs (other than straight parts replacement) on transport aircraft to Principal Structural Elements or Primary structures are classified as Major Repairs thus necessitating the use of Approved rather than Accepted data to accomplish the repair. This rule should be considered the minimum requirement since some regulatory organizations are more restrictive than the others. For example, EASA regulations (Commission Regulation European Community [EC ] 2042/2003 Annex I Part M require “approved” data for both minor and major  repairs. This is is in contrast to the FAA  that requires “approved” data for only major repairs and “acceptable” data for minor repairs.

Examples of Principal Structural Elements typically include:

(1) Wing and empennage.

(a) Control surfaces, slats, flaps, and their mechanical systems and attachments (hinges, tracks, and fittings);

(b) Integrally stiffened plates;

(c) Primary fittings;

(d) Principal splices;

(e) Skin or reinforcement around cutouts or discontinuities;

(f) Skin-stringer combinations;

(g) Spar caps; and

(h) Spar webs.

(2) Fuselage.

(a) Circumferential frames and adjacent skin;

(b) Door frames;

(c) Pilot-window posts;

(d) Pressure bulkheads;

(e) Skin and any single frame or stiffener element around a cutout;

(f) Skin or skin splices, or both, under circumferential loads;

(g) Skin or skin splices, or both, under fore and aft loads;

(h) Skin around a cutout;

(i) Skin and stiffener combinations under fore and aft loads;

(j) Door skins, frames, and latches; and

(k) Window frames.

(3) Landing gear and their attachments.

(4) Engine mounts.

The methods, techniques, and practices for performing maintenance, preventive maintenance, and alterations, which are provided by the design approval holder or its component manufacturers, and are considered acceptable to the Administrator under section 43.13(a). For example, under Part 25, appendix H, the ICA includes an airplane maintenance manual or section, maintenance instructions, and an Airworthiness Limitations section. (Reference sections 21.50(b), 25.1529, Part 25, appendix H, and 43.13(a).)

Ac120-77

V-speeds or Velocity-speeds are standard terms used to define airspeeds / performance speeds in a wide variety of operating conditions which are important or useful to the operation of aircraft

The actual speeds represented by these designations are true airspeeds specific to a particular model of aircraft, and are expressed in terms of the aircraft’s indicated airspeed, so that pilots may use them directly, without having to apply correction factors.

Aircraft configuration and operating conditions affects “V” Speeds. Runway conditions, pressure altitude, temperature, aircraft weight, aircraft configuration and settings  (such as flap and landing gear settings) all may impact the relevant Velocity setting

The most common V-speeds are often defined by a particular government’s aviation regulations. In the United States, these are defined in title 14 of the United States Code of Federal Regulations, In Canada, the regulatory body, Transport Canada, defines 26 commonly-used V-speeds in their Aeronautical Information Manual (AIM)

V- Speed Relationships

Here’s some common V Speed relationships:

• V1 must always be >VMCG,
• • VR must always be ≥V1, >VMCA
• • VLO must always be ≥VR, >VMCA, >VS, >VMU
• • V2 must always be >VMCA, >VS, >VR

 Other V-speeds

Some of these V-speeds are specific to particular types of aircraft and are not defined by government regulations.

FAA-AIM & Transport Canada AIM

A primary FAA and Transport Canada publication whose purpose is to instruct airmen about operating in the National Airspace System of the U.S. and Canada. It provides basic flight information, ATC Procedures and general instructional information concerning health, medical facts, factors affecting flight safety, accident and hazard reporting, and types of aeronautical charts and their use.

Download the complete FAA Aeronautical Information Manual

Download the complete Transport Canada Aeronautical Information Manual (TP 14371)

Ballast in gas ballooning is used to control buoyancy (affecting altitude) during flight. Ballast is frequently in the form of sand or water and is carried aloft at launch. When the pilot needs to adjust the balloon’s altitude, a small amount of ballast is jettisoned from the gondola which reduces the gross weight of the balloon and allows it to rise to a new pressure altitude (when it is desired for the balloon to descend lifting gas is released from a valve at the top of the envelope). The balloon will remain at that altitude until there is another dynamic change in the lift equation.

It is often stated that the ballast is to feed the gas balloon and well before all ballast has been expended, the aircraft must be safely back on the ground. The use of large amounts of ballast to execute a major ascent will shorten the potential duration of a flight

Accelerate Go Distance

Accelerate Go Distance :

The distance required to accelerate to V1 with all engines at takeoff power, experience an engine failure at V1 and continue the takeoff on the remaining engine(s). The runway required includes the distance required to climb to 35 feet by which time V2 speed must be attained.

V1 Critical engine failure speed or decision speed - Defined as the Engine failure below this speed shall result in an aborted takeoff; above this speed the take off run should be continued.

V2 Takeoff Safety Speed - Defined as the takeoff safety speed which must be attained at the 35-foot height at the end of the required runway distance. This is essentially the best one-engine inoperative angle of climb speed for the airplane and should be held until clearing obstacles after takeoff, or until at least 35 feet above the ground.

Remote Control Helicopter

I started this website to advance aviation knowledge not to sell products but I have to share my experiences with this very addicting, fun little remote control helicopter. The technology behind very efficient electric motors is currently transforming aviation from the environmental control and engine starting on Boeing’s 787 to remote control aircraft such as the Syma S107 .

I read a review of the Syma S107/S107G R/C Helicopter  and had to have one. My excuse was “Stress Relief” but it really was the kid in me wanting to recreate what I had wished was available in the 1970′s when I was growing up. The $19 seemed reasonable. Delivered for free in two days using Amazon Prime

I was immediately impressed with the high quality of the helicopter construction. It is solidly constructed with a  metal frame and a plastic fairing.

Rechargeable via a supplied USB cable, the hardest part of setting it up after I removed it from the box was waiting for about 45 minutes for the helicopter to obtain a full charge. After charging and reading the supplied instructions I was flying a pattern around my living room tormenting our cats and dogs (actually one cat is fascinated by the helicopter but all the other animals run away in terror).

I have had a few accidents and the unit is very durable surviving all but a very catastrophic accident. During a high altitude mission (I have a 20 foot living room ceiling) i made contact with the ceiling and the Syma flipped over, hit the fireplace and landed sideways on the wood floor. Upon teardown I found a broken inner shaft head and  was very happy that replacement parts for just about everything on the helicopter are available online, especially eBay. I ordered the part for under $5 with shipping and was flying again in a couple of weeks. However I missed flying so much that I ordered another helicopter from Amazon Prime and was flying again in 3 days. I now own two and will be ordering more for gifts .

Here’s a video of the Helicopter from YouTube

http://www.youtube.com/watch?v=XGFtfoWWAYc

Line Maintenance

Line Maintenance

– Generally refers to minor or scheduled maintenance carried out on aircraft that are:

1. In service; and that is preparing for its first flight in service after a period of being out of service
2. En route and stopped before its next flight – Servicing or repair between successive flights
3. Preparing and readying an aircraft for flight during a period of service
4. Maintenance act ivies being performed  to ensure that the aircraft is airworthy and fit for flight.

ATOG – Allowable Takeoff Gross Weight is the weight that’s limited by takeoff, enroute, landing or structural weight, whichever is more restrictive.

Various other Aircraft Maximum Weights:

• Maximum Weight – The maximum authorized (structural) weight of the aircraft and its equipment & contents This weight is specified in the  Type Certificate Data sheet or the Aircraft Specifications. The ATOG is always less than or equal to this weight.
• Maximum Taxi Weight / Ramp Weight—the heaviest weight to which an aircraft can be loaded while it is sitting  and or taxing on the ground. This weight would include fuel weight that would be burned prior to takeoff by the engines or APU during start, taxi and runup. This weight may exceed the ATOG
• Maximum Takeoff Weight—The heaviest weight an aircraft can have when it starts the takeoff roll. The difference between this weight and the maximum ramp weight would equal the weight of the fuel that would be consumed prior to takeoff. The ATOG is always less than or equal to this weight.
• Maximum Landing Weight—The Maximum weight an aircraft can have when it touchdowns / lands. For large wide body commercial airplanes, it can be 100,000 lb less than maximum takeoff weight, or even more.
  Maximum Zero Fuel Weight—The heaviest authorized weight an aircraft can be loaded to without having any usable fuel in the fuel tanks. Any weight loaded above this value must be in the form of fuel.