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Aircraft Structural Components Questions and Answers

51.

Assertion (A): Riveted joints have been entirely superseded by adhesive bonding in metal airframes.

Reason (R): Bonded joints avoid the stress concentration that a fastener hole introduces.

Select the correct answer from the options below.

Answer: C

The assertion is false and the reason is true. Bonding does avoid the hole and can be lighter, but riveted joints remain because they can be inspected, repaired fastener by fastener, and predicted in fatigue from a large body of data. The two are used together rather than one replacing the other.

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52.

Assertion (A): Aluminium alloy remains a common airframe material despite composites being lighter.

Reason (R): Aluminium is cheaper to form, join, inspect and repair.

Select the correct answer from the options below.

Answer: D

Both are true and the second explains the first. Weight is only one term in the account, and for many aircraft the manufacturing and through-life costs of composite structure outweigh the mass saved. Regional aircraft in particular remain largely metal.

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53.

Assertion (A): An engine pylon is designed with a deliberate weak link.

Reason (R): In a severe overload the engine should separate cleanly rather than tear the wing open.

Select the correct answer from the options below.

Answer: A

Both statements are true and the second is the reason for the first. Losing an engine is survivable; losing the wing structure and its fuel tanks is not. The fuse pin arrangement is a certification consideration and has been the subject of accident investigation more than once.

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54.

Consider the following statements about semi-monocoque construction:

1. The skin carries shear and part of the direct stress.

2. Stringers and longerons carry the bulk of the bending.

3. The frames carry the fuselage bending moment.

Which of the statements given above is or are correct?

Answer: B

The first two describe the load sharing correctly. The third is wrong: frames maintain the section's shape and introduce concentrated loads, but they contribute very little to the beam bending of the fuselage as a whole.

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55.

Consider the following statements about the wing box:

1. It carries the wing bending moment through the spar caps and skins.

2. It carries the wing torsion as a closed thin-walled section.

3. It plays no part in containing the fuel.

Which of the statements given above is or are correct?

Answer: C

The first two are correct and are why the box dominates wing design. The third is false: on most transports the box is sealed and used as an integral tank, which avoids the weight of separate bladders and uses volume that would otherwise be wasted.

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56.

Consider the following statements about cabin pressurisation loads:

1. The hoop stress is twice the longitudinal stress in a thin cylindrical shell.

2. The loading is cyclic, once per flight, and drives fuselage fatigue.

3. The rear pressure bulkhead carries no axial load.

Which of the statements given above is or are correct?

Answer: D

The first two are correct and between them explain why fuselage fatigue receives so much attention. The third is plainly false: the bulkhead reacts the pressure over its whole projected area, which for a 2 m radius at 55 kPa is nearly 700 kN.

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57.

Consider the following statements about wing ribs:

1. They maintain the aerofoil section.

2. They divide the skin into shorter panels, raising its buckling stress.

3. They carry the spanwise bending moment of the wing.

Which of the statements given above is or are correct?

Answer: A

Correct answer: 1 and 2 only

Statements 1 and 2 are the rib’s real functions: it holds the aerofoil section against the air load and it divides the skin into shorter panels, which raises the stress at which they buckle. Statement 3 belongs to the spars - the spanwise bending moment is carried by the spar caps and the skin working with them, and a rib lies in the chordwise plane where it can contribute nothing to it.

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58.

Consider the following statements about fail-safe design:

1. It provides an alternative load path if one member fails.

2. It relies on damage being found by inspection before the second path fails.

3. It removes the need for any scheduled inspection.

Which of the statements given above is or are correct?

Answer: B

The first two together define the philosophy. The third inverts it: fail-safe design depends absolutely on inspection, since the redundancy only buys time between the first failure and its discovery. It is safe-life design that avoids relying on inspection.

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59.

Consider the following statements about a diagonal tension field web:

1. It is permitted to buckle in shear well below its ultimate load.

2. After buckling it carries load as inclined tension bands.

3. The flanges and uprights are unaffected by the post-buckled behaviour.

Which of the statements given above is or are correct?

Answer: C

The first two describe Wagner's result correctly. The third is false and is the practical catch: the tension field pulls the flanges inward and compresses the uprights, so both must be designed for loads that would not exist if the web had not buckled.

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60.

Consider the following statements about aircraft materials and joints:

1. Aluminium alloys offer a good balance of specific strength, cost and repairability.

2. Riveted joints can be inspected and repaired fastener by fastener.

3. Bonded joints are always preferred because they are lighter.

Which of the statements given above is or are correct?

Answer: D

The first two are correct. The third ignores the practical account: bonding avoids the holes and can be lighter, but inspection and repair are far harder, so the two methods coexist rather than one displacing the other.

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