DEMA SpA is a major aerospace supplier that provides work packages for many major aircraft programs such as the Boeing 787, Airbus A380 and A321, ATR 42-72, Augusta Westland AW139, and Bombardier CS100. DEMA recently designed and built an innovative avionics bay pressurized door for a commuter jet. DEMA engineers developed an innovative design concept in which the door is assembled from sheet metal using a machinable plate that saves weight by eliminating the need for mechanical joints. DEMA needed to analyze the ability of the door to meet in-flight structural requirements in spite of multiple damage scenarios that might be incurred during service operations or could result from manufacturing variation in order to determine whether or not the structure maintains a sufficient safety margin. These damage scenario analyses are used as the basis for inspection protocols that are performed on a regular basis to ensure that the door is flight-ready.
Many structures in plant engineering are characterized as thinwalled. The Finite Element Method (FEM) is a common method used to assess the performance of such thin structures. Creating a FEM model of a thin structure involves midsurfacing models and meshing with shell elements. However, the process for creating FEM models is time consuming often requiring hours and days. The use of MSC Apex can help produce midsurface models significantly faster than with other traditional CAE pre/post processors. In addition to FEM creation, MSC Apex can be used to perform strength analysis.
Power plant sites consist of numerous built up structures, each of which must be designed for positive margins of safety. Finite Element Analysis (FEA) is a common numerical method used for determining and improving the strength and dynamic performance of such structures. With an increasing need to find optimal power plant structural designs, the most efficient FEA workflows are critical. This case study discusses methods to expedite the FEA process, namely: rapid construction of Finite Element meshes from geometry and leveraging FEA technology to quickly connect hundreds of structural members.
The National Aeronautics and Space Administration’s (NASA’s) Space Launch System (SLS) will be the most powerful rocket in history, launching crews of up to four astronauts in the Orion spacecraft to explore multiple, deep space destinations. The SLS is designed around an evolvable architecture that will support versions ranging from 77-metric-ton (77 ton) to 130 metric ton (143 tons) lift capability. The SLS core stage, more than 200 feet tall with a diameter of 27.6 feet, will store cryogenic liquid hydrogen and oxygen that will feed four RS-25 engines. The RS-25 served as the Space Shuttle main engines and operated with 100% mission success during 135 missions. The RS-25 is being modified to serve on the SLS by increasing its power from 491,000 to 512,000 pounds of vacuum thrust among many other improvements.
Wings USA, Inc., a flight services company based in Janesville, Wisconsin, contracted with TLG Aerospace, LLC to analyze a proposed modification to light aircraft. The twin-engine aircraft is to be modified to include a large circular cutout in the floor adjacent to the aircraft door. TLG was asked to analyze the aircraft before and after the modification to determine whether or not the modification would have a significant impact on the fuselage stiffness. TLG engineers generated the pre- and post-modification geometry in CATIA V5. To accommodate the cutout, a section of the longitudinal beam at the center of the floor of the fuselage was removed in addition to a section of skin at the lower outer mold line (OML).