Aircraft McDonnell Douglas

For aerospace adhesives and sealants, we need to consider not only extremely high temperatures, but also extremely low temperatures. Adhesives for cryogenic engines should maintain their mechanical performances between -184° and -196°C (-300° to -320°P), but this seems to be beyond the limits of polymer capability. To meet this need, an experimental composite or a blend of adhesives in a multilayer form has been developed. Some work has been carried out at Hughes Aircraft, McDonnell Douglas, or NASA-Lewis, but is not very well known to the public. 

Hart-Smith LJ, Strindberg G (1997) Developments in adhesively bonding the wings of the SAAB 340 and 2000 aircraft. McDonnell Douglas Paper MDC... 

Lake, Percussion Primers, Design Requirements McDonnell Douglas Aircraft Company, Report MDC A0514 (1970) 32) F.J. Valenta, Ef-... 

Harpoon Antiship Missile (US Navy). THE NAVY S HARPOON ANTISHIP MISSILE (McDonnell Douglas) has completed six of twenty scheduled full-scale flight tests following many launchings to test techniques and components (CD, October 1972). Harpoon has been fired successfully in its basic form from aircraft with a 300-pound, 30-inch booster from surface ships and from submarine torpedo tubes, with folded wings and booster enclosed in a buoyant capsule... 

Ion vapor deposition (IVD) was developed from vacuum deposition by McDonnell Douglas Corporation. They used IVD of aluminum as a substitute for cadmium plating on steel aircraft parts. Aluminum provides corrosion protection similar to cadmium, it can withstand 925°F temperatures as opposed to 450°F for cadmium, and it is cheaper on a volume basis than either cadmium or zinc (Higgins 1989). Aluminum is also far less toxic than cadmium, and its use in an IVD system offers safer working conditions and less environmental risk. 

Shannon, R. W., et al, Primary Adhesively Bonded Structure Technology (PABST) General Materials Property Data, Douglas Aircraft Co., McDonnell Douglas Corp., Air Force Flight Dynamics Laboratory, Technical Report AFFDL-TR-77-107, September 1977. 

D. Hagemaier, B. Bates and A. Steinberg, On-Aircraft Eddy Current Inspection, Paper 7680, McDonnell Douglas Corp., 1986. 

Center at Valley Forge, Pa. (9). It was the Library of Congress recommendation for the safety limits of cellulose-type materials which made possible the success of this project and others which have followed. After the St. Louis fire at the Military Records Center, the Library of Congress was again involved in vacuum—air purge drying operations, this time in collaboration with McDonnell Douglas Aircraft Corp. (7). 

McDonnell Douglas YC-15 military aircraft. Epoxy adhesives replaced panel bolts and rivets the bonded panels were cured in an autoclave. After 120,000 hours of testing, the flaws did not grow into catastrophic proportions as in the case of riveted structures. 

National Transportation Safety Board (1982), Air Florida Airlines, Inc., McDonnell Douglas, Inc., DC-10-30CF, NIOITV, Miami International Airport, Miami, Florida, September 22, 1981, Aircraft Accident Report Number NTSB-AAR-82-03. 

Fibrous composite failure criteria—facts and fantasy, McDonnell Douglas Aerospace, Transport Aircraft, paper no. MDC 93K0047, presented at the Seventh Int. Conf. on Composite Structures, Paisley, Scotland, July 5-7,1993. 

The extensive use of carbon fiber composites in aerospace is illustrated in Fig. 9.1. This figure shows the large number of applications of polymer/carbon-fiber composites in a new passenger plane, the McDonnell-Douglas Aircraft MD-12X. Other new airplanes, such as the Boeing 777 and the Airbus A340, make similar extensive use of these composites. ] The Airbus A340, for instance, incorporates 4000 kg of epoxy-carbon fiber... 

Figure 1-28. More than 26 percent of this McDonnell-Douglas AV-8B Harrier combat aircraft s structural weight is carbon-epoxy composite plastics.

Hart-Smith, L.J., How to get the best value for each dollar spent inspecting composite and bonded aircraft structures, McDonnell Douglas Paper MDC 92K0121. In Proceedings of the 38th International SAMPE Symposium and Exhibition, Anaheim, CA, May 10-13, 1993. pp. 226-238. 

In 1974, Turkish Airlines Flight 981 (aircraft type McDonnell Douglas DC-10-10) crashed due to cargo hatch failure and control cable failures, causing 346 fatalities [24]. 

Turkish Airlines Flight 981 Accident. This accident occurred on March 3, 1974, and is associated with the Turkish Airlines Flight 981 (aircraft type McDonnell Douglas DC-10-10), a scheduled flight from Istanbul, Turkey, to Heathrow Airport, London, U.K., via Paris, France [6]. The flight crashed due to cargo hatch failure and control cable failures and caused 346 fatalities. 

Hart-Smith, L. J. (1980b) Structural details of adhesive-bonded joints for pressurized aircraft fuselages, McDonnell-Douglas Co. Report MOC-J8858, Long Beach, California. 

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