Material Impact Used in Aircraft Planes in

Correlation to Flying Performance

By:
Grade 12 STEM Mac Cready Group 3 Mirasol
Members:
Cura, Luigie
Escalante, Angelo
So, Vincent
Fernandez, Kiko
Cerezo, Godwin
Birung, Cairyll
Diaz, Frances
Holasca, Alexszandra

Submitted to: Dr. Febwin Villaceran

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Chapter 1: Introduction of the Study
This study will tackle the impact on how the material of an aircraft affects its flying
performance. In the Aviation Industry, materials and parts are always updated and upgraded to
be in its peak performance and durability to assure safety and avoid incidents while in the sky or
the field. The development of new technology has been essential to the advancement and
progress of aviation with the constant evolution of materials, aircrafts are progressing to be safer
and have better performance. There is a set of criteria to select the materials that are going to be
assembled in an aircraft and the earliest criteria was the minimum weight and maximum strength
of a material (1903 – 1902). Earlier aircrafts were designed to be light yet strong; there were
other criteria such as the toughness, durability and cost of the material but were given less
attention due to the high demand for high strength-to-weight aircrafts. In the 1920’s to 1930’s the
criteria were widened to include factors affecting the performance and capabilities of an aircraft.
Commercial flights were more popular, and the military effectiveness of aircrafts were realized
and paved the way for fast fighters and heavy bombers. This advancement lead to aircrafts being
capable of flying at high speeds within long distances while carrying heavy baggage. The criteria
of high strength-to-weight aircrafts were still essential but other criteria such as high stiffness
and durability were also more focused on. Higher stiffness was used to create sleeker and more
compact designs with aircrafts resulting in a greater performance. Many of the present-day
criteria was ignored by the first generation of aircraft designers because they only focused on
using materials which provided high strength yet little weight and at the time, the best material
for that criteria was wood. This study revolves around the historical development of the types of
materials used in aircrafts such as: wood, aluminum, magnesium, titanium, nickel superalloys
and composites. The introduction of these materials into aircraft structures or engines, and how
their usage and properties have changed over time is discussed as well as the performance of an
aircraft depending on the material used.
Material fatigue is a common cause of incidents, using the wrong or insufficient material can
cause your aircraft to be unable to work or fragile. First, "the CA 60 might be the world's ugliest
aircraft of all time" due to its design to carry 100 passengers they decided to construct 9 wings,
the 3 wings carry 8 engines. Surprisingly, ne the first flight test reaches an altitude of 60 feet but
as soon as it lands it crashed down in the water, fortunately the pilot survived. The company
decided to burn down the prototype. The "Christmas Bullet" is an aircraft but it had no struts
supporting the wings, instead it was supposed to flap like a bird's wings. It crashed during the
first flight test because his design is incapable of flight and the wings are simply twisted off. The
last accident is "The DC-10 aircraft" is was poorly design but was a favorite amongst aircraft
fans around the world. The problem is that the cargo bay door was supposed to open outward not
inward. The cargo door opened, and it caused the cabin floor to collapse and it caused the plane
to crash and killed everyone on board.
This study focuses on the history of material used and the reasons why the materials were
changed through time. In WORLD WAR 1, Air ship made of wood and texture were hard to
keep up and subject to quick weakening when forgotten about in the components. This, in
addition to the requirement for more prominent quality, prompted the utilization of metal in

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flying machine. The principal general use was in World War I, when the Fokker flying machine
organization utilized welded steel tube fuselages, and the Junkers organization made all-metal
airplane of double tubing and aluminum covering. During the period from 1919 through 1934,
there was a continuous pattern to all-metal development, with some air ship having all-metal
(quite often of aluminum or aluminum composite) structures with texture secured surfaces, and
others utilizing an all-metal monocoque development. Metal is more grounded and more solid
than texture and wood, and, as the vital assembling aptitudes were built up, its utilization
empowered planes to be both lighter and simpler to construct. On the negative side, metal
structures were dependent upon erosion and metal weakness, and new strategies were created to
ensure against these dangers. A wide assortment of aluminum compounds was created, and
fascinating metals like molybdenum and titanium were brought into utilization, particularly in
vehicles where outrageous quality or phenomenal warm opposition was a prerequisite. As air
ship were intended to work at Mach 3 (three times the speed of sound) and past, an assortment of
strategies to stay away from the impacts of streamlined warming were presented. These
incorporate the utilization of fuel in the tanks as a "heat sink" (to assimilate and scatter the
produced warmth), just as the work of intriguing materials, for example, the propelled carbon-
carbon composites, silicon carbide earthenware coatings, titanium-aluminum combinations, and
titanium compounds fortified with clay filaments. Also, a few plans require the dissemination of
freezing hydrogen gas through basic zones of streamlined warming.
Evidences of the incidents explain that firstly, The Transaereo (CA 60) was removed from its
storage just because on January 20, 1921, and on that day, it was widely shot. On January 21, the
airplane was booked to be placed in the water just because, and a cameraman had been employed
to shoot a few arrangements of the flying machine coasting on the lake. On account of the low
degree of the lake and of certain challenges identified with the slipway that associated the shed
with the outside of the lake, the flying pontoon couldn't arrive at the water. In the wake of
accepting De Siebert's approval, the slipway was protracted on January 24, and afterward again
on 28. Operations were carried on among issues and snags until February 6, when Caproni was
educated that 30 wing ribs had broken and should have been fixed before the start of practice
runs. He was enraged and kept his representatives conscious during that time to enable the tests
to start on February 7. The ribs were fixed, yet then a starter was discovered broken, causing
Caproni's disappointment, with the goal that the tests must be deferred again. Continually
keeping on the water surface, the air ship made a few turns, at that point quickened reenacting a
departure run, at that point made different moves before Gianni Caproni and other significant
agents of the Italian aeronautics during the 1920s: Giulio Macchi and Alessandro Tonini of
Nieuport-Macchi, Raffaele Conflenti of SIAI. The tests were before long hindered by the
exacerbating of the climate conditions, yet their result was sure. The air ship had demonstrated
receptive to the controls, flexibility and stable; it was by all accounts excessively light towards
the bow and by the day's end some water was found to have spilled inside the fuselage.
Any additional evidences towards the problem of material fatigue for being a reason for an
aircraft-related incident and a part of human error. In order to avoid material fatigue, aviation
companies would begin test of the different aluminum and magnesium to improve the current
product and ensure the safety of the passengers. There are cases of material fatigue dating back

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decades where in one case the 1954 De Havilland Comet Plane Crashes would be a primal
example of material fatigue. The first incident would occur at the very start of the year where the
BOAC Flight 781 would experience explosive decompression en-route to London from Rome.
Resulting into the casualties of all passengers and crew members. After the first incident all
Comet aircrafts were immediately grounded and a search and rescue was issued, after recovering
and examining the aircraft it was said that it experienced explosive decompression mid-air, and
also believing that an engine turbine explosion resulted into the accident thus, resulting into
modifications towards the turbines and now cleared to take flight again. But only weeks into
being reinstated South African Airways Flight 201, in which case, another Comet aircraft
suffered the same fate as Flight 781 did, it would have suffered another explosive decompression
during their route to Johannesberg from Rome. Once again, all passengers and crew members
were killed, thus making that the turbine explosion was not the main culprit. In the aftermath of
the Flight 201 incident, an investigation that would take years and would determine that the
metal fatigue was caused by the design defects in which resulted to the explosive decompression.
The design defects would indicate that a squared window design caused a dangerously high
stress concentration to the window’s corners, but it was said that 70% of the pressure was
concentrated from the corners of the aircraft windows. This was supported by that the window
were riveted instead of glued, and that the rivet holes resulted to the cracks due to fatigue would
continue during the duration of the flight. These discoveries from the incident would result into a
overhaul and a re-design for aircrafts, where the next aircrafts designed since the incident would
remove the sharp point and edge design to reduce stress or material fatigue.
There are some ways to also prevent material fatigue and how to fix it. First, it is important to
bear in mind that any difference in part or mechanical component parts are special regions where
pressure can concentrate hence influencing their mechanical strength of fatigue. The geometry of
a part will also affect the velocity at which the crack propagates. A design that favors the
emergence of stress concentration areas, cross sectional changes, the presence of keyways, holes,
or insert corners will allow the development of a crack sooner. Improve the surface finish by
polishing to prevent small scratches or grooves from appearing due to cutting on the surface of a
part. The intermediate strain of tensile worsens the output in metals related to fatigue as it widens
the crack. Compression pressure, on the other hand, increases its output on a thin surface layer
by means of residual compression stress. The overall effect is to reduce the likelihood of crack
nucleation and failure of fatigue. Surface hardening processes the carbonization and nitrating
where a component is exposed at high temperature to a carbon – nitrogen rich atmosphere.
Usually this layer is 1mm deep and harder than the material of the core. Another thing to keep in
mind is fluctuating or cyclic tension that loads work before failure for a large number of cycles,
being one of the key parameters present in the severity of material fatigue.

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The Objectives of the Study:
Primary: To correlation the material impact used in aircraft planes in relation to flight performance.
Specific:
a) To compare the materials used in the Tora-Tora and Boeing 777X aircrafts
b) To compare the material used of aircraft, ships, and houses
c) To identity the reason on why materials change in aircrafts
d) To analyze how the materials are used in the architectural design of an aircraft

Scope and Delimitations:

The scope of the study only focuses on the materials used in the Tora-Tora and Boeing 777X
aircrafts and the comparison of the materials used in the aircraft. To correlate the effectiveness of the
materials used in both aircrafts in relation to their flight performance.
The delimitation of the study are the other types of aircrafts such as Airbus, Cessna, Military planes,
etc. This study will also not discuss the geographical origin of the materials. The study will avoid
discussing about the internal parts of an aircraft such the engines, machineries within and the
equipment inside an aircraft.

Significance of the Study:

The study benefits the following:

a. The school, WCC

The school will benefit from the study in the means of informing on how material impact
used in aircraft is connected and correlated to the flight performance as well as to avoid
material problems in their aircrafts.

b. The administrators, Staff of the school

This study benefits the instructors to guide the students about material impact used in aircraft
planes affects correlation to the flight performance in order for them to have a better
understanding in their aviation studies.’

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c. The future researchers
The future researchers can benefit from this research because this can help give information
and can serve as a basis to their related topics and to also widen their ideas about this specific
study.

d. The future students

The future students can benefit from this study because they can gain new knowledge about
material impact used in aircraft planes in correlation to the flight performance.

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Chapter 2: Review of Related Literature and Studies
Related Literature:
1. Siddiqui, T. (2015). Aircraft materials and analysis. New York, NY: McGraw-Hill Education
LLC.
2. National Research Council. (1992). Aeronautical Technologies for the Twenty-First Century.
Washington, DC: The National Academies Press.
3. Bhat, B. N. (2018). Aerospace materials and applications. Reston, VA: American Institute of
Aeronautics and Astronautics, Inc.
4. Mouritz, A. P. (2012). Introduction to aerospace materials. Oxford (GB): Woodhead publ.
5. Quinlivan J.T., Fenbert H.R. (1995) Composite Applications in Commercial Transport
Aircraft. In: Prasad P.N., Mark J.E., Fai T.J. (eds) Polymers and Other Advanced Materials.
Springer, Boston, MA
6. Niu, M. C.-Y. (1992). Composite airframe structures. Conmilit Press.
7. CHAWLA, K. R. I. S. H. A. N. K. (2020). Composite Materials: science and engineering.
S.l.: SPRINGER NATURE.
8. Smith, Z. (2005). Advanced composite techniques: lightweight moldless techniques for the
aircraft homebuilder. Napa, CA: Aeronaut Press.
9. Marshall, A. C. (2007). Composite basics. Tabernash, CO: Aircraft Technical Book Co.
10. PRASAD, N. E. S. W. A. R. A. (2017). Aluminum-Lithium Alloys. Place of publication not
identified: BUTTERWORTH-HEINEMANN LTD.
11. Barbero, E. J. (2018). Introduction to composite materials design. Boca Raton, FL: CRC
Press, Taylor & Francis.
12. Smith, Z. (2005). Understanding aircraft composite construction: basics of materials and
techniques for the non-engineer. Napa, CA: Aeronaut Press.
13. Zhang, S., & Zhao, D. (2016). Aerospace Materials Handbook. CRC Press.
14. BREUER, U. L. F. P. A. U. L. (2018). Commercial Aircraft Composite Technology. Place of
publication not identified: SPRINGER.
15. Esp, B. (2017). Practical analysis of aircraft composites. United States: Grand Oak
Publishing.

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16. Raj, A. K. (2016). Aeromaterials: material choice for structures and engines. North
Charleston, SC: CreateSpace.
17. Baker, A. A., & Scott, M. L. (2016). Composite materials for aircraft structures. Reston, VA:
AIAA/American Institute of Aeronautics, Inc.
18. Vlot, A. (2011). Glare: history of the development of a new aircraft material. Dordrecht:
Springer.
19. Peery, D. J. (2013). Aircraft Structures. Newburyport: Dover Publications.
20. National Research Council. 1993. Materials Research Agenda for the Automobile and
Aircraft Industries. Washington, DC: The National Academies Press.
21. Sterkenburg, R., & Wang, P. H. (2014). Structural composites: advanced composites in
aviation. Weyers Cave, VA: Avotek Information Resources.
22. Titterton, G. F. (1956). Aircraft materials and processes. New York: Pitman Pub. Corp.
23. Potter, K. (1997). An introduction to composite products: design, development and
manufacture. London: Chapman & Hall.
24. Nicolais, L., Meo, M., & Milella, E. (2011). Composite Materials a Vision for the Future.
London: Springer London.
25. Woodhead Publishing. (2016). Advanced Composite Materials for Aerospace Engineering:
Processing. Cambridge.
26. Saha, P. K. (2017). Aerospace manufacturing processes. Boca Raton: CRC Press, Taylor et
Francis Group.
27. Srinivasan, M. M., Bowers, M. R., & Gilbert, K. C. (2014). Lean Maintenance Repair and
Overhaul: changing the way you do business. New York: McGraw-Hill Education.
28. Niu, C. (2005). Composite airframe structures: practical design information and data. Hong
Kong: Conmilit Press.
29. Gay, D. (2015). Composite Materials: Design and Applications. CRC Press.
30. Schijve, J. (2014). Fatigue of structures and materials. Springer.

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Related Studies:
1. https://www.sciencedirect.com/topics/materials-science/aircraft-material.pdf
2. https://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/human_facto
rs_maintenance/the_material_requirements_planning_system_for_aircraft_maintenance_and
_inventorycontrol.a_note.pdf
3. https://www.iata.org/publications/Documents/BIPAD.pdf
4. http://home.iitk.ac.in/~mohite/Basic_construction.pdf
5. https://www.nist.gov/sites/default/files/documents/cnst/New-Steel-Presentation-Furdek.pdf
6. https://www.researchgate.net/publication/311750391_A_Survey_of_Aircraft_Materials_Desi
gn_for_Airworthiness_and_Sustainability
7. https://www.britannica.com/technology/airplane/Materials-and-construction
8. https://www.open.edu/openlearn/science-maths-technology/engineering-and-
technology/aeroplane-design-and-engineering
9. https://www.researchgate.net/publication/331961000_Nature_of_the_Materials_for_Mod
ern_Airplane_Parts
10. https://www.sciencedirect.com/topics/engineering/boeing-787-dreamliner
11. https://howthingsfly.si.edu/ask-an-explainer/what-kinds-materials-are-used-make-aircraft
12. http://home.iitk.ac.in/~mohite/Basic_construction.pdf
13. http://164.100.133.129:81/econtent/Uploads/ACD2501_Day%206_Aircraft_Structures.pdf
14. http://www.scielo.mec.pt/pdf/ctm/v20n3-4/v20n3-4a11.pdf
15. https://www.nist.gov/sites/default/files/documents/cnst/New-Steel-Presentation-Furdek.pdf
16. https://www.britannica.com/technology/airplane/Materials-and-construction
17. https://www.nap.edu/read/2035/chapter/11#191
18. http://www2.mae.ufl.edu/haftka/structures/FAA.pdf
19. https://www.aircraftspruce.com/catalog/pdf/13-05909.pdf
20. https://www.hq.nasa.gov/office/aero/pdf/parts_of_an_airplane_9-12.pdf
21. http://www.afahc.ro/ro/afases/2012/air_force/Nedelcu_Redon.pdf
22. https://www.dlr.de/fa/Portaldata/17/Resources/dokumente/institut/2004/2004_03.pdf
23. http://www.ksu.lt/wp-content/uploads/2017/06/M6-Selected-pages-Materials-and-
Hardware.pdf
24. https://www.boeing.com/commercial/aeromagazine/articles/qtr_4_06/article_04_2.html
25. https://core.ac.uk/download/pdf/4407049.pdf
26. http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.504.9323&rep=rep1&type=pdf
27. https://www.icas.org/media/pdf/Workshops/2011/ICAS%20Workshop%20presentation
%2004%20Abe.pdf
28. https://pritamashutosh.wordpress.com/2012/10/04/materials-used-in-aircraft-2/
29. https://www.polyu.edu.hk/aado/aa/filemanager/en_event/happygathering/Presentation%20-
%20the%20history%20of%20aircraft.pdf

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 30. https://www.iare.ac.in/sites/default/files/PPT/asd%20final%20ppt_0.pdf

Chapter 3: Methodology
Conceptual Framework

The researchers used this framework as a basis due to it having the necessary data needed
connected to their study. Data such as the environmental effects of a material and the resources it
uses. It also tackles how the material can affect the people and environment, as well as the

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ethical validity of using that material. The framework also shows how the material will be
affected through economic usage and its efficiency in price, quality and production costs.

A. Steps of Data Gathering:

1. Collaboration
- The researchers will gather information and find the problems in their study
2. Problem Identification
- To identify and gather what issues and problems that are found within the
study.
3. Formulation
- To formulate into research objectives, to know what information is needed in
the study.
4. Questions
- To identify and analyze the issues and problems on how the materials affect
the performance of an aircraft and needs for improvement.
5. Setting Suitable Respondents
- in order to gather data, the researchers must seek for participants that have
experience in aircraft construction and knowledge in the materials used.
6. Interview
- to see the best opinion given by the participants and their overall
recommendation.
7. Output
- to seek the answers of which materials are used and recommended by both
pilots and mechanics.
8. Extraction/ Encoding
- to gather data used from the interview and the different opinions of the
respondents.
9. Data Analysis
– Once the data has been gathered, review and interpret the data.

B. Venue of the Study:

The researchers will conduct the study in WCC Aeronautical and Technological College North
Manila in 461, World Citi Colleges Building, William Shaw Street, Grace Park, Caloocan, 1406
Metro Manila.
Pictures of WCC North Manila:

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Topographical Area of WCC North Manila in Google Maps:

C.
Background
Criteria of Respondents
 WCC-ATC North Manila AMT Students
 WCC-ATC Binalonan AMT Students
 WCC-ATC North Manila C.E.A.T. Professors
 WCC-ATC Binalonan C.E.A.T. Professors
 PATTS Aviation Students
 PATTS Aviation Professors
 Student Pilots
 Student Aircraft Mechanic
 Professional Aircraft Mechanic
 Professional Pilots
In this study, our targeted or the selected respondents for our study is mainly focused on students
and professors affiliated to the aviation course which is none other than WCC-ATC from both
North Manila and Binalonan. To expand the educational respondents, we would also interview
PATTS students as well as professors. Lastly, to further any statements made from people under
education, we would interview the people who are under training up to the experienced pilots
and aircraft mechanics.
D. Instruments & Procedure of the Study
The researchers conducted the gathering of data through a survey form as the instrument, handed
out to the respondents of the study. The researchers personally handed out the surveys and it is
expected to be answered and given back within the day.

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