Large Antennas

Wolfgang Hoffmann
Structures Expert
17th September 2014

TE.GEN.00409-001
Large Antennas / Content

Content
General

Requirements

Classification for Large / Small

Decision Criteria & Analysis Methods

Need for Flight Testing

EASA / NAA / DOA Workshop 17th – 18th September 2014 1/ 18

 Large Antennas / General
The following structural provisions for specific antennas are commonly
used:
a skin feed through for the antenna cable and an involved skin doubler with its
mounting provisions like nuts or plates for the antenna hardware

additional substructure below the skin (like frame intercostals) to carry increased,
antenna induced aerodynamic and inertia loads as well as inertia loads for black
boxes

large skin doubler acting as a mounting substructure for the antenna and its
radome

adapter plates on top of aircraft structure to carry antenna hardware and radome,
mounted by dedicated attachment lugs. These lugs are minimizing the fatigue
loads on the external skin transferring the majority of fatigue loads into the frames

EASA / NAA / DOA Workshop 17th – 18th September 2014 2 / 18

 Large Antennas / General

skin doubler size and cut-out is within aircraft SRM limits for an approved repair
doubler - > reduced justification efforts on the doubler itself. But the doubler
hole for the feed through still has to be considered due to stress concentration

radome or other protruding antenna parts are within / beyond the boundary
layer of the designated location and its typical flow

unpressurized / pressurised compartment below antenna

Location: centre fuselage / front or aft fuselage

The installation of large antennas on aircraft may also impact its initial certification
basis from structural point of view

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Large Antennas / General

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 Large Antennas / General
ELT

COM WHIP
ADF LOOP GLIDESLOPE COM WHIP BENT

TRANSPONDER/DME
PROBE

MARKER COMBINED COM/VOR

ADF COMBINED SENSE LOOP

VOR RABBIT EAR

GPS VOR BLADES
DME/TRANSPONDER BLADE

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Large Antennas / General

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Large Antennas / General

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 Large Antennas / Requirements
Requirement Title
25.23 Load distribution limits
25.29 Empty weight and corresponding centre of gravity
25.251 Vibration and buffeting
25.301(b) Loads
25.303, 25.305, 25.307 Static Strength
25.305(e) Vibration & Buffeting
25.365 Pressurized Compartments
25.561 Emergency landing conditions
25.571 Fatigue & Damage Tolerance
25.581 Lightning Protection
25.601 General (Design and Construction)
25.603 Materials
25.605 Fabrication Methods
25.607 Fasteners
25.609 Protection of structure
25.611 Accessibility provisions
25.613 Material Strength Properties and Material Design values
25.619 Special Factors
25.629 Aeroelasticity
25.631 Bird Strike
25.901(c) Sustained engine imbalance
25.841 High Altitude
25.1419 Ice Protection
25.1529 Instructions for Continued Airworthiness

EASA / NAA / DOA Workshop 17th – 18th September 2014 8 / 18

 Large Antennas / Requirements

25.301(b) Flight Loads Validation

Methods used to determine load intensities and distribution must be validated by flight load
measurement unless the methods used for determining those loading conditions are shown to
be reliable, or conservative.

CS 25.305(e) Vibration and Buffeting

The effects of vibration and buffeting on the aeroplane must be considered, as well as on the
antenna/radome installation itself. CS 25.251 also applies, and needs to be complied with.

CS 25.571 Damage Tolerance and Fatigue Evaluation of Structure

A damage tolerance evaluation must be performed on any radome/antenna structure whose
failure due to fatigue, corrosion or accidental damage could result in loss of the
antenna/radome and subsequent tail strike, or other hazard such as rapid decompression of the
aeroplane. Any inspection that is determined necessary as a result of this evaluation must be
addressed as per CS 25.1529 and Appendix H.

EASA / NAA / DOA Workshop 17th – 18th September 2014 9 / 18

 Large Antennas / Requirements

CS 25.365(e) Pressurized Compartment Loads1

Rapid pressurization of the antenna compartment (radome) must be considered as outlined
in CS 25.365(e)(3) if loss of the radome/antenna could interfere with continued safe flight
and landing. CS 25.365(e)(3) requires the consideration of “the maximum opening caused
by aeroplane or equipment failures not shown to be extremely improbable.”

EASA’s interpretation of CS 25.365(e)(3) is that to address structural failures, the opening

size resulting from a skin bay failure (bounded by two adjacent frames and two adjacent
stringers) should generally be considered (i.e. is not extremely improbable) as a minimum
opening size, unless a smaller opening can be justified based upon the maximum level of
cracking that can be conservatively expected when a directed inspection for the structure
under the radome exists in the ALS. (The assumed crack size and resulting opening should
account for bulging affects and the possibility of missed opportunities for detection.)
Failures to equipment and items such as seals should also be considered separately and in
combination with structural failures as appropriate.

EASA / NAA / DOA Workshop 17th – 18th September 2014 10/18

 Large Antennas / Requirements

CS 25.365(e) Pressurized Compartment Loads2

Consideration of CS 25.365(e)(1) is not required as the engine disintegration is assumed to

adequately “vent” any remaining section of radome if the compartment beneath is
penetrated. Application of the formula hole size requirement of CS 25.365(e)(2) is also not
required, since, for the size of radome being considered, the majority of hole sizes up to the
maximum stated in the formula will exceed the boundary of the antenna/radome.
Furthermore, the potential for such large openings to create debris problems equivalent to or
worse than the loss of the antenna alone supports the position that application of CS
25.365(e)(2) to such antenna would be beyond the accepted intent of the rule. Rather, the
focus for compliance to the decompression requirement should be consideration of any
airframe or equipment failures not shown to be extremely improbable, as explained above.

EASA / NAA / DOA Workshop 17th – 18th September 2014 11/18

 Large Antennas / Requirements
CS 25.581 Lightning Strike
The antenna and radome installation must be designed such that the aeroplane is protected
against catastrophic effects from lightning.
CS 25.629 Aeroelastic Stability Requirements
The applicant must demonstrate by analysis and/or test that the aeroplane is free from
aeroelastic instability with the antenna and radome installed. This may be accomplished by a
comparative analysis showing that the aeroelastic stability of the aeroplane will be unaffected
by the change. If the antenna/radome installation is not conformal to the fuselage, such as an
antenna/radome mounted above the fuselage, the installation itself must also comply with CS
25.629.

CS 25.631 Bird Strike

The applicant must show that a bird strike on the antenna/radome, including attachments, will
not prevent continued safe flight and landing. This includes consideration of parts that may
separate from the aeroplane. This requirement need not be considered if it can be
demonstrated that a bird cannot strike the antenna/radome, including attachments, within the
normal flight envelope.

EASA / NAA / DOA Workshop 17th – 18th September 2014 12 / 18

 Large Antennas / Requirements
CS 25.901(c) Sustained Engine Imbalance
The applicant may need to consider the effects of sustained engine imbalance (windmilling) if
the antenna/radome design is such that it would be susceptible to structural failure due to
vibration. It must be shown that the resulting vibration will not cause a structural failure of the
antenna/radome installation that would result in a foreseeable hazard, either at the point of
failure or downstream (AMC 25-24 provides further guidance on this subject).

CS 25-1419 Icing
Ice shedding from the antenna/radome installation should be considered. It must be shown
that such shedding and the resulting damage to other parts of the aeroplane does not interfere
with continued safe flight and landing.

CS 25.1529 & Appendix H Instructions for Continued Airworthiness

The applicant must demonstrate compliance by developing an appropriate maintenance and
inspection program.

Airworthiness Directives
The applicant should address any Airworthiness Directive(s) applicable to the area of the
antenna/radome installation.

EASA / NAA / DOA Workshop 17th – 18th September 2014 13 / 18

 Large Antennas / Classification for Large / Small

Classification of antennas

A/C
small metallic large
Antenna
< one skin bay *

Yes No

Antenna protruding out

of boundary layer

EASA generic
No Yes CRI on large
antennas

small antenna
* area between 2
adjacent frames
and stringers

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Large Antennas / Decision Criteria & Analysis Methods

radome or other protruding antenna parts are within / beyond the

boundary layer of the designated location and its typical flow.
(boundary layer criteria)

pressurised structure below antenna:

(stress criteria)
importance of circumferential stress

location of antenna: centre fuselage / front or aft fuselage

(stress criteria)

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 Large Antennas / Decision Criteria & Analysis Methods
Boundary layer criteria (cruise flight small 𝛼 and 𝛽):
Assumption: A/C is flying at an altitude of 10 km with a speed of Ma= 0,85

𝑢∞ 𝑚 𝑚
𝑀= → 𝑢∞ = 𝑀 ∙ 𝑎 → = 0,85 ∙ 299,8 𝑠
= 254,83 𝑠
𝑎
x = 25 m

𝑚
𝑢∞ = true airspeed in 𝑠

𝑚
𝑎 = 299,8 𝑠
(speed of sound in 𝑚𝑠 at an altitude of 10 km and a
temperature of T = -50°C)

𝑢∞ ∙ 𝑥 254,83 ∙25
Reynolds number: 𝑅𝑒𝑥 = = = 427 567 114 [−]
𝑣 1,49 ∙ 10−5

𝑚2
Kinematic viscosity: 𝒗 = 1,49 · 10−5 𝑠

Lengthwise trajectory (antenna location on fuselage): 𝑥 = 25 [𝑚]

EASA / NAA / DOA Workshop 17th – 18th September 2014 16 / 18

 Large Antennas / Decision Criteria & Analysis Methods
1. Boundary Layer Criteria:

The boundary layer thickness should give us a hint if the antenna is fully exposed to the
free flow and more likely affected by flutter excitation and/or buffeting.

𝛿 𝑥 = 17,3𝑐𝑚

Thickness of turbulent boundary layer at 𝑥 = 25 [𝑚] :

0,37∙𝑥 0,37∙25
𝛿 𝑥 = 5 = 5 = 0,173 [m] eq.1
𝑅𝑒𝑥 427567114

EASA / NAA / DOA Workshop 17th – 18th September 2014 17 / 18

 Large Antennas / Need for Flight Testing
Need for Flight Testing
Vibration and buffeting / flutter excitation could be caused at radome location and at the
empennage through a flow separation at the antenna radome and subsequent propagation of
non-laminar flow.
CS 25.301(b) requests Flight Loads Validation
Analysis needs to be validated - if needed - by Flight Test (Flight Load Survey)
Except a validated and approved analysis method is available

CS 25.251 and CS 25.305(e) accounts for Vibration and Buffeting

Evaluate effect of modification on vibration and buffeting by validated analysis
In case of an effect a Flight Test is needed as the only acceptable MOC (means od compliance) for 25.251
It has been determined, that generally large antennas have an effect on vibration and buffeting, thus flight
test is typically required

Relevant Flight Conditions for testing (example)

Cruise condition flight (small 𝛼 and 𝛽)
A flight testing up to Vmo is deemed necessary and reasonable
Approach/Take-Off condition (large 𝛼 and 𝛽)
A flight testing up to VFE with a variation in 𝛼 and 𝛽 is deemed necessary and reasonable

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Appendix
Used Abbreviations:
A/C Aircraft
AMC Alternative Means of Compliance
ALS Airworthiness Limitation Section
CM Certification Memorandum
CFD Computational Fluid Dynamics
DTI Damage Tolerance Inspection
FCBS Fatigue Critical Baseline Structure
skin bay area between 2 adjacent frames and stringers
MOC Means OF Compliance
TC / TCH Type Certificate / Type Certificate Holder
SRM Structure Repair Manual
Vfe Maximum Speed with Flaps Extended
Vne Never (n) Exceed (e) Speed.
Vmo Maximum Operating Speed
𝛼 Angle of Attack
𝛽 Yaw Angle

EASA / NAA / DOA Workshop 17th – 18th September 2014 19

Any Questions please ?
Back-up Slides

Classification of antennas

A/C
composite

Honeycomb sandwich / monolithic:

Strongly recommended: use of dedicated TCH
repair documentation with hard
points/reinforcement plates provided for post
TC installations.
Advise to consider approved OEM repair
documentation
involvement of A/C manufacturer strongly
advised!

EASA / NAA / DOA Workshop 17th – 18th September 2014 1

 Back-up Slides
Considering equation 1 (slide 17) and the logarithmic increase of the flow velocity
from zero (at fuselage surface) up to 99% of flow speed of the unpertubated flow
velocity (per definition at the end of the boundary layer), a conservative calculation
of the aerodynamic drag force – by using the maximum flow velocity - can be
performed as follows:
Drag Load Calculation

D = 6.045 x 10-8 · A · Vne2 [daN]

D = drag load on the antenna in [daN]

A = frontal area of antenna in [cm2]
V = Vne of aircraft in [km/h]

(The formula includes a 90% reduction factor for streamline shape of antenna)

EASA / NAA / DOA Workshop 17th – 18th September 2014 2