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Aviation History
2003
2003 - 1465.PDF
Technical description m At the heart of the navigation system is a Honeywell inertial reference unit incor porating an embedded GPS-satellite navi gation system and ring laser gyros. Software is Aermacchi's responsibility, says Trombetta. "Configuration change, upgrades, and so on, can be managed by Aermacchi directly and we are quick to react". Aermacchi is also providing the software in the embedded training system and for the terrain profile matching system used for ground proximity warning. "We can integrate a multimode radar," says Trombetta, adding that Fiar's Grifo is used as the baseline unit for design pur poses, while the two Italian companies are also talking about the radar simulation within the embedded training system. A radar, which could be housed in the redesigned nose, would be provided to some customers to meet navigation and combat requirements. Similarly, a naviga tion and attack FLIR can be provided. Operators will be able to refuel the M346 with engines running to increase the air craft's operational use. The aircraft can carry 2,000kg fuel internally: distributed between a 315kg-capacity tank in each wing, the main 1,195kg tank in the centre fuselage and a 175kg collector tank. In addition, two wing pylons and the centreline station can each carry a 450kg external tank. All aircraft, including the first prototype, will have an in-flight refuelling probe. Although the nozzle is the tried and tested unit used on the MB339, the probe is dif ferent, being shorter with a direct entry into the aircraft's fuel system. It is also fit ted with a composite fairing to improve its aerodynamics, says Trombetta. The M346 electrical system comprises two independent systems, each driven by an ASE 20kVA generator. These are linked to 300A/10kW transformer rectifier units also from ASE, which is co-operating with Ham ilton Sundstrand on the electrical system. Aermacchi is also designing in growth potential into the M346, providing more cooling and 50% more electrical power, says Trombetta. A major difference between the M346 and the YA-130 is the airframe structure. The Russian-built aircraft relied on fabri cated components, whereas Aermacchi's trainer structure comprises a significant amount of machined metallic components and carbonfibre with small amounts of Kevlar used for fairings around the base of the fin and on the tailcone. Trombetta says the structure is built to the latest international standards which "don't dictate solutions, but guidelines. The design organisation is left to find the solution". The M346 structure is designed for a 10,000h life with a planned 20% fol low-on. Ultimately, the goal is to achieve a The M346 has a glass cockpit and hands-on- throttle-and-stick inceptorsforthe two crew 15,000h life. Damage tolerance, corrosion prevention and durability criteria have been adopted for detail design to minimise structural maintenance costs. Aermacchi is aiming for only four maintenance man hours per fly ing hour to keep support costs low. Damage tolerance extends to the primary structure. "It's a trade-off between static strength and durability," says Trombetta. Striving for simplicity Simplicity is a driver, and the company has striven to reduce parts count and use sim ple manufacturing processes, "The M346 is heavier than the MB339 by around 2,000kg, but has 40% fewer parts," says Trombetta. Interchangeability is another driver, Aermacchi having ensured that ailerons, flaps, panels and access doors can be used on any aircraft, rather than fitting only one. The tailplane is interchangeable, the same part number being used for the left- and right-hand stabilisers, "which keeps support costs low". The control surfaces and the airbrake are manufactured from metallic bonded com posite. Roberto Mantelli, M346 pro gramme structural integration and test manager, says each stabiliser comprises seven components, but this will be reduced to five as it has been found possi ble to remove two bearing supports. Aluminium honeycomb is placed on the lower skin, and the leading edge added before the assembly is bonded in an auto clave. The top surface of the honeycomb is "Damage tolerance and corrosion prevention have been adopted to minimise structural maintenance costs" MASSIMO LUCCHESINI, PROGRAMME DIRECTOR then machined to shape, the trunnion is added followed by the top skin before a second curing, says Mantelli. The trunnion is also riveted in place "for back-up". Mantelli says "the same technol ogy is used on the flap rudder and aileron", adding that the auxiliary leading edge aerofoil on the slotted flap is manufactured by extruding the metal into an aerofoil cross-section with integral twin spars. Tooling used to produce the initial aircraft is production standard, says Mantelli. The wing comprises three main and two auxiliary spars with an integral fuel tank. The main spars pick up one to three one- piece mainframes, which, like all other fuse- www.flightinternational.com FLIGHT INTERNATIONAL 10-16 JUNE 2003 99
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