How to Replace a CV Joint : Tools Needed for CV Joint Replacement

CV joint replacement requires specific tools for the job. Find out what tools you need to replace the CV joint in this free auto repair video. Expert: Nathan McCullough Bio: Nathan McCullough graduated from Nashville Auto-Diesel College with a GPA of 3.5 and received their Craftsmanship Award and Honor Seal. Filmmaker: Robert Rogers

Aircraft Structural Components

The major aircraft structures are wings, fuselage, and empennage. The primary flight control surfaces, located on the wings and empennage, are ailerons, elevators, and rudder. These parts are connected by seams, called joints.

All joints constructed using rivets, bolts, or special fasteners are lap joints. Fasteners cannot be used on joints in which the materials to be joined do not overlap - for example, butt, tee and edge joints. A fayed edge is a type of lap joint made when two metal surfaces are butted up against one another in such a way as to overlap.

Internal aircraft parts are manufactured in four ways: Milling, stamping, bending, and extruding. The metal of a milled part is transformed from cast to wrought by first shaping and then either chemically etching or grinding it. A stamped part is annealed, placed in a forming press, and then re-heat treated.

Bent parts are made by sheet metal mechanics using the bend allowance and layout procedures. An extrusion is an aircraft part which is formed by forcing metal through a preshaped die. The resulting wrought forms are used as spars, stringers, longerons, or channels. In order for metal to be extruded, bent, or formed, it must first be made malleable and ductile by annealing. After the forming operation, the metal is re-heat treated and age hardened.

Airbus Wings

Here in the UK and in particular at the Airbus facility in North Wales, our expertise is in the manufacture of aircraft wings. Aircraft wings have to be strong enough to withstand the positive forces of flight as well as the negative forces of landing. Metal wings are of two types: Semicantilever and full cantilever. Semicantilever, or braced, wings are used on light aircraft. They are externally supported by struts or flying wires which connect the wing spar to the fuselage. A full cantilever wing is usually made of stronger metal. It requires no external bracing or support. The skin carries part of the wing stress. Parts common to both wing designs are spars, compression ribs, former ribs, stringers, stress plates, gussets. wing tips and wing skins.

Airbus at Broughton employs more than 5,000 people, mostly in manufacturing, but also in engineering and support functions such as procurement and finance.

Wing Spars

Two or more spars are used in the construction of a wing. They carry the main longitudinal -butt to tip - load of the wing. Both the spar and a compression rib connect the wing to the fuselage.

Compression Ribs

Compression ribs carry the main load in the direction of flight, from leading edge to trailing edge. On some aircraft the compression rib is a structural piece of tubing separating two main spars. The main function of the compression rib is to absorb the force applied to the spar when the aircraft is in flight.

Former Ribs

A former rib, which is made from light metal, attaches to the stringers and wing skins to give the wing its aerodynamic shape. Former ribs can be classified as nose ribs, trailing edge ribs, and mid ribs running fore and aft between the front and rear spar on the wing. Formers are not considered primary structural members.

Stringers

Stringers are made of thin sheets of preformed extruded or hand-formed aluminum alloy. They run front to back along the fuselage and from wing butt to wing tip. Riveting the wing skin to both the stringer and the ribs gives the wing additional strength.

Stress Plates

Stress plates are used on wings to support the weight of the fuel tank. Some stress plates are made of thick metal and some are of thin metal corrugated for strength. Stress plates are usually held in place by long rows of machine screws, with self-locking nuts, that thread into specially mounted channels. The stress-plate channeling is riveted to the spars and compression ribs.

Gussets

Gussets, or gusset plates, are used on aircraft to join and reinforce intersecting structural members. Gussets are used to transfer stresses from one member to another at the point where the members join.

Wing Tips

The wing tip, the outboard end of the wing, has two purposes: To aerodynamically smooth out the wing tip air flow and to give the wing a finished look.

Wing Skins

Wing skins cover the internal parts and provide for a smooth air flow over the surface of the wing. On full cantilever wings, the skins carry stress. However, all wing skins are to be treated as primary structures whether they are on braced or full cantilever surfaces.

Fuselage Assemblies.

The largest of the aircraft structural components, there are two types of metal aircraft fuselages: Full monocoque and semimonocoque. The full monocoque fuselage has fewer internal parts and a more highly stressed skin than the semimonocoque fuselage, which uses internal bracing to obtain its strength.

The full monocoque fuselage is generally used on smaller aircraft, because the stressed skin eliminates the need for stringers, former rings, and other types of internal bracing, thus lightening the aircraft structure.

The semimonocoque fuselage derives its strength from the following internal parts: Bulkheads, longerons, keel beams, drag struts, body supports, former rings, and stringers.

Bulkheads

A bulkhead is a structural partition, usually located in the fuselage, which normally runs perpendicular to the keel beam or longerons. A few examples of bulkhead locations are where the wing spars connect into the fuselage, where the cabin pressurization domes are secured to the fuselage structure, and at cockpit passenger or cargo entry doors.

Longerons And Keel Beams

Longerons and keel beams perform the same function in an aircraft fuselage. They both carry the bulk of the load traveling fore and aft. The keel beam and longerons, the strongest sections of the airframe, tie its weight to other aircraft parts, such as powerplants, fuel cells, and the landing gears.

Drag Struts And Other Fittings

Drag struts and body support fittings are other primary structural members. Drag struts are used on large jet aircraft to tie the wing to the fuselage center section. Body support fittings are used to support the structures which make up bulkhead or floor truss sections.

Former rings and fuselage stringers are not primary structural members. Former rings are used to give shape to the fuselage. Fuselage stringers running fore and aft are used to tie in the bulkheads and
former rings.

Aircraft Empennage Section

The empennage is the tail section of an aircraft. It consists of a horizontal stabilizer, elevator, vertical stabilizer and rudder. The conventional empennage section contains the same kind of parts used in the construction of a wing. The internal parts of the stabilizers and their flight controls are made with spars, ribs, stringers and skins.

Also, tail sections, like wings, can be externally or internally braced.

Horizontal Stabilizer And Elevator

The horizontal stabilizer is connected to a primary control surface, i.e., the elevator. The elevator causes the nose of the aircraft to pitch up or down. Together, the horizontal stabilizer and elevator provide stability about the horizontal axis of the aircraft. On some aircraft the horizontal stabilizer is made movable by a screw jack assembly which allows the pilot to trim the aircraft during flight.

Vertical Stabilizer And Rudder

The vertical stabilizer is connected to the aft end of the fuselage and gives the aircraft stability about the vertical axis. Connected to the vertical stabilizer is the rudder, the purpose of which is to turn the aircraft about its vertical axis.

Ailerons

Elevators and rudders are primary flight controls in the tail section. Ailerons are primary flight controls connected to the wings. Located on the outboard portion of the wing, they allow the aircraft to turn about the longitudinal axis.

When the right aileron is moved upward, the left one goes down, thus causing the aircraft to roll to the right. Because this action creates a tremendous force, the ailerons must be constructed in such a way as to withstand it.

Flight controls other than the three primary ones are needed on high-performance aircraft. On the wings of a wide-body jet, for example, there are as many as thirteen flight controls, including high and low-speed ailerons, flaps, and spoilers.

Flaps And Spoilers

Wing flaps increase the lift for take-off and landing. Inboard and outboard flaps, on the trailing edge of the wing, travel from full up, which is neutral aerodynamic flow position, to full down, causing air to pile up and create lift. Leading edge flaps - Krueger flaps and variable-camber flaps - increase the wing chord size and thus allow the aircraft to take off or land on a shorter runway. Spoilers, located in the center section span-wise, serve two purposes. They assist the high-speed ailerons in turning the aircraft during flight, and they are used to kill the aerodynamic lift during landing by spreading open on touchdown.

Trim Tabs

Connected to the primary flight controls are devices called trim tabs. They are used to make fine adjustments to the flight path of an aircraft. Trim tabs are constructed like wings or ailerons, but are
considerably smaller.

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Replacing a Rear Axle U Joint : Re-jacking a Vehicle & Removing Jack Stands

After U joint replacement, re-jack the car and remove the jack stands. Learn about universal joint replacement on a car's rear axle in this free car repair video. Expert: Nathan McCullough Bio: Nathan McCullough graduated from Nashville Auto-Diesel College with a GPA of 3.5 and received their Craftsmanship Award and Honor Seal. Filmmaker: Robert Rogers

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OTC 1532 2-Ton Capacity Aluminum Racing Jack

sund4less.info OTC 1532 2-Ton Capacity Aluminum Racing Jack Aluminum Racing Jack that Lifts two tons and weighs only 43 pounds. Made from aircraft-grade aluminum and with dual pump pistons you reach the maximum height of 18 inch with only 5 pumps. Low profile 3-1/2 inch makes it perfect for ground hugging, high performance cars. Includes side-mounted handles for quick and easy carrying and the removable, rubber saddle pad protects vehicle and prevents slipping. The two-piece 45 inch long handle snaps together for quick and easy setup. Backed by OTC feets lifetime marathon warranty.

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Fisker Karma, A Luxurious Plug-In Hybrid Electric Vehicle

The Fisker Karma is the most luxurious and high end PHEV available for sale in the United States. Electric cars haven't always been the most comfortable vehicles to drive, but Fisker Automotive is changing that with the Fisker Karma. People who crave luxurious cars can finally have the best of both worlds; the green energy of an electric auto and the magnificent driving experience they want.

Fisker Karma plug-in hybrid electric vehicles are rolling off an assembly line in Finland.

Former Aston Martin designer Henrik Fisker proudly unveiled his original Karma PHEV at the 2008 North American International Auto Show. It was an exciting concept, and it set the bar for other manufacturers. Going into 2012, the Karma is ready for full production, and it promises to be a very exciting year.

Valmet Automotive, current manufacturer of the Porsche Cayman and the Porsche Boxster sports cars, will be proudly assembling the Karma Plug-in Hybrid Electric Vehicle. Buyers can rest assured that their cars have been assembled by teams of highly skilled and professional artisans who have years of experience behind them.

Funding rescheduling forced Fisker Automotive to delay the release date of the Karma by two years. Originally slated to hit showroom floors in late 2009, the company now has initial deliveries scheduled for March 2011. President Obama has a clear goal of seeing one million electric vehicles on the roads by the end of his administration. Together with Gov. Jack Markell, Fisker Automotive was lent $550 million to help them get the cars into showrooms. The Karma sports sedan retails at $96,000 and has already rolled off Finland assembly line. The company's goal is to produce 115,000 cars over the next few years, and experts question if that goal is perhaps a little too aggressive.

Fisker Automotive, however, is undeterred. Not only did they roll out the Karma S convertible, a hardtop and stylish two door convertible, at the 2009 North American International Auto Show in Detroit, Michigan, they are also planning another luxurious green auto called the Nina. The Nina Fisker will be a modestly priced $50,000 sedan and the Boxwood Road plant will have the honor of producing it. The company is also planning on releasing an SUB and a coupe in the next few model years.

These are all lofty goals for a company that is essentially brand new and just getting started. Even wit the government assistance being provided and the incredibly exciting cars they are going to offer, it is still a challenge. The technology is revolutionary, and not yet fully embraced. Some analysts feel that the venture is doomed to failure, given the high price tags and the lack of public awareness about what these cars can really do.

The Karma is a brilliant electric luxury car, and it needs brilliant marketing to get the target audience into the showrooms. It's important that Fisker Automotive review the fate of the Smart Fortwo vehicle. A great design, the marketing was not effective and the sales proved to be lower than anticipated.

Three long years have passed since Henrik Fisker lent his experience designing Aston Martins to creating a luxurious plug-in electric hybrid vehicle. The road has been long and challenging, and it would be truly tragic to see it dead-end in failure due to ineffective marketing. The Karma features a 2.0-litre direct-injection and turbocharged four-cylinder gasoline engine that is actually produced by GM. The power is a strong 257bhp and the engine is designed to run at maximum efficiency as much as possible. The combustion engine actually works to feed a generator which then power the two drive motors.

Each drive motor creates 105kW of energy. The primary power source is the 20kWh lithium-ion battery pack, which consumes the aluminum backbone chassis. Plugging in the battery for an eight hour charge cycle will create enough stored energy for drivers to run about 300 miles, more than enough to run their errands the next day. Charging the hybrid to full power will cost about $3.00 each time.

Unlike other electric cars that are weak on power, the Karma can hit 60 mph in an impressive 4.6 seconds. The top speed is 125 mph, but there is a 90-second over-boost that will allow the driver to go up to 143 mph. The early figures on fuel consumption show that the vehicle will travel anywhere from 81 to 118 miles on a single gallon of gas. Naturally, how aggressive you are with the accelerator determines how far that gallon of gas will take you, and how often you will need to visit the corner gas station.

Those people who are striving to conserve as much power as possible can also choose the truly eco-friendly 'Stealth-mode'. When this is used, the electric luxury car will require about 6.5 seconds to reach sixty miles per hour, and the top speed will be a still-impressive 95 mph. The Karma can go fifty miles before producing any emissions when driven in ideal circumstances. This mode also prevents the engine from turning on at all unless the batteries are low and it is truly needed.

There are some other interesting aspects of this fine sedan. When batteries are fully charged, and it is coasting down a hill in regeneration mode, there is nowhere for the surplus energy to actually go. Therefore it goes to work turning the engine at a very low rpm. The vehicle is a lightweight 959 pounds, but getting that metal to move still requires a bit of power. To prevent the tires from squealing and twisting, the ESP switches to overload, helping to save the tires and extend their life. The ESP calibration is being fine-tuned, but this is a fine feature that is very exciting and revolutionary.

The Karma also has double-wishbone suspension in both the front and rear with self-leveling dampers in the back of the vehicle. The sub-frames are isolated and the tires are specifically made for these vehicles. They have taller sidewalls, creating a softer, more luxurious ride. Rack-and-pinion hydraulic steering with power assist makes it easy to maneuver. From lock to lock on the steering wheel is 2.7 turns, making the car fun and exciting to handle. The braking systems have been reviewed and are found to be fantastic at getting the car to stop smartly and safely.

The Fisker Karma has been much anticipated. Three years of waiting is finally nearing an end, and this luxurious and environmentally friendly sedan will be hitting showroom floors. Inexpensive to drive, with impressive range and a truly luxurious feel, this auto will be exciting to drive. With more exciting models being released, including the Nina Fisker and the Karma S convertible, there is a lot to be excited about. Owners are sure to ride in them proudly and often. It is the perfect vehicle for any lover of luxury automobiles who also cares about protecting the environment.