Conceptual design and structural analysis of ground support

equipment for handling and maintenance of Turboshaft engines•

Iván Felipe Rodríguez-Barón a, Jaime Enrique Orduy-Rodríguez a, Brayan Alejandro Rosas-Bonilla b, Jhon
Sebastián Merchán-Camelo b & Edison Jair Bejarano-Sepúlveda b
a
Programa de Ingeniería Aeronáutica, Fundación Universitaria los Libertadores, Bogotá, Colombia: Instituto Nacional de Pesquisas Espaciais, São José
dos Campos, Brasil. ifrodriguezb@libertadores.edu.co, jeorduyr@libertadores.edu.co
b
Programa de Ingeniería Aeronáutica, Fundación Universitaria los Libertadores, Bogotá, Colombia barosasb@libertadores.edu.co,
jsmerchanc@libertadores.edu.co, ejbejaranos@libertadores.edu.co

Received: November 17th, 2020. Received in revised form: March 3rd, 2021. Accepted: April 6th, 2021.

Abstract
This paper describes the application of computational modeling and computer-aided design (CAD) for the conceptual design and structural
analysis of the maintenance process of Klimov TV3-117 engines at an approved Maintenance, Repair and Overhaul (MRO) facility in
Colombia. The main issue is that these engines are difficult to roll and manipulate due to their weight, which ranges between 250 and 350
kg, which causes time and cost overruns for the operator, and delays in the scheduled maintenance times. The solution proposed by this
study is the conceptualization and structural feasibility of a prototype of ground support equipment for handling and maintenance of
Turboshaft engines, implementation of which could save up to 100 person-hours, which translates into about USD 10,000, since the current
process requires four specialists and two inspectors, whereas the modified process would only require one of each.

Keywords: Computer-Aided Design (CAD); structural analysis; turboshaft engines; ground support equipment; aeronautical maintenance.

Diseño conceptual y análisis estructural de un equipo de soporte en

tierra para manejo y mantenimiento de motores Turboeje
Resumen
Este artículo tiene como objetivo proponer la aplicación del modelado computacional y el uso de software para diseño asistido por
computadora (CAD), aplicado al diseño conceptual y análisis estructural realizado en una Organización de Mantenimiento Aprobada
(OMA) de Colombia donde se encontró un problema en el proceso de mantenimiento de los motores Klimov TV3-117, ya que su peso está
en el rango de aproximadamente 250 a 350 kg y esto ocasiona dificultades en la etapa de manipulación y rotación del motor, provocando
el retraso en los periodos de tiempo estipulados para cada operación y así costos crecientes para el operador. Este tipo de investigación
arrojó, como resultado, la conceptualización y viabilidad estructural de un prototipo del equipo de soporte en tierra para el manejo y
mantenimiento de motores Turboeje, que, en consecuencia, podría con su futura implementación ahorrar hasta 100 horas-hombre, lo que
se traduce en unos USD 10,000 ya que, en el proceso actual, se necesitan cuatro especialistas y dos inspectores en lugar de la modificación
que requiere uno de cada uno.

Palabras clave: Diseño Asistido por Computador (CAD); análisis estructural; motores turboeje; equipo de soporte en tierra; mantenimiento
aeronáutico.

1. Introduction of the most notable aeronautical operators in the industry has

increased its fleet acquisition by up to 120% in the last 20
The aeronautical industry has experienced continuous years. [1] This behavior reflects the evolution and
growth since the first years of its inception. For instance, one improvement in many aircraft components. The

How to cite: Rodríguez-Barón, I.F., Orduy-Rodríguez, J.E., Rosas-Bonilla, B.A., Merchán-Camelo, J.S. and Bejarano-Sepúlveda, E.J., Conceptual design and structural analysis
of Ground Support Equipment for handling and maintenance of Turboshaft engines.. DYNA, 88(218), pp. 9-18, July - September, 2021.
© The author; licensee Universidad Nacional de Colombia.
Revista DYNA, 88(218), pp. 9-18, July - September, 2021, ISSN 0012-7353
DOI: https://doi.org/10.15446/dyna.v88n218.91617
 Rodríguez-Barón et al / Revista DYNA, 88(218), pp. 9-18, July - September, 2021.

manufacturers have focused on optimizing the cost/benefit

ratio of the operations. An example of cost/benefit
optimization was the rapid reduction of engine fuel
consumption, which has decreased from an average of 8 liters
per passenger per 100 km/h in 1985 to 3 liters in 2017. [2]
Likewise, aircraft maintenance is necessary to maintain
airworthiness, by means of techniques and tools that enhance
repair processes such as test benches and ground support
equipment. Advances made in aeronautical systems,
subsystems, and components facilitate maintenance
processes carried out within the aeronautical Maintenance,
Repair and Overhaul (MRO) stations, which perform
maintenance of the systems, subsystems, and components for
aeronautical use, including engines and propellers. Figure .1 - Comparison between Turboprop and Turboshaft engines
The MRO stations have several advanced tools for Source: EL-SAYED, 2016. [6]
handling the different components. However, in the case of
engines, many stations have only basic ground support
equipment that does not enable good handling to obtain The first engines were large and consequently heavy, thus
optimum performance, and instead make engine maintenance restricting the aircraft's range of flight. However, there was a
an uncomfortable and painstaking process. progressive increase in the mass/power ratio between 1947
In order to obtain optimal results in time and maintenance and 2014, which suggests increased awareness in the industry
costs, it is necessary to optimize the procedures and of the need to reduce the engines’ weight in order to obtain
operations performed by technicians, to enable greater better performance. For this reason, the focus has shifted to
frequency and shorter duration of maintenance. In this making new engines lighter and with higher performance.
context, this study focuses on addressing the difficulties of As for the evolution of the Turboshaft engines' sizes, Fig
rotating and handling Turboshaft engines during the 3 shows their average length and diameter. The graph
maintenance process at an MRO station in Colombia, which indicates that substantial progress has been made in the
mainly arise due to the large size, and especially the weight reduction of the engine’s dimensions to an average length of
of the engines, which ranges between 200 and 450 kg. These 1660 mm and average diameter of 630 mm. This was possible
maneuverability difficulties during the engine's maintenance thanks to the implementation of composite materials and the
cause delays and long waiting times for the aircraft operators, incorporation of electronic technologies.
and any improvement in this regard would be of interest for The most frequent use of this type of engine is in the civil
all parties involved. [4,5] aviation industry. The development of methods and
The first Turboshaft engines were adaptations of the technologies to reduce design, manufacturing, and
Turboprop engines, supplying energy to the propeller maintenance costs represents a major factor. Some of the
through an axis directly driven by the gas generator, through approaches proposed by current research are the
a reduction box. Unlike the Turboprop, the Turboshaft uses improvements in compressors, having less interstitial air
the residual jet thrust to add air to the turbine, or by rotating losses, and reducing the weight, as shown above.
the exhaust by 180 degrees to produce two opposite jets, as The main purpose of this study is to carry out the
shown in Fig 1. conceptual design of ground support equipment dedicated to
Fig 2 shows the evolution of the different models of Klimov TV3-117 engines, aimed at simplifying maintenance
Turboshaft engines in terms of their weight/power ratio. operations, for its potential implementation at aeronautical
The weight/power or mass/power ratio is a simple, clear MRO stations. A prototype of an engine handling device will
and widely used qualitative indicator to compare engine be developed using the CATIA design software, meeting the
performance.

Figure 2 - Weight / Power ratio vs. year of manufacture.

Source: Bejarano, 2019. [7]

10
 Rodríguez-Barón et al / Revista DYNA, 88(218), pp. 9-18, July - September, 2021.

Figure 3 – Average Length and diameter of Turboshaft engines by year of manufacture.

Source: Bejarano, 2019. [7]

established technical and design requirements. Structural revolutions per minute (RPM) in the main rotor, both
analysis of the projected prototype will be performed by manually and automatically [9].
means of static simulation in the Solidworks structures • Engine type: Turboshaft, with free turbine
module to determine the technical and structural feasibility • Rotation: left
of the engine handling device and to establish its potential • Free turbine rotation: 15,000 rpm (100%)
scope and limitations [8]. • Output shaft power: 2000 c.v. (take-off speed)
Computational modeling was performed on the prototype • Dry weight: 293 kg
developed using Computer-Aided Design, and applied • Length (with accessories and exhaust nozzle): 2055 mm
research was also carried out for the structural analysis of the • Width: 650 mm
designed ground support equipment for engine handling and
rotation. 1.2 Aircraft engine attachment system
1.1 Klimov TV3-117 Engines The TV3-117VM engines are mounted on the fuselage
roof panel so that their axes and the helicopter's longitudinal
Turboshaft engines are a type of gas turbine that produces reference line form a 4 ° 30' angle. Each engine is fixed to the
shaft power rather than a jet thrust. They consist of two main fuselage using two support systems: the front and the
sets of parts: the turbine section driven by the primary shaft spherical rear. The frontal system is made up of two long and
(compressor, combustion chamber, and one or more stages of two short vertical bars. It is used to prevent engine
the turbine) and the power section driven by the secondary movements in the vertical and transverse directions and
shaft (additional stages of turbine, one gear reduction system, prevents the engine's rotation in relation to its axis. The
and the output shaft). In essence, the first section raises the spherical rear system prevents the engine from moving and
temperature of the expanding gas and triggers the second [9]. allows rotary movement with respect to all axes. With this
Among the types of Turboshaft engines, this study will clamping mode, axial forces are supported only by the back
focus on are those belonging to the Klimov TV3-117 family. support and by the short and long columns.
Designed by the Russian Aeronautical Manufacturer Klimov, The other forces are transmitted to the front vertical bars
this engine was developed in 1972 for helicopters and and the back support, proportionally to the distance from the
airplanes. According to Lom Praha, one of the leading engine's center of gravity. The engine's alignment with the
companies providing MRO services to helicopters, the main transmission is carried out in the assembly process,
Turboshaft TV3-117 engines in all their versions belong to varying the vertical bars' length, rotating the tensioners
the most widely used propulsion units worldwide. Since its without removing the vertical bars from the engine or the roof
creation, more than 25,000 units have been built, and it is still supports. (Fig 4).
being manufactured today. This Turboshaft engine is used,
among others, in the Mil Mi-8, which is, in turn, the most- 1.3 Rear ball attachment
produced helicopter in the world [10, 11].
The engine is connected to the main transmission through
1.1.1 Specifications (TV3-117VM) the ball bushing attached to the screws on the main
transmission body. The engine body is attached to this
The propulsion unit of Mi-8 helicopters is composed of bushing by means of a spherical cover. To remove the engine
two TV3-117VM engines and other additional auxiliary from the main transmission, which has an additional bracket,
systems. The engine control is carried out employing a a special device was installed in the fuselage's central section
unified control system that allows maintaining the required (Fig 5).

11
 Rodríguez-Barón et al / Revista DYNA, 88(218), pp. 9-18, July - September, 2021.

combining research and practice based on knowledge

acquired in the field of engineering through designing a
product in a conceptual stage for the aeronautical industry.
The different steps to be followed in this project are as
follows: first, the requirements to be met by design are
defined; then an analysis is made of the engines to which this
product could be applied and their evolution in the last 50
years, concerning dimensions, weight, and power; afterward,
the engine handling device was designed as a tool for
maintenance meeting the basic requirements, and based on
them, the process consisted of transforming the information
on the detailed conditions, needs and requirements into a
Figure 4 - Positioning of the TV3-117VM engines on the aircraft. Scale
projection in the computer-aided design software, and finally
1:68.5. to simulate the structural validation tests.
Source: KAN, 2009. [12]
3. Needs and requirements of the GSE

The first step in creating the ground support equipment

for the Turboshaft Klimov TV3-117 engines is to know the
basic needs and requirements of the project and their
dimensions, weight, and anchoring points necessary to safely
handle the engine.

3.1. Needs

Need 1: As can be seen in Fig 6, the Klimov TV3-117

Figure 5. Rear mounting of the TV3-117VM engine. (1) – Brackets, (2) – engine is subject to a fixed support structure, which creates
External rods of front fixture, (3) – Internal rods of front fixture, (4) – Link, limitations in terms of freedom of movement. Consequently,
(5) – Spherical support of rear fixture, (6) – Coupling struts, (7) – Main a fundamental part of our design will be to increase such
struts, (I) – Lug, (II) – Strut attachment, (III) – Rear attachment, (IV) – freedom of movement.
Spherical washer (I). Scale 1:68.5. Need 2: It is necessary to reduce the time and costs
Source: KAN, 2009. [12]
associated with the Turboshaft engines' maintenance process.
Need 3: Design the ground support equipment for a
For the engine’s correct installation, it is necessary to Klimov TV3-117 engine that is structurally strong and able
to withstand the static weight of an engine, as well as its
adjust its longitudinal axis and align it with the main
transmission. assembly and disassembly cycles.

3.2. Ground support equipment requirements

2. Methodology

An applied research approach was used for this study. As RE.1: The ground support equipment must prevent
stated by Vargas, it is based on identifying the specific needs structural failure; consequently, the loads that the structure
of a sector, whether social or productive, that can be must be able to withstand during operation are substantially
converted into solutions. For the case of this study, an greater than the static load.
innovative solution was proposed for a need that was found
at MRO (Maintenance, Repair, and Overhaul, in accordance
with Colombian Aeronautics Regulations RAC 4.11, RAC
43, RAC 145, based on the Federal Aviation Regulations
FAR 43, FAR 145 and Latin American Regulations LAR 43,
LAR 145) facilities, such as a Helicopter Maintenance and
Repair Center. At this MRO station, a problem was found
regarding the maintenance of helicopter Turboshaft engines.
With the ground support systems current in place, it is
difficult for technicians to carry out the process, and it is
expensive in terms of uptime. Therefore, the need to obtain a
product capable of improving these types of processes and, at
the same time, improving the quality of life and the work
conditions of the people involved was evident [13].
Consequently, rather than emphasizing general
Figure 6. Klimow TW-3-117 Scale 1:68.5.
theoretical aspects, this study focuses on a specific Source: Creative commons, 2008 [14]
application aimed at making changes in the studied reality by

12
 Rodríguez-Barón et al / Revista DYNA, 88(218), pp. 9-18, July - September, 2021.

Table 1.
Minimum values for the properties of A36 steel established by the ASTM
standard.
ASTM A36 properties
Drainage stress (MPa) 250
Maximum tensile stress (MPa) 400
Elongation at break (%)
20
Source: MatWeb, 2019.

RE.2: The ground support equipment must be able to

withstand weight of at least 440 (kg) to meet a safety factor
of 1.5, since the TV3-117 VM engine weighs 293 (kg).
RE.3: The ground support equipment must be able to
accommodate as a minimum an engine with height of 728 Figure 7. Ground support equipment projection
(mm), length of 2055 (mm), and width of 650 (mm). Source: Prepared by the authors
RE.4: The ground support equipment must have at least
three guidewires with their respective anchoring points.
RE.5: The ground support equipment must be
manufactured with light and resistant materials for heavy
duty use, and must not produce corrosion or wear or in any
way affect any component that is in contact with the engine.

4. Design and materials

One of the most critical factors for obtaining optimal

design results is to carry out an appropriate material selection
process. This enables creating a product that is efficient and,
at the same time, profitable for its manufacture.

4.1. Types of materials in the design

Figure 8. Projection of swing clamping ring hanging from steel cables.
The material chosen for manufacturing the parts is ASTM Source: Prepared by the authors
A36 steel. It is the most widely used structural steel, as it
combines a low price with reasonable strength values for
such use. It is low-alloy carbon steel. This material is 5. Simulation conditions
resistant and widely used to manufacture aviation
workbenches. Stress, load, fatigue, bending and resistance The study focused on the sections that are most critical for
simulation tests were performed on the bench designed with structural safety. The structural analysis was done in Solidworks
this material, based on the mass of the engine, lifting distance 2017 in order to validate the project from the initial stage.
and rotation of the engine. The material was additionally Static simulation tests were run to understand how the
chosen for its ductility and malleability properties. The design will behave, with results as close as possible to reality,
American International Standardization (ASTM) establishes considering the following parameters: Material, Boundary
the minimum acceptable values for the properties for plates, conditions, Mesh size, all carried out on a 1:1 Scale.
bars, and profiles of this material with a thickness of less than A safety factor of 1.5 was established as the minimum
203 mm, as shown in Table 1. acceptable level for the design limit, based on the Von Mises
Besides, ASTM A36 steel is supplied in various formats factor of safety criterion, which is calculated by the software
that cover all the prototype’s needs [15]. package.
4.2. Modeling 5.1. Rotating handle simulation
Through computational modeling, the prototype project Based on the prototype design, the material’s properties
was carried out on a 1:12 scale. and volumes (Table 2) and the load and fastening elements
The engine will be held in suspended position by means (Table 3) are determined.
of a swing clamping ring (Fig. 7), thereby leaving the surface
of the engine exposed for maintenance. 5.2 Loads and fasteners
The swing clamping ring will be hung from lifting hooks
by means of two steel cables, and the engine will be affixed The fixing elements, in the case of the swing clamping
to the clamping ring by means of four fixing brackets that ring, have the function of providing the necessary space to
will hold the engine. (Fig. 8) anchor and position the screw. (Fig. 9).

13
 Rodríguez-Barón et al / Revista DYNA, 88(218), pp. 9-18, July - September, 2021.

Table 2. Table 4.
Minimum values for the properties of A36 steel established by the ASTM Mesh properties of the rotating handle.
standard. Mesh properties
Volumetric properties Mesh type Solid mesh
Mass (Kg) 5.64708 Used mesh Standard mesh
Volume (m3) 0.000773573 Jacobian Points 4 Points
Density (Kg/m3) 7300 Item size 5.88017 mm
Weight (N) 55.3414 Tolerance 0.294008 mm
Material properties Total number of nodes 55853
Name Cast steel alloy Total number of items 30514
Model type Linear elastic isotropic % of elements whose proportion is less than 3 97.1
Elastic limit (N/m2) 2.41275 e+8 % of elements whose aspect ratio is greater than 10 0.0197
Traction limit (N/m2) 4.48083 e+8 Source: Prepared by the authors
Elastic module (N/m2) 1.9 e+11
Poisson's ratio 0.26
Density (Kg/m3) 7300
Shear module (N/m2) 7.8 e+10
The properties considered for the prototype are shown in Table 4.
Coef. thermal expansion (K-1) 1.5 e-5
Source: Prepared by the authors 5.2.2. Analysis of the rotating handle simulation

The structural analysis of the pieces, considered of great

importance for the project, was carried out through Solidworks.
For the effects of assessing the safety factor, the model indicates
that the piece is safe only if all the segments are in blue (darker
tone) or 6.478e+3 N/m2 (Fig. 11), taking into account that the
darker color is interpreted as indicating that minimum
deformation occurred, whereas a red band indicates a high level
of deformation that tends to break the material.

5.2.3. Static analysis of stresses and displacements of the

Figure 9. Space for fixing elements of the rotating handle.
Source: Prepared by the authors rotating handle

Fig. 12 presents the results obtained in Solidworks to analyze

The load properties of the fasteners are described in Table 3. stresses and displacements, which show an excellent dispersion
of forces, making the part efficient in structural terms.
Table 3.
Load properties and fasteners.
Resulting forces
Components X Y Z Module
Reaction force (N) 1500.04 3.85303 -0.0731659 1500.05
Reaction moment 0 0 0 0
(N x m)
Source: Prepared by the authors

5.2.1. Rotating handle mesh

A Triangulation-type mesh was implemented for the

handle, as shown in Fig. 10, with an anti-aliasing mesh,
which provides improved resources to model object shapes
in a more detailed way. Figure 11. Static analysis of the rotating handle - Stresses.
Source: Prepared by the authors

Figure 10. Triangular mesh of the rotating handle.

Source: Prepared by the authors Figure 12. Static analysis of the rotating handle - Displacements.
Source: Prepared by the authors

14
 Rodríguez-Barón et al / Revista DYNA, 88(218), pp. 9-18, July - September, 2021.

Table 5.
Static analysis of stresses and displacements.
Resulting Forces
Reaction forces
Set of selections X Y Z Module
Whole model (N) 1500.04 3.85303 -0.0731659 1500.05
Reaction moments
Set of selections X Y Z Module
Whole model (N) 0 0 0 0
Tensions
Minimum Maximum
Figure 14. A triangular mesh of the fixing bracket.
6.478e+3 N/m2(node: 28611) 4.674e+8 N/m2(node: 51062)
Source: Prepared by the authors
Displacements
Minimum Maximum
0.0 mm (node: 613) 3.356e-1 mm (node: 28366)
Source: Prepared by the Authors Table 7.
Mesh properties of the fixing bracket.
Mesh properties
Mesh type Solid mesh
Used mesh Standard mesh
Jacobian Points 4 Points
Item size 3.18936 mm
Tolerance 0.159468 mm
Total number of nodes 29753
Total number of items 19365
% of elements whose proportion is less than 3 100%
% of elements whose aspect ratio is greater than 10 0
Source: Prepared by the Authors

Table 8.
Figure 13. Fixing bracket. Resulting Forces of the fixing bracket.
Source: Prepared by the authors Resulting Forces
Reaction forces
Set of selections X Y Z Module
Whole model (N) 0.0351877 750.005 0.00419164 750.005
Table 5 shows the results found in Solidworks for Reaction moments
displacement and stress analysis. Set of selections X Y Z Module
Whole model (N) 0 0 0 0
5.2.4. Fixing bracket simulation Tensions
Minimum Maximum
The fixing bracket (Fig. 13) is one of the most critical 1.006e+3 N/m2 (node: 91) 1.460e+7 N/m2 (node: 29656)
parts, as it is the non-contact intermediate between an engine Source: Prepared by the authors
and the swing clamping ring.
Besides, the fixing bracket absorbs the movements of
the ring with fixing properties (Table 6), the maneuverer The percentage of elements whose proportion is less than
gain, or the engine hanger's weight. This part is ready in the 3 is 100%, which means an excellent type of mesh, due to the
position of resistance and obtaining optimum results in part's geometry. (Table 7)
terms of use.
5.3 Static analysis of stresses, displacements, and
5.2.5 Fixing bracket mesh deformations.

As shown in the Fig. 14, the fixing bracket mesh is As it is presented in Table 8, the result of a stress analysis
triangular. carried out to the fixing bracket shows that the maximum
strength before accepting rupture is 1.460e + 7 N/m2.
Table 6. As show in Fig. 15, the fixing bracket provides excellent
Load properties and fasteners.
dispersion of stress loads throughout the rest of the part.
Resulting forces
Reaction forces
Set of selections X Y Z Module 5.4 Static analysis of displacement and deformations of the
Reaction forces 0.0351877 750.005 0.00419164 750.005 fixing bracket
Reaction
0 0 0 0
moment
In the Fig 16 it is shown the results of the displacement
Fixing details
Entities Type Value analysis, it can be seen that it does not represent a significant
One face Application of the normal force 750 N effort for the fixing bracket.
Source: Prepared by the authors

15
 Rodríguez-Barón et al / Revista DYNA, 88(218), pp. 9-18, July - September, 2021.

Table 10.
Mesh properties
Displacements
Minimum Maximum
0.0 mm (node: 844) 7.170e-3 mm (node: 448)
Deformations
Minimum Maximum
2.696e-9 (node: 6096) 5.277e-5 (node: 13527)
Source: Prepared by the authors

Figure 15. Static analysis of the fixing bracket – Tension.

Source: Prepared by the authors

Figure 18. Loading screw.

Source: Prepared by the Authors
Figure 16. Static analysis of the fixing bracket - Displacements.
Source: Prepared by the Authors
Considering information from Table 10, the structural
viability of the part can be established.
Considering information from Table 9, the structural
viability of the part can be established. 5.5 Loading screw simulation
In the figure of the results of the deformation analysis
(Fig. 17), it can be seen that it does not represent a significant The loading screw is a crucial anchor piece to structure
effort for the fixing bracket. the swing support. The loads are applied as shown in Fig. 18.
The loading screw was designed with cast steel, as shown
Table 9. in Table 11.
Mesh properties
Displacements 5.5.1 Loads and fasteners
Minimum Maximum
0.0 mm (node: 844) 7.170e-3 mm (node: 448)
The normal force of 1N is applied to the screws, the
Deformations resulting forces are shown in Table 12.
Minimum Maximum
2.696e-9 (node: 6096) 5.277e-5 (node: 13527) Table 11.
Source: Prepared by the Authors Mesh properties
Volumetric properties
Mass (Kg) 0.0318876
Volume (m3) 4.36817e-6
Density (Kg/m3) 7300
Weight (N) 0.312499
Material properties
Name Cast steel alloy
Model type Linear elastic isotropic
Elastic limit (N/m2) 2.41275 e+8

Traction limit (N/m2) 4.48083 e+8

Elastic module (N/m ) 2 1.9 e+11

Poisson's ratio 0.26
Density (Kg/m3) 7300

Shear module (N/m2) 7.8 e+10

Figure 17. Static analysis of the fixing bracket - Deformations. Coef. thermal expansion (K-1) 1.5 e-5
Source: Prepared by the Authors
Source: Prepared by the Authors

16
 Rodríguez-Barón et al / Revista DYNA, 88(218), pp. 9-18, July - September, 2021.

Table 12. Table 14.

Load properties and fasteners. Static analysis of stresses, displacements, and deformations.
Resulting forces Resulting Forces
Reaction forces Reaction forces
Set of selections X Y Z Module Set of selections X Y Z Module
Reaction forces -1,038e-7 -2,608e-7 -6,763e-7 2,88808e-7 Whole model (N) 1500.04 3.85303 -0.0731659 1500.05
Reaction moments
Reaction
0 0 0 0 Set of selections X Y Z Module
moment
Whole model (N) 0 0 0 0
Fixing details
Tensions
Entities Type Value
Minimum Maximum
One face Application of the normal force 1N
6,478e+3 N/m2(node: 28611) 4,674e+8 N/m2(node: 51062)
Source: Prepared by the authors
Displacements
Minimum Maximum
0,0 mm (node: 613) 3,356e-1 mm (node: 28366)
Table 13. Source: Prepared by the Authors
Mesh properties
Mesh properties
Mesh type Solid mesh
Used mesh Standard mesh The mesh properties are shown in Table 13 and they are
Jacobian Points 4 Points the same as the previous pieces.
Item size (mm) 0.919886
Tolerance 0.0459943 5.5.2 Static analysis of stresses, displacements, and
Total number of nodes 52249
Total number of items 34466
deformations.
% of elements whose proportion is less than 3 99.8
% of elements whose aspect ratio is greater than 10 0 In Fig. 19a, 19b and 19c stresses and displacements in the
Source: Prepared by the authors loading screw are sampled and analyzed.
In Table 14, it is possible to observe a concentration of
forces at the ends of the screw, but the design achieves a good
dispersion of loads.

6. Discussion

6.1. Technical and structural feasibility of the engine

handling device

This study aims to reduce engine downtime and,

consequently, reduce the cost of processes. Computer
(a) simulations using computer-aided design (CAD) software, and
a structural analysis of the ground support equipment for
handling and rotating turbocharger engines were performed. The
selected loads were simulated using the Solidworks software.
For this, it is necessary to follow an interface, which consists of
assigning the corresponding material and blocking elements, as
well as the connections that must be performed in the model.
The next step is to proceed to the analysis and obtain the
results that evaluate the model's efficiency and conformity
with the established requirements, examined by means of the
transformation and displacement analysis. It was found that
(b) the prototype is efficient and resistant to stresses applied
(average engine weight); as shown in the simulations of the
rotation handle, fixing bracket and load screw.
The way of lifting these engines should also be defined,
and their suspension and handling in this position suggested
by the workbench, in addition to meeting all the technical and
design requirements established in section 3. Needs and
Requirements of the GSE, the engine handling device does
not interfere with the ducts' fluids and will not have adverse
effects on that part. Finally, a conceptual prototype of the
(c) support was developed in the design stage, meeting the
Figure 19. (a) - Static analysis of the load screw - stresses. (b) Static analysis requirements, which can withstand the loads and offer a
of the load-displacement screw. (c) Static analysis of the load screw -
deformations.
safety factor greater than 1.5 for the TV3-117 VM engine,
Source: Prepared by the authors which weighs 293 kg.

17
 Rodríguez-Barón et al / Revista DYNA, 88(218), pp. 9-18, July - September, 2021.

7. Conclusions [6] El-Sayed, A.F. Fundamentals of aircraft and rocket propulsion:

Springer, London, 2nd ed., 2016, 77 P.
[7] Bejarano, E., Projeto conceitual de um equipamento de apoio no solo
The contribution of this research is focused on the dedicado a motores Turboshaft. BSc Thesis, Department of
aeronautical MRO stations that perform maintenance Aeronautical Engineering, Fundación Universitaria Los Libertadores.
processes on Klimov TV3-117 engines. Normally seven Bogotá, Colombia, 2019.
workers are required for this process to constantly move and [8] Prada, J., Manual de Catia V5 para análisis estructural estático y
manipulate the engine when carrying out a repair job, which aplicaciones prácticas. BSc. Thesis, Dep. de Ingeniería Gráfica
Escuela Técnica Superior de Ingeniería, Universidad de Sevilla.
takes about 13 days, 8 hours per day, for a total of 728 man- Sevilla, España, 2015.
hours. With the proposed handling device, the work can be [9] KLIMOV S.A., Klimov TV7-117 C Aircraft Technical - Technical
carried out by just 5 workers, for a total of 520 man-hours. Manual - Book 1. 2015, pp. 66, 1010-1313.
Thus, around 208 man-hours would be saved for servicing [10] LOM-PRAHA. TV3-117 Turboshaft engines. [Online]. 2019. [Date
each unit, since instead of requiring five specialized of reference March 17th of 2021]. Available at:
https://www.lompraha.cz/en/tv3-117-turboshaft-engines
technicians and two inspectors, the necessary personnel [11] MIL Moscow Helicopter Plant, JSC. Mi-8, Mi17 Helicopters. Most
would be reduced by at least one specialist and one inspector Worldwide. [Online]. 2019. [Date of reference March 17th of 2021].
for this same process. In this way, a time reduction of up to Available at: https://web.archive.org/web/20120209120121/
28.5% is estimated compared to conventional ground support http://www.mi-helicopter.ru/eng/index.php?id=276
equipment. [12] KAN. Institute of Aeronautical Engineering of Kazan State Technical
University. Manual of diagrams on structure of MI-17-1V Helicopter,
The main objective was to reduce the time of preventive, Mounting of engines and main gear box, , SERIES1-338-AT-P,
predictive, and corrective maintenance of the Turboshaft Kazan, Republic of Tatarstan, Russia, 2009.
engines, employing this ground support equipment for engine [13] Vargas, Z.R., La investigación aplicada: una forma de conocer las
handling. The complexity of the handling processes is realidades con evidencia científica. Educación [Online]. pp. 155-165,
minimized by providing a suspended vertical clamping ring 2009 [date of reference March 17th of 2021]. Available at:
http://www.redalyc.org/articulo.oa?id=44015082010.
that offers greater freedom of movement. Operators and [14] Klimow TW-3-117.jpg, CC BY-SA 3.0, 2008.
technicians have a more comfortable and efficient way to [15] MatWeb. Material property data. ASTM A36 Steel, bar Data sheet.
carry out their work, continue inspections, arrangements, [Online]. 2019. [date of reference March 17th of 2021]. Available at:
component changes, parts, and so forth. An aspect that http://www.matweb.com/search/datasheet.aspx?matguid=d1844977c
requires refining is to ensure that the lifting of these engines 5c8440cb9a3a967f8909c3a&ckck=1
and their suspension and handling in this position does not
interfere with the ducts' fluids and will not have adverse
I.F. Rodríguez-Barón, is PhD student in Aeroespace Engineering in 2021,
effects on these sections. MSc in Aeroespace Engineering in 2015, from the Instituto Tecnológico de
One of the project's limitations is that although its Aeronáutica, Sao José dos Campos, Brazil, and BSc in Aeronautical
structural viability is optimal for the vast majority of Engineering in 2013. He is currently a full-time professor of the Aeronautical
Turboshaft engines, the design was developed exclusively for Engineering program at the Fundación Universitaria Los Libertadores de
the requirements, specifications and dimensions of the Colombia. His research interests include supersonics aerodynamics, systems
engineering, control systems in formation flights in satellites.
Klimov engine; consequently, the prototype must be resized
ORCID: 0000-0001-8336-283X
for different applications.
It was concluded that the conceptual project's structural J.E. Orduy-Rodríguez, is PhD student in Aeroespace Engineering, MSc in
feasibility is exceptional because the test results on some of Aeroespace Engineering in 2016 from the National Institute of Space
the parts were results obtained from stresses, deformations, Research, Sao José dos Campos, Brazil, and BSc in Aeronautical
and displacements of blue color, which represents high safety Engineering in 2011, He is currently the Director of the Aeronautical
Engineering program at the Fundación Universitaria Los Libertadores de
factors and demonstrates high reliability in the parts. Colombia. His research interests include systems engineering, CubeSats, and
Ground segment for space missions.
References ORCID: 0000-0003-1818-0639

[1] Addepalli, S., Pagalday, G., Salonitis, K. and Roy, R., Socio- E.J. Bejarano-Sepúlveda, is MSc student in Computing Science in the
economic and demographic factors that contribute to the growth of Universitat Politècnica de Catalunya, Spain, BSc in Aeronautical
the civil aviation industry. Procedia Manufacturing, 19, pp. 2-9. 2018. Engineering in 2019. His research interests include: aeronautical structural
DOI: 10.1016/j.promfg.2018.01.002 analysis.
[2] International Civil Aviation Organization, ICAO Environmental ORCID: 0000-0002-5384-5141
Report 2010 - Aviation and climate change, Chapter 2 Aircraft
Technology Improvements, Montréal, Québec, Canada, 2010, 68 P. J.S. Merchán-Camelo, is BSc in Aeronautical Engineering in 2019. He is
[3] Unidad Administrativa Especial de Aeronáutica Civil, Reglamentos currently a quality control engineer for VERTICAL DE AVIACIÓN S.A.S
Aeronáuticos de Colombia, RAC 43 MANTENIMIENTO, Oficina de ORCID: 0000-0002-7913-2182
Transporte Aéreo - Grupo de Normas Aeronáuticas, Bogotá,
Colombia. 2019, 22 P. B.A. Rosas-Bonilla, is BSc in Aeronautical Engineering in 2018, He is
[4] GE Aviation, T700/T6A & T700/6A1 Turboshaft Engines Data sheet, currently a quality control engineer for VERTICAL DE AVIACIÓN S.A.S
[Online]. 2014, 2 P. [Date of reference March 17th of 2021]. Available ORCID: 0000-0001-9875-6620
at: http://www.mce-asic.co.uk/engines/docs/military/datasheet-T700-
T6A.pdf
[5] GE Aviation, T64 Turboshaft/ turboprop engines Data sheet.
[Online]. 2014, 2 P. [Date of reference March 17th of 2021]. Available
at: https://www.geaviation.com/sites/default/files/datasheet-
T64_1.pdf

18