MINISTRY OF EDUCATION AND SCIENCE OF UKRAINE

NATIONAL AVIATION UNIVERSITY

DEPARTMENT OF AIRCRAFT DESIGN

APPROVED BY
Head of department
Dr. of Sc., professor
_________ S.R. Ignatovich
«___» ___________ 2020

MASTER THESIS

ON SPECIALITY
“AVIATION AND SPACE ROCKET TECHNOLOGY”

Theme: «Concept of a smart bin in a passenger aircraft»

Prepared by: _____________ E. Michael

Supervisor:
PhD, associate professor ______________ T. Maslak

Advisers:
Labor protection:
PhD, associate professor ______________ O. Konovalova

Environmental protection:
PhD, associate professor ______________ L. Pavliukh

Standard inspector
PhD, associate professor ______________ S. Khizhnyak

Kyiv 2020
 NATIONAL AVIATION UNIVERSITY

Aerospace Faculty
Department of Aircraft Design
Master's degree
Specialty 134 "Aviation and space rocket technology"
Educational professional program «Aircraft Equipment»

APPROVED BY
Head of Department
Dr. of Sciences, Prof.
__________ S.R. Ignatovich
«_____» ___________ 2020

TASK
for the master thesis

ELENWOKE MICHAEL

1. Topic: «Preliminary design of smart storage bins for passenger aircraft»,

approved by the order of the Rector of October 5, 2020 № 1906/ст.
2. Thesis term: from 5.10.2020. to 13.12.2020.
3. Initial data: statistic data of prototypes, cruise speed of designing plane 850 km/hour, flight
range 5500 km, 250 number of passengers
4. Contents of the explanatory note: analysis of current trends in passenger cabin design,
preliminary design of mid-range passenger aircraft, smart bin design
5. The list of illustrative material: placards illustrated the results of storage bin design,
drawings of the passenger aircraft general view and cabin layout.

All graphical materials are performed by CATIA, AutoCad

6. Thesis schedule
№ Task Time limits Done
1 Task receiving, processing of 5.10.2020‒8.10.2020
statistic data of prototypes
2 Literature review 9.10.2020‒15.10.2020
3 Initial data calculation for 16.10.202017.10.2020
designing plane
4 Geometrical calculations, 18.10.2020‒25.10.2020
aircraft layout, center of gravity
calculation
5 Storage bin design 25.10.2020‒29.10.2020
6 Execution of the parts, devoted 30.10.2020‒5.11.2020
to environmental and labor
protection
7 Preparation of illustrative 5.11.2020‒20.11.2020
material, writing the report
8 Completion of the explanatory 21.11.2020‒05.12.2020
note

7. Special chapter consultants

Date, signature
Chapter Consultants The task Task
issued accepted
Labor protection PhD, assoc. prof.
O. Konovalova

Environmental PhD, assoc. prof.

protection L. Pavliukh

Date: 5.10.2020 year

Supervisor __________ T. Maslak
Student __________ E. Michael
 ABSTRACT

Master degree thesis “conceptual design of a smart storage bin in a passenger aircraft”

97p, 4 drawings, 22fig, 15 tables, 21 references

Object of study: sensors and storage equipment of a passenger aircraft, taking into
account Boeing 767.
Subject of study: smart storage bin in a passenger aircraft.
Aim of master thesis: is to design a smart storage bin for a passenger aircraft
Research and development methods: analyzing the requirements of a storage bin,
taking into account the preliminary design of the plane. For this project Load sensors are
connected to each passenger storage bin and provide an output signal proportional to a
weight of items within the bin. The range sensors are also coupled to each passenger storage
bin and provide an output signal proportional to an amount of empty space available within
the bin. Analyzing the smart sensor system for the plane, considering the labor and
environmental factors of design and production.
Novelty of results: it is the first time a smart bin will be successfully designed and
implemented in a passenger aircraft.
Practical value: it will improve the safety onboard a passenger aircraft by indicating a
full storage bin to avoid fall. It also will save time for passengers when boarding and existing
the aircraft to know which storage facility to use at each point in time. The display device
provides a visual indication based upon such status signal whether or not the associated
storage bin is filled.

AIRCRAFT, PRELIMINARY DESIGN, LAYOUT, CENTER OF GRAVITY

POSITON, DESIGN OF SMART STORAGE BIN
 ABBREVIATIONS

LED – light emitting diode

CD- Compact disc
BPA – Bisphenol A
PVC- Polyvinyl chloride
PET- Polyethylene terephthalate
IATA – International Air Transport Association
FAA- Federal aviation authority

CONTENT
INTRODUCTION…………………………………………………….…….….…...11
PART 1 STATE OF THE ART LITERATURE REVIEW…………………..…….13
1.1 General requirements of a storage bin in a plane……………………….……....13
1.2 Current trends in storage bin design …………………………………………....14
1.3 Storage bin design enhancements to improve retention …………………...…...17
Conclusion to part 1………………………………………………………...……....20
PART 2 PRELIMINARY DESIGN OF A LONG-RANGE PASSENGER PLANE ..21
2.1. Geometry calculations for the main parts of the aircraft………………..….…..23
2.1.1 Wing geometry calculation……………………………………………..........24
2.1.2 Fuselage layout…………………………………………………….……..…...28
2.1.3 Luggage compartment…………………………….……………………..……30
2.1.4 Galleys and buffets……………………………………………………..……..31
2.1.5 Lavatories………………………………………………….…………....…….31
2.1.6 Layout and calculation of basic parameters of tail unit………………………32
2.1.7 Landing gear design...............................................................………………...34
2.1.8 Choice and description of power plant…………………………………..........36
2.2 Determination of centering of the equipped wing………..………….……….…37
2.2.2 Determination of the centering of the equipped fuselage……….…...……….38
2.2.3 Calculation of center of gravity positioning variant………….………………42
Conclusion to part 2………………………………………….……………………..43
PART 3 CONCEPTUAL DESIGN OF A SMART STORAGE BIN……………...45
3.1 Analysis of storage bin operation………………………………………...….….45
3.2 Detailed description of storage bin design …………,,……….…….……..…....49
3.3 smart storage bin system analysis of operation………………............................54
3.4 Calculation for strength of overhead storage bin bottom part……….….…...….61
Conclusion to part 3.........................................................................……..................66
PART 4 LABOR ROTECTION……………………………….……….....………..67
4.2 Analysis of the working conditions……………………………….….….…….67
4.2.1 Organizing the workspace of the engineer…………............................……..67
4.2.2 Harmful and dangerous factors list………………………......….........……..68
4.2.3 Harmful and dangerous factors analysis.........................................................68
4.2.4 The Artificial lighting calculation……………...…….………………………71
4.3 General production safety requirements in equipment design and
production of equipment….......................................................................................73
4.4 Safety requirements before starting work………………..……..….………….73
4.5 General safety requirements during production of equipment...........................74
4.6 Safety requirements after production …………………..……………….……..75
4.7. Safety requirements at emergency situations during production………...……75
Conclusion to part 4……………………………………………..………...……….77
PART 5 ENVIRONMENTAL PROTECTION……………….………..………….78
5.1 Utilization of plastics as materials……………………….……………..……...78
5.2 The effect of plastic debris on environment and wildlife……………...............80
5.3 The effect of plastic in our natural environment………..................…………...82
5.4 production, usage, waste management solutions………………….……………85
5.5 Biopolymers, degradable and non-degradable biopolymers solutions…..……..89
5.6 Policy measures……………………………………….……………..………...…………...................91
Concision of part 5……………………….…………….……..…..…..…….............95
GENERAL CONCLUSION…………….…………..…………………....….…….96
REFERENCES……. ……………………………….….…………….…………..…97
 INTRODUCTION

This project work is on the smart bin implementation in a passenger aircraft. We

would be analyzing the design and production of a smart storage bin in a long range
passenger aircraft.
The Airplane turn time (the time required to unload an airplane after its arrival at the
gate and to prepare it for departure again) has increased since the mid-1970s. This
contributes to both flight delays and increased passenger frustration. One of the key elements
of turn time in a single-aisle aircraft is passenger boarding. One factor that contributes to an
increase in passenger boarding time is an increase in the amount of passenger carry-on
luggage. Passengers have increased their carry-on baggage for a number of reasons,
including the implementation of checked baggage fees by the airlines. During the boarding
process, finding available overhead bin storage space for carry-on baggage becomes
increasingly time consuming and frustrating for passengers and flight attendants, and can
cause delayed departure.
Airlines and aircraft manufacturers have attempted to address boarding delays in a
number of ways. For example, airlines have modified the order of passenger boarding, but
studies have shown that new boarding algorithms have proven largely ineffective in reducing
boarding time. Airlines and manufacturers have also changed the size and shape of overhead
bin storage space to make the space more usable, but because this option is limited by space
constraints this has also been found ineffective in reducing boarding time.
Accordingly, there is a need for an improved system which assists in speeding the
aircraft boarding process.
A system for monitoring an overhead storage bin includes a proximity sensor, a load
sensor, a latch mechanism sensor, and a controller operatively connected to the proximity
sensor, the load sensor and the latch mechanism sensor. The controller is configured to
retrieve proximity data from the proximity sensor indicative of a space status of an overhead
storage bin, retrieve load data from the load sensor indicative of a stowage weight status of
the bin, and retrieve a latch status from the latch mechanism indicative of a latch status of
an access door of the bin. The controller is further configured to determine, based on the
space status, the weight data, and the latch status, a probability indicative of whether an item
stowed in the bin may fall from the bin, and output, based on the probability, an indication
on an output device on an exterior surface of the bin.
 PART 1
STATE OF THE ART LITREATURE REVIEW

1.1 General requirements of a storage bin in a passenger plane

The IATA Baggage Services Manual contains information on the rules and industry-
accepted procedures relating to the carriage of baggage:
For the purposes of this publication, the term “carry-on baggage” is synonymous with
unchecked baggage, hand baggage and cabin baggage, and the terms are used
interchangeably.
All cabin baggage must be securely stowed. Accident reports indicate that the
presence of excess cabin baggage can be a significant factor affecting passenger survival in
accident situations. Unsecured baggage can be dislodged and become a projectile during
accidents and severe turbulence. It can also obstruct evacuation routes and exits, where it
can delay the evacuation of passengers and crew. All airlines and manufacturers should
ensure that sufficient adequately designed cabin storage facilities are provided on all
passenger aircraft.
Consideration should be given to weight, volume and aircraft type. All carry-on
passenger baggage that cannot be stowed or does not conform to regulations should not be
carried in the cabin and should be checked.
Baggage Allowance Carry-on baggage should be stowed in the aircraft cabin which
limits baggage to a size, weight and shape that fits under a passenger seat or in a storage
compartment. Cabin baggage should have a maximum length of 22 inches (56 cm), width of
18 inches (45 cm) and depth of 10 inches (25 cm)
These dimensions include wheels, handles, side pockets, etc. Carry-on items must
remain with the passenger at all times and are the responsibility of the passenger.
Cabin crew should be encouraged to be vigilant during the boarding phase to ensure that all
carry-on baggage conforms to the airline’s regulations and that carry-on baggage is properly
tagged and stowed. Ground staff should also monitor cabin baggage during the check in and
boarding process and not allow deviations from the airline’s standards.
No certificate holder may allow the boarding of carry-on baggage on
an airplane unless each passenger's baggage has been scanned to control the size and amount
carried on board in accordance with an approved carry-on baggage program in its operations
specifications. In addition, no passenger may board an airplane if his/her carry-on baggage
exceeds the baggage allowance prescribed in the carry-on baggage program in the certificate
holder's operations specifications

1.2 Current trends in storage bin design

Overhead stowage bins were never designed to replace the checking of baggage for
transport in the cargo compartment of the airplane. In fact, early airplane models, such as
the 707, 727, and 737, provided a limited overhead stowage. These appropriately named “hat
racks” were limited to stowing emergency equipment and soft items such as coats, hats,
blankets, and pillows.
But as the type and quantity of passenger carry-on baggage evolved, so did stowage
bin designs. Stowage bin capacities have increased, and the designs have changed to better
accommodate the sizes and geometry of carry-on baggage.
Currently, there are three types of overhead stowage bins: shelf, pivot, and translating
bins. Individual bin size generally is determined by the length of the airplane, interior
arrangement, carry-on baggage requirements, and the spacing of the body frames to which
the bins are attached. Standard shelf bins range in length from 15 to 88 in. Standard pivot
and translating bins are 15 to 44 in long.
The shelf bin is the most common design fig. 1(http://www.boeing.com/1). Its door
opens outward and up. It is most often found as an outboard overhead stowage bin on older
interior designs delivered on both single-aisle and twin-aisle airplanes. The pivot and
translating bin designs have a controlled rate of opening and provide good visibility during
opening and closing because the door opens out and down. Pivot and translating bins are
common on both single-aisle and twin-aisle airplanes. Stowage bin designs have evolved
over the years and depend on the available space within the airplane the following page
summarizes the types of stowage bins available by airplane model. The maximum load
capability of each stowage bin is identified on load-limit placards displayed on the interior
surface of each stowage bin.
Early derivatives of twin-aisle airplanes typically used the pivot or translating bins for
the center or inboard overhead stowage bins, and shelf bins for the outboard overhead
stowage bins. MD-11 airplanes, however, were offered with two overhead bin
configurations. Some used a translating or articulating center overhead stowage bin, while
others used a center shelf bin. Newer twin-aisle airplanes such as the 777 and 767-400 have
a more open interior aesthetic design that uses outboard pivot bins and inboard or center
translating bins.

Figure 1.1 – Outboard overhead shelf bin design in closed position

Figure 1.2 - Outboard overhead pivot bin design in closed position

Figure 1.3 – Centre overhead translating bin

 Figure 1.4 – Overhead bin systems by airplane model

1.3 Storage bin design enhancements to improve retention

Even if an overhead storage bin is properly loaded before takeoff, it is possible that
items removed during flight may not be properly reloaded. An improperly loaded overhead
stowage bin has a higher probability of becoming unstable during routine flight maneuvers
than does a properly loaded bin.
To address this issue, Boeing incorporated a variety of overhead storage bin
enhancements to reduce the risk of carry-on items becoming dislodged when the overhead
stowage bin door is opened. The design enhancements include warning placards and
secondary restraint devices.
The 6- by 1.25-in placards are posted on the front of the storage bins to increase
passengers' awareness that carry-on items may have shifted during flight.
 Figure 1.5 – Overhead storage bin warning placard

Another design enhancement is the installation of secondary restraint devices on shelf

bins such as secondary doors or visors, nets, and deflector panels and thresholds.The
secondary door or visor system consists of a set of two secondary doors or visors per bin,
which remains in the closed position when the primary bin door is opened (fig.6.
http://www.boeing.com/)The visors have open viewing ports with flexible nets installed over
the ports. After opening the primary bin door, the visor allows a person to observe the bin
contents and take necessary action if an item has the potential for falling when the visor is
opened. Parts are currently available for many 737, 747, and 757 applications.

Figure 1.6 – Outboard overhead shelf bin with a visor system installed

Another type of secondary restraint system is a net system for use on 727 and 767
airplanes. This system, developed by Ansett Australia, Melbourne, consists of a weave of
elastic straps sewn together to form a net. The net mechanically fastens to the inside of the
stowage bin and covers approximately the lower half of the stowage bin opening. With the
primary stowage bin door in the open position, baggage items maybe loaded and unloaded
by displacing the elastic netting

Figure 7. outboard overhead shelf bin with a net system

 Conclusion to part 1
In this part I analyzed the different trends of a storage bin in a passenger aircraft,
taking into account the plane models and various storage types and capacity, furthermore
into the project the prototype of a Boeing 767 will be considered for the implementation of
a smart storage bin for proper air safety and management.
In my opinion the current trends currently designed storage bins have no way of
indicating if full or not and that most times causes flight delays during takeoff , implementing
the \smart storage bin designs will not only ensure faster flight trips but also ensure safety of
the passengers on board
 PART 2
PRELIMINARY DESIGN OF A LONG-RANGE PASSENGER AIRCRAFT

The subject of my diploma was the preliminary design of a long range aircraft that
can transport, 200-300 passengers with modification to the storage compartment for the
possibility of installing smart storage bins.
Prototypes of the aircraft, taking for the designing of the plane were in the class of
200-300passengers of the Boeing 767 family, various variants of the prototypes and its
specifications are listed in the table 1 below .

Table 2.1 –Specifications of various Boeing 767 aircrafts

767- 767- 767-
Variant 767-200 767-300
200ER 300ER/F 400ER
Cockpit crew Two
243 (16F,
3-class seats 174 (15F, 40J, 119Y) 210 (18F, 42J, 150Y) 38J,
189Y)
296 (24J,
2-class seats 214 (18J, 196Y) 261 (24J, 237Y)
272Y)
409Y
1- class(limit) 245Y (290) 290Y (351)
(375)
4,905 ft³ /
Cargo 3,070 ft³ / 86.9 m³ 4,030 ft³ / 114.1 m³
138.9 m³
ULD 22 LD2s 30 LD2s 38 LD2s
201 ft 4 in
Length 159 ft 2 in / 48.51 m 180 ft 3 in / 54.94 m
/ 61.37 m
170 ft 4 in
Wingspan 156 ft 1 in / 47.57 m
/ 51.92 m
3,130 ft² /
Wing 3,050 ft² / 283.3 m², 31.5° sweepback
290.7 m²
Exterior: 17 ft 9 in / 5.41 m height, 16 ft 6 in / 5.03 m width;] Cabin
Fuselage
width: 186 in/ 4.72 m
 Continuation of table 2.1
395,000 lb 350,000 lb 412,000 lb 450,000 lb
MTOW 315,000 lb / 142.9 t
/ 179.2 t / 158.8 t / 186.9 t / 204.1 t
78,390 lb 88,250 lb 96,560 lb 101,000 lb
Max. payload 73,350 lb (33.3 t)
(35.6 t) (40.0 t) (43.8 t) (45.8 t)
181,610 lb 189,750 lb 198,440 lb 229,000 lb
OEW 176,650 lb / 80.1 t
/ 82.4 t / 86.1 t / 90.0 t / 103.9 t
std-ER: 16,700-24,140 US gal / 63.2-91.4 m³ (111,890-161,740 lb /
Fuel capacity]
50.8-73.4 t )
3,900 nmi 6,590 nmi 3,900 nmi 5,980 nmi 5,625 nmi
Range
7,200 km 12,200 km 7,200 km 11,070 km 10,415 km
Long range-Maximum: 459–486 kn (850–900 km/h) at altitude of
Cruise speed
39,000 ft (12,000 m)
Ceiling 43,100 ft (13,100 m)
2,480 m / 9,200 ft 2,650 m / 3,290 m /
Takeoff 6,300 ft (1,900 m)
8,150 ft (2,800 m) 8,700 ft 10,800 ft
PW4000 /
JT9D / PW4000 / CF6 CF6 /
Engines (×2) JT9D / PW4000 / CF6 CF6 /
/ RB211 PW4000
RB211
48,000– 48,000– 56,750–
48,000–52,500 lbf 60,600 lbf 60,600 lbf 61,500 lbf 60,600 lbf
Thrust (×2)
214–234 kN 214– 214– 252– 270 kN
270 kN 270 kN 274 kN

To ensure the even distribution of the aircraft's weight on the ground, the 767 has a
retractable tricycle landing gear with four wheels on each main gear and two for the nose
gear. The original wing and gear design accommodated the stretched 767-300 without major
changes. The 767-400ER features a larger, more widely spaced main gear with 777 wheels,
tires, and brakes. To prevent damage if the tail section contacts the runway surface during
takeoff, 767-300 and 767-400ER models are fitted with a retractable tailskid. The 767 has
left-side exit doors near the front and rear of the aircraft.
In addition to shared avionics and computer technology, the 767 uses the
same auxiliary power unit, electric power systems, and hydraulic parts as the 757. A raised
cockpit floor and the same forward cockpit windows result in similar pilot viewing
angles. Related design and functionality allows 767 pilots to obtain a common type rating to
operate the 757 and share the same seniority roster with pilots of either aircraft.
The 767 is equipped with three redundant hydraulic systems for operation of control
surfaces, landing gear, and utility actuation systems. Each engine powers a separate
hydraulic system, and the third system uses electric pumps. A ram air turbine provides power
for basic controls in the event of an emergency. An early form of fly-by-wire is employed
for spoiler operation, utilizing electric signaling instead of traditional control cables. The fly-
by-wire system reduces weight and allows independent operation of individual spoilers. The
767 features a twin-aisle cabin with a typical configuration of six abreast in business
class and seven across in economy. The standard seven abreast, 2–3–2 economy class layout
places approximately 87 percent of all seats at a window or aisle. As a result, the aircraft can
be largely occupied before center seats need to be filled, and each passenger is no more than
one seat from the aisle. It is possible to configure the aircraft with extra seats for up to an
eight abreast configuration, but this is less common.
The 767 interior designers introduced larger overhead bins and more lavatories per
passenger than previous aircraft. The bins are wider to accommodate garment bags without
folding, and strengthened for heavier carry-on items. A single, large galley is installed near
the aft doors, allowing for more efficient meal service and simpler ground
resupply. Passenger and service doors are an overhead plug type, which retract upwards, and
commonly used doors can be equipped with an electric-assist system.

2.1. Geometry calculations for the main parts of the aircraft

Layout of the aircraft consists from composing the relative disposition of its parts and
constructions, and all types of the loads (passengers, luggage, cargo, fuel, and so on).
Choosing the scheme of the composition and aircraft parameters is directed by the
best conformity to the operational requirements.
 2.1.1 Wing geometry calculation
Geometrical characteristics of the wing are determined from the take off weight m0
and specific wing load P0.
Full wing area with extensions is:
𝑚0 ∗𝑔 33076·9.8
𝑆𝑤𝑓𝑢𝑙𝑙 = = = 286 [m2]
𝑝0 4480

Relative wing extensions area is 0.1.

Wing area is:

𝑆𝑤 = 286 • 0,9 = 286 [m2]

Wing span is:

𝑙 = √𝑆𝑤 • ƛ = √286,16 • 7.86 = 47.5 [m]

Root chord is:

2Sw ⋅ ηw 2 ⋅ 120,13⋅ 3,3

bo= = = 10 (m)
(1+ηw )⋅ l 6 ⋅ 47.5

bo 10
Tip chord is: bt = η = 5 = 2 (m)
w

Taper Ratio:
𝑏0 10
ƞ𝑤 = = =5
𝑏𝑡 2
Maximum wing width is determined in the forehead i-section and by its span it is
equal:
𝐶𝑖 = 𝑐̅ × 𝑏𝑖 = 0,13 × 2 = 0,26 [𝑚]

On board chord for trapezoidal shaped wing is:

 (ƞ𝑤 − 1) × 𝐷𝑓 (5 − 1) × 5
𝑏𝑜𝑏 = 𝑏0 × (1 − ) = 10 × (1 − )
ƞ𝑤 × 𝑙𝑤 5 × 47.5

= 9.16 [𝑚]

At a choice of power scheme of the wing we determine quantity of spars and its
position, and the places of wing portioning.
On the modern aircraft we use torsion box wing. Our aircraft has three spars.
Relative position of spars in wing by chord:
𝑥𝑖
𝑥̅𝑖 =
𝑏

In wing with two spars x1  0,2; x2  0,6.

I use the geometrical method of mean aerodynamic chord determination (figure 2.1).
Mean aerodynamic chord is equal: 𝑏𝑀𝐴𝐶 = 6.89 [𝑚]

Figure 2.1. – Determination of mean aerodynamic chord

 After determination of the geometrical characteristics of the wing we come to the
estimation of the ailerons geometrics and high-lift devices.
Ailerons geometrical parameters are determined in next consequence:
Ailerons span
𝑙𝑤 47.5
𝑙𝑎𝑖𝑙 = 0,35 × = 0,35 × = 5.7 [𝑚]
2 2

Chord of aileron:

𝐶𝑎𝑖𝑙 = 0,023 × 𝑏𝑖 = 0,023 × 2 = 0,046 [𝑚]

Aileron area:

𝑆𝑤 286
𝑆𝑎𝑖𝑙 = 0,022 × = 0,022 × = 3.14 [𝑚]
2 2

Increasing of lail and bail more than recommended values is not necessary and
convenient. With the increase of lail more than given value the increase of the ailerons
coefficient falls, and the high-lift devices span decreases. With bail increase, the width of the
xenon decreases.
In the airplanes of the third generation there is a tendency to decrease relative wing
span and ailerons area. So, lail = 0.122. In this case for the transversal control of the airplane
we use spoilers together with the ailerons. Due to this the span and the area of high-lift
devices may be increased, which improves take off and landing characteristics of the aircraft.
Aerodynamic balance of the aileron.
Axial balance:
Saxinail ≤ (0.25…0.28) Sail =0,27 × 3,087 = 0,833 [m2]
Inner axial balance
Sinaxinail = (0.3..0.31) Sail = 0,3 × 3,087 = 0,926 [m2]
Area of ailerons trim tab.
For two engine airplane:
 𝑆𝑡𝑟.𝑎𝑖𝑙 = 0,05 × 𝑆𝑎𝑖𝑙 = 0,05 × 3,087 = 0,15435 [m2]

Range of aileron deflection

Upward δ’ail ≥ 25;
Downward δ” ail ≥ 15˚.
The aim of determination of wing high-lift devices geometrical parameters is the
providing of take of and landing coefficients of wing lifting force, assumed in the previous
calculations with the chosen rate of high-lift devices and the type of the airfoil profile.
Before doing following calculations it is necessary to choose the type of airfoil due to
the airfoil catalog, specify the value of lift coefficient C y max bw and determine necessary

increase for this coefficient C y max for the high-lift devices outlet by the formula:
C y max l
C y max  ( )
C y max bw

Where C y max l is necessary coefficient of the lifting force in the landing configuration
of the wing by the aircraft landing insuring (it is determined during the choice is the aircraft
parameters).
In the modern design the rate of the relative chords of wing high-lift devices is:
bsf = 0.25..0.3 – for the split edge flaps;
bf = 0.28..0.3 – one slotted and two slotted flaps;
bf = 0.3..0.4 – for three slotted flaps and Faylers flaps;
bs = 0.1...0.15× 𝑏𝑖 = 0.1 × 1,75 = 0,175 – slats.
Effectiveness of high-lift devices rises proportionally to the wing span increase,
serviced by high-lift devices, so we need to obtain the biggest span of high lift devices due
to use of flight spoiler and maximum diminishing of the are of engine and landing gear
nacelles.
During the choice of structurally-power schemes, hinge-fitting schemes and
kinematics of the high-lift devices we need to come from the statistics and experience of
domestic and foreign aircraft construction. We need to mention that in the majority of
existing constructions elements of high-lift devices are done by longeron structurally-power
schemes. In my airplane the rate of the relative chords of wing high-lift devices is:
bf = 0.3..0.4 – for three slotted flaps and Fowler’s flaps;

2.1.2 Fuselage layout

During the choice of the shape and the size of fuselage cross section we need to come
from the aerodynamic demands (streamlining and cross section).
Applicable to the subsonic passenger and cargo aircrafts (V < 800 km/h) wave
resistance doesn’t affect it. So we need to choose from the conditions of the list values
friction resistance Cxf and profile resistance Cxp.
During the transonic and subsonic flights, shape of fuselage nose part affects the value
of wave resistance Cxw. Application of circular shape of fuselage nose part significantly
diminishing its wave resistance.
For transonic airplanes fuselage nose part has to be:
𝑙𝑛𝑝𝑓 = 2 × 𝐷𝑓 = 2 × 5 = 10 𝑚
Except aerodynamic requirements consideration during the choice of cross section
shape, we need to consider the strength and layout requirements.
For ensuring of the minimal weight, the most convenient fuselage cross section
shape is circular cross section. In this case we have the minimal fuselage skin width. As the
partial case we may use the combination of two or more vertical or horizontal series of
circles. For cargo aircrafts the aerodynamics is not so important in the fuselage shape choice,
and the cross section shape is may be close to rectangular one.
l
To geometrical parameters we concern: fuselage diameter D f; fuselage length f ;

fuselage aspect ratio

f
; fuselage nose part aspect ratio
np
; tail unit aspect ratio
TU .
Fuselage length is determined considering the aircraft scheme, layout and airplane center-
of-gravity position peculiarities, and the conditions of landing angle of attack α land ensuring.
l
To geometrical parameters we concern: fuselage diameter D f; fuselage length f ; fuselage
aspect ratio
f
; fuselage nose part aspect ratio
np
; tail unit aspect ratio
TU .

Fuselage length is equal:

𝑙𝑓 = ƛ𝑓 × 𝐷𝑓 = 9.8 × 5 = 49 [m]

Fuselage nose part aspect ratio is equal:

𝑙𝑓𝑛𝑝 10
ƛ𝑓𝑛𝑝 = = =2
𝐷𝑓 5

Sum of nose part and rear part aspect ratio:

ƛ𝑓𝑛𝑝 + ƛ𝑓𝑟𝑝 = 5
So, aspect ration of rear part is equal:
ƛ𝑓𝑟𝑝 = 5 − ƛ𝑓𝑛𝑝 = 3
Length of the fuselage rear part is equal:
𝑙𝑓𝑟𝑝 = ƛ𝑓𝑟𝑝 × 𝐷𝑓 = 3 × 5 = 15

During the determination of fuselage length, we seek for approaching minimum mid-
section Sms from one side and layout demands from the other.
For passenger and cargo airplanes fuselage mid-section first of all comes from the size
of passenger saloon or cargo cabin. One of the main parameter, determining the mid-section
of passenger airplane is the height of the passenger saloon.
For short range airplanes we may take the height as: h1=1.75m; passage width
bp=0.45...0.5m; the distance from the window to the flour h2=1m; luggage space
h3=0.6...0.9m.
For long range airplanes correspondingly: the height as: h1=1.9m; passage width
bp=0.6m; the distance from the window to the flour h2=1m; luggage space h3=0.9...1.3m.
𝐻𝑐𝑎𝑏 = 1,48 + 0,17𝐵𝑐𝑎𝑏 = 1,48 + 0,17 × 3,55 = 2,0835 [𝑚]
 I choose the next parameters:
Cabin height is equal: Hcab = 2.1 m.
From the design point of view, it is convenient to have round cross section, because
in this case it’ll be the strongest and the lightest. But for passenger and cargo placing this
shape is not always the most convenient one.
In the most cases, one of the most suitable ways is to use the combination of two
circles intersection, or oval shape of the fuselage. We need to remember that the oval shape
is not suitable in the production, because the upper and lower panels will bend due to extra
pressure and will demand extra bilge beams, and other construction amplifications.
Step of normal bulkhead in the fuselage construction is in the range of 360...500mm,
depends on the fuselage type and class of passenger saloon.
The windows are placed in one light row. The shape of the window is round, with the
diameter of 300...400mm, or rectangular with the rounded corners. The window step
corresponds to bulkhead step and is 500...510mm.
For economic salon with the scheme of allocation of seats in the one row (2/2/2)
determine the appropriate width of the cabin:
𝐵𝑐𝑎𝑏 = 𝑛2 𝑏2 + 𝑛3 𝑏3 + 𝑛𝑛 𝑏𝑛 + 2 + δ + 2δ = 4.98 [m]

The lenghts of the cabin is equal:

𝐿𝑐𝑎𝑏 = 𝐿1 + (𝑁 − 1) + 𝐿𝑐𝑟 + 𝐿2 = 28.2 [𝑚]

2.1.3 Luggage compartment

Given the fact that the unit of load on floor K = 400… 600 kg/m2
The area of cargo compartment is defined:

𝑀𝑏𝑎𝑔 𝑀𝑐𝑎𝑟𝑔𝑜 𝑎𝑛𝑑 𝑚𝑎𝑖𝑙 20 × 182 15 × 182

𝑆𝑐𝑎𝑟𝑔𝑜 = + = + = 27.3[𝑚2 ]
0,4𝐾 0,6𝐾 0,4 × 500 0.6 × 500
 Cargo compartment volume is equal:
𝑉𝑐𝑎𝑟𝑔𝑜 = 𝑣 × 𝑛𝑝𝑎𝑠𝑠 = 0,12 × 182 = 21.84[𝑚3 ]
Luggage compartment design similar to the prototype.

2.1.4 Galleys and buffets

International standards provide that if the plane made a mixed layout, be sure to make
two dishes. If flight duration less than 3 hours at this time of food to passengers not issued
in this case provided cupboards for water and tea. Tickets to the flight time less than one
hour buffets and toilets can not be done. Kitchen cupboards and must be placed at the door,
preferably between the cockpit and passenger or cargo have separate doors. Refreshment
and food can not be placed near the toilet facilities or connect with wardrobe.
Volume of buffets (galleys) is equal:
𝑉𝑔𝑎𝑙𝑙𝑒𝑦 = 01 × 182 = 21 [𝑚3 ]
Area of buffets (galley) is equal:
𝑉𝑔𝑎𝑙𝑙𝑒𝑦 21.84
𝑆𝑔𝑎𝑙𝑙𝑒𝑦 = = = 10 [𝑚3]
𝐻𝑐𝑎𝑏 2.1

Number of meals per passenger breakfast, lunch and dinner – 0,8 kg; tea and water –
0,4 kg; If food organized once it is given a set number 1 weighing 0,62 kg. Food passangers
appears every 3.5…4 hour flight.
Buffet design similar to prototype.

2.1.5 Lavatories
Number of toilet facilities is determined by the number of passengers and flight
duration: with t> 4:00 one toilet for 40 passengers, at t = 2 ... 4 hours and 50 passenger’s t
<2 hours to 60 passengers.
The number of lavatories I choose according to the original airplane and it is equal:
 𝑛𝑙𝑎𝑣=5

Area of lavatory:

𝑆𝑙𝑎𝑣 = 1,5[𝑚3]
Width of lavatory: 1m. Toilets design similar to the prototype.

2.1.6 Layout and calculation of basic parameters of tail unit

One of the most important tasks of the aerodynamic layout is the choice of tail unit
placing. For ensuring longitudinal stability during overloading its center of gravity should
be placed in front of the aircraft focus and the distance between these points, related to the
mean value of wing aerodynamic chord, determines the rate of longitudinal stability.

m xCy  xT  x F  0

Where mCyx –is the moment coefficient; xT. xF- center of gravity and focus coordinates.
If mCyx=0, than the plane has the neutral longitudinal static stability, if mCyx>0, than the plane
is statically instable. In the normal aircraft scheme (tail unit is behind the wing), focus of the
combination wing – fuselage during the install of the tail unit of moved back.
Static range of static moment coefficient: horizontal Ahtu, vertical Avtu given in the
table with typical arm Htu and Vtu correlations. Using table, we may find the first approach
of geometrical parameters determination.
Determination of the tail unit geometrical parameters
Area of vertical tail unit is equal:
𝑆𝑉𝑇𝑈 = (0,18 … 0,25)𝑆𝑤 = 20 [𝑚2]

Ahtu, = 0.725

Avtu = 0.1

Lhtu ≈ Lvtu = 3
 Lhtu = 20.7 m
2
Svtu = 0.1· 47.5 · 286/20.7 = 65.6( m )

where LVTU – length of vertical tail unit.

For mid- range passenger, turbo jet engine:

Area o horizontal tail unit is equal:

286
𝑆𝐻𝑇𝑈 = (0,12 … 0,2)𝑆𝑤 = = 13.8 [𝑚2]
20.7

Values Lhtu and Lvtu depend on some factors. First of all, their value are
influenced by: the length of he nose part and tail part of the fuselage, sweptback and wing
location, and also from the conditions of stability and control of the airplane.

Determination of the elevator area and direction:

Altitude elevator area:

𝑆𝑒𝑙 = (0,3 … 0,4)𝑆𝐻𝑇𝑈 = 0,35 × 13.8 = 4,9 [𝑚2 ]

Rudder area:

𝑆𝑟𝑢𝑑 = (0,35 … 0,45)𝑆𝑉𝑇𝑈 = 0,4 × 65 = 26 [𝑚2 ]

I choose the area of aerodynamic balance.

If , М≥0,75 , so Sel  Srud = (0,18…0,23) S

Elevator balance area is equal:

Sel = SEL • 0,2 = 0,2 • 65 = 13 [m2]

Rudder balance area is equal:

 Srud = SRUD • 0,2 = 0,2 • 4,935 = 0,987 [m2]

The area of altitude elevator trim tab:

Ste = SEL • 0,1 = 0,1 • 4,935 = 0,4935 [m2]

Area of rudder trim tab is equal:

Str = SRUD • 0,05 = 0,05 • 65 = 3.25 [m2]

Root chord of horizontal stabilizer is:

lHTU= (0,32…0,5)lw = 19.5 m

2.1.7 Landing gear design

In the primary stage of design, when the airplane center-of-gravity position is defined
and there is no drawing of airplane general view, only the part of landing gear parameters
may be determined.
Main wheel axel offset is:

𝑒 = 𝑏𝑀𝐴𝐶 • (0.15 … 0,2) = 0.2 • 6.9 = 1.38 [𝑚]

With the large wheel axial offset the lift-of of the front gear during take of is
complicated, and with small, the drop of the airplane on the tail is possible, when the loading
of the back of the airplane comes first. Landing gear wheel base comes from the expression:
 Landing gear wheel base comes from the expression:
(2.44)
B  (0,3...0, 4) L ф  (6...10)e
(2.45)
𝐵 = (0,3 … 0,4)𝐿𝑓 = (6 … 10)𝑒 = 0,4 × 49 = 19.6 [𝑚}

The last equation means that the nose support carries 6...10% of aircraft weight.
Front wheel axial offset will be equal:

𝑑𝑛𝑔 = 𝐵 − 𝑒 = 18.22 [𝑚]

Wheel track is:

(2.47)
𝑇 = (0,7 … 1,2)𝐵 ≤ 12 = 0.7 • 13.8 = 9.3

I choose this parameter similar to prototype:

On a condition of the prevention of the side nose-over the value K should be > 2H,
where H – is the distance from runway to the center of gravity.
Wheels for the landing gear is chosen by the size and run loading on it from the take
off weight; for the front support we consider dynamic loading also.
WT ≥ 2 ∙ Hcg
s: 9.3m > 8m, the condition is satisfied
Type of the pneumatics (balloon, half balloon, arched) and the pressure in it is
determined by the runway surface, which should be used. We install breaks on the main
wheel, and sometimes for the front wheel also.
The load on the wheel is determined:
Kg = 1.5...2.0 – dynamics coefficient.
 Nose wheel load is equal:

(9,81 • 𝑒 • 𝑘𝑔 • 𝑚0) (9,81 • 1.38 • 1,5 • 130837) 2656867

𝑃𝑁𝐿𝐺 = = =
(𝐵 • 𝑧) (19.6 • 2) 39.2

𝑃𝑁𝐿𝐺 = 67777 [𝑁]

Main wheel load is equal:

(9,81 × (𝐵 − 𝑒) × 𝑚0 ) (9,81 × (19.6 − 1.38) • 130837)

𝑃𝑀𝐿𝐺 = =
(𝐵 × 𝑧 × 𝑛) (19.6 • 4 • 2)
2338556
= = 149142 [𝑁]
156.8

Table 2.1 – Aviation tires for designing aircraft

Main gear Nose gear
Tire size Ply rating Tire size Ply rating
H46x81.0-20 32 23x7.0-12 mm 12

2.1.8 Choice and description of power plant

The D-18T series 3 is used to power the passenger and cargo aircrafts. The engine is
equipped with an efficient thrust reverser mounted in fan duct. The engine’s module design
together with efficient component condition diagnostics means provides possibility of on
condition operation without plant overhauls.
high takeoff thrust;
•low specific fuel consumption;
•low noise and pollutant emission levels (comply with ICAO standards);
•high maintainability and repairability.
 Table 2.2- Example of application D18-T turbofan engine
Model Thrust Bypass ratio Dry weight

D-18T3 47,68 5.7 4.100kg

2.2 Determination of centering of the equipped wing

Mass of the equipped wing contains the mass of its structure, mass of the equipment
placed in the wing and mass of the fuel. Regardless of the place of mounting (to the wing or
to the fuselage), the main landing gear and the front gear are included in the mass register of
the equipped wing. The mass register includes names of the objects, mass themselves and
their center of gravity coordinates. The origin of the given coordinates of the mass centers is
chosen by the projection of the nose point of the mean aerodynamic chord (MAC) for the
surface XOY. The positive meanings of the coordinates of the mass centers are accepted for
the end part of the aircraft.
The example list of the mass objects for the aircraft, where the engines are located
under the wing, included the names given in the table 2.3.
The example list of the mass objects for the aircraft, where the engines are located in
the wing, included the names given in the table 2.3. The mass of AC is 91295 kg.
Coordinates of the center of power for the equipped wing are defined by the formulas:

Table 2.3 - Trim sheet of equipped wing masses

Object mrel m_i X_i m_i * X_i
1 wing structure 0,10022 13112,48 2,962 38842,72

2 fuel system 0,0087 1138,28 2,962 3371,89

3 airplane control, 0,00159 208,03 4,133 859,87

30%
4 electrical 0,00903 1181,46 0,689 813,91
equipment, 30%
 5 anti-ice system, 0,01095 1432,67 0,689 986,96
70%
6 hydraulic systems, 0,01071 1401,26 4,133 5791,99
70%
7 power plant 0,09825 12854,74 -2,21 -28408,96

8 eq. wing without 0,23945 31328,92 0,710 22258,38

9 nose landing gear 0,0027645 361,69 -16,844 -6092,60

10 Main landing gear 0,0156655 2049,63 2,756 5647,95

11 fuel 0,28859 37758,25 2,962 111850,13

12 total 0,54647 71498,49 1,869 133663,86

2.2.2 Determination of the centering of the equipped fuselage:

Origin of the coordinates is chosen in the projection of the nose of the fuselage on the
horizontal axis. For the axis X the construction part of the fuselage is given. The example
list of the objects for the AC, which engines are mounted under the wing, is given in table
2.4.
The CG coordinates of the FEF are determined by formulas:
∑ 𝑚𝑖` 𝑋𝑖` ∑ 𝑚𝑖` 𝑌𝑖`
𝑋𝑓 = ; 𝑋𝑌𝑓 =
∑ 𝑚𝑖` ∑ 𝑚𝑖`

We can find fuselage center of gravity coordinate Xf by divided sum of mass moment
of the fuselage (mi', Xi) on sum of total mass of fuselage (mi'):

Xf = ∑ mi × Xi / ∑ mi = 23,553

AC fuselage centering of gravity masses drawing which is presented in (Appendix C):

 After we determined the center of gravity (CG of FEW) and fuselage, we construct
the moment equilibrium equation relatively fuselage nose:

mf × xf + mw × (xMAC + x'w)= m0 × (xMAC + C)

From here we determined the wing MAC leading edge position relative to fuselage,
means ХMAC value by formula:

𝑚𝑓 × 𝑥𝑓 + 𝑚𝑤 𝑥𝑤 − 𝑚0 × 𝑐𝑛
𝑋𝑀𝐴𝐶 = = 22,502
𝑚0 − 𝑚𝑤

Where m0 – AC takeoff mass, kg; mf – mass of FEF, kg; mw – mass of FEW, kg; С –
distance from MAC leading edge to the CG point, determined by the designer.
Table 2.4 – Trim sheet of equipped fuselage masses
Object
No mrel m_i X_i m_i * X_i

1 fuselage 0,12681 16591,44 22 365011,68

2 horizontal tail 0,0103 1347,62 44 59295,33
3 vertical tail 0,01001 1309,68 33 43219,39

4 radar 0,0028 366,34 0,5 183,17

5 radio equipment 0,0021 274,76 1 274,76

6 instrument panel 0,0049 641,10 2,5 1602,75

7 aero navigation 0,0042 549,52 2 1099,03

equipment
8 lavatory1 0,00076431 100 4 400

9 lavatory 2,3 0,00152862 200 19 3800

10 lavatory 4,5 0,00152862 200 34 6800

11 galley 1 0,00496801 650 4,5 2925

12 galley 2 0,00206364 270 19 5130

Continuation of table 2.4

13 galley 3 0,00573232 750 38 28500

14 aircraft control 0,00371 485,41 25 12135,13

system 70%

15 hydro-pneumatic 0,00459 600,54 25 15013,55

sys 30%

16 electrical 0,02107 2756,74 25 68918,39

equipment 70%

17 Not typical 0,0093 1216,78 25 30419,60

equipment

18 Sound insulation 0,0094 1229,87 25 30746,69

19 Anice&airconditon 0,00219 286,53 25 7163,33

20 passenger seats 0,00058088 76 7,15 543,4

(business)

21 passenger seats 0,00997424 1305 20,5 26752,5

(economic class)
 22 seats of flight 0,00275152 360 25 9000
attendents

23 seats of pilot 0,00229293 300 2,5 750

24 addition equip., 0,001965 257,09 18 4627,70

25 Equil.,fuel without 0,24553009 32124,42 22,55 724311,40

payload

26 Passenger business 0,00428013 560 8,3 4648

27 On board meal 0,00377 493,26 24,5 12084,76

28 baggage 0,0534864 6998 24,5 171451

29 Cargo mail 0,05044445 6600 5,5 3630

30 crew 0,00504444 660 5,5 3630

31 Passenger 0,09095287 119000 20,2 240380

economy.,

32 total 0,45350837 59335,68 22,21606 1318205,16

33 total fraction 0,99997837

2.2.3 Calculation of center of gravity positioning variants

The list of mass objects for center of gravity variant calculation given in Table 2.5 and
Center of gravity calculation options given in table 2.6, completes on the base of both
previous tables. Origin of the coordinates is chosen in the projection of the nose of the
fuselage on the horizontal axis. After designing of the wing and the fuselage we have made
the calculations of the center of gravity determination of the equipped aircraft.
 Table 2.5 – Calculation of C.G. positioning variants
Object mi Xi,, м Kg.m

equipped wing (without fuel and landing 31328,92 22,1401 693625,3

gear)

Nose landing gear (extended) 361,69 4,5852 1658,47

main landing gear (extended) 2049,63 24,1852 49570,69

fuel/fuel reserve 37758,25 24,3919 920995,2

equipped fuselage (without payload) 32124,42 22,5471 724311,4

passengers of business class 560 8,3 4648

passengers of economy class 11900 20,2 240380

baggage 998 5 74950

cargo 0 25 165000

crew 660 5,5 3630

nose landing gear (retracted) 361,69 3,5852 1296,771

main landing gear (retracted) 2049,63 24,1852 49570,69

reserve fuel 4448,46 25 111211,5

Table 2.6 – Airplanes C.G. position variants

O Object mi Xi,, м Xm, м % MAC
1 take off
mass
130340,915 2978769,09 22,8537 20,67
(L.G.
extended)
2 take off
mass
130340,915 2978407,39 22,8509 20,63
(L.G.
retracted)
3 landing
weight
9703,1233 216898,34 22,3535 13,41
(LG
extended)
4 ferry
104282,915 2393429,39 22,9513 22,089
version
5 parking
65864,6653 1469165,89 22,3058 12,719
version

Conclusion to part 2

In this section of the work conclusion was made base on the determination of the
center mass position sand its characteristics. Estimated and showed the main calculations of
the aircraft. We have also checked the mass position of the main parts of the aircraft and
main equipment and furnishing by its distance from the main aerodynamic chord. After
designing of the wing and the fuselage we have made the calculations of the center of gravity
determination of the equipped aircraft of the main equipment and furnishing the distance
from the main aerodynamic chord. Which range from 13.41-20.67 i.e. for both take off mass
and landing weight
 PART 3
CONCEPTUAL DESIGN OF A SMART STORAGE BIN

3.1 Analysis of storage bin operation

 A system for displaying storage capacity status information for one or more passenger
storage bins in an aircraft, comprising: at least one first sensor coupled to each of the
passenger storage bins for providing a first output signal proportional to a first type of
capacity level of the associated passenger storage bin; a processor for each of the passenger
storage bins coupled to the associated at least one first sensor and configured to calculate,
based upon the output signal from the at least one first sensor, whether or not the associated
storage bin is filled to capacity, the processor also configured to provide an output signal
indicating whether or not the associated storage bin is filled to capacity; and a display device
for each passenger storage bin coupled to receive the output signal from the associated
processor and for providing a visual indication whether or not the associated storage bin is
filled to capacity.
In another word Strain gauges are sensors which are used in variety of physical
measurements. They change resistance when they are stretched or compressed. Because of
this property, strain gauges often are bonded to a solid surface and used for measuring
acceleration, pressure, tension and force. We can use the measurement of tension to
determine the weight applied to the load cell. Fundamentally, strain is a change in length per
unit length. For instance, if a 1 m long beam is stretched to 1.000002 m, the strain is 2 micro
strains. One characteristic of strain gauges are gauge factor, and is defined as fractional
change in resistance divided by the strain. For example, if we have strain gauge with gauge
factor of 2, for the previous example the resistance change would be (2*2)*10^-6 =4*10^-6
=> 4μΩ. Normally strain gauge resistance value are around 120 – 350 Ω, however there are
some gauges with resistance as low as 30Ω or as high as 3kΩ If a strip of conductive metal
is stretched, it will become skinnier and longer, which will result an increasing electrical
resistance. On the contrary, if you compress the strain gauge, it will broaden and shorten,
hence the electrical resistance will decrease. If these stretches don’t exceed strain gauge’s
elasticity, the strip can be used for measuring weight. A typical strain gauge would look
something like this:
 Figure 3.1 - Strain gauge

In one aspect, a system is provided for displaying storage capacity status information
for one or more passenger storage bins in an aircraft. The system includes at least one first
sensor coupled to each of the passenger storage bins for providing a first output signal
proportional to a first type of capacity level of the associated passenger storage bin. The
system also includes a processor for each of the passenger storage bins coupled to the
associated at least one first sensor and configured to calculate, based upon the output signal
from the at least one first sensor, whether or not the associated storage bin is filled to
capacity. The processor is also configured to provide an output signal indicating whether or
not the associated storage bin is filled to capacity. Finally, the system includes a display
device for each passenger storage bin coupled to receive the output signal from the associated
processor and for providing a visual indication whether or not the associated storage bin is
filled to capacity.
In one further aspect, each of the at least one first sensors may be a load sensor and
the output signal from each of the at least one first sensors may be proportional to a weight
of items within the associated passenger storage bin.
In another further aspect, each of the at least one first sensors may be a range sensor
and the output signal from each of the at least one first sensors may be proportional to an
amount of empty space available within the associated passenger storage bin.
In yet another further aspect, the system may also include at least one second sensor
coupled to each of the passenger storage bins for providing an output signal proportional to
a second type of capacity level of the associated passenger storage bin. The processor may
also be coupled to the associated at least one second sensor and may be further configured
to calculate whether or not the associated storage bin is filled to capacity based on the output
signals from the at least one first sensor and the at least one second sensor. Each of the at
least one first sensors may be a load sensor and the output signal from each of the at least
one first sensors may be proportional to a weight of items within the associated passenger
storage bin. Each of the at least one second sensors may be a range sensor and the output
signal from each of the at least one second sensors may be proportional to an amount of
empty space available within the associated passenger storage bin.
Each processor may be configured to calculate whether or not the associated storage
bin is filled to capacity based, at least in part, on a predetermined weight level. In addition,
each processor may be configured to calculate whether or not the associated storage bin is
filled to capacity based, at least in part, on a predetermined amount of empty space.
The system may also include an attendant console coupled to each of the processors
for the one or more passenger storage bins for receiving and displaying the storage capacity
status of each of the one or more passenger storage bins. Also, each of the processors for the
one or more passenger storage bins may be coupled to each other via a network and the
system may also include a wireless interface coupled to the network and a handheld wireless
device coupled to the wireless interface for receiving, via the wireless interface, and
displaying the storage capacity status of each of the one or more passenger storage bins.
Each of the display devices may be a light emitting element or a display panel located
on an external portion of or adjacent to the associated passenger storage bin. Each of the at
least one load sensors may be coupled to a support structure of the associated passenger
storage bin to measure load of the associated storage bin or may be mounted on a bottom
panel of the associated passenger storage bin to measure load of the associated storage bin.
In another aspect, a system is provided for displaying storage capacity status
information for one or more passenger storage bins in an aircraft. The system includes at
least one first sensor coupled to each of the passenger storage bins for providing a first output
signal proportional to a first type of capacity level of the associated passenger storage bin.
The system also includes a processor coupled to each of the at least one first sensors and
configured to calculate, for each of the at least one first sensors and based upon the output
signal from the at least one first sensor, whether or not the storage bin associated with the at
least one first sensor is filled to capacity. The processor is also configured to provide an
output signal for each of the at least one first sensors indicating whether or not the storage
bin associated with the at least one first sensor is filled to capacity. Finally, the system
includes a display device for each passenger storage bin coupled to receive the output signal
from the processor and for providing a visual indication whether or not the associated
passenger storage bin is filled to capacity.
In one further aspect, each of the at least one first sensors may be a load sensor and
the first output signal from each of the at least one first sensors may be proportional to a
weight of items within the associated passenger storage bin.
In another further aspect, each of the at least one first sensors may be a range sensor
and the first output signal from each of the at least one first sensors may be proportional to
an amount of empty space available within the associated passenger storage bin.
In yet another further aspect, the system may also include at least one second sensor
coupled to each of the passenger storage bins for providing an output signal proportional to
a second type of capacity level of the associated passenger storage bin. The processor may
also be coupled to each of the at least one second sensors and may be further configured to
calculate whether or not the storage bin associated with each of the at least one second
sensors is filled to capacity based on the output signals from the at least one first sensor and
the at least one second sensor. Each of the at least one first sensors may be a load sensor and
the output signal from each of the at least one first sensors may be proportional to a weight
of items within the associated passenger storage bin. Each of the at least one second sensors
may be a range sensor and the output signal from each of the at least one second sensors may
be proportional to an amount of empty space available within the associated passenger
storage bin.
 An attendant console may be coupled to the processor for receiving and displaying
the storage capacity status of each of the one or more passenger storage bins.
In yet another aspect, a method for displaying storage capacity status information for
one or more passenger storage bins in an aircraft. First, for each of the passenger storage
bins, a weight of items within the associated passenger storage bin is determined. Next, for
each of the passenger storage bins, an amount of empty space available within the associated
passenger storage bin is determined. Then, based upon the weight of items within the
associated passenger storage bin and the amount of empty space available within the
associated passenger storage bin, a processor calculates whether or not the associated storage
bin is filled to capacity. Finally, based upon the calculation by the processor, a visual
indication is provided indicating whether or not the associated storage bin is filled to
capacity.
The features, functions, and advantages that have been discussed can be achieved
independently in various embodiments or may be combined in yet other embodiments,
further details of which can be seen with reference to the following description and
drawings.

3.2 Detailed description of storage bin design

On this section I’m going to describe in detailed the drawing with a reference numbers
which refer elements throughout the drawings, which illustrate various exemplary
embodiments of the present in it.
The system disclosed herein helps to speed the boarding process by providing a clear
visual indication of whether there is available space in each overhead luggage storage bin.
Preferably, such indication is visible from a distance even if the overhead luggage storage
bin is closed. With this system, passengers may proceed down an aircraft aisle quickly to an
available bin, without having to open each closed bin to check for available space. The block
diagram is shown for an overhead luggage storage bin capacity sensing.
 Figure 3.1 - Block circuit diagram of an overhead luggage storage bin capacity sensing
system according to a first embodiment of the present disclosure

On the figure.3.2 is a diagram showing load sensors positioned on a bottom surface of

an overhead luggage storage bin according to the present disclosure.
 Figure 3.2. diagram showing load sensors positioned on a bottom surface

On the figure.3.3 is a diagram showing range sensors positioned on a top surface of

an overhead luggage storage bin according to the present disclosure;

Figure 3.3 - Diagram showing range sensors

On the figure.3.4A is a diagram showing visual indicators according to the present

disclosure positioned on a front surface of overhead luggage storage bins, and figure. 4b is a
diagram showing a close-up of a single visual indicator from FIG. 4a;

a) b)
 Figure 3.3 (a) overhead luggage storage. (b)a diagram showing a close-up of a single
visual indicator
On the figure.3.5 is block circuit diagram of an overhead luggage storage bin capacity
sensing system according to a second embodiment of the present disclosure

Figure 3.5.block circuit diagram of an overhead luggage storage bin

On the figure.3.6 is a flowchart of a method of determining overhead luggage storage
bin capacity according to the present disclosure.

Figure 3.6.flowchart of a method of determining overhead luggage storage bin

capacity.
 The following detailed description, given by way of example and not intended to limit
the present disclosure solely thereto, will best be understood in conjunction with the
accompanying drawings in which:

105- Processor

100-System
110-Range Sensor

115-Load Sensor

120-Data network

130-Common Data network

135-Wireless Interface

140-Display Console

200-Storage bins

201-load sensor

210-load sensor

215-wiring
310-ulrarange finder devices

305-top panel

315-wiring

410-front panel

420-latch mechanism

430-display device

500-Sensing system

510-one storage bin

 520-Central processor

600-flow chart

(610-640)-Step.

3.3 Smart storage bin system analysis of operation

In the present disclosure, like reference numbers refer to like elements throughout the
drawings, which illustrate various exemplary embodiments of the present disclosure.
The system disclosed herein helps to speed the boarding process by providing a clear
visual indication of whether there is available space in each overhead luggage storage bin.
Preferably, such indication is visible from a distance even if the overhead luggage storage
bin is closed. With this system, passengers may proceed down an aircraft aisle quickly to an
available bin, without having to open each closed bin to check for available space. The
system disclosed herein allows passengers to easily identify and fill overhead luggage
storage bins only partially filled but closed by other passengers. The present system eases
the frustrating and time-consuming search for overhead space that occurs when other
passengers close partially filled overhead luggage storage bins, and thus speeds the boarding
process and provides a smoother and less stressful boarding experience for both flight
attendants and passengers. In addition, when passengers spend less time searching for
storage space and instead are able to move directly to an empty bin, there is less interference
(and resultant passenger stress) in the aisles. A quicker boarding process is also instrumental
in improving an airline's on-time performance.
System according to a first embodiment. Sensing system  includes, for each
overhead luggage storage bin, a block diagram is shown for an overhead luggage storage bin
capacity sensing, a processor having a first input coupled to a range sensor network  and a
second input coupled to a load sensor network  In addition, processor  may have an output
coupled to a display device  which is preferably mounted on an external portion of a door of
the overhead luggage storage bin. As one of ordinary skill in the art will readily recognize,
display device may be mounted in other positions adjacent to the associated overhead
luggage storage bin and still provide adequate status notice to passengers. Processor, range
sensor network, load sensor network and display device are all powered via the aircraft
power system, which in one embodiment provides power at 12-volt DC. In addition,
processor and the sensors selected for use in range sensor network and load sensor
network are preferably selected to be low power, low voltage units to minimize the loading
on aircraft power system. Display device is preferably an LED device which provides a clear
indication that the associated overhead luggage storage bin is either “full” or “not full.” For
example, display device may emit a first color (e.g., green) when the associated overhead
luggage storage bin is not filled and a second color (e.g., red) when the overhead luggage
storage bin is filled. In one alternative embodiment, display device may only become active
(lit) when the associated overhead luggage storage bin is filled (or when it is not filled)—
e.g., an LED device positioned behind a translucent “FULL” (or “NOT FULL”) panel. In
another alternative embodiment, display device may be an LED display which provides
more detailed description of the status of the associated overhead luggage storage bin, e.g.,
a display which states one of “FULL” or “NOT FULL.”
The processor for each overhead luggage storage bin may be coupled to a wireless
interface (discussed below) and/or one or more display consoles via a common data network.
The display console displays the status of each overhead luggage storage bin on the aircraft.
Display console may be provided for access only by the flight attendants, or may be publicly
located at the entrance of the aircraft so that entering passengers can immediately access the
status of each overhead luggage storage bin. In a further embodiment, more than one display
consoles may be provided, e.g., one for use by flight attendants and the other for use by
entering passengers. Data network may be, for example, an aircraft data network compliant
with industry standard ARINC-664 network protocol. Since aircraft data network drops are
already available in new aircraft for passenger services units and oxygen boxes, the
additional wiring necessary to interface each processor to the aircraft data network is
minimal. In another embodiment, groups of processors may be daisy-chained together, with
each processor linked to processors in adjacent overhead luggage storage bins. In this
embodiment, only one processor among the group of processors is linked to the aircraft data
network. This allows for a reduced number of interfaces to the aircraft data network, a
reduced complexity, and a streamlined design and easier installation. This also decreases the
overall system weight and cost of additional wiring by keeping the system self-contained.
As described above, in the present system each overhead luggage storage bin includes
a range sensor network and a load sensor network, each network, coupled to an input of a
processor, preferably an on-board microcontroller. Processor is configuring to receive
signals from each range sensor within range sensor network and signals from each load
sensor in load sensor network and, based on such signals, to determine if the associated
overhead luggage storage bin has mass or volume capacity available (i.e., if it is filled, either
by weight or volume). Based on such determination, processor is configured to output a
signal to display device that indicates current status information, i.e., at least whether the
particular overhead luggage storage bin is either “FULL” or “NOT FULL,” as discussed
above. Processor is also configured to communicate that status information to a display
console via the aircraft data network. In a further embodiment, a wireless interface (e.g., a
Bluetooth® interface) may be provided coupled to the aircraft data network for transmitting
signals to a flight attendant's wireless device (e.g., a smart phone with a Bluetooth® interface
and associated specialized application) to allow each flight attendant to access status
information throughout the aircraft. In other embodiments, satisfactory operation may be
obtained by using only a range sensor network or only a load sensor network to determine if
full capacity of each respective overhead luggage storage bin has been reached. each load
sensor in the load sensor network  is preferably mounted on a bottom panel of the overhead
luggage storage bin. Each load sensor is preferably a conventional load cell (or equivalent
as known to one of ordinary skill in the art). Each load sensor is coupled to processor via
wiring. In alternative embodiments, load sensors may be mounted either on support rods or
attachment fittings for overhead luggage storage bin (instead of on bottom panel). Each load
sensor provides an output signal which enable processor to determine, based upon
predetermined settings, if a maximum weight for overhead luggage storage bin has been met
by the luggage or other items currently stored in that bin (meaning that nothing further should
be placed into (overhead luggage storage bin). Two load sensors are shown  for the load
sensor network , but, in an alternative embodiment, additional load sensors may be included,
and satisfactory results may be obtained in some cases with only one load sensor.
range sensor network  preferably consists of six ultrasonic rangefinder
devices mounted on a top panel of overhead luggage storage bin that are used in system to
determine available volume (space) within overhead luggage storage bin. Each of the
ultrasonic rangefinder devices provides a volume signal to processor via wiring to allow
processor to generate a map of the current volume of stowed luggage within overhead
luggage storage bin to determine, based on predetermined settings, whether there is any
space remaining within overhead luggage storage bin.
Six ultrasonic rangefinder devices are shown in range sensor network. As one of
ordinary skill in the art will readily recognize, the precise number of such devices required
in range sensor network depends upon the size of overhead luggage storage bin and the type
of such device selected for use in system. each overhead luggage storage bin has a front
panel with a latch mechanism. A display device may be provided surrounding latch
mechanism which is, in the preferred embodiment, capable of being activated in two
different colors, e.g., red and green. In operation, processor is configured to determine,
preferably based on both the received load data and the received volume data, whether or
not the associated overhead luggage storage bin has space available for additional luggage,
and provides a status indication (i.e., causes display device to be activated as a red light
when overhead luggage storage bin is filled and to be activated as a green light when
overhead luggage storage bin is not filled). As discussed above and as one of ordinary skill
in the art will readily recognize, there are many ways to display status and all are intended
to fall within the scope of the present disclosure. In a further embodiment, as discussed
above, status information for each overhead luggage storage bin may also be transmitted
to display console.

a block diagram is shown for an overhead luggage storage bin capacity sensing
system according to a second embodiment. Sensing system includes, for each overhead
luggage storage bin (one storage bin is represented by dotted line), a range sensor network,
a load sensor network and a display device. Sensing system also includes a central processor
which is electrically coupled in a conventional manner to the range sensor network, load
sensor network and display device for each overhead luggage storage bin. Central
processor is also conventionally coupled to attendant module and to a wireless interface.
Sensing system operates in a similar manner to sensing system of the first embodiment
shown in but with central processor performing the processing for each overhead luggage
storage bin (instead of having separate processors for each storage bin as in the embodiment.
a flowchart is shown of a method for displaying storage capacity status information
for one or more passenger storage bins in an aircraft. First, at step, the weight of items within
the associated passenger storage bin is determined for each of the passenger storage bins.
Next, at step, an amount of empty space available within the associated passenger storage
bin is determined for each of the passenger storage bins. Thereafter, at step, a calculation is
made based upon the weight of items within the associated passenger storage bin and the
amount of empty space available within the associated passenger storage bin, whether or not
the associated storage bin is filled to capacity for each of the passenger storage bins. Finally,
at step, a visual indication is provided indicating whether or not the associated storage bin is
filled to capacity for each of the passenger storage bins.
Although the present disclosure has been particularly shown and described with
reference to the preferred embodiments and various aspects thereof, it will be appreciated by
those of ordinary skill in the art that various changes and modifications may be made without
departing from the spirit and scope of the disclosure. It is intended that the appended claims
be interpreted as including the embodiments described herein, the alternatives mentioned
above, and all equivalents thereto.
There were discussed recommendations of FAA and IATA for carry-on bag size.
These recommendations have “regulatory approach” and are aimed on necessary level of
onboard baggage load for already existing overhead bins dimensions providing.
Analysis of low-cost carriers’ preferences for bags' length, total length and volume
shown some semblance and distinction in requirement for carry-on bags size. Operators from
some regions have typical recommendation for bags size. Due to that these carriers provide
a standard requirement for luggage. This standards awareness will be useful for aircraft and
aircraft equipment designers. Such “adaptive approach” for overhead bins could give
flexibility for passenger cabin layout designing.
Looking at the analysis which was made and taking we can see that most usual
baggage size almost coincide with baggage sizes, which were chosen in IATA’s cabin ok
initiative (55x35x20). So it is possible to make conclusion that the best sizes for overhead
storage bin that will be designed is equal to (55x35x20).

3.4 Calculation for strength of overhead storage bin bottom part

The mass of baggage which could be stored in overhead bin is usually limited by 12
kilograms.
General Provisions (a) The design of the aircraft should be such that, even if the
aircraft is damaged, the safety conditions for all passengers and crew members are ensured
in the conditions of emergency landing on the ground or on the water given below.
(b) The design of the aircraft should be such that passengers and crew members have
a real opportunity to avoid serious injuries in an emergency landing with minor damage
when:
(1) Seats, seat belts and other safety equipment are correctly used.
(2) The chassis is removed (when possible); and
 (3) The calculated inertial forces, corresponding to the accelerations, operate
separately for the passengers and crew members, as follows:
(i) upwards 3.0g;
(ii) forward 9.0 g;
(iii) towards 3.0g for the airframe and 4.0g for the seats and their anchorages;
(iv) downward to 6.0g;
(v) backwards 1.5g.
(c) For equipment, goods in a passenger cabin and any other large masses, the
following shall be accepted:
(1) These masses shall be located so that, when they are separated, they:
(i) do not cause direct injury to passengers and crew members;
(ii) no fuel tanks or pipelines were punctured or fire or explosion resulted from the
destruction of nearby systems;
(iii) did not block any life-saving appliances intended for use in an emergency landing.
(2) If such an arrangement is not possible (for example, the engine and the APU are
located in the fuselage), each such mass and its attachment points must
withstand loads up to the points given in paragraph (b) (3) of this paragraph. The local
strength of the attachment points of these masses should also be provided for loads of 1.33
times greater if they are subject to considerable wear and tear with frequent permutations
(for example, frequently replaced interior items).
(d) The seats and individual weights (and their supporting structure), under the
influence of loads up to the points specified in paragraph (b) (3), shall not be deformed so as
not to interfere with the subsequent rapid evacuation of passengers and crew.”
According to this we will use acceleration of 6 units and safety factor of 1.33.
Lets consider the overhead storage bin bottom part as beam on to supports. The
scheme for this case will be as shown on figure 3.6
(https://patentimages.storage.googleapis.com .)
 Figure. 3.8 - Scheme for strength calculation of overhead Storage bin bottom part

On this figure the outer forces “F” represents the loads from baggage.

;
here m is mass of one bag, n-units of overload, g-gravity acceleration.
RAy, RAx, RBy, RBx, are supports reactions.
It is obvious that reactions in x directions are equal to zero because there is no outer
forces, which have non-zero projection on x-axis:
RAx=0;

RBx=0.

According to Newton’s 2-nd law, sum of forces projections on y-axis is equal to zero:
RAy+RBy-5F=0.
As beam and load on it is simetrial, we can assume that suppots reaction are equal
each other:
RAy=RBy.
So we can calculate reactions:
RAy=5 F/2=5 706.32/2=1765.8(N);
RAy= RBy=1765.8(N).
Next step is to calculate shear loads and bending moments in each section.
 There is 7 points in which the rate of change of shear load or bending moment is
changes. Correspondently there is 6 sections that are shown on figure 3.7 (Zhitomirskiy G.I.
Aircraft design: A textbook for students of aviation specialties of universities. -M.:
Mashinostroenie,)

Figure 3.9 - Principal Sections of Beam.

Calculation of loads in each sections looks as next:

Lets consider the increment of shear force and bending moment at parts of beam, the
results of internal forces are presented in the table 3.1.

Table 3.1 – The results of calculation of internal forces for the diagrams
Section of Coordination, Shear force, N Bending moment, Nm
beam, m m

0<x<0.1 x=0 Q=RAy=1765.8 Mx1= RAy x=1765.8 0=0

x=0.1 Q=RAy=1765.8 Mx= RAy x=1765.8

0.1=176.58

0.1<x<0.3 x=0.1 Q=RAy=1765.8 Mx=Ray x-f.(x-0.1)=1765.8

0=0

X=0.3 Q=RAy- Mx= RAy x-F (x-0.1)=1765.8

F=1765.8 0=0
0.3<x<0.5 X=0.3 Q=RAy- Mx= RAy x-F (x-0.1)-F (x-
2F=1765.8 0.2)=1765.8 0=0;
 x=0.5 Q=RAy- Mx= RAy x-F (x-0.1)-F (x-
2F=1765.8 0.3)=1765.8 0=0.
0.5<x<0.7 x=0.5 Q=RAy- Mx= RAy x-F (x-0.1)-F (x-
3F=1765.8 0.3)- F (x-0.5)=1765.8 0=0
x=0.7 Q=RAy- Mx= RAy x-F (x-0.1)-F (x-
3F=1765.8 0.3)- F (x-0.5)=1765.8 0=0;

0.7<x<0.9 x=0.7 Q=RAy- Mx= RAy x-F (x-0.1)-F (x-

4F=1765.8 0.3)- F (x-0.5) - F (x-
0.7)=1765.8 0=0
x=0.9 Q=RAy- Mx= RAy x-F (x-0.1)-F (x-
4F=1765.8 0.3)- F (x-0.5) - F (x-
0.7)=1765.8 0=0;

: 0.9<x<1 x=0.9 Q=RAy- Mx= RAy x-F (x-0.1)-F (x-

5F=1765.8 0.3)- F (x-0.5) - F (x-0.7) - F
(x-0.9)=1765.8 0=0
x=1 Q=RAy- Mx= RAy x-F (x-0.1)-F (x-
5F=1765.8 0.3)- F (x-0.5) - F (x-0.7) - F
(x-0.9)=1765.8 0=0

Using this calculation or using Zhuravsky rule it is possible to draw graph of loads as
shown on figure 3.10
 Figure 3.10 - Graph of loads

Next step is to determine the maximum stresses in the cross-section of bin.

For strength calculation we need to define moments of inertia. For this we can use
CAD program, where we should build the explored cross-section and then using build-in
instrument define main axis and moments of inertia. Results is shown on figure
3.10(Zhitomirskiy G.I. Aircraft design: A textbook for students of aviation specialties of
universities. -M.: Mashinostroenie,)
 Figure 3.11 – determination of moments of inertia using CAD program

We obtained main moments of inertia. The thickness of profile was chosen 1mm.
Really, the thickness of overhead bins walls is bigger, but it is made from honeycomb
structure and normal forces to the considered profile are withstands by walls of honeycomb
structure. The plane of moments did not coincide with any plane of main moment of inertia
so this case is called oblique banding. For this case it is possible to use next formula, where

is angle between main axis and lateral axis of airplane, = , =

- are main moments of inertia, ymax=290,21(mm) zmax=453,67 – distance from

main moment of inertia axis and most distant point of cross-section from axis.

The ultimate stress of fiber glass σu is equal to 1400 MPa, so the safety coefficient is
largely bigger than 1,33 required
 Conclusion to part 3
The preliminary design of a smart aircraft overhead luggage bin system was developed
in other to create a displaying storage capacity status information for one or more passenger
storage bin in an aircraft. Which was based on load sensors mechanism that are coupled to
each passenger storage bin and provide an output signal proportional to a weight of items
with the bin by the help of strain gage. Also I analyzed a suitable size for overhead storage
bin that I have chosen. And the mechanism for opening overhead bin was created, and
checked using CAD program. Besides that, using CAD program integrity of designed
overhead storage bin and its ergonomics characteristic was checked as well.
 PART 4
Labor Protection

This chapter is dedicated to providing safe working conditions while working on

diploma project Therefore, two workplaces are used when carrying out all the necessary
procedures of the experiment.
The first one is mechanical laboratory, used for the pure test conduction of the
duralumin specimens while the second one is open space personal computer workplace of
the engineer, where the CAE simulation is performed.
In this part stress engineer working in front of a computer is considered as the subject
of the work. Consequently, the office room layout working conditions will be analyzed.
This section lists the dangerous factors in office conditions. The specified measures
for protection against these factors, the recommendations for Production of equipment safety
and the calculation of artificial lighting are given.

4.2 Analysis of the working conditions

Analyzing the working conditions in the workplace includes the following
aspects:
4.2.1 Organizing the workspace of the engineer
Stress engineer workplace is located in the office, which is the part of the engineering
design center. There are two adjacent workplaces in the room. They are quite similar except
for the presence of a laptop on one side and personal computer on the other.
Geometrical sizes of the room are 3 m x 4 m х 3 m (length x width x height).
Therefore, room area is 12 m2 and airspace is 36 m3. All these building parameters are
approved by the state construction rules of Ukraine (ДБН В.2.2–28–2010) [15].
Generally, the size of the office room is proportional to the number of engineers sitting in it.
There is a plenty of room layouts, but fundamental principles for all of them are the same. It
can be an open space zone, where the engineers’ workplaces are separated with partitions
and it can be an enclosed room, usually termed as office.
Attached in the Fig 1 below is an example of the workplace office
Figure 1 - office workplace

4.2.2Harmful and dangerous factors list

According to the standard ГОСТ 12.0.003-74 «Гігієнічна класифікація праці
за показниками шкідливості та небезпечності факторів виробничого середовища,
важкості та напруженості трудового процесу» [18], the following harmful and dangerous
factors take place during worktime operation:
1. lack or absence of natural light,
2. Insufficient lightening of the work area
3. Increased or decreased air temperature of the working area;
4. Increased vibration level;
5. Increased level of ionizing radiation in the working area;
Since PC operation take the overwhelming majority of the working time, the sensory
load takes place. But in this case it is not considered as a hazardous factor.

4.2.3 Harmful and dangerous factors analysis

Lamplight. The fluorescent lamps are used in considered working room. Two
windows of size 2 m × 1.5 m serve as a source of natural light. They have a three layers of
glass and the metal frame. Daylight factor ~ 1.7%. The actual value of light is 200-250 lx.
 In order to provide the artificial lighting in these areas, the light sources with
sufficiently high efficiency should be located in general lighting lamps, which are located
on the working places in a uniform rectangular order. LED lamps will be the best choice in
these areas because of their highest output of light. Artificial lighting should provide the
workplace illumination of 300-500 lx. Artificial lighting influences engineer’s sight
significantly. The lack of illumination causes the additional tension and can even lead to the
visual deterioration in the worst cases. So, it is very important to take care of our eyes,
because they are loaded the most of all other parts of the body.
Artificial lighting is used as a partial amount of natural light. These general
premises used artificial lighting. Only artificial light can be improved normally:
1.Fluorescent lamps of LB type are used as a source of artificial light;
2.Improvement of working room lightning requires the reconstruction of installed
artificial lightning. Some of these approaches can be the usage of different types of lamps,
changing its capacity and quantity. The LED lamps was chosen to install. Unlike the
fluorescent lamps, the LED lamps are able to convert directly the electrical current into the
light and, theoretically, without a great energy loss. LED are poor heating and they emit a
narrow spectrum, and UV and IR radiation are usually absent. LED are mechanically strong
and extremely reliable. Its service life can reach 100 thousand hours, which is almost 5.10
times higher than in fluorescent lamps. Finally, LED – low voltage appliance, so they are
relatively safe.It is necessary to use the system switches in order to regulate the artificial
lightning intensity depending on the intensity of natural light and your own needs.
To ensure optimal performance and health preservation of engineer, during
the work shift regular breaks should be determined and installed. Time regulated breaks
during the work shift should be set depending on its duration, type of work and employment
category. Continuous operation without interruption should not exceed 2 hours. At 8 – hour
work shift and work on the PC regulated break should be set: for category I work – 2 hours
from the beginning of the shift and every 2 hours after the lunch break of 15 minutes each.
Some exercises on eyes can be carried out for eye fatigue prediction.
 Artificial lighting is used as a partial amount of natural light. These general premises
used artificial lighting. Only artificial light can be improved normally:
3.Fluorescent lamps of LB type are used as a source of artificial light;
4.Improvement of working room lightning requires the reconstruction of installed
artificial lightning. Some of these approaches can be the usage of different types of lamps,
changing its capacity and quantity. The LED lamps was chosen to install. Unlike the
fluorescent lamps, the LED lamps are able to convert directly the electrical current into the
light and, theoretically, without a great energy loss. LED are poor heating and they emit a
narrow spectrum, and UV and IR radiation are usually absent. LED are mechanically strong
and extremely reliable. Its service life can reach 100 thousand hours, which is almost 5.10
times higher than in fluorescent lamps. Finally, LED – low voltage appliance, so they are
relatively safe.It is necessary to use the system switches in order to regulate the artificial
lightning intensity depending on the intensity of natural light and your own needs.
Microclimate: temperature, humidity, air velocity. According to the required
standards ДCН 3.3.6.042–99 “Caнітaрні норми мікроклімату виробничих приміщень”
[19], depending on the complexity of work, engineer designers categorized IB (light physical
work).The optimal values of temperature, relative humidity and air velocity of the working
area of business premises are shown at Table

Table 4.2 – Actual values of temperature, relative humidity and air speed
Category of Relative
Season Air temperature, С° Speed, m/s
works humidity, %

Cold Easy –1 b 18 35 0.25

 To meet the humidity increasing in the room with computers equipment humidifiers
should be used, which also need to be refueled every day by distilled water. Reducing the
negative impact of microclimate is achieved by efficient ventilation done and also heating.
It is important to provide the office with an advanced high tech ventilation system.
The sense of it is that it can regulate the above mentioned parameters in two ways:
automatically and manually. it however has the control panel allowing to change these
parameters in each separate unit of the office . Air filters must be mounted to prevent the
inlet of different biological hazards from the outside. The continuous airflow in the open
space positively stimulates the human brain on working, however the lack of the fresh air
can lead to serious health problems along with low working effectively.

4.2.4 The Artificial lighting calculation

A Normal room illumination ( E min ) depends on the level of visual work
performed in this room, which in turn is determined by the minimum size of the object of
discrimination. For general lighting engineer at the lowest room illumination by ДБН В.2.5–
28–2018 “Природне і штучне освітлення” [22] of at least 400 lx (lux). The actual value of
light is 200 – 250 lx. Total light output is given by:
En ∙ S ∙ k1 ∙ k2
Egen =
V
where En – normalized illumination (En=400lx);
S – area of application;
k1 – Coefficient taking into account the aging of lamps and lighting pollution
(k1 =1.2);
k2 – Coefficient taking into account the uneven illumination space (k2 = 1.1);
V – Ratio of luminous flux, defined according to the reflection coefficient of
walls, work surfaces, ceilings, room geometry and types of lamps.
Room size up: A = 3 m, B = 4 m, H = 3m.
 S = A∙B= 3∙ 4= 12 m2

Choose the table using the light flux ratios:

1.Reflection coefficient of whitewashed ceiling (Rceiling = 70%);
2.Index of refraction of white walls (Rwall = 55%);
3.Reflection coefficient from the dark hardwood floors (Rfloor= 10%);
A∙B
4.Index space ( i = ).
hp ∙ (A+B)

hp = H − hn

where hn– work surface height over the floor (hn=0.7 m).
Defining the room rate:
hp=3 – 0.7=2.3 m
The utilization of light flux:
3 ∙ 4
i= ≈ 0.75.
2.3 ∙ (3+4)

Now we define the value of the total luminous flux: (V=0.7)

400 ∙ 12 ∙ 1.2 ∙ 1.1
Egen = 9051 lm
0.7
To ensure total artificial lighting, selected LED bulbs LED–T8SE–180 and replace
fluorescent lamps 18W 990 lm. Luminous flux of one lamp LED-T8SE-180 (20W.). Thus,
El=1650 lm.
Now we define the number of lamps required to illuminate the room:
Egen 9051
N= = = 6 lamps
El 1650
Thus, to provide light Egen=9051lm output the 6 LED lamps must be used instead of
10 fluorescent lamps. Put in 2 rows. Power of 10 fluorescent lamps:
Wgen=WN∙ N=18 ∙10 = 180W
Savings from the use of LED lamps.
N = Wgen / (NLED∙PLED)=180/(6∙ 20)= 1.5
 Therefore, we can deduce from the calculations that the usage of LED lamps is much
more efficient and advised.

4.3 General production safety requirements in equipment design and production

of equipment
3.1) Inform Supervisors of Unsafe Conditions.
3.2) Use Equipment, Machines, and Tools Properly;
3.3) Misusing tools and machines is the most prevalent cause of workplace injuries.
3.3) Wear Safety Equipment (PPE)
3.4) When cleaning up messes and using equipment, make sure you wear the proper
safety equipment
3.5) Prevent Slips and Trips
3.6) Keep Work Areas and Emergency Exits Clear
3.7) Eliminate Fire Hazards
3.8) Avoid Tracking Hazardous Materials
3.9) Prevent Objects from Falling
3.10) Use Correct Posture when Lifting
3.11) Take Work Breaks from Time to Time

4.4 Safety requirements before starting work

4.1) All employees will wear all required safety gear, safety glasses, and safety
clothing for their job/position while at their workstation.
4.2) All employees working around moving machinery are prohibited from wearing
loose clothing or loose jewelry.
4.3) All employees working around moving machinery must have long hair tied back
where it cannot fall forward or be caught in the machinery.
4.4) All tools will be in use or will be stored at their proper location at all times, no
tools are to be left in any location where they are not being used or being stored.
 4.5) All equipment, tools and machinery are to be kept clean and in full working
condition, with any defects being immediately reported to maintenance.
4.6) The instruction manuals for all machinery must be readily available for review.
4.7) All equipment and machinery is to be shut down when not in use.
4.8) All presses and machinery will require two hand operation to keep fingers and
hands away from moving part.
4.9) All machinery is to have the manufacturer’s installed safety guards.
4.10) No machinery is to be modified by any employee who is not specifically trained
in the technical aspects of the machinery.

4.5 General safety requirements during production of equipment

5.1) Never take shortcuts.
5.2) Clean and organize your workspace.
5.3) Ensure a clear and easy route to emergency exits and equipment.
5.6) Be alert and awake on the job.
5.7) Be attentive at all times to your work surroundings.
5.8) When in doubt, contact your supervisor or manager for instruction, guidance,
or training.
5.9) Never take risks when it comes to safety.
5.10) Obey safety signs, stickers, and tags.
5.11) Take short breaks when you keep up a repetitive motion for a long period of
time, and sit, stand, or walk with good posture.
5.12) Report serious injuries immediately to a supervisor and get emergency
assistance.
5.13) Always keep the communication lines open with your co-workers, employers,
or employees in order to promote and maintain a safe environment.
5.14) Immediately notify others of any (new or old) hazards that you perceive.
 5.15) Be alert to hazards that could affect anyone— not just yourself; in this respect,
maintain a team mentality at all times.
5.16) Fire extinguishers must be available and readily attainable.
5.17) First aid kits must be available and readily attainable.
5.18) Never remove or tamper with safety devices.

4.6 Safety requirements after production

6.1) Clean your tools and keep them in good working order.
6.2) Organize your tools and don’t be careless; someone could easily slip or get hit
due to a misplaced object.
6.3) Turn off machines and equipment before you even consider cleaning, un-
jamming, oiling, adjusting, or moving them.
6.4) Wash face and hands with warm water and soap/take a shower if workplace has
such provision after production. .
6.7) Place the instrument in the place provided for this purpose after usage

4.7. Safety requirements at emergency situations during production

A production company should have an emergency plan mapped out incase such a
scenario occurs. The lack of an emergency plan could lead to severe losses such as multiple
casualties and possible financial collapse of the organization.
7.1) The emergency plan includes:
All possible emergencies, consequences, required actions, written procedures, and the
resources available.
Detailed lists of emergency response personnel including their cell phone numbers,
alternate contact details, and their duties and responsibilities.
Floor plans.
Large scale maps showing evacuation routes and service conduits (such as gas and
water lines). -
Objective: The objective is a brief summary of the purpose of the plan; that is, to reduce
human injury and damage to property and environment in an emergency. It also specifies
those staff members who may put the plan into action.
7.2) Organization: One individual should be appointed and trained to act as
Emergency Co-coordinator as well as a "back-up" co-coordinator. However, personnel on
site during an emergency are key in ensuring that prompt and efficient action is taken to
minimize loss -
Procedures: Many factors determine what procedures are needed in an emergency situation
during production, such as:
Nature of emergency.
Degree of emergency.
Natural hazards, such as floods or severe storms, often provide prior warning. The
plan should take advantage of such warnings with, for example, instructions on sand
bagging, removal of equipment to needed locations, providing alternate sources of power,
light or water, extra equipment, and relocation of personnel with special skills. Phased states
of alert allow such measures to be initiated in an orderly manner.
7.2) The following are should be done:
Identify evacuation routes, alternate means of escape, make these known to all staff;
keep the routes unobstructed.
Specify safe locations for staff to gather for head counts to ensure that everyone has
left the danger zone. Assign individuals to assist employees with disabilities
7.3) Testing and Revision: Exercises and drills may be conducted to practice all or
critical portions (such as evacuation) of the plan.
7.4) Emergency exits from the building, de-energize, close windows and close
doors.
7.4) Leave the building and stay in the evacuation zone
 Conclusion to part 4
For a designer and the production team it is necessary for proper lightening of both
the natural and also the artificial source of a recommended amount is important to ensure
effectiveness and for the safety of the designer and the production team, it is also necessary
to consider the safety requirements necessary for production before starting. Another key
factor is to plan for emergency situations for a better risk management to avoid fatalities.

PART 5
ENVIRONMENTAL PROTECTION
 This chapter of the project embodies the environmental protection analysis and we
will be discussing the plastic utilization.
Plastics have transformed everyday life; usage is increasing and annual production is
likely to exceed 300 million tonnes by 2010. It is evident that plastics bring many societal
benefits and offer future technological and medical advances. However, concerns about
usage and disposal are diverse and include accumulation of waste in landfills and in natural
habitats, physical problems for wildlife resulting from ingestion or entanglement in plastic,
the leaching of chemicals from plastic products and the potential for plastics to transfer
chemicals to wildlife and humans. However, perhaps the most important overriding concern,
which is implicit throughout this volume, is that our current usage is not sustainable.
This Part of the project synthesizes current understanding of the benefits and concerns
surrounding the use of plastics and looks to challenges, opportunities and priorities for the
future.

5.1 Utilization of plastics as materials

Plastics are inexpensive, lightweight, strong, durable, corrosion-resistant materials,
with high thermal and electrical insulation properties. The diversity of polymers and the
versatility of their properties are used to make a vast array of products that bring medical
and technological advances, energy savings and numerous other societal benefits as a
consequence, the production of plastics has increased substantially over the last 60 years
from around 0.5 million tonnes in 1950 to over 260 million tonnes today. In Europe alone
the plastics industry has a turnover in excess of 300 million euros and employs 1.6 million
people. Almost all aspects of daily life involve plastics, in transport, telecommunications,
clothing, footwear and as packaging materials that facilitate the transport of a wide range of
food, drink and other goods. There is considerable potential for new applications of plastics
that will bring benefits in the future, for example as novel medical applications, in the
generation of renewable energy and by reducing energy used in transport.
 Virgin plastic polymers are rarely used by themselves and typically the polymer resins
are mixed with various additives to improve performance. These additives include inorganic
fillers such as carbon and silica that reinforce the material, plasticizers to render the material
pliable, thermal and ultraviolet stabilizers, flame retardants and colourings. Many such
additives are used in substantial quantities and in a wide range of products. Some additive
chemicals are potentially toxic (for example lead and tributyl tin in polyvinyl chloride, PVC),
but there is considerable controversy about the extent to which additives released from
plastic products (such as phthalates and bisphenol A, BPA) have adverse effects in animal
or human populations. The central issue here is relating the types and quantities of additives
present in plastics to uptake and accumulation by living organisms. Additives of particular
concern are phthalate plasticizers, BPA, brominated flame retardants and anti-microbial
agents. BPA and phthalates are found in many mass-produced products including medical
devices, food packaging, perfumes, and cosmetics, toys, flooring materials, computers and
CDs and can represent a significant content of the plastic. For instance, phthalates can
constitute a substantial proportion, by weight, of PVC, while BPA is the monomer used for
production of polycarbonate plastics as well as an additive used for production of PVC.
Phthalates can leach out of products because they are not chemically bound to the plastic
matrix, and they have attracted particular attention because of their high production volumes
and wide usage. Phthalates and BPA are detectable in aquatic environments, in dust and,
because of their volatility, in air there is considerable concern about the adverse effects of
these chemicals on wildlife and humans. In addition to the reliance on finite resources for
plastic production, and concerns about additive effects of different chemicals, current
patterns of usage are generating global waste management problems. show that plastic
wastes, including packaging, electrical equipment and plastics from end-of-life vehicles, are
major components of both household and industrial wastes; our capacity for disposal of
waste to landfill is finite and, in some locations, landfills are at, or are rapidly approaching,
capacity. So, from several perspectives it would seem that our current use and disposal of
plastics is the cause for concern.
 5.2 The effect of plastic debris on environment and wildlife
There are some accounts of effects of debris from terrestrial habitats, for example
ingestion by the endangered California condor, but however, the vast majority of work
describing environmental consequences of plastic debris is from marine settings and more
work on terrestrial and freshwater habitats is needed. Plastic debris causes aesthetic
problems, and it also presents a hazard to maritime activities including fishing and tourism.
Discarded fishing nets result in ghost fishing that may result in losses to commercial
fisheries. Floating plastic debris can rapidly become colonized by marine organisms and
since it can persist at the sea surface for substantial periods, it may subsequently facilitate
the transport of non-native or ‘alien’ species. However, the problems attracting most public
and media attention are those resulting in ingestion and entanglement by wildlife. Over 260
species, including invertebrates, turtles, fish, seabirds and mammals, have been reported to
ingest or become entangled in plastic debris, resulting in impaired movement and feeding,
reduced reproductive output, lacerations, ulcers and death. The limited monitoring data we
have suggest rates of entanglement have increased over time. A wide range of species with
different modes of feeding including filter feeders, deposit feeders and detritivores are
known to ingest plastics. However, ingestion is likely to be particularly problematic for
species that specifically select plastic items because they mistake them for their food. As a
consequence, the incidence of ingestion can be extremely high in some populations. For
example, 95 per cent of fulmars washed ashore dead in the North Sea have plastic in their
guts, with substantial quantities of plastic being reported in the guts of other birds, including
albatross and prions. There are some very good data on the quantity of debris ingested by
seabirds recorded from the carcasses of dead birds. This approach has been used mostly to
monitor temporal and spatial patterns in the abundance of sea-surface plastic debris on
regional scales around Europe.
An area of which is of particular concern is the abundance of small plastic fragments
or micro plastics. Fragments as small as 1.6 µm have been identified in some marine habitats,
and it seems likely there will be even smaller pieces below current levels of detection. A
recent workshop convened in the USA by the National Oceanic and Atmospheric
Administration concluded that micro plastics be defined as pieces <5 mm with a suggested
lower size boundary of 333 µm so as to focus on micro plastics that will be captured using
conventional sampling approaches. However, we consider it important that the abundance
of even smaller fragments is not neglected. Plastic fragments appear to form by the
mechanical and chemical deterioration of larger items. Alternative routes for micro plastics
to enter the environment include the direct release of small pieces of plastics that are used as
abrasives in industrial and domestic cleaning applications (for example shot blasting or
scrubbers used in proprietary hand cleansers) and spillage of plastic pellets and powders that
are used as a feedstock for the manufacture of most plastic products. Data from shorelines,
from the open ocean and from debris ingested by seabirds, all indicate that quantities of
plastic fragments are increasing in the environment, and quantities on some shores are
substantial (>10% by weight of strandline material; Laboratory experiments have shown that
small pieces such as these can be ingested by small marine invertebrates including filter
feeders, deposit feeders and detritivores, while mussels were shown to retain plastic for over
48 days. However, the extent and consequences of ingestion of micro plastics by natural
populations are not known.
More work will be needed to establish the full environmental relevance of plastics in
the transport of contaminants to organisms living in the natural environment, and the extent
to which these chemicals could then be transported along food chains. However, there is
already clear evidence that chemicals associated with plastic are potentially harmful to
wildlife. Data that have principally been collected using laboratory exposures are
summarized by. These show that phthalates and BPA affect reproduction in all studied
animal groups and impair development in crustaceans and amphibians. Molluscs and
amphibians appear to be particularly sensitive to these compounds and biological effects
have been observed in the low ng l–1 to µg l–1 range. In contrast, most effects in fish tend to
occur at higher concentrations. Most plasticizers appear to act by interfering with hormone
function, although they can do this by several mechanisms). Effects observed in the
laboratory coincide with measured environmental concentrations, thus there is a very real
probability that these chemicals are affecting natural populations. BPA concentrations in
aquatic environments vary considerably, but can reach 21 µg l–1 in freshwater systems and
concentrations in sediments are generally several orders of magnitude higher than in the
water column. For example, in the River Elbe, Germany, BPA was measured at 0.77 µg l –1
in water compared with 343 µg kg–1 in sediment (dry weight). These findings are in stark
contrast with the European Union environmental risk assessment predicted environmental
concentrations of 0.12 µg l–1 for water and 1.6 µg kg–1 (dry weight) for sediments.
Also, phthalates and BPA can bio accumulate in organisms, but there is much variability
between species and individuals according to the type of plasticizer and experimental
protocol. However, concentration factors are generally higher for invertebrates than
vertebrates, and can be especially high in some species of molluscs and crustaceans. While
there is clear evidence that these chemicals have adverse effects at environmentally relevant
concentrations in laboratory studies, there is a need for further research to establish
population-level effects in the natural environment, to establish the long-term effects of
exposures (particularly due to exposure of embryos), to determine effects of exposure to
contaminant mixtures and to establish the role of plastics as sources (albeit not exclusive
sources) of these contaminants.

5.3 The effect of plastic in our natural environment

Substantial quantities of plastic have accumulated in the natural environment and in
landfills. Around 10 per cent by weight of the municipal waste stream is plastic. Discarded
plastic also contaminates a wide range of natural terrestrial, freshwater and marine habitats,
with newspaper accounts of plastic debris on even some of the highest mountains., also by
comparison with the marine environment, there is a distinct lack of data on the accumulation
of plastic debris in natural terrestrial and freshwater habitats. There are accounts of
inadvertent contamination of soils with small plastic fragments as a consequence of
spreading sewage sludge of fragments of plastic and glass contaminating compost prepared
from municipal solid waste and of plastic being carried into streams, rivers and ultimately
the sea with rain water and flood events. However, there is a clear need for more research
on the quantities and effects of plastic debris in natural terrestrial habitats, on agricultural
land and in freshwaters. Inevitably, therefore, much of the evidence presented here is from
the marine environment. From the first accounts of plastic in the environment, which were
reported from the carcasses of seabirds collected from shorelines in the early 1960s, the
extent of the problem soon became unmistakable with plastic debris contaminating oceans
from the poles to the Equator and from shorelines to the deep sea. Most polymers are buoyant
in water, and since items of plastic debris such as cartons and bottles often trap air,
substantial quantities of plastic debris accumulate on the sea surface and may also be washed
ashore. As a consequence, plastics represent a considerable proportion (50–80%) of
shoreline debris. Quantities are highly variable in time and space, but there are reports of
more than 100 000 items m–2 on some shorelines and up to 3 520 000 items km–2 at the ocean
surface Gyres and oceanic convergences appear to be particularly contaminated, as do
enclosed seas such as the Mediterranean. Despite their buoyant nature, plastics can become
fouled with marine life and sediment causing items to sink to the seabed. Taking into
example, shallow seabed in Brazil were more heavily contaminated than the neighbouring
shorelines, indicating that the seabed may be an ultimate sink even for initially buoyant
marine debris.
In some locations around Europe, it has been suggested that quantities on the seabed
may exceed 10 000 items ha–1, and debris has even been reported more than a 1000 m below
the ocean surface, including accounts of inverted plastic bags passing a deep-sea submersible
like a ghost assembly. Quantitative data on the abundance of debris on the seabed are still
very limited, but there are concerns that degradation rates in the deep sea will be especially
slow because of darkness and cold.
Monitoring the abundance of debris is very important as it assists in establishing rates
of accumulation and the effectiveness of any remediation measures. Most studies assess the
abundance of all types of anthropogenic debris including data on plastics and/or plastic items
as a category. In general, the abundance of debris on shorelines has been extensively
monitored, in comparison to surveys from the open oceans or the seabed. In addition to
recording debris, there is a need to collect data on sources; for plastic debris this should
include discharges from rivers and sewers together with littering behaviour. Here, the limited
data we have suggest that storm water pulses provide a major pathway for debris from the
land to the sea, with 81 g m–3 of plastic debris during high-flow events in the USA. Methods
to monitor the abundance of anthropogenic debris (including plastics) often vary
considerably between countries and organizations, adding to difficulties in interpreting
trends. As a consequence, the United Nations Environment Programme and the OSPAR
Commission are currently taking steps to introduce standardized protocols. More recently,
abundance at the sea surface in some regions and on some shorelines appears to be
stabilizing, while in other areas such as the Pacific Gyre there are reports of considerable
increases. On shorelines the quantities of debris, predominantly plastic, are greater in the
Northern than in the Southern Hemisphere. The abundance of debris is greater adjacent to
urban centres and on more frequented beaches and there is evidence that plastics are
accumulating and becoming buried in sediments consider that contamination of remote
habitats, such as the deep sea and the polar regions, is likely to increase as debris is carried
there from more densely populated areas. Allowing for variability between habitats and
locations, it seems inevitable, however, that the quantity of debris in the environment as a
whole will continue to increase—unless we all change our practices. Even with such
changes, plastic debris that is already in the environment will persist for a considerable time
to come.

5.4 Production, usage, waste management solutions

Accumulation of plastic debris in the environment and the associated consequences
are largely avoidable. Considerable immediate reductions in the quantity of waste entering
natural environments, as opposed to landfill, could be achieved by better waste disposal and
material handling. Littering is a behavioural issue and some have suggested that it has
increased in parallel with our use of disposable products and packaging. Perhaps increasing
the capacity to recycle will help to reverse this trend such that we start to regard end-of-life
materials as valuable feedstocks for new production rather than waste. To achieve this will
require better education, engagement, enforcement and recycling capacity (cc the figure 1a–
f(http://www.swedishepa.se/upload)). There is evidence that appropriate education can
influence behaviour. For example, pre-production plastic pellets account for around 10 per
cent, by number, of the plastic debris recorded on shorelines in Hawaii and substantial
quantities have been recorded on shorelines in New Zealand. These pellets have entered the
environment through spillage during transportation, handling and as cargo lost from ships.
In the USA guidelines (cc figure 1e(http://www.swedishepa.se/upload)) on handling of resin
pellets are reported to have reduced spillage during trials. Conservation organizations such
as the UK Marine Conservation Society play an important role in education, and the annual
beach cleans they organize can be a good way to raise public awareness and to collect data
on trends in the abundance of debris on shorelines.
However, there is a pressing need for education to reduce littering at source (figure 1d and
e((http://www.swedishepa.se/upload)). This is especially important in urban settings where
increased consumption of on-the-go/fast food coupled, in some locations, with a reduction
in the availability of bins as a consequence of concerns about terrorism is likely to result in
increased littering. Where plastic debris enters watercourses as a consequence of dumping
or littering a range of strategies including catch basin inserts, booms and separators can be
used to facilitate removal (figure 1f(http://www.swedishepa.se/upload).
 Figure 1. The pictorial illustrations of Solutions.
The pictorial illustrations of Solutions include: (figure a measures to reduce the
production of new plastics from oil, here an example showing how small changes in product
packing reduced the weight of packaging required by 70%, while (figure b) re-useable plastic
packing crates have reduced the packaging consumption of the same retailer by an estimated
30,000 tonnes per annum; and (figure c) recycling; here, bales of used plastic bottles have
been sorted prior to recycling into new items, such as plastic packaging or textiles. Measures
to reduce the quantity of plastic debris in the natural environment include: (figure d)
educational signage to reduce contamination via storm drains and (figure e)via industrial
spillage, together with (figure f)booms to intercept and facilitate the removal of riverine
debris.
Substantial quantities of end-of-life plastics are disposed of to landfill. Waste generation
statistics vary among countries and according to the rationale for data collection. For
instance, plastics are a small component of waste by weight but a large component by
volume. Temporal and spatial comparisons can thus be confounded, and data on quantities
of waste recycled can be skewed according to categorization of various wastes. However, in
many locations space in landfill is running out. It has also been suggested that because of the
longevity of plastics, disposal to landfill may simply be storing problems for the future,
considering an example, plasticizers and other additive chemicals have been shown to leach
from landfills. The extent of this varies according to conditions, particularly pH and organic
content. There is evidence, however, that landfills can present a significant source of
contaminants, such as BPA, to aquatic environments. Efficient treatment approaches are
available and are in use in some countries.
From a waste management perspective, the three R's—Reduce, Reuse and Recycle
are widely advocated to reduce the quantities of plastic and especially plastics packaging the
waste we generate . outline the benefits and limitations of these strategies. They show that
to be effective we need to consider the three R's in combination with each other and together
with a fourth ‘R’, energy recovery. Indeed, we also need to consider a 5th ‘R’, molecular
redesign, as an emerging and potentially very important strategy. Hence, the three R's
become five: ‘reduce, reuse, recycle, recover and redesign’. There are opportunities to
‘reduce’ usage of raw material by down gauging and there are also some opportunities to
‘reuse’ plastics, for example, in the transport of goods on an industrial (pallets, crates; and a
domestic (carrier bags) scale. However, there is limited potential for wide-scale reuse of
retail packaging because of the substantial back-haul distances and logistics involved in
returning empty cartons to suppliers. Some of the energy content of plastics can be
‘recovered’ by incineration, and through approaches such as co-fuelling of kilns, reasonable
energy efficiency can be achieved. These approaches have benefits compared with disposal
to landfill since some of the energy content of plastics is recovered. However, energy
recovery does not reduce the demand for raw material used in plastic production, hence it is
considered less energy efficient than product recovery via recycling. In addition, concerns
about emissions from incinerators can reduce the appeal of this waste disposal option. There
is now strong evidence to indicate significant potential lies in increasing our ability to
effectively recycle end-of-life plastic products. Although thermoplastics have been recycled
since the 1970s, the proportion of material recycled has increased substantially in recent
years and represents one of the most dynamic areas of the plastic industry today.
The recycling message is simple; both industry and society need to regard end-of-life
items, including plastics, as raw materials rather than waste. At present our consumption of
fossil fuels for plastic production is linear, from oil to waste via plastics. It is essential to
take a more cyclical approach to material usage, but achieving this goal is complex. Greatest
energy efficiency is achieved where recycling diverts the need for use of fossil fuels as raw
materials, good examples being the recycling of old polyethylene terephthalate (PET) bottles
into new ones (closed-loop recycling) or where low-density polyethylene bottles are
converted into waste bins (semi-closed loop). In addition to benefits as a consequence of
more sustainable material usage, a recent life cycle analysis calculated that use of 100 per
cent recycled PET rather than virgin PET to produce plastic bottles could give a 27 per cent
reduction on CO2 emissions.
There is also an increasing urgency to also design products, especially packaging, in
order to achieve material reduction and greater end-of-life recyclability. Public support for
recycling is high in some countries for example 57% in the UK and 80% in Australia, and
consumers are keen to recycle, but the small size and the diversity of different symbols to
describe a product's potential recyclability, together with uncertainties as to whether a
product will actually be recycled if it is offered for collection, can hinder engagement. In our
opinion, what is needed is a simplification and streamlining of everyday packaging, to
facilitate recyclability, together with clearer labelling to inform users. One option could be
a traffic light system so that consumers can easily distinguish from printed product labelling
between packages that use recycled content and have high end-of-life recyclability (marked
with a green spot), those that have low end-of-life recyclability and are predominantly made
of virgin polymer (red spot), and those which lie between these extremes (amber spot). With
combined actions including waste reduction, design for end-of-life, better labelling for
consumers, increased options for on-the-go disposal to recycling and improved recycling
capability, consider it could be possible to divert the majority of plastic from landfill over
the next few decades This will require consistency of policy measures and facilities among
regions and will also require the cooperation of industry since ultimately there needs to be
an acceptance of reduced usage and hence reduced income associated with the production
of plastics from virgin polymer.
 Molecular redesign of plastics (the 5th R) has become an emerging issue in green
chemistry that should be incorporated within the design and life cycle analysis of plastics.
In this context, green chemists aspire to design chemical products that are fully effective, yet
have little or no toxicity or endocrine-disrupting activity; that break down into innocuous
substances if released into the environment after use; and/or that are based upon renewable
feedstocks, such as agricultural wastes. One of the fundamental factors limiting progress on
all other R's is that the design criteria used to develop new monomers have rarely included
specifications to enhance reusability, recyclability or recovery of plastic once it has been
used. Typically, such assessments have only been made after a product entered the
marketplace and problems involving waste and/or adverse health effects have begun to
appear. Had the guiding principles of Green Chemistry been available to inform the
syntheses of polymers over the past century, perhaps some of the environmental and health
concerns described in this Theme Issue would be more manageable. To date, the application
of these design criteria to polymers has remained largely in the laboratory. Polylactic acid,
a biodegradable polymer sourced from corn and potatoes, has entered the marketplace and
has the potential to make a valuable contribution among other strategies for waste
management. However, life cycle analyses are required to help establish the most appropriate
usage, disposal.

5.5 Biopolymers, degradable and non-degradable biopolymers solutions

Degradable polymers have been advocated as an alternative to conventional oil-based
plastics and their production has increased considerably in recent decades. Materials with
functionality comparable to conventional plastics can now be produced on an industrial
scale; they are more expensive than conventional polymers and account for less than 1 per
cent of plastics production. Biopolymers differ from conventional polymers in that their
feedstock is from renewable biomass rather than being oil-based. They may be natural
polymers, or synthetic polymers made from biomass monomers or synthetic polymers made
from synthetic monomers derived from biomass. They are often described as renewable
polymers since the original biomass, for example corn grown in agriculture, can be
reproduced. The net carbon dioxide emission may be less than that with conventional
polymers, but it is not zero since farming and pesticide production have carbon dioxide
outputs. In addition, as a consequence of our rapidly increasing human population, it seems
unlikely that there will be sufficient land to grow crops for food, let alone for substantial
quantities of packaging in which to wrap it. One solution is to recycle waste food into
biopolymers; this has merit, but will ultimately be limited by the amount of waste food
available.
Biopolymers that are designed to breakdown in an industrial composter are
described as ‘biodegradables’ while those that are intended to degrade in a domestic
composter are known as ‘compostable’. There are benefits of these biodegradable materials
in specific applications, for example, with packaging of highly perishable goods where,
regrettably, it can be necessary to dispose of perished unopened and unused product together
with its wrapper. show experimentally that degradation of biodegradable, as opposed to
compostable, polymers can be very slow in-home composters. Degradation of these
polymers in landfills is also likely to be slow and may create unwanted methane emissions.
Hence, the benefits of biopolymers are only realized if they are disposed of to an appropriate
waste management system that uses their biodegradable features. Typically, this is achieved
via industrial composting at 50°C for around 12 weeks to produce compost as a useful
product.
There is also a popular misconception that degradable and biodegradable polymers
offer solutions to the problems of plastic debris and the associated environmental hazards
that result from littering. However, most of these materials are unlikely to degrade quickly
in natural habitats, and there is concern that degradable, oil-based polymers could merely
disintegrate into small pieces that are not in themselves any more degradable than
conventional plastic. So, while biodegradable polymers offer some waste management
solutions, there are limitations and considerable misunderstanding among the general public
about their application. To gain the maximum benefit from degradable, biodegradable and
compostable materials, it is, therefore, essential to identify specific uses that offer clear
advantages and to refine national and international standards and associated product
labelling to indicate appropriate usage and appropriate disposal.

5.6 Policy measures

Our intention when preparing this Theme Issue was to focus on the science
surrounding all aspects pertinent to plastics, the environment and human health. There are
some omissions from the volume, such as input from social scientists on how best to convey
relevant information to influence littering behaviour, consumer choice and engagement with
recycling. This is in part the role of a Theme Issue such as this, and the final invited
contribution to the volume examines the science–policy interface with particular reference
to policy relating to plastics. This is a diverse subject area that will require a range of policies
to focus at specific issues, including polymer safety, material reduction, reuse, recycling,
biopolymers, biodegradable and compostable polymers, littering, dumping and industrial
spillage.
This table Synthesis of current knowledge, uncertainty and recommended actions
relevant to environmental and human health concerns arising from current production, use
and disposal of plastics.

Table 5.1- uncertainty and recommended actions relevant to environmental and human
health
Established concerns and recommendations for
knowledge uncertainty industry, research and
policy
production and Plastics are is our usage of increase/incentivize
use inexpensive hydrocarbons for material reduction and
lightweight, plastics reuse
versatile, water sustainable? construct life cycle
resistant and to what extent analysis of production,
durable could disposal/recycling of
annual growth in biopolymers major polymers
plastic production replace oil-based (including biopolymers,
 is approximately plastics? degradable and
9% (currently is there sufficient biodegradable
>260 Mt yr−1) arable land for polymers) and plastic
around 8% of production of products
world oil biomass (crops) develop alternative
production is used required for monomers, polymers
to make plastics biopolymers? and additives using
plastics bring to what extent green chemistry
extensive societal, does use of plastic approaches
human health and powders as revise international
environmental cleaning standards for and
benefits abrasives, and introduce
>33% of scrubbers results accurate/informative
production is used in direct release of labelling of recyclable,
for disposable particles to ‘degradable’,
items of environment? ‘biodegradable’ and
packaging compostable polymers
disposal: waste plastics are a are current increase/incentivize
management substantial part of disposal strategies product design towards
domestic and sustainable—lack use of recycled
industrial wastes of space in feedstock and increased
in landfill landfill? end-of-life recyclability
recycling of some to what extent do improve methods to
polymers (e.g. chemicals leach collect and separate
PET) has from plastic in plastic waste for
increased landfill? recycling
considerably in little is known investment
recent years, but about the in/incentivize recycling
substantial degradability or operations
quantities of environmental standardize labelling so
plastic waste not fate of additives consumers can identify
compatible with used in products with high end-
recycling biodegradable of-life recyclability
biodegradable polymers (traffic light system)
polymers research and monitoring
typically require of leachates from
industrial landfills
composting and
will not readily
degrade in landfill
biodegradable
plastics can
 compromise
recycling
disposal: littering plastic debris is to what extent education/incentives to
and dumping common in will breakdown of promote the value of
marine habitats plastic debris end-of-life plastics as a
worldwide, increase the feedstock for recycling
including poles abundance of education and
and deep sea small fragments associated enforcement
the abundance of in the on the wasteful and
plastic debris is environment? adverse ecological
increasing/stabiliz rates of effects of plastic
ing (not accumulation of spillage, dumping and
declining) debris on land, in littering
plastic debris is freshwaters and in develop standard
fragmenting, with the deep sea are protocols and
pieces <20 µm on not certain monitoring to evaluate
shorelines and in do biodegradable trends in the abundance
water column or compostable of plastic debris across
plastics degrade in natural habitats
in natural cleaning programmes in
habitats? natural, urban and
industrial locations
research on breakdown
of degradable and
biodegradables
issues relating to >260 species are does ingestion of, research to establish the
wildlife known to ingest or entanglement distribution, abundance
or become in, plastic debris and environmental
entangled in have effects at the consequences of micro-
plastic debris population level and nano-plastic
ingestion is or can such fragments
widespread in effects combine research to establish
some populations with other potential for plastics to
(>95% of stressors to do so? transport chemicals to
individuals) and to what extent do food chain
can compromise plastics research to establish
feeding transport/release population-level
entanglement in chemicals to consequences of
plastic debris can wildlife? ingestion and
lead to severe what are the entanglement
injury and death consequences of education, monitoring
the accumulation and cleaning (see above)
 of small plastic
particles (e.g.
abrasives from
cleaning
applications) in
the environment?
issues relating to some plastics what are the conduct cumulative risk
human health contain effects of low- assessment/managemen
potentially dose chronic t of plastic additives and
harmful exposure to monomers
monomers and chemicals or biomonitoring of body
additive mixtures of burdens of
chemicals, chemicals used as additives/monomers
including flame plastic monomers effects on susceptible
retardants and or additives? subpopulations (babies,
plasticizers dose–response children) and on those
adverse effects of curves may not be with high-exposure risks
additives evident monotonic and so evaluate effects of
in laboratory should not be exposure to mixtures of
animals extrapolated in additives/monomers
measurable levels risk assessment design/validate
of chemicals used appropriate
as species/protocols to
additives/monom assess chronic low dose
ers are present in exposures to
the human additives/monomers by
population humans
Canadian
government
declared BPA a
toxic substance.
USA National
Toxicology
Program
expressed
concern for
adverse health
effects

Conclusion to part 5
 In conclusion, plastics offer considerable benefits for the future, but it is evident that
our current approaches to production, use and disposal are not sustainable and present
concerns for wildlife and human health. We have considerable knowledge about many of
the environmental hazards, and information on human health effects is growing, but many
concerns and uncertainties remain. There are solutions, but these can only be achieved by
combined actions There is a role for individuals, via appropriate use and disposal,
particularly recycling; for industry by adopting green chemistry, material reduction and by
designing products for reuse and/or end-of-life recyclability and for governments and
policymakers by setting standards and targets, by defining appropriate product labelling to
inform and incentivize change and by funding relevant academic research and technological
developments. These measures must be considered within a framework of lifecycle analysis
and this should incorporate all of the key stages in plastic production, including synthesis of
the chemicals that are used in production, together with usage and disposal. In my opinion,
these actions are overdue and are now required with urgent effect; there are diverse
environmental hazards associated with the accumulation of plastic waste and there are
growing concerns about effects on human health, yet plastic production continues to grow
at approximately 9 per cent per annum. As a consequence, the quantity of plastics produced
in the first 10 years of the current century will approach the total that was produced in the
entire century that preceded.
 GENERAL CONCLUSION

Considering all the information in my diploma work, in which I considered the design
of a smart storage bin, all of us are already familiar with the concept of "smart home". Now
the concept of smart & connected technologies makes flights easier, faster and of course,
cheaper.
Firstly I did research on the general requirements about having a storage bin on a
passenger aircraft, where i also analyzed the current trends of the bins and the enhancements
done to improve retention of the goods,
Secondly I worked on the variants of the prototype picked to implement the smart
storage being in, seeing as Boeing was the pioneer designer of overhead storage bin, I
analyzed the long range Boeing aircraft with capability of conveying over 200plus
passengers, in this area I calculated for the wings and fuselage layout and also calculated
the center of gravity, after designing the plane I worked on the Smart storage bin prototype
for the aircraft hereby analyzing the method of operation for the smart storage bin and also
the system of its functionality, when I got done with the smart bin I looked into the labor
protection for the designer and his production team, analyzing the working conditions and
the danger factor analysis, in this section I listed the safety requirements to be observed when
designing and producing the aircraft equipment to a better and more suitable working
environment, I also looked into the environmental protection where I worked on the
utilization of plastic to ensure a better working environment and living climate
.

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