Chapter 1 Introduction to Aircraft · 2019-12-06 · 飛行力学 Chapter I-1 Introduction to Aircraft 1 ＜Introduction to B777＞ Advanced Technologies Applied to B777 First “Fly

飛行力学 Chapter I-1 Introduction to Aircraft

1

＜Introduction to B777＞

Advanced Technologies

Applied to B777

■ First “Fly by Wire” Aircraft of Boeing

■ First “Early ETOPS *1” Application

■ Advanced ARINC629 *2 Digital Data Bus

■ Designed by CATIA *3 and Digital Mock

*1 Extended Range Operation with Two-

Engine Airplanes*2 Aeronautical Radio Inc.: 14 Years

Development by Boeing*3 Computer Aided Three Dimensional

Interactive Application

Chapter 1 Introduction to

Aircraft


Development Goal:Intermediate Class (300 Seats) between

Boeing 767 and 747-400

Development Cost:6 Billion US$

Aircraft Cost:150 Millions US$

Total Number of Components

and Parts:3 Millions

2

1.1 General Description

Chapter 1 Introduction to Aircraft


3


4

DallasEl Paso

Fukuoka


5

Nautical Mile = 1.852 km

1 lb = 0.4536 kg

Fuel

Payload

Max. Payload

Condition

Max. Take-off

Weight

Condition

Max. Fuel

Condition


Control Wheel

Velocity

Altitude

Horizontal Surf. Position

Artificial

Feel

Mech.

AP

Auto Pilot Servo Valve

Hydraulic Actuator

6

Primary Flight Control employs “Fly By Wire” Technology

Simple Structure by Reducing Mechanical Parts

Small Vertical Tail to Reduce Weight by Achieving Precise Stability

Improvement of Controllability and Stability by Introducing Flight Control Modes and Protections

Improvement of Reliability and Maintenability by Introducing Redundancies

Conventional Control System

Control Wheel

AP Auto Pilot

ArtificialFeel

Mech.

BackDriveAct.

VelocityAltitude

HorizontalSurf. Position

Sensor ComputerServo Valve

Hydraulic Actuator

1.2 Fly By Wire

Fly By Wire Control System


7

ETOPS : Extended range Twin-engine OPerationS)Over Sea flight has been limited within the routes of 60 min. flight time to alternate airports

because of engine reliability

ETOPS is the permission rule of routes over 60 min. flight time according to the approval of

actual performance of engine reliability and related systems.

FAR : AC120-42A,”Extended Range Operations with Two-Engine Airplanes”

60 min. Rule

120 min. Rule

180 min. Rule

1.3 ETOPS


8

McDonnell Douglas MD-11

Lockheed L-1011 TriStar

Civil Aircrafts with 3 Engines

http://upload.wikimedia.org/wikipedia/commons/4/4b/MyPhotoAna-14.jpg


9

Manufacturing in

Japan

Forward Body (KHI)

Center Body (KHI)

Center BodyLower Part (KHI)

Vertical Stabilizer

Pressure Bulkhead (KHI)

After Body (MHI)

Rudder

Tail Cone

(MHI)

Elevator

Horizontal Stabilizer

Wing Body Fairing (ShinMaywa)

Spoiler

Flap

Aileron

Wing Leading EdgeSlat

Wing Rib(Nippi Corporation)

Main Gear

Engine NacelleEngine

Center Wing(FHI)

Main Gear Door(FHI)

Radome

Cargo Door(KHI)

Nose Gear Door

Nose Gear

Cabin Door(MHI)

Shear of Japanese Aerospace Companies is 15%

1.4 Structure


Structural Design and Materials

Fault Tolerance Design

・Flight Data of Conventional Aircraft and Anti-Aging Program

・Structural Redundancy for Load Path Elements

・Utilization of Structural Fatigue Test Data

Application of Composite Materials to Primary Structure

・High-Toughness Composite with Improved Impact Resistance

Anti-Corrosion Materials

・Drain Measures

・Larger Application of

Material

・Anti-Corrosion Coating

and Sealant10


11

Progress of Fail Safe Structure

Safe-Life Structure

Fail Safe Design

Fault Tolerance Design

1950 1960 1970 1980 1990

Comet B707

DC8

B727DC9

B737 B747DC10

B767 B777

YS-11 L1011 A300

Comet Accident

1954

F-111事故1969

To design the structure with the life of required flight hours or flight times

Structure safety is secured for the case of partial fatigue failure within the

minimum period of unrepaired service usage

Structure must have capability to withstand

expected damage until detected and repaired

B737事故1988 Safety Management of

Long Life Aircrafts

A310 A320 A330A340


12

Comet Accident（1954） B737 Accident（1988）


13

Structural Reliability and Safety Design

Safe-Life Design Damage Tolerance Design

Design

Requirement

Structure is designed not to failwithin a certain, defined period.

At the end of this expected life, the part is removed from service.

Structure must have capabilityto withstand damage untildetected and repaired.

Design

Approach

Testing and analysis can provide an adequate estimate for the expected lifetime of the component or system.

Damage tolerance is verified by analytical assessment of damage growth, residual strength, and surveillance.

Validation Safe-life designs involve a testing and analysis (typically fatigue analysis) to estimate how long the component can be in service before it will likely fail.

A generous factor of safety should be included to prevent catastrophic failure.

Damage tolerance is validatedby panel and component.Tests– Residual strength– Crack growth– Qualification– Inspection program

Applied

Structural

Parts

Landing Gear etc., where fault tolerance

design is not applicable

Most of the primary and secondary structure

and structural components

Current aircraft structure employs “Fault Tolerance Design”


Fault Tolerance Design Methodology

14

Residual Strength

Ultimate Load

Limit Load

Operational Load

Cra

ck

Le

ng

th

Limit of Residual Strength Crack Length

Initial Crack

Min. Clack Size to Detect

Flight TimesDamage Detection Period

Flight Times

Short of Residual

Strength

Inspect. Time

Recovery of Strength within

Inspection Periods


15

Static Strength Test of Structure

Fatigue Strength Test of Structure


16

Composite Materials

Aluminum ：70%

Steal ：11%

Titanium ：7%

Composite ：11%


1.5 Aircraft System

17

■Structure

Fuselage

Wing

Tail

Miscellaneous

Window

Door

■Propulsion System

Power Plant System

Auxiliary Power System

■Aircraft System Flight Control SystemLanding Gear SystemHydraulic SystemElectrical Power SystemFuel SystemEnvironmental Control SystemIce and Rain SystemFire Protection System Light System Oxygen SystemCabin SystemCargo SystemMiscellaneous

■Avionics and Electrical System

＊Flight Deck

＊Equipment Centers

Airplane Information Management

Autopilot Flight Director System

Navigation System

Communication System


18

Dreamliner Cruise Speed Passengers Route

787-8

Mach 0.85

210 - 250 7,650 to 8,200 nautical miles

(14,200 to 15,200 kilometers)

787-9 250 - 290 8,000 to 8,500 nautical miles


787-3 290 - 330 2,500 to 3,050 nautical miles


・Composite Materials:

50 percent of the primary structure

・Open architecture systems:

Simplified and Increased Functionality

Health-monitoring self-monitor maintenance requirements to ground-based computer systems

・New Jet Engines:

General Electric and Rolls-Royce Turbo Fan Engines

8 percent Increased Efficiency

Appendix: Boeing 787 Dream Liner

Boeing 787 Dream Liner


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Documents

Chapter 1 Introduction to Aircraft · 2019-12-06 · 飛行力学 Chapter I-1 Introduction to Aircraft 1 ＜Introduction to B777＞ Advanced Technologies Applied to B777 First “Fly