787Landing Gear Structure 起落架结构 - 第2页 - 飞行手册 Flight Manual - 航空论坛_航空翻译_民航英语翻译_飞行翻译

17party 发表于 2010-3-24 23:03:32

haohaohaohaohaohaohao

天照发表于 2010-4-19 15:47:15

感谢楼主

东西正是好！！

yding1013 发表于 2010-5-18 15:28:49

回复 10# ryanfocker2010 的帖子

787Landing Gear Structure

ycy542102 发表于 2010-6-1 14:33:14

方法方法方法方法方法方法方法方法方法方法法

Virgin 发表于 2010-6-4 23:02:46

这个比较新鲜，谢谢楼主

f214216709 发表于 2010-6-8 13:09:07

谢谢看看哦

航空发表于 2010-6-8 15:15:15

Proprietary The information contained herein is proprietary to The Boeing Company and shall not be reproduced or disclosed in whole or in part or used for any reason except when such user possesses direct, written authorization from The Boeing Company. Dean Hefflinger 787 Services LCPT Maintenance Operations May 14, 2007 Landing Gear Structure WARNING: The technology herein is controlled by the U.S. Export Administration Regulations (EAR). Any export or re-export of this document must comply with these regulations. Controlled by ECCN: _9E991__ Boeing Proprietary COPYRIGHT © 2007 THE BOEING COMPANY 787 Landing Gear Structure Boeing Proprietary COPYRIGHT © 2007 THE BOEING COMPANY Landing Gear Structure 􀂄 Configuration & Materials Overview 􀂄 Design Improvements / Lessons Learned 􀂄 Finishes & HVOF 􀂄 Composite Braces 􀂄 Design Life & Overhaul Interval COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Landing Gear Structure 􀂄 Configuration & Materials Overview 􀂄 Optional – part-by-part comparison to previous models 􀂄 Design Improvements / Lessons Learned 􀂄 Finishes & HVOF 􀂄 Composite Braces 􀂄 Design Life & Overhaul Interval 􀂄 Optional – details of Boeing overhaul interval sampling program COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Main Landing Gear 􀂄 Two Post, Four Wheel Main Gear 􀂄 Dual Brace Design 􀂄 Inboard Retracting 􀂄 Similar to 777 – Forward Trunnion supported at the Rear Spar, Aft Trunnion supported at a Gear Beam. Nose Landing Gear 􀂄 Dual Wheel Nose Gear 􀂄 Forward Retracting 􀂄 Similar to 757, 767, 777 Conventional Boeing Configuration COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Landing Gear Loads Summary 1g Post Loads Comparison 787-8 486.0 / 370.0 62.8 222.1 767-400 451.0 / 350.0 47.4 211.8 777-200 547.0 / 460.0 62.7 255.7 Vmain (1g) (kips) Vnose (1g) (kips) Gross Weight MTW / MLW (kips) Model 􀂄 The 787 landing gear fits between the 767 and 777 in size and load bearing capability COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary 787-8 Main Landing Gear Two post, four wheel main gear 􀂄 11.5 inch piston diameter 􀂄 22 inches available stroke 􀂄 Wheel base - 897 inches 􀂄 Main gear track - 386 inches 􀂄 Wheel spacing - 51 inches 􀂄 Axle spacing – 57.5 inches Five primary support points: 􀂄 Forward trunnion 􀂄 Aft trunnion 􀂄 Drag brace upper spindle attachment 􀂄 Drag brace lock link attachment 􀂄 Side brace upper spindle attachment L/H Gear Looking Outbd COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Main Landing Gear – Materials Miscellaneous Ultra High Strength Steel (300M) Brace Spindles Pins Aluminum Shock Strut Internals Tow Fitting Axles Ultra High Strength Steel (300M) Inner Cylinder High Strength Titanium Drag and Side Braces Composite Torsion Links High Strength Titanium Brake Rods High Strength Titanium Truck Beam High Strength Titanium Outer Cylinder Ultra High Strength Steel (300M) Extensive use of corrosion resistant materials COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary 787 Nose Landing Gear Dual wheel nose gear 􀂄 7.5 inch piston diameter 􀂄 20 inches available stroke 􀂄 Wheel spacing – 29.5 inches Four primary support points: 􀂄 Drag brace trunnions 􀂄 Outer cylinder trunnions Steering 􀂄 Accomplished by two push-pull actuators attached to the outer cylinder by the steering plates. 􀂄 +/- 70 degrees steering available COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Nose Landing Gear - Materials Torsion Links High Strength Titanium Upper Drag Brace Aluminum Lower Drag Brace High Strength Titanium Steering Plates High Strength Titanium Miscellaneous Ultra High Strength Steel (300M) Pins Aluminum Shock Strut Internals Lock Links Tow Fitting Inner and Outer Cylinders Ultra High Strength Steel (300M) COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Optional Details Details of MLG and NLG part comparisons to previous models are available (17 hidden slides). COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Boeing & Messier-Dowty Collaboration 􀂄 Boeing and Messier-Dowty are working together to ensure the design and manufacturing experience of both companies is understood and incorporated in the 787 landing gear design 􀂄 Establishment of the local Messier-Dowty office (Kent, Wa.) allows for ease of communication 􀂄 Co-location of the Boeing and Messier-Dowty design engineers during joint definition phase 􀂄 “Best Practices” reviews by Boeing and Messier-Dowty 􀂄 Weekly design reviews between Boeing and Messier-Dowty (ongoing) COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Boeing & Messier-Dowty Collaboration 􀂄 In the past Boeing identified the corrosion protection requirements by utilizing design guides developed from lessons learned and placing them on drawings 􀂄 While the 787 detailed design is being performed by Messier- Dowty, they are still expected to meet the Boeing requirements for the design of the structure, including corrosion protection as defined in “Book 4” (part of the Requirements Package given to M-D) 􀂄 Messier-Dowty materials, processes, finishes, etc. used on the 787 are being reviewed by Boeing (Standards Management Board) to ensure that they meet our requirements. 􀂄 Boeing believes the incorporation of these requirements and lessons learned will help assure that the 787 landing gear will have performance similar to the rest of our fleet. COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary 􀂄 Increased use of titanium 􀂄 MLG – truck beam, inner cylinder, torsion links, brake rods 􀂄 NLG – drag brace, torsion links, steering components 􀂄 Increased use of corrosion resistant steel 􀂄 Selected main and nose landing gear pins 􀂄 Use of composites 􀂄 Main landing gear side and drag braces 􀂄 Increased use of corrosion inhibiting compounds 􀂄 Threads, splines and selected bushing installations Design Improvements / Lessons Learned Improved Corrosion Resistance COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary 􀂄 Reduced likelihood for heat damage (ladder cracking) 􀂄 Incorporated 777 style shock strut bearings (DU liners) 􀂄 Titanium MLG inner cylinder 􀂄 Use of WC-Co-Cr coating on inner cylinder (applied by HVOF) 􀂄 Increased resistance to strut leakage 􀂄 Utilizing successful 777-style 3/8" cap seal Design Improvements / Lessons Learned Shock Strut Improvements COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Cap Seal 􀂄 In older style Elastomer Contact Seals, the “rubber” element rides directly against sliding chrome surface of inner cylinder 􀂄 In the newer “Cap Seal,” a secondary element rides against the chrome, with an elastomer “energizer” to activate Elastomer Energizer Teflon “Cap” Backup Ring 􀂄 Excellent in-service performance on 777 COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary 􀂄 Reduced likelihood/susceptibility for heat damage 􀂄 Joint optimization 􀂄 Increased bearing area 􀂄 Pivot pin “staked” to truck beam 􀂄 Improved materials 􀂄Custom 465 pivot pin 􀂄 Titanium truck beam and inner cylinder 􀂄 Inner cylinder - HVOF applied tungsten carbide coating in bore Design Improvements / Lessons Learned Improved MLG Pivot Joint Geometry COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Inner Cylinder Titanium HVOF applied tungsten carbide coating in bore “Staking” Pin (no relative rotation between truck beam and pivot pin) Pivot Pin Custom 465 Truck Beam Titanium Pivot Pin Custom 465 MLG truck pivot joint bearing area increased Truck Pivot Joint COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary 􀂄 Design for Environment Philosophy 􀂄 Minimized use of hexavalent chrome and cad plating 􀂄 767 Wheel Spacers 􀂄 Extended brake sleeve configuration - eliminating need for wheel spacer 􀂄 MLG Junction Box Migration 􀂄 Junction boxes mounted via brackets to lugs on truck beam 􀂄 PDA (Parts Departing Aircraft) 􀂄 Additional retention means (e.g. spring end fittings) incorporated in the design to reduce the likelihood of PDA 787 Landing Gear - Part Comparisons Additional Improvements / Lessons Learned COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Design Improvements / Lessons Learned 􀂄 Junction box under truck beam is hard mounted via brackets to lugs on truck beam (eliminates band clamps) 􀂄 (Wire harness is not affected by change of brake suppliers) COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Finish Schemes & HVOF Finish Schemes 􀂄 Finish schemes will be similar to past Boeing landing gear with updates to account for environmental requirements. Wear Surfaces (inner cylinder, pin surfaces, etc.) 􀂄 Where practical, chrome plate is replaced with high performance thermal spray coatings (e.g. tungsten-carbide based) on the wear surfaces of the landing gear. High Velocity Oxygen Fuel (HVOF) Coatings 􀂄 Improved wear performance 􀂄 Improved fatigue performance 􀂄 Improved corrosion protection of steel substrates 􀂄 Improved overhaul flow time for large parts 􀂄 Successfully introduced on 767-400ER COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary HVOF - Information Thermal Spray Process Feedstock Powder, Wire or Rod Energy Source Thermal energy/heat ‘Molten’ Accelerated Particle Kinetic energy Particle Splat Splat Build-up into a Coating Substrate 􀂄Thermal Spray Process COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary HVOF – Corrosion Protection Corrosion Protection 􀂄 Chrome plating contains numerous micro cracks that can link together and traverse through the thickness of the plating. When this happens, a path is created for moisture to reach the substrate, which will lead to corrosion 􀂄 Thermal spray coatings are applied as overlapping layers, with the final structure being free from internal micro cracks. 􀂄 Repeated loading of HVOF coated parts can induce coating cracks; however, these cracks typically do not reach the coating/substrate interface. Cracks stop at the first or second deposited layer and travel parallel to the substrate interface. − This behavior results in an intact layer of HVOF coating that continues to protect the steel base metal. 􀂄 Long term corrosion testing of HVOF coupons after fatigue testing has demonstrated significantly improved corrosion resistance compared to Cr plating COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary HVOF – Corrosion Protection 􀂄Chrome plating more susceptible to cracking than HVOF coatings HVOF (pre-finished) Chrome COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary HVOF – Corrosion Protection Salt Spray Testing Results 􀂄 Boeing Cd-Ti Plating: 500 hours minimum with no base metal attack 􀂄 Boeing Cd-Ti + 1 coat primer: 2500 hours minimum with no base metal attack 􀂄 Chrome plating: No requirement, but lab testing shows evidence base metal corrosion 4 – 96 hours 􀂄 Boeing BMS 10-67 Type 17 HVOF: testing stopped after nine months with no evidence of base metal attack COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary HVOF – Corrosion Protection 9 Month Salt Spray Exposure – Type 17 Salt Spray Test Results COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Composite Side and Drag Braces 􀂄 The 787 is introducing composite braces for weight savings COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Composite Braces Drag Brace Side Brace LDB UDB USB LSB 61 15 27 COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary 􀂄 The bushings will be installed in a permanent (Ti) sleeve 􀂄 The permanent sleeve will be installed using adhesive and a traditional thermal-fit installation method 􀂄 A traditional thermal-fit installation method has also been selected to install the bushings in the permanent sleeve 􀂄 Instructions for overhaul will be provided in CMM with reference to applicable Boeing SOPM Composite Brace Bushing Installation Composite lug Permanent sleeve (Ti) Standard Al-Ni- Bronze bushings COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary 􀂄 Only the bushings are scheduled to be removed and replaced during overhaul. (The permanent sleeve will not have to be removed or replaced.) 􀂄 Inner diameter of the permanent sleeve will include a rework allowance for repair/overhaul 􀂄 In the unlikely event the permanent sleeve needs to be replaced, a rework allowance is also included in the composite brace lug Composite Braces Rework Allowances Additional Allowance in Composite Lug (if needed) Primary Allowance in Ti Sleeve COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Composite Braces Bushing Installation 􀂄Bushing Components Inner Sleeve Al-Ni-Br bushings COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Composite Braces Bushing Installation 􀂄 Titanium sleeve and one Al-Ni-Br bushing COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Composite Brace Bushing Installation 􀂄 Completed Demonstrator Part COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Composite Braces Lubrication Fittings Drag Brace Apex shown (typical) 􀂄 No lube fittings in composite structure 􀂄 Lubrication through pins / metal structure only 􀂄 BMS 3-33 grease (Std. for most of landing gear) COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Design Life Safe-Life Limited Structure 􀂄 The landing gear is designed for a safe-life limit commensurate with the airframe structure Design Service Objective (DSO) 􀂄 787-3 - 55,000 cycles 􀂄 787-8 - 44,000 cycles 􀂄 787-9 - 44,000 cycles 􀂄 The composite braces will not be life-limited COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Overhaul Interval - Plan 􀂄 FAA, ISC and Boeing have reached agreement on a conditional plan for 12 yr / 24,000 FC LG overhaul interval (Feb ‘07 ISC Mtg.) 􀂄 Plan will involve Boeing working with a select number of airlines to accomplish a limited sampling program. 􀂄 Operators not part of the program do not need to accomplish the sampling inspections/restorations. 􀂄 Intent is to validate the design / corrosion protection schemes are working as designed 􀂄 Finalization of the 12 yr / 24,000 cycle LG overhaul in MRB Report will be contingent upon normal findings from the inspections COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Overhaul Interval – Documentation & Reporting 􀂄 Details of sampling program will be added to the 787 MSG-3 ISC Policy & Procedures Handbook, and will be referenced in the FAA MRB Report 􀂄 The FAA and Boeing recognize that normal/routine findings may occur. Reduction of overhaul interval would be necessary in the event of “significant” corrosion or wear findings. 􀂄 Definition of “significant” findings will be established prior to implementation 􀂄 Results of all inspections will be reported to the ISC/FAA COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Optional Details Details of sampling program are available (11 hidden slides). COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary LG - Work Breakdown by Sites Seattle MLG & NLG Final Assembly (Initial Production) MLG Test MLG Truck Assembly & Truck Beam Messier-Dowty Gloucester England NLG Outer Cylinders MLG Outer Cylinders Messier-Dowty Montreal Canada NLG Inner Cylinders MLG Inner Cylinders Messier-Dowty Bidos France Brake Rods Messier-Dowty Suzhou China Messier-Dowty Kent / Evt USA MLG & NLG Final Assembly (2009+) LCPT Team Boeing Everett USA MLG Installation Boeing Wichita USA NLG Installation NLG Test Messier-Dowty Toronto Canada NLG Test COPYRIGHT © 2007 THE BOEING COMPANY Boeing Proprietary Landing Gear Structure 􀂄 Parts are on their way!

muzhiguo 发表于 2010-6-21 16:59:08

好咚咚

下来看看。。。。。

zhangdamu 发表于 2010-6-25 01:06:12

787Landing Gear Structure 起落架结构

zhangdamu 发表于 2010-6-25 01:06:34

787Landing Gear Structure 起落架结构

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回复 10# ryanfocker2010 的帖子

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