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Chapter 1 Introduction to Aircraft · 2019-12-06 · 飛行力学 Chapter I-1 Introduction to...
Transcript of Chapter 1 Introduction to Aircraft · 2019-12-06 · 飛行力学 Chapter I-1 Introduction to...
飛行力学 Chapter I-1 Introduction to Aircraft
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<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
飛行力学 Chapter I-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
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1.1 General Description
Chapter 1 Introduction to Aircraft
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飛行力学 Chapter I-1 Introduction to Aircraft
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DallasEl Paso
Fukuoka
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Nautical Mile = 1.852 km
1 lb = 0.4536 kg
Fuel
Payload
Max. Payload
Condition
Max. Take-off
Weight
Condition
Max. Fuel
Condition
飛行力学 Chapter I-1 Introduction to Aircraft
Control Wheel
Velocity
Altitude
Horizontal Surf. Position
Artificial
Feel
Mech.
AP
Auto Pilot Servo Valve
Hydraulic Actuator
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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
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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
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McDonnell Douglas MD-11
Lockheed L-1011 TriStar
Civil Aircrafts with 3 Engines
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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
飛行力学 Chapter I-1 Introduction to Aircraft
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
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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
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Comet Accident(1954) B737 Accident(1988)
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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”
飛行力学 Chapter I-1 Introduction to Aircraft
Fault Tolerance Design Methodology
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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
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Static Strength Test of Structure
Fatigue Strength Test of Structure
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Composite Materials
Aluminum :70%
Steal :11%
Titanium :7%
Composite :11%
飛行力学 Chapter I-1 Introduction to Aircraft
1.5 Aircraft System
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■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
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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
(14,800 to 15,750 kilometers)
787-3 290 - 330 2,500 to 3,050 nautical miles
(4,600 to 5,650 kilometers)
・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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