Boeing Composite Design Manual
BOEING DESIGN MANUAL COMPOSITE - In this site isn`t the same as a solution manual you buy in a book store or download off the web.
Boeing Composite Design Manuals
Boeing handed one of these to every new drafter and engineer. It has been invaluable to me in my career. Take a look as some of the topics. There were bookcases through out the engineering department with all of these manuals and more. Boeing had the very best engineering standards in the industry.
I worked at Gates Learjet and many of their standards were just copied pages from the Boeing manuals, especially on the metal bending standards. I have not been to Boeing as a designer in years, but I am sure they have these standards online for engineering. I have worked with Boeing and Catia for over 30 years. Dassault is responsible for keeping Boeing one of the most ignorant and isolated manufacturing companies.
Their lack of interoperability is beyond belief.
The 787 Dreamliner features a state-of-the-art flight deck that balances commonality with the latest enhancements. New technologies are integrated while still maintaining a significant amount of commonality with other Boeing airplanes, particularly the 777.
Familiar Boeing controls, displays and procedures all support shorter transition periods to the 787 from other Boeing family members, enabling efficient Mixed Fleet Flying. The 787 flight deck is furnished with a full suite of navigation and communication radios and avionics.
Dual Head-Up Display (HUD), very large flat panel multifunction displays, dual Electronic Flight Bags (EFB), and an electronic check list are provided as standard. The wide-format displays provide a larger map and enhance access to information about the flight and navigation.
Also, the new displays are programmable, which means future advancements can be easily incorporated without having to replace or upgrade the display hardware. Conventional Pneumatic Architecture On conventional airplanes, pneumatic systems divert hot, high-pressure air from the engines to power other systems. Not only does this require a complex system of manifolds, valves and ducts, it requires constant monitoring and frequent maintenance. It also tends to be inefficient because of the weight of the system and because air is 'bled' off the engines, which then have to work harder.
787 More-Electric Architecture The more-electric architecture of the 787 Dreamliner family eliminates the pneumatic and bleed-air system. The electric system improves efficiency by extracting only the power actually needed during each phase of flight. The 787's electrical system also is monitored automatically by the Airplane Health Management system, improving airplane availability and productivity.
Boeing Composite Design Manual Download
Airflow The 787's simple pivot trailing edge flaps allow for much smaller flap track fairings than on conventional aircraft. This gives the airplane highly efficient lift-to-drag characteristics that reduce fuel consumption and costs. In addition, the 787's simple pivot trailing edge has fewer parts for reduced maintenance and provides a lighter and simpler high-lift system without sacrificing performance. Structure The use of composite materials in the wing structure allows the 787 wing to have a higher aspect ratio (the square of the wing span divided by the wing area) than previous aircraft.
This high aspect ratio wing design combined with efficiency enhancing raked wing tips allow the 787 to be one of the fastest commercial aircraft (Mach 0.85 cruise speed) while consuming less fuel than today's comparably sized aircraft. The 787 Dreamliner family features an advanced fly-by-wire flight control system. Instead of a mechanical system of cables and pulleys that move the control surfaces on the wing and tail, fly-by-wire systems translate pilot inputs into electrical signals. Computer processors translate these signals and move the control surfaces accordingly to move the airplane. Used on commercial airplanes for decades, fly-by-wire systems are highly reliable and feature multiple independent backup systems in case of a failure. The 787's fly-by-wire control system is so advanced that it optimizes the shape (or 'camber') of the wing automatically to save the most fuel.
During cruise, the wing trailing edge automatically adjusts upward and downward to continually optimize the camber for maximum efficiency. Normally used to dip the wing up or down to turn in flight, ailerons on the 787 also adjust automatically to help optimize the wing during takeoff and cruise.
This advanced fly-by-wire system also is the key to Smoother Ride Technology – unique to the 787 family - which senses turbulence and adjusts control surfaces automatically to dampen its effects before it reaches the passengers. The materials selected for the 787 Dreamliner provide the lowest operating costs over the life of the airplane. Selecting optimum materials means analyzing every area of the airframe to determine the best solution based on the operating environment and loads experienced over the life of the airplane. The chief breakthrough material technology on the 787 is the increased use of composites. The 787 is 50 percent composite by weight. A majority of the primary structure is made of composite materials, most notably the fuselage.
Composite materials have many advantages. They allow a lighter, simpler structure, which increases airplane efficiency, reduces fuel consumption and reduces weight-based maintenance and fees. They do not fatigue or corrode, which reduces scheduled maintenance and increases productive time. Composites resist impacts better and are designed for easy visual inspection. Minor damage can be repaired at the gate in less than an hour. Larger damaged sections can be repaired exactly like today's aircraft, through bolted repairs, or using a bonded repair. From the start, Boeing designed the 787 family with the passenger in mind.
Extensive research into what affects comfort led Boeing to many design innovations on the 787 family, including Large, spacious cabin: The 787’s cabin architecture creates a strong sense of spaciousness with its broad, welcoming entryway, large windows and vaulted ceiling. The 787 cabin is wider than that of the airplanes it replaces, so passengers enjoy more personal space, both physically and visually. Better lighting: Modern, adjustable LED lighting provides more lighting choices to create a relaxing environment.
Largest windows in the sky: With the largest windows of any jet, on the 787 every seat is a window seat: Every person can see to the horizon, for a view like never before. The windows also dim at the touch of a button, allowing passengers to look outside when they wish and still maintain a dimmed cabin when appropriate. Cleaner, more comfortable air: The 787 combines new filtration, better pressure and more humidity to help passengers feel less dryness and fatigue.
Smoother Ride Technology: Sensors on the 787 sense and dampen turbulence for a more comfortable ride and less motion sickness. Large overhead bins: There's space for your carry-on near your seat. Better seating options: The 787 offers the latest in seat comfort and technology. Today's airplanes have very clean air, thanks to the same technology used in hospital operating rooms. The 787 has even better air quality due to an innovative purification method known as gaseous filtration. Research has shown that contaminants cause many of the symptoms that often are associated with low humidity.
Air purification removes those gaseous contaminants and reduces symptoms such as throat irritation. The gaseous filtration system on the 787 cleans the cabin air by removing contaminants, including offensive odors. HEPA filters leave the air essentially particle free and are effective at removing bacteria, viruses, fungi, and a new gaseous filtration system, unique to the 787, removes common irritants that have a drying effect. The 787's cabin is pressurized to a new maximum level of 6,000 feet; 2,000 feet lower than most other aircraft. Altitude chamber tests show that because the body absorbs 8% more oxygen into the blood at this altitude, passengers experience fewer headaches and less dizziness and fatigue. In aluminum airplanes, pressurizing a cabin at 6,000 feet would be weight-prohibitive and cause structural fatigue concerns.
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But the 787's composite fuselage permits cabin pressurization at this lower altitude with almost no weight impact. The 787 ensures that sounds of 85 decibels – which is slightly louder than a busy street intersection – or higher never leave airport boundaries. In fact, the noise footprint of the 787 is more than 60 percent smaller than the airplane it replaces. Ramp noise reductions are the result of improvements in airplane systems like the Auxiliary Power Unit (APU).
A report issued by the United Kingdom Civil Aviation Authority determined that the Boeing 787 is significantly quieter than the airplanes it replaces, on average between seven and eight decibels quieter on departure and up to three decibels quieter on arrival.
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