BOEING FINAL ASSEMBLY

BOEING 787 DREAMLINER FOR FLIGHT TEST FINAL ASSEMBLY

The 6th and final Boeing 787 Dreamliner designated for flight test is now undergoing final assembly in Everett, Washington. The airplane, designated ZA006, will be powered with General Electric GEnx engines.
The first flight test airplane, ZA001, is getting its paint touched up this week before finishing factory testing. Power was brought onto the second airplane, ZA002, in late February and build verification tests are progressing well. Production work continues on ZA003, ZA004 and ZA005. In all, assemblies for 31 Dreamliners are currently in production throughout the supply chain.

GOL UPGRADED

737NG FLIGHT AVIONICS-----LATEST TECHNOLOGY

OL, which bills itself as a “smart,” lean, low-cost airline with a young fleet, plans to install new avionics in its Boeing 737NG fleet to further improve the safety and performance of its operations.

The digital communications and operational management system with global coverage is based on the Iridium satellite network. “This new technology, which allows the exchange of information in real time via voice and text message, is linked to the company’s ACARS (aircraft communication addressing and reporting system) and can be used as an operational management tool,” said a GOL representative.

New 737NGs will include the communications system and a multi-mode receiver that will enable GOL to make precision landings with either Global Navigation Satellite Systems or Instrument Landing Systems, as well as use RNP (Required Navigation Performance) navigation, which is more efficient, thus saving fuel, compared to visual or non-precision approaches.

GOL plans to retrofit the Rockwell Collins’ CMU-900 on its existing 737NG fleet in May. The retrofit also includes installing special software and an aircraft personality module, which permanently stores an aircraft’s unique parameters and feeds that information to the CMU for aircraft identification, said Fernando DeSantos, principal account manager for Rockwell Collins.

Neither GOL or Rockwell Collins disclosed the system’s cost. GOL currently operates 109 737s.

VOR Capabilities

VHF – 108.0-117.95mhz
Line of sight

1LOP at a time
  2 receivers give 2 LOPs (fix)
s
VOR + DME = LOP & Arc (fix)
Not sensitive to aircraft heading

Fly to or from a VOR or intercept a radial
Radial – courses oriented FROM the station

VOR Important Stats

• Omnidirectional reference signal
• Directional signal from antenna rotating @ 1800 rpm
• Receiver uses phase discrimination
• Navigation in polar coordinates

VOR- VHF OMNI RANGE

• Ground station oriented to magnetic north, transmitting directional information to aircraft

Benefits

• More accurate, precise flying

• Reliable

• Not susceptible to interference

• Voice Capable 

Errors/Negatives

• Costly to maintain

• Line-of-sight

TACAN INSTALLATION

TACAN RANGE

THe TACAN signal consists of 2700 pulse-pairs/second whose amplitude is modulated by a 15Hz signal and a 135 Hz signal
These constitute the variable part of the TACAN signal
The reference part of the TACAN signal consists of coded sets of pulses called reference groups (or bursts)
The MAIN reference group (MRG) consists of 24 pulses with alternate spacings of 12 and 18μs. This is transmitted when the antenna pattern main lobe reference point passes the North reference
The AUXILIARY reference group (ARG) consists of 12 pulses with of 30 μs spacing. This is transmitted when each of the auxiliary lobe reference points passes the North reference

TACAN BEARING FUNCTION

 

Two concentric drums are placed around the DME antenna

The parasitic elements distort the DME antenna pattern

The drum structure is rotated at 900 rpm (15 Hz)

TACAN-TACTICAL AIR NAVIGATION

TACAN is a military system combining the bearing capability of VOR with the distance measuring capability of DME

It is also designed to be transportable so that it can be used in combat areas, hence the name tactical

Principle:

TACAN is based on DME in that it uses the DME antenna and the DME pulse format.

Thus the distance measuring is inherent

LANDING GEAR FAILURE

LANDING GEAR MATERIALS

Materials
1.Composites will be integrated into gear because they are stronger and cheaper than the current used high strength steels and titanium

2.Ultra-High Tensile Steels are already being integrated into the A400M and the B-787 landing gear, replacing the low-alloy steels.

3.Research into organic matrix composites and metal matrix composites using titanium are promising, though still very expensive

LANDING GEAR DEVELOPMENTS

Noise Reduction

1. As engines become quieter, landing gear is now making a dominating component of noise in large commercial aircraft

2.European co-financed research project Silencer is trying to create low noise landing gear design

3.Desires 10db reduction in landing gear noise by 2020, has only dropped 3db so far.

Gear up landing prevention system

1. NTSB reports that the majority of gear up landings are due to equipment malfunctions.

2. Gear up landing prevention systems will disengage autopilot and alarm at a preset safety altitude if every piece of landing gear is not extended and locked.

3.It can be disengaged if a belly landing is the only option

LANDING GEAR DESIGN

DESIGN COSIDERATIONS:
1. Minimum weight
2. High reliability
3. Overall aircraft integration
4. Low cost
5. Airfield compatibility.


DESIGN BASICS:

•Landing Gear should locate near the center gravity (CG) of the plane

•CG location are depended on aircraft configuration, loading, fuel state.

LANDING GEAR PURPOSE

PURPOSE

•To provides structural support to the aircraft for ground operation

•To provides maneuverability for ground operation

•To provides a mean to absorb unusually loads incurred during landing and ground operation