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SELECTION OF MATERIALS

Boeing -787

Submitted by: Shubhra Mandal, Sanjay Mahesh, Anmol Kumar, Shubham Agarwal, Krishna Maheta, Manish Raghuwanshi,
Kashish Vaid, Arslan Rafi
CONTENTS
1. Introduction
2. Specifications
3. Fuselage
4. Landing gear
5. Tail wing
6. Main wing
7. Engine
8. Drawbacks
9. Conclusion
Introduction
 The Boeing 787 Dreamliner is a
long-range, mid-size wide-
body, twin-engine jet
airliner developed by Boeing
Commercial Airplanes.
 It is Boeing's most fuel-efficient
airliner and the world's first major
airliner to use composite
materials as the primary material in
the construction of its airframe.
 The aircraft's initial designation was
the 7E7.
Specifications

Model 787-8 787-9 787-10

Length 186 ft (56.7 m) 206 ft (62.8 m) 224 ft (68.3 m)

Wingspan 197 ft 3 in (60.1 m)

Wing area 3,501 sq ft (325 m2)

Height 55 ft 6 in (16.9 m)

Fuselage dimensions Width: 18 ft 11 in (5.77 m) / Height: 19 ft 7 in (5.97 m)


Maximum takeoff weight 502,500 lb (228,000 kg) 557,000 lb (253,000 kg)

Maximum landing weight 380,000 lb (172,000 kg) 425,000 lb (193,000 kg) 445,000 lb (202,000 kg)

Cruising speed Mach 0.85 (567 mph, 490 knots, 913 km/h at 35,000 ft/10,700 m)

Maximum speed Mach 0.90 (593 mph, 515 knots, 954 km/h at 35,000 ft/10,700 m)

Range, fully loaded 7,850 nmi (14,500 km; 8,300 nmi (15,400 km; 7,020 nmi (13,000 km;
9,030 mi) 9,550 mi) 8,080 mi)

Maximum fuel capacity 33,340 US gal (126,210 L) 36,641 US gal (138,700 L)

Engines (×2) General Electric GEnx-1B or Rolls-Royce Trent 1000

Thrust (×2) 64,000 lbf (280 kN) 71,000 lbf (320 kN) 76,000 lbf (340 kN)
Fuselage
Exterior section:
 The material used on fuselage is a redevelopment of the Toray composites America.
 Composites used: carbon fiber reinforced plastic (long strands of carbon fiber coated with an epoxy
resin).
 Fuselage is assembled with 1- piece composites barrel section.

Materials used:
 Nose cone: Fiber glass.
 Nose: Carbon laminate composites.
 Center fuselage, mid-fuselage, forward fuselage section: HexPly AS4 carbon fiber prepreg.
 fuselage skins, stringers, aft wheel well bulkhead: HexPly AS4 carbon fiber prepreg.
 Cargo and access doors: Torayca prepreg; Polyacrylonitrile based Carbon Fibers prepreg.
Interior Section:
 WINDOWS: electrochromism-based smart glass
 ADVANTAGES: helps to adjust five levels of sunlight and visibility to the liking.

 WINDOW FRAMES: HexPly AS4 carbon fiber prepreg.

 FUSELAGE FRAMES (supports the passenger floor cabin) : Resin film


infusion(RFI).
ADVANTAGES:

 Larger strength and stiffness than the conventional aluminum.


 Weight saving on average of 20% compared to more conventional aluminium
designs.
 Excellent in handling tension.
 Reduction in maintenance due to fatigue.
 Higher strength to weight ratio making the a/c lighter.
 Electrochromism-based smart glass: reduces cabin glare while maintaining a
view to the outside world , but the most opaque setting still has some
transparency.
 HexPly AS4 carbon fiber prepreg : good structural properties, net shape
molding, better fatigue performance, lower weight.
LANDING GEAR – B787
Technology Innovations

The 787 landing gears include a number of technology


innovations, specifically in the area of new materials :
1. Reducing landing gear weight.
2. Reducing corrosion and providing higher resistance to
fatigue versus steel parts.
 Main gear inner cylinder and a number of components: made
from Titanium.
Materials used
• Fiber reinforced composite main landing gear braces.
• From the start, the landing gear design efforts focused on three primary areas:
1. New materials to minimize landing gear weight.
2. Use of environmentally acceptable alternatives to chromium and cadmium, and the
increased use of corrosion resistant materials.
Advantages:
Composite braces offered significant weight savings compared to previous steel
components.
capable of handling the brace’s complex axial and shear loading conditions or resist
bird impact or runway flying debris.
High resistance to corrosion and improved fatigue life in comparison to metals.
Improved reliability increasing the service time interval between overhauls of the
main landing gear braces.
BENEFITS
• Lighter weight than steel or titanium alternatives
• 3D weaving technology allows the production of near net
shape preforms, minimizing touch labor and saving cost
• Through thickness reinforcement in 3D woven products,
provides inherent damage tolerance and resistance to high
magnitude axial and shear loads in the finished composite
structure
• Automated 3D weaving provides consistent quality and
reproducibility from one part to another while minimizing
the touch labor involved in manufacture
• Composite products improve corrosion resistance,
reliability and maximizes the interval between servicing
times
TAIL SECTION
TAIL SECTION
MATERIALS USED:
 Tail wing leading edge: Aluminium
 Horizontal and vertical control surfaces: Carbon sandwich
composite.
 Hinges: Fiberglass
 Horizontal and vertical stabilizer: Carbon Laminate composite.
WING
WING
Movable leading edge structures:
 Aluminium.
 Carbon prepreg combines of: 1. Cytec Engineered materials (Tempe, Ariz).
2. High temperature bis-maleimide (BMI)
resin.
3. Cytec carbon fiber reinforcement.
Advantage: This allows Boeing to remove some insulation because the wing
De-icing system(the source of high heat) is integrated into these
components.
Fixed Leading Edge structure:
 Boeing BMS legacy glass and
 Carbon fabric reinforced epoxy prepregs
 Cured at 250 degree F/121 degree C.

 Movable Trailing Edge surfaces:


Includes: 1. Ailerons,
2. flaperons and
3. The inboard and outboard flaps,
4. Spoilers and all
Are made up of structural carbon fabrics.
 Farings: structural carbon fabrics.
B-787 engine
Boeing 787 – Dreamliner Engine
1.Materials especially those that
would allow for hotter
combustion.
2.Powered By two types of Engine
• Rolls- Royce Trent 1000
• General Electric nx
3.Exhaust Duct cover – Chevron
toothed pattern
4.Air Inlet as-
• Sound Absorbing Materials
Engine Specification
• Lighter Weight Composite Materials & advanced systems.
• Mainly Titanium based alloys are used in engines & fasteners..
• Improved thrust to weight ratio through the application of advanced
materials.
• Compatible with 787 use a standard electrical interface to allow an aircraft
to be fitted with given engines : -
• General Electric nx
• Rolls – Royce Trent 1000
GEnx- 1B
• Composite (Carbon Fiber) Fan
Blades with latest swept
aerodynamic shape
• Composite (Carbon Fiber) Fan
case
• Steel Alloy leading edges.
• Ti – Al Blades in last two stages of
low pressure turbine.
• As Ti – Al achieves significant
weight savings over traditional
Nickel Alloy.
• Lightweight, durable, composite
materials & specialized coatings.
Rolls- Royce Trent 1000
• Second largest manufacturer of
turbofans.
• Bleed less design.
• Hollow-fan-Blade (Swept) of titanium
• Surface coolers.
• Titanium is the material that has the
right combination of low density & high
strength.
• Fan produces 85% of the engine’s
thrust.
Trent 1000 Vs GenX-1B

Trent 1000 GenX-1B


• Gear box corrosion • No such problem
• Major problem of all GenEx’s
• NO Ice crystal icing
• Requires Lead coating to prevent
• Doesn't requires lead coating corrosion of various parts
• 20% more fuel efficient then 767 • 1-2% less fuel efficient then
Trent 1000
R-R is ready for another round
”Trent 1000-TEN upgrade in mid-2016”
Future Analysis
• Future blades of Rolls-Royce still needed to develop two novel manufacturing
techniques.
1. At an atomic level, three sheets of titanium material, are fused. It has to be
done in an ultra-clean production facility through a process of diffusion
bonding.
2. Then the process of superplastic forming creates a hollow within the blade.
Argon gas is used to inflate the titanium in a furnace operating at almost
1000°C. Two outer titanium panels are expanded, while the middle sheet is
stretched into a zig-zag shape, creating the final hollow 3D aerodynamic shape
of the blade and giving extraordinary rigidity to the structure.
TRENT 1000 specs
FAN:
At takeoff each blade caries a load of 90 tons equivalent to 9 London buses
Material used:
 Ti-6-Al-4V.
 Made from single piece of Ti-alloy.
 To make it stiff and string, made with process called
Superplastic forming and Diffusion bonding.
Properties:
1. Density: 4.5g/cm^3
2. Specific heat: 0.5263 J/g degree C.
3. Electrical Resistivity: 0.000178 ohm-cm.
4. Melting point: 1604-1660 degree C.
5. Thermal conductivity: 3.9.
6. Young’s modulus: 110 Gpa.
7. Tensile strength: 1000 Mpa.
Compressor
Material used:
 Ni based alloy.
 Forging and grinding are use to make compressor blades.
 Compressor blades are corrosion resistant.
Blade info.
 The blades have an internal warren-girder structure to achieve strength , stiffness and
robustness at low weight.
Properties:
1. Density: 8.2g/cm^3
2. Specific heat: 0.42 J/g degree C.
3. Electrical Resistivity: 0.00011 ohm-cm.
4. Melting point: 1260-1340 degree C.
5. Thermal conductivity: 11.4.
6. Young’s modulus: 207 Gpa.
7. Tensile strength: 1441 Mpa.
COMBUSTOR:
Material used:
 Partially Yttria Stabilized Zirconia.
 Interior of combustor is coated with ceramic layer.
 This thermo barrier coating is around 250 micrometer thick
Properties:
1. Density: 5.1g/cm^3
2. Specific heat: 0.6 J/g degree C.
3. Electrical Resistivity: 0 ohm-cm (ceramic).
4. Melting point: 2700-2850 degree C.
5. Thermal conductivity: 0.7 W/mK
6. Young’s modulus: 20 Gpa.
7. Tensile strength: 25 Mpa.
 TURBINE:

Material used:
 Nickel Super Alloy.
 The turbine blades are made up of single crystal nickel alloy
 Nickel-based alloys can withstand the heat.
 But there's been a problem with Nickel based alloys; their
thermodynamic limit, is around 1,150°C; so if the
temperatures increases beyond this limit then the blades will
start to melt.
 So Coated in an advanced ceramic material to insulate it
from extreme temperatures.
 Ceramics are brittle.
Properties:
1. Density: 8.2g/cm^3
2. Melting point: 1350 degree C.
3. Young’s modulus: 110 Gpa.
4. Tensile strength: 1000 Mpa.
Ceramics
• Ceramics are Brittle
• Engine parts including Turbine blades have ceramic coatings.
• Allow Engines to run hotter by several hundred degree Celsius.
Nacelle
• Light weight composite fan cowls.
• Advance Ti Alloy exhaust system components.
• Composite diagonal brace
• Advanced titanium alloy strut.
Drawbacks
• Difficulty in: structural health monitoring and non destructive inspection of composites (in
comparison to metals).

• Delamination i.e debonding of one layer from another.

• Weight reduction potential at higher cost(use of carbon fibre and titanium).

• Carbon fibres react very differently to lightning strikes.

Solution: thin copper mesh beneath the outer skin ( in the lightning prone areas).
Conclusion
Thank you

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