Pmdg 777 Crack ((TOP)) Working Landing Gear
Weight SavingsThe high strength and low density oftitanium (40% lower than that of steel)provide many opportunities for weightsavings. The best example of this is itsuse on the landing gear of the Boeing777 and 787 aircraft and the AirbusA380. Figure 1 shows the landing gearon the 777 aircraft.1 All of the labeledparts are fabricated from Ti-10V-2Fe-3Al. This alloy is used at a minimumtensile strength of 1,193 MPa; it is usedin replacement of a high-strength lowalloysteel, 4340M, which is used at1,930 MPa. This substitution resultedin a weight savings of over 580 kg.1 TheBoeing 787 used the next-generationhigh-strength titanium alloy, Ti-5Al-5V-5Mo-3Cr, which has slightly higherstrength and some processing advantagesThe use of titanium in landinggear structure should also significantlyreduce the landing gear maintenancecosts due to its corrosion resistance.The low density and high strengthmake it very attractive for reciprocatingparts, such as connecting rods for automotiveapplications. Again, the priceis too high for family vehicles but theU.S. Department of Energy is investingin a substantial effort to make titaniumcomponents for automobiles and trucksaffordable. (Titanium is successfullyutilized for high-end racing cars, wherecost is not that much of an issue.)
pmdg 777 crack working landing gear
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Space LimitationsThis application does not come upoften, but it is an important one. Thebest example for this is the landing gearbeam used on the 737, 747, and 757.This component, running between thewing and fuselage, supports the landinggear. Other Boeing aircraft utilizean aluminum alloy for this application,but for the above aircraft the loading ishigher and the aluminum structure willnot fit within the envelope of the wing.An aluminum alloy would be the preferredoption as it is much lower in cost.Steel would be another option, but thatwould be higher weight.
The airworthiness directive does not have a set deadline. Instead, beginning on Aug. 17, owners have 25 hours of flying time with the aircraft before it must be inspected to see if it has the affected parts in the nose landing gear.
The Kodiak 100 is designed to land on unpaved airstrips in remote areas, and so has specially designed landing gear. The aircraft can also carry more than 3,000 pounds (1,350 kilograms) and land and take off on short runways. It can also be configured to carry passengers or cargo, and land and take off on water.
No one would deny that the landing gear is a vital component of any aircraft. But how much attention do you pay to it when flying? Technology and safety have significantly improved in this area, but incidents still occur. Get up close, and these huge structures, supporting enormous weight and landing forces, are amazing pieces of engineering.
Landing gear is the core support of the aircraft when parked, taxiing, taking off, or landing. The most familiar form of gear involves of wheels. However, planes can also be fitted with floats for water services or skis for operating on snow.
The landing gear is one of the most critical aircraft components. As aviation has evolved, it has seen constant re-engineering and improvements. Writing about the importance of the landing gear in a whitepaper document, the consulting firm Infosys describes this importance and improvement in engineering:
"The need to design landing gear with minimum weight, minimum volume, reduced life cycle costs, and short development cycle time poses many challenges to landing gear designers and practitioners. These challenges have been met by employing advanced technologies, materials, analysis methods, processes, and production methods."
Most landing gears are made by third-party suppliers, rather than by aircraft manufacturers themselves. Safran Landing Systems is one of the largest such companies, making landing gears for most Airbus aircraft, as well as the Boeing 787.
The primary function of the landing gear is to absorb the force of landing and, of course, prevent the fuselage from hitting the ground. This force absorption happens in several ways. Firstly, the main landing gear strut has a shock absorption system, using compressible fluids. Secondly, the landing force is spread over a number of wheels.
Numerous smaller and medium-sized aircraft just have two-wheel landing gears (four wheels on each side in a 2-2 configuration). The larger Boeing 777 is notable for adding a third wheel to this. And most heavier aircraft, including the Airbus A340 and A380, and the Boeing 747 add an additional landing gear in the center of the fuselage.
If you watch an aircraft take off, you will see that the gear is raised soon after leaving the runway. The landing gear structure is a significant source of drag, so raising it quickly is important when the aircraft needs to gain speed. Pilots will do this as soon as a 'positive rate of climb' is reached. Before this, the gear should remain down in case the aircraft descends back to the ground.
The landing gear is raised into a compartment in the fuselage. Some aircraft have doors that close over the gear, which protects the gear structure and also ensures the aerodynamic of the aircraft. Others, like the 737 above, retract into a cavity in the aircraft's belly.
Although things differ from aircraft to aircraft, Virgin Atlantic outlined how things work on its A330. In this case, the gear retraction (and extending for landing) is computer-controlled by Landing Gear Control and Interface Units. All aircraft have backup gear systems as well. The A330 has two independent control systems, alternated in use each time the gear is activated. The Boeing 747 has four separate hydraulic systems, for example.
The gear is lowered for landing once the airspeed reaches a designated level (this is 280 knots on the A330, for example). Doing so before this could damage the gear, and it is usually prevented. Lowering is controlled by the same dual computer system. There is a further backup system in case the hydraulic systems fail. On the A330, this is gravity-assisted, using electromagnets. Older aircraft may even have had a manual handle to lower the gear.
Ensuring that the gear is lowered correctly and locked before landing has always been vital. These days, this is indicated by the computer unit using lights in the cockpit. There is usually a secondary, independent system indicating this as well.
It is not that long ago that it was also possible to check this visually. Many older Boeing 737 aircraft, as described on The Boeing 737 Technical Site, have a viewing periscope in the fuselage above the main landing gear. This was discontinued from the 737 NG Series when an independent indicator backup system was introduced.
Despite improvements in technology and numerous backup systems, emergency incidents involving the landing gear do happen. With so many moving parts and hydraulic systems in play, risk remains. Fortunately, there are cases of aircraft landing successfully despite problems. These so-called 'belly landings' are, of course, very dangerous, though, and even if successful, will cause extensive damage to the aircraft.
Simple Flying regularly reports aircraft incidents involving landing gears. In March 2020, for example, a Virgin Atlantic Airbus A330 was forced to return to London Heathrow after its landing gear failed to retract. And just the month before that, the main landing gear collapsed on an Icelandair Boeing 757 at Keflavik International Airport.
Some prominent significant emergencies include a JetBlue Airbus A320 in 2005, which landed at Los Angeles International Airport with a nose gear stuck at the wrong angle. And in 2011, a LOT Polish Airlines Boeing 767 landed at Warsaw Chopin Airport with complete landing gear failure, after the hydraulic system failed.
There have been some notable examples of landing gear issues in recent months. For instance, an SAS ATR-72 has nose gear trouble when landing in Hamburg last month. The gear rotated 90 degrees to the surprise of the crew. In May, an Azul Embraer returned to Recife following a landing gear problem. Moreover, Cubana's last Embraer EMB 110 lost its landing gear when being moved in Havana.
The aircraft has run into minimal safety issues. In April 2011, a Southwest 737 made an emergency landing after a 5-foot-by-1-foot section of fuselage burst open on a flight from Phoenix to Sacramento. Afterward, the Federal Aviation Administration ordered U.S. airlines to inspect their older and most heavily used Boeing 737s for fuselage cracks.
Based on our practice, it is necessary to realise that training of new candidates lasts approximately 2-3 years. For both B1 and B2 it is of utmost importance to know in detail the procedure of landing gear overhauls according to the relevant component maintenance manuals.
One of the distinctive features of landing gears is that they are complex components and have many parts. While there have not been many major technological advances in landing gears in the past, in recent years some technological enhancements have been witnessed.
Original equipment manufacturers [OEMs] have been balancing the need to design lighter and more durable landing gears. While some new technology has been embraced, there has not been a breakthrough technological advance since the B707 and the DC8 first rolled out of the factory.
To simplify landing gear repair, high velocity oxygen fuel spraying (HVOF), a robotic deposition control, is a real step forward. HVOF thermal spray coating is titanium based coating and a replacement for chrome plating. Lufthansa Technik has already made significant investment in order to use this technology for landing gear parts as well.
Lufthansa Technik has three landing gear service locations to support customers globally: Hamburg (Germany), London (UK) and Sun Valley (California). Both Hamburg and London serve Europe, Asia, the Middle East and Africa.
Our landing gear services facility in London is an example of all activities taking place under one roof. The purpose built facility was opened in 1998 and currently handles around 300 legs a year. The facility is equipped with paint removal equipment, a machine shop, a hydraulics shop, an electrics shop, NDT, a paint shop and a full plating shop.