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The Boeing
777
The development of the
Boeing 777 was made possible
by the development
of breakthrough materials
that allowed reductions in
structural weight while
maintaining affordability.
Alloy developments
During the waning days of the mid1980s, a frustrated Boeing and its
aluminum suppliers shut down masBrian Smith
sive efforts to develop aluminumBoeing Aircraft Co.
lithium alloys. As a result of this exSeattle, Washington
perience, Boeing initiated a process
with these suppliers in which alloys
were first studied on paper. Suppliers were asked to proThe aluminum airplane
pose various what if alloys for major structural applications.
From a structural-weight standpoint, the 777 is primarily
These what if alloys were evaluated for benefit and afan aluminum airplane. Seventy percent of the overall strucfordability. This unique approach allowed promising alture is aluminum, including the wing box and fuselage. Of
loys to be identified early on and, unlike their aluminumcourse, the aluminum alloys are not the garden-variety
lithium counterparts, these alloys were robust to price and
aerospace materials of the past. These are engineered alproperty changes during
loys offering improved
development.
strength, toughness, and
The what if process focorrosion resistance.
cused on advanced alDespite the predomiloys for wing and fusenance of aluminum, the
lage applications. For
777 does contain signifithe wing, Boeing identicantly more composite
fied a general need for
materials by weight than
higher-strength alloys
earlier Boeing aircraft.
with good toughness
The vertical fin, horiand improved corrosion
zontal stabilizers, and
resistance relatively
passenger-floor beams
standard targets. Howutilize a Boeing/supplier
ever, in the case of the
developed toughened,
fuselage, Boeing had just
damage-resistant carbon
completed a rigorous refiber epoxy resin system.
view of fatigue and corTitanium alloy imrosion issues in its fleet
provements are critical
of aging airplanes. This
in combating the galvanic potential differThe Boeing 777-300ERs new semi-levered landing gear system has performed effort brought into focus
ence between aluminum flawlessly during the flight-test program. The unique gear, which is manufactured by the need for advances
and Carbon Fiber Rein- Goodrich Corp., allows the airplane to rotate early by shifting the center of rotation in toughness, fatigue
forced Plastic (CFRP), from the main axle to aft axle of the three-axle landing gear truck. As the airplane crack growth resistance,
and corrosion resistance.
and titanium alloys are rotates, the nose is allowed to rise higher earlier.
ADVANCED MATERIALS & PROCESSES/SEPTEMBER 2003
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747
777
767
757
707/720
Regional and intercontinental market flexibility
State-of-the-art, service-ready features and
technology
Industry-leading performance and economics
Range and capacity growth ensure future family
commonality
727
737
1950
1960
1970
1980
1990
2000
Weight
saved
Durability
improved
Boeing aircraft and the years they were introduced into service.
Alloys:
Ti 10-2-3
Al 2XXX-T3, -T42, -T36
Al 7055-T77
Al 7150-T77
Ti- 6-4 ELI
Ti 15 -3 -3 3
Ti B21S
Ti 6-2-4-2
Composites:
Toughened CFRP
Pitch core
Perforated CFRP/Nomex
5: Stabilizer
attach
fittings
4: Crown stringers
4: Keel beam
4: Belly stringers
Uncolored
2: Fuselage skin
1: Truck beam
and braces
42
6: ECS ducting
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1%
11%
2XXX
7%
11%
Misc.
Steel
Titanium
Composites
Aluminum
2024
150
60% slower
fatigue crack growth
100
2024
2XXX
10
10
20
30
40
Stress intensity factor Kmax, ksi-in.1/2
40
50
60
70
Typical tensile yield strength, ksi
Toughened 2000 series aluminum alloy properties. This alloy is for the body skin.
7055-T77
7150-T77
Pitting
Corrosion performance, exfoliation rating
Titanium alloys
Titanium applications have increased with each major commercial
airplane introduction. In the case of
the 777, the use of titanium was expanded into previous CFRP structure
areas to minimize the risk of galvanic
corrosion that is present with aluminum. For this application, betaannealed Ti-6Al-4V ELI (Extra Low
Interstitial) was introduced into the
commercial fleet, and it provides the
maximum damage tolerance properties for titanium alloys.
Titanium was also selected for
landing gear components. The single
largest titanium application, and perhaps the biggest challenge, was applying Ti 10-2-3 to the main landing
gear truck beam. This application
challenged Boeings metallurgists to
develop tight process controls for
welding the three pieces that made up
this component. (Note: As part of a
subsequent cost reduction effort,
Boeing ultimately converted the three
forgings to a single forging.) The resulting truck beam saved substantial
weight and also resulted in a design
without the typical corrosion and
paint damage risks associated with
high-strength steel landing gear components.
Titanium alloy developments in the
early- to mid-1980s were pushed into
new product forms and applications
for the 777 as well. While earlier
Boeing airplanes included titanium
for landing-gear springs and high-
2XXX
17% improvement in
toughness
100
A
7150T77
7050T76
7075T73
7055T77
B
Goodness
C
7075-T6
Traditional
strength/
corrosion
behavior
7150-T6
Severe
60
65
70
75
80
85
Compresssion yield strength, ksi
90
95
1000
70%
200
Fuselage
Upper wing
surface
(increased strength)
Lower wing
surface
(increased durability)
200
2324-T39 Type II
150
2024-T351
2324-T39
193
0s
-
100
197
0s -
Ch
alle
nge
199
0s
196 2224-T3511
0s
7150-T651
7055-T7751
7075-T651
50
7178-T651
40
60
80
Typical yield strength, ksi
100
Advanced aluminum alloys with higher toughness and improved corrosion resistance.
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100
Goodness
1980s
damage
tolerant
structure
90
80
VT-22STA:
2000s, damage
tolerant forgings
70
60
Ti-6Al-4V,
mill annealed:
50
1960s
general
structure
40
30
120
140
Ti-10V-2Fe-3Al STA:
1980s, high
Ti-6Al-6Vstrength forgings
2Sn/Ti-6Al-4V
VT-22 STA:
STA:
1960s general
2000s, high
structure
strength
160
Ultimate tensile strength, ksi
180
200
44