Max Q wrote:Was the 787 designed to be right at, or very close to its MGTOW limit from day one as part of the drive to ‘ ultimate efficiency’ with no extra structure allowing for growth ?
GalaxyFlyer wrote:Equally likely, in service data, advanced stress analysis and calculations revealed the limits for growth are close.
GalaxyFlyer wrote:Beefing up the gear may be within the current wells—higher ply tires, different metallurgy in the struts, attachments strength etc. it depends on where the weakest point is.
stephanwintner wrote:He meant that they would learn and next time round early estimates of little details like this would be much closer to the mark.
WIederling wrote:GalaxyFlyer wrote:Beefing up the gear may be within the current wells—higher ply tires, different metallurgy in the struts, attachments strength etc. it depends on where the weakest point is.
That does not change wheel loading which is maxed out as it is apparently.
Larger tires, wider track ( see A359 )
Wheel truck on A359: 2times 1.74m x 2.0m spanning 3.5m²
tire: 4 x 400 x 530 R23 42PR 10.6m apart
Wheel truck on 789: 2times 1.52m x 1.51m spanning 2.3m²
tire: 4 x 54 x 21 R23 38PR 9.8m apart
Stitch wrote:LN1 was just under 10,000kg above spec.
LN6 through LN19 were 6,100 kg above spec.
LN20 was 4,000kg overweight and was the first frame to incorporate the 228,000kg MTOW (a ~8,000kg increase over the LN6-LN19 MTOW).
LN34 was the next block point with even more weight reductions as was LN54.
LN90 was the block point when the frames were at Spec Weight (using weight-optimized parts from the 787-9 design).
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