By Norman S. Currey
This can be the single publication on hand at the present time that covers army and advertisement plane touchdown equipment layout. it's a entire textual content that may lead scholars and engineers from the preliminary ideas of touchdown apparatus layout via ultimate aspect layout. The e-book offers a necessary hyperlink in touchdown equipment layout know-how from historic practices to trendy layout tendencies, and it considers the mandatory airfield interface with touchdown equipment layout. The textual content is sponsored up through calculations, necessities, references, operating examples.
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Extra info for Aircraft Landing Gear Design: Principles and Practices (AIAA Education Series)
Consider the use of nonfrangible wheels to prevent airframe damage due to wheel disintegration after tire failure. This wheel type is capable of rolling for a specified distance without shedding any pieces capable of piercing the airframe. Clearances were shown in Fig. 4. S. 5 in. when the tires are fiat. USAF requirements stipulate, and BCAR recommends, that wheels shall be stopped from rotating during retraction or prevented from rotating in the retracted position. This prevents parts inside the wheel well from being damaged by the flailing of a damaged tire and prevents undesirable wheel-rotation noise from being transmitted to the crew and passengers.
The intersection of these lines is the first approximation of the static ground line. The 15 deg figure has been used for many years and is based on two parameters: aft towing and tail tipping. For aft towing, it ensures that the aircraft will not tip if the brakes are applied to cause a deceleration of 8 ft/s/s. g. will not, therefore, rotate over and aft of the main gear. At this point, the main gear has been located for a contemporary tricyclegear aircraft. Procedures for other aircraft types are given later, but the process is similar in all cases.
2 PROJECT DEFINITION PHASE Approximate Strokes and Kinematics Concepts Based upon the required sink speeds and loacl factors, the vertical wheel travel must be determined. Except for levered-suspension gears, this is the same as the shock strut stroke, so a decision must be made as to whether a 34 AIRCRAFT LANDING GEAR DESIGN levered suspension will be used--and if so, how much leverage will be applied. Assume that the gear is a normal design in which the wheel and strut travel are the same. The first step is to determine the maximum load acceptable in the shock strut.