By Norman S. Currey
This can be the single ebook to be had this day that covers army and advertisement plane touchdown apparatus layout. it's a accomplished textual content that may lead scholars and engineers from the preliminary thoughts of touchdown apparatus layout via ultimate aspect layout. The publication offers an important hyperlink in touchdown equipment layout know-how from historic practices to trendy layout traits, and it considers the mandatory airfield interface with touchdown equipment layout. The textual content is sponsored up via calculations, requisites, references, operating examples.
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Extra info for Aircraft Landing Gear Design: Principles and Practices (AIAA Education Series)
To prevent tire damage or failure, insure that the wheel bead seat temperature from brake heat does not exceed 350°F for normal energy and overload energy. A means must be provided to prevent water from entering the wheel bearings. 5 times the rated pressure and ensure that there is no excessive deformation or leakage. 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.
CAt the most critical combination of takeoff weight and anticipated optimum V~ speed. dAt anticipated takeoff weight. Rotorcraft speed at brake application shall be determined by )analysis. eAt airplane speed at brake application as determined by method II and dynamometer inertia equivalent to give the brake energy as determined by method II, at design landing weight. CAt anticipated optimum speed V~ as determined by method II and dynamometer inertia equivalent to give the anticipated brake energy as determined by method II, at design takeoff weight.
G. ) -N G (at landing gear attachment ) I S Ft Nground = ______ MASS F t (tire force) Fig. 5 Shock strut basic dynamics. ( I J ( k 0-,=. • Fig. 6 Typical stick diagrams. 0. 3 in. By adding 1 in. to this approximate stroke, the resultant shock strut will usually be satisfactory. For an initial layout, assume that a quarter to a third of the total stroke is used in moving from static to compressed. 3 in. stroke, 3. l in. 2 in. that from static to extended. The ground lines with gears compressed and the tail-down line and angle can now be added to the side view.