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Maximum Weight ~ Landing Weight Landing Weight pitch Inertia Longitudinal Distance, Nose Gear to Main Gear Main Gear Tread Width Forward C. G. Position Aft C. G. Position C. G. Height Above Ground Tailhmk Location 1W,ooO Lb. 75,000 Lb. (65,000 CB) 0.848E+09 Lb. in? 330 in. 180 in. 61.8 in. forward of Main Gear 26.8 In. forward of Main Gear. 100.78 in. 190.76 in. aft of C. G., 32.34 in. below C. G. I 15Degrees I I Turnover Angle (Forward C. G.) I 53.819 Degrees I I Minimum Static Nme Gear Load I 8,121 Lb. I I Maximum Static Nose Gear Load I 18,727Lb. I - Nose Gear Load with Braking (10 ft./sec? Deal.) 28,211 Lb. ITEM MIL-A-8863, Soft StNt Single Chamber, Gosoil Separated MAIN GEAR NOSE GEAR MIL-A-8862 Soft Strut Single Chamber, Gasoil Separated MAIN GEAR NOSE GEAR I Stroke I z in. I z in. I 12 in. I 12 in. I I Piston Dia.lArea I 6 in.tB.274 in? I Extended Pressure 1 844 psi Extended Volume Tire Static Load Rating 903 in.' 6 in.128.274 in? 426 psi 6 in.tB.274 in? 794 466 in? .39 x 13 22PRn 47 x 18 36PRl1 (wWt.Est.j -1 6501b. 1 275 Lb. I 6ooLb. I I Orifice Coefficient I 2.65 I 1.43 I 4.6 I 2.9 I I A, Tire Coefficient I 9918.0 I 17,710 (2 Tires) I 7406.5 I 4742. (2 Tires) I I A2 Tire Coefficient I 1.259 I 1.022 11.237 11.269 I I Tire Pressure I 245 psi I 165 psi I1mpsi I 60 psi I 1 Strut Preload I 23,863 Lb. I 12,045 Lb. I 25,051 Lb. I 8,8SO Lb. I I Strut Bottoming Load I 109,857 Lb. I 109,736 Lb. I 92,128 Lb. I 56,729 Lb. I 54,000 Lb. 24,600 Lb.fCire 54,000 Lb. 24,600 Lb.lIire
1-10 Front View (a) Main Gear Front View @) Nase Gear Figure 4. Landing Gear Arrangement.
Page 1: 336853 AQARD-U-800 A\ T ADVISORY GR
Page 4 and 5: The Mission of AGARD According to i
Page 6 and 7: L’etude, l’homologation et la m
Page 8 and 9: Preface Fully reliable procedures f
Page 10 and 11: INTRODUCTION Landing gear is an inv
Page 12 and 13: accordtng to the explanauon given i
Page 14 and 15: - SUMMARY The differences in requir
Page 16 and 17: Once preliminary stroke values are
Page 18 and 19: increased inflation pressures and l
Page 20 and 21: Figure 1. Stroke Requirements as a
Page 24 and 25: SPACER \ METERING PIN UPPER BEARING
Page 26 and 27: .!2 w 2 1.2e+5 1.0~5 8.0e+4 o 6.0~4
Page 28: 400 350 i 300 P 250 d 200 $ W f 150
Page 31 and 32: 2-2 K,, - Torsional Spring Rate of
Page 33 and 34: 2-4 Q - Tire Roll Rotation about th
Page 35 and 36: 2-6 landing gear shimmy analysis da
Page 37 and 38: : 1 .I FIGURE 7 FIGURE 8 I - + I Y
Page 39 and 40: 2-10 these models uses the Moreland
Page 41 and 42: 2-12 KT TORSIONALSPRING RATE 8- 0 0
Page 43 and 44: 3-2 therefore based on the requirem
Page 45 and 46: 3-4 pistons within fractions of a s
Page 47 and 48: 3-6 deceleration during brake initi
Page 49 and 50: 3-8 Through interference of aerodyn
Page 51 and 52: 3-10 STA 144.40 Fig. 2-1 Advanced T
Page 53 and 54: 3-12 ............... X 1 Fig. 2 - 5
Page 55 and 56: 200. 100. 0 W. 0.5 Fig. 3-5 Histogr
Page 58 and 59: ANALYSIS AND CONTROL OF THE FLEXIBL
Page 60 and 61: ~ - . govern the dynamic generation
Page 62 and 63: tyre model Is .en orooosed I . in I
Page 64 and 65: nm.1.1 Fig. 5.3-2 Transient respons
Page 66 and 67: 0.012 0.014 0.01s Time ($1 Fig. 5.3
Page 68 and 69: 1.2 I f ltlt I 1 .,( ~ ............
Page 70: - - .. H.Tsukinoki, Antilock Brake
Page 73 and 74:
5-2 NAsTRAN \ 7 1 A CAD I I I I Pro
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5-4 tion time actuator. The possibl
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5-6 Fed with this data, the BEAM pr
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5-8 given used for the excitation o
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5-10 5.2 Quasistochastic Excitation
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5-12 whole frequency range of inter
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6-2 The associated lateral spring c
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The expansion of this gives: 2.1 Th
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6-6 where MR represents the frictio
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6-8 The reaction force coming from
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6-10 Although the solution of the M
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6-12 brake force and self aligning
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6-14 For simulation respectively pr
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6-16 10 1 LMPLITUDE (l/degree) 0.1
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6-18 Massfactor MR [Nms2/degr.] 0,0
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6-20 5 Numerical method of investig
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6-22 numerical procedure, however,
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6-24 [Will871 [ W ill8 91 (Will951
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1-2 These examples occurred over IO
Page 111 and 112:
5. DASH 8 MAIN LANDING GEAR SHIMMY
Page 113 and 114:
develop the equations of motion. Th
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E 9
Page 117 and 118:
7-10 .
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7-12 I 1% 6 !I i 3 > t a a 5? Y
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8-2 For larger deformations as they
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8-4 6. COMPUTATION OF THE LANDING I
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8-6 total tire loads at the centre
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8-8 E 30 s - 10 g 20 0 unstable . .
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- INFLUENCE OF NONLINEARITY ON THE
Page 132 and 133:
- The solution is of the form : X =
Page 134 and 135:
Frequency responses ofwtion model f
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(% These 4 integdons can be compute
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5.1.2 Structural description of lan
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o.O(r . 1 J/! ,....... ' ..........
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10-2 MSD = steering damper exponent
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10-4 TABLE 1 - Degrees of Freedom S
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10-6 A total of three degrees of fr
Page 149 and 150:
10-8 3.1.3. Translational Kinematic
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10-10 FIXED ADAPTER Fig. 7. Steerin
Page 153 and 154:
10-12 0 - o.5oot+oo 0.000E+00 . 0 -
Page 157 and 158:
a@- NATO @ OTAN 7 RUE ANCELLE 92200
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