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L’etude, l’homologation et la maintenance des trains d’atterrissage B amortissement (<strong>AGARD</strong> R-<strong>800</strong>) S ynthkse Le train d’atterrissage d’un aCronef est un ClCment determinant pour la sCcuritC et le confort des passagers et des Cquipages, en plus des considCrations de coefficient de chargement. C’est le train d’atterrissage qui autorise le dkplacement de l’avion au sol dans des conditions de sCcuritC acceptables. I1 doit, par condquent, satisfaire B plusieurs critkres, qui sont parfois contradictoires. seraient, bien entendu, trop cofiteux et trop dangereux, tandis que les essais effectuCs sur des installations fixes (et notamment les Cpreuves de chute) ne donnent que des informations limities sur les caractCristiques dynamiques du train; l’interaction entre 1’aCronef et le train d’atterrissage est particulikrement dklicate B Cvaluer. En revanche, la simulation permet d’Ctudier le comportement du train d’atterrissage en tant qu’C1Cment constitutif d’un systkme complexe, et ce, pour un coot abordable. La simulation permet la modClisation des mouvements rigides et Clastiques du fuselage. iv I 1
Contents Executive Summary iii Synthbe iv Preface vi Structures and Materials Panels vii Technical Evaluation Report by A. Krauss SESSION I: LANDING GEAR DYNAMICS Page T Reference Preliminary Design Optimization of Carrier and Land Based Fighter Landing Gears 1 by B.M. Crenshaw and S.C. Brown A Review of Aircraft Landing Gear Dynamics by W.E. Krabacher Self-Induced Oscillations of Landing Gear as an Integral Landing Gear Aircraft System Problem by W. Luber, G. Kempf and A. Krauss Analysis and Control of the Flexible Dynamics of Landing Gear in the Presence of Antiskid 4 Control Systems by E. Denti and D. Fanteria Fuselage Vibration Control Using Semi-Active Front Gear by H. Wentscher, W. Kortiim and W.R. Kriiger Dynamic Behaviour of Motorbikes by F. Bohm and H.P. Willumeit SESSION 11: LANDING GEAR SHIMMY Landing Gear Shimmy - De Havilland’s Experience by J. Glaser and G. Hrycko Unsteady Tire Dynamics and the Application Thereof to Shimmy and Landing Load Computations by K. Koenig Influence of Nonlinearity on the Shimmy Behaviour of Landing Gear by P. Woerner and 0. Noel A Nonlinear Model for Landing Gear Shimmy with Applications to the McDonnell Douglas 10 FIA-18A by J. Baumann V 2 3 5 6 9
Page 1: 336853 AQARD-U-800 A\ T ADVISORY GR
Page 4 and 5: The Mission of AGARD According to i
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 22 and 23: Maximum Weight ~ Landing Weight Lan
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
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~ - . govern the dynamic generation
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tyre model Is .en orooosed I . in I
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nm.1.1 Fig. 5.3-2 Transient respons
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0.012 0.014 0.01s Time ($1 Fig. 5.3
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1.2 I f ltlt I 1 .,( ~ ............
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- - .. H.Tsukinoki, Antilock Brake
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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
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5. DASH 8 MAIN LANDING GEAR SHIMMY
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develop the equations of motion. Th
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E 9
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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
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- The solution is of the form : X =
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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
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10-8 3.1.3. Translational Kinematic
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10-10 FIXED ADAPTER Fig. 7. Steerin
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10-12 0 - o.5oot+oo 0.000E+00 . 0 -
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a@- NATO @ OTAN 7 RUE ANCELLE 92200
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