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Preface Fully reliable procedures for designing vibration-free landing gear still do not exist. This is in large part due to the absence of accurate dynamic models for describing the tyres in ground contact, the complexity of the (generally non-linear) dynamic behaviour of the structural systems involved as well as the dynamic interactions with steering and braking systems which are contributing stability factors. The Workshop focused on the various vibrational and stability problems (e.g. shimmy, antiskid induced vibrations) that must be considered in the early design phase of landing gear systems, thereby especially addressing problems which are related to vibrations of the combined structural system formed by the landing gear, its tyres and the flexible aircraft structure. The intention was to indicate the impact of (combined) landing geadaircraft vibration problems on aircraft design and operations. A further aim of the Workshop was to bring together specialists from aircraft, landing gear and tyre manufacturers to discuss the state-of-the-art technology in this area and to define possible future steps of development. vi Dr. R. Freymann Workshop Chairman ‘
- - Structures and Materials Panel Chairman: Prof. 0. Sensburg Deputy Chairman: Prof. S. Paipetis Chief Engineer Daimler Benz Aerospace Militaefflugzeuge LM2 Postfach 80 11 60 81663 Munich 261 10 Patras Germany Greece SUB-COMMITTEE MEMBERS Chairman: Dr. R. Freymann Ministhe de la Force Publique, LU Bahnhofstrasse 27 85386 Eching Germany Prof. of Applied Mechanics School of Engineering Dept. of Mechanical Engineering University of Patras Members: D. Chaumette - FR H. Pemer - FR L. Chesta - IT C. Perron - CA M. Curbillon - FR 0. Sensburg - GE H.H. Ottens - NE PANEL EXECUTIVE Dr. J.M. CARBALLAL, SP Mail from Europe: Mail from US and Canada: <strong>AGARD</strong>-OTAN <strong>AGARD</strong>-NATO/SMP 7, rue Ancelle PSC 116 92200 Neuilly-sur-Seine France APO AE 09777 Tel: 33 (1) 4738 5790 & 5792 Telefax: 33 (1) 4738 5799 Telex: 610175F vii
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 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
Page 132 and 133:
- 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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