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The landing gear of the very first airplanes was not very complex. Specially designed landing gear and wheels that absorbed the extreme loads imparted during takeoffs and landings. In addition, braking systems were installed to provide safer and more efficient control for solving an airplane after landing. In later years, as aircraft designs improved to flight to reduce aerodynamic loads, or drag. With continued improvements in technology, landing gear systems on modern aircraft are highly reliable and capable of handling extreme conditions, enabling safe transitions between flight and ground mobility. Landing gear designs for aircraft vary from simple, fixed arrangements to very complex retractable systems involving many hundreds of parts.
descent. As the gear approaches the DOWN position, the actuating cylinder moves it to the full DOWN position. In the DOWN position, a blade engages the DOWN-LOCK track and slides into the DOWN lock latch as shown in the figure. The DOWN lock prevents the gear from retracting after it has been lowered. The landing gear shown in the figure is equipped with pneumatic bungee system for emergency operation. The purpose of the system is to provide air or gas pressure to lower the gear in the event of hydraulic power failure. The bungee tank is charged with air or gas at a high pressure, and when it becomes necessary to lower the gear in an emergency, the air or gas is released from the tank by means of a valve and is carried through tubing to a special bungee cylinder. This cylinder provides enough force to lock the gear in the DOWN position. In many systems, the air or gas I directed to a shuttle valve, which blocks off the hydraulic system and opens the DOWN line to the mainlanding gear actuating cylinder, which then lowers and locks the gear. In any case, the landing-gear control handle must be placed in the DOWN position.
The actual system for retracting and extending the landing gear on large aircraft is similar to that just described. However, there are several additional features and component used because of the size and complexity of the system. Normally, large aircraft have wheel-well doors that are closed at all times the landing gear is not actually moving up or down. Sequence values are used in the system to ensure the doors are opened before the landing. Most large aircraft use mechanical locks to hold the landing gear in its UP or DOWN position. There must be a provision in those systems for the hydraulic pressure to release the locks before fluid is directed into the actuating cylinders. Most of the large aircraft landing-gear systems use an orifice check valve in the fluid lines to the actuators. The weight of the landing gear dropping out of the wheel well could cause it to fall so fast that damage to the structure is a possibility. Therefore, the return flow from the actuator is restricted which prevents uncontrolled free fall. Unrestricted flow, however, is allowed into and of the actuator when the gear is being retracted.
FISIBILITY STUDY
DC GEARED MOTOR
Power of motor
186.5 watt.
D = 46 mm
N2
N 2 = 82 rpm
1800 82
X 990
T2 = 21731N-mm Load of system = 100 kg = 100 x 9.81 = 981 N Max load at landing = 120kg = 120x 9.81 = 1177 N TOTAL LOAD = 981 + 1177 = 2158 N We know T = F x R So 21731 = F x 46 / 2 F = 21731 x 2 \ 46 F = 944.8 N F = 945 / 9.81 = 96 kg As out put of gearing system is insufficient to lift the total load of 300 kg so further more speed reduction is required to increase the torque value.
We use spur gearing having reduction ratio = 1: 3.4 So torque at out put speed of spur gearing As reduction ratio is 1:3.4 D=60 mm D=16m N = 34 N = 10
N2
= 24 rpm
82 24
X 21731
X = 82 x 21731 24 X = 74247.58 N-mm T2 = 74248 N-mm Torque = force x distance Torque = force x radius of out put gear 74248 = F x 60 /2 F = 74248 x 2 / 60 F = 2474.59 N F = 2475 N F = 2475 / 9.81 = 252.2 kg F = 252 kg This Force Value Is Sufficient To Lift construction Body So Transmission Is Safe.
FORCE REQUIRED FOR LANDING MECHANISM Fr = 220 kg SO OUTPUT FORCE OF SYSTEM Fs= 252 kg Fr < Fs
As out put force is more than required force value so design of transmission system is safe.
One of four methods is used to extent the landing gear if hydraulic power is lost, preventing hydraulic extension of the landing gear. 1. Some aircraft make use of an air bottle to blow the gear down, substituting air pressure for hydraulic pressure. This pneumatic extension has the disadvantages that the system must be bled of all air before being returned to service. 2. Some aircraft make use of mechanical system, where the operation of a hand crank or ratchet performs the extension operation. 3. Other aircraft have a separate hydraulic system, powered by various methods, including a hand pump, to extension the gear. 4. The fourth method of emergency extension that appears to be becoming very popular for aircraft is the use of a mechanical system to release the UP locks, allowing the gear to free fall into the down-and-locked position.
Here we use simple and reliable landing gearing mechanism using lead screw mechanism in which the action of hydraulic cylinder is done by dc powered motor and lead screw mechanism. As if any where in system leakage is done causes presser drop in system that pressure drop is in put signal to motorize mechanism and it operate the landing wheel out as and when required.