2579

Santa FeParana, Argentina, October 2002

S. R. Idelsohn, V. E. Sonzogni and A. Cardona (Eds.)
Mecanica Computacional Vol. XXI, pp. 25792586


NUMERICAL SIMULATION OF LANDING GEAR DYNAMICS
Tadeusz Niezgoda
`
, 1erzy Malachowski
`
and Wojciech Kowalski
1


*
Department oI General Mechanics
Military University oI Technology
Kaliskiego Street 2, 00-908 Warsaw, Poland
e-mail: zmowme.wat.waw.pl, web page: http://www.wme.wat.waw.pl/zmo


f
Laboratory oI Undercarriages
Institute oI Aviation
Aleje Krakowskie 110/114, 02-256 Warsaw, Poland
web page: http://www.ilot.edu.pl

Key words: Landing gear, numerical model, static and dynamic analysis, shimmy vibration

Abstract. Each tvpe of aircraft neeas a unique lanaing gear with a specific structural svstem,
which can complete aemanas aescribea bv unique characteristics associatea with each
aircraft. During lanaing of such a plain at first main gear touchaowns on two points ana
then, after several seconas, tire of the nose gear touches grouna. The grouna reaction acting
on the lanaing gear is transmittea on the structure. When the aircraft lanas, the force of
impact is transmittea from the tvre to the axle. The paper aiscusses the methoas usea to the
static analvsis ana presents mathematical moael, which allow aetermining the avnamics
characteristics of the lanaing gear. The avnamic analvsis is important aue to the shimmv
vibration auring the take off, which can cause collapse of the aircraft. The numerical moael of
lanaing gear proposea bv authors bases on mathematical moael which was appliea to obtain
avnamic characteristic of chosen parts of the unit.

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,1752'8&7,21
Despite the amazing development oI computer capabilities in recent years, it is still very
diIIicult and expensive to create a model oII overall aircraIt structure. Usually less precise
global model is used Ior preliminary analysis. More detailed analysis is conducted Ior extreme
loaded units.
Such a unit is landing gear. The primary purpose oI the landing gear units is to absorb the
impact energy oI the aircraIt when it lands and taxes.
Landing is the most dangerous phase oI aircraIt Ilight. ThereIore landing gear design
comprises very diIIicult and responsible unit oI overall project. This unit has to sustain
appropriate strength to guarantee saIety and Iatigue liIe that assures the number oI takeoII-
lands prescribed in the technical speciIication.
Each type oI aircraIt needs a unique landing gear with a speciIic structural system, which
can complete demands described by unique characteristics associated with each aircraIt, i.e.,
geometry, weight, and mission requirements. They determine the design and positioning oI the
landing gear.
In the paper considerations are made Ior a tricycle landing gear, which belongs to a small
transport aircraIt with maximum take-oII weight oI 7000kg and landing weight oI 6500kg.
This aircraIt is able to land on a grassy runway.
In general the landing gear can be divided according to Iour categories: load character,
positioning oI shock absorber and Iork, attachment oI wheel to Iork character, positioning oI
wheel and Iork. Each landing gear unit consists oI: axle, shock absorber, Iork and torque arm.
During landing oI such a plane the main gear touches down on two points at Iirst and then,
aIter several seconds, the tire oI the nose gear touches ground. The ground reaction acting on
the landing gear is transmitted on the structure. When the aircraIt lands, the Iorce oI impact is
transmitted Irom the tyre to the axle. The Iirst component compresses and the second bends
the Iork.
The paper discusses the methods used to the static analysis and presents a model, which
allows determining the dynamics characteristics oI the landing gear. The dynamic analysis is
very important Irom the point oI view oI proper work oI the landing gear. Appearing oI the
shimmy vibration during the take oII can cause collapse oI the aircraIt.
The numerical model oI landing gear proposed by authors bases on a mathematical model
which was applied to obtain dynamic characteristic oI chosen parts oI the unit.
The analysis presented in this paper is the Iirst part oI wider considerations concerning
numerical assessment oI landing gear liIe..
/$1',1**($5/2$',1*&+$5$&7(5,67,&6
A landing gear with a speciIic structural system is made Ior each type oI aircraIt. In
general, the landing gear can be divided according to Iour categories: load character,
positioning oI shock absorber and Iork, attachment oI wheel to Iork character, positioning oI
wheel and Iork. Each landing gear unit Ialls into: axle, shock absorber, Iork, and torque arm
(Eigure 1).
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T. Niezgoda, J. Malachowski and M. Kowalski
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Usually, at Iirst the main gear touches down on two points. AIter several seconds the tire oI
the nose gear touches ground Ior aircraIt with tricycle landing gear. The ground reaction
acting on the landing gear is transmitted on the structure in the way described below. The
internal loads acting on landing gear component are represented graphically on Eigure 1.
When the aircraIt lands, the Iorce oI impact is transmitted Irom the tire to the axle. This
Iorce consists oI two components. The Iirst component compresses and the second bends the
Iork. Maximum bending moment will be close to the articulation-joining Iork and strut. Only
tension Iorce acts on the torque arm .

Eigure 1: HalI Iork landing gear schema Ior calculations and distribution oI internal Iorces |N|
The primary purpose oI the landing gear units is to absorb the impact energy oI the aircraIt
when it lands and taxes. The unique characteristics associated with each aircraIt, i.e.,
geometry, weight, and mission requirements determine the design and positioning oI the
landing gear. Values oI saIe and Iailure loads are determining base upon EAR23
2
. These
values are used in the static analysis to check conducting landing gear saIety Iactors. A load
spectrum Ior given aircraIt type, used to Iatigue analysis and service liIe determination, Ior a
given aircraIt type is obtained experimentally or Irom aviation regulations. Drop test to limit
loads was the base oI determining the loads in the described case. Typical time course oI
measurement parameters during drops is shown on Eigure 2.
Ex
Ez
Ey
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Eigure 2: Dynamical characteristic oI landing gear
'<1$0,&&$/&8/$7,216
Regulations concerning manuIacture oI aviation equipment require presenting a prooI oI
the landing gear`s resistance to shimmy vibrations beIore issuing a Ilight permit
2
. It is
assumed in practice that positive results oI laboratory tests and the prototype`s ground tests
are prooI enough. Ground tests are conducted on the prototype oI a plane. The complete set oI
laboratory and ground tests is prooI enough oI the landing gear`s resistance to selI-induced
shimmy vibrations. However, the landing gear`s prototype and costly tests are required. An
optimal solution is to select the damping characteristic at design stage and limiting the tests
only to evidential ones. It can be achieved thanks to a mathematical description oI the
phenomenon, as described below. The best solution to this problem is the numeric one.
Shown below are all equations oI motion and knots dealing with vibrations.
( )
( ) ( ) ( )


sin cos cos sin sin cos
cos cos
2
2
2
2
2
E 1 DO O K 1
O O 1 N
V G
G
U
L
V G
G
,
V G
G
, 9
\] \
+ + +
+ = +

+ +
(1)
( )
( ) ( ) ( )


cos sin sin sin
sin cos
2
2
2
2
2
E 1 K D K K 1
K K 1 0
V G
G
U
L
V G
G
,
V G
G
, 9
WO ] \]
+ + + +
+ = +

+ +
(2)
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T. Niezgoda, J. Malachowski and M. Kowalski
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= + + cos sin ) ( K O
GV
G
(3)
) sin cos ( ) cos sin ( + + = + +
GV
G
(4)
Where 9- progressive velocity oI the plane, , moments oI inertia oI a gear landing parts,
kinematics parameters oI a tyre, elastic parameters oI a tyre, DEUKO
geometric parameters oI a landing gear, constants parameters Irom a test, 1 normal
Iorce, 0
WO
moments oI a damping, N stiIIness oI axle.
Presented equations are both universal and apply to each gear tested. It`s necessary to
Iormulate extra equations Ior each gear separately to describe a kinematics oI a vibration
damper.
The tests Ior selI-induced shimmy vibrations resistance were applied to a new Iront landing
gear oI a transport aircraIt (Eigure 3 and 4). The gear is equipped with a hydraulic steering
system that may be disconnected by the pilot. AIter disconnecting, the system can Iunction as
vibration damper and the landing gear becomes selI-adjustable.
The Iull system oI equations mentioned above was used Ior the numeric solution oI the
problem using computer programs. The remaining programs to the numeric solution were
developed in Eortran by the authors.
One oI the major objectives oI this paper is the comparison between tests results and the
numeric solution (Table 1).
Table 1: The comparison tests results and numerical results Irom dynamic calculations
Test Numerical analysis
Erequency
|Hz|
Amplitude
A
1
|angle|
Selected
amplitudes
A
i
|angle|
Erequency
|Hz|
Amplitude
A
1
|angle|
Selected
amplitudes
A
i
|degrees|
7.1 13.8 A
2
~25 7.0 15 A
2
25
7 5 A
4
A
15
1820 7 14 A
3
A
7
19
9 4 A
5
A
15
1214 8 8 A
3
A
7
13
7.7 14.3 A
6
5 7.5 12.5 A
6
3.5
10.2 7.5 A
4
4 10 8 A
4
2.8
7.7 9 A
2
3.6 8.5 9 A
2
3.2
10.5 5.8 A
2
3 10.2 6.2 A
2
2.7
7.7 12 A
-1
-6.5 7.4 10.7 A
-1
-7

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Eigure 3: A gear landing during the test

Eigure 4: Exemplary results Irom shimmy test oI a new landing gear
wheel angle
force Fy kN]
velocity m/s]
time s]
w
h
e
e
l

a
n
g
l
e


v
e
l
o
c
i
t
y

m
/
s
]

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T. Niezgoda, J. Malachowski and M. Kowalski
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6800$5<$1'&21&/86,216
In the paper, the numerical analysis oI transport aircraIt`s landing gear was shown. The
analysis presented in the Iirst part oI the paper is the Iirst stage oI larger considerations
concerning numerical assessment oI landing gear liIe. Determination oI maximum landing
gear service load was deIined as a starting point oI this programme. This was carried out by
drop tests. Static stress analysis oI line element EEM models were used to choose the most
loaded components oI landing gear. Eurther analysis was conducted Ior solid models oI Iork.
The results oI the stress analysis Ior those components identiIied as being subject to
signiIicant stresses are provided as part oI the stress spectrum histories used in Iatigue
analysis. Values Ior elastic limit and tensile strength oI applied materials were obtained
through tests. II saIety load is 1.5, value oI stress as a Iunction oI saIe load was assessed:
1133MPa. Experiments have shown suIIicient compatibility oI calculation results and
measurements. The diIIerences are included in the 15 divergence, proving that applied
models EEM are satisIactory.
In the second part oI the paper numerical model is presented, which allow estimating some
dynamics parameters. As the result oI consecutive approximations, optimal landing gear`s
vibration damping was obtained. Such damping characteristic selection is time consuming and
costly. It requires multiple assembling and disassembling oI the damper and repeated tests
under the same or similar conditions. It was also shown that by means oI numeric simulation,
countermeasures against shimmy vibrations could be estimated at the design stage. However,
the case oI the apparent lack oI inIluence oI the damping characteristic on test results proves,
that tests cannot be eliminated. The structure may contain hard to Iind 'surprises that will
appear immediately in tests.
Construction oI an analytical model oI the shimmy phenomenon is actually quite simple.
Two theories oI tyre Iunctioning were described
1
. Both oI them can be successIully applied to
handling the shimmy problem as long as appropriate data, especially kinematics and rigidity
parameters oI the tyre used are available, what is oI essential importance to the choice oI the
theory. It really is a serious problem. The laboratory oI landing gear does not posses
experimental stations Ior calculating all parameters. ThereIore, the only reIerence is the
literature
1,3,5,6
. The paper also proves, that one should take advantage oI the technological
progress and analyse the structure by means oI numeric simulation. It can also be handy Ior a
better understanding oI tests results on real objects. The analysis contributes to the
optimisation oI the structure, concerning mass and strength criteria, thanks to the possibility oI
estimating loads to the structure. A properly conducted numeric analysis can shorten the test
period signiIicantly, limiting its range only to the probative tests, required Ior the landing
gear`s utilization permit to be issued. ThereIore the costs oI applying oI new construction to
exploitation are cut down. It is important to notice that owing to the progress in computer
technology, simulation times oI a single run in the case oI shimmy amounts Irom a Iew to tens
seconds, depending on the computer power and gear and tyre parameters, damping
characteristic and initial conditions.
Numeric analysis at project stage will enable to speciIy the direction oI structural changes
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MECOM 2002 First South-American Congress on Computational Mechanics
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to optimise the structure (e.g. load minimization). Thanks to numeric analysis it will be
possible to evaluate the sensitivity oI resistance oI the structure at change oI parameters
4
. Eor
example, during utilization oI the landing gear, tyre pressure may vary Irom nominal. In the
case oI a damaged tyre, the pressure may drop to environment pressure level. Because oI the
tyre getting hot or cold signiIicant deviations Irom nominal pressure may occur. One may
conduct tests oI this parameters inIluence to the landing gear`s resistance to selI induced-
vibrations. Numeric analysis is simpler and cheaper because we can indicate structural
changes that will minimize pressure inIluence to movement stability.
In most oI the structures the pilot may choose between steerable and selI-adjustable landing
gear. Then, a conIlict between stability and steer ability requirements occurs. A stable gear
may be hard to steer and vice versa, steerable gear may not be stable enough. Numeric
analysis oI stability which is the topic oI this paper in connection with analysis oI steer ability
will enable to Iind a compromise at simultaneous optimisation oI loads and optimisation oI
weight Iollowing, what is a basic requirement in aviation design.
To sum up implementing the results oI this paper to practice will allow to develop
optimal structure, meeting all regulations and utilization requirements cheaper and Iaster.
5 ACKNOWLEDGEMENTS
This work was supported by the Polish Committee Ior ScientiIic Research under grant
0T00B02421.
6 REFERENCES

|1| Clark S.K., Dodge R. N. and Nybakken G. H., "Dynamic properties oI aircraIt tires",
-RXUQDORI$LUFUDIW, Vol.11, No.3 (1974)
|2| EAR23, Airworthiness Standards: Normal, Utility, Acrobatic and Commuter Category
Airplanes (1966)
|3| Horta L.G., Daugherty R.H., Martinson V.J., 'Modeling and validation oI a navy A6-
intruder actively controlled landing gear system, NASA/TP-1999-209124, May (1999)
|4| Morrison D., NeII G., Zahraee M., 'AircraIt landing gear simulation and analysis,
proceedings oI ASEE Annual ConIerence, Milwaukee, Wisconsin, June 15-18 (1997)
|5| Pritchard J.I., 'An overview oI landing gear dynamics, NASA/TM-1999-209143, ARL-
TR-1976, May (1999)
|6| Rogers L.C., "Theoretical tire equations Ior shimmy and other dynamic studies", -RXUQDO
RI$LUFUDIW, Vol.9, No.8 (1972)