16.12.

2016

PRINCIPLES OF AIRCRAFT DESIGN

STUDY-8
GROUP - 7
ELVN MAMMADL 110090902
OSMAN FURKAN ERTA 110100069
SERDAR KESK 110130123
EMRE EGEMEN 110120213
NAN ENGZ 110120212
LHAN KOYT 110100079
ERTURK KARATATAR 110110028

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Contents
1) Introduction2
2) Landing Gear Arrangement.....2
3) Tire Sizing...3
4) Shock Absorber..5
5) Castoring-Wheel Geometry...6
6) Gear Retraction Selection and Geometry 6
7) Aircraft Subsystems7
8) Conclusion7
9) References.9

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1) Introduction
This study includes the design of landing gear and subsystems.

- Landing gear arrangement, tire pressure and shock absorber have been selected.
- The determination of stroke has been carried out.
- The sizing of solid spring or oleo has been performed.
- The castoring wheel geometry has been designed and its sketch has been showed.
- Decision of the retractable landing gear and the aircraft subsystems which will be
installed has been done.

2) Landing Gear Arrangement

For the project aircraft, the landing gear is selected as tricycle gear configuration. The
configuration consists one auxiliary wheel located at nose of the aircraft and two main wheels
located at aft of center of gravity. The reasons of selecting this configuration are to provide of
aircraft stability on the ground, to increase the field of view of pilots, and to make easy
passenger and cargo loading.

Using data from previous report, it is obtained that the max. takeoff weight is 7690,30
lb. For the aircrafts which their weight is lower than 50000 lb, it is used single wheel per strut.

The weight distribution must be such as following:

- The nose wheel carries 10% of the gross takeoff weight (commonly using of civil
aviation)
- The main wheels carry 90% of the gross takeoff weight

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 Load per wheel (lb)

Main Wheel 3460.5

Nose Wheel 769

3) Tire Sizing
Before the selecting of the tire from the manufacturers catalog, it must be calculated
the required tire sizes. In order to calculate the size of tires, the formula of statistical tire
sizing is applied. From Raymers Books (p. 233) table 11.1 is:

For this project aircraft, it is used the coefficients below:

After determination of the tire sizes, the tires which will be used in aircraft must be
selected from manufacturers catalog. The selected tire sizes are given below:

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 Now, there is wheel diameter calculation by considering the brake kinetic energy. To
calculate the kinetic energy absorbed by brakes:

1 2
=
2

= 7690.30

= 0.808 7690.30 = 6213.76

= 130.32 /

= 32.174 / 2

= 1,639,992.01 . /

From table of wheel diameter vs. kinetic energy per braked wheel:

= 10

The tire pressure is can be calculated by using the formulas below:

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 =

= 2.3 ( )
2

: = 2.34.4516(0.516 6.9) = 21.34 = 36.03

: = 2.39.733.35(0.533.35 13.9) = 114.79 = 30.01

4) Shock Absorber
Oleo shock absorber is selected for this project aircraft.

In the determination of stroke, the equation in Raymers Book (p.243) is used:

2

=
2

= 4.5 /

= 3.2 11.5 (. 243)

= 0.775 () 11.4 (. 242)

= 0.47

= 0.5

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 ST S
Nose Wheel 1.10 -0.54
Main Wheel 2.77 -1.55

Since the min. value of S is less than 10 in., it is chosen for the stroke as 10 in.

For the calculation of oleo, it is used the formula below to obtain the length and
diameter of oleo:

= 2.5 = 25

= 0.04 = 2.353

5) Castoring-Wheel Geometry
According to Raymers Book (p.247), it is stated that the rake angle must be about 15
positive, and the trail must be at least 20% of the tie radius for the small aircraft with a
steerable nose-wheel. Then;

= 13

= 0.208 = 1.6

6) Gear Retraction Selection and Geometry

The in the wing configuration is selected for gear retraction. This is commonly used
in trainers such as in TAI Hurkus which is our base plane.

This type of retraction configuration is exhibited as a figure in the reference book

(p.248):

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7) Aircraft Subsystems
- Electrical Systems: can be defined as the supply of power for avionics, lightning,
control systems, hydraulics etc. The generators are the main elements to generate
the electricity needed. They are located at the near of engine.
- Auxiliary or Emergency Power: is usually called as APU (auxiliary power units).
It is located at the aft of aircraft. The first energy for starting the turbines is given
by this unit.
- Pneumatic Systems: are used for pressurization, environmental control, anti-icing
etc. by using the compressed air which provide from engine compressors.
Adjusting cockpit and cabin pressure, cooling the avionics, the compressed cool
air is used.
- Avionics: can be expressed as all of the radios, radars, flight control equipments,
navigations and other sensors.
- Hydraulics: give advantages for actuating the control surfaces, landing gear
systems etc.

8) Conclusion
As a consequently, by using the lecturer notes, course materials and reference book,
these results are obtained:

- For landing gear arrangement:

The tricycle gear configuration is selected.
Load carried by nose wheel is 769.0 lb per wheel.
Load carried by main wheel is 3460.5 lb per wheel.
- For tire sizing:

For nose wheel, the 16x4.4(type VII) is selected.

For main wheel, the 9.5-16 (type III) is selected.

The kinetic energy for braking is found 1,639,992.01 lb.ft.

Wheel diameter is selected as 10 in.

The tire pressures are determined as Pnose = 36.03psi, Pmain = 30.01 psi.

- For shock absorber:

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 The stroke is chosen as 10 in.

It is found as Lengtholeo = 25 in, Doleo = 2.353 in.

- In the castoring-wheel geometry:

The rake is calculated as 13, and trail is calculated as 1.6 in.
- For landing retraction, the in the wing configuration, retractable landing gears are
selected.

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9) References
Aircraft Design: A Conceptual Approach Daniel P. Raymer, 1999

Lecturer Notes of Assist. Prof. Hayri ACAR