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Extra info for Aircraft Landing Gear Design: Principles and Practices (AIAA Education Series)
Less than 6% of the aircraft weight, either the nose gear or the main gear must be moved aft. Note that very small main gear movements usually have a pronounced effect on nose gear loads. G. G. J | Nose Fig. 3 ' gear • Main gear Diagram for nose landing gear load calculation. 0 Gear type a 75 185 70 S S S T T S T T S T S S 1 7 . 0 - 20 1 2 . 5 - 20 1 5 . 0 - 20 2 0 . 0 x 20 1 5 . 5 - 20 1 7 . 2 - 20 56 x 20 49 x 17 2 0 . 5 x 16 5 5 . 0 - 16 2 5 . 0 - 28 81 70 80 82 82 107 155 145 120 165 135 65 75 130 127 145 105 168 95 I05 150 175 65 T T T T T T T T T T T ST ST T T T ST T ST ST TT T T 4 4 4 4 4 4 4 4b 40 x 14 41 x 15 2 0 .
Tire Selection From the maximum main gear static load previously calculated, it is necessary to divide that load by the number of tires per strut to obtain the static single wheel load. Two problems have to be considered for the nose gear: the static and braking loads. These loads (previously calculated) are divided by the number of nose gear wheels to obtain the single-wheel static and braking loads. With these data, it is then possible to use the tire manufacturers' catalogs to select the tires.
Ule'-DOWN I. OC K I~ IVOT, % I Fig. 2 Forward retracting landing gears. INITIAL LAYOUT 29 since a complete failure in the extension system does not necessarily lead to a wheels-up landing. The pilot merely pulls an emergency release lever that releases the uplocks and the trapped actuator fluid (if used), after which gravity and air drag pull the gear into a down-and-locked position. This capability should also be used on the main gear if possible. Having selected the appropriate support frame, the next step is to suspend the gear from it and to assume initially that the wheel center will be about 3 in.