By Norman S. Currey

This can be the single e-book on hand at the present time that covers army and advertisement plane touchdown equipment layout. it's a complete textual content that would lead scholars and engineers from the preliminary innovations of touchdown equipment layout via ultimate element layout. The publication offers an important hyperlink in touchdown apparatus layout know-how from ancient practices to trendy layout tendencies, and it considers the required airfield interface with touchdown equipment layout. The textual content is sponsored up by means of calculations, requisites, references, operating examples.

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Extra resources for Aircraft Landing Gear Design: Principles and Practices (AIAA Education Series)

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The aircraft must have a p a r k i n g b r a k e that, w h e n set by the pilot, will pevent the aircraft from rolling on a paved, level r u n w a y with t a k e o f f p o w e r on the critical engine. The B C A R has the same r e q u i r e m e n t as F A R c o n c e r n i n g the achievement o f 5 0 % deceleration after the loss o f any single source o f b r a k e power. It also requires a p a r k i n g b r a k e with the a b o v e capability. In addition, B C A R requires that b r a k e forces m u s t increase or decrease progressively as the force or m o v e m e n t is increased or decreased at the brake control.

Navy requirements are peculiar and these are noted; also British requirements are slightly different in some areas and these too are highlighted. Although it is sometimes necessary for cost, weight, and schedule reasons to meet only the requirements of the first customer, it is often beneficial to design the aircraft to meet other customers' requirements and/or international requirements. This allows follow-on sales of a commerical vehicle, for instance, or a derivative of it to military customers or to foreign countries.

L~ZIZl I 1 i i i i il i IE,~[ :_1-1-1-1 i ~-! i!!! ~ Ii il . '71. ~I. Q~ o.. ->>~ I ~r ii i all. g. g. position. 07 must not exceed the tire's static load rating. g. 31 g forward (reacted by brakes). 07 factor, must not exceed the tire's dynamic rating. g. 20g forward (reacted by brakes). 07 factor, must not exceed the tire's dynamic rating. Nose wheel tire inflation pressures are based on maximum allowable dynamic loads. 35 times the allowable static loads. The dynamic load used for nose wheel tire selection is that caused by braking and is assumed to be equal to the static load plus the increment caused by braking at a deceleration of 10 ft/s/s at the aircraft's maximum gross weight.

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