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Boelng 737 * Boemg 707 Douglas DC-10
Aft trunnion beartng McDonnell F4B Douqlas DC-8
T,-"nnion North American OV-1OA ~ockheedC-141
Ling Ternco Vought F8H Grumrnan A6A
North Amercan T2B
McDonnell F4C
Douglas DC-9
McDonnell F-15
I
Downlock actuator Figure 3. Typical landing gear sizes.
Lower side strut the curve by the required life for the subject load pair, the
damage ratio for this loading condition is determined. Similarly,
Truck positioning actuator
the damage ratio is determined for all loading conditions. The
Positioning mechanism
summation of all damage ratios is referred to as cumulative
Upper torsion link
damage ratio - and it should not exceed 1.0.
Fracture mechanics and damage tolerance analyses are per-
formed to predict the growth of an existing crack. Sustained
stresses caused by 1-8 static reaction are checked on components
such as axles, truck beams, and trunnion pins, and must be
below the allowable sustained stress threshold of the material.
, wheel, and brake
The finite element method (FEM) of analysis has become
torsion link pull box widely used in areas of redundant load paths and complex
geometric transitions. Weight/strength optimization is an espe-
Figure 2. Component nomenclature.
cially important task of the structural analysis. The landing gear