...variety of different types of landing gear. These different types of landing gear need to support the aircraft on takeoff and landings. There are four basic types of landing gear wheels, skids, skis, and floats. These types of landing gear are designed for a specific type of operation. Wheels are designed for payment and off airport operations. Skids are designed for helicopters, but some helicopters also use wheels. Skis are designed for off airport operations in the snow. Floats are designed for water operations and sometimes incorporate wheels into them for airport landings. There are three different types of landing gear arrangements they include tail draggers, tandem gear, and tricycle gear. Tail dragger gear are found on most early type of aircraft for an example the DC-3, and other small general aviation aircraft like the piper cub and similar type of aircraft. Tandem gear is rare on large aircraft other the military B-52, Harrier jet, and small general aviation glider type aircraft. Tricycle type gear is the most common landing gear used today. Tricycle gear is used on all aircraft from a small Cessna 172, to a large airbus A380. This gear can incorporate more than one wheel on the main struts to spread out the weight evenly. This system also has more safety, when using more wheels on the main strut if one tire blows the plane can still continue. There are fixed and retractable types of landing gear that incorporate the above designs. Fixed gear is found on smaller aircraft...
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...TABLE OF CONTENTS LIST OF FIGURES ................................................................................................................. ii LIST OF TABLES ................................................................................................................... ii ABSTRACT............................................................................................................................ iii CHAPTER 1: INTRODUCTION ............................................................................................ 1 1.1. 1.2. 1.3. 1.4. Introductory of the Title ........................................................................................... 1 Objective and Purpose ............................................................................................. 2 Problem Statement and Problem Solving ................................................................ 3 Limitation of the Project .......................................................................................... 4 CHAPTER 2: LITERITURE REVIEW ................................................................................... 5 2.1. 2.2. Research Theory, Ideology and Concept ................................................................. 5 Previous Research and Proposed Project Comparison........................................... 11 CHAPTER 3: METHODOLOGY ......................................................................................... 12 3.1.0 3.2.0. 3.2.1. 3.2.2. 3...
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...Case Analysis 4: FedEx Express MD-10 Landing Gear Failure Karreem L. Lisbon Embry-Riddle University This paper will cover information on a FedEx Express MD-10 Landing Gear Failure. Specifically, research and information pertaining to the accident that occurred on October 28, 2016. Additionally, information will be analyzed and presented on the primary cause of the accident. The research for the paper will be conducted through the use of the world-wide web and the Hunt Library. FedEx Express flight 910, a Boeing MD-10-10F (registration N370FE) experienced a left main landing gear collapse and subsequent fire in the left wing after landing on Runway 10L at Fort Lauderdale–Hollywood International Airport, Fort Lauderdale, Florida, Oct. 28, about 5:51 p.m. EDT. The airplane came to rest on the side of Runway 10L. The two flight crew members evacuated the airplane via the cockpit window and were not injured. The airplane was substantially damaged. The cargo flight originated from Memphis International Airport, Memphis, Tennessee,(Knudson, 2016)....
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...INTRODUCTION An exactly analysis of the landing gear, as designed on modern aircraft’s, is necessary to understand the construction and systems of the landing gear of the Airbus A320. Operation of the landing gear is made possible through extension/retraction, steering, braking and damping systems. In order to maintain the safety of the aircraft, the design of the landing is satisfied to the legislation of the European Aviation Safety Agency . With the knowledge of the landing gear construction of the Airbus A320, the forces on the construction calculated during different flight phases. In these flight phases the aircraft endures several forces. The materials that are used depends on the forces at the aircraft . Then, with a good insight of the A320’s landing gear I’m able to provide an in detail overview of the common faults and problems of the A320’s landing gear. These faults and problems have consequences for the aircrafts airworthiness. Change in the aircraft’s airworthiness requires maintenance with inevitable costs for the airline . The used main sources, serve as information to learn how the landing gear of the Airbus A320 operates. Literature review The Airbus A320 family consists of short- to medium-range, narrow-body, commercial passenger jet airliners manufactured by Airbus. The family includes the A318, A319, A320 and A321, and the ACJ business jet. Final assembly of the family in Europe takes place in Toulouse, France, and Hamburg, Germany. Since 2009...
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...Boeing’s ‘Dreamliner’ – an Operations Nightmare 1 a) Boeing is the world’s largest aerospace company and leading manufacturer of commercial jetliners and defence, space and security systems. Boeing’s products and services include commercial and military aircraft. It also includes satellites, weapons electronic and defence systems. 1 b) There are many issues Boeing had faced in introducing new technology to its ‘Dreamliner’ plane. Firstly, they had ditched the more traditional hydraulic systems for the landing gear and had gone for electric systems instead, and because of this, Boeing had left themselves working with something less familiar than the traditional landing gear to work with, therefore increasing the risks of the 787 plane and its landing. Although the technological leap was always likely to cause teething issues, it worsened when they decided to bring a high percentage of their plane parts from outside contractors. Again, by introducing new, foreign technology to its Dreamliner plane, Boeing had faced more issues than they would have because not only did it take longer for them to get the parts (delayed by 3 years) but it had also led to the parts not even fitting together properly, which causes even more delay and money to ‘fix’ the parts in order for them to somehow fit. 2 a) The use of sub-contracting may have been an unwise decision in the case of the Boeing Dreamliner because sub-contracting means employing a firm outside one’s company to do the work...
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...that happened in 1997 at Newark International Airport in New Jersey. The paper will address the causes of the accidents, the findings of the investigation carried out after the accident, recommendations after the investigation as well as the measures taken to make sure that accidents of this type do not happen again. Aviation Safety FedEx Express Flight 14 This scheduled cargo flight was going to Newark International Airport, New Jersey from the Ted Stevens Anchorage International Airport in Anchorage, Alaska. It crashed when trying to make a safe landing on July 31, 1997. The pilots thought that the plane would have little stopping distance after landing, which made them think of landing early on the runway. Misinterpretation of runway data was the main cause of the crash (Dismukes, Berman & Loukopoulos, 2012). The pilots were aware that the plane had problems with its auto-breaks because they failed to initiate during landing, which also contributed to their hasty decision to land the craft earlier than expected. The problem arose at the commencement of the flare phase. The MD-11 touched down and rolled, which continued until the spars of the right wing broke. The craft crashed on the runway on its back and it was on fire. Luckily, none of the crewmembers suffered any injuries. The National Transportation Safety Board conducted an investigation on the causes of both the...
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...The jet was owned by Canadian airline Nolisair, and was being operated by a Nigerian company to transport Nigerian pilgrims in and out of Mecca. The DC- 8 caught fire during take-off from Abdulaziz International Airport, Jeddah, Saudi Arabia. Pilots noticed problems during early stages of take-off and only made it 671 meters in elevation before attempting to turn around for a emergency landing. It was too late; the under inflated tires had overheated began to catch fire. The fire grew and blew out the hydraulics which made the emergency landing impossible. This was the worst wreck a DC-8 had ever experienced and has held the record for many years following. The NTSB concluded that the fire could have been handled by leaving the landing gear extended and away from the plane. Although the pilots failed to make the right decision, and added just one more human error to the equation, it was the obvious neglect by the maintenance team that caused this horrific accident. There are many human factors which played a vital role in the crash. The maintenance team failed to inflate the #2 and #4 main gear tires after recognizing the pressure during the pre-flight. An attempt to inflate the tires failed because there was no nitrogen available at the location. Further investigation shows later that the maintenance team recognized and had written up the tires during a previous "A" inspection but was signed off and overlooked more than twice before the incident. Human Factors Involvement ...
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...Aviation Introduction In this research, I will be writing about general aviation, how a plane works and different factors to do with planes like the four main forces, Communication and Navigation, Take off and Landing and some others. A question that sounds easy but in theory, it’s not simple at all, “How does a plane fly?” whether it is an Airbus, a glider and any other planes, the forces that acts on a plane are exactly the same. There are four main forces to make a plane fly and they are Lift, Weight, Thrust and Drag. The Four Forces As I mention in the introduction, the four forces are Lift, Weight, Thrust and Drag and I will be describing these forces with more details in the following passage. A plane’s weight, descending towards the ground is balanced by the lift force, which ascends upwards. This is created by a flow of air over the wings. When air travels through the wing of a plane, it is bounce off downwards and all the pressure under the wing is bring in to bounce off the air that makes an opposite force, which is ‘Up’. Drag is the air resistance of all planes as they meet the airflow, and its force acts in the opposite directions. Thrust is provided by many sources of power, such as a jet engine, or by the energy descend from being carried into the air. Thrust must always balance drag for the plane to fly. (Barnard, 2007). Communication and Navigation For many training pilots, radio communication and navigation is one of the most irritating factors...
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...General description: beechcraft-model c50 twin bonanza is a six-place, low-wing, all-metal monoplane with tricycle landing gear. It is powered by two Lycoming go 480-f6 engines, each rated at 275 horsepower for take-off. The engines have reduction gearing to the propeller shafts and drive beach craft model 279 full-feathering, constant-speed propellers with aluminum blades. This is intended to be a guide for some of the procedures for this specific aircraft. Servicing fuel tanks- the airplane fuel system should be serviced with 30/87 octane fuel. The fuel system is suitable for aromatic fuels. Fuel system access doors are of the flush type and are located on the upper surface of each outboard wing panel and each side of the wing center section. Expanding-type filler caps with neoprene seals are used on each filler opening. The fuel tanks are not interconnected and each tank must be serviced separately. Hoisting airplane the aircraft may be hoisted for mantenance or parts replacement through the use of a three-cable sling attached to the hoisting lugs and eyebolt. A minimum overhead clearance of 12 feet 6 inches and a hoist of at least 3 tons capacity is required .To hoist engine remove the propeller and cowling and attaching a hoist to the engine lifting eyes provided on top of engine. Jacking provision is made for a three-point jack-pad system the two aft pads are located on the center section rear spar in board of each nacelle(a streamlined housing or tank on the outside of...
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...1.0 Introduction Custom Gear Inc, is a manufacturer of custom made metal gears weighing from ounces to over 50 pounds in Philadelphia. Custom Gear primarily sells the product to engineering research and development laboratories or very small manufacturers. The gears are made of different metals depending on the customer’s requirements. Over the past year, 40 different types of steel and brass alloys have been used as raw materials. Business has been booming at Custom Gear which is shown through the company lost money for the first two years (2009 and 2010), but made small profits in 2011 and first quarter of 2012.Sales are rapidly increasing in 2009, 2010 and 2011. Through a recent market survey, it indicates that sales will be increase more in the next few years. 1.1 Organizational chart of the company [pic] 1.2 Duties and responsibilities The President of Custom Gear is Mr. Roger Rhodes, the founder of Custom Gear. His responsibilities are: a) Contacts with some of the large customers b) Arranges financing needed by company c) Sits in weekly production meeting d) Discussing on problems like scheduling, employee and also production. The Engineer is responsible on: a) Design company’s products b) Procurement and maintenance of equipment c) Oversee the supervisor/foreman d) Attends weekly production meetings e) Spend most time on factory floor The Expediter: ...
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...without the rest of the tool dragging on the workpiece surface. The angle of the cutting face is also important, as is the flute width, number of flutes or teeth, and margin size. In order to have a long working life, all of the above must be optimized, plus the speeds and feeds at which the tool is run. Spur: Spur gears or straight-cut gears are the simplest type of gear. They consist of a cylinder or disk with the teeth projecting radially, and although they are not straight-sided in form, the edge of each tooth is straight and aligned parallel to the axis of rotation. These gears can be meshed together correctly only if they are fitted to parallel shafts Helical: Helical gears offer a refinement over spur gears. The leading edges of the teeth are not parallel to the axis of rotation, but are set at an angle. Since the gear is curved, this angling causes the tooth shape to be a segment of a helix. Helical gears can be meshed in a parallel or crossed orientations. The former refers to when the shafts are parallel to each other; this is the most common orientation. In the latter, the shafts are non-parallel, and in this configuration are sometimes known as "skew gears"....
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...Carlos L. Castillo, Ph.D. Spring T (t ) θ (t ) Time domain T (t ) = Kθ (t ) Frequency domain K K: spring constant T (s) = K θ (s) Impedance T (s) Z M= = K (s) θ (s) Viscous damper T (t ) θ (t ) Time domain dθ (t ) T (t ) = D dt Frequency domain D D: coefficient of Viscous friction T (s) = D s θ (s) T (s) Z M= = D s (s) θ (s) Impedance Inertia T(t) θ (t ) Time domain d 2θ (t ) T (t ) = J dt 2 J J: moment of inertia Frequency domain T ( s) = Js 2 θ ( s ) T (s) Z M= = J s 2 (s) θ (s) Impedance 1. First, we rotate a body while holding all other points still and place on its free-body diagram all torques due to the body’s own motion Then, holding the body still, we rotate adjacent points of motion one at the time and add the torques due to the adjacent motion to the free-body diagram. 2. ( J1s 2 + D1s + K )θ1 ( s ) − Kθ 2 ( s ) =) T (s − Kθ1 ( s ) + ( J 2 s 2 + D2 s + K )θ 2 ( s ) = 0 ( J1s 2 + D1s + K )θ1 ( s ) 2 − Kθ 2 ( s ) =) T (s − Kθ1 ( s ) + ( J 2 s + D2 s + K )θ 2 ( s ) = 0 Sum of impedances connected to the θ (s) − Sum of impedances θ (s) − Sum of applied between θ andθ 2 torques at θ 1 1 2 1 motion at θ1 Sum of impedances Sum of impedances Sum of applied θ1 ( s ) + connected to the θ 2 ( s) = − torques at θ between θ1and θ 2 2 motion at θ 2 ( s + s + 1)θ1 ( s ) − ( s + 1)θ 2 ( s ) = (...
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...mid rev range to cut, but loosing the low range slightly. SO WHICH IS BETTER? This is a question you should ask yourself. GRAPH 2) Typical revolution vs velocity relation for a 5-speed manual transmission check previous photo. discuss here: https://www.facebook.com/drexchan/posts/279650262057549 **revolution is RPM lah... **velocity is speed lor.... **applicable for automatic transmission too, don't ask. Now, check Graph 2, compare that to your driving style, see which rev range you use most (in normal driving, highway cruising, and sprint). Then compare that with Graph 1, see which type of extractor suits you. Situation A: You are doing a sprint, you will only use zone A (1k rpm to 3k rpm) once or twice and from 3rd gear on wards you will be using zone B (3k rpm to 6k rpm). So you want a 4-1 because it gains more in that range. Whatever gain in zone A (from a 4-2-1) is near to useless to you, and the gain in zone B from a typical 4-2-1 is lower than that from a typical 4-1. So a 4-1 is better for sprint. Situation B: You drive the car in town with traffic and you shift at 4k rpm max. You will need a 4-2-1 because you will be using the low to mid range most. The lost in zone...
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...* A. * * An approach path for an aircraft landing is shown in the figure and satisfies the following conditions: * (i) The cruising altitude is h when descent starts at a horizontal distance L from touch- down at the origin. (Note: in this coordinate system, the direction of flight is from right to left or in the negative –x direction). (ii) The pilot must maintain a constant horizontal speed v throughout the descent.(Note: speed is the absolute value of velocity. In this instance the velocity will be negative, however, the speed will be a positive number of the same magnitude). (iii) The absolute value of the vertical acceleration should not exceed a constant k (which is much less than the acceleration due to gravity). * ------------------------------------------------- * * 1. Find a cubic polynomial that satisfies condition (i) by imposing suitable conditions on and at the start of descent and touchdown. * Solution: Assume the cubic polynomial function is P(x)= ax3 + bx2 + cx + d According to the graph, We know P(0) = 0, P'(0) = 0, P(L) = h, P'(L) = 0 The original equation is P(x)= ax3 + bx2 + cx + d P(0) = 0, so plug in zero for x. You will find that d = 0. Simplify the equation to P(x)= ax3 + bx2 + cx Find the derivative of P(X), which is 3ax2 + 2bx + c P’(0) = 0, so plug in zero for x. We found that c =0 Simplify the equation to P’(X) = 3ax2 + 2bx Plug in P'(L) = 0 We get the equation of 3aL2+ 2bL= 0 ① Plug in P(L) = h We get the equation...
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...One of the most common types of garage door opener systems is the chain drive. It has a fixed motor that drives a sprocket attached to a moving chain. The chain moves a trolley that is attached to the door with a J-arm. While simple in concept, this power transmission system has several moving parts that add up to a lot of noise during operation. Other alternatives such as the screw-drive has fewer moving parts but is noisy nonetheless. On the other hand, the belt drive is quieter but has multiple moving parts that require maintenance and replacement when they wear out. However, a more recent garage door opener design called the direct-drive opener, does away with the power transmission system altogether. How is this possible? Because there...
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