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Wheel Brakes and Undercarriages

Published online by Cambridge University Press:  28 July 2016

S. Scott-Hall
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Extract

Until recently an aeroplane undercarriage has generally been called upon to serve two purposes only :—

To absorb the energy due to the vertical velocity of the aircraft when landing;

To enable the aircraft to be flown off from, and manoeuvred over, ground which may be very rough or very soft.

To these requirements are now added a third :—

To absorb the energy due to the horizontal velocity of the aircraft by means of wheel brakes.

These three duties must be carried out with the minimum possible weight and head resistance, for the undercarriage must be as self-effacing in flight as it is all-important on the ground.

The problems connected with wheel brakes are very specialised in themselves and have a particular interest at the present time. For this reason it was decided to deal with them first, and later to turn to the more general aspects of undercarriage development.

Type
Proceedings
Information
The Aeronautical Journal , Volume 36 , Issue 257 , May 1932 , pp. 385 - 432
Copyright
Copyright © Royal Aeronautical Society 1932

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References

1 “Measurement of Landing Loads.” E. T. Jones. R. & M. 1246.

2 Franz Michael. “Wheel Brakes.” D.V.L. Report No. 220.

3 “Measurement of Landing Loads.” E. T. Jones. R. & M. 1246.

4 N.A.C.A.. Report 366. “Dynamic and Flight Tests on Rubber-Cord and Oleo-Rubber-Disc Landing Gear for an F.6-C.4 Airplane.” W. C. Peck.

5 N.A.C.A. Report 381. “Static Drop and Flight Tests on Musselman Type Airwheels.” W. C. Peck and A. P. Beard.

6 “Aircraft Undercarriages.” J. D. North. Aeronautical Journal, Feb., 1920.—“Oleo Undercarriage Design.” G. H. Dowty. Proceedings of Institution of Aeronautical Engineers, Nov., 1922.—“Aircraft Alighting and Arresting Mechanisms.” G. H. Dowty. Proceedings of Institution of Aeronautical Engineers, Feb., 1927.

7 “Dynamic Tests of Oleo Struts.” T. W. K. Clarke and W. D. Douglas. R.A.E., M.T., 5488.

8 N.A.C.A. Technical Note No. 271. “Full Scale Drag Tests on Various Parts of Sperry Messenger Airplanes.” F. E. Weick.

9 N.A.C.A. Technical Note No. 340. ‘Full Scale Drag Tests on Various Parts of Fairchild (F.C.-2 W.2) Cabin Monoplane.” W. H. Herrnstein.

10 R.A.E. Report, B.A., 174. Nov., 1917. “Drag of Aeroplane Wheels with Covers and Tail Fairings.”

11 R.Ae.S. Journal, March, 1930. “Range of Aircraft.” C. R. Fairey.

12 N.A.C.A. Technical Note No. 340. “Full Scale Drag Tests on Various Parts of Fairchild (F.C.-2 W.2) Cabin Monoplane.” W. H. Herrnstein.

13 The D.V.L. publish figures for a Junkers G.24 as follows:—Normal standard skid, 20.5 kg. (45.0 1b.); D.V.L. steerable skid shoe, 23.8 kg. (52.5 1b.); D.V.L. tail-wheel, 24.6 kg. (54.5 1b.).

14 The maximum capacity is the maximum free deflection of the tyre or airwheel beyond which compression of the tyre structure or excessive springing of the wheel or hub begins.

* 1.5 x drag of a normal type undercarriage. Without fairings the drag of the undercarriage for stalled landings is 165 lbs. at this speed.