Developing Improved Civil Aircraft Arresting Systems (2009) / Chapter Skim
Currently Skimming:
Pages 148-154
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 148... ...
Erecting an engagement device to capture the main gear must be done while avoiding contact with the aircraft engines. As shown in Figure 14-1, the main landing gear and the engines are in similar longitudinal positions on the aircraft.
|
From page 149... ...
14.2.3. Additional Friction Study Simulations were conducted to determine whether, for a typical arrest case, the lateral load on the landing gear would reach a limiting value.
|
From page 150... ...
Drag Load Ratio Lateral Load Ratio Figure 14-4. Main-gear strut loads during active system arrestment for B737-800, normalized by FAR strut limit values.
|
From page 151... ...
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 N or m al iz ed L at er al L oa d Strut-Cable Coefficient of Friction Braking Coefficient = 0.25 R/T = 0 Figure 14-8. Dependence of lateral load on strut-cable coefficient of friction.
|
From page 152... ...
Path calculation plot for active system B737 landing gear capture.
|
From page 153... ...
14.4. Summary The main-gear engagement active system concept offered multiple advantages not available in surface-based arrestor beds.
|
From page 154... ...
Past activation issues for the nets could be resolved using automation concepts as discussed, thereby eliminating the need for direct triggering by airport personnel. However, potential obstruction of aircraft exits and damage to the aircraft continue to remain obstacles to implementation.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.