?. .

~ <----,;
,-:..,
.,
‘w
.,, ,>
s,
-.‘“
‘+..”;,
-+Lr7Y--=j
.,-,----
,.
‘k a“-”
f?- ..,,*-

. ,,,
.-, TECHNICAL MIXORANDIJMS
.,, .
. NATIONAL ADv ISORy COMMITTEE FOR AEROifAUTICS
‘.

—————_——

No ● 821
——————

ON TfiE ACTUAL LOADS ON AIRPLANE LANDING GEARS

By S. Shiskin

Central Aero-Hy&rodynamical Institute

.6.

Wa.shiilgten
March 1937

— —. —.—-
- -.. .=. ——— .—. ......— .-—
 ~u

“[111111111111111’iiMIBm
;-
31176014374194 k
————.—— —.

NATIONAL ADVISOR”Y ““C

OliMITTE3 FOR AERoNAUTICS
—— ————

TECHNICAL ‘MEMORANDUM No. 821

,., —-—-——— --

ON THE ACTUAL LOADS 01? AIRPLANE LANDING GEARS*

By S.. Shiskin
,. .’

I. INTRODUCTION

The problem of the ,actual .I.oads exerted on the air-

plane landing gear has long engaged the attention of the
air-plane designer. Repeated. tests have been conducted
for t]le ~.urlnose
. of determining the forces acting on the
landing whe;,ls during landing. Two methods have been ap-
plied to the solution of this pro%lem, one of which was
to measure the accelerations by means of an accelerometer,
the other to ne~,sure the displacements of the shock-
absorber systems, The first method has the serious dis-
advantage that the readings of the accelerometer stroilgly
depend on the location and method of attachment of the ac-
celerometer to the airplaile and it always remains unclear
just what mass is to be taken in connection with the ac-
celerometer reading in computing the force from the accel-
eration. By the secoild method only the maximum travel of
the shock absorber in the landinG and take-off runs is
measured. This latter method is of little use in deter-
mining t’he force Ivith a rubber-cord shock absorber since
the properties of rubber denend very much on the tempera-
ture and the rate at ~.vhich “the load is applied. The error
from the last cause alone may amount to more than 20 per-
cent. For a.n oleo-shock-absorption mechanism the actual
I ,form of the dependence of the shock-absorber force on the
I piston travel is even more uncertain since the laboratory
tests with such apparatus are few in number.
,

,The methods described above give no indication of the

.-
direction’ of the force acting on the wheel and are intend-
,, ed to give only a rough approximation of this force. It
,, has now been found possible to obtain a considerably more
accurate solution of this problem as a result of the ap-
b
plication of an apparatus, developed iil the flight tests
of the Central Aerodynamical Institute (CAHI), for obtain-
ing a time-history record of the stresses in the chassis
members by means of extensometer measurements-
——————— ________ ____ _________ ________ .————._——————————— -———
*Report No. 269, of the Central Aero-Hydrodynamical In-
stitute, Moscow, 19?.6.

—,- ........,,,,,.,,, ,,, ,,,-,,- .,-, , ,. ,.-,. . .,- ,. -- . . .. . . .—.-—..

2 N. A.C.A. Technical Memorandum No. 821

IIi PROCED~E

Extensometers were nlaced on all important members

of the landing gear, their readings” being synchronized by
time recorders. Readings were first recorded on all in-
struments with the airplane at rest. The airplane was
then allowed to take off and, another record ebtained with
the airplane flying “level and smoothly at low velocities.
With the aid of these recordings it was possible to deter-
mine the stresses in each landing-gear -member with the
airplane at. rest. After this the regular take-off and
landing runs were made. Knowing the stress history of all
the ‘important elements of the landing gear during the va-
rious.runs, it is a simple matter to compute the forces
and their resultant acting en the landing-gear wheel. The
resultant will be obtained both in magnitude and direc-
tion, The data thus obtained supply the designer -with,in-
formation on the actual forces exerted on the landing-
gear members and the load factors.

As an illustration and check, the external force .P

acting on the airplane wheel at rest” was determined by
the above method. For airplane no. 1 the force was thus
found to be. P = 1,872 kil~grams as compared with the
know~ value,” 1,900 kilograms.

111. OBJECT OF INVESTIGATION

The investigation was intended to throw light on a

nu,mber cf pr”oblems:

1. Qltain a time history of the force acting on the

gear wheels during t!le take-off and landing
runs.

‘2* Obtain the time history of the direction of this

force (magnitude of its three components along
the coordi?late axes ).

3. Derive conclusions as to the design load factors.

In connection with the latter, of especial interest

was the soluticn of such problems as,: (a) the dynamic
loads in the three main’ landing attitudes, namely, a 3-
point landing, horizontal load, landing, and landing with
 lT.A. C.A. Technical Memorandum No. .821 3

~ide load; (b) the pro%lem of the true’ direction’of”the

forces for each ‘of the abotie “purett types of landing;
(c) comb<na”t”ion of the ‘above types; and (d) the cpmpar,ison
for each of the chassis members of the computed force
(according to the design standards) with the actual force
measured in the tests so as to determine the actual fac-
tors of safety.

IV. RESULTS

The landing ,gears of two airplanes were investigated

in the take-off and landing runs. The landing ’gear of no.
1 airplane is of especial interest, b’eing of modern con-
struction with pne.umatic-oleo-shn ck absorbers and 900 by
200 pneumatic tires. L~.nding gear ne. 2 WaS provided with
a rubber-disk shock-absorbing mechanism and 900 by 200
tires. It is Rlso Cro>osed in the near future to carry
out tests on the same airplanes provided with skis. We
shall now consider the data for each of the landing gears.

i. Landing Gear Nc, 1

~. Landing-gear structure..- A sketch of the landing-

gear arrangement is shown on figure 1. As seen from the
figure, the landing gear may be considered to be a. combi-
nation of the column 2-5 With a very simple girder. Points
3, ~l; and 4 may be cor.sidered as rigid supports. Point 2
may be considered as a rigid sunport in plane XZ and a
roller support in the direction” of the Y axis, since it
is connected to the longeron where there are no stTW-ts at-
tached. “The axial force on the member 2-5 is therefore
eventually taken up not by support 2 but by supports 3 and
3 1 through the mediuti of struts 0=3 and 0-3 1* ‘

The above arrangement of”the landing-gear members is

very’ convenient for. the purposes of our investigation and
makes possible a simple and reliable determination of the
magnitude of the cornponent~ of the force: P“ “acting on the
wheel by measuring the forces in each of the struts. Thus ,
the projection on the X axis of the force on member 1-4,
corrected for the lever a,rm of the member 1-2, immediately
gives the horizontal component Px, i.e.,
.
bl-a
Px = (sp4)x ~-; = 0.484 (Sl_4)x

Similarly, the sum of the projections on the Z axis of the

4 IV;A;C~A. Technical Memorandum No. 821

forces on memb~r#-”0-3 and 0,-31 (with lever arm correction)

gives the side component Pz:

)z’
.1
‘(s ,_3)z + (so_3,
1 &
26
= 0.455 I (s O-3)Z
L
+ (SOJJ

The sum of the projections on the Y axis of the forces

on the three struts: 0-3, 0-3?, and 1-4, is directly equal
to Py. It should be observed that the struts are hinged at
each end, the hinges having each a single axis of rotation,
The extenscmeter~ were placed on the struts as shown in
figure 2, so as to exclude the effect of possible secondary
bending stresses. The. portion 1-2 of strut 2-5 was not in-
vestigated. ~vith extensometers, since it consisted of a
shock-:absorbing cylinder so that the stress at any point
depende~ on the piston positinn. In general, the stresses
in this portion were of little interest since they could
not be. large due to the small rigidity of support 2 with
respect to the Y axis.

B. Comouted..———-.—-
————————— data ...___--_—___———_———
for no. 1 landin,g gear.- We shall
now consider the results obtained for the no. 1 landing
gear. The computed data consist of: (1) a time history
of the external force P acting on the wheel, curves of
its components Px, Py, s,nd Pz (see figs. 3-9); and (2)
tables of the forces on the members and the computed com-
ponents of the force P. The tables are given in part in
the text (see table I) ,and a,re fully presented in appendix
I. The parts of the tables given in the text are taken
for the inst,~nts of time giving the maximum overloads and
fo~c$’s, the values of -which were used farther on. ,’

C. ....--—_-.-..______ti_____i..____—_____
—..- Ane.lvsis of comauted data.- The strength standards
for the landins gear tend to be based on the three condi-
tions of landing described above, namely, where the force
is verti~~.1 (X), horizontal (G), and side (F). We
shall therefore consider the maximum load factors for each
of these cases: vertical (z), forward (G), and side
(F) v:ith the object of’ comparing the experimental values
mit’h those obtained by the standard computations.
 N.,A. C.A. Technical Memoran~um No. 821

——.———.
,...

O-Z t
Landing 1;
TABLE

.—————————-———— —————.-———————.—————
0:3
Airplane

1-4
I

No,! 1

Impact no. 1; t=fl ~e~,

-— -- ——
P
——————- -———— ,——. -—— _—— ——— —— ——. — ——— ——-— ————————
S“ **● --1946 -4100 +1740 ~ _s2___ –E_&~l_
Sx .,● 0 o +1418 +1418 m 1
-1751 -3690 +1005 -4436 W 4509
‘Y ““”
Sz . .. -848 +1788 ‘ -0 ~ +940 +428
.—— —— ___
s ..* -1845 +2020 Impact no. 2; t=l.5 sec.
_—— —— ————— ——-——————
,
Sx . .. 0 o +1646 +1646 m
Sy ..s -1661 -~780 +1167 -4274 m d,~va
Sz ..
● -804 “+1831 1“~] .
——————- -———— —.— .————— —— —————— _—— ——— —————— —————————
S ... -1230 -2151
Sx ●.. 0 0
-1107 =1936
‘Y ‘“”
s= . .. -536 +937
-.——..——- ——— _____ .—-_— ___ ._*Eil~:t:::
Landing 2, Airplane No. 1
————— +—_______ ———————..————— — -————————————————————————
s ... -2563 -3075 I=R66J .
Imnact no. 4Lt +z_ssxL_
Sx ..s o 0 -1310 -1310 m
-2307 -2768 -929 -6004 m 6038
‘Y ““’
Sz . .. I -1117 +1341 +224
0 +102
————— +––––––-. ———————. /[1
-—————————————— - ——————————————
s ** t -2040
● -668 Impact no. 5; t=5,.3 sec.
——————— ——————
Sx . .. ~ o o ’545 i -545 r -264 1–––—–—––
-387 -384 I 940

-1
-1842 +1945 t -384 I
‘Y ““”
Sz . .. -393 -894 0 -1’787
—————— —— -——————— J ——————— Lmj——-———
—— —--—__ . ,———— .-. ———— -————
La~lding 3, Airplane No. 1
——-—_—_ ——————— ________ _ _——————— ~—— ——— ——— ——— —--——————-
s *a● -1230 +1640 -13$8 Impact no. 8; t=8.58 sec.
T 1 i ———— —.— ———————————————
Sx . . . 0 -1090 -1090 1 -527
01
@y .. . -1105 +1475 ~ -774 -404 I -404 I 873
1.
s;
——--——
● *.
1 -536
[
-714
–––––––—––––––d–––––––-
I o -1250 -567 ““
-——————L ———————-————
1
S“ ● 8* =1640 -3075 -1606 Im~act no. 12; t=12 sec.
s~ ..* o 0 -1310
sy ..9 -1480 -2775 -928 -5183 -5183
I 5229
Sz .,, -715 +1340 0 +625 ~ +2Ei5
_____-L._——_l.——____ l _________ J --——-—— ————— I
—————————
: i\
lb
 ,’. ,.,
. ....”...
6 N;A.C~Aa Technical MemorandumNo. 821

‘The largest va”lue for the vertical load factor was

obtained for the landing of no. 2 land.iriggear 4 seconds
after the firstimpac.t with the ,.,ground, the value being
.. .
P“
my. =.–Z7 = ———-‘Y————
max ,.P17, P. Cos Y ““
e

where F’. is the pressure on the wheel-when at rest and

.. .
Y“ is the ~round angle, i.e.., . .

. .

(The design load factor for this

4;5;) landing gear was
It is proper to rema,rk here that
‘ are high values of
?Y
obtained, as a rule, not at the instant of first contact
with the ground but later in the landing run, and the’
loads during the take-off run are nea,r and sometimes. even
exceed those during the landing run. .. ...

The maximum
value
.. of the side load factor- ~z.’. was
max
obtained. during the landing of no. 2, 6 seconds after
first impact, the force acting in the direction from wheel
toward the plane of symmetry” of the airplane: . ,,

Tz - ‘La = ~~~ = G=Z83 (comyted value 1.1)

max - G/2
. .
He”re G de”ilot.es~he veight of the airplane during the
test. . .

The value of~ (opposite to the flight ~direc-

“Xmax .tion)
was likewise ohta$ned during, the second and third.landings
after~, and 12 seconds, res~ectively:

Px 6~4”
7 ———— = G.356 (computed value. 3)
‘max ‘~—–––––-—:–
p Cos (Y+20 ) ‘ ~780 ,..
. .. .
Comparison of the actu,ll, and standardized load factors
does not, determine, however, the values of the s~f~ty fac-
tors since in practice all the three components act simul-
taneously .on the fuselage members. The safety fac}ors must
therefore be con~i’dered with respect to the maximum forces
-.
,,,
 N.A.C.A. Technical Memorandum.No. 821 7
.. . .

in the struts as computed and,as obtained from experiment.

TABLE II
—————... ————-—— ————.———————
_——_———-———- -——————----
Computed Experimental
Name of
member
Notation
. maximum
load ‘p
maxi mum ‘,Xp;p.omp
————,._—___ —-— —-_ --——- ——__——-. . ‘lOad p _- ————
-———-—
Wheel strut 1:5 -8,%20’(E) -6,004 1.39

Side struts o-% ‘“ A5,900 (F) “-4,200 . ;.4

o-~1 +2,050

Rear strut 1-4 -i3~400 (G~. --1,608 8.35*

+4,900
——-——__—___ ..——————— .———--—- ——————_—__———..———- _——_————_——
*See section V.

The strut 1-5 is ,of lower strength than that assumed by

the design norms since tlie maximum computed safe load fac-
. . tor was determined as equal to Z in the damping computa-
tions, and in the rough landing of no. 2 the value of 3.24
was reached. The side struts have a lower strength for the
reason that , as may be seen from table I, ,the severest
c’ase of vertical load was accompanied by side impact.

Let us now consider the question of the direction of

the force P and the comparison with that assumed in the
design norms.

D. Various
———— conditions of landing ———-
.—___________________________ on —————.
landing gear——-—————
no. l.-
(a) Three-point landing, Case E: According to the norms,
the force pE is inclined forward of the vertical by an-
gle p equal to t“he landing angle Y. In considering this
case it is particularly interesting to note a considerable
vertical component of the force PE and the fact that the
horizontal component is in the flight direction. Let’ us
see what the direction of the” force Px actually” is;

For P = 6,004 kg (landing 2, 4. seconds) “the cl-

Y imax
rection of the,horizontal component Px is opposite to
that assumed in the standards, since to case X,.there is
here added the horizontal impact of the. maximum force dur-
ing the test. For other instants and at other landings
we find the force pE inclined in a. forward direction at
considerable Values of ‘Py (table “III). . .

— — —
 8 X.A.G.A. Technical Memorandum No. 821

TABLE 111
———.———-.———- ——-___—_
~—--——--———~——_________ -——————————.
Px (against
Landing Seconds ~ flight Angle 13
?Y
direction)
——— ———— ——. —..- -––-––––t--––––– .———————————— ——— ———_— —____
Land.ing no. 1 3.5 15,431 -634 6° 401

Landing no. 1 0 i4,436 -686 8° 50 !

Lending no. 1 14,274 10° 30~

——.———.————— . __::!-----------
1 ---..._::::____ -————————————
The force PE may thus have a direction approaching
near that of the norms.

(b) Case G, forward impact : According to the norms,

the force P~ lies in the plane X-Y an?L is inclined to
the horizontal by the angle Y + 20°, “ in the given
case by 33° (figs. 10 and 11). At the ~~~~~nt when Px
has its maximum value cnd is equal to 634 kilograms (i.e. ,
at t“he fourth and’ twelfth second of the second and third
landings), there is e,lso a component equal , respec-
‘Y
tively, to 6,004 kilograms (likewise a maximum) and 5,183
kilograms and the side component Pz is at 35 percent of
itS maXimuJm value. It therefore follows that a considera-
ble vertical component may be -oresent at the horizontal
impact. The angle ~, at - = 6,004 kg and Px =
‘Y max
,62,4 kg, mill be

p=Y+ 700”

From the tests it is evident, however, that the angle

~ may have very different values and in general may be
near the.normalized value. Thus , for landing no. 3“, after
8.5~ seconds, it is equal to Y + 24.5° (with = 404
‘Y
kg and. Px = 527 kg). The vertical component in this case
is small and the horizontal component is 93 percent of its
maximum val=e.

(c) Case 1’, side im:otact: According to the norms, the

force P~ acts at the riti of the wheel in the direction
of the Z axis. The test indicates the acfual existence
of such a. force ?n”d that it may be directed from the wheel
toward the axis of symmetry as well as in the opposite di-
rection. The maximum values of Pz ~..re: toward the axis
 N.A.C.&. Technical Memorandum. No. 821 9

of symmetry, +815 kg (landing 2, impact 5); toward the

wing tip, 467 kg (landing 1, impact 2). At the instant
‘when Pz is at its maximum Value and is equal to 815 kil-
ograms, i.e., after 6 seconds of the second landing, there
is also a horizontal thrust$of amount 264 kilograms, equal
“’ to 42 percent of the maximum, and a small vertical compo-.
nent P e“qual to 387 kilograms. In general, in .cases of
Y .
H
‘1; “
considerable
value
side
and above),
impact (near 50 percent of the maximum
~:. the. vertical component sometimes assumes
/
:-. a large value up to as much. as 74 percent. For example,
f landing 1“, ().sicond, ~z = 428 kg (52 percent)i
/ ‘Y =
4,436 kg (74 percent).
. .
As an illustration of what has been said above on the
simultaneous action of the different’ types of loads, there
. is presented in figure 12 a time history of the forces act-
t,
ing on the landing gear in the XY and ZY planes. As
may be seen from the figure, the airplane first rested on
the wheel and ran ~ few seconds under the action of ‘a f“or-
ward thrust, the tail WP,S then let down, the direqti,bn of
the force being the usual one for a 3-point l,anding, and
then the landing gear again experienced a force in the
horizontal direction. During the entire landing and land-
ing run there mere side loads acting mostly in the direc-
tion from wheel toward the axis of symmetry of the airplane.

.2. Landing Gear of Airplane No. 2

A. The arran~ement
———.-——..———-_——n— of this landing..gear
_______________________ iS_S~QUQ–Q
fimzre 13.
——a..-.————

.B. Computed. data.- The extensometers were placed on

all the fuselage struts of one-half the landing gear. For
this landing gear we shall analyze only the PY and Px
components. The results are.presented partialiy in table
IV and figures 14-17, a..nd~,re given fully in appendix 2.

. .
10 N. A..C.A. Technical Memorandum No. 821

TABLE IV
.
-—--—. Landing
— __________ 1, Airnlane No. ——.————
2 ._ _________
-—.. _—.— -,____

—__—. ————— __
:G:::Ei!l?-~$y: f’’:;’;’’’”;:
———_—— ~_=–— Landing . _..
——————— 2 L_____
Air-olane No. .-
>_._— ____ —2_ ——— —_- .——--———— ———
s *,
● -1225 -798 ~2~7~ ‘ -1050 Impact no. 6; t=3.5
—_——————— ———_— —_—
Sx ..
● +216 -615 1 - -399 +399
sly . . . -1C50 - -1050 +885
——————— —__—- _______ ____ —— _______ —————————— 1
A———————_——
+794.

r
s ●.* -34310 +1050 +1445 Impact ne. 18; t=9.6
——__— ——_— ———————
Sx ..* +604 +707 +911 ~i~
_—q
-2543 - ~+2480]

I
‘Y ““9 1 ~“ ~ 1 I
s
-–~::-[m~a’--=~~=- ‘--:=:- ,;~~:ii-
:Q%:i: .-——— .~~~-~~:~:~
—.-———— —————— -——-
Sx ●*’ +647 -262 - .- +385 ml
Sy ,., “~11-31”54 ‘-
—————_ —— ____ __l—_l–-_:____ [1:
i___:––_____-:::::__ ––––––-–2––––
Take-cff 1, Airplane No. 2
—..—____ _____ ______ _ ~_ ———_— —r———-.———— ———----
s ●,* r- 735 F -920 1970 I 2363 Impact no. 11; t=5.7
—————————— ———_—————_
Sx ..* 130 I -71s 1 - -588
- m
~3q
—.—
‘Y ““”’ -630
___––––L-–_––_ 1 –_:___l__:___l ___l__ –_––:!::–– 1 –“._–_____–
c ——>
_: Di~c’~ssion of result s.- The maximum
__ .-— ______________ value of the
v~rticai load factor Was obtained for landing no. ‘2, im-
pa.ct no. 20. The value is
2659 —___
——— ———_ = 2*O5
7 Ymax = 1330 co~ 120 (computed value about “6)
.
Hera the value 1,3%L kilograms denotes the pressure on the
wheel of the air~lane at rest, and 12° is the ground an-
gle of the airplane.

The maximum value of TX is obtained for flight 1,

impact no. 11:

588
l-lx = 0.464 (value computed according
max = ~~~z–;;;–~;;
—=—.- to norms is 3)
2

Here 2,995 kilograms is the weight of the airplane during

 ;/
I
j
N. A. C.A. ?Cechnical Memorandum No. ,821. 11
,:
;,
/4 the test and 32° is the ground angle of the airplane +20°
according to the norms.
&
,. .,... ,..
fj Table V gives the factors of safety for the various
:] landing-gear struts.
1gq
-.
TABLE V
_______________ .——————————————— .-———————-— -
.P x’ P
Member tom-Q
———
computed experimental f
‘P exp
.-——.— —— —————————— ——. maximum
. ——-———- -————- -— .———-—————-—
1-2” -“ii,ooo -3,680 2,99

1-3 -5,000 -1,182 4.23

2-4

21-4 -2,930 -2,235 1.31

— ——————. (1?)
————_—____—___ 9
. .——————————————. .——- ——————————
D. Discussion of the different tYpES_Q~_~.E~~~g_QQ
landing
--———— gear no. 2.

(a) Case E: At the value Py = 2,659 kg the di -

maX
rection of the horizontal component Px agrees with the
standard (landing 2, impact 20). The angle the force makes
with the vertical plane is

~ = arc tan~-~~ . ~“ 15? (12° according to norms)

This angle has a larger value at somewhat smaller values

of Thus , for the same second landing, i~pact no. 18,
‘Y “

B . arc ‘an _9.LL

~480 ~ 2-JO
(i.e., even exceeds the norms
somewhat)

(b) CaseAt.the G:instant when Px has its maximum

in the forward direction equal to 588 kilograms, the”re is
a vertical component P = 531 kg. Thus , the angle the di-
Y
rection of pG makes with the XZ plane will,be

$ =arc tan ~~ = ’42°

while, according to the norms, it is 200 + 12° = 32°.

Thus , the actual direction of the force PG is near that

.,_ ———— _ _
 of the norms, “although ‘for”~ %bmewhat s~a~ler forward
force. On figure 18 is shown graphically the time history
of the force acting on the wheel in the plane XY during
flight 1. ,,,’

V. SUMKARY OF RESUiJTS AND CONCLUSIONS

In tables VI and VII are brought together the results

ol?tained in section 4 on both landing gears. The first
table (table VI) gives the comparison of the values of the
“maximuin appliedll loads assumed by the norms (i.e. , the
maximum “break-down loads divided by the safety factor 105)
with the maximum loads obtained in the tests, and there is
also given the ratio ketmeen them for each of the landing-
gear members. In the second. table (table VII) are brought
together the results of the investigation on the simulta-
neous action of the different standardized types of land-
ing impact as obtained for landing gear. no. 1.
. .
TABLE VI
-.___r____–_ ——_________ ,_–––––. .———— y————-—p——_—-T_——_– _____
~Pnd-
, i~aximu~
.— computed

‘Comp
Maximum experimental~ viem~er
i:Ig t---
~ ‘“
gear
I Ty ~
1
3 ——2 -8,320; -6,004 1.39 Pneumatic-oleo
3.,24 0.356
shock aosorber
i 900 oy 200 air
*5;?,ob~ :;’;$ 1’.4 wheels, split

1’ ax’e

“4--- ~:**L----
13,4001 -1,608

2
2 Q---
2.Q5 0.464
11,000 -3,68C 2.59 Rubber disk
shock absorber
-5,000 -1,182 4.23 900 by 200 air .
I wheels, con-
I -~,930 _2 ,23~ ~ .31 tiriuous axle

‘..,,
 N.A.C.A. Technical Memorandum””No. 821 13

TABLE VII
,> .,.——
Landink Gear No.’-’l . .. .
,..

Percent of maximum ‘ercent of maximum

test value (1) value according
Land ing to norms (2) Notes
—— —.
Py P= Pz Py Px X’z
—. .-—-
2 landing, 100 100, X2.5 .08 18 6.5 (1) Maximumvalues
4 sec~nds from test:
Py = 6,004kg
3 landing, $36.5 100. 35 93.5 18 18.3 Px = 634 kg
12 seconds Pz = 815 kg

2 landing, 6.’5 42 100 7 7.5 52 (2) Maximum valuefi

6 seconds according to
norms :
1 landing, 74.0 52 Elo 27 e320/1.5=5550
‘Y =
O second Px = 5350/1.5=3560
1 landing, , ‘71.3 57.3 77 30 Pz = 2340/1.5=1560
1.5 seconds’
——— —.. _—.————-.——— . -———.- ———— —--—— —--——— -.——— .—.————————————————
From an examination Of tab~es VI and VII, as well as the
Freceding data, the icllowing conclusions may be derived:

7 Case E (vertical impact): .

A 3-noint landing may ac-
tual.i~”ta~{e place as assumed, such that the conventional di-
rection of the force (normal to the ground in the static po-
sition of the airplane) is maintained throughout. As far as
the rfia.gnitude of the force is concerned, it should be o?l-
served that, in generr.1, it a.grees ’well with the assumed
norms, although a case occurred for which the computed force
was exceeded (VY = %.24 instead of 3), and this in our
opinion may be expl?.ined not by any defect in the shock al)-
sorber but ky a cert,?.in disagreement between the computed
and actual forces. This condition may be corrected only by
incre~.sing the factor of safety from 1.5 to 1.6-1.8, i.e.,
causing this factor to appreach more nearly’ the value custe-
mary for structures operating uncl.er bending stresses. .

2. Case G (horizontal impact): Actually occurs as far

as the direction of the force ‘is concerned, but the force
is by far not as great as that assumed in the norms (instead
 14 N.A.C,A. Technical Memorandum No. 821

of the nssurned load fnctor ‘S— = 2, the maximum obtained

1.5
WO.S 0.464),

In the c~.se of lnnd.iilq gear no., 1, there was a striking

difference between the commuted p.nd r.ctual force obtained
for the rear strut (1,608 instead of 12,000 to 13,000), in
spite of the fact that the landings were sudden with the
v,:.rtical loa,d attainin~ its maximum. It should be borne
in mind-, of course, that the landings mere made on a good
landiii~ field, but still it iS clear that the load factor
for this case may be lowered. The design standards of oth-
er couztries do not give such a l.ar.ge value fcr the hori–
zontal force as iio our standards, their value being about
one-third. ~,s lar~e but with the vertical component being
lprger 2.s >, rule. A sufficiently cautious figure for the
load factor would be 11~ = 2. However, in actdition to this
simple case G, the additional case of the simultaneous
~cti~n of ty-pes X ?.nd G must be considered. It would be
~,ost expedient to as.,-ume the force in the XY plane, ap-
~lied at the center of gravity of the air-olane. For the
usual ground. angle of about 12° to 14° we-then Pbtain, for
La ‘ft~ypica11’ value 73 = 5, the value ~G = 5 sin (12°-140)
-_
= 1.

{3. Case 3’ (side impact): Does not take place as as-

sumed in the design standards as there is a].ways the ac-
companyir.~ r,ction of case E. The lead fe.ctor of our stand-
:?.rds l-b?= ~~:::~g~ ,a~pears to be a safe vnlue ~.nd this is
-, crnfirmed bcth by experiment ?~nd by comparison with the
foroi,qfi sta::dards where the v~.lue of TIF varies between
O*S ci;d 1. The several failures of the landing gear in
landii]~q in a side wind tklat h~ve occurred recently are ex-
plained. for the ~,ost Dart 3y the simultaneous action of a
co:~sideratle vertical” component which, as a rule, is very
ul>f’avoretile to t~ls structllre ~.Vith the preseilt-day “split-
?.xle ty~e of landing gezr. For the above reason we pro-
pose that the “pure” case .F be e~tirely removed as a sepa-
rate case in the tesign rules an~l.he considered only in
connection with case E acting simultaneously, the load
factor l-1~ ‘oein< defined by the t~receding $ormula. As
far as VX is concerned, for this new mixed case, our
test did. not {give any coincidence in the maxima of the ver-
tical a:ld side components. The worst condition occurred
for a value = 75 >ercent of when Pz = 60 per-
‘Y ‘Y m ax
cent of P . In the light of the recent accidents,
‘max
 N*A.C.Ai Technical Memorandum No. 821 15

~,
:~
however, and taking into account the peculiarities of mod-
$.
? ern chassis design (split-axle type), we should assume a
.l complete Combination (1OO percent) of cases E and.? as cor-
g rect.
;:/ The introduction of this new case removes the ne-
!.! cessity of any special consideration of landings in a side
:/ wind,
1
i!
,,,
“<
{
$+ Translation by S. Reiss,
‘3
,, Nation,al Advisory Committee
for Aeronautics.

\
 —

w]
A-2x I 16

s . . . . . -1435 —1645 +13* -t ~O.W*= 14.6 me.

I –21>9
I ,-3’ 0-3 1-4 Im6mc.t10. 1: t= O #me.
s. . ..- 0 0 +1VZ7 +1OW I + 527 I
s, . . . . . —1291 —Itil + 773 —21n 2243
s . . . . . I -1946 —4102 +17447 :1*: T s,. . . . . — 623 +M4
s=. . . . . o o +1 418 +1418~ s. ..., —21s3
s. . . . . . – 1751 –3690 +lC.25 —4436 Far 45C9 r F * -*’
;:
s.. . . . .
s,. . . . . - 848 + 1788 0 + 940 + 42a

m
— s,. .,..; – 1935 .1103 +1M4 -1959 -1959 2192
+20273 Immct Yo. 2: t=1.5 O*C,

-4274
s. . . . . — 1845 —42MI s. . . ... . – 937 + 5* o - 401 – 182
s. . . . . . 0 0 +1646 + 1646

1=1
s. . . . . —1947 -1536
s,. . . . . —1EJ31 — 3780 +1 167 I* 4372 s,. . . . . 0 0 +1310
s,. . . . . — 244 +1 831 0 + 1027 + 467
.. . . . . — 1752 —1384 + 928
s .... -.3585 —3481 + 1608 Immct
20. 3: t= 3.5 S*C. s, . . . . . - 848
... . . . . . 0 0 +1 310 +1 310 m s. . . . . -2520 – 1743 +13= Zqmct s .a.zl:t=1 6.9mm~
s,. . . . . –3226 —3133 + 928 – 5431 w 5468 o
s.. . . . . 0 +12QI —+%90 + 527
s.. . . . . -1563 +1518 0 — 45 – 24

+
.. . . . . —2324 —1%9 + 773 —31M7 –3102 3149
s. . . . . – 3075 — 1947 + 936 hpct h. 4:”t= 4.? sac, s,. ...! —1116 + 7m o —333 – 162
—
s,. . . . . 0 0 + 762 + 762 369 7.5
.-e.
I
s. . . . . —1230 —2151 m I-et Y O.=,:t= 1
s,. . . . . – 2767 -1752 + 541 – 3978 – 3978 4013 0
s,. . . . . 0 +2134 +2184 +1036
s. . . . . . - 13!1 + .548 0 — 493 — ’224 s.. . . . . -1107 —1936 +1 549 -1494 –1495 1839
s. . . . . — 2560 —1334 +1 876 Imct 10. 6: t = 6 mcc. s.. . . . . – 536 + 937 0 + 401 + 182
3. . . . . . 0 o +1524 s. . . . . — 1025 -1025 +1 472 Impmct Xo.23:t = 17.9
tOC.
s,..:.. —2244 -1201 +1 034 n I 2: ti s, . . . . . o 0 +122.0 +1 200
s.. . . . . –1 1)6 + 5M n —53s \ – 243 I s,. . . . .
+ 530

I~ct No, 6;t=6.7SEC

– 9?2 — 922 + 8!4 – W4 -W, I 1155
s. . . . . —2150 -1127 +1 876 S,. . . ..l -447,1 +4471 o I o I 0 I
—
s.. . . . . o 0 + 1529 +15’29 [ + 740 I
s,. . . . . — 1935 —1 014 + 1084 – 18b5 –1865 1 2017
s,. . . . . — 937 + 491 0 — 446 — 203
14 ,* Xo. , Airplum MO. 1
I
.2 ..,.. – 1947 — !538 + 1204 mpct MO. 7; t = 7.35 S.c
0—3 0–3 1-4 I Zqwt h. I,t=o ..=.”l
s’. . . . . 0 0 + 9s1
s,. . . . .
s,. . . . .
— 1752
— 848
—1 38&
+ 670
+ ,695
0
Q
— 1721–811
I = I 2488 s. . . . .
s.. . . . .
– 1435
o
— 1735
0
-804
– 656 -
S656 ~
— 318
KX I P
I
s. . . . . – 1640 — 1947 + 668 ImLmct Yo. a: t= 8 #*c.. s,, . . . . — 1292 – 1562 –466 I –3320 I –3320 ( 3336 I
s.. . . . . 0 0 + 544 s,. . . . . — 625 + 757 0 /+,421 65 I
s,. . . . . – 1476 — 1752 + 336 :22 I _2i I ,35,
s. . . . . — 1435 —1 435 —t68 _ *et h.z; t= 1.73 sac.
s,. ..-. — 715 + 848 0

I -2970
+ 1331 +611___

+
s,. . . . . 0 0 – 545 – 545 I – 264 I
[mpct Ie. 9;t=6.5S*C. s“.
I
s. . . . . –1314 -2050 + 668 . . . . —Imz –Inz – 186 — 2970 2982 1
s.. . . . . 0 0 + 544 + 544 263 s:. . . . . – 625 + 625 0 0 0
s,. . . . .
s,. . . . .

. .....
– 1201
— 582

— 1640
– 1845
+ 894

— 1947
+3s4

+
o

648
– 2680
+
Iqact
312 I – 2680
+ 141
2i0, 10; t= o
2697

● c.
s.,
s{
.....
. .

s, . . . . .
—1538

– 1334
0
—15$4
0
— 1431
– 53b
— 437
– 309
Iqect

—
–3124
437
2.52
20.3:t=

– 212
—3124
#OC.

3 {31
~
s,. . . . . 0 + 544 + 544 + 263 s,..,.. — 670 + 693 o + ’23 + 11
s,,
..... -1476 — 1752 + 386 —2842 –2842 2854
s. . . . . – 2563 – 3075 —1t4W _ -C t 20.4:t=
_ 3.7 ,*C.
s,. . . . . — 715 + 848 0 +1331+61 ——

+
s=. . . . . 0 0 – 1310 I–131OI _
_ i– 624,
s .... — 1538 -2255 +1 204 Impct h. 11;~–
–10See, s,. . . . . – 2307 — 27b8 — 929 FF3uil – 6004 6038
s,. . . . . o 0 + 981 + 98! 475 s,. . . . . –1117 + 1341 0 + 224 + 102
s“. . . . .
s:. . . . .

s. . . . .
-1334
— 67o

–25tJ
—2030
+ 983

—3 172
+

+132s
b95
0
–2719
+
bpsct
313
MO.22:t=
I – 2719
+ 142
10.5 &
2764
s. . . . .
s=. . . . .
s,. . . . .
– 2040
o
—1 843
+2 050

+1 845
0
— 668
–545
— 3s7
Zq,sct

3:%1
No.5; t= 5,3
s*C.
954
I—
4386
s., . . . . o 0 +1020 +1090 I + 527 I s,. . . . . — 893 – 894 -0 ]-lm,l~l
s, . . . . . –2344 –2855
+1333
+ 713
0
—4326 4419
s. . . . . – 2050 +1 435 +~ _et Mo.6:t= 6:15
SO=
s,. . . . . —1 116 + 267 +
122 I
+655 + 655
I +317 I
+6s6
s,. . . . . 0 0
s. .,.. —2050 –2334 +1 ml E#act 11.15
10.13; t=*CC s,, . . . . – 1845 +1291 +465 /-90 l-%2 l7Ml
+1418 “o I-15231 -69, ]
I I
s=. . . . . o 0 + 1418 s: . . . . . — 294 — 62b
s,. . . . . — 1045 —2119 +1005 –2959 — 2959 3033 ZDpct 2i0.7; t: 6.66 me.
s. . . . . -2255 — 1538 + 936
s, . . . . . — 094 +1 026 0 + 132 + 60
s.. . . . . 0 0 + 763 +7&31+3701
s. . . . . – 1345 — 2050 +1740 :-t 20.14: t=17..75s*C s,, . . . . -2024 –1384 +541 I –2873 I -2873 I 2W2 I
s=. . . . . o 0 +1412 +1 418 .+ 624 s: . . . . . — 923 + 671 , [-3121-1421 ,.
s,. . . . .
s,. . . . .

s. . . . .
–1661
- 82.5

– 1435
—1845
+ 894

—1536
+1!335

+
o

9?6
— 2501
+90 I
:-et10.15:t= 22.45
–2501
+ 41 I 2594

—
C*C
s, . . . .
s. . . . . .
s.. . . . .
– 2665
0
–2343
–1523
0
—134
+,474
+12721
I *t
+1 201
w3.
ntt=22.15
+
s9iz-
581

s=. . . . . o o + 762 +7621 +369[ s.. . . . . —1 162 + 671

s. . . . . . —1291 -1334 -2134
I 0-3
+ 541 —2134 2163 0–3 ,1 ~ zt k:!., ::
s.. . . . . -623 + 670 D +.45 +20 —
s. . . . . — 1435 —153 + 1072 xt lo.16:t= 13.ZS a= s . . . . . — 2563 “-205’3 +12A0 KS P
-
s,. . . . . o o + 874 + 874 +4231 s. . . . . . 0 0 +10?1 +10?1 + 528

s,. . . . . –1391 —1334 + 619 — 2056 —20% 2039 s,. . . . . –2247 —1 845 774 -3378—3378 342a
s... . . . . - 325 + 670 0 + 45 +2U I
s.. . . . . .–1117 -!-695 0 — 223 — 101
—
s. ..,, –1640 –2563 1876 bpact Y 0.17:t= 13.9 p*c. s. . . . . –718 –313
_* XCt Mo.lo:t=
10.4..C.
s.. . . . . 0 0 +15n +1522 + 740 s=. . . . . 0 0 – 437 — 437 I — 211 “l—

I I
s,. . . . . — 1476 —2337 +1024 –2b99 –:699 2204 s,. . . . . - m7 -462 —310 —1419 —1419 1425
s.. . . . . — 715 +1 116 o + 401 + 182 s.. . . . . -313 + 224 0 — 89 –.40
 mA.c

I ‘-’k
S . . ...-1742
s.. . . . .
s, . . . . .
“I i –1336
I “?
-1=3
I ::
-310
ll%%;%”’i~
-am –3a2
‘=-i1’
32W

. . . . . . –lm –2235 —1s 1 = ~ . . . . . - ‘is6 + 670 0 –35-30

s. . . . . . .0 0 –w. -W2 – 475 —1S6 - 6X ‘Z=P2d

k__ x0.7; t=6x6 “c.
s . . . . . -llm
s,. . . . . -1107 –2032 –w -i –3s33 – 3133 3 W7
.. . . . . . 0 0 -536 – 5* -m
s, . . . . . –% +933! o l+447\ +2031
s, . . . . . -1OI5 —136t -267 –2763 –2726 *77q

s . . . . . —1230
Ixt No. 2: t- s 6*.2. s
—. . . . . .
— 492 + *7O o + 17s + 78

s“. . . . . . 0 -3YI:’:1-8741-4Z, s. ..,.. -1336 –2656 -m! Itit mo.8: t-8 .s6 “c.
s. . . . . . –Ilol 2%1 - h -4494 – 4 w+ 457.! 0 -655 – 655 — 317
.. . . . . 0
s. . . . . . – 536 + 1341 0’ + ms –244 I s, . . . . . . —1263 -1345 -455 –36m –3* 370!
–2Ma _ ~, *i ?.. s; t= S.s”e s, . . . . . — 670 + 843 0 +2U + 101
s. . . . . —1OI5
s. . . . . . 0 o — 655 — 6551 –3171—
–23Y -335 -36W –3600 3720
... . . . -~
s. . . . . . – 447 +1118 0 + 67! I - 35 I
_~ bput 10. 4: t=4.72”e,
. . . . . . -1230 –’2%0 .~zz m3.8.ti?632ma SO.1
o — 437 – 437 – 211
s.. .. . . . o
–2245 —310 –3722 –3722 3746
-
s, . . . . . –1 107
+1 118 0 + 232 + 310
I ,-3’ 0-3 1-4 I -t ,0..1,,-0 .,*.
s.. . . . . –% —
s . . . . . – 3075 –am –az Impc t h. 5:t-rh-n..c, s. . . . . —2’32 -Itm +!32 x 67 ~
s. . . . . . 0 o ’724 + 764 + 370
s. . . . . . 0 0 —21# – 21# - 105 I
s, . . . . . -2027 —14% + 44s -30M –3056 3C63
s, . . . . . -2767 —2 767 —155 –5569” –5t69 5693
.. . . . . — 962 + 715 0“ — 231 – In
s, . . . . . —13t1 +i.wl o 0 0

_5,x
met
— . . . . . . –tiao –2053 -404 -t lo.z:t=o.n
—— ..=,

I
s. . . . . —1 127 —2C50 ;a. 6&6.42 ●o ~.. . . ..o 0 -3A - 329 ]-1591
——

-J&EC
-:
s. . . . . . 0 0 –437 – 435-2111 s,. . . ..- 1107 -1245
— 1847 –311 –3172 —3172 3163 s, . . ...-5a +613 b
%. . . . . –*914 --L
.. . . . . . – 492 +394 0 + 402 I + 163 I hpct m.s;t= 1.1480C.
s.. :... –33?/ –2050 -w
s. . . . . -lln –205o +1X5 zmpct no. ?:t-7.3n*c. s, . . . . . o 0 -m ,— aml-lsl
s.. . . . . 0 o i- 932 +9821+4751 s, . . . . . –1334 — 1245 -735 I –3333
I -3433 I 3M7
s,. . . . . -1014 —1847 I + 692 I -2,69 I —2,69 I zn .s,. . . . . — 671 +Wt 0/+2231+101(
s.. . . . . — 492 + 694 0 [+4021+1831 . . . . . . -1 435 –20% – 223 _ -t
k.~t=l.n.~.
s. . . . . –12!0 +1 640 —13?2 IGt la’.8;t=6.80imo. s.. . . . . o 0 -219 – 219 — IM
s’ . . . . . 0 o –low —low – 527 s, . . . . . –12?1 –1635 -155 –3292 –32?2 32%
s, . . . . . -1105 + 1475 774 – 404 – 404 8,3 s, . . . . . —623 +395 +2M + 122
-—.
s, . . . . . —224 — 114 0 -12W – w Iqct 10.5;t = 2.69,*C.
.s ...,. —25YI –3%2 +im
. . . . . . — 1846 +5i2 –13?8 —— Impmct
10.9; t=9.3 .*C. s= . . . . . o 0 + 532 “+9S21 +4761
s= . . . . . 0 0 –lCW –1050 I – 527 I s. . . . . . –2W –3224
s, . . . . . —IM2 s, . . . . . –1 116 +1%2 + ~ I :4: I i’: I 435’
. . . . . . – 305 :l-w:lnl’w’ s. . . . . –20s2 – 3075 +tzm I-t 10.6: t=iL 86SUS.

. . . . . . —3075 –20S4 – t49 _ JWct

.IO.1O:*=1Ome. s=. . . . . 0 0 +1 310 +1 310 +. 631
s,, . . . . o o – 545 – 54= – 264 s, . . . . . – 1845 -2W +. 9a –3234 –3534 373s
s, . .. . . . –2115 —18% —m –5013 -5013 5024 s,. ..-. — ~~ +1 341 0 + 442 + at
.. . . . . . — , 340 + 893 0 – 447 – m
-3W 1-t 1.. ?;t.3 .57**C.
s. . . . . -1230 —2524
s, . . . . -2150 -3385 —lW _ Iqmct
10.ll:t=10.6 S*C<
s.. . . . . o o – 3n – 329 – 159
s,. . . . . o 0 –Iwo –1050 I – 527 I
s, . . . . . —1107 –2* -234 –33t5 –3645 3m
s,. . . . . – 1935 –30!5 —773 I –57i3 I –57s3 I 5782
s. . . . . . ,- 536 +1116 0,+362 +%
s,. . . . . —937 +1 478 0 1+541 ]+ 2411
1
s. . . . .
s. . . . . .
-1340
o
— 3075
0
—16M
–1310
I-51L3
I5%
I ,2:
hpc$
–1310
Io.12:t=12 sec.
. ..... –>025 –2W –M
1~.tle.
8;
*=4.28
–3s – 327 157
- sac.
—
I
s, . . . . . —ltsn s. . . . . . 0 0
— 2775 – 9?3
s, . . . . . – n5 +13+! 0] +6751+2%51 .. . . . . —~ –22!4 – 234 – 3310 –3370 3323
—
_5x WC% 10. 13;t=13.489c. s, . . . . . – 447 + 1072 0 + 623 + 2s5
s. . . . .
s, . . . . .
s, . . . . .
-2.15

– 5s5
o
–1533
0 —437 l-- — 437 I - 212 I
I ‘-*
o–3
J
,-+ I ,J,..9:t.4!a5s.c.
s. . . . . . -242
s. . . . . –Im -25M – 404 1 K -.x_
‘hko-afr h. 1, azrmlmna 10.1 s, . . . . . 0 0 –m
——
- 329 – !59
s. . . . . . —m –2s$4 –2)6 –3tM -36M 3471
I 0-3’ I 0-3 [ 1-4 -t +Z491+wl

mi:
m. l:t.o ,..s. s, . . . . . — 3t7 +1 ilb 01

s . . . . . –512 –1M5
$. . ...0 ,0
s, . . . . . – 361 -422 :: IEFFE

*~....
&. . . ..- Z2t + 447 o I+zul+loll
-__L . —.-— —

. ..... I-t h.ll:t=5.72sW.

‘:
-1C03 —2* —444
s=. . . . . 0 0 –m —3 q-159
s, . . . . . —?23 —2*4 –224 —3430 i –34ta I 3m
s. . . . . . - 447 +1 116 OI+631+3MI
–1t30 –20s0 –m . . . . . . -1C4 –2X4 –* .I-t Xo.n:t -7 me.
,- ... s=-. .-. . “-0 -0 z 3JS s.. . .’. 0 0 -437 – .4371 -?III
s, . . . . . –1477 —1647 – 43s s, . . . . . —1232 —32s4 —311 – 3“637 – 3637 3430
s, . . . . . – 714 +633 o s, . . . . . –5?2 +11t6 + 524 + 2B

s. . . . . —20!0 –3075 -9* . . . . . . —IU35 –2* Iqiet Mo.13:t-6. 6SMC.

s, . . . . . 0 0 — 752 9, . . . . . 0 0
“1”
s, . . . . . —1 347 —2770 —541 s,. . . . . —m —2304 –3= –3236 37.37
s, . . . . . - 233 _+:_?43 o s. . . . . . — 447 +1716 +629 +?n
—
‘“ --_..!_ L_-J_

I12;
I:,;;i,~
s. . . . . —164s —2255 —1X5 s. ..,. —1055 —1536 —1072 ,et k.l*t-lo.3”0..

.. . . . . . 0 0 - m! s. . . ..- 0 0 – m
s, . . . . . -16M —am — *7 -4?47 —4?37 4413 s, . . . . . —922 —Iw –a
s, . . . . . —tot + W o + 111 + 81 I 5. . . . . . - ttl + $18 ● 1+2311+1031
 X.A.C.A. ?.chnicr.lMamr@adm 10. 821 18

fbk-af< 10.3.Ah-plus 10.1 A3fpmdix 2

mble of forum in mtruts of l=diw cum XO.2 mid tbir
Cewmmmts in tln x lad T d21wcti022.
I “-y 0-3 [ ‘-4 [ IqmctIo.l:t - om*c.

lb++
~ 10. 1

s. . . . .
s=. . . .
—12?4
o
—1336
o I
–M
– 437 —
x
437 — 1--1-1
lE———i—
—
Ks
211
P
~“1’”4’-z
s,. . . . . —11!21 —133+
‘? i ;*R \ ~ZEW Zm
s ... .. — 735 +783 -1132 + ,445 I>ct
- Y.+l; t-l.8

I
s,. . . . . —535 + 610 61 s,. . . . . lW + 616 - – 746 746
s, . . . . . —363 - - -. ..- 630 531
s ..... –1232 — 1845 +536 I,3mct Xo.2:t-l.86sec.
s=. . . . .
s. . . . . .
o
– 147b
0 + 437
–3!0
+
12:,
43q +
;2:
211
I 223d
s. . . . . —lWJ + 6s —164a _,q15 4&t

-857 lo.2:t=y8

I
- ~*QJ s,, . . . . 345 +512 – – 857
s. . . . . . –335 +8(6 o s,. . . . . — 168! — — — —15s1 1423
—
s, . . . . –123 –lMO + Zbs Imrat Ho.3: t=3.2$hC. q~ Iqact xO.3:t=3.2
s. . . . . —1235 — 636 – 1970 –
s. ..:... o o +21.9 +Zla+lwl s= . . . . . 216 – 512 – — –2%
s. . . . . . – 1107 -1475 +155 -24n -2421 2431 –1030 – — —
s.. . . . . 77 —16?4
s, . . . . .
—
s. . . . .
-
—
—223s
536 +

– 3075
716.

+633
0
I-t
+ WI
s.. . ..1-1<5 j
RO.4:t=4.43naC.
s,. . . . .
+

216
92
+W
M8
i +Iow
–
i -low i-et A-3.8
–1 524 – 524
s.. . . . . 0, 0 +655 +6551+3171 s,. . . . . -1054 — — — — 1050 .s87
I

I
.. . . . . . –2&24 — 2f67 + 465 —4331 -4?31 4347
s,, . . . . -m +134U 0 + 353 +143, s ..... -2203 +5% – 1315 – 6* ~ct h. 5:t=4.6
s,..”... 392 + 411 –
s. . . . . — 1743 — 1946 + 404 Iqut h.5:t=6.72soc.
s, . . . . . – J915 — -]: -191591 ,1

I -3089
s= . . . . . o 0 + 329 +32s 1+1591

I
s, ...,. -1510 — 1753 +224 -3089 3293 s. . . . . –1225 .+ 394 — 1445 _, ,82 lwct No.6:t=5. 1
s. . . . . . - 759 - 348 0 + 89 + 41 s=...,. 2!6 338 – — 524 — 524
—
s, . . . . . — 1050 — — — 827

+526
“T – 1050

+ — I

I+
s . . . . . —1334 – 2560 + 2+8 Iqct RO.6: t=8.15aec.

. .....
I I I
s. . . . . . 0 o +218 + 218 105 – 980 394 — 525 [I-t lo.7:t=6~
s, . . . . . –Im –23.M +149 – 3351 -3351 3361 s. . . . . 173 .938 — — 481 I — 481
s, . . . . . – 581 +1117 I 0 I+ W] +2441 s,. . .. i-m
I_- I - l-’~l E
, I Impct 16.a.7:t=U3 .. . .

-1.946
;.390
2 Ow
5 . . . . . “ l— s. . . . . – 1750 -920 + 920 + 1445 I-et ~0.6:t-7.1
s= . . . . . o 0 0 0

1-1
s,. . . . . 348 -718 – – 410 410
s, . . . . . 0 –1S46 O —1246
s, . . . . – 1502 – 1502 1268
#— -T
s. . . . . . 0 +3930 I + 893 + 407
—
—
s. . . . . —2940 -394 –1530 _13,5
—
Iqct 330.9:t=7.7
–
I
~-off 330.4; airPlane h. 1 s. . . . . . 517 -308 - 2W 209
s,. . . . . –2583 – — — –2520 2!21

I 0-3 0-3 I ‘-4 I

Iwct RO.l;t-O,ec.
—
s. . . . . —1 715 -788 –1315
—
_21m
—
I~ct 10.10: t=~l

I
s,. . . . . 362 —616 – 314 314
s. . . . . — 1025 –t291 0 x KX P s.. . . . . -1410 — — — —1 410 1241
s. . . . . . 0 o 0 0 0 — —
s, . . . . . – 923 —1 107 0 –20s3 -2030 2031 s. .,.. –2454 ‘
I–1 1821 + 1580 – ~m I8pct nO.ll:t=8.6
s, . . . . . — 447 + 536 0 + 89 + 40 s,. . . . . 431 — 932 – — 492 492
.
s,. . . . . –21W — — — –Zlm 1772
s. . . . . —153s -1435 – 268 Iquc t 2i0.2;
t=l.57.ec.
—
s. . . . . . 0 0 —278 – 218 ‘- 105 —’
,_ 2/35,Impact Yo. 12; t=9.1
s. . . . . –2940 + 5% +1315 _
s, . . . . . —1383 —1290 —155 -2838 -2828 28?lI s,, . . . . 517 411 — — 928 – 928
s. . . . . . — 670 + 625 0 — 45 -s0 s,. . . . . – 2520 — — – 2520 2121
—
s. . . . . — 1435 — 1946 — 404 17qNct 25.a.3;
t.2.15sec.
s ..... — ZQ40 - 788 —1315 _1050 Imet nO.13:t=9.7
s, . . . . . 0 0 — 324 – 3B
- 159 s’ . . . . . 517 - 616 — – 99 49
s, . . . . . –1290 —17$3 – 234 — 3274 -3274 }- 3279 s*. . . . . –2520 — —
, — –2530 2121
s, . . . . . — 625 + 048 0 +223 + 101 —
.—
s. . . . . -1715 - l.an +14i5 _2nIp_t Iy=;;l
s. . . . . -1640 —1 13’3 —134 t=4
sec.
IMPC t 10.4:
s=. . . . . M3 — 616 –
s= . . . . . o 0 -107 — 109 –33 S, . . . ..l -,470 I - I - I - /-1470/ 12:
$Y. . . . . -14s3 —1 016 -775 –3271 —3271 3273
s, . . . . . — 715 + 493 s . . . . . – 735 — 6% +m - ~ImPct lo.15; t=10.8
——
s. . . . . . 129 - 512 - — — 383 323
s..... -20!4
s,. . . . . —633 — — –03 531
$. . . . . . 0 —
r, . . . . . -1644
s, . . . . .
i - 345
ZE.i___ ::t ‘:: ::
ham m. a I
5 . . . . . -1025 – 1743 0 Imp8ct W. 6:t=7.15mc.
_. s. . . . . -2450 + 132 -1313 _, 3,5 kract
10.1: t=
.. . . . . o o 0 s. . . . . . + 431 + 1CL3 – –
;, . . . . . - 922 —1%9 o ;z~ ~ ;,~; i 2495 . .... -21W - —21m
$, . . . . . - 447 + 7b2 0
—. s . . . . .1 -735 I + 243 I -13!5 ] -1315 )
s . . . . . -12W –1333 – 670 Iqact h.7:t=&3 S*C.
s,. . . . . + 124 + as - - +334 –336
$=. . . . . o o .—546 – 5;6 – 2d4 s. . . . . . — 6?4 - — .. – 630 + 531

-., s, . . . . . -1116 –1?84 — 388 –2878 ! –2878 I z893 —

.s . . . . . —1’W ,+ 523 -1ss2 _2,~ Iqact XO.31 t=l.8
s, . . . . . - ‘5?4 +’ 670 0 +134/+61
s, . . . . . +340 + 410 –- —“ + 7s.3 — 730
s. . . . . —718 — 1743 —t34 I-t Xo.8:t=9.3 sec.
s, . . . . . —1630 - — — —1580 +1 415
s. . . . . . 0 0 — Iw I
—1C9, -53
s, . . . . . – 646 —1%s — 77 ;2~ i ~?~ ~ 2.205 s. . . . . –2225 + 788 +1%0 – ,@ Cqmt nO.4:t=2.4

s, . . . . – 313 + 720 0 s.. . . . . +35$ + 615 – - —+ 1003 —1023

. —
s,. . . . . –16Q3 - —1 m +1543
s. . . . . -923 — 1435 –42! Impwt
10.9; t-lo.86
_ s-c. I
s. .,... o o —329 — 339 — 159 s. . . . . -1223 +243 +1362 –, ~ x~ct xo.5:t-a, s

s, . . . . . – 3.3a —1%s3 -m — 2354 –2354 2%1 s, . . . . . + 216 +X5 – – I

s, . . . . . — 403 + 625 0 +’27.3 ~ 101 s, . . . . . —Ima - - l:,: ;:
 I.A.C.A. hchkd hram6m k. 221

+ff
M84img I*. 7. ““’1PI ”,,=I 1–!3 I 1–3 4-z
I*. 1

.=l’b
—
1-3
—
4-2
‘Tl”’b’ ‘s”.” . . . . :,470 ‘ _: 654 ~ *t 10.1:
G
s ..... -1232 - 7m —2335 _,~ I-t Xo.6:t-3.5 s.. . . . . 354 -W5 — 531-33
— —1’S0
s,. . . . . -
s,. . . . . + 276 -615 - —W)+* ——
s, . . . . . –16s4 — -1050 + 885 s. . . . . -5m -636
—
~ Iqct ~o.7:t=4 s...:.. 173 – 512
s . . . . . -2450 +m +1 315
– 144 –
s. . . . . . +. 431 +s05 - +436-M ‘*””.””
s. . . . . . -atm — -21m +1 770 S...,, —1470 - 7m
—
s . . . . . -1715 I -m -Iw +,3,5 1** 10.8: t-4a
-Im —
S. . . . ..+M3 -W3 - — - I - l-7~1+’~
s,. . . . . — 1470 I -,470 I +1s40

s ..... -1715 +636 -loXl, — 743

s,. . . . . + 332 +512 – — l?:;’% a :: ~’3 :-m
s,. . . . .
—
-t4m —1470 +1240 s ,., -2450 -m 1970 ,,= *et xo. s:t-a.s
431 133 I –
s ..... -1470 +m - 746 - 536 Iqt x*.lo:t-5.9 .3
.. . . . . –632
_ ! - I-mal+ug
133
s. . . . . . += +411 - —
1+3491-~9 1,s’”” ””” ‘“m .- ——
s. . . . . .! -1324 — - I -1X4 I +1022 .3, . . . . -24% -3,, 7?8 1054 Wet Yo,6:t-a.6
.s
.. . . . . 431 -303 — — — 1s.3 ‘+ 123
s. . . . . -24S +343 -939 + m kmt Yo.ll:t.a
—— —
l+6351_63b ,s, . . . . . -21m - –21a3 +1773 I
s. . . . . . + 431 +’m - I
s. . ...”.
—
–27m — - \ -2100 I +1770 s. . . . . -2X6 - U.6 1313 , ,,2 383ut
le.7; t-3.4

s. . . . . –1 7!5 –344 +4X + 1315 Ixt y0.12:t=

s’. . . . . W – 512 — — 1231+133
— 6.6
s. . . . . . + 302 - ?47 - —
——.
5+5
s, . . . . . – 1892 — - I - I -’m I +“95
s.. . . . . – 1470 — -1470 +1240 s. . . . . – 1715 – 656 2 la 1313 ~ct ~0.6:t 3.3
—
s ..... —1 715 -363 - 736 +1315 iv-t w0.13:t= 7.1 s, . . . . . 341 – 512 — – 210 + 210
— — 1470 ,– — — – 1470 I + 1240
s. . . . . . + 3Q2 –m - +97–97 ‘~””””” ! 1 ,.,

s,. . . . . -1470 — -1470 . +1240 1313 ,3,J mt 10.9: t-4.2

— tT– s. . . . . –w - 6%
— —
s. . . . . –27m -m +nd +, 3,5 Impct
330.14:t-7.5 s=. . . . . 173 -512 331+33s

s. . . . . . + 47s -mf - - j~=

s,. . . . . - 840 – - \ - I-8,0 {+,C6
%.. . . . \ -,3,6 — - I -23,6 \ +199
-—
s,, .,, _24CJ -739 1840 _,~~ bpctMo.10:t-6
s ..... –2940 –3s4 +1030 +, ~50 Im3mtYo.15;— Ik-&J s=. . . . . 431 -616 — 185 + 185
— 2103 I + 1772

iII::::::I:2:I+.-
s=. . . . . + 517 – 307 – + 210 –

—I –368
- ~
s.. . . . . – 2520 ,- — —2530 + 1970 2W5 Ixt h.ll:t=5.7
z~~
— . . —–.-1- I s.. . . . . 1.W -718 —

–370
s. . . . . –6n — 630 ~
–27m -263 + 766 +1445 imt y0.16:t-6.6 %. . . . .
s.. . . . . —

I
+ 475 – ZQs – + S70 T2b-off 350.2
—
s. . . . . . -2316 — –2316 +193a
— s. . . . . — 1470 -394 2103 .3,6 xt 10.l:t-o.a4
s ..... –2U0 -536 + 76! s.. . . . . Ss4 -X4 - - - 50 ~w
s. . . . . . + 517 – 411 - s,. . . . . -13m - ‘- — -lW +10$4
-2xt –25~ +2123
—s,. . . . . —. s. . . . . –171s —930 1315 – ,m 3a@m2t
_ Ie.z:t-l.l
s. . . . -36.?4 + 394 +1050 +1445 %%t ~O. V:t=9.6 s. . . . . 3m - 7it - . - s36 I + 316
s..,.. +mb + 3fJ7 – + 911 nz “s,. . . . . -1470 - — -1470 I +1242
s. . . . . – 2940 — — — –2940 ~
s. . . . -1470 – 749 7m - ~ wt lo.3:t-l.6
s.. . -24W — 6:6 +1 445 +,3,5 mt h,19; t-l@ s.. . . . . 236 –416 -
.. . . . . . + 431 – 512 - – 8! +. 8! s, . . . . . -Izw - .:1: I G
~v..... –21W — –21m I
+ 177d s. . . . . -1470 +.7n -m _144, 3qi24t Mo.4: t-,6.1
—
$.... m – 33! + 9B ~ I wsIwCt 16.20: t-lo.
7 s,. . . . . —m —616 - — – 874 + 174

— s, . . . . . -lm — ,- — -132m +1634

$.. . . . . + 647’ -tbf – +3d5 ~
s,.,... -3134 –315s ~ y, .,,, _2,~ ~et 10.6: t-a.
— — —14m + 734 -1315 ————
s. ..,. – 2430 + 1s3 + 9m +13151&t ~0.21:t-11.2 .7
.. . . . . ‘1
s. . . . . . + 431 +103 –
. . .. . %. . . ..]. -2100
— iLIE.b& :::::: :’:- G + + S!S
s. . . . . . 66 -344 – –Z3 .+233
s,. . . . . - 435 — — - 4Y> + 39

I
,,,,
.-- ..... ,,,.-,,-.,,,,, ,,, . .,..-,..-,.
---,, . . ,..,,, . - ... ..—-- .—-— —-...—-—.
—...
—.-.
 N.A.C.A. Technical Membi’andum No. 821 Figs.1,2

-->

Towards axis
<Flight direction
‘ +’ 0’ ‘Ym”ry
4
2

1 –--––.

,.,
/)+-y

\
/
./- ‘ ...
i\>y
5 \ .:x

“’..6
Q--+--->

/“’
I
)%
1’
—.~,1 -—
II
,, 6
>
+Z

,.. , , ,., ,.. 7...,/,. ., ,./“ ,,, //,

Side view. Front view.

..— — ..— — ..— -

~emb$r lengtlntcos cos 1~~
1 cm (lx)(ly)\{lz)
— ..— .——L.. ~_—-.__
980 ~.o .90 !-.436
I 0-3

0-3 980 ~.O ,90 ! .436

f
1-4 1352
-~.–~E:wvl:o._
Figure l.- Arrangement of landing~ear of ai~plane no. 1.
- ----- — -.—-..
-..—... — .-
@ ‘—:–-—~< ~- .
Hinge axis-’vi.”’- 1-
‘\ Extensometer

Figure 2.- Showing how extensometer

is placed on strut.

. .

h—.—..— —.,,.--..,—.
----
.— .——..
 N.A.C.A.Technical

(:g)
Memorandum No. 821.

; sac P kg.
Fig.3

II
4800 u -w
-..,,
0.6 -4345
4000 1.4 3,803
2.4 4175
4.47 4$13
3200 5.43 3269
6.58 2,799
2400

1600
-—.——____
I-T
_l”\
\Line of wheel pressure
8.34 2:701

1 in static position.
I
890 l---–--v—---7--
3246’ 8 t sec.
+?
Y
4800

4000

3200

2403

16W)

-—
800 t S(?c Px
‘Y ‘z —

T
—.—
0 0 265 ?695 101
G 246 8 t sec. 0.6 362 4325 -59
1.4 317 3789 -84
+px ––Opposite flight direction 2.4 364 5,158-205
500 4.47 4“75 4387 -87
5,43 211 3,262 40
:3’00 6.58 264 2,786-’78
8.34 317 3,686-101
lm

\ -
‘~p --T
owards plane of sym.
!z

-300 I---—-—ii--l------i
0246 8 t sec.

Fi&gure 3.- Time history of external force P on

wheel of airplane no. 1 (taize-offno. 1).
 N. A.C.A. Technical Memorandum No. 821 Fig.4
kg.
48Q0’
-P
4QO0 (3.71 3,194
~. ,,. ., ~;.
1.14 3,467
F 1.71 3,296
3200 1) n.
\. 2.29 4,859
7 2.86 3,735
2400 3.57 3,658
..— —— ,—— 4.28 3,386
~- 3,47?
160cJ~J . 4.85
{ “Line of wheel pressure 5.42 1.628
,800~ ,in s~atic positi~~. 5.71 3,477
7 3,850
02468 10 t sec
8.55 3,237
—10.3 2,958
L

4830

4030

32!30

2430
— ——
; sec. “Px Pz
1600 -.—
G .370 3,058 122
890 (3.71 +159 ;3,186 -163
1.14 +159 3,463 -101
L- ~ I ( 1.71 + 106 3,292 -122
o 2468 10 t S?c. 2.29 -476 4,831 -203
2.86 -631 3,584 -204
3.5’7 +159 3,645 -264
4.28 +159 3,370 -285
500
4.85 4159 3,460 -304
5.42 + 159 1,617 -101
300 5.71 +159 3,460 -304
7 + 211 3,837 -239
100 8.55 0 3,226 -304
0 .0.3’ + 425 2,927 -105
——
100

30G

5{)()

Figure 4.- Time history of external force P on wheel

of airplane no. 1 (take-off no. 2).
,, ––.

N.A.O.A. Technical Memorandum No. 821 l?ig.5

P
7-
+ .

P
4000
1.86 2286
3209 /4 3.29 2,431

‘/*
4.43 4347
2400

\ —— 6.72

JE._LE31
3,093

1600
r
‘\Line of wheel pressure
in static pssition.
800 I______
02468
—,—
lo t Sc!c .

+ Py
4ooo-

\
320(1-

2400.

JA
1500-

800- -—
rt s= ,
!I ‘Xl ‘d ‘Z
t
,0 ‘ 211 2,801 -61
1 1.86 -2il 2,273 -123
_92
~ ;.~; -106 2,427
-.317,4,331 -163
6:72 .159 3,089 -41
300 8.15 -105 3,351 -244
+?x – Opposite flight direction. 10
L1 1 0 1,846 -407
100 i \ .’
0 pg--- .
.0 . .J
100’ ‘-i / 1.

L
~-”:~~..ti’ ~(4’”$Pz—Towards plane
VLH ‘0,$ of Syme
\~
300- o“
‘\3
500 --,—
02468 ;() t S*C

Figure 5.- Time history of external force P on landing-

gear wheel of airplane no. 1 (t&e-off 3).
 N.A.C.A. Technical Memorandum No. 821 l?ig.6

P ..—..- —,

~N
:E;;ure-
.-, .,,.,

~
+ ?y
4\jj)() .
0’46 8 10 t sec.

,,00 ?~l
\ O“’”\,
24C>9.
b %..O

I
-P’P
. sec.; P

r
800 X1 Y z
–“”—ct—
O 2,030 -41

“’:
i
~ L——--r-- .- -20
1;57 105 2,828
024 5 8 10 t sec. 2.15 1159 3,274 -101
4 ! 53 3, 271 101
5.15 ~lo5 3,743 21
‘Y.15 ~ o 2,491 =143
8.3 j264 2,678 -61
9.3 ] 53 2,291 _2(3Z
LO.85 1159 12,354 -101

l-a
+P --Opposite flight direction.
300 x
8,
A. /0
lGO ,fY ;..$Q’..\ :’ ‘y”
A-U(
.0 -.{ ‘jl”

‘-
““.\d.~’\.
_lcl~ /+P ~ --Towards gla.ne
“o’’’”-- Of sym.
-300 ~ ,- f—1—--,f--f
02468 10 t sec.

Figure 6.- Time history of vertical and horizontal

components of pressure on landing-gear
wheel of airplane no. 1 (take-off).
N.A. C.A. Technical Memorandum No. 821 Fig. ?
tsec %g t~e~ ~kg
50C0 o 450’3 11.15 3038
d\
1.5 4372 11.75 2594
4000- ‘ ‘“
3.5 5468 12.4,52166
4.7 4013 13.25 2095
\ 6.0 2543 13.90 2 eo4
3000
“I /\ 6*7 2017 14.6 2243
7.35 24~p 15.0 2102
,0001, ‘~)$f’” ?JJJ
P.o 2354 16.15 2299
‘--line of wheel pressure= 8.5 26s7 16.? 2149
1000 L , S$a.t:c 1 ! Q
I g@~iijion 9.0 2954 1’7.5 1839
o 4 1? 12 16 10.0 2764 17.9 1155
t, sec 10.5 4419

tsec Px ‘Y Pz
T - :5P69.46 -428
1.5 _79~ a~74 -467
3.5 .&74 5&71 24
4.7 -369 397’E. 2224
6.0 -’7402421 243
I ‘+ 6.7 -740 1865 203
\
1000 “ o 7.35 -4?5 2441 81
8.0 -~ & 2 P42 - 61
i--— ---’---- — —-—7--- —-l----- -: ----i 8.5 -k 63 k 680 -141
0 4 6 ~~
16 9.0 -263 ~ ~.Q - 61
t, Sec 10.0 -475 27’19 -142
10.5 -527 4386 -122
11.15 -686 2959 - 60
11.75 -68E 2501 - 41
300 12.45 -369 2134 - 20 ●

13.25 -423 2056 - 20

100 13.9 -740 .269S -182
0 L4.6 -52? c 179 - El
~w
100 15.0 -74C 1959
16.15 -C34 2208 81
16.9 -527 3100 1E2
300
17.5 -105F 1494 _182
17.9 -5EC 9’34 o

~-i ~-- - — .-= -...,

;4 8 12 15
t, Sec
Figure 7.- Time history of ~~ebtical and horizontal components of
pressure on landing-gear wheel of airplane No. 1.
(landing 1).

—
 —

N.A. C.A. Technical Memorandum NO. 821 Fig. 8

‘kg t sec.
6000-
\ o
~9w

\“-’ ,,, 1.72,

5000 “ 2.58 3131
I,ine of wheel pressure in 3.? 6038
4000 static position 5.3 940
J 6.15 766
\/ 1 -
3000 =Wfi \ 6.85 2900
;-
; \ !5.15 2s95
I
I 8.7 3420
c000 ——. . .——.
\ 10.4 1~35
kc’ b
looo~ ‘ ‘&4---’-
O24661O
t, sec.
6000

5000

1.72 25412970 0
4000 2.58 k 12 3124 - 11
3.7 &~4 6004 4102
3000 5.3 26Q 367 815
6.15 -317 90 @1
2000 6.e5 -3 ‘?02e7s 142
F.15 -5&l 2930 224
8.7 -52 E ?378 101
loco 10.4 211 1419 40

o
900 ,-,.
\
700 c> ,
./ “~?
1/
Pz (Towards plane of symmetry)
500 ‘\
,! ‘i

30G

iOO -.
i;o&; Figure 8.- Time history of
vertical and hori-
o
“’~T7--< zontal components of pressure
-1oo
I on landing-gear wheel of air-
/ plane no. 1 (landing 2)
-30C &
‘“9 ;
\ I ‘,
\, ~ Fx (Oppasite flight direction)
-50C I.
l——~ ——J-._&._J
0246 !s10
t, sec.
 N.A.C.A. Technical Nernorandum No. 821 Fig. 9
6000 ‘“\
Pk
5“
000
.! ,, ,. ,, 2 4:529
4000 3.5 3,’720
\
4.72 z , 776
3000- 5.’73 5,690
6.43 2,184
k~/’\l 7.3 2,228
200 -L— .~- f-” 8.58 .873
2 4 6 10 12 14 t sec. 9.3 2,G61
1000 r ‘\ +.. 10 5.024
\
I
ILine of wheel p~essure 10.5 5,782
o .j. in static position. 12 5,229
13.4 2,269

3
+‘Y i-
5000 -

Y
Ii
I
4000 w’\.J
1,
300(2

,~
2.GOfl - 1

>~ Kg D~ ‘kg
1000
/—--- ——
\/ --+--
Kk75 3,833 -203
0 ~ -y ___ , 1°
G246 ‘8 10 l?-—~4
1.2 423 !4,494 -366
3.5 31? 3,650 -355
t sec. 4.7’2 211 3,’722 -310
5.73 1’35 5,689 0
70(3 -1 +P —Gpposite flight direction 6.43 211 3,172 ~183
lx
I
7.3 .47.52,1.G9 -183
8.58 5271 404 +567
9.3 527 ;1,974 +264
10 264 5,013 +204
10.5 527 5,753 .241
,12 634 5,183 -285
113.4
L—.—. 21212,253
——.— -186

,4

-1-p.—Towards plane of sym.

Figure 9.-”Tiime history of vertical and horizontal components
of pressure Qn landtng.-gear vheel of airplane
no. 1 (landing-3). “ -
N.A.C.A. Technical Memorandum No. 821 Figs.lO,ll ,13 “

~=y..”
%
h
..

.... v
,//.
\

Figure 10.
\
23

.
5; ,/
----
“1

.
\
\
““’

. ~.–-
“4

7 t’
b 0

,-P’ 1--.,

f3=Y+2c0,”
----g--~-” J ‘

:
.>-- \ .. -.”

Figure 11.

Figure 13.- Landing-gear arrangement

of airplane no. 2.
 .

seccmds
0 1.72 2.58 3.’Y 5.3 6.15 6.85 8.15 8.7 10.4

$87 90
,2G4 317

!7—. _ ‘J-
—?V _7~;v _gz -XL-’Q -g-z
-== -~
.7Y-~
“z
i
-z +Z — .J
—
J.-
. . v ‘z ‘z
J

65 o l-l ‘IC2 ~1~ 691 142 224 101 PZ=40

3320 . 2970 3124
I6004 387 90 ~2573 2930
I
3378
‘Y =1419

?ie~re 12.- Time history of forces px, py a~’~pz, ‘y on landing-gear

wheel of airplane no. 1 (landing 2) .
 N.A. C.A. Technical MernorAndum No. 821 Figs. 14,15
Px
‘Y
kg
800 “1 \ 0 ~1600
‘g
,,. . t se
7
Px
~ ‘Y ,1 : ‘Y
60
\ .- T + 53
_ mm
;’1200 .7 339 708
1 1.0 35E 106Q
d ) \/\ I : 800
,400- Q,q 1.4 194 884
2.2 -123 17?3
200 -400 2.E 123 1773
‘+ *4~””:
\ 3.4 123 1595
““\ I -
o-t, t $ I
o
3.8 210 1240
\/p 4.2 339 708
f 8X ‘1 5.0 185 1?72
5.7 588 531

t, sec.

Figure Time history of vertical and horizontal

14. -
components of ~ressure on landing-gear wheel
of airplane no. 2 (take-ofj no. 1)

Px Py
,
1600 r

1200 1 ‘%.,
c–”= P,
‘L.
800
‘“\ .76 316 1242
‘\
\> 1.26 358 10CH
400 b-”- “o
. >---7 \
I ‘-G 1.76 -I?74 .1064
I 2.36 353 106+
o’~:.-—- ‘~+-~
\ 3.46 222 * 359
I
\
-400
1’Px
‘, I
- E’oo g
~ [: ~ 1.
o 1 2 3 4
t., sec.

Figure 15,- Time history of vertical and horizontal

components of pressure on landing-gear wheel
of airplane Qo. 2 (take-off no. 2)
N.A. C..&.Technical Memorandum No. =1 Figs. 16,17
Px Py
kg - t sec Px
—... — ———
2000 1.8 -746
2.8 -857 1420
3.2 2Cj6 88?
1600
3.0 -52’4 /?8’?
4.6 -9 161E I
1200 5.1 -524 8f37
6.1 -481 708
800 7.1 410 1268
7.7 -209 L121
P.*1 ~lq 1241
409
8.6 4~2 1772
9.1 -528 2121
0 99 2121
9.7
10.1 314 12+1
-400 10.8 Z 83 531

b’”’ 146
-800( I-id. -Q t, se”c.
8+
Figpre 16.- Time history of vertical and horizontal components of pres-
sure on landing-gear wheel of airplane no. 2 (landing tio.1)
2800r
‘see i?~
P;
.——
o - 534 1770
1 - 234 .531
1.8 - 750 1415
2.4 -1003 1593
2.9 - %21 FE5
3.5 399 8F5
4.0 - E36 1770
4.8 - 97 1240
5.1 - Cl% 1240
5.9 - 669 1062
6.1 - 636 1770
6.6 5 1240
7’.1 - 97 1240
7.5 - 270 1950
e.1 - 210 2123
P.6 270 1’350
8.P - 106 2123
9.6 - 911 2480
.0.2 81 1770
.0.7 - 385 2659
.1.2 - 534 1770
-1200 i 1 I t 1 I I # i t 1 t
o 2 4 6 8 10
t, sec.

Figure 17.- Timehistory of verticsl and horizontal components

Cf pressure on landing-gear wheel of a.irpla~e no.2
(landing .10.2)
 Impact number

\
1 2

‘7’”7
& $:Lx.x&+
~Y (, y .

./9 ..7’
-x
+$“.

1
---+x.

l?= =53
Fy ❑ 1000
_x.2&-+x.x@Lx
;*”
~x=
Py= ’708
=9
..
+--/’
P,= 358
Py = 1060
.,++<-+,

I
,’

‘Px= 154
?y= Ee+
-x
“7/
\P,= 123
Py = 1?73
,
I P~= 123
Py= 17’73
t = () ~&J t = 0.7 t = 1.0 t = 1.4 t =2.2 2“=Z.8

,
Impact number
%

‘1

.x;$/:xx~/:x.j; .’’7+x_x_$L_x;~~+x ;

,.
i’
Px= 123 px= 210 Fx= 329 Px= 185 Px= 588
~Y = 1595 Py= 12+0 py= ’708 Py= 1?72 Fy = 531
t = 3.4 sec t = 3.F t = 4.2 t = 5.0 t = 5.7

IIlgure 18.- Time history of external force on landing-gear vrheel of

airplane no. 2 (t~ke-oi”f1)
.. . .—. .—. ... ...—..__.. .—,
I

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~
31176014374194
.

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