Thesis Final Version

111Equation Chapter 1 Section 1
Nanjing University of Aeronautics and

Astronautics
Graduation
Thesis
Shimmy Analysis of a Simple Aircraft Nose Landing
Gear Model Using Different Mathematical Methods
Student
Mohamed Omar Ibrahim
Name
ID Number 191561121
College of International Education
College
(NUAA)
Major Aeronautical Engineering
Class 1915611
Advisor Professor Chen Dawei

June 2020
Nanjing University of Aeronautics and Astronautics
Graduation Thesis Letter of Commitment
Private solemn statement: the whole content of this Graduation Thesis

(Title：Shimmy Analysis of a Simple Aircraft Nose Landing Gear Model Using
Different Mathematical Methods) is made and the whole results are
experimented personally under the guidance of my faculty advisor. Except the
deliberately added remarkable contents, this graduation thesis is completed with
my own knowledge and doesn’t involve other thesis written by any other person
or group.
Personal’s Signature:
Date:
Student ID number: 191561121

Graduation Thesis Report
Shimmy Analysis of a Simple Aircraft Nose

Landing Gear Model Using Different
Mathematical Methods
Abstract
Shimmy is an oscillatory motion of a wheel around the vertical steering axis. This oscillation
can occur in the nose landing gear (NLG) during taxying, take-off, or landing of an aircraft.
Shimmy motions are an issue in structure and operation of aircraft landing gears, precise and
suitable examination is required to ace the task. It is caused by a couple of conditions such as
a low torsional stiffness of the strut, a free-play in the landing gear, a wheel imbalance, or
worn parts, and it may make the aircraft unstable. This paper presents the nose landing gear
(NLG) shimmy with computing eigenvalues, getting limit cycles by simulation of the
nonlinear system or by analytical formulae from describing functions, determining the
stability boundaries analytically with a parameter space method, and lastly numerical
simulation for time histories. The main goal of the research is to develop a mathematical
model with three degrees of freedom created in Matlab software. After finding the right
parameters for completing the simulations in the software, results are displayed graphically.
Finally, a comparison between the shimmy concept of an unmanned aircraft vehicle (UAV)
and the civil aircraft is also studied in the paper.
Key words: Shimmy vibration; Nose Landing Gear; Stability Analysis; Mathematical
Method
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基于深度学习的动目标成像方法
Table of Content
2
s
G r a d u a t i o n .............................................................................................................i
T h e s i s ..............................................................................................................................i
Nanjing University of Aeronautics and Astronautics............................................................i
Graduation Thesis Letter of Commitment.............................................................................i
Personal’s Signature:................................................................................................................i
Student ID number: 191561121...............................................................................................i
Abstract.....................................................................................................................................1
List of figures............................................................................................................................4
List of tables..............................................................................................................................5
Chapter One Introduction.......................................................................................................7

1.1 History and Background.........................................................................................................7
1.2 A Review of Landing Gear Shimmy.........................................................................................9
Chapter Two Literature Review...........................................................................................12
2.1 Landing Gear........................................................................................................................12
2.1.1 Design Requirements.........................................................................................................12
2.1.1.1 The Design Step of Landing Gear....................................................................................17
2.1.1.2 Types of Landing Gear.....................................................................................................19
2.1.2 Shock Absorber Characteristics..........................................................................................20
2.2 The Shimmy Concept............................................................................................................21
2.2.1 Shimmy Damper................................................................................................................22
2.2.1.1 Types of Shimmy Damper...............................................................................................23
2.2.1.2 Causes of Shimmy damper..............................................................................................24
2.2.1.3 Preventions and Solutions of Shimmy Damper...............................................................25
Chapter Three Numerical Analysis of Aircraft Nose Landing Gear................................26
3.1 Introduction.........................................................................................................................26
3.2 The Eigenvalue Analysis Method..........................................................................................26
3.3 Simulation of Nonlinear System Method..............................................................................27
3.4 Stability Curves in Parameter Space Method........................................................................29
Chapter Four Numerical Simulations Results....................................................................30
4.1 Eigenvalue Method Results..................................................................................................30
4.2 Simulation of Nonlinear System Method Results..................................................................31
4.3 Stability Curves in Parameter Space Method Results............................................................32
Chapter Five Comparison of UAV and Civil Aircraft Shimmy........................................33
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5.1 Unmanned Aerial Aircraft.....................................................................................................33
5.1.1. Introduction......................................................................................................................33
5.1.2. Applications of UAV..........................................................................................................33
5.1.2.1. Defence Applications.....................................................................................................34
5.1.3. Accidents and Incidents Reports.......................................................................................35
5.1.3.1. Case Reports..................................................................................................................36
5.4 Boeing Shimmy Events.........................................................................................................37
5.5 Case Study of Boeing-737.....................................................................................................39
5.5.1. Aircraft Information..........................................................................................................39
5.5.3. History of the Flight..........................................................................................................40
5.5.3. Recorded Information.......................................................................................................42
References...............................................................................................................................44
Acknowledgement..................................................................................................................45
List of figures
Figure 2.1 Landing gear design Flowchart
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Figure 2.2 Schematic overview of different Landing Gear configuration
Figure 2.3 Fixed (a) versus retractable (b) landing gear
Figure 2.4 Different kinds of shock absorber development
Figure 2.5 Components of a Cantilever Landing Gear
Figure 2.6 Landing Gear Instabilities
Figure 3.1 Parameters for shimmy analysis
Figure 3.2 Landing gear eigenvalues and stability chart

Figure 3.3 Time history of damped lateral deflection y1
Figure 3.4 Stability boundaries in e-V-plane, variation of spring stiffness c
Figure 5.1 Top Applications of UAV
Figure 5.2 Different Categories of Accidents and Incidents percentages proportions
Figure 5.3 Major Causal Elements of Accidents for Pioneer reviews and fixes.
Figure 5.4 Harmed Torsion Link.
Figure 5.5 Upper and Lower Torsion Connect
Figure 5.6 Halted Aircraft on Runway 25
Figure 5.7 Image Showing a Close View of the Tire Marks
List of tables
Table 2.1 Arrangement of a landing gear
Table 2.2 Landing gear configurations steps
Table 5.1 Periods of Flights
Table 5.2 Number and Percentage of Accident related to Human Factors
Table 3.4 Table 3.4 Evaluation of satellite data image quality for different imaging methods
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List of abbreviations
MDO Multidisciplinary Design Optimization
MEW Manufacturing Empty Weight

CG Center of Gravity
JAR Joint Airworthiness Requirements
MLW Maximum Landing Weight
BOW Basic Operating Weight
GRL Genuine Root Limit
CRL Complex Root Limit
UAV Unmanned Aerial Vehicle
UAS Unmanned Aerial Systems
CTIT Controlled Trip Into Terrain
LOC–I Loss of Control–In-flight
RS Runway Security
GS Ground Security
OD Operational Damage
UNK Unknowns
FDR Flight Data Recorder
CVR Cockpit Voice Recorder
CAS Calibrated AirSpeed
Chapter One Introduction
1.1 History and Background

It is known for the fundamental contributions to understanding the shimmy that was made
by the French. In contrast, the Germans were responsible for much of the subsequent
systematic development. In the early stage of the design in France and Germany, they regard
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the shimmy as a problem that should be considered. In the states, the general tendency was to
correct a problem after it had happened. The U.S. literature is rather extensive but was not
recognized to be representative of systematic development. Other countries also had notable
contributions, including Russia, whose literature papers started appearing in the1930s.
Around 1920 the initial fundamental contributions toward understanding the shimmy
phenomenon began from the automobile industry in France. One of particular significance
was information published by Broulhiet in 1925. His observations of the role of tire
mechanics on shimmy behavior still followed today. Whereas Broulhiet concentrated his
attention on the tire, Sensaud de Lavaud formulated the first fundamental shimmy theory. His
theory incorporated a rigid casing that disregarded any effect of ground forces on the tire.
Fromm also studied wheel shimmy in automobiles and recognized the similarities between
the wheel vibration problems in aircraft. Not to mention fromm contributed to identify the
vertical elasticity of the tire as the main improvement to the vertical displacement of the
vehicle. One of the reasons that led him to study the effect of sideslip or yaw of the rolling
wheel due to lateral forces was the rotation slip of deformable wheels. Fromm's
investigations of lateral forces following up on the wheels indicated to the acknowledgment
that these forces, combined with the shimmy oscillation through the moment of the forces
about the longitudinal axis. The develop or damping of the underlying aggravation would
occur, depending on the phase shift between the coupled motions. Von Schlippe and
Dietrich5 obtained significant improvement in defining the yaw angle and the swivel angle as
arbitrary functions of time. Their tire concept changed to a thin band with lateral elasticity
leading to easy expressions for the moments and forces. This hypothesis is known as string
theory.
The earliest examinations of shimmy problems in aircraft exerted at Wright Field in
Dayton, Ohio. In 1944, 6 initial taxi testing of a fighter aircraft (Me 309) showed severe
shimmy of the nose gear. The new piston design shimmy dampers, in coordination with
landing gear manufacturers, excluded entirely shimmy from this aircraft. Other applications
at Wright Field7 combined analysis development and validation by test.
Steel drum performed studies on different airplane tires to connect lateral deformation and
lateral tractive force to banking angle and lateral load force. Due to many years of studies of
the shimmy problem, it was still a widespread occurrence in aircraft. Even though the
physical control of shimmy was available in hardware such as shimmy dampers, but still the
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cause of shimmy was known. In 1951, Wright Air Development Center started a program to
learn and combat the deficiencies of earlier efforts of shimmy problems. The deep study of
computer and shimmy problem, and experimental research on a laboratory model and full-
scale testing was part of the program. During the study of the shimmy problem to the
mechanical properties of the pneumatic tire, Moreland mentioned that the tire support
flexibility was a more significant consideration than the tire mechanics. While alone the
elastic properties was insufficient by the point of view of Moreland. In defining system
stability, the critical was lateral rigidities, the wheel moment of inertia, and the weight of the
strut.
A genuinely complete model of the structure, including the tire properties, could survey
the strength of the framework. In the 1970s, several investigators attached landing gear
vibration to wheel and tire imperfections and road surface roughness. The shimmy frequency
found that the occurrence of a decrease in the shimmy stability could happen when the
frequency of ordinary burden swaying was roughly twice. This loss of stability was originally
due to the varieties of tire parameters with a normal load. After the design stage Structural
and system testing were performed for verification of the energy and performance of the gear.
Tire braking and cornering information were for all intents and purposes non-existent during
this time and over the improvement of numerous framework parameters made for off base
types. Shimmy damping necessities frequently tangled with great fast directional control.
Composite carbon brakes were presented, and antiskid systems were being used to optimize
the braking performance and prevent skids and tire blowouts. Air-over- oil shock struts
typically provided shock absorption where the damping was a function of the shock strut
stroke
1.2 A Review of Landing Gear Shimmy

Shimmy is a wavering of a mix of the parallel yaw movement of the arrival gear brought
about by the cooperation between powerful tire conduct and landing gear auxiliary elements.
The recurrence of the movement is regularly about in the scope of 10 to 30 Hz. The outcome
of basic auxiliary harm and an arrival gear originates from sufficiency, which may develop to
a degree of irritating vibrations influencing the solace and perceivability of the pilot. Shimmy
can both occur on the button and principle landing gears, in spite of the fact that the last case
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is rarer in primary landing gears. Most releases on shimmy found in the open writing
regularly manage twin-wheeled cantilevered landing gears, which are progressively receptive
to shimmy vibrations contrasted with other landing gear designs.
Shimmy motions don't just occur on airplane yet additionally meets the steerable wheels
of vehicles, trucks, and cruisers. Scholarly research in the zone of shimmy has effectively a
long history. At first, the chief spotlight was on finding a precise portrayal of the dynamic tire
conduct. Models from this early period, which are as yet applicable today, are the tire models
of Von Schlippe (1941, [1]), Keldysh (1945, [2]), and Moreland (1954, [3]). Smiley (1956,
[4]) evaluated existing hypotheses of linearised tire movement and built up a synopsis
hypothesis. Pacejka (1966, [5]) created the\" straight tangent\" guess to the Von Schlippe tire
model and investigated the field of non-direct tire conduct. Rogers (1972, [6]) built up an
observational tire model dependent on estimated move works and gave a hypothetical support
utilizing the extended string guess. With the accessibility of tire models, an expanding
requirement for precise tire parameters creates. Smiley and Horne (1961, [7]) arranged a
great review of estimations on a wide range of qualities of airplane tires and created
conventional, exact equations to depict these attributes.
Different sources are, for instance, Collins (1969, [8]) and Ho (1973, [9]). Clark (1974,
[10]) performed tests on scale models of airplane tires. Dark (1982, [11]) gives an efficient
way to deal with get parameters for the Moreland model. Generally airplane tires are of an
inclination employ development. In the most recent decade, outspread structure airplane tires
have opened up, and this has likewise started estimation programs on tire qualities. At first,
the models for contrasting shimmy strength stayed direct. Pacejka (1966, [15], [16]) utilized
non-direct models for both the tire and suspension while examining the front wheel shimmy
on a light truck.
The arrival gear model of Leve (1969, [17]) incorporates a shimmy damper with speed
squared damping power and constrained stroke; additionally, a few plan rules and measures
are given to forestall shimmy. The model of Dark (1976, [18]) highlights a point by point
model of the yaw solidness, including contact powers, free-play. Grossmann (1980, [19])
shows the utilization of linearization strategies to keep away from tedious non-direct
examinations. Van der Valk (1992, [20] utilizes a modular portrayal to depict the twisting of
the focal fitting and sliding part. The models made by Baumann (1991, [21]) and Li (1993,
[22]) adopt a comparable displaying strategy as set down in crafted by Dark. From the start
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sight, the measure of writing accessible throughout the years on landing gear shimmy may
appear to be constrained.
In any case, one must remember that few improvements are additionally in-house
exclusive and don't appear to be uncovered inside the open writing. In a survey paper on
airplane ground elements Hitch (1980, [23]) states: \" Primary wheel shimmy is adequately
uncommon that it is overlooked. All things considered, the Douglas DC-9, the BAC 1-11, and
as indicated by certain records, the Boeing 737 and Fokker F28 all intended to a
fundamentally the same as particular in a similar 5-year time length - each endured the
principle wheel shimmy to differing degrees. This shimmy got the Business off guard, even
among rivals, some presenting occurred. ... This exertion without a doubt refreshed the\"
condition of-the-art,\" yet none of the organizations revealed their work in the open writing
and the unique conditions which these four airplane spoke to have never been restored nor
has the issue repeated. The coming age of planners should gain proficiency with the
privileged insights all over again."
Krabacher (1993, [25]) portrays his encounters over an enormous number of years in the
field of landing gear elements: \"the real methodology taken in managing landing gear
elements issues as often as possible is fair and square of essential science with some building
invoke tossed in for good measure. ... In the arrival gear configuration stage, there is by all
accounts an absence of worry about the plan highlights which could add to potential rigging
issues, for example, shimmy and apparatus walk\". He at that point proposes to set up
working gatherings to deliver a normalized model for landing gear elements and to refresh
crafted by Smiley and Horne for the airplane tires being used today. Norton (1993, [33])
portrays the extensive and problematic shimmy testing system of the C-17A military vehicle
airplane. In 1995 an AGARD (Warning Gathering for Aviation Exploration and
Advancement) meeting was only committed to landing gear shimmy. A similarly enormous
number of papers were
introduced. Prior to 17 years, Krabacher [26] introduced the conditions of a shimmy model;
parameters and investigation results are given for a few distinctive landing gears. Woerner
[51] examines the effect of non-linearities on landing gear modular testing and the effect on
landing gear steadiness. Koenig [24] comments that the scientific depiction of the dynamic
tire conduct is right around 50 years of age and questions why no solid, forward-thinking
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hypothesis is accessible. Glaser and Hrycko [12] report on the past shimmy issues
experienced by de Havilland.
They state,” Ten years ago, these problems occurred. The authors contest that little
progress must continue made in the discipline in the intervening years. This critical but often
neglected subject recommends the need for instructional material. The authors have reason to
believe that the shimmy" problem" is perceived by many to be a" black art" with no basis in
sound engineering methods.
They state," Ten years prior, these issues happened. The creators challenge that little
advancement must proceed with made in the order in the mediating years. This basic yet
frequently disregarded subject suggests the requirement for instructional material. The
creators have motivation to accept that the shimmy\" problem\" is seen by numerous
individuals to be a\" dark art\" with no premise in sound building techniques."
The instructional material should include guidelines for modeling, analysis, test procedures,
maintenance, and practical design information. As stated before, the landing gear design has
to meet the JAR/FAR regulations in order to obtain an airworthiness certificate. It mainly
concerns the calculation of load.
Chapter Two Literature Review
2.1 Landing Gear

The landing gear is the composition that carries an aircraft on the ground and enables it to
taxi, take-off, and land. Landing gear design tends to have several interferences with the
aircraft's structural design. Landing gear allows the airplane to take off and land on the
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ground. Its structure patterns are fundamentally unique. Nowadays, there are a group of
different landing gear arrangements and types. The tri-cycle arrangement with a nose landing
gear and the main landing gear are the most used ones. Impact loads during landing are the
primary structural loads for the landing gear design. Some various other ground handling
loads specified in the regulatory requirements should also remain checked for Landing gears.
The landing gear faces the ground shock load and absorbs the impact energy and disperses
the load to the surroundings attachment. The objective of the landing gear in an aircraft is to
implement a suspension arrangement during taxi, take-off, and landing. It is retractable to
reduce the aerodynamic drag on the aircraft while flying. The use of a wheel braking system
by the landing gear facilitates braking of the aircraft. The wheel steering system gives
directional control of the aircraft on the ground.
2.1.1 Design Requirements

The landing gear design known as "the principal intermediary between the Catastrophe
and airplane, "Is one of the extra essential components of the plane design. The integration
and design process include many engineering systems, e.g., runway design, structures,
weights, and economics, which has become complicated in the last few decades.
Nevertheless, as the government and industry attempt to join multidisciplinary design
optimization (MDO) orders in the conceptual design stage, the need for a more substantial
systematic method has converted. To demonstrate the complexity involved in the
development of such a methodology concerned the summary of several designs. The list is an
ever-growing, and now and then conflicting, specific requirement, e.g., minimum weight,
overall aircraft integration, high reliability, component maximum strength, low cost, airfield
compatibility, and genuinely reflect the multidisciplinary nature of the task. The weight of the
landing gear, which generally runs from three to six percent of the most extreme aircraft take-
off weight, is also a design consideration. With propels in-flight science technologies, which
bring about decreased structural and mission fuel loads, the landing gear may turn into an
inexorably enormous weight division in future large aircraft.
The aircraft within a provided runway length, in the design of landing gears due to the high
charge linked with support modification, airfield compatibility has become one of the main
parts, e.g., road reinforcement and runway and taxiway extension. Hence, pavement bearing
strength, which differs from one airport to another due to changes in subgrade elements,
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records the number and order of tires needed to generate the required flotation components.
Flotation is defined as the runway capacity of the asphalt and other coverings, e.g., taxiway
and apron, to assist the aircraft. Furthermore, the distribution of landing gear is compelled by
the runway and taxiway geometry, as found served at the airports. Considering the ground
track is reliant on the dimensions of the wheelbase and path, an increase in these dimensions
could take the aircraft over the corner of the pavement during settled procedures, e.g., a
centreline-tracing taxiing and 180 degree turn, and cause the aircraft to bog down in soft
earth. Among all different parts that compose an aircraft, one most critical and complicated
system is the landing equipment [7].
A recent study shows that the landing equipment stays to obtain the maximum failure
inclined machine of Western-built industrial jet transports. As per this examination, there
were 1408 framework related accidents somewhere in the range of 1958 and 1993 altogether;
around 33% (456) of these accidents classified amidst landing gears. It is more than twice the
same number as the following most failure inclined class motors, which represented 192
accidents. The landing gear configuration and support strategies may even now expect
upgrades to improve flight security. The requests on the landing gear framework are various
and clashing. The following rundown is not finished yet but gives an impression of the
working states of the landing gears on conventional flying aircraft.
In flight, the landing gear is dead weight. Accordingly, it is mass and volume ought to be
as little as conceivable all together not to debase the presentation of the flying aircraft. The
mass of the landing gears, including tires and wheels, ordinarily sums to 6 to 10 % of the
airplane mass (Manufacturing Empty Weight, MEW). The optimal design of the airplane
ought not to be upset by the landing gear; regularly, the equipment is retractable, and the
dimension of the fairing ought to be little to limit streamlined drag. It suggests that an
entangled withdrawal instrument is required to withdraw and bring down the landing
equipment. In the withdrawn position, the gear ought to meddle as meagre as conceivable
with the payload compartment. Figure 1 shows below the flowchart of the landing gear:
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Figure 2.1. Landing gear design Flowchart

In order to provide adequate rotation of the airplane during take-off, usually around 10 to
15 degrees in pitch, a fixed line for the position of the wheels is secure. Furthermore, the jet
engines or propellers should have sufficient clearance concerning the runway when the
aircraft is on the ground. For many airplanes, these requirements result in a wing installed
central landing equipment by an essential range. The location of the central wheels is
preferably near the CG of the airplane in the longitudinal orientation. Satisfactory weight on
the font landing equipment has to be provided, to be able to stop aft-tipping of the airplane.
In increase, conditions may subsist concerning the static airplane attitude to implement the
right angle of attack when taking off. The landing equipment ought to have the option to
ingest the vitality of landing sway up to drop speeds of 3.66 m/s (12 fps). It requires a
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safeguard with a high stroke to confine the heaps happening during landing sway. For a
standard stream airplane, the ground speed during landing is in the scope of 200 to 300 km/h.
On contact down, the wheels must be quickened, and this turn up concept brings about high
loads on the gear structure. The vertical burdens created during the landing effect might be
definitive for the structure of a few pieces of the fuselage. Additionally, during ground tasks
(e.g., towing, jacking, braking), the heaps applied through the gears might be profoundly
massive.
The life of an airplane communicates in the number of flights; the present structure
necessity for another airplane might be as much as 90000 safe flights, which relates to an
operational existence of around 30 years. The landing equipment ought to intend for this
period without the substitution of major essential parts. The brake circles and tires cannot
meet this necessity; they must be supplanted all the time; tires keep going for two or three
hundred up to a few thousand arrivals. Since numerous standard airplanes are being used for
very nearly 24 hours per day, there is insignificant space for adjusting. The decrease of
support expenses and time is a significant driver in the structure of landing equipment.
The vertical weight, which is considered flying machine tires, surpassed by a long shot the
qualities found for truck feels sick of comparable size. As far as possible on the width of
flying machine tires is about 1.2 meters joined with a most extreme vertical weight limit of
250 kN for a solitary tire. To have adequate ground floatation qualities and to limit the harm
to the runway, the tires ought to have an enormous contact zone. Therefore, tire redirection
will be moderately massive. The blend of substantial stacking, high speeds, and high
diversion rates make the working states of flying machine tires very extreme.
The landing equipment ought to be free from excessive vibrations and dynamic dangers.
Ride comfort is, as a rule, not a structure target. However, some base prerequisites need to
meet. Vibrations can be incited by the brakes, perhaps in blend with the counter slide
framework. Ordinarily, the tires are not adjusted or just in an insignificant manner, which
likewise can be a wellspring of vibrations. Shimmy vibrations can happen because of the
cooperation between the landing equipment and tire dynamic conduct and are the subject of
this proposition. For the most part, there is no chance to make models during the arrival gear
configuration process for a standard airplane. The structure must be "the first run through
right," on account of the significant expenses required to make a kick the bucket and the
generally little creation numbers. Different PC models us in the improvement phase of the
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arrival gear: computation of burdens, check of feelings of anxiety, weakness life, and
withdrawal investigation. At a later phase of the plan procedure, a few tests are performed to
check these estimations. Drop tests are utilized, for instance, to approve spring and damping
qualities of the safeguard at high plummet speeds. Exhaustion tests on the arrival apparatus
may run for a long time, parallel to the operational use of the first creation gears. To get a
certificate of airworthiness, the gear configuration needs to meet the JAR/FAR guidelines.
The airworthiness specialists must affirm the figuring and test strategies. Figure 1.1 shows a
few diverse landing gear designs.
Figure 2.2 Schematic overview of different Landing Gear configuration
For nose landing gears, a twin-wheeled, cantilevered configuration is by a long shot the
most well-known plan. The twin-wheeled principle landing gear utilizes beneath around 100
tons for airplane weight. The wing-mounted cantilevered configuration is the most widely
recognized, even though there are additionally a few instances of fuselage-mounted, turned
suspensions. For higher airplane weight, a four-wheeled bogie is utilized. If it arrives at the
most significant burden limit of the bogie, a six-wheeled bogie can be presented, or one needs
to forsake the "tricycle" spread out, comprising of one nose and two main gears, and present,
extra landing equipment. A few models: the Boeing 747 has four-wheeled intruders, the
Airbus A-340 has two four-wheeled intruders and a twin-wheeled fuselage-mounted inside
apparatus of the cantilevered structure type. Increasingly colourful wheel game plans might
16
be utilized for military vehicle airplanes. Examples are the Lockheed C-5A and McDonnell
Douglas C-17A as shown in figure 1.1.
In certain cases, the landing equipment configuration may drive the airplane planner to
change the airplane arrangement to fulfil landing gear plan necessities as shown in table 2.1.
Table 2.1 Arrangement of a landing gear.

Step 1 To keep the flying machine stable on the ground and during stacking,
emptying, and taxi
Step 2 To enable the airplane to move and move during saddling unreservedly
Step3 To give a protected separation between other airplane segments, for

example, wing and fuselage, while the airplane is on the ground position to
anticipate any harm by the ground contact
Step4 To retain the landing stuns during the landing activity
Step5 To make smooth take-off by permitting airplane increasing speed and
revolution with the most reduced friction.
2.1.1.1 The Design Step of Landing Gear

To define the design necessities, the creator is urged to build up a few conditions and
relations dependent on the numerical requirements and solve them at the same time. For
example, for each point conditions, a trigonometric or the Pythogorian condition might be
worked for each triangle. In this procedure, a PC program would permit a quicker and
progressively exact design. In light of the frameworks building approach, the landing
equipment detail configuration starts with recognizing and characterizing structure
requirements and finishes with streamlining. Coming up next is the landing equipment
configuration ventures for a land-based airplane:
Table 2.2 Landing gear configurations steps.

Step 1 Recognize and rundown the landing equipment structure necessities. It is
prescribed to counsel references
Step 2 Select landing equipment setup (for example tricycle, tail gear, bike,
quadricycle, multi intruder)
Step 3 Select retractable, or fixed, or mostly retractable
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Step 4 Whenever fixed, select faired or un-faired
Step 5 Decide flying machine aft and forward CG (expect no landing equipment as
of now)
Step 6 Ascertain landing gear tallness, in light of ground clearance necessities
Step 7 Decide the separation between primary gear and airplane most forward CG
Step 8 Decide the separation between aft CG and principle gear
Step 9 Check tip-back (or tip-forward if tail gear) arrangement.
Step 10 Confirm the take turn leeway requirements
Step 11 Figure wheelbase
Step 12 Decide wheel track (separation among left and right wheels of primary gear)
in the horizontal pivot.
Step 13 Decide landing equipment connections
Step 14 On the off chance that retractable, figure out where the landing equipment
will be withdrawn (for example inside the wing, inside fuselage)
Step 15 Decide airplane aft and forward CG when the arrival gear weight is added to
the airplane weight
Step 16 Check to topple point necessity
Step 17 Examine auxiliary integrity
Step 18 Examine airplane ground freedom necessity
Step 19 Examine airplane ground soundness
Step 20 Examine airplane ground controllability
Step 21 Check other plan specifications (for example cost, viability, and weight)
Step 22 In the event that any of the plan requirements isn't fulfilled, come back to the
pertinent structure step and recalculate the relating parameter
Step 23 On the off chance that any landing equipment parameters is changed, the
whole landing equipment should be returned to and changed
Step 24 Decide the heap on each gear
Step 25 Size tires
Step 26 Structure of the struts
Step 27 Plan the safeguard
Step 28 Configuration gear withdrawing the instrument
Step 29 Enhance
Step 30 Draw the last structure for the landing equipment
For other flying machine designs (for example ocean plane) or other landing gear designs
(for example bike), the lecturer needs to re-examine the previously mentioned advances, and
build up a reconsidered plan system.
2.1.1.2 Types of Landing Gear

The landing equipment framework is undifferentiated from the wheel, brake, guiding,
and suspension arrangement of a vehicle in that they effectively enable development and
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moving. An essential distinction between the aviation and car framework is landing gear can
have the extra usefulness of being either fixed or retractable. There are favourable
circumstances and detriments to the two kinds of arrival gear. Fixed landing equipment profit
by being dull and like this very cost-effective comparative with retractable frameworks. Be
that as it may, they ordinarily endure as far as streamlined execution because of the drag
created by the landing equipment point. Retractable landing equipment has the advantage of
lessening haul by enabling the framework to be mixed into the body of the airframe. In any
case, these frameworks are typically progressively expensive because of the additional
complexities related to the extra parts required to empower the withdrawal instrument.
As a rule, fixed landing gears are increasingly pervasive in littler and low-speed airplanes
because the cost motivations exceed the loss of streamlined execution, which is moderately
minor in these conditions. Retractable landing gear frameworks are increasingly predominant
in business and military applications, where streamlined execution substantially exceeds the
expense of actualizing the withdrawal component. From an auxiliary and dynamic viewpoint,
the roots for one of the principal challenges in landing gear configuration originate from the
utilization of retractable landing gear frameworks.
Figure 2.3. Fixed (a) versus retractable (b) landing gear

As a rule, fixed landing gears are increasingly pervasive in littler and low-speed airplanes
because the cost motivations exceed the loss of streamlined execution, which is moderately
minor in these conditions. Retractable landing gear frameworks are increasingly predominant
in business and military applications, where streamlined execution substantially exceeds the
expense of actualizing the withdrawal component. From an auxiliary and dynamic viewpoint,
19
the roots for one of the principal challenges in landing gear configuration originates from the
utilization of retractable landing gear frameworks.
2.1.2 Shock Absorber Characteristics

The shock absorber is the core of the landing equipment framework, and its spring
attributes ought to be intended to anticipate full expansion or conclusion under any
operational weight conditions. The landing equipment must have the option to retain the stuns
applied on the structure during the arrival activity (predominantly at the touch-down stage).
Some light, ultra-light, little, and homebuilt, most helicopters, and sailplanes are worked with
unbending axles or strong spring, depending exclusively on the tires and strong springs for
engrossing stuns. Despite the fact that the tires themselves give some stun retaining capacities
by redirection, for medium/enormous flying machine, the requirements for shock absorber
are higher than what tires are advertising. The vertical vitality of landing must be consumed
and along these lines disseminated, in the shock absorber unit. The stroke of the shock
absorber decides the general length of the landing equipment leg and subsequently impacts
explicit parts of the landing equipment format. There are numerous kinds of shock absorber
development, a couple of which are appeared in Fig. 4:
(a) It is a basic unseparated oleo where oil and gas can mix;
(b) it is an unseparated oleo with subordinate position damping which is utilized to improve
graph productivity;
(c) It is a straightforward isolated oleo which can be mounted in any disposition and has no
liquid air circulation issues, however, which has impediments due to its high polytropic gas
file when response factors are low; and
(d) It is a commonplace two-steps shock absorber with a \' separated\' second stage gas
spring. The subsequent stage is swelled to a weight which relates to the spring changeover
weight. At the point when this heap is surpassed, the two springs work in arrangement.
Where high damping at low speeds is fundamental, to control airplane pitching during
taxiing, a two-level damping valve is frequently fitted to the nose gear. This opens affected
by damping pressure in a bi-stable way to give landing mode damping when a foreordained
conclusion speed is detected.
There are, despite various cases where fluid springs or nitrogen enhanced fluid springs
give the most effective establishment as a result of capacity or spring bend specific reasons.
20
Figure 2.4. Different kinds of shock absorber development
2.2 The Shimmy Concept

Shimmy is an irritable oscillatory swivel movement that airplanes have experienced since
the presentation of pneumatic tires and autos. The motions showed by the steerable wheels is
famously known as "shimmy." Shimmy is additionally the term used to portray oneself
actuated swivelling movement of the gear of a plane. Pneumatic tires are utilized for
acquiring better street holding and solace. The vertical and sidelong flexibility of the tire
presents extra degrees of an opportunity of movement. However, they are a combination of
the angular movements of the wheel about the swivel pivot. Such coupling may prompt the
event of an oscillatory instability of the stationary rectilinear movement. If there should be an
occurrence of airplane landing gear, this might be brought about by the landing equipment
structure and cooperation of the gear and brake. These vibrations are, for the most part in the
scope of 10 to 30 Hz, and may expect grave extents and cause disappointment of mechanical
segments or result in loss of control of the vehicle.
2.2.1 Shimmy Damper

To decrease the number of vibrations and insecurities in landing gear because of shimmy,
one of the potential arrangements is to bring a damper into the framework. A shimmy damper
21
is frequently put at the torque link peak between the lower and upper torque link. (see Figure
2.5)
Figure 2.5. Components of a Cantilever Landing Gear
One of the several downsides of dampers is that they include weight and upkeep costs.
Then again, they decrease shimmy vibrations, mostly avoiding any accidents. The fruitful
usage of a shimmy damper on a twin cantilevered gear of a Fokker F28. In this thesis paper,
Lagrange condition was utilized to acquire the conditions of movement of the framework,
considering the gyroscopic impacts of the tires, for the landing equipment with and without
the damper. The model was approved, and the damper was tuned for most extreme
proficiency. The outcomes demonstrated to decrease the number of dangers fundamentally.
Another diagnostic investigation of the impacts of a shimmy damper in landing equipment
was performed in calculating the dependability regions of the framework.
2.2.1.1 Types of Shimmy Damper

There are various sorts of shimmy dampers that work for the nose or principle landing
gear. These are grouped, relying upon the kind of damping component utilized. Probably the
most widely recognized shimmy dampers in the business today are pressure-driven damper,
magnetorheological damper, a guiding system as shimmy damper, reliable media damper,
and contact damper. Pressure driven shimmy dampers utilize a water-powered framework,
22
usually a dashpot type, where the liquid goes through a little opening to disseminate motor
vitality. Turning or straight dampers are utilized, relying upon the applications and position.
For steerable nose landing gears, water-powered directing frameworks are typically utilized
as dampers when landing or taking off. For the magnetorheological dampers, dynamic control
frameworks are utilized in water-driven dampers to wipe out shimmy vibrations. A unique
liquid containing ferromagnetic particles makes it workable for a control framework to
change the consistency of the liquid relying upon the applied attractive field. Some nose
arrival gear wheels utilize their water-driven controlling framework as a shimmy damper
when landing and taking off.
During these exercises, directing is rarely utilized. In this way, the liquids within the
cylinders are utilized to anticipate vibrations going from the landing equipment cylinder to
the landing equipment's upper swagger. Elastomers have likewise been utilized as dampers
because of their mechanical properties. These dampers are likewise called strong media
dampers. Lighter than pressure driven frameworks, elastomer dampers are set inside direct
cylinders, supplanting the liquid and opening, where strain or pressure happens when the
arrival gear cylinder attempts to turn comparative with the landing equipment swagger.
Vitality is disseminated as warmth as the elastomer grows or packs. Contact dampers are
lighter frameworks that do not depend on the utilization of hydrodynamics to decreases the
vibration vitality from landing gears. Grating cushions are one-sided against each other, for
the most part, in a rotating style, to make rubbing and disperse the dynamic vitality between
the cylinder and the swagger. Contact between the landing equipment swaggers typically
looked for and not anticipated as it decreases shimmy vibrations.
2.2.1.2 Causes of Shimmy damper

Typical and irregular vibrations happen because of a few reasons. Mechanical glitches,
optimal design, and external factors, for example, climatic turbulence, can cause plane
vibration. All vibrations have related frequencies and sizes that may be readily seen or
scarcely recognizable to the flight group and travellers. For specific vibrations, for example,
those related to motor activity, the flight team has devoted instrumentation to gauge
magnitude. Different vibrations are recognized by sight, sound, or feel and may rely upon
flight group understanding for examination.
23
Figure2.6 Landing Gear Instabilities
The leading source of shimmy is the energy move from the moving vehicle to the wheels.
The methods of vibration of landing equipment are left, and vitality is scattered through the
vibration of the wheels. The slip point in pneumatic tires is a huge supporter of shimmy and a
reasonable result of the flexibility of the tire, adding non-straight attributes to the framework.
Because of the slip edge, tires build up a side power that pushes them to move. Once more,
this side power delivers a side slip edge on the tire, and a cycle is made, much like a criticism
circle in a control framework.
Like any control framework, the input circle can in some cases be insecure, which is the
thing that we would call the shimmy phenomenon. The most effectively recognized irregular
vibration is what has an unexpected beginning and might be joined by clamour. The vibration
might be discontinuous or consistent with an unmistakable recurrence, or it might be an
increasingly irregular buffet type. At the point when the beginning of unusual vibration can
be related with a past activity or occasion, the source might be clear. However, a few
vibrations at first are fairly inconspicuous and require demonstrative systems to decide their
likely explanations. Strange vibration for the most part is identified with at least one of the
accompanying causes: glitch of mechanical gear, motor rotor irregularity, and wind current
unsettling influences acting over entryways or control surfaces that are sprigged or fizzled or
that have extreme wear or free play. Anomalous vibration scarcely is brought about by
structural failure or an insecure power control framework. Shimmy might be brought about
by various conditions, for example, Low torsional solidness of landing gear, Over the top
free-play in the gears, Wheel awkwardness, Lopsided tire pressure, And so on.
24
2.2.1.3 Preventions and Solutions of Shimmy Damper
Numerous scientists have contemplated making a straightforward and ideal answer for
shimmy. As it tends to be noted, it is just difficult to dispense with wheel insecurities totally.
Landing gears are unpredictable frameworks with numerous parameters, nonlinearities, free-
play, and worn materials. Proposals are typically made through steadiness investigations to
avert shimmy at high speeds, as it very well may be disastrous. For example, reference [7]
clarifies there are, for the most part, two zones of security got from the trailing wheel
framework with parallel adaptability: a little negative path with low yaw firmness and high
sidelong solidness, and substantial positive path with a high yaw firmness and low horizontal
firmness. Other general practices to decrease wheel shimmy vibrations in landing gears are to
build the torsional solidness of the structure, utilize a suitable pneumatic path given by a
security investigation, the utilization of rotating wheels, to slant the arrival gear structure, and
use grating and pressure-driven damping to scatter energy [40]. To maintain a strategic
distance from this wonder from occurring there are a few plan which is known as anti-
shimmy structures including utilizing twin wheels, Mar strand tire, and shimmy damper for
both light and huge airplane. Mar strand tire is a single tire utilized on nose wheels. It has two
Contact zone, which wipes out shimmy. These tires can be utilized until the focus segment
begins to contact the ground. Some great setups of landing gears as outlined in Figure 2.4:
Twin wheeled cantilevered primary landing equipment may encounter shimmy dependability
issues. Bogie landing gears and turned suspension setups are for the most part not touchy to
shimmy.
Chapter Three Numerical Analysis of Aircraft Nose Landing Gear
3.1 Introduction
The numerical model considers tire nonlinearities and the elastic degrees and primary
torsional of opportunity. For the nose landing gear of a standard flying machine of 10 tons of
weight, the data are representative. The advantages of the straightforward model are to give
adequate understanding into the elements of the landing gear and permit to illuminate the two
stability limit and the point of confinement cycle conditions logically. The excess use of the
software is made, for example for discovering eigenvalues, acquiring systematic
25
arrangements of algebraic terms for the parameter space of solidness limits or point of
confinement cycles, for digital reproductions and MBS-re-enactment, and graphical showing.
In the scientific model, the mass of the fuselage when contrasted with the landing gear one is
thought to be enormous enough and along these lines viewed as going about as a fixed
reference. Old style Techniques for shimmy examination are linearization and straight
framework investigation and time recreation. The methodologies will be appeared at the case
of a landing gear model diminished to the principal relations significant in essential shimmy
investigation, Figure 3.1.
Figure3.1 Parameters for shimmy analysis
3.2 The Eigenvalue Analysis Method
In overall, the matrix A checks all framework parameters; for instance, damping
coefficients, trail length, and flying-machine speed, and so on. As at least one of these
parameters are shifted, the eigenvalues of the matrix likewise change, bringing about an
adjustment in the framework dependability. At the point when parameters are planned
appropriately, the landing gear framework ought to be well inside the steady limit. The
shimmy results are created for examination reason dependent on the above detailing. The
model is tuned to produce practically identical outcomes for the direct model. For little
amplitudes, the unique nonlinear framework is Taylor linearized numerically. In parameter
variety circles, a couple of model parameters are changed efficiently, and eigenvalues can be
determined, Figure 3.1, left. By checking the eigenvalues for underlying security, a straight
strength diagram can be drawn, Figure 3.1, right.
26
Figure3.2 Landing gear eigenvalues and stability chart

We pick nominal values for c and k=-10 Nm/rad/s, yet fluctuate speed V in the range
{5.0...85.0 m/s} and caster length e in {-0.5...0.5 m}. The linear framework (3.1) displays for
this case a steady genuine root and a couple of complex roots. For caster lengths between -
0.1 and 0.35 m and for speeds over 25 m/s the framework is unsteady because of the
complexity roots
ψ 0 1 0
q c 1 c2 c 3 (3.1)
y V c4 c5
3.3 Simulation of Nonlinear System Method

Changing starting conditions or a variety of parameters give itemized knowledge. Because
of the weight of this technique long recreation times, much information yield and once in a
while numerically muddled combination of a model just a few cases can be rushed to check
the framework. All outcomes affirm those from the straight investigation with extra data for
nonlinear locales. For stable parameter cases (damping consistent of k = - 100 Nm/rad/s) the
nonlinear outcomes are very like the straight ones, fig. 3.3.
27
Figure3.3 Time history of damped lateral deflection y1

The characteristics of the non-linear shimmy damper can be linearized utilizing a harmonic
balance. An assumption of the sinusoidal input signal:
x (t)=am sinωt (3.2)

The expression for the equivalent stiffness using the harmonic balance:
ceq=Z T 0 Fs (t) x( t)dt Z T 0 x (t)2 dt (3.3)
The spring is supposed to mean a piecewise linear function, with c1 the stiffness near the
centre position, c2 the off-centre stiffness and Fp the preload force. We will now check
motions about the CP within the highest damper stroke but outside the preload, xp < am <
xm. Explaining equation 3.3 results in:
ceq=a2 mc 1(2 θp−sin 2 θp)+ a 2mc 2(π −2θp+ sin 2θp)+4 Fpamcosθp 1−c 2c 1 a2 mπ
(3.4)
With:
θp=arcsin Fp amc 1 (3.5)
The damping force is quadratically dependent on velocity:
Fd=ksd , q x ˙∨x ˙∨¿ (3.6)
Again the harmonic balance can be applied:
keq=Z T 0 Fd (t) x ˙ (t)dt Z T 0 x ˙(t) 2 dt (3.7)
3.4 Stability Curves in Parameter Space Method

The characteristic equation, contingent upon the complex variable s and on parameters p1,
p 2, p 3, is illuminated for parameters p1, p 2, with the end goal that the security condition -
posts left of the non-existent pivot of the intricate plane - is satisfied, see [3.8].Inserting s = I
28
and isolating the unpredictable condition into genuine and fanciful parts, we land at terms for
the ideal parameters p1 and p2, depending now on a third parameter p3 and recurrence If
reasonable, we have expository answers for p1, p2, which can be assessed for intriguing
scopes of and p3.
b 1(Vp) e 2 b 2(V , p)e b( V , p) (3.8)
Here we select p1=V, p2 = {k,e}, and p3 = {c, ,Fz}.The case s = I denotes the beginning
stage of every genuine recurrence and limits the arrangement of permissible arrangements in
parameter space. At the root limit denotes the difference in a genuine root from stable to
unstable (Genuine Root Limit) and for the difference in oscillatory eigenvalues (Complex
Root Limit).
Figure3.4 Stability boundaries in e-V-plane, variation of spring stiffness c
29
Chapter Four Numerical Simulations Results
4.1 Eigenvalue Method Results

In Simulation 1: In this simulation, the system is supposed to have a constant vertical force
of Fz = 4491 kg on the gear, representing values of the maximum landing weight (MLW)
30
Figure4.1 Eigenvalues at variation of caster length e and velocity V
31
4.2 Simulation of Nonlinear System Method Results
In Simulation 2: The system in this simulation is subjected to a constant vertical force of Fz
= 3831 kg on the gear corresponding to 80 % of MLW;
Figure4.2 Stability boundaries in e-V-plane, variation of spring stiffness c
32
4.3 Stability Curves in Parameter Space Method Results
Simulation 3: In this simulation, the system received a constant vertical force of Fz = 3171
kg on the gear, representing values of the (BOW);
Figure4.3 Phase plot of shimmy yaw angle versus time
33
Chapter Five Comparison of UAV and Civil Aircraft Shimmy
5.1 Unmanned Aerial Aircraft
5.1.1. Introduction
UAV (unmanned aerial vehicle), regularly known as a drone, is an airship without a crew
or pilot. UAVs are joined by a (UAS) known as an unmanned Arial framework, which
incorporates a UAV, a ground-based controller, and a system of interchanges between the
two. The flight of unmanned aerial vehicles may work with different degrees of
independence: either under remote control by a human administrator or self-ruling by
installed PCs. Contrasted with keeping an eye on flying machines, UAVs were initially
utilized for missions and obligations unfit or unreasonably hazardous for people. While they
began for the most part in military applications, their utilization is quickly extending to
business, science, recreational, for example, policing, peacekeeping, and observation and as
of late created in the agriculture commerce. Non-military personnel UAVs now boundlessly
outnumbered military UAVs, with assessments of over a million sold by 2016. Presently
gives us a chance to recognize that UAV or automatons were at first gone for war spying
reasons. However, the great deed of some tech organizations changed the manners in which
people live, which carried us to an extensive and developing industry with every automaton
being explicitly structured and built for specific strategic zones. The most constant endeavour
of utilizing UAV is as old and right on time as it is composed and archived in the books of
the US universal war. Both the Association and the Confederate armed forces were propelling
stacked balloons brimming with explosives with the expectation that this keep going would
fall on the two supplies and proportion stockpiles. However, in the long run, inflatables
demonstrated no full of feeling result absolutely on account of how Earth can change
conditions and not serve motivation. In any case, numerous superpowers throughout the
entire existence of the present-day war attempted various methods for a sophisticating
airplane.
5.1.2. Applications of UAV

Since UAV provides power over traditional remote technology detections, its advantages
lie regarding less power utilization. Less hazard to human life, simplicity of information
34
assortment, drifting, and ultra-high spatial goals fashion them an outstanding decision for
mapping and surveying. The accompanying pioneer theory shows the importance and
uniqueness of UAVs in the civil, coordination, agriculture, and barrier segments. Figure 5
portrays the potential utilizations of UAVs in ordinary, natural, and protected areas.
Figure 5.1 Top Applications of UAV
5.1.2.1. Defence Applications

The presence of UAV begun at first to execute the war missions like insight, spying,
surveillance carefulness, and target location; later, they were presented for typical and
calculated applications [68]. USA, UK, Russia, India, and Israel are the leading nations in the
improvement and arrangement of military UAVs. In 2017 the increasing expansion of
military alongside non-military personnel UAVs was watched, and the most extreme number
of UAV strikes by the USA and UK were noted. Leap forward research and striking
progressions in the territory of swarming UAV, fly fuelled, and Micro drones. As indicated
by the Agency of Analytical News coverage, the US propelled multiple occasions a more
significant number of strikes in 2017 than the year 2016. Following the bar, the diagram
shows the information of US strikes on Somalia, Yemen, and Afghanistan from the year.
5.1.2.2 Civil Applications
UAVs also called drones are being captivated by every business stratum from power
organizations to the railway business. Electrical organizations are favouring drones for
assessment of high strain lines effortlessly of dangerous assignment of climbs and power
outages [71, 72]. Railway organizations have utilized automatons for checking and reviewing
35
the track blames in compelled get to regions. The Indian government is arranging 3d mapping
of thousands of kilometres long railway hallways and national roadways. Amazon roused by
margarita pizza conveyance with drones, tried the bundle conveyance with drones, despite the
fact that commercialization of this undertaking is anticipated. UAVs help perform look and
find activities of missing individuals during cataclysms conditions. A preliminary to find
individuals in the Donegal mountain range, Ireland, and salvage activity of 200 individuals in
flood zone by Chennai police, India embodies the potential and need of drones. Therapeutic
office conveyance utilizing drones performed in numerous nations like the USA. Power age
through high rise and fast automatons is another exploratory region.
5.1.3. Accidents and Incidents Reports

From 2006 to 2015, the information gathered concentrated explicitly on accidents and
incidents of civil RPAS. Every incident and accidents occurrence was sorted dependent on
event order, a period of flight, and a security issue. The event orders utilized were those of
(GSIE) the Global Security Information Exchange, as point by point by IATA. The
arrangements remembered for this work were: Controlled Trip into Terrain (CTIT), Loss of
Control–In-flight (LOC–I), Runway Security (RS), Ground Security (GS), Operational
Damage (OD), Unknowns (UNK), (utilized when there is inadequate data), Medical(MED),
and Other (a catchall for different sorts, not used in the investigation ). The periods of flight
examined in this work included:
Table 5.1 Periods of Flights

Take-off(counting climb out)
Cruise, or approach
Landing(counting plunge)
Landing
The breakdown of the 152 cases gathered is exhibited in Figure 1. As far as accidents
versus occurrences for RPAS, it tends to be seen that accidents were about 26%, and 74%
were incidents, which is fundamentally the same as the breakdown for the CAT occasions, as
announced by EASA [21]. For both security issues and events, a great contrast can be seen
between the CAT extents and RPAS. For a period of flight, a slight increment in occasions
related to departure and Cruise can be seen for RPAS occasions. Altogether, ten chi-squared
tests were embraced. The first was to look at the extent of mishap and occurrence occasions
in RPAS to those of Feline. The comparing χ two worth was determined as 0.52, with two
36
classes. It gives a single level of opportunity and a fundamental estimation of 3.841. In this
manner, at the 95% essentialness level, the invalid speculation is acknowledged. That is, the
extent of incidents and accidents for RPAS is comparable to that for Feline. A further nine
chi-squared tests utilized subsets of the information gathered into: Accident, incident, and
joined aggregate. The classes along these lines inspected were, event, period of Flight, and
security Variable.
Figure5.2 Different Categories of Accidents and Incidents percentages proportions
5.1.3.1. Case Reports

For takeoff and landing, Pioneer requires an EP. It can be controlled from a GCS in one of
three modes, after takeoff. In the primary mode, the air vehicle is worked self-ruling, and the
autopilot utilizes a GPS prearranged directions to fly the air vehicle to each waypoint. In the
subsequent mode, the IP directions the autopilot by setting handles (turning position changes)
to order velocity, height, compass heading, or move edge, and the autopilot fly the UAV. The
Pioneer flies the flying machine using a joystick in the third mode. The Pioneer can land at a
runway using catching connections. The Pioneer can land at a runway utilizing capturing
links. However, since it is a U.S. Naval force/Marine worked flying machine, it is
additionally arrived on board a ship by flying into a net. There are plans for executing a
computerized landing framework for the Pioneer for dispatch based arrivals. A rundown of
239 Pioneer mishaps was gotten from the naval force Security Center. Even though it is not
37
giving much detail, the information allowed a general classification of mishaps into rule
causal classifications.
180
156
160
140
120
100
80 68
60
40
20 5 5 5
0
Maintenance Human Aircraft Enemy Unknown
Factors
Figure5.3 Major Causal Elements of Accidents for Pioneer.

As can be seen from the figure, human factors-related issues were present in
approximately 28% of the accidents. Breaking down the human factors-related accidents
further, Table 3 lists the number and percentage of the 68 accidents related to specific human
factors issues.
Table 5.2 Number and Percentage of Accident related to Human Factors
Issue Number Percentage

Aircrew Coordination 9 13%
Landing Error 46 68%
Take-off Error 7 10%
Weather 6 9%
Likewise with the U.S. accidents of the Armed force Tracker , the most exceptional level
of human elements mishaps (68%) was related with the trouble experienced by the Pioneer
while landing . An extra 10% of the mishaps were related with takeoff, in spite of the fact that
the essential methods for taking off is using a launcher (from dispatch based flying machine).
Notwithstanding takeoff and landing blunders, two different issues seen with the Pioneer
were aircrew coordination, which incorporates procedural and correspondence type mistakes,
and climate related accidents, which manage pilot essential leadership. Tragically, insights
about these accident were not adequate to distinguish issues past this level.
38
5.4 Boeing Shimmy Events
Boeing, in some cases, gets reports from administrators of what is thought to be a hard
landing in light of the brutal idea of the landing and the perception of a torsion interface
break. In any case, Boeing's involvement in these landings uncovers that such harm
recommends a shimmy occasion happened. Despite the nearness of shimmy damper
equipment, which is appended to the pinnacle drags on each MLG and is intended to diminish
the torsional vibration vitality produced during landing, planes periodically experience MLG
shimmy. Shimmy occasions quite often bring about harmed torsion connections and shimmy
dampers (see fig….). At the point when a torsion connect is totally cut off, it can leave
swaying tire blemishes on the runway. Following a shimmy occasion, the plane regularly
should be briefly expelled from the income creating administration for reviews and fixes.
Figure5.4 Harmed Torsion Link.

Boeing has examined shimmy occasions trying to comprehend their main drivers and to
create protection activities or suggestions. Shimmy can happen on large or little business,
worker, and military planes with MLG single axle. In-administration history shows that
shimmy occasions ordinarily come from maintenance errors in an establishment, undue wear,
and Free-play in the landing gear joints, inappropriate overhauling of the damper, or stun
39
swagger, or arrivals with incredibly low sink rates. The number of announced shimmy
occasions has expanded to some degree during the previous quite a long while. In any case,
the rate has fundamentally expanded because of new administrators with less recognition in
keeping up and working 737- 200/ - 300/ - 400/ - 500 planes alongside the diminishing
number of these planes in the overall armada (see fig. ..). Since private administrators
erroneously order the occasion as a hard landing rather than a shimmy, the measure of
shimmy reports is considered to be lower than what happens.
5.5 Case Study of Boeing-737
5.5.1. Aircraft Information

The MLG of Boeing 737 leg comprises of a type shock strut piston/cylinder, with the
external chamber connected to the wing structure, and the lower end of the internal
cylinder conveying an axle with two original wheels. The shock strut has a pivot centreline
that is found 9 cm behind the centreline to give an enduring impact.
Figure5.5 Upper and Lower Torsion Connect

A pivot of the inward cylinder comparative with the external chamber while enabling
hub development to give stun retention (Figure 5.5) was proposed by a made up by an
upper and lower torsion connect of a scissor linkage. The upper torsion connect is
40
appended to the external chamber through a flat rotating joint, and the lower torsion
interface is likewise appended at the internal cylinder. A shimmy damper is associated
between the peaks of the upper and lower torsion interfaces to control the turning
wavering of the stun swagger inward cylinder comparative with the external chamber and
in this manner avoid unnecessary MLG vibration (shimmy) during rapid taxi and under
reliable braking. The peak of the upper torsion interface rushes to the damper body, and
the pinnacle of the lower torsion interface is associated with the damper cylinder bar
through an orientation get together. It comprises of circular shrubs sandwiched between
two push washers and is cinched against a shoulder on the bar by an end nut. The torsion
connections can turn comparative with one another yet smooth relocation between their
peaks is constrained by the damper activity (Figure 5.4).
5.5.3. History of the Flight

The aeroplane had taken off from East Midlands Air terminal conveying 16 tons of load. It
arrived at Belfast Global Air terminal at a load of 54,900 kg (98% of the most extreme
landing weight) with a forward, yet inside limits, the CG. At the hour of the arrival, there was
a tailwind part of 5 kt and a crosswind segment of 10 kt from the left. The aeroplane
contacted down around 250 m past the edge of Runway 25. The team did not review anything
bizarre about the touchdown. The speed brakes were sent, and therefore, the push reversers
and the brakes were chosen. The flight attendants felt a vibration that began to increment in
power, and they speculated a tire failure. The team dropped the push reversers, and
programmed braking as adequate runway stayed in which to stop after the anti-skid
cautioning enlightened. The plane track kept on wavering near the runway centreline before
halting 2,170 m past the edge of Runway 25 at its crossing point with Runway 17/35. There
were no wounds, and the flying machine was moved from the runway at roughly 1800 hrs.
The aeroplane halted on Runway 25 at its crossing point with Runway 17/35 (Figure 5.5).
41
Figure5.5 Halted Aircraft on Runway 25

A couple of parallel tire imprints to one side of the centreline on Runway 25 had a
particular 'S-shape' design and began around 900 m from the edge of Runway 25. They
proceeded to the original wheels on the privilege MLG leg; nevertheless, for the last 60 m,
the two marks turned out to be straight (Figures 5.4, 5.5 and 5.6).
Figure5.6 Image Showing a Close View of the Tire Marks

When investigated, the two wheels of the privilege MLG were slanted to the other side,
and there was critical harm to both wheel centre points and the two tires (Figure 5). The
two tires had stayed expanded. The lower torsion connects on the privilege MLG had
broken. A few bits of debris and jetsam were recouped from the runway, including bits of
the bushings from the pinnacle where the upper and lower torsion links join. It was
42
impractical to make a precise evaluation of the shimmy damper connection condition
because of the significant level of harm.
Figure5.7 Image Showing a Close View of the Tire Marks
5.5.3. Recorded Information
The aeroplane's flight information recorder (FDR) and cockpit voice recorder (CVR) were
downloaded and their recorded information examined. Landing into Belfast airport The FDR
information indicated that as the aeroplane descended through 1,000 ft, the flaps were
deployed 30, and auto throttle and autopilot withdrew. The CAS (calibrated airspeed) was
around 148 kt (VREF + 7), with a 5 kt of a tailwind component and crosswind part of around
30 kt from the left. As the aeroplane descended beneath 500 ft, the rate of descent was an
ostensible 800 fpm. This was kept up until around 40 ft AGL when the flare was started,
lessening to around 600 fpm (10 fps) at touchdown. The aeroplane touched the runway with
1.7º of the left bank and a drift point of 3º to one side, at around 148 kt CAS (VREF + 7) and
a pinnacle recorded normal quickening of 1.65 g. Ground track Figure 6 shows the relevant
information for OE-IAG during the arrival of rollout and the subsequent ground track.
The separation on the x-hub (determined good ways from runway edge) depends on a mix
of the ground speed, at that point working back along Runway 25 from the intersection with
Runway 17/35 where the aeroplane halted and runway data distributed in the UK
Coordinated Aeronautical Data Bundle. The vertical separation of the aeroplane from the
runway centreline (determined sidelong deviation from runway centreline) depends on
localiser deviation. An investigation of the information demonstrates that the aeroplane
contacted down around 250 meters past the limit to Runway 25. The speed brakes sent on
43
touchdown, and the push reversers were completely conveyed by 530 m past the edge. At
around 690 m past the limit, the air/ground discrete mistakenly changed to air, trailed by
motions in horizontal speeding up. At 950 m past the limit, the brakes were applied. They
were discharged briefly after around 600 m when the push reversers were re-stowed. The
flying machine at that point swayed from the runway centreline before halting 2,170 m past
the edge.
Chapter Six Conclusion

The shimmy of landing gears is a dangerous concept that may occur in critical damage.
Hence, it should be an essential consideration in the landing gear design. Thus, much exertion
must be placed in the advancement of computer simulation models to make dependable
stability expectations and to comprehend the mechanisms overseeing shimmy. The primary
landing gear of shimmy stability is an element of many plan factors and includes both the
dynamic conduct of the tire and landing gear structure. The methodology followed in this
theory is, to begin with generally straightforward models to comprehend the wonder and
steadily increment their multifaceted nature for a progressively point by point investigation.
Diagnostic articulations for the shimmy stability can be determined for the trailing wheel
framework with lateral adaptability of the help.The shimmy frequency might be not the same
as the eigenfrequencies of the structure gear. A basic preferred position of the Nyquist
criterion is that it permits a superior physical translation of the reason for the shimmy wonder
contrasted with, for example, the computation of eigenvalues or Hurwitz standard. Aside
from full-scale flying machine tests, different part tests, most strikingly the estimation of tire
qualities and basic firmness, are required to build up a quantitatively right model.
44
References
[1] W.J. Moreland, The story of shimmy, Journal of the Aeronautical Sciences, December 1954
[2] M.V. Keldysh, Shimmy of the front wheel of a three-wheeled landing gear, Tr. Tsentr.
Aerogidrodinamicheskogo Inst., No. 564, 1945
[3] H.B. Pacejka, The wheel shimmy marvel, Doctoral Proposal, Delft College of Innovation, December
1966
[4] L.C. Rogers, Hypothetical tire conditions for shimmy and other powerful investigations, AIAA Diary
of Airplane, August 1972, pp. 585-589
[5] R.F. Smiley and W.B. Horne, Mechanical properties of pneumatic tires with exceptional reference to
present day airplane tires, NACA TR-R-64, 1960
[6] R.L. Collins and R.J. Dark, Tire parameters for landing gear shimmy considers, AIAA Diary of
Airplane, May-June 1969, pp. 252-258
[7] F.H. Ho and M.F. Lobby, A trial investigation of the unadulterated yaw recurrence reaction of the
18x5.5 kind VII airplane tires, AFFDL-TR-73-79, 1973
[8] S.K. Clark, R.N. Evade and G.H. Nybakken, Dynamic properties of airplane tires, AIAA Diary of
Airplane, Vol. 11, Nr 3, 1974, pp. 166-172
[9] T.J. Yager, S.M. Stubbs and P.A. Davis, Airplane spiral belted tire assessment, SAE specialized paper
901913, 1990
[10] P.A. Davis et al., 26x6.6 spiral belted airplane tire execution, SAE specialized paper 912157, 1991
45
[11] C.B. Alsobrook and M.G. Vogel, Unwinding conduct of airplane tires, SAE specialized paper
961300, 1996
[12] H.B. Pacejka, Examination of the shimmy marvel, Car Division Organization of Mechanical
Specialists, Procedures 1965-1966 Volume 180 Section 2A
[13] D.T. Grossman, F-15 nose landing gear shimmy, taxi test and restorative examinations, SAE
specialized paper 801239, 1980
[14] R. van der Valk and H.B. Pacejka, An investigation of a common airplane primary landing gear
shimmy disappointment, Vehicle Framework Elements (22) 1993, pp.121
[15] J. Baumann, C.R. Barker and L.R. Koval, A nonlinear model for landing gear shimmy, ASME 91-
WA-DSC-14, 1991
[16] G.X. Li, Demonstrating and examination of a double wheel nose gear: shimmy unsteadiness and
effect movements, SAE specialized paper 931402, 1993
[17] W.E. Krabacher, Airplane landing gear elements present and future, SAE specialized paper 931400,
1993
[18] W.J. Norton, C-17A landing gear shimmy testing, 1993
[19] W.E. Krabacher, A survey of airplane landing gear elements, AGARD Meeting 1995
[20] P. Woerner and O. Noel, Influence of nonlinearity on the shimmy behaviour of landing gear, AGARD
Meeting 1995
[21] K. Koenig, Unsteady tire dynamics and the application thereof to shimmy and landing load
computations, AGARD Meeting 1995
[22] EASA. Annual Safety Review 2014. Available online: http://asndata.aviation-safety.net/industry-
reports/ EASA-Annual-safety-review-2014.pdf (accessed on 8 October 2015).
[23] Kevin W. Williams, Ph.D.FAA Civil Aerospace Medical Institute, Oklahoma City, OK
[24] A. Callam, "Drone wars: Armed unmanned aerial vehicles," International Affairs Review, vol. 18,
2015.
[25] Drone Warfare [Online]. Available the bureau investigates projects/drone-war
Acknowledgement
First and foremost, I would like to thank almighty Allah for giving me the strength to
finish my thesis. I also want to express my gratitude for my supervisor professor Ling Wang
for being a role model and giving me the support.
46
To my family I would like to take the time and thank you for believing in me and
supporting me throughout my decision and all my friends who had supported me during this
period and for the last four years, I am grateful and thankful for having your support. Thank
you!
47

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111Equation Chapter 1 Section 1

Nanjing University of Aeronautics and

Major Aeronautical Engineering

Advisor Professor Chen Dawei

Graduation Thesis Letter of Commitment

Private solemn statement: the whole content of this Graduation Thesis

Student ID number: 191561121

Shimmy Analysis of a Simple Aircraft Nose

Nanjing University of Aeronautics and Astronautics............................................................i

Graduation Thesis Letter of Commitment.............................................................................i

Student ID number: 191561121...............................................................................................i

Chapter One Introduction.......................................................................................................7

Figure 3.2 Landing gear eigenvalues and stability chart

MDO Multidisciplinary Design Optimization

MEW Manufacturing Empty Weight

Chapter One Introduction

1.1 History and Background

1.2 A Review of Landing Gear Shimmy

Chapter Two Literature Review

2.1 Landing Gear

2.1.1 Design Requirements

Figure 2.1. Landing gear design Flowchart

Figure 2.2 Schematic overview of different Landing Gear configuration

Table 2.1 Arrangement of a landing gear.

Step3 To give a protected separation between other airplane segments, for

2.1.1.1 The Design Step of Landing Gear

Table 2.2 Landing gear configurations steps.

2.1.1.2 Types of Landing Gear

Figure 2.3. Fixed (a) versus retractable (b) landing gear

2.1.2 Shock Absorber Characteristics

Figure 2.4. Different kinds of shock absorber development

2.2 The Shimmy Concept

2.2.1 Shimmy Damper

Figure 2.5. Components of a Cantilever Landing Gear

2.2.1.1 Types of Shimmy Damper

2.2.1.2 Causes of Shimmy damper

Figure2.6 Landing Gear Instabilities

Chapter Three Numerical Analysis of Aircraft Nose Landing Gear

Figure3.1 Parameters for shimmy analysis

3.2 The Eigenvalue Analysis Method

Figure3.2 Landing gear eigenvalues and stability chart

3.3 Simulation of Nonlinear System Method

Figure3.3 Time history of damped lateral deflection y1

x (t)=am sinωt (3.2)

keq=Z T 0 Fd (t) x ˙ (t)dt Z T 0 x ˙(t) 2 dt (3.7)

3.4 Stability Curves in Parameter Space Method

Figure3.4 Stability boundaries in e-V-plane, variation of spring stiffness c

4.1 Eigenvalue Method Results

Figure4.1 Eigenvalues at variation of caster length e and velocity V

Figure4.2 Stability boundaries in e-V-plane, variation of spring stiffness c

Figure4.3 Phase plot of shimmy yaw angle versus time

5.1 Unmanned Aerial Aircraft

5.1.2. Applications of UAV

Figure 5.1 Top Applications of UAV

5.1.2.1. Defence Applications

5.1.3. Accidents and Incidents Reports

Table 5.1 Periods of Flights

Figure5.2 Different Categories of Accidents and Incidents percentages proportions

5.1.3.1. Case Reports

Figure5.3 Major Causal Elements of Accidents for Pioneer.

Table 5.2 Number and Percentage of Accident related to Human Factors

Issue Number Percentage