A/C DESIGN UNDER

CARRIAGE
TEAM
Anupriya
Manish Raghuwanshi
Manish Yadav
Rageshree
Piyush Kapoor
Krishna Mehta
Shubhra
Anmol Kumar
Arslan Raf
Sanjay Mahesh
Shubham Agarwal
Raghuveer Soni
Abhay s a

What is Undercarriage ?
Undercarriageis the part of a moving vehicle that is
underneath the main body of the vehicle.
The term originally applied to this part of a horsedrawncarriage, and usage has since broadened to include:
Thelanding gearof an aircraft.
Thechassisof an automobile.
Theundercarriageassembly of a train car or locomotive
incorporating the trainwheel sets, suspension, brakes and, in
powered units, the traction motors.
Thetractor treadsof a tractor or tank.
Theunderframeof a locomotive.

DUNLOP TYRES
----- MANISH RAGHUWANSHI

THESIS ON DESIGN REQUIREMENTS

Modelling and Simulations help us in evaluate new design and reducing cost and
effort to optimize final design.

Number of sample from the rubber compounds and reinforcement were used to
characterise the elastic, hyper-elastic and viscoelastic behaviour of material.

Checks should be done such as profile growth, sidewall deformation, footprint,

contact pressure and load-deformation data.

Simulation was carried out to investigate when and where the failure in tyre
occurs and compares it with what happens in real-world.
Tyre geometry and forces investigated through it.

The life of aircraft tyres can be extended by: Maintenance of correct inflation pressure
Consideration of FOD
Consideration of aircraft operation
Cost Estimation
Experiencing-unacceptable wear rate
Costs about $1,500 a piece, demonstrates adequate
wear

AUTO BRAKE SYSTEM

----- Piyush Kapoor

Auto brake System

An auto brake is a
type of automatic
wheel-based hydraulic
brake system for
advanced airplanes.
It is normally enabled
during takeoff and
landing procedures, in
order to keep the pilot
free to perform other
tasks.

Auto brake in Landing

One of the main advantages of engaging the

auto brake is the uniform deceleration
mechanism of the auto brake.

The aircraft automatically decelerates at the

selected level regardless of factors such as
aircraft drag and other deceleration methods
such as deployment of thrust reversers or
spoilers.

LANDING GEAR
----- Rageshree & Krishna

Purpose of landing gear

Provides suspension system During Taxi Takeoff and
landing.
Provides structural support.
Provides maneuverability.
Provides a mean to absorb loads.
Provides braking and directional control of the
aircraft.

Three common types of landing

gear

Design considerations

Maximum strength
Minimum weight
High reliability
Overall aircraft integration
Low cost
Airfeld compatibility
Landing Gear should locate near the
center gravity (CG) of the plane.

Landing gear developments

Noise reduction
Gear up landing prevention system
Use of Advanced Materials

Challenges in designing

Weight
Performance
Volume
Life
Development time

Conventional L G
------- Abhay S A

Conventional Landing gear

Conventional landing gear,

ortailwheel-type landing gear, is
anaircraftundercarriageconsisting of
two main wheels forward of
thec.gand a small wheel or skid to
support the tail.

The termconventionalpersists for

historical reasons, but nowadays
most aircraftincluding alljet aircraft
are confgured with tricycle gear.

Some examples
Cessna 170
de Havilland Canada DHC-2
Beaver
Denny Kitfox
Grumman Ag Cat
Maule M-7
Piper J-3 Cub
Vans RV-4

Advantages

Due to its smaller size the tailwheel has lessparasitic dragthan a nose
wheel, allowing the conventional geared aircraft to cruise at a higher
speed on the same power.
Tailwheels are less expensive to buy and maintain than a nose wheel. If a
tailwheel fails on landing, the damage to the aircraft will be minimal.
This is not the case in the event of a nose wheel failure, which usually
results in aprop strike.
Tailwheel aircraft are easier to ft into some hangars.
Due to the increased propeller clearance on tailwheel aircraft less stone
chip damage will result from operating a conventional geared aircraft on
rough or gravel airstrips.
Because of the way airframe loads are distributed while operating on
rough ground, tailwheel aircraft are better able to sustain this type of use
over a long period of time, without cumulative airframe damage occurring.
Tailwheel aircraft are more suitable for operation on skis.

Disadvantages

Tailwheel aircraft are much more subject to "nose-over" accidents

due to injudicious application of brakes by the pilot.
Conventional geared aircraft are much more susceptible toground
looping.
A ground loop occurs when directional control is lost on the ground
and the tail of the aircraft passes the nose, swapping ends, in
some cases completing a full circle.
Tailwheel aircraft generally suffer from poorer forward visibility on
the ground, compared to nose wheel aircraft.
Tailwheel aircraft are more difficult to taxi during high wind
conditions, due to the higher angle of attack on the wings which
can then develop more lift on one side, making control difficult or
impossible.

GROUND CARRIAGE
--------- Anupriya
chalukya

Ground carriage
Ground power assisted takeoff and landing concept.
alanding gearsystem connected to the ground, on
whichaircraft cantake off andland
Technical feasibility being investigated.
It will reduce 6-15% of empty weight.
Reduces cost, complexity & maintenance.
Precursors:
thejettisonable or detachable landing gear
retracted landing gear
aircraft catapult : Electromagnetic Aircraft Launch
System (currently under development)

GROLAS & GABRIEL

GROLAS or Ground-based Landing gear System:
Being developed since 2008 by aHamburg-based company in cooperation
with the Technical University of Hamburg and theGerman Aerospace Center.
Market entry : 2035
Function

GABRIEL or Integrated Ground and on-board system

for support of the Aircraft Safe Takeoff and Landing.
This is a research project ; started in 2011 by consortium of several European
universities, companies and institutions
function

A/C UNDERCARRIAGE
ARRANGEMENTS
----- Manish Yadav &
Arslan

A/C Undercarriage Arrangements

Large aircraft, such as modern passenger aircraft
can have complicated landing gear arrangements.
The picture shows an Airbus A340 undercarriage just at
the point of touchdown.
Main body
undercarriage

Main wing
undercarriage

Undercarriage
Considerations
To make sure the aircraft tail does not hit the
ground on take-off or landing, the main wheels must
be behind the Centre of Gravity.
If they are too far back, very high loads will be
taken on the nose wheel during landings, which
may cause it to collapse.
Main units are often
retracted into the wings
(or the body for larger
aircraft).
*

Wheel Units
All of these factors mean that
the undercarriage positions
must
be
very
carefully
designed.
Each main-wheel unit consists
of a single, double, tandem or
bogie unit, of four or more
wheels.
There are even more variations
than this, but they are not
common.
As aircraft become heavier, the
loading on a single wheel
increases, leading to a great
increase in the damage done to
runways.

Load Distribution

By having the weight spread

over a number of wheels, the
contact
pressure
of
the
undercarriage is reduced.
This
leads
to
reduced
undercarriage
weight
and
increased safety if a tyre
bursts on landing.
The new Airbus A380 has 22
wheels
Four main units, 2 with fourwheel bogies and 2 with 6
wheel-bogies, and a double
nose-wheel unit.
*

Military Aircraft Examples

This is nose landing gear of
the Boeing Goshawk aircraft
The double wheel layout is
necessary to cope with the
landing loads, as this aircraft
lands on a Carrier.

This is one of the main

landing gear from the
Eurofghter Typhoon it
just has a single wheel.
*

Civil Aircraft Examples

The images below show the more robust wheel units as
utilised on civil aircraft designs.
In this case, both images are of main wheel units as ftted to
the Airbus A380.

Note the number of wheels required to distribute the heavy

load of the aircraft!

Jockey Wheel Units

A variation of the tandem arrangement is the Jockey Unit, which
comprises two or three levered legs in tandem on each side of the
fuselage, sharing a common horizontal shock absorber.
Amongst the advantages of this design are excellent rough-feld
performance and the ability to lower the aircraft down (kneeling) for
easier loading.
The units also retract into a small space, without penetrating into
the load space. This makes this arrangement ideal for transport
aircraft like the Hercules.

A JOCKEY UNIT ON THE ANTONOV

AN-225 MRIYA TRANSPORT
AIRCRAFT

TRICYCLE LANDING
GEARS
------- Sanjay & Shubham

TRICYCLE LANDING GEAR

Tricycle gearis a type ofaircraftundercarriage, orlanding gear,
arranged in atricyclefashion.
The tricycle arrangement has one wheel in the front, called
thenose wheel, and two or more main wheels slightly aft of
thecentre of gravity.
Almost all jet-powered aircraft have been ftted with tricycle
landing gear, to avoid the blast of hot, high-speed gases causing
damage to the ground surface, in particularrunwaysandtaxiways.

Tricycle Landing Gear Airplanes

It allows more forceful application of the brakes during landings at
high speeds without causing the aircraft to nose over.
It permits better forward visibility for the pilot during takeoff,
landing, and taxiing.
It tends to prevent ground looping (swerving) by providing more
directional stability during ground operation.
Since the aircrafts centre of gravity (CG) is forward of the main
wheels. The forward CG keeps the airplane moving forward in a
straight line rather than ground looping.
Nose wheels are either steerable or castering.
Steerable nose wheels are linked to the rudders by cables or rods,
while castering nose wheels are free to swivel.

 The tail wheel undercarriage dominated aircraft design

for the frst four decades of flight
This design is
inherently unstable
because the plane's
center of gravity is
located behind the
two main gear.
TIGHTER GROUND LOOP

the tail dragger is poor pilot visibility during taxiing. It is also often
difficult to load or unload heavy cargos because of the steep slope of
the cabin floor. Pilots and passengers are forced to walk uphill during
boarding and downhill after arrival.
Many aircraft also rely on gravity to bring fuel from tanks to the
engine, and some planes have been known to have difficulty
starting the engine because it is uphill from the fuel supply

 The tricycle undercarriage includes two main gear just aft of the center of
gravity and a smaller auxiliary gear near the nose
Eliminate Ground Roll problem of Tail dragger

Easier to taxi and steer.

Better visibility over the nose as well as a
level cabin floor to ease passenger traffic
and cargo handling.
The aircraft is at a small angle of attack so
that the thrust of the engine is more parallel
to the direction of travel, allowing faster
acceleration during takeoff.
Careful balancing of weight is also important

Greater weight and drag incurred by adding the large nose wheel strut.
Planes with nose wheels almost always require retraction mechanisms to reduce drag. Some planes
with tricycle gear also have difficulty rotating the nose up during takeoff because the main wheels
are located so close to the elevator, and there may be insufficient control effectiveness. Similarly,
the closeness to the rudder reduces its effectiveness in counteracting crosswinds.

WHEEL TUG

------ Anmol Kumar & Raghuveer

Wheel Tugis a ground propulsion system for aircraft

which puts a high torque electric motor into each of
the nose wheels hubs to allow for backwards
movement without the use of pushback tugs, to allow
for forward movement without using the aircraft's
engines, and to allow for rotation of the aircraft at the
gate

WHY to allow for rotation of

the aircraft at the gate?

By rotating the aircraft at the

gate using Wheel Tug, both the
front and rear door of the aircraft
can be used for faster boarding.

The two electric motors in the nose

wheel, together are projected to weigh
less than 150 kg,drives the aircraft
with power supplied by the on
boardauxiliary power unitrather than
main engine thrust, which reduces
emissions, fuel consumption, brake
wear, maintenance, noise, and engine
damage fromforeign object damage.

OLEO
STRUTS ------ Shubhra Mandal

Oleo Struts

Anoleo strutis anpneumaticairoil hydraulicshock

absorberused on thelanding gear of most largeaircraftand
many smaller one.
This design cushions the impacts of landing and damps out
vertical oscillations.
It is undesirable for an airplane to bounce on landing - it
could lead to a loss of control.
The landing gear should not add to this tendency.
A steelcoil spring will store impact energy and then release
it - the impact energy being the force of the airplane hitting
the ground.
An oleo strut absorbs this energy, reducing bounce.
As the strut compresses, thespring rateincreases
dramatically, because the air is being compressed, while
theviscosityof the oil dampens the rebound movement.
The largest cargo airplanes in the world, like theAntonov
An-124 Ruslan, use oleo struts to allow for rough-feld
landing capacity with a payload of up to 150 tons, and have
a kneeling mechanism which allows the fuselage to lower
for unloading.
This design also cushions theairframefrom the impacts
oftaxiing.

ANY QUESTIONS ????

THANK YOU

JAI HIND