| | | WILSON) ANC-2 BULLETIN <— Ground Loads DEPARTMENT OF THE AIR FORCE AIR RESEARCH AND DEVELOPMENT COMMAND DEPARTMENT OF THE NAVY BUREAU OF AERONAUTICS _ eS oO : DEPARTMENT OF COMMERCE : . CIVIL AERONAUTICS ADMINISTRATION ISSUED BY THE SUBCOMDOTTEE ON AIR FORCE-NAVY-CIVIL AIRCRAFT DESIGN CRITERIA OF THE MUNITIONS BOARD AIRCRAFT COMMITTEE ‘The content ofthis Docameat shall oe be reproduced ia whole ot ia pare wichour specific auchorization of the ‘Munitions Board Aire Commie 0 Raven en: : NOTICE ‘Toe reader is hereby notifed that this document is subject to revision when and where zl ‘soch revision of amendment is necessary to effect agreement with the latest approved infor- u ‘ation on aircraft design criteria. Whea using this document the reader should therefore : make certain that it 1 the latest edition and that all tsqued amendments, if any, are Inetuded herein. When ordering this document from the Superintendent of Documents, = Coples of this document and amendments thereto may be obtained from the Superin- 2 tmadent of Documents, United Staten Gorerament Printing Offce, Washlogton 25, D. C. oe : ‘Tala edtion supersedes all previous editions of ANC-2 and ANC-2ai Pw 1 1 1 1 1 1 1 : 1 1 162. Center of Gravity Positions... 1 U7. Symbols. --e eee. 1 CHAPTER $. LANDING CONDITIONS 24. General. 3 2.11 Landing Paramevars.-.------ a 212, Daflections of Landing Gear Elements. 3 3 3 3 7 3 3 : 3 4 : 8 5 8 q 5 8 6 6 6 6 6 7 7 7 : 1 + 441, Navy Planes and Air Force Water Piaoes.. 7 7 7. CHAPTER 5S. MISCELLANEOUS CONDITIONS: 5.1, Rebound. “$2. Extension $31. Dual or Twin Wheels (Side by Side)...---- 832, Multiple Wheels Other Than Dual of Twin... $A. Tail Bumper Criteria.....-..e-000 BERGSESESSoO 7 . CHAPTER 1 GENERAL 1.1 Introduction ‘The ground loads and loading conditions speci. fied in the following requirements are those that shall be considered as the minimum acceptable structural requirements for design. The require- ments of this bulletin (except Chapter 6) shall ‘apply to the design of airplanes equipped with “conventional main and nose or tail wheel gear configurations. They shall also apply to air- planes with unconventional gear configurations, ‘except where replaced by pertinent criteria in Chapter 6 of this bulletin, or by requirements ap- proved by the, procuring service or certific agency. 1.2. Factor of Safety Tho loads specified in this bulletin are limit loads and shall be multiplied by a minimum factor Oct safety of 1.5 to obtain design ultimate loads. 1.3 Load Application ‘ “ty Fogg 0-55 Fryar } The basic loads (Vso, Dao) should be resolved. parallel to, and normal to the oleo axis. After 4 modifying the component normal to the oleo axis to account for dynamic magnification, the result- ant design loads will then be determined as com- prising the following componnets (see fig. 71) : Normal to oleo (aft) Eso (Fogg 008 0 Frigg 8D 9, Parallel to cleo =F qq 608 0+ Fogg 30 8 (See Bg. 78 for the determination of the dynamic response factor, Kre.) In lieu of applicable test data, the values of tr and tra may be obtained from the following formulae: tye Vez [Vr=20.8de ni TE, = ti aon [i Tit, for teotr 782. Drvastto Srarvo-Bace. Subsequent to the instant of maximum spin-up load and the eor- responding rearward deformation, the wheel rota- tional speed is considered to have reached the plane's rolling speed and the magnitude of the slid ing friction load at the ground reduces rapidly to zero. Tho strain energy stored in the rearward deformation of the gear is considered to result in a springing forward of tho axle and its associated ‘masses so that, at tho instant of reaching the maxi- mum forward deformation, a dynamic spring-back Toad may be considered to consist of the inertia of the effective mass at the axle acting forward nor- mal to the oleo. At this instant the vertical ground reaction is considered to have reached its maximum value, Taking into account dynamic anmagnifications resulting from the rapid reduction are at an angle greater than 2 Dj spin-up lond and the elasticity ofthe structure, with the airplane thrust lin horizontal, since for the resulting design lond will be determined 2s these cases the method used to compute gure 13 ‘comprising the following components (see fig. may not be applicable. | may be taken equal to 1.2 where ng=0.25 5¢/de (which is the value-giving——__ O 1.382. Landing Gear Natural Period. The srasimum vertical and side load on the wheel on x, landing gear natural period, ts is best determined the inside of the turn), although ns need not be * from vibration tests of the gear as actually aay stalled inthe airplane. It may becomputed from ***' “ 7 Danding sear having to te sows longitudi- Pegs Pra, center lines are within 20° o! vertical with ara ~ the airplane thrust line horizontal, by the follon- “48. Aumussr Gran. The values of pare ing formula: eee i 78): ‘Normal to oleo (fwd) 74 Turing =Kss(Foyy £08 0—Fryy sin 8+ * ‘The following formulae may be used to estab- = lish the loads in connection with paragraph 3.3: Pruax (see fig. 7-4) ' ! Fra \00 Fe) t ‘TAL. Oorame Gear. - i Along oleo Fry,=0.5Wb/a-tme Wat ' f =F ruiz 008 8, : - : 0.5 bt/de (which is the overturning (See fig. 7.3 for the determination of the dynamic value) although ny need not be greater than 0.5. response factor, Xsz.) Fy, =nsFr, 2 733. Drvasue Resrorsn. ae e ‘1331. Dynamic Response Factors. The dy- Fr= Wold namic response factors, Hag and Xx shall be cal- Fa=nsFr, ! culated by the use of figure 7.3. However, to : s . | eliminate the necessity for calculating the param- 7.42. Ivsme Gear. ter ty required to determine the dynamic response - q factors, Key may be taken equal to 14 and Kea Fry,=0.5 Wo/d—ns Welt : ~ t,20.3% aa 7.3 Braking Torque _ where » is the structural deflection (inches) of a in the axle, with the oleo fully extanded, caused by _,, The following methods may be ueel or a an aft load which is normal to the oleo and equal {2g the braking torque for wwe with peragran 1, ‘tothe fotal weight ofthe wheel assembly and the S24: a) faappoct th ai part of the strut extending from the center line of the wheel to a distance equal to the tire radius, plane with tho wheels clear of the ground. Turn ‘The reactions for this force shall be assumed to the wheels up to takeoff speed. Impose rapid be applied at the airplane fuselage. application of the brakes, Use strain gnges or : 1.833, Special Dynamic analysis. Special other suitable instrumentation to measure the dynamic analysis should be made for landing gears brake torque. Correction should be made for dy- hhaving oleo struts whose longitudinal center lines namie magnification of the structure. Wea the olee Is inlined aft from the wing of fuselage. 1a, mA sn #ie negative, the (aetor 0.9 sball be tabea as eqoal to sero, 1s7.52. Aureanars Meruop. It may be assumed a. Brake pressure increases linearly from zero that the torque is equal to the nominal maximum to a maximum in 0.2 seconds. static brake torque, The spring-back torque may 8, Sliding coefficient of friction existe be- ‘be assumed equal to % of the stopping torque, tween the wheel and the brake lining of 02 with 7.83, Hromauuc Bares. When hydraulic an increase of 0.1 at the instant of stopping (un- Drakes are used a rational analysis for determining less other values can be established by test data). braking torque may be made by making the fol- ¢. The dynamic response factors of figure 73 lowing sssumptions: apply. C) 610 SPIN-UP LOADS ‘Pigere TA. Spiny recetions,__ KaolfngyP08 0~ Pvp, 8H 0 ee f ' “+ goats pale au 0 Co) 08 aston 19 sanan we eat” fShen'e le necative, *_BASIC SPRING-BACK LOADS” > DESIGN SPRING BACK LOADS ‘Plyure 13. Spring-back reactions, ee ies ()co Saal cH Ea A || |} rr |_j jt jotors for landing gear érag toads. |_| ‘Dynemio response factors Pree |_| Figure 73. LitRK WHEELS ON Nap OUTSIDE OF TURN wWneELs ON IWSIDE, ENO view Figure 14. Turning. 20 5 eraneat mai comet t