Design of Landing Gear For Hurkus

ISTANBUL TECHNICAL UNIVERSITY  FACULTY OF AERONAUTICS AND
ASTRONAUTICS
DESIGN OF LANDING GEAR

FOR HÜRKUŞ
GRADUATION PROJECT
Zübeyir CEYLAN
Department of Aeronautical Engineering
Thesis Advisor: Prof. Dr. Gökhan İNALHAN
JANUARY 2017
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ISTANBUL TECHNICAL UNIVERSITY  FACULTY OF AERONAUTICS AND
ASTRONAUTICS
DESIGN OF LANDING GEAR

FOR HÜRKUŞ
GRADUATION PROJECT
Zübeyir CEYLAN
(110100080)
Department of Aeronautical Engineering
Thesis Advisor: Prof. Dr. Gökhan İNALHAN
JANUARY 2017
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Zübeyir Ceylan, student of ITU Faculty of Aeronautics and Astronautics, student ID
110100080, successfully defended the graduation entitled “Design of Landing Gear
for Hürkuş”, which he prepared after fulfilling the requirements specified in the
associated legislations, before the jury whose signatures are below.
Thesis Advisor : Prof. Dr. Gökhan İNALHAN ..............................

İstanbul Technical University
Co-advisor : Assist. Prof. Dr. Hayri ACAR ..............................

Jury Members : Prof. Dr. İbrahim ÖZKOL .............................

Prof. Dr. Elbrus CAFEROV ..............................

Assist. Prof. Dr. Nazım Kemal ÜRE ..............................

Assist. Prof. Dr. Emre KOYUNCU ..............................

Dr. İsmail BEYAZIT ..............................

Date of Submission : 04 January 2017

Date of Defense : 18 January 2017
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To my family,
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FORE,WORD
I would like to express my gratitude to my graduation project advisors Prof. Dr.

Gökhan İNALHAN and Prof. Dr. Hayri ACAR for their advice, support and
contributions they have provided during the preparation of this graduation thesis.
I would like to thank again my advisor Prof. Dr. Gökhan İNALHAN for the advice
and support he have providing in the entire my university life.
I would like to thank all other members of my examination committee.
I am grateful for all employee at the faculty of Aeronautics and Astronautics.
Finally many thanks go to my parents Gülümser CEYLAN and Fettah CEYLAN for
the support and inspiration they have provided in the entire my life and many thanks
to my sisters Zişan CEYLAN and Meryem CEYLAN for all their love.
January 2017 Zübeyir CEYLAN
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TABLE OF CONTENTS
Page
TABLE OF CONTENTS.......................................................................................... xi
ABBREVIATIONS ................................................................................................. xiv
LIST OF SYMBOLS ............................................................................................... xv
LIST OF TABLES ................................................................................................. xvii
LIST OF FIGURES .............................................................................................. xviii
SUMMARY .............................................................................................................. xx
1. LANDING GEAR BACKGROUND .................................................................... 1
2. INTRODUCTION .................................................................................................. 3
2.1 Design Requirements ......................................................................................... 3
2.2 Design Process ................................................................................................... 4
3. LITERATURE RESEARCH ................................................................................ 7
3.1 Socata TB 30 Epsilon ......................................................................................... 9
3.2 Enaer T-35 Pillián .............................................................................................. 9
3.3 Pilatus PC-21 .................................................................................................... 10
3.4 Pilatus PC-7 ...................................................................................................... 11
3.5 EMB-314 Super Tucano................................................................................... 11
3.6 KAI KT-1 Woongbi ......................................................................................... 12
4. LANDING GEAR CONFIGURATION ............................................................ 13
4.1 Single Main ...................................................................................................... 14
4.2 Bicycle .............................................................................................................. 15
4.3 Tail-Gear .......................................................................................................... 16
4.4 Tricycle............................................................................................................. 17
4.2 Quadricycle ...................................................................................................... 18
4.6 Multi-Bogey ..................................................................................................... 18
4.7 Releasable Rail ................................................................................................. 19
4.8 Skid................................................................................................................... 20
4.9 Seaplane Landing Devices ............................................................................... 20
4.10 Human Leg ..................................................................................................... 21
4.11 Selection of Landing Gear Configuration ...................................................... 21
5. FIXED OR RETRACTABLE LANDING GEAR ............................................ 23
5.1 Storage Bay for Retracted Gears ...................................................................... 24
5.2 Retraction Mechanism...................................................................................... 26
5.2.1 For main gear ............................................................................................ 26
5.2.2 For nose gear ............................................................................................. 27
6. MAIN LANDING GEAR ATTACHMENT POINT AND GROUND
CLEARANCE .......................................................................................................... 29
6.1 Landing Gear Height ........................................................................................ 29
6.2 Ground Clearance ............................................................................................. 30
6.3 Take-off Rotation Ground Clearance ............................................................... 31
7. WHEELBASE ...................................................................................................... 33
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8. WHEEL TRACK ................................................................................................. 37
8.1 Ground Controllability ..................................................................................... 37
8.2 Ground Stability ............................................................................................... 39
9. SHOCK ABSORBER AND TIRE ...................................................................... 41
9.1 Shock Absorber ................................................................................................ 41
9.1.1 Solid springs .............................................................................................. 41
9.1.1.1 Steel coil springs and ring springs...................................................... 42
9.1.1.2 Steel leaf spring .................................................................................. 42
9.1.1.3 Rubber Spring .................................................................................... 42
9.1.2 Fluid springs .............................................................................................. 43
9.1.2.1 Pneumatic (air) ................................................................................... 43
9.1.2.2 Liquid spring (oil) .............................................................................. 43
9.1.2.3 Oleo-pneumatic (gas & oil) ................................................................ 44
9.2 Stroke Determination........................................................................................ 45
9.3 Oleo Sizing ....................................................................................................... 46
9.3.1 Oleo length ................................................................................................ 46
9.3.2 Oleo diameter ............................................................................................ 47
9.4 Tire Sizing and Selection.................................................................................. 47
9.5 Tire Pressure ..................................................................................................... 49
10. CALCULATION ................................................................................................ 51
10.1 Wheelbase....................................................................................................... 51
10.2 Tire Sizing and Tire Selection ........................................................................ 53
10.4 Stroke .............................................................................................................. 55
10.5 Oleo Length .................................................................................................... 55
10.5.1 On the ground .......................................................................................... 56
10.5.2 During flight-fully extended ................................................................... 56
10.6 Oleo Diameter ................................................................................................ 56
10.6.1 Internal section: ....................................................................................... 56
10.6.2 External section ....................................................................................... 56
10.7 Ground Clearance ........................................................................................... 57
10.8 Take-off Rotation Ground Clearance ............................................................. 57
10.9 Wheel Track ................................................................................................... 58
10.9.1 Ground controllability ............................................................................. 59
10.9.2 Ground stability ....................................................................................... 59
10.10 General View ................................................................................................ 60
11. LANDING GEAR CONTROL AND HYDRAULICS .................................... 63
11.1 Landing Gear Control ..................................................................................... 63
11.1.1 Control panel ........................................................................................... 63
11.1.2 Landing gear alternate extention procedure ............................................ 65
11.2 Hydraulics....................................................................................................... 65
11.2.1 Retraction procedure ............................................................................... 65
11.2.2 Extention procedure ................................................................................ 66
11.2.3 Landing gear emergency extention procedure ........................................ 68
12. ANALYSIS .......................................................................................................... 71
12.1 Introduction .................................................................................................... 71
12.2 Geometry ........................................................................................................ 72
12.3 Material........................................................................................................... 73
12.4 Boundary Conditions and Loads .................................................................... 73
12.4.1 Boundary conditions ............................................................................... 73
12.4.2 Loads ....................................................................................................... 74
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12.5 Finite Element Model ..................................................................................... 75
12.6 Results of Analysis and Discussion ............................................................... 77
12.6.1 Analysis result of the main landing gear ................................................. 77
12.6.2 Analysis result of the nose landing gear ................................................. 78
12.7 Conclusion ...................................................................................................... 79
REFERENCES ......................................................................................................... 81
APPENDICES .......................................................................................................... 83
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ABBREVIATIONS
cg : Center of gravity
FAR : Federal Aviation Regulations
MTOW : Maximum take-off weight
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LIST OF SYMBOLS
AD : Coefficient of tire diameter

AP : Footprint area of tire
As : Aircraft side area
AW : Coefficient of tire width
B : Wheelbase
BD : Exponential coefficient of tire diameter
Bm : Distance between main landing gear and aircraft cg
Bmmax : Distance between main landing gear and aircraft most forward cg
Bn : Distance between nose landing gear and aircraft cg
Bnmax : Distance between nose landing gear and aircraft most aft cg
BW : Exponential coefficient of tire width
CDs : Aircraft side drag coeficient
cgaft : Aft cg
cgfor : Forward cg
Doleoext : External oleo diameter
Doleoint : Internal oleo diameter
Dprop : Propeller diameter
Dt : Tire diameter
F : Average total load during deflection
FC : Centrifugal force
Fm : Load on main landing gears
Fmdyn : Dynamic load on main landing gears
Fmmax : Maximum load on main landing gears
Fn : Load on nose landing gear
Fndyn : Dynamic load on nose landing gear
Fnmax : Maximum load on nose landing gear
Foleo : Load on oleo
Fw : Cross-wind force
G : Gravitational acceleration
Hcg : cg height
Hf : Fuselage height
HTO : Take off rotation ground clearance
HLG : Landing gear height
Hprop : Propeller height
KEabsorbed : Absorbed kinetic energy
KEvertical : Vertical kinetic energy
Loleo : Oleo strut length
Mₒ : Moment
m : Aircraft weight
Ngear : Load factor
Poleo : Oleo strut pressure
P : Inflation pressure of tire
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R : Turning radius
Rr : Rolling radius
S : Stroke of shock absorber
ST : Stroke of tire
T : Wheel track
V : Turning velocity
Vvertical : Vertical velocity
VW : Wind velocity
W : Total aircraft weight
Wlanding : Aircraft weight during landing
Wt : Tire width
Yot : Half of wheel track
αC : Clearance angle
αT : Deceleration of braking (landing)
αT : Take off acceleration
αTO : Take-off rotation angle
∆Hclear : Ground clearance
η : Shock absorbing efficiency
ηT : Shock absorbing efficiency of tire
ρ : Air density
Φot : Overturn angle
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LIST OF TABLES
Page
Table 3.1 : Specifications of Hürkuş [9]. ..................................................................... 7

Table 3.2 : Specifications of Socata TB 30 Epsilon [10]. ............................................ 9
Table 3.3 : Specifications of Enaer T-35 Pillián [10]. ................................................. 9
Table 3.4 : Specifications of Pilatus PC-21 [11]. ....................................................... 10
Table 3.5 : Specifications of Pilatus PC-7 [12]. ......................................................... 11
Table 3.6 : Specifications of EMP-314 Super Tucano [10]. ...................................... 11
Table 3.7 : Specifications of KAI KT-1 Woongbi [10] ............................................. 12
Table 4.1 : Landing gear comparison table [6] .......................................................... 22
Table 4.2 : Landing gear configurations of researched aircraft list ........................... 22
Table 5.1 : Fixed and retractable landing gear comparison [6].................................. 23
Table 5.2 : List of researched aircrafts' landing gear type (fixed or retractable) ....... 24
Table 5.3 : List of researched aircrafts' landing gear storage bay .............................. 25
Table 9.1 : Shock absorber efficiency [7] .................................................................. 45
Table 9.2 : Gear load factors [7] ................................................................................ 46
Table 9.3 : Statistical tire sizeing [7] ......................................................................... 49
Table 12.1 : Properties of the MLX17 steel alloy [30] .............................................. 73
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LIST OF FIGURES
Page
Figure 1.1 : 14-bis with first wheeled landing gears [1]. ............................................. 1
Figure 1.2 : Different bungee type shock absorber belongs to different aircrafts (a)
Sopwith Camel [2], (b) Royal Aircraft Factory S.E.5 [3] and (c) SPAD S.VIII.
are used in World War I [4]. ................................................................................ 2
Figure 1.3 : Bristol Racer [5]. ...................................................................................... 2
Figure 2.1 : Landing gear design flow diagram [6]...................................................... 4
Figure 3.1 : Hürkuş training version [9]. ...................................................................... 8
Figure 3.2 : Hürkuş 3-D drawing with CATIA design program. ................................. 8
Figure 3.3 : Socata TB 30 Epsilon [10]. ....................................................................... 9
Figure 3.4 : Enaer T-35 Pillián [10]. .......................................................................... 10
Figure 3.5 : Pilatus PC-21 [11]................................................................................... 10
Figure 3.6 : Pilatus PC-7 [12]..................................................................................... 11
Figure 3.7 : EMP-314 Super Tucano [10] .................................................................. 12
Figure 3.8 : KAI KT-1 Woongbi [10] ........................................................................ 12
Figure 4.1 : (a) Single main, (b) Bicycle, (c) Quadricycle, (d) Tricycle, (e) Tail-gear,
(f) Multi-bogey, (g) Releasable rail, (h) Skid [6]. .............................................. 13
Figure 4.2 : ASH 25 E with single main landing gear configuration [13]. ................ 14
Figure 4.3 : Grob G103C glider with an auxiliary gear [14]...................................... 14
Figure 4.4 : Martin XB-51 with bicycle landing gear configuration [15]. ................. 15
Figure 4.5 : Dougles DC-3 with tail-gear landing gear configuration [16]................ 16
Figure 4.6 : Boeing 737-900ER with tricycle landing gear configuration [17]. ........ 17
Figure 4.7 : Boeing B-52 Stratofortress with quadricycle landing gear configuration
[18] ..................................................................................................................... 18
Figure 4.8 : Airbus A-380 with multi-bogey landing gear configuration [19]. ......... 19
Figure 4.9 : Illustration of releasable rail attachment [6]. .......................................... 19
Figure 4.10: Airbus H135 with a skid [20] ................................................................ 20
Figure 4.11 : DHC-2T Turbo Beaver with floats [21] ............................................... 20
Figure 4.12 : Archaeopteryx glider foothlaunched [22] ............................................. 21
Figure 5.1 : Storage bays for retracted main landing gears [7] .................................. 24
Figure 5.2 : DC-10 Main landing gear retraction [8] ................................................. 26
Figure 5.3 : A main landing gear retraction [23]........................................................ 26
Figure 5.4 : A nose landing gear retraction [8] .......................................................... 27
Figure 6.1 : Main landing gear of Hürkuş attachment point (in mm) ........................ 29
Figure 6.2 : Landing gear height for different landing gear configuration [6] ........... 30
Figure 6.3 : Contribution of rear fuselage upswept angle and main landing gear to
take-off rotation ground clearance [6] ................................................................ 31
Figure 7.1 : Wheelbase [6] ......................................................................................... 33
Figure 7.2 : Center of gravity limits [6] ..................................................................... 34
Figure 8.1 : Two overturn angle descriptions [6]. ...................................................... 37
Figure 8.2 : Forces acting on an aircraft (a) top view, (b) front view [6]. ................. 38
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Figure 8.3 : Forces acting on an aircraft (a) top view, (b) front view [6]. ................. 39
Figure 9.1 : DHC Twin Otter landing gear sold spring shock absorber [8] ............... 41
Figure 9.2 : A rubber shock absorber [8] ................................................................... 42
Figure 9.3 : Liquid spring [8] ..................................................................................... 43
Figure 9.4 : Oleo-pneumatic [25] ............................................................................... 44
Figure 9.5 : Tire diameter and width [25] .................................................................. 48
Figure 9.6 : Tire pavement (footprint area) [7] .......................................................... 49
Figure 10.1 : cg points of the Hürkuş (in mm) ........................................................... 52
Figure 10.2: Hürkuş wheelbase .................................................................................. 52
Figure 10.3 : Hürkuş ground clearance ...................................................................... 57
Figure 10.4 : Wheel track calculation ........................................................................ 58
Figure 10.5 : Hürkuş wheelbase ................................................................................. 60
Figure 10.6 : Hürkuş wheel track ............................................................................... 60
Figure 10.7 : Hürkuş main landing gear strut diameters ............................................ 61
Figure 10.8 : Hürkuş nose landing gear strut diameters............................................. 61
Figure 10.9 : Hürkuş wheel dimensions..................................................................... 61
Figure 11.1 : Landing gear control panel [27] ........................................................... 63
Figure 11.2 : Landing gear retraction procedure schema of hydraulic system [28] .. 66
Figure 11.3 : Landing gear extention procedure schema of hydraulic system [28] ... 67
Figure 11.4 : Landing gear emergency extention procedure schemas of the hydraulic
systems (main on the left, nose on the right) [29] .............................................. 69
Figure 12.1 : Hürkuş with landing gears modeled with CATIA V5 .......................... 71
Figure 12.2 : Dimensions of the main landing gears of the Hürkuş .......................... 72
Figure 12.3 : Dimensions of the nose landing gear of the Hürkuş ............................. 72
Figure 12.4 : Boundary conditions ............................................................................. 73
Figure 12.5 : Load distribution on the main landing gear .......................................... 74
Figure 12.6 : Load distribution on the nose landing gear .......................................... 75
Figure 12.7 : Meshing of the main landing gear ........................................................ 75
Figure 12.8 : Finite element model of the main landing gear .................................... 76
Figure 12.9 : Finite element model of the nose landing gear ..................................... 76
Figure 12.10 : Displacement of the main landing gear .............................................. 77
Figure 12.11 : Stress distrubition of the main landing gear ....................................... 78
Figure 12.12 : Displacement of the nose landing gear ............................................... 78
Figure 12.13 : Stress distribution of the nose landing gear ........................................ 79
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DESIGN OF A LANDING GEAR FOR HÜRKUŞ
SUMMARY
Landing gears support aircrafts during the aircrafts on the ground and allow the
taxiing, take-off and landing. Hence, it can be accepted landing gears are one of the
basic parts of aircrafts. Design of landing gear is related with different angineering
fields such as structures, weights, economics and runway design. Besides, landing
gears are complex structures which are intricated with aircraft structures, automation
systems and aerodynamics.
Firstly it was mentioned history of landing gears briefly in this thesis. Then, an
introduction stage was prepared where the requirements needed to landing gear
design is stated and information is provided about how the design process will work.
For the landing gears will be preliminary designed for the Hürkuş aircraft, a literature
research on similar aircrafts which produced for the same purpose as Hürkuş was
done and the spesifications of these aircrafts was listed. The aim of this study is to
help selection of landing gear configurations of the aircrafts in use at the next stages.
In the next step, information about landing gear configurations was given and among
these configurations, the most suitable one for Hürkuş was determined with the help
of the literature research. Then decided whether the landing gear will be fixed or
retractable. Sample storage bay and retraction mechanisms was exemplified and
proper ones were determined. Thus, the conceptual design of the landing gears for
Hürkuş was prepared.
According to the literature research and structural configurations of Hürkuş, the
location of the main landing gears was determined and information about the ground
clearance was given. After then, formulas of the wheelbase and wheel track which
described the aircraft can be laterally stabilized on the ground were given.
Informations about shock absorbers which are the basic components of the landing
gears were given and appropriate one was selected. Formulas were given for the
dimensioning of the shock absorbers and stroke.Then formulas of the dimensions and
pressure of landing gear wheels were given. Subsequently, calculations were done
according to all given formulas.
Information about the working principles of landing gears with the help of the
hydraulics was given. The retraction and extension of landing gears are described in
detail and mentioned about control panel and warning lights which are located in the
cockpit. In order to be used in emergencies, number 2 hydraulic system and a manual
system were presented in detail.
Finally, with thwe CATIA V5 computer programme, three-dimensional drawing of
the landing gears were made according to the calculation results, which were gained
motion and structural analysed with the same program. The results of the analysis
were evaluated and suitability of the design was stated.
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HÜRKUŞ İÇİN İNİŞ TAKIMI TASARIMI
ÖZET
İniş takımları, yerdeyken uçağın desteklenmesi ve taksi yapmasına yardım ederken

bunların yanında uçağın kalkış ve inişine izin verir. Bu bakımdan iniş takımları
uçakların ana parçalarından biri olarak kabul edilebilir. İniş takımı tasarımı, yapısal,
ekonomik, ağırlık optimizasyonu ve uçak pisti tasarımı gibi bir çok mühendislik
alanıyla da ilgilidir. Ek olarak iniş takımları uçak yapısallarıyla, uçakların otomasyon
sistemleriyle ve uçak aerodinamikleriyle girift, karmaşık bir yapıdır.
Bu tezde başlangıç olarak iniş takımlarının tarihine ve tarihsel süreçteki gelişimlerine
kısaca değinilmiştir. Sonrasında iniş takımı tasarlamak için ihtiyaç duyulacak
gereksinimlerin belirtildiği ve tasarım sürecinin nasıl işleyeceğine dair bilgilerin
verildiği bir giriş bölümü hazırlanmıştır.
Hürkuş uçağına yönelik ön tasarımı yapılacak iniş takımları için öncelikli olarak
Hürkuş ile aynı amaçla üretilmiş benzer uçakların literatür araştırması yapılmış ve bu
uçakların özellikleri belirlenerek listelenmiştir. Bu araştırmanın amacı kullanılmakta
olan benzer uçaklardaki iniş takımı konfigürasyonlarının daha sonraki adımlarda
seçim yapılması gereken gereksinimlerde seçime yardımcı olmasıdır.
Sonraki adımda iniş takımı konfigürasyonları hakkında bilgi verilmiş ve bu
konfigürasyonlar içinden Hürkuş için en uygun olanı literatür araştırmasının da
yardımıyla belirlenmiştir. Daha sonra iniş takımlarının sabit mi yoksa toplanabilir mi
olacağına karar verilmiştir. Toplanabilir iniş takımları için örnek toplanma bölmeleri
ve toplanma mekanizmaları örneklendirilmiş ve uygun olanları belirlenmiştir.
Böylece bir bakıma Hürkuş için iniş takımı konsept tasarımı hazır hale getirilmiştir.
Literatür araştırmasına ve Hürkuş’un yapısal konfigürasyonlarına göre ana iniş
takımlarının konumları belirlenmiş yere göre emniyetli yükseklik hakkında bilgi
verilmiştir. Sonrasında uçağın ağırlık merkezlerine göre ön ve arka iniş takımı
arasındaki mesafenin belirlenebilmesi ve uçağın yerde iken yanlamasına stabil
kalabilmesi için ana iniş takımlarının kendi aralarındaki uzaklığın belirlenebilmesi
için formüller belirtilmiştir.
İniş takımlarının temel bileşenlerinden olan sönümleyiciler hakkında bilgi verilmiş
ve uygun olanı seçilmiştir. Sönümleyicilerin boyutlandırılması ve sönümleme
mesafesi için formüller verilmiştir. Sorasında iniş takımı tekerleklerinin boyut ve
basınç formülleri de belirtilerek verilen formüllere bağlı olarak hesaplamaları
yapılmıştır.
İniş takımlarının hidrolikler yardımıyla gerçekleşen çalışma prensipleri hakkında
bilgi verilmiştir. İniş takımlarının toplanma ve açılmaları ayrıntılarıyla anlatılmış,
kabin içi control paneli ve uyarıcı ışıklardan bahsedilmiştir. Acil durumlarda
kullanılmak üzere bulunun 2 numaralı hidrolik sistem ve bunların da yanında elle
müdahale için üçüncü bir sistem ayrıntılarıyla sunulmuştur.
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Son olarak CATIA V5 paket programıyla hesaplama sonuçlarına göre iniş
takımlarının üç boyutlu çizimi yapılmış, bu çizime aynı programla hareket verilmiş
ve analizi yapılmıştır. Analiz sonucu değerlendirilerek tasarımın uygunluğu
belirtilmiştir.
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1. LANDING GEAR BACKGROUND
After flight of Wright Brothers in 1903 the first wheeled landing gears shown on
Santos Dumont’s aircraft 14-bis (Figure 1.1) which was the first flight in Europe in
1906. Then several aircrafts designed with landing gears.
Figure 1.1 : 14-bis with first wheeled landing gears [1].

After eight years, during World War I. aircrafts were used as war vheicles and these
aircrafts mostly had tailwheel type landing gears. Bungees used for these aircrafts as
shock absorption systems. Three different shock absorption systems used during
World War I. as shown in the Figure 1.2. Function of all systems had similar
working principles but the difference is position of wrapped bungee.
From World War I to World War II design of landing gears improved and use of
retractable landing gears started. The first retractable landing gear is used on Bristol
Racer which is illustrated at Figure 1.3. Absorbation systems become more important
because of increaments on aircraft weights and sink speed. Therefore rubber blocks,
compression springs, leaf springs, oleo-pneumatic struts and liquid springs are
developed as shock absorber struts.
1
Figure 1.2 : Different bungee type shock absorber belongs to different aircrafts (a)
Sopwith Camel [2], (b) Royal Aircraft Factory S.E.5 [3] and (c) SPAD S.VIII. are
used in World War I [4].
Until World War II usually fixed landing gears used. During the World War II
retractable landing gears are used for almost all war aircrafts. After World War II all
stages of the landing gear desing which are tires, brake systems, skid control
systems, materials and shock absorbation systems are improved.
Figure 1.3 : Bristol Racer [5].
2
2. INTRODUCTION
One of the most important needs of aircrafts are landing gears which support the
aircrafts while aircrafts are on the ground, allow the taxiing, take-off and landing.
Landing gear design has different engineering fields which are structures, weights,
economics and also runway design. In fact, landing gears intricate with aircraft
structure, automation systems of aircrafts or aerodynamics so it can be said that
landing gear design is a highly complicated part of aircraft design.
The thesis aims to determine the landing gear configuration, landing gear geometry,
tire size, tire pressure and strut size according to the loads acting on each landing
gear. Before the calculations similar aircrafts are examined under the literature
research. According to knowledge of the literature resarches some acceptances are
made in design process.
Design of a landing gear comprehensively documented in the books of Sadraey [6],

Raymer [7] and Currey [8] which are contibuted the thesis.
2.1 Design Requirements
Landing gears design the last step of the aircraft design because some information or
requirements such as aircraft centre of gravity or wing configuration must be known.
For this reason the requirements are listed below before the landing gear design.
1- Ground clearance requirement;
2- Steering requirement;
3- Take-off rotation requirement;
4- Tipback prevention requirement;
5- Overturn prevention requirement;
6- Touch-down requirement;
7- Landing requirement;
3
8- Static and dynamic loads requirement;
9- Aircraft structural integrity;
10- Ground lateral stability;
11- Low cost;
12- Low weight;
13- Mantainability;
14- Manufacturability; [6]
2.2 Design Process
Every design processes have a particular way. The diagram shown in the Figure 2.1
can be considered during landing gear design.
Figure 2.1 : Landing gear design flow diagram [6].
4
Following steps which are landing gear design procedur will be considered in the
design process in this study.
 Literature research
 Determining of landing gear configuration
 Determining fixed, retractable or partially retractable
 Determining main landing gear attachment point and ground clearance
 Determining wheelbase and wheel track
 Determining loads on each strut
 Determining shock absorber and tire.
5
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3. LITERATURE RESEARCH
Literature research has an important part in aircraft conceptual design because

research is the key of some questions such as:
 Will it work?
 What does it look like?
 What requirements drive in design?
 What trade-offs should be considered?
 What should it weight and cost? [7]
In this thesis, for landing gear design literature research need to be done as entire
aircraft design. Majority of the quesitons will be answered in this chapter.
Data of the research make easier to obtain the best configurations of designed
aircrafts because these aircrafts are already tested and used.
In literature research specifiations, performance or design purpose of the aircraft that

is aimed to be design is considered and compared with similar aircrafts’
specifications.
Landing gears of Hürkuş aircaft will be designed in this thesies therefore similar
aircrafts and their only some general specifications are listed below. Because the
specifications are related with landing gears of aircrafts will be listed on their own
chapters. The aircrafts are related to Hürkuş because they share similar purpose of
training and ground attack.
Table 3.1 : Specifications of Hürkuş [9].
General characteristics Values

Crew number 2
Length (m) 11.17
Wing Span (m) 9.96
Height (m) 3.7
Wing Area (m2) 15.94
Empty Weight (kg) 2514
MTOW (kg) 3200
7
Firstly Specification of Hürkuş will be given in Table 3.1 then the aircrafts which are
similar with Hürkuş will be listed.
Figure 3.1 : Hürkuş training version [9].
Figure 3.2 : Hürkuş 3-D drawing with CATIA design program.
8
3.1 Socata TB 30 Epsilon
Table 3.2 : Specifications of Socata TB 30 Epsilon [10].

Crew number 2
Length (m) 7.6
Wing Span (m) 7.9
Height (m) 2.7
Wing Area (m2) 9
MTOW (kg) 1250
Figure 3.3 : Socata TB 30 Epsilon [10].
3.2 Enaer T-35 Pillián
Table 3.3 : Specifications of Enaer T-35 Pillián [10].

Crew number 2
Length (m) 7.6
Wing Span (m) 7.9
Height (m) 2.7
Wing Area (m2) 9
MTOW (kg) 1250
9
Figure 3.4 : Enaer T-35 Pillián [10].
3.3 Pilatus PC-21
Table 3.4 : Specifications of Pilatus PC-21 [11].

Crew number 2
Length (m) 11.233
Wing Span (m) 9.108
Height (m) 3.74
Wing Area (m2) 15.221
MTOW (kg) 4250
Figure 3.5 : Pilatus PC-21 [11].

10
3.4 Pilatus PC-7
Table 3.5 : Specifications of Pilatus PC-7 [12].

Crew number 2
Length (m) 9.78
Wing Span (m) 10.4
Height (m) 3.21
Wing Area (m2) 16.6
MTOW (kg) 2700
Figure 3.6 : Pilatus PC-7 [12].
3.5 EMB-314 Super Tucano
Table 3.6 : Specifications of EMP-314 Super Tucano [10].

Crew number 2
Length (m) 9.78
Wing Span (m) 10.4
Height (m) 3.21
Wing Area (m2) 16.6
MTOW (kg) 2700
11
Figure 3.7 : EMP-314 Super Tucano [10]
3.6 KAI KT-1 Woongbi
Table 3.7 : Specifications of KAI KT-1 Woongbi [10]

Crew number 2
Length (m) 9.78
Wing Span (m) 10.4
Height (m) 3.21
Wing Area (m2) 16.6
MTOW (kg) 2700
Figure 3.8 : KAI KT-1 Woongbi [10]
12
4. LANDING GEAR CONFIGURATION
Determining the configuration of landing gear is first thing to do in landing gear

design. Some requirements such as cost, aircraft performance, aircraft stability and
control, manufacturability, maintainability and usability must be considered while
selecting landing gear configuration as well as selecting other configuration of
aircrafts parts. There are 10 landing gear configurations commonly used which are
listed below and first 8 configurations illustrated in Figure 4.1.
1- Single main;
2- Bicycle
3- Tail-gear;
4- Tricycle;
5- Quadricycle;
6- Multi-bogey;
7- Releasable rail;
8- Skid;
9- Seaplane landing device (Float);
10- Human leg. [6]
Figure 4.1 : (a) Single main, (b) Bicycle, (c) Quadricycle, (d) Tricycle, (e) Tail-gear,
(f) Multi-bogey, (g) Releasable rail, (h) Skid [6].
In this chapter each landing gear type will be presented with their properties.
13
4.1 Single Main
Single main is the simplest type of the landing gear configurations. Single main
configuration has actually two gears which are located on aircraft symmetrical axis.
Secondary gear is much smaller than the main gear and located under the tail section.
Main gear carries almost all aircraft wight because it is very close the aircraft cg.
This type of landing gears generally seen on gliders as shown in the Figure 4.2.
Figure 4.2 : ASH 25 E with single main landing gear configuration [13].
Since the aircraft supported with single main landing gear the aircraft is going to be
unstable when it is on the ground and during take-off duty. This situation leads a
contact between one of the wing tips and the ground which is undesireble because
wings may get damage. This problen can be solved by holding wings with operators
or equipping a small gear at the each wing tip of the aircraft as seen in the Figure 4.3.
Figure 4.3 : Grob G103C glider with an auxiliary gear [14].
14
This single main gear configuration has 3 advantages.
 Low weight
 Low cost
 Simplicity
Since these qualifications are considered for glider design single main landing gear
configuration is the best choise for a glider.
There are two disadvantages of this configuration.
 Instability on gorund
 Longer take-off run
4.2 Bicycle
As it understood aircrafts which have bicycle landing gear configuration have two
similar size wheel located forward and aft aircraft cg with equal distance. This type
of aircrafts also have auxiliary small gears on the each wing like aircrafts with single
main gear configuration.
Aircrafts using bicycle landing gear configuration has narrow fuselage and high-
wing tail configuration like gliders but they are much havier then gliders. Although
bicycle configuration seems proper for aircraft with narrow fuselage and high-wing
configuration there is a same problem with single main configuration which is
instability.
Figure 4.4 : Martin XB-51 with bicycle landing gear configuration [15].
15
Bicycle and single main landing gear configurations have same advantages and
disatvantages but it can be said that bicycle landing gear configuration is prefered for
much havier aircrafts as Martin XB-51 shown in the Figure 4.4.
4.3 Tail-Gear
Tail-gear (or taildragger) has two main wheels and one auxiliary small gear located
under the tail. Main wheels located forward of the aircraft cg and carry most of the
wight of aircraft. This type of landing gear configuration is one of the most preferred
configurations.
Because the tail-gear is mostly used during the first 50 years of aviation history it is
also known as “conventional” landing gear. Nowadays tail-gear landing gear
configuration generally used for agricultural and some general aviation aircrafts.
Figure 4.5 : Dougles DC-3 with tail-gear landing gear configuration [16].
Advantages of the tail-gear configuration:
 Stable on the ground

 Smaller and lighter auxilary gear than nose gear. Because tail wheel is further
from the aircraft’s cg.
 Reduction of crash damage incase tail wheel is failed.
 High propeller clearance
 Easier maneuver in closed areas such as hangars.
 Having naturally high angle of attack during take-off
16
Disatvantages of the tail-gear configuration:
 Possible nose-over accident when pilot brakes during landing

 Climbing necessity for Passengers in aircraft (if it is an airliner such as
Dougles DC-3 shown in the Figure 4.5)
 Poorer forward visibility during take-off and landing
 Lower thrust during take-off
 Unstable in crosswinds
4.4 Tricycle
Nowadays the most commonly used landing gear configuration is tricycle landing
gear which has two main wheels are located at aft of the aircraft cg and one nose gear
is located forward from the cg. Almost every general aviation, transport and fighter
aircrafts are equipped with tricycle landing gear configuration such as Boeing 737-
900ER shown in the Figure 4.6. Main gears are closer than the nose gear to aircraft
cg, so mainwheels carry about 80-90% of total load while nose gear carries 10-20%.
Figure 4.6 : Boeing 737-900ER with tricycle landing gear configuration [17].
Advantages of the tricycle landing gear configuration:
 Stable on the ground

 Having large crab angle during landing.
 Flat floor for passengers and cargos
 Good forward visibility
 High propeller efficiency during take-off
17
Disadvantages of the tricycle landing gear configuration:
 Higher parasitic drag comparing to tail-gear configuration if landing gears are

fixed.
 High cost and complexity for manufacturing and maintaining.
 Heavier nose wheel than tail wheel
4.2 Quadricycle
Quadricycle landing gear configuration has four wheels located similar with
conventional car wheel system. Forward and aft gears generally carrie same loads
because of similar distance from aircraft cg. Aircrafts which have quadricycle
landing gear are heavy and have high-wing configuration such as Boeing B-52
Stratofortress seen in the Figure 4.7. This configuration gives high stability on the
ground.
Figure 4.7 : Boeing B-52 Stratofortress with quadricycle landing gear configuration
[18]
4.6 Multi-Bogey
Numbers of gears and wheels are proportional to weight of the aircraft. Aircrafts
with multi-bogey are more stable on the ground and during take-off and landing
18
aircrafts with multi-bogey landing gear are safer but this landing gears are the most
complex and expensive landing gear configuration. Generally large transport
aircrafts such as Airbus A-380 shown in the Figure 4.8, are equipped with multi-
bogey landing gears.
Figure 4.8 : Airbus A-380 with multi-bogey landing gear configuration [19].
4.7 Releasable Rail
This type of gear designed only for take-off and mostly used on rockets and missiles
which are not expected to land. This type of gear is illustrated in the Figure 4.9.
Figure 4.9 : Illustration of releasable rail attachment [6].
19
4.8 Skid
Skids are generally used on air vehicles that can vertical take-off and land. The
vehicles such as helicopters do not need to taxi so they equipped with skids which a
beam-type structure. (Figure 4.10)
Figure 4.10: Airbus H135 with a skid [20]
4.9 Seaplane Landing Devices
Seaplane landing devices allow aircraft to take-off and landing on the sea.
Some aircrafts are produced especially for landing on the sea but aircrafts landing on
the ground can be equipped with floats too (Figure 4.11) and they can landing on the
sea.
Figure 4.11 : DHC-2T Turbo Beaver with floats [21]

20
There are 4 requirements of the devices because of technical properties of water.
1- Slipping,
2- Water- impact load reduction,
3- Floating,
4- Lateral static stability. [6]
4.10 Human Leg
Some very light aircrafts such as Archaeopteryx shown in the Figure 4.12, take-off
and landing with human leg. Aircraft must be very slow during landig for safety.
Figure 4.12 : Archaeopteryx glider foothlaunched [22]
4.11 Selection of Landing Gear Configuration
In this stage landing gear configuration will be decided for the Hürkuş aircraft. As it
seen before it can be said that tail-gear and tricycle landing gear configurations are
the two propper configurations for the Hürkuş. Because Hürkuş is neither as heavy as
aircraft with quadricycle or multi-bogey landing gear configurations nor as light as
aircraft with single main and human leg configurations.
But firstly landing gear configurations compared with some specifications of aircraft.
In oreder to make consistent comparisons Table 4.1 is used to determine which
21
selection is the best. Landing gear configurations compared according to aircraft
specification on the table
Table 4.1 : Landing gear comparison table [6]
Nose-gear (tricycle configuration) is the best choice for Hürkuş even it has high cost
comparing the others. Because the main expectation from Hürkuş is high
performance not the low cost. Besides according to aircrafts which are listed in
“literature research” it can be seen that all training and ground attack class aircrafts
have tricycle landing gear configuration. (Table 4.2) As a result tricycle landing gear
configuration is selected.
Table 4.2 : Landing gear configurations of researched aircraft list

Aircrafts Landing Gear Configuration
Socata TB 30 Epsilon Tricycle
Enaer T-35 Pillián Tricycle
Pilatus PC-21 Tricycle
Pilatus PC-7 Tricycle
EMB-314 Super Tucano Tricycle
KAI KT-1 Woongbi Tricycle
22
5. FIXED OR RETRACTABLE LANDING GEAR
As it mentioned before, performance and cost are the two main criterias that affect to
the determining whether landing gear will be designed as fixed or retracable.
Retractable landing gears provide higher performance comparing to fixed landing
gear but retractable landing gear also have higher cost. Of course, there are many
other criterias effected to selection of fixed or retractable landing gear and they will
be listed below in the comparison Table 5.1.
Table 5.1 : Fixed and retractable landing gear comparison [6]
As it seen on the table, fixed landing gear is more advantageous than retractable
landing gears. But at this point, selection must be made according to the main
23
purpose of the aircraft. Since Hürkuş is a ground attack aircraft high performance is
expected. Retractable landing gear is selected for Hürkuş.
Besides use of retracable landing gear for all aircrafts from literature research shows
that retracable landing gear is the best choice. (Table 5.2)
Table 5.2 : List of researched aircrafts' landing gear type (fixed or retractable)
Aircrafts Fixed or Retractable Landing Gear

Socata TB 30 Epsilon Retractable
Enaer T-35 Pillián Retractable
Pilatus PC-21 Retractable
Pilatus PC-7 Retractable
EMB-314 Super Tucano Retractable
KAI KT-1 Woongbi Retractable
In case of aircraft with retractable landing gear there are two stuations which are
storage bay for retracted gears and retraction mechanisms must be considered;
5.1 Storage Bay for Retracted Gears
Generally aircrafts’ wing and engine configurations affect to attachment points of

landing gears. For example attaching main landing gears to the wings is not
appropriate for an aircraft with high-wing configuration. Figure 5.1 illustratess the
options for storage bays for retracted main landing gears.
Figure 5.1 : Storage bays for retracted main landing gears [7]
24
“In the wing” position is aerodynamically advantageous so it is proper for high speed
aircrafts. However this storage type reduces wing inside volume leads to a reduction
of fuel volume. The best location of this type storage is between the main and rear
spar.
“In the fuselage” storage bay is a choice for high-wing configuration aircrafts which
flight with high speed.
There is not much differences between “wing-fuselage junction” and “in the wing”
storages types. Both of them can be used with same aircrafts but “wing-fuselage
junction” must intersect fuselage so it reduces de fuselage volume. Storage into the
“wing-fuselage junction” is proper for low-wing configuration as in the wing type.
Most of the jet transport aircrafts use in to “wing-fuselage junction”.
“Wing-podded” and “fuselage-podded” types increase the parasitic drag. Besides

“wing-podded” located at trailing edge, under the wing disturbs the airflow and
reduces the lift.
“In the nacelle” type is generally seen on the twin-prop aircrafts. Nacelles are used as
home for engine and main landing gear. Also nacelle increase the drag same as
“wing-podded”.
At this point researched aircrafts are examined and a comparison Table 5.3 is
prepared.
Table 5.3 : List of researched aircrafts' landing gear storage bay

Aircrafts Storage Bay
Socata TB 30 Epsilon Wing-Fuselage Junction
Enaer T-35 Pillián In to wing
Pilatus PC-21 In to wing
Pilatus PC-7 Wing-Fuselage Junction
EMB-314 Super Tucano In to wing
KAI KT-1 Woongbi In to wing
As it seen in the table two landing gear storage types has selected for aircrafts
because all of the aircrafts have low-wing configuration. Consequently it can be said
there is two suitable storage type for Hürkuş. Since Hürkuş-c model will be a ground
attack aircraft and it is possible to have a missile under the fuselage of aircarft then
storage bay should be in the wing type. Wing-fuselage junction is not proper for an
aircraft with a missle under the feselage.
25
5.2 Retraction Mechanism
There are too many retraction mechanism used for landing gears. Every landing gear
designer can design a unique retraction mechanism so some proper retraction
mechanisms for Hürkuş are showed in this chapter.
5.2.1 For main gear
Figure 5.2 : DC-10 Main landing gear retraction [8]
Figure 5.3 : A main landing gear retraction [23]
26
5.2.2 For nose gear
Figure 5.4 : A nose landing gear retraction [8]
Those main and nose landing gear mechanisms are just examples. Some
requirements such as volume of storage bay must be known for exact opinion about
how their retraction mechanism will be. Nevertheless some prediction will be made.
27
28
6. MAIN LANDING GEAR ATTACHMENT POINT AND GROUND
CLEARANCE
Firstly main landing gear location must be determined in this chapter. In the wing
type has been selected for storage bay but the exact position must be known.
It can be said that the attachment point must be between main and rear spar, this
attachment have to be attached to a strong element and there must be proper volume
for retracted landing gear. Hence the main gear will be attached to behind of the
Hürkuş’s spar as seen in the Figure 6.1.
Figure 6.1 : Main landing gear of Hürkuş attachment point (in mm)
During selection of this attachment point similar aircrafts with Hürkuş are
considered. This point is also a proper location for take-off rotation ground
clearance. Because it is the nearest point of the Hürkuş to the gorund.
6.1 Landing Gear Height
Landing gear height (HLG) is the distance between the ground and the attachment
point of the landing gear strut with aircraft structure. The important thing is that the
landing gear height must be determined when the fuselage of the aircrfat is horizontal
(Figure 6.2)
In this thesis two requiremets which effected by landing gear height are considered:
1- Ground clearance
2- Take-off rotation clearance
29
Figure 6.2 : Landing gear height for different landing gear configuration [6]
6.2 Ground Clearance
Ground clearance (∆Hclear) can be discribed with the distance between the gorund and
lowest part an aircraft structure. Any part of aircraft can be lowest part. If an aircraft
is propeller-driven most of the time its lowest part is tip of the propeller.
Hürkuş is a turbo-prop aircraft with tricycle landing gear configuration, according to

FAR Part 23 Section 925, the ground clearance of aircrafts with tricycle landing gear
configuration must be at least seven inches. So the ground clearance of the Hürkuş
will be minimum 17,78 cm
HC-B5MA-3 series propeller which produced by Hartzell Propeller Inc. will be used
for Hürkuş. The propeller diameter (Dprop) is 118.7 inches (301.5 cm). [24]
So the distance from center of the propeller to the ground (Hprop) can be calculated
with the following equation:
(6.1)
30
6.3 Take-off Rotation Ground Clearance
Aircrafts have high angle of attack during take-off and landing, in which case the
aircrafts become on main gears except aircrafts with tail-gear configuration. So main
landing gears must have proper height otherwise tails or back of tthe fuselage may
strike the ground during take-off or landing.
Increasing the landing gear height is not the only solution for the tail-strike problem;
designing rear fuselage with upswept angle also prevetns the tail-strike. Both
solutions are represented with the Figure 6.3.
Figure 6.3 : Contribution of rear fuselage upswept angle and main landing gear to
take-off rotation ground clearance [6]
Where the (αC), (αTO), (Hf) and (Hc) represent to clearance angle, take-off rotation
angle, fuselage height and take-off rotation ground clearance respectively. Then the
requirements of the proper take-off ground clearance is:
(6.2)
Then:
(6.3)
The take-off rotation angle have to be smaller than the clearance angle.
31
32
7. WHEELBASE
Wheelbase (B) is a term which describes the distance between main gear and the
auxiliray gear as shown in the Figure 7.1. This distance determined with aircrafts’
center of gravity (cg) and loads on each gear strut so wheelbase must be carefully
defined for ground stability and control.
Figure 7.1 : Wheelbase [6]
Load distrubition must be for nose gear (Fn) about 5-20% and for main gear (Fm)
about 80-95% of total aircraft weight (W). This static loads on each sturt can be
calculated with the following equaitons.
First equation is summation of forces about z axis:
(7.1)
Then the summation of moments (Mₒ) about main gear:
(7.2)
33
Bm is the distance between main gear and the cg of aircraft in this moment
summation equaiton. So the load on the nose gear is:
(7.3)
Then the load on the main gear is:
(7.4)
Fm represents to summation of the loads on two wheel of main gear. Half of the Fm is
equal to the loads on one wheel of main gear.
All of the equaitons are applicable only in case of one exact aircraft cg. But the cg is
changing with different loading configurations (passengers, fuel or cargo) of
aircrafts.
According to the loadings it can be mentioned about two extrem cg limits which are
most forward cg (cgfor) and most aft cg (cgaft) as shown in the Figure 7.2.
Figure 7.2 : Center of gravity limits [6]
34
Due to the cg limits, loads on nose gear and main gear will have maximum and
minimum values. This values can be calculated with following equations.
(7.5)
(7.6)
(7.7)
(7.8)
All these equations help to calculate static loads of struts. However during take-off
and landing, landing gears are exposed to dynamic loads. While the nose gear carries
maximum dynamic load during landing, the main gear carries maximum dynamic
load during take-off. Hence taking summation of moments zero, both static and
dynamic loads can be calculated as follows:
(7.9)
Here;
(g) is the gravitational acceleration, (αL) is the deceleration of braking and (Hcg) is
height of the center of gravity.
So the load of the nose gear is:
(7.10)
Then it can be said that:
(7.11)
35
In the same way the dynamic load on the main gear can be calculated with following
equaiton:
(7.12)
Where the (αT) take-off acceleration which effects main gears.
These total loads (both static and dynamic loads) equations will be used for strut
sizing, tire pressure calculating and tire dimensioning. most important needs of
aircrafts are landing gears which support the aircrafts while aircrafts are on the
ground, allow the taxing, take-off and landing. Landing gear design has different
engineering fields which are structures, weights, economics and also runway design.
In fact, landing gears are intricate with aircraft structure, automation systems of
aircrafts or aerodynamics so it can be said that landing gear design is a highly
complicated part of aircraft design.
36
8. WHEEL TRACK
Wheel track (T) is the distance between left and right wheels of the aircrafts. Wheel
track adjustment should be proper because wheel track prevents aircraft to turn over.
Hence before determining wheel track, the overturn angle (Φot) should be explained.
There are two thecniques which determine the overturn angle as described with
Figure 8.1.
Figure 8.1 : Two overturn angle descriptions [6].
The recommended limit of overturn angle is defined as:
(8.1)
In this chapter two requirements which determine the wheel track are examined.
1- Ground controllability
2- Ground stability
8.1 Ground Controllability
Centrifugal force (FC) acts on the aircraft during ground turn taxi. The centrifugal
force is:
(8.2)
37
So if turning radius (R) decreases or turning velocity (V) increases the force will
increase. Hence if wheel track is not large enough the aircraft may turn over during
turn. There is two forces acting on the aircraft during turn, the centrifugal force and
the aircraft weight as shown in the Figure 8.2. Moment equilibrium of the forces are:
(8.3)
Figure 8.2 : Forces acting on an aircraft (a) top view, (b) front view [6].
Then:
(8.4)
Yot represents half of the wheel track value, so:
(8.5)
A trigonometric equilibrium with overturn angle is:
(8.6)
38
So the overturn angle limit can be defined as:
(8.7)
8.2 Ground Stability
This stage is related with cross-wind effects on an aircraft while it stays on the
ground. With a similar approach there are two forces acting on the aircraft. One of
them is weight of the aircraft and the other one is cross-wind force (FW) instead of
the centrifugal force (Figure 8.3). So the cross-wind force can be defined as:
(8.8)
Figure 8.3 : Forces acting on an aircraft (a) top view, (b) front view [6].
Where the (ρ) is air density, (VW) is wind speed, (AS) aircraft side area and (CDs) is
drag coefficient of aircraft side. The drag coefficient value should be between 0.3
and 0.8.
So again moment equilibrium of the forces are:
(8.9)
39
Then:
(8.10)
So the wheel track limit can be represented as:
(8.11)
40
9. SHOCK ABSORBER AND TIRE
In this chapter shock absorber types will be introduced and selected. Besides
calculation of the chosen shock absorber sizes will be defined. Then tire selection
will be done according to the loads acting on the wheels.
9.1 Shock Absorber
As the name implies shock absorbers plays a most important role in energy
absorption during landing. It can be said that shock absobers are most complex part
of landing gears and they have relatively high cost. However there are some simple
shock absorber types used for light, ultralight, small and homebuilt aircrafts or
helicopters. Shock absorber types will be listed and defined in this stages.
Generally shock absorber systems can be categorised as solid spring and fluid spring.
9.1.1 Solid springs

Solid spring types are made of steel, rubber or bungee. These types of shock
absorbers are prefered for simplicity and low cost. Figure 9.1 shows a solid spring
type shock absorber.
Figure 9.1 : DHC Twin Otter landing gear sold spring shock absorber [8]
41
9.1.1.1 Steel coil springs and ring springs
This types of shock absorbers are used in early years of aviation and nowadays they
are not considered so much because of high weight and low efficiency.
9.1.1.2 Steel leaf spring
Steel leaf springs are considered for generally utility and relatively light aircrafts
because of simplicity and maintainability.
9.1.1.3 Rubber Spring
Rubber spring shock absorbers are prepared with rubber discs which are vulcanised
to plates and piled up as shown in the Figure 9.2.
Figure 9.2 : A rubber shock absorber [8]
42
9.1.2 Fluid springs
These type of shock absorbers work with oil, gas or both of them.
9.1.2.1 Pneumatic (air)
Pneumatics are heavier and less efficient compared to oleo-pneumatic shock

absorbers. Hence, today pneumatics are not used.
9.1.2.2 Liquid spring (oil)
Liquid springs (Figure 9.3) have been used since World War II but they are heavier
than oleo-pneumatics, because they need high fluid pressure. Also volume of the
fluid in the liquid spring can change with temperature.
Figure 9.3 : Liquid spring [8]
43
9.1.2.3 Oleo-pneumatic (gas & oil)
Most common type of shock absorber is oleo-pneumatic which is the most efficient
one. During landing the compressed air creates a spring effect and orifice which is a
small hole creates a damping effect as shown in the Figure 9.4.
Figure 9.4 : Oleo-pneumatic [25]
There is an efficiency table (Table 9.1) of the some shock absorber types.
44
Table 9.1 : Shock absorber efficiency [7]
Type Efficiency η
Steel leaf spring 0.50
Steel coil spring 0.62
Air spring 0.45
Rubber block 0.60
Rubber bungee 0.58
Oleo-pneumatic
- Fixed orifice 0.65-0.80
- Metered orifice 0.75-0.90
Tire 0.47
As a result, it is expected that Hürkuş must be one of the most advanced aircraft in its
own category. So, it is obvious that oleo-pneumatic shock absorber is the best
selection for Hürkuş.
9.2 Stroke Determination
Stroke is a term which defines the deflection of a shock absorber. It depends on:
 Touch down velocity

 Material of the shock absorber
 Wing lift after touch down
During landing, vertical kinetic energy (KEvertical) of the aircraft which cames from
sink velocity (Vvertical) must be absorbed with shock absorber and tire. According to
Raymer, “Most aircraft require 10 ft/s vertical velocity capability”.
The kinetic energy formula is:
(9.1)
Wlanding is the aircraft weight during landing. The absorbed kinetic energy (KEabsorbed)
formula is:
(9.2)
Where the (η) is shock absorbing efficiency of the shock absorber and (ηT) is shock
absorbing efficiency of the tire. The (F) is average total load during the deflection,
(S) is stroke of the shock absorber and (ST) is the tire stroke which equals to half of
45
the tire diameter minus the rolling radius (Rr) of the selected tire. It’s expected that
all the kinetic energy must be absorbed, then:
(9.3)
(9.4)
At this point it must be mentioned about gear load factor (Ngear). Table 9.2 shows
values of the gear load factor.
Table 9.2 : Gear load factors [7]

Aircraft type Ngear
Large bomber 2.0-3
Commercial 2.7-3
General aviation 3
Air Force fighter 3.0-4
Navy fighter 5.0-6
Gear load factor is represented as:
(9.5)
So the final form of the stroke equation is:
(9.6)
9.3 Oleo Sizing
9.3.1 Oleo length
According to Raymer shock strut length can be estimated as:
 For large transport aircrafts;
(9.7)
 For general aviation aircrafts;

46
(9.8)
These results are representing the strut length while aircraft is at static position on the
ground. But fully extended strut length is:
(9.9)
9.3.2 Oleo diameter
Oleo diameter is related to the load on the oleo (Foleo) and internal pressure of the
oleo (Poleo) which equals to 1800 psi. Hence the “internal oleo diameter” formula is:
(9.10)
Foleo is load on the oleo (in pounds)
There is an estimation for “external oleo diameter” which is:
(9.11)
9.4 Tire Sizing and Selection
Technically, “tire” is a rubber mounted around a circular object named “wheel”

which is made of metal or plastic. Modern tire materials are synthetic or chemical
compound of rubber, fabric and wire.
Functions of tires can be listed as:
 Supporting structure of the aircraft on the ground

 Shock absorption
 Acceleration and braking force transmit to the runway
 Aircraft direction changin while taxiing
Tire sizing can be calculated for only main tires with two simple equaitons but
auxiliary tire sizes determined with an assumption. According to Raymer, auxiliary
tire sizes should be:
 About 60-100% of the main tire sizes for nose gear,

 About a quarter to a third of the main tire sizes, for tail gear [7].
47
The main tires sizing equaitons are:
(9.12)
And:
(9.13)
Where (Dt) and (Wt) are diameter and width of the main tires respectively as shown
in the Figure 9.5. (AD), (BD), (AW) and (BW) values are coefficients which are
designated in the Table 9.3.
At this point loads are in “lb”, diameters and widths of tires are in “inch” unit.
(Wheelbase)
Figure 9.5 : Tire diameter and width [25]
48
Table 9.3 : Statistical tire sizeing [7]
Diameter Width
AD BD AW BW
General aviation 1.51 0.349 0.7150 0.312
Business twin 2.69 0.251 1.170 0.216
Transport/bomber 1.63 0.315 0.1043 0.480
Jet fighter/trainer 1.59 0.319 0.0980 0.467
After the calculation of tire sizing smallest tire capable of carrying maximum load
can be selected from any manufacturer’s catalog. Although the tires are selected
according to the formulas, the maximum loads which can be carried by tires should
be checked on the catalog and smallest tire must be selected according to loads.
9.5 Tire Pressure
The loads action on tires are carried by internal pressure of the tires which is called
inflation pressure (P). Inflation pressure times the pavement or footprint area (Ap) as
shown in the Figure 9.6 equals the load which carried by the tire:
(9.14)
The calculated pavement with:
(9.15)
Where the (Rr) is rolling radius which should be read from the tire catalog.
Figure 9.6 : Tire pavement (footprint area) [7]
49
50
10. CALCULATION
In this chapter dimensions of the landing gears of Hürkuş aircraft will be calculated
according to the previous chapters. Results of some calculation steps can be
requirement of the another step. Hence the correct order of the calculation must be
determined. The order of the calculation defined as:
1- Wheelbase
2- Tire sizing and selection
3- Tire pressure
4- Stroke determination
5- Oleo length
6- Oleo diameter
7- Ground clearance
8- Take-off rotation ground clearance
9- Ground controllability
10- Ground stability
10.1 Wheelbase
Firstly cg, forward cg and aft cg location must be given so the Hürkuş cg points are
shown in the Figure 10.1.
51
Figure 10.1 : cg points of the Hürkuş (in mm)
So the values of maximum and minumum Bm can be determined as:
Nose gear should carry 5-20% of the total load. It was decided that nose gear will
carry maximum 17% of the total load and minimum 9% of the total load.
Then going with formula (7.5) and (7.6),
So the wheelbase (B) is,
Similarly,
So the wheelbase will be about 2270 mm as seen in the Figure 10.2.
Figure 10.2: Hürkuş wheelbase
Finally maximum and minimum loads on main and nose gear can be calculated. It
was said that the nose gear has 9-17% of the total load, so the maximum and
minimum load carried by main landing gear is 83-91% of the total load.
52
Total load of the aircraft is 3200 kg (31392 N)
- Maximum load on the main landing gear:
- Minimum load on the main landing gear:
- Maximum load on the nose landing gear:
- Minimum load on the nose landing gear:
On the other hand the dynamic loads must be included for calculations of oleo and
tire sizeing.
The formulas are,
The Hcg, αT and αL values are 1250 mm, 7 m/s2 and -3 m/s2 respectively.
The calculation of Fm and Fn is,
10.2 Tire Sizing and Tire Selection
First of all tire diameter (Dt) and tire wide (Wt) will be calculated with formulas
(9.12) and (9.13). The tire belongs to main gears, nose gear will be assumed later.
53
At this point AD, BD, AW and BW values must be determined according to the Table
9.3. Hürkuş is in general aviation class. Results of the formulas will be in imperial
unit system (inch) so the values are,
And maximum static loads on per main gear is,
Then,
As mentioned before the size of the nose gear tire could be 60-100% of the main gear
tires. Hence the nose gear tire will be selected similar size of the main gear tires.
At this point tires can be selected from a catalog belongs to an aircraft tire producer
company. The Aircraft Tire Databook which was chosen as catalog prepared by
Good Year company [26].
According to results of the calculations and the catalog 25.5×8.75-10 (14 ply) could
be selected but this tire can carry 8500 lbs load and also this tire sizes very high with
respect to the aircraft size.
In that case the smallest size tire which can carry the 3221 lbs static load must be
selected. So, there are the 3 different tires can be chosen.
1- (14 ply) Dt: 14.5 in / Wt: 5.5 in / Load: 3550 lbs

The third one is better, because it allows more static load, braking load and speed.
Hürkuş is a high speed training aircraft, so the third tire is proper for the Hürkuş.
10.3 Tire Pressure
54
Tire pressure can be calculated with two simple equations which are (9.14) and
(9.15). So the rolling radius (RR) and inflation pressure (P) of the tire should be
known. These are properties of the selected tire, so it can be read from the tire
catalog.
So the equations are,
The pressure is,
10.4 Stroke
The stroke formula is,
Vertical velocity (sink speed) is taken as 16 fps (4.877 m/s)
η and ηT are equals to 0.8 and 0.47 (Table 9.1)
Ngear is 3 (Table 9.2)
Then,
10.5 Oleo Length
Two different oleo length will be calculated here.
55
10.5.1 On the ground
10.5.2 During flight-fully extended
10.6 Oleo Diameter
There are two sections need to be calculated which are diameters of the internal and
external sections of the oleo.
10.6.1 Internal section:
Foleo equals to static load on each gear and it should be in pound for calculation.
- For main gear:
- For nose gear:
10.6.2 External section
- For main gear:
- For nose gear:
56
10.7 Ground Clearance
This and other steps of the calculation will be done to check the results found before.
The only value known is propeller diameter and it is 301.5 cm but oleo length is
known, so the clearance will be illustrated in a figure.
Figure 10.3 : Hürkuş ground clearance
As it can be seen in the Figure 10.3 the propeller radius is about 1510 mm. Nose
landing gear length is about 1031 mm (oleo length on the ground and radius of the
nose wheel). As a result, the ground clearance ∆Hclear is about 179 mm which is a
proper ground clearance value.
Although the ground clearance has proper value just in case oleo length can be
increased. So the new oleo lengths are determined as,
- On the ground:
- Fully extended:
Finally the ground clearance is,
10.8 Take-off Rotation Ground Clearance
The take-off rotation ground clearance requirements are;

57
For Hürkuş Hf is main landing gear length, and AB is the distance between main
landing gear attachment point and end of the fuselage.
So,
As a result take-off rotation angle must be less than 9.25°.
10.9 Wheel Track
The last stage of the calculation is wheel track which can actually defined with
landing gear lenghts. Sum of fully extended main landing gears and cabin width will
give the minimum wheel track value as it shown in the Figure 10.4. Because “in the
wing” configuration is selected for the Hürkuş as storage bay.
Figure 10.4 : Wheel track calculation
58
So the wheel track is,
But the result can be used to find maximum cross-wind velocity while the aircraft is
on the ground and maximum turning velocity while the aircraft is taxiing.
10.9.1 Ground controllability
Turning velocity will be determined while aircraft is turning a corner have 10 m

radius.
So,
And,
As a result it can be said that turning velocity of the Hürkuş should be less than 11.75
m/s during taxiing according to determined wheel track.
10.9.2 Ground stability
Corss-wind velocity will be calculated in this stage for aircraft stays on the ground at
sea level.
And,
Side area of the Hürkuş is 13.37 m2 and the drag coefficient is 0.8.
59
As a result, the cross-wind should not be more than 104 m/s according to the
determined wheel track.
10.10 General View
Figure 10.5 : Hürkuş wheelbase
Figure 10.6 : Hürkuş wheel track
60
Figure 10.7 : Hürkuş main landing gear strut diameters
Figure 10.8 : Hürkuş nose landing gear strut diameters
Figure 10.9 : Hürkuş wheel dimensions

61
62
11. LANDING GEAR CONTROL AND HYDRAULICS
Retraction or extention of landing gears are controlled in the cockpit by the pilots of
aircrafts. In this chapter, control of the landing gear will be described.
11.1 Landing Gear Control
The control of the landing gear retraction or extention is provided by a “landing gear
lever” in the aircraft cockpit. The landing gear lever is located on the “landing gear
control panel” as illustrated simply in the Figure 11.1.
11.1.1 Control panel
Figure 11.1 : Landing gear control panel [27]
63
 Landing gear lever: The landing gear levers or “landing gear handles” are used
for movement of the landing gear. When the lever placed “up” landing gears
retracted and when the lever placed “down” the landing gears are extended. The
movement of the lever affects each one of the landing gears at the same time and
same way.
 Down and locked lights: There is a dedicated light on the landing gear control
panel for each landing gear (nose (N), left main (L), and right main (R))as
shown in the Figure 11.1. These lights named “down and locked lights” because
most common landing gear control panels have lights for each landing gear and
when the landing gears are down (extended) and locked the lights illuminate that
means aircraft can land safely. When the lights are out that means the landing
gears are up (retracted) and locked. If the landing gears are in the position while
transition of up to down or down to up the ligths are also out (or blink,
manufacturer’s choice).
Of course the manufacturer of the aircrafts can make some changes on the
landing gear control panels. In addition to the down and locked lights some
aircrafts can have “up and locked lights” and/or landing gear “door position
indicator”.
 Lock Release: When aircraft is on the ground, in other words main landing
gears are exposed to load the “up” motion of the landing gear lever
automatically blocked so the unintentional movement of the landing gear lever is
prevented. Sometimes the mechanism of the blocking can be failed and after
take-off the landing gear lever can not to be moved so the “lock release button”
can remove the blocking manually.
 Horn silence: If landing gears are not down and locked after the landing gear
lever is placed down this “horn silence” switchlight (Figure 11.1) illuminated
and at the same time pilots are warned with a “gear warnin horn” sound.
 Landing gear lever red light: There is a red light in the landing gear lever
which illuminates in these situations:
- During landing gear retraction, until all landing gears fully retracted.
- During landing gear extention, until all landing gears fully extended.
64
- If landing gear lever is up position but not all gear doors are up and locked.
- If landing gear lever is down position but not all gears are down and locked.
11.1.2 Landing gear alternate extention procedure
Process of the retraction and extention is accomplished with “hydraulic sequencing

valves”. When “sequencing valve” fails, the failure is understood with “landing gear
lever red light or it is annunciated with “landing gear inoperative caution light”
(LDG GEAR INOP) if there is one on the landing gear control panel. In this stuation
alternate landing gear extention procedure must be applied. Alternate extension
means use of “number 2 hydraulic system”.
11.2 Hydraulics
Motion of the movable aircraft parts such as landing gears, control surfaces and
aircraft brakes are provided by hydraulics. Due to the hydraulic system, the motion
of the parts which required much more forces than the providing with pilots’ arms
can be driven easily. Hydraulic systems work with avionics and in this stage
principles of the landing gear working with hydraulics will be examined.
11.2.1 Retraction procedure
Sequence of the retraction procedure listed below and illustrated as shown in the
Figure 11.2:
 Movement of the landing gear lever “up” position
 Illumination of the landing gear lever red light
 Movement of the “selector / dump valve” “retract” position
 Routing to “open” side of landing gear “door actuators” with help of the
hydraulic pressure
 Opening of the landing gear doors
 Routing of the hydraulic pressure to “retract” side of the “main landing gear
sidebrace” with the help of the “timer valves”, then unlocking of the “internal
downlock keys” and the “nose gear actuator” and releasing of the the “nose
gear downlock actuator”
65
 Unlocking of the nose gear actuator
 Extinguishing of the “down and locked” lights
 Retraction and locking of the landing gears into “uplock hooks” and
compressing “uplock switches”.
 Closing of the landing gear doors
 Extinguishing of the landing gear lever red light.
Figure 11.2 : Landing gear retraction procedure schema of hydraulic system [28]
11.2.2 Extention procedure
Sequence of the retraction procedure listed below and illustrated as shown in the
Figure 11.3:
 Movement of the landing gear lever down position
 Movement of the “selector / dump valve” “extend” position
66
 Routing to “open” side of the landing gear door actuator with help of the
hydraulic pressure.
 Routing to “unlock” side of the landing gear uplock actuators with help of the
hydraulic pressure.
 Unlocking of the uplock hooks
 Routing to “extend” side of main landing gear sidebrace actuators and nose
landing gear extend / retract actuator with help of the hydraulic pressure
 Extention and locking of the landing gears
 Illumination of the “down and locked” lights
 Extinguishing of the landing gear lever red light
 Routing to “close” side of landing gear door actuators with help of the
hydraulic pressure.
 Closing of the landing gear doors and compressing “door close switch”
Figure 11.3 : Landing gear extention procedure schema of hydraulic system [28]
67
11.2.3 Landing gear emergency extention procedure
Emergency landing procedure must be used after alternate extention procedure and
landing gears are still not down and locked. Sequence of the landing gear emergency
procedure is listed below and illustrated as shown in the Figure 11.4:
 Movement of the landing gear lever “down position”
 Pulling emergency landing gear (EMER LDG GEAR) T-handle by the pilot
 Releasing of the compressed nitrogen to landing gear selector / dump valve
 Isolation of the landing gear extend lines from remainder of hydraulic system
with help of the dump valve
 Routing to “open” side of landing gear door actuators, “uplock” side of

landing gear uplock actuators, “extend” side of main landing gear sidebrace
actuators and nose landing gear extend / retract actuator with help of the
pressurized nitrogen.
 Unlocking of the uplock actuators
 Extention and locking of the landing gear
 Illumination of the “down and locked” lights
 Extinguishing of the landing gear lever red light
 Continuing of the be opened landing gear doors
68
Figure 11.4 : Landing gear emergency extention procedure schemas of the hydraulic systems (main on the left, nose on the right) [29]
69
70
12. ANALYSIS
12.1 Introduction
Main and nose landing gears was designed with CATIA V5 computer programme
and in this chapter they will be analysed with same programme. Firstly, geometrical
properties of the landing gears will be defined and the landing gears will be prepared
for the analysis. Hence the landing gears will be modeled as single part.
After that, suitable material for the landing gears will be researched and selected.
Then, the optimum finite element model will be produced and loads and boudary
conditions will be applied and designated on the landing gears.
Finally structural analysis will be done. Then, stress distrubition and displacements
will be determined. According to the results of the analysis, geometrical dimensions
of the landing gears could be changed.
All units will be in SI system as for forces newton (N), for stress pascal (Pa) and for
dimensions milimeter (mm).
Figure 12.1 : Hürkuş with landing gears modeled with CATIA V5
71
12.2 Geometry
Geometry of the landing gears of the Hürkuş were modeled with CATIA V5 and
determined in the Figure 12.2 and .
Figure 12.2 : Dimensions of the main landing gears of the Hürkuş
Figure 12.3 : Dimensions of the nose landing gear of the Hürkuş
72
12.3 Material
MLX17 Steel alloy was selected according to literature research fro the landing
gears. MLX17 is the most used material for landing gears. Composition of the
material is 12% Chromium (Cr), 11% Nickel (Ni), 2% Molybdenum (Mo), 1.5%
Aluminum (Al) 0.3% Titanium (Ti) and less than 0.02% Carbon (C).
The material has very good mechanical properties as determined in the Table 12.1.
Table 12.1 : Properties of the MLX17 steel alloy [30]
Modulus
Yield Ultimate of
Name of Density strength strength elasticity Poisson’s
material (kg/m3) (MPa) (MPa) (GPa) ratio
MLX17 7800 1500 1590 195 0.3
12.4 Boundary Conditions and Loads
12.4.1 Boundary conditions

Boundary conditions are given where the landing gears attached to the aircraft
structure. In this thesis landing gears can be considered to constrained every direction
and rotation. As an example the boundary conditions will be shown on the main
landing gear in the .
Figure 12.4 : Boundary conditions
73
12.4.2 Loads
In this stage loads are determined according to the dynamic and static loads on the
struts which were calculated before in 10.1 Wheelbase. Additionally load factor
whose value is 3 applied for vertical loads and it must be considered there are two
main landing gear.
 For main landing gears:
Static load: 42985.5 N (+z)
Dynamic load: 6167.5 N (+x)
The load will be distributed on the pin used for wheel on the landing gear fork as
shown in the Figure 12.5.
Figure 12.5 : Load distribution on the main landing gear
 For nose landing gear:
Static load: 16011 N (+z)
Dynamic load: 5286 N (-x)
The load distribution is shown in the Figure 12.6.
74
Figure 12.6 : Load distribution on the nose landing gear
12.5 Finite Element Model
Figure 12.7 : Meshing of the main landing gear
To analyze the structure, finite element model is needed. In order to getting most
realistic solution the gratest number of finite element model should be used by
meshing the structer as computer allowed. “Octree Tetrahedron Mesher” of the
75
CATIA V5 most suitable mesher for the landing gear analysis. The mesher will be
selected with 5 mm mesh sizes for each landing gears as shown in the Figure 12.7.
And finite element models of the landing gears are shown in the Figure 12.8 and
Figure 12.9.
Figure 12.8 : Finite element model of the main landing gear
Figure 12.9 : Finite element model of the nose landing gear

76
12.6 Results of Analysis and Discussion
After application of loadings and bondary conditions and producing the finite
element model, the structures can be analysed. Factor of safety will be determined as
1.5. So the maximum stress must not exceed the value which result of the equaiton
below:
12.6.1 Analysis result of the main landing gear
The maximum displacement is 7.09 mm and the maximum stress occurred in the
main landing gear structure is 244 MPa which does not exeed 1000 MPa as shown in
the Figure 12.10 and Figure 12.11 so it can be said that the values are proper.
Figure 12.10 : Displacement of the main landing gear
77
Figure 12.11 : Stress distrubition of the main landing gear
12.6.2 Analysis result of the nose landing gear
Figure 12.12 : Displacement of the nose landing gear

78
Figure 12.13 : Stress distribution of the nose landing gear
The maximum displacement is 15 mm and the maximum stress occurred in the nose
landing gear structure is 751 MPa which also does not exeed 1000 MPa as shown in
the Figure 12.12 and Figure 12.13. Hence the values are also proper.
12.7 Conclusion
Landing gear structures tried to be analysed in CATIA V5. To design and analyse the
landing gears, geometry were determined, material which is MLX17 steel alloy was
selected, loadings and boundary conditions were applied and finite element method
was produced and analysed with CATIA V5. According to the analysis results the
calculated dimensions of the landing gears are proper for the Hürkuş.
79
80
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82
APPENDICES
APPENDIX A: Kinematic videos of the landing gears CD
83

Design of Landing Gear For Hurkus

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ISTANBUL TECHNICAL UNIVERSITY  FACULTY OF AERONAUTICS AND

DESIGN OF LANDING GEAR

Department of Aeronautical Engineering

Thesis Advisor: Prof. Dr. Gökhan İNALHAN

DESIGN OF LANDING GEAR

Department of Aeronautical Engineering

Thesis Advisor: Prof. Dr. Gökhan İNALHAN

Thesis Advisor : Prof. Dr. Gökhan İNALHAN ..............................

Co-advisor : Assist. Prof. Dr. Hayri ACAR ..............................

Jury Members : Prof. Dr. İbrahim ÖZKOL .............................

Prof. Dr. Elbrus CAFEROV ..............................

Assist. Prof. Dr. Nazım Kemal ÜRE ..............................

Assist. Prof. Dr. Emre KOYUNCU ..............................

Dr. İsmail BEYAZIT ..............................

Date of Submission : 04 January 2017

I would like to express my gratitude to my graduation project advisors Prof. Dr.

I would like to thank all other members of my examination committee.

I am grateful for all employee at the faculty of Aeronautics and Astronautics.

January 2017 Zübeyir CEYLAN

AD : Coefficient of tire diameter

Table 3.1 : Specifications of Hürkuş [9]. ..................................................................... 7

İniş takımları, yerdeyken uçağın desteklenmesi ve taksi yapmasına yardım ederken

Figure 1.1 : 14-bis with first wheeled landing gears [1].

Figure 1.3 : Bristol Racer [5].

Design of a landing gear comprehensively documented in the books of Sadraey [6],

2.1 Design Requirements

1- Ground clearance requirement;

3- Take-off rotation requirement;

4- Tipback prevention requirement;

5- Overturn prevention requirement;

9- Aircraft structural integrity;

10- Ground lateral stability;

11- Low cost;

12- Low weight;

14- Manufacturability; [6]

2.2 Design Process

Figure 2.1 : Landing gear design flow diagram [6].

 Determining of landing gear configuration

 Determining fixed, retractable or partially retractable

 Determining main landing gear attachment point and ground clearance

 Determining wheelbase and wheel track

 Determining loads on each strut

 Determining shock absorber and tire.

Literature research has an important part in aircraft conceptual design because

In literature research specifiations, performance or design purpose of the aircraft that

Table 3.1 : Specifications of Hürkuş [9].

General characteristics Values

Figure 3.1 : Hürkuş training version [9].

Figure 3.2 : Hürkuş 3-D drawing with CATIA design program.

Table 3.2 : Specifications of Socata TB 30 Epsilon [10].

Figure 3.3 : Socata TB 30 Epsilon [10].

3.2 Enaer T-35 Pillián

Table 3.3 : Specifications of Enaer T-35 Pillián [10].

3.3 Pilatus PC-21

Table 3.4 : Specifications of Pilatus PC-21 [11].

Figure 3.5 : Pilatus PC-21 [11].

Table 3.5 : Specifications of Pilatus PC-7 [12].

Figure 3.6 : Pilatus PC-7 [12].

3.5 EMB-314 Super Tucano

Table 3.6 : Specifications of EMP-314 Super Tucano [10].

3.6 KAI KT-1 Woongbi

Table 3.7 : Specifications of KAI KT-1 Woongbi [10]

Figure 3.8 : KAI KT-1 Woongbi [10]