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com

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ScienceDirect
Structural Integrity Procedia 00 (2017) 000–000
www.elsevier.com/locate/procedia
ScienceDirect
ScienceDirect
Structural Integrity Procedia 00 (2017) 000–000
Procedia Structural
Structural IntegrityIntegrity
Procedia5 (2017) 1153–1159
00 (2016) 000–000 www.elsevier.com/locate/procedia
www.elsevier.com/locate/procedia

2nd International Conference on Structural Integrity, ICSI 2017, 4-7 September 2017, Funchal,
Madeira, Portugal
2nd International Conference on Structural Integrity, ICSI 2017, 4-7 September 2017, Funchal,
Landing
XV Portuguese Gear
Conference on Structural
Fracture, PCF Health
Madeira, Portugal
2016, Monitoring
10-12 February 2016,(SHM)
Paço de Arcos, Portugal

Landing Chad
Thermo-mechanicalGearForrestStructural
modeling a,
*, ClintofHealth
a high
Forrest b
,Monitoring
pressure
Doug Wisercturbine(SHM)
blade of an
Chad
ES3, Inc.,
airplane
ES3, Inc., 1346 Legend
a

Forrest
1346 Legend
b
Hills Drive,gas
a,
*, Clint
Hills Drive,
turbine
Clearfield, Utah 84015,engine
Forrest
Clearfield,
b
chad.forrest@es3inc.com
, Doug
Utah 84015, Wiserc
clint.forrest@es3inc.com
ES3, Inc., 1346 Legend Hills Drive, Clearfield, Utah 84015, doug.wiser@es3inc.com
c
a Clearfield, Utahb84015, chad.forrest@es3inc.com
c
P. Brandão , V. Infante , A.M. Deus *
ES3, Inc., 1346 Legend Hills Drive,
a
b
ES3, Inc., 1346 Legend Hills Drive, Clearfield, Utah 84015, clint.forrest@es3inc.com
a c
ES3, Inc.,
AbstractDepartment of Mechanical 1346 Legend
Engineering, Hills Drive,
Instituto Clearfield,
Superior Técnico, Utah 84015, doug.wiser@es3inc.com
Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa,
Portugal
b
IDMEC, Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa,
This paper provides information on the development of a landing gear Structural Health Monitoring (SHM)
Portugal
Abstract
system
c that provides
CeFEMA, Departmentprognostic/diagnostic
of Mechanical Engineering, HUMS
Institutocapabilities through
Superior Técnico, direct de
Universidade load measurement
Lisboa, in addition
Av. Rovisco Pais, to Lisboa,
1, 1049-001 strut
servicing detection algorithms. The system provides advanced Portugalmonitoring technology via the incorporation of new
This paper provides information on the development of a landing gear Structural Health Monitoring (SHM)
sensors integrated into the landing gear assembly. The direct load measurement approach is a paradigm shift from
system that provides prognostic/diagnostic HUMS capabilities through direct load measurement in addition to strut
current methods of tracking fatigue damage of airframe landing gear systems and fuselage support structures, which
servicing
Abstractdetection algorithms. The system provides advanced monitoring technology via the incorporation of new
depend on data collection of aircraft parameters recorded onboard at various sampling rates by SHM devices. The
sensors integrated into the landing gear assembly. The direct load measurement approach is a paradigm shift from
landing gear SHM provides direct loads measurement, weight/balance calculations, and the ability to perform
current
Duringmethods of tracking
their operation, fatigue
modern damage
aircraft engineof airframe
components landing gear systems
are subjected and fuselage
to increasingly support operating
demanding structures,conditions,
which
Condition
especially Based Maintenance
the high pressureof (CBM)
turbine (HPT) onblades.
the landing
Such gear components.
conditions cause at
these parts to undergo rates
different
depend on data collection aircraft parameters recorded onboard various sampling by types
SHMofdevices.
time-dependent
The
NAVAIR contracted
degradation, with ES3 to support the development of the landing gear SHM via the Small Business Innovative
landing gear oneSHM of which
provides is creep.
directA model
loads using the finite element
measurement, method (FEM)
weight/balance was developed,
calculations, and intheorder to be to
ability ableperform
to predict
Research
the creep(SBIR)
behaviourprogram,
of HPTvia a Phase II data
blades. award on the(FDR)N121-043 topic. The proposed solution will be directly
Condition Based Maintenance (CBM)Flight on the landingrecords for a specific
gear components. aircraft, provided by a commercial aviation
transferable
company, wereto other
usedNavy,
to obtainmilitary
thermalandandcommercial
mechanical aircraft
data forplatforms. This paper
three different flight will address
cycles. thetofollowing
In order create thetopics in
3D model
NAVAIRfor contracted with ES3 to support the scrap
development of the landing gear SHM via the Small material
Businessproperties
Innovative
theneeded
area of HUMSthe FEMand analysis,
CBM: (1) a advanced
HPT bladelanding gearscanned,
was sensorsand for direct load measurement;
its chemical composition and (2) data fusion of direct
were
Research
obtained. (SBIR)
The data program,
thatinto via a Phase
wasfatigue
gathered II into
award on themodel
N121-043 topic.simulations
The proposed solution will abe directly
loads monitoring data lifewas fed
assessments; the (3)
FEMparadigm and different
shifts were run,
in aircraft maintenance first with
utilizing strutsimplified
servicing3D
transferable
rectangular to other
block Navy,
shape, in military
order to and commercial
better establish the aircraftand
model, platforms.
then with This
the paper
real 3D will
mesh address
obtained the following
from the blade topics
scrap.inThe
detection algorithms; (4) system verification and validation; and (5) safety and maintenance benefits.
theoverall
area of HUMSbehaviour
and CBM: (1) advanced landingwas gear sensorsinfor direct load measurement; (2) data fusion of direct
Prior work in the field of spectrum development and usage monitoring has typically focused on the aircraft structure, a
expected in terms of displacement observed, particular at the trailing edge of the blade. Therefore such
loads
modelmonitoring
can be usefuldataininto fatigue
the goal life assessments;
of predicting (3) paradigm
turbine blade life, givenshifts
a set ofinFDR
aircraft
data.maintenance utilizing strut servicing
with assumptions translated to the landing gear components without any direct measurement. The benefits of usage
detection algorithms; (4) system verification and validation; and (5) safety and maintenance benefits.
monitoring
© 2016
can also be realizedbyfor landing gear. Direct loads measurement provides the ability to extend service
Prior workThein Authors.
the field Published
of spectrum Elsevier
development B.V. and usage monitoring has typically focused on the aircraft structure,
life, remove
Peer-review components
undertranslated based
responsibility on actual
of the loading,
Scientific improveofsafety, increase aircraft availability, and save maintenance
with assumptions to the landing gearCommittee
components PCF 2016.
without any direct measurement. The benefits of usage
costs with incorporation of CBM data into the maintenance practices. This paper advances the state-of-the-art via the
monitoring can also be realized for landing gear. Direct loads measurement provides the ability to extend service
miniaturization
Keywords: of sensors rated forCreep;the severe landing gear 3D
environment at a high Technological Readiness Level
life, removeHigh Pressure
components Turbine
basedBlade; Finite Element
on actual loading, Method;
improve safety,Model; Simulation.
increase aircraft availability, and save maintenance
(TRL).
costs with incorporation of CBM data into the maintenance practices. This paper advances the state-of-the-art via the
miniaturization
© 2017 The Authors. ofPublished
sensorsbyrated forB.V.
Elsevier the severe landing gear environment at a high Technological Readiness Level
Peer-review under responsibility of the Scientific Committee of ICSI 2017
(TRL).
* Corresponding author.
E-mail address: chad.forrest@es3inc.com

* Corresponding
2452-3216 © 2017 author.
The Authors. Published by Elsevier B.V.
E-mail address:
Peer-review chad.forrest@es3inc.com
underauthor.
* Corresponding responsibility
Tel.: +351of218419991.
the Scientific Committee of ICSI 2017.
E-mail address: amd@tecnico.ulisboa.pt
2452-3216 © 2017 The Authors. Published by Elsevier B.V.
Peer-review
2452-3216 under
© 2016responsibility of the Scientific
The Authors. Published Committee
by Elsevier B.V. of ICSI 2017.
Peer-review under responsibility of the Scientific Committee of PCF 2016.
2452-3216  2017 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the Scientific Committee of ICSI 2017
10.1016/j.prostr.2017.07.025
2 Chad Forrest/ Structural Integrity Procedia 00 (2017) 000–000

The technological readiness of the landing gear SHM sensors has advanced, with several SHM sensors currently flying
on aircraft for loads spectrum data collection
1154 Chad Forrestpurposes. ThisStructural
et al. / Procedia paper varies
Integrityfrom prior
5 (2017) publications for the European
1153–1159
2
Workshop on Structural Health Monitoring, Chad Forrest/ Structural
in that the Integrity
priorProcedia 00 (2017)
applications 000–000
concentrated on fluid level detection for
CBM purposes—while this paper enhances the SHM system capability via the addition of direct load monitoring
The technological
devices throughoutreadiness
the landing of the landing
gear gearload
structural SHMpath. sensors has advanced, with several SHM sensors currently flying
on aircraft
Early for loadsofspectrum
development the landing datagear
collection
SHM system purposes. This paper
was presented at varies
the 6th from
EuropeanpriorWorkshop
publications on for the European
Structural Health
Workshop oninStructural
Monitoring, Health Monitoring,
a paper regarding Aircraft Landingin thatGearthe prior
Fluidapplications concentrated
Level and Landing Energy on Monitoring
fluid level detection
System. The for
CBM of
focus purposes—while
that paper was the thisdetection
paper enhances the SHM
of improper system
fluid level andcapability
hard landingsvia the viaaddition
the SHMofsystemdirect and
loadsensors.
monitoring
devices
This throughout
paper advancesthe thelanding gear structural
prior publications loadaddition
via the path. of new direct load sensors into the SHM system, providing
Early development of the landing gear SHM
capabilities for fatigue damage tracking of landing gear system presented at the 6th European Workshop on Structural Health
wascomponents.
Monitoring,
The landing in geara paper
SHM regarding
system also Aircraft
allowsLanding
data fusion Gear of Fluid
direct Level
loads and Landingdata
monitoring Energy Monitoring
into fatigue System. The
life assessments.
focus of that paper was the detection of improper fluid level and hard landings via
This feature is provided via utilization of communication to platform HUMS and associated flight records for data the SHM system and sensors.
This paperpurposes.
assurance advances the Theprior publications
interface via the additionofofthe
and communication newSHMdirect load sensors
control units tointothe the SHMHUMS
aircraft system,equipment
providing
capabilities
provides thefor fatigue
ability damage tracking
to synchronize loadsofdata,
landing gear components.
allowing for elimination/reduction of estimates on landing gear loads
The landing
usage gear SHM
and service life. system also allows data fusion of direct loads monitoring data into fatigue life assessments.
This feature
The SHM is provided
technology andviaalgorithms
utilizationalsoof communication
provide the ability to platform HUMS shift
for a paradigm and associated flight records utilizing
in aircraft maintenance, for data
assurance purposes. The interface and communication of the SHM control units to
strut servicing detection algorithms. Previously, automatic detection of an improperly serviced strut while the aircraftthe aircraft HUMS equipment
provides the ability
is on the ground wastonot synchronize
possible. The loadsincorporation
data, allowing of for
the elimination/reduction
SHM sensors and unique of estimates on landingchanges
aircraft algorithms gear loads
the
usage and service life.
maintenance approach, allowing for appropriate CBM based on the actual condition of the landing gear component
The SHM
service technology and algorithms also provide the ability for a paradigm shift in aircraft maintenance, utilizing
condition.
strut servicinglaboratory
High-fidelity detection algorithms.
testing of the Previously, automaticusing
SHM components detection
form,offitanand
improperly
functional serviced
hardwarestruton
while the aircraft
a landing gear
is on the ground
assembly has been wascompleted.
not possible. The
The incorporation
completed of the SHMtesting
demonstration sensors and unique
included aircraft
landing gearalgorithms
multi-bodychanges
dynamicthe
maintenance
models, approach, of
and validation allowing
that modelfor appropriate CBM based
with the laboratory testing.on the actual condition of the landing gear component
service
The condition. laboratory testing of loading events was accomplished on a full main landing gear assembly. The
high-fidelity
High-fidelity laboratoryastesting
gear was instrumented close asof possible
the SHMtocomponents
the on aircraft using form, fit andThe
configuration. functional hardware
landing gear on a landing
was secured in thegear
test
assembly has been completed. The completed demonstration testing included landing
rig, in a similar manner to the landing gear attachment to the aircraft. The responses to loading events, as recorded gear multi-body dynamic by
models,
the SHMand validation
system, of that
provided modelloads,
known with the laboratory
measured testing.
pressures and stresses to verify the landing gear hydrodynamic
The
model.high-fidelity
Landing gear laboratory testing of loading
model simulations events wastoaccomplished
were performed create a virtual onlanding
a full main
gear landing gear assembly.
strut to predict The
the dynamic
gear was instrumented
behavior as close asconditions,
of the strut servicing possible toover the on aircraft
a wide configuration.
range of operational The landing
variables.gearFormal
was secured in the and
verification test
rig, in a similar
validation of themanner
landingto the landing
gear modelgear wasattachment
accomplished,to the aircraft.
using a The responses
variety to loading
of available events,data—including
aircraft as recorded by
the SHM system,
instrumented flightprovided
test data.known loads, measured pressures and stresses to verify the landing gear hydrodynamic
model.
The SHMLanding gear model
technology simulations
also provides werebenefit
a safety performedwith to thecreate a virtual landing
improvement of weight gear
andstrut to predict
balance the dynamic
calculations. The
behavior of the strut servicing conditions, over a wide range of operational variables.
landing gear sensors and associated control/interface units provide the ability to calculate actual weight and balance Formal verification and
validation of the landing gear model was accomplished, using a variety
information. This information can then interface with other platform HUMS systems for use in improving of available aircraft data—including
instrumented flight test or
maintenance practices, data.
enhancing crew safety during operations.
The SHM technology also provides a safety benefit with the improvement of weight and balance calculations. The
landing gear sensors and associated control/interface units provide the ability to calculate actual weight and balance
information.
© 2017 The Authors. This Published
information can then
by Elsevier B.V. interface with other platform HUMS systems for use in improving
maintenance
Peer-review underpractices, or enhancing
responsibility crew safety
of the Scientific duringofoperations.
Committee ICSI 2017.

Keywords: Landing Gear; Structural Health Monitoring

© 2017 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the Scientific Committee of ICSI 2017.
1. Introduction
Keywords: Landing Gear; Structural Health Monitoring
NAVAIR contracted with ES3 to continue development of a landing gear Structural Health Monitoring SHM
system through the Small Business Innovative Research (SBIR) program, via a Phase II award on the N121-043 topic.
1. Introduction
Although the primary focus of the development program is for fixed wing aircraft, the proposed solution is directly
transferable to other Navy and commercial fixed wing and rotorcraft. The system presented address aircraft Health
andNAVAIR contractedSystem
Usage Monitoring with ES3 to continue
(HUMS) development
and Condition BasedofMaintenance
a landing gear Structural
(CBM) Health Monitoring
in the following topic areas:SHM
(1)
system through the Small Business Innovative Research (SBIR) program, via a Phase II award on the N121-043
advanced landing gear sensors for direct load measurement; (2) data fusion of direct loads monitoring data into fatigue topic.
Although the primary
life assessments; focus of the
(3) paradigm development
shifts in aircraft program is forutilizing
maintenance fixed wing aircraft, detection
fluid-level the proposed solution (4)
algorithms; is directly
system
transferable to other Navy and commercial fixed wing and rotorcraft.
verification and validation; and (5) safety and maintenance benefits. The system presented address aircraft Health
and Usage Monitoring System (HUMS) and Condition Based Maintenance (CBM) in the following topic areas: (1)
advanced landing gear sensors for direct load measurement; (2) data fusion of direct loads monitoring data into fatigue
life assessments; (3) paradigm shifts in aircraft maintenance utilizing fluid-level detection algorithms; (4) system
verification and validation; and (5) safety and maintenance benefits.
 Chad Forrest et al. / Procedia Structural Integrity 5 (2017) 1153–1159 1155
Author name / Structural Integrity Procedia 00 (2017) 000–000 3

DOT/FAA/AR-04/6, Continued Evaluation of Spectrum Development of a Usage Monitoring Spectrum1 outlines

several benefits of usage monitoring on airframes including extending retirement times and inspection intervals beyond
initial certification. However, prior work in the field of spectrum development and usage monitoring has typically
focused on the aircraft structure, with assumptions translated to the landing gear components without any direct
measurement.
Landing gear is a unique, complex and critical system on aircraft that is a hybrid of structure and machine. Landing
gear is second only to the propulsion system in regards to maintenance effort. They must carry high and varying loads
but retain a lightweight, compact form. While most aircraft structures are made from ductile alloys that can endure
crack growth over time; landing gear use very high strength, but brittle, alloys of steel, aluminum or titanium. These
differences and other unique issues require distinct approaches with landing gear structural health monitoring
methods2.
The same HUMS/CBM benefits applied to airframes can be realized for landing gear with specialized SHM
systems. Through direct loads measurement, the ability to extend service life and remove components based on actual
loading conditions can be achieved. The incorporation of CBM data into the maintenance practices can improve safety,
increase aircraft availability, and save maintenance costs.
Early development of the subject landing gear SHM system was presented at the 6th European Workshop on
Structural Health Monitoring, in a paper regarding Aircraft Landing Gear Fluid Level and Landing Energy Monitoring
System3. The focus of that paper was the detection of improper fluid level and hard landings via the SHM system and
sensors. The technological feasibility of the fluid level detection was accomplished in 2013 as part of the N121-043
SBIR effort. This paper advances the state-of-the-art via the miniaturization of sensors data collection systems rated
for the severe landing gear environment at a high Technological Readiness Level (TRL). Figure 1 shows the sensor
installation as flown on aircraft during a recent loads spectrum data collection effort.

1.1. Landing Gear Sensors

The landing gear design and approval process significantly differs from the aircraft structures process. "Damage
tolerant" methodologies are used in airframe design. This design process provides a safe period of operation for cracks
to develop and grow in structural members before being detected and repaired. In contrast, landing gear utilizes a "safe
life" design method. This approach is due to the materials used and constraints applied to landing gear. "Safe life"
designs do not permit or consider cracks. As a result, implementing SHM on landing gear requires a unique solution
that is targeted specifically to landing gear4.
Examples of advanced landing gear sensors are the pressure sensor in Figure 1 and the load pin in Figure 2. The
pressure sensor was recently used to collect strut pressure data during a load survey flight test. The advanced landing
gear load pin replaces the drag brace pin to directly measure drag loads. This instrumented load pin was utilized during
high-fidelity laboratory testing on a full landing gear assembly.

Fig. 1. Sensor assembly installation on landing gear.

4 Chad Forrest/ Structural Integrity Procedia 00 (2017) 000–000
1156 Chad Forrest et al. / Procedia Structural Integrity 5 (2017) 1153–1159

The landing gear SHM system under development includes sensors placed in direct load paths to measure loads in
vertical, drag and side paths. In addition, the system sensors provide the capability to monitor brake torque and strut
extension.

Fig. 2. Landing gear load pin.

3. Rugged Data Acquisition Systems

ES3 has leveraged the specialized products and services from Flight Data Systems Pty. Ltd. (FDS) located in
Melbourne, Australia, specializing in Flight Data Management. Since 1990, FDS has been supplying flight data
acquisition units, Flight Data Monitoring (FDM) and readout services to commercial and military customers around
the world. FDS also manages a complete logistics management service for the Australian Defence Force (ADF).
FDS has adapted the Remote Data Concentrator (RDC) hardware to fit the specific ES3 SHM system requirements.
The RDC has been adapted to the harsh landing gear environment and serves as the primary data acquisition unit.
Collected data is transferred to a Central Control Unit (CCU), derived from the FDS Modular Acquisition Unit
(MAU). The CCU aggregates and process sensor data from all connected RDCs. Examples of the derived products
are shown in Figure 3.

Fig. 3. CCU (left) and RDC (right) from FDS.

 Chad Forrest et al. / Procedia Structural Integrity 5 (2017) 1153–1159 1157
Author name / Structural Integrity Procedia 00 (2017) 000–000 5

The ruggedness and size of the RDC allow it to be installed directly on the landing gear assembly. The CCU can
be installed in the landing gear bay area or in another location inside the aircraft. The CCU transmits landing gear
sensor data to control/recording devices located elsewhere inside the aircraft.

1.2. Data Fusion and HUMS Integration

This landing gear SHM system also allows data fusion of direct loads monitoring data into fatigue life assessments.
This feature is provided via utilization of communication to platform HUMS and associated flight records for data
assurance purposes. The interface and communication of the SHM control units to the aircraft HUMS equipment
provides the ability to synchronize loads data, allowing for elimination/reduction of estimates on landing gear loads
usage and service life. An example of the benefits of direct loads monitoring is shown in Figure 4. In this example,
the aircraft systems or aircrew did not detect a hard landing. However, the nose landing gear (NLG) became fully
compressed for several cycles during the landing. An integrated SHM system could have alerted the aircrew and/or
ground crew that the NLG should be inspected, thereby enhancing operational safety. The other scenario is similar.
The aircrew could experience what they believe was a hard landing. With an integrated SHM system directly
measuring landing gear loads, the system could confirm the hard landing or indicate the measured loads were within
safe operating parameters. Thus, the SHM system can reduce maintenance costs and increase aircraft availability by
reducing unnecessary maintenance.

Figure 4: NLG strut bottom out during landing.

The SHM technology and algorithms also provide the ability for a paradigm shift in aircraft maintenance, utilizing
fluid-level detection algorithms. Previously, detection of an improperly serviced strut with weight on aircraft wheels
was not possible. The incorporation of the SHM sensors and unique aircraft algorithms changes the maintenance
approach, allowing for appropriate CBM based on the actual condition of the landing gear component service
condition.
1158 Chad Forrest et al. / Procedia Structural Integrity 5 (2017) 1153–1159
6 Chad Forrest/ Structural Integrity Procedia 00 (2017) 000–000

Laboratory testing of the SHM components using early TRL technology has also been completed. The system
development has transformed into form, fit and function hardware in a high-fidelity laboratory environment. Future
testing will include installation and flight testing on an operational aircraft. A sample of data collected from the loads
survey flight testing is shown in Figure 5.
The SHM technology also provides a safety benefit with the improvement of weight and balance calculations. The
landing gear sensors and associated control/interface units provide the ability to calculate actual weight and balance
information. This information can then interface with other platform HUMS systems for use in improving maintenance
practices, or enhancing crew safety during operations.

Figure 5: Example landing data from aircraft loads survey.

 Chad Forrest et al. / Procedia Structural Integrity 5 (2017) 1153–1159 1159
Author name / Structural Integrity Procedia 00 (2017) 000–000 7

1.3. Conclusion

The SHM system discussed in this paper has demonstrated the viability of a landing gear structural health
monitoring system. The advances in the technology readiness levels of the sensors and data acquisition system coupled
with the analysis algorithms have readied the system for on aircraft testing. This system can benefit aircraft operators
by increasing the operational safety and reducing the maintenance requirements while increasing the awareness of the
landing gear condition.
There are still challenges with infrastructure that may limit the effectiveness that landing gear SHM systems can
offer. Namely, the data transfer methods from the aircraft and long term retention of that data. Tracking of each landing
component is also necessary to develop the fatigue spectrum unique to each component. This can be a complicated
task due landing gear overhaul methods that may pass components from one aircraft to another.
Although obstacles currently prevent the realization of the full potential of landing gear health monitoring, the
implementation of systems on individual aircraft can provide immediate benefits. This benefits include hard landing
detection, strut operational readiness monitoring and improved weight and balance systems.

1.4. Acknowledgements

This paper acknowledges the efforts of Arianne Molina, the Technical Point-of-Contact (TPOC) for the N121-043
SBIR effort. Without the efforts in supporting development of the landing gear SHM technology via the SBIR program
this paper would not be possible.

1.5. References

[1] J. Michael, G. Collingwood, M. Augustine, J. Cronkhite, “Continued Evaluation and Spectrum Development
of a Health and Usage Spectrum,” DOT/FAA/AR-04/6, May 2004.
[2] R. Schmidt, P. Sartor, Landing Gear. Encyclopedia of Structural Health Monitoring, 2009.
[3] L. Coffin, N. Phan, D. Wiser, K. Nance, “Aircraft Landing Gear Fluid Level and Landing Energy Monitoring
System,” Structural Health Monitoring 2012, Proceedings of the Sixth European Workshop, Dresden, Germany, July
3-6 2012.
[4] SAE Aerospace Information Report, "Landing Gear Structural Health Monitoring," AIR6168, Issued, April
2012.