Propulsion Selection and Analysis for Unmanned Aerial Vehicles for SAE Aero D...
our project
1. Government of Karnataka
Directorate of Technical Education
Bangalore-37
HINDUSTAN ELECTRONICS ACADEMY
BANGALORE-37
PROJECT ON: RETRACTION OF LANDING GEAR WITH
POSITION INDICATION
SUBMITTED TO THE DEPARTMENT OF AERONAUTICAL
ENGINEERING BY THE FOLLOWING;
SHIVA KUMAR.J 408AN13057
AJAY KUMAR J.K 408AN13005
INDRA KUMAR.R 408AN13021
KARTHICK RAJA.K 408AN13027
VIJAYA RAMAN.T 408AN13064
INTERNAL GUIDE
MR.SHARMA FAROOK
2. Government of Karnataka
Department of Technical Education, Bangalore
Board of Technical Examination
HINDUSTAN ELECTRONICS ACADEMY
P.B No. 3776, Marathahalli post, Bangalore-560037
CERTIFICATE
Certified that this project entitled “RETRACTION OF LANDING GEAR WITH
POSITION INDICATON” which is being submitted by;
SHIVA KUMAR.J 408AN13057
AJAY KUMAR J.K 408AN13005
INDRA KUMAR.R 408AN13021
KARTHICK RAJA.K 408AN13027
VIJAYA RAMAN.T 408AN13064
A bonafide students of Hindustan Electronics Academy in partial fulfilment for the
award of diploma in aeronautical engineering during the year 2015-2016 is record of
students own work carried out under my/our guidance. It is certified that all
corrections/suggestions indicated for internal assessment have been in corporate in the
report and one copy of it being deposited in the polytechnic library.
The project report has been approved as it satisfies the academic requirements in
respect of project work described for the said diploma.
It is further understood that by this certificate the undersigned do not endorse or
approve any statement made, opinion expressed or conclusion drawn there in but
approve the project for the purpose for which it is submit.
Guide(s)
Name and signature
Examiners
1. Head of department
2. Department of Aeronautical
3. CANDIDATE’S DECLARATION
I, ------------------------------------------ a student of Diploma in ------------------------------
Department bearing Reg No---------------------------------------of ------------------------------------
---------- hereby declare that I own full responsibility for the information, results and
conclusions provided in this project work titled “------------------------------------------------------
----------------------------- “submitted to State Board ofTechnical Examinations,
Government ofKarnataka for the award of Diploma in -----------------------------------.
To the best of my knowledge, this project work has not been submitted in part or full
elsewhere in any other institution/organization for the award of any
certificate/diploma/degree. I have completely taken care in acknowledging the
contribution of others in this academic work. I further declare that in case of any
violation of intellectual property rights and particulars declared, found at any stage, I,
as the candidate will be solely responsible for the same.
Date:
Place: Bangalore, Karnataka
Sign of Candidates
SHIVA KUMAR.J 408AN13057 ------------------
AJAY KUMAR J.K 408AN13005 -----------------
INDRA KUMAR.R 408AN13021 -----------------
KARTHICK RAJA.K 408AN13027 -----------------
VIJAYA RAMAN.T 408AN13064 -----------------
4. ABSTRACT
The project “RETRACTION OF LANDING GEAR WITH POSITION
INDICATION” deals with the construction and the working mechanism of
retraction. The retraction and position indication of the landing gear is illustrated
which, being a main objective of the project.
The design and fabrication of the “LANDING GEAR RETRACTION WITH
POSITION INDICATION”, where the concept understanding of retraction and
position indication is shown.
5. CONTENT
SL.NO CHAPTER PG.NO
1 ACKNOWLEDGEMENT
INTRODUCTION
1.1 INTRODUCTION TO LANDING GEAR
1.2 TYPES OF LANDING GEAR
1.2.1 FIXED TYPE LANDING GEAR
1.2.2 RETRACTABLE TYPE LANDING GEAR
1.2.3 SKIDS TYPE LANDING GEAR
1.3 ARRANGEMENT OF LANDING GEAR
1.3.1 TRICYCLE LANDING GEAR
1.3.2 CONVENTIONAL LANDING GEAR
1.3.3 TANDEM LANDING GEAR
1.4 SYSTEM OF LANDING GEAR
1.4.1 MAIN STURTS
1.4.2 SHOCK ABSORBER
1.4.3 BREAKS
1.4.4 WHEELS AND TYRES
1.4.5 WHEEL AXLE
1 – 7
2
AIM AND OBJECTIVE
8
3
LITERATURE REVIEW
9
4 PNEUMATIC SYSTEM
4.1 PNEUMATIC ACTUATORS
4.2 COMPRESSOR
4.3 FRL UNIT
4.4 PRESSURE GAUGE
10 - 14
6. 4.5 CONTROL VALVE
4.6 5/2 VALVE
4.7 HOSE PIPE AND T-JOINT
5 INDICATION SYSTEM
5.1 POSITION INDICATION
5.1.1 UP LOCK POSITION
5.1.2 INTERMEDIATE POSITION
5.1.3 DOWN LOCK POSITION
5.2 WARNING INDICATION
15 -16
6 THEORY OF OPERATION 17
7
CONSTRUCTIONAL DETAILS
7.1 DESIGN
7.2 MATERIALS
7.3 TOOLS REQUIRED
7.4 ASSEMBLY
18 – 20
8 TEST RUN 21
9 COST ESTIMATION 22 - 23
10 CONCLUSION 24
11 BIBLOGRAPHY 25
7. ACKNOWLEDGEMENT
We thank the great people who helped and supported us during this project work.
We express our first and foremost thanks to MR.MAHESH.B Principal of
HINDUSTAN ELECTRONICS ACADEMY for extending his support and also we
thank our Lect. Sharma Farook the guide of the project for guiding and correcting
our various documents of ours with attention and care.
Our sincere and deepest thanks to the Bernard engineering workshop engineers
without whom this project would have not been possible and helping us in technical
aspects.
We would also thank our institution and our faculty members in helping and guiding
in various aspects in making our project.
Members
1] SHIVA KUMAR.J
2] AJAY KUMAR.J.K
3] INDRA KUMAR.R
4] KARTHICK RAJA.K
5] VIJAYARAMAN.T
8. 1
CHAPTER 1
1.1 INTRODUCTION TO LANDING GEAR:
Aircraft landing gear supports the entire weight of an aircraft during landing and
ground operations. They are attached to primary structural members of the aircraft.
The type of gear depends on the aircraft design and its intended use. Most landing
gear has wheels to facilitate operation to and from hard surfaces, such as airport
runways. Other gear feature skids for this purpose, such as those found on helicopters,
balloon gondolas, and in the tail area of some tail dragger aircraft. Aircraft that
operate to and from frozen lakes and Snowy areas may be equipped with landing gear
that has skis. Aircraft that operate to and from the surface of water have pontoon-type
landing gear. Regardless of the type of landing gear utilized, shock absorbing
equipment, brakes, retraction mechanisms, controls, warning devices, cowling,
fairings, and structural members necessary to attach the gear to the aircraft are
considered parts of the landing gear system.
1.2 TYPES OF LANDING GEAR:
1.2.1 FIXED TYPE LANDING GEAR
A great deal of the parasite drag caused by light aircraft landing gear can be reduced
by building gear as aerodynamically as possible and by adding fairings or wheel pants
to streamline the airflow past the protruding assemblies. A small, smooth profile to
the oncoming wind greatly reduces landing gear parasite drag. In Cessna aircraft
landing gear used on many of the manufacturer’s light planes. The thin cross section
of the spring steel struts combine with the fairings over the wheel and brake
assemblies to raise performance of the fixed landing gear by keeping parasite drag to
a minimum.
9. 1.2.3 RETRACTABLE TYPE LANDING GEAR: 2
Retractable landing gear houses in fuselage or wing compartments while in flight.
Once in these wheel wells, gear is out of the slipstream and do not cause parasite drag.
Most retractable gear has a close fitting panel attached to them that fairs with the
aircraft skin when the gear is fully retracted. Other aircraft have separate doors that
open, allowing the gear to enter or leave, and then close again.
1.2.3 SKIDS TYPE LANDING GEAR:
Aircraft that operate to and from frozen lakes and snowy areas may be equipped with
landing gear that have skids. Mostly in all helicopters skids type of landing gears are
fitted, which helps to land on any type of surface.
1.3 ARRANGEMENTOF LANDING GEAR:
Three basic arrangements of landing gear are used: tail wheel type landing gear
(Also known as conventional gear), tandem landing gear, and tricycle-type landing
gear.
10. 3
1.3.1 TRICYCLE TYPE LANDING GEAR:
The most commonly used landing gear arrangement is the tricycle-type landing gear.
It is comprised of main gear and nose gear. In this type of arrangement there will
three wheels,
Where there will be a single wheel in nose and couple of wheels in rear side.
I.3.2 CONVENTIONALTYPE LANDING GEAR:
Tail wheel-type landing gear is also known as conventional gear because many early
aircraft use this type of arrangement. The main gear are located forward of the center
of gravity, causing the tail to require support from a third wheel assembly. A few
early aircraft designs use a skid rather than a tail wheel. This helps slow the aircraft
upon landing and provides directional stability. The resulting angle of the aircraft
fuselage, when fitted with conventional gear, allows the use of a long propeller that
compensates for older, underpowered engine design. The increased clearance of the
forward fuselage offered by tail wheel-type landing gear is also advantageous when
operating in and out of non-paved
Runways. Today, aircraft are manufactured with conventional gear for this reason and
for the weight savings accompanying the relatively light tail wheel assembly.
11. 4
1.3.3 TANDEM TYPE LANDING GEAR:
Few aircraft are designed with tandem landing gear. As the name implies, this type of
landing gear has the main gear and tail gear aligned on the longitudinal axis of the
aircraft. Sailplanes commonly use tandem gear, although many only have one actual
gear forward on the fuselage with a skid under the tail. A few military bombers, such
as the B-47 and the B-52, have tandem gear, as does the U2 spy plane. The VTOL
Harrier has tandem gear but uses small outrigger gear under the wings for support.
Generally, placing the gear only under the fuselage facilitates the use of very flexible
wings.
1.4SYSTEM OF LANDING GEAR:
1.4.1 MAIN STRUTS:
Main struts are one of the components which connect the landing gear and the
fuselage body of the aircraft. It also houses all other components of the landing gear.
12. 5
1.4.2 SHOCK ABSORBER:
The impact of landing must be absorbed. This is done by the oleo-pneumatic shock
absorber. This absorber is mostly used by large aircraft. The main advantage of this
absorber is that it provides shock absorption as well as effective damping. There are
three types of oleo-pneumatic shock absorbers; the telescopic strut, the articulating
strut and the semi-articulating strut. The telescopic strut is the only one used in a
Boeing 737-300. This strut is housed within the main vertical strut of the landing gear.
This is very compact, but it is difficult to maintain.
The oleo-pneumatic shock absorber consists of two separated chambers. One chamber
is filled with nitrogen and the other chamber is filled with oil. If the aircraft lands, the
oil chamber will be pushed against the nitrogen chamber, the gas and oil will be
compressed. The kinetic energy is damped by the oil which is being forced through
orifices. The rebound of the landing is controlled by the gas pressure forcing the oil
back into its chamber through recoil orifices.
13. 6
BREAKS:
The brake system is powered by hydraulic system A and controls the braking of the
aircraft during ground operation. The Boeing 737-300 uses a multi disk brakes. A
multi disk brake uses hydraulic pressure to control a rotor-stator unit. The brakes
consists of multiple steel discs. An adjuster giving hydraulic pressure to the pressure
plate. For safety reasons companies use a brake wear pin to indicate when the brakes
has to be replaced.
1.4.3 WHEELS AND TYRES:
WHEELS
For the dynamic balances of the split-typed wheel, balance weights are
provided. The wheel is split-typed to make the mounting of the tire possible. To
keep the wheel together the inner en outer wheel are fastened together by 16
secured bolts. To prevent the inner/outer wheel connection from leaking packing
is mounted on each side. In the middle of the wheel is an axle for the wheel to
make it spin, this is provided with a seal that keeps the lubricant inside and
keeps the dirt and moisture outside.
14. 7
TYRES
The main landing gear is provided with tubeless tyres and designed to
withstand the forces to 195 knots. When an aircraft is making a rejected take-
off (RTO), the breaking will generate a lot of heat which that must be cooled.
This is the reason why four thermal relief plugs , equally located and mounted
on the inner wheel half, are protecting the wheel from excessive brake heat,
which otherwise will result in a blowout trough the increase of air pressure.
This is made possible due to the inner core of the thermal relief plug, which is
made off fusible metal like magnesium. It has the characteristic that it melts at
a predetermined temperature, releasing the air in the tire. In the inner wheel
there is a valve extended to the outer wheel used to inflate the tubeless tire.
There is also an over inflation plug installed in the inner wheel half and goes
half out trough the outer wheel. It prevents over inflation by means of a seal
that breaks when over inflation occurs, it will deflate the tyre to ‘zero
pressure’.
1.4.4 WHEEL AXLE:
Wheel axle is one of the important component in the landing gear system,which
connects the wheel to the struds.its also houses the shock absovers,dampers etc.
15. 8
CHAPTER 2
AIM AND OBJECTIVE
Our project is based on Retractable Landing Gear; basically landing gears are
controlled by hydraulic means, mechanical means and manually operated. But
here we are using Pneumatic actuators to control gear up and gear down
motion of the under carriage system.
Here the type of landing gear arrangement is Tricycle type .Here the materials
used for landing gear are three Pneumatic actuators (double acting cylinders)
,compressor, alloy wheels, axel, tyres, pressure control valves ,pneumatic air
compressor, shock absorbers, struts, connecting rods, FRL units, pressure
gauge, hose pipes, selector valve.
We are also implementing the position indication of the landing gear (gear up /
down) using simple electrical circuit to indicate. The materials used for
indication system of the landing gear are LED lights (light emitting diode),
multi strand wires and cables, control panel, control switches, copper plate.
16. 9
CHAPTER 3
LITERATURE REVIEW
In the beginning there was one type of landing gear, the feet of the airman. In
1891, Otto Lilienthal was one of the first men who flew above the earth.
Lilienthal’s airplane was not more than two wings and one stabilizer. To fly, he
jumped of a hill and landed on his feet. After Lilienthal, the Wright Brothers
made the first powered flight. The landing gear of the Wright Flyer I was made
of skis. After the Wright Brothers had flown, the airplane was further developed,
so did the landing gear.
The first type of landing gear that was used on a large scale was the
conventional landing gear. The conventional gear consists of three wheels. The
main gear, which is under or in front of the wings and one small wheel under the
tail. These air-crafts are called tail draggers. A well-known tail dragger is the
DC-3 .The DC-3 has a retractable landing gear. The retracted landing gear was
invented by two Frenchmen in 1876, but only used on large scale after 1930.
The main gear of the DC-3 is partially retractable in case of a gear down failure,
the tail wheel isn’t.
The tail draggers were made for decades on smaller aircraft, but it had a few
disadvantages. At first, when the pilot braked too much, the airplane could make
a nose-over. In this case the propeller would break. Secondly, in the roll-out
after the landing the plane could make a ground loop. When steering to much or
in case of wind shear, the tail of the plane would turn. The consequences of a
ground loop can be different. One will have no damage, while the other has
damaged wingtips. When the engines are located on the wings, they could be
damaged too.
At last, the visibility in front of the plane is less then when the fuselage is
horizontal. Therefore a new type of gear was invented, with the fuselage of the
airplane horizontal. In most cases it means that the plane has a tricycle landing
gear. The main gear will stay under the wings, but the tail wheel has become a
nose wheel. By doing that, the maneuverability will get better. The tri-cycle
landing gear has the most variants. For smaller aircraft, like the Cessna C-172,
with three wheels, but also variants for airliners, like the B737-300.
17. 10
CHAPTER 4
4. PNEUMATIC SYSTEM
4.1 PNEUMATIC ACTUATORS:
A pneumatic actuators convert’s energy (typically in the form of compressed air) into
mechanical motion. The motion can be rotary or linear, depending on the type of
actuators.
Some types of pneumatic actuators include:
Tie rod cylinders
Rotary actuators
Grippers
Rod less actuators with magnetic linkage or rotary cylinders
Rod less actuators with mechanical linkage
Pneumatic artificial muscles
Speciality actuators that combine rotary and linear motion—frequently used for
clamping operations
Vacuum generators
A Pneumatic actuator mainly consists of a piston, a cylinder, and valves or ports. The
piston is covered by a diaphragm, or seal, which keeps the air in the upper portion of
the cylinder, allowing air pressure to force the diaphragm downward, moving the
piston underneath, which in turn moves the valve stem, which is linked to the internal
parts of the actuator. Pneumatic actuators may only have one spot for a signal input,
18. 11
top or bottom, depending on action required. Valves require little pressure to operate
and usually double or triple the input force. The larger the size of the piston, the larger
the output pressure can be. Having a larger piston can also be good if air supply is
low, allowing the same forces with less input. These pressures are large enough to
crush objects in the pipe. On 100 kPa input, you could lift a small car (upwards of
1,000 lbs) easily, and this is only a basic, small pneumatic valve. However, the
resulting forces required of the stem would be too great and cause the valve stem to
fail. This pressure is transferred to the valve stem, which is hooked up to either the
valve plug (see plug valve), butterfly valve etc. Larger forces are required in high
pressure or high flow pipelines to allow the valve to overcome these forces, and allow
it to move the valves moving parts to control the material flowing inside. Valves input
pressure is the "control signal." This can come from a variety of measuring devices,
and each different pressure is a different set point for a valve. A typical standard
signal is 20–100 kPa. For example, a valve could be controlling the pressure in a
vessel which has a constant out-flow, and a varied in-flow (varied by the actuator and
valve). A pressure transmitter will monitor the pressure in the vessel and transmit a
signal from 20–100 kPa. 20 kPa means there is no pressure, 100 kPa means there is
full range pressure (can be varied by the transmitters calibration points). As the
pressure rises in the vessel, the output of the transmitter rises, this increase in pressure
is sent to the valve, which causes the valve to stroke downward, and start closing the
valve, decreasing flow into the vessel, reducing the pressure in the vessel as excess
pressure is evacuated through the out flow. This is called a direct acting process.
4.2 COMPRESSOR
An air compressor is a device that converts power (using an electric motor, diesel or
gasoline engine, etc.) into potential energy stored in pressurized air. By one of several
methods, an air compressor forces more and more air into a storage tank, increasing
the pressure. When tank pressure reaches its upper limit the air compressor shuts off.
The compressed air, then, is held in the tank until called into use. The energy
contained in the compressed air can be used for a variety of applications, utilizing the
kinetic energy of the air as it is released and the tank depressurizes. When tank
pressure reaches its lower limit, the air compressor turns on again and re-pressurizes
the tank.
19. 12
Figure(a) Compressor
4.3 FLR UNIT (FILTER, LUBRICAROT, REGULATOR)
Air leaving a compressor is hot, dirty, and wet—which can damage and shorten the
life of downstream equipment, such as valves and cylinders. Before air can be used it
needs to be filtered, regulated and lubricated.
An air line filter cleans compressed air. It strains the air and traps solid particles (dust,
dirt, rust) and separates liquids (water, oil) entrained in the compressed air. Filters are
installed in the air line upstream of regulators, lubricators, directional control valves,
and air driven devices such as cylinders and air motors. Air line filters remove
contaminants from pneumatic systems, preventing damage to equipment and reducing
production losses due to contaminant related downtime. Downtime in an industrial
plant is expensive; often it is the result of a contaminated and poorly maintained
compressed air system.
Selecting the proper size of filter for any application should be done by determining
the maximum allowable pressure drop, which can be caused by the filter. The
pressure drop can be determined by referring to flow curves provided by the
manufacturer.
20. 4.4 PRESSURE GAUGE: 13
The measurement of the pressure is measured and shown in pressure gauge.
4.5 CONTROL VALVE:
Control valves are valves used to control conditions such
as flow, pressure, temperature, and liquid level by fully or partially opening or closing
in response to signals received from controllers that compare a "set point" to a
"process variable" whose value is provided by sensors that monitor changes in such
conditions. Control Valve is also termed as the Final Control Element.
4.6 5/2 DIRECTIONAL CONTROL VALVE WITH STICK
OPERATED:
21. 14
A 5/2 way directional control valve from the name itself has 5 ports equally spaced
and 2 flow positions. It can be used to isolate and simultaneously bypass a passage
way for the fluid which for example should retract or extend double acting cylinder.
There are varieties of ways to have this valves actuated. A solenoid valve is
commonly used, a liver can be manually twisted or pitch to actuate the valves, an
internal or external pneumatic pilot to move the shaft inside, sometime with the spring
return on the other end, so it will go back to its original position.
4.7 HOSE PIPE AND T-JOINT:
HOSE PIPE:
Hose pipe is a conduit which as equal cross sectional area which allows or transfers
the fluid from one place to another, its is manufactured in such a way that no leakages
and flexible ,and its suited for less major loss due to friction, Its made of ceramic
materials etc.
T-JOINT:
T-joint is in the shape of T which acts as manifold but only one or two outlets ,Its
basically used in line of pressure source were allowing for different circuits.
22. 15
CHAPTER 5
INDICATION SYSTEM
5.1 POSITION INDICATION:
The main aim of the position indication is to indemate the pilot the status of the under
carriage system.There are three types indication.
5.1.1 UPLOCK POSITION OF LANDING GEAR:
Uplock of landing gear indimates the pilot that the landing gear is fully locked
up,This is indicated with GREEN coloured light in the indicator.
5.1.2 INTERMEDIATEPOSITIONOF LANDING GEAR:
Intermediate position of the landing gear is to indimate the pilot that the landind gear
is on retraction/extraction movement.This is indicated with RED coloured light.
5.1.3 DOWNLOCKOF THE LANDING GEAR:
Downlock of the landing gear indimates the pilot that the landing gear is full down
locked, This is indicated with AMBIANT coloured light in the indicator.
23. 16
5.2 WARNING INDICATION:
To draw the attention of pilot that the undercarriages are in unsafe positions for
landing, warning devices like visual/audio means are provided in the aircraft in
addition to the position indicators. This also forms a part of electrical circuitry of
the aircraft. In some aircraft undercarriage warning is linked with engine throttles.
When engine R.P.M is reduced an audio warning comes to extend landing gears.
Another example is when flaps are lowered; an audio visual warning comes to
indicate extend landing gears.
24. 17
CHAPTER 6
THEORY OF OPERATION
Our project is based on Retractable Landing Gear, basically landing gears are
controlled by hydraulic means, mechanical means and manually operated. But
here we are using Pneumatic actuators to control gear up and gear down
motion of the under carriage system.
Here the type of landing gear arrangement is Tricycle type .Retraction of
landing gears are done with the help of pneumatic actuators ,by giving the
pressurized air through it.
After the air is compressed inside the compressor, the sufficient pressure is
build up, the pressure is checked in the pressure gauge. The compressor air
nozzle is opened and the air is send to the 5/2 valve with the help of hose pipes
without loss of pressure.
In 5/2 valve, we have a control stick which is used to direct the flow of air to
the different ports. When the stick is moved through wards up, the air enter
inside the actuator cylinder and push the shaft with the pressure of the air. The
actuators move front and the landing gear comes down.
And we are also showing the working of position indication system. A copper
plate with electrical supply is fitted beside the nose landing gear, and the strut
of the nose landing gear is fitted with a pointer needle which is also with
electrical supply.
When the landing moves, the pointer needle touches the copper plate the
electrical supply passes and the respected indication light glows with its
respective positions.
This process is done simultaneously.
And for landing gear warning system buzzer sound is fitted.
25. 18
CHAPTER 7
CONSTRUCTION DETAILS
7.1 DESIGN:
The basic hand sketching is done and by the reference of it, the design of our project
is designed in CATIA and also analysed. Length of our project structure is 6 feet and
the breath is 3 feet. Figure (a)top view (b)front view.
Fig(a)top view
Fig(b)front view
26. 19
ACTUAL MORDEL:
7.2 MATERIAL:
SL.NO NAME OF THE MATERIAL DETAILS
1. Steel rods Required quantity
2. Plastic wheel (10 inch radius) 5.nos
3. Pneumatic actuators (200mm) 3.nos
4. 5/2 direction control valve 1.nos
5. T-joint 4.nos
6. Hose pipes 4 meters
7. Plastic fibre sheet 8*6feet
8. Plywood Required size
7.3 TOOLS REQUIRED AND THEIR USES
SL.NO TOOLS USES
1 Pop rivet gun For manual riveting of the pop rivet and are portable then hoses
2 Mallet Straightening and bending of the aluminium sheets
27. 3 Files Smoothen the surface of the aluminium 19
4 Guillotine metal
cutter
To cut the aluminium sheet accurately
5 Screw drivers Tighten the screws
6 Pneumatic drill Drill holes to fix screws
7 Pneumatic air
nozzle
Provides air in pressure
8 Bench drill
machine
Drill materials for an accurate and steady hole
9 Hand metal
cutter
Cut metal material hands free
10 DC power
supply
Provide external voltage power
11 Hacksaw To cut and chip off unwanted and wanted pieces
28. 12 Scriber
20
To mark required points
13 Pliers To loosen bolts
14 Wire cutter Cut the skin of the wire
15 Blades Cut required materials
7.4 ASSEMBLY:
The assemble section is the important section where the basic frame work is made
into a structure. In our project we used arc welding to join two parts. For the actuators
we used nut and bolds.
29. 21
CHAPTER 8
TEST RUN
Test run for the project “RETRACTION OF LANDING GEAR WITH POSITION
INDICATION” was carried on 24/03/2016. It was successfully tested, the indication
and the retraction of the landing gear was successfully tested.
32. 24
CHAPTER 10
CONCLUSION
Our project is based on the “RETRACTION OF LANDING GEAR WITH
POSITION INDICATION. We have acknowledged different types of equipments,
how to use and operate them for specific system. It has been a matter of immense
pleasure, honour and challenge to have this opportunity to take up this project and
complete this project successfully. While developing this project, we learnt a lot
about landing gear and the position indication. We also learnt how to make it user
friendly by hiding the complicated parts of it from the uses. During the development
process we studied carefully and understood the criteria for making RETRACTION
OF LANDING GEAR WITH POSITION INDICATION in which our aim was to
construct a cost effective model which we were able to do by using maximum
available items. Also we realized the importance of maintaining the system. We were
successfully able to construct a working model of RETRACTION OF LANDING
GEAR WITH POSITION INDICATION.
33. 25
CHAPTER 11
BIBLIOGRAPHY
Many resources helped us in giving educative and practical knowledge without which
our work would be very difficult. The guidance as well as experience influenced
insight enabled us to remain a step ahead of any problems that arose. The following
are our references;
1. FUNDAMENTALS OF FLIGHT VOLUME II
2. AIRCRAFT STRUCTURES by LALIT GUPTA & DR.O.P.SHARMA
3. FUNDAMENTALS OF FLIGHT VOLUME IV
4. AIRCRAFT SYSTEMS by LALIT GUPTA & DR.O.P. SHARMA
5. www.wikipedia,com
6. FAA SYSTEM OF LANDING GEAR BOOL/PDF
