The wheels of the helicopter landing gear
The wheels of the helicopter landing gear

The wheels of the helicopter landing gear


From the condition of stability while taxiing on the wheel main landing should account for about 70% weight of the helicopter. The design process is determined (relative to the helicopter's center of gravity) takeaway main landing gear wheels racks b and bow (front) or rear (back) and rack. Thus selected chassis base with.

Removal of the main landing gear wheels is determined from the condition of non-tipping on the tail of the helicopter in the parking lot with an angle 15 °. To transport helicopter quantity b should be such that the machine is not tipping when loading through the rear hatch. This problem can also be solved by the use of outriggers from the bottom of the fuselage.

Track Chassis affects protivokapotazhny angle y and the characteristics of the "earthly" resonance. The use of special chassis shock absorbers and dampers VSH can successfully combat the phenomenon of "earthly" resonance practically all the possible values ​​of the track helicopter landing gear.

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When HB helicopter generates lift the pressing force of the helicopter to the ground is reduced. The helicopter may tip about an axis passing through the nose wheel and one main landing gear, and can slide on the site.

For those cases when the helicopter is on a firm, smooth ground, considering the conditions of equilibrium, excluding its

tipping and slipping. On uneven ground, the wheels may rest against an obstacle, the lateral movement of the helicopter is difficult. It is also difficult on the court with the soft ground, the wheels are deeply immersed in it, or when a slight lateral movement of the wheel is formed of earth roller, stopping the helicopter.

(The value of the thrust at which the helicopter continues to work on the land) permissible grounds tilt angles are determined from the conditions of slipping and depend little on the track chassis and the height of the helicopter center of gravity location.

By lowering the coefficient of friction / permissible angles

area bank sharply reduced. If the landing and takeoff of the helicopter slip can be prevented by increasing / or by putting a pad under the wheels, the range of permissible angles site expands.

In single-rotor helicopters permissible angle of heel pad left and right differ significantly. Critical corners area in which the helicopter tips over, decrease with increasing traction NV. If the selected track of the main landing gear legs with a nose strut tilt angle does not provide a helicopter balance, then move on to a four-post rack.

Equilibrium helicopter given special attention when it is based on ships. When roll angles of the landing pad can reach 10 ° or more.

After determining the basic chassis parameters are the selection of the tires of the wheels in the catalog of aircraft wheels (70% to take into account of the actual load on parking gear wheel in the normal weight of the helicopter).




It consists of pneumatic tires and tubes. Used and tubeless pneumatics. To increase the strength, hardness and wear resistance tires performed layered. The outer layer (tread) is made of vulcanized rubber on the outer surface it has a profiled pattern (recesses) to create resistance to lateral sliding. The interior of the tire (the cord) is composed of many layers of rubber-coated threads without a duck and is made of cotton, synthetic or metal high-strength fibers.

Normal load from the ground to the pneumatic action is balanced mostly excess air pressure inside it. Excess pressure on the contact area is formed by flattening pneumatics. Elements of the tire, next to the ground, bent and compressed, its other areas of work in tension.

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The greatest bending stiffness are arched pneumatics.


In the selection of wheels for helicopters operated on unpaved runways, counted cross-claim on the ground

  • - the ability to get under way and move around the airfield without the formation of a deep rut.


The permeability is characterized by the strength of the soil, the size of the surmounted irregularities, the coefficient of resistance and the depth of the track formed when the take-off and landing devices (wheels, skids, etc.) move on the ground. The drag coefficient when driving on the ground is directly dependent on the depth of the track, and the latter depends on the pressure in the tires and their dimensions. At low speeds of the helicopter, the greater the pressure in the pneumatics, the deeper the track. This increases, and the force of adhesion of the pneumatic to the ground decreases.

To ensure the patency of the wet ground tire pressure should not be higher than 0,3-0,35 MPa and 0,5-0,6 MPa for the dry soil.

The depth gauge, which is formed on the surface of the runway ground when moving at low speed, is calculated by the formula

If the depth gauge is exceeded, take the following measures to improve the patency:

  • - increase the number of wheels (P st decreases) ',

  • - increase the size of the wheels;

  • - reduce the pressure in the pneumatics.


Permeability can be improved by a wheeled chassis in combination with the ski. Partly ski mounted parallel to the plane of the wheel, it improves the permeability of the helicopter and can be used as an additional brake on unpaved airfield. When operating the helicopter at the ski dry soils can be removed.

Energy and loading characteristics of strength and energy pneumatics chassis wheels

The difference between the dynamic pneumatic compression obtained when landing, and "static" (slow) compression varies with the load rate, which, in turn, depends on the parameters and pneumatic cushioning. dynamic loading force exceeds static ua 7-10%. Typically, in the absence of experimental data on the influence of the loading rate at work are static pneumatic pneumatic compression curve.

Most of the pneumatics' service is in the conditions of a parking reduction. To ensure the durability of the pneumatics, 8CT is taken significantly less than 8P <0. Usually $ st = (0,2-0,4) 5 n 0.

When determining the position of the wheel or wheels in relation to other parts (for example, a cylinder, sleeve or poluvilki) must take into account factors such as the adhesion of dirt and raznashivanie tire.

Setting the wheels on the chassis should provide the opportunity to survey the state of the main sites of attachment and the brake system. When using pneumatic sizes are increased by approximately 4% of the diameter and 2-3% in width. We can not allow not only touch, but also a small gap between the tire and any relevant part of the rack.

Main undercarriage wheels have to be sure to brake. Apply shoe, chamber and disc brakes.


to brake the wheels and their system requirements:

  • - simultaneity and uniformity of wheel braking in order to avoid a turn of the helicopter;

  • - smoothness of action, i.e. a gradual increase in friction forces;

  • - the ability to quickly brake and release the brake (full brake time - 1,5 s, release - 1,5 s);

  • - the possibility of separate wheel braking.


Chamber rim brakes are stacked on the periphery of the pads. Rim with pads pressed against the rubber ring cam disk by being supplied with air or liquid chamber. Pads are moved in the radial direction and pressed against the entire circumference of the brake drum wheel.

Compared with the brake drum provides intimate uniform contact pad to the drum. Therefore, a more effective brake chamber, and braking torque does not depend on the direction of rotation of the wheels. However, the brake chamber has a reduced throttle response, because it requires a certain time (1,0-1,5 s) to fill the chamber with liquid or air.

Disc brake works by incorporating a friction clutch. When applying fluid pressure to the cylinder block the pistons against the resistance of the return spring, the pressure plate is moved. He presses the wheels fixed to the rotating, and the wheel is braked. Disc brake braking torque is independent of the direction of rotation of the wheel, their reliability is higher than the brake chamber. Disc brakes have smaller dimensions (in comparison with drum brakes and chamber) with the same energy consumption and efficiency, which simplifies placing a brake on the wheel.

For ship helicopters, the chassis wheel braking system plays an important role in ensuring the stability of its position on the flight deck. The principle of inhibition with a gradual increase in the braking force is not acceptable here. So, for example, brakes working in the rasp can be applied: under the mechanical pressure of the spring, the gear sector comes into engagement with a rim, rigidly connected to the hub of the wheel, preventing its rotation. The brake is released when hydraulic pressure is applied. In addition, for shipborne helicopters, it is necessary to fulfill the requirements of the constancy of the braking moment both when the helicopter is moving forward and backward under the impact of the ship's rocking. These requirements are met by chamber and disc brakes.

wheel weight can be reduced by design and technological solutions. Tubeless pneumatic lighter than conventional and gradually replacing them. series alloys used for the manufacture of wheels: magnesium, aluminum, titanium.

Drum brakes replaced by more compact - disc. The use of self-lubricating bearings reduces maintenance costs and weight of the chassis hinge assemblies.

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