Naval Helicopter Landing Gear Engineering Essay

Naval Helicopter Landing Gear Engineering Essay The landing gear, is a structure (or mechanism) attached to the fuselage (or the body) of the aircraft, helps the aircraft during landing, take-off and ground handling operations. The landing gear plays important role absorbing the crush (or thrust) while landing and thus ensure lower crush related injuries and material damages. For achieving this crush worthiness require optimum design of the springs of the landing gears. I have started the process of the optimum design of the landing gear mechanism through theoretical hand calculations. After I established a base design through hand calculation; I shifted to the ADAMS tool. The ADAMS tool seemed to be very powerful for achieving the optimum mechanism design solution through number of iterations. For the sake of simplicity, I have considered non-retractable type of landing gear for this study. Also, I have considered using only helical compression spring and no torsion spring for this design study. Research on Naval Helicopter Landing Gear The naval helicopters operate in much severe landing conditions compared to the commercial helicopters. Hence, while designing the naval helicopter landing gear all the necessary landing conditions should be taken care. In this section I am going to discuss about the types of landing gear and few practical examples about the usage of the landing gears. History and evolution: The first wheeled landing gear appeared in Santos-Dumonts No.14 bis on 1906 soon after the Wright brothers famous flight. Initially, the landing gear used to have bungee as shock absorbing elements. The Ford trimotor landing gear, which used rubber discs and rebound cables, was the predecessor of the modern days shock absorbing landing gear. During World War-II, the shock absorbing landing gear had developed further. Use of the spring and lever came into the landing gear system design. After the world war, the landing gear design matured further to give modern days sophisticated landing gear system. Types of Landing Gears: All of the landing gear used in helicopters can be broadly classified in three categories: Tail dragger Landing Gear: Two main gears are placed under the mid of the fuselage and one tail gear is placed under the tail of the helicopter for the tail dragger landing gear arrangement. This type of landing gears are used in older helicopters (e.g. Seahawk) Tri Cycle Landing Gear: In this configuration, there are one nose wheel and two main gears at the mid of the fuselage. Most of the modern helicopter has this landing gear configuration. Tandem Landing Gear: Large aircrafts use multiple wheels in line for each of the landing gears and this configuration is known as Tandem. Examples about the usage of the landing gears in naval helicopters: Landing Gear for Seahawk S70B: The Seahawk is an US naval aircraft manufactured by Sikorsky Aircraft in Stratford, Connecticut. Fig.1: Showing a Seahawk in operation (Image source: http://www.naval-technology.com/projects/seahawk/seahawk2.html) The chopper has energy absorbing two-wheel tail dragger type of landing gear arrangements. The landing gear design is much simpler compared to the other naval helicopters. Boeing Vertol CH-46 Sea Knight: Sea Knight is a marine transport helicopter, manufactured by Boeing Vertol. Fig.2: Showing a Sea Knight (Image source: http://en.wikipedia.org/wiki/File:USMC_CH-46.jpg) The Sea knight has tricycle type of landing gear system. Each of the landing gear has twin wheels. Sikorsky SH-3 Sea King: The Sea King is an anti-submarine amphibian helicopter manufactured by Sikorsky. It is fitted with retractable type trail dragger landing gear arrangement. MH-53E Sea Dragon: This is a three engine powered large navy helicopter designed for heavy lifting and Airborne Mine Countermeasures (AMCM). It is fitted with twin-wheel tricycle configuration of landing gear system. Development of the Landing Gear Mechanism The landing gear mechanism should be strong enough to withstand the specified stringent landing conditions of this assignment. I am planning to develop a landing gear mechanism using two double rear landing gears and a nose landing gear. All the landing gear will use helical compression springs only. Fig.3: Top view of the landing gear arrangements for the concept As the above figure shows, the concept will have the centre of gravity somewhere in between the front and the rear landing gears. Selection of the proper compression spring is the key to the success of the mechanism. Hence I have started with the hand calculation to arrive at the preliminary spring design parameters. Hand Calculation Total mass = 5126 kg Hence, Sprung mass on each spring = 1025.2 kg For zero initial velocity: Say, max. Deformation of spring =35 mm So, spring rate K = 292.9142857 N/mm For normal landing: Initial velocity of helicopter = 0.5 m/sec Spring rate k = 292.9142857 N/mm Now, using the formulae: 0.5*m*v^2=0.5*k*x^2 Max deformation of the springs =0.935414347 mm For hard landing: Initial velocity of helicopter = 3 m/sec Initial velocity of deck = 3 m/sec So, Relative velocity between the helicopter and the deck = 6 m/sec Spring rate k =292.9142857 N/mm So, Max deformation of the springs = 11.22 mm For crush landing: Initial velocity of helicopter = 15 m/sec Spring rate k = 292.9142857 N/mm So, Max deformation of the springs =28.06 mm Since, the deformation values from the hand calculation are well below 30 mm with the spring rate of 292 N/mm. So, I think it is good to go ahead with these values and check the acceleration results and vibration results by creating the ADAMS model. Developing ADAMS Model The ADAMS models of the landing gear mechanism are created by the ADAMS/View. I have come out with two ADAMS design based on the already discussed mechanism concept. The following steps are followed to create each of the ADAMS models: Unit Setting: I choose to use the units as: Length Millimeters, Mass Kg, Force Newton, Time Second, Angle Degree, and Frequency Hertz. Following consistent units are important for getting accurate results. Gravity Setting: I activated the gravity. Points: Points are the basic building block of the whole mechanism. Box: This option was used for creating the deck. Torus: All the wheels were created using the torus option. Link: The structure and the axels were created using the link options. Translational Spring Damper: This option was utilized for creating all the helical compression springs of the designs. Contact: The contact option was used for simulating the contacts between the deck and the wheels. Revolute Joint: The joints between the wheels and the axels were created using the revolute joint option of ADAMS. Translational Joint: For simulating the vertical descent speed of the helicopter and vertical speed of the deck it was required to create transitional joints between the structure and space and between deck and space. ADAMS Mechanism Design-1: Fig.4: ADAMS model of the design option-1. Fig.5: ADAMS point table for the design option-1. ADAMS Mechanism Design-2: Fig.6: ADAMS model of the design option-2 Fig.7: ADAMS point table for the design option-2 The basic difference between the design opton-1 and the design option-2 is in the height of the design. After reviewing the initial displacement results (which I will present in the next section) of the option-1, I have decided to increase the height, as for the specified test condition the structure is hitting the deck for design option-1. Result Comparison for Option-1 and Option-2: Fig.8: Deflection plot of the structure for crush landing condition The above plot is showing the comparison of the deflection of the top frame (structure connected to the fuselage), it shows that the option-1 has much higher deflection. The deflection value for the option-1 is even higher than the clearance between the structure and the deck. Means, for option-1, the structure will hit the ground for extreme condition. So, Option-2 is a better design. Testing ADAMS model in Various Landing Conditions Different landing conditions specified for this assignment is simulated in ADAMS for the design option-2. Normal landing: Here the vertical descent speed of 0.5 m/sec is applied at the translational joint between the structure and space. Result is shown below: Fig.9: Normal landing acceleration plot The result for the normal landing test for the design option-2 is showing that: the maximum acceleration is 6.8 m/sec2. Hard Landing: For the hard landing test, I applied vertical descent speed of 3m/sec at the joint between the structure and space and vertical deck speed of 3m/sec at the joint between the deck and space. Here is the result: Fig.10: Hard landing acceleration plot The above plot is showing that the maximum acceleration value for the hard landing test of the design option-2 is 19.3 m/sec2 . Crush Landing: In order to simulate the crush landing condition, I applied the vertical approach speed of 15 m/sec at the joint between the structure and space, keeping the deck stationary. The result of the crush landing test is shown below: Fig.11: Acceleration plot for the crush landing test The above plot is showing that the maximum acceleration value for the crush landing test is 206.6m/sec2. Running Vibration Analysis in ADAMS The naval helicopter will be kept in landed condition over the aircraft carrier. The aircraft carrier will be oscillating continuously under the influence of the sea waves. The purpose of the vibration analysis is to find out the resonating frequency of the landing gear mechanism under the sea oscillation. For simulating the sea wave oscillation, I created five kinetic actuators placed at the centre of each of the axels and placed one output channel at the centre of gravity of the top structure. Frequency response analysis: The frequency response analysis (FRA) shows the amplification of acceleration for each frequency values. The FRA plot for the design option-2 is shown below: Fig.12: Frequency response plot for the design option-2 The FRA plot above is showing a pick at 2.5 Hz. The pick is the resonating frequency of the landing gear mechanism. Results of the Different ADAMS Analysis Maximum acceleration for normal landing = 6.8 m/sec2. Maximum acceleration for hard landing = 19.3 m/sec2. Maximum acceleration for crush landing = 206.6 m/sec2. Resonating frequency of the mechanism = 2.5 Hz. Conclusion The conceptual design of the naval landing gear is simulated using ADAMS for the specified landing conditions. The results from the simulation are showing that the maximum acceleration values are well below the specified maximum limit for this assignment. The ADAMS vibration simulation is showing the resonating frequency for the mechanism as 2.5 Hz.

A Play of Contrasts Essay

In this essay I shall discuss the contrasts that have been used in An Inspector Calls. Firstly the contrast, which had stood out the most, was the progress from ignorance to knowledge, this was shown specifically in Sheila; young, pretty and rich Sheila who was show to be ‘very pleased’ with her share of the world at the beginning of the play whereas in stark contrast near the end of the play her character has progressed from naively ignorant satisfaction to opening of her eyes to the facades and indifferent selfishness of the upper classes. For example in Priestley’s stage directions Sheila ‘bitterly’ reacts to Birling and Mrs Birling’s refusal to take responsibility for their actions and want to avoid ‘scandal’ and climb up the social ladder. Therefore the contrast of ignorance and knowledge is depicted in Sheila as she realizes her and her family’s roles in the suicide of Eva Smith/ Daisy Renton. Another significant contrast shown in the play is the difference between the older and younger generations. The main differences between the old and young is that the older generation of Birlings just want to wash their hands of this ‘awkward’ business, such as following the Inspector’s departure Birling discusses only the possible shame that could rob him of his ‘almost certain’ knighthood but does not reflect on his actions towards Eva Smith. This illustrates that Birling was only gutted about his potentially lost doorway to success and status, furthermore when Sheila accuses Birling of unconcern towards the tragedy and lesson that ought to be learnt Birling is highly self centered and talks only of himself- ‘who here will suffer more than I will? ’ Mrs. Birling, playing the role of the obedient and supportive wife, also displays selfish behavior talking about the ‘rude’ tone the Inspector used; this connotes that she is highlighting her superior status to the Inspector, suggesting that he ought to treat her with respect due to her class regardless of any unjust acts she had done. This shows that position and socially acceptable behavior was of more importance than morality and virtue to Mrs. Birling. On the other hand the new generation of Birlings, Sheila and Eric, fully acknowledge the effects of their actions and are affected by their parents lack of empathy towards the tragic end of Eva/Daisy, for example Eric angrily ‘burst out’ that Arthur and Sybil were beginning to ‘pretend’ that nothing had happened. This demonstrates that Eric was aware that his parents had been distressed by Eva’s death but the once the powerful presence of the Inspector had gone they had begun to return to their previous attitudes. Moreover Sheila supports Eric’s attitude by ‘eagerly’ agreeing with him. They both also addresses the collective responsibility of Eva’s death, for example Sheila says ‘ashamed of us’ and Eric says ‘we all helped kill her’ this illustrates that ironically the younger generation was being responsible and was acknowledging not only their parents wrongdoings but their own also. Thus this demonstrates that the younger generation was more responsible and willing to take the burden of guilt whereas the older generation was lacking empathy and attempting to avoid scandal by pretending they had no blame.

The Hidden Face Of Ewaste Environmental Sciences Essay

In the epoch of the laptop, have you of all time wondered about what happened to all these good old desktop computing machines? The world is that the industry is invariably scoring us with new appliances that are supposed to give us a more convenient and hearty life. And we buy it! Electronic devices have become such an of import portion of our mundane life that we do non look to be able to populate without it. The downside is that they tend to age truly rapidly. As a affair of fact, the newest digital equipment are intentionally made to last merely a short period of clip, runing from a few old ages to every bit small as a few months. This phenomenon consequences in a turning demand that is increasing both the production and the ingestion of electrical and electronic equipment. However, really few are witting of what truly happens to their old equipment. Let us unveil the enigma for you. What is E-waste? First of all, Waste Electrical and Electronic Equipment ( WEEE ) consists of old electronic contraptions which their former users have disposed of: iceboxs, two-channel systems, telecastings, cellular telephones, computing machines, pressmans, DVD participants, MP3 participants and a assortment of other similar devices. These devices are produced at an highly high rate and that rate is sing an on-going planetary The concealed face of E-waste 3 growing. Harmonizing to Bily ( 2010 ) , the production of WEEE sums to about 50 million dozenss a twelvemonth worldwide. This measure is really alarming, sing the composing of these electronics. Indeed, lead, quicksilver and Cd are a few of the tonss of pollutants that can be found in electronic waste and these elements classify WEEE in the class of risky waste ( Pinto, 2008 ) . The resources required for their production are huge and their effects on the environment is higher than those of other merchandises. The disposal job So what precisely happens to all that waste? First, WEEE are non portion of the conventional waste intervention circuit. The reply is that most merchandises merely go debris. North Americans store on mean two to three disused computing machines in their garage or their cupboard. Harmonizing to Environment Canada, each twelvemonth, 140,000 dozenss of electronic waste go into landfills all around Canada ( RCBC, 2008 ) . Furthermore, the Agency for Environmental Protection calculated that about 70 % of screens and 80 % of telecastings are located in landfills. Today, WEEE are more than 5 % of municipal waste, a figure invariably increasing. Science Daily ( 2010 ) estimates that, relative to 2007 degrees, by 2020, the sum of electronic waste associated with computing machines entirely will most likely leap to 500 % in India, 200 % in South Africa and 400 % in China. The big bulk of WEEE end up in landfills, incinerators, even make fulling in sites. It is well-known that many of these lan dfills emit outflowing discharges, and even the best constructed and controlled leak chemicals and metals. The state of affairs can decline depending on how old the landfill is. Vaporization of metallic quicksilver and dimethyl quicksilver is besides unsafe and can take to puting fires in the landfills that pose a hazard to wellness and the environment. Furthermore, Jeffries ( 2006 ) explains that because it is less expensive to direct it abroad than to cover with it The concealed face of E-waste 4 ourselves, a big measure of rubbish is on a regular basis shipped to landfills in developing states like India, China, and Africa. These states all receive big sums of imported computing machines, cellular telephones, and other electronic waste, some of which is reused but most of which is dumped into a heap. The export of WEEE to developing states is a hazardous method of direction, sometimes illegal, but profitable for companies from industrialised states. The illegal export sometimes takes the visual aspect of giving. This is possible given the ordinances are frequently missing in asperity in developing states and the costs of the work force are really low. Are at that place other solutions? There are three options available to handle electronics before they end up as waste. These options are storage, reuse and recycling. However, in Canada, electronic waste is normally stored in landfills. There is another manner of covering with WEEE and that is through reuse. An illustration of reuse can be observed in India. In this state, out of the five million Personal computers, 27 % of theoretical accounts are 8 old ages of age or older. The reuse can so be a good manner to widen the life of a merchandise. However, the sad world is that most of e-waste is non properly dealt with. It is really common for developed states to direct their old contraptions to developing states, either lawfully or illicitly. This action constitutes a temporal solution to their disposal job. Another manner of disposing of your refuse is through recycling. Nevertheless, frequently regarded as a positive procedure, in this context, the â€Å" recycling † is a somewhat different proccess. It inclu des dismantlement, tear uping, incineration, and frequently exportation. It is seldom regulated and involves many hazards like the irremediable taint of the H2O, the dirt and the ambiance ( UNEP, 2005 ) . Merely 20 % of e-waste really go through the recycling procedure. Although the measures of waste are increasing, the industry is slow to develop systems of modern recycling. The concealed face of E-waste 5 What are the impacts? The disposal of e-waste has a major negative impacts on the environment, which consequences in impacting people ‘s wellness. The recycling procedure of these merchandises in developing states is really distressing, particularly as methods are crude and people are frequently faced with fundamental and unsafe working conditions working without protection for the custodies or for the face. Gass, acidic solutions, toxic exhausts and contaminated ash from these centres pose serious jobs for wellness and environment. And it is precisely due to the hapless quality of the H2O and the contaminated dirt that we find serious unwellnesss. It has been found that the e-waste recycling activities were responsible for promoting blood lead degrees in Chinese kids from Guiyu, a little recycling town on the South China seashore. It has been found that its pollution rate is 180 times superior than the bounds fixed by the World Health Organization. ( Monika, 2010 ) . The e-waste industry is using a bout 150,000 people in Guiyu and 25,000 more work in the junkyards of New Delhi, in India. In malice of the backbreaking and unsafe conditions, workers will merely gain between 1 and 4 dollars a twenty-four hours ( Kielburger, 2008 ) . What can we make? To cut down pollution, assorted policies are being evaluated, developed and implemented. Canada joined the Basel Convention on Control of Transboundary Movements of Hazardous Wastes and their Disposal in 1992. This was created to halt economically profitable methods of cargos of unsafe waste to states that refuse e-waste import. But why would anyone accept to go the rubbish bin of the indutrialised universe ‘s e-waste? Robbins ( 2007 ) clarifies the grounds for the start of this commercialism in the undermentioned words: The concealed face of E-waste 6 Poorer states were likely to accept exported wastes because their high international debt tonss and weak economic systems positioned them ill to reject any income-generating activities. As the debatable and unfair nature of the international toxins trade became better recognized, concern led to developing and implementing international controls. ( p. 101-102 ) Some states are implementing plans pollution bar and minimisation waste. Among these attacks, â€Å" Producer Responsibility â€Å" ( EPR ) is important. The nonsubjective: doing importers of electrical and electronic devices responsible for the life rhythm of their merchandises. The rule is that makers have an involvement to ease recycling and dismantlement, to restrict the usage of resources, pollution and waste. This can merely be done through a design and through recommending ecological reuse and effectual recycling. In decision, based on the dismaying menace that e-waste represents, it is indispensable to allow the general public be cognizant of the serious effects that e-waste has on our environment and our wellness. Our local authoritiess should besides be informed of this so that they can set up an substructure for safe direction of WEEE. Even though pull offing e-waste is an expensive procedure, we are called to get down sing what schemes could be undertaken to make a responsible e-waste direction, minimise its production and do its constituents easy to recycle and recycle. The concealed face of E-waste 7

Homosexual Police Officers - 1506 Words

Abstract Media coverage surrounding alternative sexualities has also expanded in recent years and, in the wake of gay liberation and the emergence of lesbian and gay studies, an ever increasing flow of academic documentation pertaining to sexual orientation has flourished. We now know more about homosexual lives in general and about the experiences of particular groups such as those in prison those who offer sex in exchange for money and those who lived during particular historical periods. However, with the knowledge and awareness about what it means to be gay or lesbian has increased considerably, there remains an ignorance on a number of homosexual issues. Explanations of why sexual orientations differ are still inadequate, and in a†¦show more content†¦Support Organizations The presence of women and gay men on the police force challenges the traditional heterosexually masculine definition of the occupation. Recognizing the need for gay and lesbian police officers and other criminal justice professionals to have an arena to discuss needs and concerns in an atmosphere free of job-related reprisals, the Gay Officers Action League (GOAL) was established in 1981. GOAL continues to provide a safe environment for people who have been, and continue to be, victims of harassment and discrimination in the workplace, while at the same time attempting to change homophobic attitudes in the workplace and in the community at large (Dahir, 1999). Other organizations such as Law Enforcement Gays and Lesbians (LEGAL) also offer support for gay, lesbian, bisexual and transgender workers in the criminal justice system. According to Dahir (1999), The Gay Police Association (GPA) was formed in 1990 by a handful of officers in the Metropolitan Police. Since then it has grow n into a formally recognized and respected staff association with members in all 52 UK police forces. 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