Goodrich Landing Gear is a leading supplier of landing gear systems and components to original equipment manufacturers and the worlds airlines.
Goodrich Landing Gear is found on leading large commercial transports worldwide. Goodrich landing gear is found on the latest aircraft to enter service such as the Airbus A380, as well as the workhorse aircraft of airline and cargo operators such as Boeing 737, 747, 767 and 777 models.
Over the years, Goodrich Landing Gear has delivered more than 28,000 landing gear shipsets to Boeing Commercial Aircraft, including legacy McDonnell Douglas models. This extensive experience is not only leveraged into new products and brought to bear to mature products to enhance their rugged reliability.
Landing Gear Services
When Airbus needed landing gear for its new A380 superjumbo airliner, they looked to Goodrich. At 18 ½ feet tall, a single A380 landing gear must support nearly 170 tons the equivalent of holding up five blue whales. The Goodrich main landing gear for the A380 is comprised of four main undercarriages two with four wheels each and two with six wheels each. Advanced materials make this huge landing gear system ruggedly reliable and remarkably lightweight.
In addition to the Airbus A380 and the Boeing programs in production, the Goodrich Landing Gear team provides spares, overhaul and support to out-of-production models including older Boeing 737, 747, 757, 767, 777, DC-9, DC-10 and MD-11 models.
Airbus A380 Flutter Test
One of the most dangerous events that can occur in flight is a phenomena
called "flutter". Flutter is an aerodynamically induced vibration of a
wing, tail, or control surface that can result in total structural failure
in a matter of seconds. The prediction of flutter is not a precise science
and requires flight verification that flutter will not occur within the
normal flight envelope.
The aerodynamic surfaces of an airplane are constructed so that they can
carry the loads that are produced in flight. For example the wing must be
capable of supporting the weight of the airplane as well as the additional
lift produced during turning flight. The resulting wing structure can be
viewed as a blade or spring extending from the fuselage. If we "tap" the
spring with a hammer, it will vibrate at a frequency which relates to the
stiffness of the spring. A stiff spring will vibrate at a higher frequency
than a more limber spring. This frequency is known as the "natural
frequency" of the spring.
Flutter will usually occur at or near the natural frequency of the
structure, that is, some small aerodynamic force will cause the structure
to vibrate at its natural frequency. If this small force persists at the
same frequency as the natural frequency of the structure, a condition
called "resonance" occurs. Under a resonant condition, the amplitude of the
vibration will increase dramatically in a very short time and can cause
catastrophic failure in the structure.
The aerodynamic forces which can induce flutter are related to the dynamic
pressure, or airspeed, of the airplane. If flutter-inducing forces are
present they will increase as the airspeed is increased. Flutter
characteristics can be explored by "tapping" the surface at progressively
faster airspeeds, then watching
how fast the vibrations decay or damp out. The vibrations will take longer
to decay as the airspeed approaches a possible resonant condition. In this
way potential flutter can be approached safely without actually reaching
the resonant condition and experiencing sustained flutter.
The method for "tapping" the surface varies. On some airplanes a sharp
control pulse is sufficient to excite the natural frequency of the surface.
In most cases a special flutter excitation device is installed. This device
will use either an aerodynamic vane or an unbalanced mass which is driven
back and forth at the known natural frequency of the surface. The device is
abruptly turned off and the natural damping characteristics of the
vibrating surface are revealed. The analysis is similar to the frequency
and damping analysis discussed under the "control pulse" maneuver, except
that the structural (or flutter) frequencies are much higher.
Tire Force Test
The only way to get information on tires, not from books and theories, but
Airbus A380 Tail Strike Test [VMU Test]
Tailstrike is an aviation term that describes an event in which the rear
end of an aircraft touches (strikes) the runway. This can happen during
takeoff of a fixed-wing aircraft if the pilot pulls up too rapidly, leading
to the rear end of the fuselage touching the runway. It can also occur
during landing if the pilot flares too aggressively. This is often the
result of an attempt to land nearer to the runway threshold.
A tailstrike is physically possible only on an aircraft with tricycle
landing gear; with a tail dragger configuration, the tail is already on the
ground. Some delta wing aircraft, which require a high angle of attack on
takeoff, are fitted with small tailwheels to prevent tailstrikes. Examples
include the Concorde and Saab Draken. Some aircraft, such as the Diamond
Aircraft Industries Diamond DA20, have a permanent skid installed to
protect the airframe in the event of a tailstrike. Others may be fitted
with a temporary skid as tailstrikes are sometimes purposefully carried out
during the certification of new aircraft.
Tailstrike incidents rarely cause significant damage or cause danger, but
may cause financial losses as the planes have to be thoroughly inspected
However, improper repair to the damaged airframe after tailstrikes
accidents may be responsible for fatal accidents that occur years later
(including the worst single-aircraft accident as of 2008, the accident
involving the Japan Airlines Flight 123) due to structural failure of the
airframe at the site of the tailstrike after repeated cycles of
pressurization and depressurization at the weak point of improper repair.
Airbus A380 Engine Fan Blade Test
A Rolls-Royce Trent 900 engine on the wing of an Airbus A380
The A380 can be fitted with two types of engines: A380-841, A380-842 and
A380-843F with Rolls-Royce Trent 900, and the A380-861 and A380-863F with
Engine Alliance GP7000 turbofans. The
Trent 900 is a derivative of the Trent 800, and the GP7000 has roots from
the GE90 and PW4000. The Trent 900 core is a scaled version of the Trent
500, but incorporates the swept fan technology of the stillborn Trent 8104.
The GP7200 has a GE90-derived core and PW4090-derived fan and low-pressure
turbo-machinery.Only two of the four
engines are fitted with thrust reversers.
Noise reduction was an important requirement in the A380's design, and
particularly affects engine design.Both engine types allow the aircraft to
achieve QC/2 departure and QC/0.5 arrival noise limits under the Quota
Count system set by London Heathrow Airport, which is a key destination for
The A380 was used to demonstrate the viability of a synthetic fuel
comprised of standard jet fuel with a natural-gas-derived component. On 1
February 2008, a three hour test flight operated between Britain and
France, with one of the A380's four engines using a mix of 60 percent
standard jet kerosene and 40 percent gas to liquids (GTL) fuel supplied by
Shell. The aircraft needed no modification to use the GTL fuel, which was
designed to be mixed with normal jet fuel. Sebastien Remy, head of Airbus
SAS's alternative fuel program, said the GTL used was no cleaner in CO2
terms than standard fuel but it had local air quality benefits because it
contains no sulphur.
Airbus A380 Assembly and Painting
Transport of fuselage sections, tail and wings, final assembly line and
painting of the first Airbus A380, the world's largest passenger aircraft.
Airbus A380 First Flight
The Airbus A380 is a double-deck, wide-body, four-engine airliner
manufactured by the European corporation Airbus, a subsidiary of EADS. The
largest passenger airliner in the world, the A380 made its maiden flight on
27 April 2005 from Toulouse, France, and made its first commercial flight
on 25 October 2007 from Singapore to Sydney with Singapore Airlines. The
aircraft was known as the Airbus A3XX during much of its development phase,
but the nickname Superjumbo has since become associated with it.
The A380's upper deck extends along the entire length of the fuselage, and
its width is equivalent to that of a widebody aircraft. This allows for a
cabin with 50% more floor space than the next-largest airliner, the Boeing
747-400, and provides seating for 525 people in a typical three-class
configuration or up to 853 people in all-economy class configurations. The
postponed freighter version, the A380-800F, is offered as one of the
largest freight aircraft, with a payload capacity exceeded only by the
Antonov An-225. The A380-800 has a design range of 15,200 km (8,200 nmi),
sufficient to fly from New York to Hong Kong for example, and a cruising
speed of Mach 0.85 (about 900 km/h or 560 mph at cruising altitude).
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Airbus A380 Tail Strike Test
Full video of the Airbus A380 Tail Strike Testing also known as VMU
testing. The A380 Scrapes the tail during a test.
BOEING 747-200F GEAR CAMERA '' BELLY OF THE BEAST '' ( AROUND THE WORLD)
Credits goes to : http://www.youtube.com/user/Balleka?feature=chclk
For the making off : http://www.youtube.com/watch?v=rI98W26QUzk
ATTACH A LITTLE CAMERA ON THE NOSE GEAR STRUT BRACKET OF A BOEING 747-200
AND YOU WILL HAVE A LOVELEY VIEW .
ANY QUESTIONS ? GO AHEAD !!!!
MORE AVIATION VIDEOS ? GO TO MY VIDEOS ;)
A380 Airbus Crosswind Landing Flight Test
Icelandic TV station video (language is Icelandic) during Airbus A380
crosswind landing certification tests in Keflavik with 40 to 50 knot
crosswinds. Technique is to fly crabbed down to flare height then "kick"
(gently) the rudder to align the nose. Some crab at touchdown is acceptable
and will be cancelled as the main gear also align the bird with the runway.
Sounds easy dosn't it? Notice the flight control laws only allow the lower
rudder until the aircraft is on the ground, then both upper and lower
rudders are controlled by the autopilot during AutoLand operations or by
the rudder pedals. This logic helps prevent unwanted roll from the upper
rudder due to its placement being so far away from the longitudinal axis of
Airbus A380 Lufthansa First Flight
FRA, the home base of Lufthansa: Leading worldwide
Because of its large capacity, flight range and advanced technology, the
A380 is the best solution for serving the busy long-haul routes between
major hubs like Frankfurt, Los Angeles or Singapore in the future.
Therefore, more than 200 orders have been placed for the A380, including 15
by Lufthansa. Lufthansa's new fleet of A380s will be stationed and serviced
at its FRA home base.
Lufthansa is preparing to introduce the A380 in the summer flight schedule
2010. By then, all technical conditions for servicing aircraft of this type
must be created in Frankfurt.
Because a shortage of aircraft maintenance stands for the long-haul fleet
of Lufthansa is to be expected in Frankfurt in the very near future, it was
necessary to build a new maintenance base accommodate the A380. The 1st
construction phase was completed at the beginning of 2008. Lufthansa's
commitment is of central importance for Frankfurt Airport. The A380 will
help Germany's biggest airline to adapt its successful global air service
to capacity demands of the future.
Lufthansa Airbus A380 Snow departure. A380 creating a snow storm (HD)
Lufthansa Airbus A380 D-AIMH.
Frankfurt was closed due to heavy snowfall. As a result Cologne got lots of
interesting diversions like this A380 of Lufthansa. Nice to see this A380
working as a snow plow and reducing the visibility of the Germanwings A319
crew which was waiting behind the A380. This is my first A380 video and I
hope you like it.
Thanks for waching.
Time-Lapse of London`s busiest Airport, Heathrow:
Very hard Landing of a Boeing 747 at Düsseldorf:
Crosswind Landing of a russian Ilyushin IL-76
Crazy Condor Boeing 757-300 Landing:
Very late go around of a Boeing 737 of Air Berlin:
Boeing 747 losing Fuel at Düsseldorf:
Severe thunderstorm Arrival of an Air China Airbus A330-200 at Düsseldorf
The bulldozer: Antonov AN-124 head-on view
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