JP2000344196A - Tail damper for aircraft - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a tail damper for an aircraft that is simple in exchanging work for a wear pad and is economical. SOLUTION: A wear pad 102 is formed to be a cylindrical shape and a pad 122 is established on both sides of a bolt part 121 in a tail damper 101. This wear pad 102 is fixed on the tip of a skid 103. A stopper 104 consisting of a nut is used for fixing it to the skid 103. First, the wear pad 102 is screwed into a attaching hole 13 on the skid 103, positioned at a prescribed place based on the maximum pull-up angle of an aircraft and fixed by turning the stopper 104.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an economical tail damper for an aircraft, which is provided at the tail of an aircraft, and does not require a work of replacing a wear pad.

[0002]

2. Description of the Related Art FIG. 9 is a lower perspective view showing an aircraft provided with a conventional tail damper. FIG. 10 is a side view showing a state of the aircraft shown in FIG. 9 at takeoff and landing. Particularly, the large aircraft B is provided with a tail damper 501 on the lower surface of the fuselage tail. This tail damper 501
Is a structure to be stored in the torso like the legs. If the angle of the aircraft during takeoff and landing is too large, the tail damper 50
1 contacts the ground and prevents the fuselage from contacting the ground. This can prevent the body from being damaged.

FIG. 11 is a structural view of the tip of the tail damper shown in FIG. FIG. 12 is a structural diagram showing a support structure of the tail damper. A tip of the skid 502 of the tail damper 501 is parallel to the ground, and a wear pad 503 is attached to a lower portion of the tip. Skid 502 and wear pad 503
Is fixed by a stopper 504 made of a bolt. For the wear pad 503, a material that causes less damage to the runway, such as a plastic material, a reinforced plastic material, or a glass fiber reinforced plastic material, is used.

The tail damper 501 is swingably supported by a support fitting 603 provided on a frame 602 of a body outer plate 601. A shimmy damper 604 is provided between the tail damper 501 and the support fitting 603. The tail damper 501 is stored in the fuselage of the aircraft during flight.

[0005]

When the angle of inclination of the fuselage becomes excessively large and the tail damper 501 comes into contact with the ground, the wear pad 503 will be gradually worn. The wear pad 503 must be replaced first. In such a case, in the structure of the conventional tail damper 501, since the stopper 504 must be removed and the entire wear pad 503 needs to be replaced, the work is troublesome and there is a problem that it is not economical.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has no trouble in replacing a wear pad.
It is intended to provide an economical aircraft tail damper.

[0007]

According to a first aspect of the present invention, there is provided an aircraft tail damper having a skid protruding from a lower surface of a tail of an aircraft, and a skid protruding from a tip of the skid. A pad is provided that can be freely positioned in a direction in which the wear proceeds due to contact with the road surface.

[0008] When the angle at which the aircraft is raised becomes excessive, the tip of the skid of the tail damper provided on the lower surface of the tail of the fuselage comes into contact with the ground on the runway. A pad is provided at the tip of the skid, and the pad is worn by contact with the ground. Since this pad can be positioned freely in the wear direction, if the pad is pushed down by the worn amount, the pad can be used without being replaced.
By doing so, it is not necessary to completely replace the pad every time the pad is worn, so that the labor of the operation can be saved and the pad can be used without waste.

According to a second aspect of the present invention, there is provided an aircraft tail damper according to the above-mentioned aircraft tail damper, wherein the pad is inverted and fixed to the tip of the skid.

For example, when one pad is worn, the pad is turned over and fixed to the tip of the skid. For this reason, the pad can be used without waste,
It is economical.

According to a third aspect of the present invention, there is provided an aircraft tail damper, wherein a skid protrudes from a lower surface of a tail of the aircraft, and a pad is gripped by holding means provided at the tip of the skid. The pad can be inverted and gripped in the wear direction, and the amount of protrusion of the pad is kept constant in any direction.

If the angle of the aircraft is too large, the tip of the skid comes into contact with the ground of the runway, and the pad at the tip of the skid is worn. Since the pad is gripped in the wear direction by the gripping means, the pad may be inverted and gripped when the pad is worn. Further, even when the grip is inverted, the projecting amount of the pad is kept constant, so that the trigger angle restricted by the tail damper does not increase. By doing so, it is not necessary to completely replace the pad every time the pad is worn, so that the labor of the operation can be saved. In addition, the pad can be used without waste.

According to a fourth aspect of the present invention, there is provided a tail damper for an aircraft, wherein a skid protrudes from the lower surface of the tail of the aircraft, and a rotatable polyhedral base is provided at the tip of the skid, and each face of the polyhedral base is provided on each face. A pad is provided, and a stopper for fixing and releasing the polyhedron base is provided.

When the pad provided on one side of the polyhedral base is worn, the stopper is released to rotate the polyhedral base. Then, when the unworn pad faces the runway ground side, the stopper is fixed. Further, when the pad is worn, the stopper is released again and the polyhedron base is rotated to change to the next pad provided on one surface. This makes it easy to change pads,
Since it is not necessary to replace all parts every time they are worn out, work can be saved.

According to a fifth aspect of the present invention, there is provided an aircraft tail damper, wherein the pad is replaceable with respect to each surface of a polyhedron base.

The pads are used one after another while rotating the polyhedron base. When all the pads are worn, it is necessary to replace the pads with the polyhedron base. Therefore, if pads can be exchanged for each surface of the polyhedron base,
Pads can be replaced without replacing the polyhedral base. For this reason, it is possible to save labor for pad replacement work.

According to a sixth aspect of the present invention, there is provided an aircraft tail damper, wherein a skid protrudes from the lower surface of the tail of the aircraft, and a roller pad is provided at the tip of the skid.

By providing the roller pad at the tip of the skid, the angle of inclination of the aircraft becomes excessive, and even if the aircraft comes into contact with the runway ground, the friction can be released by the roller pad. The number of times can be greatly reduced. For this reason, work is not troublesome and economical.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of an aircraft tail damper according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited by the embodiment.

FIG. 1 is a configuration diagram showing a tail damper according to a first embodiment of the present invention.
In this tail damper 101, the wear pad 1
Reference numeral 02 denotes a columnar shape, which has a configuration in which pads 122 are provided on both sides of a bolt portion 121. Pad 122 and bolt part 1
21 may be integrated by joining,
A thread may be provided on the center side surface of the pad by machining such as forging or molding to form the bolt portion 121 integrally.

For the wear pad 102, a plastic material, a reinforced plastic material, or a glass fiber reinforced plastic material is used. This wear pad 102 is a skid 1
03 Fixed to the tip. For fixing to the skid 103,
A stopper 104 made of a nut is used. First, the wear pad 102 is screwed into the mounting hole 131 of the skid 103, the wear pad 102 is fixed at a predetermined position determined based on the maximum raising angle of the fuselage, and the stopper 104 is rotated and fixed. The skid 103 is attached to a support fitting, and a shimmy damper is passed between the support fitting and the skid (conventional example, FIG. 1).
2).

Next, a method of using the tail damper 101 will be described. At the start of use, the wear pad 102 is fixed to the skid 103 as described above (FIG. 7A). In this state, the pad 122 is not worn. Next, when the pad 122 comes into contact with the ground, the pad 122 is worn as shown in FIG. If the tail damper 101 is used in this state, the angle at which the body is raised becomes large. Therefore, as shown in FIG. 3C, the position of the wear pad 102 is lowered by the amount of wear. That is, the position of the wear pad 102 is adjusted by loosening the stopper 104,
The wear pad 102 is fixed again by the stopper 104 at a predetermined position. When one pad 122 is completely worn, the wear pad 102 is turned upside down and the opposite pad 122 is used, as shown in FIG.

In this manner, the wear pad 102
Since it is not necessary to frequently replace the battery, it is possible to save labor for the work. Further, since the pad 122 can be used until it is worn, it is economical. The pad 122
Can be appropriately changed according to the material of the runway and the like. Further, in the above description, the stopper 104 and the bolt portion 121 are used as fixing means of the wear pad 102. However, the present invention is not limited thereto.
A plurality of ring grooves may be provided in the axial direction of 02, and a fixed form in which a ring is fitted in the ring groove may be employed (not shown). In addition, any means may be used as long as it can adjust and fix the wear pad 102 stepwise.

FIG. 2 is a perspective view of a tail damper according to a second embodiment of the present invention. In the tail damper 201, a grip portion 203 is formed at the tip of the skid 202. Wear pad 2
Reference numeral 04 denotes a square, and the center of the protrusion 2
A groove 241 that engages with the groove 31 is provided. The wear pad 204 is positioned while being engaged with the grip 203, and is fixed by a stopper 205 penetrating from the upper surface of the grip 203. The stopper 205 is made of a bolt and is screwed into a screw hole 242 provided at the center of the wear pad 204.

As for the material of the wear pad 204, a material such as a plastic material, a reinforced plastic material, and a glass fiber reinforced plastic material that causes less damage to the runway is used, as in the first embodiment. Also, skid 202
Is attached to a support fitting, and a shimmy damper is passed between the support fitting and the skid (conventional example, see FIG. 12).

FIG. 3 is an explanatory view showing how to use the tail damper shown in FIG. At the beginning of use,
As shown in FIG. 5, the wear pad 204 is not worn. Next, when the angle at which the fuselage is raised becomes excessive, the wear pad 204 comes into contact with the ground, and the wear pad 204 is worn as shown in FIG.

If the tail damper 201 is used in this state, the angle of the body is increased. Therefore, as shown in FIG. 7C, the stopper 205 is detached, the wear pad 204 is once removed, and the wear pad 204 is mounted upside down. The protrusion amount of the wear pad 204 is
Since the positioning is performed by the groove 241 provided in the wear pad 204, there is no need to adjust. By doing so, the wear pad 204 can be reused.

According to this configuration, the wear pad 20
Since it is not necessary to replace all the parts every time the part 4 is worn, the labor of the operation can be reduced. Further, since the wear pad 204 can be used efficiently, it is economical. The form of engagement between the skid 202 and the wear pad 204 is shown in FIG.
In addition to the configuration shown in FIG. 4, for example, as shown in FIG.
A protrusion 243 is provided on the wear pad 204 side, and the
You may make it engage with the groove | channel 232 of 03 side. By doing so, the wear pad 204 on one side is provided as described above.
The wear pad 204 on the other side can be used by turning the wear pad 204 upside down even if it is worn.
The stopper 205 may be screwed from the side of the grip 203 (not shown).

(Third Embodiment) FIG. 5 is a perspective view showing a tail damper according to a third embodiment of the present invention.
In this tail damper 301, the tip of the skid 302 has a spoke shape, and a triangular prism-shaped base 303 is attached so as to rotate about an axis. Pads 304 are provided on each surface of the base 303. The base 303 is fixed by a stopper 306 that penetrates the spoke portion 305 and is screwed to the base 303. As the material of the pad 304, a material that causes less damage to the runway, such as a plastic material, a reinforced plastic material, or a glass fiber reinforced plastic material, is used as in the first embodiment. Also, skid 302
Is attached to a support fitting, and a shimmy damper is passed between the support fitting and the skid 302 (conventional example, see FIG. 12).

FIG. 6 is an explanatory diagram of how to use the tail damper shown in FIG. First, as shown in FIG. 4A, the base 3 is placed such that the pad 304 on the first surface is on the lower side.
03 is fixed and used. In this state, the pad 303
Is not worn. Next, when the angle of the fuselage becomes excessive, the pad 304 comes into contact with the ground, and the pad 304 on the first surface is worn as shown in FIG. If the tail damper 301 is used in this state, the angle caused by the fuselage increases. Therefore, as shown in FIG.
Rotate by 20 degrees, and fix again so that the pad 304 on the second surface is on the lower side. Subsequently, when the pad 304 on the second surface comes into contact with the ground and wears, as shown in FIG.
The stopper 306 is removed, the base 303 is rotated again by 120 degrees, and the base is again fixed so that the pad 304 on the third surface faces down. When the pads 304 on the third surface are worn, the entire base 303 is replaced.

According to the above configuration, since the new pad 304 can be used only by rotating the base 303, the replacement work does not take much time. In the third embodiment, the base 303 has a triangular prism shape. However, the present invention is not limited to this. For example, the base 303 may have a pentagonal prism shape or another polygonal prism shape. Further, only the pads for the base 303 may be exchanged. FIG. 7 shows a specific example. As described above, the mounting hole 341 having a counterbore is provided on the pad 304, and the bolt 342 is passed through the mounting hole 341 and screwed to the base 303 side. In this way, the base 3
The pad 304 can be replaced without removing the 03.

(Fourth Embodiment) FIG. 8 is a configuration diagram showing a tail damper according to a fourth embodiment of the present invention.
The tail damper 401 has a configuration in which a roller 403 is provided at the tip of a skid 402. As the material of the roller 403, the same natural rubber as that of an aircraft tire is used, but synthetic rubber, plastic material, reinforced plastic material,
Glass fiber reinforced plastics can also be used.
In such a configuration, when the angle of inclination of the airframe becomes excessive and the roller 403 comes into contact with the ground, the roller 403 rotates and the frictional force is released. Therefore, the wear of the roller 403 itself can be suppressed, and the number of replacements can be reduced, or replacement can be made unnecessary.

[0033]

As described above, according to the aircraft tail damper of the present invention (claim 1), the skid protrudes from the lower surface of the tail of the aircraft, and the runway is provided at the tip of the skid. Since the pad which can be freely positioned in the direction in which the wear proceeds due to the contact with the ground is provided, it is possible to save time and effort for pad replacement work. In addition, the pad can be used without waste, which is economical.

Further, in the tail damper of the aircraft according to the present invention (claim 2), the tail damper can be inverted and fixed to the tip of the skid. Therefore, the pad can be used without waste, which is economical.

In the tail damper for an aircraft according to the present invention (claim 3), a skid protrudes from the lower surface of the tail of the aircraft, and the pad is gripped by holding means provided at the tip of the skid. Since the gripping means can reversely grip the pad in the wear direction and keep the amount of protrusion of the pad constant in any direction, it is possible to save time and effort for pad replacement. In addition, the pad can be used without waste, which is economical.

In the aircraft tail damper according to the present invention (claim 4), a skid protrudes from the lower surface of the tail of the aircraft, and a rotatable polyhedron base is provided at the tip of the skid, and the polyhedron base is provided. A pad is provided on each side and a stopper for fixing and releasing the polyhedral base is provided, so that it is possible to save labor for pad replacement work.

In the tail damper for an aircraft according to the present invention (claim 5), the pads can be exchanged for each surface of the polyhedron base, so that it is possible to save time and effort for pad exchange work.

In the tail damper for an aircraft according to the present invention (claim 6), the skid protrudes from the lower surface of the tail of the aircraft, and the roller pad is provided at the tip of the skid. Since the number of times can be greatly reduced, work is not troublesome and economical.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a tail damper according to a first embodiment of the present invention.

FIG. 2 is a configuration diagram illustrating a tail damper according to a second embodiment of the present invention.

FIG. 3 is an explanatory view showing a method of using the tail damper shown in FIG. 2;

FIG. 4 is an explanatory view showing a modification of the tail damper shown in FIG. 2;

FIG. 5 is a perspective view showing a tail damper according to a third embodiment of the present invention.

FIG. 6 is an explanatory diagram showing a method of using the tail damper shown in FIG.

FIG. 7 is an explanatory view showing a modification of the tail damper shown in FIG. 5;

FIG. 8 is a configuration diagram illustrating a tail damper according to a fourth embodiment of the present invention.

FIG. 9 is a lower perspective view showing an aircraft provided with a conventional tail damper.

10 is a side view showing a state of the aircraft shown in FIG. 9 at takeoff and landing.

FIG. 11 is a structural diagram showing a tip portion of the tail damper shown in FIG. 9;

FIG. 12 is a structural diagram illustrating a support structure of the tail damper illustrated in FIG. 9;

[Explanation of symbols]

 Reference Signs List 101 tail damper 102 wear pad 121 bolt part 122 pad 103 skid 104 stopper 201 tail damper 202 skid 203 gripping part 204 wear pad 205 stopper

Claims (6)

[Claims] 1. A skid protrudes from the underside of the fuselage of an aircraft, and a pad is provided at a tip of the skid so that the pad can be freely positioned in a direction in which wear proceeds due to contact with a runway ground. Aircraft tail damper. 2. The aircraft tail damper according to claim 1, wherein said pad is reversible and can be fixed to a tip of said skid. 3. A skid protrudes from the underside of the tail of the aircraft. The pad is gripped by holding means provided at the tip of the skid, and the gripping means can reversely grip the pad in a wear direction. A tail damper for an aircraft, wherein the protrusion amount of the pad is kept constant in any direction. 4. A skid protruding from the underside of the tail of the aircraft, a rotatable polyhedron base is provided at the tip of the skid, and pads are provided on each surface of the polyhedron base to fix and release the polyhedron base. Tail damper for an aircraft, provided with a stopper for performing the following. 5. The pad according to claim 4, wherein said pad is replaceable with respect to each face of said polyhedron base.
An aircraft tail damper according to claim 1. 6. A tail damper for an aircraft, wherein a skid protrudes from the underside of the tail of the aircraft, and a roller pad is provided at the tip of the skid.