AIRCRAFT LANDING GEAR
SYSTEMS
Lecturer:
Sqn Ldr SALUKA Liyanagunawardane
BSc (Def. in Aero Eng)
PG Dip (Technology)
LAE B 1.3/Cat C
Contact: 0094768215209
[email protected]
Purpose of Landing Gear
To provides structural support to the aircraft for
ground operation
To provides maneuverability for ground operation
To provides a mean to absorb unusually loads
incurred during landing and ground operation
Landing Gear Types
Most landing gear have 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 have skis. Aircraft that operate to and from the
surface of water have pontoon-type landing gear.
Landing Gear Types
Design considerations
Maximum strength
Minimum weight
High reliability
Overall aircraft integration
Low cost
Airfield compatibility
Landing Gear Arrangement
Three basic arrangements of landing gear are used:
tail wheel- type landing gear (also known as
conventional gear),
tandem landing gear,
tricycle-type landing gear.
Landing Gear Arrangement
Three basic arrangements of landing gear are used:
Landing Gear Arrangement
Tail wheel- type landing gear
Tail wheel configuration landing gear on a DC-3 (left) and a STOL Maule MX-7-235
Super Rocket.
Landing Gear Arrangement
Tandem landing gear
Tandem landing gear along the longitudinal axis of the aircraft permits the use of
flexible wings on sailplanes (left) and select military aircraft like the B-52 (center). The
VTOL Harrier (right) has tandem gear with outrigger-type gear.
Landing Gear Arrangement
Tricycle-type landing gear
Tricycle-type landing gear with dual main wheels on a Learjet (left) and a Cessna 172,
also with tricycle gear (right).
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.
Tricycle-type landing gear is used on large and small
aircraft with the following benefits:
Allows more forceful application of the brakes without nosing
over when braking, which enables higher landing speeds.
Provides better visibility from the flight deck, especially during
landing and ground maneuvering.
Prevents ground-looping of the aircraft. Since the aircraft
center of gravity is forward of the main gear, forces acting on
the center of gravity tend to keep the aircraft moving forward
rather than looping, such as with a tail wheel-type landing
gear.
Landing Gear Arrangement
Fixed Landing Gear- A gear is attached to the airframe
and remains exposed to the slip stream as the air craft is
flown.
Retraction Type – Stowed in fuselage or wing
compartments while in flight . As speed of aircraft
increases the drag caused by the landing gear becomes
greater and a means to retract the gear to eliminate
parasite drag is required.
Shock Absorbing-The shock energy is altered and
transferred throughout the airframe at a different rate and
time than the single strong pulse of impact.
Non Shock Absorbing- The shock is absorbed by
converting the energy into heat energy.
Fixed and Retractable Landing Gear
Further classification of aircraft landing gear can
be made into two categories: fixed and retractable.
Many small, single engine light aircraft have fixed
landing gear, as do a few light twins.
As the speed of the aircraft increases, the drag
caused by the landing gear becomes greater and a
means to retract the gear to eliminate parasite
drag is required, despite the weight of the
mechanism.
COMPARISON BETWEEN FIXED AND RETRACTABLE
LANDING GEARS
Shock Absorbing and Non-Shock
Absorbing Landing Gear
In addition to supporting the aircraft for taxi, the forces
of impact on an aircraft during landing must be
controlled by the landing gear.
This is done in two ways:
the shock energy is altered and transferred throughout the
airframe at a different rate and time than the single strong
pulse of impact.
the shock is absorbed by converting the energy into heat
energy.
Leaf-Type Spring Gear
Many aircraft utilize flexible spring steel, aluminum,
or composite struts that receive the impact of
landing and return it to the airframe to dissipate at
a rate that is not harmful.
The gear flexes initially and forces are transferred
as it returns to its original position.
Rigid
Before the development of curved spring steel
landing struts, many early aircraft were designed
with rigid, welded steel landing gear struts. Shock
load transfer to the airframe is direct.
Bungee Cord
The use of bungee cords on non-shock absorbing
landing gear is common.
The geometry of the gear allows the strut assembly to
flex upon landing impact.
Bungee cords are positioned between the rigid
airframe structure and the flexing gear assembly to
take up the loads and return them to the airframe at a
non-damaging rate.
The bungees are made of many individual small strands
of elastic rubber that must be inspected for condition.
Bungee Cord
Parts of Landing Gear System
Parts of the landing gear system are,
shock struts
brakes
retraction mechanisms
controls
warning devices
cowling
fairings and structural members
Construction
of Landing
Gear System
Shock Struts
True shock absorption occurs when the shock energy
of landing impact is converted into heat energy, as
in a shock strut landing gear.
This is the most common method of landing shock
dissipation in aviation. It is used on aircraftof all
sizes.
Shock struts are self-contained hydraulic units that
support an aircraft while on the ground and protect
the structure during landing. They must be inspected
and serviced regularly to ensure proper operation.
Shock Struts
Torque links
To keep the piston
and wheels aligned,
most shock struts are
equipped with
torque links or torque
arms.
Towing lugs
Nose and main gear
shock struts on many
aircraft are also
equipped with jacking
points and towing lugs.
Shimmy damper
Many nose gear shock
struts also have
attachments for the
installation of an
external shimmy damper.
A shimmy damper helps
control oscillations of the
nose gear.
Locating cam
assembly
Nose gear shock struts
are provided with a
locating cam assembly to
keep the gear aligned.
Shock Strut Operation
Landing Gear Alignment ,Support
and Retraction
Alignment
This is set by the manufacturer and only requires
occasional attention such as after a hard landing.
The aircraft’s main wheels must be inspected and
adjusted, if necessary, to maintain the proper tow-in or
tow-out and the correct camber.
Tow-in and tow-out refer to the path a main wheel
would take in relation to the airframe longitudinal axis
or centreline if the wheel was free to roll forward.
Three possibilities exist. The wheel would roll either:
Alignment
Parallel to the longitudinal axis (aligned)
Converge on the longitudinal axis (tow-in)
Veer away from the longitudinal axis (tow-out)
Alignment
The wheel camber
is said to be
positive if the top
of the wheel tilts
outward from
vertical.
Camber is negative
if the top of the
wheel tilts inward.
Small Aircraft Retraction Systems
Large Aircraft Retraction Systems
Landing Gear Retraction Test
The proper functioning of a landing gear system and
components can be checked by performing a landing
gear retraction test.
This is also known as swinging the gear.
The aircraft is properly supported on jacks for this check,
and the landing gear should be cleaned and lubricated if
needed.
The gear is then raised and lowered as though the
aircraft were in flight while a close visual inspection is
performed.
All parts of the system should be observed for security
and proper operation. The emergency back-up extension
system should be checked whenever swinging the gear.
Landing Gear Retraction Test
Retraction tests are performed at various times, such as
during annual inspection.
Any time a landing gear component is replaced
When adjustments to landing gear linkages
After a hard or overweight landing.
To locate a malfunction within the system.
Landing Gear Retraction Test
The following is a list of general inspection items to be
performed while swinging the gear:
Check the landing gear for proper extension and retraction.
Check all switches, lights, and warning devices for proper
operation.
Check the landing gear doors for clearance and freedom
from binding.
Check landing gear linkage for proper operation,
adjustment, and general condition.
Check the alternate/emergency extension or retraction
systems for proper operation.
Investigate any unusual sounds, such as those caused by
rubbing, binding, chafing, or vibration.
Nose Wheel Steering Systems
The nose wheel on most aircraft is steerable from
the flight deck via a nose wheel steering system.
This allows the aircraft to be directed during ground
operation.
A few simple aircraft have nose wheel assemblies
that caster.
Such aircraft are steered during taxi by differential
braking.
Nose Wheel Steering Systems
Hydraulic system flow diagram of large aircraft
nose wheel steering system.
Aircraft Wheels
Aircraft wheels are an important component of a
landing gear system.
With tires mounted upon them, they support the
entire weight of the aircraft during taxi, takeoff,
and landing.
The typical aircraft wheel is lightweight, strong, and
made from aluminum alloy.
Some magnesium alloy wheels also exist.
Aircraft
Wheels
Aircraft Brakes
Very early aircraft have no brake system to slow
and stop the aircraft while it is on the ground.
All modern aircraft are equipped with brakes.
Their proper functioning is relied upon for safe
operation of the aircraft on the ground.
The brakes slow the aircraft and stop it in a
reasonable amount of time.
They hold the aircraft stationary during engine run-
up and, in many cases, steer the aircraft
Types and Construction of Aircraft Brakes
Modern aircraft typically use disc brakes.
The disc rotates with the turning wheel assembly while a
stationary caliper resists the rotation by causing friction
against the disc when the brakes are applied.
The size, weight, and landing speed of the aircraft influence
the design and complexity of the disc brake system.
Single, dual, and multiple disc brakes are common types of
brakes. Segmented rotor brakes are used on large aircraft.
Expander tube brakes are found on older large aircraft. The
use of carbon discs is increasing in the modern aviation fleet.
Single Disc Brakes
Small, light aircraft typically achieve effective braking using a single
disc keyed or bolted to each wheel.
Multiple-
Disc Brakes
Carbon Brakes
The segmented multiple-disc brake has given many
years of reliable service to the aviation industry.
It has evolved through time in an effort to make it
lightweight and to dissipate the frictional heat of
braking in a quick, safe manner.
The latest iteration of the multiple-disc brake is the
carbon-disc brake.
It is currently found on high performance and air carrier
aircraft. Carbon brakes are so named because carbon
fiber materials are used to construct the brake rotors.
Aircraft Tires and Tubes
Aircraft tires may be tube-type or tubeless.
They support the weight of the aircraft while it is on
the ground and provide the necessary traction for
braking and stopping.
The tires also help absorb the shock of landing and
cushion the roughness of takeoff, rollout, and taxi
operations.
Aircraft tires must be carefully maintained to
perform as required.
Tire Classification
Aircraft tires are classified in various ways including
by: type, ply rating, whether they are tube-type or
tubeless, and whether they are bias ply tires or
radials.
Identifying a tire by its dimensions is also used.
Tire Classification
A common classification of aircraft tires is by type
as classified by the United States Tire and Rim
Association.
While there are nine types of tires, only Types I, III,
VII, and VIII, also known as a Three-Part
Nomenclature tires, are still in production.
Tire Classification
Type I - design is no longer active, used on fixed gear
aircraft
Type III - general aviation tires, typically used on light
aircraft with landing speeds of 160 miles per hour (mph)
or less, relatively low- pressure tires that have small rim
diameters
Type VII - high performance tires found on jet aircraft,.
inflated to high-pressure and have exceptional high load
carrying capability.
Type VIII - inflated to very high-pressure and are used
on high-performance jet aircraft.
Tire Classification
A Type VIII or three-part
nomenclature tire is identified by
3 parameters: overall diameter,
section width, and rim diameter.
They are arranged in that order
with the first two separated by
an “X” and the second two
separated by a “—. ”
For example: 18 X 4.25—10
designates a tire that is 18
inches in diameter with a 4.25-
inch section width to be mounted
on a 10- inch wheel rim.
Tire Construction
An aircraft tire must absorb the high impact loads
of landing and be able to operate at high speeds
even if only for a short time.
The deflection built into an aircraft tire is more than
twice that of an automobile tire.
Tire Construction
