Volume 10, Issue 2, February – 2025 International Journal of Innovative Science and Research Technology

ISSN No:-2456-2165 https://doi.org/10.38124/ijisrt/25feb1241

Design Analysis and Fabrication of the

Aircraft Landing Gear
G. Hemanth1; Dr. T. Haritha2; D. Rajesh3; B. R. V. Satyanarayana4
1,3,4
UG Students; 2Professor
1,2,3,4
Mechanical Engineering Department, NRI Institute of Technology, Vijayawada, Andhra Pradesh, India

Publication Date: 2025/03/24

Abstract: Designing a landing gear of an aircraft for sustaining structural integrity and performance is the key concept in
aircraft engineering which helps in guaranteeing safe take-offs and landings. The components like shock absorbers, lug
joints, and torque links considerably effect durability of landing gear. Materials like titanium alloys, high speed steel,
aluminium alloys, AISI steel and carbon fiber-reinforced polymer are the frequently used materials with their own strengths
and limitations. Although titanium alloys offer superior strength-to-weight ratios, they are more expensive than aluminum
alloys, which are more cost-effective but could not be as strong when subjected to extreme stress. CFRP materials improve
mechanical qualities while lowering weight. The requirement for exact design and careful analysis is highlighted by the fact
that landing gear failures are frequently caused by material fatigue, excessive loads, or incorrect assembly. The use of the
Finite Element Method (FEM) improves reliability, ensuring greater safety and efficiency in modern aircraft. This research
focuses on developing and assessing the structural integrity of aircraft landing gear, followed by building and testing a
prototype to evaluate its performance.

Keywords: Shock Absorbers, Lug Joints, Torque Links, FEM, Structural Integrity, Aircraft Safety, Weight Reduction.

How to Cite: G. Hemanth; Dr. T. Haritha; D. Rajesh; B. R. V. Satyanarayana. (2025). Design Analysis and Fabrication of the Aircraft
Landing Gear. International Journal of Innovative Science and Research Technology, 10(2),
2382-2395. https://doi.org/10.38124/ijisrt/25feb1241.

I. INTRODUCTION mechanisms are controlled by the pilot through the

aircraft’s control systems.
A brief study of aircraft landing gear as shown in fig.1.  BRAKING SYSTEM: The landing gear is equipped with
The main purpose of using landing gear in aircraft is for take- a braking system, typically found on the main wheels.
off and landing the aircraft on runway. The common materials This system helps to slow down and stop the aircraft
include Titanium alloys, Carbon fiber-reinforced polymers during landing roll-out and during ground operations.
(CFRP), high-strength stainless steel, Aluminium 7075, and Modern braking systems often include anti-skid features
Alloy Steel 4340. These materials offer strength and to prevent wheel lock-up and maintain control during
durability under stress. braking.
 STEERING MECHANISM: Nose landing gear usually
 STRUCTURAL SUPPORT: The landing gear provides includes a steering mechanism that allows the pilot to
the primary structural support to the aircraft while it is on control the direction of the aircraft while taxiing on the
the ground. It absorbs the impact forces during landing ground. This is typically achieved through hydraulic
and supports the aircraft's weight during taxiing, take-off, actuators linked to the aircraft’s steering controls.
and landing.  TIRE AND WHEEL ASSEMBLY: The tires and wheels
 SHOCK ABSORPTION: The landing gear includes shock of the landing gear are designed to withstand the high
absorbers, typically oleo-pneumatic struts, which loads and stresses encountered during take-off and
compress to absorb the impact energy during landing. landing. They provide the necessary friction for braking
These struts contain a combination of hydraulic fluid and and the structural integrity to support the aircraft.
compressed gas, which cushion the landing impact and
prevent damage to the aircraft structure. II. LITERATURE REVIEW
 RETRACTION AND EXTENSION: Most modern
aircraft have retractable landing gear to reduce Several research works are being conducted to optimize
aerodynamic drag during flight. Hydraulic or electric the materials and thereby improve the structural stability of
actuators extend the landing gear before landing and landing gear. The studies on the S1223 aerofoil and carrier
retract it after takeoff. The retraction and extension arresting processes improved durability, manufacturability,

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ISSN No:-2456-2165 https://doi.org/10.38124/ijisrt/25feb1241

and safety. Aerofoil changes enhanced lift and structure, modeling reduced RMS error, enhancing shock absorber
while a coupling model captured gear interactions for performance [6,12,16,18]. Studies on DSS landing gear
efficiency [1,3]. The studies showed that the NL2 fairing revealed node deviation delays locking, while structural
reduced noise by 2–6 dBA, while the combined LNTs clearance has minimal impact. Nose gear material
reduced it by 4–7 dBA. Propeller failures were caused by optimization reduced cylinder mass by 22.32% while
notches from foreign object damage (FOD) and fatigue due ensuring safety. Multibody modeling showed attachment
to mechanical factors, but no corrosion was found [4,20]. deformability is key for accurate landing dynamics
Optimization studies on EMAS using a Boeing 737 [13,14,15]. The numerical methods accurately simulate
highlighted the need for load measurements on landing gears. landing gear dynamics, FEM predicts HPT blade creep under
Research also found low-density concrete with high crushing stress, and precise dimensions with kinematic analysis ensure
strength reduces arresting distance, enhancing airport safety main landing gear safety [17,27,21]. Finite element analysis
[7,8]. Optimization studies on landing gear materials showed of nose landing gear highlighted stress and displacement
Ti-6Al-4V's impact on natural frequency, while titanium alloy behavior, aligning with FAA safety guidelines. Studies on
10V-2Fe-3Al offered high safety and minimal stress. Fatigue composites and design parameters improved landing gear
analysis revealed corrosion and fretting failures in the Piaggio performance, while fatigue analysis of light aircraft gear
Avant P180 wheel flange, emphasizing improved inspections. emphasized the impact of load profiles on durability
Topology optimization of the AHRLAC nose wheel fork in [29,37,39].
Ti6Al4V(ELI) enhanced strength-to-weight ratio and fatigue
performance. [9,19,22,5]. Failure analysis on landing gear III. METHODOLOGY
components revealed fatigue cracks in the piston rod end due
to high stress concentrations. The nose landing gear axle and The Fig.2.Showcases the assembled aircraft landing
support strut failed from overload conditions, with the strut’s gear, designed and modelled using SolidWorks for analysis
failure linked to improper pin installation [23,24,25]. Showed purposes. This assembly includes essential components such
Carbon-Hercules AS4 composites improve landing gear as the wheel hub, disc plate, shafts, linkages, and end caps,
performance, Ti 10-2-3 via LPBF has lower fatigue strength forming a cohesive system that supports the aircraft during
due to defects, and wheel dynamometers enhance safety by landing, take-off, and ground operations. The design
measuring forces during manoeuvres. [26,28,30]. emphasizes precision engineering to ensure functionality,
Optimization Studies found SAE 1035 Steel outperforms durability, and reliability.
Aluminium 7075, Titanium 6Al-4V, and Alloy Steel 4340,
while high-strength stainless steel shows lower stress and
deformation, enhancing landing gear integrity [32,33].

Fig 2: Assembled Aircraft Landing Gear

IV. ANALYSIS

Fig 1: Aircraft Landing Gear

This showed torque link design reduced weight by

23.75%, composites improved energy absorption, and
titanium alloy offered the best stress and safety performance
for landing gear [34,35,36]. Studies on landing gear design
achieved 67% weight savings using a performance-focused
approach and ESLM for optimization. For 2024 aluminium
alloy propellers, FOD-induced fatigue highlighted the need
for strict maintenance protocols [38,40]. Optimization studies
showed HMMS with distributed sensors improves landing
gear health monitoring, fiber optics enhance reliability in
weight-on-wheel systems, and pre-rotation strategies reduce
tyre wear. Glass fiber prepregs optimize landing gear weight
while maintaining strength [10,11,31,2]. On MR dampers
showed peak efficiency at a 30mm drop height, accurate
dynamic behavior modeling, and effective neural network
control for varied landing scenarios. Improved pressure loss Fig 3: Step by Step Process

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V. RESULTS

Fig 4: Aircraft Landing Gear on Mesh

A fine mesh was used in high-stress areas, with a coarser for accuracy. Quality parameters were maintained for reliable
mesh elsewhere. The mesh had 250,000 elements and results.
300,000 nodes, with a 10 mm element size and refinements

Fig 5: Applying Force and Fixing the Plane

As shown in Fig. 5, the landing gear base is fixed to transmission. A 123,000,500 N force is applied to the top of
simulate its attachment to the aircraft, ensuring proper force the leg to simulate landing load.

Fig 6: Stress used Material: Tl Alloy

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Fig 7: Stress used Material: CFRP

Fig 8: Stress used Material: AISI 4130

Fig 9: Stress used Material: HSS

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Fig 10: Strain used Material: TI Alloy

Fig 11: Strain used Material: CFRP

Fig 12: Strain used Material: AISI 4130

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Fig 13: Strain used Material: HSS

Fig 14: Total Deformation used Material: TI Alloy

Fig 15: Total Deformation used Material: CFRP

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Fig 16: Total Deformation used Material: AISI 4130

Fig 17: Total Deformation used Material HSS

Table 1: Force Acting on the Landing Gear During Aircraft Landing

PROPERTIES MATERIALS
CFRP TI HSS AISI4130
Max Stress 2.5303×107Mpa 2.4311×107MPa 3.4209×107Mpa 2.6402×107Mpa
Min stress 3.7667×10−5MPa 2.6143×10−5MPa 4.162×10−5Mpa 4.8078×10−5Mpa
Max Strain 270.1 259.97 330.68 428.46
Min Strain 9.7019×10−10 9.3009×10−10 6.2277×10−9 8.552×10−9
Max Deformation 3864.2mm 7421.7mm 5698.3mm 5609.8mm
Min Deformation 0 0 0 0

Based on the analysis of the above table the CFRP A. Testing

material exhibits values that are closest to those of titanium The aircraft landing gear was fabricated using CFRP
(Ti), indicating comparable structural performance in the material and then subjected to testing to evaluate its
evaluated parameters. performance and structural integrity.

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Fig 18: Bending Test Result-1 Fig 20: Bending Test Result-2

As shown in Fig. 20, specimen two recorded a peak load

of 421.7 N and a break load of 98.1 N, with a break
displacement of 11.91 mm. These values highlight the
material's bending strength and deformation under stress. Fig.
21, below illustrates the tested specimen.

Fig 19: Bending Specimen-1

As shown in Fig. 18, specimen one recorded a peak load

of 343.2 N and a break load of 88.3 N, with a break
displacement of 7.37 mm. These values highlight the
material's mechanical properties, including bending strength.
Fig. 19. below illustrates the tested specimen.
Fig 21: Bending Specimen-2

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Fig 22: Bending Test Result-3

As shown in Fig. 22, specimen three recorded a peak

load of 402.1 N and a break load of 98.1 N, with a break Fig 24: Tensile Test Result-1
displacement of 8.76 mm. These results highlight the
material's bending strength and deformation behavior under As shown in Fig 24, specimen one recorded a peak load
stress. Fig. 23 below illustrates the tested specimen. of 7247.4 N and a break load of 1451.4 N, with a break
displacement of 17.92 mm during the tensile test. These
results highlight the material's tensile strength and
deformation under stress. Fig. 25, below illustrates the tested
specimen.

Fig 23: Bending Specimen-3

Fig 25: Tensile Specimen-1

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Fig 26: Tensile Test Result-2 Fig 28: Tensile Test Result-3

As shown in Fig. 26, specimen two recorded a peak load As shown in Fig. 28, specimen three recorded a peak
of 6982.6 N and a break load of 1402.4 N, with a break load of 10,356.2 N and a break load of 2,079.1 N, with a break
displacement of 17.83 mm during the tensile test. These displacement of 25.01 mm during the tensile test. These
results highlight the material's tensile strength and results demonstrate the material's high tensile strength and
deformation behavior. Fig. 27, below illustrates the tested deformation capacity. Fig. 29, below illustrates the tested
specimen. specimen.

Fig 27: Tensile Specimen-2

Fig 29: Tensile Specimen-3

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 Hardness Test As shown in Figs. 30 and 31, the Brinell Hardness

Number (BHN) was 37.12 for specimen one and 29.56 for
specimen two, indicating their resistance to deformation and
ability to withstand localized forces without significant wear
or damage.

 Impact Test

𝑬
𝑰=
𝑨

230
𝐼=
2750

𝐼 =0.08364J/mm2

Fig 30: Hardness Specimen-1 Fig 32: Impact Specimen

As shown in Fig. 32, the impact test measured toughness

under dynamic loading, with an energy absorption of 0.08364
J/mm², indicating resistance to sudden impacts and fractures.

VI. FINITE ELEMENT ANALYSIS

FEA was performed on the landing gear with a fixed

base to simulate its attachment to the aircraft, ensuring
accurate force transmission. Loads of 10,356.2 N, 7,247.4 N,
6,982.6 N, 421.7 N, 402.1 N, and 343.2 N were applied to the
top of the leg to analysed the forces experienced during
landing.
Fig 31: Hardness Specimen-2

Fig 33: Maximum Stress

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Fig 34: Maximum Strain

Fig 35: Total Deformation

Table 2: Comparison Between Fea and Tested Values

PROPERTIES ANALYSIS VALUES TESTED VALUES
Ultimate Strength 1.93Mpa 1.65Mpa
Strain 0.55642 0.1028
Breaking Strength 0.5782Mpa 0.3666Mpa
Stress 30050mpa 29060Mpa
Deformation 20.65mm 25.7mm

VII. CONCLUSION model's toughness and ability to withstand sudden loads.

Overall, the fabricated model successfully achieved the
The analysis and testing of the fabricated aircraft desired performance parameters, confirming its reliability for
landing gear model provided valuable insights into its practical applications. The alignment between the analytical
mechanical performance and structural reliability. The and experimental results highlights the effectiveness of the
comparison between the ANSYS simulation results and the design approach and reinforces confidence in the material's
experimental data showed a close correlation, validating the suitability for such critical applications. These findings
design and fabrication processes. The mechanical tests, contribute significantly to the understanding of the structural
including tensile, bending, and hardness evaluations, behavior of landing gear components under real-world
demonstrated the material's strength and durability, meeting conditions.
the required standards. The impact test further confirmed the

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