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Landing Gear System
Introduction
A landing gear usually takes the form of two or more main undercarriage units in the wings or fuselage, and an
auxiliary undercarriage unit at the nose or tail which carries only a small proportion of the total load and is used for
steering purposes.
The functions of a landing gear are
‘= to support an aircraft during ground manoeuvres, dampen vibration, and absorb landing shocks;
‘+ Performs the functions of steering and braking
‘These objectives are achieved by many different designs, depending on the type of aircraft to which the landing
gear is fitted and the degree of sophistication required,
Types of Landing Gears
The landing gears are generally classified as
+ Fixed Landing Gear
+ Retractable Landing Gears
With slow, light aircraft, and some larger aircraft on which simplicity is of prime importance, a fixed (non-retractable)
landing gear is used which reduces performance caused by the drag of the landing gear during flight, however the
simplicity, reduced maintenance and low initial cost are the advantages.
With higher performance aircraft, drag becomes progressively more important, and the landing gear is retracted
into the wings or fuselage during fight. however is has disadvantages too like, penalties of increased weight,
greater complication and additional maintenance.
The landing gear of an aircraft receive harsh treatment throughout its installed life, being subject to frequent landing
shocks and in regular contact with spray, ice, dirt, and abrasive grit. Regular servicing and lubrication are required,
therefore, to guard against corrosion, seizure of mechanical parts and failure of electrical components.
Another way of classification of landing gears is the type of landing gear arrangement. Different types
of arrangement are shown in the diagram.
SINGLE MAIN TAIL DRAGGER QUADRICYCLE
—o—o-| |--»——_| |-3———_-
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Fixed Landing Gears
‘There are three main types of fixed landing gear as follows
* those which have a spring steel log
+ those which employ rubber cord to absorb shock
+ those which have an oleo-pneumatic strut to absorb shocks
Exceptions include aircraft with rubber in compression, spring coil, and liquid spring struts,
Spring Steet Legs
Spring stee! legs are usually employed at the main undercarriage positions. The leg consists of a tube, or strip of
tapered spring steel, the upper end being attached by bolts to the fuselage and the lower end terminating in an
axle on which the wheel and brake are assembled
Maintenance
Spring steel under carriages should be inspected regularly for damage and corrosion. The aircraft should be jacked
Up periodically, so that all load is taken off the wheels, and the security of each undercarriage checked by
attempting to move it against the restraint ofits attachments to the airframe structure. If there are signs of
looseness, the bolts should be removed for detailed inspection and the bolt holes should be checked for cracks or
fretting. Axle fittings should be similarly inspected, and all nuts and bolts should be tightened to the specified
torque.
Rubber Chord
When rubber cord is used as a shook-absorber, the undercarriage is usually in the form of tubular struts, designed
and installed so that the landing force is directed against a number of turns of rubber in the form of a grommet or
loop.
Rubber cord is colour coded to indicate the date of manufacture and the specification to which it conforms, by
replacing some of the fibres in the outer cotton covering with coloured threads wound in a spiral.
Maintenance
‘The undercarriage should be examined for damage, corrosion, wear or cracks at the pivot points, and bent pivot
bolts, and should be lubricated as specified in the approved Maintenance Schedule. The rubber cord should be
inspected for Chafing, necking, or other deterioration, and it is advisable to replace if it is more than five years old,
regardless of its external condition,
Oleo- Pheumatic Struts
‘Some fixed main under carriages, and mos! fixed nose under carriages, are fitted with an oleo-pneumatic shock
absorber strut. The design of individual struts varies considerably, and reference should be made to the
appropriate Maintenance Manual for a particular type, but operation and maintenance procedures for a typical
design are covered in the following paragraphs.
Spring-stee!
‘strut
Brake unit
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fluid and inflated with compressed gas (air or nitrogen). The inner cylinder is free to rotate and move up and down
within the outer cylinder, but these movements are limited by the torque links, which connect the inner cylinder to
the steering collar. The steering collar arms are connected through spring struts to the rudder pedals, and a
shimmy damper is attached to the steering collar.
Oleo Strut
Servicing valve
Outer cylinder
‘Metering pin
Orifice plate
Orifice
Torque
arms
Inner cylinder
(piston)
Wheel axle —y aiinge
CONSTRUCTION OF AN OLEO STRUT
Operation
1. Under static conditions the weight of the aircraft is balanced by the strut gas pressure and the inner cylinder
takes up a position approximately midway up its stroke.
2, Under compression (e.g. when landing), the strut shortens and fluid is forced through the gap between the
piston ofifice and the metering rod, this restriction limiting the speed of upward movement of the inner cylinder.
3. As the internal volume of the cylinders decreases, the gas pressure rises unti it balances the upward force.
4. As the upward force decreases, the gas pressure acts as a spring and extends the inner cylinder. The speed of
extension is limited by the restricted flow of fluid through the orifice. Note: On some struts an additional valve is.
fitted to the piston or inner cylinder, to further restrict the flow of fluid during extension, and prevent violent
extension of the strut if upward force is suddenly released, such as when a bounce occurs.
5, Normal taxying bumps are cushioned by the gas pressure and dampened by the limited flow of fluid through
the orifice.
6. Movement of the rudder pedals turns the nose wheel to facilitate ground manoeuvres, the spring struts being
provided to allow for vertical movement of the nose wheel, and prevent shocks from being transmitted through
the rudder control system.
Shimmy Dampers
Most of the nose and tal wheels are fitted with shimmy dampers to prevent rapid osciltion during ground
manoeuvres.
‘A simple damper consists of two friction discs, one connected to a fixed part of the undercarriage and the other
connected to the oscillating part. The discs are held in contact by spring pressure and resist relative movement
between the parts to which they are connected.
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‘SHIMMY DAMPER
Retractable Landing Gear
‘The majority of modern transport aircraft, and an increasing number of light aircraft, are fitted with a retractable
landing gear, for the purpose of improving aircraft performance, Retraction is normally effected by a hydraulic,
system, but pneumatic or electrical systems are also used.
In some instances power is used for retraction only, extension being effected by gravity and slipstream. Retractable
landing gear is also provided with mechanical locks to ensure that each undercarriage is locked securely in the
retracted and extended positions; devices to indicate to the crew the position of each undercarriage; and means by
which the landing gear can be extended in the event of failure of the power source.
In addition, means are provided to prevent retraction with the aircraft on the ground, and to guard against landing
with the landing gear retracted. Undercarriage wells are normally sealed by doors for aerodynamic reasons, but
‘one particular aircraft type employs inflatable rubber bags to seal the main undercarriage wells.
Retractable under carriages normally consist of an oleo-pneumatic shock-absorber strut, but supported in a
trunnion bearing which is fixed to a spar or strengthened box section in the wings or fuselage; the strut is braced
longitudinally by drag struts, and laterally by side stays.
In some designs the drag strut or side stay is in two parts, and hinges about the centre point to provide a means of
retraction, while in others the retraction jack operates on an extension of the shock-absorber strut housing.
stowed landing gear
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TYPICAL RECTRACTABLE LANDING GEAR
Hydraulic Retraction system
A hydraulic system for retracting and extending a landing gear normally takes its power from engine driven pumps,
alternative systems being available in case of pump failure. On some light aircraft a self-contained ‘power pach
used, which houses a reservoir and selector valves forthe landing gear and flap systems; an electrically driven
pump may also be included, or the system may be powered by engine driven pumps. This type of system normally
provides for powered retraction of the landing gear, extension being by ‘free-fall’, with the assistance of spring
struts,
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TYPICAL LANDING GEAR SYSTEM
Operation of the system is as follows :
Retraction
When the landing gear selector is moved to the ‘up’ position, fluid under pressure is directed to the ‘up’ line and
fluid from the ‘down’ line is directed back to the hydraulic reservoir. Fluid flows to the sequence valves, retraction
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“erga TOCKS FIUICT Te" GOWNTTTBS TETUTTIS TO Ine TESETVOIT, TOWING UNTESITICTEC INTOUGTT Ie TeSIrICTOT
valves and overcoming the small restriction of the spring loading of the sequence valves.
Note : The nose undercarriage doors are operated mechanically by linkage to the nose shock-absorber housing,
Extension
When the landing gear selector is moved to the ‘down’ position, fluid under pressure is directed to the ‘down’ line,
and fluid from the ‘up’ line is directed back to the reservoir. Fluid flows to the sequence valves , door jacks, door
locks, nose undercarriage retraction jack and the nose undercarriage up-lock
‘The sequence valves are closed, so fluid pressure releases all the door locks and the nose undercarriage up-lock,
and the doors and nose undercarriage extend, the nose undercarriage engaging its down-lock at the end of its
travel.
When the doors are fully open, the door jacks strike the plungers of their associated sequence valves and open the
valves, allowing fluid to flow through the restrictor valves to the main undercarriage up-locks and retraction jacks.
‘These locks are released, and the retraction jacks lower the main undercarriage fully, the spring-loaded lock-
jacks imposing a geometric lock on the side stays. Main undercarriage doors are held open by fluid pressure
Note: Restrictor valves are normally fitted to limit the speed of lowering of the main undercarriage units, which are
influenced in this direction by gravity. The nose undercarriage often lowers against the slipstream and does not
need the protection of a restrictor valve
Pneumatic Retraction System
Operation of a pneumatic retraction system is similar to that of a hydraulic system, except that pressure in the
return lines is exhausted to atmosphere through the selector valve. Pressure is built up in a main storage cylinder
by engine driven air pumps, and passes through a pressure reducing valve to the landing gear selector valve.
Operation of the selector valve to the ‘up’ position directs pneumatic pressure through the ‘up’ lines to the retraction
rams, and opens the down line to atmosphere. Operation of the selector valve to the ‘down’ position directs
pneumatic pressure through a second pressure reducing valve and the down lines, to the up-lock rams and
retraction rams
Note; A low pressure is used for landing gear extension, for the same reason that restrictor valves are used in
hydraulic systems, which is to prevent damage occurring through too-rapid extension of the undercarriage units.
Retraction rams are usually damped to prevent violent movement, The hollow piston rod is filled with oil or grease,
which is forced through the angular space between the inner surface of the piston rod and a stationary damper
piston whenever the ram extends or retracts, thus slowing moverent,
Up-locks and down-locks are similar to those used with hydraulic systems, the geometric down-locks being
imposed by over-centering of the drag strut at the end of retraction ram stroke, and the up-locks by spring-ram
operated locks,
Down-locks are released by initial movernent of the retraction rams during retraction, and up-locks are released by
pneumatic pressure in the spring-rams during extension.
Undercarriage doors are operated mechanically, by linkage on the shock-absorber housing.
Electrical Retraction System
In a number of the smaller types of aircraft having a retractable landing gear system, the extension and retraction
of the main wheels and nose wheel, is accomplished by means of electrical power.
‘The motor is of the series-wound splitfield type which is mechanically coupled to the three "leg" units, usually by a
gearbox, torque shafts, cables, and screw jacks, The 28 volts d.c. supply to the motor is controlled by a selector
switch, relay, and switches in the "down-lock" and “up-lock" circuits,
A safety switch is also included in the circuit to prevent accidental retraction of the gear while the aircraft is on the
ground. The switch is fitted to the shock-strut of one of the main wheel gear units, such that the compression of the
strut keeps the switch contacts in the open position as shown in the diagram,
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| ‘GROUND SAFETY
‘SWITCH
HOME SYSTEMS
POSITION SELECTOR
nee
Down
tere | 1 icreiay
UP LOCK #} — ‘DOWN LOCK
sare Pp Eons
70 posmrion
Taoiearoes
LG
MOTOR
TO LANDING GEAR
ELECTRICAL RETRACTION SYSTEM
‘After take-off, the weight ofthe aircraft comes off the landing gear shock-struts, and because they have
a limited amount of telescopic movement, the strut controlling the safety switch causes it to close the switch
contacts. Thus, when the pilot selects "gear up’, a circuit is completed via the selector switch, and closed contacts
of the up lock switch, to the coil of the relay which then completes the supply circuit to the "up" winding of the
motor, When the landing gear units commence retracting, the down-lock switch Is automatically actuated such that
its contacts will also close, and will remain so up to and in the fully retracted position
‘As soon as this position is reached the up lock switch is also actuated so as to open its contacts, thereby
Interrupting the supply to the motor. and the "down’ winding circuit of the motor is held in readiness for extending
the landing gear. As and when the appropriate selection is made, and the landing gear units commence extending,
the up-lock switch contacts now close and when the landing gear is down and locked, and the aircraft has landed
‘To prevent over-run of the motor, and hence overtravel of the landing gear units, some form of braking is
necessary. This is accomplished in some cases, by incorporating a dynamic brake relay in the circuit. The relay
‘operates in such a manner that during over-run, the motor is caused to function as a generator, the resulting
electrical load on the armature stopping the motor and gear instantly,
Position Indication
In retractable landing gear systems, It is, necessary to provide some indication that the main and nose landing gear
Units are locked in their retracted positions during flight, and in their extended positions safe for landing. The
indication method most widely adopted is based on a system of indicating lights which are connected to
microswitches actuated by the uplock and downlock mechanisms of each landing gear unit
To guard against landing with the landing gear retracted or unlocked, a warning horn is also incorporated in the
indication system. The horn circuit is activated by a microswitch the contacts of which are made or broken by the
‘engine throttle.
INDICATOR 28. V DC
LH NOSE RH
Locked
DOWN
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HORN.
upLock. SILENCER
SWITCHES
DOWN Lock!
‘SWITCHES.
tH SILENCER.
RELAY
TEST SWITCH
i
CIRCIUT DIAGRAM FOR LANDING GEAR INDICATOR
The system operates from a 28 volts d.c. power supply which is connected to lamps with in the indicator case, and
also to the up lock and down lock micro switches of the main and nose landing gear units. Three of the lamps are
positioned behind red screens, and three behind green screens; thus, when illuminated they indicate respectively,
"gear up and locked" and "gear down and locked”
In the "gear up and locked" position all lights are extinguished. In the event of failure of a green lamp filament ,
provision is made for switching-in a standby set of lamps.
The circuit as drawn, represents the conditions when the aircraft is on the ground in a completely static condition.
‘As soon as power goes onto the bus, bar, the three green lamps will illuminate because their circuits are completed
to ground via the left-hand set of contacts of the corresponding down-lock micro switches, the engine throttle is
closed, and although its microswitch is also closed, the warning horn circuit is isolated since there is no path to
ground for current from the busbar.
‘Assume now that the aircraft has taken off and the pilot has selected “landing gear up"; the down-lock mechanisms
Of the gear units are disengaged and they cause their micro switches to change contact positions, thus interrupting
the circuits to the green lamps. At the same time, the red lamps are illuminated to indicate that the gear units are
unlocked, the power supply for the circuit passing to ground via the up-lock switches, and the right-hand contacts of
the down-lock switches.
When the landing gear units each their retracted positions, the up-lock mechanisms are engaged and cause their
microswitches to interrupt the circuits to the red lamps; thus, all lamps are extinguished. When the pilot selects
1g gear down’, the up-lock mechanisms now disengage and the micro switches again complete the circuit to
the red lamps to indicate an unlocked condition.
‘As soon as the gear units reach the fully extended position, the down-lock mechanisms engage and their
microswitches revert to the original position i.e., red lamps extinguished, and green lamps illuminated to indicate
"down and locked",
‘A warning horns included in the system, the making and breaking of the horn circuit being controlled by a throttle
operated micro switch.
In the static condition, the throttle microswitch is closed, but the warning horn will not sound since the circuit is
interrupted by al three down lock microswitches. Similany, the circuit will be interrupted by the throttle microswitch
which is opened when the throttle is set for take-off and normal cruise power.
In the case of an approach to land, the engine power is reduced by closing the throttle to a particular approach
power setting and this action closes the throttle microswitch. If, in this flight condition, the landing gear has not
been selected down in readiness for landing, then the warning horn will sound since the circuit to ground is then
completed via the right-hand contacts of the down-look micro switches.
After selecting "down", the horn continues to sound, but it may be silenced by operating a push switch which, as
will be noted from the diagram, energizes a relay lo interrupt the horn circuit. The relay incorporates a hold-in circuit
so that it will remain energized until the d.c. power supply is finally switched off. Functional testing of the horn
circuit on the ground, and under engine static conditions, may be carried out by closing the throttle and its
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TYPICAL LANDING GEAR PANEL
Safety Features
Since the correct operation of the landing gear is of the utmost importance, a number of safety features are
included in the retraction system to ensure its correct operation under all conditions.
Nose-wheel Centering
To avoid damage to the airframe structure, the nose wheel must always be aligned in a fore and att direction during
retraction, and a number of methods are used to ensure that this happens automatically. One method utilizes a
‘cam and cam track between the inner and outer cylinders on the shock-absorber. The cam is fixed to the top of the
inner cylinder, and the track to the bottom of the outer cylinder. As the strut extends under internal gas pressure
after takeoff, the cam engages the track and centres the nose undercarriage before it retracts. A second method is
the use of a peg located at the top of the shock-absorber strut, which engages a track fixed to the strut housing or
in the wheel bay, and this device centres the undercarriage as it retracts.
Selector Lock
‘To prevent inadvertent retraction of the landing gear when the aircratt is resting on its wheels, a safety device is
incorporated which prevents movement of the selector lever; mechanical ground locks are also provided for
servicing purposes. The safety lock consists of a spring-loaded plunger which retains the selector in the down
position land is released by the operation of a solenoid, Electrical power to the solenoid is controlled by a switch
‘mounted on the shook-absorber strut; when the strut is compressed the switch is open, but as the strut extends
after take-off, the switch contacts close and the electrical supply to the solenoid is completed, thus releasing the
selector lever lock and allowing the landing gear to be selected up. A means of overriding the lock, such as a
separate gated switch to complete the circuit, or a mechanical means of avoiding the locking plunger, is provided
for emergency use and for maintenance purposes.
‘Warning Devices
To guard against landing with the landing gear retracted or unlocked, a warning horn is incorporated in the system
and connected to a throttle-operated switch. If one or more throttle levers are less than approximately one third
‘open, as would be the case during approach to land, the horn sounds and the red warning lamp illuminates ifthe
landing gear is in any position other than down and locked. A horn isolation switch is often provided to allow certain
flight exercises and ground servicing operations to be carried out without hindrance.
Emergency Extension
‘A means of extending the landing gear and locking it in the down position is provided to cater for the eventuality of
‘main system failure. On some aircraft the up-locks are released manually or by means of an emergency pneumatic
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EMERGENCY EXTENSION
Powered Steering
Light aircraft generally employ a simple steering system, in which the nose wheel is mechanically linked to the
rudder pedals. Larger aircraft require powered steering arrangements, in which the nose wheel is turned by
hydraulic, pneumatic, or electrical power. A powered steering system generally includes a cockpit steering wheel or
tiller, a control valve, steering cylinders to actuate the nose undercarriage, a follow-up device to hold the nose
wheel at the correct angle, and a power source
‘The control unit is a hydraulic metering or control valve. It directs hydraulic fluid under pressure to one or two
actuators designed with various linkages to rotate the lower strut. An accumulator and relief valve, or similar
pressurizing assembly, keeps fluid in the actuators and system under pressure at all imes. This permits the
steering actuating cylinders to also act as shimmy dampers.
‘A follow-up mechanism consists of various gears, cables, rods, drums, and/or bell-crank, etc. It returns the
‘metering valve to a neutral position once the steering angle has been reached. Many systems incorporate an input
subsystem from the rudder pedals for small degrees of turns made while directing the aircraft at high speed during
takeoff and landing. Safety valves are typical in all systems to relieve pressure during hydraulic failure so the nose
wheel can swivel.
‘The nose wheel steering wheel connects through a shaft to a steering drum located inside the fight deck control
pedestal. The rotation of this drum transmits the steering signal by means of cables and pulleys to the control drum
of the differential assembly. Movement of the differential assembly is transmitted by the differential link to the
‘metering valve assembly where it moves the selector valve to the selected position. This provides the hydraulic
power for turning the nose gear.
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NOSE WHEEL STEERING TILLER
As shown in Figure, pressure from the aircraft hydraulic system is directed through the open safety shutoff valve
into a line leading to the metering valve. The metering valve then routes the pressurized fluid out of port A, through
the right turn alternating line, and into steering cylinder A. This is a one-port cylinder and pressure forces the piston
to begin extension. Since the rod of this piston connects to the nose steering spindle on the nose gear shack strut
which pivots at point X, the extension of the piston turns the steering spindle gradually toward the right, As the
nose wheel turns, fluid is forced out of steering cylinder B through the left tum alternating line and into port B of the
metering valve. The metering valve directs this return fluid into a compensator that routes the fluid into the aircraft
hydraulic system return manifold,
mm Pressurized thid
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NOSE WHEEL STEERING SYSTEM
As hydraulic pressure starts the nose gear turning. However, the gear should not be turned too far. The nose gear
steering system contains devices to stop the gear at the selected angle of turn and hold it there. This is
accomplished with follow-up linkage. As stated, the nose gear is turned by the steering spindle as the piston of
cylinder A extends. The rear of the spindle contains gear teeth that mesh with a gear on the bottom of the orifice
rod.
‘As the nose gear and spindle turn, the orice rod also turns but in the opposite direction, This rotation is
transmitted by the two sections of the orifice rod to the scissor follow-up links located at the top of the nose gear
strut, As the follow-up links return, they rotate the connected follow-up drum, which transmits the movement by
cables and pulleys to the differential assembly. Operation of the differential assembly causes the differential arm
and links to move the metering valve back toward the neutral positon.
‘The compensator unit system keeps fluid in the steering cylinders pressurized at all times. This hydraulic unit
consists of a three-port housing that encloses a spring-loaded piston and poppet. The left port is an air vent that
prevents trapped air at the rear of the piston from interfering with the movement of the piston, The second port
located at the top of the compensator connects through a line to the metering valve return port. The third port is
located at the right side of the compensator. This port connects to the hydraulic system return manifold. It routes
the steering system return fluid into the manifold when the poppet valve is open.
‘Tha camnansator nannet anans whan nressure acting an tha niston becomes hinh anauiah ta camnrass the sntina
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(On heavy aircraft, the need to spread the weight over a large area has resulted in the use of multiple wheel under
carriages.
‘The undercarriage unit normally consists of a shock-absorber strut, at the lower end of which a bogie beam is.
pivoted, and the axles are attached to each end of the beam. On some aircraft the rear pair of wheels swivels on
the bogie beam, and castors when the nose wheel is turned through a large angle; on others, the upper torque link
member is replaced by a pair of hydraulic jacks, which, when nose wheel steering is applied, rotates the whole
bogie,
Castoring or steering prevents excessive torque on the undercarriage leg and minimizes tyre scrubbing during
turns. For normal operation, the swivelling pair of wheels is locked in line with the fixed pair. Brake torque at each
wheel is transmitted through compensating rods to the shock-absorber strut, thus preventing excessive loads on
the bogie beam.
(On retractable landing gear a levelling strut or ‘hop damper’ provides a means of positioning the bogie beam at
suitable angles for retraction and landing; this strut is usually connected into the hydraulic system to prevent
retraction if the bogie is not at a suitable angle, and combines the functions of hydraulic ram and damper unit.
RIGHT TURN LEFT TURN
BOGIE UNDER CARRIAGE STEERING
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