LANDING GEAR

The landing gear of a fixed-wing aircraft consists of main and auxiliary units, either of
which may or may not be retractable. The main landing gear forms the principal support of the
aircraft on land or water and may include any combination of wheels, floats, skis, shock
absorbing equipment, brakes, retracting mechanism with controls and warning devices, cowling,
fairing, and structural members. The auxiliary landing gear consists of tail or nose wheel
installations, with necessary cowling and reinforcement.

LANDING GEAR CONFIGURATION

Following are the configurations of landing gear:
1. Bicycle:
In this configuration a tandem type (One wheel behind other) wheel are mounted along
the center line of the aircraft fuselage and while parking it is supported by outrigger wheels
mounted far out on the wing and normally used in gliders.
2. Tricycle:
This configuration is characterized by having a nose wheel assembly and two main gear
assemblies, one on each side of the aircraft. This arrangement places the aircraft fuselage in a
level attitude. This configuration is mostly used in the modern aircraft and has the following the
advantages:
 IT ALLOWS MORE FORCEFUL APPLICATION OF THE BRAKES FOR HIGHER
LANDING SPEEDS WITHOUT NOSING OVER.
 IT PERMITS BETTER VISIBILITY FOR THE PILOT DURING LANDING AND
TAXIING.
 IT TENDS TO PREVENT GROUND LOOPING BY MOVING THE AIRCRAFT CG
FORWARD OF THE MAIN WHEELS.
 SINCE THE CABIN AREA IS LEVEL IT MAKES EASIER FOR PASSENGERS TO
MOVE INSIDE THE AIRCRAFT ON THE GROUND.
GROUND LOOPING:
A SHARP, UNCONTROLLED CHANGE IN DIRECTION OF AN AIRPLANE ON
THE GROUND. TAIL WHEEL TYPE AIRPLANES ARE HIGHLY SUBJECT TO
GROUND LOPPING BECAUSE THEIR CG IS BEHIND THE POINT AT WHICH
THE MAIN WHEELS CONTACT THE GROUND.
3. Conventional
The conventional geared aircraft have two main wheel assemblies, one on each side of
the aircraft and a tail wheel. This arrangement is associated with older aircraft and those
designed for rough field operations. this conventional type landing gear has the only advantage
of reduced drag in the air and reduced landing gear weight.
But the disadvantage in this configuration is loss of forward visibility for the pilot when
maneuvering on the ground due to the aircraft nose high attitude and is less stable on the ground
and requires more skill when taxiing and during takeoff and landing when compared to a tricycle
geared aircraft.

The landing gears are further classified as retractable and non- retractable gear.
(a) FIXED OR NO NON-RETRACTABLE LANDING GEARS:
Non retractable (fixed) landing gear is generally attached to structural members of the
airplane. The landing gear is often equipped with a fairing where it joins the fuselage or
wing to reduce the drag. Wheel pants are often used to cover the wheel and tire to reduce
their drag. Fixed landing gears are usually found on small aircraft and aircraft where
aerodynamic cleanliness for an efficient cruise configuration is not a major factor.

(b) RERACTABLE LANDING GEAR:

To eliminate as much as possible, the drag caused by the exposure of landing gear to
airflow during flight the modern aircrafts are fitted with retractable type landing gears
which further requires installation of various components for the hydraulic or pneumatic
system. In addition to normal retraction and extension, an emergency system is provided
as a backup to the main system. The direction of retraction varies and is as per
manufacturer choice.

COMPONENTS OF LANDING GEARS

 TRUNNION
 STRUT
 TORQUE LINK
 TRUCK
 JURY STRUT
 DRAG LINK
 SIDE BRACE LINK
 (a) TRUNNION
It is the portion of landing gear assembly attached to the airframe. It is supported at its
ends by bearing assembly and allows the gear to pivot during retraction and extension.
The landing gear strut extends down from the approximate center of the trunnion.
(b)STRUT
It is the vertical member of landing gear assembly and it contains shock absorbing
mechanism. The top of the strut is attached to, or is an integral part of, the trunnion. The
strut forms the cylinder for the air-oleo shock absorber. The strut is also called the outer
cylinder. The piston is moving portion of the air-oleo shock absorber. This unit fits
inside the strut, and the bottom of the piston is attached to the axle or other component on
which the axle is mounted.

(c)TORQUE LINKS
Torque links, often referred to as a scissor assembly and it connects the strut
cylinder to the piston and axle. The torque link restricts the extension of piston during
gear retraction and holds the wheels and axle in a correctly aligned position in relation to
the strut. The upper and lower torque links are joined together by a bolt and nut spaced
with washer and each link is fitted with flanged bushings and the gap between the flanged
ends of the bushings is taken up by a spacer washer. This spaced establishes the
alignment of the wheel. When main wheel alignment checked and is found to be
incorrect, the correction is made by installing a spacer of different thickness.

(d)TRUCK
The truck is located at the bottom of the strut piston and has the axles attached to it.
Trucks are used when wheels are placed in tandem arrangement or in a dual tandem
arrangement. The truck can be tilted fore and aft at the piston connection to allow for
changes in aircraft attitude during takeoff and landing and during taxiing. The truck is often
referred to as a BOGIE as more than 2 wheels are attached on each side.

(e)JURY STRUT OR OVER CENTER LINK

The Jury strut or the over center link prevents collapse of the gear during ground
operation and is hydraulically retracted to allow gear retraction. This component is also
called a down lock and a jury strut.
(f) DRAG LINK:
The drag link is designed to stabilize the landing gear assembly longitudinally. If the gear
retracts forward or aft, the drag link will be hinged in the middle to allow the gear to retract.
(g) SIDE BRACE LINK
It is designed to stabilize the landing gear assembly laterally. If the gear retracts
sideways, the side brace link hinged in the middle to allow the gear to retract. It is otherwise
called side strut.

(h) SHIMMY DAMPERS

The shimmy damper is a hydraulic snubbing unit that reduces the tendency of the ‘nose
wheel’ to oscillate from side to side during taxiing, landing or takeoff. Shimmy dampers
(dampeners) are usually constructed in one of the two general designs, piston type and vane type,
both of which might be modified to provide power steering as well as shimmy damper action.

SHOCK ABSORBER
Figure 01
FIGURE 02
 The figure (02) shows the inner construction of a shock strut and illustrates
the movement of the fluid during compression and extension of the strut.
The compression stroke of the shock strut begins as the aircraft wheels
touch the ground; the center of mass of the aircraft continues to move
downward, compressing the strut and sliding the inner cylinder into the outer
cylinder. The metering pin is forced through the orifice and, by its variable
shape, controls the rate of fluid flow at all points of the compression stroke.
In this manner the greatest possible amount of heat is dissipated through the
walls of the shock strut. At the end of the down-ward stroke, the compressed
air is further compressed, limiting the compression stroke of the strut.
The extension stoke occurs at the end of the compression stroke as the
energy stored in the compressed air causes the aircraft to start moving
upward in relation to the ground and wheels. At this instant, the compressed
air acts as a spring to turn the strut to normal. It is at this point that a
snubbing or damping effect is produced by forcing the fluid to return through
the restrictions of the snubbing device. If this extension were not snubbed,
the aircraft would rebound rapidly and tend to oscillate up and down, due to
the action of the compressed air. A Sleeve, Spacer or bumper ring
incorporated in the strut limits the extension stroke. For efficient operation
of shock struts, the proper fluid level and air pressure must be maintained.
LANDING GEAR RETRACTION AND EXTENSION:
Figure 01

FIGURE 02
COMPONENTS IN THE HYDRAULIC LANDING GEAR EXTENSION AND
RETRACTION SYSTEM:
(a) SELECTOR VALVE:
It directs the system pressure to the undercarriage door and landing gear actuators as per
the pilot selection and directs the return fluid from the landing gear system back to
reservoir.
(b) ORIFICE CHECK VALVE:
When landing gears are retracted this valve ensures a unrestricted flow of fluid to the
undercarriage actuators thus opening the sequence valve in the down line (landing gear
extension line) to allow the return fluid from the down line of the undercarriage actuators
back to reservoir through the selector valve.
(c) SEQUENCE VALVE
 The plunger type valve fitted in the down and up line of the system
ensures that the sequence of operation is achieved otherwise fouling of undercarriage and
its door may occur i.e., when the u/c is selected down this valve ensures that the u/c doors
get opens first and then the fluid is supplied through the sequence valve to operate the u/c
actuator to bring the u/c down.
In some aircraft this valve comes in to operation when emergency
landing gear operation is selected. During such operation it directs emergency system
fluid flow to pass through it to the u/c actuators when all the doors are opened and
locked.
(d) SHUTTLE VALVE
This valve comes in to operation when the landing gears are lowered by
emergency system. During such a emergency down selection this valve which was
closed by the normal hydraulic system opens its port and directs the fluid from both door
actuators closed line and u/c up line to pass through it back to reservoir.
SYSTEM OPERATION (FIGURE 01)
When pilot selects the undercarriage operating lever to “UP” the fluid from the main
hydraulic system which was waiting at the undercarriage selector will be directed to the UP line.
The nose gear completes retraction (UP) and engages its up lock first, because of the small size
of its actuating cylinder and also the nose gear door is operated solely by linkage from the nose
gear, this door closes.
Also the fluid enters to the 2 main landing gear actuator orifice check valve and to all the main
u/c down lock unit. When the down lock is unlocked the unrestricted flow of fluid through the
orifice check valve is ensured to extend (UP) the main landing gear actuators. At the same time
the fluid from the down side of the main u/c actuators are made to open the sequence valve ‘A’
and ‘B’ to route it to return line via selector valve. The main u/c gets locked in the UP position
and the main u/c linkages presses the plunger of the sequence valve ‘C’ and ‘D’ and this opens
the ports of the sequence valves which directs the fluid flow to the main u/c door actuators and
the doors will be closed in up position. When all the u/c are locked up and doors closed an
indication in cockpit ensures the operation is completed.
When pilot selects the undercarriage operating lever to “DOWN” the fluid from the main
hydraulic system which was waiting at the undercarriage selector will be directed to the DOWN
line. The nose gear completes EXTENSION (DOWN) and will be locked down first. The fluid
in the down line directed to the Sequence Valves ‘A’ and ‘B’ and will not open its ports till the
doors are opened. Fluid under pressure will operate the door up locks and then the fluid is
directed to door actuators where the actuators extend to operate the plunger of the sequence
valve ‘A’ and ‘B’ and these valves direct the fluid pressure to pass through it to the under
carriage actuators to retract. The fluid from the door close line will be passed through the
sequence valve ‘C’ and ‘D’ to the return line via selector valve and fluid from the u/c up line will
pass through orifice check valve but the flow will be restricted back to reservoir. After the down
selection is completed again an indication in the cockpit ensures the pilot that all u/c are locked
down.
SYSTEM OPERATION (FIGURE 02)
The undercarriage extension and retraction is achieved by Normal system (No.1 system
pressure) and the activation is purely electro hydraulic whereas the emergency extension is
achieved by emergency system (No. 2 hydraulic system) and the activation is purely hydro
mechanical (only extension of u/c and doors are not closed).
Normal operation:
(i) UP SELECTION:
 When pilot selects the normal u/c lever to UP mode, the normal system pressure from the
main hydraulic system flows through the mechanical selector and since the door selector is
energized the fluid flows to the door open line via door selector. The normal system fluid
under pressure first unlocks the door up lock unit and then the fluid is passed to all the door
operating actuators via restrictors (2 actuators for each main u/c doors and 1 for nose u/c door)
and the doors gets extended and at the same time a RED STRIP in the cockpit illuminates
indicates the pilot that doors are in open position. When the doors are fully opened now the door
selector is de-energized cutting of the supply to the door open line and the undercarriage
selector is energized. The fluid under pressure is passed to the undercarriage UP line and the
flow is restricted to the undercarriage actuators till the down lock in the telescoping strut of
main under carriage is unlocked. When the down lock is broken the 3 green lights in the cockpit
goes OFF at the same time fluid flows to the u/c carriage actuators to make all the 3 u/c to get
mechanically locked in the up position.
When all the 3 u/c are locked in UP position the door selector is again energized and
the fluid is supplied via the door selector to pass through the door closed line and the doors are
mechanically locked in the up position and the door indication (RED STRIP) goes OFF.
(ii) DOWN SELECTION:
When pilot selects the normal u/c lever to DOWN mode, the normal system pressure
from the main hydraulic system flows through the mechanical selector and since the door
selector is energized the fluid flows to the door open line via door selector. The normal system
fluid under pressure first unlocks the door up lock unit and then the fluid is passed to all the
door operating actuators (2 actuators for each main u/c doors and 1 for nose u/c door) and the
doors gets extended and at the same time a RED STRIP in the cockpit illuminates indicates the
pilot that doors are not in closed position.
When the doors are fully opened, the door selector is de-energized cutting of the supply
to the door open line. Now the undercarriage selector is energized and the fluid under pressure is
passed to the undercarriage down line and the flow is restricted to the undercarriage actuators till
the UP lock of main under carriage is unlocked. When the UP lock is broken, fluid flows to the
u/c carriage actuators to make all the 3 u/c to get mechanically locked in the down position and 3
GREEN LIGHTS in the cockpit indicates that the u/c is locked in the down position.
When all the 3 u/c are locked in DOWN position the door selector is again energized and
the fluid is supplied via the door selector to pass through the door closed line and the doors are
mechanically locked in the up position and the door indication (RED STRIP) goes OFF.

(iii) EMERGENCY OPERATION

When the normal hydraulic system pressures is dropped below the pre-determined value
or normal system failed , pilot operates the u/c in the emergency mode using the emergency u/c
operating lever which is mechanically connected through cable to the selector valve. Now the
fluid under pressure from the emergency system flows through the mechanical selector (but not
via the door and u/c selector) to the door up lock unit and the doors get unlocked from the
closed position and through restrictors the fluid flows to the door actuators (2 actuators for each
main u/c doors and 1 for nose u/c door) and the doors get locked in open position. Now the
RED STRIP in the cockpit illuminates indicating the pilot that the doors are not in closed
position.
Now the fluid is passed to the actuation of undercarriage through the SEQUENCE
VALVES (which supplies fluid in the emergency mode to undercarriage when door open
position is completed). The flow is restricted to the undercarriage actuators till the UP lock of
the U/C is broken. When the up lock is opened the unrestricted flow is available to the actuators
 and the undercarriages are extended and are down locked (by telescoping strut) and 3 GREEN
LIGHT in the cockpit is indicates the pilot that all the 3 undercarriages are fully locked down.

INDICATION
In some aircraft following are indications given in the cockpit when the u/c are locked
down or locked up:

The 3 green arrows indicate the nose undercarriage (top arrow), Port undercarriage (left arrow) and
starboard undercarriage (right arrow). A red strip above all the undercarriage indicators is the indication
for the doors.
Case (i)
WHEN ALL THE 3 U/C IS LOCKED UP AND ALL THE DOORS ARE CLOSED:
All the lights are OFF (no light illuminates)
Case (ii)
WHEN ALL THE 3 U/C ARE LOCKED DOWN AND ALL THE DOORS ARE CLOSED:
All the 3 green lights are ON (illuminates) and the red strip is OFF
Case (iii)
WHEN ALL THE 3 U/C IS LOCKED DOWN AND ANY ONE OF THE DOORS ARE NOT CLOSED:
All the 3 green lights are ON (illuminates) and the red strip is ON
Case (iv)
WHEN ANY ONE OF THE U/C ARE NOT LOCKED DOWN AND DOORS ARE NOT CLOSED:
Particular u/c green light OFF and the red strip is ON

AIRCRAFT BRAKE SYSTEM

The main purpose of providing brake system in the aircraft is to reduce the landing run and bring
the aircraft complete stop and to have differential braking to maneuver the aircraft while taxiing.

There are 2 types of brakes such as Boosted brakes and Power Brakes.

BOOSTED BRAKES:
Midsize airplanes require more braking force that can be applied with independent master
cylinders (BMC). The boosted brake cylinder is mounted on the rudder pedal and attached to the
toe-brake pedal in such a way that depressing the pedal pulls on the rod and forces fluid out to
the brake cylinder. If the pilot needs more pressure on the brakes that can be applied with the
pedal, the pilot continues to push. As the toggle mechanism straightens out, the spool valve is
moved over so it will direct hydraulic system pressure behind the piston to assist the pilot in
forcing fluid to the brake. When the pedal is released, the spool valve moves back to its original
position and vent the fluid on top of the piston back to the system reservoir. At the same time,
the compensator poppet unseats and vents the fluid from the brakes to the reservoir.

POWER BRAKES:
Most large aircraft use brakes operated by pressure from the main hydraulic system. This
cannot be done by simply directing part of the system pressure into the brake actuating unit,
because of the high pressures used in large aircraft hydraulic systems. The brake application
must be proportional to the force the pilot exerts on the pedals, and the pilot must be able to hold
the brakes partially applied without there being a buildup of pressure in the bake lines.

Because power brakes are used on large airplanes, the pilot has no way of knowing when
one of the wheels is locking up, and there must be some provision to prevent wheel skidding.
The pressure supplied to the wheel must be lower than the pressure of the main hydraulic system,
so a pressure reducing or de-boosting system must be incorporated in the system. There must be
also an emergency system to operate brakes in the event of main hydraulic system fails.

There are different modes for the operation of aircraft brake system and the brake handle inside
the cockpit ensures this mode by selecting it to appropriate mode.
Brake handle Fully ‘IN’ position: - NORMAL MODE (with anti-skid i.e.
automatic wheel braking)
Brake handle locked in ‘MID’ position:- EMERGENCY MODE (without anti-skid)
Brake handle locked in Fully Out position: - PARKING BRAKE MODE
Apart from these 3 positions the aircraft can be maneuvered on ground by applying differential
brakes by keeping the handle in “Normal” and “Emergency Mode” only and also auto wheel
braking is achieved when the u/c is retracted (a tapping is taken from the u/c UP line and is
directed to normal relay valve so that automatic wheel braking is achieved without pilots
command pressure)
COMPONENTS
1. FOOT MOTOR RESERVOIR:
It provides the brake relay valves with a separate supply of fluid independent of the
hydraulic system. The reservoirs are pressurized to 43 PSI by the spring loaded bellows.
2. FOOT MOTOR:
To transfer the pressure applied by the pilot on the pedals to the brake control valve.
3. NORMAL RELAY VALVE:
It amplifies the low pressure from the foot motors to enable high pressure delivery to the
brake unit proportional to the foot motor pressures with anti-skid control.
4. EMERGENCY RELAY VALVE:
It delivers a pressure corresponding to the difference between the maximum normal
braking pressure and the low pressure being obtained from the normal (No. 1 sys) system.
5. ACCUMULATOR:
To provide limited operations of the brakes for parking and ground handling. When fully
charged to 3000 PSI it allows approximately 09 full applications of the brakes.
6. PRESSURE RELIEF VALVE:
Prevents over pressurization of fluid trapped in the system accumulator circuit, and
allows excessive pressures to be relieved to low pressure return.
7. ANTISKID VALVES:
It prevents damaging of wheels due to skidding and ensures an absolute minimum tire
wear by cutting of the supply line to brake system as per the deceleration of wheels.
8. MECHANICAL SELECTOR:
The 3 position selector valve directs normal system pressure, emergency system pressure
in to the braking system and directs return fluid back to reservoir through low pressure return
line.
(a) NORMAL BRAKE MODE:

By keeping the brake handle in fully IN position this mode can be achieved as the system
pressure through the mechanical selector valve will be waiting up to both NORMAL AND
EMERGENCY RELAY VALVES. When pilot applies toe pressure to the rudder pedals, the
BRAKE FOOT MOTOR which is supplied with hydraulic fluid from FOOT MOTOR
RESERVOIR sends pressurized fluid (command pressure) to both NORMAL AND
EMERGENCY RELAY VALVE to open its port. The emergency relay valve doesn’t open its
port as the normal system pressure which higher than the pilots command pressure ensures that
this port is closed till the normal system pressure is maintained.
 The command pressure opens the ports of the normal relay valve and the system pressure is
directed to the brake units through the antiskid valves which intermittently supplies fluid under
pressure to brake units so that skidding of wheel and tire wear are totally avoided/ minimized.

ANTISKID SYSTEM:
The anti-skid system which is one of the automatic wheel brake system installed in the
aircrafts is to prevent skidding of aircraft wheel and to minimize the tire wear. This system
consists of the following components.
1. Control Box (consists of deceleration detector, skid detector and amplifier)
2. Wheel driven speed sensor ( a tacho generator fitted in the wheel axle)
3. Anti-skid valves (dump valves)

OPERATION:
When the pilot applies brake just after touchdown, the wheel driven speed sensor supplies a
DC voltage to the control box in proportional to the wheel rotation. If the output of deceleration
detector shows a deceleration greater than the determined value (say 40 ft/sec 2) the skid detector
supplies signal to the amplifier where it amplifies and sends power to the anti-skid valves and
these valves gets energized and the brakes are OFF momentarily (fluid supply to the brake units
is momentarily cutoff ). Since the brakes are automatically released the wheel starts spinning up
and deceleration return to normal and the valves get de-energized and the brakes are re-applied
automatically. Thus automatically the brakes are intermittently applied.
The power circuits are de-energized by undercarriage down lock micro switches and will be
in de-energized condition when u/c is retracted. Touchdown protection is provided by
compression micro switches which ensures that the anti-skid valves (dump valves) are in
energized condition (valves closed) till the oleo legs are compressed and brakes are OFF and
when the oleo legs are compressed the anti-skid valves gets de-energized and the brakes are
automatically comes ON. The antiskid is automatically isolated at a determined speed of the
aircraft (say 30 knots) and thus enables to have a complete stop.
(b)EMERGENCY BRAKE MODE:
For this mode pilot has to bring the brake lever to mid position and apply the toe pressure and
since there is no normal pressure acting on the emergency relay valves and the command
pressure from the foot motor enables the emergency relay valve port to OPEN and directs the
emergency system pressure to the brake units and the brakes are applied without antiskid. Under
emergency mode the emergency system pressure won’t be supplied via mechanical selector but
it directly supplied to the emergency relay valve.

(c) PARKING BRAKE MODE:

This mode is selected by pulling the handle to fully out position and locked. This is done
when the aircrafts are parked outside the hangar for the long period during gusty wind conditions
or inside the hangar to store the aircraft for very long periods.
When the handle is selected to this mode the accumulator fluid under pressure is directed both
to the emergency valve and through mechanical selector to open the ports of emergency relay
valves (acts as the command pressure). When the ports of the emergency relay valves are
opened the accumulator pressure is directed to the brake units and the brakes applied
permanently (without anti-skid) till any drop in pressure occurs.

(d) DIFFERENTIAL BRAKING:

 To maneuver the aircraft while taxiing this mode of braking is used by normal and emergency
system. Suppose the pilot wants to turn the aircraft to port side, he applies the toe pressure only
on port rudder pedal. By doing so the fluid from the port foot motor operates the port piston
inside the normal relay thus directing the fluid under pressure from normal hydraulic system to
pass through the anti-skid valves to the port wheel brake unit and the port wheel brakes are ON.
Since the starboard wheel brakes are free the aircraft will have a turn towards port side and vice
versa when only right toe pressure is applied to have turn on right side.