EAST AFRICAN SCHOOL OF AVIATION

ENGINEERING DEPARTMENT

TRADE PROJECT

DESIGN OF A RETRACTABLE LANDING GEAR FOR THE DHC- 6

TWIN OTTER

BY:

DOUGLAS KIPKOECH MUTAI

PRESENTED TO THE KENYA NATIONAL EXAMINATIONS COUNCIL

IN PARTIAL

FULFILMENT FOR THE AWARD OF DIPLOMA IN AERONAUTICAL

ENGINEERING (AIFRAMES AND ENGINES OPTION)

2024.

i
DECLARATION

Declaration:

This trade project is my original work and to the best of my knowledge has not been previously

Presented for the award of a degree, diploma or any certificate in any college or university.

NAME: DOUGLAS KIPKOECH MUTAI

INDEX NUMBER: _____________________________________________________________

SIGNATURE: _________________________________________________________________

DATE: _______________________________________________________________________

Declaration by the Supervisor:

This trade project has been submitted to the Kenya National Examinations Council with my
supervisor

Supervisor: ____________________________________________________________________

Signature: _____________________________________________________________________

Date: ____________________________________________________________________________

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DEDICATION
I dedicate this project to my father Mr. Samuel Ngerechi, my mother Nancy Ngerechi, Sisters
and brother for the great dedication and support they offered to me through this wonderful
journey.

iii
ACKNOWLEDGEMENTS
I acknowledge the support provided to me by my lectures in sourcing of the project materials and
their unrelenting guidance.
I also acknowledge the support accorded to me by my family, classmates and friends.

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ABSTRACT
The aircraft design over the years has developed and most of the parts are
being designed and modified to fit the modern technology.
Due to craving of the new and modern technology I undertake a project
view of modifying the fixed landing gear of DHC-6 twin otter aircraft to
make it a retractable one and it shall be aided by hydraulic systems to
operate extension and retraction of the landing gears.
Landing gear of an aircraft supports aircraft during ground operation,
taxing, landing and ground maneuvering.
Retractable landing gear is provided with:
1. Means to prevent retraction with aircraft on ground
2. Devices to indicate to the crew position of each landing gear unit.
3. Mechanical lock to ensure each landing gear unit and doors is locked
securely in the retracted and extended position.
4. Means by which landing gear can be extended in the event of failure of
hydraulic systems.

For retractable landing gear it would consist of air-oleo strut that are
attached to the aircraft main frame. There are torque links used to align
and lock the landing gear, hydraulic pumps and other components.

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Table of Contents
DECLARATION..............................................................................................................................................ii
DEDICATION................................................................................................................................................iii
ACKNOWLEDGEMENTS...............................................................................................................................iv
ABSTRACT....................................................................................................................................................v
LIST OF TABLES............................................................................................................................................1
LIST OF FIGURES..........................................................................................................................................2
ABBREVIATIONS...........................................................................................................................................3
DEFINITIONS OF TERMS...............................................................................................................................4
CHAPTER ONE: I NTRODUCTION..................................................................................................................5
1.0 INTRODUCTION.................................................................................................................................5
1.1 BACKGROUND TO THE TRADE PROJECT.............................................................................................5
1.2 STATEMENT OF THE PROBLEM..........................................................................................................5
1.3 HISTORY…………………………………………………………………………………………………………………………………………6

1.4 TRADE PROJECT OBJECTIVES………………………………………………….……………………………………………………..7

1.5 METHODS OF DATA COLLECTION…………………………………………………………………………………………………..7
1.5 SCOPE OF THE PROJECT…………………………………………………………………………………………………………………8
CHAPTER TWO: LITERATURE REVIEW..........................................................................................................8
2.1 INTRODUCTION.................................................................................................................................8
2.3 PRINCIPLES INVOLVED……………………………………………………………………………………………………………………9

2.2 DIFFERENT DESIGN APPROACHES TO TRADE PROJECT......................................................................8

2.2.1 HYDRAULIC PRINCIPLES..................................................................................................................8
2.2.2 KNOWLEDGE ATTAINED...............................................................................................................11
2.3 PRACTICAL EXPERIENCE...................................................................................................................13
2.4 RESOURCE MATERIAL......................................................................................................................13
2.5 EXISTING SITUATION........................................................................................................................13
2.6 ASSOCIATED PROBLEM....................................................................................................................14
2.7 HOW THE PROBLEM HAS BEEN SOLVED..........................................................................................14
2.8 ALTERNATIVE SOLUTION.................................................................................................................14
2.9 HYDRAULIC LANDING GEAR RETRACTING SYSTEM..........................................................................15

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 2.10 EMERGENCY SYSTEM.....................................................................................................................15
CHAPTER THREE: TRADE PROJECT METHODOLOGY..................................................................................16
3.0 INTRODUCTION...............................................................................................................................16
3.1 WHEEL WELL MODIFICATION..........................................................................................................16
3.2 THE RETRACTABLE LANDING GEAR SHOCKS STRUT.........................................................................17
3.3 RESERVOIR.......................................................................................................................................18
3.4 FILTER..............................................................................................................................................18
3.4 ENGINE DRIVEN GEAR PUMP...........................................................................................................19
3.5 NON RETURN VALVE........................................................................................................................20
3.6 ACCUMULATOR...............................................................................................................................20
3.7 SELECTOR VALVE.............................................................................................................................21
3.7 ORIFICE CHECK VALVE.....................................................................................................................21
3.9 ACTUATORS (ACTUATING CYLINDER)..............................................................................................22
3.10 SEQUENCE VALVE..........................................................................................................................23
3.11 SHUTTLE VALVES............................................................................................................................24
3.12 SEALS AND PACKING......................................................................................................................24
3.14 UP AND DOWN LOCKS...................................................................................................................25
3.15 POSITION INDICATION...................................................................................................................25
3.16 EMERGENCY HAND PUMP.............................................................................................................26
3.14 WORKING DIAGRAM......................................................................................................................26
CHAPTER FOUR: DATA ANALYSIS AND INTERPRETATION..........................................................................29
4.1 INTRODUCTION...............................................................................................................................29
4.2 MAINTENANCE PRACTICES..............................................................................................................29
4.2.1 SERVICING.................................................................................................................................29
4.2.2 INSPECTION OF THE SYSTEM...................................................................................................30
4.2.3 TROUBLE SHOOTING.................................................................................................................31
4.2.4 SAFETY PRECAUTIONS..................................................................................................................32
4.3 COSTING..........................................................................................................................................32
4.4 CONCLUSION...................................................................................................................................34
4.5 RECOMMENDATION........................................................................................................................35
4.6 REFERENCES....................................................................................................................................36

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viii
LIST OF TABLES
Table 1: Troubleshooting procedures and corrective measures to be undertaken...................................34
Table 2:Costing..........................................................................................................................................35

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LIST OF FIGURES

Figure 1: wheel well plan view..................................................................................................................15

Figure 2: oleo strut....................................................................................................................................16
Figure 3: hydraulic reservoir......................................................................................................................17
Figure 4: hydraulic filter.............................................................................................................................18
Figure 5: engine driven pump....................................................................................................................19
Figure 6: non return valve.........................................................................................................................20
Figure 7: accumulator................................................................................................................................21
Figure 8: selector valve..............................................................................................................................22
Figure 9: orifice check valve.......................................................................................................................23
Figure 10: actuating cylinders....................................................................................................................23
Figure 11: sequencing valve......................................................................................................................24
Figure 12: shuttle valves............................................................................................................................25
Figure 13: hydraulic seals..........................................................................................................................26
Figure 14: position indication....................................................................................................................27
Figure 15: hand pump...............................................................................................................................28
Figure 16: landing gear..............................................................................................................................29

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ABBREVIATIONS
W = weight [N]
g = gravity [m/s²]
F = force [N]
A =area [m²]
v = velocity [m/s]
K.E = kinetic energy
P = pressure energy [pa]

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DEFINITIONS OF TERMS
PASCAL - is the SI unit of pressure.
FLUID - is the substance that flows.
AIRSPEED -is the speed of the aircraft relative to the air.

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 CHAPTER ONE
I NTRODUCTION
1.0 INTRODUCTION
The project is all about design of retractable landing gear for the DHC-6 Twin Otter aircraft,
to change it from fixed to retractable.
For the system to fit into the aircraft (landing Gear) the belly of the aircraft that has space
inside shall be modified to create a wheel well and the doors shall be hinged for the easiness
in opening and closing during the sequence of retraction and extension of the landing gears.
A hydraulic system will be preferred for use due to its great power to weight ratio.

1.1 BACKGROUND TO THE TRADE PROJECT

DHC-6 TWIN OTTER is a 19 passenger Short Take Off and Landing utility aircraft. The
aircraft’s fixed undercarriage, short takeoff and landing capabilities, twin turboprop engines
and high rate of climb have made it a successful commuter passenger airliner, cargo and
medical evacuation aircraft. The twin otter has been popular with commercial skydiving
operations and is used by the United States Army Parachute Team and the United States Air
Forces 98th Flying Training Squadron.

1.2 STATEMENT OF THE PROBLEM

A DHC-6 TWIN OTTER aircraft is delivered by the manufacturer with a fixed tricycle landing
gear. The aircraft has short takeoff and landing capabilities making them adaptable for use in
areas with difficult flying conditions since it requires short runways for takeoff and landing. The
aircraft has a fixed tricycle landing gear system.
My idea is construction of a retractable landing gear to replace the current fixed landing gear on
a DHC-6 TWIN OTTER. A fixed landing gear has many disadvantages over retractable landing
gears. These disadvantages include:
 A fixed landing gear increases parasitic drag which reduces horsepower,
 A fixed landing gear partially absorbs landing loads and later transfer them to the
airframe directly causing structural fatigue.

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1.3 HISTORY

The earliest airplane was wright flyers aircraft which used skids as its landing gear and since
then there have been development of new modern types of aircraft. In research DHC-6 twin
otter aircraft has been very dependable and convenient aircraft.

It developed by De Havilland Canada [DHC], but its currently produced by Viki Air. It’s meant
for short takeoffs and landings.

Some accidents caused by DHC-6 aircrafts are;

1. In March 2011 a safari link twin otter aircraft in Kenya crash landed in Maasai Mara.

2. March 20 1963 Saudi government aircraft crashed into a mountain in Italy after landing on
gear hit a tree as the aircraft was flying low, killing 18 people on board.

3. On 27th October 1963 in wind roe twin otter aircraft crashed landed injuring passengers and
crew on board.

4. In 9th august 2007 Air Moorea DHC-6 aircraft crashed shortly after leaving Moorea airport in
France where 20 were killed.

5. In 15th December 2010 a crash was witnessed in Nepal and all 22 passengers were killed.

These are a few of the accidents caused by DHC-6 aircraft due to fixed landing gear, which if we
modify the landing gear and introduce a retractable one the accidents caused by the landing
gear would be reduced.

DHC-6 has a cruising speed of 150 knots [170mph] and rate of climb of 1600ft/min[8.1m/s]
which can be increased if the aircraft is to be designed with a retractable landing gear.

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1.4 TRADE PROJECT OBJECTIVES

● The chief objective of this project is to increase climb performance and higher
cruise airspeed due to the resulting decrease in drag.
● To increase performance and efficiency of an aircraft: by reducing parasitic drag,
performance of an aircraft shall be increased due to the reduced fuel consumption
that enhances endurance of the aircraft
● To reduce structural failure due to landing fatigue:
Fixed landing gears do not fully absorb one landing stocks hence tend to transfer
the loads to aircraft structures, incorporation of retractable landing gear will
eliminate the risks since they fully absorb and dump the loads by use of an oleo
strut type of landing gear.
● To design an effective, efficient and time saving emergency extension system
that will safeguard the safety of the aircraft and its occupants in case of main
system failure.

● To reduce fuel consumption- due to reduced drag will be

reduced in fuel consumption.

● To time saving - due to reduced drag in climb and cruising the

aircraft will be fast hence saving time.

1.5 METHOD OF DATA COLLECTION

To collect data and information necessary for writing this project, I designed a methodology
through which my objectives could be accomplished.
✔ Maintenance manuals.
This method involved gathering information from maintenance manuals. I had also to
see the schematic diagrams which helped in my understanding of the system.
✔ Observation
The technique gave out the true features of a DHC-6 that it had problems. Through
observations, I realized that the fixed landing gear generated a lot of drag during
flight reducing the speed of the aircraft.
✔ Research on internet

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 I had to spend some considerable amount of time trying to get the finest details on
how to design the aircraft and produce the best out of it. I had to research from the
manufacturers websites.
✔ Questionnaire
I had many questions and clarifications that I was helped out
by the engineers and relevant authorities.

✔ Literature.
I went through magazines i.e. CAT magazines. Text books i.e.
airframe and power plant handbook by F.A.A and manuals.

1.6 SCOPE OF THE PROJECT

During my research, many technicians, engineers, tutors and fellow students were cooperative to
assist in the more understanding of the landing gear system more so extensively on retractable
landing gear where all my efforts and time were dedicated to.
Also, the scope of this project research was done through thorough reading of books i.e.
airframes and power plant by Fidel aviation administration and manuals.
I researched in the internet for information that I didn’t get from the books, specialists and
manuals.

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 CHAPTER TWO
LITERATURE REVIEW
2.1 INTRODUCTION

This project its all about hydraulic operated landing gear. DHC-6 twin otter aircraft has been
using a fixed landing gear which are attached to the structural member of fuselage,and due to
the zeal of a new technology,i undertake the project to modify and install a retractable landing
gear in DHC-6 twin otter aircraft.

Retractable landing gear reduces parasitic drag which will make the aircraft to be
economical,safe and fast.

For retractable landing gear it will consists of side stay strut where the wheel assembly will be
attached,actuators that will aid in retraction and extension,hydraulic pump that will be engine
driven,doors panels,landing gear mountings that will be attached to the fuselage,hydraulic lines
and pipings that will aid to supply hydraulic fluid to the system and many more componets will
be required..

According to David Karuga who tried to design a retractable landing gear of cessna caravan
208,he found that retractable gears are more beneficial to the aviation industry when designed
in an aircraft. Some of the challenges he encountered were finances,time to carry out enough
research,and also in some places he needed to get information he was restricted from
accessing them i.e the technical libraries.

As I was doing my research, it was easy for me to access the technical library and had
engineers which assisted me to access all the relevant manuals that I required.

2.2 PRINCIPLES INVOLVED

2.2.1 HYDRAULIC PRINCIPLES

We first have to know that hydraulic is a branch of fluid mechanics, which deals with the study of
liquid, their properties and their physical characteristic both at rest and in motion.

The name hydraulic means “Hydra” meaning fluid and “Aulic” means pipes. In general hydraulic means
application of power through a medium of hydraulics.

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Some of the characteristics of hydraulic fluids include:

1. Liquids are regarded as incompressible i.e the volume of the given fluid remains constant though
subjected to a high pressure. This characteristic makes it possible and easy to determine the volume of
hydraulic fluid required to move the piston through its operating range.

2. Hydraulic fluid like any other fluid expands as temperature increases hence safeguards must be
provided in the system to allow room for expansion and contraction of fluid as temperature changes .

2. PASCAL PRINCIPLE.

It states that a confined fluid exerts a pressure at every point and in every direction of the place
confined. This is true under a constant state conditions and when force of gravity is not taken.

FLUID FLOW

When a liquid is forced through a tube it rubs against the walls of the tube. This holds some of the liquid
back by resistance which is loss of energy.

(i) LAMINAR FLOW

When a liquid is forced through a constant diameter tube at low velocity, the flow is smooth and fluid
particles tend to move in a parallel stream.

____________________________________________________

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _

_ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ____

____________________________________________________

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(ii).TURBULENT FLOW

This is a type of fluid flow in which the fluid undergoes irregular fluctuations, or mixing .

___________________________________

___________________________________

(iii) CONTINUITY OF FLOW.

For continuity of flow in any system of fluid the total amount of liquid entering the system must be
equal to condition of uniform flow and of steady flow.

__________________L__________________________

____________________________________________
Volume= A × L
Volume of flow per unit time= a.l/t
Bt l/t is velocity. Hence volume =a.v.
Therefore discharge of pipe =Q=av
Qa = Qb.

(iv).BERNOULIS THEOREM.

It states that the total energy of each particle of a fluid in a system is the same provided that no energy
enters or leaves the system.

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Force transmitted through fluid:

F1=100lbs A=10sq.inch F2=100lbs

According to Pascal’s law any force applied to the confined fluid is transmitted in all direction
throughout the fluid regardless of the shape of the container. In our diagram if there is resistance on the
output piston 2 and input piston 1is pushed downwards, a pressure is created therefore transmitting a
force equally at right angles in all part of the container.
If the pistons are used in a fluid power system this force acting on each is directly proportional to its
area and the magnitude of the each force is the product of its pressure and its area.

PROPERTIES OF HYDRAULIC FLUID

•VISCOCITY
It’s the internal resistance of a fluid which tends to prevent it from flashing. The viscosity of the fluid is
affected by temperatures. Good hydraulic fluid should have low viscosity.

•CHEMICAL SUITABILITY
It’s the liquid ability to resist oxidation and determination for long period of time.

•FLASH POINT
Its temperature at which liquids gives vapor in sufficient amount to ignite momentarily when a flame is
applied.

•FIREPOINT

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It’s the temperature at which a substance gives off vapor in sufficient quantity to ignite and continue
burning when exposed to a flame or spark

TYPES OF HYDRAULIC FLUIDS

1. VEGETABLE FLUID.
Its colored blue or green.

2. MINERAL BASE FLUID

Usually colored red
Used in many systems where fire hazard comparatively low

3. FIRE RESISTANCE FLUID

They are usually phosphate ester type.
Colored light green or purple.

QUALITIES OF SUITABLE HYDRAULIC FLUIDS

1. Small co-efficient of expansion
2. High boiling point
3. Low freezing point.
4. Not corrosive to aircraft metal.
5. Low viscosity.
6. Incompressibity.

2.2.2 KNOWLEDGE ATTAINED

This project has greatly helped me to understand more about landing gears and its components,
hydraulic systems and aircraft in general. This has been generated through my research in internet,
books, manuals, interview with specialists among other sources.

2.3 PRACTICAL EXPERIENCE.

The problem of the fixed landing gear was realized during the industrial attachment period.
Working with different types of aircraft in hangars gave me great exposure to retractable landing
gears and enabled me to understand how they operates and how they are maintained.

2.4 RESOURCE MATERIAL.

⮚ Overhaul manual
The DHC-6 twin otter overhaul manual contains all the detailed procedures necessary to
carry out tasks relevant to more complex scheduled checks required at the base.
They give information on:
▪ Description and system operation.

▪ Disassembly.

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 ▪ Cleaning procedures.

▪ Inspection/checks.

▪ Repair/ reassembly and replacement.

▪ Testing and testing procedures.

⮚ Maintenance manual.
Maintenance manual contain detailed procedures used to carryout operations relevant to
inspection modification, repair, removal, trouble shooting, servicing and installation.

⮚ Magazines

▪ Flight international.
Contains information on aircraft modification, technology and aircraft inspection

▪ Technical digest
Contains information on aircraft maintenance, equipment and components

⮚ Illustrated parts catalogue

▪ It represents of components breakdown of structure and equipment in

disassembled sequences.
▪ It includes exploded views and cut way illustrations for all parts and equipment
manufacturer

2.5 EXISTING SITUATION

Currently, the DHC-6 twin otter has a fixed landing gear system attached to the aircraft
fuselage.
The system has employed spring steel legs at the main undercarriages that consist of a tube or
strip,
Of tapered spring steel, the upper end being attached with bolts to the fuselage and the lower end
terminates in an axle on which the wheel and brakes are assembled.
This type of landing gear does not dissipate the energy of the aircraft on landing but temporarily
store it and quickly return it to the aircraft.

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2.6 ASSOCIATED PROBLEM
The landing gear system of DHC-6 is fixed landing gear system. During flight, the gears
generate a lot of drag which reduces efficiency of the aircraft through large amounts of fuel
consumption used to overcome the drag.
The system also doesn’t fully absorb the landing loads during landing hence transfers the
loads to the structure causing fatigue on the attachment areas which will give room to failure
and even corrosion attack at extreme ends.

2.7 HOW THE PROBLEM HAS BEEN SOLVED

Currently no modification to solve the problem fully has been achieved, but manufactures are adopting
the use of fairings as a means of reducing drag by streamlining the airflow striking the system. Also they
are making use of rubber shocks cards but more need to do away these problems is of wanting .

2.8 ALTERNATIVE SOLUTION

The chief objective of this project is to eliminate parasitic drag caused by fixed landing gears
during flight.
A retractable landing gear leaves a streamlined surface under the fuselage. This increases the
efficiency of the aircraft by eliminating parasitic drag as well as maximizing the engine power.

2.9 HYDRAULIC LANDING GEAR RETRACTING SYSTEM

The system shall consist of the following:

⮚ Engine driven pumps

These shall provide system pressure for operation of the system.
⮚ Selector valve
These types of valves are used to direct the flow of hydraulic fluid to or from a
component and achieve the desired operation.
⮚ Sequence valves
Control the sequence of operation between two branches in a hydraulic circuit i.e. they
enable one component within the system to automatically set another component into
motion.
⮚ Pipes
They carry and contain the hydraulic fluid pressure to the desired operations point
selected.
⮚ Warning devices.

15
 These are to guard against landing with the gear retracted or unlocked. A warning horn is
incorporated in the system. Position indicators on the cockpit will also be incorporated to
show position of the gear to the flight crew.

Operation:
The system shall be mechanically driven by engine driven pumps, when the landing gear selector
is moved to ‘up’ position, fluid under pressure is directed to the up line to the landing gear
actuating cylinders but blocked from going to the door actuating cylinders by door sequence
valves.
At the end of travel of gear actuating cylinders that is retracted, the fluid moves to door cylinders
and the door closes.
When the system is up and locked, there is an indication showing that it’s fully locked.

2.10 EMERGENCY SYSTEM

Fail safe system to lower the gear in the event of main system failure shall be incorporated. It
shall consist of the full safe systems:
 Gravity system - has its operating handled in the cockpit connected by mechanical
linkages to lower the landing gear.

⮚ Pneumatic system - operates almost like the hydraulics system but only differs from the
medium in use.

⮚ Electrical system - an electrical system will require a medium size motor which will
convert electrical energy into rotary motion.

CHAPTER THREE
TRADE PROJECT METHODOLOGY

3.0 INTRODUCTION
In retractable landing gear for DHC-6 TWIN OTTER, several components will be employed
which will compose the whole system. Modification of the wheel, construction and operation of
the various components will be discussed including operation of the landing gear with the aid of
diagrams.

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3.1 WHEEL WELL MODIFICATION
The aircraft wheel well will be modified by cutting part of the belly which has space inside to
accommodate the wheels when retracted. The cut sections shall be hinged, supportive
mechanism and attachment for door actuator incorporated as shown in figure below.

Figure 1: Wheel well plan view

3.2 THE RETRACTABLE LANDING GEAR SHOCKS STRUT

The fixed landing gear shall be replaced with retractable oleo strut whose function shall include:

● Supporting the aircraft on ground.

● Absorb landing loads and dampen them.

● For ground maneuvers.

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 Figure 2: Oleo strut

3.3 RESERVOIR
A hydraulic reservoir is a container designed to store sufficient hydraulic fluid for all conditions
of operations.
It contains a filler neck through which it is filled: fins are incorporated to keep the fluid within
the reservoir from foaming and sloshing which may result to entry of air into the reservoir. The
filler neck is equipped with filter to prevent entry of foreign matter.
The lower housing of the reservoir incorporate baffle plates, stand pipe, connection for return
line, connection for emergency system pump and connection for main system pump.

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Baffle plates function similarly as fins while stand pipe is where the main system draws its fluid.
The construction of the reservoir is in such a way that adequate fluid is left for operation of the
emergency system should the main system’s fluid supply become depleted.
It has a fluid quantity indicating system and it may have a temperature sensing probe.

Figure 3: Hydraulic reservoir

3.4 FILTER
Hydraulic filters are required to filter out any particles that may enter the hydraulic fluid and
protect the seals and working surfaces in components.
Main filters usually comprise a filter head containing inlet and exhaust valves, and sump which
houses the filter element.
The system shall make use of Micronics filter that incorporates magnetic type element that will
attract metal particles. The filter incorporates a bypass valve to allow unfiltered fluid to the
system in the event of the filter blocked due to clogging or particles. The filter has a means of
indicating that it has been clogged and needs replacement.

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Figure 4: Hydraulic filter

3.4 ENGINE DRIVEN GEAR PUMP

This pump is described as a Constant Delivery (fixed volume) Pump because each revolution of the pump
will deliver a given volume of fluid provided the pump is not worn out and no leakages.
The pump comprises of two gears one of the gears is driven by the power source, and this gear drives the
other.
Fluid is carried around in the spaces between the gear teeth from the inlet to the outlet side of the pump. It
needs a relief valve to return the fluid into the reservoir when the system is not operating.

Figure 5; engine driven pump

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3.5 NON RETURN VALVE
The non-return valve permits full flow of fluid in one direction but restricts/blocks flow in the
opposite direction.

Figure 6: Non return valve

3.6 ACCUMULATOR
An accumulator is a device used to store hydraulic fluid under high pressure. The chamber is separated into two
parts. The volume on one side of the piston is pressurized with air or nitrogen and the other is connected to the
hydraulic system pressure line. The gas pressure is checked with hydraulic system pressure zero.

Figure 7: Accumulator

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3.7 SELECTOR VALVE
The purpose of the selector valve is to direct hydraulic to the appropriate of an actuator or to
provide a return path for fluid displaced from the opposite side of that actuator to achieve the
desired operation.

Figure 8: Selector valve

3.7 ORIFICE CHECK VALVE

An orifice check valve is designed to provide free flow of hydraulic fluid in one direction and
restricted flow in the opposite direction. It shall be employed in the system to aid in the
extending the landing gear.
When the valve is on its seat fluid flow can only occur through its Centre orifice but in the
opposite direction of flow the valve is off its seat.

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Figure 9: Orifice check valve

3.9 ACTUATORS (ACTUATING CYLINDER)

Hydraulic actuator is used to transform hydraulic pressure to mechanical motion.
Actuating cylinders are used for direct and positive movement in the retraction and extension of
landing gears.
A double actuating cylinder shall be employed in the system since hydraulic fluid can be applied
to both sides of the piston hence providence of force in either direction.

Figure 10: Actuating cylinders

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3.10 SEQUENCE VALVE
Sequence valves are fitted in the system of landing gear to ensure correct operation of landing
gear doors and jacks that is in sequential manner.
Used in the landing gear system to ensure that doors open before the gears are extended and also
gears retracted before doors are closed.

Figu
re 11: Sequencing valve

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3.11 SHUTTLE VALVES
A shuttle valve is a valve which allows fluid to flow through it from one of two sources. They
are used in the landing system to enable an emergency system to operate the same actuators as
the normal system.
During normal operation, free flow is provided from the normal system to the service while the
emergency is blocked, when the normal system pressure is lost and emergency system selected.
The shuttle valve moves across blocking the normal supply and allowing emergency pressure to
the actuator.

Fi
gure 12: Shuttle valves

3.12 SEALS AND PACKING

Hydraulic packing rings and seals are used in the system to prevent leakage of the fluid and
therefore preserve the pressure in the aircraft hydraulic system.
Packing rings are used to provide seal between two parts of a unit that move in relation to each
other. Care should be observed during handling, installation and inspection of rings, seals and
packings because any scratch or nicking can cause failure of a component/unit in the system at a
critical time.

25
Figure 13: Hydraulic seals

3.14 UP AND DOWN LOCKS

These are safety devices that prevent the collapse of the landing gear when the aircraft is on ground
(down locks) and also ensure that the gear is secured during flight (up locks)
Once the gear is in the UP position, it is locked to prevent air loads and gravity from pulling the gear
down. In the down position, a secondary over-center locked strut moves into position and prevents the
aircraft weight and landing loads from collapsing the landing gear.

3.15 POSITION INDICATION

When the landing gear is selected down or up, it’s not possible to be certain that each undercarriage is
securely locked. An electrical indication is used to provide a positive indication of the operation of the
locks and of the position of the landing gear. The system consist of micro switches on the up locks and
down locks which make or break when the locks operate and which shall be connected to the landing gear
position indicator on the instrument panel.

Figure 14: Position indication

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3.16 EMERGENCY HAND PUMP
The emergency hand pump is incorporated for landing gear operations should the main system
fall for extension purposes.

Figure 15: Hand pump

3.14 WORKING DIAGRAM

The hydraulic fluid stored in the reservoir is supplied to the system as a result of being pumped
by the spar gear pump. The pump forces the fluid through the filter to the accumulator which
stores fluid under pressure that can be used in emergency.
The fluid under pressure is then flown to the selector valve which determines the direction of
flow as desired to operate the system.
Warning indicators are provided in the cockpit to show the pilot when the wheels are down and
Locked or if they are in intermediate positions

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 Figure 16: Landing gear

The system employed shall operate on two modes as explained below:

 Retraction
-When the landing gear selector valve is moved to ‘up’ position, fluid under pressure is directed to
the ‘up’ line.
-Fluid flows to the landing gear sequence valves to the gear actuating cylinders to the gear down
locks.
-Down locks operate by first releasing the landing gear and allowing retraction actuating jacks to
raise the gears.
-At the end of travel of gear retraction jacks, a striker on each legs contacts the plunger of gear
sequence valves and allows fluid to the door actuating cylinders.
-The main gear engages the up locks and the door close engaging door locks.
Fluid in the down return lines return to the reservoir

 Extension
-When the gear selector valve is moved to the down position, fluid under pressure is
moved/directed to the ‘down’ line.
-Fluid first flows to door sequence valves to direct fluid to the door actuating cylinders for the
doors to open. Once the doors open, fluid flows to the up locks for them to release the gears.
-Fluid that flows to the gears is controlled by the orifice check valves to control the rate at
which the gears are extended.
-When the gears are fully extended, fluid moves to the down locks to ensure that it is down and
locked.

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 Emergency operation (Extension)
-In the eventually of the main system failure, an emergency system for landing gear
extension is provided. The system shall employ an independent hydraulic system
(reservoir) that provides fluid for the extension.
-Fluid under pressure from the hand pump passes through the shuttle valve that operates
on the principle of pressure differential to break up locks and release the gear. When
fully extended, down locks are engaged by spring jacks.

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 CHAPTER FOUR
DATA ANALYSIS AND INTERPRETATION
4.1 INTRODUCTION
After my field research, I decided to analyze the collected information required in the following
ways:

⮚ Use of a panel
This involved the discussion with a selected group of technicians and engineers who
have enough knowledge on landing gears whereby they contributed to other capacity of
understanding of the system

⮚ Experimentation
This includes testing of locally available materials to determine whether their strengths
and structural characteristics are fit for this design.

⮚ Through computers.
I used computers throughout my research process to absolute information. The use of
computers included data analysis and research which was key in my research.

4.2 MAINTENANCE PRACTICES

4.2.1 SERVICING
Service tires with an air compressor or nitrogen. Nitrogen is used to compensate for lower
temperatures at high altitudes by increasing tire pressure stability and overall physical integrity.
During the servicing of hydraulic landing gear system, make sure that the correct fluid as
recommended by the manufacture should be used and filled to the correct level.
The system fluid sometimes can be contaminated hence the need to bleed the system replenish
with clean fluid. But samples should be taken to get the causes behind the contamination so as to
curb further contamination.
Ensure that all valves are regularly checked for sensibility and replaced of found faulty. Loose
fittings and cap lings should be regularly checked and properly serviced to minimize leakages
and pressure losses.

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4.2.2 INSPECTION OF THE SYSTEM
During the landing gear system inspection, the following should be accomplished:

❖ Actuating mechanics must be inspected for wear, looseness in any joint, grunions or
bearing.
❖ Inspect for smoothness in operation of the system, effectiveness of the up and down
locks, operation of warning bell, position indicating systems, operation of the doors and
emergency system operation.
❖ The entire structure of the landing gear should closely be examined for cracks, nicks,
cuts, corrosion damage or any other condition that can cause stress concentration and
eventual failure of the system.
❖ All bolts and fittings should be checked for security and condition

❖ All moving parts of the system should be lubricated in accordance with the aircraft
service manual.

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4.2.3 TROUBLE SHOOTING
The following table shows the trouble shooting procedure and corrective measures to be
undertaken.
Problem cause Isolation procedure Remedy
1) Landing gear
▪ Check the charging ▪ Charge the
extension very slow.
valve condition and accumulator or
❖ Incorrect power supply pressure in the replace the defective
or incorrect accumulator accumulator. valve.
charging.

❖ Landing gear reducing ▪ Check reducing valve ▪ Replace the reducing

valve internal leakage. condition. valve.

2) Position indication ▪ Check indicator lamps ▪ Replace defective

lights not illuminating
by the test buttons. lamp.
❖ Damaged lamps.

❖ Up and down locks ▪ Check micro switches ▪ Adjust or replace

micro switches operation faulty micro switches.
damaged or faulty.

❖ Micro switches wiring ▪ Check for continuity. ▪ Replace.

or connector damage.
3) Landing gear doesn’t
▪ Check hand pump ▪ Replace the pump.
extend in emergency.
condition.
❖ Defective hand pump.

❖ Internal leakage ▪ Check valve condition ▪ Replace the valve.

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 4) Landing gear doesn’t
▪ Check micro switches ▪ Replace or adjust
perform selected
operation operation and faulty micro switches.
adjustment
❖ Control and indication
circuit micro switches
damaged or faulty.

❖ Shuttle valve stack ▪ Check shuttle valve ▪ Replace defective

operation. valve.
( landing gear
extension )

❖ Low pressure in the ▪ Check accumulator ▪ Recharge and bleed.

accumulator(landing charge.
gear doesn’t retract)
5) Nose landing gear
▪ Carry out wheel
vibration.
assembly balance.
❖ Wheel assembly of
balance condition. ▪ Replace parts or part
as required.
❖ Extensive clearances
caused by wear bearing
at shock absorber ▪ Identify damaged
connecting rod end
parts or part.

Table 1: Troubleshooting

4.2.4 SAFETY PRECAUTIONS

 During servicing of the landing gears, ensure that ground locks and parking brakes are
applied so that ground movements are minimized.
 Always the aircraft should be jacked at the jacking points to minimize identification of
the fuselage skin causing damage.
 Before any flight, the fluid level in the reservoir should be checked and any leakages
should be corrected to minimize pressure loss during landing and ground maneuvering.
 The main gear wheels should be aligned to ensure proper handling characteristics during
landing, fanning and takeoff to reduce tire wear.

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 4.3 COSTING
For the fulfillment of the project, some expenses shall be incurred in the purchase of hydraulic
components, design and installation fees so that the objectives can be met.
All the components are provided with their current costs and the number of components to be
used was obtained from Honeywell Company as shown below.
Component Specification Quantity Unit price Total price (kshs.)
(kshs.)
1. Accumulator Piston type 2
2. Filter Micronics type 4
3. Oleo strut Steel type 3
4. Bolts Standard A dozen
5. Nuts Standard A dozen
6. Sequence valve - 4
7. Relief valve - 1
8. Selector valve Rotary 1
9. Actuating cylinders Double actuating 6
10. Hydraulic seals Chevron type 25
11. Check valves Orifice type 3
12. Pipes Flexible 20
13. Landing gear actuators Hydraulic motor 3
14. Up locks and down Spring type 6
locks

Emergency system
15. Hand pump Piston 1
16. pneumatic Piston 1
17. indication system Piston 2

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Labor cost
Professional fee

Table 2: Costing

TOTAL COST

Hydraulic components

Emergency system

Labor and professional fee

Total

4.4 CONCLUSION
The designing of this device is both challenging and educative. Much of the design work that is
aimed at providing an appropriate solution to the problem of fixed landing gear. It is worth
appreciating the fact that in the research there is no best performance unless practically done.
There is always a room for improvement/modification.

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This project is just an eye opener, revealing and bringing to my understanding the entire
hydraulic and landing gear systems. However, I welcome any ideas, critics in terms of design to
improve in operation. May this project inspire other designers to pick up from where I have
terminated and improve further on futuristic equipment.

4.5 RECOMMENDATION
I will increase efficiency through the reduction of interference drag hence reduction in
operational costs by reducing the amount of fuel within a specified distance/range by the aircraft.

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I therefore call for sponsors and aviation industry more so those who use DHC-6 to help the
project become a reality so that this aircraft can remain competitive in the market.
I hereby recommend that the Kenya National Examination Council to give a more dignified time
frame between which the project should be completed to allow enough research time and this
will enhance more sound projects to be designed.
On regard to this project I recommend that this project should be adopted, analyzed and
developed for the present and future applications on the DHC-6 TWIN OTTER undercarriage to
make them retractable ones for the development of the Aviation industry.

4.6 REFERENCES
Aircraft and power plant (Airframe Handbook)
Aircraft Hydraulic System by R. Neese

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DHC-6 Maintenance Manual
Aircraft Maintenance and Repair – Kimberly/ Bent / Deld
FAA Airframe pdf.
Internet
CALPS – Civil Aircraft Inspection Procedures.

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