Jordan University of Science and Technology (JUST)

Faculty of Engineering – Aeronautical engineering department

Aeronautics Lab .II AE549
Experiment [7.2]
Hydraulic landing gear system
Objective:
 To investigate the behavior of a Hydraulic landing gear system.
 To investigate the behavior of Flaps system.
 To investigate the relationship between the landing gear system and the flap system with the
Hydraulic Power pack.

Introduction:
The undercarriage or landing gear in aviation, is the structure that supports an aircraft on the
ground and allows it to taxi, takeoff and land. Typically wheels are used, but skids, skis, floats or a
combination of these and other elements can be deployed, depending on the surface.

Description:
The hydraulic system covered in this Section consists of the landing gear system and the flap system
and the Hydraulic Powerpak which is the control for both. The brake system, although hydraulically
operated, is not included in this Section as it has its own hydraulic system independent of the
Powerpak.
Landing Gear Arrangement
Three basic arrangements of landing gear are used: tail wheel type landing gear (also known as
conventional gear), tandem landing gear, and tricycle-type landing gear.
1- Tail Wheel-Type Landing Gear
Tail wheel-type landing gear is also known as conventional gear because many early aircraft use
this type of arrangement. The main gear are located forward of the center of gravity, causing the tail
to require support from a third wheel assembly. A few early aircraft designs use a skid rather than a
tail wheel. This helps slow the aircraft upon landing and provides directional stability. The resulting
angle of the aircraft fuselage, when fitted with conventional gear, allows the use of a long propeller
that compensates for older, underpowered engine design. The increased clearance of the forward
fuselage offered by tail wheel-type landing gear is also advantageous when operating in and out of
non-paved runways. Today, aircraft are manufactured with conventional gear for this reason and for
the weight savings accompanying the relatively light tail wheel assembly.
2- Tandem Landing Gear
Few aircraft are designed with tandem landing gear. As the name implies, this type of landing gear
has the main gear and tail gear aligned on the longitudinal axis of the aircraft. Sailplanes commonly
use tandem gear, although many only have one actual gear forward on the fuselage with a skid
under the tail. A few military bombers, such as the B-47 and the B-52, have tandem gear, as does
the U2 spy plane. The VTOL Harrier has tandem gear but uses small outrigger gear under the wings
for support. Generally, placing the gear only under the fuselage facilitates the use of very flexible
wings.
3- Tricycle-Type Landing Gear
The most commonly used landing gear arrangement is the tricycle-type landing gear. It is comprised
of main gear and nose gear.
Tricycle-type landing gear is used on large and small aircraft with the following benefits:
A. Allows more forceful application of the brakes without nosing over when braking, which enables
higher landing speeds.
B. Provides better visibility from the flight deck, especially during landing and ground
maneuvering.
C. Prevents ground-looping of the aircraft. Since the aircraft center of gravity is forward of the main
gear, forces acting on the center of gravity tend to keep the aircraft moving forward rather than
looping, such as with a tail wheel-type landing gear.

Shock Absorbing and Non-Shock Absorbing Landing Gear

In addition to supporting the aircraft for taxi, the forces of impact on an aircraft during landing must
be controlled by the landing gear. This is done in two ways: 1) the shock energy is altered and
transferred throughout the airframe at a different rate and time than the single strong pulse of
impact, and 2) the shock is absorbed by converting the energy into heat energy.

Brake Actuating Systems

The various brake assemblies, described in the previous section, all use hydraulic power to operate.
Different means of delivering the required hydraulic fluid pressure to brake assemblies are
discussed in this section. There are three basic actuating systems:
1. An independent system not part of the aircraft main hydraulic system.
2. A booster system that uses the aircraft hydraulic system intermittently when needed.
3. A power brake system that only uses the aircraft main hydraulic system(s) as a source of pressure.
Systems on different aircraft vary, but the general operation is similar to those described.
Procedure:
LANDING GEAR RETRACTION
CAUTION:
Keep all personnel away from moving parts! Bodily injury could occur.

1. Move the landing gear lever and flap levers to the neutral position.
2. Push the throttle lever forward.
3. Turn control panel master on. A green light indicating that the gear is down and locked will
illuminate.
4. Clear the area of personnel and any objects that would interfere with movement of gear or flaps.
5. Select "gear up" by placing the landing gear lever up.
6. Extend hand pump handle from power pack, retract landing gear manually. (Note: the hand pump
cannot be operated while motor driven pump is running, The motor driven pump should be turned
off for this procedure.) When gear is fully retracted the red "gear up ", light will illuminate.
7. To test gear warning horn pull throttle back, horn will sound. To silence horn move throttle forward.
8. Inspect gear door for fit.
9. To extend gear, place gear lever in the down position. (Note: gear will free fall partially down)
use the manual hand pump, until the gear is down and locked completely "Gear down and locked"
light will illuminate.
10. Turn on hydraulic pump.
1 l. Select "gear up by placing the landing gear lever up. Check for smooth operation and gear up light.
12. Select "gear down" by placing the landing gear lever down. Gear should extend and "Down and
locked " light will illuminate.
13. Inspect actuating cylinder for leakage and security.
14. Inspect position indicating switches and electrical leads for security.
15. Lubricate per lubrication chart.
16. Turn motorized Pump off.

FLAP OPERATION
1. Select "flap down"
2. Extend manual pump handle and manually pump flap to the "Down position"
3. Inspect Flap attach Points.
4. Inspect flap cylinder for attachment and leakage.
5. Select "flap up" and using the manual pump return flap to the up position.
6. Turn on motorized Pump. Raise and lower flap and check for smooth operation.

SHUT DOWN PROCEDURES

1. Make sure landing gear is down and locked.
2. Make sure that flap is up.
3. Turn switches off.
4. Disconnect AC. Power cord.
Think

*Explain how the gear system works?

*What limitations does the landing gear have?
*What warnings does the landing gear system have
*When would the red gear unsafe light illuminate
*When do you hear the gear warning horn
*How does the emergency gear extend lever work
*What do the up and down limit switches do
*Could the landing gear be accidentally retracted on the ground? Why?Why not
*What actions would you take if the gear failed to retract? Failed to extend
*How would you determine if the gear pump was continuously running
*What would you do if one main gear failed to lock down
*How many seconds does the gear need to extend or retract .
*How do the brakes work .
* How does the aircraft steer on the ground?