LANDING GEAR ATA- 32

A.LANDING GEAR CONSTRUCTION

● Aircraft landing gear supports the entire weight of an aircraft during landing and
ground operations.
● Attached to primary structural members of the aircraft.
● Gear feature skids:helicopters, balloon gondolas, and in the tail area of some tail
dragger aircraft.
● Skis: Aircraft that operate to and from frozen lakes and snowy areas may be
equipped with landing gear.
● Pontoon-type landing gear:Aircraft that operate to and from the surface of water.
● Amphibious aircraft : designed with gear that allow landings to be made on water or
dry land.
● Main landing gear :the two or more large gear located close to the aircraft's centre
of gravity.

B.LANDING GEAR CONFIGURATIONS:

● Tailwheel-type landing gear: main gear are located forward of the centre of gravity,
causing the tail to require support from a third wheel assembly.
● Tandem landing gear: the main gear and tail gear aligned on the longitudinal axis
of the aircraft.
● Tricycle-type landing gear: comprised of main gear and nose gear, used on large
and small aircraft,
● On light aircraft, the nose gear is directed through mechanical linkage to the rudder
pedals.
● Heavy aircraft typically utilise hydraulic power to steer the nose gear.
● Control is achieved through an independent tiller in the flight deck.
● More than two wheels are attached to a landing gear strut, the attaching mechanism
is known as a bogie.

C.FIXED AND RETRACTABLE LANDING GEAR:

● Mechanisms to retract and stow the landing gear to eliminate drag add weight to
the aircraft.
● Retractable landing gear stows in fuselage or wing compartments while in
flight.
● Extension and retraction of most landing gear is usually accomplished with hydraulic
power.

D.SHOCK ABSORBING:
● The shock is absorbed by converting the energy into heat energy.
● Most turbine powered aircraft use shock strut landing gear.
● SHOCK STRUTS: self-contained hydraulic units.

E. SHOCK STRUTS:

● pneumatic/ hydraulic shock strut: uses compressed air or nitrogen combined with
hydraulic fluid to absorb and dissipate shock loads.( air/oil or oleo strut).
 ● Constructed of two telescoping cylinders or tubes that are closed on the external
ends.
● Upper cylinder is fixed to the aircraft and does not move.
● Lower cylinder is called the piston and is free to slide in and out of the upper
cylinder.
● Lower chamber is always filled with hydraulic fluid
● Upper chamber is filled with compressed air or nitrogen. Contains a valve fitting
assembly. It is located at or near the top of the cylinder. The valve provides a
means of filling the strut with hydraulic fluid and inflating it with air or nitrogen as
specified by the manufacturer.
● Orifice: located between the two cylinders provides a passage for the fluid from the
bottom chamber to enter the top cylinder chamber when the strut is compressed.
● Torque links or torque arms:
1. One end of the links is attached to the fixed upper cylinder
2. The other end is attached to the lower cylinder (piston) so it cannot
rotate.
3. This keeps the wheels aligned.

F.EXTENSION AND RETRACTION SYSTEMS.

● Large aircraft extension and retraction systems are nearly always powered by
hydraulics.
● The units are interconnected so that they permit properly sequenced retraction
and extension of the landing gear and the landing gear doors.
● The restrictors slow the extension of the gear to prevent impact damage.
● Priority valves are sometimes used instead of mechanically operated sequence
valves.
● The nose gear doors operate via mechanical linkage and do not require hydraulic
power.
● Gear-up position:
A. Positions a selector valve to allow pump pressure from the hydraulic system
manifold to access eight different components.
B. Three downlocks are pressurised and unlocked so the gear can be retracted.
C. The actuator cylinder on each gear also receives pressurised fluid to the
gear-up side of the piston through an unrestricted orifice check valve.
D. This drives the gear into the wheel well.
E. Two sequence valves (C and D) also receive fluid pressure.
F. The sequence valves are closed and delay flow to the door actuators.
G. When the gear cylinders are fully retracted, they mechanically contact the
sequence valve plungers that open the valves and allow fluid to flow into
the close side of the door actuator cylinders.
H. Sequence valves A and B act as check valves during retraction.
I. Allow fluid to flow one way from the gear-down side of the main gear
cylinders back into the hydraulic system return manifold through the
selector valve.

G.EMERGENCY EXTENSION SYSTEMS.

 ● Emergency release handle in the flight deck that is connected through a
mechanical linkage to the gear uplocks.
● When the handle is operated, it releases the uplocks and allows the gear to
free-fall to the extended position under the force created by gravity acting upon the
gear.
● If the gear still fails to extend, some sort of unlatching device is used to release the
uplocks and allow the gear to free fall.

H.LANDING GEAR SAFETY DEVICES

● Ground Locks: External devices to prevent landing gear retraction or collapse on

the ground.
● Installed by flight crew during post-landing walk-around.
● Easily visible with red streamers.
● Nose Wheel Centering: Aligns nose gear with wheel well bay before retraction to
prevent damage.
● Safety Switches (Squat Switch): Prevent gear retraction while on the ground.
● Opens and closes based on main landing gear strut compression.
● May disable gear position selector.
● Proximity Sensors: Used in high-performance aircraft for gear position safety
switches.
● Detects position of conductive target without physical contact.
● Common in landing gear and other component monitoring.
● Reduces the risk of contamination from dirt and moisture.
● Expanded Use: Proximity sensors monitor other aircraft components like doors and
thrust reversers.
● Data communicated to various aircraft systems.
● Used for condition warnings and system permissions.
● Common in modern aircraft, e.g., Boeing 777.

I.STEERING

● Steering Mechanisms:
● Most aircraft have steerable nose wheels controlled from the flight
deck.
● Some simple aircraft rely on differential braking for steering.
● Small aircraft use mechanical linkages connected to rudder pedals.
● Large aircraft typically use hydraulic power for nose wheel steering.
● Control Devices:
● Control of nose wheel steering is managed from the flight deck.
● Control devices include a small wheel, tiller, or joystick, often on the
left side.
● Some systems allow for on/off control.
● Hydraulic Steering System:
● Controller input is transmitted through mechanical, electrical, or
hydraulic connections.
 ● A control unit (hydraulic metering or control valve) directs
pressurised hydraulic fluid to one or two actuators.
● An accumulator and relief valve maintain system pressure and act
as shimmy dampers.
● A follow-up mechanism returns the metering valve to neutral once
the desired steering angle is reached.
● Rudder pedal input subsystem is sometimes integrated for small
steering adjustments at high speeds.
● Safety Valves:
● All systems include safety valves to relieve pressure during
hydraulic failure, allowing the nose wheel to swivel freely.
● Steering Process:
● Nose wheel steering is initiated by hydraulic pressure.
● Pressure is directed to steering cylinders, turning the nose gear.
● Follow-up mechanisms prevent oversteering and maintain the
selected angle.
● Compensator Unit:
● A compensator unit keeps fluid in steering cylinders pressurised,
allowing them to function as shimmy dampers.
● It consists of a three-port housing with a spring-loaded piston and
poppet.
● Opening of the poppet valve is triggered when pressure reaches a
specific threshold (e.g., 100 psi).
● Steering Damper:
● Large aircraft utilize hydraulic pressure in the steering cylinders to
provide damping, preventing excessive vibration during ground
operations.
● Shimmy Dampers:
● Shimmy dampers control the rapid oscillations or vibrations
(shimmy) in the nose gear at certain speeds.
● Torque links and dampers are used to manage and dampen shimmy
vibrations.
● The damper can be an integral part of the nose gear or an external unit
attached between the upper and lower shock struts.

J.AIRCRAFT WHEELS

Aircraft Wheels and Wheel Inspection

● Importance of Aircraft Wheels:

● Aircraft wheels, with tires mounted on them, support the entire weight
of the aircraft during taxi, takeoff, and landing.
 ● They must be lightweight, strong, and capable of withstanding the
forces of landing.
● Wheel Evolution:
● Early aircraft wheels were single-piece, similar to modern automobile
wheels.
● As aircraft tires became stiffer to handle landing forces, two-piece
wheels were developed.
● Two-piece wheels are now standard in modern aircraft.
● Wheel Construction:
● Modern two-piece aircraft wheels are cast or forged from aluminum
or magnesium alloy.
● The two halves are bolted together and feature a groove for sealing
tubeless tires.
● The bead seat area is prestressed to handle tensile loads from the
tire during landing.
● Inboard Wheel Half:
● The inboard wheel half has a brake mounting feature to accept and
drive the aircraft brakes' rotor.
● It also contains a bearing cavity for the wheel bearing assembly.
● Some high-performance aircraft wheels have thermal plugs for
safety.
● Outboard Wheel Half:
● The outboard wheel half is joined with the inboard wheel half to form
the complete wheel assembly.
● It also contains a bearing cavity and is capped to prevent
contaminants from entering.
● Aircraft with antiskid brake systems may mount the wheel-spin
transducer here.
● The valve stem for tubeless tires is located in the outboard wheel half.
● Wheel Inspection:
● Aircraft wheel assemblies are inspected regularly while on the aircraft.
● General condition, missing bolts, secure components, and signs of
damage are checked.
● Proper installation is crucial, including the security of wheel tie bolts
and nuts.
● The interface between the inboard wheel half and the brake rotor is
inspected.
● Wheels are examined for cracks, flaked paint, signs of overheating,
and thermal plug condition.
● Any abnormalities or impact damage are noted.
● Axle Nut Torque:
● Proper axle nut torque is essential for wheel installation.
● An inadequately torqued nut can lead to bearing and wheel damage
due to excessive movement.
 ● An over-torqued nut prevents the bearing from properly accepting
the aircraft's weight load, causing bearing failure.
● Axle nuts must be torqued according to the aircraft manufacturer's
maintenance procedures.

K.AIRCRAFT BRAKES

● Introduction to Aircraft Brakes:

● Early aircraft lacked brake systems and relied on slow speeds, soft
surfaces, and tail skids for ground operation.
● Brake systems became common after World War I due to increased
aircraft speed and paved runways.
● Brakes are essential for safe ground operation, including slowing,
stopping, and holding the aircraft during taxi.
● Brake Control:
● Most aircraft have brake units on the main wheels.
● Mechanical and/or hydraulic linkages to rudder pedals control the
brakes.
● Pushing the right rudder pedal activates the right main wheel brake,
and the left rudder pedal controls the left brake.
● Brake Operation:
● Brakes convert kinetic energy into heat energy through friction.
● Proper adjustment, inspection, and maintenance are vital due to the
heat and forces generated during braking.
● Types and Construction of Aircraft Brakes:
● Modern aircraft primarily use disc brakes.
● The disc rotates with the wheel, and a stationary caliper creates
friction when brakes are applied.
● Types of brakes include single disc, floating disc, and fixed-disc brakes.
● Large aircraft may use segmented rotor or expander tube brakes.
● Carbon discs are increasingly used in modern aviation.
● Single Disc Brakes:
● Small aircraft use single disc brakes with a disc attached to each
wheel.
● Braking is achieved by applying friction to both sides of the disc with
a non-rotating caliper.
● Floating Disc Brakes:
● A floating disc brake has a caliper that straddles the disc, with
multiple cylinders and pistons.
● Pistons apply pressure to both sides of the disc, ensuring even
friction distribution.
● Return springs and automatic adjusting pins maintain the proper
clearance between brake pucks and the disc.
● The self-adjusting feature compensates for wear on the brake pucks.
 ● Fixed-Disc Brakes:
● Fixed-disc brakes feature a disc bolted rigidly to the wheel.
● The brake calliper and linings can float laterally when pressure is
applied.
● The design allows consistent wear properties on both sides of the disc.
● Bleeding and Maintenance:
● Aircraft brake systems require bleeding to remove air and ensure
proper function.
● Manufacturers' maintenance instructions should be followed for brake
maintenance and bleeding.
● Wear indicators, like protruding pins, help determine brake
airworthiness.
● Pressure Adjustment:
● Proper adjustment of the brake pressure is necessary for efficient
and safe braking.
● Inadequate pressure may lead to excessive movement and bearing
damage, while over-tightening can cause bearing failure.

L. TIRE CONSTRUCTION

● Aircraft Tire Purpose:

● Aircraft tires are specifically designed to handle high-impact loads
during landings and high speeds for short durations.
● Aircraft tires have more than twice the deflection of automobile tires
to absorb landing forces.
● Only tires specified by the aircraft manufacturer should be used for
safety and performance reasons.
● Tire Components:
● Bead: Anchors the tire carcass and provides a firm mounting
surface on the wheel rim.
● Carcass Plies: Layers of fabric, usually nylon, sandwiched between
rubber, provide strength and form the tire's body.
● Tread: The rubber crown in contact with the ground designed to
resist wear, abrasion, cutting, and heat build-up. It may have
circumferential grooves for cooling and water channelling.
● Sidewall: Protects the carcass plies and may contain compounds to
resist ozone. Information about the tire is often located here.
● Chine: Some tire sidewalls are mounded to create a chine, which
diverts water away from fuselage-mounted engine intakes on nose
wheels.
● Tire Inspection on the Aircraft:
● Regular inspections while mounted on the aircraft include checking
inflation pressure, tread wear, tread condition, and sidewall condition to
ensure proper tire performance.
● Tire Removal:
● Removal of any tire and wheel assembly should follow the aircraft
manufacturer's instructions.
● Safety procedures are essential to protect both the technician and
aircraft parts. Approach a damaged or overheated tire and wheel
assembly with caution, treating it as if it may explode.
● Never approach a tire with elevated temperature; wait until it has
cooled before inspection.
● Approach a damaged tire and wheel assembly from an oblique angle
advancing toward the shoulder of the tire to reduce risks.