AMS 5 - 1

Landing Gear

AMS 5 Part 1
AMS 5.1Describe the constructional features,
explain the function and maintenance
procedures of landing gear components.

Landing Gear
Configurations

Tricycle landing gear

Landing Gear Configurations

Conventional landing gear

Classification of Landing Gear

The landing gear of an aircraft serves a number
of very important functions.
It:

Supports the aircraft during ground operations,

Dampens vibrations when the aircraft is being
taxied or towed, and

Cushions the landing impact.

Classification of Landing Gear

Often involves stresses far in excess of what
may be considered normal.
The landing gear must be constructed and
maintained to provide the strength and
reliability to meet all probable landing
conditions.
The landing gear of an aircraft consists of
main and auxiliary units, either of which may
be fixed (non-retractable) or retractable.

Main Landing Gear

The main landing gear provides the main support of
the aircraft on land or water.
It may include a combination of:
wheels,
floats,
skis,
shockabsorbing equipment,
brakes,
retracting mechanism,
controls,
warning devices,
cowling,
fairing and structural members needed for
attachment to the primary structure of the aircraft.

Auxiliary Landing Gear

The auxiliary landing gear
consists of:
Tail or nose landing wheel
installations, including steering
mechanisms;
skids; and
outboard pontoons, etc., with
the necessary cowling and
reinforcements.

Non-Absorbing Landing Gear

Non-absorbing landing gear includes those types of
landing gear that do not dissipate the energy of the
aircraft contacting the ground during landing.
They only store the energy to return it to the aircraft
at a later time.
These types of gear include:
rigid landing gear,
shockcord landing gear, and
springtype gear.

Rigid Landing Gear

Commonly found on helicopters and sailplanes.
Rigidly mounted to the aircraft with no specific
component to cushion the ground contact other
than through the flexing of the landing gear or
airframe structure.

Spring Type Landing Gear

ShockAbsorbing Landing Gear

Shockabsorbing landing gear dissipates the impact
energy of landing by forcing a fluid through a
restriction.
Most of these types of landing gear do this
The movement of this fluid generates heat, and the
heat is radiated into the surrounding atmosphere,
dissipating the landing energy.
There are two types of shockabsorbing landing
gear commonly used, these are the:
springoleo and
air-oleo types

Spring Oleo Struts

Consist of a piston type structure and a heavy,
coiled spring.
The piston and cylinder arrangement provides an
oil chamber and an orifice through which oil is
forced during landing.
When the aircraft is airborne,the strut is extended,
and the oil flows by gravity to the lower chamber.
When the plane lands, the piston with the orifice
is forced downward into the cylinder and the oil is
forced through the orifice into the upper chamber.
This action provides a cushioning effect to absorb
the primary shock of landing.
As the strut collapses, the coil spring is
compressed, thus providing additional cushioning.
The spring supports the aircraft weight on the
ground and during taxiing.
The oleo strut absorbs the shock of landing.

Oil and Air Oleo Struts

The cylinder is divided into two
compartments by a piston tube
The piston fits into the cylinder around the
tube.
A tapered metering pin sticks through the
hole in the bottom of the piston tube.
To fill the strut, the piston is pushed all of
the way into the cylinder, which is filled
with hydraulic fluid to the level of the
charging valve.
With the weight of the aircraft on the
wheel, enough compressed air or nitrogen
is pumped through the charging valve to
raise the aircraft until the piston sticks out
of the cylinder for a specified distance.

Oil and Air Oleo Struts

When the weight is removed from the landing
gear, the piston extends the full amount
allowed by the torsion links and the fluid
drains past the metering pin into the fluid
compartment in the piston.
When the wheels contact the ground on
landing, the piston is forced up into the
cylinder.
The metering pin restricts the flow of fluid
into the cylinder, and much of the energy of
the impact is absorbed by forcing the fluid
through this restricted orifice.
The taper of the metering pin provides a
graduated amount of opposition to the flow
and smoothly absorbs the shock.
The cushion of compressed air above the oil
takes up taxi shocks.

Maintenance
Oleopneumatic undercarriages should be examined
for;
cracks or damage to mounting structure,
corrosion, and
wear at pivot points.
In addition, the following maintenance is necessary:
Machined surfaces of the strut inner cylinder should
be wiped free of dust or dirt at frequent intervals, to
prevent damage to the lower cylinder seals.
A lintfree cloth, soaked in the fluid used in the strut,
should be used for this purpose.

Maintenance
The extension of the inner cylinder, i.e. the
length of the visible portion of the inner
cylinder,
should be checked frequently against the
centre of gravity/loading graphs provided in
the approved Maintenance Manual.
Note:
Because of the tightness of the sealing glands in
the strut, it may be necessary to rock the
aircraft to free the inner cylinder and obtain
the true extension.

Maintenance
The strut should be inspected frequently for fluid
leaks.
If leaks are due to faulty glands the glands may be
replaced,
If they are due to a scored inner cylinder, the strut
should be changed.
Torque links, steering arms, and damper
attachments should be checked for security, and
for cracks, wear or any other damage.
All moving parts of the undercarriage should be
lubricated on assembly, and at the intervals
specified in the approved Maintenance Schedule.

Tail Wheel
The tail wheel is mounted on
a short spring, oleo, or other
assembly on the bottom of
the fuselage near the rudder.

The tail wheel may be fixed in

DC3 tail wheel assembly

alignment with the fuselage

longitudinal axis, or it may be
designed to rotate, allowing
the aircraft to turn easily.

Tail Wheel
Fixed Alignment Tail Wheels
Fixed alignment tail wheels are found only on
aircraft such as gliders, which are not normally
taxied.

Movable Tail Wheels

A tail wheel that can rotate may be steerable,
full swivelling, and lockable.

A steerable tail wheel responds to cabin rudder

controls to aid in controlling aircraft direction of
movement on the ground.

Tail Wheel
A full-swivelling tail wheel is not controllable
and pivots freely on its mounting.
Most wheeled helicopter with a tail wheel will
be a full swivelling type arrangement.
Additionally they include
a locking mechanism
that prevents
uncontrolled yaw during
rotor engagement.

Wessex helicopter 360 degree swivel tail

wheel assembly.

Tail Wheel
Fixed Alignment Tail Wheels
Most steerable tail wheels incorporate a
free-swivel capability when the pilot
makes very tight turns using the main
wheel brakes.

A lockable mechanism is used with

some tail wheels to aid in directional
control during takeoff and landing.

Mechanism locks the tail wheel in

alignment with the aircraft longitudinal
axis.

When the lock is disengaged, the tail

wheel returns to its fullswivel or
steerable operation.

Tailskids

Hulls and Floats

Aircraft operated from water
may be provided with either a
single float or a double float,
depending upon the design and
construction;

If an aircraft is a
flying boat, it has a
hull for flotation and
then may need only
wing-tip floats.
Amphibious aircraft
have floats or a hull
for operating on
water and
retractable wheels
for land operation.

Hulls and Floats

Aircraft operated from
water may be provided
with either a single float
or a double float,
depending upon the
design and construction;
If an aircraft is a
flying boat, it has a
hull for flotation and
then may need only
wing-tip floats.
Amphibious aircraft
have floats or a hull
for operating on
water and
retractable wheels
for land operation.

Skis

Skis
Skis are used for operating on snow and
ice.
The skis may be made of wood, metal, or
composite materials.
There are three basic styles of skis.
Conventional ski,
Wheelski, and
Retractable wheelski.

Skis
A conventional ski,replaces the wheel on the axle.
The shock cord is used to hold the toe of the ski up when
landing.
The safety cable and check cable prevent the ski from
pivoting through too great an angle during flight.

Fwd

Skis
A conventional ski,replaces the wheel on the axle.
The shock cord is used to hold the toe of the ski up when
landing.
The safety cable and check cable prevent the ski from
pivoting through too great an angle during flight.

Skis
The wheelski is designed to mount on the aircraft along with the tire.

The ski has a portion cut out that allows the

tire to extend slightly below the ski so that the
aircraft can be operated from conventional
runways with the wheels or from snow or ice
surfaces using the ski.

Skis

This arrangement has a small wheel mounted on the heel of the

ski so that it does not drag on conventional runways.

Skis
Retractable wheelski arrangements have the
ski mounted on a common axle with the wheel.
The ski can be extended below the level of the
wheel for landing on snow or ice.
The ski can be retracted above the bottom of
the wheel for operations from conventional
runways.
A hydraulic system is commonly used for the
retraction system operation.

Inspection And Repair

Of Floats And Skis
Inspection of floats and skis involves examination
for damage due to;
corrosion,
collision with other objects,
hard landings, and
other conditions that may lead to failure.
Tubular Structures
Tubular structures may be repaired using standard
welded repair procedures for tubular structures.

Inspection And Repair

Of Floats And Skis
Floats and Hulls

Floats should be carefully inspected for corrosion

damage at periodic intervals, especially if the aircraft
is flown from salt water.

If small blisters are noticed on the paint, either inside

or outside the float, the paint should be removed and
the area examined.

If corrosion is found to exist, the area should be

cleaned thoroughly, and a coat of corrosioninhibiting
material applied.

If the corrosion penetrates the metal to an appreciable

depth, it is advisable that a patch be applied in
accordance with approved practice.

Inspection And Repair

Of Floats And Skis
Floats and Hulls

Special attention should be given to brace wire fittings and

water rudder control systems.

If the floats or hull has retractable landing gear, a retraction

check should be performed along with the other
recommendations mentioned for retractable landing gear
systems.

Sheet metal floats should be repaired using approved

practices,

the seams between sections of sheet metal should be

waterproofed with suitable fabric and sealing compound.

A float that has undergone repairs should be tested by filling it

with water and allowing it to stand for at least 24 hrs to see if
any leaks develop.

Inspection And Repair

Of Floats And Skis
Skis

Skis should be inspected for general condition of the ski,

cables, bungees, and fuselage attachments.

If retractable skis are used, checks in accordance with

the general practices for retractable gear should be
followed.

For repair of skis, the manufacturers furnish approved

repair instructions.

Main Landing Gear

The major design types:

Single Axle,

Dual Axle,

Single Tandem, and

Dual Tandem (Truck or Bogie).

Trailing Link Main Landing Gear

The trailing link design provides a softer
landing as the trailing arm is able to pivot up
around the forward landing gear strut. This
action provides more oleo travel than the
vertical oleo used with the Cessna Citation
II, shown on the previous page.

Left:
DC3 main landing gear.
Note large balloon tire for
rough strip operations and
foreword folding
arrangement.
Right: Fairy Gannet
main landing gear,
designed for aircraft
carrier operations.
Retracts outboard
into the wing.

Left: Light
helicopter main
landing gear.
The upper strut is
an air/oil oleo
strut.

Photographscourtesyof
Sycamore-Australian
FleetAirArmMuseum

Dual Axle
The dual axle type main landing gear
again may be fixed or retractable
(semi or full).
It will tend to be used with medium
weight aircraft, medium to larger
corporate jets / airliners and larger
wheeled helicopters.
The primary selection is based on
weight and the desire to spread the
landing and taxiing loads over a
greater area. In the case of retractable
gears, available storage area when
retracted is also a consideration.

Single / Dual Tandem Landing Gears

comprise a single
or dual tandem arrangement

Truck (Bogie) Main Landing Gear (Boeing 707)

Landing Gear Components

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32

Mechanical Downlock indicator

Air Valve
Plumbing to wing
Retraction Actuator
Conduit to wing (Ref)
Plumbing
Aft trunnion pin
Plumbing support bracket
Strut electrical pin
Actuating cylinder pin
Shock strut
Manifold
Clamp
Truck electrical J box
Brake link
Cover, weight and balance sensor
Uplock snubber
Truck attachmnet pin
Truck positioner
Lower torque arm
Brake
Upper torque arm
Side brace nut
Downlock spring (2 places)
Lower side brace
Upper jury brace
Lower jury brace
Lower side brace pin
Forward trunnion pin
Lateral brace
Upper side brace
Upper side brace pin

Trunnion

The portion of the landing-gear assembly that is

attached to the airframe

Supported at its ends by bearing assemblies that
allow the gear to pivot during retraction and extension
The landing-gear strut extends down from the
approximate centre of the trunnion

Strut

Piston

The vertical member of the landing gear assembly

that contains the 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.
Also called the outer cylinder.

Piston
The moving portion of the
airoleo shock absorber.
Fits inside of the strut, and
The bottom of the piston is
attached to the axle or other
component on which the axle
is mounted.
Other terms used for the
piston are
piston rod,
piston tube, and
inner cylinder.

Piston

Torque Links
Are the A-frame type members
used to connect the strut cylinder
to the piston and axle.
Restrict the extension of the
piston during gear retraction and
hold the wheels and axle in a
correctly aligned position in
relation to the strut.
The upper torque link is
connected to a clevis fitting on
the lower forward side of the
shock strut.

Piston

Piston
The lower torque link is
connected to a clevis fitting on
the axle.
The upper and lower torque
links are joined together by a
bolt and nut spaced with
washers.
Each link is fitted with flanged
bushings.
A washer takes up the gap
between the flanged ends of
the bushings.
On a number of aircraft, these
washers allow minor
adjustments to the wheel
alignment.

Piston

Truck
Located on the bottom of
the piston

Has the axles attached to

it.

Used when wheels are to

be placed in tandem (one

behind the other) or in a
dual tandem arrangement.

Can tilt fore and aft at the piston connection to allow for
changes in aircraft attitude during takeoff and landing
and during taxiing.

Also called a bogie.

Shimmy Dampers
Hydraulic snubbing unit,
reduces the tendency
of the nose and tail
wheel/s to oscillate
from side to side.
two general designs,:
piston-type and
vane-type.

Piston Type
Dampener

Vane Type Dampener

Both types may be modified to provide power steering

as well as shimmy damper action.

Piston-Type Dampers

 Designed with a set of moving vanes

and a set of stationary vanes.
The moving vanes are mounted on a
shaft that is turned, the chambers
between the vanes changed in size,
forcing hydraulic fluid from one to the
other.
The fluid must flow through restricting
orifices, providing a dampening effect to
any rapid movement of the vanes in the
housing.
The body or housing of the vane-type
damper is usually mounted on a
stationary part of the nose / tail landing
gear.
The shaft lever is connected to the
turning part, usually the wheel rim.
Any movement of the wheel alignment to
the right or left causes a movement of
the vanes in the shimmy damper.

Vane-Type
Dampers

Damper Inspections
Shimmy dampers do not require extensive maintenance.
Check for leakage and effectiveness of operation.
If the damper has a fluid replenishment reservoir,
the fluid quantity should be checked periodically and
fluid of the specified type added if necessary.
When inspecting shimmy dampers,
the mount bolts and fittings should be checked

closely for any evidence of wear.

Many aircraft use bushings in the fittings so that the fit of
the bolts in the fittings can be renewed by replacing the
bolts and bushings.
If these mountings are allowed to become worn, the
damper will be loose on the nose / tail wheel, allowing
wheel assembly shimmying to occur.

Nose Landing Gear

The tricycle landing gear is the most common arrangement
due to;
improved vision for the pilot and
the reduction in gyroscopic effect from propeller fitted
aircraft over the tail draggers.
The nose wheel installation tends to be more complex than
the tail wheel layout due to added requirements such as
a steering system.
The nose wheel assembly for most aircraft fall into two
categories:
Single axle (fixed or retractable) and
Dual axle (normally retractable).

Single Axle Nose Landing Gear

Normally fitted to lightweight aircraft

Fixed or Retractable type
Fixed tricycle type landing gear system
with a steerable nose landing gear
Controlled by the rudder pedals.

Retractable Nose Landing Gear

The nose landing gear shares many of
the components associated with the
main landing gear;
Trunnion;
Air / oil oleo assembly (upper and
lower cylinders, piston);
Torque links;
Hydraulic retraction / extension
actuator, also serving as the drag
brace.
The nose landing gear also has a
steering mechanism and shimmy
damper assembly.
The axle is a fork end type arrangement
providing support to the mounting of
the nose wheel on both sides.

Cessna Citation Nose Landing Gear

Assembly - Components

1.
2.
3.
4.
5.
6.
7.
pin
8.
9.
10.
11.
12.
13.
pin
14.
15.

Rod, steering
Jam nut
Bolt and nut assembly
Steering bellcrank
Bushing, steering arm
Fork
Bolt, washer, nut, & cotter
Cap, air valve
Body, air valve
Safety wire
Cap bolt & washer
Roller, aligner guide
Bolt, washer, nut & cotter
Bracket, aligner
Spring, inner

16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.

Arm, steering
Spring, outer
Bolt, washer, nut & cotter pin
Link, upper
Rod, piston
Bolt, washer, nut, & cotter pin
Link, lower
Wheel
Tire
Housing, strut
Shimmy dampener
Bolt, washer, nut, & cotter pin
Bracket, shinny dampener
Bolt, washer, nut & cotter pin
Jam nut

31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.

Rod end bearing

Drag link, lower
Bolt, washer, nut & cotter pin
Bolt, washer, nut & cotter pin
Drag link, upper
Bolt & nut assembly
Bolt, washer, and nut
Jam nut
Spring, downlock
Hook, downlock
Rod, actuator
Cylinder, hydraulic
Arm, spring
Engine mount
Arm spring

Right: Nose landing gear

installation for the Boeing 717.
This assembly retracts forward.

Left: Dual axle assembly for the Grumman

Tracker.
The gear retracts aft into a wheel beneath the
cockpit floor.
Note the long travel oleo, which allowed the
aircraft to conduct aircraft carrier operations
associated with deck hook landings.