SEMINAR ON

LANDING GEAR
PRESENTED BY
ABHIJITH.VP
REGNO:13021896

INTRODUCTION

Aircraft landing gear supports the entire weight

of an
aircraft during landing and ground
operations.
They are attached to primary structural
members of the aircraft.
For snow it will be skis type
For water it may of pontoon type
For ground and water An amphibious aircraft
with retractable wheels

Purpose of Landing Gear

To provides structural support to the aircraft
for ground operation
To provides maneuverability for ground
operation
To provides a mean to absorb unusually
loads incurred during landing and ground
operation

TYPES OF LANDING GEAR

ARRANGEMENT
A.
B.
C.

Tail wheel type (Conventional)

Tandem loading gear (longitudinally Aligned)
Tricycle type landing gear

Fixed Landing Gear- A gear is attached to the airframe

and remains exposed to the slip stream as the air craft is
flown.

Retraction Type Stowed in fuselage or wing

compartments while in flight . As speed of aircraft
increases the drag caused by the landing gear becomes
Greater and a means to retract the gear to eliminate
parasite drag is required.

Shock Absorbing-The shock energy is altered and

transferred throughout the airframe at a different rate
and time than the single strong pulse of impact.
Non Shock Absorbing- The shock is absorbed by
converting the energy into heat energy.

Design considerations

Maximum strength
Minimum weight
High reliability
Overall aircraft integration
Low cost
Airfield compatibility
Landing Gear should locate near the center
gravity (CG) of the plane
CG location are depended on aircraft
configuration, loading, fuel state

CONSTRUCTION

Typical Landing Gear Arrangement

It consists of an upper and
lower link hinged at the
centre that permits the brace
to jackknif0e during
retraction of the gear.
The upper end pivots on a
trunnion attached to
structure in the wheel well
overhead.
The lower end is attached
to the shock strut.

A locking link is incorporated between the upper

end of the shock strut and the lower drag link.
This locks the gear securely in the down position
to prevent collapse of the gear.
To adjust the over-centre position of the side
brace locking link, the aircraft must be placed on
jacks.
With the landing gear in the down position, the
lock link end fitting is adjusted so that the side
brace links are held firmly over - centre.

Landing Gear Alignment ,Support

and Retraction
Components of a LGS ,Typically these are the torque
links, trunion and bracket arrangements, drag strut
linkages, electrical and hydraulic gear retraction
devices, as well as locking, sensing, and indicating
components.

Alignment
This is set by the manufacturer and only requires
occasional attention such as after a hard landing.
The aircrafts main wheels must be inspected and
adjusted, if necessary, to maintain the proper tow-in
or tow-out and the correct camber.
Tow-in and tow-out refer to the path a main wheel
would take in relation to the airframe longitudinal axis
or centreline if the wheel was free to roll forward.
Three possibilities exist. The wheel would roll either:

eel alignment on an aircraft

a) Parallel to the longitudinal axis
(aligned)
b) Converge on the longitudinal axis
(tow-in)
c) Veer away from the longitudinal
axis (tow-out)

Support
Aircraft landing gear are attached to the wing spars
or other structural members.
Retractable gear must be engineered in such a way
as to provide strong attachment to the aircraft and still
be able to move into a recess or well when stowed.
The trunion is a fixed structural extension of the upper
strut cylinder with bearing surfaces that allow the
entire gear assembly to move.

Retraction
Systems

The simplest contains a lever in the flight deck

mechanically linked to the gear. Through mechanical
advantage, the pilot extends and retracts the landing
gear by operating the lever. Use of a roller chain,
sprockets, and a hand crank to decrease the required
force.
To decrease drag in
flight some undercarriages
retract into the wings
and/or
fuselage
with
wheels flush against the
surface
or
concealed
behind doors; this is called
retractable gear.

Air Craft Brakes

The brakes slow the aircraft and stop it in a
reasonable amount of time. They hold the aircraft
stationary during engine run-up and, in many cases,
steer the aircraft during taxi.
On most aircraft, each of the main wheels is equipped
with a brake unit.
The nose wheel may have or may not have a brake.
In the typical brake system, mechanical and/or hydraulic
linkages to the rudder pedals allow the pilot to control
the brakes.
Brakes principle is the conversion of kinetic energy of
motion into heat energy through the creation of friction.

Types of Brakes
1. Single Disc Brakes or
Floating Disc Brakes
2. Dual Disc Brake
3. Segment Rotor Disc
Brakes
4. Carbon Disc Brakes
5. Expander Tube Disc
brakes
6. Boosted brakes
7. Power Brakes
A cross-sectional view of a Goodyear
single-disc brake calliper illustrates the
adjusting pin assembly that doubles as a
wear indicator.

Landing Gear
Developments
Noise Reduction

As engines become quieter, landing gear is now

making a dominating component of noise in large
commercial aircraft
European co-financed research project Silencer is
trying to create low noise landing gear design
Desires 10db reduction in landing gear noise by
2020, has only dropped 3db so far

Gear up landing prevention system

NTSB reports that the majority of gear up landings

are due to equipment malfunctions.
Gear up landing prevention systems will
disengage autopilot and alarm at a preset safety
altitude if every piece of landing gear is not
extended and locked.
It can be disengaged if a belly landing is the only
option.

Materials

Composites will be integrated into gear because

they are stronger and cheaper than the current
used high strength steels and titanium

Materials

Ultra-High Tensile Steels are already being

integrated into the A400M and the B-787 landing
gear, replacing the low-alloy steels.
Research into organic matrix composites and
metal matrix composites using titanium are
promising, though still very expensive.

Corrosion
- Many modern aircraft have cadmium in the
landing gear to prevent corrosion and chrome
plating to reduce friction wear.
- Advancements in stainless steels and titanium
will replace the cadmium in landing gear.

ANTISKID SYSTEM

Antiskid system is a feature found in high

performance aircraft braking system. It is
important because if a wheel goes into skid, its
braking value is greatly reduced.

The skid control system performs four functions:

i) normal skid control, ii) locked wheel skid
control, iii) touchdown protection and iv) fail-safe
protection.

Normal Skid Control

It comes into play when wheel rotation slows down

but has not come to a stop.
When this slowing down happens, the wheel sliding
action has just begun and not reached a full scale
slide.
In this situation the skid control valve removes
some of the
hydraulic pressure to the wheel, which
permits the wheel to rotate a little faster and stop its
sliding.
The skid detection and control of each wheel is
completely independent of the others.

Touchdown Protection
The touchdown protection circuit prevents the
brakes from being applied during the landing
approach even if the brake pedals are depressed.

This prevents the wheels from being locked

when they contact the runway.
Two conditions must exist before the skid control
valves permit brake application:
i) The squat switch must signal that the weight of
the aircraft is on the wheels.
ii) The wheel generators sense a wheel speed
over 15-20 mph.

Fail-safe Protection
The fail-safe protection circuit monitors
operation of the skid control system. It
automatically returns the brake system to full
manual in case of system failure. It also turns on
a warning light.