AIRCRAFT

SYSTEM
AVT 200
 COURSE DESCRIPTION:
• Thissubject covers the basic knowledge in the
operation and maintenance systems and their
components; start-up fuel system using ground cart;
fuel system design and philosophy; fuel management
and system distribution; ECAM page presentation; leak
checks; windshield rain protection; ice and rain
protection systems; wing and anti-ice defogging
systems; potable water and waste protection; fire
detection and extinguishing system.
CHAPTER 3:
LANDING
GEAR
 1.1
LANDING GEAR
FUNCTIONS
Provide a means of maneuvering the
aircraft on the ground.
Support the aircraft at a convenient
height to give clearance for propellers
and flaps, etc., and to facilitate loading.
Absorb the kinetic energy of landing and
provide a means of controlling
deceleration.
 1.2
LANDING
GEAR DESIGN
• Once airborne, the landing gear serves no useful
purpose and is dead weight. It would be ideal to
replace it with some ground-based equipment, but
while in the case of ( a)and (b) in 1.1 above, this is
possible, no satisfactory alternative exists for (c).
For this reason, a vast amount of research has gone
into the design of undercarriage units in order to
reduce their weight and stowed volume when
retracted.
 1.3
LANDING GEAR
TYPES
A) FIXED LANDING GEAR
 1.3.1
FIXED LANDING
GEAR THREE
TYPES
A) LANDING GEAR
WITH SPRING STEEL
LEG
A) LANDING GEAR WITH SPRING
STEEL LEG
The leg consists of :
Tube, or
Strip of tapered spring steel
• The upper end
attached by bolts to the fuselage
• Thelower end
terminates in an axle (in which the wheel and brake are
assembled.)
B) LANDING GEAR WITH RUBBER
CORD
B) LANDING GEAR WITH RUBBER
CORD
•When this type is used, the undercarriage
is usually in the form of tubular struts.

•Designed and installed so that the

landing force is directed against a
number of turns of rubber in the form of
a grommet or loop.
 RUBBER ,DONUT TYPE
-shock transfer is used on
some Mooney aircraft
(right)

PIPER CUB BUNGEE CORD

-transfer loadings to the airframe
C) LANDING GEAR WITH OLEO
PNEUMATIC STRUT
 C) LANDING GEAR WITH
OLEO PNEUMATIC STRUT
•Some fixed main undercarriages,
and most fixed nose
undercarriages, are fitted with
an oleo-pneumatic shock
absorber strut.
•SPATS
an aerodynamic fairing which
may be required.
Minimize the drag of the landing
gear structure
SPATS DISADVANTAGE

-They pick up mud when landing or

taking off from grass airfields (To avoid
this, if any mud has been picked up)

ACTIONS NEEDED
-Spats must be removed, cleaned, and
replaced before the next take-off
 SIMPLE OLEO-
PNEUMATIC
STRUTS
CONSTRUCTION
•The figure above shows the
construction of a simple oleo-
pneumatic strut, in this
instance a nose undercarriage
which also includes a steering
mechanism.
 Outer cylinder
•Fixed rigidly to the airframe structure by two
mounting brackets
•Houses an inner cylinder and a piston
assembly
•The interior space is partially filled with
hydraulic fluid and inflated with compressed
gas (air or nitrogen).
 Inner cylinder
•Free
to rotate and move up and
down within the outer cylinder
 Torque links
•Limits the movement of the
inner cylinder
•Connects the inner cylinder to the
inner collar
 Steering Collar
•Partthat is connected through
spring to the rudder pedals
 Shimmy damper
•Prevents rapid movement of the
nosewheel or main landing gear without
interfering with slower operations.

•Attached to the steering collar.

OLEO-PNEUMATIC
STRUTS
OPERATION
a) Under static conditions the weight of the
aircraft is balanced by the strut gas pressure
and the inner cylinder takes up a position
approximately midway up its stroke.

b) Under compression (e.g. when landing), the

strut shortens, and fluid is forced through the
gap between the piston orifice and the metering
rod, this restriction limiting the speed of upward
movement of the inner cylinder.
c) As the internal volume of the cylinders
decreases, the gas pressure rises until it
balances the upward force.

d) As the upward force decreases, the gas

pressure acts as a spring and extends the inner
cylinder. The speed of extension is limited by the
restricted flow of fluid through the orifice.
•e)Normal taxying bumps are cushioned by the
gas pressure and dampened by the limited flow
of fluid through the orifice.

•f)
Movement of the rudder pedals turns the nose
wheel to facilitate ground maneuvers, the
spring struts being provided to allow for
vertical movement of the nose wheel and
prevent shocks from being transmitted through
the rudder control system.
NOTE:
•Evidence of strut gas pressure leakage will
be given by the strut not extending
as far as it should, uneven amounts of
Fescalized metal showing on each main
gear. Fescalized metal is the shiny material
that forms the hard outer coating of the
strut.
 1.3.2
RETRACTABLE
LANDING
GEAR
•The majority of modem transport
aircraft, and an increasing number
of light aircraft, are fitted with
retractable landing gear, for the
purpose of improving aircraft
performance.
•Retractionis normally
affected by:
•hydraulic system,
• pneumatic or
•electrical system.
 RETRACTABLE LANDING GEAR
•Provided with mechanical locks
to ensure that each undercarriage is locked securely
in the retracted and extended positions; devices to
indicate to the crew the position of each
undercarriage; and means by which the landing gear
can be extended in the event of failure of the power
source.
to prevent retraction with the aircraft
on the ground, and to guard against
landing with the landing gear
retracted. Undercarriage wells are
normally sealed by doors for
aerodynamic reasons.
 1.3.2.1
DESIGN AND
CONSTRUCTION OF
RETRACTABLE
LANDING GEAR
•Thegeometrical arrangement and physical
location of undercarriage units on aircraft
are by no means standard.

•The type, size, and position are decided at

the design stage, having already taken into
account the many factors that must be
considered.
•Most aircraft use the "tricycle layout", where
the two main undercarriage units are positioned
just aft of the C of G and support up to 90% of
the aircraft's weight and all initial landing
shocks.

•The nose wheel unit keeps the aircraft level,

and in most cases also provides a means of
steering.
 1.3.2.2
FACTORS
AFFECTING DESIGN
AND
CONSTRUCTION
•a) Size of aircraft
•b) Weight of aircraft
•c) Role of aircraft
•d) High or low wing
•e) Performance
•f) Construction of aircraft
and
associated stowage problems
 OTHER FACTORS
•Modern concepts of aircraft design have been
greatly influenced by the need to keep the cost
down and the requirements for them to be
multi-role. Dual freight and passenger
carrying roles have resulted in the high wing
monoplane type where the floor of the aircraft
needs to be as close to the ground as possible
for ease of freight loading.
 1.4
UNDER WING
LANDING GEAR
UNITS
Aircraft with the
standard underwing
fitted undercarriage
basic units
 a) Leg
(pin-jointed to the aircraft structure.)
b) Wheel/s
c) A means of absorbing landing shocks
(Shock absorber)
 d) A means of controlling the
deceleration of the aircraft. (brakes)
 e) A means to withstand turning and
braking stresses. (torsion link/torque link)
• f)Large aircraft (Boeing 747) have the ability to
tum part of the main gear to assist with steering
during tight turns. (body gear steering)
 1.5
FUSELAGE-
MOUNTED
LANDING GEAR
The specifications for aircraft
with integrated undercarriage
are essentially the same as those
for wing-mounted landing gear,
with the exception of:
•a)
No geometric lock
available, provision has to be
made for locking the
undercarriage up and down.
•b) Depending on the wheel
layout, each wheel may require
its own shock absorber unit,
And possibly even a steering
motor.
•C)Ease of access to the
undercarriage In flight allows
manual lowering of the
Undercarriage in an
emergency.
 1.5.1
LOADS SUSTAINED
BY THE LANDING
GEAR
•An undercarriage unit has to
withstand varying loads during its
life. These loads are transmitted to
the mountings in the aircraft
structure, so these too must be very
strong.
LOADS SUSTAINED
BY THE LANDING
GEAR
 A) Compressive
(Static and on touch down)
B) Rearward bending
 C) Side
(During cross-wind landings, take-offs, and
taxying)
D) Forwards (during pushback).
E) Torsional (Ground Maneuvering).
 1.6
NOSE
UNDERCARRIAGE
•a lighter structure than a main unit
since it carries less weight and is
usually subject only to direct
compression loads.
•Carry the attachment for the towing
equipment and so must withstand
shear loads as well.
DESIGN
REQUIREMENTS:
CASTORING
•Abilityof the nose wheel to turn to either
side in response to the results of
differential braking or aerodynamic
forces on the rudder.
SELF CENTERING
• Automatic self-centering of the nose wheel is
essential prior to landing gear retraction.

• If
the nose gear is not in a central position
prior to its retraction, the restricted space
available for its stowage will not be sufficient
and severe damage may be caused to the
aircraft structure as the hydraulic system
forces the gear upwards.
• Centering
is achieved by either a spring-loaded
cam or a hydraulic dash pot.

• During the retraction of the nose gear, the weight

of the aircraft is not supported by the strut. The
strut is extended by means of gravity and air
pressure within the strut. As the strut extends,
the raised area of the piston strut contacts the
sloping area of the fixed centering cam and slides
along it. With this, it aligns itself with centering
cam and rotates the nose gear into a position into
straight head direction.
NOSE WHEEL STEERING SYSTEM

•This
mode enables the pilot to
maneuver the aircraft safely on the
ground.

•Early methods involved the use of

differential braking.
• This method of steering is more accurate and
also reduces tire and brake wear and noise
pollution.
• To allow free castoring of the nose
undercarriage when required, (i.e. towing), a
by-pass is provided in the steering system
hydraulics to allow fluid to transfer from
one side to the other.
• When steering is selected this by-pass is
closed by hydraulic pressure.
• Steeringis controlled, depending on the type of
aircraft, by:
A) A separate steering wheel
B) Operation of the rudder pedals
 Incorporated in the
steering system are:
Self-
centering
Jack
Shimmy
damper
POWER STEERING SYSTEMS
• Light
aircraft use a simple steering system,
where the nose wheel is mechanically
linked to the rudder pedals.

• Large
transport aircraft the nose wheel is
rotated by electric, pneumatic, or most
commonly, hydraulic power.
•This last type of system would include a
cockpit steering wheel or tiller, a
control valve, steering cylinders to
turn the nose gear, a mechanical
feedback device to hold the steering at
the selected angle, and a power source,
normally the aircraft hydraulic supply
fed from the engine driven pumps.
NOSE WHEEL STEERING SYSTEM
OPERATION
• Pressureis directed through the control valve
to the steering jacks, which retract or extend to
rotate the nose shock absorber strut within its
housing.
• Movement of the steering wheel is transmitted
through mechanical linkage to the control
valve, in accordance with the amount and
direction of tum required.
SELF- CENTERING OPERATION
• Aninner cylinder in each steering jack is connected
to the landing gear 'up' line and is supplied with
fluid under pressure when the landing gear is
selected up.
• The
Steering jacks extend equally to centralize the
nose wheel before pressure is applied to the nose
retraction jack, and the by-pass valve allows fluid
from the steering jacks to flow to the return line.
QUICK-RELEASE PIN
•These are provided to enable the
steering jacks to be disconnected
so that the nose wheel may be
turned through large angles
during ground servicing.
DAMPING
•Restrictorsin the pipelines between
the control valve and the steering
jacks provide damping for the nose
wheel steering operation.
NOSE WHEEL SHIMMY
•Due to the flexibility of tire
side walls, an unstable, rapid
sinusoidal oscillation or
vibration known as shimmy is
induced into the nose
undercarriage
•Excessiveshimmy, especially at high
speeds, can set up vibrations
throughout the aircraft and can be
dangerous.

•Worn or broken torque links, wear in

the wheel bearings and uneven tire
pressures can all increase the
tendency to shimmy
•Shimmy can be reduced in several
ways:

Provision of a hydraulic lock across the

steering jack piston
Fitting a hydraulic damper
Fitting heavy self-centering springs
Double nose wheel
Twin contact wheels
HYDRAULIC GEAR
RETRACTION
SYSTEM
•Thistype of system normally
provides for powered retraction
of the landing gear, extension
being by 'free-fall', with the
assistance of spring struts.
 SYSTEM RETRACTION
•When the landing gear selector is
moved to the 'up' position fluid is
directed to the 'up' line and a path
to return is created for 'down' line
fluid.
• 'Up'
line fluid flows to the Nose Landing Gear
(NLG) Down (DN) Lock which is released.

• Simultaneouslyfluid goes to the NLG Jack

which retracts. Fluid is also ported through the
one way restrictor (Free Flow) to Sequence
Valve 1 (SVI), where it waits the Main Landing
Gear (MLG) down lock which releases and to
the MLG Jack which extends and raises the
Main Undercarriage.
• When the Nose Undercarriage is fully retracted it is retained in
position by the NLG Uplock (Hydraulically released- Spring
Applied).
• Asthe MLG reaches full retraction it activates
SV 1 which allows the supply of fluid to the
Door jack which retracts, closing the Main
Undercarriage Door. Finally the MLG up lock
(Hydraulically Released- Spring Applied)
engages, locking the gear up. (On some
aircraft types the selector valve is placed in
the neutral position after the UIC is raised,
leaving the gear unpressurised for the period
of the cruise, so extending component life.
SYSTEM EXTENSION
• Operation of the system is as follows:
• When the selector is moved to the 'down'
position, fluid is directed to the NLG up
lock, which is released, and to the NLG
jack which extends and lowers the Nose
gear.
•Atthe same time fluid is ported to
Sequence Valve 2 (SV2), where it waits
and to the Door Jack which will extend to
open the door. The door jack return fluid
passes through SV 1 and the One Way
Restrictor (Restricted Flow) which
restricts the rate of fluid return acting as
a door speed damper.
• When the door is fully open, it activates SV2
which allows fluid both to the MLG Up Lock,
which releases, and to the MLG Jack, which
retracts and pulls the MLG into the down
position. Return fluid passes through the one-
way restrictor (Restricted Flow) the restriction
acting as a damper to the rate of undercarriage
travel thus preventing damage to the UIC
mountings etc. Finally, the MLG locks into
place when it engages with the MLG Down
Lock.
NOTE:
• Restrictorvalves are normally fitted to
limit the speed of lowering of the main
undercarriage units, which are influenced
in this direction by gravity. The nose
undercarriage often lowers against the
slipstream and does not need the
protection of a restrictor valve.
 PNEUMATIC RETRACTION
SYSTEM
•Similar to hydraulic retraction
system except that this system
utilizes pneumatics (air) as its
working fluid which is then damped
out overboard through the selector
valve.
ELECTRICAL GEAR RETRACTION
SYSTEM
OPERATION:
• The
motor operates a screw jack, which
provides angular movement to a torque tube; a
push-pull rod from the torque tube acts on the
drag strut of the nose undercarriage, and
cables and rods from the torque tube act on the
main undercarriage sidestays, rubber cord
being used to assist extension of the main
undercarriage units.
•ELECTRICAL RETRACTION SYSTEM
is fitted to light aircraft which do not
require the use of high-pressure fluid
system.

•This system uses motors to operate screw

jack to provide angular movement to a
torque tube.
LANDING GEAR INDICATOR
 AIRCRAFT WHEELS
• LOOSE FLANGE and DETACHABLE FLANGE
SPLIT TYPE or THE DIVIDED
WHEEL
•The divided wheel consists of two half
wheels, matched up and connected by
bolts which pass through the two
halves, the bolts are fitted with stiff
nuts, or, if one half of the wheel is
tapped, each bolt is locked with a
locking plate.
• Thiswheel is designed to be used with a tubeless
tire. A seal, incorporated at the joint, prevents
abrasion between the two halves and provides an
airtight joint.
• When used with a conventional tire, the wheel
inflation valve is removed to enable the tube
inflation valve to be fitted through the rim.
 AIRCRAFT WHEELS
• FUSIBLE PLUGS
 AIRCRAFT WHEELS
• To prevent a sudden blowout fusible plugs are fitted
in some tubeless wheels. These plugs are held in
position in the wheel hub by means of fusible alloy,
which melts under excessive heat conditions and
allows the plug to be blown out by the tire air
pressure
AIRCRAFT TIRES
MULTIPLE DISC BRAKE
BRAKE WEAR
• BRAKE

• SYSTEM

• OPERATION
• BRAKE TEMPERATURE INDICATORS