Avt 200 #3 Landing Gear
Avt 200 #3 Landing Gear
Avt 200 #3 Landing Gear
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.
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.
•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.
• 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.
•This
mode enables the pilot to
maneuver the aircraft safely on the
ground.
• 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.
• SYSTEM
• OPERATION
• BRAKE TEMPERATURE INDICATORS