LANDING GEAR

Introduction
Landing gears have two main functions:
Supporting the weight of the stationary aircraft on the ground
Absorbing the loads during touchdown, the landing run and taxiing.
They are divided into two main categories, fixed (non-retractable) or fully
retractable.
Early aircraft had fixed landing gear, which unfortunately produced a large
amount of parasitic drag in flight. Since drag increases at the square of forward
speed, as aircraft began to fly faster, the resulting amount of drag became too
prohibitive.
In the short term, this problem was resolved by simply installing streamlined
fairings over the wheels. However it soon became clear that this drag could be
almost completely eliminated, if the landing gear were retracted after take off and
stowed out of the air-stream.

Tail Wheel Type Undercarriage

FIGURE 1

General
Early landing gear designs consisted of two main legs set just in front of the
centre of gravity (C of G) of the aircraft and a small tailwheel at the rear end of
the fuselage. Putting the C of G just aft of the main gear, ensured the aircraft very
quickly attained flying attitude during take off.
All aircraft at that time, were propeller-driven types and the inclined fuselage gave
ample clearance between the propeller and the ground during taxiing, take-off
and landing.
However the main disadvantage of this configuration was the risk that the aircraft
was likely to nose over when heavy braking was applied and poor vision for the
crew during taxiing and the initial part of the take off run.
This problem was overcome by the development of the Tricycle configuration,
which is now used almost exclusively. This places the main landing gear aft of the
C of G and a supporting nose gear at the forward end of the fuselage. As aircraft
became larger and heavier, landing gear design included multi-leg and multiwheel configurations.

Nose Wheel Type Undercarriage

Figure 2

Construction
All landing gears have to be attached to strong points on either the fuselage or
the wing structure, so that the landing loads can be absorbed and transferred
safely to the aircraft structure.
Smaller light aircraft use a steel leaf or tubular steel spring to act as an
undercarriage (figure 3). One end is attached to a strong point on the airframe
while located on the other end is the wheel and axle. The deflection of the spring
tube on landing absorbs the landing loads and transmit them to the airframe. A
properly conducted landing will not cause any undercarriage rebound.

Spring Tube Type

Figure 3
Another simple method was to use elastic bungee cord encased in a loose weave
cotton braid (Figure 4). The bungee cord is located on a series of support struts
which support the wheel and axle. The bungee cord stretches on landing and
transfers the landing forces into the airframe.

BUNGEE SHOCK
CORD
Bungee Cord Type Landing Gear
Figure 4

Larger more modern aircraft, require more complex and heavier retractable
systems (Figure 5). The larger the aircraft the larger the system. The components
remain similar just the size and quantities change (Figure 6). Each landing gear
unit is basically a wheeled shock absorber (oleo). A forged cylinder body is
attached to the airframe on trunnions to allow it to pivot when lowered and raised.
Articulated side stays are located between the cylinder body and airframe strong
points to give the landing gear strength and rigidity and allow the landing gearleg
to fold. Drag or bracing struts may also be fitted. These absorb the high
acceleration loads during take off and deceleration loads during braking.
MAIN SUPPORT FRAMES

TRUNNION

MAIN ACTUATOR
DOWNLOCK ACTUATOR

BRACING STRUT

DOWNLOCK LINKAGE
(TOGGLE LEVERS)
SIDE STAY
MAIN OLEO

PISTON

Landing Gear Leg With Bracing Struts

Figure 5
The wheel and axle assembly (bogey) is attached to the piston end. A hinged
torque (scissor) link is located between the axle yoke and the cylinder body. This
allows the piston to move freely in and out of the cylinder but prevents the piston
and wheel assembly from swivelling.
Two actuators are usually fitted. A main actuator attached to the cylinder body to
raise and lower the gear and a downlock actuator located on the bracing strut
which operates to cause a mechanical lock when lowered. It also unlocks the
gear mechanism before raising.
A Hop Damper is often used with multi wheel units to align the bogie at the
correct angle for landing and absorbs minor shock loads during taxiing. It is
connected between the main landing gear body and the bogie.

MAIN ACTUATOR

DOWNLOCK
ACTUATOR
CYLINDER
BRACING STRUT

PISTON
SCISSOR
(TORQUE) LINK

WHEEL

Oleo Type Landing Gear

Figure 6
Multiple Axles And Wheels
To allow for maximum utilisation of aircraft when operating from different runways
multi wheel landing gear is used. Typical configurations are shown in Figure 7.

SINGLE

D OU BLE

TAN DEM

BOGIE

Wheel Axle Configurations

Figure 7

The advantages of using multi-wheel configurations are:

They spread the landing loads over a larger area (footprint).

They are easier to stow as the wheel volume is reduced.

They provide greater safety. As the loads are spread over several wheels a
burst tyre is not so critical as the remaining wheels accept the extra loads.

The main disadvantages are:

There are more moving parts so they need more maintenance.

They are expensive to produce

Due to the large footprint the turning circle is increased to prevent the tyres
from crabbing and increasing wear.

Shock Absorbing
In order to absorb and dissipate the tremendous shock loads of landing, the
kinetic energy of the impact must be converted into other forms of energy. This is
achieved on most landing gear legs by using self-contained hydraulic shock
absorbing struts.
There are three main types of strut commonly used in commercial aircraft:

Oleo-pneumatic without separator

Oleo-pneumatic with separator
Liquid Spring

Oleo-pneumatic without separator

The strut uses a compressed gas (normally nitrogen) combined with a specific
quantity of hydraulic oil to absorb and dissipate the shock loads. It is essentially
an outer cylinder into which an inner hollow piston is inserted.
When the aircraft is airborne, the landing gear is no longer supporting the aircraft
weight, consequently the piston fully extends under the influence of the nitrogen
pressure. The nitrogen gas being lighter than oil, will settle in the upper portion of
the cylinder with the heavier oil at the bottom. Since in this particular type of strut
there is no separator between the oil and gas, there will be some aeration (froth)
as the oil and gas mix together at the demarcation line.

On landing, the inner piston is forced up into the outer cylinder, reducing the
internal volume. A tapered metering pin and snubber knob which are an integral
part of the piston, are forced into a snubber tube carried by the outer cylinder.
(See Figure 8).
OIL BLEED VALVE

NITROGEN/OIL
CHARGING VALVE

FLAPPER VALVE (OPEN)

CYLINDER

FLAPPER
VALVE
(CLOSED)

INNER
CYLINDER

SNUBBER KNOB
CYLINDER

SNUBBER
TUBE

METERING PIN

SNUBBER
KNOB

PISTON

(Strut Compressed)
Figure 8

METERING
PIN
PISTON

Oleo - Pneumatic without separator

(Strut Extended)
Figure 9

Oil is forced into the upper chamber through a series of holes in the snubber tube
and through the open flapper valve. The tapered shape of the metering pin
steadily reduces the available orifice area as it compresses.
The landing energy is therefore absorbed by the oil, as it is forced through the
ever-decreasing sized orifice and by the compression of the nitrogen gas, as the
oil is forced into the reduced volume of the upper chamber.
The problem now is to absorb the recoil, to prevent the aircraft from bouncing
back up from the runway.
As the piston starts to extend, the oil is now forced downwards into the hollow
piston. The rate at which this transfer takes place is greatly restricted by the
flapper valve slamming shut, leaving only a reduced number of holes in the
snubber tube to permit transfer the oil. This restriction in flow and the associated
increase in internal volume, prevents rapid strut extension and thus dampens the
recoil energy. (See Figure 9).

Oleo-pneumatic with separator

In this design, the principle is exactly the same as the oleo-pneumatic without
separator type previously described. The main difference is the inclusion of a
floating piston, to separate the oil chamber from the nitrogen chamber and
therefore prevent oil and gas mixing together. It also means that the nitrogen
chamber does not have to be positioned at the top of the leg, or indeed be limited
to one chamber. This makes shock absorbing more efficient, less severe jolting
during taxiing and will simplify servicing (see later).
Liquid Spring

This type does not have a gas compartment. Instead, it relies on the fact that if a
piston is forced into a cylinder completely filled with oil under a static pressure,
energy absorption will take place due to oil compression.
Oil is generally considered to be incompressible, however it is a fluid and will
obey the same rules as for a gas. At normal hydraulic system pressures (typically
3000 psi), the amount of compression is negligible. However, in liquid spring
shock absorbers, pressures in excess of 60,000 psi will often be generated and in
this case the oil will be compressed.
During touchdown, the inner piston is forced up into the upper cylinder as before,
compressing the oil as the volume progressively reduces by what is known as,
jack ram displacement. A restrictor valve inserted as before, will absorb the
recoil in a similar manner to the previous two types.
Servicing Filling and Charging
To guarantee the correct operation of the shock absorber, the strut must be
serviced in order to fill the leg with the proper quantity of oil. Additionally, the oil
must be completely free of air. The nitrogen chamber must also be charged to the
correct value in order to maintain the correct oil/gas ratio.
When correctly filled and charged, the strut will adopt the correct extension when
supporting the aircraft on the ground and the risk of the inner piston coming into
contact with the outer cylinder (bottoming) during touchdown will be eliminated.
Filling and charging procedures will vary between aircraft type, will be detailed in
the Aircraft Maintenance Manual (AMM) and must be strictly adhered to. A
general sequence of events to fill and charge a typical oleo-pneumatic without
separator type of strut (conforming to relevant health and safety regulations), is
detailed as follows:

Normally the aircraft will be positioned on jacks with the wheels clear of the
ground.
Using an approved adapter, completely release the nitrogen pressure via the
charging valve and ensure the valve remains open after all pressure has been
dissipated.
Place a bottle jack under the strut and carefully compress the leg, pushing the
inner piston into the outer cylinder until it bottoms and the leg is fully
compressed.
Open the hydraulic bleed valve and pump oil into the oil filling connection until
fresh clean oil, completely free of air bubbles, emerges from the bleed valve.
The leg is now completely filled with oil to the correct quantity.
Close and tighten the oil charging valve and oil bleed valve.
Remove the bottle jack, connect a nitrogen rig to the nitrogen charging valve.
Slowly and carefully inflate the leg with nitrogen until the leg is fully extended
and the inflation adapter gauge shows the correct gas pressure obtained from
the AMM.
Close and tighten the nitrogen charging valve and remove the charging rig.
Repeat if required on the other main leg.
Lower the aircraft off jacks.
The legs are now properly filled and charged.
OIL BLEED POINT

OIL CHARGING
VALVE
OIL
OIL BLEED

SEPARATOR

SEPARATOR

CHARGING
VALVE

GAS
OLEO - PNEUMATIC WITH
SEPARATOR
Figure 10
LEG EXTENDED
Figure 11

Extension And Retraction Systems

As the speed of the aircraft becomes high enough that the parasite drag of the
landing gear is greater than the induced drag caused by the added weight of the
retracting system it becomes economically practical to retract the landing gear
into the aircraft structure.
Raising or lowering of the undercarriage is carried out either hydraulically or
pneumatically via a selector lever in the cockpit which is mechanically or
electrically linked to a selector valve. When the selector valve is operated it
directs the fluid to one side or the other of the piston.
The landing gear is uplocked and downlocked mechanically or hydraulically
through the uplock boxes and the downlock toggle levers. Landing gear positions
are sensed by proximity switches or microswitches and transmit these positions
to the cockpit instrumentation via a control unit.
In the case of fluid or electrical failure, a mechanical emergency lowering system
is available. An emergency handle located in the cockpit is operated and by a
system of push-pull cables and gearboxes, the uplocks are released.
The landing gear selector valve or a freefall valve is also operated, which opens
all extension and retraction lines to return. The landing gear is allowed to fall
under gravity and aerodynamic forces but may be assisted by a spring or gas
operated free fall assister.
Smaller light aircraft may use differing methods for operating the landing gear.
Electric motors may drive actuators, a winding cable system, a simple operating
lever with safety locks or a manual hydraulic jacking system may be used to raise
or lower the landing gear.
Most modern light aircraft use a hydraulic power pack. This is a self-contained
system and was designed to be lightweight and easy to maintain. The pack
contains the fluid reservoir, sight glass, pressure pump, filter, thermal relief valve,
pressure relief valve, ground service and replenishment connections.
Extension System
When the selector lever is selected to GEAR DOWN a micro-switch on the lever
is made which powers up the hydraulic pump, the hydraulic pressure is then fed
to the uplock actuator valves to unlock the uplocks. Once operated, the uplock
hooks remain mechanically open under spring pressure. Movement of the
undercarriage legs break the uplock limit switches which indicates on the
instrumentation panel that the landing gears are in transit.(red triangles) and that
the undercarriage is unlocked.

The landing gear selector valve operates, and the down lines to the actuators and
the return lines to the reservoir are opened. The fluid pressure flows through the
selector valve to the actuators and extends the actuators. Once the main
actuators are fully extended and the undercarriage legs have mechanically
locked, excess pressure is bled back through the low pressure control valve to
the reservoir.
When all 3 wheels are down and locked, proximity switches send signals to a
control unit which turns the hydraulic pump off, closes the selector valve lines and
sends signals to the instrument panel indicating that the undercarriage is locked
down, (green triangles).
Retraction System
The retraction procedure is basically the opposite of the extension procedure.
When the selector lever is selected GEAR UP a micro-switch on the lever is
made which powers up the hydraulic pump, the hydraulic pressure is then fed to
the downlock actuators to unlock the mechanical locks on the bracing struts. Its is
also fed to the selector valve and opens the uplines to the main actuators and the
return lines to the reservoir.
Movement of the undercarriage legs breaks the downlock proximity switches
which send signals to the control unit which indicates on the instrumentation
panel that the landing gears are in transit, (red triangles) and that the
undercarriage is unlocked.
The fluid pressure flows through the selector valve to the main actuators and
retracts the landing gear. The undercarriage legs on full retraction mechanically
lock the uplocks. Once the main actuators are fully retracted and the
undercarriage legs are locked up, excess pressure is bled back through the low
pressure control valve to the reservoir. When all 3 wheels are up and locked,
uplock limit switches send signals to a control unit which turns the hydraulic pump
off, closes the selector valve lines and change the red triangles to black on the
indicating panel.
If a red triangle remains on when the undercarriage is fully extended or retracted
there is a fault in the system. A squat switch system and an electro-mechanical
stop on the selector lever, will prevent the landing gear from being retracted when
the aircraft is on the ground. The landing gear will not be able to be retracted until
certain parameters are met. This is normally when all landing gear legs have fully
extended after take off. This is sensed by proximity switches on each leg.

Uplock mechanism
On large modern aircraft when the landing gear is being retracted the uplocks will
operate mechanically. A roller on the landing gear leg will locate and engage into
the uplock hook. Limit switches will sense when the landing gear leg has
engaged in the lock hook and will turn off the hydraulic pressure. The gear will
then be held retracted in place purely mechanically. (Figure 14)

LOCK LEVER ASSEMBLY

LIMIT SWITCH

UNLOCK ACTUATOR VALVE

LANDING GEAR LEG ROLLER
UPLOCK HOOK

Locked Uplock
Figure 14
Normal release of the uplock is by a hydraulically actuated valve. The supplied
hydraulic pressure pushes a plunger against the lock lever which rotates about its
pivot. This action allows the uplock hook to disengage under its own spring
tension. The landing gear will then be extended hydraulically by the main
actuator. (Figure 15)
LOCK LEVER ASSEMBLY
LIMIT SWITCH

PLUNGER
UNLOCK ACTUATOR VALVE
UPLOCK HOOK

LANDING GEAR LEG ROLLER

Unlocked Uplock
Figure 15
Downlock mechanism
The downlock actuator can have either a single or double direction operation
depending on the aircraft. A single direction operation would unlock the downlock
mechanism (upper and lower toggles) prior to retraction, the leg relying on its own
extension to provide the over centre lock. The double direction actuator will lock
the downlock mechanism on extension and unlock it prior to retraction.
Once the landing gear has been fully extended and is sensed by a limit switch
hydraulic pressure is directed to the downlock actuator which extends the
actuator piston. The piston acts against a toggle lever which move both toggle
levers to an over centre position. This over centreing of the toggle levers forms a
mechanical lock which prevents the landing gear leg from collapsing. (Figure 16)

MAIN LEG

DOWNLOCK ACTUATOR

PROXIMITY SWITCH

SIDE BRACE

UPPER TOGGLE
LEVER
LOWER TOGGLE
LEVER

PROXIMITY SWITCH
CENTRE LINE

OVER CENTRE POSITION

Linkage Downlocked
Figure 16

Once the aircraft has landed and parked up, a red flagged safety pin is inserted
through alignment holes in the toggle levers to prevent inadvertent collapse or
retraction of the landing gear on the ground. This safety pin is removed before
flight.
On selecting the landing gear up, the hydraulic pressure is directed initially to the
downlock actuator and retracts the piston. As the piston retracts it moves the
lower toggle overcoming the mechanical lock, moving both toggle levers from the
over centre position to an under centre position, so that the landing gear can now
fold. (Figure 17)

MAIN LEG

DOWNLOCK ACTUATOR

PROXIMITY SWITCH

SIDE STAY
UPPER TOGGLE
LEVER
UNDER CENTRE POSIITION

LOWER TOGGLE
LEVER
PROXIMITY SWITCH

CENTRE LINE

Linkage Unlocked
Figure 17
Emergency Landing Gear Operation
The uplocks can be released manually if the actuator or hydraulic system fails. An
emergency landing gear lever, operated from the cockpit will act on and rotate the
hook locks, releasing the landing gear legs from the uplock hooks. The
emergency mechanism lever will also operate a lever on the landing gear selector
valve which will open all hydraulic lines to return. This allows the hydraulic fluid to
free flow through the system, to allow the landing gear to extend.
Once the uplocks are released the landing gear legs will extend under gravity and
aerodynamic forces. Spring or gas operated free fall assistors may be used to
help the gear extend. The proximity and limit switches will operate as normal
giving a cockpit indication of the gear in transit and down locked.

HOOK LINK ASSEMBLY

LEVER

LIMIT SWITCH

UPLOCK HOOK
UNLOCK ACTUATOR VALVE
CABLE

EMERGENCY
OPERATING HANDLE

Emergency Release Mechanism

Figure 18
On aircraft fitted with hydraulically sequenced doors if the hydraulic system fails,
the door jack is mechanically unlocked. This will also be carried out by a
mechanical linkage connected to the cockpits emergency release mechanism
(Figure 18)
Landing Gear Doors Sequencing
To keep the aircraft as streamlined as possible and to reduce drag, the landing
gear is normally retracted into bays within the aircraft structure. However some
aircrafts landing gear do not fully retract into the structure and some access doors
do not fully enclose the landing gear.
The bays have access doors which open and close in relation to the movement of
the landing gear. Some doors are mechanically linked to the landing gear, by a
system of connecting rods, bellcranks and links, whilst other doors open and
close under operation from a hydraulic sequencing valve, signalled by microswitches or proximity switches via a control unit.

To further reduce the drag some doors will close when the landing gear has been
extended. The landing gear doors may have a manual unlocking mechanism to
allow the door to be opened on the ground for access in carrying out
maintenance tasks and inspections.
Anything that jeopardises the sequence can cause considerable damage to the
aircraft structure and could lead to an unsafe landing condition. Door sequencing
relies on the movement of valves operated by the doors and the movement of the
legs. The sequencing valve can be therefore be either door operated or gear
operated.

Indications and Warning Indications and Warning

All modern aircraft fitted with retractable landing gear will have a means of
indicating on the flight deck whether the legs are locked down, in transit or
correctly locked up. Additionally, a separate warning system may be included to
show faults, or to indicate that the legs are not in the position selected (nips).
Normally leg position is shown, by a dedicated set of coloured indicators on the
front panel, near to the landing gear selector lever. Each leg will have its own set
of indicator lights.
On some aircraft a nips light is included in the selector lever itself.
The actual sequence of indication often varies from aircraft to aircraft, but the
modern dark cockpit philosophy during flight, usually means that all indicator
lights are extinguished (no lights), when the legs are properly locked up.
Red lights are often used when the legs are in transit (i.e.: not locked up and not
locked down) and green lights illuminate when each leg is down and locked.

RED TRANSIT
GREEN
LOCKED
DOWN

A RED LIGHT COMES ON WHENEVER:

1.
THE LEVER IS NOT DOWN AND GEAR
NOT UP.
2.
THE LEVER IS DOWN AND GEAR NOT
DOWN AND LOCKED.
3.
ENGINE No. 1 OR 2 THROTTLE IS IN
IDLE RANGE AND ANY GEAR NOT
DOWN AND LOCKED.
A GREEN LIGHT COMES ON WHENEVER:
1.
THE GEAR IS DOWN AND LOCKED.

Gear Position Indicator

Figure 21
On other aircraft, the red transit lights are replaced by the nips light in the
selector lever, and separate amber warning lights on the front panel will show a
fault. (I.e.: if any leg fails to reach its selected position, either locked up or locked
down, within a certain time limit.)
Also, where for example, visual confirmation from the cabin windows is not
possible, usually for nose gear, the locked down indicator may be duplicated, as
an additional confidence light, in case a bulb failure occurs.

ADDITIONAL NOSE
LOCKED DOWN GREEN
GREEN
LOCKED
DOWN
LIGHTS

AMBER FAULT
LIGHTS

RED NIPS LIGHT

INSIDE HANDLE

Landing Gear Selector and Indications

Figure 22

Micro switches or proximity sensors are fitted to each leg to relay information the
flight deck indicators. A change the output voltage whenever the uplock or
downlock mechanisms are made or broken during the retraction or lowering
sequences, determine indicator output.

MAIN LANDING GEAR

MAIN LANDING GEAR DOWNLOCK SENSOR

Gear Downlock Sensors
Figure 23

Other methods can be mechanical indicators outside the aircraft, visible from the
cockpit. There may be painted indicator lines on the landing gear legs toggle
levers which align when the gear is down and locked. (Figure 24)

UNLOCKED
LOCKED

Landing Gear Down Locked Visual Indicator

FIGURE 24

Some aircraft have pop up indicators which stand proud on the upper wing
surface when the gear is down and locked (Figure 25). These are plunger
operated through a cable linkage attached to the toggle levers. When the landing
gear extends and is locked down a plate attached to the toggle lever operates a
spring loaded plunger which by cable connection moves the indicator from its
housing, proud of the airframe skin. The indicator returns under spring pressure
into its housing when the landing gear is retracted

POP UP INDICATOR

AIRFRAME SKIN

UNLOCK ACTUATOR
PLUNGER

TOGGLE
LEVERS
SIDE STRUT

POP UP INDICATOR

AIRFRAME SKIN

UNLOCK ACTUATOR
PLUNGER

TOGGLE
LEVERS

SIDE STRUT

Landing Gear pop Up Indicator

Figure 25