AIRCRAFT LANDING GEAR ‘Functions ofa Landing Gear. Support the static load of an aircraft on ground or water during maneuver or in static condition. Provide a means of ground maneuver/taxing Absorb the landing shocks. Dampen the vibration. Facilitate aircraft for take-off and landing. Providing the aircraft the braking and steering functions. ‘Tyoes of Landing Gear + There are 3 basic types of landing gear that applied to the surfaces, which is water{pontoons}, hard or earthen and snow orice surfaces(skid). + Fach surfaces require a different type configuration of landing gear. + They are mainly divided into two types. 1)Fixed or rigid type of Landing Gear 2)Retractable Landing Gear ‘Fixed a Rigid Landing Gear + Aircraft that are not practical to be retracted are more suitable to used rigid/fixed type of landing gear. On slow aircraft, the penalty ofthis added weight is not overcome by the reduction of drag, so fixed gear is used. + Itis usually equipped with cowlings or farings known as: aYspats 2)Speed Fairings (ig.1) 3)Wheals Pants (ig.2) a tis a Te al _ + Minimizing the amount of parasite drag by means of retracting the landing gear to its designated compartment known as “Landing Gear compartment” or “Wheel Well” area, + Also contribute to better and improved aircraft performance. Note: Extreme care is taken for landing gear because it receives rough treatment throughout operation such as frequent landing shocks and irregular contact with ice, dirt and abrasive grit. By reqularly washing, lubricating and servicing the landing gear, it guards against corrosion, seizure of mechanical parts and failure of electrical components. Arrangement Of Landing Gear, Single Type LG.(half fork/fork) Double Type Ls. Tandem Type LG (parallel to each other). Multiple or Bogie Type LG. ibn Diagram 7.26 Wheel Mounting SystemsMultiple (Bogie/Truck) Lending Gear. The number of wheels are determined by the gross design weight of aircraft and the surfaces on which the loaded aircraft may require to land Advantages of multiple whee! type of landing gear: Multiple wheels spread the aircraft weight over a larger area of load aistribution Providing safety margin in a case of one of the tire burst during take off or landing, Extra braking effort or efficiency of braking is accomplish by the number of brake unit attached in each wheel Disadvantages of multiple whee! type landing gear: More moving parts and therefore require greater amount of maintenance, Tires tends to scrubs during turning maneuver. Larger turning radius required to prevent or reduce tire wear and therefore need a larger space for movement. Landing Gear Wheels Arrangement, Three basic arrangements of landing gear are used: tal wheel type landing gear (also known as conventional gear), tandem landing gear, and tricycle-type landing gear. + Tail whee! /conventional type wheel: Tail wheel-type landing gear is also known as conventional gear because many early aircraft use this type of arrangement. A few early aircraft designs use a skid rather than a tail wheel. This helps slow the aircraft upon landing and provides directional stability 11, Main landing gears are located forward of the C of G with tall wheel acts as auxiliary landing gear, 2. Steering the aircraft by means of tail wheel through the application of brake by rudder pedal known as differential braking. Extra pilot skill is required to land the aircraft as aircraft tends ‘ground loop’ and the C of G may swing ahead of main wheel, which may cause abrupt uncontrolled change in direction of aircraft in ground. ros:-Needs a shorter landing distance as the tail down attitude causes more drag. More propeller clearance. The increased clearance of the forward fuselage offered by tail wheel-type landing gear is also advantageous when operating in and out of non-paved runways, Cons:- Brake application must be delayed or monitored closely to avoid the tendency to nose -over (nose tlt) (© Apilot view is restricted when taxiing and great care during taxiing Is required. 3 Figue 124 Te serail wie of in Spee, + Tondem type Main Landing Gears are located in line of the C of G, which is under the fuselage and large wings are supported by out rigger wheels. ‘As the name implies, this type of landing gear has the main gear and tail gear aligned on the longitudinal axis of the aircraft. Sailplanes commonly use tandem gear, although many only have one actual gear forward on the fuselage with a skid under the tail. A few military bombers, such as the B-47 and the 8-52, have tandem gear, as does the U2 spy plane. The VTOL Harrier has tandem gear but uses small outrigger gear under the wings for support. Generally, placing the gear only under the fuselage facilitates the use of very flexible wings. Tricycle tyae'~ Main Landing Gears are located aft or behind C of G with nose wheels act as the steering and ‘auxliary gear. The nose gear ofa few aircraft with tricycle-type landing gear is not controllable. It simply casters as steering is accomplished with differential braking during taxi. However, nearly all aircraft have steerable nose gear. On light aircraft, the nose gear i directed through mechanical linkage to the rudder pedals. Heavy aircraft typically utilize hydraulic power to steer the nose gear. Control is achieved through an independent tiller in the flight deck. ©. Pros: It allows more forceful application of the brake for higher landing speed without nosing over, * It permits better visibility for the pilot during landing and takeoff. * Ittends to prevent aircraft ‘ground looping’ by moving the aircraft C of G forward of the main wheels. Forces acting on the C of G tends to keep the aircraft moving forward on a straight line rather than ‘ground looping, & Ground Looping ~ A sharp, uncontrolled change in direction of the aircraft on ground. Tall whee! type aircraft are highly subjected to ‘ground looping’ because of its C of Gis located forward of the main wheels.Figure 2: Tandem type. Landing Gear Main Components. 1. Torque Links/Torque Arms/Torsion Link (Scissors Assembly) ‘+ Maintain whee! and axle in a correct aligned position in relation to the strut (misalignment corrected by adding/installing a spacer or shim of different thickness). A slave link is mounted at the rear of torque link{a320) ‘+ Prevent ram ofa piston turning in the struts ‘+ Restrict the extension of the piston during the extension of the struts. + Aslave link is mounted at the rear of torque link(a320}. * torque link damper isa two way hydraulic unit which has its own hydraulic reservoir. Its function is to decrease the vibration during landing through torque links. 2. Drag Link/Drag Struts/fore stay. ‘+ Stabilizes the landing gear and support the aircraft structure longitudinally, supports the lower leg against the force of friction. 3. Side Brace Link/ Side Struts/side stay. ‘+ Stabilizes the landing gear and supports the aircraft laterally. 4, Over center Link/Down lock Struts/ Jury Struts. ‘© Holds the drag link and the side brace in the ‘DOWN’ and ‘LOCKED’ position by applying pressure to the center pivot joint in a drag or side brace link. Operates hydraulically by bungee cylinder or mechanically by bungee springs. Overcentre locks are not to be used as up locks, only as down locks. 5. Trunion and brackets ‘+ Supported at its end by bearing/bushing assemblies, which allows the gear to pivot during retraction and extension (the struts form the cylinder for the ole pneumatic shock absorber). t allows the gear to swing forward or backward, 6, Shock Struts, ‘+ Vertical member of the landing gear assembly that contains the shock absorbing mechanism, 7. Shimmy Damper. ‘+ Hydraulic snubbing unit that reduces the tendency of the nose or tail wheel to oscillate from side to side (rapid oscillation). 8 Actuator/lack/Actuating Cylinder. ‘+ Raise and lowering the landing gear. May also used as a down lock mechanism (continuous application of pressure), 9. Up Lock Cylinder/Up Lock Actuator. ‘+ Locks the landing gear in ‘UP’ and ‘LOCK’ position. 10. Down Lock Cylinder/Down Lock Actuator. ‘+ Locks the landing gear in ‘DOWN’ and ‘LOCK’ position, 11. Indicator (micro switches/ground safety switch/squat switch. ‘+ Means of providing cockait indication with regards to the landing gear position, either ‘UP’ and “LOCKED'/DOWN’ and ‘LOCKED’ or in transition and ‘NOT LOCKED’ 12. Centering Cam. + Aligning the nose whee! before retracted to ‘UP’ and back to its wheel well compartment. 13, Steering Actuator. ‘+ Allowing the pilot to control or steer the aircraft by means of NLG wheel assembly for ta 14. Landing Gear Door Actuator. + Allowing the opening or closing of landing gear door (main and nose landing gear). 15. Emergency Lowering Mechanism, ‘+ Providing the means of lowering down the landing gear in the event of normal extension system fails (under FAR 23.729). 16. swivel joints:- * itis flexible joint with internal passages that routes hydraulic fluid to the brakes or actuator. 17, Anti retraction latch cable: + Itprevents the inadvertent operation of the landing gear while the aircraft is on the ground,Fig. 4.1 Fork, landing gear Nut, castellated, hexagon Bearing si Valve, snubber Piston, landing gear Stop, piston extension Packing, proformed. 17) 18) 18) 20) 21) 22) 23) 2a) 28) 28) 27) 2a) 28) 30) 31) Landing gear terminology. Spacer, whee! bearing Washer, key Nut, slotted, hexagon Tube, Support restrictor Adapter, restrictor Restrictor ‘Asapter, axleDrag Strut Jacking Points Brake Rods The forces of impact on an aircraft during landing must be controlled by the landing gear. This is done in two ways: 1) the shock energy is altered and transferred throughout the airframe at a different rate and time than the single strong, pause of impact and, 2) the shock is absorbed by converting the energy into heat energy. Functions of a shock strut 1L. Absorbs and dissipating landing shocks incorporates of a telescopic tube mechanism which absorbs landing shocks but resist re-bound and at the same time protects the aircraft structure. 2. Controlling the re-bound (spring back or recoil) movement. 3. Providing cushioning effects during taxing, There are 2 types of shock struts:- + Non ~Absorbing Shock Struts. + Absorbing Shock Struts Rigid (Skid) + Spring Stee/leaf type + Bungee Cord 11. Bigid (Skid) Before the development of curved spring steel landing struts, many early aircraft were designed with rigid, welded steel landing gear struts. Shock load transfer to the airframe is direct with this design. Use of pneumatic tres aids in softening the impact loads. It is commonly found on helicopters (skid) and sail planes. The struts is rigidly attached to the aircraft without no specific components to cushion the ground contacts. The only way of cushioning is through the flexing of the landing gear or airframe structure itself. 2, Spring Steei/leaf type: itis usually employed at the main landing gear position for light aircraft. The leg is Consists ofa spring steel, aluminium tube or a composite strut. The upper wide end is attached by bolts to a heavy structure of the aircraft under the cabin and the lower end terminates in axle on which the wheel and brakes are assembled. On ground contact during landing, the gear flexes and stores the impact energy.| Figure B: Spring Steel Type. 3, Bungee Cord:- The structure of the landing gear is usually in the form of tubular whenever a rubber cord is Used as a shock absorber. Its designed and installed in such a way that the lever action is applied to tightly, wound rubber cord The cord is stretched upon landing and during taxiing. They take up the loads and return them to the airframe at a non-damaging rate. Flgute 1945. Piper Cub gc cord nding gear toner lending lads oe fame (and contr, Rubber, dame shock mansferis aed on soe Mooney erro (gh. Absorbing Shock Struts: True shock absorption occurs when the shock energy of landing impact is converted into heat energy, as in a shock strut landing gear. Tis is the most common method of landing shock dissipation in aviation. Itis used on aircraft of all sizes. ‘There are many different designs of shock struts, but most operate in a similar manner. Atypical pneumatic/hydraulic shock strut uses compressed air or nitrogen combined with hydraulic fluid to absorb and dissipate shock loads. Itis sometimes referred to as an air/oil or oleo strut. ‘There are two types of Oleo strut one with separator and one without separator. The later one is used the most. + Cleo Preumatic With Separator: It consists of an outer eylinder(upper) in which slides a lower tube or plunger cylinder. The upper tube is charged with oil and the lower one is filled with air. The lower tube contains a flutter plate with restricted passages for cil to travel. Below itis the floating separator that prevents mixing of air(nitrogen) and oll igure B: Oleo Pneumatic With Separator. + leo Pneumatic Without Separator: + It is sometimes referred to as an airfoil or oleo strut. AA shock strut is constructed of two telescoping cylinders or tubes that are closed on the external ends. The upper cylinder is fixed to the arcraft and does not move. The lower cylinder is called the piston and is free to slide in and out of the upper cylinder. + Two chambers are formed. The lower chamber is always filled with hydraulic fluid and the upper chamber is filled with compressed air or nitrogen. An orifice located between the two cylinders provides a passage for the fluid from the bottom chamber to enter the top cylinder chamber when the strut is compressed. * An orifice located between the two cylinders provides a passage for the fluid from the bottom chamber to enter the top cylinder chamber when the strut is compressed. ' This movement of fluid is controlled by a tapered metering pin/metering tube which is fixed onto the lower cylinder. Metering tube is similar to metering pin except that there are holes in the metering tube that control the flow of fluid from the bottom to top chamber during compression stroke. + To prevent damage due to rebound from compression a damping or snubbing device is used. + Arecoil valve on the piston or a recoil tube restricts the flow of fluid during the extension stroke, which slows the ‘motion and prevents damaging impact forces+ The upper cylinder contains a valve fitting assembly that allows both the upper and lower cylinder to be filled with ‘mineral hydraulic fluid or compressed nitrogen. + Apacking gland is employed to seal the sliding joint between the upper and lower telescoping cylinders. I is installed in the open end of the outer cylinder. A packing gland wiper ring is also installed in a groove in the lower bearing or gland nut on most shock struts. Itis designed to keep the sliding surface of the piston from carrying dirt, ‘mud, ce, and snow into the packing gland and upper cylinder. + To keep the piston and wheels aligned, most shock struts are equipped with torque links or torque arms. One end Of the links is attached to the fixed upper cylinder. The other end is attached to the lower cylinder (piston) so It cannot rotate. This keeps the wheels aligned. The links also retain the piston in the end of the upper cylinder when the strut is extended, such as after takeoff, + Nose gear shock struts are provided with a locating cam assembly to keep the gear aligned. A cam protrusion is attached to the lower cylinder, and a mating lower cam recess is attached to the upper cylinder. These cams line up the wheel and axle assembly in the straight-ahead position when the shock strut is fully extended. This allows the ‘nose wheel to enter the wheel well when the nose gear is retracted and prevents structural damage to the aircraft. It also aligns the wheels with the longitudinal axis of the aircraft prior to landing when the strut is fully extended, + Many nase gear shock struts also have attachments for the installation of an external shimmy damper Nose gear struts are often equipped with a lacking or disconnect pin to enable quick turning of the airerat. Disengagement ofthis pin allows the wheel fork spindle on some aircraft to rotate 360°, thus enabling the aircraft to be turned in a tight radius. + Nose and main gear shack struts on many aircraft are also equipped with jacking points and towing lugs. Jacks should always be placed under the prescribed points. When towing lugs are provided, the towing bar should be attached only to these lugs. + Shock struts contain an instruction plate. The instruction plate is usually attached near filler inlet and air valve assembly. It specifies the correct type of hydraulic fluid to use in the strut and the pressure to which the strut should be inflated, Note:- Landing aear bottoming:- This occurs when the piston rod travel exceeds the distance available and can cause damage as the castings meet. It mainly occurs due to leakage in the packing glands and heavy landing(in the event that the landing load is greater than the load that the oleo was designed for). Fillor plug and air valve Upper bearing and piston extension stop Outside cylinder Inner cylinder Flapper valve Snubber knob Metering pin Snubber tube Piston extension stop sleeve Packing Lower bearing Oritice oO kK Piston Strut is compressed, hydraulic fluid fills strut to filler plug level. Oleo Pneumatic Operations. ERIE ve During compression of the shock struts at spre landing, the orfce provides a restriction of uid eee flow and this reduce the rate of which the piston tener ocr (located in the inner eylinder) can move intoithe cylinder.1 ortme prvmuee @ wuonnaity ener Ww euULe we shock of landing. ii, As the fluid flow through the orifice into the upper chambers, the air in the upper chamber is compressed to the point that the entire weight of the aircraft is supported by the air in the landing gear strut. Oleo Pneumatic Operations. iv. The extension stroke occurs at the end of the compression as the eneray stored in the compressed air causes the aircraft to stert moving upward in relation to the ground (the: compressed air acts as a spring to retum the struts to its normal extension). v. The rapid rebound or recoil of struts dampened by forcing the fluid to retum through the restriction of the snubbing device (restricting the. rate of fuid flow from upper chamber to lower chamber). Oleo Pneumatic Operations vi. The compressed air at rest then acts as a shock absorber during the time that the aircraft shock of landing, Note: For efficiency operation of the shock strut, the proper fluid level and air pressure must be maintained. Een etme aS rei SAFETY 1a Escroan (4320 LG extension and retraction) Retraction and extension of landing gear: ‘There are 4 types of retraction direction on a retractable landing gear. {)Rearwards retraction. 2) Sideward retraction. 3)Forward retraction. 4)Upward retraction 1) Rearward retraction: + Could be used on nose landing gear, tal gear and main landing gear. + The disadvantage of this design is that the airflow could not be used as an aid in emergency extension. + Requires back-up pressure system for emergency extension. 2) Sideward retraction: * Landing gear retracting inboard or outboard is used only on ‘main landing’ gear application and are not suitable to bbe used on ‘nose landing’ gear. + Fuselage does not allow any ‘nose landing’ gear or ‘tal’ wheel to be retracted in this direction (small structure, electrical compartment, radar, etc.) 3) Forward retraction: + Used generally on both landing gear, which is ‘nose landing’ gear and ‘main landing’ gear. * Considerable effort is required to retract (raise) the landing gear with this method because it’s against the airflow during fight * Airflow acts as an aid in emergency extension of the landing gear with forward retraction. —41 Upward retraction: + The landing is retracted upwards into the fuselage known as ‘pod or ‘blister’. + Retracting the landing gear into the wing is not a viable option due to the sizeof the landing gear. + Mainly used on high wing aircraft such as ‘Lockheed C-130", Methods system of retraction and extension of retractable landing gear: 1)Mechanical type. 2)Electrical type. 3)Hydraulic type. 4)Pneumatic type. ok NOTE: Seaplanes are those where the fuselage is designed to be a floating hull. They only land and take off from water, Floatplanes are land planes where two floats, which allow the aircraft to take off and land on water, replace the wheeled undercarriage. UPLOCK MECHANISM OPERATION:4, In an air transport aircraft, the undercarriage is held in the up position using mechanical hook locks(spring loaded latches}. This ensures that the gear remains up in normal fightin the event of loss of hydraulic Power. 2. tis a mechanical lock but actuates the release of locking by means of fluid(hydraulic) pressure, 3. The principle components are, i.spring loaded latch which is attached on to the airframe structure and engages with the hook roller on the landing gear. ii. Hygrauligjatch cylinder(actuator) SG ep crank and lever linkage for emergency extension 4. ous ;ctuator forces the spring loaded latch to engage with the roller on the landing gear. Fluid fh place afterwards until retraction. 5. Ina gear @own sequence the fluid pressure form the actuator is released. This allows the hook to disengage with the roller under the force of spring. UP LocKS: Hook tock @TTeg ter UpandLches Unk an Releases Dagan 31 Hock Locks 6. Whee! bay doors, frequently referred to as D doors, have their own up locks, These are sequenced to open before the main gear up lock opens and move clear as the wheels start to extend, Attached to the main legs are fixed fairing doors. When the gear has moved through an are, the D doors are sequenced to close and lock. This reduces the aircraft's profile drag and prevents foreign objects (e.g. drt, water, ice, snow, et.) from being flung into the bay. In the event of emergency landing gear extension, these doors remain open. (OVERCENTRE OR GEOMETRIC LOCKS: 1. To ensure that all the components of the side stay form a solid rod when extended, itis manufactured as an overcentre or geometric lock. Any force applied from the direction of arrow A locks the strut more firmly, as does compression force applied to each end. 2. To unlock the joint, a force in the direction of arrow B must overcome the compression force applied to the ends of the strut and be able to push the hinge up through the centreline (as shown in 2). The compression forces are a proportion of the mass of the aircraft. When the wheels have left the ground, the compression load is removed. A small hydraulic actuator can exert sufficient force in the direction of arrow 8 to push or pull the strut through the centreline, breaking the lock, 3. Overcentre locks are not to be used as up locks, only as down locks.4. There are three types of down locks that can be used , i, Mechanical down lock li, Geometric down lock li, Hydraulic down lock LARGE AIRCRAFT UNDERCARRIAGE INDICATORS:- Large aircraft with undercarriage doors and bogies have: +3 green lights to indicate that the gear is down and locked in a safe position. + Ared gear unsafe light to indicate that part ofthe gear is unlocked. + Ared doors light that indicates that the doors are in an unlocked position. + An amber truck light that indicates that the bogie is in an incorrect position for retraction. ‘AIB/GROUND LOGIC * Air/Ground Logic is the term given to a series of switches that make or break depending on whether the aircraft Undercarriage is compressed while on the ground or extended by being in flight. On light aircraft, this can take the form of micro switches (measuring small movements operated by the ‘torque links of the main gear. + For systems that use a power pack to retract the gear, the micro switch completes the circuit. It removes the electrical power supply to the power pack when the weight is on the gear. Thus, any movement of the selector lever will not cause the gear to collapse. + For large aircraft, Air/Ground Logic switches can take the following form: Micro switches + Proximity switches * Pressure switches + Micro switches ‘As with the light aircraft, these switches register the movement of a plunger. As the plunger and. its striker can wear, more modern aircraft are fitted with proximity switches so as not to have ‘moving parts. + Be e Proximity switches consist of 2 small plates, each mounted on a separate surface. One plate is made of magnetised stainless steel and the other plate incorporates a small field coil. When the plates are brought into close proximity to each other, a small EMF is induced in the coil. This is sensed by a detector unit, which supplies the signal to the Logic system. Ground Logic on a large aircraft controls the operation of: + Thrust reversers in conjunction with power setting, * Braking (bounce protection) + Nose wheel steering in conjunction with groundspeed + Automatic spoiler deployment when spoilers are set to armed + Gear selector locking + Thermal wing anti ice selection to off UNDERCARRIAGE DOWN SAFETY LOCK:- * To prevent inadvertent selection of an air transport aircraft undercarriage selector to retract, when the Logic system senses ground, a safety lock, in the form of a mechanical plunger operated by an electrical solenoid, locks the gear selector in the down detented position. * Under normal operating circumstances, this plunger retracts only when the gear extends, and the system senses Air Logic. * A safety overtide switch allows the pilot to withdraw the plunger and select “gear up" whilst on the ground {for ‘emergency use only).ear Selegor Ak ——+ ceouna Diogrem 724 Gear Down Seley Lack GROUND LOCKS:- ‘+ When aircraft are being towed or serviced without hydraulic power available, ground locks are fitted. These take the form of tubular clamps or small pins. To indicate that they are fitted, each locking device has a red or red and white diagonally striped fiag (pennant) attached to it. When fitted, these locks physically prevent the movernent of the gear and doors. + Each aircraft carries its own set of locks. For an air transport aircraft, these must be mounted in an open-fronted or clear fronted stowage cupboard, which the captain can check on the way to the flight deck, (robs Section of Skeve Type Ground Lock ited toan Actor pn Type crouna tock sieeve Type Grapa Lock, Diagram 7.35 Ground Locke ‘Diagram 7.35 shows sleeves and pins, the two main types of ground locks used. Sleeves are tubes that are hinged along their length and clamp around the ram of an actuator when its fully extended. The sleeve forms a physical lock to the ram’s retraction. Pins, often used on geometric locks, fit through holes that align when the struts are in the overcentred condition and have a locking tag to prevent them from falling out. Beware of ground lacks that have lost their warning flags. To ensure that the bogie takes the correct position for landing (trail) and for retraction into the undercarriage bay, @ hydraulic trim jack is used. Refer to diagram 7.28 for an illustration, This can also function as a hop damper. ‘are 728 Pn me > HOP DAMPER To prevent the bogie wheels from bouncing over rough surfaces and to ensure that the wheels remain in contact with the runway, a hop damper is pressurised and forms an actuator forcing the front wheels downward. NOSE LANDING GEAR STEERING SYSTEM: * Ground steering of a small nose wheel aircraft is accomplished by either a direct linkage to rudder pedals(steering rods in C172) or by means of differential braking (castering of a nose wheel). + Free castering eystem:-(Means the nose whee! Is free to move just like a trolley whee! * In some light aircraft the nose is free to caster. + This type of nose wheel steering system is controlled by the aircraft brake system. + When the left brake or right brake is pressed or applied, the aircraft will turn in the direction of the applied brake which is left or right direction + The rate of the turn can be determined or controlled by the amount of pressure applied to the brake. + Large aircraft is steered by means of hydraulic pressure (NLG down pressure) in the steering cylinders.+ These large cylinders act as shimmy dampers during take-off and landing but as steering cylinders when aircraft is taxiing, * Fluid is directed into and out of these cylinders by the steering control valve that being moved by the application of rudder pedals or a nose wheel steering/steering tiller. Nose wheel steering system consists of + Steering tiller Mechanical (by means of cables), electrical or hydraulic connection for transmitting cockpit control ‘movernents to a steering control unit, ‘A control unit which is usually a metering valve or control valve A source of power, which isin most instances the aircraft hydraulic system (NLG down pressure) Tubing or hydraulic lines for carrying fluid to and from various parts or components of the system. (One or more steering cylinders together with the required linkages for using pressurized fluid to turn the nose gear (either let or right). A pressuring assembly to keep fluid in each steering that is always under pressure thereby preventing shimmy. {follow up mechanism consisting of gears, cable rods, drum or bell crank for returning the steering control unit to neutral and therefore holding the nose gear at the correct angle of turning, * Safety valves to allow the wheel to trail or swivel in the events of hydraulic failure ring tiller, udder ANS, At high speeds, directional control is achieved using the rudder pedals by deflecting rudders. The nose gear is often linked to the rudder pedals, however the maximum rotation is limited usually to about 2°-At low airspeeds the rudder is completely ineffective. Now the steering is achieved through steering tillers. They are connected to the steering cylinders through mechanical and electrical linkages. The tiller provides approximately 70 degrees in either direction of nose wheel steering. There are two tillers for each pilot and it is moved in the direction of turn. Steering through a tlle is limited below 60 knots. Nose Wheel Tillers + The nose wheels must align themselves with the wheel bay once the LG is retracted to prevent any damage. + NUG shock strut is provided with an upper locating cam that attach to the cylinder and a mating lower locating cam ‘that attach to the piston + During retraction of the NLG the weight of the aircraft is not supported by the struts. The strut now extends by ‘means of gravity and air (nitrogen) pressure within itself As the strut extends, the raised area of the piston strut will contact the slopping area of the fixed centering cam and sides along it. In doing so, it will align itself with the centering cam and rotates the nose gear piston into a straight ahead position‘An automatic flow-control valve installed between the gear-up and gear-dowan lines of the landing gear of some large airplanes. When the landing gear is released from its up locks, its weight causes it to fall faster than the hydraulic system ‘can supply fui to the gear-down side of the actuation cylinder. The crossflow valve opens and directs fluid from the «gear-up side into the gear-down side. This allows the gear to move down with a smooth motion, SHIMMY DAMPER: ‘+ A shimmy damper is installed to the NLG to act as a hydraulic snubbing unit which reduces the tendency of the whee! to oscillate from side to side during ground maneuver or what we cal ‘shimmy’ (a rapid violent side to side ‘swing (oscillation) of a nose or tal wheel while travelling forward at a certain speed along the runaway) ‘Large aircraft with hydraulic steering hold pressure in the steering cylinders to provide the required damping, This s known as steering damping and they are called steering dampers. ‘+ Ashimmy damper controls nose wheel shimmy through hydraulic damping. The damper can be built integrally within the nose gear, but most often it is an external unit attached between the upper and lower shock struts. Its itive during al phases of ground operation while permitting the nose gear steering system to function normally. . ‘Non hydraulic (PISTON TYPE:- ‘VANE TYPE: ‘type: * Aircraft not equipped with hydraulic nose ‘+ No longer in use + They look wheel steering utilize PISTON TYPE SHIMMY ‘+ It is designed with a set of stationary and fit DAMPERS and moving vanes. The movingvanes similar + The shaftis attached tothe lower shockstrut_ are mounted ona shaft that extends —_Piston- cylinder and to a piston inside the shimmy. outside. type damper Asthe lower strut cinder tiesto Withshimmy the rotating vanes turn shimmy shimmy, hydraulic uid is forced trough a changing the volume of space, the dampers bleed hole in the fluid is now forced to move through but piston. The restricted flow through the bleed restricted orifices which dampens the contain hole dampens vibration. ‘no fluid the oscillation. ‘+ The body is mounted on the inside. in + Apiston-type shimmy damper may contain a fill stationary part and the shaft is place of port to add fluid or it may be a sealed unit. connected on to the turning part. the = ROTATING: piston, a IRAN ne rubber piston presses out against the inner diameter of the damper housing when the shimmy ‘Vane Type Shirmy Damper ‘motion is received through the shaft. + The rubber piston rides on a very thin film of grease and the rubbing action =,between the piston and the housing provides the damping, This is known as, surface: effect damping. The materials used to construct this type of shimmy damper provide a long life without the need toever add fluid tothe unit