INSTITUIO TOLEDO DE ENSINO

THIAGO DEZIDRIO BRANCO

LANDING GEAR

BAURU - 2007

LANDING GEAR
The landing gear is the principle support of the airplane when parked, taxiing, taking
off, or when landing. The most common type of landing gear consists of wheels, but
airplanes can also be equipped with floats for water operations, or skis for landing on
snow. (Figure 1)

Figure 1. Landing gear.

The landing gear consists of three wheelstwo main wheels and a third wheel
positioned either at the front or rear of the airplane. Landing gear employing a
rearmounted wheel is called conventional landing gear. Airplanes with conventional
landing gear are sometimes referred to as tailwheel airplanes. When the third wheel is
located on the nose, it is called a nosewheel, and the design is referred to as a tricycle
gear. A steerable nosewheel or tailwheel permits the airplane to be controlled throughout
all operations while on the ground.

Landing gear forms the principal support of the airplane on the surface. The most
common type of landing gear consists of wheels, but airplanes can also be equipped
with floats for water operations, landing on snow. (Figure 2)

Figure 2. The landing gear supports the airplane during the

takeoff run, landing, taxiing, and when parked.
TRICYCLE LANDING GEAR AIRPLANES
A tricycle gear airplane has three main advantages:
1.

It allows more forceful aplication of the brakes during landings at high speeds
without resulting in the airplane nosing over.

2.

It permits better forward visibility for the pilot during takeoff, landing, and
taxiing.

3.

It tends to prevent ground looping (swerving) by providing more directional

stability during ground operation since the airplanes center of gravity (CG) is
forward of the main wheels. The forwar CG, therefore, tends to keep the airplane
moving forward in a straight line rather than ground looping.

Nosewheels are either steerable os castering. Steerable nosewheels are linked to the
rudders by cables or rods, while castering nosewheels are free to swivel. In both cases,
you steer the airplane using the rudder pedals. However, airplanes with a castering
nosewheel may require you to combine the use of the rudder pedals with independent
use of the brakes.
TAILWHEEL LANDING GEAR AIRPLANES
On tailwheel airplanes, two main wheels, which are attached toh teh ariflmae ahead of
its center of gravity, support most of the weight of the structure, while a tailwheel at the

very back of the fuselage provides a third point of support. This arrangement allows
adequate ground clearance for a larger propeller and is more desirable for operations on
unimproved fields. (Figure 3)

Figure 3.Tailwheel landing gear.

The main drawback with the tailwheel landing gear is that the center of gravity is
behind the main gear. This makes directional control more difficult while on the ground.
If you allow the airplane to swerve while rolling on the ground at a speed below that at
which the rudder has sufficient control, the center of gravity will attempt to get ahead of
the main gear. This may cause the airplane to ground loop.
Another disadvantage for tailwheel airplanes is the lack of good forward visibility when
the tailwheel is on or near the surface. Because of the associated hazards, specific
training is required in tailwheel airplanes.
FIXED AND RETRACTABLE LANDING GEAR
Landing gear can also be classified as either fixed or retractable. A fixed gear always
remains extended and has the advantage of simplicity combined with low maintenance.
A retractable gear is designed to streamline the airplane by allowing the landing gear to
be stowed inside the structure during cruising flight. (Figure 4)

Figure 4. Fixed and retractable gear airplanes.

LANDING GEAR BOEING 737

Introduction
The airplane has two main landing gear anda a single nose gear. Each main gear is a
conventional two-wheel landing gear. The nose gear is a conventional steerable twowheel unit.
Hydraulic power for retraction, extrension, and nose wheel steering is supplied by
hydraulic system A. A manual system for extending the landing gear is installed.
Whithout hydraulic system A, nose wheel steering is unavailable.
The normal brake system is powered by hydraulic sustem B. The alternative brake
system is powered by hydraulic system A. Antiskid protection is provided on both brake
systems, but the autobrake system is available only with the normal brake system.
Landing Gear Operation
The landing gear are normally controlled by the LANDING GEAR lever. On the
ground, a landing gear lever lock prevents the LANDING GEAR lever from moving to
the up position. An overrride tregger in the lever may be used toh bypass the landing
gear lever lock. In flight, the air/ground system energizes a solenoid which opens the
lever lock.
Landing Gear Retraction
When the LANDING GEAR lever is moved to UP, the landing gear begins to retract.
During retraction, the brakes automatically stop rotation of the main gear wheels. After
retraction, the main gear are help in place by mechanical uplocks. Rubber seal and
oversized hudcaps complete the fairing of the outboard wheels.
Note: Manual brake application during flight may cause brake pedal vibration
until pedal force is released.
The nose wheels retract forward into the wheel well and nose wheel rotation is stopped
by snubbers. The nose gear is help in place by na overcenter lock and enclosed by doors
which are mechanically linked to the nose gear.
Hydraulic sustem B pressure is available for raising the landing gear through the
landing gear transfer valve. Hydraulic system B supplies the volume of hydraulic fluid
required to raise the landing gear at the normal rate when all of the following conditions
exist:
Airborne
No. 1 engine RPM drops below a limit value
LANDING GEAR lever is positioned UP
Either main landing gear is not up and locked
Hydraulic pressure is removed from the landing gear system with the LANDING
GEAR lever in the OFF position.
Landing Gear Extension
When the LANDING GEAR lever is moved to DN, hydraulic system A pressure is used
to release the uplocks. The landing gear extends by hydraulic pressure, gravity and air
loads. Overcenter mechanical and hydraulic locks hold the gear at full extension. The
nose wheel doors stay open when the gear is down.

Landing Gear Manual Extension

If hydraulic system A pressure is lost, the manual extension system provides another
means of landing gear extension. Manual gear releases on the flight deck are used to
release uplocks that allow the gear to free-fall to the down and locked position. The
forces that pull the gear down are gravity and air loads.

BIBLIOGRAPHY

FAA Pilot's Handbook of Aeronautical Knowledge [FAA 2003]

Flight Crew Operations Manual Boeing 737-330/-430/-530

CREDITS
www.airliners.net