MODULE 11-13

LANDING GEAR
 LANDING GEAR
LANDING GEAR CAN BE DIVIDED INTO 2 CATEGORIES

FIXED

RETRACTABLE

EARLY AIRCRAFT WERE SIMPLE AND SLOW AND HAD FIXED LANDING GEARS.

AS AIRCRAFT SPEEDS INCREASED AND TECHNOLOGY INPROVED LANDING GEARS

BECAME RETRACTABLE

LANDING GEAR HAVE 2 MAIN FUNCTIONS

SUPPORTING THE AIRCRAFT WEIGHT ON THE GROUND

ABSORBING THE LANDING LOADS

TAIL WHEEL LANDING GEAR
MOST EARLY LANDING GEARS WERE OF THE FORMAT OF 2 MAIN WHEELS AT THE FRONT (SLIGHTLY
IN FRONT OF THE C OF G - SUPORTING THE MAJORITY OF THE AIRCRAFTS WEIGHT)
AND A SMALLER TAIL WHEEL OR SKID AT THE REAR
THIS GIVES ADEQUATE CLEARANCE FOR THE PROPELLER BUT RESTRICTS THE VIEW ON TAKE OFF
AND LANDING DUE TO THE NOSE UP ATTITUDE

c of g

IF THE AIRCRAFT PITCHES NOSE DOWN SLIGHTLY WHILST TAKING OFF OR AFTER LANDING THE C OF
G ATTEMPTS TO GET AHEAD OF THE MAIN WHEELS AND MAY CAUSE A GROUND LOOP
NOSE WHEEL LANDING GEAR
TO OVERCOME THE PROBLEMS ASSOCIATED WITH TAIL WHEELED AIRCRAFT THE
TRICYCLE CONFIGURATION WAS USED

THIS PLACED THE MAIN GEARS BEHIND THE C OF G

c of g

IT HAS A LIGHTER NOSE GEAR AT THE FORWARD END OF THE FUSELAGE

ON LARGER AIRCRAFT MULTIPLE LANDING GEAR LEGS ARE USED TO CATER FOR THE
INCREASED AIRCRAFT WEIGHTS AND LANDING LOADS
 LANDING GEAR
WHEN AIRCRAFT FLEW AT LOW SPEEDS PARASITE DRAG WAS A MINOR CONSIDERATION.
LIGHT WEIGHT AND RUGGEDNESS WERE THE PRIME REQUIREMENTS

AS AIRCRAFT BECAME FASTER, STREAMLINED COVERS WERE INSTALLED OVER THE

WHEELS

THEY ADDED WEIGHT BUT REDUCED DRAG

WHEN SPEEDS BECAME EVEN GREATER THE LEVELS OF DRAG AND THE LOADS ACTING ON
THE LANDING GEAR BECAME TOO HIGH AND RETRACTABLE LANDING GEARS WERE
INTRODUCED.
SPRING TUBE CONSTRUCTION
ALL LANDING GEARS HAVE TO BE ATTACHED TO
THE AIRFRAME AT STRONG POINTS EITHER ON
THE FUSELAGE OR THE WING STRUCTURES

THE LANDING LOADS ARE ABSORBED AND

TRANSMITTED THROUGHOUT THE AIRFRANE
THROUGH THESE STRONG POINTS
SMALL LIGHT AIRCRAFT USE A STEEL LEAF OR
TUBULAR STEEL SPRING. ONE END IS
ATTACHED TO THE FUSELAGE STRONG POINT

THE OTHER END LOCATES A WHEEL AND AXLE

ASSEMBLY
THE DEFLECTION OF THE LEAF OR SPRING TUBE
ON LANDING ABSORBS THE LANDING LOADS AND
TRANSMIT THEM THROUGH THE STRONG POINT
ATTACHMENTS TO THE FUSELAGE
AS THESE LOADS ARE ABSORBED INTO THE
FUSELAGE THE LANDING GEAR WILL NOT CAUSE
THE AIRCRAFT TO REBOUND INTO THE AIR
BUNGEE CORD CONSTRUCTIONN
ANOTHER SIMPLE METHOD USED ON
LIGHT AIRCRAFT IS THE BUNGEE CORD
WHICH IS ENCASED IN A LOOSE WEAVE
COTTON BRAID

THE BUNGEE IS LOCATED ON A SERIES OR SUPPORT

STRUTS WHICH SUPPORT THE WHEEL AND AXLE. THE
BUNGEE STRETCHES ON LANDING TO TRANSFER THE
LANDING LOADS INTO THE FUSELAGE
CONSTRUCTION
LARGER MORE MODERN AIRCRAFT REQUIRE MORE COMPLEX AND HEAVIER RETRACTABLE
LANDING GEAR SYSTEMS. THE LARGER THE AIRCRAFT THE LARGER AND HEAVIER THE SYSTEM

THE COMPONENT PARTS REMAIN IDENTICAL JUST THE SIZE AND WEIGHT CHANGES

MAIN FRAMES EACH LANDING GEAR LEG UNIT

IS BASICALLY A WHEELED
SHOCK ABSORBER (OLEO
STRUT)

DOWNLOCK A FORGED CYLINDER BODY IS

ACTUATOR ATTACHED TO THE AIRFRAME
MAIN ACTUATOR ON TRUNNIONS TO ALLOW IT
DOWNLOCK LINKAGE TO PIVOT WHEN RAISED OR
(TOGGLE LEVERS)
LOWERED
BRACING STRUT SIDE STAY

MAIN OLEO

PISTON
AXLE
CONSTRUCTION
MAIN ACTUATOR

BRACING STRUT

DOWNLOCK ACTUATOR CYLINDER

PISTON
SCISSOR LINK

WHEEL
 MULTIPLE WHEEL UNITS
MULTI-WHEEL UNITS ARE USED ON MOST OF THE MODERN LARGER AIRCRAFT

THEIR ADVANTAGES ARE:

THEY SPREAD THE LANDING LOADS OVER A LARGER AREA (FOOTPRINT)
THEY ARE EASIER TO STOW AS THE WHEEL VOLUME AND SIZE IS MORE COMPACT

THEY PROVIDE GREATER SAFETY. SHOULD ONE TYRE FAIL THE REMAINING WHEELS WILL
TRANSMIT THE EXTRA LOADS

AN 225
MULTIPLE WHEEL UNITS
THEIR DISADVANTAGES ARE:

THERE ARE MORE MOVING PARTS AND THEREFORE REQUIRE MORE MAINTENANCE

THEY ARE EXPENSIVE TO PRODUCE

DUE TO THE INCREASED FOOTPRINT THEY REQUIRE A LARGER TURNING CIRCLE TO

PREVENT THE TYRES FROM CRABBING, INCREASING THE WEAR
 SHOCK ABSORBING
THE PRINCIPLE OF ABSORBING THE LOADS ON LANDING IS TO CONVERT THE
MECHANICAL ENERGY INTO SOME OTHER FORM OF ENERGY - HEAT
THIS IS DONE ON MOST LARGER AIRCRAFT BY THE USE OF NITROGEN/OIL OLEO STRUTS

THESE ABSORB THE LOADS BY MOVING

FLUID FROM ONE CHAMBER TO
ANOTHER, FREE IN ONE DIRECTION BUT
RESTRICTED IN THE OTHER

THE RESTRICTION IS TO PREVENT THE

LANDING GEAR FROM REBOUNDING

AS THE FLUID IS COMPRESSED IT

ABSORBS THE LOADS AND CONVERTS
THESE LOADS TO HEAT ENERGY
CONSTRUCTION
MAIN ACTUATOR

BRACING STRUT

DOWNLOCK ACTUATOR CYLINDER

PISTON
SCISSOR LINK

WHEEL
OLEO STRUT
AN OLEO STRUT IS A PISTON WITHIN A CYLINDER AND IS
CHARGED WITH HYDRAULIC FLUID AND NITROGEN

IT IS MADE UP OF 2 CHAMBERS THAT ARE SEPARATED BY AN

ORIFICE AND A TAPERED METERING PIN

THE METERING PIN MOVES IN AND OUT OF THE ORIFICE INTO

A SNUBBER TUBE WHEN THE SRUT IS COMPRESSED OR
EXTENDED

AT THE END OF THE METERING PIN IS A SNUBBER KNOB

WHICH CONTROLS THE RATE OF TRAVEL AT THE END OF THE
PISTON EXTENSION

AT THE END OF THE SNUBBER TUBE IS A FLAPPER VALVE

WHICH UNSEATS WHEN THE OLEO IS COMPRESSED AND
SEATS WHEN THE PISTON EXTENDS
OLEO STRUT

WHEN THE AIRCRAFT LANDS THE STRUT IS

COMPRESSED

OIL IS FORCED INTO THE UPPER CHAMBER

THROUGH THE ORIFICES IN THE SNUBBER
TUBE AND THE OPEN FLAPPER VALVE

THE SMALL END OF THE METERING VALVE IS IN

THE ORIFICE AS THE STRUT BEGINS TO
COMPRESS

AS IT CONTINUES TO COMPRESS THE

METERING VALVE TAPER STEADILY
DECREASING THE ORIFICE AREA

THE LANDING ENERGY IS ABSORBED BY THE

OIL AS IT PASSES THROUGH THE DECREASING
ORIFICE AREA AND THE NITROGEN IS
COMPRESSED AS THE OIL IS FORCED INTO THE
UPPER CHAMBER
 OLEO STRUT
THE MOMENTUM OF THE
AIRCRAFT TRIES TO
COMPRESS THE STRUT MORE
THAN IS REQUIRED TO
SUPPORT THE WEIGHT OF
THE AIRCRAFT

WHEN MAXIMUM
COMPRESSION IS REACHED
THE AIRCRAFT TRIES TO
REBOUND

THIS CLOSES THE FLAP VALVE

AND FORCES THE FLUID TO
FLOW AT A RESTRICTED RATE
THROUGH THE SNUBBER
TUBE ORIFICES

THIS RESTRICTED FLOW IS CALLED DAMPING AND

PREVENTS THE RAPID EXTENSION OF THE STRUT TO
PREVENT THE AIRCRAFT FROM BOUNCING BACK INTO
THE AIR
EXTENSION
AND
RETRACTION
SYSTEMS
SELECTOR VALVE
OPERATION OF THE SELECTOR VALVE DIRECTS FLUID TO ONE SIDE OR THE OTHER OF THE ACTUATOR PISTON

SOLENOID SOLENOID

SERVO VALVE

EMERGENCY LINKAGE
SELECTOR VALVE

DOWN UP
SELECTOR VALVE
SELECTOR VALVE

DOWN UP
SELECTOR VALVE
IN CASE OF FLUID OR ELECTRICAL FAILURE A MECHANICAL EMERGENCY EXTENSION SYSTEM IS
AVAILABLE

COCKPIT EMERGENCY RELEASE HANDLE

THE EMERGENCY SYSTEM IS OPERATED BY A HANDLE FROM THE COCKPIT BY A MECHNICAL SYSTEM OF CABLES
RODS AND GEARBOXES
THE MECHANICAL LINKAGES ACT ON THE UPLOCKS TO RELEASE THE UPLOCK LATCHES AND THE HYDRAULIC
SELECTOR VALVE TO OPEN ALL THE EXTENSION AND RETRACTION LINES TO RETURN
SELECTOR VALVE
ALL LINES OPEN TO ALLOW A FREE FLOW OF FLUID AROUND THE SYSTEM

THE LANDING GEAR LEGS ARE THEN ALLOWED TO EXTEND UNDER GRAVITY AND AERODYNAMIC
FORCES
UPLOCK MECHANISM

ON LARGE MODERN AIRCRAFT

WHEN THE LANDING GEAR IS
RETRACTED THE UPLOCKS ENGAGE
MECHANICALLY

THE LANDING GEAR LEG WILL BE HELD

RETRACTED MECHANICALLY BY THE
UPLOCK HOOK

A ROLLER ON THE LANDING GEAR LEG

WILL LOCATE AND ENGAGE INTO THE
UPLOCK HOOK
 WHEN THE UPLOCK IS
LOCKED A LIMIT
LOCK LEVER ASSEMBLY SWITCH WILL BE MADE
LIMIT WHICH WILL TURN OFF
SWITCH THE HYDRAULIC
SUPPLY TO THE MAIN
ACTUATORS

NORMAL RELEASE
UNLOCK OF THE UPLOCK IS
BY A
ACTUATOR VALVE HYDRAULICALLY
ACTUATED VALVE

UPLOCK
HOOK

THE LOCK LEVER ASSEMBLY ROTATES ABOUT ITS AXIS
ROTATION OF THE LOCK LEVER ALSO
MAKES A LIMIT SWITCH WHICH
POWERS UP THE HYDRAULIC SYSTEM
TO ALLOW THE LANDING GEAR LEGS
TO BE EXTENDED

HYDRAULIC PRESSURE EXTENDS THE

ACTUATOR PLUNGER
UPLOCK HOOK OPENS UNDER SPRING PRESSURE
ALLOWING THE LANDING GEAR LEG TO EXTEND
ONCE THE LEG IS FULLY EXTENDED A LIMIT SWITCH TURNS
OFF HYDRAULICS AND THE PLUNGER RETRACTS UNDER
SPRING PRESSURE
UPLOCK MECHANISM

LEVER

CABLE LINKAGE

COCKPIT EMERGENCY HANDLE

IF THE HYDRAULIC RELEASE WAS TO FAIL AN EMERGENCY
MECHANICAL RELEASE MECHANISM CAN BE OPERATED FROM THE
COCKPIT
A HANDLE OPERATED CABLE LINKAGE CONNECTS ON TO THE LOCK LEVER ASSEMBLY
WHEN THE HANDLE IS OPERATED
THE LOCK LEVER IS ROTATED ABOUT
ITS AXIS

THE UP LOCK MECHANISM IS UNLOCKED AND THE LANDING

GEAR IS ALLOWED TO EXTEND UNDER GRAVITY
DOWNLOCK MECHANISM

THE DOWNLOCK MECHANISM

MECHANICALLY LOCKS THE LANDING
GEAR IN THE EXTENDED POSITION
ONCE THE LANDING GEAR HAS
BEEN FULLY EXTENDED AND
SENSED BY A LIMIT SWITCH,
HYDRAULIC PRESSURE IS
DIRECTED TO EXTEND THE
DOWNLOCK ACTUATOR
 ACTUATOR
EXTENDS

THE OVER CENTRE POSITION

OF THE TOGGLE LEVERS
CAUSES A MECHANICAL LOCK
WHICH PREVENTS THE
LANDING GEAR LEG FROM
INADVERTANTLY RETRACTING TOGGLE LEVERS MOVE TO AN OVER CENTRE
POSITION
 DOWNLOCK MECHANISM
MAIN DOWNLOCK
LEG ACTUATOR

THE DOWNLOCK ACTUATOR

MAY HAVE EITHER A SINGLE OR
DOUBLE DIRECTION OPERATION

SIDE STAY
TOGGLE
LEVERS
THE LEG WOULD RELY ON
ITS OWN EXTENSION TO
PROVIDE THE OVER CENTRE A SINGLE DIRECTION OPERATED DOWNLOCK ACTUATOR WOULD
LOCK FOR THE TOGGLE UNLOCK THE DOWNLOCK MECHANISM PRIOR TO RETRACTING THE
LEVERS LANDING GEAR

THE DOUBLE DIRECTION ACTUATOR WOULD LOCK THE MECHANISM

ON EXTENSION AND UNLOCK THE MECHANISM ON RETRACTION
DOWNLOCK
MECHANISM

ONCE THE AIRCRAFT HAS LANDED AND

PARKED , A HIGH VISIBILITY RED FLAGGED
SAFETY PIN IS INSERTED INTO HOLES
ALIGNED ON THE TOGGLE LEVERS

THIS PREVENTS INADVERTANT COLLAPSE OF THE LANDING

GEAR ON THE GROUND

THE FLAGGED SAFTEY PIN IS REMOVED BEFORE FLIGHT

DOWNLOCK
MECHANISM
ACTUATOR PISTON
RETRACTS

ON SELECTING THE LANDING GEAR

UP THE HYDRAULIC PRESSURE IS
INITIALLY DIRECTED TO THE
DOWNLOCK ACTUATOR

TOGGLE LEVERS MOVE TO AN UNDER CENTRE POSITION

TO ALLOW THE LEG TO FOLD
DOOR SEQUENCING

TO KEEP THE AIRCRAFT AS STREAMLINED AS POSSIBLE AND TO REDUCE DRAG THE LANDING
GEARS ARE RETRACTED INTO BAYS WITHIN THE AIRCRAFT STRUCTURES

ON SOME AIRCRAFT THE LANDING GEAR DO NOT FULLY RETRACT AND SOME ACCESS DOORS DO
NOT FULLY ENCLOSE THE LANDING GEAR

THE LANDING GEAR BAYS HAVE ACCESS DOORS WHICH OPEN AND CLOSE IN RELATION TO THE
MOVEMENT OF THE LANDING GEAR LEGS
SOME DOORS ARE MECHANICALLY
CONNECTED TO THE LANDING GEAR
LEGS BY A SYSTEM OF RODS CRANKS
AND LINKS.
OTHER DOORS OPEN AND CLOSE BY
THE OPERATION OF A HYDRAULIC
SEQUENCE VALVE
SEQUENCE VALVE - DOOR SHUT
TO DOOR ACTUATOR

VALVE PRESSURE IN
SEAT

DOOR
OPERATED
PLUNGER

TO MAIN ACTUATOR

HYDRAULIC PRESSURE IS INITIALLY FED TO THE DOOR ACTUATOR WHICH EXTENDS TO OPEN THE
DOOR
SEQUENCE VALVE
TO DOOR ACTUATOR

VALVE PRESSURE IN
SEAT

THE DOOR
OPERATES THE
PLUNGER

HYDRAULIC
PRESSURE IS
FED TO THE
MAIN THE SEQUENCE VALVE MAY BE PLUNGER OPERATED EITHER
ACTUATOR BY THE LANDING GEAR DOOR OR THE LANDING GEAR LEG. AS
PART OF THE SEQUENCE SOME DOORS MAY CLOSE ONCE THE
GEAR HAS BEEN EXTENDED TO REDUCE THE DRAG
THE ACTUATED DOORS MAY
HAVE A MANUAL UNLOCKING
MECHANISM WHICH ALLOWS THE
DOORS TO BE OPENED ON THE
GROUND FOR MAINTENANCE
TASKS AND INSPECTIONS
DOOR SAFETY BARS
ON SOME AIRCRAFT FITTED WITH DOOR SEQUENCING VALVES, IF THE HYDRAULIC SYSTEM WAS
TO FAIL THE DOORS ARE FORCIBLY OPENED BY OPERATING THE EMERGENCY EXTENSION
MECHANISM
THIS IS DONE BY THE LANDING GEAR LEGS PUSHING AGAINST SAFETY BARS ON THE LANDING
GEAR DOORS
THE DOORS WILL OPEN WITHOUT BEING DAMAGED BUT WILL REMAIN OPEN
EMERGENCY RELEASE
CABLE
DOOR OPENING MECHANISM

DOOR
ACTUATOR
DOOR
ACTUATOR
EMEREGENCY
RELEASE LINKAGE

SAFETY
DOOR SAFETY BAR BAR
INDICATIONS AND WARNINGS
IT IS ESSENTIAL FOR THE PILOT TO KNOW THE POSITION OF THE LANDING GEAR LEGS AS THERE WILL BE
LIMITATIONS LAID DOWN WHEN THE LANDING GEAR IS EXTENDED

THE LANDING GEAR WILL BE OUT OF SIGHT FROM THE COCKPIT

THE AIRCREW WILL HAVE SOME COCKPIT INDICATIONS AS TO WHETHER THE LANDING GEAR IS LOCKED UP,
LOCKED DOWN OR IN TRANSIT.

LANDING GEAR POSITIONS ARE SENSED BY PROXIMITY

SWITCHES OR MICROSWITCHES AND THESE SWITCHES
TRANSMIT POSITION SIGNALS THROUGH A CONTROL UNIT
TO THE COCKPIT INSTRUMENTATION

THE MAIN METHOD IS TO INDICATE VISUALLY ON THE

INSTRUMENT PANEL. THERE WILL BE ONE INDICATION
EITHER A LIGHT OR MAGNETIC INDICATOR FOR EACH
LANDING GEAR LEG

A RED TRIANGLE OR LIGHT INDICATES THAT THE LANDING

GEAR LEG IS IN TRANSIT

A GREEN TRIANGLE OR LIGHT WILL INDICATE THAT THE

LANDING GEAR LEG IS LOCKED DOWN

WHEN IN THE LOCKED UP POSITION, NO LIGHTS WILL

SHOW OR THE MAGNETIC INDICATOR WILL BE BLACK
INDICATIONS AND WARNINGS
IF THERE IS A MIX OF GREEN AND RED INDICATORS THIS WILL INDICATE THAT THERE IS A
FAULT IN THE SYSTEM

ASSOCIATED WARNING LIGHTS AND

AUDIO WARNINGS WILL ACTIVATE TO
ALERT THE AIRCREW

THERE MAY BE SEPARATE INDICATOR

PANELS ON THE INSTRUMENT CONSOLE
FOR EACH OF THE PILOTS
SIDE BRACE ALIGNMENT MARKS
OTHER METHODS MAY
INCLUDE MECHANICAL
INDICATORS OUTSIDE
THE AIRCRAFT WHICH
WILL BE VISIBLE FROM
THE COCKPIT OR FROM
THE CABIN

UNLOCKED
SIDE BRACE ALIGNMENT
MARKS
SIDE BRACE ALIGNMENT MARKS
THERE MAY BE
INDICATOR LINES ON
THE TOGGLE LEVERS
OR SIDE BRACES THAT
ARE ALIGNED WHEN
THE LANDING GEAR IS
LOCKED DOWN

LOCKED
MECHANICAL POP UP INDICATOR
SKIN POP UP INDICATOR

STRIKER PLATE
CABLE PLUNGER

TOGGLE LEVERS

SIDE BRACE

UNLOCKED
MECHANICAL POP UP INDICATOR

THE STRIKER PLATE

STRIKES THE PLUNGER

THE POP UP INDICATOR

PROTRUDES ABOVE THE
AIRCRAFT SKIN

THE TOGGLE LEVERS

LOCK TO THE OVER
CENTRE POSITION

LOCKED
INDICATIONS AND WARNINGS
TO PREVENT THE PILOT FROM LANDING THE AIRCRAFT WITH THE LANDING GEAR IN THE
UP POSITION THERE MAY BE A WARNING SYSTEM CONNECTED TO THE CENTRALISED
WARNING PANEL IF THE AIRCRAFT IS NOT IN THE CORRECT CONFIGURATION FOR
LANDING

THE WARNING SYSTEM MAY BE INTERLINKED WITH FLAP SETTINGS, POWER LEVER
SETTINGS OR AIRSPEED SIGNALS AS PART OF THE CONFIGURATION WARNING

THE WARNING MAY ACTIVATE WHEN THE AIRCRAFT DESCENDS TO A CERTAIN HEIGHT
ABOVE GROUND

THE WARNINGS WILL ACTIVATE THE CWP THE WARNING LIGHTS AND AUDIO WARNINGS
ELECTRO-MECHANICAL INTERLOCK
AN ELECTRO-MECHANICAL SAFETY INTERLOCK DEVICE MAY BE FITTED TO PREVENT THE LANDING GEAR FROM BEING RETRACTED
ON THE GROUND
THE SOLENOID CONTROLS A LATCH PIN. WHEN DE-ENERGISED THE LATCH PIN MOVES UNDER THE LANDING GEAR SELECTOR LEVER
SAFETY
TO GIVE ALATCH
SAFETYPIN
INTERLOCK PREVENTING RETRACTION FROM BEING SELECTED.

UP

LANDING GEAR
SELECTOR LEVER

DOWN

SAFETY SOLENOID
LANDING GEAR
LEG EXTENSION
LIMIT SWITCHES

CONTROL UNIT
 SAFETY LATCH PIN
UP

LANDING GEAR
SELECTOR LEVER

DOWN
SAFETY SOLENOID
LANDING GEAR
LEG EXTENSION
LIMIT SWITCHES

CONTROL UNIT
 SAFETY LATCH PIN
UP

LANDING GEAR
SELECTOR LEVER

DOWN
SAFETY SOLENOID
LANDING GEAR
LEG EXTENSION
LIMIT SWITCHES

CONTROL UNIT
 SAFETY LATCH PIN
UP

LANDING GEAR
SELECTOR LEVER

DOWN
SAFETY SOLENOID
LANDING GEAR
LEG EXTENSION
LIMIT SWITCHES

CONTROL UNIT
SAFETY LATCH PIN
UP

LANDING GEAR
SELECTOR LEVER

DOWN

SAFETY SOLENOID LANDING GEAR

LEG EXTENSION
LIMIT SWITCHES

CONTROL UNIT
SAFETY LATCH PIN
UP

LANDING GEAR
SELECTOR LEVER

DOWN

SAFETY SOLENOID LANDING GEAR

LEG EXTENSION
LIMIT SWITCHES

CONTROL UNIT
 WHEN ALL THE LANDING GEAR LEGS ARE COMPRESSED ON
LANDING A SAFETY SOLENOID IS DE-ENERGISED VIA A CONTROL
UNIT FROM SIGNALS FROM LIMIT SWITCHES
SAFETY LATCH PIN
UP

LANDING GEAR
SELECTOR LEVER

DOWN
SAFETY SOLENOID
LANDING GEAR
LEG EXTENSION
LIMIT SWITCHES

CONTROL UNIT
 SAFETY LATCH PIN
UP

LANDING GEAR
SELECTOR LEVER

DOWN
SAFETY SOLENOID
LANDING GEAR
LEG EXTENSION
LIMIT SWITCHES

CONTROL UNIT
WHEELS AND
BRAKES
WHEELS

THE WHEELS ON THE LANDING GEAR LEGS PROVIDE SOME FORM OF SUSPENSION AND
ADHESION BETWEEN THE AIRCRAFT AND THE GROUND

EARLY WHEELS AND TYRES WERE OF THE BICYCLE TYPE WITH SPOKE WHEEL RIMS AND
EITHER SOLID OR INFLATABLE TYPE TYRES FITTED WITH TYRE LEVERS
FIXED FLANGE
MOST LIGHT AIRCRAFT HAVE
FIXED FLANGE ONE PIECE
FORGED OR CAST WHEELS

AXLE

WHEEL
SPLIT WHEEL
MODERN WHEELS ON LARGER AIRCRAFT ARE 2 PIECE WHEELS DUE TO THE HIGH LOAD BEARING
REQUIREMENTS

2 PIECE WHEELS ARE OF 2 TYPES

REMOVEABLE RIM
SPLIT WHEEL

THE REMOVEABLE RIM WHEEL REQUIRES AN INNER TUBE

THE SPLIT WHEEL IS

TUBELESS AND REQUIRES
A PERFECT SEAL BETWEEN
THE 2 HALVES. AN O RING IS
LOCATED BETWEEN THE 2
SECTIONS FOR SEALING
TO BE AS LIGHT AND
STRONG AS POSSIBLE THEY
O RING ARE USUALLY
CONSTRUCTED FROM
ALLUMINIUM OR
MAGNESIUM ALLOYS AND
MAY BE EITHER CAST OR
FORGED

BRAKE KEY WAYS

SPLIT WHEELS
THE INBOARD WHEEL SECTION IS FITTED WITH KEYS THAT ALLOW THE BRAKE DISC TO
SLOT INTO

THESE KEY WAYS DRIVE THE BRAKE DISCS WITH THE WHEELS

THE OUTBOARD WHEEL SECTION HOUSES THE ANTI SKID BRAKING MECHANISM IF FITTED
SPLIT WHEELS
ON LARGER MODERN AIRCRAFT THE WHEELS ARE FITTED WITH ONE OR MORE FUSEABLE PLUGS

THESE PLUGS HAVE A CENTRE HOLE THAT IS FILLED WITH LOW MELTING POINT ALLOY
IN THE EVENT OF A WHEEL OR ITS TYRE OVERHEATING THE ALLOY MELTS WHEN A TEMPERATURE
LIMIT IS REACHED, ALLOWING THE TYRE TO SAFELY DEFLATE BEFORE IT CAN BURST

SOME TYRES ARE FITTED WITH OVER INFLATION SAFETY VALVES

WHEN THE TYRE IS INFLATED TO A DANGEROUS LEVEL THE SAFETY VALVE RUPTURES TO BLEED OFF
EXCESSIVE PRESSURE AND THE TYRE DEFLATES BEFORE IT CAN EXPLODE
AIRCRAFT TYRE CONSTRUCTION
TYRE TREAD WAS AT FIRST A DIAMOND PATTERN THAT WAS EFFECTIVE ON GRASS
THE RIBBED PATTERN WAS MORE SUITABLE FOR OPERATION ON HARD SURFACES

ALMOST ALL MODERN AIRCRAFT HAVE A RIBBED PATTERN TREAD WITH THE GROOVED
RIBS RUNNING AROUND THE TYRES CIRCUMFERENCE
TREAD
MODERN TYRES ARE
NORMALLY REMOULDED
AS LONG AS THE WEAR
AND REMOULD REMAINS
WITHIN LIMITS

SIDEWALL

CHAFING STRIPS CARCASS

BEAD WIRES BEAD BUNDLE

AIRCRAFT TYRE CONSTRUCTION
THE BEAD GIVES THE TYRE ITS STRENGTH AND STIFFNESS TO GIVE A FIRM MOUNTING
ON THE WHEEL
THE BEAD IS MADE UP OF BUNDLES OF HIGH STRENGTH CARBON STEEL WIRE WITH 2 OR
3 BEAD BUNDLES ON EACH SIDE OF THE TYRE
RUBBER STRIPS STREAMLINE
THE ROUND BEAD BUNDLES
TREAD TO ALLOW THE FABRIC TO FIT
SMOOTHLY AROUND THEM
WITHOUT ANY GAPS

THE BEAD BUNDLES ARE

ENCLOSED IN LAYERS OF
RUBBERISED FABRIC TO
INSULATE THE CARCASS
PLIES FROM THE HEAT
SIDEWALL ABSORBED IN THE BEAD
WIRES

CHAFING STRIPS CARCASS

BEAD WIRES BEAD BUNDLE

AIRCRAFT TYRE CONSTRUCTION
THE CARCASS IS THE BODY OF THE TYRE THAT IS MADE UP OF LAYERS OF RUBBERISED
FABRIC CUT IN STRIPS WITH THE THREADS RUNNING AT AN ANGLE OF ABOUT 450 TO THE
LENGTH OF THE STRIP.

EACH LAYER IS CALLED A PLY THESE STRIPS EXTEND

COMPLETELY ACROSS THE
TREAD TYRE AROUND THE BEAD
AND PARTIALLY UP THE SIDE

EACH PLY IS PUT ON AT 900

TO THE PREVIOUS ADJACENT
PLY. THIS IS KNOWN AS BIAS
PLY

SIDEWALL

CHAFING STRIPS CARCASS

BEAD WIRES BEAD BUNDLE

AIRCRAFT TYRE CONSTRUCTION
THE PLY FABRIC IS NORMALLY ARAMID FIBRES (KEVLAR) ON MODERN AIRCRAFT TYRES

RUBBERISED CHAFING STRIPS ARE WRAPPED AROUND THE EDGES OF THE CARCASS PLIES
AND ENCLOSE THE BEAD AREAS. THESE PROVIDE A CHAFE RESISTANT SURFACE BETWEEN THE
TYRE AND THE BEAD SEAT
THE COMPOUND OF RUBBER
TREAD BETWEEN THE PLIES AND THE
TREAD IS CALLED THE
UNDERTREAD

ON TOP OF THE UNDERTREAD

ARE MORE PLIES THAT
STRENGTHEN THE TREAD
AGAINST THE CENTRIFUGAL
FORCE DURING HIGH SPEED
ROTATION
SIDEWALL

CHAFING STRIPS CARCASS

BEAD WIRES BEAD BUNDLE

TYRE CONSTRUCTION
THE CARCASS IS COATED WITH AN INNER COATING OF RUBBER. ON TUBELESS TYRES IT IS
LESS PERMEABLE THAN OTHER RUBBERS USED
IT SEALS THE TYRE AND REDUCES THE AMOUNT OF LEAKAGE

THE TYRE TREAD IS THE THICK LAYERED RUBBER AROUND THE TYRE CIRCUMFERENCE
THAT SERVES AS THE WEARING SURFACE

MOULDED GROOVES ARE CUT INTO THE TREAD SURFACE FOR OPTIMUM TRACTION
WITH THE RUNWAY SURFACE
BRAKES

AIRCRAFT BRAKE SYSTEMS CONVERT KINETIC ENERGY FROM THE MOTION

OF THE AIRCRAFT INTO HEAT ENERGY WHICH IS GENERATED BY THE BRAKE
LININGS ACTING AGAINST THE BRAKE DISC OR DRUM

THERE ARE 2 TYPES OF BRAKES IN USE

ENERGIZING (SERVO)

NON-ENERGIZING
ENERGIZING BRAKES

ENERGIZING BRAKES USE THE FRICTION DEVELOPED BETWEEN THE ROTATING AND
STATIONARY PARTS TO PRODUCE A WEDGING EFFECT

THIS EFFECT USES THE MOMENTUM OF THE AIRCRAFT TO INCREASE THE BRAKING FORCE

THIS INCREASED BRAKING FORCE REDUCES THE PILOTS EFFORT NEEDED TO PRODUCE
THE BRAKING FORCE

ENERGISING BRAKES ON SMALLER AIRCRAFT HAVE A SINGLE SERVO ACTION AND ONLY
OPERATE WITH FORWARD MOTION
ENERGIZING BRAKES
ENERGISING BRAKES HAVE THEIR SHOES AND LININGS MOUNTED ON SOME FORM OF
TORQUE PLATE IN SUCH A WAY THAT THEY ARE FREE TO MOVE OUT AGAINST THE
ROTATING DRUM

WHEN THE BRAKES ARE APPLIED PISTONS MOVE OUT AND PUSH THE LININGS AGAINST
THE DRUM THAT IS ROTATING WITH THE WHEEL

ROTATION OF THE BRAKE DRUM WEDGES THE LININGS AGAINST IT

WHEN THE PRESSURE IS RELEASED A RETRACTING SPRING PULLS THE LININGS AWAY
FROM THE DRUM AND RELEASES THE BRAKES
NON-ENERGIZING BRAKES
THESE TYPES OF BRAKES ARE THE MOST COMMONEST USED ON AIRCRAFT

THESE BRAKES ARE HYDRAULICALLY ACTUATED AND THE AMOUNT OF BRAKING ACTION
DEPENDS ON THE AMOUNT OF PRESSURE APPLIED

THE MOST COMMON TYPES ARE:

EXPANDER TUBE TYPE

SINGLE DISC TYPE

MULTI-DISC TYPE
EXPANDER BRAKE SYSTEM
EXPANDER TUBE BRAKES USE A HEAVY NEOPRENE INNER TUBE SANDWICHED
CIRCUMFERENTIALLY BETWEEN THE HUB TORQUE FLANGE AND BRAKE LININGS
SINGLE DISC BRAKES

THIS TYPE OF BRAKE IS COMMON ON LIGHT AIRCRAFT

THE BRAKES ARE ACTUATED BY HYDRAULIC PRESSURE FED FROM A MASTER CYLINDER
AND THE BRAKING FORCE (FRICTION) IS PRODUCED WHEN THE ROTATING BRAKE DISC IS
SQUEEZED BETWEEEN THE BRAKE LININGS AND THE CALIPER

THERE ARE 2 TYPES OF SINGLE DISC BRAKES

FLOATING DISC FIXED CALIPER

FLOATING CALIPER FIXED DISC

SINGLE BRAKE DISC
ON FLOATING DISC FIXED CALIPER BRAKES THE DISC IS KEYED INTO THE WHEEL

IT IS FREE TO MOVE IN AND OUT AS THE BRAKES ARE APPLIED OR RELEASED

ON FLOATING CALIPER FIXED DISC THE

DISC IS RIGIDLY ATTACHED TO THE WHEEL

THE CALIPER IS ALLOWED TO MOVE IN AND

OUT ON ANCHOR BOLTS WHEN THE BRAKES
ARE APPLIED OR RELEASED
AUTOMATIC ADJUSTER
SOME SINGLE BRAKE DISCS HAVE AUTOMATIC ADJUSTERS AND WEAR INDICATORS
THE AUTOMATIC ADJUSTER PIN IS PULLED THROUGH THE GRIP WHEN THE BRAKES ARE APPLIED
WHEN THE BRAKES ARE RELEASED THE PISTON AND LININGS MOVE AWAY FROM THE DISC UNDER
RETURN SPRING PRESSURE
THE PROTRUSION OF THE ADJUSTER PIN INDICATES THE AMOUNT OF BRAKE LINING WEAR AND IN
GENERAL THE LININGS ARE REPLACED WHEN THE WEAR PIN BECOMES FLUSH

WEAR PIN
INDICATOR
Brake ‘wear’ indicator.
Replace brake when
‘pin’ is ‘flush’ with the
plate.
MULTI DISC BRAKES

THE GROSS WEIGHT OF THE AIRCRAFT AND THE SPEED AT THE TIME OF BRAKE
APPLICATION DETERMINES WHAT SIZE OF BRAKES ARE REQUIRED

JAR 25 DETAILS THE REQUIREMENTS FOR AIRCRAFT BRAKE SYSTEMS

AS AIRCRAFT BECOME LARGER THE NEED FOR GREATER BRAKING SURFACES AND
HEAT DISSIPATION IS REQUIRED

MULTIPLE DISC BRAKES WITH SEGMENTED ROTORS ARE STANDARD ON MOST

MODERN LARGE AIRCRAFT
THE SEGMENTED DISC BRAKE HAS A NUMBER OF ROTATING DISCS WHICH ARE KEYED ONTO THE
ROTATING WHEEL
THE DISCS (ROTORS) ARE SEGMENTED TO ALLOW FOR COOLING AND FOR EXPANSION CAUSED BY
THE HIGH TEMPERATURES GENERATED DURING BRAKING
BETWEEN EACH ROTOR IS A STATOR PLATE OR BRAKE LINER WHICH ARE KEYED ONTO THE AXLE
SHAFT
THE BRAKE LININGS ARE RIVETTED ONTO EACH SIDE OF THE STATOR PLATE

A PRESSURE
PLATE IS
LOCATED ON
THE INBOARD
SIDE OF THE
AXLE SHAFT
AND A
BACKING
PLATE IS
LOCATED ON
THE
OUTBOARD
SIDE
ANNULAR MULTI DISC BRAKE
MODERN AIRCRAFT USE MULTI BRAKE CYLINDERS INSTEAD OF A SINGLE ANNULAR
CYLINDER
EACH CYLINDER HAS A PISTON WHICH ACTS AGAINST THE PRESSURE PLATE WHEN
HYDRAULIC PRESSURE IS APPLIED

EACH CYLINDER IS SUPPLIED FROM

2 SEPARATE HYDRAULIC SYSTEMS
IN CASE ONE SYSTEM FAILS

WEAR INDICATION AND

AUTOMATIC ADJUSTMENT IS THE
SAME AS FOR THE SINGLE BRAKE
SYSTEM
BRAKE SYSTEM

MASTER BRAKE CYLINDERS

BRAKE SYSTEM

BRAKE CONTROL
VALVE
ANTI-SKID SYSTEMS

ANTI-SKID SYSTEMS WORK ON THE PRINCIPLE OF RELEASING THE BRAKE ON A WHEEL

THAT HAS OR IS JUST ABOUT TO LOCK

THERE ARE 2 TYPES OF SYSTEM IN USE

MECHANICAL

ELECTRONIC

THE MECHANICAL SYSTEM USES THE PRINCIPLE OF INERTIAL WEIGHTS

THE ELECTRONIC SYSTEM USES WHEEL SPEED SIGNALS VIA A COMPUTER AND
CONTROL UNIT
ANTI-SKID SYSTEMS
THE ADVANTAGES OF USING AN ANTI-SKID SYSTEM ARE:

MAXIMUM BRAKING EFFICIENCY

REDUCED LANDING RUN

NO SKIDDING OR LOCKING OF WHEELS

INCREASED TYRE LIFE

MAXIMUM PILOT BRAKING EFFORT

MECHANICAL ANTI-SKID SYSTEM
THE ANTI SKID COMPONENTS ARE LOCATED EITHER INTERNALLY ON THE AXLE OR
EXTERNALLY AROUND THE WHEEL UNITS.
INTERNAL UNITS ARE MOUNTED INSIDE THE WHEEL AXLES AND ARE LESS SUSCEPTIBLE
TO DAMAGE
EXTERNAL UNITS
ARE MOUNTED ON
THE BRAKE UNIT
TORQUE PLATE.

THEY ARE
NORMALLY
REFERRED TO AS
MAXARETS
(MAXIMUM
RETARDATION
UNITS).
MECHANICAL ANTI SKID SYSTEM
THEY ARE DRIVEN BY A SMALL RUBBER WHEEL WHICH CONTACTS AND ROTATES WITH
THE AIRCRAFTS WHEEL
THE MAXARET IS CONNECTED TO THE HYDRAULIC LINE BETWEEN THE BRAKE METERING
VALVE AND THE BRAKE UNIT
THE UNIT IS SENSITIVE TO THE
ANGULAR DECELERATION
WHICH OCCURS DURING
BRAKING

AS THE WHEEL SPEED

DECREASES THE FLYWHEELS
INERTIA KEEPS IT ROTATING

THE FLYWHEEL DRIVES THRUST

BALLS UP A CAM WHICH
OPERATE A PUSH ROD INSIDE
THE BRAKE UNIT

THE PUSH ROD ACTS ON A

LEVER WHICH PIVOTS AND
SHUTS OFF THE HYDRAULIC
PRESSURE SUPPLY
MECHANICAL ANTI SKID SYSTEM
AS THE PRESSURE LINE IS SHUT THE RETURN LINE OPENS WHICH RELEASES THE
BRAKE PRESSURE

AS THE WHEEL REGAINS SPEED IT REALIGNS WITH THE FLYWHEEL. THE THRUST BALLS
MOVE BACK DOWN THE CAM

THE PIVOT LEVER RE-OPENS THE SUPPLY PRESSURE LINE AND CLOSES THE RETURN. THE
BRAKES RE-APPLY

THE BRAKE S RE-APPLY UNTIL THE ANGULAR DECELEARTION IS SUCH THAT THE SYSTEM
SENSES A LOCK AND THE SYSTEM OPERATES AGAIN
ELECTRONIC ANTI SKID SYSTEM
THE SYSTEM IS MADE UP OF THE FOLLOWING:
A WHEEL SPEED TRANSDUCER (SENSOR)
AN ANTI SKID CONTROL UNIT
AN ANTI SKID VALVE
SPEED TRANSDUCERS ARE
SENSORS WHOSE
ROTATION CREATES AN AC
SIGNAL. THE VOLTAGE
PRODUCED IS
PROPORTIONAL TO THE
WHEEL SPEED

THE WHEEL SPEED SIGNAL

IS SENT TO A CONTROL
UNIT WHERE IT IS
CONVERTED INTO A DC
VOLTAGE
ELECTRONIC ANTI SKID SYSTEM

ELECTRONIC ANTI SKID SYSTEMS ARE

FITTED TO MOST MODERN LARGE
AIRCRAFT

THEY ARE MORE SENSITIVE THAN

MECHANICAL UNITS AND CAN ALSO
MODULATE THE BRAKE PRESSURES FOR
OPTIMUM EFFICIENCY

THEY ARE MORE RELIABLE, ARE LESS

SUSCEPTIBLE TO DAMAGE AND
REQUIRE LESS MAINTENANCE
BRAKE PRESSURE FROM THE METERING VALVE GOES TO THE PRESSURE SIDE OF A
FLAPPER VALVE
IF THERE IS NO SIGNAL FROM THE CONTROL UNIT THE FLAPPER VALVE COVERS THE
RETURN PORT
METERED BRAKE PRESSURE ACTS ON
THE SPOOL VALVE TO ALLOW
FLAPPER VALVE PRESSURE TO THE BRAKE UNIT

ALSO A FEEDBACK CHAMBER IS FED

WITH METERED PRESSURE READY
FOR THE IMMEDIATE BRAKE RELEASE
WHEN REQUIRED.
WHEN THE WHEEL TRANSDUCERS
SENSE A SKID , SIGNALS ARE SENT
FROM THE CONTROL UNIT TO THE
ANTI SKID VALVE.
IN THE ANTI SKID VALVE THE FLAPPER
VALVE MOVES TO COVER THE
METERING PRESSURE PORT.
PRESSURE BRAKE RETURN VALVE
THE SPOOL VALVE IS PUSHED BY THE
FEEDBACK CHAMBER PRESSURE TO
OPEN THE RETURN PORT
WHEN THE RETURN PORT OPENS THE
BRAKES ARE RELEASED
ONLY THE WHEEL SPEED SENSOR IS LOCATED AROUND THE WHEEL AREA . THE
REMAINDER IS LOCATED REMOTELY IN THE FUSELAGE
ELECTRONIC ANTI SKID SYSTEM
THE DC VOLTAGE IS COMPARED TO A REFERENCE VOLTAGE WHICH HAS BEEN PRE SET AT
THE MAXIMUM DECELERATION RATE FOR THE AIRCRAFT

A RAPID DECELERATION WILL DECREASE THE WHEEL SPEED AND WILL REDUCE THE
OUTPUT VOLTAGE TO THE REFERENCE LEVEL

THE CONTROL UNIT SENSES THIS

SPEED REDUCTION AND WHEN
THE REFERENCE VOLTAGE IS
REACHED SENDS A SIGNAL TO THE
ANTI SKID VALVE WHICH
ELECTRICALLY OPENS TO RELEASE
THE BRAKE PRESSURE.
THE WHEEL WILL THEN REGAIN
SPEED.
AS THE WHEEL SPEED INCREASES
THE OUTPUT VOLTAGE INCREASES
ABOVE THE PRE SET LEVEL AND
THE ANTI SKID VALVE IS DE-
ENERGIZED BY THE CONTROL
UNIT AND THE BRAKES ARE RE-
APPLIED
ANTI SKID SYSTEM
SOME ELECTRONIC
UNITS INCORPORATE A
SAFETY DEVICE WHICH
PREVENT AN AIRCRAFT
LANDING WITH THE
BRAKES APPLIED

THE ANTI SKID VALVE

RECIEVES ITS SIGNALS
FROM THE CONTROL
UNIT

IN THIS YSTEM THE

BRAKE PRESSURE IS
HELD OFF UNTIL A PRE-
DETERMINED WHEEL
SPEED IS REACHED

OTHER AIRCRAFT
ALLOW THE AIRCRAFT
TO LAND WITH BRAKES
APPLIED
INDICATIONS AND WARNINGS
SOME MODERN AIRCRAFT USE AUTO BRAKING SYSTEMS

A SELECTOR SWITCH ON THE INSTRUMENT PANEL ALLOWS THE PILOT TO SELECT A RATE
OF DECELERATION THAT WILL BE CONTROLLED AUTOMATICALLY ON LANDING

ON LANDING THE AUTO BRAKING SYSTEM

WILL SMOOTHLY APPLY THE BRAKES TO
ACHIEVE THE SELECTED DECELERATION RATE
DOWN TO A COMPLETE STOP WITHOUT ANY
FURTHER ACTION FROM THE AIRCREW

THIS ALLOWS THE AIRCREW TO CONCENTRATE

ON OTHER ACTIVITIES DURING LANDING
AUTOBRAKING SYSTEM
THE SYSTEM USES THE NORMAL ANTI SKID AND BRAKING SYSTEM
HYDRAULIC PRESSURE IS SENT VIA SOLENOID VALVES INSTEAD OF THE BRAKE PRESSURE
METERING VALVE
THE SOLENOID VALVES ALLOW A PRE DETERMINED AMOUNT OF PRESSURE THROUGH
THE ANTI SKID VALVES TO THE BRAKE UNITS

THE COCKPIT SELECTOR

PANEL NORMALLY CONSISTS
OF A SOLENOID LATCHED
SWITCH WHICH WILL HOLD A
SELECTED POSITION ONLY IF
ALL THE CONFIGURATION
ARMING CONDITIONS FOR
THAT SETTING ARE MET

IF THE SYSTEM CANNOT BE

ARMED THE SWITCH WILL
AUTOMATICALLY RETURN TO
THE DISARM POSITION AND A
WARNING WILL ILLUMINATE
ON THE CONTRIOL PANEL
AND THE CWP
BRAKE PRESSURES MUST BE GRADUALLY BUILT UP AND RELEASED TO PREVENT THE
BRAKES SNATCHING AND JERKING
TO PREVENT THIS FROM HAPPENING A TIME DELAY AND AN ELECTRICAL RAMP ARE USED
THE TIME DELAY ENSURES THAT THE AIRCRAFT IS FIRMLY ON THE GROUND BEFORE THE
SYSTEM IS ACTIVATED

ON RAMP - A GRADUAL BUILD UP OF BRAKE PRESSURE TO THE AMOUNT REQUIRED FOR

THE SELECTED RATE OF DECELERATION

OFF RAMP - A
GRADUAL
DECREASE IN
PRESSURE DOWN
TO ZERO AT THE
END OF A
LANDING RUN (OR
CANCELLATION
OF AUTO BRAKE)

DROP OUT - THE

INSTANTANEOUS
PRESSURE
RELEASE TO ZERO
(GO ROUND)
AUTO BRAKE SOLENOID VALVE
THESE ARE ELECTRICALLY CONTROLLED HYDRAULIC VALVES FITTED UPSTREAM OF
THE ANTI SKID VALVES

THEY ALLOW PRESSURE TO THE BRAKE UNITS AT A SPECIFIC SETTING AND MODULATE
THE PRESSURE TO REGULATE THE DECELERATION RATE

THE GREATER THE DECELERATION RATE THE HIGHER THE SETTING

THEY WILL OPEN WHEN ALL THE ARMING CONDITIONS ARE MET AND THE AIRCRAFT
WEIGHT IS ON WHEELS. THEY WILL SHUT IMMEDIATELY ON DROP OUT

A PRESSURE SWITCH IS CONNECTED TO THE DISARM LIGHT TO MONITOR ZERO PRESSURE

WHEN THE SYSTEM IS ARMED
AUTOBRAKE SYSTEM
ONCE THE AIRCRAFT WEIGHT IS ON THE WHEELS THE WHEEL SPEED TRANSDUCERS
SIGNAL THE CONTROL UNIT
WHEN THE WHEELS REACH A CERTAIN SPEED OR AFTER A TIME DELAY THE BRAKES WILL
BE APPLIED UP RAMP
ONCE THE SELECTED RATE OF DECELERATION IS REACHED THE AUTO BRAKE PRESSURE IS
MODULATED TO HOLD THAT RATE

AS THE WHEEL
SLOWS DOWN
BELOW THE
DECELERATION
RATE THE SERVO
VALVE WILL CLOSE
SLIGHTLY REDUCING
BRAKE PRESSURE
CAUSING THE
WHEEL TO SPEED UP

ONCE THE AIRCRAFT

COMES TO A STOP
OR REACHES ITS
TAXI SPEED THE
SYSTEM WILL
SWITCH OFF
AUTO BRAKE INDICATIONS
AUTO BRAKE CAN BE CANCELLED AT ANY TIME.
DEPENDING UPON THE AIRCRAFT THE SYSTEM CAN BE OVER RIDDEN BY:
THE PILOT SELECTING DISARM OR OFF.
THE PILOT USING MANUAL BRAKING.

AUTO BRAKE WILL BE IMMEDIATELY

CANCELLED IF HE HAS TO GO ROUND.
THE FOLLOWING ACTIONS WILL ALSO
CAUSE IMMEDIATE DROP OUT:

THE THRUST LEVERS BEING ADVANCED

FROM THE IDLE GATE

THE SPEED BRAKE LEVER IS MOVED TO

STOW THE SPEED BRAKES
STEERING
STEERING
STEERING IS USED ON NOSE WHEEL SYSTEMS TO IMPROVE GROUND OPERATION

THEY IMPROVE TYRE LIFE THROUGH LESS SCRUB

REDUCES BRAKE WEAR

THEY SAVE FUEL AND ENGINE LIFE AS BRAKES AND ENGINE THRUST ARE NOT
REQUIRED TO TURN THE AIRCRAFT

THERE ARE 3 METHODS OF OPERATION

SINGLE SERVO
DOUBLE SERVO
RACK AND PINNION
 LINK ROD
SERVO JACK BODY
STEERING SYSTEMS JACK RAM MECHANICAL INPUTS
USE SERVO JACKS CAN ALSO COME
ATTACHED TO A FROM THE RUDDER
STEERING COLLAR ON PEDALS ON THE
THE SCISSOR LINKS LIGHTER SMALLER
AIRCRAFT
THE COLLAR IS DRIVEN
BY THE SERVO JACKS
WHICH ROTATES THE CAM
NOSE WHEEL LEG SPLINED SHAFT
ABOUT THE SCISSOR
LINKS

STEERING INPUTS TO STEERING LEG

THE SERVO JACKS AXLE
COME FROM A
STEERING TILLER ON
THE PILOTS SIDE OF
THE COCKPIT
SINGLE SERVO JACK
THIS ARRANGEMENT IS NORMALLY USED ON
SMALLER LIGHT AIRCRAFT

BOTH ENDS OF THE JACK RAM ARE

ATTACHED TO THE LANDING GEAR LEG

THE JACK BODY MOVES ALONG THE RAM

A LINK ATTACHES FROM THE JACK BODY TO

A CAM ON THE NOSE WHEEL LEG

MOVEMENT OF THE JACK RAM MOVES THE

LINK WHICH ROTATES THE CAM AND TURNS
THE WHEEL

ACTION OF THE SHOCK ABSORBER IS

UNAFFECTED AS THE SHOCK ABSORBER IS
SPLINED ONTO THE STEERING SHAFT
DOUBLE SERVO JACK
LARGER AIRCRAFT USE A 2 SERVO
JACK SYSTEM

BOTH SERVO JACKS ARE FIXED TO A

STEERING COLLAR

THE STEERING COLLAR IS

ATTACHED TO THE UPPER SCISSOR
LINK WHICH IS FREE TO ROTATE
AROUND THE LANDING GEAR LEG

WHEN THE SERVOS ARE ACTUATED

BY A STEERING INPUT THEY
ROTATE THE WHEELS AND AXLES
THROUGH THE SCISSOR LINK
ASSEMBLY
RACK AND PINNION
IN THIS SYSTEM HYDRAULICALLY OPERATED RACKS ROTATE A PINNION

ROTATION OF THE PINNION TURNS THE WHEEL AND AXLE

A MECHANICAL LINKAGE FROM THE COCKPIT TILLER OPERATES A HYDRAULIC

SERVO VALVE

MOVEMENT OF THE SERVO VALVE DIRECTS FLUID TO ONE SIDE OR THE OTHER OF
THE RACK PISTON

MOVEMENT OF THE RACK PISTON ROTATES THE PINNION AND TURNS THE
AIRCRAFT NOSE WHEEL IN THE REQUIRED DIRECTION
TILLER INPUTS TO THE
STEERING BAR
HYDRAULIC CONTROL STEERING LINKAGES
SERVO VALVES WHICH
DIRECT PRESSURE TO
THE STEERING JACKS
ARE CARRIED OUT BY
A SERIES OF CABLES
BELLCRANKS AND STEERING
LEVERS ARM

THE INPUT HAS A ONCE RETRACTED THE

FOLLOW UP STEERING BAR IS
(FEEDBACK) LINKAGE INEFFECTIVE
THROUGH
INTERCONNECTED
LINKS OR CABLES

THIS CENTRALISES
THE SERVO VALVE
WHEN THE DESIRED
RATE OF TURN IS
ACHIEVED
LIGHT AIRCRAFT STEERING MECHANISMS
THE NOSE WHEELS OF LIGHT AIRCRAFT MAY BE STEERABLE OR CASTORING

A CASTORING NOSE WHEELED AIRCRAFT IS STEERED BY INDEPENDENT USE OF THE

BRAKES AND RUDDER INPUTS

SOME AIRCRAFT HAVE LIMITED TAIL WHEEL STEERING VIA A MECHANISM INTERLINKED
TO THE REAR RUDDER BAR

THE TAIL WHEEL STEERING MECHANISM WILL BREAK OUT AND CASTOR IF THE TRUNION
CIRCLE IS TOO SMALL

THE STEERING MECHANISM WILL RESET WHEN THE TAIL WHEEL CENTRALISES
LIGHT AIRCRAFT STEERING MECHANISMS

ON SOME AIRCRAFT THE NOSE WHEEL IS STEERED BY DIRECT LINKAGES FROM THE
RUDDER PEDALS

IF THE NOSE WHEEL IS RETRACTABLE THE STEERING LINKAGES FROM THE RUDDER
PEDALS WILL OPERATE A STEERING BAR

THE STEERING BAR LOCATES AGAINST A STEERING ARM TO ALLOW THE WHEEL TO TURN

ONCE RETRACTED THE MECHANISM IS INEFFECTIVE

NOSE WHEEL
CENTERING
IT IS IMPORTANT THAT WHEN PISTON CAM
A STEERABLE NOSE WHEEL IS
BEING RETRACTED THAT IT IS CYLINDER CAM
CENTERED (OR POSITIONED) RECEPTACLE
SO THAT IT FITS INTO THE
LANDING GEAR BAY IN THE
CORRECT POSITION

THIS PREVENTS DAMAGE TO

THE AIRCRAFT STRUCTURE
AND TO THE LANDING GEAR

THIS IS DONE BY A CENTERING

CAM INSIDE THE OLEO STRUT

WHEN THE AIRCRAFT WEIGHT IS ON WHEELS (OLEO COMPRESSED), THE

PISTON CAM IS DISENGAGED FROM ITS CAM RECEPTACLE ALLOWING THE
WHEEL TO BE STEERED
ON TAKE OFF WHEN THE
WHEEL EXTENDS THE PISTON
CAM ENGAGES IN THE
CYLINDER CAM RECEPTACLE

THE WHEEL IS SET IN THE REQUIRED POSITION FOR STOWING INTO THE
LANDING GEAR BAY