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Royal Air Force with tail 'bumper' deployed Landing gear is the undercarriage of an or and may be used for either. For aircraft it is generally both. For aircraft, the landing gear supports the craft when it is not flying, allowing it to take off, land, and taxi without damage. Wheels are typically used but skids, skis, floats or a combination of these and other elements can be deployed depending both on the surface and on whether the craft only operates vertically or is able to taxi along the surface.
Faster aircraft usually have retractable undercarriages, which fold away during flight to reduce air resistance or drag. For and, the landing gear is typically designed to support the vehicle only post-flight, and are typically not used for takeoff or surface movement. Simple steel tube Aircraft landing gear usually includes wheels equipped with simple, or more advanced air/oil, for and rough terrain landing. Some aircraft are equipped with for snow or for water, and/or skids or. It represents 2.5 to 5% of the and 1.5 to 1.75% of the aircraft cost but 20% of the direct cost; each wheel can support up to 30 t (66,000 lb), reach over 300 km/h, roll up to 500,000 km (310,000 mi); it has a 20,000 hours and a 60,000 hours or 20 years life time.
The undercarriage is typically 4–5% of the takeoff mass and can even reach 7%. Gear arrangements Wheeled undercarriages normally come in two types:., where there are two main wheels towards the front of the aircraft and a single, much smaller, wheel or skid at the rear;.
where there are two main wheels (or wheel assemblies) under the wings and a third smaller wheel in the nose. The taildragger arrangement was common during the early propeller era, as it allows more room for propeller clearance.
Most modern aircraft have tricycle undercarriages. Taildraggers are considered harder to land and take off (because the arrangement is usually unstable, that is, a small deviation from straight-line travel rather than correct itself), and usually require special pilot training. Sometimes a small tail wheel or skid is added to aircraft with tricycle undercarriage, in case of during take-off., for instance, had a retractable tail 'bumper' wheel, as aircraft need a high angle when taking off.
Both Boeing's largest WW II bomber, the and the 1960s-introduction airliner each have a retractable tail bumper. Some aircraft with retractable conventional landing gear have a fixed tailwheel, which generates minimal drag (since most of the airflow past the tailwheel has been blanketed by the fuselage) and even improves stability in some cases.
Another arrangement sometimes used is central main and nose gear with outriggers on the wings. This may be done where there is no convenient location on either side to attach the main undercarriage or to store it when retracted.
Examples include the spy plane and the. The uses a similar arrangement, except that each end of the fuselage has two sets of wheels side by side. Retractable gear To decrease drag in flight some undercarriages retract into the wings and/or fuselage with wheels flush against the surface or concealed behind doors; this is called retractable gear.
If the wheels rest protruding and partially exposed to the airstream after being retracted, the system is called semi-retractable. Most retraction systems are hydraulically operated, though some are electrically operated or even manually operated. This adds weight and complexity to the design. In retractable gear systems, the compartment where the wheels are stowed are called wheel wells, which may also diminish valuable cargo or fuel space.
Pilots confirming that their landing gear is down and locked refer to 'three green' or 'three in the green.' , a reference to the electrical indicator lights (or painted panels of mechanical indicator units) from the nosewheel/tailwheel and the two main gears. Red lights indicate the gear is in the up-locked position; amber lights indicate that the landing gear is in transit (neither down and locked nor fully retracted).
Multiple redundancies are usually provided to prevent a single failure from failing the entire landing gear extension process. Whether electrically or hydraulically operated, the landing gear can usually be powered from multiple sources. In case the power system fails, an emergency extension system is always available. This may take the form of a manually operated crank or pump, or a mechanical free-fall mechanism which disengages the uplocks and allows the landing gear to fall due to gravity. Some high-performance aircraft may even feature a pressurized-nitrogen back-up system. A Ju 87D with a on its right wheel, absent on its left Large aircraft As aircraft grow larger, they employ more wheels to cope with the increasing weights. The earliest 'giant' aircraft ever placed in quantity production, the German long-range bomber of 1916, used a total of eighteen wheels for its undercarriage, split between two wheels on its nose gear struts, and a total of sixteen wheels on its main gear units — split into four side-by-side quartets each, two quartets of wheels per side — under each tandem engine nacelle, to support its loaded weight of almost 12 metric tons.
Multiple 'tandem wheels' on an aircraft — particularly for, mounted to the fuselage lower sides as retractable main gear units on modern designs — were first seen during World War II, on the experimental German cargo aircraft, which used a row of eleven 'twinned' fixed wheel sets directly under the fuselage centerline to handle heavier loads while on the ground. Many of today's large cargo aircraft use this arrangement for their retractable main gear setups (usually mounted on the lower corners of the central fuselage structure). The /-600 has an additional four-wheel undercarriage on the fuselage centerline, much like the twin-wheel unit in the same general location, used on later and airliners. The has five sets of wheels: a nosewheel assembly and four sets of four-wheel bogies.
A set is located under each wing, and two inner sets are located in the fuselage, a little rearward of the outer bogies, adding up to a total of eighteen wheels and tires. The also has a four-wheel bogie under each wing with two sets of six-wheel bogies under the fuselage. The world's largest jet cargo aircraft, the has 4 wheels on the twin-strut nose gear units (as its smaller 'stablemate', the also uses), and 28 main gear wheel/tire units, adding up to a total of 32 wheels and tires.
Main article: Some aircraft have landing gear adapted to take off from and land on water. A has landing gear comprising two or more streamlined floats. A has a lower fuselage possessing the shape of a boat hull giving it buoyancy, usually with a 'step' near the center of gravity to allow the aircraft to more easily break free of the water's surface for takeoff. Additional landing gear is often present, typically comprising wing-mounted floats, or more rarely, stub-wing like on the lower sides of the fuselage, with their lower surfaces even with the forming the longitudinal lower corners of a flying boat's lower hull contours. Able to land on water may have floats or a hull. An amphibious aircraft has landing gear for both land and water-based operation.
Other types of landing gear. Experimental tracked gear on a Detachable landing gear Some aircraft use wheels for and then jettison them soon afterwards for improved aerodynamic streamlining without the complexity, weight and space requirements of a retraction mechanism. In these cases, the wheels to be jettisoned are sometimes mounted onto axles that are part of a separate 'dolly' (for main wheels only) or 'trolley' (for a three-wheel set with a nosewheel) chassis. Landing is then accomplished on skids or similar other simple devices. Historical examples include the 'dolly'-using rocket fighter, the Gigant troop glider, and the first eight 'trolley'-using prototypes of the jet reconnaissance bomber. The main disadvantage to using the takeoff dolly/trolley and landing skid(s) system on German World War II aircraft – intended for a sizable number of late-war German jet and rocket-powered military aircraft designs – was that aircraft would likely be scattered all over a military airfield after they had landed from a mission, and would be unable to taxi on their own to an appropriately hidden 'dispersal' location, which could easily leave them vulnerable to being shot up by attacking fighters. A related contemporary example are the wingtip support wheels ('pogos') on the reconnaissance aircraft, which fall away after take-off and drop to earth; the aircraft then relies on titanium skids on the wingtips for landing.
Helicopters Light helicopters tend to use simple landing skids to save weight and cost. They include attachment points for wheels so that they can be moved for short distances on the ground. Skids are impractical for helicopters weighing more than four tons. Some high-speed machines have retractable wheels, but most use fixed wheels for their robustness, and to avoid the need for a retraction mechanism. A Royal Air Force with its raked-forward main gear, and rearward-angled main wheel position (when retracted) indicated by the just-visible open wheel door. Rearwards and sideways retraction Some main landing gear struts on World War II aircraft, in order to allow a single-leg main gear to more efficiently store the wheel within either the wing or an engine nacelle, rotated the single gear strut through a 90° angle during the rearwards-retraction sequence to allow the main wheel to rest 'flat' above the lower end of the main gear strut, or flush within the wing or engine nacelles, when fully retracted.
Examples are the, and. The family of twin-engined business aircraft also shares this feature on the main gears, which retract aft into the ends of the engine. The rearward-retracting nosewheel strut on the and the forward-retracting nose gear strut on the later similarly rotated 90 degrees as they retracted. The two mainwheels are in line astern under the fuselage, with a smaller wheel on each wing An unusual undercarriage configuration is found on the Hawker Siddeley Harrier, which has two mainwheels in line astern under the fuselage (called a bicycle or layout) and a smaller wheel near the tip of each wing.
On second generation Harriers, the wing is extended past the outrigger wheels to allow greater wing-mounted munition loads to be carried, or to permit wing-tip extensions to be bolted on for ferry flights. A multiple tandem layout was used on some military during the 1950s, pioneered by the, and later used on such aircraft as the U-2, and the because it allows room for a large internal bay between the main wheels. A variation of the multi tandem layout is also used on the which has four main wheel bogies (two forward and two aft) underneath the fuselage and a small outrigger wheel supporting each wing-tip. The B-52's landing gear is also unique in that all four pairs of main wheels can be steered. This allows the landing gear to line up with the runway and thus makes easier (using a technique called ). Since tandem aircraft cannot for takeoff, the forward gear must be long enough to give the wings the correct during takeoff.
During landing, the forward gear must not touch the runway first, otherwise the rear gear will slam down and cause the aircraft to bounce off the runway. Crosswind landing accommodation.
A Schleicher ASG 29 glider shows its monowheel landing gear To minimize drag, modern usually have a single wheel, retractable or fixed, centered under the fuselage, which is referred to as monowheel gear or monowheel landing gear. Monowheel gear is also used on some powered aircraft, where drag reduction is a priority, such as the. Much like the Me 163 rocket fighter, some gliders from prior to the used a take-off dolly that was jettisoned on take-off and then landed on a fixed skid. This configuration is necessarily accompanied with a taildragger.
Tailsitter. A showing its landing gear Experimental aircraft use landing gear located in their tails for operation. Ground carriage The idea behind a is to leave the landing gear on the runway and not take it into the air, in order to reduce weight and drag. Examples include the 'dolly' and 'trolley' arrangements, respectively of the German B rocket fighter and A prototype jet recon-bomber designs of World War II, as their wheeled 'ground carriages' were not usually allowed to either remain attached to the airframe, nor carried vary far away from the ground, during a normal takeoff procedure for either design.
Wing and fuselage undercarriages on a, shortly before landing Steering There are several types of steering. Aircraft may be steered by alone (depending upon the produced by the aircraft to turn it) with a freely pivoting tail wheel, or by a steering linkage with the tail wheel, or by differential braking (the use of independent brakes on opposite sides of the aircraft to turn the aircraft by slowing one side more sharply than the other). Aircraft with tricycle landing gear usually have a steering linkage with the nosewheel (especially in large aircraft), but some allow the nosewheel to pivot freely and use differential braking and/or the rudder to steer the aircraft, like the. Some aircraft require that the pilot steer by using rudder pedals; others allow steering with the yoke or control stick. Some allow both. Still others have a separate control, called a, used for steering on the ground exclusively.
Wheel-skis Rudder steering When an aircraft is steered on the ground exclusively using the rudder, turning the plane requires that a substantial airflow be moving past the rudder, which can be generated either by the forward motion of the aircraft or by thrust provided by the engines. Rudder steering requires considerable practice to use effectively. Although it requires air movement, it has the advantage of being independent of the landing gear, which makes it useful for aircraft equipped with fixed floats or skis. Direct steering. The nose gear steering-wheel is visible as a semi-circular wheel to the left of the yoke in this photo of a Boeing 727 cockpit Some aircraft link the yoke, control stick, or rudder directly to the wheel used for steering.
Manipulating these controls turns the steering wheel (the nose wheel for, and the tail wheel for ). The connection may be a firm one in which any movement of the controls turns the steering wheel (and vice versa), or it may be a soft one in which a spring-like mechanism twists the steering wheel but does not force it to turn. The former provides positive steering but makes it easier to skid the steering wheel; the latter provides softer steering (making it easy to overcontrol) but reduces the probability of skidding. Aircraft with retractable gear may disable the steering mechanism wholly or partially when the gear is retracted. Differential braking Differential braking depends on asymmetric application of the brakes on the main gear wheels to turn the aircraft. For this, the aircraft must be equipped with separate controls for the right and left brakes (usually on the rudder pedals). The nose or tail wheel usually is not equipped with brakes.
Differential braking requires considerable skill. In aircraft with several methods of steering that include differential braking, differential braking may be avoided because of the wear it puts on the braking mechanisms. Differential braking has the advantage of being largely independent of any movement or skidding of the nose or tailwheel. Tiller steering A tiller in an aircraft is a small wheel or lever, sometimes accessible to one pilot and sometimes duplicated for both pilots, that controls the steering of the aircraft while it is on the ground. The tiller may be designed to work in combination with other controls such as the rudder or yoke. In large airliners, for example, the tiller is often used as the sole means of steering during taxi, and then the rudder is used to steer during takeoff and landing, so that both aerodynamic control surfaces and the landing gear can be controlled simultaneously when the aircraft is moving at aerodynamic speeds. Tires and wheels.
An Airbus A320, making an emergency landing on runway 25L at LAX in 2005 after the front landing gear malfunctioned Malfunctions or human errors (or a combination of these) related to retractable landing gear have been the cause of numerous accidents and incidents throughout aviation history. Distraction and preoccupation during the landing sequence played a prominent role in the approximately 100 gear-up landing incidents that occurred each year in the United States between 1998 and 2003. A gear-up landing incident, also known as a, is an accident that may result from the pilot simply forgetting, or failing, to lower the landing gear before landing or a mechanical malfunction that does not allow the landing gear to be lowered. Although rarely fatal, a gear-up landing is very expensive, as it causes massive airframe damage. If the landing results in a, a complete engine rebuild may also be required. Many aircraft between the wars – at the time when retractable gear was becoming commonplace – were deliberately designed to allow the bottom of the wheels to protrude below the fuselage even when retracted to reduce the damage caused if the pilot forgot to extend the landing gear or in case the plane was shot down and forced to crash-land. Examples include the, and the.
The modern-day carries on this legacy: it is similarly designed in an effort to avoid (further) damage during a gear-up landing, a possible consequence of battle damage. Some aircraft have a stiffened fuselage bottom or added firm structures, designed to minimize structural damage in a wheels-up landing.
When the was converted for a military spotting role (the ), railings were added to the length of the fuselage; they were adequate to support the aircraft without damage if it was landed on a grassy surface. The is notorious for its landing gear problems. There were three incidents involved, all of them involving, flights. This led to Scandinavian retiring all of its Dash 8s.
The cause of these incidents was a locking mechanism that failed to work properly. This also caused concern for the aircraft for many other airlines that found similar problems, ordered all Dash 8s with 10,000 or more hours to be grounded, it was soon found that 19 Dash 8s had locking mechanism problems, so did 8 planes, this did cause several hundred flights to be canceled. On September 21, 2005, successfully landed with its nose gear turned 90 degrees sideways, resulting in a shower of sparks and flame after touchdown. This type of incident is very uncommon as the nose are designed with centering cams to hold the nosewheels straight until they are compressed by the weight of the aircraft. On November 1, 2011, successfully belly landed at due to technical failures; all 231 people on board escaped without injury. Emergency extension systems In the event of a failure of the aircraft's landing gear extension mechanism a backup is provided. This may be an alternate hydraulic system, a hand-crank, compressed air (nitrogen), or free-fall system.
A free-fall or gravity drop system uses to deploy the landing gear into the down and locked position. To accomplish this the pilot activates a switch or mechanical handle in the cockpit, which releases the up-lock. Gravity then pulls the landing gear down and deploys it. Once in position the landing gear is mechanically locked and safe to use for landing. Stowaways in aircraft landing gear. Main article: Unauthorized passengers have been known to stowaway on larger aircraft by climbing a landing gear strut and riding in the compartment meant for the wheels.
There are extreme dangers to this practice, with reported. Dangers include a lack of oxygen at high altitude, temperatures well below freezing, crush injury or death from the gear retracting into its confined space, and falling out of the compartment during takeoff or landing. Spacecraft Launch vehicles Landing gear has traditionally not been used on the vast majority of, which take off vertically and are destroyed on falling back to earth. With some exceptions for (e.g., or the ' vehicle), or for that use the (VTHL) approach (e.g., the, or the ), landing gear have been largely absent from vehicles during the early decades since the advent of technology, when orbital space transport has been the exclusive preserve of national-monopoly. Each spaceflight system to date has relied on boosters to begin each ascent to. Recent advances in, where competition to governmental space initiatives has, have included the explicit design of landing gear into orbital booster rockets. Has initiated and funded a multimillion-dollar to pursue this objective.
As part of this program, SpaceX built, and flew eight times in 2012–2013, a first-generation - with a large fixed landing gear in order to test low-altitude vehicle dynamics and control for vertical landings of a near-empty orbital first stage. A second-generation larger booster test vehicle was built with extensible landing gear. The was flown four times—with all landing attempts successful—in 2014 for low-altitude tests before being self-destructed for safety reasons on a fifth test flight due to a blocked engine sensor port. The —being flown on both and launch vehicles—includes a lightweight, deployable landing gear for the booster stage: a nested, telescoping piston on an A-frame. The total span of the four /aluminum extensible landing legs is approximately 18 metres (60 ft), and weigh less than 2,100 kilograms (4,600 lb); the deployment system uses high-pressure as the.
The first test of the extensible landing gear was successfully accomplished in April 2014 on a and was the first successful of a liquid-rocket-engine orbital booster. The newest launch vehicle under development at SpaceX—the —has no traditional landing gear on its first stage. In order to reduce mass of the flight vehicle and the payload penalty for a reusable design, the vertical landing of the reusable rocket will occur directly back at the launch site on special.
Comet lander showing landing gear. Each pad at the end of each of the lander legs has an ice screw, necessary for attachment to a celestial body with a very low gravitational field.
Spacecraft designed to land safely on extraterrestrial bodies such as the Moon or Mars usually have landing gear. Such landers include the as well as a number of. Examples include, the first to successfully land on (November 1976), and which arrived at in 2014 after a 10-year and landed on the on 12 November 2014. Spacecraft with landing gear designed for use on non-terrestrial surfaces now under development include, with launch planned by 2020, and the large 85-tonne (187,000 lb), being developed for flight in the early 2020s.
See also., an early example of an airplane with retractable landing gear., a low-pressure landing gear tire allowing landings on rough surfaces. of jetliners and other aircraft., an early example of an airplane with retractable landing gear.
References.
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Expertly crafted of tarnish free aluminum. Hot Wings play set includes collectable plane, collector card, connectible runway, plus additional accessories for extra fun. Amazingly detailed die-cast collector planes This guide is a comprehensive book on the fundamentals of flying the airplane. A cuddly bear navigating a colorful, plush stuffed airplane! Guaranteed to be any little one's favorite! One of the most concise and well-illustrated books on flying twin-engine airplanes Portable oxygen system that provides 25 minutes of oxygen via an included rebreather mask.
An affordable portable solution perfect for emergencies. For the Pilot or wannabe in your life! A great little yellow small aircraft seems to be flying right at you! A t-shirt for those kids who are just plane crazy about airplanes!
What you need to know about how your airplane works. Focused on practical value to the pilot, an illustrated tour of the your airplane systems. This fun aviator wall paper border is peel-and-stick for convenient use. This lighted traffic directing wand comes with 6 colored lense discs that change the color glow of the white tapered top. Contains nearly 100 articles covering flights of fun and knowledge that will stimulate your aviation brain and tickle your funny bone.
For a child there is nothing more fun than an empty cardboard box and this kit helps the imagination soar as they build their own realistic airplanes. This adorable laundry clothes hamper features vintage airplanes and includes a wooden frame, mesh liner and fabric cover.