Hogeschool van Amsterdam, Technology, Aviation

The 747s body gear

Project Report




















































Projectgroup 2A2R Projectleader
Ivar van Cuyk Kevin van der Plas Sander van der Pijl
Jos Frijmann Roy van Schagen
Wytze Hilgers Roy Wassink
Anouk Lelij Peter van Woudenberg
Amsterdam, October 2010




Table of contents


TABLE OF CONTENTS .................................................................................................................... 2
SUMMARY ..................................................................................................................... .............. 4
INTRODUCTION ................................................................................................................ ............ 5
LANDING GEAR ANALYSIS ....................................................................................................... 6
LANDING GEAR PRINCIPLES ......................................................................................................... 6
FUNCTION LANDING GEAR ................................................................................................................. 6
TYPES ............................................................................................................................................ 6
MAIN LANDING GEAR BOEING 747 .................................................................................................... 8
NOSE GEAR ................................................................................................................................... 10
BODY GEAR SYSTEMS .............................................................................................................. 12
HYDRAULIC SYSTEM ....................................................................................................................... 13
EXTENSION AND RETRACTION SYSTEM ............................................................................................... 13
ALTERNATE EXTENSION AND SYSTEM ................................................................................................. 15
SHOCK STRUT ................................................................................................................................ 15
BODY GEAR STEERING SYSTEM .......................................................................................................... 16
AIR/GROUND SYSTEM ..................................................................................................................... 17
HYDRAULIC BRAKE SYSTEM .............................................................................................................. 17
BRAKE CONTROL SYSTEM ................................................................................................................. 18
REGULATIONS ....................................................................................................................... 19
GENERAL REGULATIONS ABOUT THE DESIGN ....................................................................................... 19
DIFFERENT CONDITIONS .................................................................................................................. 20
NOSE WHEEL AND STEERING SYSTEM ................................................................................................. 21








Literature Review


The second year Aviation students received an assignment to make an analysis of
the landing gear of a modern aircraft. The engineering department of Amsterdam
Leeuwenburg Airlines [ALA] wanted the project group to discover any interference in the
landing gear of the chosen aircraft. This to make an extension of the fleet possible. The
project group has chosen the Boeing 747, this because the landing gear of this aircraft is
more complicated. The project group also found a proper incident of the Boeing 747 that
could be investigated.

First, the project group has made an analysis of the various landing gears. The
various landing gears have been described each with its own advantages and
disadvantages. The landing gear of the Boeing 747 had been described more precisely after
it became clear what kind of landing gear is used on the Boeing 747. The landing gear of the
Boeing 747 is called a multi bogey gear. This landing gear consists of a main landing gear
and a nose landing gear. The main landing gear of the Boeing 747 contains the body gears
and the wing gears, this because the Boeing 747 is an aircraft with a great mass. The body
gear consist of two bogeys and is places under the fuselage, the wing gear contains also two
bogeys and is placed under the wings of the aircraft. The body gear and the wing gear have,
related to each other, a different construction, although almost all components are used in
both systems. The nose gear contains one bogey and is placed under the fuselage near the
cockpit.

There are many laws and requirements, which have to be taken into account when
developing a landing gear. The landing gear must be able to deal with great forces that
develop in extreme situations. These forces are described and have been taken into account
when making calculations of the forces that are acting on the landing gear. The dimensions
of the landing gear are needed to make a proper calculation of these forces. The dimensions
of the main gear have been described, because during the incident the problem occurred in
the main gear of the landing gear. The landing gear must be able to deal with forces acting
on it. Therefore, it is necessary to know the properties of the materials used in the landing
gear. So the properties of materials that are normally used in aviation are described. There is
also described how the properties of the materials can be improved. The calculation is made,
after all dimensions and the properties of the used materials are clear. The cause of the
problem is made clear by making different calculations of the forces acting on the landing
gear. When the cause is made clear the effects of the incident can also be made clear. The
financial implications have been examined. Finally a conclusion is made.
Introduction


The airplane has four main landing gear and a single nose gear. The nose gear is a
conventional steerable twowheel unit. The main gear consist of two steerable
body gear and two non-steerable wing gear. Each main gear has four wheels per
truck in tandem pairs. The main gear trucks must be tilted and centered to allow
retraction into the wheel wells.
Hydraulic power for nose and body gear retraction and extension is supplied by
hydraulic system 1. Power to retract and extend the wing gear is provided by
hydraulic system 4. An alternate extension system is also provided.
The normal brake system is powered by hydraulic system 4. The alternate brake
system is powered by the hydraulic systems 1 or 2. Pressure-operated selector
valves provide automatic brake source selection. Antiskid protection is provided
with both systems, but the autobrake system is available only through the normal
system.
Hydraulic accumulators provide reserve brake pressure in case of normal hydraulic
pressure loss. Tire pressure and brake temperature are monitored continuously and displayed
on the configuration page of the System Display(SD). Alerts on the Engine and Alert Display
(EAD) abdSD will warm the flight crew of anti-skid, brake, and tire malfunctions. The
BTM/TPI system consists of a BTM/TPI computer in the center accessory compartment and
pressure and temperature sensors on the landing gear. The system monitors tire pressures and
individual brake tempeatures. These temperatures and pressure are displayed on the SD when
the configuration page is selected with the config cue switch.
Abnormal trie pressure and temperatures ara annunciated by EIS alerts. A blanked out
portion of the configuration page tire/brake display inducates a component failure in the
system. The display of an individual tire or brake will be blank if data for that tire or brake is
not availabe.








Landing gear analysis


The construction that the aircraft uses to make contact with the surface is called the landing
gear. A landing gear is necessary to make the aircraft manoeuvrable on the surface without
damaging the aircraft. To understand a landing gear and its configurations, it is necessary to
know the principles of a landing gear because of the problem with the Boeing 747 was a
problem with its left body gear, knowledge about the Boeing 747s body gear is needed to
understand the problem.A landing gear may not be used without a certification. The landing
gear must gratify to all rules in CS-25. Main source of this chapter is chapter 32, Landing
Gear, of the Boeing 747s manual.

Landing gear principles

In order to make it possible for an aircraft to manoeuvre when it is not in the air, an
aircraft is equipped with a landing gear. A landing gear has multiple functions. The landing
gear is performed in several conditions. Because of the landing gear of a Boeing 747 is a
multi bogey gear, the multi bogey gear is explained further. The multi bogey gear is divided in
the main landing gear and the nose landing gear.

Function landing gear

The function of a landing gear is to carry the aircraft when it is not in the air. The landing gear
makes it possible to make manoeuvres in horizontal directions and to rotate in vertical
directions. Another function of a landing gear is to abate the energy that arises during a
landing. In this way, a landing is more comfortable, by using a shock absorber. A shock
absorber reduces the loads on the other parts of the aircraft. When an aircraft is landed, it
has to decrease its speed. The only contact with the runway is by the tyres. Therefore, the
landing gear is equipped with brakes. The last function of the landing gear system is the
aero-dynamical function. When the aircraft is in flight, the landing gear is retracted to create a
more aero-dynamical shape of the aircraft. The aircraft has lower drag, which is positive for
the fuel consumption.

Types

There are many types of landing gear, each with its own advantages and disadvantages.
Mostly wheels are used to make aircraft manoeuvrable on the surface, but skis and floats are
also used. The different types of landing gear using wheels to manoeuvre on the surface will
be explained because this type of landing gear is often used in the commercial aviation,
instead of the ski's and floats. After takeoff, the landing gear is often stored to improve the
aerodynamic properties of aircraft. Aircraft designers have devised various ways to store the
landing gear as efficient as possible.

Types of landing gear

Aircraft designers have always been searching for better landing constructions, so there are
many types of landing gear. The most used landing gears are:

1. Conventional landing gear
2. Tricycle landing gear
3. Single main wheel
4. Bicycle gear
5. Quadricycle
6. Multi-bogy gear


Conventional Landing Gear

The conventional landing system was often used between 1910 and 1950. The conventional
landing gear consists of a main landing gear and a tail landing gear, the main landing gear
contains two wheels and the tail landing gear one wheel. The tail wheel does not absorb
shocks, so the tail wheel can be kept small. The benefits of a small tail wheel are of course
less weight and less air resistance. A small tail wheel does also have a couple of
disadvantages. Aircraft with a conventional landing gear have an angle with the surface,
because the main landing gear wheels are bigger than the tail landing gear wheel. This
ensures the pilot has a bad sight when the aircraft is standing on the runway or when the
pilot is taxiing on the taxiway. Another disadvantage is ground loop. Ground loop is an effect
that occurs when aircraft with a conventional landing gear makes a turn on the runway or
taxiway. A destabilizing moment can occur when making a turn

Tricycle landing gear

Since 1950 the tricycle landing gear is used often. The tricycle landing gear contains a main
landing gear, which had two wheels or bogies and a nose landing gear, which has one wheel
or bogey. This construction has many advantages over the conventional landing gear. The
pilot has a better view on the runway or taxiway and ground loop cannot occur, because the
nose wheel now produces a stabilizing moment.

Single main wheel

This type contains one main wheel and one small tale wheel. It is a light system because the
system is made simple. Because the single main wheel landing gear consists of two wheels
the manoeuvrability is not very well. This type of landing gear is often used in aircraft with a
small mass.

Bicycle gear

The bicycle gear has two main landing gear constructions. These are located in the
longitudinal. Aircraft with the bicycle gear are not stable because the wheels are placed next
to each other, although it was a good construction for aircraft with a narrow fuselage. Mostly
auxiliary wheels are used to prevent the wing strikes the surface.


Quadricycle

This construction consists of four main landing gears. The main landing gear contains
wheels, which are located under the fuselage. This is ideal for cargo aircraft because the
fuselage is located near the surface, so loading and unloading can be done quickly. The
stability of the aircraft is not very well.

Multi-bogey gear

The multi bogey gear contains a main landing gear and a nose landing gear. The main
landing gear consists of two rows of wheels and the nose landing gear mostly of two bogies.
The multi-bogey gear is used by aircraft with a large mass.




Storage of the landing gear

Mostly the landing gear is stored to improve the aerodynamic characteristics of aircraft.
There are several ways to store the landing gear. The landing gear of small aircraft is often
stored in the wings or fuselage, or a combination of these places. Big aircraft often use a
space, which is called the fuselage-podded. This is a part of the aircraft that strengthened the
transition area of the wing and the fuselage. In the fuselage-podded is enough space for
storing the landing gear. In some cases, space for the landing gear is created under the
wings. This is called wing-podded. The landing gear of rotor aircraft is often stored under the
engine.

Main Landing Gear Boeing 747

The main landing gear is the principle gear of an aircraft. Which type of a main landing gear
is used, depends on the size of the aircraft. The Boeing 747 is a large, heavy aircraft.
Therefore is used a complex landing gear, which is composed of a several main gear units.
The landing gear operates through by a retractable system
.

Construction

The Boeing 747 is equipped with four main gear units, consisting of two body gears, which
are attached to the fuselage, and two wing gears, which are placed aft of the rear wing
inboard of the engine nacelles. Each of these is featured with four-wheel bogies.


1. Wing Gear
2. Body Gear




1

2

Boeing 747s Main Landing Gear

Through a trunnion and trunnion fork, supported at the forward end by the wing rear spar and
at the aft end by the landing gear support beam, is each wing gear attached to the structure.
Each body gear is attached to the structure through a trunnion cantilevered from backing on
the aft bulkhead of the body gear wheel well.

The doors of the landing gear consist of wing gear doors and body gear doors. Both have
each wheel well doors and shock strut doors. Wheel well doors operate hydraulically and can
be closed when the gear is extended or retracted. These doors are hinged together. The
doors of the shock strut are also hinged together. They operate mechanically and are
attached by linkage rods. These doors only move when the gear is moved. All doors are of
frame construction, with on the inner and outer sides skin panelling. The doors close over all
gear openings, and accord with the contour of the fuselage. This provides an aerodynamic
smoothness.

Several components are used to optimize the using of the landing gear. A shock absorber, or
shock strut, is an item, which is used to all current landing gears. The basic function of this
component is to absorb the kinetic energy during the landing and taxiing so the accelerations
imposed upon the frame will be reduced to an acceptable level.

The brakes, in combination with a skid control system, are used to reduce the speed and to
stop the aircraft. Brakes can also used to hold an aircraft stationary while its parked, or when
the engines are running up, but also to steer the aircraft by differential action or to control
speed while the aircraft is taxiing. The skid controls are used to minimize the stopping
distance and to reduce the excessive tyre wear and burst tyres by unduly skidding. The
available degree of friction coefficient is constantly sensing by the systems, and by
controlling brake pressure to supply an almost constant brake force nearly to the skidding
point. The anti-skid system is used to prevent a wheel for slipping during braking. This is a lot
safer because in a large aircraft, the pilot does not notice the wheels are slipping.
The landing gear position indication system shows the position of the landing gear and the
doors. The information is delivered to the crew through the display units in the cockpit
(EICAS).

Operation

The retraction and extension of the landing gear and their doors operates by a hydraulic
system. When hydraulic power is available, an electrically powered alternate extension
system unlock the gear and doors. This movement is controlled by one action on the panel in
the cockpit. When the handle is placed in DN position, the doors open, gear unlocks, gear
extends, and then the doors close. UP position is conversely: the gear doors open, the gear
retracts and locks, and the doors close. Gear and door operation are controlled by sequence
valves. There is one actuator for the extension (1), and two actuators for the retraction of the
landing gear (2). Retraction happens during upwind, so there is more strength required to
retract.


1. Actuators for retraction
of the L/G

2. Actuator for extraction
2
of the L/G




1





Actuators for retraction and extraction

The inner wheels of the Boeing 747 can rotate and are used during towing and taxiing of the
aircraft. This movement is contrary to the motion of the nose-wheel. For rotating the wheels,
two actuators are used (1). The brakes are operated using the hydraulic pipes (2). The
possibility of steerable body gear trucks reduce tyre scrubbing, which occurs when an aircraft
makes a sharp turn.


1. Actuators for rotating
2
the inner wheels
2. Hydraulic pipes,
brakes




1





Actuators on the wheels and hydraulic pipes

Five air-oil shock struts absorb the landing impact. These works in the first place as air
springs. The variances in runway and the vibrations of rolling are absorbed by the hydraulic
forces within the shock strut.

A Boeing 747 has eighteen wheels, from which two on the nose gear, eight on the body gear
and eight on the wing gear. Any single wheel of the body gear and wing gear is provided with
a brake unit. This is installed on the side nearest the shock strut. The brakes on a Boeing 747
are multidisc brakes, fitted with a combination of automatic adjusters and return springs.
These adjusters compensate for the wastage of the brakes. When an aircraft brakes, the anti-
skid system automatically operates. The wheel skid is compensated by this system, by control
of brake pressure. This happens through the anti-skid valves. A brake temperature monitoring
system displays the brake temperatures and make the cabin crew alert of overheated brakes.

The position of the landing gear is showed by proximity switch sensors, which are located on
any single landing gear and doors. The sensor signals provide the data of the position to the
EICAS display units.

Nose gear

The construction of the nose gear differs from that of the main gear. The nose gear is used to
support the forward end of the fuselage. The nose gear is also used for controlling the
direction of the aircraft while it is moving on the ground. The nose gear suffers from vibrations
(shimmy) more than the main gear does.

Construction

Starting from the ground, the nose gear of a Boeing 747 (Figure 4. ) (Appendix IV) has two
tyres and wheels (1) that are attached on one axle (2). This axle is connected to the lower end
of the shock strut inner cylinder (3). The shock strut is used to absorb the shocks from the
landing impacts and rolling over bumps on the ground. Also connected to the shock strut inner
cylinder, is the lower end of the lower torsion link (4). The upper end of the upper torsion link
(5) is connected to the forward steering collar (6). Aft steering collar (7) attach lugs slip over
the forward steering collar attach lugs. Both collars are locked together around the shock strut
outer cylinder (8) by actuator attach pins (9). These pins also hold the rod end of the steering
actuators (10). The steering actuators, steering collars and torsion links are all parts used in
the steering mechanism. At the upper end of the shock strut outer cylinder there is a trunnion
(11). When the nose gear extends or retracts it pivots on this trunnion. The trunnion itself
rotates in bearings. The trunnion is supported by two side braces (12). The braces extend
from the attach lugs at the centre of the shock strut outer cylinder. Besides the side braces,
there is also a lower tripod brace (13) connected to the centre of the shock strut outer
cylinder. The lower tripod brace is connected to the upper tripod brace (14) that extends
forward from the centre of the trunnion. Also connected to the trunnion is the nose gear
actuator (15). The nose gear actuator activates the nose gear extension or retraction
movement. Between the end of the nose gear actuator and the hinge of both tripod braces
there is a drag strut (16). Together with the nose gear lock actuator (17), it holds the nose
gear in the up and locked, or down and locked position.

17

1. Tyre and wheel


2. Axle

15 3. Shock strut inner

A


cylinder



4. Lower torsion link
16


5. Upper torsion link

6. Forward steering
collar


8 7. Aft steering collar

11

7 8. Shock strut outer

9 cylinder

14

9. Attach pin


10. Steering actuator

10 11. Trunnion


12 6 12. Side braces

13

13. Lower tripod



brace

14. Upper tripod

brace

15. Nose gear

5 actuator

16. Drag strut

See A 17. Nose gear lock

4 actuator

1

3




2


Nose gear


Steering operation

Both pilots have their own steering tiller that they can use for normal steering operation. One
tiller is on the left of the captain and the other is on the right of the first officer. A tiller
movement of 90 degrees results in a steering movement of 45 degrees. Tiller movement in
either direction is transmitted to a steering metering valve by cables (Figure 5. (1). This valve
directs fluid (oil) with a pressure of 3000 PSI (hydraulic system No. 1) to the nose wheel
steering actuators (2). When the steering actuators are activated, they transfer their power to
the attach pins (3). These pins transmit a turning moment to both collars. The forward collar
(4) transfers the power to the upper torsion link. The upper torsion link transfers the power to
the lower torsion link. This link turns the shock strut inner cylinder to the left or right. This
action turns the axle and the axle turns the wheels. The tillers can turn the nose wheels
around 70 degrees maximum.







2
1. Metering valve


assembly


2. Steering actuator

3. Attach pin


4. Forward steering collar


3




1
4



3


2

Steering operation

Besides the normal steering there is another way to steer the wheels. This is done with the
help of the rudder pedals. The nose wheel steering system is connected to the rudder pedals
through mechanical linkage and cables. When the nose gear is compressed by the weight of
the aircraft, rudder pedal steering is available. The rudder pedals can turn the nose wheels
around 10 degrees maximum. When the aircraft is towed, the wheels can turn around 65
degrees maximum without disconnecting the nose gear torsion links.

Shimmy

Because of the flexibility of tyre side walls, vibrations known as shimmy are induced into the
nose gear. Especially at high speeds, excessive shimmy can cause vibrations throughout the
whole aircraft, which is dangerous. Wear of the nose wheel bearings, worn torsion links and
uneven tyre pressures all increase the tendency to shimmy.

In general these ways are used to reduce shimmy:
Provision of a hydraulic lock across the steering jack piston;

Fitting a hydraulic damper;

Fitting heavy self-centring springs;

Double nose wheels;

Twin contact wheels.


The beside mentioned steering metering valve consists of a spring compensator. This spring
compensator maintains a pressure of 205 to 325 PSI against the steering actuator pistons to
act as a shimmy damper.

Body Gear Systems
In this paragraph the systems of the Boeing 747's body gear is being discussed. The body
gear is being discussed because the left body gear of the Boeing 747 was the landing gear
that malfunctioned during take-off and causing the Boeing 747 to make an emergency
landing at Schiphol Airport. Multiple systems used in the Boeing 747 are using the hydraulic
system to support. The extension and retraction system is one of those systems, because a
failure in the hydraulics may not cause the Boeing to be disable to retract the landing gear,
there is also a alternate extension and retraction system. When the Boeing 747 touches
down with a malfunctioned body gear, the shock struts of the three remaining gears now
has to absorb the impact. The body gear of the Boeing 747 is also equipped with an
Air/Ground system a Body gear steering system a hydraulic braking system and a brake
control system.

Hydraulic System
The Boeing 747 has a hydraulic system to provide multiple systems in the Boeing 747 to
work properly. The hydraulic system is applied in the entire aircraft. In this paragraph only
the hydraulics in the body gear and the hydraulic actuator will be discussed.

The hydraulic system in the body gear

The hydraulic system of the Boeing 747 is applied to decrease the work pressure of the
pilots. It uses a fluid to transport pressure applied by an engine driven pump. The hydraulic
system is based on hydrostatic laws, such as Pascal's law tells that the force the pilot
applies into the hydraulic system can be increased by decreasing the surface of the applied
force. This makes the pilots use a small amount of strength to do heavy tasks, such as,
retracting the landing gears. The Boeing 747 has four independent hydraulic systems, so if
one fails another can take over. The landing gear relies on the hydraulic systems No.1 and
No.4.

The hydraulic systems No.1 and No.4 are available for multiple systems applied in the body
gear of the Boeing 747. The extension and retraction system, the body gear steering
system and the hydraulic brake system use the hydraulic system to increase the force
applied by the pilot.

Hydraulic actuator

The hydraulic system uses hydraulic actuators to turn the hydraulic pressure into a
movement. Actuators are cylinders (1) with two chambers. If the hydraulic pressure increases
in one of the chambers the hydraulic the piston will move creating a larger chamber for the
high pressure. The piston (2) will move the piston rod (3) which will perform the action that is
required. If the hydraulic pressure is increased in the red chamber and the piston rod will
move in the direction of the red arrow, if the pressure is increased in the blue chamber, the
piston rod will move in to the direction of the blue arrow

1. Cylinder
2. Piston
3. Piston rod







Hydraulic actuator

Extension and retraction system

The landing gears on Boeing 747 are designed to retract during flight to decrease drag and to
increase the aerodynamic stability of the aircraft. This makes the plane use less fuel and a
increase manoeuvrability. The body gear will be raised and lowered simultaneous with the
wing gear and the nose gear by a lever in the cockpit. To raise and lower the landing gear the
extension and retraction uses a gear actuator to retract and lower the body gear. The
sequence valves make sure all components will retract in correct order.The landing gear will
be locked into place when raised and when extended.













Gear actuator

To retract the body gear during flight and extend the body gear for landing the Boeing 747
uses hydraulic powered actuator. The gear actuator will be attached to the aircraft structure
and the shock strut of the landing gear. When the actuator is retracting (1) the body gear will
retract (3). The actuator will turn the shock strut around the trunnion (2) and covers the body
gear in the wheel well.

1. Gear
actuator
2. Trunnion
3. Shock strut













Retracting body gear Retracted body gear

Sequence valves

The wheel well doors are linked to the body gear with sequence valves, these valves make
sure the wheel well doors are opened before the body gear will be lowered and closed after
the body gear is locked into place when retracted. The sequence valves steer the hydraulic
fluid from the hydraulic system to the doors actuator, the up lock actuator, the down lock
actuator and the body gear actuator. By retracting the landing gear using the landing gear
lever, the hydraulic fluid will enter the door sequence valves and goes through a valve to the
door actuator. The pressure builds up and the wheel well door will open. When the doors are
opened the hydraulic pressure in the sequence valve is also increased and now opens another
valve and allows the hydraulic fluid to flow to the lock mechanism, when the body gear is
unlocked the hydraulic fluid will now raise the body gear and finally the hydraulic fluid will lock
the gear in the up position.

Up lock mechanism

To make sure the body gear stays retracted the landing gear will be locked into place, which is
done by an up lock mechanism. The body gear of the Boeing 747 is locked by locking a hook
around the up lock roller that is attached to the shock strut. The hook will be kept in the locking
position by a spring and can be unlocked by a hydraulic actuator or electric actuator to release
the body gear or to receive the up lock roller in the hook.










Down lock mechanism

Next to an up lock mechanism there is also a down lock mechanism, to make sure the body
gear stays in to place when extended and not retract when touching down at a high impact.
The down lock mechanism, that has to lock the
body gear into place mechanical, makes sure
the Boeing 747 is able to land on its body gear
when multiple systems are malfunctioned. The
down lock mechanism is an over centre knee
joint on the jury strut that is connecting the drag
strut with the aircrafts structure.The jury strut
will over centre the joint allowing it to take
forces in direction of the jury strut, because the
jury can only move to the mechanical limit of
the knee joint and makes sure the jury strut will
not fold and allows the body gear to rise. The
joint can be unlocked out of the over centre
position by the hydraulic actuator.

Over centre knee joint
Alternate extension and system

Because all the landing gears must be able to extend when the hydraulic system
malfunctions, the Boeing 747 is equipped with a alternate extension system. The alternate
system will simply electrically unlock the up lock mechanism of the body gear and
simultaneous releases the wheel well doors. With some manoeuvring of the aircraft and the
gravity the body gear will be lowered and lock into place. The alternate landing gear will be
operated by a switch in the cockpit.

Shock strut


The shock strut absorbs most of the impact when the aircraft touches down and when taxiing
on the runway. The Boeing 747 is
equipped with Oleo-pneumatic shock 1. Outer cylinder

struts .This is a shock
2. Nitrogen valve


3. Upper chamber

absorber that uses both oil (5) and

(Nitrogen)

compressed nitrogen (3) to absorb 4. Orifice support

impact. The shock strut has an inner tube

and (11) an outer cylinder (1). The
5. Oil


6. Orifice

outer cylinder is attached to the aircraft


7. Upper bearing

structure by the trunnion. The inner

8. Metering pin

cylinder is attached to the bogie of the 9. Seal

body gear. The inner cylinder can 10. Lower bearing

move in and out the outer cylinder to
11. Inner cylinder


absorb impact. The orifice (6) of the
shock strut is a small passage. The oil
will be pressed through this passage at
impact and controls the absorption of
the impact. The metering pen (8) and
the orifice support tube (4) allow the
shock strut to absorb and control the
impact even better. The oil is after
compression in the upper chamber
and will return to lower chamber. To

. Oleo-pneumatic Shock strut

avoid to oil and the nitrogen to leak






throw the gap between the inner and outer cylinder, the shock strut has a seal (9) attached to
the lower bearing (10) to seal that gap and allows the cylinders to move into each other.

Body gear steering system

The Boeing 747 has a body gear steering system. This system helps the pilots to control the
aircraft To get a better view of the body gear steering system, a description of the
construction is made.

Function

Because the Boeing 747 is a heavy aircraft, it needs more gear struts to attach the wheels,
which have to resist the great weight of the aircraft on the ground. The Boeing 747 has two
body gears under its body. During a turn, these body gears will not follow the radius of the
turn as the wing gears do. As a result of this, great forces will stress on the wheels and on
the strut. Furthermore the body gear wheels will wear faster than normal as a result of tyre
scrubbing. Much maintenance on the body gear wheels and struts is necessary to keep the
body gear in good condition. To avoid this problem, body gear steering is introduced. Body
gear steering allows the body gear of the Boeing 747 to rotate thirteen degrees whether right
or left. Now body gear steering has been installed, sharper turns can be made without
damaging the wheels or the strut.















Figure 11. Tyre scrubbing and how to avoid tyre scrubbing

Construction

To allow body gear steering, the wheel truck has to rotate in respect to the shock strut. To
rotate the wheel truck, the inner cylinder of the shock strut is rotatable. Like at normal gears,
the body gear has a torsion link that is linked to the wheel truck and the shock strut.
However, instead of an upper torsion link, two steering cylinders were added. These
cylinders, connected to each other on the lower torsion link, are connected to the shock strut
by a yoke. Now, if one of the cylinders extends, the wheel truck can rotate. The pressure for
both cylinders is delivered by hydraulic system 1.

Operation

When the nose gear turns in one direction, the body gear turns smaller proportional angles in
the other direction. There are some requirements for the body gear steering. To prevent the
body gear from damaging during a high speed turn, the body gear steering will switch off
when a speed of twenty knots is reached. From that point, it will function as torsion link only.
There is also a limit at the angle of rotation. The body gear rotates maximum thirteen
degrees whether left or right. The angle of thirteen degrees will be reached when the nose
gear is rotated seventy degrees. Furthermore, the body gear may not be tilted and has to be
extended and locked.





Air/ground system

Some systems of the aircraft, like the spoilers, operate different in air than on the ground.
This makes it important to know if the aircraft is in the air or on the ground. Therefore,
sensors that measure the gear tilt are mounted on the landing gear. Those sensors will send
their position data to a Proximity Switch Electronics Unit [PSEU]. The PSEU supplies the
position and the control data for primary landing gear sensor and alternate landing gear
sensor subsystems. The PSEU will convert the position data to control data before it will
send the control data to the air/ground relays. Air/ground relays have the task to tell the
aircraft systems when the aircraft is in the air (air mode) and when it is on the ground (ground
mode). Some systems do not have enough information when they only know if the landing
gear is tilted or not. Many more sensors are mounted on the landing gear, like: up- and down
lock sensors and wheel door sensors. However, signals from the landing gear lever switch,
body gear steering (body gear has to be centred during in most conditions) are also
important. Together, all these subsystems create the air/ground system.
Problems can appear in the air/ground system. In case the air/ground system does not get a
signal from the sensors after takeoff, the air/ground system will stay in ground mode. When
the air/ground system stays in ground mode, some systems in the cockpit will not work, like
the autopilot. To continue the flight with this problem, the fuses of the air/ground system can
be switched off and then the relays will go to air mode. However, the pilots may not forget to
put in the fuses after touch down because the spoilers and brake system will not work
properly.

Hydraulic brake system

The hydraulic brake system helps the pilots controlling the aircraft on the ground and in more
situations. To get a better view of the hydraulic brake system, a description of the
construction of this system is made. When it is clear how this system is constructed, an
explanation of how the system works can be given.

Function

The hydraulic brake system has the task to slow down the aircraft on the runway when it
lands. The brake system also holds the aircraft during parking and engine run up. However,
also after take-off the wheels have to be slowed down before they are fully retracted. The
brake system also helps with making turns on the ground. There are different kinds of brake
systems (drum brakes, single disc brakes and multiple disc brakes). The multiple disc brakes
are the most used on airliners. Also the Boeing 747 uses multiple disc brakes. The choice of
the brake system depends on how much heat the brakes have to resist.

Construction

The multiple disc brakes exists out of four rotor discs (1) and three stator discs
(2) that rotate besides each other. The discs are made of carbon and contain a material that
creates much friction when the discs are pressed together. The rotor discs have rebated
joints (3), which allow the rotor discs to sit still in the wheels. The wheels also have rebated
joints. The stator discs are connected to the wheel axis, which cannot rotate (4). Now, if the
wheels rotate, the rotor discs will rotate together with the wheels while the stator discs will
stay still. Next to the inner rotor disc, a piston housing is mounted (5). This housing contains
seven cylinders (6) that press the rotor discs and stator discs together. The cylinders are
pressurized by hydraulic system 4. When hydraulic system 4 cannot pressurize the cylinders,
hydraulic system 1 will take over this task. If also hydraulic system 1 cannot pressurize the
cylinders, than hydraulic system 2 will do pressurize them. The pressure that the brakes
need differs from 160 PSI to 3000 PSI. The cylinders that are connected to each other in the
piston housing are connected to the hydraulic system by just one hydraulic line (7). To avoid
too much pressure on the system, a bleeding valve (8) is mounted on the piston housing.
When using the brake system, the brake discs will wear. To check how much the discs are








worn, two wear indicator pins (9) are used. If these pins are not
visible anymore, the brake discs should be replaced.


1. Rotor disc (4x)
1



2. Stator disc (3x)

3


3. Rebated joints



8

4. Wheel axis



6
2 5. Piston housing

6. Cylinder (7x)




7. Hydraulic line


7

8. Bleeding valve
5


9. Wear indicator


p
i
n

(
2
x
)

9
4







Multiple disc brake

Operation

If one of the pilots creates a force on the ends of the rudder
pedals, the brake system will activate. The more force presses
on the pedals, the more the brake will slow down the aircraft.
Slowing down the aircraft happens when the cylinders in the
piston housing extend. When the cylinders extend, the discs
will be pressed together. The more the discs are pressed
together, the more friction will be created. This will slow down
the aircraft. When the cylinders retract, the discs will stay
together. To avoid this, small leaf springs are mounted
between the discs to create a small space between the discs.
When activated, the auto brake system will steer the braking
system without any input of the pilots.

Brake control system

The brake control system supplies some functions that help the
pilots. These functions are: antiskid protection, automatic
braking, and brake torque control. This system also supplies
arming logic for the body gear steering system. The automatic
braking system will operate when the wheel speed increases to
sixty knots or more during touchdown. A selector makes it
possible to allow five deceleration levels. Also for a rejected
take off there is a deceleration rate. The brake torque control
has to prevent the brake from too much torque. When the
brake torque control measures too much torque at one of the
wheels, it will send a signal to the antiskid system. The antiskid
system prevents the aircraft from skid. This is done by sensors
that are mounted in each wheel. Those sensors measure the
wheel rotation speed. The most effective way of braking is with
a wheel speed that is around 85 to 90% of the ground speed.
When the wheel speed is
much lower than the ground
speed, the antiskid system
will release the brake at the
certain wheel.

The brake system will only
work when the aircraft is on
the ground. Therefore it
gets information about the
gear tilt from the PSEU. In
case this system has been
broken, the brake system
gets information from the
wheels. If they rotate, than
the aircraft should be on the
ground. This activates the
brake system.








difficult test. These test are all the CS-25 landing gear

Retracting mechanism

The rules applied to the retracting mechanism are specified in CS 25.729:
(a) Unless there are other means to decelerate the aircraft in flight at this speed, the
landing gear, the retracting mechanism, and the aircraft structure (including wheel well
doors) must be designed to withstand the flight loads occurring with the landing gear in
the extended position at any speed up to 067 VC.
(b) Landing gear doors, their operating mechanism, and their supporting structures must
be designed for the yawing manoeuvres prescribed for the aircraft in addition to the
conditions of airspeed and load factor prescribed in sub-paragraphs (a)(1) and (2) of this
paragraph.
(c) Landing gear lock. There must be positive means to keep the landing gear extended
in flight and on the ground. There must be positive means to keep the landing gear and
doors in the correct retracted position in flight, unless it can be shown that lowering of the
landing gear or doors, or flight with the landing gear or doors extended, at any speed, is
not hazardous.

Emergency operation. There must be an emergency means for extending the landing
gear in the event of
(1) Any reasonably probable failure in the normal retraction system; or
(2) The failure of any single source of hydraulic, electric, or equivalent energy supply.
Tyres and Wheels

The wheels and tyres must resist many hard forces and wearing. Therefore not every tyre
and wheel can be used on an aircraft. The specificities rules are on this subject are
described in CS 25.731 and CS 25.733


One gear landing conditions

The one gear landing causes extreme forces on the particular gear. Therefore CS-25
describes the following requirements about the landing.

For the one gear landing conditions, the aircraft is assumed to be in the level attitude
and to contact the ground on one main landing gear, in accordance with figure 4 of
Appendix A of CS 25. In this attitude
(a) The ground reactions must be the same as those obtained on that side under CS
25.479(d)(1), and
(b) Each unbalanced external load must be reacted by aircraft inertia in a rational or
conservative manner.
1


Nose wheel and steering system

The nose wheel and also the steering mechanism also has to function in case of an
emergency or failure. CS-25 describes the following requirements about this system:

(a) The nose-wheel steering system, unless it is restricted in use to low-speed
manoeuvring, must be so designed that exceptional skill is not required for its use during
take-off and landing, including the case of cross-wind, and in the event of sudden power-
unit failure at any stage during the take- off run. This must be shown by tests. (See AMC
25.745 (a).)
(b) It must be shown that, in any practical circumstances, movement of the pilots
steering control (including movement during retraction or extension or after retraction of
the landing gear) cannot interfere with the correct retraction or extension of the landing
gear.
(c) Under failure conditions the system must comply with CS 25.1309 (b) and (c). The
arrangement of the system must be such that no single failure will result in a nose-wheel
position, which will lead to a Hazardous Effect. Where reliance is placed on nose-wheel
steering in showing compliance with CS.
Bibliography


Literature

Boom, L.C. van den
Tabellen en Formules, Werktuigbouwkunde niveau 4
1
th
druk
Baarn, 2000

Van den Brink, R.
Technische leergang:
Hydrauliek 6
th
druk
Amerongen, 2008

Budinski, K.G; Budinski, M.R
Materiaalkunde Technici
2
nd
edition
Schoonhoven, 1999

Callister, William D.; Rethwisch, David G.
Materials, Science and Engineering
8
th
druk

Currey, Norman S.
Aircraft Landing Gear Design: Principles and Practices
Marietta, Georgia, 1988
Lockheed Aeronautical Systems Company

Dost, F
Construeren Kernboek 1
3
th
druk
Baarn, 2003

Dost, F
Construeren Kernboek 2
3
th
druk
Baarn, 2005

Hieminga, Jelle; IJspeert, Simon; van Langen, Pieter
Landing Gear
Amsterdam, 2010
Hogeschool van Amsterdam
Domein Techniek

Oxford Aviation Academy
Aircraft General Knowledge
Oxford, 2010

Pallet
Aircraft Instruments and Integrated Systems
Essex, 1992

Wentzel, Tilly
Opbouw Projectverslag





Amsterdam, 2009
Hogeschool van Amsterdam
Domein Techniek


Manuals

Boeing & KLM
Aircraft Maintenance Manual for 747-400
2004

Websites

http://www.onderzoeksraad.nl/docs/rapporten/2006039_2005135_JA-01-
KZ_verkort_rapport.pdf
06-09-2005

http://www.airliners.net
Photos

http://www.boeing.com/commercial/airports/747.htm
12-2002

http://www.boeing.com/commercial/airports/faqs/arcandapproachspeeds.pdf
Airport Reference Code and Approach Speeds for Boeing Airplanes
10-10- 2010

http://www.easa.europa.eu/agency-measures/certification-specifications.php
EASA CS25
12-08-2010































Appendices


I TYPES OF LANDING GEAR ........................................................................................................... 1

II GROUND LOOP ......................................................................................................................... 3

III LANDING GEAR STORAGE......................................................................................................... 4

IV LOCATION OF THE NOSE GEAR AND THE MAIN GEAR................................................................ 5

V TYRE REGIONS .......................................................................................................................... 6

VI BODY GEAR CROSSWIND CALCULATIONS ................................................................................. 7

VII INCIDENT LANDING RATIO DETERMINATION ........................................................................... 9

VIII INVESTIGATION REPORT ...................................................................................................... 11













































I Types of landing gear
Conventional

















Tricycle




















Single main wheel


























Cycle gear














Quadricycle




















Multi-bogey gear
































II Ground loop





































































III Landing gear storage.






































































IV Location of the nose gear and the main gear





1 Nose Gear
2 Wing Gear (main gear)
3 Body Gear (main gear)


1

















2

3



































V Tyre regions






1 Sidewall




1