Marchetti SF 260

Republic of the Philippines
PHILIPPINE STATE COLLEGE OF AERONAUTICS

Fernando Airbase, Lipa City
Institute of Engineering and Technology
Introduction
Discoveries and inventions became the key of success because of their

tremendous achievements that has led to people’s comfort. On admiring these
extraordinary achievements, we omit the obvious and hideous ones which actually
act as the main support system to these.
In line with this, aircraft or airplanes which have become the easiest means of
travel and actually become one of the travelling ideas for millions of people
worldwide would never become this comforting without its heart, the landing gears.
Often called the nose landing gear or undercarriages, these are explicated as the
supportive gears which balance the aircraft in the process of landing or take-offs of
many unnoticeable yet most important part of an air-vehicle. This landing gear
allows the aircraft to do safely land, take-off or even taxi about without causing any
damage.
Thus, there are many types and varieties of these gears depending upon the
aircraft (space craft, airplane, helicopter, jet plane, etc.) and each having its own
unique design and function.
So, if you are misinterpreting the nose landing gear to be some sort of
miniature wheel attached to the aircraft with not-so-important function then let us
remind you, it is that wheel which connects you from the air to the land and vice
versa and makes every flight a successful one.
1|P a g e
Objectives
 To assess the knowledge regarding Landing Gear and its functions.

 To critically review the Landing Gear concerning its mechanical process.
 To establish suitable information and references for incoming students.
2|P a g e
Landing gear is the undercarriage of an aircraft or spacecraft and may be used

for either takeoff or landing. 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 (VTOL) 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.
Types of Landing Gears
 Fixed or Rigid type of Landing Gear

 Retractable Landing Gear
Fixed or Rigid Type of Landing Gear
Many small, single engine light aircraft have fixed landing gear, as do a few
light twins. This means the gear is attached to the airframe and remains exposed
to the slipstream as the aircraft is flown. As the speed of an aircraft increases, so
does parasite drag. Mechanisms to retract and stow the landing gear to eliminate
parasite drag add weight to the aircraft. On slow aircraft, the penalty of this added
weight is not overcome by the reduction of drag, so fixed gear is used. As the
speed of the aircraft increases, the drag caused by the landing gear becomes
greater and a means to retract the gear to eliminate parasite drag is required,
despite the weight of the mechanism. A great deal of the parasite drag caused by
light aircraft landing gear can be reduced by building gear as aerodynamically as
possible and by adding fairings or wheel pants to streamline the airflow past the
protruding assemblies. A small, smooth profile to the oncoming wind greatly
3|P a g e
reduces landing gear parasite drag. The thin cross section of the spring steel struts
combined with the fairings over the wheel and brake assemblies to raise
performance of the fixed landing gear by keeping parasite drag to a minimum.
Retractable gear
The primary benefits of being able to retract the landing gear are increased
climb performance and higher cruise airspeeds due to the resulting decrease in
drag. Retractable landing gear systems may be operated either hydraulically or
electrically, or may employ a combination of the two systems. Warning indicators
are provided in the cockpit to show the pilot when the wheels are down and locked
and when they are up and locked or if they are in intermediate positions. Systems
for emergency operation are also provided. The complexity of the retractable
landing gear system requires that specific operating procedures be adhered to and
that certain operating limitations not be exceeded.
To decrease drag in flight some undercarriages retract into the wings and/or
fuselage with wheel flush against the surface or concealed behind doors; this is
4|P a g e
called retractable gear. If the wheel 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.
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 up locks and allows the landing gear to fall due
to gravity.
5|P a g e
Shock Absorbing and Non-Shock Absorbing Landing Gear
In addition to supporting the aircraft for taxi, the forces of impact on an aircraft
during landing must be controlled by the landing gear.
This is done in two ways:
1) the shock energy is altered and transferred throughout the airframe at a different
rate and time than the single strong pulse of impact,
2) the shock is absorbed by converting the energy into heat energy.
Shock Struts
True shock absorption occurs when the shock energy of landing impact is
converted into heat energy, as in a shock strut landing gear. This is the most common
method of landing shock dissipation in aviation. It is used on aircraft of all sizes. Shock
struts are self-contained hydraulic units that support an aircraft while on the ground and
protect the structure during landing. They must be inspected and serviced regularly to
ensure proper operation.
6|P a g e
Arrangement of Landing Gear
 Single Type Landing Gear
7|P a g e
 Double Type Landing Gear
 Tandem Type Landing Gear
8|P a g e
 Boogie Type Landing Gear
The number of wheel determined by the gross design weight of aircraft and
the surfaces on which the loaded aircraft may require performing landing.
Advantages of multiple wheel type Landing Gear
 Multiple wheels spread the aircraft weight over a larger area of load
distribution.
 Extra braking effort or efficiency of braking is accomplished by the number
of brake unit attached in each wheel.
Disadvantages of multiple wheel type Landing Gear
 More moving parts and therefore require greater amount of maintenance.

 Tires tends to scrub during turning maneuver.
 Larger turning radius required to prevent or reduce tire wear and therefore
need a larger space for movement.
9|P a g e
Landing Gear Wheels Arrangements
 Conventional or Taildragger undercarriage
Consisting of two main wheels forward of the center of gravity and a small
wheel or skid to support the tail.
Advantages:
 Due to its position much further from the center of gravity, a tailwheel
supports a smaller part of the aircraft's weight allowing it to be made
much smaller and lighter than a nose wheel. As a result, the smaller
wheel weighs less and causes less parasitic drag.
 If a tailwheel fails on landing, the damage to the aircraft will be minimal.

This is not the case in the event of a nose wheel failure, which usually
results in a prop strike.
10 | P a g e
 Tailwheel aircraft are easier to fit into and maneuver inside some
hangars.
Disadvantages:
 Tailwheel aircraft are more subject to "nose-over" accidents due to

injudicious application of brakes by the pilot.
 Conventional geared aircraft are much more susceptible to ground

looping.
 Tailwheel aircraft generally suffer from poorer forward visibility on the

ground, compared to nose wheel aircraft.
 Tailwheel aircraft are more difficult to taxi during high wind conditions,
due to the higher angle of attack on the wings which can then develop
more lift on one side, making control difficult or impossible.
 Tandem Type Landing Gear
Few aircraft are designed with tandem landing gear. As the name implies, this
type of landing gear has the main gear and tail gear aligned on the longitudinal axis
of the aircraft. Sail planes commonly use tandem gear, although many only have
one actual gear forward on the fuselage with a skid under the tail. Generally,
placing the gear only under the fuselage facilitates the use of very flexible wings.
11 | P a g e
 Tricycle undercarriage
Is a type of aircraft undercarriage, or landing gear, arranged in
a tricycle fashion. The tricycle arrangement has a single nose wheel in the
front, and two or more main wheels slightly aft of the center of gravity.
Tricycle gear is essentially the reverse of conventional landing gear or tail dragger.
1. Allows more forceful application of the brakes without nosing over when
braking, which enables higher landing speeds.
2. Provides better visibility from the flight deck, especially during landing and
ground maneuvering.
12 | P a g e
3. Prevents ground-looping of the aircraft. Since the aircraft center of gravity is

forward of the main gear, forces acting on the center of gravity tend to keep
the aircraft moving forward rather than looping, such as with a tail
wheel-type landing gear.
Landing Gear Systems
An electrical landing gear retraction system utilizes an electrically driven motor

for gear operation. The system is basically an electrically driven jack for raising and
lowering the gear. When a switch in the cockpit is moved to the UP position, the
electric motor operates. Through a system of shafts, gears, adapters, an actuator
screw, and a torque tube, a force is transmitted to the drag strut linkages. Thus, the
gear retracts and locks. Struts are also activated that open and close the gear
doors. If the switch is moved to the DOWN position, the motor reverses and the
gear moves down and locks. Once activated the gear motor will continue to
operate until an up or down limit switch on the motor’s gearbox is tripped.
A hydraulic landing gear retraction system utilizes pressurized hydraulic fluid

to actuate linkages to raise and lower the gear. When a switch in the cockpit is
moved to the UP position, hydraulic fluid is directed into the gear up line. The fluid
flows through sequenced valves and down locks to the gear actuating cylinders. A
similar process occurs during gear extension. The pump which pressurizes the
fluid in the system can be either engine driven or electrically powered. If an
electrically powered pump is used to pressurize the fluid, the system is referred to
as an electrohydraulic system. The system also incorporates a hydraulic reservoir
to contain excess fluid, and to provide a means of determining system fluid level.
13 | P a g e
Regardless of its power source, the hydraulic pump is designed to operate
within a specific range. When a sensor detects excessive pressure, a relief valve
within the pump opens, and hydraulic pressure is routed back to the reservoir.
Another type of relief valve prevents excessive pressure that may result from
thermal expansion. Hydraulic pressure is also regulated by limit switches. Each
gear has two limit switches—one dedicated to extension and one dedicated to
retraction. These switches de-energize the hydraulic pump after the landing gear
has completed its gear cycle. In the event of limit switch failure, a backup pressure
relief valve activates to relieve excess system pressure.
SIAI-Marchetti SF.260
Retractable Landing Gear (Nose)
Description
The aircraft is provided with a tricycle landing gear consisting of a main landing
gear and a nose landing gear. The main landing gear comprises a right gear and a
left gear which retract inwards into the wing, while the nose gear retracts rearward
into the aircraft’s nose.
Each main landing gear section consist of a leg, an axle, and a shock absorber, on
the axle is fitted the wheel provided with disk-type brake.
The nose landing gear consists of a brace, a fork and a wheel; the shock absorber
is an integral part of the brace structure.
The landing gear is actuated by an electric actuator through a linkage consisting of

a control rods, bell cranks and drag braces.
The landing gear positions and maneuvers are indicated by a set of press-to-test
lights located on the instrument panel.
14 | P a g e
A mechanism permits manual extension of the landing gear in event of electrical

system or actuator failure.
Each landing gear is provided with a door which encloses the gear compartment
when the landing gear is retracted.
Landing Controls and Indicators
15 | P a g e
16 | P a g e
Description Functions
1. Landing Gear UP – The landing gear retracts; the actuator is
Switch automatically cut-off when the landing gear is
Up-locked.
DOWN- The landing gear extends ; the actuator is

automatically cut-off when the landing gear is
down-locked.
2. LG transit warning The warning light is illuminated whenever the landing
light gear is retracting or ascending. The warning light will
flash when with the landing gear is not down-locked.
3. Right main gear Illuminated- Indicates that the right main gear is
down-locked down-locked.
warning light
(green)
4. Nose gear Illuminated- Indicates that the nose gear is
warning light
(green)
5. Left main gear Illuminated- Indicates that the left main gear is
warning light
 Warning Horn The warning horn intermittently when, with the landing
gear is not down-locked.
6. LG Warn horn The warning horn stops sounding, the warning light
silence push continuous flashing.
button
17 | P a g e
7. Emergency Provides for emergency extension of Landing gear.

Extension hand
crack
8. Landing Gear The indicator consists of a red index connected to the
position indicator main bell crank, the index follows the landing gear
movements and indicates the landing gear positions
with respect to a place marked DOWN and UP.
18 | P a g e
Nose Landing Gear
19 | P a g e
Retraction System
As the speed of a light aircraft increases, there reaches a point where the
parasite drag created by the landing gear in the wind is greater than the induced
drag caused by the added weight of a retractable landing gear system. Thus, many
light aircraft have retractable landing gear. There are many unique designs. The
simplest contains a lever in the flight deck mechanically linked to the gear. Through
mechanical advantage, the pilot extends and retracts the landing gear by
operating the lever. Use of a roller chain, sprockets, and a hand crank to decrease
the required force is common.
An all-electric system uses an electric motor and gear reduction to move

the gear. The rotary motion of the motor is converted to linear motion to actuate the
gear. This is possible only with the relatively lightweight gear found on smaller
aircraft.
A more common use of electricity in gear retraction systems is that of an

electric/hydraulic system. This is also known as a power pack system. A small
lightweight hydraulic power pack contains several components required in a
hydraulic system. These include the reservoir, a reversible electric motor-driven
hydraulic pump, a filter, high-and-low pressure control valves, a thermal relief
valve, and a shuttle valve. Some power packs incorporate an emergency hand
pump. A hydraulic actuator for each gear is driven to extend or retract the gear by
fluid from the power pack.
When the flight deck gear selection handle is put in the gear-down
position, a switch is made that turns on the electric motor in the power pack. The
motor turns in the direction to rotate the hydraulic gear pump so that it pumps fluid
20 | P a g e
to the gear-down side of the actuating cylinders. Pump pressure moves the
spring-loaded shuttle valve to the left to allow fluid to reach all three actuators.
Restrictors are used in the nose wheel actuator inlet and outlet ports to slow down
the motion of this lighter gear. While hydraulic fluid is pumped to extend the gear,
fluid from the upside of the actuators returns to the reservoir through the gear-up
check valve. When the gear reached the down and locked position, pressure
builds in the gear-down line from the pump and the low-pressure control valve
unseats to return the fluid to the reservoir. Electric limit switches turn off the pump
when all three gear are down and locked.
To raise the gear, the flight deck gear handle is moved to the gear-up
position. This sends current to the electric motor, which drives the hydraulic gear
pump in the opposite direction causing fluid to be pumped to the gear-up side of
the actuators. In this direction, pump inlet fluid flows through the filter. Fluid from
the pump flows thought the gear-up check valve to the gear-up sides of the
actuating cylinders. As the cylinders begin to move, the pistons release the
mechanical down locks that hold the gear rigid for ground operations. Fluid from
the gear-down side of the actuators returns to the reservoir through the shuttle
valve. When the three gears are fully retracted, pressure builds in the system, and
a pressure switch is opened that cuts power to the electric pump motor. The gear is
held in the retracted position with hydraulic pressure. If pressure declines, the
pressure switch closes to run the pump and raise the pressure until the pressure
switch opens again
21 | P a g e
Emergency Extension Systems
The emergency extension system lowers the landing gear if the main
power system fails. There are numerous ways in which this is done depending on
the size and complexity of the aircraft. Some aircraft have an emergency release
handle in the flight deck that is connected through a mechanical linkage to the gear
up locks. When the handle is operated, it releases the up locks and allows the gear
to free-fall to the extended position under the force created by gravity acting upon
the gear. Other aircraft use a non-mechanical back-up, such as pneumatic power,
to unlatch the gear.
The popular small aircraft retraction system uses a free-fall valve for
emergency gear extension. Activated from the flight deck, when the free-fall valve
is opened, hydraulic fluid is allowed to flow from the gear-up side of the actuators
to the gear-down side of the actuators, independent of the power pack. Pressure
holding the gear up is relieved, and the gear extends due to its weight. Air moving
past the gear aids in the extension and helps push the gear into the
down-and-locked position.
Large and high performance aircraft are equipped with redundant

hydraulic systems. This makes emergency extension less common since a
different source of hydraulic power can be selected if the gear does not function
normally. If the gear still fails to extend, some sort of unlatching device is used to
release the up locks and allow the gear to free fall.
22 | P a g e
References:
Landing Gear
https://en.wikipedia.org/wiki/Landing_gear
Aircraft Landing Gear

https://www.slideshare.net/partyrocka99/landing-gear-for-aircraft
Aircraft Landing Gear Systems

https://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/amt_airfra
me_handbook/media/ama_Ch13.pdf
SF 260 Maintenance Manual

http://www.avialogs.com/viewer/avialogs-documentviewer.php?id=2278
23 | P a g e

Marchetti SF 260

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Marchetti SF 260

Hochgeladen von

Copyright:

Verfügbare Formate

Republic of the Philippines

PHILIPPINE STATE COLLEGE OF AERONAUTICS

Discoveries and inventions became the key of success because of their

 To assess the knowledge regarding Landing Gear and its functions.

Landing gear is the undercarriage of an aircraft or spacecraft and may be used

Types of Landing Gears

 Fixed or Rigid type of Landing Gear

Fixed or Rigid Type of Landing Gear

Shock Absorbing and Non-Shock Absorbing Landing Gear

This is done in two ways:

Arrangement of Landing Gear

 Single Type Landing Gear

 Double Type Landing Gear

 Tandem Type Landing Gear

 Boogie Type Landing Gear

Advantages of multiple wheel type Landing Gear

Disadvantages of multiple wheel type Landing Gear

 More moving parts and therefore require greater amount of maintenance.

Landing Gear Wheels Arrangements

 Conventional or Taildragger undercarriage

 If a tailwheel fails on landing, the damage to the aircraft will be minimal.

 Tailwheel aircraft are more subject to "nose-over" accidents due to

 Conventional geared aircraft are much more susceptible to ground

 Tailwheel aircraft generally suffer from poorer forward visibility on the

 Tandem Type Landing Gear

3. Prevents ground-looping of the aircraft. Since the aircraft center of gravity is

Landing Gear Systems

An electrical landing gear retraction system utilizes an electrically driven motor

A hydraulic landing gear retraction system utilizes pressurized hydraulic fluid

The landing gear is actuated by an electric actuator through a linkage consisting of

A mechanism permits manual extension of the landing gear in event of electrical

Landing Controls and Indicators

DOWN- The landing gear extends ; the actuator is

7. Emergency Provides for emergency extension of Landing gear.

Nose Landing Gear

An all-electric system uses an electric motor and gear reduction to move

A more common use of electricity in gear retraction systems is that of an

Emergency Extension Systems

Large and high performance aircraft are equipped with redundant

Aircraft Landing Gear

Aircraft Landing Gear Systems

SF 260 Maintenance Manual

Das könnte Ihnen auch gefallen