A significant component of a spacecraft or aircraft is the landing
gear, also referred to as the undercarriage. The gear is a formation that holds
the plane on the surface and enables it to take-off, land, and taxi (Federal
Aviation Administration, 2012). The design of the landing gear is likely to
pose several interferences to the structural design of the aircraft. Boeing 777
encompasses several design parameters that strongly influence the plane’s
aerodynamics and configuration design. The aircraft's landing gear forms the
leading ever built-in into a commercial aircraft to date. The gear has various
important aspects, such as retraction mechanism, brakes, and shock absorber
(Komorowski, 2011). Accordingly, the following entry endeavors at discussing
Boeing 777 landing gear system while highlighting how it operates.
Constituent Parts of Boeing 777 Landing Gear
The landing gear for Boeing 777 embraces a typical two-post
configuration containing one nose gear and two main landing gears. As compared
to the traditional four-wheel units, each of the two gears of the plane
consists of six wheels in parallel pairs. The arrangement provides the main
landing gear with twelve wheels whose role is better weight distribution on
taxi areas and runways as well as avoidance of the necessity for an extra
two-wheel gear beneath the hub of the fuselage. Likewise, the six-wheel pattern
allows for a more cost-effective brake design (Moaveni, 2011).
Boeing 777’s aft hinges of every main gear are steerable to
enhance the turning radius. The hydraulic system at the center supplies
hydraulic power for extension, retraction, and steering. While the hydraulic
system on the right side powers the regular pedal hydraulic system, the one at
the center powers the reverse or alternate pedal hydraulic system. However,
both systems provide antiskid protection, but only the regular system provides
the auto brake system. Moreover, the tire pressure indicator and the brake
temperature examiner display the tire pressure and the brake temperature on the
synoptic display of the gear. While the nose wheels do not have brakes, each of
the main gear wheels comprises of multiple disc carbon brakes. The brake
structure encompasses of normal brake, parking brake, antiskid protection,
reserve or alternate brake, auto brake system, and brake accumulator (Mallick,
Main Landing Gear
The main landing gear bar contains an air-oil buffer. A side brace
and a drag brace are responsible for transmitting weight from the strut to the
plane structure. When the gear is completely extended, over-center techniques
shut both braces. During gear extension and retraction, the gear doors on the
main gear wheels open and close. The aircraft’s truck encompasses of three
axles. At their ends, the axles harbor a wheel-tire and a brake assembly. The
rear axle spins around to steer the main gear (Federal Aviation Administration,
The principal landing gear utilizes the hydraulic pressure,
originating from the central system, to extend and retract. Sequence
valves assume the task of controlling the gear and door movement. Side brace
and drag brace down lock activators then lock the gear within the broadened
position. Sequentially, uplock hooks bolt the gear within the retracted
location. The trucks of the principal landing gear tilt at about 130 forward
tires up extending the gear. The trucks of the gear tilt at approximately 50 forward
tires down, with the gear in transit or up and locked (Moir & Seabridge,
Alternate extension mechanism employs a dedicated direct
current electric hydraulic pump as well as interior hydraulic system liquid for
extension of the landing gear. The structure allows for landing gear extension
when the core hydraulic system does not have pressure. The alternate extend
power pack provides hydraulic pressure that unlocks the landing gear and its
doors. Consequently, the gear extends and the doors open using their own
weight. After the alternate extension, the gear doors remain open.
When the alternate gear button reads DOWN, the gear uplocks and
all doors are released. The landing gear falls freely to the secured position.
Nonetheless, the landing gear switch does not influence the alternate
extension. Upon using the alternate extension, the position indication on EICAS
landing gear portrays the position indication of the expanded gear. Throughout
alternate extension, EICAS displays the text GEAR DOOR each of the
hydraulically powered door is open. Subsequent to an alternate extension, it
can be possible to retract the landing gear via the normal technique if it is
working. This can be done by selecting DN before selecting UP (Federal Aviation
Ground Door Operation
The alternate extension technique permits one to unbolt the doors
when the plane is on the surface. The hydraulic pressure at the core of the
system locks the doors.
Nose Landing Gear
This gear strut embraces an air-oil buffer. A folding drag strut
transmits weight from the brace to the aircraft structure. When the nose gear
is completely retracted or extended, the over-center system of the lock fastens
the drag strut. During gear extension and retraction, the nose gear’s forward
doors operate hydraulically while the rear doors operate through mechanical
links that are attached to the nose gear (Erikson & Steenhuis, 2015).
To facilitate in extension and retraction, the nose landing gear
employs hydraulic pressure from the center system. The sequence valves assume
the role of controlling landing gear and forward movement (Erikson &
Alternate Door Extension
Alternate extension for the nose gear employs hydraulic pressure
emerging from the alternate-extend power pack. The land gear and the forward
doors use their own weight to extend and open respectively. After alternate
extensions, the forward doors do not shut (Erikson & Steenhuis, 2015).
Ground Door Operation
The alternate extension mechanism allows for opening the anterior
doors when the plane is on the surface. The frontal doors unfasten using their
own weight. However, they shut using the hydraulic pressure emerging from the
core system (Erikson & Steenhuis, 2015).
Landing Gear Operation
The landing gear switch is responsible for controlling the landing
gear. On the surface, an automatic lock holds the switch in the DN location.
The lock can be physically overridden via pressing and clasping the landing
gear override switch. During flight, the switch lock is mechanically let loose
through ground or air sensing (Erikson & Steenhuis, 2015).
Landing Gear Retraction
Retraction of the landing gear takes place when the lever moves
up. The gear doors unlock and the wheels of the main gear tilt, assuming a
retract position. As the gear retracts into the tire wells, the position of the
EICAS (Engine Indicating and Crew Alerting System) landing gear assumes a white
crosshatch signal from a green down signal (Federal Aviation Administration,
2012). After retraction, the uplocks hold the landing gear. Accordingly, the
EICAS gear location display adjusts to UP for ten seconds before blanking. With
all doors locked and the landing gear pulled in, the hydraulic system
depressurizes automatically. In case the standard transit time elapses and a
gear is not locked up, the EICAS displays a caution message. Further, the gear
position indicator on the EICAS changes to an expanded informal format while
the affected gear is displayed as down or in-transit.
Landing Gear Extension
Once the landing gear switch moves to DN, the doors affiliated to
the landing gears open, the gear unlocks, and the in-transit signal displays on
the EICAS indication. The gear falls freely to the down, locked position
without application of hydraulic power. Then, down locks are powered towards
the locked point, the key gear trucks incline hydraulically toward the flight
position, and the hydraulically activated doors lock. After all gears are secure,
the EICAS gear signal displays DOWN. However, if one of the gears is not safely
locked, the EICAS displays a caution message saying ‘GEAR DISAGREE’ after the
standard transit time. Subsequently, the EICAS signal assumes an expanded
non-formal layout, displaying the affected gear as in-transit. If only a single
strut on a key gear is bolted after the standard transit time, a caution
message for the concerned gear displays on the EICAS. If a hydraulically
activated door does not close after the average transit period, the EICAS
displays an advisory message reading ‘GEAR DOOR’ (Moaveni, 2011).
Main Gear and Nose Wheel Aft Axle Steering
Boeing 777 is fitted with both main gear and nose wheel rear axle
steering (Federal Aviation Administration, 2012). While the reserve hydraulic
system has been used to power nose wheel steering, the center hydraulic system
has been used to power main gear rear axle steering. A nose wheel navigation
rudder for every pilot proves vital in providing prime steering control. On the
other hand, rudder pedals offer minimal steering control. The rudders are
capable of tilting the nose wheels to a maximum of 700 in any
direction. They contain pointers on their assembly that show their position in
relation to their neutral location. The tiller pedals may be used in turning
the nose wheels to a limit of 70 in any direction. Main gear
rear axle steering assumes operation automatically when the angle of the nose
wheel navigator exceeds 130 with the aim of reducing tire
scrubbing. In case the main gear rear axles fail to lock during takeoff, a
warning message displays on the EICAS, along with a takeoff configuration
acoustic alert. Similarly, in case the main gear navigation activators are not
locked into the central position when a command authorizes so, the EICAS
displays an advisory message (Moaveni, 2011).
During landing, the pilot can choose five levels of reducing
speed. However, on dry landing strips, the highest autobrake deceleration speed
is less than the one produced by complete pedal braking. Subsequent to landing,
autobrake use begins when the wheels spun up and thrust switches have retarded
to inoperative. Autobrake use takes place shortly after main gear comes to
rest. If the pilot selects MAX AUTO, he limits deceleration to the level of
autobrake 4 until pitch position rotates to less than 10, then
deceleration increases to the level of MAX AUTO. The extent of deceleration can
be altered without deactivating the system via revolving the selector.
Autobrake pressure can be minimized to sustain the chosen plane deceleration
rate. Ultimately, the system offers complete braking until the plane comes to a
halt or the system is deactivated (Erikson & Steenhuis, 2015).
The Boeing 777 landing gear system is renowned for performing
flawlessly. The unique gear system allows aircrafts to rotate early through
changing the rotation focal point from the main axis to the rear axle. As the
plane revolves, the nose manages to rise higher. The features of the landing
gear allow the plane to take off on short runways.
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