Landing gear is an airplane or airplane undercarriage and can be used to take off or land. For the aircraft is generally both.
For airplanes, landing gear supports ships when not flying, allowing for takeoff, landing, and taxis without damage. Wheels are usually used but skids, skis, floats or combinations of these and other elements may be used depending on the surface and on whether the aircraft only operates vertically (VTOL) or can taxi along the surface. Faster planes usually have a retractable undercarriage, which folds during flight to reduce air resistance or obstacles.
For launching vehicles and space landing planes, landing gear is usually designed to support vehicles only after flight, and is not normally used for takeoff or surface movement.
Video Landing gear
landing gear Pesawat
Aircraft landing gears typically include wheels equipped with simple shock absorbers, or more oleo struts of air/oil, for runway and rough terrain landing. Some planes are equipped with skis for snow or buoys for water, and/or skid or pontoon (helicopter).
This represents 2.5 to 5% of the MTOW and 1.5 to 1.75% of the cost of the aircraft but 20% of the direct maintenance costs of the airframe; each wheel can support up to 30 t (66,000 lb), reaching over 300 km/h, rolling up to 500,000 km (310,000 mi) Ã,; It has a time of 20,000 hours between reshuffle and 60,000 hours or 20 years of life time. Undercarriage is usually 4-5% of the mass taking off and can even reach 7%.
Gear settings
Wheeled undercarriage usually comes in two types:
- conventional undercarriage or "taildragger" , where there are two main wheels to the front of the plane and one wheel or a slip on the back, much smaller;
- tricycle undercarriage where there are two main wheels (or wheel assemblies) under the wings and a smaller third wheel in the nose.
The taildragger setting is common during the early propeller era, as it allows more room for the propeller. Most modern aircraft have undercarriage trolleys. Taildraggers are considered more difficult to land and take off (since settings are usually unstable , that is, minor deviations from a straight-line trip will tend to increase rather than repair themselves), and usually require a special pilot exercise. Sometimes a small tail wheel or skid is added to the aircraft with a tricycle undercarriage, in case of a tail strike during take-off. Concorde, for example, has a retractable "bumper" tail wheel, because delta-winged planes require a high angle when taking off. Both Boeing's biggest WW2 bombers, B-29 Superfortress and Boeing 727 predecessor aircraft each have a retractable tail bumper. Some plane with conventional retractable landing gear has a fixed tailwheel, which produces minimal drag (since most of the airflow passes through the tailwheel is covered by the plane) and even increases the stability of the yaw in some cases. Another arrangement that is sometimes used is the main and central nose with outrigger on the wing. This can be done where there is no convenient location on either side to install the main undercarriage or save it when it is pulled back. Examples include the Lockheed U-2 spy plane and the Harrier Jump Jet.
Retractable teeth
To reduce in-flight obstacles some retracted undercarriages to the wings and/or bodies with the wheel dousing to the surface or hidden behind doors; this is called retractable tooth. If the remaining wheels stand out and some are exposed to airflow after being pulled back, the system is called semi-retractable.
Most retracting systems are hydraulically operated, although some are electrically operated or even operated manually. This adds weight and complexity to the design. In a retractable gear system, the compartment of a wheeled container is called a wheel well, which can also reduce the valuable charge or fuel chamber.
The pilot insists that their landing gear is down and locked refers to "three green" or "three in green.", Reference to electric indicator light (or panel painted mechanical indicator unit) of nosewheel/tailwheel and two main gears. The red light indicates the gear is in a locked position; the yellow light indicates that the landing gear is in transit (not down and locked or fully retracted).
Some redundancy is usually provided to prevent a single failure from failure of the entire landing gear extension process. Whether operated electrically or hydraulically, the landing gear can usually be turned on from multiple sources. If the power system fails, an emergency extension system is always available. This can be either a crank or a manually operated pump, or a mechanically free fall mechanism that releases activation and allows the landing gear to fall due to gravity. Some high-performance aircraft may even feature a nitrogen pressurized back-up system.
Large aircraft
As planes grow larger, they use more wheels to cope with increasing weight. The earliest "giant" aircraft ever deployed in quantity production, the German Zeppelin-Staaken R.VI long-range bomber in 1916, used a total of eighteen wheels for its undercarriage, split between two wheels on its nasal tooth plug, and a total of sixteen the wheels on the main gear unit - are divided into four quartets side by side each, two wheel quartets per side - under each tandem nacelle machine, to support the loaded weight of nearly 12 metric tons. Some "tandem wheels" on airplanes - especially for cargo planes, mounted to the plane on the underside as a retractable primary gear unit in modern design - were first seen during World War II, on German experimental cargo aircraft Arado Ar 232 , which uses a row of eleven "twinned" steering wheels set directly below the centerline of the aircraft to handle heavier loads while on the ground. Many large cargo aircraft today use this setting for the retractable main gear arrangement (usually mounted at the lower corners of the central airframe structure). The Airbus A340-500/-600 has an additional four-wheeled undercarriage bogie in the centerline of the aircraft, much like a twin-wheel unit in the same general location, used on DC-10 and MD-11 aircraft.
Boeing 747 has five sets of wheels: nosewheel assembly and four sets of four bogies wheels. One set is located under each wing, and two inner sets are located on the fuselage, slightly backward from the outer bogies, adding up to a total of eighteen wheels and tires. Airbus A380 also has four bogie wheels under each wing with two sets of six wheels bogies under the aircraft.
The world's largest jet cargo plane, the Antonov An-225 Ukraine has 4 wheels on twin-strut gear units (as the smaller "stablemate", Antonov An-124 also uses), and 28 main gears/tire units, adding up to a total of 32 wheels and tires.
Nautical
Some planes have adjustable landing gear for takeoff and land on water.
A float plane has a landing gear consisting of two or more simplified floats.
An airplane has a lower fuselage that has a boat hull shape that gives it buoyancy, usually with a "step" near the center of gravity to allow the aircraft to easily escape from the surface of the water to take off. An additional landing gear often exists, usually consisting of float mounted on the wing, or more rarely, a sponge-like stub-wing on the underside of the fuselage, with the underside of it even with chines forming a longitudinal angle below the lower hull of the contour.
Helicopters that can land on water may have a buoy or hull.
An amphibious plane has a landing gear for ground and water-based operations.
Other types of landing gear
Removable landing gear
Some aircraft use the wheel to take off and then dispose of it immediately afterwards to improve the aerodynamic downsizing without the hassle, weight and space requirements of the retraction mechanism. In this case, the discarded wheel is sometimes attached to the axle which is part of a separate "dolly" (for the main wheel only) or "trolley" (for a tricycle chassis with a nosewheel). The landing is then performed on a skid or other similar simple device.
Historical examples include "dolly" -using the Messerschmitt Me 163 Comet rocket, the Messerschmitt Me 321 Gigant , and the first eight "trolley" -with the prototype of a reconnaissance spy plane jet Arado Ar 234. The main disadvantage of using the dolly/trolley takeoff and landing system on German World War II aircraft - meant for a large number of German-made jet-powered jet-powered and rocket-powered aircraft - is that the aircraft is likely to be scattered all over the airfield the military after they landed from the mission, and will not be able to ride alone to the hidden "dissolution" location, which could easily make them vulnerable to attack by attacking Allied fighters. A related contemporary example is a wingtip support wheel ("pogos") on a Lockheed U-2 reconnaissance aircraft, which falls after takeoff and falls to earth; The aircraft then relies on titanium that glide on the wingtips to land.
Helicopter
Light helicopters tend to use simple landings to save weight and cost. They include an attachment point for the wheels so they can be moved for short distances on the ground. The collapse is not practical for helicopters weighing more than four tons. Some high-speed engines have retractable wheels, but most use fixed wheels for their robustness, and to avoid the need for a retraction mechanism.
Retract backward and sideways
Several major landing gears on World War II aircraft, to allow the main tooth of one leg to more efficiently store the wheel either in the wing or nacelle of the engine, rotate the single gear through the 90 ° angle during the rear- order retraction to allow the main wheel to rest "flat "above the lower end of the main gear, or flush it in the wing or nacelles of the engine, when fully drawn. Examples are the Curtiss P-40, the Vought F4U Corsair, the Grumman F6F Hellcat, the Messerschmitt Me 210, and the Junkers Ju 88. The Aero Commander family of twin-engine business planes also shares this feature on the main gear, which draws back to the edges. nacelles machine. The back of the nosewheel is pulled back on Heinkel He 219 and the front nose strut of the front teeth nipple on the same Cessna Skymaster is turned 90 degrees when pulled back.
On most of the World War II single-engine combat aircraft (and even a heavy German bomber design) with the main teeth pulling out, the main gear pulled onto the wing is intended to be scratched forward, toward the nose of the aircraft in a "down" position for ground handling. preferably, with a retractor position that places the main wheel at some angle "behind" the main gear attachment point to the fuselage - this leads to complicated angular geometry to adjust the "pintle" angle at the upper end of the strut to the rotation axis of the retraction mechanism, with some aircraft, such as the P-47 Thunderbolt and Grumman Bearcat, even require that the main gears extend as they are extended down from the wings to ensure proper ground clearance for their four large blade propellers. One exception to the need for this complexity in many WW II fighter planes is the famous Japanese Zero fighter, whose main gear remains at an angle perpendicular to the centerline of the plane when extended, as seen from the side.
Tandem layout
Unusual undercarriage configurations are found on Harrier Hawker Siddeley, which has two main wheels in the line below the plane (called the bike or tandem layout) and smaller wheels near the end of each wing. In the second generation Harriers, the wing is extended past the outrigger wheels to allow the load of munitions mounted on the larger wing, or to allow the wing-tip extension to be fastened for ferry flights.
Some tandem layouts were used on several military jet aircraft during the 1950s, spearheaded by Martin XB-51, and later used on aircraft such as U-2, Myasishchev M-4, Yakovlev Yak-25, Yak-28, Vautour Flight Sud, and B-47 Stratojet as it allows room for large internal bays between the main wheels. Variations of multi tandem layouts are also used on B-52 Stratofortress which has four bogies main wheels (two forward and two rear) under the fuselage and a small outrigger wheels that support each wingtip. The B-52 landing gear is also unique because the four main wheels can be piloted. This allows the landing gear to line up with the runway and thus make crosswind landings easier (using a technique called crab landing ). Since the tandem plane can not rotate for takeoff, the front gear should be long enough to give the wing the correct angle of attack at take-off. During landing, the front teeth should not touch the runway first, otherwise the back teeth will crash and cause the plane to bounce off the runway.
Cross-landing accommodations
One of the earliest undercarriage arrangements that was passively allowed to be emptied during the crosswind landing, unlike the "active" arrangement on B-52, was pioneered on the Bleriot VIII design in 1908. It was then used in Blas © much further XI Channel -through aircraft of the year 1909 and also copied on the early example of Etrich Taube. In this arrangement, the main landing gear landing absorption is taken by vertical-eyed bungee members who glide vertically. The vertical post where the top member is gliding to take the landing shock also has the lower end as the rotation point for the front end of the main wheel suspension fork, allowing the main gear to spin on moderate crosswind landings.
"Kneeling" teeth
One of the first aircraft to use the "kneeling" function in its undercarriage design was the German cargo/transport aircraft of World War II Arado Ar 232, produced in small quantities both as a twin-engined version, and one with four engines - both nosegear and landing gear the main drawn by the forward wings is designed to have a "kneel" function in their design to assist in loading/unloading, and also allows, a unique, exposed fixed-ventral fuselage-centreline set of eleven sets of additional "twin" wheels to more firmly support fuselage in soft ground, and to allow boarding aircraft over gullies and other land obstacles.
Some of the first US Navy jet fighters were equipped with a "kneeling" naval teeth consisting of a small auxiliary wheel on short struts located in front of the main nose gear, allowing the plane to go with a tall tail with the main nose gear pulled back. This feature is intended to improve the safety of the aircraft carrier by directing a hot exhaust blast upward, and to reduce the need for a hangar space by allowing the aircraft to park with its nose beneath a similarly equipped jet tail. Kneeling gear was used on FJ-1 Fury North America and in early versions of McDonnell F2H Banshee, but was found to be not widely used operationally, and was eliminated from later Navy fighter.
The nosewheel gear system of several large cargo jets, such as the Antonov An-124 Condor , kneels to assist with loading and unloading the ramp through the front, "tilt-up" the aircraft hinged nose while stationary on the ground.
Folding gear
To save valuable space, various folding and playback landing designs have been created.
Light aircraft
For light aircraft, the economical landing gear type to be produced is a simple wooden laminate of ash, as used on some homebuilt planes. The same curved teeth are often formed from spring steel. The Cessna Airmaster was one of the first aircraft to use spring landing gear. The main advantage of such a tooth is that no other shock absorbers are required; Leaf turns provide shock absorption.
Monowheel
To minimize obstacles, modern gliders typically have single, retractable or fixed wheels, centered under the fuselage, referred to as the monowheel gear or landing gear monowheel. Monowheel teeth are also used on several powered aircraft, where drag reduction is a priority, such as XS Europa. Just like the 163 rocket fighters, some gliders from before the Second World War were using a take-off dolly that was dumped on take-off and then landed on a skid. This configuration needs to be accompanied by a taildragger.
Tailsitter
Experimental combat aircraft using landing gear located on its tail for VTOL operation.
Land train
The idea behind the ground car is to leave the landing gear on the runway and not carry it into the air, to reduce weight and drag. Examples include the "dolly" and "trolley" arrangements, respectively of the German Me 163B rocket fighter and the Arado Ar 234A prototype jet recon-bomber design of World War II, because their wheeled "wheel carts" are usually not allowed to stay attached to the body plane, or carried away varies considerably from the ground, during normal takeoff procedures for good design.
Steering
There are several types of steering. The taildragger plane can be steered only by steering (depending on the prop washing generated by the plane to rotate it) with a free-wheeling tail wheel, or by a steering wheel with the rear wheel, or by
differential braking the opposite side of the plane to change the plane by slowing one side sharper than the other). Aircraft with three-wheeled landing gear usually have steering links with nosewheel (especially in large aircraft), but some allow the nosewheel to rotate freely and use differential braking and/or steering to direct the aircraft, such as Cirrus SR22.
Some aircraft require pilots to steer by using the steering pedal; others allow the wheel with a yoke or a stick of control. Some allow both. Still others have separate controls, called tiller , used to drive on the ground exclusively.
Steering wheel
When a plane is driven on the ground exclusively using the steering wheel, rotating the aircraft requires substantial airflow to move through the steering wheel, which can be generated either by forward motion of the aircraft or by the impetus provided by the engine. The steering wheel takes a lot of practice to be used effectively. Although it requires air movement, it has the advantage of being independent of landing gear, which makes it useful for aircraft equipped with live buoys or skis.
Direct referrer
Some planes connect the yoke, the control stick, or the steering wheel directly to the wheel used for steering. Manipulating this control changes the steering wheel (the nose wheel for the three-wheeled landing gear, and the tail wheel for the taildragger). Connections can be strong where every control motion rotates the steering wheel (and vice versa), or maybe the soft one in which the spring mechanism is like rotating the steering wheel but not forcing to spin. The first gives a positive rudder but makes it easier to slip; the latter provides a softer steering (makes it easy to overcontrol) but reduces the chances of slipping. Aircraft with retractable tooth can disable the steering mechanism in whole or in part when the tooth is removed.
Differential braking
Differential braking depends on asymmetrical brake applications on the main gears to rotate the aircraft. For this, the aircraft must be equipped with separate controls for the right and left brakes (usually on the steering pedal). Nose or rear wheel is usually not equipped with brakes. Differential braking requires considerable skill. On aircraft with several steering methods that include differential braking, differential braking can be avoided due to wear and tear that occurs in the braking mechanism. Differential braking has the advantage of being largely independent of movement or slipping of the nose or tailwheel.
Tiller rudder
A puppy on an airplane is a small wheel or lever, sometimes accessible by one pilot and sometimes duplicated for both pilots, which controls the steering of the aircraft while on the ground. Tiller can be designed to work in combination with other controls such as steering or yoke. In large aircraft, for example, the steering is often used as the only means of steering during a taxi, and then the steering is used to direct during takeoff and landing, so that both aerodynamic control surfaces and landing gear can be controlled simultaneously as the aircraft moves at aerodynamic speed.
Tires and wheels
Selected selection criteria, such as minimum size, weight, or pressure, are used to select the appropriate tires and wheels from the manufacturer's catalog and industry standards found in the Aircraft Annual Book published by Tire and Rim Association, Inc.
Gear loading
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di mana adalah bobot pesawat dan dan adalah jarak yang diukur dari pusat gravitasi pesawat (cg) ke gigi utama dan hidung, masing-masing.
Pilihan ban roda hidung didasarkan pada beban roda hidung selama pengereman pada upaya maksimum:
To ensure that the rated load will not be exceeded under static and braking conditions, a seven percent security factor is used in the applied load calculation.
Inflation pressure
As long as the wheel load and landing gear configuration remain unchanged, the weight and tire volume will decrease with increasing inflation pressure. From a flotation point of view, a decrease in the tire contact area will cause higher bearing pressure on the sidewalk, thus eliminating some airports from the aircraft operating base. Braking will also be less effective due to the reduction of the friction force between the tire and the ground. In addition, the reduction in the size of the tire, and hence the size of the wheel, can cause problems if the internal brakes should be installed inside the wheel rim. The arguments against higher pressures are such properties that commercial operators generally prefer lower pressure to maximize tire life and minimize runway pressure. To prevent punctures from stones, Philippine Airlines must operate their 748 Hawker Siddeley aircraft with the lowest pressure allowed by tire manufacturers. However, too low a pressure can cause accidents such as Nigeria Airways Flight 2120.
Rough general rules for required tire pressure are given by manufacturers in their catalog. Goodyear for example suggests the pressure to be 4% higher than that required for certain weights or as part of static load and measured inflation.
Tires from many commercial aircraft must be filled with nitrogen or low air oxygen to prevent internal combustion of tires that may result from overheating brakes resulting in volatile hydrocarbons from the tire lining.
Landing gear and crash
Damage or human error (or any combination of these) associated with retractable landing gears has been the cause of many accidents and incidents throughout aviation history. Distractions and preoccupations during the landing sequences played an important role in the approximately 100 incidents of gear-up landings that occurred each year in the United States between 1998 and 2003. Gear-up landing events, also known as abdominal landing, were accidents that may result from pilots simply forgetting , or fails, to lower the landing gear before landing or mechanical damage that does not allow the landing gear to be lowered. Although rarely fatal, gear landing is very expensive, as it causes great airframe damage. If the landing produces a prop strike, complete engine reconditioning is also required. Many aircraft between wars - when the teeth are withdrawn into ordinary - are intentionally designed to allow the underside of the wheels to stand out under the fuselage even when drawn to reduce damage caused if the pilot forgets to extend the landing gear or the case of the aircraft was shot down and forced to fall in land. Examples include Avro Anson, Boeing B-17 Flying Fortress, and Douglas DC-3. The Fairchild Republic A-10 Thunderbolt II modern brings this heritage: it is designed similarly in an attempt to avoid (further) damage during landing gear-ups, a possible consequence of battle damage.
Some aircraft have rigid undercarriage or added firm structures, designed to minimize structural damage in landing wheels. When Cessna Skymaster was converted to a military spotting role (O-2 Skymaster), a fiberglass railing was added to the fuselage length; they are enough to support the plane without damage if it lands on the grassy surface.
The Bombardier Dash 8 is famous for its landing gear problem. There were three incidents involved, all involving Scandinavian Airlines, SK1209, SK2478, and SK2867 flights. This caused Scandinavia to stop all of its Dash 8. The cause of this incident is a locking mechanism that fails to work properly. It also caused concern for the aircraft for many other airlines that encountered similar problems, Bombardier Aerospace ordered all Dash 8 with 10,000 hours or more for on-ground, soon found that 19 Horizon Airlines Dash 8 has a locking mechanism problem, as well as 8 Austrian airlines , this caused several hundred flights to be canceled.
On September 21, 2005, JetBlue Airways Flight 292 managed to land with his nose gear that turned 90 degrees to the side, resulting in a rain of fire and a flame after landing. This type of incident is very unusual because the oleo struts nose is designed with centered cams to hold the nosewheels straight until they are compressed by the weight of the plane.
On 1 November 2011, LOT Polish Airlines Flight LO16 successfully landed at Warsaw Chopin Airport due to technical failure; all 231 people in it escaped unscathed.
Emergency extension system
If there is a failure of the landing plane landing gear mechanism is reserved. This may be an alternative hydraulic system, hand crank system, air compression (nitrogen), pyrotechnics or free fall.
The free fall system or gravity falls with gravity to place the landing gear into the lower and locked position. To achieve this the pilot activates a switch or a mechanical handle in the cockpit, which releases the key upward. Gravity then pulls the landing gear down and spreading it. Once the landing position is locked mechanically and safely used for landing.
Stowaways in the aircraft landing gear
Unauthorized passengers have been known to make dark flights on larger planes by climbing the landing ladder and climbing in a compartment intended for wheels. There is an extreme danger to this practice, with many deaths reported. Dangers include oxygen deprivation at high altitudes, temperatures well below freezing, crushing injury or death from teeth drawn into confined spaces, and falling out of the compartment upon takeoff or landing.
Maps Landing gear
Spacecraft
Launch vehicle
Landing gear is traditionally not used in most of the space launch vehicles, which take off vertically and crumble as they fall back onto the earth. With some exceptions for suborbital vertical landing vehicles (eg, Masten Xoie or Armadillo Aerospace 'Lunar Lander Challenge vehicles), or for spaceplanes using vertical take-off approaches, landscape landing (VTHL) (eg, Space Shuttle , or USAF X-37), landing gear was largely absent in orbital vehicles during the early decades since the advent of space technology, when orbital space transport has been the exclusive preservation of the national-monopoly space program. Every spaceflight system to date relies on removable boosters to start each ascent to the orbital velocity.
Recent advances in private space transport, where new competition for spatial government initiatives has emerged, have incorporated the explicit design of landing gear into orbital boosters. SpaceX has initiated and funded a launch system development program that can be used for millions of dollars to achieve this goal. As part of this program, SpaceX is built, and flies eight times in 2012-2013, the first generation test-drive vehicle with a large fixed landing gear to test the dynamics and low-altitude vehicles for vertical landings near the first-stage orbital orbital. A second generation larger booster test vehicle is built with an expandable landing gear. The first prototype was flown four times - with all successful landing attempts - in 2014 for low altitude testing before being self-destructed for safety reasons on the fifth flight test due to blocked engine sensor ports.
The orbital-flight version of the SpaceX design - flown in both Falcon 9 and Falcon Heavy launch vehicles - includes lightweight and lowered landing gear for booster stages: telescoping pistons lodged in A-frames. The total four-foot landing span of carbon/aluminum fiber that can be developed is about 18 meters (60 feet), and weighs less than 2,100 kilograms (4,600 pounds); the deployment system uses high pressure Helium as a working fluid. The first test of an expanded landing gear was successfully completed in April 2014 on a Falcon 9 rocket that returned from the orbital launch and was the first successful successful controlled sea from a liquid-rocket orbital booster.
The latest launch vehicle being developed at SpaceX - BFR - has no traditional landing gear in the first stage (BFR booster). In order to reduce the mass of the vehicle and the load penalty for reusable designs, the vertical landing of the reusable rocket will be immediately re-launched at the launch site on special ground equipment that is part of the launch launch.
Landers
Spacecraft designed to land safely in space bodies such as the Moon or Mars usually have landing gear. Such landers include the Apollo Lunar Module as well as a number of robotic space landing planes. Examples include the Viking 1 lander, the first lander to land on Mars (November 1976), and Philae who arrived at comet 67P/Churyumov-Gerasimenko in 2014 after a 10-year transit and landed on comets on November 12, 2014.
Spacecraft with the landing gear that is designed to be used on non-terrestrial surface that is currently being developed include Prospector-1, with a planned launch in 2020, and spacecraft BFR 85-ton (187.000bb) being developed for flights in the early 2020s.
See also
- Dayton-Wright Racer, an early example of an airplane with a retractable landing gear.
- Extension of landing gear
- Ban tundra, low-pressure landing gear tires allow landing on rough surfaces
- Undercarriage settings from jets and other planes.
- Verville Racer Aircraft, an early example of an airplane with a retractable landing gear.
References
![Airplane Landing Gear for WINGs [Ver. 1.0] - $10.95 : Zen Cart ...](https://lh3.googleusercontent.com/blogger_img_proxy/AEn0k_vsNSyxGTmsfci8csMP8acYFH8kidytC5df3qM2N3AxQPHGhMKUqg0qQEv-a3BjnT7Ba12kYIbqXIKiTo1qs0AxO7HqEKXiV3iOYbpYoe9P0XGb-5nTvh1AnsMaKbk6DXgkKtnm0tfk=s0-d "Airplane Landing Gear for WINGs [Ver. 1.0] - $10.95 : Zen Cart ...")
External links
- Carroll Gray (1998-2003). "Alphonse PÃÆ'Ã… © naud". Flying Machine .
- "Standard Naming Conventions for Aircraft Landing Configuration Gear" (PDF) . FAA. October 6, 2005.
- How to change the landing gear of Airbus A380 (YouTube). Emirates Airline. May 28, 2018.
complete replacement of landing gear system
Source of the article : Wikipedia
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