Retractable landing gear consist of several components that enable it to function. Typically, these are the torque links, trunnion and bracket arrangements, drag strut linkages, electrical and hydraulic gear retraction devices, as well as locking, sensing, and indicating components. Additionally, nose gear have steering mechanisms attached to the gear.
A torque arm or torque links assembly keeps the lower strut cylinder from rotating out of alignment with the longitudinal axis of the aircraft. In some strut assemblies, it is the sole means of retaining the piston in the upper strut cylinder. The link ends are attached to the fixed upper cylinder and the moving lower cylinder with a hinge pin in the center to allow the strut to extend and compress.
Alignment of the wheels of an aircraft is also a consideration. Normally, this is set by the manufacturer and only requires occasional attention such as after a hard landing. The aircraft’s main wheels must be inspected and adjusted, if necessary, to maintain the proper tow-in or tow-out and the correct camber. Tow-in and tow-out refer to the path a main wheel would take in relation to the airframe longitudinal axis or centerline if the wheel was free to roll forward. Three possibilities exist. The wheel would roll either: 1) parallel to the longitudinal axis (aligned); 2) converge on the longitudinal axis (tow-in); or 3) veer away from the longitudinal axis (tow-out). [Figure 1]
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| Figure 1. Wheel alignment on an aircraft |
The manufacturer’s maintenance instructions give the procedure for checking and adjusting tow-in or tow-out. A general procedure for checking alignment on a light aircraft follows. To ensure that the landing gear settle properly for a tow-in/tow-out test, especially on spring steel strut aircraft, two aluminum plates separated with grease are put under each wheel. Gently rock the aircraft on the plates to cause the gear to find the at rest position preferred for alignment checks.
A straight edge is held across the front of the main wheel tires just below axle height. A carpenter’s square placed against the straight edge creates a perpendicular that is parallel to the longitudinal axis of the aircraft. Slide the square against the wheel assembly to see if the forward and aft sections of the tire touch the square. A gap in front indicates the wheel is towed-in. A gap in the rear indicates the wheel is towed-out. [Figure 2]
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| Figure 2. Finding tow-in and tow-out on a light aircraft with spring steel struts |
Camber is the alignment of a main wheel in the vertical plain. It can be checked with a bubble protractor held against the wheel assembly. The wheel camber is said to be positive if the top of the wheel tilts outward from vertical. Camber is negative if the top of the wheel tilts inward. [Figure 3]
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| Figure 3. Camber of a wheel is the amount the wheel is tilted out of the vertical plain. It can be measured with a bubble protractor |
Adjustments can be made to correct small amounts of wheel misalignment. On aircraft with spring steel gear, tapered shims can be added or removed between the bolt-on wheel axle and the axle mounting flange on the strut. Aircraft equipped with air/oil struts typically use shims between the two arms of the torque links as a means of aligning tow-in and tow-out. [Figure 4] Follow all manufacturer’s instructions.
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| Figure 4. Tow-in and tow-out adjustments on small aircraft with spring steel landing gear are made with shims behind the axle assembly. On shock strut aircraft, the shims are placed where the torque links couple |
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