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This SAE Aerospace Recommended Practice (ARP) covers the recommended criteria and performance requirements for the design and installation of land-based aircraft emergency and operational arresting hooks for use on runway arresting systems. Design criteria for fully operational hooks and for carrier-based aircraft hook installations are contained in specification MIL-A-18717.

The intent of this document is to provide recommended practices for conducting shock absorption testing of civil aircraft landing gear equipped with oleo-pneumatic shock absorbers. The primary focus is for Part 25 aircraft, but differences for Part 23, 27, and 29 aircraft are provided where appropriate.

This SAE Aerospace Information Report (AIR) provides guidelines for the development of landing gear fatigue spectra for the purpose of designing and certification testing of Part 25 landing gear. Many of the recommendations herein are generalizations based on data obtained from a wide range of landing gears. The aircraft manufacturer or the landing gear supplier is encouraged to use data more specific to their particular undercarriage whenever possible.

The intent of this document is to provide recommended practices for conducting shock absorption testing of civil aircraft landing gear equipped with oleo-pneumatic shock absorbers. The primary focus is for Part 25 aircraft, but differences for Part 23, 27, and 29 aircraft are provided where appropriate.

This SAE Aerospace Recommended Practice (ARP) covers the recommended criteria and performance requirements for the design and installation of land-based aircraft emergency and operational arresting hooks for use on runway arresting systems. Design criteria for fully operational hooks and for carrier-based aircraft hook installations are contained in specification MIL-A-18717.

This document defines the criteria used for the selection of landing gear shock strut upper and lower bearings (see Figure 1).

This SAE Aerospace Information Report (AIR) discusses the nature of landing gear stability, describes many common landing gear stability problems, and suggests approaches and methods for solving or avoiding them.

This recommended practice covers the fixed structure, or independent energy absorbing system affixed to the airframe to afford protection to the control surfaces, engine and other portions during ground handling, take-off and landing.

This SAE Aerospace Recommended Practice (ARP) applies to fatigue testing of landing gear and landing gear components.

This document is intended to give advisory information for the selection of plain bearings and bearing materials most suitable for aircraft landing gear applications. Information included herein was derived from bearing tests and service experience/reports. Airframe/landing gear manufacturers, commercial airlines, the U.S. Air Force and Naval Air Systems Command provided input for the document. Information is given on bearing installation methods and fits that have given satisfactory performance and service life. Base metal corrosion is a major cause of problems in bearing installations for landing gears. Therefore, methods of corrosion prevention are discussed. Effort is directed toward minimizing maintenance and maximizing life expectancy of landing gear bearings. Lubricated and self-lubricating bearings are also discussed. There are wide ranges of bearing load and motion requirements for applications in aircraft landing gears.

This specification contains landing gear strength and rigidity requirements, which, in combination with other applicable specifications, define the structural design, analysis, test, and data requirements for fixed wing piloted airplanes. These requirements include, but are not limited to the following: a General Specifications 1 The shock-absorption characteristics and strength of landing-gear units and the strength and rigidity of their control systems and of their carry-through structures.

This SAE Aerospace Recommended Practice (ARP) applies to fatigue testing of landing gear and landing gear components.

This recommended practice covers the fixed structure, or independent energy absorbing system affixed to the airframe to afford protection to the control surfaces, engine and other portions during ground handling, take-off and landing.

This specification contains landing gear strength and rigidity requirements, which, in combination with other applicable specifications, define the structural design, analysis, test, and data requirements for fixed wing piloted airplanes. These requirements include, but are not limited to the following: a General Specifications 1 The shock-absorption characteristics and strength of landing-gear units and the strength and rigidity of their control systems and of their carry-through structures.

This document establishes a procedure for disposition of landing gear components that have been involved in accidents/incidents. The recommendations in this document apply to components made of ferrous and non-ferrous alloys.

This document covers the recommended criteria and performance requirements for the design and installation of an aircraft emergency arresting hook intended for use with emergency runway arresting systems. Design criteria for fully operational hooks and for carrier based aircraft hook installations are contained in specification MIL-A-18717.

This document is intended to give advisory information for the selection of plain bearings and bearing materials most suitable for aircraft landing gear applications. Information included herein was derived from bearing tests and service experience/reports. Airframe/landing gear manufacturers, commercial airlines, the U.S. Air Force and Naval Air Systems Command provided input for the document. Information is given on bearing installation methods and fits that have given satisfactory performance and service life. Base metal corrosion is a major cause of problems in bearing installations for landing gears. Therefore, methods of corrosion prevention are discussed. Effort is directed toward minimizing maintenance and maximizing life expectancy of landing gear bearings. Lubricated and self-lubricating bearings are also discussed. There are wide ranges of bearing load and motion requirements for applications in aircraft landing gears.

This document is intended to give advisory information for the selection of plain bearings and bearing materials most suitable for aircraft landing gear applications. Information is given on bearing installation methods and fits that have given satisfactory performance and service life expectancy. Corrosion is a major cause of problems in bearing installations for landing gears. Therefore, methods of corrosion prevention are outlined. Effort is directed toward minimizing maintenance and maximizing life expectancy of bearing installations. Lubricated and self-lubricating bearings are discussed. There are wide ranges of bearing load and motion requirements for applications in aircraft landing gears. For this reason, it is the responsibility of the designer to select that information which pertains to his particular application. Anti-friction bearings, defined as rolling element bearings generally used in wheel and live axle applications, will not be discussed in this document.

This document establishes a procedure for disposition of landing gear components that have been involved in accidents/incidents. The recommendations in this document apply to high heat treat steel components (FTU = 180 ksi and above).

Steel alloys, such as AF1410 (AMS 6527, UNS K92571) and AerMet 100 (AMS 6532), have been developed which have improved Fracture Toughness characteristics compared to the current landing gear steel alloy, 300M (AMS 6419 and AMS 6257, MIL-S-8844, UNS K44220). The 300M steel is the most widely used material in current landing gear designs. It has been successfully used in thousands of applications. The use of the 300M material necessitates a safe life design criterion where components are retired after one-fourth to one-sixth the laboratory test life. This criterion was established in part due to the relatively low fracture toughness of low-alloy steel in the 260 to 300 ksi strength range. The high fracture tough alloys give comparable strength levels with an increase in fracture toughness and better resistance to stress corrosion cracking. These alloys may make possible the consideration of new procedures for operation, maintenance, and inspection.