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This SAE Aerospace Recommended Practice (ARP) applies to landing gear structures and mechanisms (excluding wheels, tires, and brakes) for all types and models of civil and military aircraft applications. All axles, wheel forks, axle beams, links, arms, mechanical and air-oil energy absorbers braces, lock assemblies, trunnion beams, etc., that sustain loads originating at the ground, and that are not integral parts of the airframe structure should be designed in accordance with this document. Hydraulic actuators (retraction, steering, positioning, and/or damping) should also be included in this coverage. It should be the responsibility of the airframe manufacturer to determine the compatibility of these needs with the aircraft and to specify requirements in excess of these minima where appropriate.

This SAE Aerospace Recommended Practice (ARP) applies to landing gear structures and mechanisms (excluding wheels, tires, and brakes) for all types and models of civil and military aircraft including all aircraft with vertical landing and crash attenuation requirements. All axles, wheel forks, axle beams, links, arms, mechanical and nitrogen/oil energy absorbers, lock assemblies, braces, trunnion beams, and truck beams etc., that sustain loads originating at the ground, and that are not integral parts of the airframe structure, should be designed in accordance with this document. Hydraulic actuators (retraction, main and nose gear steering, positioning, and/or damping) should also be included in this coverage.

This document provides recommended practices for the design, development, and verification testing of aircraft nosewheel steering (NWS) systems.

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.

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 on-fourth to one-sixth the laboratory test life. This criterion was established in part due to the relative 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.

The intent of this SAE Aerospace Information Report (AIR) is to document the design requirements and approaches for the crashworthy design of aircraft landing gear. This document covers the field of commercial and military airplanes and helicopters. This summary of crashworthy landing gear design requirements and approaches may be used as a reference for future aircraft.

The intent of this SAE Aerospace Information Report (AIR) is to document the design requirements and approaches for the crashworthy design of aircraft landing gear. This document covers the field of commercial and military airplanes and helicopters. This summary of crashworthy landing gear design requirements and approaches may be used as a reference for future aircraft.

This document will examine the more important considerations relative to the utilization of "one piece", or integral electronics proximity switches, and "two piece", or separate sensor and electronics proximity switches, for applications on aircraft landing gear.

This document will examine the more important considerations relative to the utilization of "one piece", or integral electronics proximity switches, and "two piece", or separate sensor and electronics proximity switches, for applications on aircraft landing gear. In general, the recommendations included are applicable for other demanding aircraft sensor installations where the environment is equally severe.

This document will examine the more important considerations relative to the utilization of "one piece", or integral electronics proximity switches, and "two piece", or separate sensor and electronics proximity switches, for applications on aircraft landing gear. In general, the recommendations included are applicable for other demanding aircraft sensor installations where the environment is equally severe.

This document examines the most important considerations relative to the use of proximity sensing systems for applications on aircraft landing gear. In general, the recommendations included are applicable to other demanding aircraft sensor installations where the environment is equally severe.

This information report provides general guidance for the design considerations, qualification in endurance, strength and fatigue of landing gear using composite components as principle structural elements. The information discussed herein includes the development and evaluation of design data considering: the potential for imbedded manufacturing defects, manufacturing process variations, the component operating environment, potential damage threats in service, rework and overhaul, and inspection processes. This AIR mainly discusses the use of thick composites for landing gear structural components. Considerations and recommendations provided in this AIR may therefore differ greatly from considerations and recommendations found in widely accepted composite design references such as CMH-17 and Advisory Circulars such as AC 20-107(B).

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. The recommendations in this document do not apply to components made of non metallic composite materials.

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.

The purpose of this SAE Aerospace Recommended Practice (ARP) is to provide a practical definition of external hydraulic fluid leakage exhibited by landing gear shock absorbers/struts. The definition will outline normal (acceptable weepage) and excessive leakage (unacceptable leakage) of shock absorbers/struts that is measurable. The definition of leakage is applicable to new gear assemblies, refurbished/remanufactured (overhauled) shock absorbers/struts, leakage of shock absorbers/struts encountered during acceptance flights, newly delivered and in-service aircraft. This ARP is intended to provide guidelines for acceptable leakage of landing gear shock absorbers/struts between the ambient temperatures of -65 °F (-54 °C) and 130 °F (54 °C) and to outline the procedure for measuring such leakage. The specific limits that are applied to any particular aircraft shall be adjusted by the aircraft manufacturer before inclusion in the applicable maintenance manual.

A landing gear system comprises the most compelling assembly of engineering skills. Its importance to the successful design of an aircraft can be favorably compared with that of the aircraft's wings and engines. A landing gear system consists of several different engineering disciplines, and is continually in the public eye especially with regard to safety. The primary objective of AIR4846 is to present a record of a variety of interesting gears, gear/aircraft systems and patents, and to discuss wherever possible the lessons learned, and the reasons for the design. Thus, the document is not only a historical account, but a means of recording technical knowledge for the practical benefit of future landing gear designers. Commendable efforts have been made over the years by several individuals to make such recordings, and AIR4846 will make continual reference to them. This applies to all books, papers, or specifications that have the approval of the SAE A-5 Committee.

A landing gear system comprises the most compelling assembly of engineering skills. Its importance to the successful design of an aircraft can be favorably compared with that of the aircraft's wings and engines. A landing gear system consists of several different engineering disciplines, and is continually in the public eye especially with regard to safety. The primary objective of AIR4846 is to present a record of a variety of interesting gears, gear/aircraft systems and patents, and to discuss wherever possible the lessons learned, and the reasons for the design. Thus, the document is not only a historical account, but a means of recording technical knowledge for the practical benefit of future landing gear designers. Commendable efforts have been made over the years by several individuals to make such recordings, and AIR4846 will make continual reference to them. This applies to all books, papers, or specifications that have the approval of the SAE A-5 Committee.

This SAE Aerospace Standard (AS) offers gland details for a 0.364 inch (9.246 mm) cross-section gland (nominal 3/8 inch) with proposed gland lengths for compression-type seals with two backup rings over a range of 7 to 21 inches (178 to 533 mm) in diameter. The dash number system used is similar to AS568A. A 600 series has been chosen as a logical extension of AS568A, and the 625 number has been selected for the initial number, since 300 and 400 series in MIL-G-5514 and AS4716 begin with 325 and 425 sizes. Seal configurations and design are not a part of this document. This gland is for use with compression-type seals including, but not limited to, O-rings, T-rings, D-rings, cap seals, etc.

Recent field experience has indicated significant problems with some types of wire and cables as routed on aircraft landing gear. This SAE Aerospace Information Report (AIR) is intended to identify environmental concerns the designer should consider, materials that appear to be most suitable for use in these areas, routing, clamping, and other protection techniques that are appropriate in these applications. In recent years aircraft certification regulatory agencies introduced new regulations regarding Electrical Wiring Interconnection Systems (EWIS) to further enhance safety of the associated systems and aircraft overall.