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Figure 3-29. Steering rod damper.
Figure 3-30. Mechanical drum brake system.
Figure 3-27. Large foot rests used for steering the aircraft on the
ground (left hand ground brake shown).
Rear Steering
Connection
Rod to Front Fork
Front Seat
Steering
Rear Seat
Foot Steering
Figure 3-28. Foot steering control for instructor in the back seat
and connecting rod to front fork.
The landing gear is made up of the front wheel, which has
a lighter load and is used for steering, and the main or rear
landing gear, which takes most of the load for the aircraft.
[Figure 3-26] The front steering fork for the nosewheel has
foot rests attached that the pilot uses for steering the WSC
aircraft on the ground. Besides ground steering, the foot
controls are similar to driving a car, left foot pedal is brakes
on the ground only, and right foot is throttle and power on the
ground and in fl ight. [Figure 3-27] The front fork typically
has camber so it naturally tracks in the direction of travel
similar to a motorcycle front fork.
For training, a second steering control is installed with a
connecting rod so the instructor can sit in back and steer the
carriage on the ground using the nosewheel. [Figure 3-28]
Steering dampers are sometimes used to stabilize the front
wheel from shimmying at higher speeds during takeoff and
landing. [Figure 3-29] The front wheel sometimes has shock
absorbers or the tire itself can act as the shock absorber. The
front wheel typically has a disk or a drum brake, mechanical
or hydraulic. [Figures 3-30 and 3-31] A front brake is lighter
and simpler than rear brakes, but some carriage brake systems
utilize the rear brakes.
A parking brake is extremely useful for securing the aircraft
on the ground without needing chocks for securing the
aircraft before takeoff and after landing. A number of parking
brake systems are utilized by different manufacturers.
[Figure 3-32]
The main landing gear is the two rear wheels of the WSC
aircraft. Since the center of gravity (CG) is much closer to
the rear wheels, most of the weight for the aircraft is carried
on the rear wheels for taxi, takeoff, and landings.
There are a number of different confi gurations for the main
gear. A conventional confi guration has two separate systems
for each rear wheel. Each side is two structural triangles, one
3-13
Figure 3-31. Hydraulic disk brake system.
Lever holding brake on
Figure 3-32. Mechanical parking brake system.
Shock Absorber
Shock Strut
Internal Keel
Drag Strut
Main Strut
Horizontal
Triangle
Vertical
Triangle
Figure 3-33. Conventional landing gear configuration.
Figure 3-34. Alternate vertical system utilizing streamlined wires
and bungee cords.
Wires used to hold main strut vertically
in place (instead of shock strut used
on conventional gear)
Drag Strut
Main Strut
Bungee Shock
Absorber System
Figure 3-35. Solid flexible main gear.
horizontal and one vertical. The horizontal triangle consists
of a drag strut from the wheel forward to the keel or forward
structure to maintain the wheel’s fore and aft position, and
the main landing gear strut. Both the main and the drag
struts can pivot about the attachment to the keel as part of
the shock system.
The vertical triangle consists of the main landing strut and the
shock strut attached to the wheel and up to the keel structure
[Figure 3-36] or other structure such as the engine mount
shown in Figure 3-33, which houses the compressed nitrogen
and oil “oleo” shock absorber.
There are a number of other main landing gear confi gurations
and shock absorbing systems such as wire bracing
with bungee cord shocks [Figure 3-34], fiberglass or
flexible (fiberglass or steel) main gears with no struts
[Figure 3-35], and any variation of these. Carriages designed
for faster speeds may have streamlined landing gear systems.
[Figures 3-36 and 3-37]
3-14
Figure 3-38. WSC aircraft with large tundra tires for soft or rough
field operations.
Figure 3-37. Solid flexible main landing gear that is streamlined.
Figure 3-39. Flying boat.
Figure 3-36. Conventional landing gear with streamlined drag
and main struts.
As discussed in the nosewheel section, the carriage can have
main landing gear brakes on both main landing gear wheels
that can be drum or disk and controlled by mechanical or
hydraulic actuation. Each manufacturer has different designs
and options.
Tires can also assist as shock absorbers for landings. Large
　
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