Aircraft landing gear supports the entire weight of an aircraft during landing and ground operations. They are attached to primary structural members of the aircraft. The type of gear depends on the aircraft design and its intended use. Most landing gear have wheels to facilitate operation to and from hard surfaces, such as airport runways. Other gear feature skids for this purpose, such as those found on helicopters, balloon gondolas, and in the tail area of some tail dragger aircraft. Aircraft that operate to and from frozen lakes and snowy areas may be equipped with landing gear that have skis. Aircraft that operate to and from the surface of water have pontoon-type landing gear. Regardless of the type of landing gear utilized, shock absorbing equipment, brakes, retraction mechanisms, controls, warning devices, cowling, fairings, and structural members necessary to attach the gear to the aircraft are considered parts of the landing gear system. [Figure 13-1] Numerous configurations of landing gear types can be found. Additionally, combinations of two types of gear are common. Amphibious aircraft are designed with gear that allow landings to be made on water or dry land. The gear features pontoons for water landing with extendable wheels for landings on hard surfaces. A similar system is used to allow the use of skis and wheels on aircraft that operate on both slippery, frozen surfaces and dry runways. Typically, the skis are retractable to allow use of the wheels when needed. Figure 13-2 illustrates this type of landing gear.

Three basic arrangements of landing gear are used: tail wheel-type landing gear (also known as conventional gear), tandem landing gear, and tricycle-type landing gear.

Tail wheel-type landing gear is also known as conventional gear because many early aircraft use this type of arrangement. The main gear are located forward of the center of gravity, causing the tail to require support from a third wheel assembly. A few early aircraft designs use a skid rather than a tail wheel. This helps slow the aircraft upon landing and provides directional stability. The resulting angle of the aircraft fuselage, when fitted with conventional gear, allows the use of a long propeller that compensates for older, underpowered engine design. The increased clearance of the forward fuselage offered by tail wheel-type landing gear is also advantageous when operating in and out of non-paved runways. Today, aircraft are manufactured with conventional gear for this reason and for the weight savings accompanying the relatively light tail wheel assembly. [Figure 13-3] The proliferation of hard surface runways has rendered the tail skid obsolete in favor of the tail wheel. Directional control is maintained through differential braking until the speed of the aircraft enables control with the rudder. A steerable tail wheel, connected by cables to the rudder or rudder pedals, is also a common design. Springs are incorporated for dampening. [Figure 13-4]

Few aircraft are designed with tandem landing gear. As the name implies, this type of landing gear has the main gear and tail gear aligned on the longitudinal axis of the aircraft. Sailplanes commonly use tandem gear, although many only have one actual gear forward on the fuselage with a skid under the tail. A few military bombers, such as the B-47 and the B-52, have tandem gear, as does the U2 spy plane. The VTOL Harrier has tandem gear but uses small outrigger gear under the wings for support. Generally, placing the gear only under the fuselage facilitates the use of very flexible wings. [Figure 13-5]

The most commonly used landing gear arrangement is the tricycle-type landing gear. It is comprised of main gear and nose gear. [Figure 13-6]

Tricycle-type landing gear is used on large and small aircraft with the following benefits:

The nose gear of a few aircraft with tricycle-type landing gear is not controllable. It simply casters as steering is accomplished with differential braking during taxi. However, nearly all aircraft have steerable nose gear. On light aircraft, the nose gear is directed through mechanical linkage to the rudder pedals. Heavy aircraft typically utilize hydraulic power to steer the nose gear. Control is achieved through an independent tiller in the flight deck. [Figure 13-7]