Professional Documents
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B767 ATA 32 Student Book
B767 ATA 32 Student Book
CH 32
B767-3S2F
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STUDENT NOTES:
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INTRODUCTION
Main Gear
The main gear has standard air-oil struts for shock absorption and to support
the airplane. Center system hydraulic pressure is used to operate the landing
gear and each main gear door. The main gear are hydraulically tilted 17
forward when the weight of the aircraft is removed. Tilt allows the main gear to
enter the wheel well and also provides air/ground sensing. The main gear are
locked up by the main gear door linkage and locked down by over center
locking of two braces. Each gear has four wheels and brakes on a dual axle
truck. An electric actuator mechanically unlocks the main gear doors to allow
the gear to free fall during alternate extension.
Nose Gear
The nose gear strut is also a standard air-oil strut used to absorb landing shock
and to support the aircraft. The nose gear strut is operated hydraulically and the
doors are mechanically operated by strut movement. One over center lock link
locks the nose gear in both the retracted and the extended position. Hydraulic
nose gear steering is provided for ground maneuvering. The electric alternate
extend actuator mechanically unlocks the lock link to allow the nose gear to free
fall during alternate extension.
INTRODUCTION
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MLG DESCRIPTION
Shock Strut
The main landing gear shock strut is trunnion mounted between the wing rear
spar and the landing gear support beam and is hydraulically operated by a
retract actuator. The shock strut is serviced by an air charging valve and an oil
charging valve. Torsion links connect the inner and outer shock strut cylinders
to prevent inner strut rotation.
Trucks
Two axles on each truck mount dual wheels and brakes. Brake equalizing rods
connect the bearing mounted brakes to the inner strut. An axle jacking point
and a tow fitting are located fore and aft on each truck. An up lock fitting on the
outboard side of the inner shock strut rests on the door linkage when the gear is
up and locked. The door is held closed by an uplock hook. A truck positioner,
mounted between the aft side of the inner cylinder and the aft end of the bogie
beam, tilts the truck forward.
Drag Brace and Side Brace
The drag and side brace absorb side and rear loads and lock the gear in the
down position. Hydraulic actuators and lock springs provide over-center locking
of the drag brace jury strut and side brace lock link.
Maintenance TIP
Particular attention should be made to the correct BRAKE ROD attachment
installation. Be sure the proper configuration is present for the effective aircraft.
One configuration shown below, other configurations are similar. The keeper
washer should be omitted if a bushing shoulder protrudes from the outer side of
the brake housing at the attach pin.
MLG DESCRIPTION
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MLG DOOR
General
The main landing gear door provides wheel well aerodynamic seal and supports
the weight of the main gear when the landing gear system is de-pressurized
during flight.
The main gear door is kevlar/graphite composite construction with an aluminum
center hinge beam which supports the uplock roller and door actuator reaction
forces. The door is supported by an aft hinge from the aft bulkhead and by a
forward hinge from the keel beam. A door actuator hydraulically operates the
main gear door through mechanical linkage. Door actuator extends to close the
door and retracts to open the door.
Operation
The door is sequenced to allow the main gear to cycle. As the gear retracts, it
contacts the gear upstop structure which limits its upward travel. The door
closes to fold the gear support underneath the main gear and to lock its uplock
roller in an uplock hook. When the landing gear system is depressurized, the
weight of the gear rests upon the gear support. Skid bars in the wheel well
protect wheel well components from inadvertent untilt of the main gear and
subsequent hanging-up of the main gear in the wheel well.
Alternate Extension
When the door is opened for alternate extension, the uplock hook is released
and the weight of the gear pushes the door open where it remains. The door
safety valve is also cycled to depressurize the door actuator and prevent door
closure.
Ground Release
For ground release of the main gear door, the uplock hook is cycled to let the
door fall open and the door safety valve is cycled to depressurize the door
actuator. A ground safety pin is inserted in the door actuator structure to
prevent door closure on the ground.
MLG DOOR
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MLG ACTUATORS
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MLG OPERATION
General
Landing gear hydraulic operation involves a series of valve actions. A simplified
description of their operation is outlined below.
Landing Gear Retraction
The landing gear lever moves the main gear selector valve to the UP position.
The MLG transfer cylinder receives pressure from the selector valve and
pressurizes the retract actuator to momentarily retract. Hydraulic pressure
flows through the gear operated sequence valve to the door latch actuator. The
door latch actuator opens the door uplock hook and then ports OPEN pressure
to the main gear door actuator. Door opening causes the door operated
sequence valve to open and allow UP pressure to the main gear retract
actuator. Gear retraction moves the gear operated sequence valve to the
TRANSIT, then UP position. The UP position of the valve ports pressure to
close the door. Initial gear UP pressure causes the lock actuators to unlock the
side and drag brace actuators and the truck positioner to tilt the truck.
Landing Gear Extension
Landing gear extension is the reverse of retraction except that initial DOWN
pressure causes the transfer cylinder to momentarily retract the landing gear
while the uplock hook opens. The lock actuators are pressurized to lock the
side and drag braces. The truck positioner is pressurized to tilt the truck.
Door Safety Valve and Lock Out Actuator
The door safety valve is opened and closed by either the alternate extend
system or the ground door release lever. When the valve is closed, pressure
cannot close the door. The lock out actuator hydraulically releases a
mechanical lock on the ground door release lever. The lock prevents the lever
from being placed in the close position without center system hydraulic
pressure.
MLG OPERATION
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Maintenance Practices
Each ground release quadrant is pinned in the 0 rig position to tension the
ground door release cables via the turnbuckles. Turnbuckles are accessible
through the lever access door.
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NLG GENERAL
General Description
The nose gear shock strut outer cylinder is trunnion mounted to the wheel well
walls and connected to the inner cylinder by a torsion link. The strut is serviced
by an air charging valve (located on top of the outer cylinder) and an oil
charging valve (located on the lower right-hand side of the outer cylinder). The
torsion link is mounted on the outer cylinder steering collar to allow hydraulic
nose wheel steering through a pair of forward mounted steering actuators.
The nose gear shock strut is supported by a trunnion-mounted drag strut. A
hydraulic retract actuator, mounted on an actuator support beam and the upper
drag strut cycles the nose gear for extension and retraction. The gear is held,
both down and up, by overcenter locking of a lock link, hydraulically actuated
and held by a pair of lock springs. Forward and aft doors are mechanically
operated by the nose gear. A single axle, integral to the inner shock strut,
supports the two nose gear wheels. A jacking pad is located beneath the axle
with a tow fitting attached to the front of the axle. A towing lever is provided for
towing without de-pressurizing the hydraulic system. The torsion links may be
disconnected for towing angles greater than the nose wheel steering system
actuator limits.
NLG GENERAL
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NLG DOORS
General
The nose gear doors are mechanically sequenced to provide aerodynamic seal
of the nose wheel well.
Aft Doors
The aft doors are mechanically linked to the shock strut to open and close with
the nose gear.
Forward Doors
The forward doors are mechanically sequenced by bell cranks and rods to open
(for gear extension or retraction) then close and remain sealed after the gear
has cleared the doors.
Maintenance Practices
The doors are constructed of a fiberglass honeycomb covered with a
graphite-fiberglass composite and sealed around the edges with aeroseals.
Adjustable rods are used to ensure proper door closure.
For ground opening of the forward doors, a ground release lever unlocks an
internal ball lock in the telescoping rod and the weight of the door, 29.5 lbs,
causes the door to swing open, extending the rod. Pushing up on the door, to
close it, will cause the telescoping rod to retract and re-lock the internal ball
lock. If left open on the ground, the normal sequencing of the gear will re-lock
the telescoping rod and the forward doors will close normally.
NLG DOORS
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Dispatch Deviation
Gear Extension
The nose gear selector valve in the right main gear wheel well is positioned
to the "down" position by the gear lever in the flight compartment porting
center hydraulic system pressure.
The lock actuator extends to override the lock springs and unlock the lock
links.
The transfer cylinder delays the retract actuator movement until the gear is
unlocked.
The retract actuator retracts to extend the nose gear.
When the nose gear is down and locked the lock links are held over-center
by the extended lock actuator and the lock springs.
The doors are mechanically sequenced to follow the gear and re-close as
the gear is fully extended.
Gear Retraction
The nose gear selector valve is positioned to the "up" position by the gear
lever porting center hydraulic system pressure.
The lock actuator retracts to override the lock springs and unlock the lock
links.
The priority valve momentarily delays the fluid flow to the retract actuator
until the gear is unlocked. This also cycles the transfer cylinder.
The retract actuator extends to retract the gear.
When the gear is up and locked, the lock links are held over-center by the
retracted lock actuator and the lock springs.
The doors are mechanically sequenced to follow the gear and close behind
it.
The nose gear selector valve is positioned to the "off" position by the gear
lever and all nose gear hydraulic lines are ported to return.
The nose gear is held up and locked by the over-centered lock links and
lock springs.
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General
The nose gear alternate extend and main gear alternate extend systems are
inter-dependent; the same electric actuator drives both systems. A guarded
switch on the P3-1 panel, below the landing gear lever, energizes the electric
actuator for alternate extension.
The ground door release system is an auxiliary system of the main gear
alternate extend system. Cables from the ground release levers operate the
same control rod and bellcrank system in each wheel well as the main gear
alternate extend system. Pulling the Ground Door Release Lever will operate
the door safety valve and rotate the door uplock hook, opening the main gear
door for ground maintenance.
For alternate gear extension, the guarded alternate extension switch on the
P3-1 panel energizes the electric actuator to the extend or retract position.
In the extend mode, power from the 28vdc Hot Battery Buss passes to the
actuator when the alternate gear extension switch is positioned to extend and
when the landing gear lever is not in the UP position. When the actuator has
reached the full extend position, the extend limit switch will open breaking
power to the actuator.
In the retract mode, power from the 28vdc L Main Buss passes to the actuator
when the alternate gear extension switch is latched. When the actuator has
reached the full retract position, the retract limit switch will open breaking power
to the actuator.
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The limit switches are adjusted via a slotted bolt hole on the mounting plate until
this condition is achieved.
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The pressure bleed orifice is sized (.144 GPM, opens at 250 psi;) to allow only a
few cubic inches of fluid to pass during tail skid compression with the remainder
forced through the shock absorption bleed. After the strike the tail skid is
returned to the extended position by the high pneumatic pressure.
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LandingGearPositionIndication
Air/GroundSense
Thrust
12
LeadingEdgeSlats
24
Fwd&AftCargoDoorControl
FwdLeftCabinEntryDoorControl
AllOtherDoorWarnings
27
Totals
103
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PROXIMITY SENSORS
Proximity System Sensors
Sensors provide position inputs to the proximity switch electronics unit (PSEU)
for the following airplane systems control and indication.
PROXIMITY SENSORS
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BITE Components
One of the lights illuminates during memory recall, system test and target test to
indicate that a sensor or a card is failed, or a target is not in the correct position.
The BITE control and display panel is located on the center front face of the
PSEU. The left front face of the PSEU lists the operating instructions and
display codes while the right front face lists the 3-digit codes for all the sensors,
power supplies and discrete inputs.
The BITE control and display panel is part of the BITE module. The BITE
module can be removed by loosening the two screws on the center panel and
pulling the module out of the PSEU. The module contains two BITE cards. The
BITE module and cards can be removed and installed without pulling the PSEU
out of the rack.
Press/Test
The PRESS/TEST switch is depressed to perform a lamp test. During the test,
all five amber lights should illuminate and code 888 appear on the red LED
display. If the lamp test fails, the PSEU needs to be replaced.
Target Near and Far Lights
One of the indicator lights illuminates at the end of a target test to indicate the
position of the target for the selected sensor being tested.
Sensor Channel Select Switches
The three thumb-wheel switches are used to input the selected 3-digit code for
sensor input as well as system code to be tested.
Digital Channel Display
The digital channel display indicates the 3-digit fault code for a sensor, card,
power supply, target or discrete input during memory recall and system test.
The LED display indicates the code of the sensor tested during a target test.
The display also provides the status of the BITE testing by indicating the
appropriate display code from the list on the left front cover.
Verify Switch
The VERIFY switch is depressed to activate ground testing of various systems.
The digital channel display flashes code CCC during testing, illuminates the
3-digit codes of identified faults and code 999 at the end of the test.
Target Test Switch
The TARGET TEST switch is depressed to activate testing of the sensor circuit
selected with the sensor channel select switches. During the test, the digital
channel display illuminates the code of the selected sensor. At the end of the
test, the sensor and card lights may illuminate to indicate a faulted component
or, if no fault is found, one of the target NEAR or FAR light illuminates to indicate
the position of the target.
BIT Switch
The BIT switch is depressed to recall the faults stored in the nonvolatile
memory. The digital channel display illuminates the 3-digit fault code for sensor,
power supply, discrete input, card or target for each fault. At the end of the
memory recall, the display illuminates code OOO.
Reset Switch
The Reset switch is depressed to erase the nonvolatile memory. When the
memory is cleared, the digital channel display illuminates code EEE.
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E3 EQUIPMENT
CENTER
SYSTEM 2 K200
SERIES RELAYS
E8 EQUIPMENT
CENTER
P37
PSEU
P33
P36
AIR/GRD
DISAGREE
NOSE A/G
DISAGREE
K514,515,516
517,518,520
522,528,552
643,645
FWD
E8
EICAS
COMPUTER
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SYSTEM 1 K-100
SERIES RELAYS
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STEERING CONTROL
Upper Cable Loop
The nose wheel steering system may be controlled by either tiller input or
rudder input. 360 degrees tiller input through a gearbox commands 65 degrees
left or right nose wheel steering, and full rudder input commands 7-1/2 degrees
left or right nose wheel steering. The centering spring and rudder interconnect
mechanism combines rudder and tiller inputs through the upper cable loop and
provides for centering the tiller when released. A cable compensator transmits
upper cable loop inputs through the pivot links to the lower cable loop and
protects the lower cable loop from a hard over signal in the event of a cable
break.
Lower Cable Loop
From the steering drum to the summing mechanism, lower cable loop
movement provides input to the metering valve module. The lockout cam
mechanism forces the steering drum to send a centering signal to the metering
valve module for centering the gear or retraction.
The steering metering valve module ports hydraulic fluid through a pair of swivel
valves to power steering actuators. Actuator movement through the torsion link
steers the nose gear. As the gear turns, the lower cable loop follow-up through
the summing mechanism will null out input to the metering valve module when
the desired steering angle is reached.
STEERING CONTROL
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Parking Brakes
A white BRAKE TEMP light on the P3-1 panel provides an indication of a hot
wheel brake. Individual wheel temperature is displayed on EICAS.
The parking brake handle on the control stand sets the parking brake. An
amber PARK BRAKE light and EICAS advisory message illuminate to indicate
parking brakes are set.
A brake pressure gage (P3-1) indicates pressure available for braking
(Accumulator or normal system pressure).
Brake Hydraulic Source
A BRAKE SOURCE light and EICAS advisory message illuminate when no
active source of hydraulic pressure is available to the brake system.
A reserve brakes and steering switch selects a center hydraulic system reserve
source of hydraulic fluid and isolates this fluid to the brakes and steering
systems.
Antiskid
An amber light on the P5 panel and EICAS advisory message illuminate for
faults in the active antiskid system. Normal and alternate antiskid system fault
messages also appear on the status and ECS/MSG pages. An ANTISKID/
AUTOBRK message also appears on the ECS/MSG page for all antiskid
system faults.
Autobrake
A control switch (P1-3) provides for selection of deceleration levels during
landing and for rejected takeoff.
An AUTOBRAKES light and EICAS advisory message illuminate with the switch
in the DISARM position, indicating that a fault has been detected or arming
requirements are not met. An ANTISKID/AUTOBRAKE message also appears
on the ECS/MSG page for autobrake system faults.
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Alternate Brakes
When right system drops to 48% of center system pressure, the ABSV opens
and the AIV closes due to differential piston areas. The alternate brake
metering valve meters pressure to alternate antiskid valves, then through
shuttle valves to wheel brakes. Return to reservoir through the alternate brake
metering valves when brakes are released or through the alternate antiskid
return lines if the valves relieve brake pressure.
Accumulator Braking
The Alternate Brake Selector Valve (ABSV) is located on the keel beam, left
wheel well. The Accumulator Isolation Valve (AIV) is located on the aft wall,
right wheel well.
When right and center systems fall below 1440 psi, the accumulator opens AIV
and is available for limited braking through the normal brake system.
Right hydraulic system pressurizes the normal brake system and the
accumulator.
The two valves are identical, pressure operated slide and sleeve valves. They
contain system and control pressure ports, brake pressure output port, return
port and pressure switch port. (Pressure switch port and return port plugged on
the AIV).
The ratio of area of the slide to the area of the control piston is such that if
control pressure drops to 48% of system pressure, the valve opens.
Normal Brakes
Right hydraulic system pressurized and holds ABSV closed. Right system
pressurizes the accumulator and the normal brake system.
Pedal input activates the Brake Metering Valves (BMV) and meters normal
system brake pressure through the shuttle valve, through the normal antiskid
valves and through another shuttle valve to brakes. Return to reservoir is
through the brake metering valves when the brake pedals are released or
through the normal antiskid valve return line if the antiskid system relieves
brake pressure.
Brake accumulator pressure can be read at a gage in the right wheel well. A
pressure transmitter supplies indication of pressure on the gas side of the
accumulator to a brake pressure gage on the P3-1 panel.
Gear Retract Braking
With the gear handle in the UP position, up line pressure is ported through the
ABSV to the alternate BMVs. Up line pressure is also ported to the retract
braking actuators on the alternate BMVs. This meters gear up line pressure
through the alternate antiskid valves to the brakes. When the gear lever is
placed in "UP" position, the alternate antiskid valves are deactivated for 12.5
seconds to allow the brakes to fully stop wheel rotation.
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PARKING BRAKE
Control System
General
The cam driven parking brake switch has two contacts; one contact controls the
parking brake shutoff valve and the parking brake light, the other contact inputs
to the takeoff warning system.
The parking brake system provides a means of engaging the brake pedals to
hold the BMVs in the braking mode. A fully charged accumulator will hold the
brakes for a minimum of 8 hours.
Latching System
The T-handle on P-10 is attached to the latching mechanism by a flexible cable.
Pawls on the latch mechanism engage catches on the bell cranks. Both pedals
must be depressed before either pawl will engage.
A cam on the left pawl drives a parking brake indication and valve control
switch. (S-459) The latch engages with pedals depressed 9 degrees and
T-handle pulled. The latch is disengaged by depressing pedals to 11,
releasing handle.
Four adjustments can be made to the latching mechanism.
Parking brake pawl is adjustable to allow clearance of pawl stop.
The tabs on the micro-witch are adjustable to allow switch actuation as
pawl lobe moves within 0.22 - 0.25 inches of pawl stop.
Input crank stop can be adjusted till crank is 12 below horizontal with
crank against stop.
Jam nuts on cable can be adjusted so that the pin connecting the flex cable
rod to the input crank arm can be freely inserted when parking brake
handle is against control stand and input crank is against stop.
Brake pressure for setting parking brakes is indicated on brake pressure gage
on the P3-1 panel. Gage shows right hydraulic system pressure if system is
pressurized or accumulator pressure if right hydraulic system is not pressurized.
Parking brake valve is located in the return line from the normal antiskid valves
and prevents bleed down through the antiskid valves.
Indications
Park brake light - located on the left side of the P-10 panel and illuminates when
the parking brake valve is not fully open.
EICAS display - a PARKING BRAKE message on the upper display unit
(advisory C level) indicates that the parking brake valve is not fully open.
Parking brake message on upper scope at warning level indicates that the
parking brakes are set with takeoff power set. (T/O configuration warning
system)
PARKING BRAKE
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BRAKE PRESS
28V AC
R BUS
(J-25)
P11-3 OVHD CB PANEL
BRAKE
PRESS
4
PSI X 1000
3
0
2
HYDRAULIC
CONNECTOR
R WHEEL WELL
KEEL BEAM
PRESSURE
GAGE
1200
CHARGING
VALVE
1100
PRESSUREPSI GAGE
HYD BRAKE
PRESSURE
TRANSMITTER
1000
900
800
700
-50 -25 0 +25 +50 +75
AMBIENT TEMP - CENTIGRADE
ACCUMULATOR
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ANTI-SKID GENERAL
Outputs
Purpose
Anti-skid cards provide the valve driver signals to the normal and alternate antiskid valves. Fuses mounted to the valve modules provide leakage protection.
Shuttle valve modules between the normal and alternate anti-skid valve
modules route pressure from the active system to the brakes.
Fault annunciation signals control:
Amber ANTISKID light on P5
EICAS displays on advisory, status and maintenance levels.
ANTI-SKID GENERAL
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WHEELSPEED TRANSDUCER
Purpose
The anti-skid transducers supply wheel speed data to the antiskid/autobrake
control unit to get wheel speed data. This data also goes to the antiskid/
autobrake control unit for autobrake operation.
Location
There are eight anti-skid transducers. Each main landing gear wheel has a
transducer in the axle.
Physical Description
When the transducer shaft turns, it provides wheel speed input to the
transducer.
IN-AXLE ASSEMBLY
INSTALLATION
HUB CAP
CLAMP
TRANSDUCER
DRIVE ASSEMBLY
CUP
HUBCAP
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MAINTENANCE TIP
Module
Two identical modules, one located immediately below the anti-skid valve
module on each side of airplane are installed. Panel 551 SB provides access to
the module.
Each module contains four shuttle valves and four filters, one for each brake.
The inputs come from the four normal anti-skid valves and the two alternate
anti-skid valves. The output is to each brake.
The shuttle valve responds to the highest input pressure and ports that pressure
through a filter to an individual brake. The shuttle valve operates on a 30-70
psid.
A replaceable 117-micron filter, in each brake line, filters the fluid returning to
the anti-skid valves from the brakes.
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AUTOBRAKE GENERAL
Purpose
The autobrake system provides automatic brake application upon landing. The
deceleration rate of the airplane is monitored by the Anti-skid/Autobrake Control
Unit. Normal system brake pressure is applied to the brakes in order to obtain
the crew selected deceleration. The system also provides for autobrake
application to stop the airplane during a rejected takeoff.
Selector Switch
The autobrake selector switch, located on the P1-3 panel, controls the electrical
power supply to the autobrake microprocessor card of the anti-skid/autobrake
control unit. The switch allows the selection of five increasing deceleration
rates and the rejected takeoff function (RTO).
When the autobrake arming requirements are met, a solenoid located behind
the switch panel energizes and latches the switch in the selected position.
When the autobrake function is lost, the solenoid de-energizes and the switch is
spring-returned to the disarm position. In the disarm position, the
AUTOBRAKES amber light located on the switch panel illuminates and the level
C message AUTOBRAKES appears on EICAS. When the rejected takeoff
arming requirements are met, the selector switch is latched in the RTO position.
Upon takeoff, the switch is spring-returned to the OFF position. If the autobrake
function is lost when RTO brakes are applied, the switch remains in the RTO
position and the amber light AUTOBRAKES illuminates with the EICAS level C
message AUTOBRAKES.
Input Signals
Air/ground relays, controlled by the main gear truck tilt, input the ground mode
to the autobrake card. The ground signals are used for arming and application
of autobrake.
The left and center ADIRU input through a switching system to the autobrake
card and provide ground speed and deceleration signals.
The speedbrake handle position switch provides a signal to disarm the
autobrake card when the handle is stowed after deployment.
Thrust lever position switches provide signals to the autobrake card when the
thrust levers are in the retarded position. The signals are used for arming and
activation of the autobrake system.
Brake metered pressures applied by pilot command of the brake pedals are
monitored by brake pressure switches. The signals are used for disarming the
autobrake when pedal pressure is applied.
AUTOBRAKE GENERAL
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AUTOBRAKE INPUTS
Two independent air/ground system inputs are sensed by the autobrake and
monitor/BITES subsystems. Proximity switches sense the tilt position of the left
and right main landing gear truck beams and provide air/ground mode signals
through the PSEU and associated relays.
Two micro-switches on each thrust lever provide lever position. The switches
are installed in the auto-throttle switch pack located beneath the thrust lever
quadrant stand. Access is through the door forward of the nose wheel well.
The switches are rigged to open when the lever is 4.5 from idle when
advancing. The normally open contact on the switch ensures that any failure
that releases the switch will result in a thrust lever advanced indication.
One switch per thrust lever is supplied with 28 volt dc power: the powered
switch on the left thrust lever controls power to the solenoid valve and the
powered switch on the right thrust lever controls power to the valve control
relay. This interlocking prevents application of brake pressure with either thrust
lever advanced regardless of any control unit failure.
The other switch on each thrust lever senses ground when the thrust lever is
fully retarded. The continuous checking of the switches' condition by sensing
power in one switch and ground in the other within the logic circuitry provides for
protection in case of massive short to power or to ground - for example: If all
four switches were grounded by water or heavy moisture, the logic circuitry
would detect a contradicting and faulty condition of the switch and interpret it as
thrust lever advanced.
Speed Brake Handle Switch
A micro-switch is installed on the speedbrake lever mechanism in the quadrant
stand. Access is through the left side of the quadrant stand. The switch is
opened when the speedbrake handle is near the fully extended position. The
autobrake system disarms if the speed brakes are extended then stowed while
on the ground.
Pressure Switches
Metered pressure switches are installed on the left and right autobrake shuttle
valves in the left and right wheel wells, respectively. The switches monitor
pilot's left and right metered brake pressure, and are used to disarm the
autobrakes when metered pressure application is detected. Switches actuate
between 450 and 550 psi and de-actuate at a minimum of 200 psi and 50 psi
less than the actuating pressure.
Autobrake Control Switch
An eight-position control switch mounted on the P1-3 panel provides the power
and deceleration selection functions for the landing autobrakes and RTO
autobrakes. The control unit also contains an amber warning light indicating
loss of autobrake function.
AUTOBRAKE INPUTS
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Display Test
General
Moving the toggle switch to PRESS/TEST position will initiate the display test.
The caution warning light (P-5) and EICAS advisory messages will be displayed
and all 8 segments of the alphanumeric display will illuminate on the control
unit. EICAS messages displayed:
The monitor/BITE subsystem card in the control unit contains the BITE to
perform self-test and fault isolation of the anti-skid and autobrake systems
without removal from airplane and without additional test equipment.
BITE functions isolate failures to the line replaceable unit (LRU) and to the
individual card level within the control unit. Intermittent faults are stored in
memory for later recall. Failures are displayed in alphanumeric format on the
front of the control unit.
Module
Module is mounted in the E1-1 rack in the aft equipment center. The 4 anti-skid
cards, 1 autobrake card, monitor/BITE card, and interface/display card may be
replaced through the top of the module.
BITE Functions
The tests are conducted by use of switches on the front of the module.
Abbreviated instruction for test procedures are contained on a placard on the
front of the module. The following tests may be performed:
Display test
BIT memory (recall) test
System test
Anti-skid brake operational test
Autobrake test
Configuration identification test
Reset (memory clear)
RTO (OPT) brake test
This switch causes erasure of failures currently stored in the failure storage
memory. When this function is invoked, the BITE first scans the storage
memory until it finds an active fault. The BITE then checks the present status of
the identified LRU and if the status indicates good LRU, the fault is erased from
the failure storage memory. Next, the memory is scanned again, and the
process is repeated for all possible faults. When completed, message MEM
CLR is displayed for 2 seconds.
Disable Function
The fault indication may be deactivated for one wheel by using the rotary switch
to make the wheel selection. This removes the selected wheel from the fault
annunciation circuitry to the amber anti-skid light and the EICAS display. This
function is used when a single normal anti-skid valve system has malfunctioned
and is disabled by using a flight dispatch plug to block the affected valve output.
Faults occurring on other wheels will continue to be displayed. The disabled
wheel fault will be identified on the EICAS maintenance page (Anti-skid/
Autobrake S,M).
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