Airbus A319-A321 (DLH) Training Manual, ATA 32 Landing Gear Line & Base Maintenance ATA Spec 104 Level 3

Training Manual
A 319/320/321
ATA 32
Landing Gear
Line & Base Maintenance
ATA Spec.104 - Level 3
Lufthansa Issue: Apr. 1999

Technical Training GmbH For Training Purposes Only
Book No: A319 / 320 / 321 32 L3E Lufthansa Base  Lufthansa 1995
For training purpose and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa Technical Training GmbH
Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
TABLE OF CONTENTS
ATA 32 LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . 1 HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
NORMAL EXT. / RET. SYSTEM COMPONENTS . . . . . . 86
32-00 LANDING GEAR - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MLG AND NLG DOOR GROUND-OPENING . . . . . . . . . 114
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 LANDING GEAR CONTROL AND INTERFACE UNIT (LGCIU),
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 (5GA1,5GA2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
ELECTRICAL POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . 10 OPERATION/CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
FREE FALL EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
32-10 MAIN GEAR AND DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FREE FALL EXTENSION SYSTEM COMPONENTS . . . 140
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
MAIN LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 32-60 POSITION AND WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
SHOCK ABSORBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
SHOCK ABSORBER DETAILS . . . . . . . . . . . . . . . . . . . . . . 22 INDICATING AND WARNING . . . . . . . . . . . . . . . . . . . . . . . 146
SPARE-SEAL ACTIVATING VALVE . . . . . . . . . . . . . . . . . . 26 NORMAL SYSTEM INDICATIONS . . . . . . . . . . . . . . . . . . . 148
SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 L/G SYSTEM WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 150
MLG TORQUE-LINK DAMPER . . . . . . . . . . . . . . . . . . . . . . 32 LANDING GEAR - POSITION INFORMATION . . . . . . . . 156
MLG DRESSINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 LANDING GEAR - BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
SIDE STAY ASSEMBLY 2505GM (2506GM) . . . . . . . . . . 36 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
INSTALLATION OF THE SAFETY DEVICES ON THE MAIN SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 32-40 WHEELS AND BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
MAIN GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
MLG DOOR OPENING ON GROUND . . . . . . . . . . . . . . . . 46 WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
32-20 NOSE GEAR AND DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 MAIN GEAR BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
NOSE GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 BRAKE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
NOSE GEAR SHOCK ABSORBER . . . . . . . . . . . . . . . . . . 56 NOSE WHEEL BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
INSTALLATION OF THE SAFETY DEVICES ON THE NOSE NORMAL BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 BRAKE SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . 182
NOSE GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 NORMAL BRAKE SERVOVALVE MANIFOLD . . . . . . . . . 188
NOSE GEAR DOORS - GROUND DOORS OPENING . 70 BRAKING/STEERING CONTROL UNIT (BSCU) . . . . . . . 200
32-30 EXTENSION AND RETRACTION . . . . . . . . . . . . . . . . . . . . . . . . 74 ANTI SKID CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 AUTO BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
NORMAL EXTENSION AND RETRACTION . . . . . . . . . . . 76 ALTERNATE BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
NORMAL EXT. AND RET. SYSTEM COMPONENT LOCA- ALTERNATE BRAKING WITH ANTI SKID . . . . . . . . . . . . 222
TION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 ALTERNATE BRAKING WITHOUT ANTI SKID . . . . . . . . 222
ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 ALTERNATE BRAKING COMPONENTS . . . . . . . . . . . . . . 224
Page: i
TABLE OF CONTENTS
PARKING/ULTIMATE EMERGENCY BRAKING . . . . . . . 240
PARKING BRAKE COMPONENTS . . . . . . . . . . . . . . . . . . 244
BRAKES AND STEERING - BITE . . . . . . . . . . . . . . . . . . . 248
BRAKE SYSTEM TEMPERATURE . . . . . . . . . . . . . . . . . . 258
BRAKE TEMPERATURE SYSTEM COMPONENTS . . . . 260
BRAKE COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
32-50 STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . 268
Page: ii
TABLE OF FIGURES
Figure 1 Landing Gears and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Nose Gear - Pressure/Extension Graph . . . . . . . . . . . . . 63
Figure 2 Extension/Retraction Controls and indication . . . . . . . . . . 5 Figure 37 Nose Gear - Lockstay Assembly . . . . . . . . . . . . . . . . . . . 65
Figure 3 Brake Controls and Indications . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Nose Landing Gear - Safety Pin . . . . . . . . . . . . . . . . . . . . 67
Figure 4 ECAM WHEEL Page - Landing Gear Indication . . . . . . . 8 Figure 39 Nose Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 5 ECAM WHEEL Page - Brake and Steering Indication . . 9 Figure 40 Nose Gear Doors - Ground Opening . . . . . . . . . . . . . . . . 71
Figure 6 Circuit Breakers - Location . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 41 Nose Landing Gear Doors - Safety Devices . . . . . . . . . . 73
Figure 7 Electrical Power Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Figure 42 Extension/Retraction Controls and indication . . . . . . . . . 75
Figure 8 Electrical Power Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 43 Extension/Retraction Schematic . . . . . . . . . . . . . . . . . . . . 77
Figure 9 MLG Leg and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 44 NLG - Component Location . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 10 Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 45 Main Landing Gear and Doors - Component Location . 80
Figure 11 MLG Leg Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Figure 46 MLG - Component Location . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 12 MLG Mountings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 47 Normal Extension and Retraction - Block Diagram . . . . 83
Figure 13 MLG Shock Absorber - Schematic . . . . . . . . . . . . . . . . . . 21 Figure 48 Hydraulic Schematic - L/G DOWN, Doors CLOSED . . . 85
Figure 14 MLG Shock Absorber - Details . . . . . . . . . . . . . . . . . . . . . 23 Figure 49 Landing Gear Control-Lever . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 15 MLG Shock Absorber - Details . . . . . . . . . . . . . . . . . . . . . 25 Figure 50 Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 16 MLG Spare-Seal Activating-Valve . . . . . . . . . . . . . . . . . . 27 Figure 51 Selector Valve Manifold Assembly . . . . . . . . . . . . . . . . . . 91
Figure 17 Two Stage Shock Absorber - Press./Extension Graph . 29 Figure 52 NLG Doors Closing/Opening Safety Valve . . . . . . . . . . . 93
Figure 18 MLG Two Stage Shock Absorber Charging Valves . . . . 30 Figure 53 MLG Actuating Cylinder and Schematic . . . . . . . . . . . . . 95
Figure 19 Two Stage Shock Absorber - Press./Extension Graph . 31 Figure 54 NLG Actuating Cylinder and Schematic . . . . . . . . . . . . . 97
Figure 20 MLG Torque-Link Damper . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 55 MLG Door Actuating Cylinder and Schematic . . . . . . . . 99
Figure 21 MLG Leg and Dressing . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 56 NLG Door Actuating Cylinder and Schematic . . . . . . . . 101
Figure 22 MLG Side Stay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 57 MLG Uplock and Schematic . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 23 Main Landing Gears - Safety Devices . . . . . . . . . . . . . . . 39 Figure 58 NLG Uplock and Schematic . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 24 MLG Door and Fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 59 MLG Door Uplock and Schematic . . . . . . . . . . . . . . . . . . 107
Figure 25 MLG Fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 60 NLG Door Uplock and Schematic . . . . . . . . . . . . . . . . . . 109
Figure 26 MLG Door - Proximity Sensor and Target . . . . . . . . . . . . 45 Figure 61 MLG Lockstay Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 27 MLG Door - Ground Opening Mechanism . . . . . . . . . . . 47 Figure 62 NLG Downlock Release Actuator . . . . . . . . . . . . . . . . . . . 113
Figure 28 Main Landing Gear Doors - Safety Devices . . . . . . . . . . 49 Figure 63 MLG and NLG Door Ground Opening . . . . . . . . . . . . . . . 115
Figure 29 Nose Gear and Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 64 NLG/MLG Door Ground Opening By-Pass Valves . . . . 117
Figure 30 Nose Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 65 Landing Gear Control and Interface Unit (LGCIU) . . . . . 119
Figure 31 Nose Gear - Side View . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 66 LGCIU - Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Figure 32 Nose Gear Shock Absorber - Section . . . . . . . . . . . . . . . 57 Figure 67 LGCIU - Baulk Solenoid Logic . . . . . . . . . . . . . . . . . . . . . 125
Figure 33 Nose Gear Steering Actuating Cylinder - Schematic . . 58 Figure 68 LGCIU - L/G Retraction Control Logic . . . . . . . . . . . . . . . 126
Figure 34 Nose Gear - Steering Cylinder and Gear Boxes . . . . . . 59 Figure 69 LGCIU - L/G Extension Control Logic . . . . . . . . . . . . . . . 127
Figure 35 Nose Gear Shock Absorber - Schematic and Details . . 61 Figure 70 LGCIU - L/G Door Close Control Logic . . . . . . . . . . . . . . 128
Page: iii
TABLE OF FIGURES
Figure 71 LGCIU - L/G Door Open Control Logic . . . . . . . . . . . . . . 129 Figure 106 Normal Brake Pressure Transducer . . . . . . . . . . . . . . . 197
Figure 72 Proximity Sensor and Target . . . . . . . . . . . . . . . . . . . . . . . 131 Figure 107 Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
Figure 73 L/G System - Sequence of Operation . . . . . . . . . . . . . . . 133 Figure 108 BSCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Figure 74 Hyd. Schem. - L/G UP Selected, Door Movem. to Open 135 Figure 109 BSCU - Internal Architecture . . . . . . . . . . . . . . . . . . . . . . 203
Figure 75 Hyd. Schem. - L/G UP Selected, Gear Movement to Up 136 Figure 110 BSCU - Connection between the SYS 1 and SYS 2 . . 205
Figure 76 Hyd. Schem. - L/G UP Selected, Door Movem. to Close 137 Figure 111 Normal Braking - Electrical Schematic . . . . . . . . . . . . . . 207
Figure 77 Free-fall Extension - Schematic . . . . . . . . . . . . . . . . . . . . 139 Figure 112 Braking Electrical Control - Schematic 1 . . . . . . . . . . . . 208
Figure 78 Free-fall Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 Figure 113 Braking Electrical Control - Schematic 2 . . . . . . . . . . . . 209
Figure 79 Free-fall Cut-out Valve and Vent Valves . . . . . . . . . . . . . 143 Figure 114 Arinc 429 Inputs/Outputs . . . . . . . . . . . . . . . . . . . . . . . . . 211
Figure 80 Landing Gear Position and Indication - Block Diagram . 145 Figure 115 Anti Skid - Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 81 Cockpit Component Location . . . . . . . . . . . . . . . . . . . . . . 147 Figure 116 Anti Skid - Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 82 ECAM Display and L/G Position Indicator Lights . . . . . . 149 Figure 117 BSCU Failure Categories . . . . . . . . . . . . . . . . . . . . . . . . . 217
Figure 83 Landing Gear NOT DOWNLOCKED Warning . . . . . . . . 151 Figure 118 Auto Brake Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 84 L/G System Warnings and Cautions . . . . . . . . . . . . . . . . 153 Figure 119 Alternate Braking - Schematic . . . . . . . . . . . . . . . . . . . . 223
Figure 85 ECAM WHEEL Page - System Failure Indications . . . . 155 Figure 120 Brake Control Hyd. Reservoir and Master Cylinder . . 225
Figure 86 Landing Gear Position Information - Schematic . . . . . . . 157 Figure 121 Alternate-Brake Distribution Dual-Valve . . . . . . . . . . . . 227
Figure 87 MCDU - LGCIU Menu and Replies to Key Selection . . 161 Figure 122 Dual Shuttle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 88 MCDU - LGCIU Menu and Replies to Key Selection . . 163 Figure 123 Brake Yellow Pressure Transmitters . . . . . . . . . . . . . . . 231
Figure 89 Wheel Numbers and FINs . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 124 Alternate Brake Servovalve Manifold . . . . . . . . . . . . . . . 233
Figure 90 Main- and Nose Gear Wheel . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 125 Alternate Brake Servovalve Manifold . . . . . . . . . . . . . . . 235
Figure 91 Radial and Bias Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 126 Brake Yellow Pressure Accumulator . . . . . . . . . . . . . . . 237
Figure 92 Brake Assembly (Messier) . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 127 Brake Yellow Manifold and Pressure Relief-Valve . . . . 239
Figure 93 Piston/Adjuster Assembly and Wear Indicator Pin . . . . 172 Figure 128 Parking/Ultimate Emergency Braking - Schematic . . . 241
Figure 94 Brake Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 129 Brake Yellow Components - Location . . . . . . . . . . . . . . 243
Figure 95 Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 130 Parking Brake Electrical Control-Valve . . . . . . . . . . . . . 245
Figure 96 Nose Wheel Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 Figure 131 Parking Brake Opetated Valve . . . . . . . . . . . . . . . . . . . . 247
Figure 97 Brake System - Schematic . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 132 CFDIU/BSCU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Figure 98 Normal Braking - Schematic . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 133 CFDIU Menu (Sheet 1) . . . . . . . . . . . . . . . . . . . . . . . . . . 251
Figure 99 Brake Pedal Control and Pedal Transmitter Unit . . . . . . 183 Figure 134 CFDIU Menu (Sheet 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Figure 100 Pedal Artificial Feel - Diagram . . . . . . . . . . . . . . . . . . . . 185 Figure 135 CFDIU Menu (Sheet 3) . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Figure 101 Normal Brake Components . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 136 CFDIU Menu (Sheet 4) . . . . . . . . . . . . . . . . . . . . . . . . . . 257
Figure 102 Normal Brake Servovalve Manifold . . . . . . . . . . . . . . . . 189 Figure 137 Brake System Temperature - Schematic . . . . . . . . . . . 259
Figure 103 Normal Brake Servovalve . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 138 Brake Temperature Sensor and Monitoring Unit . . . . . 261
Figure 104 Normal Brake Safety Valve . . . . . . . . . . . . . . . . . . . . . . . 193 Figure 139 Brake Cooling System - Component Location . . . . . . . 263
Figure 105 Normal Brake Safety Valve . . . . . . . . . . . . . . . . . . . . . . . 195 Figure 140 Brake Fan Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
Page: iv
TABLE OF FIGURES
Figure 141 Brake Cooling System - Wiring Schematic . . . . . . . . . . 267
Figure 142 Nose Wheel Steering - Priciple . . . . . . . . . . . . . . . . . . . . 269
Figure 143 Nose Wheel Steering System Components . . . . . . . . . 271
Figure 144 Nose Wheel Steering System Handwheel . . . . . . . . . . 273
Figure 145 Nose Wheel Steering System - Rotating Joint . . . . . . . 275
Figure 146 Electrical Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
Figure 147 Nose Wheel Steering System - Hydraulic Block . . . . . 279
Figure 148 Nose Wheel Steering System - Sensors . . . . . . . . . . . . 281
Figure 149 Nose Wheel Steering System - Schematic . . . . . . . . . . 283
Figure 150 Nose Wheel Steering System - Wiring . . . . . . . . . . . . . 285
Figure A Nose Gear Shock Absorber - Section . . . . . . . . . . . . . . . . 286
Figure B Hydraulic Schematic - L/G DOWN, Doors CLOSED . . . . 287
Figure C Brake System - Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 288
Page: v
Lufthansa Technical Training
LANDING GEAR A319/320/321
GENERAL
32-00
ATA 32 LANDING GEAR

For Training Purposes Only
HAM US/F sa 01.98 Page: 1

GENERAL
32-00
32-00 LANDING GEAR - GENERAL

DESCRIPTION
The Landing Gear (L/G) system has:
S two Main Landing Gears (MLG) and their related doors (Ref. 32-10-00)
S a Nose Landing Gear (NLG) and its related doors (Ref. 32-20-00)
S two extension and retraction systems for the L/G and their related doors
(Ref. 32-30-00)
S L/G wheels and their related braking systems (Ref. 32-40-00)
S a NLG steering system (Ref. 32-51-00)
S a L/G indication and warning system (Ref. 32-60-00).
The L/G support the aircraft on the ground and are oleo-pneumatic shock
absorbers that absorb taxi and landing loads. During flight the L/G is retracted
into the landing gear bays in the belly of the aircraft. When the L/G is extended
or retracted the related doors close to make the aerodynamic contours of the
aircraft.

GENERAL
32-00
Figure 1 Landing Gears and Doors

GENERAL
32-00
PANEL DESCRIPTION
1 LANDING GEAR CONTROL LEVER 3 LANDING GEAR POSITION INDICATOR LIGHTS
Connected to LGCIU 1 which recieves signals from proximity detectors
UNLK lights: illuminate red if the gear is not locked in selected position.
lights: illuminate green if the gear is locked down
NOTE: LDG GEAR indicator lights remain available as long as LGCIU 1 is

electrically supplied, even in-case of LGCIU 1 FAULT
4 ECAM WHEEL PAGE

The ECAM WHEEL page shows the position of the landing gears and the
gear doors (ref. to WHEEL page description).
2 FREE FALL EXTENSION HANDLE

For gravity extension the handle must be extended, than rotated three
turns clockwise.
When the crank handle is operated the cutout valve shuts off the hydraulic
prssure and depressurizes the landing gear system

GENERAL
32-00
2 4
Figure 2 Extension/Retraction Controls and indication

GENERAL
32-00
1 A/SKID and NOSE WHEEL Steering Switch 3 BRAKE FAN P/B Switch and HOT Light
ON The brake fans run provided LH main landing gear is downlocked.
The ON Light Illuminates white.
Off Brake fans stop.
HOT Light illuminates amber associatedwhith ECAM caution when brake
temperature becomes high.
4 BRAKES and ACCU PRESS Indicator

ACCU PRESS indication:
Indicates the pressure in the yellow brake accumulator
BRAKES pressure indication:
Indicates yellow pressure delivered to left and right brakes measured
upstream of the alternate servo valves.
2 AUTO/BRK Panel 5 PARKING BRK Handle

Pull handle, then turn clockwise to apply parking brake.
Activation of the parking brake deactivates all other braking modes.
The indication ”PARK BRK” is displayed on teh ECAM memo page.

GENERAL
32-00
4
5 HOT
3
2
1
Figure 3 Brake Controls and Indications

GENERAL
32-00
Figure 4 ECAM WHEEL Page - Landing Gear Indication

GENERAL
32-00
160
Figure 5 ECAM WHEEL Page - Brake and Steering Indication

GENERAL
32-00
ELECTRICAL POWER SUPPLY


GENERAL
32-00
Figure 6 Circuit Breakers - Location

GENERAL
32-00
Figure 7 Electrical Power Supplies

GENERAL
32-00
Figure 8 Electrical Power Supplies

MAIN GEAR AND DOORS
32-10
32-10 MAIN GEAR AND DOORS

GENERAL
The Main Landing Gear (MLG) retracts into bays on the underside of the
aircraft. The MLG bays are closed by the MLG doors.
Component Location
The MLG is in the wing between the rear spar and gear rib 5 at zones 730 and
740. They support the aircraft on the ground and absorb loads during landing,
take off and taxi.
System Description
The MLG includes these parts:
- a MLG shock absorber
- a side stay assembly which includes a lock stay
- a retraction actuator
- electrical and hydraulic dressings
- a torque-link damper.
The MLG legs have twin wheels, each wheel has a multi-disc brake unit (Ref.
32-40-00).
Operation/Control and Indicating
The extension and retraction system (Ref. 32-30-00):
- extends and retracts the landing gear
- opens and closes the related doors).
Proximity sensors on the MLG and the MLG doors give position data to the
Landing Gear Control and Interface Unit (LGCIU).
Each MLG has three doors:
- a fixed fairing door that is attached to the MLG leg
- a hinged door that is attached to the underside of the wing

- a main door that is hydraulically operated and closes the section of the
fuselage after the MLG has retracted or extended.

MAIN GEAR AND DOORS
32-10
Figure 9 MLG Leg and Doors

MAIN GEAR AND DOORS
32-10
MAIN LANDING GEAR

Each MLG includes these components: Dressing
- a MLG leg which includes a shock absorber Between the main fitting and the sliding tube there is a slave link. It holds the
- torque links electrical cables and the hydraulic pipes, to make sure they do not catch on the
- a side stay assembly wheels.
- a retraction actuator A spare-seal activating-valve is on the main fitting. This operates if there is a
- electrical and hydraulic dressings. hydraulic leak through the gland seals. It is only used until the gland seals can
be examined/replaced.
Main Landing Gear Leg
The hydraulic pipes and the electrical harness are in rigid and flexible conduits.
Each MLG leg has two primary structural components, which are the main fit- The conduit routing gives:
ting and the sliding tube. Each of these components is a one-piece assembly - protection from runway debris, birdstrikes and flailing tire treads
and contains the shock absorber. - maximum separation of the two systems.
An axle, which is a part of the sliding tube, can contain a wheel-speed tacho-
meter, a brake-cooling fan and/or a tire-pressure sensor for each wheel.
Torque Links
The upper torque-link and the lower torque-link align the axle. They attach to
the lugs at the front of the main fitting and the sliding tube. There is a torque-
link damper at the interface of the upper and lower torque-links. The torque-
link damper absorbs the vibrations that can occur during landing.
Side-Stay Assembly
A two-piece side-stay assembly connects the MLG leg main-fitting and the
wing structure. It prevents the movement of the landing-gear leg sideways.
The side-stay assembly is locked in the down position by a two-piece lock-
stay assembly.
Retraction Actuator
A retraction actuating cylinder connects the wing structure and the landing-
gear forward hinge-point. The retraction actuating cylinder retracts the MLG
leg (sideways) into the fuselage.
Inflation Valve
The main fitting and the sliding tube each have an inflation valve. The valves
are used to fill the shock absorber with hydraulic fluid and nitrogen.

MAIN GEAR AND DOORS
32-10
Figure 10 Main Landing Gear

MAIN GEAR AND DOORS
32-10
Figure 11 MLG Leg Geometry

MAIN GEAR AND DOORS
32-10
Figure 12 MLG Mountings

MAIN GEAR AND DOORS
32-10
SHOCK ABSORBER
Description
The shock absorber is a telescopic oleo-pneumatic unit which includes the slid-
ing tube. It is in the main fitting to transmit the landing, take-off and taxiing
loads to the wing.
When the shock absorber compresses, the load transmits to the hydraulic fluid
and nitrogen gas. The recoil stroke is slow, which makes sure that the aircraft
does not become airborne again.
The shock absorber is a two stage unit and contains four chambers:
- a 1st stage gas chamber contains an LP gas pressure and some hydraulic
fluid
- a recoil chamber that contains hydraulic fluid
- a compression chamber that contains hydraulic fluid
- a 2nd stage gas chamber that contains a HP gas pressure.
Primary control of the shock absorber recoil is:
- the fluid flow from the recoil chamber into the gas chamber
- the fluid flow from the gas chamber into the compression chamber.
The damping tube, which contains the first stage orifice, attaches to the head
of the 2nd stage cylinder and has a fluid connection. The movement of the
damping tube through the orifice block decreases the fluid flow in the 1st stage
damping. This increases the damping effect. A floating piston in the 2nd stage
cylinder separates the hydraulic fluid of the compression chamber and the gas
of the 2nd stage chamber. During a compression stroke, the floating piston
does not move down until the gas pressures of the 1st and the 2nd stage
chambers are equal.

MAIN GEAR AND DOORS
32-10
Figure 13 MLG Shock Absorber - Schematic

MAIN GEAR AND DOORS
32-10
SHOCK ABSORBER DETAILS

Upper Diaphragm and Tube Sub-assembly Upper Bearing
The upper diaphragm and tube sub-assembly is connected to the main fitting The sliding tube connects to the main fitting by a bearing and a bearing hous-
by a lateral pin. The lateral pin has the 1st stage charging-valve which fills the ing. A recoil valve assembly (on the bearing housing) has a recoil-orifice-plate
shock absorber with hydraulic fluid or nitrogen gas. An oil-level tube goes and recoil chamber to control the flow of fluid. An annular travel-stop inside the
through the diaphragm into the gas chamber. This gives the correct level of sliding tube is attached by the dowels which hold the bearing housing. The
fluid in the shock absorber during the maintenance procedures. travel-stop touches the center tube flange when the unit is fully extended, and
The tube of the diaphragm and tube sub-assembly goes into the open top of holds the sliding tube.
the sliding tube. The top part of the tube has four holes in the area of the gas
chamber. These holes permit fast separation of the fluid and the gas when the
MLG leg goes from the retracted to the extended position.
A diaphragm with a baffle, is at the bottom of the diaphragm and tube sub-as-
sembly. The baffle causes the defusion of the fluid that goes through it, to de-
crease the quantity of absorbed gas. The diaphragm has a compression-ori-
fice-plate that lets full flow during the compression, but decreases the flow
during the recoil. A damping tube, on the lower diaphragm, moves through the
baffle. It has a set of four radially-aligned holes that give the two-stage damp-
ing effect of the shock absorber.
You can remove the shock absorber from the main fitting while it is on the air-
craft. You must remove the lateral retaining pin and the main-gland lower-
bearing assembly first. (To get the sufficient ground clearance, it is necessary
to increase the jacked height of the aircraft).

MAIN GEAR AND DOORS
32-10
UPPER DIAPHRAGM UPPER BEARING
Figure 14 MLG Shock Absorber - Details

MAIN GEAR AND DOORS
32-10
Gland-Housing Assembly
A gland-housing assembly, at the bottom end of the main-fitting barrel, seals
the joint between the barrel and the sliding tube. This assembly has:
- a gland housing, that holds the top (spare) and the bottom (main) gland seals
- a bearing, that keeps the sliding tube correctly aligned
- a wiper ring, that keeps the unwanted material out of the shock absorber.
Three threaded pins attach the gland housing and the bearing to the barrel of
the main fitting. The threaded pins have greasers to lubricate the bearing.

MAIN GEAR AND DOORS
32-10
GLAND HOUSING SUB-ASSEMBLY and CYLINDER and SECOND STAGE INFLATION VALVE
SPARE SEAL ACTIVATING VALVE
Figure 15 MLG Shock Absorber - Details

MAIN GEAR AND DOORS
32-10
SPARE-SEAL ACTIVATING VALVE

Description
Each main fitting has a spare-seal activating-valve. This valve can isolate the
bottom gland seals if a leak occurs. The activating valve is on the barrel of the
main fitting, adjacent to the gland-housing assembly. When the activating valve
closes, it isolates the bottom set of seals (from the fluid pressure).
The spare seal operates when you remove the cap screw and turn the
threaded valve-stem in. This puts the ball valve on its seat, which isolates the
bottom gland seals and causes the top gland seals to seal the joint.
Closing Operation
If you find leakage, close the spare-seal activating-valve as follows:
(a) Remove and discard the lockwire from the cap screw (11).
(b) Remove and discard the cap screw (11).
(c) Turn the spindle (12) clockwise to close the spare-seal
activating-valve, hand tight only.
(d) Safety the spindle (12) with MISCELLANEOUS.
(e) Clean the area .
NOTE : Hydraulic fluid can continue to show for some time.

MAIN GEAR AND DOORS
32-10
Figure 16 MLG Spare-Seal Activating-Valve

MAIN GEAR AND DOORS
32-10
SERVICING

MAIN GEAR AND DOORS
32-10
Figure 17 Two Stage Shock Absorber - Press./Extension Graph

MAIN GEAR AND DOORS
32-10
Figure 18 MLG Two Stage Shock Absorber Charging Valves

MAIN GEAR AND DOORS
32-10
Figure 19 Two Stage Shock Absorber - Press./Extension Graph

MAIN GEAR AND DOORS
32-10
MLG TORQUE-LINK DAMPER

The torque-liink damper is a spring-centered, two-way hydraulic unit, which
has its own (pressurized) hydraulic reservoir. Its function is to decrease the
landing vibrations through the torque links.
The torque-link damper has a damper body with a reservoir at the top and a
check valve at the bottom. A bleed screw and a bleed plug are installed in the
top of the reservoir. The torque-link damper is on the bottom of the upper
torque-link and operates through the apex bolt from the lower torque link.
The hydraulic fluid contents of the damper are shown by the extension of the
reservoir when it is pressurized. When the contents are correct, the words
’FULL’ and ’REFILL’ are in view. If the contents are not correct, only the word
’REFILL’ is in view.

MAIN GEAR AND DOORS
32-10
Figure 20 MLG Torque-Link Damper

MAIN GEAR AND DOORS
32-10
MLG DRESSINGS
The MLG dressings are the hydraulic lines and the electrical wiring (and the (3) Electrical Harnesses
parts that attach, hold and prevent damage to them). The routing of the dress- The 1M and 2M electrical harnesses have cables which supply the electrical
ings gives maximum separation for the systems and protection from possible connection to the:
damage. - braking and anti-skid systems
Between the main fitting and the sliding tube there is a slave link. It holds the electri- - brake cooling system
cal cables and the hydraulic pipes, to make sure they do not catch on the wheels. - tire pressure indicating system (if installed)
The dressings are flexible conduits or rigid conduits and pipes. The parts that - position and warning systems
do not need to move are rigid and the parts that are at joints (such as the wing/ - indicating and warning systems.
gear interface, across the torque and slave links, and the wheel brakes) are The disconnection point for the 1M harness is at the MLG disconnection box.
flexible. For the 2M harness, the disconnection point is outboard of the gear rib 5.
(1) Hydraulic Dressings (4) Proximity Sensors
The hydraulic dressings on the MLG complete the hydraulic circuits for: The proximity sensors and targets attach to the MLG in specified locations.
- the MLG retraction actuator They send position/status data to the Landing Gear Control and Interface Units
- the lock-stay actuator (LGCIU’s). These units use the data to:
- the normal and alternate braking systems. - control the retraction and extension sequences of the landing gear
The MLG retraction actuator has a pressure and return line that goes from the - supply the indication/failure data of the MLG to the indication and warning
wing gear interface. The normal and the alternate brakes each have a supply systems in the cockpit.
and a return circuit from the wing/gear interface to their related manifolds. The
normal brake manifold supplies the hydraulic pressure to one of the two con-
nections at each wheel brake. The alternate brake manifold supplies the other.
The supply/return for the lock-stay actuator interfaces next to the side-stay lug
attachment.
(2) Electrical Dressings
The electrical dressings on the MLG complete the electrical circuits to these
systems/components:
- the proximity switches
- the normal braking system

- the alternate braking systems
- the brake temperature-monitoring system
- the brake cooling system
- the TPIS (tire pressure indicating system) if installed.

MAIN GEAR AND DOORS
32-10
Figure 21 MLG Leg and Dressing

MAIN GEAR AND DOORS
32-10
SIDE STAY ASSEMBLY 2505GM (2506GM)

The side stay assembly is between the rear spar of the wing and the main fit-
ting of the MLG leg. A cardan (universal) joint connects the side stay assembly
at each position. These joints let each connection point turn around two axes.
The primary components of the side stay assembly are:
- a basic side stay
- a lock stay
- a lock-stay actuator
- two hydraulic hoses (from the Green hydraulic system to the lock-stay
actuator)
- two lock springs
- the proximity sensors and their related targets.
(1) Basic Side Stay
The basic side stay has two links with a central pivot pin. The upper link is an
’H’ section member that has bushed lugs. These attach to the lock-stay actua-
tor, the lock springs and the lock stay. The lower link is also ’H’ section, that
has forked ends. The cardan joints connect the side-stay to the wing structure
and the main fitting.
(2) Lock Stay
The lock stay gives the mechanical downlock for the main landing gear. It has
two ’H’ section links that move around a central pin. The forked ends attach the
lock stay to the basic side stay and to the main fitting.
The lower link of the lock stay has bushed lugs for the connection of the down-
lock actuator. The two pairs of lugs extend from the end of the lower link that
connects to, and operates, the lock springs. The upper link of the lock stay
continues below the center pivot to give an overcenter stop. This gives an over-
center, geometric lock if there is a failure of the internal stop of the downlock
actuator. Two proximity sensors and their related targets are on the brackets.
Other brackets on the upper link hold the electrical harnesses that connect to
these proximity sensors.
(3) Lock Springs
A pair of tension springs are in the bottom channel of the upper side stay. They
attach between the upper end of the basic side stay and the lugs of the lock
stay. The lock springs have an eye-end fitting at each end with a plain bush.
The bushes turn on the attachment pins at each end. During the extension
cycle the lock springs move the lock stay to an overcenter position (and keep it
there).

MAIN GEAR AND DOORS
32-10
Figure 22 MLG Side Stay

MAIN GEAR AND DOORS
32-10
INSTALLATION OF THE SAFETY DEVICES ON THE MAIN GEAR

WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN Procedure
POSITION BEFORE YOU START A TASK ON OR NEAR: Installation of the Safety Devices on the Main Landing Gears
- THE FLIGHT CONTROLS WARNING : MAKE SURE THAT, IF THE LANDING GEAR DOORS ARE
- THE FLIGHT CONTROL SURFACES OPEN, THEY ARE SAFETIED BEFORE YOU INSTALL THE
- THE LANDING GEAR AND THE RELATED DOORS LANDING GEAR SAFETY-DEVICES. IF THE LANDING GEAR
DOORS ARE OPEN BUT NOT SAFETIED THERE IS A RISK
- COMPONENTS THAT MOVE.
THAT THEY CAN CLOSE AND CAUSE INJURY.
WARNING : MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN
To install the MLG safety locks:
POSITION ON THE LANDING GEAR.
(a) If a landing gear door is open, make sure:
Safety Precautions - the ground door-opening handle is in the open position
(1) Put the safety barriers in position. - the ground door-safety lock is istalled.
(2) Put a warning notice in position to tell persons not to operate the landing (b) Make sure that the piston rod of the lock stay actuating cylinder is clean.
gear or the landing gear doors.
(c) Remove the pin (1) and open the GROUND LOCK SLEEVE.
(3) Make sure that the wheel chocks are correctly installed.
(d) Make sure that the GROUND LOCK SLEEVE is clean and in the correct
condition.
(e) Put the GROUND LOCK SLEEVE in position on the piston rod of the lock
stay actuating cylinder.
(f) Close the GROUND LOCK SLEEVE and install the pin (1) from the inboard
side.
(g) Make sure that the flag is in view.

MAIN GEAR AND DOORS
32-10
Figure 23 Main Landing Gears - Safety Devices

MAIN GEAR DOORS
32-10
MAIN GEAR DOORS

General Main Door
Three doors close each Main Landing Gear (MLG) bay. These are: Each main door has:
- a hydraulically-operated main door - a related MLG door actuating-cylinder
- a mechanically-operated hinged-fairing door - access steps
- a fixed fairing door on the MLG leg. - door ramps
The MLG doors are made from Carbon-Fibre Reinforced-Plastic (CFRP) with - position proximity switches.
a NOMEX honeycombe core. Each main door has hinges at the keel beam and closes outboard to an uplock
Each door has flexible seals at its structure interface which protect the CFRP/ in the fuselage. The main body of the door actuating cylinder attaches to a fit-
metal interfaces from damage by the airflow. ting on the keel beam. Steps on the internal surface of the door give access to
When the MLG retracts, all the doors close. When the MLG extends , the the MLG bay, without other support equipment. Two fixed ramps and (not on all
hydraulically operated doors close and the mechanically operated doors stay A320s) one adjustable ramp, are installed on the inside of the main door.
open. These ramps make sure that the main gear does not get caught on the door
A door opening mechanism lets the hydraulically operated doors open on the during a free-fall extension.
ground, for access to the MLG bay. A ground door-opening handle operates a The MLG door actuating-cylinder operates the main door during the
bypass valve in the doors hydraulic circuit and releases the doors uplocks. extension and retraction sequence. The door opens in sequence, before
A ground lock-sleeve can be installed on each door actuator, to keep it open. movement of the main gear. The door closes only when the main gear is
locked in the fully extended or retracted position. An uplock roller assembly,
installed on the main door, engages with the MLG door uplock. The uplock
roller assembly and the MLG door uplock keep the door in the closed position.

MAIN GEAR DOORS
32-10
Figure 24 MLG Door and Fairings

MAIN GEAR DOORS
32-10
(2) Hinged Fairing

The hinged fairing is installed on a hinge on the lower wing surface,
and an adjustable rod connects it to the MLG leg. When the main gear
operates, the adjustable rod causes the hinged fairing to move with the
landing gear leg.
(3) Fixed Fairing

The fixed fairing is attached to the outboard side of the landing-gear
main fitting, by two types of attachment assembly:
- two adjustable studs, installed on the front of the main fitting
- three adjustable rod ends, one installed on the front of the main
fitting, and two installed on the rear.

MAIN GEAR DOORS
32-10
Figure 25 MLG Fairings

MAIN GEAR DOORS
32-10
Proximity Sensors
Proximity sensors and targets are used to show the position of the main door.
The proximity sensors are installed on the center-fuselage keel-structure. The
targets are installed on the main door, on a bracket at the door hinge line.
During the operation of the door, the positions of the proximity sensors change
in relation to their targets. The sensors send a signal to the Landing Gear Con-
trol and Interface Units (LGCIUs). This signal shows when the door is ’fully
open’ or ’not fully open’. This data is used to:
- control the retraction and extension sequences of the landing gear
- supply indication/failure data of the MLG doors, to the indication and warning
system in the flight compartment.

MAIN GEAR DOORS
32-10
Figure 26 MLG Door - Proximity Sensor and Target

MAIN GEAR DOORS
32-10
MLG DOOR OPENING ON GROUND

Ground Door-Opening Mechanism This prevents a hydraulic lock, and allows the hydraulic fluid to be released
Each main door has a ground door-opening mechanism to open the door for from under the door actuating-cylinder piston. The door then moves under
maintenance. The mechanism has these components: gravity.
- a ground door-opening handle
Ground Door-Opening Handle
- a bypass valve 2517GM (2518GM)
- a release mechanism in the door uplock 2520GM (2521GM). The ground door-opening handle is a lever with a forked end that is attached to
the structure. A teleflex cable attaches to the apex of the fork. A release
Access to the ground door-opening handle is by the panel 195BB (196BB)
plunger at the hand grip releases a self latching mechanism (which operates to
-(access to the hydraulic compartment)-, which is in the center fuselage, adja-
hold the handle in the open or the closed position). A locking pin prevents acci-
cent to its related MLG door. This location gives the operator a safe position
dental operation of the handle.
and a clear view of the door travel. The handle connects, through a push-pull
cable, to a layshaft on the door by-pass valve on the outboard side of the MLG Operation/Control and Indicating
bay.
The initial movement of the ground door-opening handle causes the bypass A. Ground Door-Opening for Maintenance
valve to: When the ground door-opening handle is operated, it pulls a teleflex cable
- isolate the door actuating-cylinders from the door-close hydraulic line (the which moves the lever on the bypass valve through 90 degrees. The initial
Green hydraulic system does not have to be pressurized) movement of the ground door-opening handle causes the bypass valve to:
- connect together the two chambers of each door actuating-cylinder, to move - isolate the door-close hydraulic supply from the door actuating-cylinder
the hydraulic fluid during the actuating cylinder extension. - connect the two chambers of the MLG door actuating-cylinder together.
More movement of the ground door-opening handle makes the rod on the At the same time, the hook of the door uplock is released. Gravity then opens
layshaft turn a splined shaft on the door uplock. This operates a release mech- the main door, which causes the hydraulic fluid to move from one side of the
anism in the uplock, which releases the uplock hook, and lets gravity open the door actuating-cylinder to the other. The main door opens slowly because
main door. some cavitation occurs in the door actuating-cylinder.
If the ground door-opening handle is put in the closed position, with the doors B. Ground Door-Closing after Maintenance
open, a hydraulic pressurization of the system will cause the doors to close.
The locking plunger in the bypass valve will prevent movement of the ground The Green hydraulic system must be pressurized before the ground door-
door-opening handle to the doors-close position (unless the Green hydraulic opening handle can be moved. A locking plunger in the bypass valve stops
system is pressurized). When the handle is moved to the doors-close position, movement of the handle, if the hydraulic system is not pressurized.
the main doors close at the same time. When the ground door-opening handle is turned towards the closed position,
it pushes the teleflex cable. This moves the lever of the bypass valve. The
Door Bypass Valve valve then isolates the chambers of the main door actuator from each other
The door bypass valve is installed in the close line of each MLG door and connects them to the hydraulic supply. At the same time, the rod to the
actuating-cylinder . During the operation of the Normal Extension and Retrac- uplock moves the ground release mechanism in the door uplock to its initial
tion System, hydraulic fluid goes through the door bypass valve. position. The main door actuator then closes the main door, and the uplock
When the ground door-opening mechanisn is operated, the door bypass valve: closes to hold the door actuating-cylinder in the closed position.
- closes the hydraulic supply pressure
- connects each side of the door actuating-cylinder together.

MAIN GEAR DOORS
32-10
Figure 27 MLG Door - Ground Opening Mechanism

MAIN GEAR DOORS
32-10
Installation of the Safety Devices on the Main Landing Gear Doors
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN
POSITION BEFORE YOU START A TASK ON OR NEAR:
- THE FLIGHT CONTROLS
- THE FLIGHT CONTROL SURFACES
- THE LANDING GEAR AND THE RELATED DOORS
WARNING : MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.
Aircraft Maintenance Configuration

Open the applicable MLG door(s).
Make sure that the piston rod of the MLG door actuating cylinder is clean.
Procedure
Installation of the Safety Devices on the Main Landing Gear Doors
To install the safety devices on the MLG doors
(a) Remove the pins (1) and open the GROUND LOCK SLEEVE.
(b) Make sure that the GROUND LOCK SLEEVE is in a clean and correct
condition.
(c) Put a GROUND LOCK SLEEVE in position on the piston rod of each of the
MLG door actuating cylinders.
(d) Close the GROUND LOCK SLEEVE and install the pins (1) from the top.
(e) Make sure that the flag is in view.

MAIN GEAR DOORS
32-10
Figure 28 Main Landing Gear Doors - Safety Devices

NOSE GEAR AND DOORS
32-20
32-20 NOSE GEAR AND DOORS

GENERAL
The nose gear hangs on the structure between FR19 and FR20.
It includes :
Nose gear
- a leg assembly having a shock absorber
- a wheel steering assembly
- a drag strut assembly and a lockstay which locks the gear in the down posi-
tion
- a gear actuating cylinder.
Nose gear doors
- 2 main door assemblies
- 2 aft door assemblies secured to the gear by rods
- 1 leg door assembly attached to the rear of the shock strut, which closes off
the nose gear well after retraction of the nose gear.

NOSE GEAR AND DOORS
32-20
Figure 29 Nose Gear and Doors

NOSE GEAR AND DOORS
32-20
NOSE GEAR
The nose gear is of the direct acting type with an integral shock absorber. The If the hydraulic pressure is not available, two traction springs pull and hold the
gear retracts forward into the fuselage. leg in the extended locked position in Free Fall extension mode. One spring is
The gear is therefore favorably assisted by the aerodynamic moments in the sufficient to operate the lockstay mechanism.
downlocking direction during gear extension.
Nose Gear Uplock
The sliding tube assembly, which includes the wheel axle, is inclined 9 degrees
The nose gear uplock assembly holds the gear in the retracted position. The
forward in order to simplify design.
uplock roller is installed on the upper hinge pin of the drag strut universal joint.
This design made it possible to put the wheel axle 50 mm to the rear of the
shock strut centerline. Because of this the wheels return freely to the center Nose Gear Actuating Cylinder
position. A double-acting actuating cylinder with a spherical bearing at each end,
The shock strut is made of aluminum alloy and hangs on the structure from two operates the nose gear. The cylinder body is attached to the rear wall of the
trunnions. nose gear well. The cylinder sliding rod is attached to the gear leg. The
A rotating tube made of steel is installed inside the shock strut. A pinion gear actuating cylinder contains devices for metering the hydraulic fluid. These slow
installed on the tube is engaged with a rack which is connected to the steering down movement of the gear at the end of retraction and during the complete
actuating cylinder. The steering actuating cylinder transmits hydraulic power extension cycle.
through the rack and pinion mechanism which steers the wheels.
NLG Tires
The sliding tube is made of steel and is connected to the rotating tube by
The radial type tires or conventional type tires are installed on the gear.
torque links.
The dimensions of these tires are 30 x 8.8 -15 and 30 x 8.8 R15.
The shock absorber includes 2 centering cams which engage with each
other after take-off of the aircraft. This causes the wheels to return to the
center position before gear retraction.
Drag Strut and Lockstay Assembly
The folding drag strut assembly with a lockstay locks the gear leg in the
extended position. At the top of the assembly is a forestay, made of aluminum,
and at the bottom a tubular arm made of steel. The forestay and the tubular
arm are connected by a universal joint. This assembly gives primary bracing.
The lockstay assembly gives secondary bracing.
The lockstay assembly includes two parts connected by a spherical bearing:

- the upper link made of forged aluminum alloy, which hinges on the leg,
- the lower link made of forged steel.
The forestay of the primary bracing assembly hangs on the aircraft from two
trunnions in the same way as the gear leg. Some hinge points include spherical
bearings to permit movement to allow for deformation.
A hydraulic cylinder on the nose gear lockstay locks and unlocks both brace
assemblies in Normal operation.

NOSE GEAR AND DOORS
32-20
Figure 30 Nose Gear

NOSE GEAR AND DOORS
32-20
THIS PAGE INTENTIONALLY LEFT BLANK


NOSE GEAR AND DOORS
32-20
Figure 31 Nose Gear - Side View

NOSE GEAR
32-20
NOSE GEAR SHOCK ABSORBER

General Nose Wheel Steering Control
The shock absorber is of the single chamber type without a separator piston Refer to 32-51 for the description of the control system.
and is double acting. Towing is possible through a range of 95 degrees without disconnection of the
The shock absorber is filled with hydraulic fluid (MIL-H 5606) and nitro- torque links.
gen through a single standard servicing valve at the upper part of the leg. Any possible leakage of the steering actuating cylinder can be detected by
A Hole is included in the leg to show possible leaks from the dynamic seal of means of a drainage hole at the bottom of the leg.
the shock absorber. The dynamic seal is located at the top part of the shock The steering actuating cylinder is parallel to the aircraft centerline to keep to a
absorber (between the plunger tube and the sliding rod). The dynamic seal is minimum the risk of damage by tire tread shedding.
therefore in a protected area which is not subjected to side loads during ground
The towing lug is designed to shear if a towing load of more than the limit
maneuvers.
occurs. This prevents the risk of damage to the sliding rod.
It is possible to remove the shock absorber without drainage of the hydraulic
fluid (removal of retaining ring at upper part of leg).
Main data :
- total travel : 430 mm
- filling pressure : 19 bars
- threshold load : 1350 daN
- volume of fluid : 6.2 liters
A placard bonded to the leg shows the filling curves. These curves
show whether the shock absorber is at the correct pressure for the
standout length of the sliding rod.
The shock absorber includes 2 centering cams, one is part of the plunger tube
and the other is part of the sliding tube.
When the shock absorber is fully extended the pressure of the nitrogen causes
the cams to engage.
The wheels then return automatically to the center position.

NOSE GEAR
32-20

Figure 32 Nose Gear Shock Absorber - Section
NOSE GEAR
32-20
Figure 33 Nose Gear Steering Actuating Cylinder - Schematic

NOSE GEAR
32-20
B
Figure 34 Nose Gear - Steering Cylinder and Gear Boxes

NOSE GEAR
32-20


NOSE GEAR
32-20
Figure 35 Nose Gear Shock Absorber - Schematic and Details

NOSE GEAR
32-20
SERVICING

NOSE GEAR
32-20
CHARGING VALVE
Figure 36 Nose Gear - Pressure/Extension Graph

NOSE GEAR
32-20
Drag Strut Assy and Lockstay-Downlock Indicating

(1) The lockstay assembly controls alignment of the folding drag strut.
(2) The stable position of the lockstay assembly is set overcenter (approx.
13 mm) to give added safety in the downlocked position.
(3) Within this range, downlock indicating is given by 2 proximity detectors.
Each proximity detector is installed on two separate brackets.
(4) If rupture of the internal stop in the lockstay occurs, movement of the
lockstay is limited by the internal stop of the lockstay downlock actuator.
(5)The lockstay downlock actuator includes a fluid metering device which slows
down alignment of the struts at the end of extension of the gear. This
decreases loads caused by downlocking of the gear.
(6) If failure of the lockstay hydraulic cylinder occurs, two springs help
downlocking. Each spring puts a load of 43 daN on the lockstay.
(7) On the ground, a safety pin prevents accidental release of the gear. This
safety pin locks the two arms of the lockstay. It is only possible to put the pin
into the two arms if the lockstay is in the locked position.

NOSE GEAR
32-20
Figure 37 Nose Gear - Lockstay Assembly

NOSE GEAR
32-20
INSTALLATION OF THE SAFETY DEVICES ON THE NOSE GEAR

WARNING: PUT THE SAFETY DEVICES AND THE WARNING NOTICES
IN POSITION BEFORE YOU START A TASK ON OR NEAR:
WARNING: MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN
Safety Precautions
(1) Put the safety barriers in position.
(2) Put a warning notice in position to tell persons not to operate the landing
gear or the landing gear doors.
(3) Make sure that the wheel chocks are correctly installed.
Procedure
Installation of the Safety Device on the Nose Landing Gear
WARNING: MAKE SURE THAT, IF THE LANDING GEAR DOORS ARE
OPEN, THEY ARE SAFETIED BEFORE YOU INSTALL THE
LANDING GEAR SAFETY-DEVICES. IF THE LANDING
GEAR DOORS ARE OPEN BUT NOT SAFETIED THERE IS
A RISK THAT THEY CAN CLOSE AND CAUSE INJURY.
To install the NLG safety lock:
(a) If a landing gear door is open, make sure:
- the ground door-opening handle is in the open position
- the ground door-safety locks are installed.

(b) Make sure that the holes in the NLG lock stay are aligned.
(c) Make sure that the PIN-NLG DOWNLOCK SAFETY is in a clean and
correct condition.
(d) Install the PIN-NLG DOWNLOCK SAFETY in the holes in the NLG
lock stay.
(e) Make sure that the flag is in view.

NOSE GEAR
32-20
Figure 38 Nose Landing Gear - Safety Pin

NOSE GEAR DOORS
32-20
NOSE GEAR DOORS

The doors of the nose landing gear include : Leg Door
- 2 fwd doors operated by a hydraulic actuating cylinder, This door is attached at three points to the rear part of the gear leg. When the
- 2 aft doors connected by a rod to the gear and a leg door attached to the gear is retracted, this door closes off the area through which the drag strut
rear part of the gear leg. passes when the gear is extended.
- 1 leg door closes the nose gear well when the gear is retracted. This door includes two rollers. The main doors come against these rollers when
the door closes after the gear retraction.
Main Doors
(1) The two main doors, which are symmetrical in relation to the centerline of
the aircraft, close the gear well along much of its length.
Each door hangs from three points on the structure of the aircraft. These two
doors are connected mechanically to the aircraft by a linkage which has two
control rods connected to the same bellcrank. This bellcrank is installed at the
roof of the landing gear well and is operated by one double-acting actuating
cylinder (opening and closing of the doors).
In the closed position an uplock assembly latches the doors.
(2) A by-pass valve, manually controlled by a lever releases the uplock latch
on the ground. After the latch is released, the doors open under the effect of
gravity.
The doors are closed by the hydraulic system after the lever is put in the nor-
mal position.
(3) Proximity detectors provide a signal when the doors are in the open posi-
tion. The doors must be in this position to permit the gear to operate. Each
door is equipped with two proximity detectors installed on separate brackets.
Aft Doors
The two aft doors are symmetrical and hang from two points on the structure of
the aircraft.
These two doors are also connected by an adjustable rod to the gear leg.
These two doors close the aft part of the nose gear well when the gear is re-
tracted.
When the gear is extended, the doors remain open.

NOSE GEAR DOORS
32-20
Figure 39 Nose Gear Doors

NOSE GEAR DOORS
32-20
NOSE GEAR DOORS - GROUND DOORS OPENING

WARNING: MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE (5) Make sure that the nose gear doors are open and downlocked.
IN POSITION ON THE LANDING GEAR.
NOTE: IT IS POSSIBLE THAT THE NOSE GEAR DOORS DO NOT OPEN
WARNING: MAKE SURE THAT THE CONTROLS AGREE WITH THE FULLY BECAUSE OF THEIR WEIGHT. YOU MUST HELP THEM
POSITION OF THE ITEMS THEY OPERATE BEFORE MANUALLY AT THE END OF THE TRAVEL.
YOU PRESSURIZE A HYDRAULIC SYSTEM. Lock the NLG doors in the open position
Aircraft Maintenance Configuration (1) Install the SAFETY PIN - NLG DOOR in the rigging holes of the left and
right nose gear doors.
(1) In the cockpit, on the center pedestal, make sure that the free-fall control
handle is in the normal position.
(2) Make sure that the LANDING GEAR CONTROL LEVER is set to DOWN.
Safety Precaution
(1) Put the warning notice in position to tell persons not to operate the nose
landing gear.
(2) Put the safety barriers in position to prevent access to the travel ranges of
the nose gear door.
NOTE : You can open the door on the ground with :
- the Green reservoir and the Green hydraulic system depressurized
- the Green reservoir and the Green hydraulic system pressurized.
Procedure
Open the NLG doors
WARNING: FOR SAFETY STAND AFT OF THE GEAR LEG WHEN YOU
OPERATE THE GROUND OPENING CONTROL OF THE
DOOR. CAREFULLY READ THE PLACARD ON THE LEG
DOOR BEFORE YOU OPEN THE NOSE GEAR DOORS.
(1) Remove the quick release pin from the pusher of the ground door-opening
handle.
(2) Push the pusher and move the ground door-opening handle from
the closed position to the opening position.
(3) Release the pusher and make sure that the ground door-opening handle is
locked in the opening position.
(4) Install the quick release pin in the pusher of the ground door-opening
handle to prevent its operation.

NOSE GEAR DOORS
32-20
Figure 40 Nose Gear Doors - Ground Opening

NOSE GEAR DOORS
32-20
Installation of the Safety Devices on the Nose Landing Gear Doors
WARNING : PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN
POSITION BEFORE YOU START A TASK ON OR NEAR:
WARNING : MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.
Aircraft Maintenance Configuration

Open the NLG doors.
Procedure
Installation of the Safety Devices on the Nose Landing Gear Doors
To install the NLG safety devices
(a) Make sure that the holes in the NLG doors and the hinges are aligned.
(b) Make sure that each SAFETY PIN - NLG DOOR is in a clean and correct
condition.
(c) Install a SAFETY PIN - NLG DOOR through the holes in each NLG door
and hinge.
(d) Make sure that the flag is in view.

NOSE GEAR DOORS
32-20
Figure 41 Nose Landing Gear Doors - Safety Devices

EXTENSION AND RETRACTION
32-30
32-30 EXTENSION AND RETRACTION

GENERAL
The extension and retraction system extends and retracts the landing gear When the uplocks release, gravity extends the L/G doors and the L/G. Springs
(L/G). The system is divided into two sub-systems: pull the downlock-links of the L/G into the locked position and the L/G doors
- the Normal Extension and Retraction System stay open.
- the Free Fall Extension System. When you put the free-fall extension control-handle to the NORMAL posi-
tion and set the L/G control handle to DOWN:
A. Normal Extension and Retraction - the main doors close
The normal extension and retraction system is used to extend and retract the - the system is set to the normal extension and retraction mode.
landing gear. The system is electrically controlled and hydraulically oper-
ated. The hydraulic supply is from the Green hydraulic power system. A Land-
ing Gear Control and Interface Unit (LGCIU) controls the sequence of opera-
tions.
The L/G control lever (6GA) operates the extension and retraction of the land-
ing gear. It is on the First Officers side of the center instrument panel.
The two control and position-sensing systems each have a LGCIU, proximity
sensors and targets.
B. Free Fall Extension
If the normal extension and retraction system is not servicable, you can oper-
ate the free-fall extension system. It extends the nose landing gear (NLG) and
the main landing gears (MLG) by gravity. The system is mechanically operated
by cables, rods, and levers, used to make the necessary extend selections.
The free-fall extension control-handle operates the L/G mechanically and is on
the rear of the center pedestal.
When you operate the free-fall extension control-handle, it releases the
uplocks on:
- the main landing gear doors
- the nose landing gear doors
- the main landing gears
- the nose landing gear.
A mechanically-operated valve isolates the hydraulic supply. To prevent ca-
vitation and hydraulic locks, other mechanically-operated valves let fluid move
in the hydraulic components of the normal extension and retraction system.

32-30
Figure 42 Extension/Retraction Controls and indication

32-30
NORMAL EXTENSION AND RETRACTION

General
The Landing Gear (L/G) normal extension and retraction system has electrical
control and hydraulic operation, to extend and retract the Main Landing Gear
(MLG) and doors (Ref. 32-10-00) and the Nose Landing Gear (NLG) and
doors (Ref. 32-20-00). It divides into these parts:
- an electrical system
- a hydraulic system
- the mechanical components.
The electrical control system has:
- a L/G control-lever
- two Landing Gear Control and Interface Units (LGCIU)
- a gear electro-hydraulic selector valve
- a door electro-hydraulic selector valve
- a L/G electro-hydraulic safety valve
- 32 proximity sensors and their related targets
- a set of indicator lights (Ref. 32-61-00).
The electrical control system has two sub-systems, SYSTEM 1 and SYSTEM
2 which operate independently of one another. Each sub-system has:
- a LGCIU
- 16 proximity sensors (and their related targets)
- isolated electrical supplies.
The SYSTEM 1 gets electrical power from the Essential busbar and the
SYSTEM 2 gets electrical power from the Normal busbar.

32-30
GREEN HYDRAULIC SUPPLY
ADR 1 < 260 kts

OR ADR 3 < 260 kts
SAFTEY VALVE MLG ON GRD
PROXIMITY AND
DETECTORS
L/G LEVER DOWN
OR
self maintained
CUT-OUT VALVE
LGCIU 1 MECHANICAL CONTROL
ECAM
LGCIU 2
ECAM
GRAVITY EXTENSION
PROXIMITY DOOR GEAR

DETECTORS SELECTOR SELECTOR
VALVE VALVE
NOSE & MAIN

DOORS GEARS
Figure 43 Extension/Retraction Schematic

32-30
NORMAL EXT. AND RET. SYSTEM COMPONENT LOCATION


32-30
Figure 44 NLG - Component Location

32-30
Figure 45 Main Landing Gear and Doors - Component Location

32-30
Figure 46 MLG - Component Location

32-30
ELECTRICAL SYSTEM
The electrical system controls the operation of the L/G extension and retrac- - each L/G uplock
tion sequences. The system has two independently connected sub-systems, - each L/G downlock
identified SYSTEM 1 and SYSTEM 2, that are electrically isolated from each
- each L/G door uplock
other. Each sub-system contains an LGCIU and 16 proximity sensors. Each
sub-system connects to: - each L/G door (open position).
- the L/G control lever (6GA) The L/G control lever has two positions, UP to retract the L/G, and DOWN to
extend the L/G. Signals are sent to the LGCIUs when a selection is made. The
- the L/G door selector valve (41GA)
L/G control lever has a baulk device which stops movement of the lever to the
- the L/G selector valve (40GA) UP position, when the aircraft is on the ground. The LGCIU (in control) sends a
- the L/G isolation safety valve (49GA). signal to release the baulk device, to let the L/G control lever move (to the UP
The two LGCIU’s (which are the same) are identified LGCIU1 and LGCIU2, position).
and can be in either SYSTEM 1 or SYSTEM 2. The LGCIU in SYSTEM 1 inde- The L/G isolation safety valve, the L/G selector valve and the L/G door selec-
pendently controls the operation of a circuit for the L/G downlock indicator tor valve are solenoid operated valves in the hydraulic system. Signals from the
lights. When an LGCIU is installed in SYSTEM 2 the independent circuits for LGCIUs control the operation of the selector valves. A signal from the Air Data/
the L/G downlock indicator lights are not used. Inertial Reference System (ADIRS) (Ref. 34-10-00) and the L/G control lever,
The LGCIU’s are continuously supplied with power, but only one LGCIU con- controls the operation of the safety valve.
trols the extension/retraction sequence at any one time. The control changes
from one LGCIU to the other after each retraction/extension cycle (when the
L/G control lever is moved away from the DOWN position) or when one LGCIU
becomes unserviceable.
The LGCIU is a computer which gets position signals from the proximity sen-
sors and the L/G control lever. It uses these position signals to set the L/G door
and the L/G selector valves in the correct position. The LGCIU calculates the
necessary door and gear configuration signals and compares them with the
configuration requested from the L/G control lever. It then sends the necessary
signals to operate the selector valves.
The LGCIU has secondary functions to:
- control the operation of the baulk solenoid in the L/G control lever
- supply L/G and door position and system configuration data to other systems
- interface with the Centralized Fault Display System (Ref. 31-30-00) and the
Central Warning System (Ref. 31-50-00)
- monitor the control circuits to find failures and do automatic tests (BITE).
The proximity sensors are electronic position indicators and are installed on the
mechanical components of each L/G. There are two sensors in each position.
One sensor sends signals through SYSTEM 1 and the other sends signals
through SYSTEM 2. The sensors show the configuration of these components:

32-30
Figure 47 Normal Extension and Retraction - Block Diagram

32-30
HYDRAULIC SYSTEM
The hydraulic system has: To open the L/G doors (for access on the ground) each L/G bay has a me-
- actuators that move the mechanical L/G components chanically-operated door-bypass valves. These valves isolate the door actua-
tor from the doors-close pressure-line and hydraulically connect the two sides
- electro-hydraulic valves to control the operation of the actuators
of the actuator together. This prevents movement of the doors if the system is
- mechanically operated valves to let the doors to be opened on the ground pressurized, and makes the system safe during maintenance. The doors will
- mechanically operated valves to operate the free fall extension system. only move, if the ground-opening-handle is moved to the closed position.
Each L/G has these actuators: To let the L/G extend (by gravity) the Free Fall Extension System has mechani-
- a L/G retraction-actuator cally operated cut-out and vent valves to prevent a hydraulic fluid lock in the
actuators.
- a L/G downlock actuator
The system also has safety valves and restrictor valves.
- a L/G uplock actuator
The safety valves keep hydraulic fluid upstream of the safety valve if a leak
- a door actuator
occurs downstream.
- a door uplock actuator.
The restrictor valves are installed in the selector valve and manifold assembly
Pressurized hydraulic fluid is sent to the actuators through the electro-hydrau- to control the rate of fluid flow through the L/G extend lines.
lic valves to move the related mechanical components. The electro-hydraulic
valves which follow are installed in the system:
- a L/G isolation safety valve 49GA
- a selector valve and manifold assembly 2524GM, which includes a L/G door
selector valve 41GA and a L/G selector valve 40GA.
The sequence of operations is controlled by the LGCIU.
The L/G isolation safety valve 49GA is a two-position valve that isolates the
L/G hydraulic supply from the Green hydraulic system, (when its solenoid is
de-energized). This stops extension of the L/G when the aircraft speed is more
than 264 kt to prevent damage.
The selector valve and manifold assembly 2524GM controls the flow of hydrau-
lic fluid to:
- the door open lines

- the door close lines
- the L/G extend lines
- the L/G retract lines.
The L/G door selector valve 41GA and the L/G selector valve 40GA operate
independently from each other.

32-30
Figure 48 Hydraulic Schematic - L/G DOWN, Doors CLOSED

32-30
NORMAL EXT. / RET. SYSTEM COMPONENTS
L/G Control Lever (6GA)

The L/G control lever is installed on the First Officers side of the center instru-
ment panel to control the L/G extension and retraction (normal extension and
retraction mode). The front face of the unit has a control lever and two arrows
identified ’UP’ and ’DOWN’.
The control lever has a knurled wheel on the end of an arm. The arm moves in
a slot in the face of the unit. Internal locks in the unit keep the arm in the fully
UP or the fully DOWN position. The arm moves switches inside the unit, which
supply electrical signals to the LGCIU’s.
A solenoid-operated baulk mechanism prevents an UP selection if the L/G
shock absorbers are not fully extended. The LGCIU‘s supply 28V DC to ener-
gize the baulk solenoid and release the mechanism, when the shock absorbers
are fully extended.
Internal white lighting shows through the UP and DOWN legends and the out-
line of the two arrows.
To operate the L/G control lever, you pull it away from the face of the unit. Then
move it to the UP or DOWN position. The lower part of the DOWN arrow
shows red when the aircraft is in a landing configuration (but the L/G is not
locked down).

32-30
Figure 49 Landing Gear Control-Lever

32-30
L/G Isolation Safety Valve (49GA)

The primary components of the valve are:
- a valve body
- a solenoid and electrical connector
- a pilot valve.
The safety valve is installed on a manifold in the RH MLG bay.
The pilot valve is a spool valve that is connected to the main valve body by two
screws.
The safety valve body has three ports that are identified A, B and C. The valve
body has holes to connect the ports and faces to install the solenoid and con-
nector.
The safety valve is an electrically-operated, two-position valve that isolates the
Green hydraulic supply to the L/G system. When the computed airspeed is
more than 264 kts the safety valve closes (solenoid de-energized). The safety
valve opens (solenoid energized) when the computed airspeed is less than 260
kts and the L/G control-lever is selected DOWN.
A signal from LGCIU-1 (5GA1) keeps the safety valve open during mainten-
tance. The LGCIU sends this signal when the LH and RH MLGs are com-
pressed or, when ground power is connected to the aircraft.
The safety valve gets its electrical supply from the essential busbar (401PP),
during maintenance it can be supplied from the ground service busbar
(601PP).
With the solenoid energized the pressure inlet A is connected to the supply out-
let C and the return outlet B is closed. This connects the Green hydraulic sys-
tem to the L/G system.
With the solenoid de-energized the pressure inlet A is closed and the supply
outlet C is connected to the return outlet B. This isolates the Green hydraulic
system from the L/G system.

32-30
Figure 50 Safety Valve

32-30
Selector-V alve Manifold-Assembly (2524GM)

The selector valve manifold assembly is an electrically-operated hydraulic unit (2) Restrictor Valve (2538GM)
that controls the flow of hydraulic fluid to and from the L/G hydraulic compo- The restrictor valve decreases the fluid pressure to reduce the MLG extension
nents. The primary components of the unit are: speed. When the MLG is retracted the restrictor valve lets the return fluid flow
- a manifold 2524GM which contains a restrictor valve 2538GM, and a check fully.
valve 2537GM
(3) Check Valve (2537GM)
- two selector valves 41GA and 40GA. The selector valve 41GA controls the
operation of the L/G doors and the selector valve 40GA controls the operation The check valve maintains the supply pressure to the door actuator when the
of the L/G. L/G is in operation.
The two selector valves are mounted on the manifold block. Each valve has An arrow on the body shows the direction in which the fluid flows.
two operating solenoids, each with two coil windings, one for each of the L/G
(4) Selector valve 41GA, 40GA
control sub-systems.
The selector valve is a three-position electrically-operated valve and has:
When electrical or hydraulic power is not available the solenoids are de-ener-
gized and the spool is centralized by spring tension. - two solenoids A and B
- two pilot valves
(1) Manifold Block - a spool valve, which contains a spool, a sleeve and two springs.
The manifold has drillings which connect to external ports and hydraulic con-
Each solenoid, A and B, has two coil windings. Each coil winding is indepen-
nectors. Other drillings connect specified ports together. The manifold has two
dently connected to two electrical connectors identified SYSTEM 1 and SYS-
faces on which the selector valves are installed. The faces have fluid ports
TEM 2. Usually only one circuit is used, but either circuit operates the sole-
which connect to the selector valve ports (annuli).
noids if the other is not available.
To centralize the spool, hydraulic pressure is supplied to the pressure port and
When energized, each solenoid moves a plunger which operates a spool-type
passes through annuli 3 and the pilot valve to both end caps. Clearances be-
pilot valve. The pilot valve opens or closes a hole that connects to one end of
tween the spool lands and the main valve annuli 2 and 4 connects the service
the spool valve.
ports to the return port.
The spool valve has a sleeve in which a spool moves. Two springs keep the
(a) Solenoid
spool in the center position of the sleeve when there is no pressure in the
When the door solenoid ’A’ is energized, the ball valve moves away from its valve.
seat to close the pilot valve orifice. Hydraulic fluid is then sent through annuli 5
to return. Because the pressures in the end caps are different, the spool moves
to the right to open annuli 4. Ports ’D’ and ’L’ are connected to the pressure
supply directly across the open spool. The return from the service ports ’C’ and
’K’ goes through annuli 2 and annuli 1 to the return gallery. The return gallery
connects to annuli 5 and the pressure return line. When the door solenoid ’A’ is
de-energized and hydraulic pressure is available the ball valve is moved on to
its seat to close the valve. This stops the flow of return fluid and hydraulic fluid
is sent through the pilot valve to the end cap. The spring tension and fluid pres-
sure return the spool to the central position. Both of the solenoids operate in
the same way.

32-30
Figure 51 Selector Valve Manifold Assembly

32-30
NLG Door Closing/Opening Safety Valves (2629GM, 2630GM)

The safety valve is installed in the open and close lines between the NLG When the NLG door-actuator is operates it momentarily increases the hydrau-
door-actuator and the L/G door selector-valves. The safety valve closes the lic flow rate and causes cavitation in chamber A. When this happens, the
line if there is a hydraulic leak. spring returns the slide valve to the open position. The safety valve will stay in
The safety valve will only operate at a flow rate equal to or greater than the closed position even when the supply pressure decreases to that of the
11 ltr/min. Green system reservoir.
To reset the safety valve it is necessary to depressurize the Green system res-
(1) Valve Body ervoir or to open the bleed screw installed on the end of the safety valve.
The valve has a body with two hydraulic ports B and C. The body is machined
and holds the slide valve and valve seat. The end fitting (installed in the upper
end of the body) holds:
- the jet
- the spring
- the spring seat
- the spring pin
- the bleed screw.
The slide valve has drilled ports to let the hydraulic fluid move through the
valve. The wire installed on the spring pin goes through the jet to prevent it
from being blocked.
The spring pushes against the spring seat to keep the valve in the open posi-
tion.
The valve seat is installed at the lower end of the valve body and is held in
position by a screwed ring sealed by packing rings.
(2) Hydraulic Fluid

In normal operation, the hydraulic fluid goes into port B, passes through the
slot in the slide valve and goes out through port C. When a leak occurs down-
stream of the safety valve (with a flow rate greater than 11 litre/minute) the slot
in the slide valve stops the increase of flow. This causes the valve to begin to
close. At the same time the spring is compressed and cavitation is formed in
chamber A, which slows the movement of the slide valve.
The hydraulic fluid passes through the small hole in the slide valve and fills
chamber A. When the chamber A is full the effect of the cavitation is removed
and the valve closes. The speed at which chamber A fills controls the speed at
which the valve will operate.

32-30
Figure 52 NLG Doors Closing/Opening Safety Valve

32-30
MLG Actuating Cylinder (2503GM,2504GM) (c) Restrictor Valve

The restrictor valve is closed by hydraulic fluid flow when the L/G is operated.
(1) Description This decreases the flow of fluid and controls the speed of the piston rod. Near
The MLG actuating cylinder is installed on the main fitting at the piston rod end. the end of the piston rod travel the piston closes a control orifice. This causes:
Two lugs attach the body of the actuating cylinder to the wing rear spar. - the remaining fluid to return through the closed restrictor valve to the hydrau
The actuator is operated hydraulically and has rate control devices. The pri- lic system return.
mary components of the unit are: - an increase in pressure (on the return side of the piston) which damps the
- a cylinder end of the piston rod travel.
- a piston rod The shape of the piston causes a smooth increase in the damping effect.
- two valve housings.
The cylinder contains the piston rod and a sealed piston head. Each valve (2) Operation
housing contains a restrictor and a restrictor valve. The restrictor decreases the (a) Retraction Sequence (start)
flow of fluid in each direction and the restrictor valve decreases the flow of fluid When the piston rod is in the extended position, the piston covers the control
out of the cylinder. orifice of the restrictor valve at the piston rod end. The increased internal diam-
(a) Actuating Cylinder eter of the cylinder prevents the orifice of the one-way restrictor being totally
covered.
The body of the actuating cylinder has a housing bolted to each end that are
connected by an external pipe. Each housing contains a restrictor and a restric- When a selection is made to retract the piston rod, port A is open to the hy-
tor valve. These components control: draulic system pressure and port B to the hydraulic system return. The hydrau-
- the speed at which the actuating cylinder operates lic fluid enters port A and pressure is transmitted directly to the valve housing
- the end of travel damping, which occurs in each direction of travel. at the piston rod end. The fluid cannot go through the control orifice, so the
To give protection against the high fluid pressures (caused during end of travel valve of the one-way restrictor is moved to permit full fluid flow. The initial pis-
ton movement is slow because the control orifice of the restrictor valve is
damping) the walls of the actuating cylinder are thicker at the piston rod end.
closed by the piston.
(b) Piston Rod
Once the piston has moved past the control orifice of the restrictor valve, the
The piston rod moves in the cylinder assembly and has: flow is increased and the piston accelerates.
- a plug at the internal end
(b) Damping (start)
- an integral eye-end (with a spherical bearing) at the external end
- a vent valve. At the other end of the retraction actuator, the hydraulic system return fluid
goes through the piston end valve housing to port B. The fluid is forced through
If pressurized fluid gets into the piston rod, the vent valve blows out and pre-
vents an increase in pressure in the piston rod. To prevent corrosion a small the control orifice of the restrictor valve and the orifice of the one-way restrictor
quantity of hydraulic fluid is put into the piston rod during assembly. valve, which is moved to decrease the fluid flow. As the piston covers the con-
trol orifice, the fluid flow by this path is reduced and finally stopped. Fluid which
With hydraulic pressure supplied to: returns through the one-way restrictor, causes a pressure build-up in the pis-
- the full area side of the piston, the piston rod extends and retracts the MLG ton end of the actuator. This decelerates the piston movement and dampens
- the annular side of the piston, the piston rod retracts and extends the MLG. the end of travel stroke.
The piston rod range of travel is controlled by: (c) Extension (start)
- the side stay during the MLG extension cycle
Both restrictor valve sub-assemblies on the retraction actuator are similar in
- the uplock during the MLG retraction cycle.
operation. This means that the extension of the actuator is opposite to the re-
traction

32-30
Figure 53 MLG Actuating Cylinder and Schematic

32-30
NLG Actuating Cylinder (2527GM)

(1) Description annuli is connected to the actuator-supply port. The other annuli contains the
The NLG actuating-cylinder is a two-acting type. The body has a valve hous- restrictor.
ing at each end, each of which contains a restrictor. Two annuli in the body, aligned with two annuli in the cylinder, provide the hy-
The actuating cylinder assembly contains these components: draulic connection between the components.
- a piston-rod assembly (d) Retraction Body
- a cylinder assembly The body assembly contains a hydraulic union and an annuli. The annuli con-
tains a restrictor.
- a rod extension body
An annuli in the body, in line with an annuli in the cylinder, provides the hydrau-
- a rod retraction body
lic connection between the components.
- the hydraulic external fittings.
(e) External Hydraulic Fittings
(a) Piston-Rod Assembly
The actuating-cylinder extension-body has connections for the extension and
The piston-rod assembly has: retraction hydraulic-fluid supply-hoses. The extension and retraction bodies
- a rod which moves in a spherical bearing are connected together by a hydraulic pipe. This pipe is attached to the cylinder
- a piston with a seal. assembly.
The piston is connected to the rod by a lockwasher and a nut, which are locked (2) Operation
by a bolt and a nut. The piston has a ring which prevents any sideways move-
(a) Retraction
ment of the piston on the rod.
To retract the NLG, pressurized hydraulic fluid goes through the restrictor into
The piston movement is kept within specified limits by a seal, and preformed
the annular side of the actuating-cylinder. This causes the piston rod to retract
packing and back-up rings.
to move the NLG. The hydraulic fluid on the other side of the piston goes to the
(b) Cylinder Assembly hydraulic system return through the main return orifice and the restrictor. As
The cylinder assembly has: the piston gets near to the end of its travel, it closes the return orifice in the ac-
- a cylinder tuating cylinder. This decreses the flow of hydraulic fluid to the hydraulic sys-
tem return, which damps the end of piston-rod travel.
- a spherical bearing
(b) Extension
- a bearing
During the extension of the NLG, the aerodynamic loads, and the weight of the
- a retaining ring
NLG, cause the NLG to extend. The restrictor on the annular side of the piston
- a plate. decreases the return flow of the fluid from the actuating-cylinder. This causes a
The cylinder has a spherical bearing at one end that connects the cylinder to damping-pressure on the annular side of the piston and thus controls the rate
the aircraft structure. The bearing, with a seal and scraper, is held in the oppo- of NLG extension.
site end of the cylinder by a ring and plate. A restrictor valve (2691GM) in the L/G Hydraulic System keeps a limit on the
The exterior of the cylinder contains ports for the hydraulic connections. damping-pressure. To do this, the valve decreases the flow of pressurized fluid
(c) Extension Body to the extend side of the actuating-cylinder.
The extension body is installed on the upper end of the actuating cylinder. The
body has three hydraulic unions and contains two internal annuli. One of these

32-30
Figure 54 NLG Actuating Cylinder and Schematic

32-30
MLG Door Actuating Cylinder (2523GM, 2522GM)

(1) Description (2) Operation
The door actuator is a hydraulic actuator with rate control devices. The piston (a) Doors Closed
and piston rod are contained in a cylinder. A damping piston, on each side of When main gear doors ’closed’ is selected, hydraulic fluid from port B passes
the piston, goes into a damping bore at the end of the extend and retract through the restrictor and the damping holes. The hydraulic pressure is applied
strokes. to the piston flange and the annular face of the piston. The piston retracts
The door-actuating cylinder attaches to the center-fuselage keel-structure at slowly (due to the restricted fluid flow) until it opens the second damping hole
the fixed end, and to the hinged door at the piston end. which increases the piston speed. The speed increases until the piston is free
(a) Actuating Cylinder of the damping chamber.
The actuating cylinder has a: (b) Doors Open
- cylinder assembly When main gear doors ’open’ is selected, hydraulic fluid from port A passes
through a restrictor and the axial feed slots. At the same time the hydraulic fluid
- restrictor housing
passes through the damping holes.The piston then extends slowly due to the
- piston. restricted fluid flow. Piston speed increases until the piston goes into the gland-
The cylinder assembly has a cylinder closed at one end by a fixed end fitting. housing damping chamber.
At the other end it is closed by a gland housing and a piston. The fixed end fit- (c) Damping
ting and the gland housing are internally machined to form damping chambers.
The end of stroke damping occurs in the two directions. The damping effect
The piston is shaped to fit inside the damping chambers, at the end of the as-
occurs when the piston head goes into the damping chamber, which causes
sembly.
the removed fluid to pass through the damping holes. On extension, the damp-
(b) Damping Chamber ing effect increases when one damping hole is closed by the piston.
The damping chamber in:
- the fixed end fitting has two diametrically opposite damping holes and two
diametrically opposite axial feed slots
- the gland housing has two damping holes that are axially displaced to provide
progressive damping.
The restrictor housing is installed on the fixed end fitting. It has two port con-
nectors that contain restrictors to control fluid flow. A service line connects port
B on the restrictor housing to the gland housing.
The actuating cylinders range of travel is controlled by:

- the door stops and the door uplock when the door closes
- an internal stop (the piston head touches the internal face of the gland hous-
ing) when the door opens.

32-30
Figure 55 MLG Door Actuating Cylinder and Schematic

32-30
NLG Door Actuating Cylinder (2531GM)

(1) Description
The door actuator is a hydraulic actuator with rate control devices. The piston
and piston rod are contained in a cylinder. The shape of the internal bore, the
position of the return orifices, and the restrictor valve, control the damping.
(a) Actuating Cylinder
The NLG door actuating-cylinder is a two-acting type. A valve-housing on the
body of the actuating-cylinder contains a check-valve. The movable part of the
check-valve has a slot in the face that touches the valve seat.
The actuating-cylinder connects:
- the door control-rod bellcrank at the piston-rod end
- the roof of the landing gear bay at the fixed end.
(b) Restrictor
An in-line restrictor (2536GM) is installed in the line to the annular side of the
actuating cylinder. It controls the speed at which the piston-rod operates.
The actuating cylinders range-of-travel is controlled by:
- the NLG door uplock as the NLG doors close
- an internal stop as the NLG doors open.
(2) Operation
(a) Doors Close
With the NLG doors set to CLOSE, the pressurized hydraulic fluid goes into the
annular side of the actuating-cylinder. The piston-rod retracts and closes the
NLG doors. On the other side of the piston, the hydraulic fluid goes to return
through the main return orifice and the slot in the closed check-valve. Near the
end of the piston-rod travel, the piston closes the main return orifice. This
causes a large decrease in the flow of fluid to return, which damps the end of
the piston-rod travel.
(b) Doors Open
With the NLG doors set to OPEN, the aerodynamic loads help the doors to
open. The restrictor (2536GM) decreases the return flow of fluid from the actu-
ating-cylinder . This causes a damping-pressure on the annular side of the pis-
ton to control the speed at which the NLG doors open. The restrictor-valve
(2535GM) keeps a limit on the damping-pressure. To do this, the valve de-
creases the flow of pressurized fluid to the extend side of the actuating-cylin-
der.

32-30
Figure 56 NLG Door Actuating Cylinder and Schematic

32-30
MLG Uplock (2509GM,2510GM)

The MLG uplock is a mechanical device that automatically locks the main gear (a) Gear Extend
in the retracted position. The uplock is closed mechanically and opened hy- To move the L/G to the extended position, the L/G selector-valve is energized.
draulically in the normal extension and retraction mode. The uplock can also be Hydraulic pressure is then applied through port A. This extends the piston and
opened mechanically in the free fall extension mode (Ref. 32-33-00). The pri- compresses the actuator spring. The piston strikes the latch assembly, which
mary components of the uplock are: pivots to release the bearing from the hook cam. The hook opens due to the
- a casing tension springs and L/G pin forces, and contacts the stop bolt. When the L/G
- a hydraulic actuator has fully extended, the two hydraulic ports are opened to system return and the
actuator spring releases the piston.
- two proximity sensors with their related targets
(b) Gear Retract
- a locking mechanism
To lock the L/G in the retracted position, the L/G selector-valve is energized.
- a free-fall mechanical-release mechanism.
Hydraulic pressure is applied through port B, to make sure that the piston is
(a) Casing fully released. The L/G retracts and the L/G pin strikes the upper hook jaw.
The casing has two halves, which are connected by bolts. The hydraulic actua- This causes the hook to pivot and the bearing to move across the hook cam
tor has a piston, and is connected to the casing. A spring keeps the piston re- face. When the hook contacts the stop bolt, the tension springs pull the latch
tracted when there is no hydraulic pressure. The actuator has two hydraulic assembly over the hook cam, this locks the L/G in position.
ports A and B. The casing has two holes for rigging pins and are positioned for (c) Proximity Sensors
these functions:
During the operation of the locking mechanism, the target to proximity sensor
- one pin hole is for a rigging check of the position of the mechanism for the relationship changes. This positional change causes an uplock ’locked’ or ’un-
Free Fall Extension System locked’ signal to be supplied to the LGCIU’s.
- one pin hole locks the uplock in the closed position and is for a rigging check (d) Hydraulic Failure
of the proximity sensors.
When hydraulic pressure is not available, the uplock is released by mechanical
(b) Proximity Sensors operation of the release lever (free-fall system). When the free-fall extension-
The proximity sensors are attached to the casing and the targets to the latch handle is rotated, the splined shaft rotates. Rotation of the splined shaft causes
assembly. They continuously supply an independent electrical signal to show the release lever to release the bearing from the hook cam. The hook opens
the uplock configuration (uplock closed = ’target near’ or uplock open = ’target due to the tension springs and L/G pin-forces.
far’). The reset of the extension handle, resets the release lever (free-fall system),
The primary components of the locking mechanism are a latch assembly and a which returns the uplock to its ’normal’ open position.
hook. The latch assembly has a bearing and two targets. The bearing turns on
a pin at its center, as do the latch assembly and the hook. Tension springs con-
nect the latch assembly to the hook. The hook has a cam which touches the
bearing.
The mechanical release mechanism has a release lever which is connected to
a splined drive shaft. This drive shaft connects to the Free Fall Extension Sys-
tem (Ref. 32-33-00).
The uplock is connected to the airframe by a rod end and two suport lugs.

32-30
Figure 57 MLG Uplock and Schematic

32-30
NLG Uplock (2530GM)

The NLG uplock is a mechanical device that automatically locks the NLG in the (a) Gear Extend
retracted position. The uplock is closed mechanically and opened hydraulically To move the L/G to the extended position, the L/G selector-valve is energized.
in the normal extension and retraction mode. The uplock can also be opened Hydraulic fluid goes through port ’A’ which extends the piston and compresses
mechanically in the free-fall extension mode. The primary components of the the actuator spring. The piston strikes the lock lever, which pivots and releases
uplock are: from the hook cam. The hook opens due to return spring and L/G pin forces.
- a casing The two hydraulic ports are opened to system return, and the actuator spring
- a hydraulic actuator releases the piston. When the L/G has fully extended, the hydraulic ports open
(to system return) which causes the actuator spring to retract the piston.
- two proximity sensors and their related targets
(b) Gear Retract
- a locking mechanism
To lock the L/G in the retracted position, the L/G selector-valve is energized.
- a free-fall mechanical-release mechanism.
Hydraulic pressure is applied through port ’B’, to make sure that the piston is
(a) Casing fully retracted.
The casing has two halves which are connected with bolts. The hydraulic ac- The L/G retracts and when the L/G pin strikes the upper hook jaw, it causes the
tuator has a piston, and is connected to the casing. A spring keeps the piston hook to pivot to the closed position. The lock lever return spring causes the
retracted, when there is no hydraulic pressure. The actuator has two hydraulic lock lever to pivot and engage the hook cam. This locks the hook in the closed
ports A and B. position.
Two internal attachment lugs are used to install the uplock to the airframe. During the operation of the lock mechanism, the target to proximity sensor
A rigging pin hole is provided for initial installation and subsequent adjustment position changes. This positional change causes an uplock ’locked’ or ’un-
of the free fall system. locked’ signal to be supplied to the LGCIU’s.
(b) Proximity Sensors When hydraulic fluid pressure is not available, the uplock is released by the
Two proximity sensors are attached to the casing and the targets are attached mechanical operation of the free-fall release-cam. When the free-fall exten-
to the lock lever. They continuously supply an independent electrical signal to sion-handle is rotated, it rotates the cam shaft. Rotation of the cam shaft
show the uplock configuration (uplock closed = ’target near’ or uplock open = causes the release cam to disengage the lock lever from the hook cam. The
’target far’). hook pivots open due to the return spring and land gear pin forces.
(c) Lock Mechanism The reset of the extension handle, resets the release cam, which returns the
uplock to its ’normal’ open position.
The primary components of the lock mechanism are a lock lever and a hook.
The lock lever has two bearings and two targets. Each bearing turns on a pin at
its center. The lock lever and the hook also turn on pins at their centers.
Springs tension the lock lever and the hook. The hook has a cam which
touches the lower bearing on the lock lever.
The mechanical release mechanism has a release cam attached to a splined
drive shaft. This shaft connects to the Free-Fall Extension System.

32-30
Figure 58 NLG Uplock and Schematic

32-30
MLG Door Uplock (5224GA,5225GA) show the uplock configuration (uplock closed = ’target near’ or uplock open =
’target far’).
(1) Description In the open condition, the bearing on the latch assembly is against the top face
The MLG door uplock is a mechanical device that automatically locks the MLG of the hook cam. The tension springs hold the latch assembly and hook in this
doors in the closed position. The uplock is closed mechanically and opened position. The targets are not near the proximity sensors.
hydraulically in the normal extension and retraction mode. The uplock can also
be opened mechanically in Free Fall Extension and the Ground Door Opening (2) Operation
modes. The primary components of the uplock are: (a) Doors Open
- a casing To open the L/G doors, the L/G door selector-valve is energized. Hydraulic
- a hydraulic actuator pressure is applied through port A, which extends the piston and compresses
- two proximity sensors and their related targets the actuator spring. The piston strikes the latch assembly, which pivots to dis-
- a locking mechanism engage the roller from the hook cam. The hook opens, due to the tension
- a free fall mechanical release mechanism springs and door pin forces, and contacts the stop bolt. When the MLG doors
- a ground door opening release mechanism. are fully open, the two hydraulic ports open to system return and the actuator
The door uplock is attached to the airframe by two integeral mounting lugs. spring releases the piston.
(a) Casing (b) Doors Close
The casing has two halves which are connected by bolts. The hydraulic actua- To close and lock the L/G doors, the L/G door selector-valve is energized. Hy-
tor has a piston, and is attached to the casing. A spring keeps the piston re- draulic pressure is applied through port B, to make sure that the piston is fully
tracted when there is no hydraulic pressure. The actuator has two hydraulic released. The door closes and the door pin strikes the upper hook jaw. This
ports A and B. The casing has three holes for rigging pins which are used to: causes the hook to pivot and the roller to move across the hook cam face.
- lock the uplock in the closed position to do a rigging check of the proximity When the hook contacts the stop bolt, the tension springs pull the latch assem-
sensors bly over the hook cam, and locks the L/G door in position.
- permit a rigging check of the mechanism for the Free- Fall Extension System (c) Proximity Sensors
- permit a rigging check of the position of the mechanism for the Ground
During the operation of the locking mechanism, the target to proximity sensor
Door-Opening System.
position changes. This positional change causes an uplock ’locked’ or ’un-
(b) Locking Mechanism locked’ signal to be supplied to the LGCIU’s.
Primary components of the locking mechanism are a latch assembly and a (d) Mechanical Release
hook. The latch assembly has a roller and two (proximity) targets. Tension
When hydraulic fluid pressure is not available , the door uplock is released by
springs connect the latch assembly and the hook to the casing. The hook has a
mechanical operation of the manual release lever (free-fall system). When the
cam which touches the roller.
free-fall extension handle is rotated, it rotates the splined shaft. Rotation of the
(c) Release Mechanism splined shaft causes the release lever to disengage the roller from the hook
Each mechanical release mechanism has a release lever connected to a cam. The hook opens due to the tension springs and door pin forces.
splined drive shaft. One connects to the Free Fall Extension System and the The reset of the manual release lever returns the door uplock to its ’normal’
other to the Ground Door-Opening System. open condition.
(d) Proximity Sensors (e) Ground Door Opening
The proximity sensors are installed on the casing, and the targets are installed The ground-door opening-system uses a separate cam but operates identi-
on the latch lever. They continuously supply an independent electrical signal to cally to the free-fall system.

32-30
Figure 59 MLG Door Uplock and Schematic

32-30
NLG Door Uplock (2534GM)

(1) Description The mechanical release mechanisms have release cams attached to the
The NLG door uplock is a mechanical device that automatically locks the NLG splined drive shafts. The shafts connect to the Free Fall Extension System
doors in the closed position. The uplock is closed mechanically and opened (Ref. 32-33-00) and the Ground Door Opening System (Ref. 32-12-00).
hydraulically in the normal extension and retraction mode. The uplock can also
(2) Operation
be opened mechanically in the Free-Fall Extension and the Ground Door-
Opening modes. The primary components of the uplock are: (a) Doors Open
- a casing To open the L/G doors, the L/G door selector-valve is energized. Hydraulic
- a hydraulic actuator- two proximity sensors and their related targets pressure is supplied through Port A, to extend the piston and compress the
- a locking mechanism actuator spring. The piston strikes the lock lever, which pivots and disengages
- a free fall mehanical release mechanism from the hook cam. The hook opens due to return spring and NLG door pin
- a ground door opening release mechanism. forces.
Two integeral attachment lugs are provided to attach the uplock to the air- (b) Doors Close
frame. To close and lock the L/G doors, the L/G door selector-valve is energized. Hy-
Rigging pin holes are provided for initial installation and subsequent adjust- draulic pressure is supplied through Port B, to make sure that the piston is fully
ment of: released. The NLG doors close and when the door pin strikes the upper hook
- the free fall system jaw, it causes the hook to pivot to the closed position. The lock-lever return-
- the ground door opening system spring causes the lock-lever to pivot and engage the hook cam, which locks
- the proximity sensors. the hook in the closed position.
(a) Casing (c) Proximity Sensors
The casing has two halves which are connected by bolts. The hydraulic actua- During the operation of the locking mechanism, the target to proximity sensor
tor contains a piston and is connected to the casing. A spring keeps the piston position changes. This positional change causes an uplock ’locked’ or ’un-
retracted, when there is no hydraulic pressure. The actuator has two ports A locked’ signal to be supplied to the LGCIU’s.
and B. The casing has holes for rigging pins. (d) Hydraulic Failure
(b) Proximity Sensors When the hydraulic system is not available, the door uplock is released by the
The proximity sensors are installed on the casing, and the targets are installed mechanical operation of the free-fall release-cam. When the free-fall exten-
on the lock lever. They continuously supply an independent electrical signal to sion-handle is rotated, it rotates the cam shaft. Rotation of the cam shaft
show the uplock position (uplock closed = ’target near’ or uplock open = ’target causes the release cam to disengage the lock lever from the hook cam. The
far’). hook pivots open due to the return spring and door pin forces.
(c) Lock Mechanism The reset of the free-fall release-cam (free-fall system) resets the uplock to its
The primary components of the lock mechanism are a lock lever and a hook. ’normal’ open position.
The lock lever has two rollers and two targets. Each roller turns on a pin at its (e) Ground Door Opening
center. The lock lever and the hook also turn on pins at their centers. Springs The ground door opening system uses a separate release cam which operates
tension the lock lever and the hook. The hook has a cam which touches the in the same way as the free-fall release cam.
lower roller on the lock lever.

32-30
Figure 60 NLG Door Uplock and Schematic

32-30
MLG Lockstay Actuator

The lockstay actuator is a hydraulic unit with rate control devices. The main
components of the actuator are:
- a cylinder
- a piston
- a two way restrictor valve
- a pressure relief valve.
The lockstay, that moves to an overcenter position, locks the L/G in the fully
extended position.

32-30
Figure 61 MLG Lockstay Actuator

32-30
NLG Downlock Release Actuator

(1) Description
The lockstay actuator is a double acting hydraulic actuator. The lockstay, that
moves to an overcenter position, locks the NLG in the fully extended position.
(2) Operation
(a) NLG Extension
When you extend the NLG , the two lockstay-actuator hydraulic-ports (A and
B), are open to return. As the NLG extends, the two lock springs force the lock-
stay and drag strut to straighten. The lockstay is pulled to an overcenter posi-
tion by the lock springs. When the NLG doors start to close, the full area of the
lockstay actuator is pressurised, through port B. This makes sure that the lock-
stay is in the overcenter position. After the NLG has extended, the pressure
remains to keep it in the locked position (if the landing-gear control-lever is in
the DOWN position).
(b) NLG Retraction
When you retract the NLG, hydraulic pressure acts on the annular face of the
piston, through port A. The actuator then retracts. As the actuator retracts, it
breaks the overcenter lock, the lockstay and side stay fold into position against
the tension of the locksprings.
(c) Restrictor Valve
The restrictor valve is installed in the actuator assembly , and decreases the
speed of operation of the downlock actuator. This causes a decrease in the
speed of operation of the lockstay and the NLG.
(d) Proximity Sensors
During the operation of the lockstay assembly, the related position of the target
and proximity sensor changes. This change causes a NLG ’locked’ or ’un-
locked’ signal to be supplied to the LGCIU’s.

32-30
Figure 62 NLG Downlock Release Actuator

32-30
MLG AND NLG DOOR GROUND-OPENING

With the aircraft on the ground, the MLG and NLG doors can be opened inde-
pendently to get access to the wheel bays for maintenance operations. The
MLG and NLG door ground-opening by-pass valves
(2517GM,2518GM,2533GM) have a rigging pin hole for:
- initial installation
- adjustment of the ground door-opening system.
A control lever with two lockable positions is installed neer by or in each wheel
bay. When the control lever is set to the OPEN position, it causes the mechani-
cal system to:
- operate the door by-pass valve (2517GM,2518GM,2533GM)
- release the door from its uplock.
The operation of the door by-pass valve isolates the door actuating cylinder
from the hydraulic supply.
The door, when released from its uplock, opens because of gravity or may be
manually assisted.

32-30
Figure 63 MLG and NLG Door Ground Opening

32-30
Door Ground Opening By-pass Valve

Each by-pass valve (2517GM/2518GM/2533GM) has three hydraulic connec-
tions marked A, B and C:
- Port A : door open line
- Port B : door close line from the selector valve
- Port C : door close line to the door actuator.
For normal operation, Port A is closed with Port B connected to Port C.
For door ground opening, Port B is closed before Port A is connected to
Port C.
A locking plunger (baulk) in the by-pass valve stops the movement of the con-
trol lever from the OPEN to the CLOSE position. Before selection can be
made, a hydraulic pressure greater than 70 bars (1015 psi) must be supplied to
port B (doors close line) to retract the locking plunger.

32-30
Figure 64 NLG/MLG Door Ground Opening By-Pass Valves

32-30
LANDING GEAR CONTROL AND INTERFACE UNIT (LGCIU), (5GA1,5GA2)

(1) General
There are two identical Landing Gear Control and Interface Units (LGCIU): Control of the L/G system automatically changes to the other LGCIU on:
- SYSTEM NO 1 LGCIU (5GA1), which is located on the rack 93VU - each de-selection of DOWN of the L/G control-lever
- SYSTEM NO 2 LGCIU (5GA2), which is located on the rack 94VU. - detection of a failure in the LGCIU/L/G system of the LGCIU which has
The function of each LGCIU is to: control of the L/G.
- control the operation of the landing gear (L/G) and doors To permit the automatic change of one LGCIU to the other, each LGCIU sup-
plies a status signal to the other.
- find the position and status of the L/G and doors
Each LGCIU is connected to the other LGCIU by two wires that supply LGCIU
- supply L/G and door position and status information to other aircraft systems
status signals. For each LGCIU, one wire is for the output status signals to the
- process proximity sensor inputs from the Flap disconnect system (Ref. other LGCIU. The second wire is for input status signals from the other LGCIU.
27-51-00)
Each LGCIU will continue to supply L/G position and status information to the
- supply data to the Slat and Flap Control Computer (SFCC) (Ref. 27-51-00) interfaced aircraft systems. It does not matter which LGCIU has control of the
- process proximity sensor and microswitch inputs from the Cargo Door Con- L/G system.
trol System (Ref. 52-35-00) Each LGCIU consists of an ARINC 6004MCU case, that has:
- provide a control logic circuit for the Cargo-Compartment Door-Systems - 7 Printed Circuits Boards (PCB)
(Ref. 52-35-00)
- an On Board Replaceable Memory Module (OBRM)
- monitor LGCIU system operation and report component/system failures to
- a Power Supply Unit (PSU).
the Flight Warning Computer (FWC) (Ref. 31-53-00) and Electronic
Centralized Aircraft Monitoring System (ECAM) (Ref. 31-60-00) The 7 PCB’s are:
- store details of failures and to supply this information to the Centralized Fault - 2 Proximity Signal Conditioning cards
Display System (CFDS) (Ref. 31-30-00) - 1 Output/Control and Indication card
- provide BITE and self monitoring functions - 3 Interface cards
- simulate any landing gear configuration for maintenance test and failure - 1 combined OBRM/Microprocessor card.
investigation tasks. Two 28V d.c. inputs supply each LGCIU. One input is connected to the PSU
The two LGCIU’s are interchangeable, but the aircraft wiring in SYSTEM NO 1 which is connected to:
is different to that of SYSTEM NO 2. Thus the installed LGCIU’s will supply - the two Proximity Conditioning cards
different interfaced aircraft systems with L/G system position information.
- two of the Interface cards
The aircraft can operate satisfactorily when one of the LGCIUs does not
- the Microprocessor card.
operate or is not installed. When this occurs the serviceable unit must be
installed in SYSTEM NO.1 (Rack 93VU). The other input is connected to the Output/Control and Indication card and the
Interface card that remains.
Only one LGCIU is in control of the L/G system at any one time.

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Figure 65 Landing Gear Control and Interface Unit (LGCIU)

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Data is received and transmitted by each LGCIU in ARINC 429 and discrete (2) Printed Circuits Boards (PCB) Functions
form. The inputs to each LGCIU are: (a) Proximity Conditioning Cards
- two L/G control-lever (6GA) UP selection signals The Proximity Conditioning cards change the proximity sensor ’Target Near’ or
- two L/G control-lever DOWN selection signals ’Target Far’ input signal into two user status signals Normal and Complemen-
- an ’Active’ or ’on Standby’ signal from the other LGCIU tary. Thus:
- proximity ’target near’ or ’target far’ signals from: - Target Near = Normal logic off, Complementary logic on
- Target Far = Normal logic on, Complementary logic off.
- 16 L/G-system proximity-sensors
These Normal and Complementary logic signals are supplied to the PCB’s as
- 2 Flap-disconnect proximity-sensors (1 L/H) (1 R/H)
follows:
- 2 Cargo-Door Safety-Mechanism proximity-sensors (1 FWD) (1 AFT)
- Normal and Complementary to the Microprocessor card on an ARINC 429
SYS 1 only
data bus
- 1 Cargo-Door Locking-Handle proximity-sensors (1 FWD) (1 AFT) SYS 1 - Normal and Complementary to the Output/Control and Indication card (L/G
only system only)
- 2 Cargo-Door Locking-Shaft proximity-sensors (1 FWD) (1 AFT) SYS 2 - Complementary only to the Interface Cards.
only (b) Output/Control and Indication Card
- a grounding circuit for the Semi-Automatic Cargo Loading-System The Output/Control and Indication card supplies the control logic circuits for the
- maintenance data from the Centralized-Fault Display-Unit (CFDIU) L/G system and the L/G position-indicator lights. The indicator-light logic-cir-
- a Ground Power ’applied’ or ’not applied’ signal from the External Power cuit is only used by the LGCIU installed in SYSTEM NO.1. This card also sup-
Contactor (3XG) plies:
- a wheel speed signal from the Brakes and Steering Control Unit. - a 28V d.c. output and an earth return to energize the solenoid windings of the
L/G and door selector valves
Each LGCIU supplies output signals to the:
- a 28V d.c output to energize the baulk solenoid in the L/G control-lever.
- landing-gear and door selector valves (40GA/41GA)
The L/G-system control-logic is divided into two parts. Each part is different in
- safety valve (49GA) (SYS 1 only)
design and one part functions inversely to the other.
- L/G position indicators (8GB/9GB/10GB) (SYS 1 only)
One part of the control logic receives:
- L/G position relays SYS 1 (11GB) SYS 2 (12GB)
- one of the UP selection signals from the L/G control-lever
- L/G control lever (6GA) UP baulk-solenoid - one of the DOWN selection signals from the L/G control-lever
- FWC and ECAM - all of the L/G system Normal signals from the proximity conditioning cards
- CFDIU - and an enable or disable signal from the microprocessor card.
- SFCC The other part of the control logic receives:
- interfaced aircraft systems that require L/G position information - the other UP selection signal from the L/G control-lever
- the other DOWN selection signal from the L/G control-lever
- Cargo-Door Interlock relays (6MJ/7MJ)
- all of the L/G system Complementary signals from the proximity conditioning
- Cargo-Bay Heating Temperature-Controllers (1HC/10HC) cards
- an ’Active’ or ’On Standby’ signal to the other LGCIU. - and an enable or disable signal from the microprocessor card.

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The L/G control-logic processes these input signals and when: The software prepares and transmits LGCIU system status data (ie L/G down-
- each of the two logic parts supply the correct output signal locked, LH flap disconnected) on the ARING 429 output data buses. This data
- the microprocessor controlled enable/disable line supplies an enable signal. is transmitted to:
Then the L/G control-logic will let a 28V d.c. output and an earth return to be - the FWC (for ECAM display)
supplied to the (L/G or door selector-valve) solenoid-windings. - the SFCC
- the CFDS
The L/G system retraction and extension cycles are controlled by electrical
- other systems.
power applied to the (L/G and door selector-valve) solenoid-windings in the
correct sequence. Those systems that require high integrity data either receive discrete data
alone (Interface cards) or receive discrete data against which ARINC 429 data
A separate logic circuit controls the L/G position indicator lights. This logic uses
is checked.
only the L/G-system Normal-signals from the proximity conditioning cards.
The output signals from this logic supply the indicator-light relays. These relays 2. ’Active’/’Standby’ Determination
are located on the Annunciator-Light Test and Interface Board (9LP). In a serviceable LGCIU the software receives input signals from the L/G con-
NOTE : Only the logic of the LGCIU in SYSTEM No1 controls the three indica- trol-lever and the other LGCIU. From these signals the software (changeover
tor lights. The logic is not affected by the change in control of the L/G. logic) makes the decision if the LGCIU should be ’Active’ (in control of the L/G
system) or ’On Standby’.
(c) Interface Cards
When the decision is ’Active’ the software transmits:
The Interface cards provide L/G position-information, (i.e L/G downlocked,
shock absorber compressed) to the interfaced aircraft systems. One of these - an enable signal to the L/G control-logic (Output/Control and Indication card)
cards also contains the logic circuitry for control of the Cargo-Door so that the L/G and door selector-valve solenoid-windings can be energized
Open/Closing System. - an ’Active’ signal to the other LGCIU.
The Interface cards process L/G-system Complementary input-signals and When the decision is ’On Standby’ the software transmits:
supply L/G position-information output-signals in discrete form. - a disable signal to the L/G control-logic so that the L/G and door selector-
(d) OBRM/Microprocessor card valve solenoid-windings can not be energized.
The main components of the OBRM/Microprocessor card are: - an ’On Standby’ signal to the other LGCIU.
- an On Board Replaceable Memory Module (OBRM) which contains an Elec With both LGCIU systems serviceable, LGCIU 1 Active and LGCIU 2 ON
tronically Erasable Programmable Read Only memory (EEPROM) Standby:
- an Intel 8031 microcontroller - a de-selection of DOWN will cause LGCIU 1 to become ’On Standby’ and
- a Harris 3282 ARINC 429 transceiver LGCIU 2 to become ’Active’ (and take control of the L/G system)
- an Intel 8251 RW232C interface device

- at the next de-selection of DOWN, LGCIU 1 will become ’Active’ and LGCIU
- a Non Volatile Random Access Memory (NOVOL RAM)
2 will become ’On Standby’.
- Random Access Memory (RAM).
The software continuously monitors the performance of the LGCIU/system
Contained in the OBRM is the software used by the microcontroller. The soft-
hardware. When a failure occurs that affects the control of the L/G system, the
ware is mainly programmed in Intel PL/M-51 high level programming language
microprocessor (changeover logic) transmits:
and has specific routines programmed in ASM-51 Assembly language.
- a disable signal to the L/G control logic so that the L/G and door selector-
The software performs these main functions:
valve solenoid-windings cannot be energised
1. System Status (position) Information
- an ’On Standby’ signal to the other LGCIU.

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Thus with: software for serviceability at regular intervals. A serviceable software causes
a. LGCIU 1 in control of the L/G, LGCIU 2 Fails. the Watchdog Timer to be reset. Should the software fail, the Watchdog timer
will not be reset and this causes the LGCIU to change its status to ’On
LGCIU 2 sets its status to ’On Standby’. LGCIU 1 observes that LGCIU 2 will
Standby’.
not become ’Active’ and maintains control of the L/G system even after the de-
selection of DOWN. 4. System Status/Maintenance Data Transmissions
b. LGCIU 1 in control of the L/G, LGCIU 1 Fails. The software continuously monitors the performance of the LGCIU and the in-
puts from the proximity sensors. The data collected is processed by the micro-
LGCIU 1 sets its status to ’On Standby’. LGCIU 2 observes that LGCIU 1 is
processor and transmitted on the ARINC 429 data buses to:
’On Standby’ so it becomes ’Active’ and takes and maintains control of the L/G
system. - the CFDS
c. Both LGCIU’s Failed. - the FWC (for ECAM display)
If both of the LGCIU’s should fail, then both of the LGCIU’s will set their status - the SFCC’s
to ’On Standby’. Thus neither of the LGCIU’s will have control of the L/G sys- - the Cargo Door system
tem. - other systems connected by ARINC 429 data buses.
3. Failure Monitoring This is the function which also forms the ARINC 429 words that contain the
The software continuously monitors the performance of the LGCIU/system system status and maintenance data.
hardware. The main functions monitored are: 5. Fault Logging
- proximity sensor outputs This software function stores failure and maintenance data in the NOVOL
- L/G control-logic outputs memory for later transmission to the CFDS. Failure data can be transmitted to
- L/G control-lever inputs (UP and DOWN) the CFDS up to 64 flights after the failure occurred.
- electrical power supplies 6. BITE
- discrete (transistor) outputs The software provides a Built in Test Equipment (BITE) function which is addi-
tional to the continuous failure monitoring function. The BITE test is started by
- ARINC 429 transceiver inputs and outputs exited in the correct sequence.
manual use of the CFDIU (Menu Mode) and takes approximately 7 seconds to
- memory failure (EPROM, RAM, NOVOL). complete.
To detect failures in the hardware the software uses a comparison technique The BITE test is inhibited:
for example:
- at aircraft wheel speeds greater than 70kts
- it compares the two output signals from each proximity sensor
- during flight.
- it compares each discrete output signal with the proximity-sensor input-sig
7. Landing Gear (L/G) Configuration Simulation
nal.
The L/G Configuration Simulation function is able to simulate any or all of the
When a failure is detected that does not affect the control of the L/G system,
landing gear configurations. This function is provided for the use of the mainte-
the LGCIU continues to be/become the ’Active’ unit. The details of a failure are
nance crew during test and failure investigation tasks. It is inhibited during
stored in the NOVOL memory and reported to the CFDS.
flight.
The software is monitored for failure by itself and a Watchdog Timer.
A L/G Configuration Simulation is selected by manual use of a CFDIU (Menu
The software monitors itself by the use of an audit trail technique. This is a Mode (Ref. 31-32-00). While the LGCIU is in a L/G simulation mode it will con-
software procedure that makes sure that each software process is entered and tinue to supply both ARINC 429 and discrete output signals.
exited in the correct sequence. The Watchdog Timer’s function is to check the

32-30
8. Intel 8251 RS232C Interface Device
This interface device provides an interface for the connection of a Maintenance
Computer.
(e) LGCIU Flap Disconnect Function
The LGCIU’s are used to convert the discrete input signals from the flap dis-
connect-system into ARINC 429 data for transmission to the SFFCs (Ref.
27-51-00) This LGCIU function is the same as that as described in PCB Func-
tions.
(f) LGCIU Cargo-Compartment Doors-System Function
The LGCIU performs two separate functions for the cargo door system (Ref.
52-35-00). Each LGCIU provides one of these functions:
- the LGCIU in System 1 (5GA1) is used to process the cargo door warning
data that is supplied to the FWCs
- the LGCIU in System 2 (5GA2) provides a logic circuit for the electrical con-
trol system of the cargo doors.
1 Cargo Door Warning
The cargo door warning system uses proximity sensors to monitor the position
of the cargo doors. The LGCIU converts the discrete output signals from these
proximity sensors into ARINC 429 data. This data is sent to the FWCs and the
ECAM system. This LGCIU process is the same as that described in para-
graph (2) subparagraphs (a) and (d).

32-30
Figure 66 LGCIU - Block Diagram

32-30
Figure 67 LGCIU - Baulk Solenoid Logic

32-30
Figure 68 LGCIU - L/G Retraction Control Logic

32-30
Figure 69 LGCIU - L/G Extension Control Logic

32-30
Figure 70 LGCIU - L/G Door Close Control Logic

32-30
Figure 71 LGCIU - L/G Door Open Control Logic

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Proximity Sensor
(1) Description
The proximity sensor is an electronic position indicator. The main components
of the sensor are a stainless steel body, a sensor coil and an electrical connec-
tor. The sensor has a related target.
The stainless steel body contains the sensor coil. the coil is connected to the
electrical connector.
Each proximity detection circuit contains:
- a proximity sensor - a sensor target - a channel of a proximity-sensor elec-
tronics card.
The proximity-sensor electronics-card has 14 channels and is located in the
LGCIU.
(2) Operation
The proximity sensor continuously transmits an electrical signal to the proximi-
ty-sensor electronics-card. As the target moves into or out of the proximity-
sensor’s actuation area it causes a change in the proximity sensor’s electrical
property. The electrical signal to the proximity sensor electronics card also
changes. The proximity-sensor electronics-card converts these electrical sig-
nal changes into user status signals. The LGCIU control logic modules use
these user status signals to control the extension and retraction of the L/G.

32-30
Figure 72 Proximity Sensor and Target

32-30
OPERATION/CONTROL
The L/G control system is electrically controlled and hydraulically actuated. The pressure has decreased sufficiently, a spring in the door selector valve will ad-
Green system supplies the hydraulic pressure. The L/G and doors are related just the valve to center. This causes the door close line to depressurize.
systems and operate in the sequence that follows:
(2) L/G Extension Sequence
- door uplocks released and doors open
When the calculated airspeed decreases to 260 kt or less, the ADIRU‘s will
- L/G locks released and L/G retracts or extends
function. This lets a ”valve open” signal to the safety valve when you make a
- doors close. DOWN selection. The safety valve then opens and connects the L/G system to
The position of the L/G control lever controls the extension and retraction of the the Green system hydraulic pressure.
L/G. The L/G control lever cannot be moved to the UP position (the baulk With the L/Gs up and locked and the doors closed and locked, on selection of
mechanism prevents this) if: L/G DOWN, the LGCIU will:
- the MLG is not fully extended (a) Signal the doors to open.
- the NLG shock absorber is not fully extended (b) When all the doors are fully open:
- the nosewheels are not in the center position. - signal the L/G to extend
When the baulk mechanism of the L/G control lever is released, the lever can - hold the door open signal to keep the door open-line pressurized.
be moved to the UP position.
(c) When all the L/Gs are down and locked:
(1) L/G Retraction-Sequence - signal the doors to close and pressurize the lockstay actuating cylinder.
With the L/G down and locked, and the doors closed and locked, on selection (d) As the first door moves from the fully open position:
of UP, the LGCIU will: - cancel the L/G extend signal.
(a) Signal the doors to open. (e) Maintain the doors closed signal and the L/G lockstay actuating- cylinder
(b) When all the doors are fully open: pressurized.
- signal the L/G to retract
(3) Sequence Control
- hold the doors open signal to keep the door open line
The sequence control is such that:
pressurized.
- it is not possible to move the L/G unless all the doors are fully open
(c) When all the L/Gs are up and locked:
- it is not possible to close the doors unless all the L/Gs are locked in their
- signal the doors to close

selected position.
- maintain the L/G retract signal to keep the L/G up-line pressurized.
With the L/Gs locked up and the doors locked closed, the doors will not be sig-
(d) As the last door closes and locks, the operations that follow will occur: nalled to open if a door becomes unlocked. This is only if the control lever is
- the L/G retract signal will cancel selected to the UP position.
- the L/G selector valve will de-energize
- the L/G retract lines will de-pressurize.
When the calculated airspeed increases to 264 kts, a signal from the Air-Data
Intertial-Reference Units (ADIRU) causes the safety valve to close. This iso-
lates the Green hydraulic system from the L/G hydraulic system. When the

32-30
Figure 73 L/G System - Sequence of Operation

32-30


32-30
Figure 74 Hyd. Schem. - L/G UP Selected, Door Movem. to Open

32-30
Figure 75 Hyd. Schem. - L/G UP Selected, Gear Movement to Up

32-30
Figure 76 Hyd. Schem. - L/G UP Selected, Door Movem. to Close

FREE FALL EXTENSION
32-30
FREE FALL EXTENSION

GENERAL Mechanical System
(1) MLG
A mechanical free-fall system extends the L/G if the normal extension and
retraction system is not servicable. In the RH MLG bay, the mechanical linkage connects to:
The free-fall system releases the door and L/G uplocks. A mechanically oper- - the cut-out valve (2515GM)
ated valve isolates the hydraulic supply. Other mechanically operated valves let - the MLG uplock (2510GM)
fluid move in the hydraulic components of the normal extension and retraction - the MLG door uplock (2520GM).
system. This prevents cavitation and hydraulic locks.
In the LH MLG bay, the mechanical linkage connects to:
The L/G doors are opened by the L/G weight and aerodynamic force. Gravity
- the MLG vent valve (2516GM)
extends the L/G, which is held and locked in the extended position. When the
L/G is extended by the free-fall system, the L/G doors stay open. - the MLG uplock (2509GM)
When the control handle of the free-fall system is reset, the Green hydraulic - the MLG door uplock (2521GM).
system is pressurized. The L/G control lever can then be set to the DOWN (2) NLG
position to close the L/G doors and set the L/G. In the NLG bay, the mechanical linkage connects to:
SYSTEM DESCRIPTION - the vent valve (2532GM)
- the NLG uplock (2530GM)
The free-fall extension-handle is at the rear of the cockpit center pedestal. A
system of rods, cables and bellcranks connect the extension handle to: - the NLG door uplock (2534GM).
- the L/G door uplocks Hydraulic Components
- the L/G uplocks The hydraulic components in the free fall extension system are:
- the vent valves and a cut-out valve. - a cut-out valve 2515GM
When the extension-handle is turned it operates the L/G components in the - a MLG vent valve 2516GM
sequence that follows: - a NLG vent valve 2532GM.
- the cut-out valve closes to isolate the pressure supply and connect it to (1) Cut-out Valve
return
The cut-out valve isolates the L/G hydraulic system from the Green hydraulic
- the vent valves operate to bypass the normal L/G extension system
system supply and connects the L/G selector manifold to the hydraulic reser-
- the L/G and the L/G door uplocks release. voir return.
Shear devices protect the L/G system if either the L/G door or release mecha- (2) Vent Valve
nism jam when the free-fall system is operated. The vent valve lets the hydraulic fluid move between the extension and retrac-
The free-fall extension system has: tion lines on some components, to prevent cavitation. It also lets any unwanted
- a mechanical system in the MLG and NLG bays fluid go back to the reservoir through the third port on the vent valve.
- hydraulic components which have an interface with the Green hydraulic The third port on the vent valve connects to the Green hydraulic system return.
system.

FREE FALL EXTENSION
32-30
Figure 77 Free-fall Extension - Schematic

FREE FALL EXTENSION
32-30
FREE FALL EXTENSION SYSTEM COMPONENTS

Free-Fall Control Handle Assy With the aircraft in flight, the L/G system can be put back to its normal
(1) Description extension and retraction mode from a free-fall extension test. The L/G control
handle must be set to DOWN and the L/G free-fall extension-handle put to its
The L/G free-fall extension-handle assembly is at the rear of the cockpit cen-
stowed position. The cut-out valve connects the green hydraulic supply to the
ter-pedestal. During the normal extension and retraction operations, the handle
landing gear selection manifold and the vent-valves close ports A and B.
is folded for storage.
Hydraulic power is therefore supplied for normal operation.
(2) Operation
When the handle is rotated for three revolutions in a clockwise direction, it: Indicating
- stops the high-pressure hydraulic supply and connects the L/G system to the There is no special indication for the position of the L/G in the free-fall exten-
reservoir return sion mode. The L/G doors will show OPEN when the free-fall extension sys-
tem is used. The other indications in the cockpit are the same as those for the
- connects the L/G hydraulic-actuator ’retraction’ chamber and the L/G door
normal extension and retraction system. These are:
hydraulic-actuator ’close’ chamber to the reservoir return
- the WHEEL page on the System Display (SD)
- releases the L/G door uplocks
- the L/G downlock indicator on panel 402VU
Operation/Control - the light on the L/G control lever 6GA comes on.
A handle assembly on the cockpit center-pedestal controls the L/G free-fall If the WHEEL page is not shown on the SD at the start of a free fall extension,
extension. When operated, it starts (through a system of cables and mechani- it automatically shows after 30 seconds. When a free fall extension is com-
cal links) the sequence that follows: pleted, the Engine Warning Display shows this data:
CONDITION ACTION - L/G DOOR NOT CLOSED
1. The cut-out valve operates - the pressure supply line closes - MAX SPEED 250 kt.
- the L/G hydraulic-supply system
is connected to return.
2. The NLG and MLG vent-valves - the hydraulic fluid from the door
open actuator ’close’ chamber and the
L/G actuator ’retraction’ chamber
goes to the reservoir.
3. The L/G door uplocks release - the L/G doors open.

4. The NLG and MLG uplocks - the NLG and MLG extends.
release
5. The check-valve operates - the supply of hydraulic fluid to the L/G
actuator ’extension’ chambers is
increased, to prevent cavitation.
After landing with free-fall extension, it is necessary to make the L/G and the
L/G doors safe (Ref. 32-00-00).

FREE FALL EXTENSION
32-30
Figure 78 Free-fall Extension

FREE FALL EXTENSION
32-30
L/G Free-Fall Cut-out Valve (2515GM) Vent Valve MLG (2516GM), NLG (2532GM)
(1) Description (1) Description
The mechanically operated cut-out valve is in the RH MLG bay, immediately There are two mechanically-operated vent-valves (of the same type) in the
upstream of the electro-hydraulic selector manifold. L/G free-fall extension system, one for the MLG and one for the NLG. The
There is a rigging hole for locking the input handle, to permit system rigging. MLG vent-valve is in the LH MLG bay. The NLG vent-valve is in the NLG bay,
to the left and forward of the NLG uplock.
The valve has three hydraulic-port connections identified A, B and C:
There is a rigging hole for locking the input handle in the closed position, to
- port A is the hydraulic-pressure supply inlet
permit system rigging.
- port B is the hydraulic-pressure supply to the L/G selector manifold
Each vent-valve has three hydraulic-port connections identified A, B and C:
- port C is the hydraulic-reservoir return connection.
- port A is the L/G door close line
(2) Operation
- port B is the L/G lift line
During a L/G normal extension and retraction operation, the cut-out valve port
- port C is the hydraulic-reservoir return line.
A is open to port B so that hydraulic power is supplied to the L/G selector man-
ifold (2) Operation
During a L/G free-fall extension, the cut-out valve closes port A, before it During a L/G normal extension and retraction operation, ports A and B are
opens port B to port C and connects the L/G selector manifold to the hydraulic closed. The internal leakage vents to return through port C.
reservoir. During a L/G free-fall extension, the operation of the vent valve opens ports A
and B to port C so that hydraulic fluid returns to the reservoir.

FREE FALL EXTENSION
32-30
VENT VALVES
CUT-OUT VALVE
Figure 79 Free-fall Cut-out Valve and Vent Valves

POSITION AND WARNING
32-60
32-60 POSITION AND WARNING

GENERAL
The Position and Warning sub-system has three parts which are:
- Indicating and Warning
- Landing Gear Position Information
- L/G Built-in Test Equipment (BITE).
A. Indicating and Warning

The indicating and warning system gives position and warning data for the
landing gear (L/G) and L/G doors. The system uses the data from proximity
sensors in the Normal Extension and Retraction System. The proximity sen-
sors give the positions of the L/G components to the Landing Gear Control and
Interface Units (LGCIU). The LGCIU’s, 5GA1 and 5GA2, process the L/G posi-
tion data and indications are given to the flight crew on:
- the Electronic Centralized Aircraft Monitoring (ECAM) Display Units (DU)
- the L/G position-indicator lights.
The Central Warning system uses aural and visual equipment to tell the flight
crew that a fault has occurred in the L/G system.
B. Landing Gear Position Information

The two Landing Gear Control and Interface Units (LGCIUs) supply an inter-
face between the landing gear (L/G) system and other systems which require
L/G position information. Each LGCIU controls the position relays.
The L/G control lever supplies position information, this is done independently
from the LGCIUs. The switch contacts operated by the control-lever (which are
not used to control L/G operations), are used for this function.
C. BITE Test
Each of the LGCIU’s contains BITE. The BITE has hardware and software for
these functions:
- to continuously monitor the system for failures
- to do a test of parts of the system during power-up
- to keep a record of failures and also send this data to the Centralized Fault
Display System (CFDS) and Data Recording System
- to do a System test during ground maintenance
- to simulate different L/G configurations during maintenance.

32-60
Figure 80 Landing Gear Position and Indication - Block Diagram

32-60
INDICATING AND WARNING

Indication
The position of the L/G is shown to the crew on:
S the WHEEL page of the ECAM system
S the L/G downlock indicator lights.
The WHEEL page shows the position of each L/G and its door. The L/G indica-
tion is given with data from LGCIU1 (System 1) and LGCIU2 (System 2). The
L/G door indication is only given with data from the system that is in control of
the L/G.
The WHEEL page shows automatically when:
S the first engine starts until the first engine gets to take-off power
S the L/G is selected DOWN or at 800 ft radio altitude (whichever is the first to
occur) until the second engine shutdown.
If it is necessary for the crew to see the WHEEL page at other times, they can
make a selection on the ECAM control panel.
The L/G downlock indicator-lights each show the position of a L/G (but not the
L/G doors). Each light is in two parts and can show:
S the color red and the legend UNLK in the top half (L/G not in selected
position)
S the color green in the bottom half (L/G downlocked)
S no lights (L/G uplocked).
The green lights for the NLG and each MLG have different proximity sensors,
logic circuits and power supplies. This makes sure that the NLG and MLG
green lights operate independently.
L/G Control-Lever (6GA)

Control Lever DOWN Arrow
The red DOWN arrow has internal lighting. This comes on when the L/G is not
extended and the engines and flight controls are in a landing configuration.

32-60
Figure 81 Cockpit Component Location

32-60
NORMAL SYSTEM INDICATIONS

General A green triangle will always be more important than a red triangle. Thus a
The L/G and L/G door indicators on the WHEEL page show the position of the green triangle shows as the front triangle.
L/G and the L/G doors. The WHEEL page automatically shows: The hinged bars are:
- between the first engine start and the first engine at takeoff power - green when the door is closed
- between the selection of DOWN or 800 ft radio height (whichever is the first - amber when the door is not closed.
to occur) and the second engine shut down. An amber indication, L/G CTL shows when the L/G is not locked in its set posi-
SYSTEM 1 and SYSTEM 2 output signals sent to the FWC for onward trans- tion.
mission to the ECAM are held in the FWC for 30 seconds. This time delay lets (b) Failure Indications
the L/G and L/G doors move. They are then locked in position. The L/G posi-
When specified failures occur the WHEEL page shows (in amber):
tion-indicator lights (8GB/9GB/10GB) show the position of the MLG and NLG.
- the indication UPLOCK (above the applicable L/G and L/G door indicator)
At the start of a L/G retraction sequence with the L/G control-lever (6GA) set
to UP: - X legends. Two X legends can replace each L/G or L/G door indicator.
- the red indicator lights come on The failure conditions that cause the indication/legends to show are given in
paragraph L/G System Warnings.
- the green indicator lights stay on.
The green indicator lights stay on until a L/G doors fully open signal causes the (2) L/G Position Indicating Light Units (8GB/9GB/10GB).
LGCIU to signal the L/G to retract. This releases the downlocks. The three sets of indicator lights are installed in 402VU panel. This panel is on
the main instrument panel above the L/G control-lever (6GA).
Component Description
Each set of indicator lights shows the position of a single L/G as follows:
(1) ECAM WHEEL Page - red, L/G not locked in the selected position
The ECAM system uses L/G position data to give the WHEEL page display on - green, L/G down and locked.
the lower ECAM DU. The data from the two systems is used to make an
analysis, to give these indications:
(a) Normal Indications
The ECAM WHEEL page shows three sets of colored indicators. Each set of
indicators has:
- two triangles that show the L/G position (one triangle for each LGCIU
system)
- a moving hinged bar that shows the L/G door position.
The triangles are:
- green when the L/G is down and locked
- red when the L/G is in transit
- not in view when the L/G is up and locked.

32-60
L/G SYSTEM WARNINGS

The messages that follow can appear automatically on the upper ECAM dis- The warning L/G NOT DOWN occurs when the L/G is not locked down and a
play: mimimum of one LGCIU is serviceable and:
- L/G NOT DOWN (a) The aircraft is below 750 ft radio height with the engines not at takeoff
- L/G NOT DOWNLOCKED power and it has one of these conditions:
- L/G SHOCK ABSORBER FAULT - two engines below 75% RPM
- L/G NOT UPLOCKED - one engine below 97% RPM with the other ENG/MASTER control switch
in the OFF position
- L/G DOOR NOT CLOSED
- and the conditions of paragraphs (b) and (c) are not applicable.
- L/G UPLOCK FAULT
When these conditions cause a warning to occur it is possible to cancel the
- LGCIU 1(2) FAULT
warning as follows:
- L/G SYS DISAGREE
- Push the MASER WARNING Cancel P/BSW (master warning light P/BSW)
(1) L/G NOT DOWN - L/G Configuration Warning or
- Push the ECAM EMER CANC P/BSW
The FWCs and ECAM supply the L/G configuration warning L/G NOT DOWN.
To do this input signals are used from: To cancel the ECAM Message:
- Push the CLR P/BSW (ECAM Control Panel)
- the SYSTEM 1 and SYSTEM 2 Landing Gear Control and Interface Units
(LGCIU) (b) The aircraft is below 750 ft radio height with:
- the SYSTEM 1 and SYSTEM 2 Full Authority Digital Engine Control - a flap and slat position of ”3” or ”FULL”
Systems (FADEC) - engines not at takeoff power.
- the Slat and Flap Instrumentation Position Pick-Off Units (IPPU) (c) The aircraft is in flight phase 6 with two unserviceable radio altimeters:
- the SYSTEM 1 and SYSTEM 2 Radio Altimeters. - and has a flap and slat position of ”FULL”.
When the aircraft is in one of the configurations that follow, the FWCs and the When these conditions (as specified in (b) and (c)) cause a warning to occur, it
ECAM system will: is possible to cancel the warning only as follows:
- put the red MASTER WARNING lights on - Push the ECAM EMER CANC P/BSW
- show the warning message L/G NOT DOWN on the upper ECAM DU To cancel the ECAM Message:
- sound a Continuous Repetitive Chime - Push the CLR P/BSW (ECAM Control Panel)
- put the red DOWN ARROW on (L/G control-lever). NOTE : 1. The ECAM EMER CANC push button switch is only used to cancel
false warnings.
The red down arrow does not come on when the aircraft is in flight phase 3, 4
and 5 (when a minimum of one radio altimeter is serviceable). 2. After you cancel an aural warning a subsequent deterioration in the
conditions (as specified above) will cause the aural warning to occur
again.
All Warnings will disappear if the A/C Configuration is corrected.

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Figure 82 ECAM Display and L/G Position Indicator Lights

32-60
Figure 83 Landing Gear NOT DOWNLOCKED Warning

32-60
(2) L/G NOT DOWNLOCKED, L/G NOT UPLOCKED, L/G DOOR NOT - the warnings as specified above occur immediately.
CLOSED NOTE : If SYSTEM 1 and SYSTEM 2 do not agree on shock absorber
When one or more of the L/G or L/G doors do not lock (or stay locked) in the extension (assignalled by the proximity sensors), the selection of L/G
selected position (as detected by both SYSTEM 1 and SYSTEM 2): UP is not baulked.
- the applicable warning message shows
(4) L/G UPLOCK FAULT
- the applicable red master warning or amber caution light comes on (red for
This warning message shows if SYSTEM 1 and SYSTEM 2 detect that a gear
L/G not down and locked, and amber for the other conditions)
uplock has closed when the L/G is downlocked (e.g. because of a maintenance
- an aural warning sounds (a continuous repetitive chime with the red master task/failure of the uplock mechanism) and:
warning lights or a single chime with the amber caution lights)
- the master caution (amber) lights come on
- the WHEEL page shows (if a L/G does not downlock, the selection of
- a single chime sounds
DOWN willcause the WHEEL page to show).
- the WHEEL page shows.
When the warning messages L/G NOT DOWNLOCKED or L/G NOT
UPLOCKED show, the WHEEL page shows: To identify which uplock has closed (or is defective) the WHEEL page shows
these amber legends:
- the message L/G CTL
- the message UPLOCK above the applicable L/G indication
- two red triangles at the applicable L/G indication position(s).
- four X’s at the applicable L/G indication position. (The two green triangles do
When the warning message L/G DOOR NOT CLOSED shows, the WHEEL
not show at the same time as the X legends).
page shows, an amber bar. This is for applicable L/G door indication posi-
tion(s). (5) LGCIU 1 (2) FAULT
If a L/G does not lock in the selected position (as detected by SYSTEM 1) the This warning message and the WHEEL page shows if during flight:
applicable red indicator light (402VU panel) stays on. - a LGCIU failure occurs
- a failure occurs in the LGCIUs L/G control and position sensing system (e.g.
(3) L/G SHOCK ABSORBER FAULT
an electrical failure of a proximity sensor).
(a) If a shock absorber does not extend (as detected by both SYSTEM 1 and
When these failures occur the WHEEL page shows two amber X legends at
SYSTEM 2).
each L/G indication position.
1. The movement of the L/G control-lever to UP is baulked.
NOTE : The WHEEL page also shows these legends when the aircraft is flown
2. 5 seconds after the aircraft enters flight phase 5 the failure warning without a LGCIU installed in the LGCIU-2 position (Panel 94VU).
message L/G SHOCK ABSORBER FAULT shows (on the upper ECAM DU)
and: (6) L/G SYS DISAGREE

- the master caution (amber) lights come on The ECAM system compares the L/G (gear only) position data from SYSTEM
- a single chime sounds. 1 and SYSTEM 2. When there is a difference in this data (e.g. because of a
proximity sensor failure) it shows the warning message L/G SYS DISAGREE
(b) If a shock absorber did not compress when the aircraft was on the ground
and the WHEEL page.
(as detected by both SYSTEM 1 and SYSTEM 2) the warnings as specified
above occur.
(c) If a shock absorber does not fully extend during a retraction cycle (as
detected by both SYSTEM 1 and SYSTEM 2):
- the retraction cycle stops

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Figure 84 L/G System Warnings and Cautions

32-60
WHEEL Page - Single System Failure Indications

When one of the two systems detects that a mechanical failure has occurred
in:
- a L/G downlock
- a L/G uplock
- a L/G door uplock
the indications that follow show.
The WHEEL page shows (in amber) the message UPLOCK (above the appli-
cable L/G indication) and two X legends (at the applicable L/G indication posi-
tion) if SYSTEM 1 or SYSTEM 2 tells the ECAM system that:
- a L/G uplock has closed when the MLG and NLG are down locked
- a L/G is locked down when the MLG and NLG are locked up.
The WHEEL page also shows two amber X legends at the applicable L/G door
indication position if:
- SYSTEM 1 or SYSTEM 2 tell the ECAM system that a L/G door is fully open
(when the MLG and NLG are locked up) and all the L/G doors are locked
closed.
No visual (ECAM message, master warning/caution lights) or aural warnings
are given when these failure conditions occur.

32-60
Figure 85 ECAM WHEEL Page - System Failure Indications

32-60
LANDING GEAR - POSITION INFORMATION

General The LGCIU supplies the signals to the other aircraft systems when the L/G is in
Two Landing Gear Control and Interface Units (LGCIUs) supply an interface these positions:
between the landing gear (L/G) system and other systems which require L/G S L/G compressed - Nose, LH, RH, (LH & RH)
position information. Each LGCIU controls the position relays. S L/G extended - Nose, LH, RH, (LH & RH)
The L/G control lever supplies position information, this is done independently S L/G downlocked - Nose, LH, RH, (LH & RH)
from the LGCIUs. The switch contacts operated by the control-lever (which are
S L/G Uplock unlocked - Nose.
not used to control L/G operations), are used for this function.
Each LGCIU controls a L/G position-relay:
System Description
S LGCIU (5GA1) controls relay 11GB
The proximity sensors supply L/G position information to the LGCIUs. This
information is supplied as an electronic logic output. These logic outputs are S LGCIU (5GA2) controls relay 12GB.
divided into two signals, normal and complementary. The signals are used as Some of the relay switch contacts (which are not used in the L/G control cir-
follows: cuits) are used to control other aircraft systems. The relays are energized when
S normal logic on, complementary logic off the two legs of the MLG are compressed.
S normal logic off, complementary logic on. The L/G control lever has two switch contacts which are not used for L/G con-
trol. These switch contacts (1 UP/1 DOWN) are used to control other aircraft
These signals let the LGCIUs supply two different types of output signal to
systems.
other aircraft systems. The two types of signal are:
S ARINC 429 data transmissions
S discrete (transistor) signals.
The normal and the complementary signals are used by the LGCIUs to supply
the ARINC 429 data transmissions. An internal microprocessor controls the
data transmissions, which are then supplied on three data buses.
The LGCIU uses only the complementary signals to supply the discrete output
signals. These discrete output signals are switched by two types of transistor.
These are:
S transistors that change the signal to 28Vdc for ON
S transistors that change the signal to ground for ON.

The ARINC 429 and the discrete output signals supply the same information.
Thus two signals are available where necessary.

32-60
Figure 86 Landing Gear Position Information - Schematic

32-60
LANDING GEAR - BITE

GENERAL BITE Test
The BITE test is software controlled and to start it you must make a test selec-
The L/G control system has two Landing Gear Control and Interface Units
tion on the MCDU. The test is a process that operates most of the LGCIU
(LGCIU) (5GA1/5GA2). Each LGCIU has hardware and software to:
hardware circuits. To prevent movement of the L/G and the L/G doors, it does
- continuously monitor the LGCIU/system for failures not operate the solenoid driver of the:
- keep the failure data and send this data to the other systems in the aircraft - selector valves
- do a BITE test - baulk solenoid of the L/G control lever.
- simulate the different positions of all (of) the L/G Approximately 7 seconds is necessary to complete the test.
- do the system tests during ground maintenance. The failure conditions that do not show during the normal operation of the
The LGCIU supplies data to the Centralized Fault Display System (CFDS). LGCIU can be found during the BITE test. This is because this function oper-
The CFDS, which is a maintenance aid system, has these components: ates the hardware circuits.
- the Centralized Fault Display and Interface Unit (CFDIU) (ITW) During a BITE test:
- two Multifunction Control and Display Units (MCDU) (3CA1/3CA2). - the software failure-monitor function continues to operate
The ARINC 429 input and output busses connect the LGCIU to the CFDIU. - the hardware failure-monitor function does not operate
The CFDIU is the interface between the LGCIU and the MCDUs. Each MCDU, - the LGCIU transmits incorrect L/G position information (ARINC 429 and
when set to the interactive mode, lets the maintenance technicians: discrete signals)
- read the fault data kept in the Non Volatile Random Access Memory (NOVOL - the Sign/Status Matrix field of each ARINC 429 word is set to Functional Test
RAM)of the LGCIU
- the NOVOL RAM keeps all the failure data.
- start the BITE test
At the end of the BITE test the BITE:
- set the L/G simulation mode.
- sends a CFDS message, or the signal TEST OK, to the CFDIU
SYSTEM DESCRIPTION - sets the Sign/Status Matrix field of each ARINC 429 word to Failed or Normal
- sends the failure data to the NOVOL RAM.
Failure Monitoring A hardware interlock prevents the operation of the BITE test during flight. This
The failure monitoring software operates continuously after the completion of interlock is operated by:
the power-up and the initialization. It does not have an effect on the operation - a signal from the Brake and Steering Control Unit (BSCU) (when the aircraft
of the LGCIU. wheel speed is 70 kts or more)
The software monitors the: - a ’not compressed’ signal from the L/G.
- L/G proximity-sensor inputs
- L/G control-lever inputs
- electrical power supplies
- L/G control-logic (discretes)
- ARINC 429 tranceiver inputs and outputs
- NOVOL RAM.

32-60
Failure Data - the number of times in a flight that the same failure occurred
The failure monitoring software makes sure that the failure found is correct. - the flight phase when the failure first occurred
This is done when it has completed its isolation and failure-filtering process. - a SRU identification letter. (The letter A tells you that the failure is external to
The failure data is then kept in a specified area of the NOVOL RAM in the the LGCIU. The letters B thru J tells you that the failure is of a component in
LGCIU. the LGCIU).
If a failure occurs when the aircraft is in flight, the failure data goes into the The data for a specified failure goes into the NOVOL RAM. At the same time,
flight memory. The flight memory has the capacity to keep the data of 30 fail- the failure message also goes to the CFDIU (CFDS Normal Mode). To see all
ures. Each failure data entry can be kept in the memory for a maximum of 64 the failure data kept in the NOVOL RAM, (the failure messages and the other
flights. The data kept in the memory for 64 flights automatically erases at the related data), it is necessary to make the applicable selections on an MCDU
start of the subsequent flight. If the memory becomes full in less than 64 flights, (CFDS Menu Mode).
each new entry causes the initial entry to erase.
The data for a specified failure only goes into the memory once during each Landing Gear Simulation Function
flight. If there is an intermittent failure during a flight, the software: The L/G simulation function is an aid to the maintenance technicians during the
- puts the data into the memory the first time that the failure occurs trouble shooting and the maintenance tasks. With this function it is not neces-
sary to:
- counts the number of times the failure occurs again (the software can make a
maximum of 4 counts) - lift the aircraft on jacks (to operate the proximity sensors on the shock
absorbers)
- puts the count value into the memory with the applicable failure data.
- operate the L/G.
If a failure occurs when the aircraft is on the ground, (this includes those fail-
ures found during a BITE test), this data goes into the ground memory. The During the simulation of a L/G configuration the:
ground memory has the capacity to keep the data of 3 failures. When it is full, - LGCIU supplies output data that agrees with the simulated, and not the
each new entry causes the initial entry to erase. All the failure data in the correct, configuration
ground memory automatically erases at the start of the subsequent flight. - ARINC 429 and discrete signals go to the applicable interface systems
The NOVOL RAM keeps: CFDS
- a failure message The CFDS has two modes of operation, Normal and Menu.
- more data related to the message.
Normal Mode
Each failure signal identifies a specified LRU and gives the FIN and ATA refer-
ences of that LRU. The Failure Indication Tables give a list of the failure mes- In this mode the failure monitoring continuously sends the status and the fail-
ure messages (Ref. LGCIU BITE Messages) to the CFDS. The CFDIU keeps
sages for each of the LGCIUs.

the failure messages in its memory until the start of the subsequent flight.
The other data kept with each failure message is as follows:
These messages can be seen when you set the MCDU to CFDS-LAST LEG
- the aircraft identification code REPORT.
- the date on which the failure occurred
- the time when the failure first occurred
- the flight in which the failure occurred. (This shows as a negative number.
E.g, -01 is the last flight and -02 is the flight before that).
- a code that identifies the failure condition (Ref. Failure Condition Tables in the
AMM)

32-60
Menu Mode For those failures that occur on the ground, the message GROUND replaces
This mode is only available while the aircraft is on the ground. With a MCDU the aircraft identification code.
set to LGICU-1 or LGCIU-2, the applicable LGCIU sends a menu of the failure Each page of this display can show a maximum of three lines of data. The se-
data and test items to the MCDU. Each LGCIU menu contains these items: quence in which the data shows, and the proceedure for the NEXT PAGE key,
- LAST LEG REPORT is that for the PREVIOUS LEG REPORT.
- PREVIOUS LEG REPORT If a failure has occured since the last flight, there will be some failure data in
the ground memory of the NOVOL RAM. The selection of the TROUBLE
- LRU IDENTIFICATION
SHOOTING DATA key causes the display to show this data first (GROUND
- TROUBLE SHOOTING DATA page).
- GROUND SCANNING If an aircraft flies with a failure that first occurred on the ground, the display
- TEST page shows a ground flight phase number (EG, 01 on the applicable line of
- LANDING GEAR SIMULATION. data).
The trouble shooting data shows on different pages when the:
(1) LAST LEG REPORT
- NOVOL RAM keeps the data on different dates
This display shows the failure messages kept in the NOVOL RAM during the
- data refers to a different aircraft.
last flight. It can show a maximum of three failure messages at one time. The
display will show more failure messages when you use the NEXT PAGE key. (5) GROUND SCANNING
This will have no effect if the display shows all of the failure messages.
This display gives the failure messages for those failures that occur when the
(2) PREVIOUS LEG REPORT aircraft is on the ground. It can show a maximum of three failure messages and
does not have a NEXT PAGE procedure.
This display shows the failure messages (maximium of 30) kept in the NOVOL
RAM during the last 63 flights. At the top of the display, the last message kept
shows first.
Each page of the display shows a maximum of three failure messages. The
NEXT PAGE key lets you see the subsequent failure messages. When the last
message shows and you use the NEXT PAGE key, it causes the first failure
message to show again.
If you move a LGCIU to a different aircraft, it keeps the failure data of the air-
craft it was on before. The aircraft on which each failure occurred can be identi-
fied. The specified aircraft identification code shows when the applicable failure
message shows.
(3) LRU IDENTIFICATION
This display shows the part numbers of the LGCIU hardware and software.
(4) TROUBLE SHOOTING DATA
This display shows the failure data kept in the NOVOL RAM. It has two types
of page, one for flight failures and one for ground failures. For those failures
that occur in flight, the page heading includes the aircraft identification code.

32-60
OBRM
Figure 87 MCDU - LGCIU Menu and Replies to Key Selection

32-60
(6) TEST
When you make a TEST selection on the MCDU, the display will show:
- TEST WAIT (10 secs).
In the subsequent 10 seconds the BITE does the self-test. When the test is
complete the initial indication changes to one of these:
- TEST OK
- TEST, the CFDS failure indication(s) (Ref. Tables 1 and 2), and the
message END OF TEST.
(7) LANDING GEAR SIMULATION

When the MCDU is set to LANDING GEAR SIMULATION, the L/G simulation
display shows. This display gives seven L/G configurations:
NOSE NOSE + LH
LEFT HAND NOSE + RH
RIGHT HAND
LH + RH
NOSE + LH + RH
When you make a selection from this display, the display changes to one which
gives these four L/G positions:
COMPRESSED
EXTENDED
DOWN LOCKED
UP LOCKED
An arrow-head shape (<) shows adjacent to the indications for the positions
not held by the L/G.
The arrow-head shape shows that a simulation of these positions can be
made. When you make a simulation selection of these positions, the arrow-
head shape goes out of view.
For example - The NLG is locked down and compressed:

COMPRESSED - L/G position
<EXTENDED - can be simulated
DOWN LOCKED - L/G position
<UP LOCKED - can be simulated.

32-60
OBRM
Figure 88 MCDU - LGCIU Menu and Replies to Key Selection

WHEELS AND BRAKES
32-40
32-40 WHEELS AND BRAKES

GENERAL
The Wheel and Brakes system permits controlled movement of the aircraft on
the ground.
In the Aircraft Maintenance Manual the system is divided into these
sub-systems:
- Wheels (Ref. AMM 32-41-00)
- Normal braking (Ref. AMM 32-42-00)
- Alternate braking with anti skid (Ref. AMM 32-43-00)
- Alternate braking without anti skid (Ref. AMM 32-44-00)
- Parking braking (Ref. AMM 32-45-00)
- Brakes and steering built-in test equipment (Ref. AMM 32-46-00)
- Brake system temperature (Ref. AMM 32-47-00)
- Brake cooling system (Ref. AMM 32-48-00)
Wheels, Tires, Brakes

The wheels are made of two half wheels machined from aluminum alloy forg-
ings and have a tubeless tire installed.
The tires are Radial tires or (optional) Bias tires.
The main gear wheels have multidisc carbon brakes.
Two sets of independently supplied pistons operate the brakes. The Green hy-
draulic system supplies one set. It is used for the Normal braking System.The
Yellow hydraulic system supplies the other set of pistons whith the aid of one
Yellow pressure accumulator. This set is used for the Alternate braking system
and the Parking brake.

WHEELS AND BRAKES
32-40
Figure 89 Wheel Numbers and FINs

WHEELS AND BRAKES
32-40
WHEELS AND TIRES

Main Gear Wheels Nose Gear Wheels
The wheels consist of two forged half-wheels made of light alloy. They are The wheels consist of two forged half-wheels made of light alloy. They are
attached together with bolts made of high-tensile steel and self-locking nuts. attached together with bolts made of high-tensile steel and self-locking nuts.
An O-ring seal is put between the two half-wheels. An O-ring seal is put between the two half-wheels.
The wheels are equipped with: The wheels are equipped with:
S - taper roller bearings with protective seals, S - taper roller bearings with protective seals,
S - drive keys for the brake rotor disks, S - one standard inflating valve which you can replace by a valve with an
S - fuse plugs which deflate the tire in the event of excessive brake overheat incorporated pressure indicator (PSI type),
and thus protect against tire burst because of excessive pressure, S - one overpressure relief valve,
S - one standard inflating valve which you can replace by a valve with an S - a provision for installation of a transducer for the Tire Pressure Indicating
incorporated pressure indicator (PSI type), System (optional system).
S - a provision for installation of a transducer for the Tire Pressure Indicating The landing gear manufacturer supplies the axle sleeve installed between the
System (optional system). wheel and the axle.
Each wheel is installed on the axle with an axle sleeve. Characteristics:
Characteristics on A319/320 A/C: S - weight: 15.95 kg, including hub cap.
S - weight: 60.6 kg max. It is possible to use either 30 X 8.8 R15 radial tires (basic) or 30 X 8.8 -15 con-
S - melting point of the fuse plug: ventional tires (option) on these wheels.
- . first set, inside keys: 300 deg.C (572 deg.F),
- . second set, on wheel web: 183 deg.C (361 deg.F).
Characteristics on A321 A/C:
S - weight: 81.5 kg max.
S - melting point of the fuse plug: 182 deg.C (360 deg.F).
On A319/320 A/C it is possible to use either 45 X 16 R20, 46 X 17 R20 and
49 X 19 R20 radial tires or 46 X 16 - 20, 49 X 17 - 20 and 49 X 19 - 20

conventional tires (bias tires) on these wheels.
On A321 A/C it is possible to use either 1270 X 455 R22 radial tires or
49 X 18 - 22 conventional tires on these wheels.

WHEELS AND BRAKES
32-40
MAIN GEAR WHEEL

NOSE GEAR WHEEL
Figure 90 Main- and Nose Gear Wheel

WHEELS AND BRAKES
32-40
Tire Mixability Precautions
Mixing of radial and Bias tires is not totally forbidden but it is restricted.Tire
Mixability Precautions are given in the AMM (Ref. 32-41-00)
RADIAL AND BIAS TIRE PROFILES

INSTALLED ON THE SAME AXLE

WHEELS AND BRAKES
32-40
RADIAL TIRE BIAS TIRE

Figure 91 Radial and Bias Tire

WHEELS AND BRAKES
32-40
BRAKES
MAIN GEAR BRAKES Torque tube
The torque tube is a forged steel part with a bolted back plate. The braking
The brakes are of the multidisc type. Each brake includes:
reaction is transmitted:
S a piston housing,
S from the stators to the torque tube by splines,
S a torque tube,
S to the landing gear axle by three attachment bolts and nine pins.
S a carbon heat pack.
Tie bolts of high-tensile steel attach the torque tube to the piston housing.
Piston housing Three bolts and nine pins attach the brake to the axle flange of the landing
The piston housing is a forged aluminum-alloy part which changes the hydrau- gear.
lic pressure into a load by the use of pistons. They also transmit the torque from the torque tube to the axle.
The piston housing has:
Heat pack
S two hydraulically independent sets of pistons,
The heat pack has several structural carbon rotors and stators. There are four
S a bleeder for each of the two systems, rotors. Steel drive keys which are riveted to the discs give a protection to the
S a half self-sealing coupling for each system, two rotors and stators.
S a torque tube, (a) Wear pin indicator
S two wear indicators for the heat pack, Two wear pins are attached to the pressure plate. They give a visual indication
S a brake temperature sensor. of the overall wear of the heat pack without removal (Parking brake applied).
Two 1/4 in. hoses supply the hydraulic pressure to the brake. (b) Temperature sensor
The temperature sensor gives the temperature of the heat pack. The body of
Pistons the temperature sensor is attached to the piston housing.
There are seven pistons for each system.
The pistons have a return spring and a spiral friction spring which: Characteristics
S cause the automatic return of the piston, S Weight: approx. 67.1 kg
S take-up the play in the heat pack caused by the wear of the carbon discs. S Maximum energy: 70 x 10 to the power 6 Joules
Insulators give a protection to the pistons against the heat. They are installed S Maximum capacity: approx. 45 cubic centimeter
on a steel plate. S Warning temperature: 300 deg.C (572.00 deg.F)

The pistons act on a pressure plate which applies the braking loads evenly to
the brake discs.

WHEELS AND BRAKES
32-40
Figure 92 Brake Assembly (Messier)

WHEELS AND BRAKES
32-40
PISTON/ADJUSTER ASSEMBLY WEAR INDICATOR PIN

Figure 93 Piston/Adjuster Assembly and Wear Indicator Pin

WHEELS AND BRAKES
32-40
Figure 94 Brake Temperature Sensor

WHEELS AND BRAKES
32-40
BRAKE INSPECTION
Brake Leak Check Normal Braking
To check the normal braking system for hydraulic leaks:
S Pressurize the green hydraulic system.
S Parking brake off.
S Anti skid switch on.
S Push the brake pedals a few times.
S Check for leaks on the piston housing,pistons and hydraulic lines.
Brake Leak Check Alternate Braking

To check the alternate braking system for hydraulic leaks:
S Pressurize the yellow hydraulic system.
S Parking brake OFF.
S Anti skid switch OFF.
S Push the brake pedals a few times.
S Check for leaks on the piston housing,piston and hydraulic lines.
Check of Brake wear

S Apply brakes.
S Measure the wear pin when the brake is cold
( less than 100 deg.C. )
S If the end of one of the two wear pins touches the machined surface of the
piston housing,the brake unit is fully worn and must be replaced.

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GREEN BLEED VALVE
BRAKE WEAR INDICATOR
YELLOW BLEED VALVE
YELLOW
HYD. COUPLING
FWD
BRAKE STUDS
GREEN
HYD COUPLING
TEMPERATURE SENSOR
Figure 95 Brake Assembly

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NOSE WHEEL BRAKING

Brake bands stop the nose gear wheels at the end of the gear retraction cycle.

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Figure 96 Nose Wheel Braking

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BRAKE SYSTEM
Normal Braking Alternate Braking without Anti Skid
The Normal braking system is electrohydraulic and includes a computer, which The Alternate braking without anti skid system is the secondary mode of
is the Brake and Steering Control Unit (BSCU). The BSCU controls the opera- operation of the Alternate braking with anti skid system. The system is auto-
tion of the electrohydraulic valves in the system. The System includes a switch, matically available when the anti skid function is not available. This occurs
the A/SKID & N/W STRG switch, which isolates the system when set to OFF. when:
The hydraulic pressure that operates the brake pistons is supplied from the S the A/SKID & N/W STRG switch is set to OFF
Green Main Hydraulic Power System .
S electrical control of the Alternate Braking with Anti Skid System is not
The system has two modes of operation, manual and automatic, and gives available.
automatic anti skid protection in each mode.
The system uses the same hydromechanical components as the Alternate
During manual braking, the input signals to the computer come from two pairs braking with anti skid system. Braking inputs can only be made at the brake
of brake pedals. The input signals are proportional to the amount of pedal pedals. When the brake pedals are operated, hydraulic pressure from the Yel-
travel and supply braking independently to each MLG. low main hydraulic power system is connected to the brakes. If the Yellow hy-
For automatic braking, three Pushbutton Switches (P/BSW) each set an auto- draulic supply is not available, an accumulator (filled from the Yellow hydraulic
matic braking program (LO, MED or MAX) in the BSCU, which gives a different system) give sufficient pressure for at least 7 full operations of the brakes. As
deceleration rate. Use of the pedals cancels an automatic braking program. electrical power is not necessary to operate the brakes, this system is usually
The BSCU uses the input signals to make output signals which control the used when the aircraft is towed.
operation of the electrohydraulic valves. A triple pressure indicator shows the supply pressure and the pressure at the
The WHEEL page shows data for the anti skid and braking functions. Lights on brakes.
each P/BSW show the program selection and when it is in operation.
Parking Braking
If specified failures occur in the system, control automatically changes to the
The parking braking system is an electrohydraulic system. Its primary function
Alternate braking system mode.
is to prevent movement of the aircraft when it is parked. It can also be used to
Alternate Braking with Anti Skid stop the aircraft. The parking braking system gets its hydraulic power supply
from the accumulator of the Alternate braking system or the Yellow main hy-
The Alternate braking system with anti skid is the secondary, electrohydraulic
draulic power system. The accumulator has sufficient capacity to hold the
braking system. It automatically becomes available if:
brakes on for a minimum time of twelve hours (or supply braking pressure for a
S specified failures occur in the Normal braking system specified number of operations). The brake pressure supplied to each MLG
S the pressure of the Green main hydraulic power supply is less than a and the accumulator pressures are shown on the triple pressure indicator.
specified value.
Braking inputs can only be made at the brake pedals. These operate a low-
pressure hydraulic system. This system causes the Yellow main hydraulic
power supply to go to the second set of pistons in the brakes. The quantity of
hydraulic pressure that goes to the brakes (of the left and right MLG) is in pro-
portion to the travel of each brake pedal.
The BSCU controls the four servo valves in the system to supply the anti skid
function.

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Figure 97 Brake System - Schematic

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NORMAL BRAKING
General
The braking is normal:
S - when the Green high pressure is available,
S - when the A/SKID & NOSE WHEEL control switch is in the ON position,
S - and when the PARK BRK control switch is in the OFF position.
The Normal braking uses the first set of brake pistons.
The control is electrical and is achieved:
S - either via the pedals.
S - or automatically:
- On the ground by the auto brake system and in flight, when the landing-
gear control-lever is put in the UP position.
In all the cases, the energization of the brake selector valve causes the supply
of the system.
When you put the A/SKID & NOSE WHEEL control switch in the OFF position
or when you apply the parking brake:
S - the selector valve is de-energized,
S - the Normal mode is de-activated.

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Figure 98 Normal Braking - Schematic

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BRAKE SYSTEM COMPONENTS TRANSMITTER UNIT DIAGRAM
Brake Pedal Control

Rods and bellcranks mechanically link the Captain and First Officer pedal con-
trols.
The left pedals control one of the input levers of the brake pedal transmitter
unit. The right pedals control the other lever.
Brake-Pedal Transmitter Unit

The brake-pedal transmitter unit is located underfloor on the First Officer side.
It transforms the mechanical input from the left and right pedals into four identi-
cal electrical voltages per side. This is done via plastic-track potentiometers.
These voltages are sent to the Braking/Steering Control Unit (BSCU).
For a given position of the pedals, the BSCU delivers a command for the ener-
gization of the selector valve.
When the pedals are depressed, any overtravel is absorbed by the spring rods
which actuate the levers of the transmitter unit.

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Figure 99 Brake Pedal Control and Pedal Transmitter Unit

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Pedal Artificial Feel

The artificial feel at the pedals is identical in the Normal and Alternate braking
modes.
The master cylinders of the Alternate system give the artificial feel (master cyl-
inder spring + pressure in the master cylinder).
The diagram shows the pedal load/angle in relation to the pressure supplied to
the brakes in the Normal mode.
The graph 1 shows :
S - the influence of the master cylinder spring alone,
S - the combined action of the spring and the pressure in the master cylinder.
The graph 2 shows the pressure supplied in the Normal mode.

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Figure 100 Pedal Artificial Feel - Diagram

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Selector Valve and Filter Automatic Selector
The selector valve is located in the wheel well in the Green hydraulics The primary function of the automatic selector is to select the Normal hydraulic
compartment. The selector valve is of the 3-way type and isolates the Normal system (Green) or the Alternate system (Yellow) for the supply of the brakes.
braking system when: The Alternate system is used if the Green pressure is not available (selector
S - the solenoid is de-energized, valve de-energized or faulty, or selector valve energized but with the Green
S - the Normal braking is not selected, or hydraulic system not available).
S - the pedals are released. The automatic selector includes a primary stage which selects the system.
An internal valve progressively opens the supply-to-delivery passage of the This primary stage includes:
selector valve. - a differential section piston which operates a slide valve, for Normal braking,
A filter with a filtering capacity of 15 microns absolute is installed on the deliv- - a set of valves for Alternate braking.
ery port. Thus the two systems are isolated.
The purpose of the filter is to protect the supply to the servovalves down- The automatic selector also includes a secondary stage. This secondary stage
stream of the selector valve. is used to cut off the return from the servovalves of the Alternate brake
system if:
- the Yellow system pressure is lost. The brake Yellow-pressure accumulator
is used; as the Alternate servovalve return is isolated, this prevents leakage,
- the Parking brake is used. As the return is isolated, this causes the inhibition
of the Alternate servovalves. The release of the brake during the electrical
test of the servovalves is no longer possible.

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FILTER ASSY
AUTOMATIC SELECTOR
NORMAL BRAKE SELECTOR VALVE
Figure 101 Normal Brake Components

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NORMAL BRAKE SERVOVALVE MANIFOLD

There are two servovalve manifolds installed, one on each main gear.
Each manifold has:
S two servovalves,
S two associated safety valves with integrated downstream filter,
S two pressure transducers located downstream of the safety valve,
S one filter on the supply line of the manifold.
Normal Brake Servovalves
There are four servovalves; one for each brake.They are controlled by the
Brake and Steering Control Unit (BSCU) and regulate the brake pressure in the
normal brake system independently for each brake.
The brake servovalve supplies a pressure inversely proportional to the current
it receives from the BSCU.
If there is no supply pressure, the servovalve connects the brake to the reser-
voir return system.
Safety Valves
A safety valve is installed between the brake servovalve and the brake. It stops
the flow in the line if there is a leakage.
The safety valve is made to operate only if the flow is more than or equal to 4
l/mn.
To prevent the untimely operation of the valve when the brake are bled, the
bleeders are moderately open and the brake pressure must not be more than
50 bars.
The valve stays closed after operation for a supply pressure more than or
equal to that of the reservoir.

The valve is reset when you depressurize the reservoir return systems or when
you open the bleed screw on one end of the valve.
Normal-Brake Pressure Transducers

The brake pressure transducers are installed on the manifold of the Normal
brake servovalve, one downstream of each servovalve.
The integrated-logic transducer supplies a DC voltage between 1 and 5V for a
pressure signal between 0 and 200 bars.
The zero has been shifted to enable BITE testing.

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SAFETY VALVE
PRESSURE TRANSDUCER
SERVOVALVE
Figure 102 Normal Brake Servovalve Manifold

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Normal Brake Servovalves

There are four servovalves; two on each manifold; (one for each brake).
The brake servovalve supplies a pressure inversely proportional to the current
which passes through the control coil used.
The influence of the supply pressure on the pressure/current gain is negligible
(unigain-type servovalve).
The current moves a flapper located between two jets. Two coils are installed
around the core which is mounted in the gap of a permanent magnet.
The attraction of the core by the poles of the magnet is function of the current
which passes through the coils.
The movement of the flapper modifies the sections of the fluid passage at the
jets. Consequently the pressure in the control chambers of the slide valve is
modified. The differential action of the pressure moves a slide valve. This fills
or drains the brake depending on whether the current decreases or increases.
The slide valve is in a balanced position under the action of the pressure sup-
plied on one of the opposite faces of the slide valve. With zero current in the
coil, the pressure supplied is equal to the pressure supplied to the servovalve.
If there is no supply pressure, the servovalve connects the brake to the reser-
voir return system.

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Figure 103 Normal Brake Servovalve

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Safety Valves
A safety valve is installed between the brake servovalve and the brake. It stops
the flow in the line if there is a leakage.
The safety valve is made to operate only if the flow is more than or equal to 4
l/mn.
The time for valve closure is less than 5 s (with fluid temperature = 30 deg.C)
for a flow rate more than or equal to 5 l/mn under a supply pressure of 206
bars (2987 psi).
To prevent the untimely operation of the valve when the brake are bled, the
bleeders are moderately open and the brake pressure must not be more than
50 bars.
The valve stays closed after operation for a supply pressure more than or
equal to that of the reservoir.
The valve is reset when you depressurize the reservoir return systems or when
you open the bleed screw on one end of the valve.

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Figure 104 Normal Brake Safety Valve

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Safety Valves (2. Version)

The design of these safety valves is different from the other type, the connec-
tions and the operation are the same.

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Figure 105 Normal Brake Safety Valve

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Normal-Brake Pressure Transducers

The brake pressure transducers are installed on the manifold of the Normal
brake servovalve, one downstream of each servovalve.
The integrated-logic transducer supplies a DC voltage between 1 and 5V for a
pressure signal between 0 and 200 bars.
The zero has been shifted to enable BITE testing.

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Figure 106 Normal Brake Pressure Transducer

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Tachometer
Four identical tachometers are installed in the main-gear wheel axles (one for
each wheel).
The tachometers supply wheel speed information. Each tachometer has two
200-tooth rings:
- 1 stationary ring associated with a coil and a permanent magnet,
- 1 ring driven by the wheel.
The rotation of the wheel causes variations in the induction frequency which
are proportional to the angular speed (Frequency = 200 x angular speed).
The variable-frequency voltage supplied by the tachometer is sent to the
Braking/Steering Control Unit.

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Figure 107 Tachometer

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BRAKING/STEERING CONTROL UNIT (BSCU)

The BSCU is installed in a 6MCU-size case in rack 90VU (Shelf 94VU). Its
functions are:
- Braking control through the servovalves and the pressure transducers,
- Braking regulation through the check of the speed of each braked wheel,
- Integrated monitoring with memorization of the failures which come from the
different LRUs of the system. It permits to locate the failures during mainte-
nance operations, from the CFDS.
- Automatic braking control through the substitution of a programmed speed
with a given acceleration rate to the anti-skid reference speed,
- Nosewheel steering control through a hydraulic block and an actuating cylin-
der (Ref. 32-50),
- Conversion into ARINC 429 data of the brake temperatures which come from
the Brake Temperature Monitoring Units (BTMU) attached to the main landing
gear.
All the functions use the digital technology.

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Figure 108 BSCU

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(1) Description of the BSCU
The BSCU has:
- Four power supply units grouped two by two. They form the sides of the
case.
- An ARINC 600 connector at the back (Size 2, 300 contacts).
- A rear interface in the form of two U-shaped boards (around the connector).
It comprises the lightning protection and the switching assemblies.
- Six electronic boards
The dimensions of these boards are 225 x 175 mm. They are installed verti-
cally and lengthwise in the case.
They are connected together and to the rear interface through two connectors
which occupy the totality of their back faces.
There are two identical sets of three boards which form the systems 1 and 2.
Each board with a microprocessor is connected to an On-Board Reprogram-
mable Module (OBRM) which includes PROMs.

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Figure 109 BSCU - Internal Architecture

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(2) Description of the systems 1 and 2
Each system is supplied independently with 115V 400 Hz power and has two
channels.
Each channel has its own power supply (+ 5V, plus or minus 15V) and acquisi-
tion modules.
- A control channel ensures the slaving functions and produces the currents
which are sent to the electro-hydraulic components.
- A monitoring channel dialogues with the control channel through a serial link
and monitors the control channel.
(a) Connection between the two systems
The dialogue is through 4 validity discretes (1 for each channel). During the
functional test upon the landing gear extension an exchange of the codes sent
over 8 discretes enables to test the two systems.
(b) Operation
At each energization the first system supplied takes control. The exclusion be-
tween the two systems is ensured by the software. If the two systems are sup-
plied simultaneously the SYS1 has priority.
If there is a disagreement between the control and monitoring channels of the
system engaged:
- the system is disconnected, it cancels its validity bits and isolates its
commands,
- the system in standby takes over. It validates its commands and ensures
again all the functions of the unit with the same level of performance.
(3) Software organization of the BSCU
The BSCU is made of two systems physically distinct but functionally identical:
- System 1,
- System 2.
The unit has two identical software programs (one for each system). Each sys-
tem itself has two channels:
- Control,
- Monitoring.
Each system integrates two different software programs (one for each chan-
nel).

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Figure 110 BSCU - Connection between the SYS 1 and SYS 2

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CONTROL BSCU Configuration (PIN PROGRAMMING)
The various inputs and outputs associated with the control are shown in the
(1) Principle
schematic.
At BSCU energization, the pin programming integrated in the BSCU is
Functions performed:
compared with the aircraft pin programming (strap connection).
- Control of the brake selector valve,
- Automatic braking of the wheels upon initiation of the landing gear retraction, Any disagree results in switching the Normal braking to the Alternate mode
- Auto brake. without anti-skid regulation (ALT OFF-NWS OFF).
The BSCU pin programming can be adapted by means of the BSCU menu
(1) Selector valve control mode, via the CFDIU.
The opening of the selector valve results from the actions given below: This procedure is described in Brakes and Steering - BITE.
- depression of a left or right pedal past the load threshold,
(2) BSCU configurations
- activation of the auto brake,
The various configurations available depend on the parameters below:
- automatic braking of the wheel during the landing gear retraction.
- aircraft type,
(2) Pressure slaving of the Normal servovalve - brake type,
- wheel type (different diameters),
For each gear, the brake command obtained by the depression of a pedal is
- deceleration rate in special automatic braking mode,
transformed into a pressure by the normal servovalve.
- brake fan option.
The servovalve is internally servoed to prevent pressure shifts ; a feedback
loop which uses a pressure transducer adjusts the controlled pressure.
The maximum pressure supplied by the servovalve is 175 bars.

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Figure 111 Normal Braking - Electrical Schematic

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Figure 112 Braking Electrical Control - Schematic 1

WHEELS AND BRAKES
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Figure 113 Braking Electrical Control - Schematic 2

WHEELS AND BRAKES
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WHEELS AND BRAKES
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Figure 114 Arinc 429 Inputs/Outputs

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ANTI SKID CONTROL

(1) The inputs and outputs of the anti skid system are shown on the schematic
NOTE : The Braking/Steering Control Unit is designed for use with two types of
brakes. The selection is made through shunts located at the rear of the
unit, on the wiring side of the aircraft.
(2) Principle
The speed of each main gear wheel is compared to the reference speed. With
braking ordered, when the speed of a braked wheel decreases to below the
input control speed (Vc), the anti skid system sends a brake release order. This
order keeps the wheel speed value at the input control speed. A slip law func-
tion of the reference speed is introduced.
The anti skid system has the corrective networks necessary to stabilize the
feedback loop.
The servovalve is the pressure-servoed electro-hydraulic component.
The static gain of the brake is approximately 450 mN/bar depending on the
brake type.
The tachometer transforms the angular velocity of the braked wheel into a fre-
quency.
A converter transforms the input frequency into a digital signal that the micro-
processor can use directly.

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Figure 115 Anti Skid - Schematic

WHEELS AND BRAKES
32-40
(3) Regulation
The control speed of the speed servoing of each wheel (4 independent wheels)
is calculated by decreasing the reference speed by the value of the slip ratio.
Vc (t) = 0.91 VRef (t)-1.5 (in m/s)
The regulator compares the control speed to the braked wheel speed to estab-
lish, if necessary, a brake release order so as to decrease wheel slip. The cor-
rective networks and the static gain of the regulator of one wheel are adjusted
to maintain a high level of stability and accuracy.
Below a 10 m/s reference speed, the regulator action is inhibited by forcing the
control speed value at 0 m/s (enabling wheel locking).
The regulator supplies numerical values converted into current to supply the
coil:
- of the Normal servovalve,
- of the Alternate servovale.
The current control is not affected by the impedance of the servovalve coil.
The maximum pressure supplied to the brakes is limited by I1 or I2 which can-
not fall below I MIN.
When sufficient brake release current is available, the voltage at the terminals
of a resistor is sent to the lower ECAM DU.
It supplies the brake-release indication, REL (Release) symbolized by 5 green
bars on the wheel concerned.
The regulation circuit of the Normal or Alternate servovalve supplies the REL
information.
A regulation-inhibition circuit eliminates all the brake-release orders that could
occur:
- during an automatic in-flight wheel braking when the gear retracts,
- or during application of the Parking brake (for 3 s only).

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Figure 116 Anti Skid - Principle

WHEELS AND BRAKES
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(4) Indicating
The A/SKID & NOSE WHEEL control switch is located on the center instru-
ment panel.
All the indications are transmitted to the crew through the ECAM :
- On the lower display unit, the WHEEL page gives the Release information,
the NORMAL/ALT braking mode and the selected deceleration.
- On the upper display unit the related warnings are displayed.

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Figure 117 BSCU Failure Categories

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AUTO BRAKE
(1) Principle - the upper part (DECEL legend) comes on green: when the corresponding
(a) Operation deceleration rate has been reached, (LO and MED pushbutton switches) or
when you have a deceleration rate higher than 0.27 g (MAX pushbutton
The automatic braking system has the two functions below:
switch).
- generation of the arming or disarming orders to the system,
- supply of a programmed speed to the braking controller. This speed is initi- (2) Auto brake logic
ated from the impact by the aircraft speed and decreases according to the de- The auto brake logic is located in the BSCU on the control and monitoring
celeration ratio selected by the crew. boards of the SYS 1 and SYS 2.
This programmed speed is used as a reference speed for the anti skid control- The signals below are sent to the logic circuits of the auto brake:
lers of the braked wheels. And this as long as it is higher than the aircraft - 3 signals that the AUTO BRK LO/MED and MAX on the center instrument
speed. Each wheel is thus servoed to this speed. panel supply:
If the tire-runway adherence does not permit to get the selected deceleration: 2 deceleration rates (LOW = 1.7 m/square second and MED = 3 m/square
- the aircraft speed is then higher than the programmed one, second) and a MAX = 6 m/square second (higher than the maximum pos
- the anti skid operates to get the optimum deceleration. sible deceleration of the aircraft)
When the adherence permits again to get the selected deceleration: - 3 signals which tell that the ground spoilers are extended. Two of them must
be present to permit the automatic braking.
- the programmed speed is then higher than the aircraft speed,
- a signal which gives the pedal position,
- the automatic braking limits again the deceleration progressively to the se-
lected value. - a signal which tells that the pressure in the Green system is low,
The auto brake system does the actions below: - a signal which gives the longitudinal deceleration of the aircraft ADIRs.
- get the optimum deceleration rate compatible with the length of the runway, - no tachometer failure.
- decrease the pilot workload during landing, - GROUND/FLIGHT information.
- decrease the number of pilot actions at take-off (one action on throttle The auto brake logic supplies:
instead of two actions: braking + throttle) - the command for the energization of the selector valve,
- improve passenger comfort. - the braking command to the four servovalves,
Before landing, the pilot sets the deceleration rate he thinks to be adapted to - the information below to the lighted pushbutton switches:
the runway. For this purpose, he uses the AUTO BRK LO/MED and MAX on the system is armed or the deceleration rate that you get
the center instrument panel. The pilot can disengage the autobrake when he - to the ECAM system:
depresses the pedals or when he pushes again the AUTO BRK LO/MED and the deceleration rate that you select or the AUTOBRK disarm signal or the
MAX. AUTO BRK FAULT signal if arming is not possible.
Before takeoff, the pilot can select the MAX mode.
(b) Indicating
Each lighted pushbutton switch is divided into two parts:
- the lower part (ON legend) comes on blue to show that the pushbutton switch
has been selected and the system armed,

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Figure 118 Auto Brake Control

WHEELS AND BRAKES
32-40
(3) Operation The auto brake system is disengaged:
(a) MED and LOW modes - when you put the landing-gear control lever in the UP position
1. These modes are used at landing. - or when you push again the mode-selection pushbutton switch already
2. The selector valve is energized by the extension command of the ground selected.
spoilers. There is no AUTO BRK indication on the ECAM.
3. It is possible to apply the brakes if the ground-spoilers extension signals are The automatic braking is only re-initiated after the selection of a new decelera-
present (speed of the main gear wheel > 72 kts). tion rate. This occurs if the signal for the extension of the ground spoilers is still
The braking has a delay of 4 seconds for the LOW mode and 2 seconds for generated.
the MED mode. It is then progressively applied. The automatic braking is totally and immediately cut off as soon as a ground
4. The pressure supplied by the 4 servovalves gradually increases, t = 3 s spoilers-retraction signal is applied (this signal possibly results from a go-
approx. The programmed reference speed is reached progressively. around command).
5. The control circuit sends identical commands to the 4 servovalves. The braking is inhibited but the system stays armed.
6. The integrator recopies the reference speed, it limits its decrease according The automatic braking is re-initiated as soon as there is a new mode selection
to the deceleration that the crew selects. (LOW or MED mode).
(b) MAX mode (b) In the MAX mode, the load required at the pedal to cut off the automatic
braking is greater than that in the LO or MED mode (half travel).
1. This mode can be selected for acceleration-stop (aboted take-off).
Travel of the two brake pedals: 7.5 degrees in LOW and MED.
2. The command for the ground spoiler extension controls:
Travel of the one brake pedal: 10 degrees.
- the energization of the selector valve,
The pilot can disengage the AUTO BRAKE MAX mode when he depresses just
- the immediate delivery of a maximum pressure to the four brakes.
one pedal
3. The programmed deceleration rate is such as the full pressure is applied on
the four brakes. (5) Disengagement in the event of failure
The system cannot be armed and is disengaged in the cases below:
(4) Manual take-over (cut-off automatic braking)
- arming is impossible when there is a Green low pressure or A/SKID failure
(a) MED and LOW modes
(servovalve, pressure transducer, tachometer) or electrical supply failure.
The pilot can take-over braking control in two ways:
- disengagement when there is a loss of the arming conditions.
- by applying a fairly high load to one pedal
- by simultaneous application of a moderate load on both pedals

The automatic braking stops gradually.
The AUTO BRK indication on the lower ECAM DU flashes during 10 s. The
selected pushbutton switch goes off.
If the braking input from the pedals is lower than that from the auto brake sys-
tem, the transition is gradual (pressure gradient 50 bars/s approx. (725 psi/s).
If not, the transition occurs without delay.
A small differential braking is not permitted.

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32-40


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ALTERNATE BRAKING
ALTERNATE BRAKING WITH ANTI SKID ALTERNATE BRAKING WITHOUT ANTI SKID
General General
The Alternate braking with anti skid associates the Yellow high pressure with The ALTN/OFF mode is different from the mode identified above in that there is
the anti skid regulation. You get this mode automatically: no anti skid regulation. The anti skid regulation can be disconnected:
- if Green pressure is not available or falls during braking, - either electrically (A/SKID NOSE WHEEL switch in the OFF position or
- or if certain failures occur on the Normal Braking system. power supply failure),
A hydraulic selector causes changes between the Green and Yellow systems - or hydraulically if the brake Yellow-pressure accumulator only supplies. the
automatically. brakes (then the A/SKID NOSE WHEEL switch can be in any position).
You control only with the pedals. An auxiliary low-pressure hydraulic-system Hydraulic changes between the Yellow high-pressure system and the accumu-
transmits the orders. The pressure supplied to the left and right brakes is lator are automatic and reversible.
shown on a brake Yellow-pressure triple-indicator installed on the center The brake Yellow-pressure triple-indicator shows the pressure of the accumu-
instrument panel. lator.
The anti skid system and related indicating are operative. The Yellow electric pump fills the accumulator.
This braking mode uses the second set of pistons of the brake unit. The accumulator can supply at least seven full brake applications. This braking
mode uses the second set of pistons in the brake units.
Control
A hydro-mechanical system transmits control inputs at the pedals. This hy-
dro-mechanical system is installed between the master cylinders and the dis-
tribution dual valve (auxiliary low-pressure control-system).
Anti Skid Regulation

The regulators used for the Normal system are also used for anti skid regula-
tion.
The servovalve gets brake release orders.
The servovalves can decrease the pressure at the brakes.

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Figure 119 Alternate Braking - Schematic

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ALTERNATE BRAKING COMPONENTS

Auxiliary Low-Pressure Control-System
(1) Brake-control hydraulic reservoir
The reservoir supplies the master cylinders of the Alternate system with
hydraulic fluid to make allowance for:
- the changes in the volume of the fluid,
- possible leakages.
A spring-loaded piston pressurizes the reservoir lightly (1.5 bars absolute).
The reservoir has a filling valve and two calibrated valves:
- one which limits the internal pressure,
- the other which removes fluid if an overpressure occurs.
(2) Master cylinders

There are two master cylinders (one for the left side, one for the right side).
The master cylinders are used to:
- control the distribution dual valve of the Alternate brake system by
displacement of a volume of fluid,
- give artificial feel at the pedals by means of an internal spring and the load
resulting from the pressure that increases in the control circuit.
When the pedals are released an internal valve opens to connect the output
chamber to the hydraulic reservoir.

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BRAKE CONTROL
HYDRAULIC RESERVOIR
MASTER CYLINDER
Figure 120 Brake Control Hyd. Reservoir and Master Cylinder

WHEELS AND BRAKES
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Alternate-Brake Distribution Dual-Valve
The distribution dual valve includes two independent pressure-reducing valves,
one for each main gear. A master cylinder operates each valve.
The distribution dual valve is installed in the hydraulics compartment.
Each pressure reducing valve includes a control piston which operates a dis-
tribution slide valve through a spring and a rocker arm.
When the pedal is released, the Yellow pressure is shut off and the brake port
is connected to the reservoir return.
When the pedal is pushed in, the volume of fluid moved by the master cylinder
causes the displacement of the piston which then operates the rocker arm and
the slide valve; the reservoir return is shut off and the pressure port is con-
nected to the brake port.
A check valve is installed to rapidly move the fluid to the brake port: thus the
slide valve can be in the fully open position as soon as the pedals are pushed
in and the brakes are filled without delay.
In balanced state, the pressure supplied is in proportion to the compression of
the spring and consequently to the displacement of the control piston.
The maximum pressure supplied is 175 bars (2537 psi).

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Figure 121 Alternate-Brake Distribution Dual-Valve

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Dual Shuttle Valve
The dual shuttle valve includes two valves, one for each main gear, installed in
a single block adjacent to the Alternate-brake distribution dual-valve. Each
valve is used to select either the Alternate system (E or D) (spring biased posi-
tion) or the Parking system (A) to supply the brake system of the correspond-
ing gear (C or B).

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Figure 122 Dual Shuttle Valve

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Alternate Brake-System Pressure-Transmitters
Two pressure transmitters measure the pressure at the outlet of the dual
shuttle valve, i.e. the pressure supplied either by the Alternate-brake distribu-
tion dual-valve or by the Parking-brake pressure limiter.
The pressure transmitters send the information to an indicator (brake Yellow-
pressure triple-indicator) in the cockpit. The indicator also shows the pressure
of the brake Yellow-pressure accumulator.
Brake Yellow-Pressure Triple-Indicator

The brake Yellow-pressure triple-indicator shows the pressure supplied by the
distribution dual valve to the LH and RH brakes. This indicator thus shows that
the system is supplied with the Yellow pressure.

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32-40
Figure 123 Brake Yellow Pressure Transmitters

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Alternate Brake Servovalve Manifold
There are two alternate brake servovalve manifold assemblies installed, one for
each main gear. Each manifold includes:
S 2 servovalves,
S 2 safety valves with integrated downstream filter,
S 1 filter in the manifold pressure supply.
(a) Servovalves
One servovalve supplies one brake only.
The servovalves are supplied with pressure when the pedals are pushed in.
When there is no anti skid regulation, the pressure applied to the brakes is
equal to the pressure supplied to the servovalves. The anti skid system regula-
tion decreases the pressure at the brake.
The BSCU controls the servovalve by current.
With zero current in the coil, the pressure supplied is equal to the pressure
supplied to the servovalve.
(b) Safety Valves

The principle of operation is the same as that of the normal brake safety-
valves.

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32-40
SERVO VALVE
SAFETY VALVE
Figure 124 Alternate Brake Servovalve Manifold

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Alternate Brake Manifold (2. Version)
The two alternate brake servovalve manifold assemblies are the same but they
have other safety valves installed.
The operation of the safety valve is the same as the other type.

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SERVO VALVE
SAFETY VALVE
Figure 125 Alternate Brake Servovalve Manifold

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Brake Yellow-Pressure Accumulator
The accumulator is of the bladder type filled with nitrogen. Filling pressure.:
- 114 bars at 60 deg.C (1653 psi at 140 deg.F),
- 100 bars at 20 deg.C (1450 psi at 68 deg.F),
- 90 bars at - 10 deg.C (1305 psi at 14 deg.F),
- 86 bars at - 20 deg.C (1287 psi at -4 deg.F).
Volume of fluid given : 2700 cubic centimeter.
This accumulator is used only for braking. It is pressurized by either the Yellow
hydraulic system or an electrical pump.
Check valves isolate the supply lines.
Pressure Relief and Check Valves
Two pressure relief valves, included in the Alternate-brake servovalve man-
ifold, connect the supply to the manifold return. This connection enables the
brakes to be drained in any position of the servovalve slide valve.

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Brake Yellow Pressure Transmitter
A pressure transmitter is installed in the common supply line. It transmits data
on the hydraulic fluid pressure to the third input of the brake Yellow-pressure
triple-indicator .
Brake Yellow Pressure Relief Valve

The brake Yellow-pressure accumulator supplies the system that a thermal
pressure-relief valve protects. This pressure relief valve limits the pressure to
237 bars (3436 psi) if a thermal expansion occurs, and is also used for manual
pressure release.

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Figure 126 Brake Yellow Pressure Accumulator

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PRESSURE
TRANSMITTER
Figure 127 Brake Yellow Manifold and Pressure Relief-Valve

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PARKING/ULTIMATE EMERGENCY BRAKING

General
When you set the PARK BRK control switch to the ON position, this deacti-
vates the other modes and supplies the brakes with Yellow high pressure. If
Yellow high pressure is not available the brake Yellow pressure accumulator
supplies power limited at 145 bar (2103.0466 psi) to the brakes.
The accumulator has sufficient capacity to hold the brakes on for a minimum
time of twelve hours. The TO CONFIG warning light (on the ECAM control
panel) reminds the crew to release the parking brake when the engine is at full
throttle.
PARK BRK Control

A two-position control switch identified PARK BRK installed on the center
pedestal controls the parking/ultimate emergency braking system.

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Figure 128 Parking/Ultimate Emergency Braking - Schematic

WHEELS AND BRAKES
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Figure 129 Brake Yellow Components - Location

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PARKING BRAKE COMPONENTS

Parking-Brake Electrical Control-Valve
The parking-brake electrical control-valve is located in the hydraulics
compartment. It receives signals from the ON position of the PARK BRK con-
trol switch through an electrical linear transmitter.
The electrical control is duplicated (2 channels).
When you put the PARK BRK control switch in the ON (Park) position, this
energizes the linear transmitter coil. The transmitter then reaches the stop in
almost 2 seconds. The limit switch de-energizes the coil.
The limit position is indicated in the cockpit through a switch connected in par-
allel.
When you set the PARK BRK control switch to the OFF (Normal) position, this
energizes the opposite contact. The transmitter then reaches the opposite stop
in almost 2 seconds. Then, another limit switch de-energizes the coil.
The linear transmitter operates a hydromechanical valve.
The valve limits the parking brake pressure up to 145 bar (2103.0466 psi).
This pressure causes:
- operation of the secondary slide valve of the brake automatic selector to iso-
late the return line of the alternate brake servovalve. This prevents leakage of
fluid to the Yellow reservoir.
- operation of the parking-brake operated valve.
The mechanism which includes electrical parts is installed in a sealed case.
It is possible to check the inside humidity through a transparent cover. A re-
placeable dessicant cartridge indicates the humidity conditions. The cartridge
is blue and becomes pink when in contact with water.
A thermal fuse installed in the case prevents overheating of the linear transmit-
ter coil. The fuse is visible through a transparent cover. This cover is attached
by screws. It is possible to remove this cover to reset the fuse.

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Figure 130 Parking Brake Electrical Control-Valve

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Parking-Brake Operated Valve
The parking-brake operated valve is installed between the brake automatic
selector and the dual valve of the Alternate brake distribution. It shuts off sup-
ply to the Alternate brake system to prevent leakage through the distribution
dual valve.
Parking brake pressure is delivered through port C.

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Figure 131 Parking Brake Opetated Valve

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BRAKES AND STEERING - BITE

BITE and Maintenance Test (1) Operation in the Normal mode
Depending on the different phases of flight, the BSCU automatically triggers During a flight, as soon as a failure is detected by the BITE of the BSCU, it is
the tests below: sent to the CFDIU.
- Power-up test, These failures are sent in plain english in accordance with the ISO 5 encoding,
- Auto test: flight with the landing gear retracted during the power supply rise, through the ARINC 429 link, under the label 356.
- Functional test: in flight with the landing gear extended until touchdown of the (2) Transmission in the Menu mode
main gear,
The Menu mode corresponds to a phase of maintenance on the ground. In this
- Tachometer test: rolling without brake application, mode, the computer displays a menu on the screen.
- Permanent monitoring: during operation of the braking or steering system. The selection of the menu items is made with keys placed at level of the lines
Dialogue with the Centralized Fault Display System (CFDS). displayed on the side of the screen.
At a line stop, the Centralized Fault Display System permits to check most of The procedure is conversational. This means that the operator can call certain
the aircraft systems from the cockpit. sub-functions of the menu (for example: auto test, reminder of the last failures)
The electronic functions of the BSCU are designed as BITE systems, i.e. they and receive in return this information in plain language.
are capable of a certain self-diagnosis.
The CFDS includes:
- a Centralized Fault Display and Interface Unit (CFDIU) which ensures the
junction with the BITE of each system and manages the display of
messages,
- a Multifunction Control and Display Unit (MCDU),
The BSCU is connected to the CFDS by a bi-directional ARINC 429 link (type
1 system).
The type 1 system comprises one ARINC 429 bus input and output which en-
ables bi-directional dialogue.
The system has the capability to memorize data which concern the faults de-
tected over a maximum of 64 flights.

The system BITE comprises non volatile memory zones (EEPROM of BSCU).
This link permits to transmit the failure messages in 2 operating modes:
- operation in the Normal mode,
- operation in the Menu mode.

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Figure 132 CFDIU/BSCU Interface

WHEELS AND BRAKES
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CFDS MENU MODE

The functions accessible in Menu mode are:
- LAST LEG REPORT

The purpose of this function is to present the internal and external failure
messages detected by the braking system, that appeared during the last flight.
Recorded Class 1 and 2 failures:
Class 1: failures which have an operational consequence on the current flight.
They are indicated to the crew in flight.
Class 2: failures which do not have operational consequence on the current
flight but which may affect the aircraft availability. They are not indicated to
the crew but are the subject of an ECAM report.
- PREVIOUS LEGS REPORT
The purpose of this function is to present the internal and external failure
messages (Class 1 and 2) that appeared during the 64 previous flights (failure
history).
This is the ”sum” of the LAST LEG REPORT items over several flights.
- LRU IDENTIFICATION
The purpose of this item is to present the P/N of the BSCU hardware and
software configuration (configuration of software of BSCU calculation,
acquisition and monitoring board).

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Figure 133 CFDIU Menu (Sheet 1)

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- TROUBLE SHOOTING DATA

This function presents the complementary information concerning the failures.
(”Snapshot” of the system environment at the moment of the failure).
- CLASS 3 FAULTS
The purpose of this function is to present the Class 3 messages that ap
peared during the previous flights.
Class 3: failures having no consequence on the aircraft safety and availability.
They are not indicated to the crew.
- GROUND SCANNING
The purpose of this function is to present the internal and external failures.
These will be detected as failures only in the ground stop configuration.

WHEELS AND BRAKES
32-40

WHEELS AND BRAKES
32-40
- TEST
This function is to be activated after any maintenance action on the aircraft. Its
purpose is to re-configure the BSCU (if necessary) and to check its correct
operation and the continuity with the different peripherals.
Its system is separately actuated.
The test control must trigger:
*the power-up test of the system concerned
*the peripheral continuity test (permanent monitoring and specific test for the
ALTERNATE and NWS servovalves, through transmission and check of
calibrated currents).

WHEELS AND BRAKES
32-40

WHEELS AND BRAKES
32-40
- PIN PROG SELECTION

This function is to be performed after removal/installation of the BSCU.
Its purpose is to adapt the BSCU pin programming to the aircraft pin
programming (strap connection).
At the end of the Menu mode, the system must be set to OFF then to ON to
be correctly reset.
Moreover, the pin programming selection must also be performed on the
second BSCU system.
The various configurations available depend on the parameters below:
. aircraft type,
. brake type,
. wheel type (different diameters),
. deceleration rate in special automatic braking mode.

WHEELS AND BRAKES
32-40

WHEELS AND BRAKES
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BRAKE SYSTEM TEMPERATURE

GENERAL Temperature Sensor to Brake-Temperature Monitoring Unit Connections
The connections from the temperature sensor to the brake-temperature moni-
The brake temperature system comprises:
toring unit are in chromel-alumel.
- four temperature sensors (one chromel-alumel thermocouple per brake),
In the event of rupture of at least one wire of the thermocouple, the brake-
- two brake-temperature monitoring units (one per gear), temperature monitoring unit sends a high signal > 9V to the BSCU (normal
- one braking/steering control unit (BSCU). range : 1V = 0 deg.C, 9V = 1000 deg.C (1832 deg.F)). The failure is detected
A twisted pair cable connects each brake temperature sensor to a brake-tem- and a flag comes into view on the ECAM DU.
perature monitoring unit. The brake-temperature monitoring unit processes the In the event of a short circuit between the two thermocouple connecting wires,
signals and compensates the thermocouple cold junction. The BSCU provides the temperature indicated is low.
the indicating systems with the temperature at each of the four brakes and the In the event of a short circuit between the line and ground the temperature indi-
BRAKE HOT warning. cated is high.
Principle of Operation 90% of the electronic failures lead to an out-of-range signal < 1V or > 9V.
Each brake-temperature monitoring unit receives the voltages from the two
temperature sensors.
After processing, the electronic circuits deliver a voltage proportional to the
temperature of each brake heat-sink. This voltage varies between 1V and 9V,
which corresponds to a temperature range of 0 to 999 deg.C (1830 deg.F).
In the BSCU, the four voltage values are compared to a voltage corresponding
to an overheat threshold of:
- 300 deg.C (572 deg.F). If the temperature of a brake is more than 300 deg.C
(572 deg.F), a BRAKE HOT warning message is shown on the upper ECAM
DU.
If the brake fans are installed, the HOT legend on the BRK FAN pushbutton
switch comes on (the BRK FAN pushbutton switch is installed on panel
402VU).
The four ARINC 429 values go to the lower ECAM DU.

When the brake temperature remains lower than the overheat detection thresh-
old, the temperature values are shown green. The highest temperature has a
green arc above it (if > 100 deg.C (212 deg.F)). When a temperature value ex-
ceeds the detection threshold it is shown amber.
A difference between the temperature of two brakes higher than 100 deg.C
increases the brightness of the temperature indication of the hottest brake.

WHEELS AND BRAKES
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Figure 137 Brake System Temperature - Schematic

WHEELS AND BRAKES
32-40
BRAKE TEMPERATURE SYSTEM COMPONENTS

Temperature Sensor
The chromel-alumel temperature sensor delivers a voltage proportional to the
temperature difference between the cold junction and the hot junction.
The temperature sensor located on each brake is housed in the torque tube.
Brake-T emperature Monitoring Unit

The brake-temperature monitoring unit is equipped with two printed circuits
required to:
- process the data from the temperature sensor,
- compensate the thermocouple cold junction.
- Send a voltage proportionnal to the temperature to the BSCU.
The brake-temperature monitoring unit is installed on each main gear.

WHEELS AND BRAKES
32-40
BRAKE TEMPERATURE SENSOR
BRAKE TEMPERATURE MONITORING UNIT

Figure 138 Brake Temperature Sensor and Monitoring Unit

WHEELS AND BRAKES
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BRAKE COOLING
Brake Cooling Fan
The fans permit high speed cooling of the brakes. They thus decrease the turn
around time of the aircraft if you make short flights with high energy braking.
One fan is installed on each wheel of the main gear.
Each fan includes:
- a motor,
- an impeller,
- a shroud with a debris guard.
The fan motor is installed in the wheel axle, where an adaptor assy holds it in
position. The motor drives the impeller which makes a flow of air from the heat
pack to the exterior through the debris guard.
The tachometer drive shaft passes through the hollow shaft of the fan motor.
The shroud drives the tachometer.

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Figure 139 Brake Cooling System - Component Location

WHEELS AND BRAKES
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WHEELS AND BRAKES
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Figure 140 Brake Fan Installation

WHEELS AND BRAKES
32-40
Electrical Installation
The fan motor is of the three-phase type. The two motors in each twin-wheel
axle have a common supply.
With the landing gear downlocked, you push the illuminated pushbutton switch
4GS to start the fans.
The fans must be started as soon as the HOT legend of the pushbutton switch
comes on.
Illumination of the HOT legend shows that the temperature of one brake mini-
mum is above the brake overheat threshold.
The control relays are in the relay box 103VU and the circuit breakers on the
panel 121VU.

STEERING
32-50
32-50 STEERING
NOSE WHEEL STEERING
General The control is electrohydraulic with position feedback of the nose wheel as-
Nose wheel steering is possible from the cockpit as follows: sembly. The Brake and Steering Control Unit (BSCU) controls the nose wheel
steering system.
(1) During taxi, and more generally at low speed, through action on a
handwheel.
There are two identical handwheels: one for the Captain, one for the First Control Components
Officer.
A Captain handwheel which actuates a transmitter unit.
In the event of simultaneous operation, the orders that the handwheels give are
In addition, it includes a pushbutton switch for the disconnection of the steering
algebraically added.
control through the rudder pedals.
The maximum travel of the wheels is plus or minus 74 deg.
A First Officer handwheel, designed in a similar way.
The maximum corresponding travel of the handwheel is plus or minus 75 deg.
Rudder pedals Steering by pedals.
However, the law between these two travels is not linear. This is limited to 6 deg. depending on A/C speed.
The servoing is active with the aircraft on ground upon impact of the main land- Steering orders from the pedals are sent to the BSCU via the ELAC.
ing gear. The steering angle is limited as a function of the aircraft speed.
(2) During takeoff or landing, and more generally at high speed
- either through action of the Captain (or First Officer) on the rudder pedals,
- or automatically through the autopilot (yaw control).
In both cases, the steering angle is limited as a function of the aircraft speed
and the origin of the orders.
When the aircraft speed is above 130 knots, the steering is not available.
The pilot can disconnect the control through the pedals from the steering
control.
To obtain this, the pilot presses and holds a pushbutton switch located on each
handwheel.
(3) After takeoff, the nose wheels are automatically centered under the action
of cams in the shock absorber.
(4) Before the aircraft is towed, the hydraulic system must be depressurized
through action on a lever which can be locked in its two positions.
This lever is located on an electrical box easily accessible from the ground.
The maximum towing angle is plus or minus 95 deg.

WHEELS AND BRAKES
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Figure 141 Brake Cooling System - Wiring Schematic

STEERING
32-50
Figure 142 Nose Wheel Steering - Priciple

STEERING
32-50
Control Components
In the cockpit:
- a Captain handwheel,
- a First Officer handwheel,
- the Rudder pedals
On the nose gear:
- an electrical box,
- a swivel fitting,
- a steering actuating cylinder which is part of the nose gear structure,
- a hydraulic block attached to the rear of the nose gear strut includes:
- an electrically-operated selector valve,
- a servovalve,
- an anti-shimmy accumulator,
- two feedback sensors.

STEERING
32-50
FEEDBACK
SENSOR
ROTATING JOINT
HANDWHEEL & TRANSMITTER UNIT
ELECTRICAL BOX
STEERING HYD. BLOCK
Figure 143 Nose Wheel Steering System Components

STEERING
32-50
Steering Handwheel Transmitter Unit
The steering handwheel actuates a transmitter unit.
The transmitter unit includes two control potentiometers and two monitoring
potentiometers, driven by different gears to permit the detection of any rupture
of the control.
The travel of each potentiometer is plus or minus 150 deg.

STEERING
32-50
Figure 144 Nose Wheel Steering System Handwheel

STEERING
32-50
Rotating Joint (Swivel)
A rotating joint is installed co-axially with respect to the landing gear retraction
axis. It provides the hydraulic interface between the aircraft and the landing
gear.
When the landing gear starts to retract, the rotating joint cuts the hydraulic
power supply and connects the hydraulic block to the reservoir return line.

STEERING
32-50
Figure 145 Nose Wheel Steering System - Rotating Joint

STEERING
32-50
Electrical Box
An electrical box with a towing control lever is installed on the nose gear.

STEERING
32-50
Figure 146 Electrical Box

STEERING
32-50
Steering Hydraulic Block
The hydraulic block is attached to the rear of the nose gear strut and includes:
- a check valve which keeps the anti-shimmy accumulator pressurized,
- a 40 micron filter,
- an electrically-operated selector valve and its slaved valve.
When the selector valve is energized, the pressure is applied to the servo
valve.
- a servovalve of the deflection-jet type, equipped with a LVDT sensor which
detects the position of the slide valve,
- an adjustable diaphragm located on each output line of the servovalve, this
diaphragm is used to adjust the flow to each actuating cylinder chamber and
consequently the wheel steering speed,
- a by-pass valve which interconnects the two chambers of the steering
cylinder in the event of hydraulic system depressurization,
When the hydraulic system is pressurized, the bypass valve can open for a
pressure exceeding 273 bars. Any overpressure is then limited in the steering
cylinder,
- an anti-shimmy accumulator with a built-in pressure-relief valve,
It can supply fluid pressurized to 15 bars in case of cavitation in one chamber
of the cylinder, initiated by the shimmy.
- two check valves which ensure the distribution of fluid from the accumulator
to the chamber of the steering cylinder,
- a screw for the bleeding and/or depressurization of the hydraulic block.
Anti-Shimmy Accumulator
- Maximum capacity: 80 cubic centimeters
- Pressure at max. capacity: 15 bars
- Pressure at zero capacity: 7.5 bars.

STEERING
32-50
Figure 147 Nose Wheel Steering System - Hydraulic Block

STEERING
32-50
Feedback Sensors
There are two feedback sensors installed on the nose gear. Each sensor has
two parts:
- reduction gearbox
- RVDT sensor
Two identical RVDT sensors give the position of the rotating tube. The RVDT
sensor is driven by a reduction gearbox attached to the landing gear strut.
One sensor is part of the electrical channel of the steering control, the other
sensor is part of the monitoring channel. These two sensors are supplied with
115 V from AC BUS 1 through the BSCU system 1.

STEERING
32-50
Figure 148 Nose Wheel Steering System - Sensors

STEERING
32-50
Operation/Control
The hydraulic pressure is sent to the hydraulic block when the nose gear is ex-
tended and when its doors are closed.
(This means that after a free-fall extension of the gear, when the doors nor-
mally remain open, the steering control is lost).
On the ground, when you open the NLG doors with the Ground Door-Opening
Handle the steering is still operational.
On the ground the energization of the selector valve causes the pressurization
of the hydraulic block. This is done under the conditions below :
- towing control lever in the normal position,
- at least one engine in operation,
- main gear shock absorber compressed,
The BSCU controls the steering at 0 deg. until:
- aircraft speed lower than 130 kts.
Than the BSCU uses the input signals from:
- rudder pedals
- auto flight
- handwheels
for steering.
In flight, as soon as the gear is extended for landing, the test of the steering
control is made by the BSCU.
In this case, the energization of the selector valve occurs under the conditions
below :
- towing control lever in the normal position,
- at least one engine in operation,
- shock absorbers of the main landing gears extended.
The test starts 10 seconds after the nose gear is downlocked and stops upon
touchdown of the main gears.
In this test, an electrical signal is temporarily sent to the servovalve, thus caus-
ing a slight motion of the nose wheel assembly (less than 2 degrees).
The monitoring channel checks that the order has been correctly executed.
The steering actuating cylinder which is part of the nose gear structure drives
the rotating tube via a rack-and-pinion assembly. Steering Wheel Control - Takeoff/Landing Mode
Two anti-shimmy valves (one per chamber) are installed on the steering
cylinder.

STEERING
32-50
Figure 149 Nose Wheel Steering System - Schematic

STEERING
32-50
Interface
The corresponding figure shows the electrical interface between the BSCU, the
various system components and the ECAM.

STEERING
32-50
Figure 150 Nose Wheel Steering System - Wiring

For Training Purposes Only  Lufthansa Technical Training
A319/320/321
32-20
LANDING GEAR
NOSE GEAR
Figure A Nose Gear Shock Absorber - Section
For Training Purposes Only  Lufthansa Technical Training
A319/320/321
32-30
EXTENSION/RETACTION
LANDING GEAR
Figure B Hydraulic Schematic - L/G DOWN, Doors CLOSED

  Lufthansa Technical Training
For For Training
Training Purposes
Purposes OnlyOnly Lufthansa Technical Training
A319/320/321
32-40
WHEELS AND BRAKES
LANDING GEAR
Figure C Brake System - Schematic


Airbus A319-A321 (DLH) Training Manual, ATA 32 Landing Gear Line & Base Maintenance ATA Spec 104 Level 3

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Airbus A319-A321 (DLH) Training Manual, ATA 32 Landing Gear Line & Base Maintenance ATA Spec 104 Level 3

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Training Manual

Lufthansa Issue: Apr. 1999

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

Lufthansa Base Hamburg

ATA 32 LANDING GEAR

HAM US/F sa 01.98 Page: 1

32-00 LANDING GEAR - GENERAL

HAM US/F sa 03.99 Page: 2

Figure 1 Landing Gears and Doors

NOTE: LDG GEAR indicator lights remain available as long as LGCIU 1 is

4 ECAM WHEEL PAGE

2 FREE FALL EXTENSION HANDLE

HAM US/F sa 03.99 Page: 4

Figure 2 Extension/Retraction Controls and indication

4 BRAKES and ACCU PRESS Indicator

2 AUTO/BRK Panel 5 PARKING BRK Handle

HAM US/F sa 03.99 Page: 6

Figure 3 Brake Controls and Indications

Figure 4 ECAM WHEEL Page - Landing Gear Indication

Figure 5 ECAM WHEEL Page - Brake and Steering Indication

ELECTRICAL POWER SUPPLY

HAM US/F sa 01.98 Page: 10

Figure 6 Circuit Breakers - Location

Figure 7 Electrical Power Supplies

Figure 8 Electrical Power Supplies

32-10 MAIN GEAR AND DOORS

- a hinged door that is attached to the underside of the wing

HAM US/F sa 01.98 Page: 14

Figure 9 MLG Leg and Doors

MAIN LANDING GEAR

HAM US/F sa 01.98 Page: 16

Figure 10 Main Landing Gear

Figure 11 MLG Leg Geometry

Figure 12 MLG Mountings

HAM US/F sa 03.99 Page: 20

Figure 13 MLG Shock Absorber - Schematic

SHOCK ABSORBER DETAILS

HAM US/F sa 03.99 Page: 22

UPPER DIAPHRAGM UPPER BEARING

Figure 14 MLG Shock Absorber - Details

HAM US/F sa 03.99 Page: 24

Figure 15 MLG Shock Absorber - Details

SPARE-SEAL ACTIVATING VALVE

HAM US/F sa 03.99 Page: 26

Figure 16 MLG Spare-Seal Activating-Valve

HAM US/F sa 03.99 Page: 28

Figure 17 Two Stage Shock Absorber - Press./Extension Graph

Figure 18 MLG Two Stage Shock Absorber Charging Valves

Figure 19 Two Stage Shock Absorber - Press./Extension Graph

MLG TORQUE-LINK DAMPER

HAM US/F sa 03.99 Page: 32

Figure 20 MLG Torque-Link Damper

- the normal braking system

HAM US/F sa 03.99 Page: 34

Figure 21 MLG Leg and Dressing

SIDE STAY ASSEMBLY 2505GM (2506GM)

HAM US/F sa 03.99 Page: 36

Figure 22 MLG Side Stay

INSTALLATION OF THE SAFETY DEVICES ON THE MAIN GEAR

HAM US/F sa 03.99 Page: 38

Figure 23 Main Landing Gears - Safety Devices

MAIN GEAR DOORS