MECHANICAL SYSTEM COMPONENTS

The rudder pedal steering interconnect mechanism connects the rudder pedals to the nose wheel steering system
when the aircraft is on the ground and the nose gear shock strut is compressed.
The interconnect actuator extends and retracts to connect and disconnect the rudder pedals and the nose wheel
steering system. The interconnect actuator is operated by an electronic unit. When the actuator is retracted, the
rudder pedals are connected to the nose wheel steering system.
When the actuator is extended, the rudder pedal are disconnected from the nose wheel steering system.
The switch actuator is away from the air ground proximity switch when the aircraft is on the ground and the
nose gear shock strut is compressed. This causes the interconnect actuator to retract and the rudder pedals to
connect with the nose wheel steering system.
A steering input from the rudder pedals is transmitted via the steering crank, the rudder pedal steering quadrant
and the cables to the nose wheel steering system.
The switch actuator is in
contact with the air ground
proximity switch when the
aircraft is in the air and the nose
gear shock strut is extended. This
causes the interconnect actuator
to extend and the rudder pedals to
disconnect from the nose wheel
steering system. The input from
the rudder pedals moves the
steering crank around its pivot
axis. There is no input to the
rudder pedal steering quadrant
and therefore no input to the nose
wheel steering system
 STEERING CONTROL VALVE & ACTUATORS

The steering control valve is a slide and sleeve valve. It is combined with two swivel valves to direct
hydraulic pressure to the steering actuating cylinders
The steering control valve has a spring compensator which acts as a shimmy damper. This system uses
the two jack method of actuation
The steering actuators are double acting hydraulic piston and cylinder assemblies.
The steering plates have bearings which allow full swiveling of the steering cylinders

The fluid passages in the trunnion swivel valves mate with the fluid passages in the steering control
valve.
Another important component is the bypass valve. The bypass valve protects the system against the
high pressure which develops in the steering actuators during towing
The steering collar rotates freely around the shock strut outer cylinder. The steering collar has two
halves − the forward half is attached to the upper torsion link and the aft half is attached to the rod
ends of the steering actuators. Note that the two cable ends are fixed to the steering collar.
A cable compensator is used to prevent false inputs to the steering control valve.
The cable compensator has two cable drums. The two drums normally act as one. The drums are
disconnected from the shaft if a cable fails. Pivot links are connected to the shaft of the cable
compensator. The pivot links allow the nose gear to extend and retract without interference to the cable
system.
 MECHANICAL SYSTEM OPERATION

The input from the steering tiller is transmitted via cables to the piston of the
steering control valve.
The piston in the steering control valve moves to direct hydraulic pressure to one
side of the upper steering actuator piston and to the other side of the lower steering
actuator piston
In this example the tiller is moved to the left. Hydraulic pressure is directed to the
head end of the steering actuator on the lower part of the screen and to the rod end
of the steering actuator on the upper part of the screen. This produces a push pull
action on the steering collar.
The lower steering actuator pushes and the upper steering actuator pulls
The steering collar is moved in the direction of the turn. Here it is moved to the
left. When the desired amount of turn is reached, the tension in the cable is reduced
and the piston in the steering control valve returns to the neutral position.
The steering tiller must be held throughout the turn. This is because a centering
spring returns the system to the center position.
 ELECTRICAL SYSTEM COMPONENTS
The Airbus 320 has an electrically operated and hydraulically actuated nose wheel steering
system.
The main components of this system are: the handwheels, the rudder pedals, the brake and
steering control unit, the hydraulic block, position sensors, and steering actuating cylinders.
Steering orders from the handwheels are transmitted via potentiometers to the brake and steering
control unit.
Steering orders from the handwheels can achieve greater steering angles than steering orders
from the rudder pedals.
The hydraulic block receives electrical signals from the brake and steering control unit and sends
hydraulic pressure signals to the steering actuating cylinders.
The hydraulic block has two main valves − an electrically operated selector valve and a servo
valve.
The selector valve is a solenoid operated valve. It receives open and close signals from the brake
and steering control unit.
When the selector valve is energized, pressure is supplied to the servo valve.

The servo valve is a deflection jet type valve. It has a slide valve and a sensor to detect the
position of the slide valve
The position sensors are RVDT sensors. They give feedback signals about the position of the
rotating tube to the brake and steering control unit.
One sensor is used for steering control and one is used for monitoring
 ELECTRICAL SYSTEM OPERATION

When the nose gear is extended, hydraulic pressure is sent via the rotating joint to
the selector valve in the hydraulic block.
When a number of conditions are met the selector valve is energized and the
hydraulic block is pressurized.
When we have a steering input there is a difference between the position of the
hand wheels and the position of the nose gear wheels. When this happens the
control channel of the brake and steering control unit sends a signal to the servo
valve.
The signal from the brake and steering control unit repositions the servo valve.
This causes pressure to move the slide valve to the left or the right.
When the slide valve moves, pressure is sent to one side of the steering actuating
cylinders. This causes the rotating tube to rotate and the nose gear wheels to turn.
The position of the nose gear wheels is signaled to the brake and steering control
unit. When this position is the same as the position of the handwheels the signal to
the servo valve is canceled and the rotating tube stops rotating.