Ata 32

Training Manual
B 737-300/-400/-500
ATA 32
Landing Gear
Lufthansa LAN
Technical Training For Training Purposes Only
Book No: B737 LLTT © LLTT
For training purposes and internal use only.
Copyright by Lufthansa LAN Technical Training
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa LAN Technical Training

LANDING GEAR B737-300/400/500
32
ATA 32 LANDING GEAR

For Training Purposes Only
SCL VRC/RRH 03.08.2005 Page: 1

GENERAL
32-00
32-00 GENERAL
GENERAL DESCRIPTION
The landing gear consists of two main gears and one nose gear. STEERING SYSTEM
Each main gear is located aft of the rear spar inboard of the engine nacelles. Nose gear steering is provided for directional control when the airplane is on
The nose gear is located below the aft bulkhead of the control cabin. the ground. A steering wheel located at the captain’s station gives up to 78° left
The main and nose gear use air -oil type shock struts to absorb impact on and right steering capability. The nose wheel steering system may be operated
landing and vibrations and shock from movement of the airplane on the ground. by the rudder pedals whenever the airplane is on ground. Rudder pedal steer-
Each nose and main gear is equipped with two tire and wheel assemblies. ing is available up to 7° left and right of center.
Each main gear wheel is fitted with disc-type hydraulic brakes modulated by an
An alternate nose wheel steering switch, on the P1 panel, provides the control
anti skid system.
for the alternate nose wheel steering system.
MAIN GEAR AIR-GROUND SENSING

The main gear is hydraulically actuated to retract inboard into the fuselage.
Air/ground sensing is provided by the landing gear. The movement of the right
Each main gear is locked in the down position by a folding lock strut and in up
main landing gear and the nose gear is used to provide electrical sensing of
position by an uplock hook and mechanism. Shock strut doors close the open- airplane air or ground status. Solid state switches are used to operate control
ing in the wing for the main gear shock strut and drag strut. A wheel well seal relays, which in turn provide signals to user systems.
closes against the main gear tire circumference when the airplane is in flight
with gear retracted.
BRAKING SYSTEM
NOSE GEAR Braking is provided by four brake assemblies located on the main gear wheels.
The nose gear is hydraulically actuated to retract forward into the fuselage. A The brakes are applied either manually using brake pedal input or automatically
lock strut assembly locks the nose gear in the up and down positions. Clam- using the autobrake system. In either case, the anti skid system, using normal
shell-type nose gear doors close to fair with the fuselage contour when the or alternate anti skid valves, is used to modulate brake pressure to optimize
nose gear is retracted and remain open when the nose gear is extended. braking for any given runway condition. The controls for the anti skid and auto-
brake systems are located on the P2 panel, adjacent to the landing gear selec-
The main and nose gear manual extension systems are cable operated to re- tor lever.
lease each gear from the up and locked position and allow the gear to free fall
to the down and locked position. The parking brake permits setting the brakes when the airplane is parked or
moored. A red light on the control stand indicates when the parking brake is
set.

GENERAL
32-00
SHOCK
STRUT
DOOR
RIGHT
MAIN
GEAR
WHEEL
LEFT COVER
MAIN WHEEL
GEAR WELL
SEAL NOSE
GEAR
NOSE WHEEL
WELL DOORS
Figure 1 Landing Gear Location

GENERAL
32-00
PANEL DESCRIPTION
1 Landing Gear Lever 5 Manual Gear Extension Handles
- Mechanically operates control valve to raise or to lower landing gear. - With landing gear lever in OFF position, pulling the handles releases the
Lever lock prevents movement to UP when airplane is on ground. gear uplocks.
- Anti-skid system and anti-skid INOP light is deactivated when landing
gear lever is UP. 6 Parking Brake Lever
- Override trigger allows landing gear handle to be raised, bypassing sole- - Sets parking brakes. Brakes can be set using either Captain’s or First
noid lock. Officer’s brake pedals.
2 Secondary Landing Gear Indication (green) 6 Parking Brake Warning Light (red)
- ON - Respective gear down and locked - On - Parking brake switch SET. Light operates from battery power.
- OUT - Parking brake switch released.
3 Landing Gear Indicator Lights (red)
- On - When: 7 Landing Gear Warning Horn Cutout Switch
S Gear is up and landing gear lever is in down position. - Enables throttles operated warning horn to be silenced.
S Gear is unlocked.
S Gear is down and locked and lever is not in the down detend. 8 Nose Gear Steering Wheel
S Gear is up/not down and locked and either throttle is retardet to idle. - Controls the nose wheel deflection when the ”A” hydraulic system is
pressurized and the landing gear lever is in the down position.
3 Landing Gear Indicator Lights (green)
- On - Respective gear down and locked.
- Landing gear warning horn deactivated when all 3 gears are down and
locked.
4 Hydraulic Brake Pressure Indicator

- Indicates hydraulic brake pressure measured at brake pressure accumu-

lator.
- Indicates accumulator precharge plus residual hydraulic pressure prior to
activation of any hydraulic pump.
S Nominal pressure - 3.000 psi
S Maximum pressure - 3.500 psi
S Normal precharge - 1.000 psi

GENERAL
32-00
1 2 4 2
LEFT RIGHT
GEAR GEAR
G G
NOSE
GEAR
G
3
3 NOSE 1
UP
GEAR
R
L 6
NOSE 4
A GEAR
G
N
LEFT RIGHT 7
D
GEAR GEAR
I R R
N LEFT RIGHT 8
OFF GEAR GEAR
G G G
G
E
A 5
R
DN
6 7
5
LANDING GEAR
LIMIT (IAS)
OPERATING EXTERNAL
EXTEND 270K-.82M POWER INTERPHONE
RETRACT 235K
EXTENDED 320K-.82M
FLAPS LIMIT (IAS) CONN FLIGHT PARKING
SERVICE BRAKES
1-230K 15-195K
2-230K 25-190K
5-225K NOSE
30-185K
10-210K 40-158K PILOT WHEEL WELL
210K ALT FLAP EXT ON
NORM
NOT CALL LIGHT
IN USE
Figure 2 Panel Description

GENERAL
32-00
4 Auto Brake Select Switch

1 Anti-Skid INOP Light (amber)
- Used to select the level of desired braking. The switch must be pulled
- On out to select MAX deceleration.
S When the anti-skid switch is OFF.
S When a system fault is detected by automatic anti-skid monitoring
system.
S When a malfunction exists in the parking brake system.
- OFF
S Function of the anti-skid system is normal.
S Function of the parking brake system is normal.
S Landing gear lever is in the UP position.
2 Anti-Skid Control Switch

- ON (guarded)
S Normal position
- OFF
S Turns off anti-skid system to the wheels and turns on ANTI-SKID
INOP light .
S Turns on AUTO BRAKE DISARM light (if selected)
3 Auto Brake Disarm Light (amber)

- ON
S A malfunction exists in the automatic braking system or pilot has
manually disarmed system during braking.
S NOTE: When selecting RTO, the DISARM light will illuminate for
approx. 2 seconds to indicate self test initiation. After 2 seconds the

light will extinguish.
- OFF
S When the selector switch is OFF (and no hydr. press. fault in the auto
brake pressure control module).
S After successful self test.

GENERAL
32-00
ANTISKID
1
ANTISKID
A
INOP
SEE A
2
ON
OFF
AUTO BRAKE
3
AUTO BRAKE
A
DISARM
1 3
4
OFF MAX
RTO
Figure 3 Panel Description

MAIN GEAR AND DOORS

32-10
32-10 MAIN GEAR AND DOORS

MAIN GEAR INSTALLATION
General Subsystem Features
The main gear structural components include a shock strut, drag strut, side
strut, trunnion link, reaction link and torsion links. In addition to the structural
components, the main gear wheels, tires and doors are an integral part of the
main gear assembly.
Each main gear also contains three connections called structural fuse fasten-
ers. These fasteners are designed to shear under excessive loads and thus
minimize damage to primary structure. The fuse fasteners are located at the
forward and aft trunnion bearing retainers and at the drag strut upper attach-
ment point. The fuse fastener at the drag strut upper attachment point is
painted gloss yellow to preclude interchange with the drag strut lower fastener.

MAIN GEAR AND DOORS

32-10
UPLOCK
MECHANISM
UPLOCK SIDE STRUT FORWARD TRUNNION

SUPPORT SUPPORT FRAME BEARING
FITTING
REACTION
LINK WING REAR SPAR
ATTACHMENT
LANDING GEAR
FUSE BOLTS
MAIN LANDING
GEAR BEAM
DOWNLOCK
MECHANISM
AFT TRUNNION
BEARING
WALKING BEAM
HANGER
INBD FWD
Figure 4 Main Gear Installation

MAIN GEAR AND DOORS

32-10
MAIN GEAR SHOCK STRUT

Physical Description
The shock strut contains an outer cylinder, inner cylinder, orifice support tube,
snubber valve and metering pin. In addition, upper and lower bearings provide
sliding surfaces and locate the inner cylinder concentric with the outer cylinder.
A seal adapter contains ”O” ring and Green Tweed (G/T) seals which provide
the static sealing between the inner piston and outer cylinder.
The outer cylinder is a single piece forging, bored to fit the inner cylinder. The
upper portion provides an extension for attachment to airplane structure. On
the opposite side of the extension are the trunnion link attachment lugs. Lugs
on the lower end of the cylinder provide attachment points for the drag strut,
torsion links and side strut. A charging valve for servicing is located on top of
the outer cylinder.
The aft bearing connects the outer cylinder to the landing gear support beam.
The forward bearing connects the trunnion link to the rear wing spar. The bear-
ings provide the pivot point for the main gear during retraction and extension.
The inner cylinder is a single piece forging which includes the lugs, axles and
brake flanges, metering pin and drain tube. Lugs on the lower part of the inner
cylinder provide attachment for the torsion links.
Replaceable sleeves are assembled over the axle to provide mounting for
wheel bearings and to protect the axle. The sleeve is held in place by a pin re-
tainer. The brake flange provides attachment points for the brake assembly.
In addition, the bottom end of the cylinder has a towing lug and a jacking pad.

MAIN GEAR AND DOORS

32-10
Figure 5 Main Gear Shock Strut Assembly

MAIN GEAR AND DOORS

32-10
MAIN GEAR SHOCK STRUT CONT.

Control Operation
The shock strut contains oil around the metering pin and in the space between As the strut compresses, the annular space between the orifice support tube
the inner and outer cylinders. The shock strut is inflated with nitrogen to a spe- and tapered metering pin is reduced. The variation in area causes an adjusted
cified pressure. Seals located in the seal adapter prevent fluid from escaping. rate of fluid to pass from the lower chamber, through the orifice to the upper
The scraper ring keeps the inner cylinder clean and thus prevents any dirt or chamber. This provides uniform control of hydraulic fluid and minimizes the im-
debris from getting to the seal. The upper and lower bearings provide a sliding pact loads on the airplane structure when landing. Also as the volume of fluid
surface between the cylinders and hold the cylinders concentric with one increases in the upper chamber, the nitrogen is compressed further. This com-
another. pression action also cushions shocks during landing and taxi operations.
A snubbing valve is incorporated in the shock strut to limit strut rebound. The As the shock strut extends, the oil between the inner and outer cylinder must
snubbing valve is installed on the inner cylinder, just below the upper bearing. escape. As it flows out through the snubbing valve, the bronze ring moves
The moving part of the valve is a bronze ring with grooves around the outer against the bearing, locking flow through the grooves. This restricts the outflow
perimeter and three holes drilled fore and aft. The ring moves away from the to the 3 drilled holes and slows the movement of the strut as it extends. The
bearing as the strut is compressed, allowing free-flow through the grooves and snubbing valve acts as a one-way restrictor.
holes. The space between the inner and outer cylinder fills with oil with no re-
striction to flow-
The metering pin is attached to the inner cylinder. A drain tube extends down
from the metering pin and is secured on the bottom by a nut. To drain the
shock strut, a check valve which is attached to the bottom of the drain tube
must be removed. A diaphragm around the bottom of the metering pin seals off
the inside bore of the inner cylinder.
The orifice support tube is attached to the top of the outer cylinder. It rides over
the tapered metering pinthrough an annular orifice on the bottom. Shocks are
absorbed by the flow of hydraulic fluid through this annular space.

MAIN GEAR AND DOORS

32-10
CHARGING
VALVE
A SNUBBING VALVE
UPPER
BEARING
OUTER
UPPER BEARING CYLINDER
(INNER SHELL)
SEE A
OUTER
CYLINDER UPPER BEARING
(OUTER SHELL)
SPACER
SNUBBING
INNER VALVE
SEAL CYLINDER
ADAPTER
LOWER
BEARING
SCRAPER
RING
GLAND NUT
INNER
CYLINDER
(92771)
Figure 6 Main Gear Shock Strut
MAIN GEAR AND DOORS

32-10
MAIN GEAR SHOCK STRUT SEALS

Maintenance Practices NOTE: WHEN CUTTING ACTIVE SEALS, USE THE BACKUP METAL
A seal adapter installed between the lower bearing and the spacer provides the STRIP, BETWEEN THE SEAL AND SURFACE OF THE MATERIAL
mounting for the strut seals. A T-seal assembly, between two backup rings, WHICH THE SEALS CONTACT.
makes contact with the inner cylinder. An O-ring between two backup rings, NOTE: O-RINGS MUST HAVE NO TWISTS WHEN INSTALLED. WHEN
makes contact with the outer cylinder. The seals provide an air-oil seal be- THE GLAND NUT IS REINSTALLED, THE DISTANCE IT PROJ-
tween the two cylinders. ECTS BELOW THE OUTER CYLINDER MUST EQUAL THE DIS-
Spare seals are carried in annular grooves in the lower bearing. The spare TANCE MEASURED BEFORE REMOVAL WITHIN 0.01 INCH.
seals permit the active seals to be replaced without having to disassemble the
NOTE: NOTE: THE DIMENSION MAY BE SLIGHTLY LESS, BUT NEVER
shock strut every time a seal replacement is necessary. When the last spare
GREATER THAN THE ORIGINAL MEASUREMENT. IF DIMENSION
O-ring or T-seal has been used, the shock strut must be disassembled the
AFTER TIGHTENING GLAND NUT IS GREATER THAN THE ORIG-
next time the respective seal has to be replaced.
INAL MEASUREMENT, LOOSEN AND RETIGHTEN THE GLAND
Whenever a spare O-ring or a T-seal has been used, tag the strut to show the NUT. IF DIMENSION IS STILL EXCESSIVE, DISASSEMBLE
status of the spare seals. SHOCK STRUT AND CHECK FOR PINCHED SEALS OR GAPS
Replacement of the active seals requires opening the gland nut and allowing BETWEEN THE MATING PARTS.
the scraper ring, lower bearing, washer and seal adapter to slide down, after
the strut has been drained. Active seals can than be cut off with a plastic tool
and spare seals slipped up into place.
CAUTION: EXTREME CARE MUST BE EXERCISED NOT TO CAUSE
ANY NICKS OR SCRATCHES TO THE INNER CYL-
INDER,BECAUSE BESIDES DAMAGE TO THE INNER CYL-
INDER ITSELF, IT WILL DAMAGE THE SEAL ADAPTER AS
SEALS SLIDE OVER THE DAMAGE SURFACE OF THE IN-
NER CYLINDER.

MAIN GEAR AND DOORS

32-10
SPACER
DYNAMIC SEAL
O-RING AND ASSEMBLY
BACKUP RINGS
(ACTIVE STATIC)
SEE D
ACTIVE
SEAL
(TYP)
BACKUP
SPARE DYNAMIC
SEAL ASSEMBLY RINGS
OUTER
CYLINDER
SPARE STATIC CYLINDER OR

SEAL O-RING PISTON (TYP)
GLAND NUT
INNER
CYLINDER
SEAL INSTALLATION
Figure 7 Main Gear Shock Strut Seals

MAIN GEAR AND DOORS

32-10
SHOCK STRUT SERVICING

The shock strut uses MIL-H-5606 hydraulic fluid and compressed nitrogen for
controlling the shock strut action. Approved hydraulic fluids are listed in the
Maintenance Manual, Chapter 20-30-21. A check valve assembly at the bot-
tom of the strut is used for filling and draining shock strut hydraulic fluid. The air
valve at the top is for pressurization of the shock strut. Reinflation of the strut is
necessary whenever the strut is outside of a given operating band. Fluid must
be pumped through the check valve assembly at the bottom into the strut. Two
methods for changing the fluid are given in the Maintenance Manual.
For servicing the strut, see MM 12-15-31.
WARNING: DO NOT REMOVE AIR VALVE BODY. INTERNAL PRES-
SURE CAN BLOW BODY OUT CAUSING POSSIBLE INJURY
TO PERSONNEL.
MAIN GEAR STRUT SERVICING CHART

The servicing chart is derived by comparing the pressure inside the strut with
the ”X” dimension between the outer and inner cylinder. A pressure gauge is
installed on the air valve to check pressure inside the cylinder. As the weight of
the airplane increases (or decreases), the corresponding pressure and ”X” di-
mension vary; therefor, it is imperative to know both pressure and ”X” dimen-
sion before any servicing is attempted.
The 737 main gear servicing chart has two bands. The operating band is used
when checking the strut during normal operation of the airplane. The servicing
band is used whenever servicing is required. For example: if during a routine
check, we install a gauge on the air valve and the pressure reads 600 psi; than
as long as the ”X” dimension is between 5.2 and 7.2 inches, no servicing is re-
quired. Whenever the strut is outside of the operating band or the fluid has
been changed, then servicing to the servicing band is required. For example: if
the pressure on the gauge reads 700 psi, then the ”X” dimension has to be
within 5.8 to 6.2 inches.
The servicing chart is located in the left main wheel well on the aft section of
the sidewall.

MAIN GEAR AND DOORS

32-10
A AIR VALVE
VALVE BODY
DUST CAP
SERVICING CHART - 737 MAIN GEAR

_______________________________
2200 SERVICING INSTRUCTIONS

______________________
A._____________
AIR SERVICING
DIMENSION ”X”
REINFLATION IS NOT REQUIRED UNTIL THE STRUT IS
SHOCK STRUT 2000 ______________
OPERATING OUTSIDE THE ”OPERATION BAND”. WHEN
AIR SERVICING IS REQUIRED, THE STRUT SHOULD BE
INFLATED ______________
TO THE ”SERVICING BAND” AS FOLLOWS:
1800 1. DETERMINE STRUT PRESSURE WITH

PRESSURE GAGE.
SEE A 2. READ CORRECT DIMENSION ”X” FOR THIS
______________
PRESSURE FROM CHART ”SERVICING BAND”
1600 3. ADD OR RELEASE DRY AIR OR NITROGEN TO
OBTAIN CORRECT DIMENSION ”X” WITHIN
THE______________
”SERVICING BAND”
INFLATION PRESSURE (LB/IN2 )

NOTE:
____
1400
IF THE STRUT HAS BEEN COMPLETELY DEFLATED
FOR ANY REASON PROCEED AS FOLLOWS:
1. SERVICE WITH OIL PER SECTION 12-15-31 OF
1200 THE MAINTENANCE MANUAL.
DIM ”X”
______ 2. SERVICE WITH AIR OR NITROGEN PER STEPS 1,
2 AND 3 ABOVE.
MAIN GEAR FULLY COMPRESSED STRUT .90
FULLY EXTENDED STRUT 14.80 3. AFTER SEVERAL LANDINGS,RE-SERVICE WITH
FULLY EXTENDED PRESSURE 250 P.S.I. AIR OR NITROGEN PER STEPS 1,2 AND 3 ABOVE.
1000
(NOMINAL) THE WIDE TOLERANCE ”OPERATION BAND” DOES NOT
ELIMINATE THE REQUIREMENT FOR TWO SEPARATE
CHARGING OPERATIONS TO THE ”SERVICING BAND”
800 B._____________
OIL SERVICING
”OPERATING BAND” OIL SERVICING SHOULD BE PERFORMED
SEE B PERIODICALLY PER SECTION 12-15-31 OF
600 THE BOEING COMPANY MAINTENANCE
MANUAL
400
200
1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 14.8
DRAIN TUBE
DIMENSION ”X” (INCHES)
B CHECK VALVE BAC27DLG0063
SEAL CAP
(150237/T93732)
Figure 8 Main Landing Gear Shock Strut Servicing

MAIN GEAR AND DOORS

32-10
MAIN GEAR TRUNNION LINK MAIN GEAR SIDE STRUT

Purpose Purpose
The trunnion link provides the forward hinge point for main gear retraction. The main gear side strut gives lateral support to the shock strut.
Landing gear shock strut loads are transmitted from the drag strut through the Location
trunnion link to airplane structure.
The side strut consists of an upper and lower segment, hinged near the center.
Location The upper end of the side strut is connected to a lug on the reaction link. The
bottom end of the lower segment is connected to the universal side strut at-
The trunnion link is mounted between the shock strut and the wing rear spar.
tachment.
The forward end rotates in a spherical bearing mounted in the wing rear spar.
The top end of the drag strut is attached to a lug on the under side of the trun- Features
nion link, near the spherical bearing.
Downlock links are mounted between the reaction link and the side strut hinge.
Features The side strut folds about the hinge when the gear retracts.
Fuse fasteners are located on the rear and forward trunnion bearings.
MAIN GEAR TORSION LINKS
CAUTION: DO NOT EXCEED 400 PSI WHEN USING GREASE GUN AT
MAIN GEAR TRUNNION BEARINGS. HIGHER PRESSURE Purpose
MAY CAUSE STRUCTURAL DAMAGE.
The torsion links prevent rotation between the shock strut inner and outer cylin-
ders without effecting the reciprocating action during normal operation of the
MAIN GEAR DRAG STRUT strut.
Purpose Location
The main gear drag strut stabilizes the shock strut in a fore and aft direction. The torsion links consists of an upper and lower torsion link. The upper torsion
link is connected to lugs on the outer cylinder. (The lower drag strut and upper
Location torsion link share the same lugs.) The bottom torsion link is connected to lugs
The drag strut consists of an upper and lower drag strut. The upper part is con- on the inner cylinder.
nected to a lug on the trunnion link and to the lower drag strut. The lower part
is connected to the upper torsion link lug on the outer cylinder and to the uni- Features
versal side strut attachment on the shock strut and the upper drag strut. The forward ends of the torsion links are joined by the shimmy damper.
Features
A fuse bolt is used for the upper attachment. If the landing gear receives a se-
vere impact, the bolt will shear and minimize damage to primary wing structure.
Clamps and attachments on the drag strut support linkage for the shock strut
doors.

MAIN GEAR AND DOORS

32-10
WALKING
BEAM HANGER
WALKING BEAM
MAIN GEAR
ACTUATOR
TRUNNION
DOWNLOCK SPRING BUNGEE
LINK
REACTION LINK
UPLOCK ACTUATOR
DOWNLOCK
UPLOCK
DRAG STRUT
SPRING
BUNGEE
SIDE STRUT
SHOCK STRUT
UPLOCK ROLLER
AXLE
MAIN GEAR
DAMPER
TORSION FWD INBD

LINKS
Figure 9 Main Gear Component Location

MAIN GEAR AND DOORS

32-10
MAIN GEAR REACTION LINK MAIN GEAR FUSE BOLTS

Structural Fuse Points Certain connections are made with fasteners designed
Purpose
to fail first under excessive shock loads. The fasteners are designed to mini-
The reaction link transfers most of the side loads acting on the landing gear to mize damage to primary structure if attached components are subjected to
the upper end of the shock strut. serve impact loads. Listed are those connections in landing gear systems with
the subject number where additional information may be found.
Location
32-11-00 MAIN GEAR REAR TRUNNION BEARING
The reaction link forms the upper member of a space frame consisting of the
shock strut, side strut and reaction link. The outboard end of the reaction link is 32-11-00 MAIN GEAR FORWARD TRUNNION BEARING
connected through a universal joint to the trunnion link pin. The inboard end is 32-11-31 MAIN GEAR DRAG STRUT UPPER ATTACHMENT
attached to structure at the main gear uplock brackets. The landing gear lock 32-51-21 RUDDER PEDAL STEERING CONTROL ROD
actuators and spring bungees are mounted on the reaction link. The inboard
actuator operates the uplock mechanism. The outboard actuator operates the CAUTION: NUMEROUS LUBRICATION FITTINGS ARE PROVIDED ON
down lock actuator. THE GEAR. LUBRICATION PRESSURE IN EXCESS OF 2500
PSI MAY CAUSE FITTINGS TO BE DISLODGED. LIMIT
Features GREASE GUN PRESSURE TO 2500 PSI MAXIMUM.
The uplock mechanism consists of the actuator, uplock hook, linkage, uplock
roller and spring bungees. The spring bungees apply a force to keep the hook MAIN GEAR AIR-GROUND SENSING
and linkage in a fixed position when hydraulic pressure is not available.
Purpose
MAIN GEAR UP AND DOWN LOCK MECHANISM The air/ground sensing system provides signals to operate airplane electrical
circuits correctly in the air or on the ground.
The down lock mechanism consists of down lock links, actuator and dual spring
bungees. The down lock spring bungees apply a force to hold the gear in the The sensor actuators are positioned by a teleflex cable operated by the right
down and locked position when hydraulic pressure is not available. main gear upper torsion link.
Ground locking pins, when installed in each main gear down lock linkage are to
prevent inadvertent retraction of the gear.

MAIN GEAR AND DOORS

32-10
WALKING
BEAM HANGER
WALKING BEAM
MAIN GEAR
ACTUATOR
TRUNNION DOWNLOCK SPRING BUNGEE
LINK
REACTION LINK
UPLOCK ACTUATOR
DOWNLOCK
UPLOCK
DRAG STRUT
SPRING
BUNGEE
SIDE STRUT AIR SAFETY SENSOR
SHOCK STRUT
SENSOR ACTUATOR
UPLOCK ROLLER
AXLE
MAIN GEAR
DAMPER
GROUND SAFTEY SENSOR
TORSION FWD INBD
LINKS
Figure 10 Main Gear Component Location

MAIN GEAR AND DOORS

32-10
MAIN GEAR SHIMMY DAMPER

Purpose
The shimmy damper prevents excessive vibration buildup between inner and
outer cylinders during high speed taxi and heavy braking.
Location
The main body of the damper is attached to the forward end of the upper tor-
sion link. The piston rod passes through the forward ends of the upper and
lower torsion links.

MAIN GEAR AND DOORS

32-10
UPPER TORSION LINK
FILLER AND BLEED VALVE
BLEED
PLUGS
CHECKNUT
APEX NUT
LOCKBOLT
LOWER
TORSION
LINK
Figure 11 Main Gear Shimmy Damper Location

MAIN GEAR AND DOORS

32-10
MAIN GEAR SHIMMY DAMPER CONT.

Features
The vibration between the outer cylinder and inner cylinder is absorbed by the
damper’s piston; the rate of displacement is controlled by the hydraulic flow
through the damping orifice.
Landing gear return fluid is used to make up the loss of fluid in the damper due
to leakage or fluid contraction.
The two check valves to the left of the compensator allow the compensator to
supply fluid at 30-70 psi to each side of the damper piston. The check valve
directly underneath allows system ”A” return fluid to enter the damper.
The relief valve limits the compensator pressure to a maximum of 75 psi. The
300 psi relief valve protects the actuator from excessive pressure caused by
thermal expansion of hydraulic fluid.
Maintenance Practices
The three bleed plugs are used to purge air from inside the damper during re-
moval/installation and troubleshooting procedures.

MAIN GEAR AND DOORS

32-10
LANDING GEAR
RETURN LINE
30 TO 70 PSI VENT
COMPENSATOR CHECK VALVE
BLEEDER
VALVE 75 PSI
RELIEF
3000 PSI VALVE
RELIEF
VALVE
BLEED
PLUG CHECK
VALVES
BLEED
PLUG
DAMPING
ORIFICE
DAMPER
ASSEMBLY
ACTUATOR
LOWER UPPER PISTON
TORSION TORSION
LINK LINK
Figure 12 Main Gear Damper

MAIN GEAR AND DOORS

32-10
MAIN GEAR UNIVERSAL SIDE STRUT ATTACHMENT

MAIN GEAR SHOCK STRUT DOORS
Purpose
Purpose
The universal side strut attachment provides attachment points for the side
The main gear doors close over the opening in the wing for the shock strut and strut and the door operating rod.
drag strut when the gear is retracted. The doors, along with the wheel well
seals, provide fairing and noise reduction when the airplane is in-flight and the Location
gear is retracted. The shock strut doors consist of an outer door, center door It is mounted to the forward side of the outer shock strut cylinder by a ”T” bolt.
and inner door.
Features
Physical description
The attachment is a tee-bolt assembly. Integral to the inboard door operating
The OUTER DOOR is hinged to the wing. The door is connected by a pushrod arm is the uplock roller and attachment lug for the lower side strut. When the
to the underside of the trunnion link.As the gear retracts (or extends), the trun- main gear extends or retracts, the tee-bolt assembly provides a pivot point for
nion link rotates and the door closes (or opens). A bulb section rubber seal is the door arm and the lower side strut. The lower drag strut is held rigid by the
located around the door opening in the wing. This provides an air-tight joint retainer nut and tee-bolt passing through it.
when the door is closed.
The CENTER DOOR is secured by clamps to the shock strut and drag strut.
The lower edge carries a hinge half for the inner door. A bulb-type seal is
mounted along the outer edge of the door.
The INNER DOOR is hinged to the center door. A pushrod connects the door
to the universal side strut attachment. A shallow flange on the inner edge car-
ries a portion of the fairing. When the gear is retracted, the flange closes the
gap between the wheel and door.
Operation
No hydraulics are involved in the operation of the doors. Linkage from the trun-
nion link and universal side strut attachment are used to open and close the
doors.

MAIN GEAR AND DOORS

32-10
PUSHROD TO
TRUNNION LINK INDEXBMS 10-60, TYPE I
STRIPE BAC 701 BLACK
SHOCK STRUT
A 4.0 INCHES DOOR SUPPORT
OUTER CLAMPS
DOOR
1.0 INCH
OUTER DOOR
PUSHROD 2.5 TRUE
0.025 INCHES
FWD
OUTER DOOR
SHOCK STRUT
CENTER DOOR
ADJUSTABLE DOOR CLAMPS (TYP)
SIDE STRUT
SEE B DRAG STRUT
SEE A
INNER DOOR
B UNIVERSAL SIDE TEE BOLT
STRUT ATTACHMENT
UPLOCK
ROLLER
INBOARD DOOR
OPERATING ARM
Figure 13 Main Gear Shock Strut Door Component Location

MAIN GEAR AND DOORS

32-10
MAIN GEAR WHEEL WELL BLADE TYPE SEAL

Purpose
The wheel well seals close off the space that exists between the tire and wheel
well opening when the main gear is retracted to reduce noise and drag.
The seals consist of a series of rubber blade-type segments. They are located
along the edge of the wheel well opening, except in that area where the strut
passes through. The segments are held in place by a series of seal retainers.
The seal segments are secured between the seal retainer segments with bolts.

MAIN GEAR AND DOORS

32-10
BOLT
BLADE-TYPE
SEAL SEGMENT
SEAL RETAINER
(UPPER)
SEE A SEAL RETAINER

(LOWER)
FAIRING RING
A BLADE-TYPE WHEEL
WELL SEAL SEGMENT
Figure 14 MLG Wheel Well Blade-Type Seal

NOSE GEAR AND DOORS

32-20
32-20 NOSE GEAR AND DOORS

NOSE GEAR INSTALLATION
Subsystem Features
The nose gear includes a drag brace, shock strut, torsion links, a hydraulic
nose gear actuator and a hydraulic lock actuator. The shock strut consists of
an inner and an outer cylinder. The upper part of the outer cylinder is ”Y”
shaped with arms extended to the sidewalls of the wheel well. Trunnion pins
connect the gear to airplane structure. The ”Y” arms and pins provide lateral
stability. The gear rotates about the trunnion pins during extension and retrac-
tion. A tow bolt is installed for attaching a tow bar to the nose gear.
Operation
Shocks and bumps during taxi, takeoff and landing are absorbed by the shock
strut which contains oil and is charged with nitrogen. Longitudinal stability is
provided by a hinged drag brace which folds upward and aft during gear retrac-
tion. For steering, the shock strut inner cylinder turns within the outer cylinder.
Torsion links connected at the upper end to a steering collar and at the lower
end to the shock strut inner cylinder transmit a turning moment supplied by hy-
draulically actuated steering cylinders.

NOSE GEAR AND DOORS

32-20
UPPER DRAG
BRACE
LOCK LINK
ASSEMBLY
LOCK LINK
NOSE GEAR BUNGEE
ACTUATOR
LOCK BRACE ASSEMBLY
LOWER DRAG BRACE
LOCK ACTUATOR
(UPLOCK-DOWNLOCK)
STEERING CYLINDER
STEERING COLLAR
UPPER TORSION
LINK
SHOCK STRUT
LOWER TORSION
LINK
Figure 15 Nose Gear Component Location

NOSE GEAR AND DOORS

32-20
NOSE GEAR SHOCK STRUT

Physical Description Maintenance Practices
The shock strut consists of an inner and outer cylinder, metering pin assembly, Seals are installed between the lower centering cam and the lower bearing. A
upper and lower orifice assemblies and upper and lower centering cam assem- T-seal with backup rings
blies. makes contact with the inner cylinder. An O-ring between two backup rings
Internal to the shock strut are the centering cam assemblies, metering pin as- makes contact with the outer cylinder. The seals provide an air-oil seal be-
sembly and orifice assemblies. In addition, bearings are installed in the strut to tween the two cylinders.
provide sliding surfaces and hold the cylinder concentric with each other. Spare seals are carried in annular grooves in the lower bearing. The spare
The centering cams are located on the inner and outer cylinders. When the seals permit the active seals to be replaced without having to disassemble the
strut extends, the lower centering cam mates with the upper centering cam. shock strut every time a seal replacement is necessary. The backup rings are
This holds the nose wheel in straight line position for gear retraction or landing. split rings and can be replaced without removing the inner cylinder.
The radius of the backup ring must mate with the radius of the T-seal. Refer to
Control
MM 32-21-11 for seal replacement.
The orifice support tube, metering pin and snubbing valve control shock re-
bound and shocks to the strut during taxiing and landing. The orifice support
tube is connected to the top of the outer cylinder. It slides over the tapered me-
tering pin which is attached to the lower support tube in the inner cylinder.
Operation
Upon compression of the strut, the metering pin moves up in the orifice plate.
The increasing metering pin diameter reduces the orifice opening. This de-
crease in space restricts the flow of hydraulic fluid from the inner cylinder
chamber to the upper side of the piston. The restricted rate of fluid flow and the
compressed nitrogen provide for resistance to shock compression. Upon exten-
sion of the strut,the reverse hydraulic fluid flow takes place. However, the snub-
bing valve now restricts the flow of fluid in addition to metering pin action to
assist in damping shock strut rebound.

NOSE GEAR AND DOORS

32-20
CHARGING
VALVE
5 CENTERING CAMS (typical)
UPPER BEARING
6 REBOUND VALVE
UPPER
CENTERING
OUTER CAM
1 CYLINDER
7 LOWER BEARING
4 METERING PIN UPPER

5 CENTERING
CAM
INNER
ORIFICE CYLINDER
OUTER
3 SUPPORT CYLINDER
PISTON RING TUBE
ORIFICE
LOWER
CENTERING
CAM LOWER
CENTERING
CAM
ACTIVE
DYNAMIC-SEAL ACTIVE
ASSEMBLY STATIC-
LOWER SEAL
5 CENTERING O-RINGS
CAM
2 INNER CYLINDER
SPARE
LOWER
LOWER STATIC-
7 BEARING BEARING
DRAIN TUBE SEAL
O-RINGS
8 GLAND NUT
SPARE
ROD WIPER DYNAMIC
ADAPTER AND SEALS
SCRAPER
SCRAPER
AXLE ADAPTER
CHECK VALVE
(92776)
Figure 16 NLG Shock Strut

NOSE GEAR AND DOORS

32-20
NOSE GEAR SHOCK STRUT REBOUND VALVE

Operation
The rebound valve consists of a piston ring with two small orifices. The ring is
located in an annular groove on the upper centering cam. When the strut is
extending, the ring moves up against the lip of the centering cam. The fluid,
which is compressed by the diminishing cavity between the upper and lower
centering cams, is restricted to escape only through two small holes in the pis-
ton ring. The escaped fluid enters a cavity between the upper bearing spacer
and the outer cylinder wall. The fluid is than forced through twelve holes,
lengthwise in the upper bearing, into the cavity above the inner cylinder. The
restricted flow of fluid acts as a snubber to slow the inner cylinder during exten-
sion (rebound).
When the shock strut is compressing, the piston ring moves down and away
from the lip. The fluid flows around the ring unrestricted.

NOSE GEAR AND DOORS

32-20
INNER
CYLINDER
UPPER
BEARING
FLUID PASSAGE HOLE UPPER

(ONE OF TWELVE) BEARING
UPPER
BEARING
INNER INNER
CYLINDER CYLINDER
OUTER
CYLINDER OUTER
OUTER CYLINDER
CYLINDER
UPPER FLUID PASSAGE HOLE
BEARING (ONE OF TWO)
SPACER
UPPER
CENTERING
CAM
REBOUND VALVE
REBOUND VALVE REBOUND VALVE PISTON RING
PISTON RING PISTON RING
UPPER UPPER
CENTERING CENTERING
CAM CAM
FLUID FLOW DURING FLUID FLOW DURING

COMPRESSION EXTENSION
STATIC POSITION OF
REBOUND VALVE PISTON RING
Figure 17 Rebound Valve

NOSE GEAR AND DOORS

32-20
SHOCK STRUT SERVICING

The shock strut uses MIL-H-5606, MIL-H-6083, or fully formulated shock
strut fluid and nitrogen for controlling shock strut action. Approved hydraulic
fluids are listed in MM 20-30-21. A check valve assembly at the bottom of the
strut is for fluid servicing. The valve at the top is for nitrogen pressurization of
the shock strut.
Section 12-15-41 of the MM provides a procedure to add fluid to a shock strut
that has either been in normal operation or requires initial filling after disassem-
bly and repair.
A lubricant is added to the shock strut when servicing. As an alternate, fully
formulated fluid with a lubricant premixed is available. For routine servicing
where a relative small amount of fluid is required, it is acceptable to use hy-
draulic oil without added lubricant to top off shock struts.
Nose Gear Shock Strut Servicing Chart
The nose gear servicing chart has only one band. It is imperative that both
pressure and ”X” dimension are known before any servicing is done. A pres-
sure gauge has to be installed on the air valve to determine strut pressure.
Whenever the strut is outside of the servicing band, nitrogen must be added (or
released) to get within that band. For example: if the pressure gauge reads 700
psi, then the ”X” dimension should be 18.4 to 19.0 inches.
Fluid level inside the shock strut may be checked by measuring shock strut
pressure and the ”X” dimension at two different airplane weights and comparing
measurements with the servicing band.
With airplane unloaded measure strut pressure and extension. Inflate or deflate
strut into the servicing band. Remeasure after the airplane is loaded and
fueled. For best accuracy airplane weight should differ by at least 30.000
pounds and ambient temperature at the time measurements are taken should
be within 6.5° C (20° F). If measured point falls within servicing band, fluid level
is proper. If point falls left of band, fluid level is low; if to the right, fluid level is
high. If the strut requires one quart or more fluid to fill, find the leak and repair
it.

NOSE GEAR AND DOORS

32-20
VALVE CAP
A AIR VALVE
SERVICING CHART - 737 NOSE GEAR

_______________________________
AIR VALVE SERVICING INSTRUCTIONS

______________________
NUT
A._____________
AIR SERVICING
2000
1. DETERMINE STRUT PRESSURE WITH
PRESSURE GAGE.
2. READ CORRECT DIMENSION ”X” FOR THIS
PRESSURE FROM CHART SERVICING BAND
1800 DIMENSION 3. ADD OR RELEASE DRY AIR OR NITROGEN TO
”X” OBTAIN CORRECT DIMENSION ”X” WITHIN
THE______________
1600
NOTE:
____
SEE A
INFLATION2PRESSURE (LB/IN )
IF THE STRUT HAS BEEN COMPLETELY DEFLATED
FOR ANY REASON,PROCEED AS FOLLOWS:
1400
1. SERVICE WITH OIL PER SECTION 12-15-41 OF
THE BOEING COMPANY MAINTENANCE MANUAL.
2. SERVICE WITH AIR OR NITROGEN PER STEPS 1,
2 AND 3 ABOVE.
1200 DIM ”X”
_______ 3. AFTER SEVERAL LANDINGS,RE-SERVICE WITH
FULLY COMPRESSED STRUT 13.5 AIR OR NITROGEN PER STEPS 1,2 AND 3 ABOVE
FULLY EXTENDED STRUT 25.5
FULLY EXTENDED PRESSURE 325 P.S.I.NOMINAL
1000 B. _____________
OIL SERVICING
OIL SERVICING SHOULD BE PERFORMED
PERIODICALLY PER SECTION 12-15-41 OF
THE BOEING COMPANY MAINTENANCE
800 MANUAL
SEE B
600
400
DIMENSION ”X”
14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0 25.0
B CHECK VALVE
BAC27DLG0107
SEAL CAP
Figure 18 Nose Landing Gear Shock Strut Servicing

NOSE GEAR AND DOORS

32-20
NOSE GEAR DRAG BRACE NOSE GEAR STEERING COLLAR

Purpose Physical Description
The nose gear drag brace, in conjunction with the nose gear lock mechanism, The nose gear steering collar is at the middle of the outer cylinder. The collar is
holds the nose gear in the UP or DOWN and locked positions. held clamped around the outer cylinder, by a bolt, in an annular recess immedi-
ately below the trunnions. Both of the two steering cylinders are connected to
Physical Description the steering collar and the upper end of the upper torsion link is also connected
The drag brace consists of an upper and lower link. The upper end of the upper to the steering collar. When force is applied to the steering collar, by either
link pivots on pins through support fittings attached to the wheel well sidewall steering cylinder, the collar transfers the force through the torsion links to turn
The lower end of the lower link is attached to a pivot point on the outer cylinder. the inner cylinder to the right or left respectively to which cylinder force is ap-
The upper and lower links are bolted together forming a hinge. They share a plied to give steering action to the nose wheels.
pivot point with the lock brace assembly.
Operation NOSE WHEEL WELL DOORS
A fitting located near the lower end of the upper drag link, containing a spheri-
cal bearing, is the attachment point for the nose gear actuator. During gear re-
traction, the upper drag link is forced to rotate upward and aft by the nose gear The nose wheel well doors are of glass fabric reinforced epoxy laminate faced
actuator. This motion is transmitted to the shock strut through the lower drag honeycomb construction. The doors are connected to the wheel well side wall
link to raise the gear. by hinges. The doors are mechanically linked by cranks and rods connected to
lugs on the trunnion.
NOSE GEAR TORSION LINKS Operation
The doors are mechanically rigged to close during the last few inches of retrac-
Purpose tion and open wide immediately upon extension. The doors remain open when
The purpose of the torsion links is to prevent rotation between the inner and the nose gear is down.
outer cylinders except when a steering force has been applied.
The torsion links consist of an upper and lower link joined at the aft end by an
apex bolt. The upper torsion link is connected to a steering collar.
The lower link is connected to a lug on the inner cylinder. Steering forces ap-
plied to the upper torsion link by the steering system are transmitted to the in-
ner cylinder by the lower link.

NOSE GEAR AND DOORS

32-20
UPPER DRAG
BRACE
LOCK LINK
ASSEMBLY
LOCK LINK
NOSE GEAR BUNGEE
ACTUATOR
LOCK BRACE ASSEMBLY
LOWER DRAG BRACE
LOCK ACTUATOR
(UPLOCK-DOWNLOCK)
NOSE GEAR DOORS STEERING CYLINDER
STEERING COLLAR
UPPER TORSION
LINK
SHOCK STRUT
LOWER TORSION
LINK
FWD
Figure 19 Nose Gear Component Location

EXTENSION AND RETRACTION

32-30
32-30 EXTENSION AND RETRACTION

GENERAL DESCRIPTION
Purpose Operation
The landing gear extension and retraction system provides the means to con- The landing gear control system is operated by moving a control lever project-
trol operation of the gear up and down under a variety of conditions. ing from the pilot’s instrument panel. A cable system transmits the control lever
movement to a selector valve in the left wheel well. When positioned by the
System Description control lever, the selector valve directs hydraulic pressure to the gear actuators
The landing gear is hydraulically operated using system A, controlled by a land- for extension and retraction.
ing gear selector lever in the flight compartment. Hydraulic system B can be The landing gear manual extension system is used to lower the landing gear
applied through a transfer valve to retract the gear when the left engine is inop- when hydraulic system pressure is not available. Pulling the manual extension
erative during takeoff. A manual extension system is available to extend the handle for the respective gear transmits motion through drums and cables to
gear mechanically in the absence of hydraulic pressure. unlock the gear from the up and locked position. When the uplock mechanism
is released, the gear free-falls to down and locked.
Component Locations
Landing gear control components located in the flight compartment include a
landing gear control lever for hydraulic operation and three manual extension
handles. Most of the components required for both hydraulic operation and
manual extension are located in the immediate vicinity of the respective gear.
The landing gear hydraulic selector valve, the landing gear transfer valve and
the landing gear bypass valve are located in the main wheel well.
Subsystem Features
The hydraulic landing gear control system consists of the landing gear control
lever and cable drum assembly, control cables and quadrant assembly, selector
valve and lever lock solenoid.
The manual extension system consists of three T-handles, cables and a
manual extension mechanism.


32-30
LANDING GEAR
SELECTOR VALVE
LANDING GEAR
CONTROL LEVER
CONTROL
CABLES
GEAR UP
TURNBUCKLES CONTROL
CABLE LGVA
QUADRANT
GEAR OFF
CONTROL LEVER DETENT GEAR DOWN
GEAR UP CONTROL CONTROL
DETENT POSITION SWITCH LEVER DRUM CABLE LGVB
QUADRANT
SUPPORT
TURNBUCKLE BRACKET
LANDING GEAR
CONTROL LEVER PRESSURE
PORT UP PORT
(GEAR DOWN
POSITION) RETURN DOWN PORT
OVERRIDE
CONTROL TRIGGER PORT
GEAR DOWN LEVER LOCK
CONTROL
CABLE LGVB
LANDING GEAR
GEAR UP SELECTOR VALVE
CONTROL LOCK
CABLE LGVA SOLENOID
Figure 20 Landing Gear Control Component Location

32-30
LANDING GEAR CONTROL LEVER

Purpose
The landing gear control lever transmits pilot action through cables to the se-
lector valve for hydraulic operation of the landing gear.
The landing gear control lever moves on a guide as the lever is moved up or
down. The guide has detents to hold the lever in any of three positions; UP,
OFF, or DOWN. To move the control lever, it is necessary to pull the lever out
to release a roller on the inner end from the detent.
Control
A landing gear control lever latch prevents the control lever moving past the
OFF position from DOWN until the airplane weight is off the landing gear. A
latch override mechanism enables the inner end of the control lever to be
pulled clear of the latch stop when the control lever latch is engaged. The over-
ride feature is obtained by making the control lever shaft in two parts, one sid-
ing inside the other. A trigger connected to the inner part projects through a slot
in the underside of the outer shaft. Pulling the trigger telescopes the inner shaft
into the lever. The additional retraction of the control lever inner end, thus ob-
tained, allows the lever to clear the latch.
Operation
When the control lever is pulled, the inner end is raised from a detent to free
the lever for movement into another position. Moving the lever up or down ro-
tates a cable drum to operate cables running to a quadrant above the left wheel
well ceiling. As the quadrant rotates, it operates the landing gear selector valve
on the underside of the ceiling through a shaft, arm and input link. Releasing
the control lever when the desired position has been selected allows the lever
end to drop into a detent and hold the lever in position.
Monitor
A control lever position switch, S 78, is mounted in the support channel behind
the control lever. The switch is actuated by the inner end of the control lever as
it drops into the down detent.
The switch supplies an input to the position and warning system indicating le-
ver down or not down.


32-30
COMPRESSION
ROLLER SPRING
CONTROL
LEVER DRUM
INNER SHAFT
OUTER SHAFT
LANDING GEAR
GUIDE CONTROL LEVER
LOCK STOP
LEVER IN DOWN POSITION
OVERRIDE
TRIGGER
CONTROL
LEVER LOCK LOCK SOLENOID
GEAR DOWN
DETENT
LEVER INNER END OUT OF DETENT

GEAR OFF
DETENT
GEAR UP
DETENT
OVERRIDE TRIGGER PULLED TO ALLOW INNER

END OF LEVER TO CLEAR LOCK STOP
Figure 21 Landing Gear Control Lever Schematic


32-30
LDG LEVER LOCK SOLENOID

Purpose
The solenoid operated latch prevents accidental retraction of the landing gear
when the airplane is on ground.
Features
The air-sensing proximity sensor signal is used to energize the solenoid when
the airplane is in the air and to de-energize the solenoid when the airplane is
on ground. When the solenoid is de-energized, the latch mechanism moves
into position to prevent the landing gear lever from entering the up detent.
Operation
When the airplane weight is off the landing gear, 28 volt DC from the battery
bus is applied to the latch solenoid and to relay R 276. The air-sensing actua-
tor in proximity closes the switch on the card on the E 11 logic shelf. With the
switch closed, a ground is sensed on R 276 and energizes it. The R 276 relay
contact closes and provides a ground for the latch solenoid. The solenoid ener-
gizes and moves the latch so that the control handle can be placed in the UP
position.
With the airplane weight on the gear, 28 volt DC is still felt on the solenoid and
relay R 276. However, the air-sensing proximity sensor actuator is no longer in
proximity of the sensor and the switch on the card opens. With the switch in the
open position, R 276 is de-energized. Its contact in the solenoid circuit is open
and this prevents the solenoid from energizing.


32-30
UP
OFF
DN
28
VDC
LEVER
LATCH
AND LEVER LATCH
PRESS
WARNING
LOCK SOLENOID
AIR SENSING
TEST SWITCH
_____
NOTES: 1. SWITCH CONTACTS ARE CLOSED WHEN CONDITION
28
IS AS INDICATED BY SWITCH TITLE
VDC AIR SENSING
2. SWITCHES ARE REPRESENTATIVE ONLY AND MAY BE LIGHTS GRD R 276
CONVENTIONAL SWITCHES OR PROXIMITY SWITCHES
AIR AIR SAFETY SENSOR
Figure 22 LDG Lever Lock Solenoid Electrical Diagram


32-30
LANDING GEAR SELECTOR VALVE

Purpose
The landing gear selector valve functions to direct hydraulic pressure to the
landing gear up or down lines. Return fluid from the landing gear lines also
passes through the selector valve.
Location
It is located on the ceiling of the left main gear wheel well.
Control
When the control lever is moved to the DOWN position, the control cables and
quadrant move to pull the selector valve piston out.
When the control lever is moved to the UP position, the control cables and
quadrant move to push the selector valve piston in.
The control lever OFF position centers the selector valve piston.
Operation
The selector valve has three position modes depending upon the placement of
the landing gear control handle, (up, down, off).
- C1 - down line
- C2 - up line
- R - return
- P - pressure
Handle positioned to the off position, valve centered. The pressure port is
blocked and both the up (C2) and down (C1) lines flow directly to return (R).
Handle positioned to down position, valve pulled out. Pressure is ported from P
to down line (C1). The up line (C2) fluid is directed to return (R).
Handle positioned to up position, valve pushed in. Pressure is ported from P to
the up line (C2). The down line (C2) is directed to return (R).


32-30
C1 - DOWN LINE C2 - UP LINE
OFF POSITION
SELECTOR
VALVE
R - RETURN LINE P - PRESSURE LINE
SYSTEM A WHEEL WELL

PRESSURE CEILING
SYSTEM A
RETURN
GEAR DOWN
ACTUATING LINK
SELECTOR
VALVE
INBD
GEAR UP GEAR UP
GEAR DOWN FWD
Figure 23 Landing Gear Selector Valve Component Location


32-30
LANDING GEAR TRANSFER VALVE

Purpose
In the event engine number one N2 speed is below 56%, the landing gear
transfer valve directs system B pressure to retract the landing gear during take-
off. When selected, the transfer valve also provides system B pressure to the
nose wheel steering system, for alternate operation.
Location
The transfer valve is located on the forward end of the keel beam that divides
the main gear wheel wells.


32-30
LDG
TRANSFER
VALVE LANDING
GEAR LANDING
RETURN GEAR
PRESSURE
B SYSTEM
PRESSURE
B SYSTEM
RETURN
A SYSTEM
RETURN A SYSTEM
PRESSURE
FWD
WHEEL WELL
ELECTRICAL
SOLENOID CONNECTOR
Figure 24 Landing Gear System Transfer Valve


32-30
LANDING GEAR TRANSFER VALVE CONT.

The transfer valve consists of a solenoid operated pilot valve and a hydraulic
slide valve inside a housing containing six ports. The ports include pressure
and return ports for system A, system B and the landing gear hydraulic lines.
The valve is normally positioned to block system B and allow system A pres-
sure through to the landing gear selector valve.
When conditions exist, that require gear retraction using system B, the solenoid
is electrically energized to open the pilot valve and pass B pressure to the slide
valve. The slide valve is positioned to block system A pressure and provide B
pressure to the landing gear selector valve downstream. Return flow from the
landing gear system is ported through the transfer valve to that system which is
supplying the pressure.
When commanded, on the ground, the transfer valve will also allow system B
to the landing gear selector valve, through the gear down lies, to provide pres-
sure for the nose wheel steering system.
A spring is installed in the transfer valve to hold the spool in the normal position
in the event of a broken hydraulic line downstream of the valve.


32-30
LANDING
GEAR LANDING
RETURN GEAR
PRESSURE
B SYSTEM
PRESSURE
FWD
B SYSTEM
RETURN
A SYSTEM
RETURN A SYSTEM
PRESSURE
RLG PLG
ELECTRICAL
SOLENOID CONNECTOR
RA PA PB RB
SOLENOID PILOT
POSITION SWITCH
VALVE
Figure 25 Landing Gear System Transfer Valve


32-30
THIS PAGE INTENTIONALLY LEFT BLANK



32-30
LEFT MAIN GEAR RIGHT MAIN GEAR

NOT UP AND LOCKED NOT UP AND LOCKED
LANDING GEAR AIR GROUND ENG # 1

CONTROL LEVER SENSING IN N2 SPEED
NOT DOWN AIR MODE < IDLE
TO
LDG TRANSFER VALVE

BYPASS
VALVE ACTUATED TEST 1 TEST 2
S S
TRANSFER VALVE
ENERGIZED TO OPEN (B-SYS)
E 11
Figure 26 Transfer Valve System Schematic


32-30
LANDING GEAR TRANSFER VALVE CIRCUIT

Power Monitor
Either of the two solenoid coils can energize the transfer valve solenoid. Both A fault ball on the face of the E11 shelf trips from normal black to white when-
valve coils are powered by 28 volts DC from bus 1. ever the transfer valve moves to the system B position. The indicator will
stay white, indicating the valve transferred, until it is reset by depressing the
Control
fault ball.
Transfer valve control circuitry, is located inside the E11 shelf. It includes en-
gine out logic, an arm relay, a transfer relay, air/ground relays and associated Self-T est
switches and transistors. Two test switches on the face of the E11 shelf, one for each valve coil, permit
bypassing the control circuit to energize the coils individually. With system B
Input/Output
pressure available, transfer operation is monitored by observing the fault ball.
The transfer valve may be energized, on takeoff, to retract the landing gear.
Inputs to the control circuit are from the landing gear down position switch, both
the left and right main gear uplock sensors, air and ground safety sensors and
the engine number one N2 tach transmitter. Output is to the solenoid valve
coils in the transfer valve. When energized, system B is available to retract the
landing gear. The transfer valve also provides system B as alternate source of
hydraulic pressure for nose wheel steering. A direct circuit to the transfer valve
is provided by the alternate nose wheel steering switch (P1-1), provided the
airplane is on the ground and system B reservoir quantity is above 5.1 gallons.
When the switch is operated, the transfer valve will allow system B pressure to
the steering system through the landing gear down lines.
Operation
The transfer valve coils are energized in the air when: the landing gear lever is
not down, either main gear is not up and locked, engine number one N2 speed
is below approximately 56%.
Hydraulic system B pressure is required to move the valve to the system B
position after one of the coils is energized. The transfer valve will return to its
normal position when the main landing gear is locked up or any of the other
conditions is removed.


32-30
Figure 27 Landing Gear Transfer Valve System Circuit


32-30
LANDING GEAR BYPASS VALVE

Purpose
The flow limiter and landing gear bypass valve limit hydraulic flow to the landing
gear when autoslat operation is commanded and the transfer valve is in the
transfer position or autoslat operation is commanded and the PTU control valve
is open.
Location
The valve and flow limiter are located on the ceiling of the left landing gear
wheel well.
The valve is a motor operated two position valve connected in parallel with a
flow limiter. Fluid bypasses the flow limiter when the valve is open. The valve
and flow limiter are located in the circuit between the landing gear selector
valve and the transfer valve.
Operation
The bypass valve is normally open permitting unrestricted flow to the landing
gear selector valve. When the autoslats are commanded to extend and the
transfer valve is actuated to port B pressure to raise the gear the bypass valve
closes and gear retract flow is limited to approximately 5 GPM by the flow lim-
iter. The bypass valve will also close when the PTU control valve is open and
autoslat operation is commanded.
The bypass valve is powered whenever the control relay is de-energized.


32-30
HYDRAULIC
LINE
LANDING GEAR
BYPASS VALVE
BYPASS VALVE
HYDRAULIC
LINE
BONDING
JUMPER
ELECTRICAL
POSITION CONNECTOR
INDICATOR
BYPASS
VALVE
OPERATOR
AUTOSLAT
LDG TRANSFER VALVE
LDG BYPASS VALVE
AUTOSLAT
PTU CONTROL VALVE

(181555)
Figure 28 Landing Gear Bypass Valve Component Location


32-30



32-30
Figure 29 Landing Gear Bypass Valve Control


32-30
MAIN GEAR MODULAR PACKAGE

Purpose
The main gear modular package contains all the valves required to modify hy-
draulic flow directed to the main gear actuator and the lock actuators. This en-
sures smooth, even, synchronized movements of the gear retraction and ex-
tension.
Location
One modular package is located on the wing rear spar in the wing root above
each main gear.
MAIN GEAR TRANSFER CYLINDER

Purpose
The primary purpose of the transfer cylinder is to momentarily equalize pres-
sure in the main gear actuator. Equalizing pressure at the beginning of the ex-
tend and retract cycle performs a timing function that allows lock actuators to
remove the lock condition prior to pressurizing the main gear actuator.
Location
A transfer cylinder for each gear is mounted on the rear wing spar above each
hydraulic module.


32-30
HYDRAULIC LINE
TRANSFER CYLINDER
SEE
A
HYDRAULIC LINE
INBD
MAIN GEAR FWD

MODULAR
PACKAGE
Figure 30 Main Gear Modular Package Schematic


32-30
MAIN GEAR MODULAR PACKAGE CONT.

Features
Two flow limiting valves in the main gear actuator up line are arranged to limit
the rate of flow entering or leaving the up port of the main actuator. A priority
valve and a flow limiting valve are installed in parallel in the downlock actuator
up line. A second pair of identical valves are installed in the uplock actuator
down line.
Operation
These valves control the flow of fluid leaving the respective actuators during
the extend or retract cycle. The diagram shows the flow through the modular
package when the gear is extending. The fluid flow from the main actuator up
port is restricted and the fluid to the uplock actuator is unrestricted. Any pres-
sure surges exceeding 3500 psi, when the actuators are retracting, are re-
leased by the respective priority valve.
MAIN GEAR TRANSFER CYLINDER CONT.

A transfer cylinder contains a floating piston that strokes under pressure. The
cylinder is plumbed in parallel with the main gear actuator. The piston is free to
move inside the cylinder depending upon which side is pressurized. The cylin-
der can be installed either way in the system.
Operation
On gear extension, pressure is directed to the down line of the main gear ac-
tuator and to the transfer cylinder. The fluid in the up line of the gear actuator is
being restricted by flow limiting valves in the modular package. The piston in
the transfer cylinder is moving from the down line side to the up line side of the
gear actuator. Therfore, the transfer cylinder transfers the hydraulic pressure
from the down line side to the up side of the actuator. The difference in piston
area causes the gear actuator, momentarily, to be pressurized in the gear re-
tract direction. This allows the uplock mechanism to release the gear. When
the transfer cylinder piston bottoms, pressure drops in the up line side of the
gear actuator and the gear extends.


32-30
PISTON
RING SET PISTON TRANSFER CYLINDER
UP DOWN
PORT PORT
HYDRAULIC LINE
TRANSFER CYLINDER
HYDRAULIC LINE
TO UPLOCK
ACTUATOR
UNLOCK PORT TO DOWNLOCK
ACTUATOR
VENT FLOW UNLOCK PORT
LIMITING
VALVE
PRIORITY
VALVE INBD
VENT FWD
MAIN GEAR
MODULAR
PACKAGE
FLOW
LIMITER
TO UP TO MAIN
LINE ACTUATOR
UP PORT
Note: Arrows show flow through Modular Package when gear is extending
Figure 31 Main Gear Modular Package Schematic


32-30
MAIN GEAR ACTUATOR

Purpose
The actuator converts hydraulic pressure into mechanical force to raise or
lower the main gear.
Location
The actuator is located in the wing just outboard of the shock strut. The actua-
tor cylinder head is connected to a beam hanger and a walking beam. The pis-
ton end is connected to a lug on the shock strut.
Features
The actuator contains a snubber to slow down the piston as it nears the end of
travel. Hydraulic fluid from system ”A” is fed through two flexible hoses to the
actuator. The hydraulic connections on the actuator are two different sizes to
prevent inadvertent line changes. A transfer tube located on the actuator di-
rects fluid to the piston end of the actuator.
Operation
When the main gear actuator is pressurized to extend, opposing forces from
the actuator and walking beam act to rotate the gear. The gear swings inboard
and up into the wheel well. When the actuator is pressurized to retract, the
forces rotate the gear to the opposite direction to extend the gear.


32-30
TRANSFER
GEAR TUBE
DOWN PORT PISTON GEAR EXTENDED
(SNUB VALVE CLOSED)
METERED
ORIFICE
SNUB VALVE
SLEEVE
SNUB VALVE
OUTER
CYLINDER
GEAR UP PORT
GEAR IN TRANSIT
(SNUB VALVE OPEN)
GEAR RETRACTED
(SNUB VALVE CLOSED)
Figure 32 Main Gear Actuator Schematic


32-30
LOCK MECHANISM
WALKING BEAM
Purpose
The lock mechanism consists of a hook, two hydraulic actuators, spring bun-
The waking beam works in conjunction with the main gear actuator to raise or gees, a lock strut and operating linkage. In the retracted position, the hook en-
lower the main gear. It serves to reduce the force going into airplane structure gages a roller mounted on the universal side strut fitting. In the down position,
during actuator operations. the lock strut assumes an overcenter position to prevent the side strut from
Location folding. The uplock hook and the lock strut are connected to individual hydrau-
lic actuators.
The beam is located in the wing outboard of the
shock strut and above the main gear actuator. The inboard end of the walking Control
beam is attached to a beam arm attached to the shock strut. The outboard end Normal operation of both, up and down locks, is by hydraulic pressure directed
is attached to the cylinder head of the main gear actuator and beam hanger. to the lock actuators. Spring bungees provide a force to hold the locks in the
The beam hanger pivots on a fitting mounted between the landing gear support locked position when hydraulic power is off.
beam and the wing rear spar.
Operation
Operation Lock actuators operate the main gear lock mechanism to permit normal retrac-
On gear retraction, the inboard force of the actuator piston rod is applied di- tion and extension of the landing gear. Actuators are hydraulic piston type. Two
rectly to the gear. The outboard reaction force from the cylinder of the actuator actuators are mounted on the reaction link of each main gear. One is on the
is transmitted to the shock strut through the walking beam. Action and reaction inboard end to operate the uplock and one on the outboard end to operate the
forces combined provide the power to raise the gear. The resulting reaction of downlock. The downlock actuator extends to push the lock srut across the
the couple tends to rotate the actuator and walking beam combination about overcenter position to start the side strut folding. Retraction of the actuator
the gear rotating axis. Force generated by the rotation is taken to structure pulls the lock strut into the overcenter locked position when the gear extends.
through the beam hanger. The uplock actuator extends to swing the uplock hook away from the uplock
On gear extension, the forces act in the opposite direction to extend the gear. roller and release the gear. Uplock actuator retraction pushes the hook out-
board to fully engage the uplock roller.


32-30
WALKING BEAM
DOWNLOCK UPLOCK STRUCTURE
BEAM HANGER ACTUATOR ACTUATOR
UPLOCK
HOOK
GEAR ACTUATOR LOCK STRUT
SHOCK STRUT
SIDE STRUT
UPLOCK ROLLER
Figure 33 Main Gear Operating Sequence


32-30



32-30
UPLOCK DOWNLOCK UPLOCK UPLOCK

UPLOCK
SPRING ACTUATOR CRANK STOP LINK
ACTUATOR LINK
DOWNLOCK UPLOCK DOWNLOCK
ACTUATOR UPLOCK UPLOCK
CRANK SPRING
ACTUATOR SPRING
DOWNLOCK UPLOCK
SPRING LINK
UPLOCK
UPLOCK HOOK
HOOK ROLLER
STOP LINK
REACTION
LINK
SHOCK
STRUT
L0CK STRUT REACTION
(DOWNLOCK) LINK SHOCK
STRUT L0CK STRUT
(DOWNLOCK) SIDE STRUT
SIDE STRUT
GEAR IN TRANSIT
(UPLOCK HOOK TRIPPED)
GEAR DOWN AND LOCKED

DOWNLOCK UPLOCK
UPLOCK UPLOCK STOP LINK
ACTUATOR CRANK
UPLOCK ACTUATOR LINK
DOWNLOCK UPLOCK UPLOCK DOWNLOCK UPLOCK
ACTUATOR CRANK STOP LINK
ACTUATOR LINK SPRING SPRING
DOWNLOCK UPLOCK
SPRING SPRING
UPLOCK
UPLOCK HOOK
HOOK
ROLLER
ROLLER
REACTION
REACTION LINK SHOCK
LINK STRUT L0CK STRUT
SHOCK L0CK STRUT (DOWNLOCK) SIDE STRUT
STRUT (DOWNLOCK) SIDE STRUT
GEAR IN TRANSIT GEAR UP AND LOCKED
Figure 34 Main Gear Lock Mechanism Schematic


32-30
OPERATION/CONTROL SEQUENCE
Retraction Cruise
With the landing gear control lever placed in the up position, hydraulic pressure With the landing gear control lever in the off position, hydraulic pressure is
pressurizes the up line. The main and nose gear are hydraulically actuated to blocked at the selector valve. Both, the down line (C1) and the up line (C2) are-
retract. The pressure goes to the modular packages. The flow limiters, in con- onnected to return.
junction with the transfer cylinder, allow the lock actuators to unlock and start The off position is the normal cruise position with the gear retracted. The spring
the retraction cycle before full pressure is built up in the nose and main gear bungees provide the locking tension for the uplock mechanism. The return line
actuators. This is a momentary motion and then the nose and main gear actua- also serves as a supply to the main gear shimmy dampers.
tors supply the force necessary to retract the gear. At the main gear uplock ac-
tuators, pressure is applied to retract the piston. When the gear gets to the re- Normal Sequence
tract position, a roller on the strut strikes the uplock hook and allows the Hydraulic pressure for landing gear operation is normally provided from system
actuator piston to pull the hook into the locked position.The pressure applied to A through the transfer valve.
the nose gear lock actuator to start the retraction cycle also locks the nose
gear in the up and locked position. Backup Operation
Hydraulic pressure from the up line is applied to both alternate brake metering When engine number one is not operating in flight, the gear selector lever is
valves to stop wheel rotation before the wheels enter the wheel well area. not down and either main landing gear is not up, the transfer valve will route
system B pressure to the landing gear for retraction.
Extension
With the landing gear control lever in the down position, hydraulic pressure in
the slector valve is ported from P to the downline (C1). Hydraulic pressure is
applied to the DN port of the gear actuators, unlock port of the uplock actuator,
lock port of the downlock actuator and through the nose gear modular package
to the nose gear lock actuator. The pressure at the DN port of the gear actua-
tors is also felt at the transfer cylinder. The return fluid leaving the iupside of
the gear actuators is being restricted by the flow limiters in the modular pack-
age. The limiting action and the movement of the piston inside the transfer cyl-
inder momentarily causes a transfer of pressure from the DN port to the up port
of the gear actuators. The piston differential area causes the gear to momen-
tarily retract. This momentary action allows the lock actuators to unlock the
gear. The transfer cylinder piston reaches the end of its travel and the pressure
on the up side of the actuators drops. The gear then extends in the normal
fashion. As the gear reaches its full extend position, the lock actuators force
the lock strut into an overcenter position. Hydraulic pressure holds the gear in
the down and locked position. In the absence of hydraulic pressure, spring bun-
gees hold the gear in the locked position.


32-30
UP LINE
TO NOSE
MAIN GEAR LANDING GEAR
DAMPER DOWN LINE
LEFT MAIN GEAR RIGHT MAIN GEAR
MAIN GEAR MAIN GEAR

DOWNLOCK UPLOCK
ACTUATOR ACTUATOR
CHECK
VALVE
FLOW
LIMITER
3500
3500
3500
3500
RELIEF
VALVE
R R
DOWN
PRIORITY
VALVE
TRANSFER
UP
CYLINDER
ONE WAY
RESTRICTOR 1 ONE WAY
MAIN GEAR RESTRICTOR
MODULAR PACKAGE
C1 C2 SELECTOR
R P VALVE MAIN GEAR
ACTUATOR
LANDING GEAR
SYSTEM C1 C2 C1 C2 C1 C2
TRANSFER
VALVE
FLOW BYPASS
RETURN LIMITER VALVE
PRESSURE SYSTEM R P R P R P
”B” DOWN OFF UP
PRIORITY VALVE P SELECTOR VALVE
RETURN
SYSTEM TO ALTERNATE BRAKE
”A” PRESSURE SELECTOR VALVE
1 (AUTO RETRACT BRAKE)
Figure 35 Main Gear Hydraulic System Schematic


32-30
NOSE GEAR EXTENSION AND RETRACTION

General Description Maintenance Practices
The nose gear retraction and extension system raises and lowers the Holes in the lock link and lock brace are provided for the ground lock pin. With
nose landing gear. The gear retracts or extends simultaneously with the main the pin installed, the gear cannot be retracted. This prevents inadvertent gear
gear when the landing gear control handle is moved into the UP or DN detent. retraction during ground operations or testing.
A nose gear actuator applies the force necessary to raise or lower the gear.
The nose gear actuator is attached to airplane structure forward and above the Operation
gear and to the lower end of the upper drag brace. A nose gear lock strut as- The nose gear utilizes the same components for down-lock actuation and up-
sembly, driven by an actuator and held in position by spring bungees, positively lock actuation.
locks the gear in up or down position. The lock strut consists of a lock link and On gear retraction, hydraulic pressure is applied to the lock actuator to retract
lock brace assembly located between the aft bulkhead and the upper drag the piston. This action tends to rotate the lock link upward in relation to its pivot
brace. The lock actuator is mounted on the aft bulkhead between structure point. This starts the drag brace folding. The main gear actuator drives the
and an extension on the aft end of the lock brace. The spring bungees con- nose gear up and the lock strut passes from a horizontal to a vertical position.
sist of two tension springs, one on each side of the lock brace. Bungees In the vertical position, the actuator is still trying to retract the piston. This pulls
are connected to lugs on the lock link and at the lock brace pivot point on struc- the lock strut in an overcenter position locking the gear in the up position. The
ture. spring bungees apply the holding force to keep the gear up and locked.
NOSE GEAR LOCK MECHANISM On gear extension, hydraulic pressure is directed to extend the lock actuator
piston. This rotates the lock strut upward and aft in relation to its pivot point.
The main gear actuator then takes over and drives the nose gear down. The
Purpose
lock strut moves from the vertical to the horizontal position. The extend pres-
The lock mechanism serves a dual purpose of locking the gear in the gear-up sure on the actuator forces the lock strut into an overcenter position. This holds
or gear-down position. the gear in a down and locked position. The spring bungees also maintain an
Location overcenter force on the lock link.
The lock strut (link and brace) is located between the drag brace and a bracket As the gear is in transit, either up or down, the lock actuator is trying to oppose
mounted on the forward face of the aft bulkhead in the wheel well. the movement. However, the larger nose gear actuator overpowers the lock
actuator.
Physical Description Two wheel snubbers are located on the ceiling panel in the nose wheel well to
The mechanism consists of a lock actuator, lock link, lock brace and spring stop wheel rotation and the attending noises. When the nose gear is retracted
bungees. The lock link is attached to the drag brace pivot point. The lock brace after takeoff, nose wheel rotation will be stopped by wheel contact with the
pivots at an attachment point on the bracket with the aft part of the lock brace snubbers. Each snubber consists of a spring bar attached to wheel well struc-
attached to the lock actuator rod end. The lock link and lock brace are hinged ture with a snubbing block of brake lining bolted to the contact end of the bar.
together. WARNING: NOSE WHEEL SNUBBER BLOCKS MAY CONTAIN ASBES-
Operation TOS FIBERS OR DUST WHICH MAY BE HARMFUL IF IN-
HALED. A PROTECTIVE TYPE RESPIRATOR SHOULD BE
When the gear is locked (up or down) the lock strut provides for an overcenter WORN BY PERSONNEL WHEN HANDLING BLOCKS OR
locking position. The lock actuator moves the lock strut out of the overcenter WHEN EXPOSED TO ACTIVITIES CAPABLE OF GENERAT-
position for unlocking the gear. ING SUCH ASBESTOS FIBERS OR DUST.


32-30
NOSE GEAR ACTUATOR
LOCK LINK
LOCK BRACE
LOCK SPRING BUNGEE
UPPER DRAG BRACE
IN TRANSIT UP AND LOCKED
LOWER DRAG BRACE UPPER DRAGE

BRACE
AIRPLANE
NOSE GEAR STRUCTURE
(TYP) LOCK LOCK SPRING
LOCK ACTUATOR STRUT BUNGEE
NOSE GEAR
ACTUATOR
LOCK BRACE
SHOCK STRUT LOCK LINK
LOCK ACTUATOR
FWD
LOWER
DRAG PIVOT
BRACE AXIS
SHOCK STRUT
Figure 36 NLG Extension and Retraction Component Location


32-30
NOSE GEAR ACTUATOR

Purpose
The nose gear actuator converts hydraulic pressure to the mechanical force
required to raise or lower the nose gear.
Location
The cylinder head of the actuator is attached to a heavy bracket in the wheel
well ceiling. The piston rod is attached to the upper drag brace.
Features
The actuator is a hydraulic piston type with snubbing action to slow movement
when limits of travel are approached . Hydraulic fluid is directed to both ends of
the hydraulic cylinder through flexible hoses.
Operation
The nose gear actuator restricts the rate of extension and retraction of the gear
just as the gear approaches the up or the down position. Snubbing effect is ob-
tained by the action of a spring loaded sliding valve snubbing assembly. After
the actuator has extended 0.65 inch, the snubbing valve opens and hydraulic
flow is unrestricted. When the piston is one inch from the fully extended posi-
tion, a stop on the piston contacts the snubber valve sleeve. Further move-
ment of the piston pulls the sleeve against a compression spring to close ports.
During the remainder of piston travel, hydraulic flow must pass through a dimin-
ishing number of holes. The increasing restriction to hydraulic flow steadily
slows the actuator extension rate until the piston reaches the end of travel.
The sequence repeats in reverse when the actuator retracts.


32-30
SNUB VALVE
SLEEVE
OUTER NOSE GEAR EXTENDED
CYLINDER (SNUB VALVE CLOSED)
SNUB VALVE
GEAR DOWN
METERED PORT
ORIFICE
GEAR UP
PORT NOSE GEAR IN TRANSIT
(SNUB VALVE OPEN)
NOSE GEAR RETRACTED

(SNUB VALVE CLOSED)
Figure 37 Nose Gear Actuator


32-30
NOSE GEAR TRANSFER CYLINDER

NOSE GEAR MODULAR PACKAGE
Purpose
Purpose
The transfer cylinder momentarily equalizes hydraulic pressure on either side
Nose gear hydraulic components include a modular package that contains all of the nose gear actuator piston at the start of each extension or retraction
the valves required to modify hydraulic flow directed to the nose gear actuator cycle to relieve the gear of the actuator force until the lock is released.
and the lock actuator to ensure smooth and accurate movement when raising
or lowering the gear. It works in conjunction with the transfer cylinder that mo- Location
mentarily equalizes hydraulic pressure on either side of the nose gear actuator The cylinder is mounted on the forward bulkhead in the wheel well.
piston at the start of each extension or retraction cycle to relieve the gear of the
actuator force until the lock is released. Operation
The cylinder contains a piston, two springs, and two spring retainers. One end
Location
of the cylinder is connected to the down line. The other end is connected to the
The modular package is mounted in the left upper aft corner in the nose wheel up line of the nose gear actuator. At the end of the gear retraction or extension,
well. The transfer cylinder is mounted on the forward bulkhead in the wheel the cylinder spring retainer is bottomed on either side of the cylinder. When
well. the control handle is moved to UP or DN for gear operation, pressure is di-
rected to one side of the nose gear actuator and the transfer cylinder. Piston
movement directs pressure from the opposite side of the cylinder to the actua-
The nose gear modular package performs the same function as described for tor.
the main gear modular package; however, the internal configuration is slightly
Therefore, momentarily, system pressure exists on both sides of the actuator
different.
piston and actuator force is neutralized. During the neutral force period, the
The tansfer cylinder also performs the same function as that described for the lock actuator unlocks the gear and starts the lock brace assembly folding.
main gear cylinder. Internals are similar; however, the nose gear transfer cylin- When the spring retainer bottoms, the counter pressure drops on the return
der contains internal return springs. The springs are provided to allow piston side of the nose gear actuator and gear extension or retraction proceeds. After
movement to damp out pressure surges generated in the system and so to pre- the spring retainer has bottomed and hydraulic pressure is off the line, further
vent pressure fluctuations from reaching the lock actuator and possibly unlock- movement of the piston is available, acting against the spring tension. The ex-
ing the gear. tra piston movement is provided to damp out pressure surges generated in the
system and so prevent pressure fluctuations from reaching the lock actuator
and possibly unlocking the gear.


32-30
TO GEAR TO LOCK
ACTUATOR ACTUATOR TO LOCK ACTUATOR
UP PORT UP PORT GEAR DOWN PORT
TWO WAY
FLOW RESTRICTOR
LIMITER
PRIORITY
VALVE
VENT
FLOW
LIMITER
TO UP TO UP VENT TO DOWN
LINE LINE LINE
ARROWS SHOW FLOW THROUGH MODULAR PACKAGE WHEN GEAR IS EXTENDING
PISTON
RING SET PISTON CYLINDER
UP DOWN
PORT PORT
SPRING SPRING
RETAINER
Figure 38 Nose Gear Modular Package & Transfer Cylinder


32-30
NOSE GEAR RETRACT PRESSURE FUSE

Purpose
The purpose of the fuse is to prevent loss of hydraulic fluid in the event of a
leak downstream of the fuse.
Location
A volumetric hydraulic fuse is located in the gear up pressure line to the left of
the system A hydraulic reservoir in the ceiling of the main wheel well.
Operation
The fuse will shut off after 60 - 90 cubic inches of fluid have passed through.
With normal forward and reverse flows, the fuse is self-resetting. If a
trouble shoot of the fuse is needed, the removal of the fuse from the airplane
is required.


32-30
SEE A
RETRACT PRESSURE FUSE
HYDRAULIC RESERVOIR
”A” SYSTEM
FWD
Figure 39 Nose Gear Retract Pressure Fuse


32-30
NOSE GEAR DOOR LINKAGE

Purpose
The nose gear door linkage transfers motion from the nose gear to open and
close the nose gear wheel well doors.
Operation
Doors are open when gear is extended and close as the gear retracts. A link
assembly connects a lug on the shock strut outer cylinder near the trunnion
with the short arm of a bellcrank. A pushrod between a long arm on the
crank and a fitting on the door completes the linkage. The lugs on the
outer cylinder and the arms on the crank are positioned to pass over an over-
center positon for 80 percent of the gear travel. Therefore, except for a very
slight further opening, the doors barely move during gear retraction. When the
gear is moving over the last few inches of retraction, the long arm on the crank
is almost at right angles to the pushrod connected to door. The doors then rap-
idly close as gear fully retracts. On gear extension, the initial extension move-
ment opens the doors wide. At this point, lugs and cranks reach overcenter
position and the doors remain open for the rest of the extension cycle.


32-30
UPPER DRAG
BRACE
LUG
BELL
CRANK
PUSHROD
DOOR
FITTING LOWER DRAG
BRACE
RIGHT
DOOR
LEFT
DOOR
Figure 40 Nose Gear Door Linkage


32-30
NOSE LANDING GEAR OPERATION

Retraction
When the landing gear control lever is moved to UP position for gear retrac-
tion, hydraulic pressure is directed through the selector valve and the nose
gear modular package to the gear and the lock actuators. Flow to the gear
actuator is controlled by a flow limiting valve. Flow leaving the lock actuator is
controlled by a restrictor. The lock actuator starts retracting to apply a down-
ward force to an extension on the lock link. The downward force pulls the lock
link over center and starts both the lock strut and drag brace folding. As gear
retraction proceeds, the lock link assembly swings through 90 degrees from
horizontal to vertical position. In so doing, the lock link extension passes
across an overcenter position with respect to the lock actuator. From this
point, the lock actuator retracting force is opposed to lock link movement until
the gear is almost retracted. During the opposition period, the larger main gear
actuator overpowers the lock actuator. The unlock force provided by the lock
actuator when the gear is down, becomes the locking force when gear is up.
The changeover is caused by the lock link extension moving from the aft to the
forward side of the lock link pivot .
Extension
When the landing gear control lever is moved to DN position, hydraulic pres-
sure is directed to the gear and lock actuators in the opposite direction to gear
retraction and a similar course of events would apply. However, with the gear
up and locked, the weight of the gear applies a high compression load on the
lock strut. The gear load on the lock strut plus the force applied by the pres-
surized nose gear actuator tends to make lock release noisy and stiff. There-
fore, the transfer cylinder is used to direct down line pressure to the up side of
the nose gear actuator and so equalize pressure on both sides of the piston.
The pressure impulse from the transfer cylinder is supported momentarily by

the flow control valves in the modular package. By this means, the main actua-
tor extension force is reversed during the lock strut unlocking and the initial
hinging of the drag brace. After unlocking, the extension cycle is opposite to
retraction.


32-30
TWO WAY
NOSE GEAR RESTRICTOR
ACTUATOR (EXAMPLE)
TRANSFER NOSE GEAR LOCK

CYLINDER DOWN UP ACTUATOR
PRIORITY
VALVE
FLOW
LIMITER
3550
3550
1 NOSE
GEAR
NOSE GEAR FUSE MODULAR
PACKAGE
TWO WAY
TO NOSE WHEEL RESTRICTOR
STEERING
DOWN LINE UP LINE

C1 C2 C1 C2 C1 C2
C1 C SELECTOR
R P VALVE
TO MAIN
GEAR
R P R P R P
DAMPER DOWN OFF UP
SELECTOR VALVE
LANDING GEAR
SYSTEM
SYSTEM TRANSFER FLOW BYPASS
”B” VALVE LIMITER VALVE
LEGEND:
RETURN 1 LOCATION :
RETURN MLG WHEEL WELL CEILING
PRESSURE (see page 77)
SYSTEM
”A” PRESSURE
Figure 41 Nose Gear Exten. and Retrac. Hyd. Sys. Schematic


32-30
MANUAL EXTENSION RELEASE MECHANISM

Purpose
The landing gear manual extension system is used to lower the gear when hy-
draulic system pressure is not available. The manual extension control mecha-
nism transmits pilot action from the flight compartment through drums and
cables to unlock the gear from the up and locked position.
Location
Manual extension controls are located in the floor of the flight compartment,
immediately aft and to the right of the aisle stand.
Three control handles, one for the nose gear and one for each main gear, are
installed in the flight compartment and are protected by an access door. The
manual extension control cables connect the manual extension control drums
beneath the floor to the uplock mechanisms in the respective wheel wells
through pulleys and eyeball type pressure seals.
Operation
The landing gear control lever must be in the off position to prevent a hydraulic
lock during manual extension. A single pull of approximately 45 pounds and
17.3 inches on a main gear manual extension handle releases the main gear
uplock mechanism to allow the gear to extend. A single pull of approximately
25 pounds and 8 inches on the nose gear manual extension handle releases
the nose gear lock mechanism.
Monitor
The landing gear position and warning lights function normally during manual
extension operation.
CAUTION: DO NOT HOLD MANUAL EXTENSION HANDLE IN ANY EX-

TENDED POSITION DURING HYDRAULIC OPERATION OF
THE LANDING GEAR.


32-30
Figure 42 Manual Extension Control Mechanism


32-30
NOSE GEAR MANUAL RELEASE MECHANISM

Location
The release mechanism is mounted on the ceiling at the aft of the nose wheel
well, adjacent to the lock link.
The release mechanism consists of a quadrant, torque tube, eccentric cam and
return spring.
Operation
Motion to release the nose gear is transmitted by a cable to a quadrant that
operates a torque tube. As the torque tube rotates, a roller attached eccentri-
cally to it contacts an extension of the nose gear lock link. As the roller is
forced against the lock link extension, a force is applied to move the lock strut
from the overcenter (locked) position and the nose gear will free fall to the
down and locked position. A return spring attached to the quadrant assembly
and to structure will return the system to the original position when the handle
is released.


32-30
Figure 43 Nose Gear Manual Extension Release Mechanism


32-30
MAIN GEAR MANUAL EXTENSION LINKAGE

Location
The main gear manual extension linkage is located in the main wheel well adja-
cent to the main gear uplock assembly.
The linkage consists of a quadrant and crank, an uplock release rod, a cam
shaft and two-fingered cam and a return spring.
Operation
Motion to release the main gear is transmitted by a cable to the quadrant as-
sembly. Quadrant rotation drives the crank to pull the uplock release rod, which
through an arm rotates the cam shaft. This causes the two-fingered cam to
contact rollers on the uplock links which overcomes the springs and stop link.
The uplock link moves outboard. The uplock roller is released and the gear free
falls to the down and locked position. The return spring attached to the quad-
rant assembly returns the manual extension system to the original position
when the manual extension handle is released.


32-30
Figure 44 Main Gear Manual Extension Linkage


32-30
MAIN GEAR DOWNLOCK VIEWER

Purpose
The purpose of the downlock viewer is to provide the means for inflight visual
inspection of the main gear downlock indicator.
Location
The downlock viewer is located in the aisle way of the main cabin area (3rd
window aft of the emergency exit door).
The viewer consists of a cover, window and two mirrors mounted in an alumin-
ium- alloy tube assembly. The mirrors are aligned with cutouts in the viewer
tube and are arranged so that the main landing gear downlock indicators are
centered in the field of vision of each mirror.
MAIN GEAR MECHANICAL DOWNLOCK INDICATION

Purpose
The main gear mechanical downlock indication is provided so that the down
and locked position of the main landing gear can be observed from inside the
airplane through a downlock viewer.
Location
Red paint stripes are applied to the main gear lower side strut and the lower
downlock link.
When the main gear is down and locked, the red paint stripes on the lower side
strut will align with the red paint stripe on the lower downlock link.


32-30
Figure 45 Main Gear Mechanical Downlock Indication


32-30
NOSE GEAR DOWNLOCK VIEWER NOSE GEAR MECHANICAL DOWNLOCK INDICATION

Purpose Purpose
The viewer is arranged to provide inflight visual inspection of the nose gear The nose gear mechanical downlock indicator is provided so that the down and
locking components when the nose gear is down and locked. locked position of the nose gear can be observed from inside the airplane
through a downlock viewer.
Location
The nose gear viewer window and cover are located in the control cabin floor Location
above the nose gear wheel well. Two red arrows are painted on the lock strut, one on the lock link and one on
the lock brace.
The viewer consists of a cover and two windows mounted on each end of an Physical Description
aluminum alloy tube assembly. When the nose gear is down and locked, the red arrow on the lock link will
align with the arrow on the lock brace.


32-30
Figure 46 Nose Gear Downlock Viewer

POSITION AND WARNING

32-60
32-60 POSITION AND WARNING

AIR GROUND SENSING
Purpose
The air/ground sensing system provides signals to operate airplane electrical
circuits correctly in the air or on the ground.
System Description
The air/ground sensing system consists of safety sensors on the right main
gear and the nose gear to provide signals to solid state circuits in the landing
gear logic shelf (E11) to energize or de-energize safety relays depending upon
whether the airplane is airborne or on the ground. buch


32-60
Figure 47 Air Ground Sensing


32-60
AIR GROUND SENSING CONT.

General Component Locations
The main gear air/ground proximity sensors and actuators are located in the
outboard side of the right wheel well. The sensor actuators are positioned by a
teleflex cable operated by the right main gear upper torsion link. The nose gear
proximity sensor is mounted on the outer cylinder
of the nose gear and the actuator is positioned by the nose gear upper torsion
link. The proximity switches controlled by the sensors are in the E11 landing
gear logic shelf which is located in the lower nose compartment.
General Operation
The air/ground sensing system provides airplane systems with logic signals
from the right main gear and the nose gear. Proximity sensors are used to de-
tect shock strut position (compressed or extended) by the position of actuators
(targets) in a near or not near position from the sensor. The proximity sensors
provide signals to proximity switch cards located in the E11 landing gear logic
shelf. The proximity switches control the air ground relays used for airplane
systems circuit control.
Air/Ground Sensing Relay (R 278)
The air-ground sensing relay R278, used in the landing gear lever latch and
safety relay circuit, also provides a ground (inboard squat) signal (airplane in
air) or an open circuit signal (airplane on ground) for automatic braking system
logic. The relay is located in the landing gear relay module (E-11).


32-60
Figure 48 Air Ground Sensing System


32-60
MAIN GEAR SAFETY SENSORS NOSE GEAR SAFETY SENSOR

Purpose Purpose
Main gear air and ground safety sensors signal the proximity switch circuits in The nose gear safety sensor provides signals to solid state circuits in the E11
the E11 landing gear logic shelf to indicate ground or air condition. landing gear logic shelf to energize or de-energize safety relays, depending
upon whether the airplane is airborne or on the ground.
Location
These sensors are in the outboard forward corner of the right wheel well. Location
The sensor is located on the right side of the nose gear outer cylinder. The ac-
Physical Description tuator is attached to the upper torsion link.
Two proximity sensors, an air safety sensor and a ground safety sensor, sense
the presence or absence of a metal actuator. A double-paddle metal actuator Operation
is connected by a teleflex cable to the upper torsion links on the right main In the air, with the shock strut extended, the actuator is in proximity of the sen-
gear. sor. On the ground, with the shock strut compressed, the actuator is moved
away from the sensor.
Operation
The main gear air and ground safety sensors are operated through the teleflex
cable by extension and compression of the right main gear. The teleflex cable
also operates a ground spoiler bypass valve which will be discussed in flight
controls.
In the air, with the shock strut extended, the actuator moves into proximity of
the air safety sensor and away from the ground safety sensor.
On the ground, with the shock strut compressed at least 5 inches, the actuator
moves into proximity of the ground safety sensor and away from the air safety
sensor.


32-60
AIR SAFETY
SENSOR
TELEFLEX
CABLE
ACTUATOR
GROUND SAFETY SENSOR
FWD OUTBD
CONDUIT
TARGET
GROUND SPOILER
INTERLOCK VALVE
SENSOR
Figure 49 MLG & NLG Safety Sensor


32-60
LANDING GEAR LOGIC SHELF

Purpose
The E11 landing gear logic shelf is provided to control the operation of certain
airplane electrical circuits based upon inputs from the air and ground safety
sensors.
Features
The E11 contains the air sensing relays and the ground sensing relays that
control airplane electrical circuits. It also contains the printed circuit cards that
control these relays.
Control
Inputs from the air and ground safety sensors control individual printed circuit
cards inside the E11. These cards in turn control their associated relays.
Monitor
Three red lights, one for each sensor, indicate the condition of the associated
relays. These lights are illuminated when the sensor is in air mode and extin-
guished in the ground mode.
Three test pushbuttons on the front of the E11 shelf can be used either individ-
ually or together to bypass the safety sensors and put the associated relays in
the air mode when the airplane is on the ground. They are used to test airplane
electrical circuits. When a pushbutton is pressed, the respective red light will
illuminate to indicate the associated relays are in the air mode. The landing
gear lever lock solenoid cannot be put in the air mode by pressing the pushbut-
ton.
CAUTION: A PLACARD ON THE FRONT OF THE LANDING GEAR

LOGIC SHELF CAUTIONS PERSONNEL TO OBSERVE
PRECAUTIONS FOR HANDLING ELECTROSTATIC SENSI-
TIVE DEVICES.


32-60
”TEST INSTRUCTIONS”
VERIFY THAT ALL GEAR IS
FAIL INDICATIONS
DOWN AND LOCKED. LEFT RIGHT RIGHT
PRESS TEST A:ALL LIGHTS DOWN DOWN UP
SHALL ILLUMINATE.
RELEASE TEST A:ALL LIGHTS 9 8 7
SHALL EXTINGUISH.
REPEAT USING TEST B.
LEFT NOSE NOSE
”MAINT.INSTRUCTIONS” UP DOWN LOCK
FOR ONE LAMP OUT:
RESTORE IDENTIFIED CHANNEL.
FOR MULTIPLE LAMPS OUT: 6 5 4
RESTORE HIGHEST NUMBERED
CHANNEL NOT LIT AND REPEAT M989 M983 86
TEST. AURAL TAKE OFF MAIN GEAR
WARN WARN RED LT
3 2 1
TRANSFER VALVE SELF TEST

NORMAL LAMP
ACTUATED TEST 1 TEST 2
TEST
TEST TEST
A B
ON IN AIR SENSOR SELECT

NORMAL
S
P E
R C
I O
M N
A D
R A
Y R
Y
AIR GROUND NOSE
SENSING
(A13603)
Figure 50 Landing Gear Logic Shelf


32-60
AIR GROUND SENSING SCHEMATIC

Air/Ground Sensing Schematic
This electrical schematic can be used, as required,to explain the operation of
the individual air and ground sensing relays, the test pushbuttons and the light
indications. It follows the Boeing convention by starting from airplane on
ground, electric power off.
When electric power is applied, the main gear ground sensing proximity switch
(M990) and the nose ground sensing proximity switch (M1110) are both ener-
gized to conduct. All relays of a switch change state when it is conducting and
the associated relay contacts move to the opposite position from that shown.
The air sensing proximity switch (M992) is energized to conduct when the air-
plane is in the air mode, electric power ON, Relay R366 operates differentially
from the others. It is energized only when the contact of R321 is closed and it
remains in the energized condition until 10 seconds after the contact of R321
opens.


32-60
Figure 51 E 11 Air/Grd Test Switch Schematic

POSITION INDICATING AND WARNING

32-60
LDG POSITION AND WARNING

Purpose
The landing gear position indicating and warning system provides warning and
indication for landing gear down and locked, landing gear not locked and land-
ing gear not in accordance with control lever position.
System Description
The indicating and warning system consists of one green light and one red
warning light for each gear and an aural warning horn.
Location
The aural warning device is located forward of the control stand beneath the
first officer’s instrument panel.
Features
The landing gear warning horn does not sound when the trailing edge flaps are
up. It does sound when the airplane is configured for landing and the landing
gear is not down and locked. Under some conditions, the horn may be silenced
by the use of the horn reset switch located on the control stand.

POSITION INDICATING AND WARNING

32-60
NOSE
R
GEAR LEFT RIGHT
G
GEAR G
GEAR
NOSE
G
GEAR
NOSE
LEFT RIGHT G
GEAR
R
GEAR R
GEAR
LEFT RIGHT
UP GEAR GEAR AFT OVERHEAD PANEL
G G
L
A
N PILOT‘S CENTER PANEL
D
I
N
OFF
G
G
E
A
R
DN
LANDING GEAR
LIMIT (IAS)
OPERATING
EXTEND 270K-.82M
RETRACT 235K
EXTENDED 320K-.82M
FLAPS LIMIT (IAS)
1-230K 15-195K
2-230K 25-190K
5-225K 30-185K
10-210K 40-158K
210K ALT FLAP EXT
(219323)
Figure 52 Landing Gear Position and Warning


32-60
LDG POSITION AND WARNING CONT.

General Component Location
The position and warning system consists of:
S Lock sensors for locked up and locked down on each gear.
S Solid state switches and circuits in the E11 landing gear logic shelf.
S Thrust lever switches in the E&E compartment and in the control stand.
S Lever position switch mounted in the control lever bracket.
S Landing gear lights - three green and three red lights mounted above the
landing gear control lever.
S Flap position switches on the flap control unit.
S The aural warning unit located forward of the control stand below the first
officer’s instrument panel.
General Operation
A green light illuminates when the respective gear is down and locked. A red
warning light indicates an unsafe-to-land condition for that gear. It illuminates
when the landing gear and control lever positions do not agree, when any gear
is unlocked, or when the thrust levers are in idle range and the gear is not
down and locked.
The aural warning horn sounds when the airplane is in the landing condition
and any gear is not down and locked. Under some conditions, the horn may be
silenced by pressing a reset switch.


32-60
Figure 53 Position and Warning Components


32-60
CONTROL LEVER POSITION SWITCH

Purpose
The control lever position switch provides a signal to the position indicating and
warning system whether the control lever is down or not down.
Location
The landing gear position switch (S78) is located on the lever mechanism be-
hind the pilot’s center panel.
The switch assembly consists of a low-travel micro switch and roller-type
switch actuator.
Operation
The switch actuator is operated by a cam on the end of the control lever. When
the lever is in the down detent, the switch is actuated and a circuit is completed
to the landing gear indication circuit control circuit in the landing gear logic
shelf. When the landing gear lever is not in the down detent, the switch is not
actuated and a different circuit is completed to the landing gear logic shelf. This
circuit arrangement is used to control the landing gear red light to indicate
when a disagreement exists between the control lever and gear position.


32-60
FWD
LANDING GEAR
CONTROL LEVER
(DOWN POSITION)
FORWARD INSTRUMENT PANELS LEVER LOCK

LEVER SOLENOID
LOCK
SWITCH POSITION
ACTUATOR SWITCH S 78
CONTROL
LEVER
FWD
(104021)
Figure 54 Control Lever Position Switch


32-60
MLG DOWNLOCK SENSORS

Purpose
Downlock sensors on each gear provide signals to the landing gear position
indication and warning system whether or not the gear is down and locked.
Location
A downlock sensor is mounted on the outboard side of the side strut on each
main gear. The actuator is attached to the downlock strut.
The sensors are proximity switch-type that are actuated by the nearness of a
metal actuator.
Operation
When the main gear is down and locked, the actuator is in proximity of the sen-
sor which turns on the green light. When the downlock strut folds as the gear
unlocks, the actuator is moved away from the sensor. This turns off the green
light and illuminates the red light.
MLG UPLOCK SENSORS

Purpose
Gear uplock proximity sensors provide signals to the position and warning sys-
tem to indicate whether or not the gear is up and locked.
Location
The main gear uplock sensor is mounted on the side of the uplock hook. The
actuator is attached to the uplock links.
Operation
Gear down, the actuator is away from the main gear uplock sensor indicating
uplock not set. Gear up, the actuator moves in proximity of the sensor indicat-
ing uplock set in gear uplock position.


32-60
UPLOCK
SEE B HOOK
SEE A
UPLOCK
SENSOR
FWD INBD
UPLOCK
SENSOR
ACTUATOR
PRIMARY AND SECONDARY
DOWNLOCK SENSOR
PRIMARY AND SECONDARY
DOWNLOCK SENSOR
ACTUATOR FWD OUTBD
SENSOR
LOCK LEADS B
STRUT
SIDE STRUT
INBD
Figure 55 Main Gear Sensors


32-60
NLG DOWN AND LOCK SENSORS

Purpose
Lock sensors on the nose gear provide signals to the landing gear position in-
dication and warning system whether or not the gear is locked.
Location
The nose gear uses separate down and lock sensors. The down sensor is
mounted on the structure above the left trunnion. The actuator is attached to
the outer shock strut cylinder.
The nose gear lock sensor is mounted on the lock brace. The actuator is
mounted on the lock link.
The sensors are proximity switch-type that are actuated by the nearness of a
metal actuator.
Operation
The nose gear green light is illuminated when both, the down and lock actua-
tors are in proximity to their respective sensors. Loss of either signal turns out
the green light.


32-60
LBL
16.0
REF
SENSOR SUPPORT
SHIM
SENSOR
CONDUIT
TARGET WL
156.1
PRIMARY DOWN REF
SENSOR
LEFT
TRUNNION TRUNNION
PIN ASSEMBLY
TARGET
A
CONDUIT
SECONDARY DOWN SENSOR

(ABOVE THE RIGHT TRUNNION
TRUNNION PIN)
SECONDARY
SENSOR
PRIMARY LOCK BRACE

SENSOR
NUT
FWD CONDUIT
Figure 56 Nose Gear Sensor


32-60
SENSOR SELECT SWITCH

This is a three position toggle switch which is used to change the signal source
for landing gear down lock indicator lights and aural warning inputs
4. When the switch is in the NORMAL position, the signals controlling the
landing gear downlock indicator lights on the P2 panel come from the pri-
mary downlock sensors, and the signals controlling aural warning and aux-
iliary downlock indicator lights come from the secondary downlock sensors
(Ref. 32-61-00).
5. When the switch is moved to the SECONDARY position the signals con-
trolling the primary landing gear downlock indicator lights on the P2 panel
are switched to the secondary downlock sensors.
6. When the switch is moved to the PRIMARY position, the signals controlling
the auxiliary downlock indicator lights on the P5 and aural warning are
switched to the primary downlock sensors.
When the switch is in the SECONDARY position the LED to the right of the
switch will illuminate. When the switch is in the PRIMARY position the LED to
the left of the switch will illuminate.


32-60
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
____________________
”TEST INSTRUCTIONS”
VERIFY THAT ALL GEAR IS
FAIL INDICATIONS
DOWN AND LOCKED. LEFT RIGHT RIGHT
PRESS TEST A:ALL LIGHTS DOWN DOWN UP
SHALL ILLUMINATE.
RELEASE TEST A:ALL LIGHTS 9 8 7
SHALL EXTINGUISH.
REPEAT USING TEST B.
LEFT NOSE NOSE
_____________________
”MAINT.INSTRUCTIONS”
UP DOWN LOCK
FOR ONE LAMP OUT:
RESTORE IDENTIFIED CHANNEL.
FOR MULTIPLE LAMPS OUT: 6 5 4
RESTORE HIGHEST NUMBERED M989 M983 86
CHANNEL NOT LIT AND REPEAT
TEST. AURAL TAKE OFF MAIN GEAR
WARN WARN RED LT
3 2 1
TRANSFER VALVE SELF TEST
ACTUATED TEST 1 TEST 2 NORMAL LAMP
TEST
TEST TEST
A B
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
ON IN AIR SENSOR SELECT
NORMAL
ÉÉÉÉÉÉÉÉÉ
S
P E
ÉÉÉÉÉÉÉÉÉ
R C
I O
M N
ÉÉÉÉÉÉÉÉÉ
A D
R A
ÉÉÉÉÉÉÉÉÉ
Y R
Y
ÉÉÉÉÉÉÉÉÉ
AIR GROUND NOSE
SENSING
Figure 57 Sensor Select Switch


32-60



32-60
Figure 58 Sensor Select Switch Schematic


32-60
LANDING GEAR INDICATION OPERATION

Operation
Control of the indicator and warning lights with respect to landing gear and con-
trol lever position is accomplished by solid-state circuits in the landing gear
electrical module. With the landing gear down and locked, the green indicator
lights will come on. When the control lever is placed in UP position, the landing
gear will unlock in preparation to retract and the green indicator lights will go off
while the red warning lights will come on. The red warning lights will remain on
while the gear are in transit until the gear position agrees with the control lever
position (gear up and locked) at which time the lights will go off. With all land-
ing gear up and locked, all warning lights will be off.
With the landing gear up and locked, the indicator and warning lights will be off
if the landing gear control lever is in UP or OFF position. When the control le-
ver is placed in DN position, the red warning lights will come on and remain on
while the gear unlock and extend to down and locked. As the gear lock in down
position, the red warning lights will go off and the green indicator lights will
come on and remain on until power is removed from the circuit.
If an engine thrust lever is moved into idle range, the red warning lights to
come on. Advancing the engine thrust lever or extending the landing gear will
turn off the warning lights.


32-60
NOSE GEAR NOSE GEAR

RED LIGHT GREEN LIGHT
R G
LANDING LANDING ENGINE ENGINE

GEAR LEVER GEAR LEVER NO.1 NO.2
NOT DOWN DOWN RETARDED RETARDED
NOSE
GEAR
NOSE GEAR NOSE GEAR
DOWN
NOT UP AND NOT DOWN
NOSE GEAR AND
LOCKED AND LOCKED
LOCKED
MAIN GEAR MAIN GEAR

RED LIGHT GREEN LIGHT
R G
LANDING LANDING ENGINE ENGINE

GEAR LEVER GEAR LEVER NO.1 NO.2
NOT DOWN DOWN RETARDED RETARDED
MAIN
GEAR
MAIN GEAR MAIN GEAR
DOWN
NOT UP AND NOT DOWN
MAIN GEAR AND
LOCKED AND LOCKED
(LEFT AND RIGHT MAIN GEAR LOCKED
INDICATION LOGIC ARE IDENTICAL)
Figure 59 LDG Position Indicating and Warning (1)


32-60
LANDING GEAR WARNING OPERATION

Operation
If the flaps are extended beyond the minimum approach and climb configura-
tion before the landing gear are down and locked, the flap landing warning
switch will close to complete the circuit through a solid-state circuit in the land-
ing gear electrical module to sound the warning horn. When the airplane config-
uration is changed either by extending the gear or retracting the flaps, a circuit
is opened through the solid-state circuit to silence the warning horn.
If an engine thrust lever is moved into idle range, the landing gear warning horn
switch will close and, if the landing gear are not down and locked, complete the
circuit through a solid-state circuit in the landing gear electrical module causing
the warning horn to sound and the red warning lights to come on. Advancing
the engine thrust lever or extending the landing gear will silence the warning
horn and turn off the warning lights. The warning horn reset switch may be
used to silence the warning horn.


32-60
ENGINE NO. 1 ENGINE NO. 2

THROTTLE THROTTLE
RETARDED RETARDED
(S139) (S140)
1000 FT RADIO ALT.
HORN
RESET
SWITCH
R 77
Figure 60 LDG Position Indicating and Warning (2)

WHEELS AND BRAKES

32-40
32-40 WHEELS AND BRAKES

HYDRAULIC BRAKE SYSTEM
Purpose
Wheel and brake assemblies are provided to support and stop the airplane dur-
ing landing, takeoff, ground operations and to hold the airplane while parked.
System Description
The airplane is supported on six wheels and tubeless tire assemblies, four on
the main gear and two on the main gear. Each main wheel is provided with a
hydraulic actuated, multi disc brake unit bolted to a flange on the axle. Brakes
can be applied manually with the captain’s or first officer’s brake pedals or au-
tomatically by an autobrake system controlled with a selector switch on the pi-
lot’s center panel. An anti skid system modulates applied pressure to provide
maximum effective braking on any runway surface condition. The anti skid con-
trol and indicator are on the pilot’s center panel. A parking brake is set with a
parking brake lever on the control stand.

WHEELS AND BRAKES

32-40
BRAKE
SYSTEM
NORMAL ALTERNATE PARKING AUTO

AUTO BRAKE ANTI-SKID RETRACT
BRAKE BRAKE BRAKE
BRAKE
Figure 61 Brake System General

WHEELS AND BRAKES

32-40
HYDRAULIC BRAKE CONT.

The brakes are normally operated by system B hydraulic pressure through ei-
ther the normal brake metering valves or the autobrake module. Alternate
brake hydraulic operation is provided by system A through alternate brake me-
tering valves when system B is not available.
One normal anti skid valve for each brake and one alternate anti skid valve for
each gear are installed in the lines from the brake metering valve to the brakes
to modulate brake pressure as required. A fuse is downstream of each anti skid
valve to prevent the complete loss of hydraulic system fluid if a brake line fails.
One shuttle valve for each gear between the normal brake metering valve and
the autobrake module passes the highest of these output pressures to the
brakes. Another set of shuttle valves, one for each brake, between the normal
and the alternate brake systems passes the highest of these pressures to the
brakes.
Depressing the brake pedals rotates cable quadrants that operate both the nor-
mal and the alternate brake metering valve simultaneously. With normal B
pressure available, hydraulic pressure is applied by the normal brake metering
valve through shuttle valves to the normal anti skid valves. The anti skid valves
modulate pressure through fuses and shuttle valves to the brakes. When the
autobrake system is on, the higher pressure from the autobrake module or nor-
mal brake metering valve is applied through the shuttle valves to the normal
anti skid valves.
When system B pressure is not available, an alternate brake selector valve
opens and passes system A pressure to the alternate brake metering valve.
Upon application of brakes, system A pressure is applied through the alternate
anti skid valves and shuttle valves to the brakes.

WHEELS AND BRAKES

32-40
Figure 62 Brake System Schematic

WHEELS AND BRAKES

32-40
BRAKE SYSTEM COMPONENT LOCATION

Location
The valves and other hydraulic components used in the brake system are lo-
cated in the left and right wheel wells. The valves used for normal control and
autobrake are located on the rear wall and aft on the wheel well ceiling. The
components used for alternate brake control are located on the left and right
outboard sides of the wheel well and on the wheel well ceiling.

WHEELS AND BRAKES

32-40
ALTERNATE ALTERNATE
FLOW FLOW
FUSE FUSE
AUTOBRAKE
CONTROL
ACCUMULATOR MODULE
ALT BRAKE
ISOLATION
SELECTOR VALVE
VALVE
BRAKE METERING
VALVE ASSY
(2 PLACES) LEFT
RIGHT
ALTERNATE
ALTERNATE LEFT
PARKING BRAKE ANTISKID
ANTISKID ANTISKID
SHUTOFF VALVE OUTBD CONTROL
CONTROL CONTROL
VALVES VALVE
VALVE INBD
AUTOBRAKE
SHUTTLE
VALVES ANTISKID
ANTISKID BRAKE
BRAKE SHUTTLE
SHUTTLE FLOW FLOW VALVES
FUSES FUSES
VALVES
WHEEL WELL
INBD RIGHT ANTISKID

AFT BULKHEAD
CONTROL VALVES
OUTBD
STA 727
SERVICING GAGE
ACCUMULATOR
BRAKE PRESS TRANSMITTER
Figure 63 Brake Hydraulic System Component Location

WHEELS AND BRAKES

32-40
BRAKE METERING VALVE CONTROL LINKAGE BRAKE FEEL AUGMENTOR ACTUATOR

Purpose Purpose
The brake metering valve control linkage is installed to transmit brake pedal A brake feel augmentation is mounted on each normal brake metering valve
action to the brake metering valve. and is used to provide increased brake pedal feel force at low metered brake
pressure to improve brake pressure control during taxi conditions.
Location
The brake pedals actuate a brake control linkage below the flight compartment Physical Description
floor in the forward nose compartment. Dual cables run from this linkage to the The augmentator consists of a slide attached to a plunger. The slide is hydrau-
brake metering valve quadrants in the pressurized area above the main wheel lically connected to the output pressure line of the brake metering valve and the
well. plunger is connected by a roller and lever to the shaft of the metering valve
control quadrant.
The brake pedals connect by rods to the bell cranks and quadrants located be-
neath the cabin floor. Tie rods connect the captain’s and first officer’s pedals to
the horizontal bell cranks and forward quadrants so that either may control the
brakes. Cables connect the forward quadrants to the brake quadrants which
control the brake metering valves.
Operation
Movement of either right or left brake pedal will actuate the corresponding right
or left main gear brake metering valve and force augmentator. The force aug-
mentator increases the force required to actuate the brake pedals.
BRAKE METERING VALVE ASSEMBLY

Purpose
Four identical brake metering valves, two normal and two alternate, are
installed to meter normal or alternate hydraulic pressure into the brake system
in response to brake pedal operation.
Location
Each metering valve assembly, containing one normal and one alternate meter-
ing valve, is located on the wheel well ceiling slightly left and right of center re-
spectively, just forward of the junction of the aft wheel well wall. Each normal
metering valve brake pressure output line is routed to a brake feel actuator that
augments feel forces at the brake pedals.

WHEELS AND BRAKES

32-40
NORMAL BRAKE
ALTERNATE BRAKE METERING VALVE
METERING VALVE
BRAKE FEEL
AUGMENTOR
FWD
CONTROL INBD
QUADRANT
SHAFT
PARKING BRAKE
HANDLE
CAPTAIN’S
BRAKE PEDALS
PARKING BRAKE
VERTICAL AXLE LIGHT SWITCH
PUSH ROD
BELL CRANK
HORIZONTAL
BELL CRANK DUAL BRAKE CABLES
PARKING BRAKE PAWLS
TIE ROD PARKING BRAKE ADJUSTABLE STOP
HORIZONTAL BELL CRANK
HORIZONTAL QUADRANT
A
Figure 64 Brake Control Linkage

WHEELS AND BRAKES

32-40
BRAKE FEEL AUGMENTER ACTUATOR CONT.

BRAKE METERING VALVE ASSEMBLY CONT.
Operation
Operation of the brakes will pressurize the metering valve output line causing
The assembly consists of a dual cable quadrant, mounted above the ceiling, fluid to push against the augmentator slide and plunger. This generates a resis-
that drives a shaft, projecting through the wheel well ceiling, on which adjust- tance to pedal force proportional to the amount of metered brake pressure.
able cranks are mounted 180° apart. These cranks are rigged so that the nor- These forces are maximum at 600 psi brake pressure.
mal valve slide is contacted first. This feature is not available to the alternate braking system.
Each valve consists of a slide within a four-port housing and a compensating
chamber. The pressure, brake and return ports are are the same on each
valve. A fourth port, A, is open to return when the valve is installed in the nor-
mal position and to the A system landing gear up line for automatic retract
braking when the valve is installed in the alternate position.
Operation
Depressing the brake pedals moves the valve slide inward which closes the
return port and opens the pressure port to direct pressure to the brakes and
through a passage in the valve slide to the compensating chamber. Pressure in
the compensating chamber creates a return force on the piston, tending to
close the valve. This return force varies with the intensity of braking pressure
and provides feel at the pedals. Cable stretch and variation of pedal position
permits the valve slide to move back until both pressure and return ports are
closed. At this point, braking effect remains constant. When the pedals are re-
leased, the pressure in the compensating chamber and the return spring move
the valve slide and the return line opens. As the return line opens, pressure in
the brake line falls, the brakes are released and return force on the valve slide
is relieved.
Landing gear lever up pressure is applied to both, the pressure port and port A
of the alternate brake metering valve. The valve is actuated to meter reduced
pressure from hydraulic system A through the alternate anti skid units to stop
the wheels before they enter the wheel well.

WHEELS AND BRAKES

32-40
Figure 65 Brake Metering Valve

WHEELS AND BRAKES

32-40
ALTERNATE BRAKE SELECTOR VALVE

Operation
The alternate brake selector valve blocks system A hydraulic pressure to the
alternate brake metering valves when system B pressure is available for nor-
mal brake operation.
When system B pressure is lost, the valve will open to apply system A pres-
sure to the alternate brake metering valves.
Under normal operating conditions system B pressure holds the selector valve
closed preventing system A pressure from entering the alternate braking sys-
tem.
On takeoff when the landing gear is retracted system B pressure continuous to
hold the selector valve closed, but landing gear retraction pressure is now
available and ported through the selector valve to the alternate brake metering
valves to stop wheel rotation.
When system B pressure is lost the valve opens under system A pressure and
simultaneously closes the alternate braking system to landing gear retraction
pressure.
At the same time a pressure sensitive switch in the alternate brake selector
valve activates when system A pressure to the valve reaches 1900 psi and
sends a signal to the anti skid control module to annunciate alternate anti skid
failures.
Autobrake control is not available to the alternate brake system.

WHEELS AND BRAKES

32-40
LANDING GEAR
PRESSURE
RETRACTION
SWITCH
PRESSURE
TO BRAKES
SYSTEM A SYSTEM B
SYSTEM A
SYSTEM B TO BRAKES
VENT
LANDING GEAR VALVE POSITION FOR NORMAL OPERATION
PRESSURE RETRACTION
SWITCH PRESSURE
PRESSURE LANDING GEAR

SWITCH RETRACTION
PRESSURE
SYSTEM A SYSTEM B
TO BRAKES
VENT
VALVE POSITION FOR HYDRAULIC SYSTEM B FAILURE
Figure 66 Alternate Brake Selector Valve

WHEELS AND BRAKES

32-40
ACCUMULATOR ISOLATION VALVE

Purpose
An accumulator isolation valve is positioned with the check valves to block the
flow of hydraulic fluid from the accumulator when system A pressure is applied
to the alternate brake system.
Operation
Low pressure in system A opens the accumulator isolation valve to allow accu-
mulator pressure to the normal brake metering valves for use in an emergency
(if system A and B are unpressurized) or for parking brake operation. System A
pressure will operate the alternate brake system and close the accumulator
isolation valve if system B fail.

WHEELS AND BRAKES

32-40
SYSTEM B AND SYSTEM A

TO BRAKES ACCUMULATOR
TO BRAKES
VENT
VALVE POSITION FOR HYDRAULIC SYSTEM A AND B OPERATIONAL

OR SYSTEM A AND B FAILURE
SYSTEM B
SYSTEM A
SYSTEM B AND SYSTEM A

ACCUMULATOR
TO BRAKES
VENT
VALVE POSITION FOR HYDRAULIC SYSTEM B FAILURE
Figure 67 Accumulator Isolation Valve

WHEELS AND BRAKES

32-40
BRAKE ACCUMULATOR
Purpose
The brake accumulator stores energy for brake operation, dampens pressure
fluctuations and assures instantaneous flow of fluid to the brakes.
Location
The brake accumulator, charging valve, direct reading gage and pressure
transmitter are located on the lower aft wall of the right wheel well. The pres-
sure transmitter is connected electrically to the hydraulic brake pressure indica-
tor on the first officer’s panel.
The accumulator housing contains a piston capable of holding 200 cubic inches
(3280 cm3) of hydraulic fluid on the oil side and of being charged to a nominal
1000 psi at 25°C with nitrogen.
Two one-way check valves in the hydraulic lines allow system B hydraulic fluid
into the accumulator but prevent the back flow of hydraulic pressure.
Monitor
The pressure transmitter and hydraulic brake pressure indicator are powered
by 28 volt AC from transfer bus 2. The transmitter senses pressure on the
pneumatic side of the accumulator and displays it on the indicator. The indica-
tor should read system B pressure when the system is pressurized.
Nitrogen pressure is checked by depressurizing system B and depressing the
brake pedals sufficiently to bleed the accumulator down to the nitrogen charge
pressure. The system is charged with nitrogen in accordance with the adjacent
placard.

WHEELS AND BRAKES

32-40
M158 HYDRAULIC BRAKE PRESSURE INDICATOR
BRAKE PRESSURE
TRANSMITTER
SEE A
T185 HYDRAULIC BRAKE

A
PRESSURE TRANSMITTER
CHARGING
VALVE
SERVICING
DECAL CHARGING INSTRUCTIONS- B
HYDRAULIC ACCUMULATOR
SEE B WITH SYSTEM DEPRESSURIZED
CHARGE WITH DRY NITROGEN
TO APPLICABLE PRESSURE PER
PRESSURE
CHART BELOW - 50 PSI
GAGE
FWD
1400
INBD
1200
PRESSURE-
PSI GAGE
PRESSURE
1000
RELIEF VALVE
BRAKE
1 ACCUMULATOR 800
600
-50 -25 0 +25 +50 +75
AMBIENT TEMP - CENTIGRADE

1 NOT ON ALL AIRPLANES
Figure 68 Brake Accumulator Component Location

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BRAKE HYDRAULIC FUSES (6)

Purpose
Flow fuses are incorporated in the brake lines downstream of each normal and
alternate anti skid valve to prevent the loss of all brake pressure in the event of
excessive leakage downstream of the fuse.
Location
Flow fuses (4) in the lines from the normal anti skid valves are located on the
left and right sides of the main wheel well aft walls. Two flow fuses, one in the
line from each alternate anti skid valve are located at the side of the left and
right wheel wells, near the alternate anti skid valve.
The fuse assembly consists of an aluminum alloy housing which contains the
fluid metering section, a slide preloaded with a spring and a manual bypass
mechanism.
Operation
The fuse shuts off fluid flow after a specific quantity has passed. The fuse auto-
matically resets when the pressure differential across the fuse is 5 psi or less.
A lever mounted on the housing can be operated to open a bypass valve within
the fuse to prevent the fuse from closing. This bypass valve is provided for
maintenance actions such as brake bleeding.

WHEELS AND BRAKES

32-40
ANTISKID
VALVE
TO BRAKES
FUSE BYPASS VALVE LEVER

(PNEUDRAULIC (PNEUDRAULIC
FUSES SHOWN) FUSES SHOWN)
LEVER IN
CLOSED POSITION
1
LOCKWIRE
LEVER IN
LEVER IN
OPEN POSITION LEVER IN OPEN POSITION
CLOSED
FUSE POSITION
2
FLOW FLOW
PNEUDRAULIC FUSE DECOTO FUSE
1 LEVER HAS TO BE LOCKWIRED CLOSED

2 LEVER DOES NOT HAVE TO BE LOCKWIRED CLOSED
Figure 69 Brake Hydraulic Fuses

WHEELS AND BRAKES

32-40
MAIN GEAR BRAKE SWIVEL ASSEMBLIES

Purpose
Brake swivel assemblies permit continued flow in the hydraulic lines to the
brakes during retraction or extension of the landing gear.
Location
Swivel assemblies are mounted on the trunnion link of each main gear.
The hydraulic brake lines mounted on structure are connected to the brake
lines on the landing gear by means of swivel assemblies. They consist of a ro-
tating part connected to the trunnion and a stationary part.

WHEELS AND BRAKES

32-40
WALKING BEAM
MAIN GEAR
ACTUATOR
MAIN GEAR
BRAKE SWIVEL
ASSEMBLY
SEE A
TRUNNION
LINK
SHOCK
STRUT
Figure 70 Main Gear Brake Swivel Assembly

WHEELS AND BRAKES

32-40
BRAKE HYDRAULIC DISCONNECT

Purpose
A hydraulic disconnect fitting at each brake prevents loss of hydraulic fluid from
the brake lines and brakes during brake maintenance.
Location
The disconnect is mounted in a part of the top of each brake at the junction
with the hydraulic line.
The disconnect consists of two self-sealing couplings, a brake half and a line
half. When the bolts are removed, the valves in both sections close and pre-
vent loss of fluid.

WHEELS AND BRAKES

32-40
BRAKE HYDRAULIC LINE
BRAKE HYDRAULIC
DISCONNECT
HOSE COUPLING HALF
BLEED VALVE
BRAKE WEAR ANTI SKID

INDICATOR CONDUIT
WHEEL COUPLING HALF
Figure 71 Brake Hydraulic Disconnect

WHEELS AND BRAKES

32-40
MAIN GEAR BRAKE

The main landing gear brake is a multi disc type consisting of four rotating and
five stationary frictional elements. Two of the stationary discs, pressure plate
and backing plate, are lined on one surface. The remaining stationary discs,
stators, are lined on both surfaces and are notched on the inside diameter to
enable them to fit and slide axially on the torque tube splines. The linings are
made from a heat stable cerametallic material that will maintain its original
strength and friction ability at elevated temperatures. The rotating discs, rotors,
are keyed to the wheel. The rotors consist of solid steel segments secured to a
spider with keyed straps. The brake carrier houses six pistons that are inter-
connected through drilled passages and four automatic adjuster assemblies.
Two bleeder valves are provided at the top of the housing and two indicator
pins are installed on the sides of the housing.
Operation
When the brakes are applied, hydraulic fluid under pressure enters the inlet
port of the brake and is distributed to the pistons. The pistons actuate the pres-
sure plate which presses the rotors and stators together against the torque
tube backing plate. Movement of the pressure plate compresses the return
springs in the piston housing by means of the automatic adjuster assemblies.
Each automatic adjuster assembly consists of an adjuster pin spherical ball,
metal tube and an adjuster housing. The pin is attached to the pressure plate.
The ball is larger in diameter than the tube. Pressure plate movement beyond
the compressed spring travel forces the ball deeper into the tube. When pres-
sure is released, return spring force retracts the pressure plate, permitting the
separation of the rotors and stators and allowing the wheel to rotate freely. The
ball cannot move back in the tube, thus proper brake running clearance is
maintained.
The brake wear indicator is used to determine the wear condition of the brake
stack. It consists of a pin fastened to the pressure plate and a bracket fastened
to the housing. When the brakes are applied, the distance the pin protrudes
through the bracket indicates the amount of wear remaining in the brake. At
minimum protrusion the brake must be changed. The tires are protected
against excessive pressure due to overheat by thermal plugs spaced around
the wheel and a safety relief valve. The thermal plugs melt and deflate the tire
when a wheel becomes overheated.

WHEELS AND BRAKES

32-40
INDICATOR PIN CARRIER
PRESSURE PORT
PRESSURE
PLATE
ROTOR
(4 PLACES)
INDICATOR PIN STATOR

(2 PLACES) (5 PLACES) WEAR INDICATOR
BLEEDER
VALVES
PRESSURE
PLATE
TORQUE TUBE CARRIER

RETAINING
RING SPRING
AUTOMATIC ADJUSTER
ADJUSTER PIN
ASSEMBLY
(4 PLACES)
ADJUSTER PIN
NUT
00 PRESSURE PLATE
MOUNTING TUBE
FLANGE
RETURN SPRING
RECESSED
WASHER
ADJUSTER BALL
BRAKE ADJUSTER ASSEMBLY
Figure 72 Main Gear Brake Assembly

WHEELS AND BRAKES

32-40


WHEELS AND BRAKES

32-40
MAIN LANDING
GEAR
BRAKE DISCONNECT VALVE
ATTACHING BOLT
(3 LOCATIONS)
BRAKE MOUNTING
NUT AND WASHER
(EXAMPLE)
PHENOLIC OR
BRAKE DISCONNECT METAL BRAKE
VALVE OUTER BODY MOUNTING
GASKET
HYDRAULIC
LINE
AXLE
INNER PART OF BRAKE
DISCONNECT VALVE
BRAKE FWD
ASSEMBLY
SHEAR STUD
AXLE SLEEVE (EXAMPLE) RETAINING
RING
SHEAR STUD 1
(2 LOCATIONS)
2 INNER GREASE
OUTER WHEEL SEAL
BEARING
BRAKE MOUNTING INNER WHEEL
BOLT AND WASHER BEARING
(EXAMPLE) HUBCAP
WASHER
HUBCAP MOUNTING
BOLT AND WASHERS
(3 LOCATIONS)
MAIN GEAR
WHEEL AND TIRE
1 SHEAR STUD INSTALLATION OUTER GREASED

ON AIRPLANES WITH HUBCAP FAIRING AXLE NUT SEAL (IF INSTALLED)
PHENOLIC GASKET (OUTBOARD WHEELS ONLY)
INSTALLATION
2 SHEAR STUD INSTALLATION
ON AIRPLANES WITH METAL RETAINING
GASKET INSTALLATION RING RETAINING RING
(IF INSTALLED)
Figure 73 Wheel and Brake Installation

WHEELS AND BRAKES

32-40
MAIN GEAR WHEEL AND TIRE

General
Each gear (nose and main) is equipped with two tire and wheel assemblies de- Four thermal relief plugs, equally spaced and mounted in the inner wheel half
signed to withstand high rolling speeds. All wheels have provisions for attach- to protect against excessive brake heat increasing the air pressure in the tire
ing balance weights for dynamic balance. After takeoff, spinning of main gear and causing a blowout. The inner core of the thermal relief plug is made of fus-
wheels and nose gear wheels is stopped by main gear brakes and nose wheel ible metal that melts at a predetermined temperature, releasing the air in the
snubbers respectively. tire. A packing is installed underneath the head of each thermal relief plug to
Each outboard main gear wheel and tire is covered with a fairing attached to prevent leakage of air from the tires.
the outboard main wheel hubcap. Each inboard wheel is provided with a small An overinflation plug installed in the web of the inner wheel half prevents over-
hubcap. The wheel and tire assemblies are designated Nos. 1, 2, 3 and 4, inflation of the tire by means of a seal which ruptures when overinflation oc-
counting from the left looking forward. curs, deflating the tire to zero pressure. A grommet seated underneath the
overinflation plug seals it against air leakage. The main gear tires are tubeless
Main Gear Wheel and Tire and are designated H40 x 14.5 -19.
The main landing gear wheel is a tubeless, split-type assembly made of forged
aluminum.
The inner and outer wheel half assemblies are fastened together by 16 equally
spaced tie bolts, secured with washers and nuts. A tubeless tire valve assem-
bly installed in the web of the inner wheel half, with the valve stem protruding
through holes in the outer wheel half, is used to inflate the tubeless tire used
with this wheel.
Leakage of air from the tubeless tire through the wheel half mating surfaces is
prevented by a packing mounted on the register surface of the inner wheel half.
Another packing mounted on the inner register surface of the inner wheel half
seals the hub area of the wheel against dirt and moisture. Outboard wheels
with hub caps require a valve extension that attaches to the valve stem, and is
supported by a bracket and grommet assembly fastened to the outer wheel half
flange with a bolt. These parts are furnished in a Valve Extension Parts Kit to
be used as required.
A retaining ring installed in the hub of the inner wheel half holds the seal and
bearing cone in place when wheel is removed from axle. The seal retains the
bearing lubricant and keeps out dirt and moisture. Tapered roller bearings in the
wheel half hubs support the wheel on the axle. Inserts installed over bosses in
the inner wheel half engage the drive slots in the brake disks, rotating the disks
as the wheel turns. Heat shields, mounted underneath and between the inserts,
keep excessive heat, generated by the brake, from the wheel and the tire. An
alignment bracket is attached with the heat shield to the wheel half. The
bracket prevents brake disk misalignment during wheel installation.

WHEELS AND BRAKES

32-40
OUTSIDE WHEEL HALF

PLUG INSIDE WHEEL HALF
INBD INSIDE
SEE B WHEEL
INFLATION HALF
FWD O-RING HEAT SHIELD
VALVE
THERMAL PLUG
VALVE
EXTENSION BRAKE ROTOR
DRIVE KEY
INNER WHEEL
SEE A BEARING
OUTER WHEEL
BEARING AXLE
BRAKE
TRANSDUCER ASSEMBLY
TIRE
WHEEL BALANCE INBOARD

WEIGHT OUTBOARD WHEEL HALF
WHEEL HALF
EXTENSION
O-RING
WHEEL
A
TIE BOLTS
HUBCAP
FAIRING
(OUTBOARD VALVE
WHEEL ONLY) HUBCAP
BRACKET
CAMLOCKS
(8 PLACES) B VALVE EXTENSION ASSEMBLY
(OUTBOARD WHEEL
ONLY)
Figure 74 Main Wheel and Tire (BF Goodrich)

WHEELS AND BRAKES

32-40
NOSE GEAR WHEEL AND TIRE

Nose Gear Wheel and Tire
The nose gear wheel assembly consists of forged aluminum made in sepa-
rate halves for ease to mount the tubeless tires. The inner and outer
wheel halves are bolted together and the joint between wheel halves is
sealed with an O-ring. An air valve is located in the outer wheel half to permit
inflation of mounted tires. A safety plug is also fitted in the outboard wheel half
to protect the tire from high pressure. The diaphram within the safety plug will
rupture at a predetermined pressure and vent the pressure to atmosphere.
The wheels are installed with an inner and an outer roller bearing assembly on
the tapered axle. The inner and outer bearings are protected against loss of
lubricant and the entrance of dirt by grease seals.
On 737-300 airplanes, the nose gear tires are 27” x 7.75” -15” tubeless tires
rated 10 or 12 ply 225 mph. On 737-400 and 737-500 airplanes, the nose gear
tires are 27” x 7.75” - 15” tubeless tires rated 12 ply 225 mph.
Nose Wheel Snubber

Two wheel snubbers are located on the ceiling panel in the nose wheel well to
stop wheel rotation and the attending noises. When the nose gear is retracted
after a takeoff, nose wheel rotation will be stopped by tire contact with the
snubbers. Each snubber consists of a spring bar attached to wheel well struc-
ture with a snubbing block of brake lining bolted to the forward (contact) end of
the bar.

WHEELS AND BRAKES

32-40
SNUBBER BLOCK
SUPPORT SPRING 1 TWO SPACERS IS THE STANDARD
SNUBBER BLOCK CONFIGURATION. HOWEVER, SOME
(BRAKE LINING) AIRPLANES HAVE EITHER ONE OR
THREE SPACERS THAT SEPARATE
THE PAD AND THE SPRING
SPACER 1 SUPPORT SPRING

(2 AT EACH SNUBBER BLOCK
FASTENER LOCATION)
FWD NOSE LANDING GEAR SNUBBER
PRESSURE
RELIEF
TIRE VALVE TIRE
AXLE NUT
LOCK BOLT
TIE BOLT O-RING
SPACER
AXLE SPACER
AXLE
RETAINING RING
GREASE SEAL
GREASE SEAL
RETAINING RING
INNER BEARING
TIE BOLT INNER BEARING
OUTER BEARING
AXLE NUT OUTER BEARING
SAFETY PLUG AND GREASE SEAL
LOCKING PLATE DETAILS GREASE SEAL
RETAINING RING RETAINING RING
INBD BALANCE WEIGHTS
AXLE NUT
O-RING
AXLE NUT
INFLATION VALVE LOCK BOLT INFLATION VALVE
INBD
DUNLOP BENDIX
Figure 75 Nose Gear Wheel and Wheel Snubber

WHEELS AND BRAKES

32-40
PARKING BRAKE SYSTEM

Purpose Maintenance Practices
A parking brake system permits setting the brakes for parking and mooring. If the parking brake is set longer than 8 hours, the parking brake should be re-
leased, brake system pressurized and park brake reset.
Location
CAUTION: PARKING BRAKES SHOULD NOT BE SET FOLLOWING A
The parking brake lever is located on the left side of the aisle stand and is con-
HIGH ENERGY STOP. HIGH ENERGY STOPS ARE DE-
nected to a linkage in the forward nose compartment.
FINED AS REFUSED TAKEOFF OR ANY STOP OTHER
Physical Description THAN NORMAL. UNDER STATIC PRESSURE, HOT BRAKE
SURFACES TEND TO FUSE TOGETHER. THEREFOR, AF-
The parking brake system consists of a parking brake lever, linkage, shutoff
TER A HIGH ENERGY STOP, OR FOLLOWING TOUCH AND
valve and switch.
GO STOPS, A COOLING PERIOD OF 40 TO 60 MINUTES
Operation FOR BRAKE UNITS SHOULD BE ALLOWED BEFORE THE
The parking brake is set by depressing the brake pedals fully, pulling the brake PARKING BRAKE IS SET.
lever on the control stand, then releasing the brake pedals. When the parking
brake lever is pulled, pawls swing back toward the rudder pedals and engage
the forward ends of the bell cranks in the captain’s brake linkage. The pawls
hold the brake linkage in the brakes applied position. To release the parking
brake, the captain’s or first officer’s brake pedals need only be fully applied,
causing the bell cranks to disengage from the pawls. The pawls are pulled back
away from the bell crank by the return spring.
Monitor
The parking brake light is located on the control stand next to the parking brake
lever. The parking brake linkage actuates a switch (S100) when the parking
brake is set. The switch completes a circuit to the red light, the parking brake
shut off valve and the anti skid control unit. A rig pin hole in the linkage allows
rigging procedures that insure red light illumination when the parking brake is
set.

WHEELS AND BRAKES

32-40
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
EXTERNAL
POWER INTERPHONE
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
EXTERNAL POWER PANEL CONN FLIGHT PARKING
BRAKES
SERVICE
ÉÉÉÉÉÉÉÉÉ
NOSE
ÉÉÉÉÉÉÉÉÉ
PILOT WHEEL WELL
ON
ÉÉÉÉÉÉÉÉÉ
NORM
NOT CALL LIGHT PARKING BRAKE
IN USE HANDLE L382
EXTERNAL POWER PANEL
CAPTAIN’S
BRAKE PEDALS
CONTROL STAND
PARKING BRAKE
PUSH ROD LIGHT SWITCH
BELL CRANK
DUAL BRAKE CABLES

PARKING BRAKE PAWLS
PARKING BRAKE ADJUSTABLE STOP
PARKING BRAKE LINKAGE
Figure 76 Parking Brake Linkage

WHEELS AND BRAKES

32-40
PARKING BRAKE SHUTOFF VALVE

Purpose
The parking brake shutoff valve is installed in a common return line in the main
wheel well, between the four normal anti skid control valves and the B system
return line, to prevent pressure bleed off when the parking brake is set.
Location
The valve is located near the center of the aft main wheel well wall.
The parking brake shutoff valve is a 28 volt DC motor operated ball type valve.
The valve has a manual override lever that also functions as a mechanical
position indicator.
Power
The parking brake shutoff valve is powered by 28 volt DC from the battery bus
through the ANTISKID FAILURE WARNING and PARKING BRAKE circuit
breaker.
Operation
A switch is activated when the parking brake lever is set to provide electric
power to the close side of the valve. The valve closes and blocks the return
flow from the normal anti skid valves.
Releasing the lever moves the switch to off and provides power to the open
side of the valve. The parking brake shutoff valve must be open to use the nor-
mal anti skid system.
Monitor
The parking brake lever actuated switch (S 100) provides power to illuminate a
red light on the aisle stand, next to the lever.

WHEELS AND BRAKES

32-40
PARKING BRAKE
SHUTOFF VALVE
AFT WHEEL TO RETURN

WELL BULKHEAD FILTER MODULE
MANUAL OVERRIDE
LEVER AND VALVE
POSITION INDICATOR
PARKING BRAKE
SHUTOFF VALVE
ELECTRICAL
CONNECTION ANTISKID
RETURN LINES
Figure 77 Parking Brake SOV und P/B Linkage

WHEELS AND BRAKES

32-40


WHEELS AND BRAKES

32-40
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
EXTERNAL
POWER INTERPHONE
L382
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
CONN FLIGHT PARKING
BRAKES
ÉÉÉÉÉÉÉÉÉ
SERVICE
NOSE
ÉÉÉÉÉÉÉÉÉ
PILOT WHEEL WELL
ON
ÉÉÉÉÉÉÉÉÉ
NORM
NOT CALL LIGHT
ÉÉÉÉÉÉÉÉÉ
IN USE
EXTERNAL POWER PANEL CONTROL STAND

PARKING BRAKE LEVER,
LIGHT AND SWITCH
(CONTROL STAND - AFT)
32-60-00
28V DC OFF
BAT BUS
C194 32-30-00
ANTISKID FAIL SET PARK AND SQUAT
WARNING AND S100 PARKING BRAKE SW (T/O WARNING AND
PARKING BRAKE (CENTER AISLE STAND) VOICE REC. EREASE
P6-2 CIRCUIT BREAKER
PANEL R274)
TO GND R
MASTER DIM
AND TEST M469 DIM AND
L382 PARKING ANNUNCIATION
BRAKE LIGHT MODULE (P9)
(CONTROL
STAND) FAILURE
WARN PWR
OPEN
PARKING
R BRAKE
SET
L1002 PARKING
BRAKE LIGHT CLOSE
EXTERNAL POWER
PANEL
M162 ANTISKID V11 PARKING BRAKE
CONTROL UNIT (E3-2) VALVE (MAIN WHEEL
WELL, AFT BULKHEAD)
Figure 78 Parking Brake Electrical Diagram

WHEELS AND BRAKES

32-40
BRAKE SYSTEM
Operation/Control Sequence
The main wheel brakes may be supplied with pressure from the B hydraulic
system for normal operation or from the A hydraulic system for alternate opera-
tion. The brake accumulator, supplied from the B system, may be used for
parking brake pressure or for braking when both A and B system pressure are
not available. Except for parking, all brake operation may be cotrolled by anti
skid operation. Shuttle valves are used to isolate manual and autobrake pres-
sure and to isolate alternate brake pressure from normal sources. Fuses are
used to protect against complete system fluid loss in the normal and alternate
systems.
Subsystem Sequence
Autobraking uses B system pressure to supply inboard and outboard brakes.
The normal anti skid valves are used to adjust pressure to the individual brakes
as required.
Normal Sequence
Manual braking uses the normal brake metering valves to control brake pres-
sure when B system pressure is available. When B system pressure is not
available but the A system is pressurized. manual braking is through the alter-
nate brake metering valves. When the anti skid is operating, it functions to con-
trol the wheel brake pressure from the source supplying the pressure through
the normal or alternate anti skid valves as applicable.
Backup Operation
Alternate brake pressure is selected automatically when A system pressure is
available and B system pressure decreases below approximately 1500 psi.
When this occurs the A system pressure is supplied through the alternate
brake metering valves to the alternate brake selector valve. Pressure from the
alternate brake selector valve is also routed to the accumulator isolation valve
to block accumulator output as long as A system pressure is greater than 1500
psi. The alternate brake metering valves are operated in parallel with the nor-
mal brake metering valves. Fluid from each alternate brake metering valve is
routed to the brakes through an alternate anti skid valve to control pressure to
brake pairs.

WHEELS AND BRAKES

32-40
SENSE LINE
A SYS
PRESSURE ALT P/S
SELECT ACCUM
VALVE ACCUM-
ISOLATE
UP LINE ULATOR
VALVE
PRESSURE
SENSE LINE
B SYS
PRESSURE
A SYS RETURN
ALTERNATE BRAKE FEEL

METERING AUGMENTOR
DUAL BRAKE BRAKE FEEL
VALVE RIGHT BRAKE
CABLES AUGMENTOR
NORMAL
(TYP) NORMAL CONTROL
METERING
METERING MECHANISM
VALVE
VALVE
LEFT BRAKE
CONTROL
MECHANISM
AUTO BRAKE
ALTERNATE CONTROL VALVE
METERING
VALVE P/S P/S
AUTOBRAKE
SHUTTLE
VALVE
ALT (2 PLACES) ALT
ANTISKID ANTISKID
VALVE VALVE
NORMAL NORMAL NORMAL NORMAL

ANTISKID ANTISKID B SYS ANTISKID ANTISKID
VALVE VALVE RETURN VALVE VALVE
FUSE FUSE FUSE PARKING FUSE FUSE FUSE

BRAKE
VALVE
SHUTTLE
VALVE
(4 PLACES)
LEFT GEAR RIGHT GEAR

BRAKE UNITS BRAKE UNITS PRESSURE
RELIEF
VALVE 1 ON SOME AIRPLANES
1
Figure 79 Hydraulic Brake System Schematic

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ANTISKID SYSTEM
Purpose General Operation
The anti skid system is designed to provide maximum effective braking for any The anti skid system operates by overriding pilot’s metered brake pressure or
runway condition without skidding. autobrake commands. The anti skid system controls hydraulic pressure to each
brake until optimum wheel braking is obtained. Regardless of prevailing
System Description weather conditions, airplane stopping distances are
Individual transducers for each main gear wheel provide wheel speed informa- minimized and directional control maintained. In addition to individual wheel
tion to a control unit. This information is processed by the control unit which skid protection, wheels are compared inboard to inboard and outboard to out-
detects impending skids and produces correction signals. Anti skid valves, in board for locked wheel protection. Touchdown protection prevents brake pres-
both the normal and alternate brake system, are controlled by these signals to sure application before wheels touchdown and spin up.
reduce brake pressure and prevent skids.
An alternate anti skid system is automatically scheduled to operate from hy-
DESCRIPTION AND OPERATION draulic system A pressure when hydraulic system B pressure fails. The system
transfers from individual wheel command to the operation of paired wheels on
General Component Locations each gear. The anti skid failure indication circuit uses the position of the parking
brake shutoff valve limit switches in conjunction with air-ground sensing.
A wheel speed transducer is installed in each main gear wheel axle. The anti
skid control unit is located in the electronic equipment compartment. Four nor-
mal and two alternate anti skid valves are mounted in the left and right main
gear wheel wells. A control switch and indicator is on the pilots’ center panel. A
landing gear lever up switch is installed in the forward nose compartment.

The anti skid system is programmed to provide touchdown and locked wheel
protection from air-ground and wheel speed sensing, as well as skid protec-
tion. A guarded ON/OFF switch provides control of the anti skid system. A
warning light provides notice of defective systems. A built-in-test capability
provides continuous self test and fault warning.
System Interfaces
Anti skid protection is provided during both, normal and alternate manual brak-
ing and during autobrake operation. An operational anti skid system is required
to use autobrake.

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32-40
“A” PRESSURE
SWITCH (S811)
ALTERNATE BRAKE SELECTOR VALVE
SWITCH (S303) TRANSDUCER

LANING GEAR LEVER UP SWITCH
ANTISKID ANTISKID CONTROL VALVE

CONTROL MODULE
Figure 80 Antiskid System Component Location

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32-40
WHEEL SPEED TRANSDUCER

Features
The transducer slides into an adapter mounted in the axle and is retained in
place by keyways and a retainer nut assembly. The rotor spline mates with the
hubcap and is driven by the wheel.
Operation
Revolution of the wheel drives the lobes of rotors past the lobes of fixed stators
inducing an alternating current in direct proportion to wheel speed. The signal is
transmitted through shielded wiring to the anti skid control unit.
The four transducers are identical. They can be changed without removing the
wheel and brake assembly.
CAUTION: AVOID EXCESS PULL ON TRANSDUCER ELECTRIC
CABLE.

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32-40
WHEEL
AXLE
DRIVE
COUPLING
OUTBOARD TRANSDUCER
1
HUBCAP ADAPTER
OUTBOARD TRANSDUCER
1 HUBCAP
FAIRING
NUT
KEY
NOT INSTALLED ON
1 INBOARD WHEEL
Figure 81 Wheel Speed Transducer

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32-40
ANTISKID CONTROL VALVE

Purpose Operation
The anti skid control valve is an electrically controlled hydraulic valve which If the anti skid system senses a wheel slowing down too fast, a signal is sent to
meters hydraulic pressure applied to a brake in accordance with signals re- the torque motor windings. This causes the flapper to move towards the pres-
ceived from the anti skid control unit. sure nozzle, restricting fluid into the chamber and letting more fluid escape to
the return line. Pressure drops in the 1st stage chamber and acts on the spring
Location offset side of the spool. The pressure on the left side of the 2nd stage valve
Six anti skid control valves are used. One for each main gear brake for normal (through drilled passage way) forces it to the right closing the brake pressure in
operation and two are used for alternate operation. Three valves are located in line and porting some pressure to return. The amount of 2nd stage valve move-
each of the main gear wheel wells. The valves are used to modulate brake ment depends upon the torque motor current, which in turn depends upon the
pressure to the brake assemblies in either manual or automatic braking modes. amount of brake pressure reduction required for wheel spin up.
Conversely, a decrease in torque motor current allows more brake pressure to
be applied.
The anti skid valves consist of an electrically controlled 1st stage valve and a
A check valve is installed between the pressure line and the brake line to pre-
hydraulically controlled 2nd stage. The 1st stage valve contains the torque mo-
vent a hydraulic lock in the brake line when applied pressure is removed.
tor which positions a flapper between two hydraulic ports (return and pressure).
The 2nd stage valve is a spring offset to the left and pressure bias controlled
by the drilled passage way in the spool. With no control signal to the torque
motor, the flapper is towards the return nozzle. The spool is spring offset to the
left. When braking occurs. hydraulic pressure is ported through the 2nd stage
valve directly to the brake assemblies. The pressure is also acting around the
annular recess, through the nozzle into the 1st stage valve. The pressure in the
1st stage chamber increases. This increased pressure is acting on the spring
offset side of the spool keeping the valve displaced to the left.

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32-40
TORQUE MOTOR
FROM
ANTISKID
CONTROL
MODULE
1ST STAGE VALVE
FLAPPER
SERVO VALVE
FILTER
BIAS SPRING
PRESSURE PORT
FEEDBACK
CHAMBER
RETURN PORT
BRAKE PORT CHECK VALVE
FILTER
ANTISKID CONTROL VALVE 2ND STAGE VALVE
(2 PLACES)
PRESSURE BRAKE RETURN (SPOOL VALVE)
(T81686)
Figure 82 A/S Control Valve

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LANDING GEAR LEVER UP SWITCH (S 303)

Purpose
The landing gear lever up switch is installed to allow braking of the main gear
wheels before they enter the wheel well without generating an anti skid inop-
erative indication.
Location
The switch is in the lower nose section, forward of the nose wheel well.
Operation
It is a two-pole switch actuated by a cam fastened to the landing gear position
control cable. One pole disables alternate anti skid to prevent it from sensing a
skid signaling brake release. The second pole opens the circuit which senses
pressurization of the alternate brake system and prevents false inoperative in-
dication.

WHEELS AND BRAKES

32-40
LANDING GEAR
LEVER UP SWITCH
SEE A
LANDING GEAR LEVER

CONTROL CABLE
FWD
LANDING GEAR LEVER UP SWITCH
Figure 83 LDG Lever Up Switch

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ANTISKID CONTROL MODULE (M 162)

Purpose
The anti skid control unit contains all circuits necessary for anti skid control and
those circuits required to respond to autobrake functions.
Location
The anti skid control unit is located in the electric/electronic equipment
compartment on row 2 of the E3 rack.
The anti skid control unit contains printed circuits; two dual main wheel control
circuits, two built-in-test circuits, a digital autobrake circuit and a multilayer
interconnect circuit. Built-in-test features incorporate continuous monitoring of
anti skid valve and transducer circuits and their interfaces. The anti skid control
unit front panel includes anti skid system fault isolation provisions and an auto-
brake test capability in form of test switches and lights to assist in trouble
shooting the anti skid system.

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32-40
/L3D
ÉÉÉÉ
ÉÉÉÉ
ÉÉÉÉ
ABS
ÉÉÉÉ
ÉÉÉÉ
RED AMBER RED
GREEN GREEN GREEN

CIRCUIT BREAKER
PANEL P6 A
RI R0 L L
LI R T
L0 PB
ANTISKID CONTROL MODULE OFF OFF
(M162) ON E3-2 ELECTRICAL
SHELF
WHEEL SELECT
VALVE XDCR
ÉÉÉÉÉ
LW
ÉÉÉÉÉ
SKID
ÉÉÉÉÉ
ÉÉÉÉÉ
ÉÉÉÉÉ
ABS
Figure 84 A/S Control Module (M 162)

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ANTISKID CONTROL UNIT POWER

General Monitor
The battery bus supplies power to the inboard anti skid and DC bus number 1 The parking brake must be open for anti skid operation. Power to control the
supplies power to the outboard anti skid through control switch (S250). Failure opening and closing of the valve and the parking brake light is controlled by the
warning power is supplied to the control unit from the battery bus through land- parking brake switch, S100. The valve position and parking brake switch posi-
ing gear lever switch (S303). Switch S303 interrupts the failure warning power tion is monitored by the control unit.
and the alternate brake selector valve switch (S811) when the landing gear le-
ver is up. This prevents release of the brakes during gear retraction. The inop- Self Test
erative light is powered from the master dim and test circuit and illuminates The anti skid control unit, control valves and transducer circuits are monitored
when the control unit provides a ground due to faults. for faults and when faulted cause the anti skid light to illuminate.
ANTISKID CONTROL UNIT CONTROL

Anti Skid Valves - Normal
When the B system or accumulator pressure is used during braking, the pres-
sure to each wheel is modulated individually by its normal anti skid valve.
Locked wheel during braking is controlled by comparing its wheel speed with its
mated wheel on the opposite gear.
Anti Skid Valves - Alternate
When the A system is used for braking, the two wheels on that gear are con-
trolled by its respective valve. The valve signal level is determined by the larger
of the deceleration signals produced by the wheels on that gear.
Touchdown Protection
The anti skid system provides touchdown protection to prevent brake pressure
application if the pilot should inadvertently land the airplane with brake pressure
applied. Touchdown protection is a full pressure release signal to the anti skid
valves when air mode is sensed. Inboard touchdown protection is derived from
the main gear air sensing relay, R278. Outboard touchdown protection is
derived from the nose gear air sensing relay, R321.
Brake Source Selection
When B hydraulic pressure is used for braking the circuit controlled by the al-
ternate brake source selector valve pressure switch (S811) is open. When
brake pressure is supplied from system A. The circuit is completed through the
switch and signals the control unit that the alternate brake source is being
used.

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32-40
Figure 85 Antiskid Control Unit Schematic

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32-40
INBOARD ANTISKID SYSTEM DESCRIPTION

Operation / Control Sequence Alternate Skid Protection (Backup Operation)
The logic circuit in the anti skid module is arranged into two separate channels, When the brake system transfers from normal to alternate operation, the two
inboard and outboard. Each wheel circuit is alike and controls only one wheel. wheels on the right gear are controlled by the right alternate anti skid valve and
the two wheels on the left gear are controlled by the left alternate anti skid
Skid Protection (Normal Sequence)
valve. The alternate anti skid valves receive the higher of the two wheel sig-
The skid control for each wheel is controlled by a self-generated signal from its nals. The alternate brake selector valve switch (S811) provides a ground to in-
transducer. The transducer generates an AC signal proportional to the wheel dicate alternate brake operation. The touchdown protection and locked wheel
speed. The signal is sent to the velocity to DC converter where it is changed signals of the normal system are not used by the alternate anti skid circuits.
into an analog DC signal representing wheel velocity. The velocity signal is then Protection for each pair of wheels is a function of that pairs higher error signal.
sent to the reference deceleration circuit and comparator circuit. The velocity
reference circuit establishes an aircraft velocity reference which is compared
with wheel velocity to generate the comparator output signal. The comparator
output signal is supplied to the transient control, pressure bias modulation and
the lead circuits that in turn supply a summed signal to the valve driver that
controls the release of brake pressure through the anti skid valve. The spin up
loop is used to drive the velocity reference circuit to the initial aircraft speed
upon wheel spin up. Skid protection drops out below 8 knots..
Locked Wheel Protection
The locked wheel detector compares its wheel velocity with the velocity of its
mated wheel (opposite inboard). If the wheel speed drops to approximately
40% of the speed of the mated wheel, a signal is sent to release brake pres-
sure on the slower wheel. Locked wheel protection drops out at speeds below
18 knots.
Touchdown Protection
When the right main gear shock strut is extended (air condition), brake applica-
tion is prevented by a signal from the main air sensing relay, R278. The signal
is sent to the touchdown protection circuit causing a full brake release signal to
the valve driver until the air signal is removed by operation of R278 to ground
position, or until the wheel speed signal equivalent to 70 knots occurs and
overrides the touchdown protection signal. The wheel speed derived touch-
down protection override signal will drop out at 15 knots.

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32-40
Figure 86 A/S System Block Diagram - Inboard

WHEELS AND BRAKES

32-40
ANTISKID SYSTEM DESCRIPTION (OUTBOARD)

Operation/Control
The outboard wheels on each gear are controlled for skid, locked wheel and
touchdown protection by circuits that are like those used for inboard wheels.
However, air sensing for locked wheel protection is supplied from the nose gear
air sensing relay (R321) and the power supply is from DC bus 1 through control
switch S250.

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32-40
Figure 87 A/S System Block Diagram - Outboard

WHEELS AND BRAKES

32-40
ANTISKID SYSTEM INDICATION

Monitoring and Light
Each main wheel card contains monitor circuitry which is not part of the active
control loop. The anti skid system is continuously monitored and failure detec-
tion causes immediate illumination of the ANTISKID INOP light.
Certain alternate system failures are only annunciated when the alternate
brake source is selected (S811 high) or the parking brake is set.
Overdump signals to any normal valve due to touchdown protection or locked
wheel protection are only annunciated when the parking brake is set.

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32-40
ANTISKID
ANTISKID INOP LIGHT
CONTINUOUS MONITOR ANTISKID
a. TRANSDUCER - OPEN OR SHORT INOP A
b. NORMAL VALVE - OPEN CIRCUIT
c. POWER LOSS OR CONTROL SWITCH OFF
d. FAILURE IN CONTROL UNIT (NORMAL SYSTEM)
e. PARK BRAKE VALVE AND PARK BRAKE SWITCH INEQUITY ON
ALTERNATE ALSO MONITORED WHEN SWITCH S 811

IS IN HIGH POSITION OR PARK BRAKE SET
a. ALTERNATE VALVE - OPEN CIRCUIT OFF
b. FAILURE IN CONTROL UNIT (ALTERNATE SYSTEM)
c. FAILURE WARNING POWER LOSS
NORMAL VALVE OVER DUMP SIGNALS

ÉÉÉÉÉÉÉÉÉÉ
MONITORED ONLY WHEN PARK BRAKE SET AUTO BRAKE
AUTO BRAKE
DISARM A
ÉÉÉÉÉÉÉÉÉÉ 2
1
3
OFF MAX
RTO
Figure 88
Antiskid System Indication
P2 PANEL

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32-40
ANTISKID SYSTEM FUNCTIONAL TEST

Functional Test
The anti-skid control unit contains monitoring circuits and built in test features
designed to permit isolation of malfunctions to the component level.
The face of the unit contains three green lights, two red lights, a wheel select
switch, and four pushbutton switches used in testing the anti-skid functions and
components.
Care in selection and operation of the switches will assist in determining sys-
tem response.
ATTENTION
Depending on the selector switch position and the used pushbutton switch a
green light can indicate a system failure.

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32-40
Figure 89 Antiskid System Indication

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32-40
AUTOMATIC BRAKING SYSTEM

Purpose
The autobrake system is designed to relieve pilot workload on touchdown and
to provide consistent and smooth brake application for passenger comfort.
System Description
The autobrake system automatically applies pressure to all brakes to slow the
airplane at the rate selected by the pilot. The anti skid system maintains priority
over the autobrake at all times to protect against skid or locked wheels. The
system can be used when landing or aborting a takeoff (RTO).
Autobrake Control
Pilot control and indication of the system is located on the pilot’s center instru-
ment panel (P2). The switch is used to select deceleration rates and the light to
indicate system condition.
Microprocessor
Processing of the control signals and monitoring of the autobrake system is
performed within the M162 anti skid control unit by the microprocessor. It also
performs self check and fault detection functions when the system is operating.
Autobrake Module
The autobrake module controls and monitors the hydraulic brake pressure as
commanded by the microprocessor. It is located on the ceiling of the main gear
wheel well.
Landing Gear Logic Shelf

Signals are supplied from the air and ground sensing circuits to the autobrake
and in conjunction with the selector switch determine whether the system is to
operate in landing mode or RTO mode.
Throttle Switches
Four throttle switches, located on the autothrottle mechanism and wheel speed
signals are used to arm or disarm braking functions.
Speedbrake Switch
A speedbrake switch actuated by the control lever disarms the system when
placed to the down position after it has been raised during autobrake operation.

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THROTTLE SWITCH
ANTISKID SWITCHES S139, S283
ANTISKID SWITCH
INOP A S140, S133
ON
LANDING
GEAR LOGIC
OFF SHELF (E11)
ANTISKID
CONTROL
AUTO BRAKE UNIT (M162)
AUTO BRAKE AUTOBRAKE
DISARM A PRESSURE AUTOBRAKE PRESSURE
2 CONTROL MODULE CONTROL MODULE
1 3
AUTOTHROTTLE MECHANISM
OFF MAX ABS
RTO RED AMBER RED
GREEN GREEN GREEN
A
R0 L L
LI RI R T
L0 PB
OFF OFF SPEED BRAKE
LEVER ACTUATOR
S276 SPEED BRAKE
ARMING SWITCH
WHEEL SELECT
VALVE XDCR
LW SKID
ABS E11 LANDING GEAR LOGIC SHELFE

E3-2 ANTISKID CONTROL UNIT M162
Figure 90 Auto Brake System

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AUTOBRAKE SYSTEM COMPONENT LOCATION

General Component Locations
The autobrake components located in the main gear wheel well consist of:
S Autobrake module - mounted to wheel well ceiling.
S Right and left shuttle valves - mounted to rear wall of left wheel well.
S Inboard and outboard anti skid valves (4) - mounted on rear wall of left and
right wheel wells.
S Fuses (4) - two mounted on rear wall of each wheel well.
S Parking brake shutoff valve - mounted to rear wall of left wheel well.
S Pedal switches (S762, S763) - mounted on the autobrake shuttle valves.
S Solenoid valve and servo valve pressure switches - mounted on the auto-
brake module.
General Operation
After landing, with autobrake selected, the autobrake module supplies system
B hydraulic pressure to the autobrake shuttle valves. As long as autobrake
pressure is higher than metered pressure from the normal brake metering
valve, the shuttle valves pass autobrake pressure to the anti skid valves. The
anti skid valves function normally for skid protection. Downstream the hydraulic
fluid flows through fuses and the anti skid shuttle valves to the brakes.

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32-40
ÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉ ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
AUTOBRAKE
CONTROL
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ MODULE
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ LH BRAKE METERING VALVE ASSY
RH BRAKE METERING VALVE ASSY
PARKING LEFT
BRAKE OUTB ANTISKID
ÉÉÉÉÉÉÉÉÉÉ SOV INB CONTROL

AUTOBRAKE
VALVES
SHUTTLE VALVES
BRAKE FLOW
FUSES
AND PRESSURE
SWITCHES
BRAKE
FLOW
FUSES
S763 (RIGHT),
RIGHT ANTISKID S762 (LEFT)
INB
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
CONTROL VALVES
OUTB
WHEEL WELL
AFT BULHEAD
FWD
STA 727
Figure 91 Automatic Brake System Component Location
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ANTISKID CONTROL MODULE

AUTOBRAKE CONTROL PANEL
Location
Purpose
The autobrake digital circuits are located in the antiskid control unit (located on
The autobrake control panel controls autobrake operation based on pilot selec- the E3-2 electrical shelf).
tion and provides a visual indication of system faults.
Location
The microprocessor system consists of a central processing unit and counter-
The autobrake control panel is located directly below the anti skid ON-OFF timer circuit driven by a crystal controlled clock, a non-volatile memory
switch on the pilots’ center instrument panel. (EPROM), a random access memory (RAM), and input/output circuitry. Sup-
Physical Description porting components include a transducer input multiplexer, valve driver, disarm
control circuit, and a 5 VDC power supply.
The autobrake control panel consists of an autobrake selector switch, an am-
ber autobrake disarm light and two relays, R289 and R290. The relays are lo- Control
cated behind the control panel. Signals from the autobrake circuit operate the autobrake pressure control mod-
Control ule which initiates and controls brake pressure as required to meet the selected
airplane deceleration rate. The autobrake system performs a self-check each
The autobrake system is selected by the rotary, six- position autobrake selec- time the system is turned on.
tor switch. Power is provided to the autobrake system, the appropriate self-test
is initiated and the disarm light is armed when the switch is moved from OFF To test the autobrake system, the antiskid control unit has incorporated an am-
position to position 1, 2, 3, MAX, or RTO. The selector switch must be pulled ber autobrake test light and an autobrake test switch, located on the front face
out to rotate it to MAX position. of module . The switch functionally tests the autobrake system. The test is
done with the AUTO BRAKE selector switch in any decel position other than
Operation OFF.
The autobrake on relay, R289, provides switching functions for supplying 28 Test Procedure
volt DC power to the anti skid control unit and to the solenoid valve in the auto-
brake pressure control module. Relay 289 energizes when at least one wheel S Ref 32-43-01 P. 101-107 Trouble Shooting
speed on each main gear is 60 knots with the thrust levers retarded. S Ref 32-43-01 P. 501-504 Adjustment/Test
The autobrake disarm relay provides switching functions to disarm the system
when conditions in the system are not correct for autobrake operation.

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32-40
ABS
ANTISKID RED AMBER RED
ANTISKID
INOP A
GREEN GREEN GREEN
A
ON RI R0 L L
LI R T
L0 PB
OFF OFF
OFF
AUTO BRAKE
AUTO BRAKE WHEEL SELECT
DISARM A
2
1 3
OFF MAX VALVE XDCR
RTO
LW SKID
AUTOBRAKE CONTROL PANEL ABS
CONTROL MODULE (M 162)
Figure 92 A/B Contr. Panel und A/S Contr. Module

WHEELS AND BRAKES

32-40
BRAKE PEDAL PRESSURE SWITCHES

Pressure Switches (2)
Hydraulic Pressure Switches Pressure switches (S762 LH, S763 RH), identified
as brake pedal pressure switches, sense the B system brake pressure down-
stream from the brake metering valves. The switches are attached to respec-
tive autobrake shuttle valves and actuate when manually metered hydraulic
BRAKE pressure is greater than 750 psi. They provide a ground signal to the
autobrake circuit to deactivate autobraking.
AUTOBRAKE SHUTTLE VALVES

Shuttle Valves (2)
Two shuttle valves, located on the left aft bulkhead of the left gear wheel well,
are installed in the autobrake system, one in each of the two brake pressure
lines upstream of the left and right normal antiskid valves. The valves sense
hydraulic pressure from the autobrake pressure control module and from the
brake metering valves. The shuttle valve will port pressure to the antiskid valve
from the source (autobrake pressure control module or brake metering valve)
of highest pressure.

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32-40
BRAKE PEDAL
PRESSURE SWITCHES
BRAKE
AUTOBRAKE
PEDAL
SHUTTLE VALVE
PRESSURE
TO BRAKES
PRESSURE FROM
AUTOBRAKE
TO BRAKE
AUTOBRAKE
SHUTTLE VALVE
AFT BULKHEAD,
WHEEL WELL
Figure 93 Brake Pedal Pressure Switches und Shuttle Valves

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32-40
AUTOMATIC SPEEDBRAKE ARMING SWITCH (S 276)

Speedbrake Arming Switch
The automatic speedbrake arming switch S276 (operated by the speed brake
handle, Ref 27-62-00), provides a signal to the microprocessor to disarm the
automatic braking system upon reading the sequencing of the speed brake
lever movement from (or through) the ARM position to ”stowed.” The switch
signal is 28 volt dc when the speedbrake handle is raised, and an open circuit
when the speedbrake handle is stowed.
THROTTLE SWITCHES (4)

Throttle Switches Eng. 1 and Eng. 2
A total of four engine throttle actuated switches, two (S139 and S283) for left
engine throttle and two (S133 and S140) for right engine throttle, provide logic
signals to the antiskid module for autobrake operation. To initiate autobraking
during landing, both throttles (all four throttle switches) must be in the retard
position (switches closed) to provide four logic highs to the microprocessor in
the module. The autobrake system will disarm if either throttle is advanced
(switch open) within three seconds after landing. Switch retard position occurs
when the throttle is moved aft to between 12.5 and 8.5 degrees. Switch open
position occurs when the throttle is advanced forward to between 11.5 and
13.5 degrees.

WHEELS AND BRAKES

32-40
AUTOTHROTTLE
SWITCHES
S 139, S 283
S 140, S 133
SPEED BRAKE
ARMING SWITCH
S 276
FWD
Figure 94 Speed Brake Arm. Sw. und Autothr. Switches

WHEELS AND BRAKES

32-40
AUTOBRAKE PRESSURE CONTROL MODULE

Purpose
The autobrake pressure control module supplies autobrake pressure to all four
main wheel brakes through two autobrake shuttle valves.
Location
The module is located on the center ceiling of the main gear wheel well near
the aft wall.
The autobrake pressure control module is connected to system B hydraulic
lines in parallel with the brake metering valves. The module consists of an elec-
trohydraulic two-stage pressure control servo valve, a solenoid operated shut-
off valve, two hydraulic pressure operated switches (one at the output of the
solenoid shutoff valve and one at the output of the pressure control valve) and
an inlet pressure filter.
Control
The solenoid operated shutoff valve ports hydraulic pressure to the pressure
control servo valve when the autobrake system is armed and then activated by
autobrake logic. The valve opens to return when not electrically energized.

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32-40
BRAKE PRESSURE
SERVO VALVE PORT
PRESSURE SWITCH
SOLENOID VALVE
PRESSURE SWITCH
FILTER
SUPPLY PRESSURE PORT
PRESSURE CONTROL
SERVO VALVE
RETURN PORT
SOLENOID VALVE
Figure 95 Autobrake Pressure Control Module

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32-40
AUTOBRAKE PRESSURE CONTROL MODULE (CONT.)

Operation
The electrohydraulic, two-stage pressure control valve receives pressure from
the shutoff valve and modulates the output to the brakes. The valve 1st-stage
consists of a DC torque motor, a jet pipe and receiver and a pressure balance
feedback piston/ spring assembly. The 2nd-stage is a pressure balance meter-
ing spool that controls pressure to the brakes as modulated by the 1st-stage
valve.
Monitor
The solenoid valve pressure switch is located at the shutoff valve output and
monitors shutoff valve operation. The switch changes position above 1000 psi
to provide a logic ”high” with autobrake selected. The switch goes to the re-
laxed position to provide a logic ground signal when the autobrake selector
switch is in any of the five autobrake selected positions and pressure falls be-
low 1000 psi. Any incorrect logic disarms the autobrake and illuminates the dis-
arm light. The control servo valve pressure switch monitors the pressure servo
output pressure to detect control system faults. The switch is connected to the
fault monitor logic to indicate high pressure (above 1000 psi) with an open cir-
cuit and indicates low pressure (below 1000 psi) with a closed (logic ground)
circuit.

WHEELS AND BRAKES

32-40
TO AUTOBRAKE
DISARM LIGHT
>1000 PSI
OPERATIONAL P
MONITOR INPUT,
AUTOBRAKE
CONTROL V122 SOLENOID
VALVE PRESSURE
SWITCH
FILTER
HYDRAULIC
SYSTEM B
PRESSURE
TO AUTOBRAKE
ARMING RELAY SHUTOFF
VALVE
HYDRAULIC
SYSTEM B
AUTOBRAKE SERVO, RETURN
VALVE CONTROL
TORQUE
MOTOR
METERING
>1000 PSI VALVE
V122 SOLENOID
VALVE PRESSURE
SWITCH
V122 AUTOBRAKE
CONTROL MODULE
(AFT WHEEL WELL
BULKHEAD)
METERING
BRAKE
PRESSURE
Figure 96 A/B Press. Contr. Module Hydr. Schematic
WHEELS AND BRAKES

32-40
AUTOBRAKE SYSTEM DIAGRAM

Control Sequence
Autobrake operation is selected prior to landing by turning the autobrake con-
trol switch to 1, 2, 3, or MAX position. Upon selecting the desired rate, the sys-
tem conducts a turn-on-self-check. This self-check is to determine if the sys-
tem and airplane are in proper state for landing autobrake operation. If the
self-check fails, the AUTOBRAKE DISARM light illuminates and the system
disarms; thus, preventing use of autobrake. After a successful self-test, the
system remains in a waiting state until the necessary conditions are satisfied to
initiate autobraking.
Landing
Autobraking begins when:
S All four throttle switches indicate that both thrust levers are retarded;
S At least one wheel speed on each side is greater than 60 knots and
S the microprocessor determines average wheel speed is greater than 70
knots.
A transfer back to manual brake operation can be accomplished at any time
during automatic braking. The pilot can initiate an off ramp at any time during
the landing roll by moving the deployed spoiler handle back to the down detent
or by applying either or both brake pedals. The brake pedal disarming is inhib-
ited for the first 3 seconds of landing autobraking. Upon completion of the off
ramp, the system disarms.
Autobrake disarming without an off ramp can be either pilot or failure initiated.
Disarming causes the ”AUTOBRAKE DISARM” light to illuminate and the dis-
arm relay to set. When the disarm relay is set, power is removed from the sole-
noid valve shutting off autobrake pressure.

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32-40
Figure 97 Autobrake System Schematic

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32-40
AUTOBRAKE TURN-ON SELF-CHECK

Normal Sequence
When a landing deceleration is selected to 1, 2, 3, or MAX, the autobrake sys-
tem initiates a TOSC (Turn-O n-S elf-C heck).
If the check is not successfully completed, the DISARM light comes on.
Upon successful completion of the TOSC, the system goes in a waiting mode
until the landing mode initiates or the system is disarmed by pilot action or by
system failures.
The system can be reset and the DISARM light extinguished by returning the
selector switch to OFF.

WHEELS AND BRAKES

32-40
AUTO BRAKE
AUTO BRAKE
DISARM A
2
AUTOBRAKE
1 3
RATE
OFF MAX SELECTED
RTO
TURN ON SELFE CHECK (TOCS)
SOLENOID
SERVO VALVE SELECTOR
ANTISKID TEST WHEEL SPEED AIR GROUND VALVE
PRESSURE SWITCH
ON AND SWITCH LESS THAN 60 SENSING IN PRESSURE
SWITCH LESS POSITION
OPERATIONAL NOT TEST KTS AIR MODE SWITCH LESS
THAN 1000 PSI VALID
THAN 1000 PSI
TOSC COMPLETE DISARM

LIGHT NOT ILLUMINATED
WAITING MODE
Figure 98 Autobrake Turn-On Self-Check

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32-40
AUTOBRAKE ON-RAMP
Normal Sequence
The landing mode initiates after touchdown. When both throttles are retarded
and at least one wheel on each gear spins up greater than 60 knots, 28 volts
DC is sent to the solenoid valve in the autobrake pressure control module ad-
mitting 3000 psi to the servo valve.
When the computer determines the average wheel speed is greater than 70
knots, the servo valve initiates autobraking with a two-stage pressure on-ramp
intended to prevent nose gear slam down. The first stage provides an initial
pressure of 200 psi followed by a positive pressure rate of 100 psi/sec. for 1.5
seconds.
A second rate, proportional to the deceleration selected, achieves the selected
deceleration within 3 seconds.

WHEELS AND BRAKES

32-40
WAITING MODE (CONT.)
LANDING AUTOBRAKE MODE INITIATES; IF
AT LEAST 1 WHEEL
BOTH THROTTLES RET.
ON EACH GEAR > 60 K
28V DC TO OPEN AVG WHEEL SPEED > 70 K

SOLENOID VALVE SEVO VALVE OPENS
AND CONTROLS PRESSURE
PRESSURE (PSI) ON RAMP PRESSURE SCHEDULE

MAX 14 FT/SEC2
2000
3 (7 FT/SEC2)
1000 2 (5 FT/SEC2)
1 (4 FT/SEC2)
0
1 2 3 4
TIME IN SECONDS
L.O. A/S L.I. A/S R.I. A/S R.O. A/S

CONTROL VALVE CONTROL VALVE CONTROL VALVE CONTROL VALVE
AUTO BRAKE AUTO BRAKE AUTO BRAKE AUTO BRAKE
Figure 99 Autobrake On-Ramp

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32-40
AUTOBRAKE DISARM - LAND. WAITING MODE

Normal Sequence
The autobrake system can disarm in the waiting mode in two ways:
S pilot initiated or failure initiated.
If pilot initiated the disarm, the light illuminates except when the selector is
switched OFF. If failure initiated, the disarm light illuminates and remains on
until the system is selected OFF. If the failure was a solenoid pressure switch
greater than 1000 psi with no autobrake on input (landing mode initiation), the
disarm light remains illuminated when the selector switch is positioned OFF, if
the fault is still present.
AUTOBRAKE DISARM - LAND. MODE

Normal Sequence
The autobrake system can be disarmed in landing mode by pilot action. If the
selector switch is turned OFF the solenoid valve closes but the disarm light
does not illuminate. If the selector switch is set to RTO, or either or both
throttles advanced, or the anti skid switch turned OFF, the solenoid valve
closes and the disarm light illuminates. Pilot action of raising and then stowing
the speedbrake handle or applying manual braking 3 seconds after landing
causes the servo valve to off-ramp pressure. When the off-ramp is completed,
the autobrake system disarms.
AUTOBRAKE DISARM - FAIL. INITIATED LAND. MODE

Normal Sequence
A failure initiated disarm causes the solenoid valve to close and the disarm light
to illuminate. The solenoid pressure switch causes a system disarm whenever
it detects 1000 psi or less.
The servo pressure switch causes a system disarm if it detects more than 1000
psi during the first second of braking or 1000 psi or less for more than 3 se-
conds with a servo command for more than 1380 psi.

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32-40
DISARM LIGHT
ILLUMINATED
CONDITIONS FOR AUTOBRAKE DISARM - LANDING
INDICATED BY
1. AUTOBRAKE DISARM - PILOT INITIATED IN WAITING MODE

A. AUTOBRAKE SELECTOR SWITCH TURNED TO OFF
B. AUTOBRAKE SELECTOR SWITCH TURNED TO RTO
C. EITHER THROTTLE ADVANCED FOR MORE THAN 3 SECONDS FOLLOWING TOUCHDOWN
D. ANTISKID SYSTEM SWITCH TURNED TO OFF
2. AUTOBRAKE DISARM - FAILURE INITIATED IN WAITING MODE
A. SERVO VALVE PRESSURE SWITCH INDICATES PRESSURE > 1000 PSI BEFORE SOLENOID
VALVE PRESSURE SWITCH INDICATES > 1000 PSI
B. SOLENOID VALVE PRESSURE SWITCH DOES NOT INDICATE > 1000 PSI PRESSURE WITHIN 3
SECONDS AFTER TOUCHDOWN
C. INBOARD OR OUTBOARD ANTISKID FAILS
D. AUTOBRAKE SYSTEM 28V DC POWER FAILS
3. AUTOBRAKE DISARM - PILOT INITIATED IN ACTIVATION (AUTOBRAKING/LANDING) MODE
A. AUTOBRAKE SELECTOR SWITCH TURNED TO OFF *[1]
B. AUTOBRAKE SELECTOR SWITCH TURNED TO RTO *[1]
C. ANTISKID SWITCH TURNED TO OFF *[1]
D. EITHER OR BOTH THROTTLES ADVANCED *[1]
E. SPEED BRAKE HANDLE RAISED THEN STOWED *[2]
F. EITHER BRAKE PEDAL PRESSURE SWITCH (S762 OR S763) INDICATES PRESSURE > 750 *[2]
PSI AFTER FIRST 3 SECONDS
4. AUTOBRAKE DISARM - FAILURE INITIATED IN ACTIVATION (AUTOBRAKING/LANDING) MODE
A. SOLENOID VALVE PRESSURE SWITCH INDICATES PRESSURE < 1000 PSI FOR MORE THAN 1 *[1]
SECOND
B. SERVO VALVE PRESSURE SWITCH INDICATES PRESSURE > 1000 PSI WITHIN FIRST SECOND *[1]
OF BRAKING
C. SERVO VALVE PRESSURE SWITCH INDICATES PRESSURE < 1000 PSI FOR MORE THAN 3 *[1]
SECONDS WHEN COMMANDED TO > 1000 PSI
D. INBOARD OR OUTBOARD ANTISKID FAILS *[1]
E. AUTOBRAKE SYSTEM POWER FAILS *[1]
*[1] SOLENOID VALVE CLOSES IN DISARM

*[2] SERVO VALVE OFF RAMPS PRESSURE IN DISARM
Figure 100 Autobrake Disarm
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32-40
AUTOBRAKE - RTO MODE

Normal Sequence
When the selector switch is set to RTO, with the airplane on the ground, a
turn-on-self-check (TOSC) initiates and the disarm light illuminates. If the
self-check is successfully completed, after a period of approximately 1.5 se-
conds, the disarm light extinguishes and the system goes to a RTO waiting
mode. If the self-check is not completed due to improper inputs to the logic
system the disarm light remains illuminated until the selector switch is placed to
OFF.
When system conditions are correct the RTO-turn-on-self-check completes
and the autobrake system enters the RTO waiting mode.

WHEELS AND BRAKES

32-40
AUTO BRAKE
AUTO BRAKE
DISARM
A
2 SELECTOR SWITCH TO RTO
1 3
OFF MAX
TURN ON SELF CHECK INITIATES
RTO
DISARM LIGHT ILLUMINATES FOR 1.5 SEC
SOLENOID
NO. 1 & NO. 2
ANTISKID WHEEL VALVE
THROTTLES
ON AN SPEED PRESSURE
AT IDLE
OPERATIONAL < 60 KNOTS SWITCH
(4 SWITCHES)
< 1000 PSI
SERVO VALVE SELECTOR

AUTO TEST AIR/GROUND SWITCH
SENSING PRESSURE
SWITCH NOT POSITION
GROUND SWITCH
DEPRESSED VALID
< 1000 PSI
TOSC COMPLETED
LIGHT EXTENGUISHES
RTO WAITING MODE
Figure 101 A/B System RTO-Mode

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32-40
AUTOBRAKE - RTO MODE (CONT.)

Normal Sequence
The system arms if the turn-on-self-check is successfully completed, the air-
plane is on the ground, both throttles advanced and the average wheel speed
is greater than 90 knots.
RTO autobraking begins if the system arms, the airplane is on ground, both
throttles retarded and the average wheel speed is greater than 88 knots. Full
hydraulic pressure (3000 psi) is applied to the brakes with no on-ramp.

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32-40
TOSC COMPLETED - RTO

WAITING MODE
RTO AUTOBRAKING ARMS - IF:
AIR-GROUND SENSING AVERAGE WHEEL SPEED BOTH THROTTLES

ON GROUND > 90 KNOTS ADVANCED (4 SWITCHES)
RTO AUTOBRAKING BEGINS - IF:
AIR-GROUND SENSING AVERAGE WHEEL SPEED BOTH THROTTLES

ON GROUND > 88 KNOTS RETARDED (4 SWITCHES)
RTO AUTOBRAKING
(3000 PSI NO ON-RAMP)
Figure 102 A/B System RTO-Mode

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32-40
AUTOBRAKE DISARM - RTO

Normal Sequence
Autobrake disarming during the RTO waiting mode can be either pilot or failure
initiated. The DISARM light illuminates for all pilot initiated disarms except posi-
tioning the selector switch to OFF. The only failure that illuminates the DISARM
light when the selector switch is OFF is solenoid pressure switch greater than
1000 psi. RTO arms after a successful TOSC when average wheel speed is
greater than 90 knots, the aircraft is on the ground and both throttles are ad-
vanced. If throttles are retarded after arming and the anti skid control module
does not receive autobrake on power, the system disarms and illuminates the
DISARM light.
AUTOBRAKE DISARM - RTO AUTOBRAKING MODE

Normal Sequence
During RTO autobraking the pilot can initiate a disarm by turning the selector
switch to OFF,1, 2, 3, or MAX; stowing the speedbrake handle; advancing ei-
ther throttle; or turning the anti skid off. The solenoid valve closes in all cases
and the DISARM light illuminates for all actions except turning the selector
switch to OFF. The pilot can also initiate a disarm by depressing either or both
brake pedals. The solenoid valve closes and the DISARM light illuminates
when more than 750 psi pressure is detected at either brake pedal pressure
switch for more than 2 seconds with wheel speed greater than 60 knots or for
longer than 300 milliseconds with wheel speed less than 60 knots.
System failures close the solenoid valve and illuminate the DISARM light.

WHEELS AND BRAKES

32-40
DISARM LIGHT
ILLUMINATED
CONDITIONS FOR AUTOBRAKE DISARM - RTO
INDICATED BY
1. AUTOBRAKE DISARM - PILOT INITIATED IN WAITING MODE

__________________________________________________
B. AUTOBRAKE SELECTOR SWITCH TURNED TO 1,2,3 OR MAX
C. ANTISKID SYSTEM SWITCH TURNED TO OFF
D. BOTH THROTTLES RETARDED WITH AVERAGE WHEEL SPEED > 60 KNOTS BUT < 88-90 KNOTS
2. AUTOBRAKE
____________________________________________________
DISARM - FAILURE INITIATED IN WAITING MODE
A. SERVO VALVE PRESSURE SWITCH INDICATES PRESSURE > 1000 PSI
B. SOLENOID VALVE PRESSURE SWITCH INDICATES PRESSURE > 1000 PSI
C. INBOARD OR OUTBOARD ANTISKID FAILS
D. AUTOBRAKE CIRCUIT FAILURE DETECTED
E. AUTOBRAKE SYSTEM POWER FAILS
F. RTO NOT ARMED, AIRPLANE ON GROUND WITH BOTH THROTTLES IN RETARDED POSITION,
AND ANY WHEEL SPEED IS > 60 KNOTS
G. RTO ARMED, AIRPLANE ON GROUND WITH BOTH THROTTLES RETARDED BUT AVERAGE WHEEL
SPEED < 88 KNOTS
H. RTO ARMED, AIRPLANE ON GROUND WITH BOTH THROTTLES IN RETARDED POSITION, AND
AUTOBRAKE ”ON” INPUT (IN ANTISKID MODULE) RECEIVES NO POWER
I. RTO ARMED, AIRPLANE ON GROUND WITH BOTH THRUST LEVERS RETARDED AND ONE THRUST
SWITCH FAILED TO ADVANCED POSITION
J. BOTH THROTTLES RETARDED WITH AIR/GROUND INPUT FAILED TO AIR MODE
3. AUTOBRAKE
___________________________________________________________________
DISARM - PILOT INITIATED IN ACTIVATION (AUTOBRAKING) MODE
B. AUTOBRAKE SELECTOR SWITCH TURNED TO 1,2,3 OR MAX
C. EITHER THROTTLE ADVANCED
D. AUTOMATIC SPEED BRAKE HANDLE RAISED THEN STOWED
E. EITHER BRAKE PEDAL HELD DEPRESSED (BRAKE METERING VALVE PRESSURE > 750 PSI)
FOR MORE THAN 2 SECONDS WHEN AVERAGE WHEEL VELOCITY IS GREATER THAN 60 KNOTS
F. EITHER BRAKE PEDAL DEPRESSED (PRESSURE > 750 PSI) WHEN AVERAGE WHEEL VELOCITY
< 60 KNOTS
G. INBOARD OR OUTBOARD ANTISKID SYSTEM SWITCH TURNED TO OFF
4. _____________________________________________________________________
AUTOBRAKE DISARM - FAILURE INITIATED IN ACTIVATION (AUTOBRAKING) MODE
A. SOLENOID VALVE PRESSURE SWITCH INDICATES PRESSURE < 1000 PSI FOR MORE THAN 1
SECOND
B. INBOARD OR OUTBOARD ANTISKID FAILS
C. AUTOBRAKE SYSTEM POWER FAILS
Figure 103 Autobrake Disarm (RTO)

WHEELS AND BRAKES

32-40
AUTOBRAKE DISARM LIGHT

Major/Subsystem Sequence
The autobrake disarm light illuminates when:
S solenoid pressure switch logic high with control switch OFF.
S watchdog circuit detects microprcessor failure, clock failure, or memory fail-
ure. System does not disarm.
S turn-on-self-check (TOSC) fails.
autobrake system disarmed as a result of system failure or pilot action except
by moving control switch to OFF.
RTO position selected on control switch starting TOSC. If TOSC fails or is not
completed within 1.5 seconds, the light remains illuminated. RTO autobraking
fails to arm on takeoff roll, control switch positioned OFF after liftoff and subse-
quently positioned to any position other than OFF. Indicates a fault excisted
which prevented RTO arming at 90 knots even though system not used.
two minutes after the following touchdown if control switch left at RTO from lift-
off to touchdown.
servo pressure switch logic low for more than 1 second during RTO braking.
System does not disarmand braking continoues with maximum available pres-
sure.
Faults retained in memory are:
S the turn-on-self-check (TOSC) fails because the solenoid pressure switch
indicates high pressure.
S the RTO mode is selected prior to takeoff, but fails to arm during the takeoff
roll.
The only way to reset the autobrake system, with a fault stored in memory,
is to initiate a microprocessor restart by removing and restoring electrical

power. One way to accomplish this is by opening and closing the autobrake
system circuit breaker.

WHEELS AND BRAKES

32-40
ANTISKID
ANTISKID
INOP A
DISARM LIGHT ILLUMINATES WHENEVER:
ON
1. SOLENOID PRESSURE SWITCH LOGIC IS HIGH WITH SELECTOR SWITCH OFF.
2. MICROPROCESSOR FAILURE, CLOCK FAILURE, OR MEMORY FAILURE.

OFF
3. TURN-ON-SELF-CHECK (T.O.S.C.) FAILS.
4. AUTOBRAKE DISARM BY PILOT ACTION OR SYSTEM FAILURE (EXEPT SELECTOR

SWITCH TO OFF).
AUTO BRAKE
5. RTO IS SELECTED - EXTINGUISHES IF TURN-ON-SELF-CHECK SUCCESSFULLY COMPLETED.
AUTO BRAKE
6. TRO FAILS TO ARM ON TAKEOFF ROLL. SELECTOR SWITCH TURNED OFF AFTER LIFT-OFF DISARM A
AND SUBSEQUENTLY SET TO 1, 2, 3, MAX OR RTO.
2
7. SELECTOR SWITCH LEFT AT RTO AFTER LIFT-OFF. TWO MINUTES AFTER LANDING THE 1 3
LIGHT WILL ILLUMINATE TO REMIND THE CREW TO TURN AUTOBRAKE SYSTEM OFF.
OFF MAX
8. SERVO VALVE PRESSURE SWITCH LESS THAN 1,000 PSI FOR MORE THAN ONE SECOND
DURING RTO AUTOBRAKING, BRAKING CONTINUES.
RTO
Figure 104 Autobrake Disarm Light

WHEELS AND BRAKES

32-40
AUTOBRAKE SYSTEM SCHEMATIC

Normal Sequence
Solenoid valve pressure switch greater than 1000 psi with the autobrake con-
trol switch, S583, OFF illuminates the autobrake disarm light.
The S583 autobrake control switch lower contacts select the deceleration rate
or RTO braking. The middle contacts connect the autobrake disarm light to a
ground seeking contact of the disarm relay, R290. The upper contacts reset the
disarm relay in OFF and in the other positions provide power for the disarm
relay and the four throttle switches, S133, S139, S140, S283.
Selection of a deceleration rate starts the autobrake sequence with a turn-on-
self-check (TOSC); the system then goes into a waiting mode. Braking begins
with both throttles retarded, 60 knots spin up of at least one wheel on each
main gear and average wheel speed greater than 70 knots.
Logic power energizes the autobrake-on relay, R289 and provides power for
the autobrake circuitry in the anti skid module. The autobrake system provides
output signals to initiate brake pressure, controls the pressure to meet the se-
lected deceleration, controsl off-ramp or disarm pressures and turns on the
disarm light.
The autobrake-on relay R289, also powers the solenoid valve to pressurize the
pressure control module and sets up a holding circuit through its own contact.
The servo valve on-ramp increases pressure (initally 200 psi) at a rate of 100
psi/second for 1.5 seconds. At the end of this time, the pressure builtup in-
creases to a rate required to meet the deceleration selected within 3.0 seconds
of the start of autobraking.
The pilot may initiate an off-ramp at any time by stowing the speed brake han-
dle or depressing either or both brake pedals 3 seconds from initial autobrak-
ing. The off-ramp signal from the speedbrake arming switch, S276, or the
brake pedal switches, S762 or S763, causes the servo valve to decrease pres-
sure at a rate of 1500 psi/ second. When the servo valve command drops be-
low 1 ma., the R290 disarm relay energizes. That illuminates the disarm light,
removes power from the solenoid valve and allows the autobrake on relay to
de-energize.

WHEELS AND BRAKES

32-40
Figure 105 Autobrake Schematic

STEERING
32-50
32-50 NOSE WHEEL STEERING SYSTEM

GENERAL
Purpose
Nose wheel steering is provided for airplane directional control during ground
maneuvers and taxiing.
System Description
Normal steering is accomplished by using a steering wheel in the flight
compartment. The steering wheel is located on the left sidewall forward of the
captain’s position. Rudder pedal steering is available during takeoff, landing,
and taxiing when small directional changes are required. A full steering wheel
movement of 95 degrees will give 78 degrees of nose wheel turning. Full
deflection of the rudder pedals produces about 7 degrees of nose wheel steer-
ing.
The rudder pedal steering mechanism is engaged for steering by a rotary
actuator when the nose gear is compressed and disengaged when the nose
gear is extended.
Hydraulic power from system A is used to turn the nose wheels to either side
from zero to 78 degrees. In addition, on some airplanes system B may also be
used to turn the nose wheels. An alternate nose wheel steering system, acti-
vated by a switch on the captain’s forward panel, allows power from hydraulic
system B to turn the nose wheels if power from hydraulic system A is lost.
Movement of the steering wheel or the rudder pedals in either direction is trans-
mitted by cables to a steering metering valve which directs 3000 psi hydraulic
pressure to the nose wheel steering actuators to turn the steerable portion of
the nose gear.
The steering system is spring-loaded to the center position. The airplane can
be towed through turns up to 78 degrees without disconnecting the torsion links
or depressurizing the hydraulic system. Internal cams in the shock strut center
the nose gear when the nose gear shock strut is fully extended, therefore turn-
ing the wheels or towing should not be attempted unless the shock strut is
compressed more than two inches.

STEERING
32-50
RUDDER PEDAL STEERING MECHANISM
ROTARY
ACTUATOR
STEERING
WHEEL
Figure 106 Nose Wheel Steering System Components

STEERING
32-50
STEERING SYSTEM CABLES

RUDDER PEDAL STEERING MECHANISM
The nose wheel steering cable system consists of two sets of 3/32 inch diame-
The rudder pedal steering mechanism consists of a steering crank, a clutch ter cable with tin-coated corrosion-resisting steel terminals. The first set of
arm, a cable drum, an eccentric mounted in the clutch crank, and a rudder cables, designated NWSA and NWSB, is used to actuate the steering metering
pedal steering quadrant. This mechanism connects the rudder pedals to the valve by turning the steering wheel. The second set of cables, designated
nose wheel steering and is actuated by an electric rotary actuator. NGPPA and NGPPB, makes up the squat switch/rotary actuator system to
The weight of the airplane compressing the nose gear shock strut actuates a engage rudder pedal steering.
squat switch which causes the rotary actuator to reposition the clutch crank so The steering cables, NWSA and NWSB, begin at the steering wheel drum
that stops, mounted on the clutch crank, do not contact the clutch arm. In this and terminate on the steering collar at the back of the nose gear shock strut.
position, the clutch arm contacts the stops on the steering crank and any Movement of the steering wheel puts one cable under tension and the steering
movement of the rudder pedals is transmitted from the steering crank to the control crank mounted on the nose gear is displaced moving the control piston
rudder pedal steering quadrant. This quadrant is connected to the nose wheel in the steering metering valve. Movement of the control piston directs fluid
steering cables and is free to move with the cables whenever nose wheel under pressure to the steering cylinder which moves the steering collar. The
steering is used, or drive the cables when positioned by the rudder pedal steer- steering collar moves in the desired direction of turn and, as the amount of turn
ing mechanism. is reached, the tension in the cable is reduced by the follow-up action and the
When the nose gear is extended, the squat switch/rotary actuator system posi- control piston is returned to the centered position. The wheel must be held
tions the eccentric to move the stops mounted on the clutch crank into contact throughout the turn or the system will return to center by action of the centering
with the clutch arm. This prevents any movement of the rudder pedals from spring in the rudder pedal steering mechanism.
reaching the clutch arm and moving the quadrant. A time delay circuit delays NGPPA and NGPPB system cables are driven by the electric rotary actuator.
the disengagement of the nose wheel steering system for ten seconds after the When the torsion links are compressed by nose gear action, the squat
nose landing gear strut is fully extended. This prevents rudder pedal steering switch energizes the actuator and the NGPP cables reposition stops in the rud-
disengagement during takeoff on rough runways. der pedal steering mechanism to allow rudder pedal steering.

STEERING
32-50
RUDDER PEDAL
CABLE STEERING
NWSB STEERING
CABLE QUADRANT WHEEL
NWSA
RUDDER PEDAL
STEERING ARM
CLUTCH
ARM
CLUTCH
CRANK
ROTARY
ACTUATOR
STEERING
CRANK
CABLE STOPS TO RUDDER PEDALS
CABLE
STEERING NGPPA
NGPPB
METERING
VALVE
VALVE
CONTROL SHOCK STRUT COMPRESSED
CRANK
NOSE GEAR
ECCENTRIC CONTROL
ROD ASSEMBLY
STOPS WITH SHEAR
CABLE DRUM
FEATURE
SHOCK STRUT EXTENDED
Figure 107 Rudder Pedal Steering Mechanism

STEERING
32-50
ROTARY ACTUATOR
Purpose
The rotary actuator is provided to engage rudder pedal steering mechanism
when the nose gear is on the ground and disengage it in the air.
Location
The actuator is located in the fuselage to the left of the nose wheel well, aft of
the rudder pedal steering mechanism.
Description
The rudder pedal steering mechanism is engaged for steering by the squat
switch located on the nose gear shock strut. When the nose gear is com-
pressed, the movement of the torsion link is transmitted to the squat switch
located on the nose gear shock strut. This causes the rotary actuator to reposi-
tion the stops mounted on the clutch crank in the rudder pedal steering mecha-
nism. In this position, any movement of the rudder pedals will be transmitted
into ground directional control of the nose wheel.
A time delay circuit delays the disengagement of the nose wheel steering
system for ten seconds after the nose landing gear strut is fully extended.
This prevents rudder pedal steering disengagement during takeoff on rough
runways.

STEERING
32-50
DISENGAGED
BRAKE
115V AC AIR
BUS NO. 2
NOSE GEAR ENGAGED

GRD
STEERING
M1177 ROTARY ACTUATOR
10 SEC T/D
R366 NOSE
GEAR
STEERING
RELAY
(T/D ON
DROPOUT)
AIR
28V DC GRD
BUS NO. 2
LANDING GEAR
NOSE STEERING R321 NOSE GRD
AND AIR/GROUND SENSE RELAY
1
P6-2
NOSE GRD SENSE CONDUCTING WHEN TARGET IS

PROX SW 1
AWAY FROM SENSOR (ON GROUND)
Figure 108 Rotary Actuator Electrical Schematic

STEERING
32-50
STEERING METERING VALVE

Description Bypass Valve
The steering metering valve is a piston and sleeve type valve located on the A bypass valve protects the steering system from high pressures developed in
nose gear. A pair of swivel valves are combined with the metering valve to di- the steering cylinders during towing. With the steering hydraulic system depres-
rect hydraulic fluid for turns. The piston and sleeve assembly is ported to direct surized, residual pressure, coupled with small frictional forces within the valve,
3000 psi hydraulic fluid through the swivel valves to the steering actuators. act to retain the bypass valve in the closed position.
Movement of the control cable positions the valve piston for the required turn. When the nose gear is turned by the towing vehicle, the steering actuator pis-
When the wheels reach the required turn angle, the piston is returned to neutral tons act like pumps, forcing fluid out of the steering cylinders and creating a
position by follow-up action of the control cable. pressure differential across the bypass valve. The valve opens allowing equal-
izing pressure to act against the actuator pistons in opposition to the turning
Operation
force supplied by the towing vehicle. The net result is that pressure is equalized
During steering operation, hydraulic fluid is directed by the metering valve to on the opposing sides of the steering actuator pistons. The bypass valve is
one side of the right actuator piston and to the opposite side of the left actuator held in the closed position whenever the steering hydraulic system is pressur-
piston producing a push-pull action on the steering collar. This push-pull action ized.
continues as long as the valve piston is displaced or until approximately 33 de-
Towing may also be accomplished without depressurizing hydraulic system
grees of steering. At this point the pulling actuator has reached the end of its
A by actuation of the manually operated steering depressurization valve.
stroke and the turning motion of the actuator has closed off the hydraulic pres-
sure and return lines in the steering actuator swivel valve. Continued pushing NOSE GEAR STEERING COLLAR
by the other actuator moves the pulling actuator past the null point. Above 33
degrees of steering, hydraulic pressure for the steering cylinder that is over- The nose gear steering collar is held clamped around the outer cylinder in an
center has been closed off and both ports have been ported to return. Further annular recess immediately below the trunnions. Both of the two steering cylin-
turning from 33 degrees to the maximum of 78 degrees is provided by the ders are connected to the steering collar and the upper end of the upper torsion
pushing actuator only. The steering wheel must be turned 95 degrees to obtain link is also connected to the steering collar. When force is applied to the steer-
the maximum turning angle of 78 degrees. ing collar, by either steering cylinder, the collar transfers the force through the
torsion links to turn the inner cylinder to the right or left respectively to-
Spring Compensator which cylinder force is applied to give steering action to the nose wheels.
The steering metering valve incorporates a spring compensator to maintain a
pressure of 70 to 130 psi against the actuator pistons to act as a shimmy
damper. The valve structure includes two bypass check valves to allow flow of
hydraulic fluid between each set of ports to prevent cavitation.

STEERING
32-50
STEERING
METERING CABLES
VALVE PISTON
SNUB COMPENSATOR
(70 TO 130 PSI) STEERING
TRUNNION METERING
VALVE
SWIVEL RETURN VALVE
FITTING
RESTRICTOR
CENTERING
SPRING
CABLE NWSB
CABLE NWSA
SWIVEL VALVE 34
STEERING BYPASS
COLLAR VALVE 12
STEERING STEERING
METERING METERING
VALVE VALVE
CRANK
TORSION
STEERING
LINKS DEPRESSURIZATION
VALVE
SWIVEL STEERING SWIVEL
VALVE ACTUATORS FILTER FITTINGS
STEERING LANDING CHECK

ACTUATOR GEAR DOWN VALVE
LINE
FWD
TO LANDING GEAR
ACTUATORS
LANDING
SWIVEL GEAR UP
VALVES LINE
C1 C2
LANDING GEAR
SELECTOR VALVE R P
SYSTEM
PRESSURE
STEERING COLLAR RETURN
LEGEND
SYSTEM PRESSURE
SNUB COMPENSATOR PRESSURE
RETURN
Figure 109 Nose Wheel Steering Schematic
STEERING
32-50
OPERATION
Nose wheel steering is available when the nose gear is in the down position
and compressed by weight of the airplane. Positioning the landing gear control
lever to down makes system A hydraulic pressure availabe from the landing
gear down line to the steering metering valve for steering. On some airplanes,
in the event of loss of system A pressure, the alternate nose wheel steering
system can be activated to provide system B pressure to the nose wheels. A
select switch on the captain’s forward panel allows the flight crew to activate
the alternate steering system. The nose gear must be compressed more than
two inches before steering is attempted to avoid damage to the centering
cams.
When the steering wheel is rotated for a turn, the steering cables move and
displace the steering metering valve piston. Hydraulic fluid is directed by the
metering valve through the swivel valves to the steering actuators. The steering
actuators produce a turning moment on the steering collar which is transmitted
by the torsion links to the lower steerable portion of the nose gear. Continued
displacement of the metering valve piston combined with the steering actuator
swivel valves produces 78 degrees of wheel turn for 95 degrees of steering
wheel rotation. During a turn, the metering valve piston is displaced until the
required degree of nose wheel turning is reached and then returned to the cen-
ter position by the follow-up action of the cable.
Nose wheel steering is also available through the rudder pedals. The rudder
pedal steering mechanism is actuated by the squat switch/rotary actuator
system when the nose gear is compressed. The compression movement is
transmitted electrically to move the eccentric and repositon the clutch crank
and allow the clutch arm to contact the stops mounted on the steering crank.
In this position, any movement of the rudder pedals is transmitted from the
steering arm to the quadrant. The quadrant moves the nose wheel steering
cables displacing the steering metering valve piston for the required turn.

STEERING
32-50
LEFT
ACTUATOR ACTUATOR
PISTON
RIGHT
ACTUATOR
STEERING
COLLAR
NOSE WHEEL IN LEFT TURN AT 0 -33

NOSE WHEEL STRAIGHT AHEAD
SHIMMY DAMPENING SUPPLIED
BY SNUB COMPENSATOR
(0)
FORCE ACTING THROUGH STEERING ACTUATORS AND

RESULTING FROM LOW SNUB COMPENSATOR PRESSURE NOSE WHEEL IN LEFT TURN AT 33 -78
(70 TO 130).
FORCE ACTING THROUGH STEERING ACTUATORS AND
RESULTING FROM NEAR-SYSTEM PRESSURES METERED
THROUGH THE STEERING HYDRAULIC SYSTEM.
Figure 110 Nose Wheel Steering Schematic

STEERING
32-50
STEERING DEPRESSURIZATION VALVE

Towing may be accomplished without depressurizing hydraulic system A by
actuation of the manually operated steering depressurization valve. Depressing
valve plunger and installing ground lock pin depressurize the steering metering
valve by blocking pressure and connecting steering valve pressure port to re-
turn. After towing is completed and tow bar disconnected, pulling ground lock
pin will allow the depressurization valve to open to repressurize the steering
metering valve.

STEERING
32-50
RELEASE
NOSE GEAR STEERING BUTTON F72735-13
DEPRESSURIZATION VALVE
SEE A B
KNOB
B
LOCKPIN
HOLE A
FWD
Figure 111 Steering Depressurization Valve

GENERAL
32-00
32-00 GENERAL CONT.

GROUND LOCK ASSEMBLIES
For safety precautions the ground lock assembly has be to installed on every
main and nose landing gear if
1. any hydraulic line is disconnected
2. the gear lever is placed in NEUTRAL or UP position
3. the aircraft is towed
4. the aircraft is parked for more that 3 days

GENERAL
32-00
F72735
SAFTY PIN
SEE A
SEE A
Figure 112 Landing Gear Location

LANDING GEAR B737-400
SUPPLEMENTARY GEAR
32-70
32-7O SUPPLEMENTARY GEAR

TAILSKID
Purpose
The airplane is equipped with a tail skid assembly to prevent damage to the
lower aft section of the airplane in the event of an over-rotation.
Location
The tail skid is externally mounted directly below the stabilizer compartment.
Access to the tail skid components is from the stabilizer access compartment
and the exterior of the airplane.
The tail skid assembly consists of a cartridge assembly, tail skid and fairing.
Indication
The wear ”dimples” on the tail skid shoe provide a wear reference for shoe re-
placement. If the shoe wear reaches any of the ”dimples”, the shoe must be
replaced. A shear channel across the inner surface of the shoe provides
protection for the tail skid structure. If the shoe contacts an obstruction on the
runway, during over-rotation, the shoe will shear off protecting the tail skid as-
sembly.
A warning decal, on the rear of the skirt, provides an indication of crushing of
the cartridge because of over—rotation. The crushed cartridge reduces the dis-
tance that the tail skid and decal protrudes below the fairing. This will result in a
portion of the decal being hidden from view by the fairing. When the green por-
tion of the decal is no longer visible, cartridge replacement is required.
Fairing
The tail skid fairing is an aerodynamic enclosure which surrounds and seals the
tail skid assembly. The fairing consists of two sections. The forward section is
attached to the lower fuselage and the aft section is attached to the APU ac-
cess door.

SUPPLEMENTARY GEAR
32-70
WARNING
DECAL:
GREEN
SEE A
RED
WEAR DIMPLES
(4 PLACES)
Figure 113 Tail Skid Location

SUPPLEMENTARY GEAR
32-70
TAIL SKID ASSEMBLY

TaiI skid Fuse Pin Replacement
The tail skid consists of a drag Iink, skirt and shoe. The drag Iink is attached to An extreme over rotation condition causes the fuse pin and bolt assembly to
the drag Iink support fitting at the forward end, and the cartridge assembly at break. For replacement it is necessary to remove the pivot Iink and fuse Iink
the aft end. The drag Iink forward attach point is the pivot point of the tail skid. from the support fitting. If any of the three fuse pin bushings are damaged, they
The skirt and shoe are fastened to the drag Iink. The skirt provides an aerody- must also be replaced. The reassembled pivot Iink and fuse Iink can now be
namic enclosure for the tail skid components. The skirt extends through the reattached to the support fitting.
fairing, which is attached to the Iower fuselage. The shoe is fastened to the
CAUTION: WHEN REPLACING THE FUSE PIN AND BOLT ASSEMBLY,
drag Iink and skirt. The shoe contacts the runway in the event of an over rota-
INSURE THAT THE CORRECT PART NUMBER FOR THE
tion. A Ianyard serves as a safety support for the tail skid. A drag Iink stop is
BOLT ASSEMBLY IS USED. THE CORRECT BOLT ASSEMB-
attached to Iower fuselage structure to prevent overtravel, upward of the tail
LY HAS NEOPRENE SLEEVES BONDED TO THE BOLT. AN
skid assembly if the fuse pin fails.
IMPROPER BOLT MAY PREVENT FUSE PIN SEPARATION
Cartridge assembly RESULTING IN AIRPLANE STRUCTURAL DAMAGE IN THE
EVENT OF OVER ROTATION.
The cartridge assembly secures the aft section of the drag Iink to the airplane.
This assembly consists of a crushable, high density, aluminum honeycomb car-
tridge retained between two rod end assemblies. The upper female rod end is
fastened to a pivot Iink. The pivot Iink is attached to a fuse Iink and a support
fitting. The support fitting is attached to airplane structure in the stabilizer
compartment. The Iower male rod end is fastened to the drag Iink, which is a
component of the tail skid.
Cartridge Replacement
When replacing the aluminum cartridge, assure that the safety Ianyard is se-
cured to structure and the tail skid. This wiII prevent the tail skid from pivoting
down and forward, resulting in possible injury to personnel and damage to air-
plane structure. In order to replace a crushed cartridge the skirt must be re-
moved. To gain access to the skirt upper attach screws the upper cartridge at-
tach bolt must be removed and the tail skid Iowered until supported by the
Ianyard. Remove the shoe and skirt to gain access to the Iower cartridge at-
tach bolt. Remove and replace the cartridge assembly.

SUPPLEMENTARY GEAR
32-70
PIVOT
LINKAGE
BOLT FOR THE FEMALE
TELESCOPE ROD FEMALE
TELESCOPE ROD
FEMALE
TELESCOPE
ROD
CARTRIDGE
ASSEMBLY
SKIRT CARTRIDGE
TOP FASTENERS
FOR THE SKIRT
DRAG LINK
LOWER FASTENERS MALE

FOR THE SKIRT TELESCOPE ROD
LOWER FASTENERS
FOR THE SKIRT
FOR THE SKIRT SHOE
MALE
BOLT FOR THE MALE TELESCOPE
TELESCOPE ROD ROD
Figure 114 Tail Skid Assembly

B737
TABLE OF CONTENTS
ATA 32 LANDING GEAR . . . . . . . . . . . . . . . . . . . . . 1 SHOCK STRUT SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
NOSE GEAR DRAG BRACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
32-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 NOSE GEAR TORSION LINKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 NOSE GEAR STEERING COLLAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
MAIN GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 NOSE WHEEL WELL DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
NOSE GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 32-30 EXTENSION AND RETRACTION . . . . . . . . . . . . . . . . . . . . . . 40
STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
AIR-GROUND SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 LANDING GEAR CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
BRAKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 LDG LEVER LOCK SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 LANDING GEAR SELECTOR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
32-10 MAIN GEAR AND DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 LANDING GEAR TRANSFER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
MAIN GEAR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 LANDING GEAR TRANSFER VALVE CONT. . . . . . . . . . . . . . . . . . . . . 50
MAIN GEAR SHOCK STRUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 LANDING GEAR TRANSFER VALVE CIRCUIT . . . . . . . . . . . . . . . . . . 54
MAIN GEAR SHOCK STRUT CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 LANDING GEAR BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
MAIN GEAR SHOCK STRUT SEALS . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 MAIN GEAR MODULAR PACKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
SHOCK STRUT SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 MAIN GEAR TRANSFER CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
MAIN GEAR STRUT SERVICING CHART . . . . . . . . . . . . . . . . . . . . . . . 16 MAIN GEAR MODULAR PACKAGE CONT. . . . . . . . . . . . . . . . . . . . . . . 62
MAIN GEAR TRUNNION LINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 MAIN GEAR TRANSFER CYLINDER CONT. . . . . . . . . . . . . . . . . . . . . 62
MAIN GEAR DRAG STRUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 MAIN GEAR ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
MAIN GEAR SIDE STRUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 WALKING BEAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
MAIN GEAR TORSION LINKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 LOCK MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
MAIN GEAR REACTION LINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 OPERATION/CONTROL SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . 70
MAIN GEAR UP AND DOWN LOCK MECHANISM . . . . . . . . . . . . . . . 20 NOSE GEAR EXTENSION AND RETRACTION . . . . . . . . . . . . . . . . . . 72
MAIN GEAR FUSE BOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 NOSE GEAR LOCK MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
MAIN GEAR AIR-GROUND SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . 20 NOSE GEAR ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
MAIN GEAR SHIMMY DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 NOSE GEAR MODULAR PACKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
MAIN GEAR SHIMMY DAMPER CONT. . . . . . . . . . . . . . . . . . . . . . . . . . 24 NOSE GEAR TRANSFER CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . 76
MAIN GEAR SHOCK STRUT DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . 26 NOSE GEAR RETRACT PRESSURE FUSE . . . . . . . . . . . . . . . . . . . . . 78
MAIN GEAR UNIVERSAL SIDE STRUT ATTACHMENT . . . . . . . . . . . 26 NOSE GEAR DOOR LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
MAIN GEAR WHEEL WELL BLADE TYPE SEAL . . . . . . . . . . . . . . . . . 28 NOSE LANDING GEAR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
32-20 NOSE GEAR AND DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 MANUAL EXTENSION RELEASE MECHANISM . . . . . . . . . . . . . . . . . 84
NOSE GEAR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 NOSE GEAR MANUAL RELEASE MECHANISM . . . . . . . . . . . . . . . . . 86
NOSE GEAR SHOCK STRUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 MAIN GEAR MANUAL EXTENSION LINKAGE . . . . . . . . . . . . . . . . . . . 88
NOSE GEAR SHOCK STRUT REBOUND VALVE . . . . . . . . . . . . . . . . 34 MAIN GEAR DOWNLOCK VIEWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
MAIN GEAR MECHANICAL DOWNLOCK INDICATION . . . . . . . . . . 90
SCL VRC/RRH 03.08.2005

Page i
B737
TABLE OF CONTENTS
NOSE GEAR DOWNLOCK VIEWER . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 MAIN GEAR WHEEL AND TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
NOSE GEAR MECHANICAL DOWNLOCK INDICATION . . . . . . . . . . 92 NOSE GEAR WHEEL AND TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
32-60 POSITION AND WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 PARKING BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
AIR GROUND SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 PARKING BRAKE SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
AIR GROUND SENSING CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
MAIN GEAR SAFETY SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 ANTISKID SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
NOSE GEAR SAFETY SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
LANDING GEAR LOGIC SHELF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 WHEEL SPEED TRANSDUCER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
AIR GROUND SENSING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . 102 ANTISKID CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
LDG POSITION AND WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 LANDING GEAR LEVER UP SWITCH (S 303) . . . . . . . . . . . . . . . . . . . 166
LDG POSITION AND WARNING CONT. . . . . . . . . . . . . . . . . . . . . . . . . 106 ANTISKID CONTROL MODULE (M 162) . . . . . . . . . . . . . . . . . . . . . . . . 168
CONTROL LEVER POSITION SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . 108 ANTISKID CONTROL UNIT POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
MLG DOWNLOCK SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 ANTISKID CONTROL UNIT CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 170
MLG UPLOCK SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 INBOARD ANTISKID SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . 172
NLG DOWN AND LOCK SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 ANTISKID SYSTEM DESCRIPTION (OUTBOARD) . . . . . . . . . . . . . . . 174
SENSOR SELECT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 ANTISKID SYSTEM INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
LANDING GEAR INDICATION OPERATION . . . . . . . . . . . . . . . . . . . . . 118 ANTISKID SYSTEM FUNCTIONAL TEST . . . . . . . . . . . . . . . . . . . . . . . 178
LANDING GEAR WARNING OPERATION . . . . . . . . . . . . . . . . . . . . . . . 120 AUTOMATIC BRAKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
AUTOBRAKE SYSTEM COMPONENT LOCATION . . . . . . . . . . . . . . . 182
32-40 WHEELS AND BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
AUTOBRAKE CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
HYDRAULIC BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
ANTISKID CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
HYDRAULIC BRAKE CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
BRAKE PEDAL PRESSURE SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . 186
BRAKE SYSTEM COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . 126
AUTOBRAKE SHUTTLE VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
BRAKE METERING VALVE CONTROL LINKAGE . . . . . . . . . . . . . . . . 128
AUTOMATIC SPEEDBRAKE ARMING SWITCH (S 276) . . . . . . . . . . 188
BRAKE METERING VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 128
THROTTLE SWITCHES (4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
BRAKE FEEL AUGMENTOR ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . 128
AUTOBRAKE PRESSURE CONTROL MODULE . . . . . . . . . . . . . . . . . 190
BRAKE METERING VALVE ASSEMBLY CONT. . . . . . . . . . . . . . . . . . . 130
AUTOBRAKE PRESSURE CONTROL MODULE (CONT.) . . . . . . . . . 192
BRAKE FEEL AUGMENTER ACTUATOR CONT. . . . . . . . . . . . . . . . . . 130
AUTOBRAKE SYSTEM DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
ALTERNATE BRAKE SELECTOR VALVE . . . . . . . . . . . . . . . . . . . . . . . 132
AUTOBRAKE TURN-ON SELF-CHECK . . . . . . . . . . . . . . . . . . . . . . . . . 196
ACCUMULATOR ISOLATION VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
AUTOBRAKE ON-RAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
BRAKE ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
AUTOBRAKE DISARM - LAND. WAITING MODE . . . . . . . . . . . . . . . . 200
BRAKE HYDRAULIC FUSES (6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
AUTOBRAKE DISARM - LAND. MODE . . . . . . . . . . . . . . . . . . . . . . . . . 200
MAIN GEAR BRAKE SWIVEL ASSEMBLIES . . . . . . . . . . . . . . . . . . . . 140
AUTOBRAKE DISARM - FAIL. INITIATED LAND. MODE . . . . . . . . . 200
BRAKE HYDRAULIC DISCONNECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
AUTOBRAKE - RTO MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
MAIN GEAR BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
AUTOBRAKE - RTO MODE (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . 204

Page ii
B737
TABLE OF CONTENTS
AUTOBRAKE DISARM - RTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
AUTOBRAKE DISARM - RTO AUTOBRAKING MODE . . . . . . . . . . . . 206
AUTOBRAKE DISARM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
AUTOBRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
32-50 NOSE WHEEL STEERING SYSTEM . . . . . . . . . . . . . . . . . . . 212
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
RUDDER PEDAL STEERING MECHANISM . . . . . . . . . . . . . . . . . . . . . 214
STEERING SYSTEM CABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
ROTARY ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
STEERING METERING VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
NOSE GEAR STEERING COLLAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
STEERING DEPRESSURIZATION VALVE . . . . . . . . . . . . . . . . . . . . . . 222
32-00 GENERAL CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
GROUND LOCK ASSEMBLIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
32-7O SUPPLEMENTARY GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
TAILSKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
TAIL SKID ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228

Page iii
B737
TABLE OF FIGURES
Figure 1 Landing Gear Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 NLG Extension and Retraction Component Location . . 73
Figure 2 Panel Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Nose Gear Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Panel Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Nose Gear Modular Package & Transfer Cylinder . . . . . 77
Figure 4 Main Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Nose Gear Retract Pressure Fuse . . . . . . . . . . . . . . . . . . 79
Figure 5 Main Gear Shock Strut Assembly . . . . . . . . . . . . . . . . . . . 11 Figure 40 Nose Gear Door Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Main Gear Shock Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Nose Gear Exten. and Retrac. Hyd. Sys. Schematic . . 83
Figure 7 Main Gear Shock Strut Seals . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Manual Extension Control Mechanism . . . . . . . . . . . . . . 85
Figure 8 Main Landing Gear Shock Strut Servicing . . . . . . . . . . . . 17 Figure 43 Nose Gear Manual Extension Release Mechanism . . . 87
Figure 9 Main Gear Component Location . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Main Gear Manual Extension Linkage . . . . . . . . . . . . . . . 89
Figure 10 Main Gear Component Location . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Main Gear Mechanical Downlock Indication . . . . . . . . . . 91
Figure 11 Main Gear Shimmy Damper Location . . . . . . . . . . . . . . . 23 Figure 46 Nose Gear Downlock Viewer . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Main Gear Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Air Ground Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Main Gear Shock Strut Door Component Location . . . . 27 Figure 48 Air Ground Sensing System . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 MLG Wheel Well Blade-Type Seal . . . . . . . . . . . . . . . . . . 29 Figure 49 MLG & NLG Safety Sensor . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Nose Gear Component Location . . . . . . . . . . . . . . . . . . . 31 Figure 50 Landing Gear Logic Shelf . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 NLG Shock Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 E 11 Air/Grd Test Switch Schematic . . . . . . . . . . . . . . . . 103
Figure 17 Rebound Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Landing Gear Position and Warning . . . . . . . . . . . . . . . . 105
Figure 18 Nose Landing Gear Shock Strut Servicing . . . . . . . . . . . 37 Figure 53 Position and Warning Components . . . . . . . . . . . . . . . . . 107
Figure 19 Nose Gear Component Location . . . . . . . . . . . . . . . . . . . 39 Figure 54 Control Lever Position Switch . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 Landing Gear Control Component Location . . . . . . . . . . 41 Figure 55 Main Gear Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Landing Gear Control Lever Schematic . . . . . . . . . . . . . 43 Figure 56 Nose Gear Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 LDG Lever Lock Solenoid Electrical Diagram . . . . . . . . 45 Figure 57 Sensor Select Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 Landing Gear Selector Valve Component Location . . . . 47 Figure 58 Sensor Select Switch Schematic . . . . . . . . . . . . . . . . . . . 117
Figure 24 Landing Gear System Transfer Valve . . . . . . . . . . . . . . . 49 Figure 59 LDG Position Indicating and Warning (1) . . . . . . . . . . . . 119
Figure 25 Landing Gear System Transfer Valve . . . . . . . . . . . . . . . 51 Figure 60 LDG Position Indicating and Warning (2) . . . . . . . . . . . . 121
Figure 26 Transfer Valve System Schematic . . . . . . . . . . . . . . . . . . 53 Figure 61 Brake System General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Landing Gear Transfer Valve System Circuit . . . . . . . . . 55 Figure 62 Brake System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 Landing Gear Bypass Valve Component Location . . . . 57 Figure 63 Brake Hydraulic System Component Location . . . . . . . . 127
Figure 29 Landing Gear Bypass Valve Control . . . . . . . . . . . . . . . . 59 Figure 64 Brake Control Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Main Gear Modular Package Schematic . . . . . . . . . . . . . 61 Figure 65 Brake Metering Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 Main Gear Modular Package Schematic . . . . . . . . . . . . . 63 Figure 66 Alternate Brake Selector Valve . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 Main Gear Actuator Schematic . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 Accumulator Isolation Valve . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 Main Gear Operating Sequence . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Brake Accumulator Component Location . . . . . . . . . . . . 137
Figure 34 Main Gear Lock Mechanism Schematic . . . . . . . . . . . . . 69 Figure 69 Brake Hydraulic Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 Main Gear Hydraulic System Schematic . . . . . . . . . . . . . 71 Figure 70 Main Gear Brake Swivel Assembly . . . . . . . . . . . . . . . . . 141

Page iv
B737
TABLE OF FIGURES
Figure 71 Brake Hydraulic Disconnect . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 106 Nose Wheel Steering System Components . . . . . . . . . 213
Figure 72 Main Gear Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 107 Rudder Pedal Steering Mechanism . . . . . . . . . . . . . . . . 215
Figure 73 Wheel and Brake Installation . . . . . . . . . . . . . . . . . . . . . . 147 Figure 108 Rotary Actuator Electrical Schematic . . . . . . . . . . . . . . 217
Figure 74 Main Wheel and Tire (BF Goodrich) . . . . . . . . . . . . . . . . 149 Figure 109 Nose Wheel Steering Schematic . . . . . . . . . . . . . . . . . . 219
Figure 75 Nose Gear Wheel and Wheel Snubber . . . . . . . . . . . . . . 151 Figure 110 Nose Wheel Steering Schematic . . . . . . . . . . . . . . . . . . 221
Figure 76 Parking Brake Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 111 Steering Depressurization Valve . . . . . . . . . . . . . . . . . . . 223
Figure 77 Parking Brake SOV und P/B Linkage . . . . . . . . . . . . . . . 155 Figure 112 Landing Gear Location . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Figure 78 Parking Brake Electrical Diagram . . . . . . . . . . . . . . . . . . . 157 Figure 113 Tail Skid Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 79 Hydraulic Brake System Schematic . . . . . . . . . . . . . . . . . 159 Figure 114 Tail Skid Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 80 Antiskid System Component Location . . . . . . . . . . . . . . . 161
Figure 81 Wheel Speed Transducer . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 82 A/S Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Figure 83 LDG Lever Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Figure 84 A/S Control Module (M 162) . . . . . . . . . . . . . . . . . . . . . . . 169
Figure 85 Antiskid Control Unit Schematic . . . . . . . . . . . . . . . . . . . . 171
Figure 86 A/S System Block Diagram - Inboard . . . . . . . . . . . . . . . 173
Figure 87 A/S System Block Diagram - Outboard . . . . . . . . . . . . . . 175
Figure 88 Antiskid System Indication . . . . . . . . . . . . . . . . . . . . . . . . . 177
Figure 89 Antiskid System Indication . . . . . . . . . . . . . . . . . . . . . . . . . 179
Figure 90 Auto Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Figure 91 Automatic Brake System Component Location . . . . . . . 183
Figure 92 A/B Contr. Panel und A/S Contr. Module . . . . . . . . . . . . 185
Figure 93 Brake Pedal Pressure Switches und Shuttle Valves . . . 187
Figure 94 Speed Brake Arm. Sw. und Autothr. Switches . . . . . . . . 189
Figure 95 Autobrake Pressure Control Module . . . . . . . . . . . . . . . . 191
Figure 96 A/B Press. Contr. Module Hydr. Schematic . . . . . . . . . . 193
Figure 97 Autobrake System Schematic . . . . . . . . . . . . . . . . . . . . . . 195
Figure 98 Autobrake Turn-On Self-Check . . . . . . . . . . . . . . . . . . . . . 197
Figure 99 Autobrake On-Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
Figure 100 Autobrake Disarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Figure 101 A/B System RTO-Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Figure 102 A/B System RTO-Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Figure 103 Autobrake Disarm (RTO) . . . . . . . . . . . . . . . . . . . . . . . . . 207
Figure 104 Autobrake Disarm Light . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Figure 105 Autobrake Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

Page v

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Training Manual

Lufthansa LAN Technical Training

ATA 32 LANDING GEAR

SCL VRC/RRH 03.08.2005 Page: 1

MAIN GEAR AIR-GROUND SENSING

SCL VRC/RRH 03.08.2005 Page: 2

Figure 1 Landing Gear Location

4 Hydraulic Brake Pressure Indicator

- Indicates hydraulic brake pressure measured at brake pressure accumu-

SCL VRC/RRH 03.08.2005 Page: 4

Figure 2 Panel Description

4 Auto Brake Select Switch

2 Anti-Skid Control Switch

3 Auto Brake Disarm Light (amber)

approx. 2 seconds to indicate self test initiation. After 2 seconds the

SCL VRC/RRH 03.08.2005 Page: 6

Figure 3 Panel Description

MAIN GEAR AND DOORS

32-10 MAIN GEAR AND DOORS

SCL VRC/RRH 03.08.2005 Page: 8

MAIN GEAR AND DOORS

UPLOCK SIDE STRUT FORWARD TRUNNION

Figure 4 Main Gear Installation

MAIN GEAR AND DOORS

MAIN GEAR SHOCK STRUT

SCL VRC/RRH 03.08.2005 Page: 10

MAIN GEAR AND DOORS

Figure 5 Main Gear Shock Strut Assembly

MAIN GEAR AND DOORS

MAIN GEAR SHOCK STRUT CONT.

SCL VRC/RRH 03.08.2005 Page: 12

MAIN GEAR AND DOORS

MAIN GEAR AND DOORS

MAIN GEAR SHOCK STRUT SEALS

SCL VRC/RRH 03.08.2005 Page: 14

MAIN GEAR AND DOORS

SPARE STATIC CYLINDER OR

Figure 7 Main Gear Shock Strut Seals

MAIN GEAR AND DOORS

SHOCK STRUT SERVICING

MAIN GEAR STRUT SERVICING CHART

SCL VRC/RRH 03.08.2005 Page: 16

MAIN GEAR AND DOORS

SERVICING CHART - 737 MAIN GEAR

2200 SERVICING INSTRUCTIONS

1800 1. DETERMINE STRUT PRESSURE WITH

INFLATION PRESSURE (LB/IN2 )

Figure 8 Main Landing Gear Shock Strut Servicing

MAIN GEAR AND DOORS

MAIN GEAR TRUNNION LINK MAIN GEAR SIDE STRUT

SCL VRC/RRH 03.08.2005 Page: 18

MAIN GEAR AND DOORS

TORSION FWD INBD

Figure 9 Main Gear Component Location

MAIN GEAR AND DOORS

MAIN GEAR REACTION LINK MAIN GEAR FUSE BOLTS

SCL VRC/RRH 03.08.2005 Page: 20

MAIN GEAR AND DOORS