Landing Gear R 01

737-300/400 LANDING GEAR
PT. METRO BATAVIA Directorate of Operational
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Slide 1 of 56
Landing Gear Panel
Instrument Panels
Slide 2 of 56
Landing Gear Panel

LANDING GEAR Lever: UP Retract landing gear. OFF Hydraulic pressure is removed from the landing gear system. DN Extend landing gear.
Slide 3 of 56
Landing Gear Panel

Red Landing Gear Indicator Lights: Illuminated Respective landing gear is not down and locked when either or both forward thrust levers are retarded to idle. Respective landing gear is in disagreement with LANDING GEAR lever, i.e. landing gear is in transit or is unsafe. Extinguished Respective landing gear is up and locked with LANDING GEAR lever UP or OFF.
Slide 4 of 56
Landing Gear Panel

Green Landing Gear Indicator Lights: Illuminated Respective landing gear is down and locked. Extinguished Respective landing gear is not down and locked. Note: Landing gear configuration warning horn is deactivated with all landing gear down and locked.
See picture of main gear and nose gear indicator sensors
Slide 5 of 56
Landing Gear Panel

LANDING GEAR LIMIT Speed Placard: Indicates maximum speed when operating the landing gear and after gear extension.
See closeup picture of LANDING GEAR LIMIT speed placard
Slide 6 of 56
Landing Gear Panel

LOCK OVERRIDE (Landing Gear Override) Trigger: Pull Bypasses the landing gear lever locking system. Note: When the aircraft is on the ground, the air/ground sensing system engages the landing gear lever locking system and prevents the lever from moving to the UP position. When the aircraft becomes airborne, the air/ground sensing system disengages the landing gear lever locking system which allows the lever to be moved from DN to UP. It is possible, however, for the air/ground sensing system to remain in the ground-mode even though the aircraft is in flight. In this case, the locking system will remain engaged after takeoff and the landing gear lever will not move to the UP position. Non-normal procedures may recommend pulling the landing gear override trigger to bypass the locking system and consequently raise the gear (reference your company operations manual).
Slide 7 of 56
Manual Gear Extension
Slide 8 of 56
Manual Gear Extension

Manual Gear Extension Handles: If A system hydraulics is inoperative, the landing gear may still be extended via the manual extension system. The manual gear extension handles are located in the flight deck floor, aft and to the left of the First Officers seat. When the extension handles are pulled to their limit, the respective gear will release from its locked position. Gravity and air loads will assist the gear in free-falling to the down and locked position. The main gear manual extension handles need to be pulled out approximately 14 to 16 inches (35 to 40 cm) with a force of about 60 pounds. The nose gear manual extension handle needs to be pulled out approximately 8 inches (20 cm) with a force of about 80 pounds. Down and locked verification can be made using the green landing gear indicator lights. Note: LANDING GEAR lever must be in DN or OFF position to prevent hydraulic lockup during manual extension.
Slide 9 of 56
Main Gear Viewer
Slide 10 of 56
Main Gear Viewer
Plywood cover installed
Plywood cover removed
The main gear viewer is located in the main cabin floor. It is opposite the third window that is aft of the overwing exit, one foot left of center. After pulling back the carpet that is concealing the viewer, a plywood cover will be exposed and needs to be removed. The pilot will now position their eyes over the viewer. Two mirrors inside the viewer are used to ensure that the three red paint stripes on each main gear are visible and in horizontal alignment. It may be necessary to turn on the wheel well lights. Note: Depending on the aircraft seat configuration, some viewers may be positioned under an aisle seat.
Slide 11 of 56
Main Gear Paint Stripes
See picture of main gear viewer mirrors
The red paint stripes are located on the lower side strut of each main gear. When looking at the mirrors in the main gear viewer, the three red paint stripes should be visible and in horizontal alignment. This is an indication that the respective main landing gear is down and locked.
Slide 12 of 56
Nose Gear Viewer
Slide 13 of 56
Nose Gear Viewer
Cover plate closed
Cover plate open
The nose gear viewer is located on the flight deck floor, just inside the door. Access to the viewer is made by opening the cover plate. Under the cover plate is a small circular viewing window. As the pilot looks into the viewing window, two red arrow heads should be visible. If the two red arrow heads are facing each other and appear to be in alignment (in contact), the nose gear is down and locked.
Slide 14 of 56
Nose Gear Arrow Heads
See picture of viewing window in wheel well
One nose gear arrow head is located on the nose gear lock brace and the other arrow head is located on the nose gear lock link. When looking into the nose gear viewing window the two red arrows should be visible. If the two red arrow heads are facing each other and appear to be in alignment (in contact), the nose gear is down and locked. It may be necessary to turn on the wheel well lights.
Slide 15 of 56
Autobrake Panel
Instrument Panels
Slide 16 of 56
Autobrake Panel
AUTO BRAKE DISARM Light: Illuminated RTO is selected on the ground. When RTO is selected on the ground, the AUTO BRAKE DISARM light will illuminate while the braking system performs a self-test. One to two seconds later, the light will extinguish if the self-test was successful. Manual brakes applied during RTO or landing. A fault exists in the automatic braking system. Antiskid has been selected off. Thrust levers are advanced during an RTO or landing. Landing made with RTO selected. SPEED BRAKE lever moved to DOWN detent during an RTO or landing. Extinguished Autobrakes armed. AUTO BRAKE select switch is positioned to OFF.
Slide 17 of 56
Autobrake Panel
AUTO BRAKE Select Switch: OFF Automatic braking system deactivated.
1, 2, 3, or MAX Selects desired deceleration rate for landing. Note: Switch must be pulled-out to select MAX deceleration. RTO (Rejected Takeoff) At or above 90 knots during takeoff, automatically applies maximum brake pressure (3,000 psi) when thrust levers are retarded to idle.
Slide 18 of 56
Antiskid Panel
Instrument Panels
Slide 19 of 56
Antiskid Panel
ANTI SKID INOP Light: Illuminated The antiskid fault monitoring system has detected a system fault. Antiskid switch is OFF.
Extinguished Antiskid system is operating normally.
Slide 20 of 56
Antiskid Panel
ANTISKID Control Switch: ON (guarded position) Provides power to the antiskid unit for both inboard and outboard antiskid protection.
OFF Disables the antiskid system. Illuminates the ANTI SKID INOP light. Illuminates the AUTO BRAKE DISARM light if the autobrake system is armed.
Slide 21 of 56
Hydraulic Brake Pressure Indicator
Instrument Panels
Slide 22 of 56
Hydraulic Brake Pressure Indicator

HYD BRAKE PRESS Indicator: Indicates brake accumulator pressure. Normal accumulator pressure 3,000 psi Maximum accumulator pressure 3,500 psi Normal accumulator precharge pressure 1,000 psi Note: The brake accumulator is attached to the aft wall in the main gear wheel well, aircraft right. The accumulator precharge is either compressed air or nitrogen. See picture of brake accumulator
Slide 23 of 56
Rudder/Brake Pedals
Rudder/Brake Pedals: Push full pedal Turns nose wheel up to 7 left or right of center.
Push top of pedal only Activates wheel brakes.
Note: See the Flight Controls presentation for a description of the rudder.
Slide 24 of 56
Parking Brake
Control Stand
Slide 25 of 56
Parking Brake
PARKING BRAKE PULL Lever: Positioned forward Parking brake is released.
Pulled aft Sets the parking brake when either Captains or First Officers brake pedals are fully depressed.
Slide 26 of 56
Parking Brake
PARK BRAKE LIGHT: Illuminated Parking brake is set.
Extinguished Parking brake is released.
Slide 27 of 56
Nose Wheel Steering Switch
Instrument Panels
1
1 AS INSTALLED
Slide 28 of 56
Nose Wheel Steering Switch

NOSE WHEEL STEERING Switch: NORM (guarded position) Hydraulic system A is providing power for the nose wheel steering system.
ALT Hydraulic system B is providing power for the nose wheel steering system.
1 AS INSTALLED
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Nose Wheel Steering Wheel
Slide 30 of 56

Nose Wheel Steering Wheel: Rotate Turns nose wheel up to 78 left or right of center. Overrides rudder pedal steering.
Note: The nose wheel steering wheel is attached to the side wall, left of the Captains control column. The steering wheel is also known as the tiller.
Slide 31 of 56

Nose Wheel Steering Indicator: LEFT Indicates nose wheel steering displacement left of center position.
CENTER Normal straight ahead position. RIGHT Indicates nose wheel steering displacement right of center position.
This concludes the review of the Landing Gear controls and indicators. The next section will discuss the system in greater detail. Click Next to continue.
Slide 32 of 56
Landing Gear Operation
The aircraft has two main landing gear and single nose gear. Each gear is equipped with two tire and wheel assemblies. Each main gear wheel is fitted with disc-type hydraulic brakes which are modulated by the antiskid system. To absorb the impact on landing, air-oil type shock struts are installed on all three gear. A system hydraulics supplies power for normal retraction, extension, and nose wheel steering.
Slide 33 of 56
737-300/400 Hydraulic Schematic (specific to landing gear)

Return
A system reservoir
Hydraulic shutoff
Engine driven pump
To reservoir No. 1 fuel tank
Hydraulic heat exchanger
Motor
Electric pump
A system hydraulics supplies power for normal retraction, extension, and nose wheel steering.
Supply
A system pressure B system pressure Standby system pressure
Nose wheel steering Landing gear Landing gear transfer unit
Case drain return
Slide 34 of 56
737-300/400 Hydraulic Schematic (specific to landing gear

transfer unit)
Return
B system reservoir
Return
A system reservoir
Hydraulic shutoff
Hydraulic shutoff
Hydraulic heat exchanger Hydraulic heat exchanger To reservoir No. 2 fuel tank
Engine driven pump
Engine driven pump
Motor
Motor
Electric pump
Electric pump
A landing gear transfer unit is installed in the main gear wheel well. When all of the following conditions exist, B system hydraulics will retract the landing gear via the landing gear transfer unit: Airborne No. 1 engine drops below 56% N2 LANDING GEAR handle in the UP position Landing gear not up When this becomes especially useful is during a loss of the No. 1 engine immediately after takeoff. With the No. 1 engine inoperative, the A system engine driven pump is also inoperative. Even though the A system electric pump is operating normally, the volume output of the pump is not great enough to raise the gear at a rate which is required during single engine operations. As the No. 1 engine N2 gauge drops below 56%, the landing gear transfer unit will connect B system hydraulics to the landing gear. B system will now raise the gear at a normal retraction rate.
Supply
A system pressure B system pressure Standby system pressure Case drain return
Nose wheel steering
Landing gear Landing gear transfer unit
Slide 35 of 56
See picture of uplock hook and uplock roller
The main gear is locked in the down position by a folding lock strut, and held in the up position by an uplock hook and uplock roller. When the LANDING GEAR lever is moved to the UP position, the main gear retracts inboard into the main gear wheel well. During retraction, main gear wheel rotation is stopped by A system hydraulics via the alternate brake metering valves. When the main gear is fully retracted, the doors are faired with the fuselage. Rubber blade-type seals and oversized hubcaps complete the fairing of the outboard wheels.
Slide 36 of 56
See picture of snubbers
The nose gear is locked in the up and down position by a folding lock strut. When the LANDING GEAR lever is moved to the UP position, the nose gear retracts forward into the nose gear wheel well. As the gear retracts, nose gear wheel rotation is stopped by tire contact with the snubbers. The snubbers are installed on the ceiling of the nose gear wheel well. The nose gear doors are mechanically linked to the nose gear and will fair with the fuselage when the gear is fully retracted.
Slide 37 of 56
Brake System
See picture of one brake wear indicator pin.
The brake system includes a normal brake system, an alternate brake system, one brake accumulator, an autobrake system, antiskid protection, and a parking brake. Each main gear wheel has a multi-disc hydraulic powered brake. Four brake wear indicator pins are provided on each main gear to indicate when the brakes need to be replaced.
Slide 38 of 56
Brake System
Each brake is provided with pistons which actuate the brake when hydraulic pressure is applied. The brake system is manually controlled by the the Captains or First Officers brake pedals thru linkage and cables to the brake metering valve for each main gear. The intensity of pressure established in the brakes varies directly with the amount of pedal force maintained. The nose gear wheels do not incorporate any type of braking system.
Slide 39 of 56
737-300/400 Hydraulic Schematic (specific to the normal

brake system)
B system reservoir
Return
Hydraulic shutoff
Hydraulic heat exchanger To reservoir No. 2 fuel tank
Engine driven pump
Motor
Electric pump
B system hydraulics supplies power to the normal braking system for each main gear wheel.
Supply
A system pressure B system pressure
Normal brakes
Standby system pressure Case drain return
Slide 40 of 56
737-300/400 Hydraulic Schematic (specific to the alternate

brake system)
Return
B system reservoir
Return
A system reservoir
Hydraulic shutoff
Hydraulic shutoff
Engine driven pump
Engine driven pump
Motor
Motor
Electric pump
Electric pump
If B hydraulic system loses pressure, separate hydraulic lines are utilized to automatically supply A hydraulic system pressure to each main gear wheel. This is known as alternate brakes
Alternate brakes Normal brakes
Accumulator isolation valve
Supply
A system pressure
Alternate Brakes Selector Valve
B system pressure Standby system pressure Case drain return
Slide 41 of 56
737-300/400 Hydraulic Schematic (specific to the

accumulator braking)
Return
B system reservoir
Return
A system reservoir
Hydraulic shutoff
Hydraulic shutoff
Engine driven pump
Engine driven pump
Motor
Motor
Electric pump
Electric pump
If A and B hydraulic system pressure is lost, the brake accumulator will supply trapped hydraulic fluid to each main gear wheel. Enough pressure exists in the accumulator for approximately six brake applications. Note: Antiskid protection is available during accumulator braking.
Supply
A system pressure
Alternate Brakes Selector Valve Alternate brakes Normal brakes
Accumulator isolation valve Hydraulic brake pressure accumulator
B system pressure Standby system pressure Case drain return
See picture of brake accumulator
Slide 42 of 56
Autobrake System
The autobrake system provides automatic braking upon landing when a pre-selected deceleration rate (1, 2, 3 or MAX) is chosen. It also provides automatic braking in the case of a rejected takeoff (RTO) after a wheel speed of 90 knots is attained. The autobrake system operates utilizing B system hydraulics only. If the B hydraulic system is inoperative, the autobrake system is also inoperative. Antiskid protection is available during autobrake operation.
Slide 43 of 56
Autobrake System
If automatic braking is desired upon landing, a deceleration rate must be selected while still airborne. When a rate is selected, a self-test is initiated and the AUTOBRAKE DISARM light will not illuminate unless the system has detected a fault. After landing, autobrake application begins when both forward thrust levers are retarded to idle and wheel speed of at least one wheel on each main gear is greater than 60 knots. Autobrake pressure will gradually increase during the first three seconds after touchdown. The system will then maintain a constant deceleration rate and, if allowed, will bring the aircraft to a complete stop unless braking is terminated by the pilot or a system fault is detected.
Slide 44 of 56
Autobrake System
To maintain the selected deceleration rate, pressure from the autobrake system is reduced as additional drag (thrust reversers, spoilers) contributes to the total deceleration. The following deceleration rates are provided: 1 4 feet/second2 2 5 feet/second2 3 7.2 feet/second2 MAX 14 feet/second2
Slide 45 of 56
Autobrake System
If automatic braking is desired during a rejected takeoff, the AUTO BRAKE select switch must be positioned to RTO. After selecting RTO, the AUTO BRAKE DISARM light will illuminate while the braking system performs a self-test. One to two seconds later, the light will extinguish if the self-test was successful.
Slide 46 of 56
Autobrake System
To arm the RTO mode prior to takeoff, the following conditions must exist: AUTO BRAKE select switch must be in the RTO position. Aircraft must be on the ground. Autobrake and antiskid circuits must be operational. Both forward thrust levers must be positioned to idle. Wheel speed must be less than 60 knots. After a successful test, the autobrake system is now in an unarmed waiting-mode.
Slide 47 of 56
Autobrake System
When wheel speed is greater than 60 knots, RTO mode is now in a semi-armed mode. However, if the takeoff is rejected with a wheel speed between 60 and 90 knots, automatic braking is not applied and the AUTO BRAKE DISARM light illuminates. Once wheel speed is greater than 90 knots, the autobrake system is fully-armed. If the takeoff is rejected and the forward thrust levers are retarded to idle, maximum braking (3,000 psi) is immediately applied to all four wheels. The system will bring the aircraft to a complete stop unless braking is terminated by the pilot or a system fault is detected.
Slide 48 of 56
Autobrake System
If the takeoff was normal and an RTO was not initiated, the RTO mode is automatically disarmed when the right main gear strut extends (air/ground sensing system in air-mode). When this occurs, the AUTO BRAKE DISARM light will not illuminate and the select switch must manually be positioned to OFF. However, if a landing is made with the select switch still in RTO, automatic braking will not occur and the AUTO BRAKE DISARM light will illuminate two minutes after touchdown.
Slide 49 of 56
Antiskid Protection
Antiskid protection is provided in the normal and alternate brake systems. The types of antiskid protection available include normal, touchdown, and locked wheel. When the pilot depresses the brake pedals, the brake metering valves open and hydraulic fluid is directed to the brakes via the antiskid valves.
Slide 50 of 56
Antiskid Protection
Normal brakes (B system hydraulics) provide each main gear wheel with individual antiskid protection. Therefore, each individual wheel has its own normal antiskid valve. When the normal antiskid system detects a skid, the associated antiskid valve for the affected wheel(s) reduces brake pressure until the skidding stops. Once the skidding has stopped, brake pressure is increased via the associated antiskid valve.
Slide 51 of 56
Antiskid Protection
Alternate brakes (A system hydraulics) provide each main gear wheel pairs, instead of individual wheels, with antiskid protection. Therefore, each wheel pair has its own alternate antiskid valve. The mated pairs are left and right inboard wheels, and left and right outboard wheels. When the alternate antiskid system detects a skid, the associated antiskid valve for the affected pair reduces brake pressure until the skidding stops. Once the skidding has stopped, brake pressure is increased via the associated antiskid valve.
Slide 52 of 56
Antiskid Protection
Normal, touchdown and locked wheel antiskid protection are all available from the normal antiskid system. However, touchdown and locked wheel protection are not available from the alternate antiskid system.
Slide 53 of 56
Air/Ground Sense
Teleflex cable for main gear air/ground sensor See picture of teleflex cable for main gear air/ground sense
Nose gear air/ground sensor
See picture of nose gear air/ground sensor
Certain systems require electrical control depending upon the condition of the aircraft (airborne or on the ground). The condition of the aircraft is sensed by the landing gear air/ground sensors. There are two air/ground sensors installed on the aircraft. The main gear sensor is located in the main gear wheel well and is connected to the right main gear via a teleflex cable. The nose gear sensor is located on the steering collar of the nose gear shock strut. The picture above indicates where the air/ground sensors are located.
Slide 54 of 56
Parking Brake
The parking brake is set by depressing either the Captains or First Officers brake pedals fully while simultaneously pulling the PARKING BRAKE lever aft. This mechanically latches the brake pedals in the depressed position and commands the parking brake valve to close. The PARK BRAKE LIGHT will illuminate indicating the parking brake is set. The parking brake is released by depressing either the Captains or First Officers brake pedals until the PARKING BRAKE lever releases.
Slide 55 of 56
Nose Wheel Steering Depressurization Valve
To depressurize the steering system, a lockout pin may be installed in the nose wheel steering depressurization valve. This is useful if an aircraft is being towed while the A hydraulic system is pressurized. Some airline operators may use the depressurization valve during push-back from their boarding gate to ensure the safety of the ground personnel.
Slide 56 of 56

Landing Gear R 01

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Landing Gear R 01

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737-300/400 LANDING GEAR

PT. METRO BATAVIA Directorate of Operational

Landing Gear Panel

PT. METRO BATAVIA Directorate of Operational

Landing Gear Panel

PT. METRO BATAVIA Directorate of Operational

Landing Gear Panel

PT. METRO BATAVIA Directorate of Operational

Landing Gear Panel

See picture of main gear and nose gear indicator sensors

PT. METRO BATAVIA Directorate of Operational

Landing Gear Panel

See closeup picture of LANDING GEAR LIMIT speed placard

PT. METRO BATAVIA Directorate of Operational

Landing Gear Panel

PT. METRO BATAVIA Directorate of Operational

Manual Gear Extension

PT. METRO BATAVIA Directorate of Operational

Manual Gear Extension

Main Gear Viewer

PT. METRO BATAVIA Directorate of Operational

Main Gear Viewer

Plywood cover installed

Plywood cover removed

Main Gear Paint Stripes

See picture of main gear viewer mirrors

PT. METRO BATAVIA Directorate of Operational

Nose Gear Viewer

PT. METRO BATAVIA Directorate of Operational

Nose Gear Viewer

Cover plate closed

Cover plate open

Nose Gear Arrow Heads

See picture of viewing window in wheel well

PT. METRO BATAVIA Directorate of Operational

PT. METRO BATAVIA Directorate of Operational

PT. METRO BATAVIA Directorate of Operational

PT. METRO BATAVIA Directorate of Operational

PT. METRO BATAVIA Directorate of Operational

PT. METRO BATAVIA Directorate of Operational

Hydraulic Brake Pressure Indicator

PT. METRO BATAVIA Directorate of Operational

Hydraulic Brake Pressure Indicator

PT. METRO BATAVIA Directorate of Operational

PT. METRO BATAVIA Directorate of Operational

PT. METRO BATAVIA Directorate of Operational

PT. METRO BATAVIA Directorate of Operational

PT. METRO BATAVIA Directorate of Operational

Nose Wheel Steering Switch

Nose Wheel Steering Switch

Nose Wheel Steering Wheel

PT. METRO BATAVIA Directorate of Operational

Nose Wheel Steering Wheel

PT. METRO BATAVIA Directorate of Operational

Nose Wheel Steering Wheel

Landing Gear Operation

PT. METRO BATAVIA Directorate of Operational

737-300/400 Hydraulic Schematic (specific to landing gear)

Engine driven pump

To reservoir No. 1 fuel tank

Hydraulic heat exchanger

Case drain return

PT. METRO BATAVIA Directorate of Operational