A330/340 Landing Gear Systems Overview

A330/A340 Landing Gear
Lufthansa
Technical Training
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GENERAL
32
ATA 32 LANDING GEAR
Page 1
Lufthansa
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
LANDING GEAR A330−200/300
GENERAL
32−00
32−00 GENERAL
INTRODUCTION
General
The landing gear consists of a forward retracting nose gear (NLG) and two
inboard retracting main gears (MLG).
Each MLG has an oleopneumatic shock absorber and a rocking bogie beam,
each equipped with four wheels.
Each MLG wheel is fitted with anti−skid wheel brakes. The two−wheel nose
gear comprises an oleopneumatic shock strut and a nose wheel steering
system.
Page 2
Lufthansa
Technical Training
GENERAL
32−00
MAIN
NOSE GEAR LANDING GEAR
Page 3
Figure 1 Landing Gears Lufthansa
Technical Training
GENERAL
32−00
GENERAL DESCRIPTION
General Wheels and Brakes
The Landing Gear (L/G) includes: The wheels and brakes system permits controlled movement of the aircraft on
S gears and doors the ground.
S extension and retraction systems for the gears and doors Each MLG has four wheels and four carbon brakes.
S braking and related systems Each brake has two sets of hydraulic pistons with each set of pistons
connected to an independent hydraulic supply.
S a steering system.
Two independent braking systems control the operation of the brakes, a normal
During flight the L/G is retracted into wheel wells. Mechanically and
braking system and an alternate braking system.
hydraulically operated doors close to make the aerodynamic contours when the
L/G retracts. The hydraulically operated doors also close after the L/G is Anti−skid protection is available in each system to give maximum braking
extended. efficiency. Braking without anti−skid is also available in the alternate braking
system.
The extension and retraction system extends and retracts the L/G.
A parking brake system is also installed.
Extension/Retraction A brake temperature system shows related data on the Electronic Instrument
A hydraulically operated extension and retraction system is used normally to System (EIS) (Ref. 31−60−00) in the cockpit.
extend and retract the landing gear. The rotation of the nose wheels is stopped by friction pads after take−off at the
All gear doors open during landing gear transit. end of retraction cycle.
The hydraulically operated doors close each time the landing gear is fully
Nose Wheel Steering
extended or retracted.
The NLG includes a steering mechanism which is hydraulically operated to
The doors which are fitted to the landing gear struts are mechanically operated
change the direction of the aircraft when it moves on the ground. The steering
by the gear and close at the end of gear retraction.
system controls the operation of the steering mechanism.
A hydraulically operated pitch trimmer on each bogie beam damps the
movement and ensures return to normal position when the landing gear is free
of the runway surface (Tilt Position).
A free fall extension system extends the MLG and the NLG if the normal
extension and retraction system is not available.
Page 4
Lufthansa
Technical Training
GENERAL
32−00
HYDRAULICALLY
OPERATED DOORS
HYDRAULICALLY
OPERATED DOORS
NOSE GEAR
OPERATED DOORS
GEAR
OPERATED DOORS
MAIN GEAR
Page 5
Figure 2 Landing Gears General View Lufthansa
Technical Training
GENERAL
32−00
CONTROLS AND INDICATING

Except for the parking brake handle, the rudder pedals and the nose wheel Free Fall Selectors
steering handwheels, all landing gear and braking controls and indications are The two toggle selectors are linked together to operate as one control.
located on the main instrument panel.
The selectors have three stable positions:
Landing Gear Panel S up: RESET
An ”UNLOCK” light is provided for each gear. It comes on red when the S center: OFF
corresponding gear is not locked in the selected position. S down: DOWN
The green triangle comes on when the corresponding gear is locked down.
Parking Brake
Automatic Braking Pull the handle and turn it clockwise to apply the brake.
The auto brake pushbutton controls the arming of the required deceleration
CAUTION: AS LONG AS THE HANDLE IS NOT IN THE ”ON” POSITION,
rate.
THE PARKING BRAKE IS NOT APPLIED.
The ”ON” light comes on blue to indicate positive arming when selected. The
”DECEL” light comes on green when the correct deceleration is reached. Ecam System Display
The ECAM ”WHEEL” page shows the landing gear, brake and steering controls
Anti−skid Switch
and indications.
An ”ON/OFF” switch activates or deactivates the nosewheel steering and
anti−skid functions. Nosewheel Steering Handwheel
The steering handwheels control the nosewheel steering angle up to 78o
Triple Indicator
degrees in either direction.
”ACCU PRESS” indicates the pressure in both blue brake accumulators.
When the rudder pedal disconnect pushbutton is pressed, the nosewheel
”BRAKES” indicates blue pressure delivered to left and right hand brakes. steering control by the pedals is disconnected.
Control Lever Rudder Pedals
The lever must be pulled before selecting one of the two possible positions. Manual braking is provided by the Captain and First Officer brake
When the landing gear is not downlocked in landing configuration, the red pedals.
arrow of the control lever comes on.
Page 6
Lufthansa
Technical Training
GENERAL
32−00
LANDING GEAR PANEL

RUDDER PEDALS
NOSEWHEEL STEERING
HANDWHEEL
(CAPT/FO) BRAKES PRESSURE INDICATOR
(TRIPPLE INDICATOR)
RUDDER PEDALS
DISCONNECT
PUSH BUTTON
ECAM SYSTEM DISPLAY
LANDING GEAR LEVER

FREE FALL SELECTORS
PARK BRK
DOWN
Page 7
Figure 3 System Control and Indication Lufthansa
Technical Training
LANDING GEAR A330/200−300
GENERAL
32−00
LANDING GEAR ECAM PRESENTATION

GENERAL
The ECAM display provides visual indications of the position of the landing
gear and doors.
The WHEEL page is automatically displayed:
S On ground with engine running. It disappears when take−off power is
applied.
S In flight when landing gear is selected ”DOWN” or below 800 ft radio
altitude. It disappears at engine shutdown.
Page 8
Lufthansa
Technical Training
LANDING GEAR A330/200−300
GENERAL
32−00
UP LOCK
L/G CLT
180 180
UP LOCK UP LOCK
220 220 220 220
220 220 220 220
Page 9
Figure 4 ECAM−Wheel Page Lufthansa
Technical Training
GENERAL
32−00
ECAM WHEEL PAGE OPERATION

Gear Indication
The status of each gear is indicated with triangles.
The left triangle shows the status of LGCIU1, the right triangle of LGCIU2.
A green triangle shows the status: Gear downlocked.
A red triangle shows the status: Gear unlocked (or transit).
If no triangle is shown: Gear uplocked.
Amber xxxx: No information available.
Page 10
Lufthansa
Technical Training
GENERAL
32−00
LANDING GEAR POSITION
LGCIU DETECT L/G DOWNLOCKED LIGHT OUT WHEN GEAR IS

UPLOCKED
BOTH GREEN
LGCIU DETECT L/G IN TRANSIT LGCIUS FAILED

XXXXX
BOTH RED
INDICATION DISCREPANCY
ONE GREEN SYMBOL IS ENOUGH
TO CONFIRM GEAR DOWNLOCKED
ONE GREEN
ONE RED
Page 11
Figure 5 ECAM−Wheel Page System Operation (1) Lufthansa
Technical Training
GENERAL
32−00
Door Indication
The actual door position are shown with stable lines on the page.
If the line is green, the status is: door closed.
If the line is amber half open, the status is: door is in transit.
If the line is amber fully open, the status is: Door is fully open.
Page 12
Lufthansa
Technical Training
GENERAL
32−00
LANDING GEAR DOOR POSITION
DOOR CLOSED AND LOCKED
GREEN CLOSED
DOOR IN TRANSIT
AMBER HALF OPEN
DOOR FULLY OPEN
AMBER FULLY OPEN

Page 13
Technical Training
GENERAL
32−00
WARNING OPERATION
Uplock warning
The „UPLOCK“-Indication comes on when the landing gear is downlocked but
the uplock-hook is closed.
Control warning
The „LDG-CTL“-warning comes on as a disagree-indication when is the gear is
not locked in the landing gear-leverposition 30 sec after selection.
Page 14
Lufthansa
Technical Training
GENERAL
32−00
GEAR- UPLOCK WARNING
APPEARS IF GEAR IS DOWNLOCKED BUT

UPLOCK GEAR UPLOCKHOOK IS CLOSED
AMBER
LANDING GEAR -CONTROL

WARNING
DISAGREE BETWEEN GEARLEVER AND
ANY LANDING GEAR AFTER 30 SEC DURING
LG CTL GEARCYCLE
AMBER
Page 15
Technical Training
GENERAL
32−00
BRAKE INDICATION DESCRIPTION

Brake Release Brake Temperature
Vertical bars are provided to indicate the release order to the brakes. Brake temperature indications are given in degrees Celsius.
They come on green in flight when L/G is extended provided ANTI-SKID is The indication is normally green.
valid The normally grey arc becomes green on the hottest wheel when one brake
They disappear and reappears on ground after touch down depending on temperature exceeds 100 degrees C.
release order to the brake. The indication becomes amber associated with an ECAM caution when the
They becomes amber in case of residual brake pressure. corresponding brake temperature exceeds 300 degrees C. In addition, the arc
The „R“-indication is always displayed in white. becomes amber on the hottest wheel.
Page 16
Lufthansa
Technical Training
GENERAL
32−00
BRAKE RELEASE SIGNS BRAKE TEMPERATURE IND.
GREEN IN FLIGHT WHEN L/G EXTENDED

AND ANTISKID IS AVAILABLE BRAKE TEMP < 100 DEGREES:
TEMP GREEN ARC GREY
ON GROUND: APPEARS AND DISAPPEARS
DEPENDING ON RELEASE ORDER TO THE
20
BRAKES
BRAKE TEMP > 100 DEGREES:

AMBER IN CASE OF RESIDUAL BRAKE TEMP GREEN; ARC GREEN ON
HOTTEST BRAKE
PRESSURE 110
BRAKE TEMP > 300 DEGREES:

”R“ RELEASE-INDICATION IS ALWAYS TEMP AND ARC (HOTTEST BRAKE) AMBER
DISPLAYED IN WHITE 310 + ECAM CAUTION WARNING
Page 17
Technical Training
GENERAL
32−00
Normal Braking
If NORMAL BRAKING is available, nothing is indicated.
If NORMAL BRAKING becomes unavailable the indication becomes amber.
If ANTI-SKID becomes unavailable, the indication becomes amber.
Automatic Braking
The AUTOBRAKE-indication becomes green when the system is available and
selected.
The indication becomes amber associated with an ECAM-CAUTION when the
AUTOBRAKE-System becomes unavailable. Then also the NORMAL
BRAKE-System gets lost.
Steering
NW-STEERING appears amber associated with an ECAM-CAUTION in case
of NOSE-WHEEL-STEERING failure detected by the BSCU (and during
ground towing) when A/SKID-and N/W-STRG-switch is off.
Page 18
Lufthansa
Technical Training
GENERAL
32−00
NORMAL BRAKING AUTOMATIC BRAKING
NO INDICATION WHEN NORMAL BRAKING GREEN WHEN AUTOBRAKE IS ARMED

SYSTEM IS AVAILABLE AUTO BRK
MED IN LO, MED OR MAX
NORM BRK AMBER IF BRAKING IS IN ALTERNATE MODE AMBER WHEN AUTOBRAKE IS

AUTO BRK NOT AVAILABLE
ANTI SKID SYSTEM NOSE WHEEL STEERING
AMBER WHEN N/W STEERING IS NOT

ANTI SKID AMBER WHEN ANTISKID IS NOT AVAILABLE NW STEER AVAILABLE
Page 19
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
GEARS AND DOORS
32−10

MAIN LANDING GEAR PRESENTATION
Leg Assembly Lock Stay Actuator
The main landing gear leg is the primary part of the main landing gear. The main landing gear lock stay actuator is attached at the fixed end to the
The main landing gear leg has attachments for: upper side stay link and to the lock stay links by the rod end.
S the side stay The lock stay actuator is hydraulically powered to overcenter the lock stay,
which prevents the side stay from folding.
S the main gear actuator
S the bogie beam Lock Springs
S the pitch trimmer A pair of tension springs are installed in the top channel of the upper side stay
S the torque links and are connected between the basic side stay and a lever on the lock stay.
S the articulating links. During the extension cycle the lock springs move the lock stay to an overcenter
position and keep it there.
Shock Absorber For removal and installation, special tools are required.
The shock absorber transmits the landing, take−off and taxiing loads to the
wing and absorb landing energy. Torque Links
The shock absorber is a capsule that includes the sliding tube. The torque links are attached to the main landing gear leg and the sliding tube
to prevent rotation of the bogie assembly.
It is an inverted oleopneumatic unit that is installed in the main fitting.
The upper torque link is attached to the main landing gear leg and the lower
Side Stay Assembly link to the sliding tube.
A side stay assembly holds the main landing gear in the extended position.
The side stay assembly includes a side stay, a lock stay, a lock stay actuator
and a pair of lock springs.
Lock Stay
The lock stay is the mechanical downlock for the main landing gear.
It is a two ”H” section links that move around a central pin.
A forked end attaches the lock stay to the basic side stay and a cardan joint
attaches it to the main fitting.
A ground−lock pin can be installed through the links of the lock stay when they
are in the overcenter position.
Page 20
Lufthansa
Technical Training
GEARS AND DOORS
32−10
SHORTENING LOCKSTAY ACTUATOR

MECHANISM
GEAR ACTUATOR
LOCK SPRINGS
LOCK STAY
LEG ASSY
SIDE STAY
ARTICULATING LINKS
PITCH TRIMMER
TORQUE LINKS SHOCK ABSORBER
BOOGIE BEAM
BRAKE ROD
Page 21
Figure 10 Main Landing Gear Lufthansa
Technical Training
GEARS AND DOORS
32−10
Actuator Shortening Mechanism
The main landing gear retraction actuator is attached at the fixed end of the The shortening mechanism, contained in the main fitting, is a mechanical
inboard side of the gears main fitting. linkage assembly in two parts:
The retraction actuator is connected at one end to the main fitting and at the S the drive links, that control the movement of the shock absorber
other end to a retraction bracket which pivots around the front pintle pin. S the main linkage, that moves the shock absorber capsule during extension
The retraction bracket is connected to the rear spar by a fixed link. and retraction.
During retraction of the main landing gear, with the overcenter lock released,
Pitch Trimmer
the shortening mechanism pulls the lower main link (with the shock absorber)
The pitch trimmer is installed between the main fitting and the upper links. up, which sufficiently decreases the length of the main landing gear leg, so that
A set of articulating links (two upper and one lower) connect the main fitting to it can go into the main gear bay.
the front of the bogie beam.
The green hydraulic system continuously supplies the pitch trimmer which
maintains the required geometry of the links during retraction sequence, take
off and landing phases.
Bogie Beam
A bogie beam is located at the lower end of the sliding member.
Each main landing gear has a four wheel bogie beam, which hinges around a
pin near the bottom of the sliding tube.
It has two axles for the wheels and brakes.
Uplock Assembly
The main landing gear uplock is a mechanical device that automatically locks
the main gear in the retracted position.
The uplock is closed mechanically and opened hydraulically in the normal
extension and retraction sequence.
The uplock can also be opened mechanically in the free fall extension.
Page 22
Lufthansa
Technical Training
GEARS AND DOORS
32−10
ADJUSTABLE LINK
UPLOCK ASSY
BELLCRANK
BELLCRANK
LINK
CONNECTING
LINK
SHORTENING
PIVOT
PIN
UPPER
LINK
SHORTENING
APEX PIVOT PIN
LOWER
LINK
Page 23
Figure 11 Main Landing Gear Lufthansa
Technical Training
GEARS AND DOORS
32−10
MAIN LANDING GEAR DOORS PRESENTATION

Main Door Assembly
The main landing gear doors are made of carbon fibre reinforced plastic with a
nomex honeycomb core.
Each main door is hinged at the keel beam and closes outboard.
A ramp on the door ensures that the main gear does not get caught on the
door during a free fall extension.
Fairing Door Assembly

The leg fairing door is attached to the main landing gear leg and operates with
it.
The hinged door is installed on a hinge on the lower wing surface.
An adjustable rod connects the hinged door to the MLG leg.
When the main gear operates, the rod operates the hinged door.
Door Actuator
The main landing gear door actuator operates the main door during the
extension and retraction sequences.
The door opens in sequence before movement of the main gear, but closes
when the main gear is uplocked or downlocked.
Door Uplock Assembly
The main landing gear door uplock is a mechanical device that automatically
locks the main landing gear doors in the closed position.
extension and retraction modes.
The uplock can also be mechanically opened for free fall extension and ground
door opening.
Page 24
Lufthansa
Technical Training
GEARS AND DOORS
32−10
HINGED DOOR
DOOR UPLOCK ASSY
ACTUATOR LEG FAIRING DOOR
MLG DOOR
Page 25
Figure 12 Main Gear Doors Lufthansa
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
MAIN LANDING GEAR
32−11

SHOCK ABSORBER DESCRIPTION
Shock absorber
The shock absorber is a self−contained unit which includes the sliding tube. It
is a telescopic, oleo−pneumatic unit which operates in two directions. Fluid and
gas are contained in the shock absorber, without separation.
The shock absorber has a gland that includes two dynamic seals (installed one
above the other). Usually only the top seal seals the gland. If a hydraulic
leakage occurs around the top seal, the lower seal can become the in use seal.
To do this, the changeover valve is manually operated.
Access to the seal changeover valve is through a hole in an access panel on
the rear face of the main fitting. It is necessary to de−pressurize the shock
absorber to align the valve with the hole in the access panel.
The shock absorber has an oil level tube in the top, that prevents an incorrect
level of hydraulic fluid during maintenance. It also has two valves, one at the
top and one at the bottom. The top valve is used to charge the shock absorber
with nitrogen and the bottom valve is to fill the shock absorber with hydraulic
fluid. A bleed screw at the top lets gas release from the annulus when the
shock absorber is initially filled.
The primary components of the shock absorber are a piston and a cylinder
(sliding tube). The bleed valve, the top fill/charge valve and the oil level tube
are installed at the top of the piston for maintenance.
Page 26
Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
BLEED
SCREW
MAIN FITTING CYLINDER CHAMBER
LOWER BEARING ASSY
NITROGEN CHARGE VALVE
OIL LEVEL TUBE CYLINDER (SLIDING TUBE)
PISTON
PISTON CHAMBER
OIL FILLING VALVE

GLAND
UPPER BEARING
BOGIE BEAM ATTACHMENT
BISTABLE DAMPING VALVE
Page 27
Figure 13 MLG Shock Absorber Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
SHOCK ABSORBER OPERATION

Compression
During the compression stroke, the cylinder moves up around the piston. Thus
the volume in the cylinder chamber decreases.
The hydraulic fluid in the cylinder chamber goes through the holes in the
restrictor of the bistable damping valve. This increases the pressure in the
piston chamber.
At the same time the hydraulic fluid goes around the snubber which is held
against the outstop to give a full flow. As the hydraulic fluid flows into the piston
chamber, the gas compresses to absorb the compression load.
If the compression stroke is fast, the restrictor piston in the bistable damping
valve lifts to give an increased flow.
Recoil
The pressure in the piston chamber forces the hydraulic fluid to return to the
cylinder chamber, through the bistable damping valve.
At the same time, the volume of the recoil chamber is decreased. This forces
the hydraulic fluid in the recoil chamber through the small holes in the snubber.
As the cylinder (sliding tube) extends, seals against the piston seal close ports
in the piston to decrease the flow from the recoil chamber. Thus the recoil
slows at the end of the shock absorber extension stroke.
The recoil stroke is complete when the shock absorber gets to its static position
(when the static weight of the aircraft is the same as the load in the shock
absorber).
Page 28
Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
GAS PISTON
PISTON
SEAL
HYDRAULIC FLUID PISTON
GAS CHAMBER
SEAL SEAL
HYDRAULIC FLUID PISTON RECOIL
CHAMBER CHAMBER
SEAL
RECOIL OUTSTOP
CHAMBER
CYLINDER SLIDING
TUBE
OUTSTOP
CYLINDER SLIDING SNUBBER
TUBE (DECREASED FLOW)
SNUBBER
(FULL FLOW) SEAL
SEAL
RESTRICTOR
PISTON
PISTON EXTENSION
RESTRICTOR CHAMBER STROKE
PISTON
COMPRESSION SEAL
STROKE
OUTSTOP
CYLINDER SLIDING
TUBE
BISTABLE DAMPING
VALVE CONDITION FOR SLIDING TUBE SHOWN AT THE
FAST CLOSURE RATE END OF THE EXTENSION STROKE
DECREASED FLOW
RATE FROM THE RECOIL CHAMBER
Page 29
Figure 14 Shock Absorber Operation Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
SEAL CHANGE OVER VALVE DESCRIPTION AND

OPERATION
To prevent external leakage at the piston cylinder interface, two gland seals are
housed in tandem.
The second seal acts as back−up and is activated manually without any
disassembly of the shock absorber unit.
In the normal operating mode, the first seal performs the sealing function while
the second seal is de−energized as it has hydraulic pressure on both sides.
In the event of failure of the first seal, the second seal is energized by closing
the change−over valve.
The change−over valve is accessible when shock absorber is in the fully
compressed position.
NOTE: The centerline landing gear (A340 ONLY) and the nose landing
gear are also equipped with Change Over Valves.
Page 30
Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
CLOSE IMAGE
NUT
BLEED SCREW
VALVE SPINDLE
VALVE OPEN
VALVE CLOSED
PISTON
A
CYLINDER SEAL DEACTIVATED
GLAND SEAL (SLIDING TUBE)
ACTIVE
GLAND SEAL SEAL ACTIVATED

GLAND
PASSIV
MAIN FITTING
SPARE SEAL
ENERGISED
Page 31
Figure 15 Change Over Valve Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
SHORTENING MECHANISM DESCRIPTION/OPERATION

Description
The shortening mechanism decreases the overall length of the MLG leg during
the retraction of the MLG. To do this it pulls the sliding tube up into the main
fitting. The shortening mechanism includes a link assembly and a system of
mechanical links.
Operation
Because of the geometry of the link assembly attachment, forces are made on
the shortening mechanism.
During retraction these forces are transmitted (from the wing structure) through
the link to the bellcrank lever which pushes the connecting link to turn the
upper link.
As the upper link starts to turn it breaks the overcenter lock and draws the
lower link up. This pulls the shock absorber up into the main fitting which
decreases the length of the MLG so that it can go into the MLG bay.
During extension the linkage reacts the weight of the bogie which tries to pull
the shock absorber down inside the main fitting.
As the L/G extends, the geometry of the shortening mechanism lets the linkage
unfold. This controls the movement of the shock absorber inside the main
fitting.
As the L/G nears the fully extended position, the lower links move to the
overcenter position. The force from the hydraulic link then pulls the links onto
the stop pad.
The upper and lower links are now in the locked down position to transmit
shock absorber loads to the main fitting.
Page 32
Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
MLG DOWNLOCKED Mess.Dow

Short-Mec
Animation
AIRFRAME ATTACHMENT Mess.Dow

ADJUSTABLE LINK Short-Mec
Video
BELLCRANK
Short-Mec
PPS
BELLCRANK LINK
CONNECTING LINK SHOCK ABSORBER

PISTON
SHORTENING PIVOT PIN

UPPER LINK
SHORTENING APEX
OVERCENTER STOP PIVOT PIN
LOWER LINK
SHOCK ABSORBER
PIVOT POINTS
MLG UPLOCKED
Page 33
Figure 16 Shortening Mechanism (in Detail) Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
MLG COMPONENT DESCRIPTION

Boogie Beam
Each MLG has a four−wheel bogie beam, which turns around a pin near the
bottom of the sliding tube. It has axles for the wheels and brakes. The axles
are hollow and have equipment, such as tachometers, installed internally. A
brake rod between the bottom of the sliding tube and each brake transmits the
torque loads from the brakes to the sliding tube.
Articulating Links
A set of articulating links (two upper and one lower) connect the main fitting to
the front of the bogie beam. The pitch trimmer is installed between the main
fitting and the upper links.
Page 34
Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
PITCH TRIMMER
MLG LEG
ARTICULATING LINKS
PITCH TRIMMER
TORQUE LINKS
UPPER ARTICULATING LINK
BOOGIE BEAM
BRAKE ROD
LOWER ARTICULATING LINK
Page 35
Figure 17 Pitch Trimmer and Links Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
PITCH TRIMMER DESCRIPTION

General Operation
The pitch trimmer is a hydraulically powered actuator. The pitch trimmer has Hydraulic pressure is continuously supplied to the pitch trimmer when the
three functions, with the help of the articulating links, it: Green hydraulic system is pressurized. When there is no mechanical force on
S turns the bogie beam to keep the rear wheels on the ground so that the the pitch trimmer, hydraulic pressure causes the piston rod to stay in the
aircraft can rotate at a large angle during takeoff retracted position.
S puts the bogie beam into its correct position for the retraction sequence When the piston is forced to extend, hydraulic fluid goes through the holes in
when the aircraft is airborne the piston rod and through the flow−control orifice. At the same time, the
movement of the piston rod moves the damping ring to permit a flow of fluid
S decreases the speed at which the bogie beam moves during aircraft
through this orifice to the bore of the piston rod.
movement on the ground.
When the external force is released from the end fitting, the Green hydraulic
Description system pressure causes the piston rod to retract. This movement moves the
The pitch trimmer has a cylinder, a piston rod and a damping tube. damping ring onto its seat and the flow of fluid through this orifice is prevented.
Thus, the fluid is forced to go through the flow−control orifice to make sure that
The cylinder includes a pair of lugs for connection to the main fitting, a
the piston rod does not retract too quickly.
hydraulic connection with a restrictor and an atmospheric vent.
Two bleed screws are installed on the cylinder. They permit the bore of the
cylinder and the bore of the piston to be bled. The piston has an end fitting at
one end, that connects it to the upper articulating links, and a piston head at
the other.
A set of holes in the piston rod permit the transmission of hydraulic fluid
between the bore of the cylinder and the bore of the piston.
The damping tube is attached to the closed end of the cylinder. There is a flow
control orifice in the damping tube and a damping ring between the damping
tube and the piston. The damping ring permits a flow of fluid during extension
of the piston rod but prevents a flow during its retraction.
Page 36
Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
GREEN HYDRAULIC SUPPLY

PRESSURE RETURN
A C
MAIN FITTING ATTACHMENT
SAFETY VALVE
CYLINDER CONTROL MANIFOLD
HYDRAULIC CONNECTION
CHECK VALVE
RELIEF VALVE
BLEED SCREWS
ARTICULATING LINK ATTACHMENT
BOGIE ALIGNMENT PITCH TRIMMER
Page 37
Figure 18 Pitch Trimmer Operation Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
Safety Valve (Fuse)
The safety valve prevents a loss of hydraulic fluid from the hydraulic system, if
a large leakage occurs downstream of the safety valve
During normal operation, hydraulic fluid goes from the inlet, through the valve
body to the outlet port.
If the flow rate through the valve increases to more than a specified limit (which
can be calculated as a large leak downstream), it decreases the pressure
inside the valve and the outlet is sealed.
If the hydraulic pressure in the safety valve decreases to a set pressure, the
valve automatically goes back to its normal condition. The valve can also be
put back to its normal condition manually, when the hydraulic pressure is less
than a specified limit.
When the PUSH TO RESET button is pressed the valve also goes back to its
normal position.
Page 38
Lufthansa
Technical Training
MAIN LANDING GEAR
32−11
SAFETY VALVE
SAFETY VALVE
SPRING
CHECK VALVE
RESET BUTTON
RELIEF VALVE
COMPLETE PITCH TRIMMER MANIFOLD ASSY
Page 39
Figure 19 Safety Valve Lufthansa
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
GEARS AND DOORS
32−20

NOSE LANDING GEAR PRESENTATION
The nose landing gear, with a twin wheel axle, is installed in the forward The tension downlock springs keep the lock stay in its overcenter, locked
fuselage and retracts forward into the nose landing gear bay. position, when the nose landing gear is extended.
Leg Assembly Torque Links
The landing gear leg consists of a main fitting with a sliding tube assembly that The torque links are designed to react to the torque along the vertical centerline
includes the axle and a shock absorber with a wheel steering assembly. in the event of unequal wheel loading or when turning the aircraft.
The main fitting comprises the following parts:
Retraction Actuator
S a barrel,
The nose landing gear retraction actuator is attached to the gear leg at the
S a cross member, piston rod end and to the nose landing gear bay roof at the fixed end.
S two side stays,
Downlock Actuator
S two aircraft attachment lugs.
The nose landing gear is fitted with a downlock actuator to operate the lock
Shock Absorber links between the drag stay and the main fitting.
The nose landing gear has an oleo−pneumatic shock absorber that decreases During retraction, the downlock actuator releases the overcenter lock of the
the landing, take−off and taxiing loads that are transmitted to the aircraft lockstay.
structure. The shock absorber comprises the main fitting (with a piston stop During extension, the tension of the downlock springs and the hydraulic
tube) and the sliding tube (which moves vertically in the main fitting). pressure of the downlock actuator unfold the lock stay and the drag stay until
they reach their overcenter position.
Drag Stay Assembly
A drag stay assembly is installed between the underfloor of the pressure Uplock Assembly
bulkhead and the front of the main fitting. The drag stay assy keeps the nose The nose landing gear uplock is a mechanical device that automatically locks
landing gear leg rigid when it is in the extended position and includes a lock the nose landing gear in the retracted position.
stay, a downlock actuator and a pair of downlock springs.
Lock Stay extension and retraction sequence.
The lock stay is installed between the main fitting and the center pivot point of The uplock can also be opened mechanically for the free fall extension.
the drag stay. It has an upper link and a lower link.
Steering Actuator
The lock stay holds the drag stay in a straight configuration when the nose
The nose wheels are steered by twin, double acting hydraulic actuators which
landing gear is extended. A ground−lock pin can be installed in the center pivot
pivot on attachments on the main fitting.
of the lock stay when the nose landing gear is downlocked.
Hydraulic Swivel Valve
Lock Springs
The hydraulic swivel valve isolates the Green hydraulic pressure from the
A pair of tension downlock springs are connected between the upper link of the
System when the the NLG is retracted and connects the System to the return
lock stay to the front of the main fitting.
Page 40 line of the Green hydraulic system.
Lufthansa
Technical Training
GEARS AND DOORS
32−20
RETRACTION ACTUATOR
UPLOCK ASSY
HYDRAULIC SWIVEL VALVE
DOWNLOCK ACTUATOR
UPPER DRAG STAY

PINTLE PIN
LOCK STAY
DRAG STAY ASSY
UPLOCK PIN
LOCK SPRINGS
LOWER DRAG STAY

LEG ASSY
STEERING ACTUATOR
TORQUE LINKS
SHOCK ABSORBER
Page 41
Figure 20 Nose Landing Gear Lufthansa
Technical Training
GEARS AND DOORS
32−20
NOSE LANDING GEAR DOOR PRESENTATION

The nose landing gear doors are made from carbon fibre reinforced plastic with
nomex honeycomb core.
Main Door Assembly

Each forward door hinges at the forward side of the nose landing gear bay, to
close inward to a dual−hooked uplock at the front of the bay.
A nose landing gear door actuator independently operates each forward door.
Aft Door Assembly

Each aft door has hinges at its outer edge. Adjustable rods connect the rear
doors to the nose landing gear leg.
Nose Leg Door

The fixed fairing, at the rear of the nose landing gear leg is the shape of the cut
out in the two forward doors.
Door Uplock Assembly
The nose landing gear door uplock is a mechanical device that automatically
locks the nose landing gear doors in the closed position.
The uplock can also be mechanically opened for free fall extension and ground
door opening.
Page 42
Lufthansa
Technical Training
GEARS AND DOORS
32−20
NLG DOOR
UPLOCK ASSY
AFT DOORS
MAIN DOORS
LEG DOOR
Page 43
Figure 21 Nose Gear Doors Lufthansa
Technical Training
GEARS AND DOORS
32−20
NLG COMPONENTS DESCRIPTION AND OPERATION

SHOCK ABSORBER
General
The shock absorber is a telescopic strut, made from the main fitting and the
sliding tube, which operates in two directions. The chambers of the shock
absorber contain gas and hydraulic fluid. The gas compresses to absorb the
loads made during landing, taxi and takeoff. The movement of fluid between
the chambers is controlled to decrease the speed at which the shock absorber
operates. Fluid flow through restricting holes in the diaphragm controls the
compression stroke. Fluid flow through a plate valve controls the extension
stroke.
Description
The inner tube attaches to the top of the main fitting and includes an inflation
valve which permits pressurization of the first stage gas chamber. Holes in the
side wall of the inner tube permit fast separation of the gas and the hydraulic
fluid during the extension of the sliding tube. A diaphragm at the bottom of the
inner tube includes restricting holes.
A hole in the center of the diaphragm lets a metering tube (that attaches to the
bottom of the compression chamber) move through it during shock absorber
operation. The metering tube has tapered channels along its length that
increase its damping effect through the diaphragm as the shock absorber
compresses. A plate valve, below the lower diaphragm, controls the flow of
fluid from the recoil chamber to the compression chamber.
The sliding tube is the part of the shock absorber that moves. Its external
surface is chromed to give it wear resistance where it goes through the upper
guide and the lower guide. The sliding tube includes the compression chamber
of the shock absorber at its top end. At its lower end it includes a cylinder
which incorporates an inflation valve. Inside the tube is a sealed floating piston.
The space below the floating piston makes the second stage gas chamber and
the space above makes the recoil chamber.
An upper and a lower cam between the sliding tube and the inner tube makes
sure that the nose wheels are correctly aligned (when the NLG is off the
ground). They also make a travel stop during operation of the shock absorber.
Page 44
Lufthansa
Technical Training
GEARS AND DOORS
32−20
INFLATION VALVE
INNER TUBE
FIRST STAGE GAS CHAMBER

MAIN FITTING
DIAPHRAGM UPPER GUIDE
COMPRESSION CHAMBER
METERING TUBE
LOWER DIAPHRAGM
COMPRESSION CHAMBER
PISTON
CYLINDER
SLIDING TUBE
SECOND STAGE GAS CHAMBER

INFLATION VALVE
Page 45
Figure 22 NLG Shock Absorber Lufthansa
Technical Training
GEARS AND DOORS
32−20
OPERATION
Compression Extension
During the compression stroke, the sliding tube is pushed into the main fitting. With the compression load on the sliding tube removed, the hydraulic pressure
Hydraulic fluid goes through the restricting holes in the restrictor and pushes the sliding tube out of the main fitting.
diaphragm and opens the plate valve. The plate valve closes and restricts the return flow of hydraulic fluid in the
The hydraulic fluid pushes down the floating piston which decreases the compression chamber.
volume in the second stage gas chamber. This, together with the flow of hydraulic fluid through the restrictor and holes in
The decreasing volumes in the first and second stage gas chambers increases the diaphragm, restricts the speed of the extension stroke.
the gas pressure which absorbs the compression load. The extension stroke is complete when the shock absorber gets back to its
The metering tube increases the restriction to hydraulic fluid flow around the static position (when the static reaction load on the NLG is the same as the
metering tube in the compression chamber in proportion to the stroke. load in the shock absorber).
Page 46
Lufthansa
Technical Training
GEARS AND DOORS
32−20
FIRST STAGE INFLATION VALVE

Shock
Absorber
PPS
FIRST STAGE GAS CHAMBER
INNER TUBE
MAIN FITTING
COMPRESSION CHAMBER
METERING TUBE
DIAPHRAGM
SEAL CHANGEOVER VALVE
RECOIL CHAMBER
FLOATING PISTON
SLIDING TUBE
SECOND STAGE GAS CHAMBER SECOND STAGE INFLATION VALVE
HYDRAULIC FLUID
COMPRESSION
NITROGEN EXTENSION
Page 47
Figure 23 NLG Absorber Operation Lufthansa
Technical Training
GEARS AND DOORS
32−20
DRAGSTAY ASSEMBLY
The dragstay assembly includes these components:
S a dragstay
S a lock stay
S a downlock actuator (Ref. 32−31−00)
S a pair of downlock springs.
Dragstay
A center pivot pin connects the upper and lower links. The upper link is an H
section, with a pair of attachment lugs at each end. The lower link has two
attachment lugs at the top and a single lug at the bottom. The center pivot is
also the uplock roller.
Lock Stay
The lock stay is installed between the main fitting and the center pivot of the
drag stay. It has an upper link and a lower link. There is a mechanical,
overcenter stop that operates between the two links.
The lock stay holds the drag stay rigid, when the NLG is extended.
Downlock Springs
A pair of tension downlock springs connect the upper link of the lock stay and
the front of the main fitting. These tension springs keep the lock stay in its
overcenter, locked position, when the NLG is extended.
Dressings
The dressings are the hydraulic and electrical lines on the NLG. Support blocks
in band clamps, pipe joints or manifolds hold the rigid pipes and P−clips.
Line−support blocks, brackets or manifolds hold the flexible parts.
Page 48
Lufthansa
Technical Training
GEARS AND DOORS
32−20
AIRCRAFT ATTACHMENT DOWNLOCKACTUATOR

ATTACHMENT
UPPER LOCKLINK
UPPER DRAGSTAY
DOWNLOCK ACTUATOR
LOWER LOCKLINK
LOCKSTAY
LOCKSPRING
ATTACHMENT
LOWER DRAGSTAY LOCKSPRINGS

GROUND LOCKPIN
DRAGSTAY ATTACHMENT
NOSE LEG ATTACHMENT

Page 49
Figure 24 NLG Lock Stay Lufthansa
Technical Training
GEARS AND DOORS
32−20
MLG DOOR GROUND OPENING DESCRIPTION

Main Door
The Main Door has a ground door opening system that comprises these
primary components:
S a ground door opening handle
S a bi−stable mechanism
S a bypass valve,
S a door uplock.
The ground door opening handle is located forward of the Main Landing Gear
bay. This location places the operator in a safe position with a clear view of the
door travel.
The handle is connected through a push−pull cable to a lay shaft at the
outboard side of the Main Landing Gear bay.
The bi−stable mechanism is at the forward end of the lay−shaft. The rods for
the bypass valve and main door uplock are at the rear.
The bi−stable mechanism makes sure that the bypass valve can only stay in
the fully open or closed position.
The handle also makes the other rod on the layshaft turn a splined shaft on the
door uplock, which releases the uplock hook and enables the Main Door to
open by gravity.
Page 50
Lufthansa
Technical Training
GEARS AND DOORS
32−20
Doors
Ground
BYPASS VALVE Opening
BI-STABLE MECHANISM
PUSH PULL CABLE
RELEASE LEVER
GROUND DOOR
OPENING HANDLE
MLG DOOR UPLOCK
PULL TO UNLOCK
LOCK PIN
Page 51
Figure 25 MLG Door opening mechanism Lufthansa
Technical Training
GEARS AND DOORS
32−20
NLG DOOR GROUND OPENING DESCRIPTION

Nose Door
The forward doors of the Nose Landing Gear have a ground door opening
system that comprises these primary components:
S a ground door opening handle,
S a bi−stable mechanism,
S a bypass valve,
S a door uplock.
The ground door opening handle is located in a housing in the aft bulkhead of
the Nose Landing Gear bay. This location places the operator in a safe position
with a clear view of the door travel.
The handle is connected trough a spindle and a push−pull cable to the forward
door uplock.
The bi−stable mechanism is connected to the spindle and makes sure that the
bypass valve can only stay in the fully open or the fully closed position.
Page 52
Lufthansa
Technical Training
GEARS AND DOORS
32−20
LOCKING PIN
PUSH-PULL CABLE TO
DOOR UPLOCK BYPASS VALVE
OPERATING ROD
HANDLE
BI-STABLE
MECHANISM
BELLCRANK
NLG REAR
BULKHEAD
Page 53
Figure 26 Door Ground Opening (Nose Gear) Lufthansa
Technical Training
GEARS AND DOORS
32−20
BYPASS VALVE HYDRAULIC FUNCTION

During operation of the normal extension and retraction system, hydraulic fluid
goes through the bypass valve between ports B and C.
When the ground door opening handle is operated, port B is closed to stop the
supply pressure.
Port C is connected to port A to let hydraulic fluid go freely between each side
of the door actuator.
A baulk in the bypass valve locks the movement of the ground door opening
handle in the ”open” position until the green hydraulic system is pressurized.
This makes sure that the doors can only be closed when the handle can be
moved to the ”close” position.
Page 54
Lufthansa
Technical Training
GEARS AND DOORS
32−20
BYPASS VALVE OPERATED BYPASS VALVE IN NORMAL OPERATION
DOOR UPLOCK
UNLOCKED TO/FROM THE
MANUALLY OTHER DOOR
TO/FROM THE
DOOR BYPASS OTHER DOOR
ACTUATOR BAULK DOOR UPLOCK
ENGAGED
A B
DOOR BYPASS
ACTUATOR BAULK
C BYPASS
VALVE A B
C BYPASS
VALVE
DOOR OPEN
DOOR CLOSE
SELECTOR AND
DOOR CLOSE
MANIFOLD ASSY
SELECTOR AND
MANIFOLD ASSY DOOR OPEN
SYSTEM UNPRESSURIZED SYSTEM PRESSURIZED
Page 55
Figure 27 Hydraulic Function Bypass Valve Lufthansa
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
GEARS AND DOORS
32−30
DESCRIPTION
General
The Extension and Retraction System extends and retracts the Landing Gear
(L/G). The system is divided into two sub−systems:
S the Normal Extension and Retraction System
S the Free Fall Extension System
The Normal Extension and Retraction System is usually used to extend and
retract the L/G. The system is electrically controlled and hydraulically operated.
The hydraulic supply is from the Green Main Hydraulic Power System and a
Landing Gear Control and Interface Unit (LGCIU) controls the sequence of
operations. A L/G control lever is used to make the necessary extend or retract
selections.
The Free Fall Extension System extends the Nose Landing Gear (NLG) and
the Main Landing Gear (MLG) if the Normal Extension and Retraction System
is not available. The system is electrically controlled and mechanically
operated. Switches are used to make the necessary extend selection.
The centerline landing gear (CLG) stays retracted when the Free Fall System
is used. (A340 only)
Page 56
Lufthansa
Technical Training
GEARS AND DOORS
32−30
GREEN
STEERING MAIN
EFCS HYD
POWER
CMS
EXTENSION FREE
AND FALL
RETRACTION EXT
EIS
NORMAL
BRAKING
ADIRS NORM
EXT
&
RETR
POSITION CENTERLINE
AND GEAR
WARNING A340 only
CENTER DC
NOSE MAIN GEAR ELECTR
GEAR GEAR A340 LOAD
CWS ONLY DISTRIB
CENTER
NOSE MAIN GEAR
GEAR GEAR DOORS
DOORS DOORS A340
ONLY
Page 57
Figure 28 Interfaces Lufthansa
Technical Training
GEARS AND DOORS
32−30
GEAR NORMAL EXT./RETR. DESCRIPTION

General RETRACTION
The landing gear and door actuation is electrically signalled by one of the two
Doors open
Landing Gear Control and Interface Units.
All hydraulically operated doors start to open and are held in the fully open
The electrical wirings to the Landing Gear Control and Interface Units are
position by the door actuators. Proximity sensors indicate that doors are in the
duplicated with segregated routings.
fully open position and:
These computers also control the sequencing of the gears and doors during
S Speed below 280 kts
extension and retraction sequence.
S Any gear locked down
Landing Gear Control and Interface Units receive position information from
proximity sensors and command orders from the landing gear lever. S Free fall system at reset (Hydraulic supply available)
Both Landing Gear Control and Interface Units simultaneously send landing Gear Locked up
gear and door position to the ECAM wheel page.
S All doors fully open
The correct operation of the landing gear and doors is detected by proximity
S Nose gear shock absorber extended
sensors and indicated to the ECAM and landing gear indicator panel.
S Centerline gear shock absorber extended (A340 only)
NOTE: During retraction the main wheel bogie beam should be
S Nose wheel steering centered
horizontal and not in the trail position.
S LH & RH trimmer angle
The hydraulic supply is taken from the green system via the safety valve and
the cut out valve. On retraction, the shortening mechanism moves the bogie beam and holds it in
the horizontal position for entering the main gear bay.
The safety valve is operated by dual solenoids and is energized to open.
S LH & RH bogie trail absent
The safety valve is de−energized when the calibrated airspeed increases
above 280 kts. Landing gear legs retract into their respective stowage bays and are uplocked.
It is energized to open when the gear is selected down and speed is below 280 Proximity sensors indicate that the gear uplocks are locked.
kts.
Doors closed
Selection All hydraulically operated doors are closed and uplocked.
The gear is extented and downlocked; hydraulically operated doors are closed Proximity sensors indicate that the door uplocks are locked.
and uplocked. S ALL gear locked up
The baulk solenoid gets energized if the several sensors detect flight condition: The safety valve is de energized when the calibrated airspeed increases above
S Nose gear shock absorber extended 280 knots.
S Centerline gear shock absorber extended (A340 only) The complete landing gear hydraulic system is then depressurized.
S Nose wheel steering centered
S LH RH bogie trail angle with gear locked down
NOTE: At each gear UP selection there is a change over from LGCIU 1
to LGCIU 2 or vice versa.
Page 58
Lufthansa
Technical Training
GEARS AND DOORS
32−30
PROXIMITY SENSOR SIGNALS VIDEO
UNLK
GROUND OPENING
VENT VALVES GEAR BYPASS VALVE
DOORS
28 V
UNLK UNLK UNLK SUPPLY D LEFT LEFT
A340 only SELECTORS D RIGHT RIGHT

LGCIU 1 FUSE (2)
GEARS NOSE NOSE
Door
close CENTER
CENTER
LINE LINE
BAULK
A340 only A340 only
DOORS
LGCIU 2 Pitch Trimmer Nose Wheel Steering
Swivel Valve
SAFETY VALVE
28 V CUT OUT VALVE FUSE
SUPPLY GREEN
HYDRAULIC
ECAM
2 1 SUPPLY
ADIRS 2 < 280 KTS ADIRS 1 < 280 KTS
GROUND (LGCIU2) GROUND (LGCIU1)
OR OR
L/G−LEVER DWN L/G−LEVER DWN
D DELAY VALVE AND AND
GREEN RETURN
Page 59
Figure 29 Gears and Doors Operation (1) Lufthansa
Technical Training
GEARS AND DOORS
32−30
EXTENSION
System Depressurized
S Speed below 280 kts
S Free fall system at reset (Hydraulic supply available)
S Landing gear control lever is selected DOWN:
Doors Open
All hydraulically operated doors start to open and are held in the fully open
position by the door actuators.
Proximity sensors indicate that the doors are in the fully open position.
Gear Locked Down
Landing gear is extended and downlocked.
Proximity sensors indicate the downlock condition of the gear.
Doors Closed
All hydraulically operated gear doors are closed and uplocked.
Proximity sensors indicate that the door uplocks are locked.
S Main and nose gears locked down
S Centerline gear locked down or locked up
The GEAR EXTEND lines are depressurized when the doors move away from
fully open.
Page 60
Lufthansa
Technical Training
GEARS AND DOORS
32−30
PROXIMITY SENSOR SIGNALS
UNLK
GROUND OPENING
VENT VALVES GEAR BYPASS VALVE
DOORS
28 V
UNLK UNLK UNLK SUPPLY D LEFT LEFT
A340 only SELECTORS D RIGHT RIGHT

LGCIU 1 FUSE (2)
GEARS NOSE NOSE
Door
close CENTER
CENTER
LINE LINE
BAULK
A340 only A340 only
DOORS
LGCIU 2 Pitch Trimmer Nose Wheel Steering
Swivel Valve
SAFETY VALVE
28 V CUT OUT VALVE FUSE
SUPPLY GREEN
HYDRAULIC
ECAM
2 1 SUPPLY
GROUND (LGCIU2) GROUND (LGCIU1)
OR OR
L/G−LEVER DWN L/G−LEVER DWN
D DELAY VALVE AND AND
GREEN RETURN
Page 61
Figure 30 Gears and Doors Operation (2) Lufthansa
Technical Training
GEARS AND DOORS
32−30
LANDING GEAR SYSTEM OPERATION

The L/G Normal Extension and Retraction system divides into these parts: The LGCIU also has these secondary functions, it:
S An electrical system, S controls the operation of the baulk solenoid in the L/G control lever
S a hydraulic system, S supplies gear and door position and system configuration data to other
S the mechanical components. systems
S interfaces with the Central Maintenance System and the Central Warning
Electrical system System
The electrical system controls the operation of the L/G extension and retraction S monitors the control circuits to find failures and causes
sequences. The system has two independently connected sub−systems,
S permits automatic tests to be done.
identified SYSTEM 1 and SYSTEM 2 that are electrically isolated from each
other. Each sub−system contains an LGCIU and a number of proximity The proximity sensors are electronic position indicators and are installed on the
sensors. The two sub−systems independently connect to: mechanical components of each L/G. There are two sensors in each position.
One sensor sends signals through SYSTEM 1 and the other sends signals
S the L/G control lever
through SYSTEM 2.
S the L/G door selector valve
There are sensors to show the configuration of these components:
S the L/G selector valve
S each L/G uplock and each L/G downlock
S the L/G isolation safety valve
S each L/G door uplock and each L/G door (open position)
The LGCIUS are identified LGCIU1 and LGCIU2. The units are the same as
S the CLG shock absorber (extended)
each other and can be installed in either SYSTEM 1 or SYSTEM 2. The LGCIU
installed in SYSTEM 1 controls the operation of an independent circuit for the S the NLG shock absorber (extended)/wheels (center position)
L/G downlock indicator lights. When an LGCIU is installed in SYSTEM 2 the S the MLG shortening mechanism downlock
independent circuits for the L/G downlock indicator lights are not used. S the MLG pitch trimmer
Each LGCIU is continuously supplied with power but only one LGCIU controls S the MLG bogies (trailed position).
the operation of the extension/retraction sequence at any one time. Control
The NLG and MLG downlocks have a third proximity sensor. These connect to
changes from one LGCIU to the other after each retraction/extension cycle
an independently wired circuit in SYSTEM 1 with an independent power supply.
(when the L/G control lever is moved away from the DOWN position) or when
The signals from these sensors make the NLG and MLG green lights come on,
one becomes unserviceable.
on the L/G downlock−indicator lights (panel 312VU).
The LGCIU is a computer that gets position signals from the proximity sensors
The L/G control lever has two positions, UP to retract the L/G and DOWN to
and the L/G control lever. It uses these signals to set the L/G door and L/G
extend the L/G. When a selection is made, signals are sent to the LGCIUs. The
selector valves in the necessary position. The LGCIU calculates the necessary
L/G control lever has a baulk device which stops movement of the lever to the
door and gear configuration signals and compares them with the configuration
UP position:
requested from the L/G control lever.
S when the aircraft is on the ground
S when the L/G is not in the correct configuration for retraction.
Each LGCIU makes a signal to operate the baulk device and lets the lever be
moved to the UP position.
Page 62
Lufthansa
Technical Training
GEARS AND DOORS
32−30
MLG LEFT CLG NLG MLG RIGHT

PROXIMITY PROXIMITY PROXIMITY PROXIMITY
SENSORS SENSORS SENSORS SENSORS
A340 ONLY
LGCIU LGCIU INDICATION

1 2 LIGHTS
L/G
LANDING GEAR CONTROL
ENGINE/WARNING DISPLAY DOWNLOCK LEVER
INDICATOR
ADIRS
GREEN MAIN
HYDRAULIC POWER
SYSTEM
1 1 2 3
2 SAFETY
4 3 4 5
6
6 5 VALVE
WHEEL
FM8 32 31 00 0 AAM0 01
L/G L/G DOOR

TAT − 39 C
SAT + 18C
ZFW 171000KG
23 H 56
GW 251000 KG
CG 28.1 %
SELECTOR SELECTOR
VALVE VALVE
SYSTEM DISPLAY LANDING GEAR

WHEEL PAGE CONTROL LEVER
Page 63
Figure 31 Electrical Interface Lufthansa
Technical Training
GEARS AND DOORS
32−30
Hydraulic Systems
The hydraulic system includes: The L/G door selector valve 81GA and the L/G selector valve 82GA operate
S actuators that move the mechanical L/G components independently from each other.
S electro−hydraulic valves that control the operation of the actuators Each L/G bay has a mechanically−operated door−bypass valve to let
maintenance personnel open the L/G doors on the ground for access. These
S mechanically operated valves that permit the doors to be opened on the
valves isolate the door actuator from the doors close pressure line and
ground
hydraulically connect the two sides of the actuator together. This prevents
S mechanically operated valves for the Free Fall Extension System. movement of the doors if the system is pressurized and makes the system safe
Each L/G has these actuators: during maintenance.
S a gear actuator The mechanically operated valves (cut−out and vent valves) for the Free Fall
S a gear downlock actuator Extension System prevent a hydraulic lock in the actuators. This permits
gravity to extend the L/G.
S a gear uplock actuator
S one or two door actuators
S a door uplock actuator.
Pressurized hydraulic fluid extends and retracts the actuators to move the
related mechanical components. The pressurized fluid is sent to the actuators
through the electro−hydraulic valves. The LGCIU controls the sequence of
operations of the electro−hydraulic valves. These electro−hydraulic valves are
installed in the system:
S a L/G isolation safety valve 85GA
S a selector valve and manifold assembly 5280GA, which includes a L/G door
selector valve 81GA and a L/G selector valve 82GA.
The L/G isolation safety valve is a two−position valve that isolates the L/G
hydraulic supply from the Green hydraulic system when its solenoid is
de−energized. This prevents extension of the L/G when the aircraft speed is
more than 280 kt, to prevent damage.
The selector valve and manifold assembly 5280GA controls the flow of
hydraulic fluid to these parts of the system:
S the door open lines
S the door close lines
S the gear extend lines
S the gear retract lines.
Page 64
Lufthansa
Technical Training
GEARS AND DOORS
32−30
DOOR SELECTOR
VALVE
FR53
FR50 GEAR SELECTOR

VALVE
L/G SAFETY
VALVE
Page 65
Figure 32 Isolation Safety Valve and Selector Valve Lufthansa
Technical Training
GEARS AND DOORS
32−30
LANDING GEAR COMPONENTS DESCRIPTION

Landing Gear Lever
The L/G control lever controls the L/G extension and retraction in the Normal The position of the L/G control lever controls the extension and retraction of the
Extension and Retraction mode. The front face of the unit has a control lever landing gear.
and two arrows identified ’UP’ and ’DOWN’. The L/G control lever can be moved to the UP position (the baulk solenoid is
The control lever has a knurled wheel on the end of an arm. The arm moves in energized) if the L/G has this configuration:
a slot in the face of the unit. Internal locks in the unit keep the arm in the fully S the Left MLG bogie is in the trailed position and the Left MLG is downlocked
UP or the fully DOWN position. The arm moves switches inside the unit, which AND
supply electrical signals to the LGCIUs.
S the Right MLG bogie is in the trailed position and the Right MLG is
A solenoid−operated baulk mechanism prevents an UP selection if the L/G downlocked AND
shock absorbers are not fully extended.
S the Left MLG shortening mechanism is locked long and the Left MLG is
To operate the L/G control lever, the control lever is pulled away from the face downlocked AND
then moved to the UP or DOWN position. The lower part of the DOWN arrow
S the Right MLG shortening mechanism is locked long and the Right MLG is
shows red (with internal red lighting) when the aircraft is in a landing
downlocked AND
configuration but the L/G is not locked down.
S the CLG is installed (fully extended) (A340 only) AND
S the NLG shock absorber is fully extended and the nosewheels are in the
center position.
Page 66
Lufthansa
Technical Training
GEARS AND DOORS
32−30
L/H MLG DOWNLOCKED

L/H MLG TRAILED
R/H MLG DOWNLOCKED

R/H MLG TRAILED
BAULK SOLENOID
ENERGIZED
L/H SHORTENING MECH.
LONG
R/H SHORTENING MECH.
LONG
CLG FULLY EXTENDED
(A340 ONLY)
NLG FULLY EXTENDED

AND CENTERED
RED ARROW
GEAR LEVER
Page 67
Figure 33 L/G Lever and Baulk Solenoid Logic Lufthansa
Technical Training
GEARS AND DOORS
32−30
Landing Gear Control and Interface Units (LGCIUs)
The LGCIU is a computer with an ARINC 600 connector at the rear which
interfaces with the aircraft electrical systems.
The connection of the aircraft wiring to the pins on the ARINC connector sets a
code (pin programming). This code tells the Central Processing Unit and the
L/G control logic if the LGCIU is installed in System 1 or System 2.
A lightning protection card prevents damage to the components of the LGCIU.
An On−Board Replaceable memory Module (OBRM) is attached to the front of
the LGCIU. The OBRM contains the program, in erasable−programmable
read−only memory, that controls the operation of the LGCIU.
Only one LGCIU controls the operation of the system at any one time. The
LGCIU in control is the ”Active” unit and the unit not in control is the ”Standby”
unit.
The LGCIUs are installed in the avionic compartment in the rack 800 VU.
Reset switches are located in the cockpit.
Page 68
Lufthansa
Technical Training
GEARS AND DOORS
32−30
800 VU
LGCIU 2
852 VU
LGCIU 1
0BRM
851 VU
LGCIU
ARINC 600
CONNECTOR
Page 69
Figure 34 LGCIUs Location Lufthansa
Technical Training
GEARS AND DOORS
32−30
L/G Isolation Safety Valve
The L/G isolation safety valve 85GA is an electrically−operated two−position
valve that isolates the L/G hydraulic supply from the Green hydraulic system
when its solenoid is de−energized. This prevents extension of the L/G when the
aircraft speed is more than 280 kt, to prevent damage.
The primary components of the valve are:
S a valve body
S a solenoid and two electrical connectors
S a pilot valve
S two valves, V1 and V2.
Power Supply
The L/G isolation safety valve is de-energized when the gear is retracted
(signal from L/G CTL LEVER) and the aircraft airspeed increases to more than
280 knots (from ADIRUs).
This depressurizes the hydraulic system.
The doors and gears stay mechanically locked. This prevents extension of the
L/G and damage of the L/G components.
The system stay depressurized and the safety valve de-energized, until the
aircraft airspeed decreases to less than 280 knots and the L/G lever is moved
to the down position.
These signals energize the safety valve and pressurize the hydraulic system.
The safety valve is also energized by signal from LGCIU when the L/G is on
ground or when GND POWER is connected.
Page 70
Lufthansa
Technical Training
GEARS AND DOORS
32−30
105PP
28VDC
BUS 1 OPEN
COIL
UP DIODE OPEN
TO COIL
5GA1
CONTROL
407PP
DOWN RELAY 1
28VDC
BUS/ L/G SAFETY VALVE
LAND
RECOV
DIODE
TO
5GA2
204PP
28VDC
BUS 2
LDG LEVER DIODE
ADIRU 2 87GA2
RESISTOR
DIODE CONTROL
<280KTS 88GA2
LOW SPEED CAPACITOR RELAY 2
ADIRU 1
SYS 1
<280KTS
LOW SPEED MONITOR SYS 2
MLG R ON GND
OR GND
SOLENOID
PWR CONNECTED
DIODE CONTROL
FM8 32 31 00 0 AVM0 00
ADIRU 3 RELAY 3 LGCIU 1
<280KTS MONITOR
LOW SPEED
MLG R ON GND
OR GND
PWR CONNECTED
LGCIU 2
Page 71
Figure 35 Power Supply Safety Valve Lufthansa
Technical Training
GEARS AND DOORS
32−30
L/G and DOOR Selector Valve
The selector valve is a three−position electrically−operated valve. The main
components of the selector valve are:
S two solenoids A and B
S two pilot valves
S a spool valve, which contains a spool, a sleeve and two springs.
Each solenoid, A and B, has two coil windings. Each coil winding is
independently connected to two electrical connectors identified SYST 1 and
SYST 2. Usually only one circuit is used, but either circuit operates the
solenoids if the other is not available.
Power Supply
With the inputs from the landing gear lever and the proximity sensors, the
LGCIU calculates the necessary gear and door condition and compares them
with monitored condition.
It sends the control signals to the solenoid coils of the selector valves.
These valves control the hydraulic power which moves the gear and the doors
to the correct position
Page 72
Lufthansa
Technical Training
GEARS AND DOORS
32−30
407PP POWER
28VDC SUPPLY
BUS/LAND UNIT
RECOV
DOOR
204PP OPEN OPEN
28VDC
BUS 2 LOGIC
TO 5GA2
DOOR
CLOSE CLOSE
LOGIC
PROCESSING L/G DOOR

AND
CONTROL
SEL-VALVE
FROM 5GA2 A340 ONLY

CLG PROXIMITY
SENSORS
BAULKING R MLG PROXIMITY

SENSORS
PSIC
NLG PROXIMITY
UP SENSORS
TO 7GA1
RELAY−SAFETY L MLG PROXIMITY
DOWN SENSORS
VALVE CONTROL 1
RETRACT
GEAR
RETRACT
LOGIC
TO 7GA2
RELAY−SAFETY
VALVE CONTROL 2 GEAR
EXTEND
LOGIC
EXTEND
TO 5GA2
LGCIU 1 L/G
SEL-VALVE
L/G CONTROL LEVER
SAME AS
LGCIU 1
LGCIU 2
Page 73
Figure 36 Power Supply L/G Selector Valve Lufthansa
Technical Training
GEARS AND DOORS
32−30
NLG UPLOCK DESCRIPTION AND OPERATION

Description
The NLG uplock is a mechanical device that automatically locks the NLG in the
retracted position. The uplock is closed mechanically and opened hydraulically
in the Normal Extension and Retraction mode. The uplock can also be opened
mechanically in the Free−Fall Extension mode. The primary components of the
uplock are:
S a casing
S a hydraulic actuator
S two proximity sensors and their related targets
S a locking mechanism
S a mechanical release mechanism (Free−Fall Extension mode).
The casing has two halves which are attached together with bolts. The
hydraulic actuator is attached to the casing and contains a piston. A spring
keeps the piston retracted when there is no hydraulic pressure. The actuator
has two hydraulic ports A and B.
The casing has a hole C. When a pin is installed in hole C, it locks the unit in
the closed position.
The proximity sensors are attached to the casing and they continuously supply
an independent electrical signal to show the uplock configuration (uplock
closed = ’target near’ or uplock open = ’target far’).
The mechanical release mechanism has an unlocking cam attached to a
splined drive shaft. This shaft connects to the Free−Fall Extension System.
Page 74
Lufthansa
Technical Training
GEARS AND DOORS
32−30
NLG
ACTUATOR SPLINED DRIVE SHAFT
NLG DOOR ( FREE FALL EXTENSION SYSTEM )
ACTUATOR
HYDRAULIC
ACTUATOR CASING
NLG UPLOCK PISTON
PROXIMITY SENSORS
NLG DOOR
ACTUATOR
SPRING
PORT B
RIGGING PIN
HOLE
PORT A
PROXIMITY
SENSOR
HOOK
RIGGING PIN
HOLE C
Page 75
Figure 37 NLG Uplock Box Lufthansa
Technical Training
GEARS AND DOORS
32−30
OPERATION
Close
In the open condition, roller Y on the locking lever is against the side face of
the hook cam. The tension springs hold the locking lever and hook in position
and the targets are not near the proximity sensors.
To close the uplock, a hydraulic pressure at port B makes sure the piston in the
hydraulic actuator is retracted. The NLG uplock pin, as the gear retracts,
touches the upper face of the hook. The hook turns to lock the NLG uplock pin
in position.
As it turns, the tension springs turn the locking lever until roller Y moves
against the top face of the hook cam. Roller Y, held against the top face of the
cam, keeps the hook in the closed position. The targets are near to the
proximity sensors and give an uplock ’closed’ signal.
Open
To open the uplock, a hydraulic pressure at port A of the hydraulic actuator
extends the piston which pushes against the locking lever. The locking lever
turns and roller Y moves to the side face of the hook cam. The force on the
NLG uplock pin pushes against the lower face of the hook. This force and the
tension in the springs turns the hook to the open position. The targets move
away from the proximity sensors to give an uplock ’open’ signal.
Free Fall Extension

When the Free−Fall Extension system is operated, the splined drive shaft turns
the unlocking cam. The unlocking cam pushes against roller ’Z’ and turns the
locking lever to the open position. When the splined drive shaft is turned back,
the unlocking cam is set back to its initial position.
Page 76
Lufthansa
Technical Training
GEARS AND DOORS
32−30
UNLOCKING CAM
(FREE FALL EXT. PROXIMITY
TARGET
SENSOR
SPLINED DRIVE SHAFT HYDRAULIC

ACTUATOR
LOCKING LEVER
B
ROLLER Z
SPRING
ROLLER Y PISTON
STOP
HOOK CAM A
NLG
UPLOCK PIN
CLOSED POSITION
TENSION
SPRING
HOOK
OPEN POSITION
B
HOLE C
Page 77
Figure 38 NLG Uplock Box Operation Lufthansa
Technical Training
GEARS AND DOORS
32−30
NLG DOOR UPLOCK BOX

Description
The NLG door uplock is a mechanical device that automatically locks the NLG The primary components of the locking mechanism are two locking levers and
doors in the closed position. The uplock is closed mechanically and opened two hooks. Each locking lever connects to an unlocking lever. The unlocking
hydraulically in the Normal Extension and Retraction mode. The uplock can levers have gears which engage so that movement of any one unlocking lever
also be opened mechanically in the Free−Fall Extension mode and the Ground moves the two locking levers. Each unlocking lever connects to an unlocking
Door−Opening mode. The primary components of the uplock are: arm and the unlocking arms connect together.
S a casing Each locking lever has a roller and two targets. The roller turns on a pin at its
S a hydraulic actuator center and the locking levers and the hooks also turn on pins at their centers.
Tension springs connect the locking levers and the hooks to the casing. Each
S two pairs of proximity sensors and their related targets
hook has a cam which touches its related roller. Each mechanical release
S a locking mechanism mechanism has an unlocking cam attached to a splined drive shaft.
S a mechanical release mechanism (Free−Fall Extension) The splined drive shaft X connects to the Free−Fall Extension System.
S a mechanical release mechanism (Ground Door−Opening). The splined drive shaft Y connects to the Ground Door−Opening System.
keeps the piston retracted, when there is no hydraulic pressure. The actuator
has two ports A and B. The casing has five holes for rigging pins. The holes
are positioned for these functions:
S a pin in hole C, permits a rigging check of the position of the mechanism for
the Free−Fall Extension System
S a pin in hole D, permits a rigging check of the position of the mechanism for
the Ground Door−Opening System
S a pin in hole E, locks the unit in the closed position
S a pin in holes F and G, permits a rigging check of the proximity sensors.
an independent electrical signal to show the uplock configuration (uplock
closed = ’target near’ or uplock open = ’target far’).
Page 78
Lufthansa
Technical Training
GEARS AND DOORS
32−30
SPRING
PISTON D
PORT B
SPLINED DRIVE SHAFT Y
(GROUND DOOR OPENING
RIGGING HOLE D
HYDRAULIC PORT A
ACTUATOR SPLINED DRIVE SHAFT X
(FREE FALL EXT.
HOLE E
HOLE C
PROXY-SENSORS
PROXY-SENSOR
HOOK
PROXY-SENSOR
HOOK
Page 79
Figure 39 NLG Door Uplock Box Lufthansa
Technical Training
GEARS AND DOORS
32−30
NLG DOWNLOCK ACTUATOR

General
This downlock actuator is a two−way hydraulic unit. The main components of
the actuator are a cylinder and a piston rod.
The cylinder has two connectors installed in it. The two ports are identified as
port A and port B. A restrictor pack installed in port B controls the rate of travel
of the piston rod. The piston rod moves in the cylinder.
Hydraulic pressure at port A and port B extends the piston rod and hydraulic
pressure at port B retracts the piston rod.
Page 80
Lufthansa
Technical Training
GEARS AND DOORS
32−30
PORT A
NLG DOWNLOCK ACTUATOR
PORT B
PISTON
ROD
CYLINDER
Page 81
Figure 40 NLG Downlock Actuator Lufthansa
Technical Training
GEARS AND DOORS
32−30
NLG SENSOR DESCRIPTION AND OPERATION

General
The proximity sensor is an electronic position indicator. The main components
of the sensor are a stainless steel body, a sensor coil and an electrical
connector. The sensor has a related target.
The stainless steel body contains the sensor coil. the coil is connected to the
electrical connector.
When energized, the coil has a magnetic field which gives a stable signal
current. When the related target nears the coil, the magnetic field changes
which causes the signal current to change.
Description
The NLG Downlock-Sensors are used to give the information to the LGCIUs
that the NLG is downlocked. This information important for the
downlock-indication on ECAM an on the Main Instrument Panel.
The shock absorber-sensor are used for the ground-flight-logic and is used for
the Baulk-Solenoid-Logic.
Page 82
Lufthansa
Technical Training
GEARS AND DOORS
32−30
THIRD
DOWNLOCKPROXY-SENSORS
DOWNLOCK
PROXY-SENSORS(2)
NLG SHOCK ABSORBER

PROXIMITY SENSORS (2)
Page 83
Figure 41 NLG Sensors Lufthansa
Technical Training
GEARS AND DOORS
32−30
MLG UPLOCK BOX DESCRIPTION

Description
The MLG uplock is a mechanical device that automatically locks the main gear
in the retracted position. The uplock is closed mechanically and opened
hydraulically in the Normal Extension and Retraction mode. The uplock can
also be opened mechanically in the Free Fall Extension mode.
The primary components of the uplock are:
S a casing
S a hydraulic actuator
S two proximity sensors with their related targets
S a mechanical release mechanism (Free Fall Extension mode).
has two hydraulic ports A and B. The casing has two holes for rigging pins. The
holes are positioned for these functions:
S a pin in hole C, permits a rigging check of the position of the mechanism for
the Free Fall Extension System
S a pin in hole D, locks the uplock in the closed position and permits a rigging
check of the proximity sensors.
an independent electrical signal to show the uplock configuration:
S uplock closed = ’target near’
S uplock open = ’target far’.
The primary components of the locking mechanism are a locking lever and a
hook. The locking lever has a roller and two targets. The roller turns on a pin at
its center and the locking lever and the hook turn on pins at their centers. Two
tension springs connect the locking lever to the hook. The hook has a cam
which touches the roller.
The mechanical release mechanism has an unlocking cam attached to a
splined drive shaft. This drive shaft connects to the Free Fall Extension
System.
Page 84
Lufthansa
Technical Training
GEARS AND DOORS
32−30
ROD END
BEARING
FM8 32 31 00 0 ADM0 01
PROXY-
SENSOR(2)
SPRING
PISTON
HYDRAULIC
PORT A
HYDRAULIC
ACTUATOR SPLINED DRIVE SHAFT
(FREE FALL EXT.)
HOOK
Page 85
Figure 42 MLG Uplock Box Lufthansa
Technical Training
GEARS AND DOORS
32−30
MLG-DOOR UPLOCK BOX DESCRIPTION

Description
The MLG door uplock is a mechanical device that automatically locks the MLG The primary components of the locking mechanism are a locking lever and a
doors in the closed position. The uplock is closed mechanically and opened hook. The locking lever has a roller and two targets attached. The roller turns
hydraulically in the Normal Extension and Retraction mode. The uplock can on a pin at its center and the locking lever and the hook also turn on pins at
also be opened mechanically in the Free Fall Extension and the Ground Door their centers. Tension springs connect the locking lever and the hook to the
Opening mode. The primary components of the uplock are: casing. The hook has a cam which touches the roller.
S a casing Each mechanical release mechanism has an unlocking cam attached to a
S a hydraulic actuator splined drive shaft. The splined drive shaft Y connects to the Free Fall
Extension System and the splined drive shaft X connects to the Ground
S two proximity sensors and their related targets
Door−Opening System.
In the open condition, the roller on the locking lever is against the top face of
S a mechanical release mechanism (Free Fall Extension mode) the hook cam. The tension springs hold the locking lever and hook in this
S a mechanical release mechanism (Ground Door−Opening mode). position and the targets are not near the proximity sensors.
has two hydraulic ports A and B. The casing has three holes for rigging pins.
The holes are positioned for these functions:
S a pin in hole C, locks the uplock in the closed position and permits a rigging
check of the proximity sensors
S a pin in hole D, permits a rigging check of the mechanism for the Free−Fall
Extension System
S a pin in hole E, permits a rigging check of the position of the mechanism for
the Ground Door−Opening System.
an independent electrical signal to show the uplock configuration:
S uplock closed = ’target near’
S uplock open = ’target far’.
Page 86
Lufthansa
Technical Training
GEARS AND DOORS
32−30
RIGGING PIN
HOLE C
PORT B PORT A
CASING
RIGGING PIN
HOLE E
SPLINED DRIVE SHAFT SPRING

(GROUND DOOR OPENING)
PISTON
SPLINED DRIVE SHAFT

(FREE FALL EXT)
BYPASS HOOK
VALVE
RIGGING PIN
PROXY-
HOLE D
SENSORS
MLG DOOR
UPLOCK BOX HYDRAULIC
ACTUATORS
Page 87
Figure 43 MLG Door Uplock Box Location Lufthansa
Technical Training
GEARS AND DOORS
32−30
MLG DOWNLOCK ACTUATOR DESCRIPTION

General
The downlock actuator is a hydraulic unit with rate control devices. The main
components of the actuator are:
S a cylinder
S a piston
S two restrictors
S a pressure relief valve.
The cylinder has holes at each end to let fluid into it. The piston moves in the
cylinder and has an adjustable rod end installed in it. A jam nut locks the rod
end in its adjusted position. Bolts attach a housing and body onto the cylinder.
The end fitting has a swivel assembly (extension connection port A) attached.
The body contains a pressure relief valve and has a swivel assembly
(retraction connection port B) attached. A restrictor is contained in each swivel
assembly.
Extend
To extend the actuator, pressurized fluid at port A and port B goes through the
restrictors and into the cylinder. The pressure on each side of the piston head
is now the same. The larger area on the port A side of the piston head causes
the piston rod to extend. The fluid flow through the restrictors controls the
speed of the piston rod. If, during extension, the pressure at port B increases to
more than a given limit, the pressure relief valve opens. It does this to increase
the rate of flow which prevents damage to the unit.
Retract
To retract the piston rod, pressurized fluid at port B goes in to the cylinder and
pushes the piston rod in. The return fluid from the other side of the piston rod
goes out through port A.
Page 88
Lufthansa
Technical Training
GEARS AND DOORS
32−30
PISTON
CYLINDER
BODY
PORT B
PORT A
END FITTING
Page 89
Figure 44 MLG Downlock Actuator Lufthansa
Technical Training
GEARS AND DOORS
32−30
MLG SENSOR DESCRIPTION

Uplock and Downlock
The proximity sensors are electronic position indicators and are installed on the
mechanical components of each L/G. There are two sensors in each position.
through SYSTEM 2. There are sensors to show the configuration of these
components:
S each L/G uplock
S each L/G downlock
S each L/G door uplock
S each L/G door (open position)
The NLG and MLG downlocks have a third proximity sensor. These connect to
an independently wired circuit in SYSTEM 1 with an independent power supply.
The signals from these sensors make the NLG and MLG green lights come on,
on the L/G downlock−indicator lights (panel 312VU).
Page 90
Lufthansa
Technical Training
GEARS AND DOORS
32−30
DOOR OPEN-
THIRD
SENSORS(2)
DOWNLOCK-
SENSOR
DOWNLOCK-
SENSORS(2)
Page 91
Figure 45 MLG Sensors Lufthansa
Technical Training
GEARS AND DOORS
32−30
Diverse
The proximity sensors are electronic position indicators and are installed on the
mechanical components of each L/G. There are two sensors in each position.
through SYSTEM 2. There are sensors to show the configuration of these
components:
S the MLG shortening mechanism downlock
S the MLG pitch trimmer
S the MLG bogies (trailed position).
Page 92
Lufthansa
Technical Training
GEARS AND DOORS
32−30
SENSORS SHORTENING MECH (2)
SENSORS BOOGIE
TRAILED (2)
SENSORS PITCH TRIMMER (2)
Page 93
Figure 46 Other Sensors Lufthansa
Technical Training
GEARS AND DOORS
32−30
FREE FALL EXTENSION SYSTEM FUNCTION

General
Free Fall Extension system is achieved by electric dual motorized actuator: During the travel the control linkage is arranged to sequence the operation as
S one for each main gear and follows:
S one for the nose landing gear.
CUT OUT VALVE operates
In the nose and main landing gear bays, a mechanical linkage connects the
motorized actuators to: VENT VALVES; DOOR UPLOCK and GEAR UPLOCK. This disconnects the whole landing gear system from the green hydraulic
In addition, there is a CUT OUT VALVE in the right hand main landing gear supply and connects it to the green hydraulic system return.
bay.
VENT VALVES operate
Description
This connects all gear and door actuators to the green hydraulic system
CAUTION: FREE FALL EXTENSION SYSTEM CAN BE OPERATED WITH return.
AIRCRAFT NOT ELECTRICALLY OPERATED.
Normally both motors, in the electrical actuators, are energized together and DOOR UPLOCK boxes
the actuators achieve full travel in approximately 10 seconds.
The output of the electrical motor is in a form of a reduction gear box. Operate to release the uplock hooks.
If one motor or its power supply fails the other motor will drive the actuator to
full travel in approximately 20 sec. GEAR UPLOCK boxes
When the electrical actuators are energized the output shaft moves by 90 operate and gear falls down by gravity.
degrees to release door and gear uplocks. NOTE: Reset of the Extension/Retraction System after Free Fall
Extension see MM (To set the Normal Extension System−After a
Free−Fall Extension during Flight).
Page 94
Lufthansa
Technical Training
GEARS AND DOORS
32−30
HOT
LDG GEAR GRVTY EXTENSION BUS 1
HOT
RESET BUS 2
OFF NOSE GEAR VENT
DOWN ELECTRICAL VALVE
ACTUATOR
GEAR
UPLOCK
BOX
LH MAIN GEAR RH MAIN GEAR
ELECTRICAL ELECTRICAL
ACTUATOR ACTUATOR
CUT OUT DOOR
CABLE UPLOCK
VALVE LINKAGE BOX
VENT VENT
VALVE VALVE
ON GROUND:
DOOR DOOR
WHEN USING FREE FALL
UPLOCK UPLOCK
EXTENSION, PLACE
BOX BOX
WARNING NOTICES IN
THE LANDING GEAR AREAS
GEAR GEAR
UPLOCK UPLOCK
BOX BOX
GREEN SYTEM RETURN
Page 95
Figure 47 Free Fall Extension Lufthansa
Technical Training
GEARS AND DOORS
32−30
ELECTRICAL SYSTEM FUNCTIONAL OPERATION

The aircraft batteries supply 28V DC through two hot bus bars
(701PP and 702PP).
There are two independent circuits between the bus bars and the free−fall
actuators.
Usually the circuits are energized at the same time, but each circuit will operate
the free−fall actuators (at half speed) if the other circuit is not available.
Each circuit has a lock−toggle type switch and operates a motor in the actuator.
A link connects the two switches together. It is possible to move the link away
from the switches (during maintenance) and operate the switches
independently.
Page 96
Lufthansa
Technical Training
GEARS AND DOORS
32−30
DOWN
No. 2
702PP OVERLOAD M
28VDC OFF/RST PROTECTION+
RST TORQUE LIMITER
HOT
BUS2 DOWN
No. 1
OVERLOAD M
PROTECTION+
RST TORQUE LIMITER
FREE FALL ACTUATOR

MLG R/H
OFF
DOWN
GRAVITY
GEAR EXT.
SWITCH SIS2
SAME AS MLG R/H
702PP
28VDC OFF/RST
FREE FALL ACTUATOR
HOT
BUS1 NLG
OFF
DOWN
GRAVITY
SAME AS MLG R/H
GEAR EXT.
SWITCH SYS 1
FREE FALL ACTUATOR
MLG L/H
Page 97
Figure 48 Electrical System Lufthansa
Technical Training
GEARS AND DOORS
32−30
MECHANICAL SYSTEM OPERATION

Main Landing Gear
In the right MLG bay a linkage connects the free−fall actuator to the cut−out
valve.
The linkage also connects, through the cut−out valve, the vent valve, the MLG
uplock and the MLG door uplock.
When the output shaft of the free−fall actuator turns, it moves the linkage which
operates the valves and uplocks.
The left MLG configuration is almost the same as the right MLG, but does not
include a cut−out valve.
Page 98
Lufthansa
Technical Training
GEARS AND DOORS
32−30
MLG UPLOCK
CUT OUT VALVE

R/H MLG ONLY
FREE FALL
ACTUATOR
VENT VALVE
MLG DOOR
UPLOCK
Page 99
Figure 49 MLG Free Fall Components Lufthansa
Technical Training
GEARS AND DOORS
32−30
Nose Landing Gear
In the NLG bay, a linkage connects the free−fall actuator to the vent valve and
the NLG uplock.
A system of cables and pulleys also connects the free−fall actuator to another
linkage, which is attached to the NLG door uplock.
When the output shaft of the free−fall actuator turns, it moves the linkages
which operates the valves and the gear and door uplocks.
Page 100
Lufthansa
Technical Training
GEARS AND DOORS
32−30
VENT VALVE
NLG ACTUATOR
90
CABLE
90
60
NLG UPLOCK
AIRCRAFT
CENTERLINE
90
FR17
NLG DOOR UPLOCK FR16
60
FR11
Page 101
Figure 50 NLG Components Lufthansa
Technical Training
GEARS AND DOORS
32−30
COMPONENT DESCRIPTION
L/G Freefall-Switches
The L/G free−fall switches are locked−toggle type switches. Each switch is the
same and has three positions:
S RESET,
S OFF,
S DOWN.
The switches are connected together with a link so that both switches are
operated at the same time. When the link is disconnected each switch can be
operated independently.
When the landing−gear free−fall switches are set to DOWN, an electrical circuit
is made to the motors of the actuators. The actuators turn the output shaft and
move the mechanical linkage to operate the components in the sequence
shown.
When RESET is selected, the actuators turn back to their initial positions and
automatically set the system back to the Normal Extension and Retraction
mode.
The switches are set to OFF after the system goes back to the Normal
Extension and Retraction mode.
Page 102
Lufthansa
Technical Training
GEARS AND DOORS
32−30
L/G Gravity
Extension
Switch
RIGGED POSITION - NORMAL MODE
CUTOUT-VALVE CHANGES CONDITION

GREEN HYDRAULIC ISOLATED
VENT VALVES CHANGE CONDITION

DOOR UPLOCK OPENS, DOOR OPENS
GEAR UPLOCK OPEN

GEAR EXTENDS
LDG GEAR
GRVTY EXTN
RESET FULL TRAVEL -
OFF
FREEFALL-MODE
DOWN
31 2VU
EXTENSION SWITCH EXTENSION SWITCH

SYS 1 SYS 2
Page 103
Figure 51 Gravity Ext Switches Lufthansa
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
LANDING GEAR 330/340−200/300
INDICATION AND WARNINGS
32−60

INDICATION AND WARNING SYSTEM DESCRIPTION
The indicating and warning system gives position and warning data for the L/G Control Lever
landing gear (L/G) and L/G doors. The system uses the data from proximity The ’down arrow’ light in the L/G control lever comes on if the conditions that
sensors in the Normal Extension and Retraction System. The proximity follow occur:
sensors give the positions of the L/G components to the Landing Gear Control
S the L/G is not locked down,
and Interface Units (LGCIUs).
S the aircraft is below 750 feet,
The LGCIUs process the L/G position data and send the data to:
S the aircraft is in a landing configuration.
S the Electronic Instrument System (EIS),
S the Central Warning System (CWS), NOTE: The landing configuration is given with the flap and slat positions
and the engine power selection.
S other systems that use L/G position data.
The EIS includes the System Display (SD) and the Engine/Warning Display Main Instrument Panel
(E/WD). The L/G downlock indicator−lights each show the position of a L/G (but not the
The SD shows the position of the L/G and L/G doors on the WHEEL page. If a L/G doors). Each light is in two parts and can show:
failure occurs in the L/G system: S the color red and the legend UNLK in the top half (L/G not in selected
S the E/WD shows a warning message, position),
S the CWS gives aural and visual warnings. S the color green in the bottom half (L/G downlocked),
The system also has three proximity sensors, that show when the downlocks of S no lights (L/G uplocked).
the Nose L/G (NLG) and Main L/G (MLG) are locked. These are independently The green lights for the NLG and each MLG have different proximity sensors,
connected to the NLG and MLG downlock indicator lights, through LGCIU1. logic circuits and power supplies. This makes sure that the NLG and MLG
Another downlock indicator light gives position data for the centerline landing green lights operate independently.
gear (CLG) but it is not independently connected. (A340only)
Page 104
Lufthansa
Technical Training
LANDING GEAR 330/340−200/300
INDICATION AND WARNINGS
32−60
CLG
NLG A340ONLY L/G
D‘LOCK locked
IND UNLK Down
SYS 1
LDG UNLK UNLK UNLK RHG

SYS 2
INDEPENDENT
LDG GEAR
R/H PROXY- D‘LOCK LOGIC L/G
SENSORS TO UNLK LIGHTS unlocked
UNLK
AND CLG DOWNLOCK
LGCIU 1
L/G
L/G CONTROL LEVER Lever
D‘LOCK selected
IND UNLK UNLK UNLK UP
SYS 1
SYS 2
NLG PROXY-
SENSORS A340 ONLY
MASTER
WARNING
CMS FMC
MASTER
CAUTION
D‘LOCK
IND
SYS 1
SYS 2 EWD
L/H PROXY-
SENSORS
DMC
LGCIU 2
A340 ONLY
SD
SYS 1
SYS 2
CLG PROXY-
SENSORS
Page 105
Figure 52 Position and Warning System Lufthansa
Technical Training
INDICATION AND WARNING
32−60
LGCIU SYSTEM INTERFACE PRESENTATION

ATA 21 − AIR CONDITIONING General
ATA 22 − AUTOFLIGHT The Landing Gear Control and Interface system is composed of two electrically
ATA 23 − COMMUNICATION segregated systems:
ATA 24 − ELECTRICAL POWER S system one Landing Gear Control and Interface Unit 1 (LGCIU1) is
energized from the essential bus bar,
ATA 26 − FIRE PROTECTION
S system two (LGCIU2) is energized from the normal bus bar.
ATA 27 − FLIGHT CONTROLS
Each system has its own set of proximity switches to monitor the landing gear
ATA 28 − FUEL
position.
ATA 29 − HYDRAULIC POWER
Proximity switch data is interpreted by LGCIUs and is used for:
ATA 30 − ICE AND RAIN PROTECTION
S controlling the landing gear,
ATA 31 − INDICATING/RECORDING
S indicating the landing gear position,
ATA 32 − LANDING GEAR
S generating landing gear position information to be used by other aircraft
ATA 33 − LIGHTS systems.
ATA 34 − NAVIGATION
ATA 38 − WATER AND WASTE
ATA 45 − ON BOARD MAINTENANCE
ATA 49 − AUXILIARY POWER UNIT
ATA 52 − DOORS
ATA 73 − ENGINES
Page 106
Lufthansa
Technical Training
INDICATION AND WARNING
32−60
PIN PROGRAMMING
L/G SELECTOR VALVE
L/G CONTROL LEVER

L/G DOOR SELECTOR VALVE
PROXIMITY SENSOR SIGNALS

L/G CTL-LEVER BAULK SOLENOID
ECAM
INDEPENDENT DOWNLOCK SENSORS
SYS1 ONLY
L/G DOWNLOCK INDICATOR LIGHTS
SYS 1 ONLY
CMC1
OTHER AIRCRAFT INTERFACE SYSTEMS

ADIRU 1 + 3
OTHER LGCIU OTHER LGCIU
Page 107
Figure 53 LGCIU Interfaces Lufthansa
Technical Training
GEARS AND DOORS
32−30
LANDING GEAR BITE

Landing Gear Simulation
This function lets the LGCIU BITE circuits cause the proximity switch interface
cards in the LGCIU to make specified output signals.
These output signals relate to the flight or ground configuration and to the
uplocked or downlocked configuration of each L/G (except the CLG, A340only).
Thus it is not necessary to lift the aircraft on jacks to operate the weight on
sensors or to retract and extend the L/G.
The display shows the available alternative configurations.
A selection of the related MCDU key starts the simulation sequence. The
display then shows the set configuration menu.
The line key symbol ”<” shows the configurations that can be set. When there
is no symbol ”<”, this shows the configuration that is set.
The initial configuration always shows the ground configuration.
Page 108
Lufthansa
Technical Training
GEARS AND DOORS
32−30
STEP 1 STEP 2 STEP 3
LGCIU 1 LGCIU 1 L/G CONFIGURATION LGCIU 1 L/G CONFIGURATION

LAST LEG CLASS 3 SIMULATION SIMULATION
REPORT FAULTS
PREVIOUS LEGS CAUTION:THIS FUNCTION MAY EFFECT CAUTION:THIS FUNCTION MAY EFFECT
REPORTS TEST OTHER USERS OF L/G-SYSTEMS OTHER USERS OF L/G-SYSTEMS
L-G CONFIGURATION
LRU IDENT SIMULATION
GND SCANNING CONFIRM START OF TEST
TROUBLE SHOOT GROUND
DATA REPORT START TEST
CURRENT
RETURN REPORT RETURN PRINT RETURN PRINT
LGCIU 1 L/G CONFIGURATION LGCIU 1 LGCIU 1

SIMU LATION NOSE+LH+RH NOSE+LH+RH
NOSE NOSE+LH FLIGHT FLIGHT
LEFT NOSE+RH GROUND GROUND
RIGHT DOWNLOCKED DOWNLOCKED

LH+RH UPLOCKED UPLOCKED
NOSE+LH+RH
RETURN PRINT RETURN PRINT RETURN PRINT
Page 109
Figure 54 Landing Gear Simulation Lufthansa
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40

BRAKE SYSTEM INTRODUCTION
NORMAL BRAKING
The normal braking system is powered by the green hydraulic system.
ALTERNATE BRAKING
The alternate braking system is powered by the blue hydraulic system.
IN FLIGHT BRAKING
In flight braking as a part of the normal brake system is supplied by the green
hydraulic system for the main wheels.
The nose wheels are stopped by friction pads.
PARKING BRAKE
The parking brake is actuated by blue hydraulic pressure, supplied by the blue
hydraulic system or two accumulators.
Page 110
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
NORMAL
SYSTEM
ALTERNATE
SYSTEM
INFLIGHT
BRAKING
PARKING
BRAKE
Page 111
Figure 55 Brake Systems Presentation Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
NORMAL BRAKING GENERAL DESCRIPTION

General Automatic Braking
The Normal braking system is electrohydraulic and includes a computer, which Before landing the AUTOBRAKE must be set as required.
is the Brake and Steering Control Unit (BSCU). When the medium pushbutton deceleration rate is selected, the ”ON” light
It is available if: comes on BLUE, to indicate a positive arming of the system.
S Green High Pressure is available and Braking will begin with the ground spoilers deployment order.
S ANTI/SKID switch is ”ON” and When the aircraft is on ground, the Braking and Steering Control Unit sends an
S PARK BRAKE is not ”ON” and opening order to the normal selector valve.
S ANTISKID is operative and The automatic selector valve, which is now powered by the green hydraulic
pressure, operates and cuts the blue hydraulic pressure.
S AUTOBRAKE is available.
The Braking and Steering Control Unit regulates green pressure by progressive
The BSCU controls the operation of the electrohydraulic valves in the system.
closure of the normal servovalve.
The system includes a switch, the A/SKID & N/W STRG switch, which isolates
the system when set to OFF. Manual Braking
The hydraulic pressure that operates the brake pistons is supplied from the After landing the brake pedals must be pressed as required.
Green Main Hydraulic Power System. Electrical braking orders are sent by the pedals to the Braking and Steering
The system has two modes of operation, manual and automatic, and gives Control unit.
automatic anti skid protection in each mode. At this time, the Braking and Steering Control Unit sends an opening order to
During manual braking, the input signals to the computer come from two pairs the normal selector valve.
of brake pedals. The input signals are proportional to the amount of pedal The automatic selector valve, which is now powered by the green hydraulic
travel and supply braking independently to each MLG. pressure, operates and cuts the blue hydraulic pressure.
For automatic braking, three Pushbutton Switches (P/BSW) each set an The Braking and Steering Control Unit regulates green pressure by progressive
automatic braking program (LO, MED or MAX) in the BSCU, which gives a closure of the normal servovalve.
different deceleration rate. Use of the pedals cancels an automatic braking
Wheel rotation speed, braking pressure values and ADIRU data are supplied to
program.
the Braking and Steering Control Unit for braking and ANTISKID computation.
The BSCU uses the input signals to make output signals which control the
operation of the electrohydraulic valves.
The WHEEL page shows data for the anti skid and braking functions. Lights on
each P/BSW show the program selection and when it is in operation.
If specified failures occur in the system, control automatically changes to the
Alternate braking system mode.
In this case, the BSCU deenergizes the Normal Brake Selector Valve and the
Automatic selector moves with the blue hydraulic pressure.
Page 112
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
RUDDER
PEDALS
GREEN BLUE
DECEL HP HP
NORMAL
BRAKE
SELECTOR S
VALVE
BSCU
AUTOMATIC ÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
SELECTOR
TO OTHER GEAR
3+4+7+8
TO WHEEL
3−4−7−8
TO WHEEL
2−5−6
NORMAL SERVO
TO WHEELS 5+6
VALVE
RE RETURN
TURN
FUSE
TACHO
BSCU: BRAKING AND STEERING

CONTROL UNIT WHEEL 1
TO WHEEL 2
Page 113 TO ECAM
Figure 56 Normal Brake System Lufthansa

Technical Training
WHEELS AND BRAKES
32−40
NORMAL BRAKING AUTOBRAKE OPERATION

General The brake selector valve operates to connect the Green hydraulic pressure to
Automatic braking is available during a landing (LO or MED) or a take−off Port A of the automatic selector valve.
(MAX). When a selection is made, the BSCU uses a braking program (pin At each manifold and valve assembly the hydraulic pressure is supplied equally
programmable) to control the servovalve to get the necessary rate of the to the four servovalves. A control current is sent to the servovalves
aircraft’s deceleration. immediately the selector valve is energized. The control current changes to
give a continuous pressure increase at the brakes then a set pressure to get
Arming the necessary deceleration rate.
When an AUTO/BRK P/BSW is operated (on) the BSCU arms the automatic
braking mode. The BSCU only arms this mode when these conditions are Disarming
available: Automatic braking is disarmed if:
S the Green hydraulic system is at the necessary pressure S any arming condition becomes unavailable
S at least two FCPCs are available S the P/BSW is operated again (to cancel the program)
S the landing−gear lever is set to DOWN S any two ground spoiler signals are not available
S there are no system failures that would prevent braking on all of the eight S any brake pedal is operated at more than a specified value during the
wheels operation of the braking program
S at least one ADIRU is available. S the two MLGs bogies change to a fully trailed position for more than a
When the system is armed the BSCU: specified period.
S puts the ON (blue) light on in the related AUTO/BRK P/BSW If automatic braking is disarmed, the AUTO BRK and program selection data is
removed. The ON light on the P/BSW goes off.
S sends data to the WHEEL page to show a message AUTO BRK and the
related program LO, MED or MAX in green. Inflight braking
If the necessary conditions are not available the message AUTO BRK (in Braking occurs automatically for a specified time during the L/G retraction.
amber) shows on the WHEEL page.
This stops the rotation of the MLG wheels before they go into the L/G bay. This
Active prevents damage to the aircraft components and structure if a tire has been
damaged.
When the BSCU gets not less than two ground spoiler extend signals (from the
FCPCs) it energizes the brake selector valve: When the selector lever is put in the UP position, the brakes selector valve
operates to connect the Green hydraulic power supply to the Normal braking
S after a set delay if LO or MED braking is set
system.
S immediately if MAX braking is set.
If MAX AUTO/BRK is armed in flight it will not be active until one of these
conditions occur:
S the BSCU receives not less than 2 ground spoiler extend signals and the
nose landing gear shock absorber is compressed
S the BSCU receives not less than 2 ground spoiler extend signals plus eight
seconds.
Page 114
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
GRND SPOILERS HANDLE ARMED
ALL THRUST LEVERS IN IDLE
TWO THRUST LEVERS IN REV.

OTHER LEVER IN IDLE SPOILERS EXTENSION ORDER
WHEEL SPD > 72 KT
RA < 6 FT
LGCIU1,2 (GRD)
FCPC’S
GREEN HYDRAULIC SYS

MIN. 2 FCPC’S
PRECONDITIONS L/G−LEVER DOWN
NORMAL BRAKING
MIN. 1 ADIRU
AUTO BRAKE ACTIVE
MIN/MED/MAX SE-
LECTED
ARMING CONDITIONS 2 SPOILERS EXTENSION

SIGNALS
BRAKE PEDALS NOT

OPERATED (T/D)
Page 115
Figure 57 Auto−Brake Logic Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
NORMAL BRAKING MANUEL BRAKE OPERATION

General
Manual braking is available when the Green hydraulic pressure is more than a
specified value and one of these conditions occur:
S the Left MLG or the Right MLG is on the ground
S the average computed wheel speed is more than a specified value
S the ground speed (from the ADIRS) is less than a specified value.
Operation
The operation of the brake pedal (s) causes the control lever (s) of the brake
pedal transmitter unit to turn. The control lever (s) moves its related
potentiometer which gives an electrical output to the BSCU.
This output is in proportion to the angle through which the pedal (s) turn. When
the output is more than a specified value, the BSCU energizes the brake
selector valve to the open position to fill the brakes.
At the same time, a control current is sent to the related servovalves in
proportion to the pedal movement. The servovalves operate to control the
specified pressure at the brakes.
The brake selector valve operates to connect the Green hydraulic pressure to
the Normal braking system.
At each manifold and valve assembly the hydraulic pressure divides equally to
supply the four servovalves. The servovalves are energized with the necessary
control current to supply the correct hydraulic pressure to the brakes.
The pressure transducers continuously monitor the pressure in their related
brake service line. A signal in proportion to the pressure is sent to the BSCU. If
the fluid pressure changes, the control current sent to the related servovalve
changes to adjust the pressure.
When the brake pedals go back to their initial position, the output from the
transmitter unit returns to a set value (set for the initial pedal position).
When the output is less than a specified value this causes the BSCU to
de−energize the brake selector valve. At the same time it increases the control
current it sends to the servovalves which releases the brakes.
When the brake selector valve is de−energized, it connects the HP filter to the
LP manifold (Port A) of the Green hydraulic system. The hydraulic pressure
decreases at the inlet port (Port A) of the automatic selector valve and the Blue
hydraulic pressure operates the valve.
Page 116
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
TO GREEN LP FROM BSCU ECAM TO

MANIFOLD WHEEL SPEED
BSCU
BRAKE PRESSURES
T TO BSCU T
ENGINE/
2 6
FILTER WARNING
GREEN MAIN HYDRAULIC DISPLAY
POWER SUPPLY SELECTOR THROTTLE
VALVE VALVE
I 32−45−00 ALTERNATE
G J FUSE F F FUSE
TO GREEN CHECK BRAKING
LP MANIFOLD VALVE
SYSTEM
C
DISPLAY
(WHEEL PAGE)
32−43−00 RIGHT MLG
H A
AUTOMATIC E D B
SELECTOR 32−43−00
VALVE SERVO VALVE
SERVO VALVE
A/SKID &
N/W STRG
AUTO/BRK ON RETURN
LO MED MAX TO GREEN FILTER ACCUMULATOR
DECEL DECEL DECEL LP MANIFOLD
OFF
ON ON ON
CHECK
312VU
SELECTOR VALVE SERVO VALVE
VALVE
FROM BSCU SERVO VALVE
ADIRS REF 34−10−00 BRAKE AND STEERING

CMS REF 45−10−00
FCPC REF 27−93−00
CONTROL UNIT
LANDING GEAR CONFIGURATION
FROM LGCIU SERVO
(BSCU) VALVES
C B A
BRAKE PRESSURES (8)
(WHEELS 2 TO 8)
WHEEL SPEEDS (8)
ALTERNATE
PIN PROGRAMMING FUSE F BRAKING F FUSE
AUTO BRAKE
GREEN HYDRAULIC PRESSURE PUSHBUTTON
LIGHTS
LEFT RIGHT
1 5
TRANS
BRAKE PRESSURES
MITTER T TO BSCU T
UNIT TO WHEEL SPEED
Page 117 BRAKE PEDALS BSCU
Figure 58 Normal Braking Schematic Lufthansa

Technical Training
WHEELS AND BRAKES
32−40
ANTISKID CONTROL DESCRIPTION AND OPERATION

System Description
The BSCU increases the control current to a specified brake servo valve to
release the related brake if a wheel starts to be in a skid. A specified difference
between the reference speed and the wheel speed shows if a wheel starts to
be in a skid. The BSCU calculates the correct wheel speed from each
tachometer signal. When the brakes are put on, the BSCU compares the
correct wheel speeds with the reference speed. If the correct wheel speed is
less than 88% of the reference speed, the related brake is released.
Operation
Anti−skid control is an automatic function during manual or automatic braking.
It operates all the time that wheel speed inputs are available at the BSCU.
Anti−skid is not available if the WHEEL page shows ANTI−SKID in amber.
During braking, the BSCU compares the actual wheel speeds with the
reference speed. If the difference between the actual speed and the reference
speed increases to more than a specified limit, the brake is released. To do this
the BSCU increases the control current to the related servo valve. This causes
the servo valve to connect its related brake service line to the return line and
releases the brake.
On the WHEEL page, three vertical lines are shown (in green) on each side of
the related wheel number to show that the brake is released.
When the difference between the actual wheel speed and the reference speed
decreases to less than a specified limit, the brakes are put on. To do this the
BSCU reduces the control current of the related servo valve. The servo valve
operates to supply the necessary hydraulic pressure to the brake. The release
bars shown at the related wheel number are removed from the WHEEL page.
In Flight with Landing Gear Lever DOWN, all Brakes are released. On ECAM
the green Release−Bars are shown.
It is inhibited if:
S the parking brake is applied
S the blue alternate mode is in use and blue hydraulic pressure is lost
S Anti−Skid/NWS switch is in the ”OFF” position
Page 118
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
T/D
DECEL V0 DECEL RATE
V0 − DECEL V0 − DECEL
RATE
SELECTED
AIR
VREF
(LGCIU)
Page 119
Figure 59 Anti Skid System Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
BRAKE COMPONENT DESCRIPTION

Brake Pedal Assy Transmitter Units
There are two brake pedal assemblies with two pedals in each assembly. They The transmitter unit is an electromechanical device. It changes an electrical
transmit the manual braking inputs, through the brake pedal transmitter unit to input to give an electrical output in proportion to the movement of the brake
the BSCU. pedals. The unit has two mechanical assemblies (left and right) and a casing
Each pedal in each assembly is installed at one side of a vertical column and is with an electrical connector.
free to turn independently. Levers and rods connect the left pedals of each The mechanical assemblies each include an end plate attached to the casing.
assembly to each other. Levers and rods connect the right pedals of each The end plate contains a number of ball bearings and a bush in which a shaft
assembly to each other. turns.
The left pedals and right pedals are also connected to their related input shaft A lever is attached to the outer end of the shaft. A pin and a drive plate at the
of the brake pedal transmitter unit (22GG). other end of the shaft engage a potentiometer drive shaft. A stop installed in
Levers also connect the left and right pedals to the master cylinders of an the end plate prevents angular movement of the shaft more than a specified
independent low pressure hydraulic system (described in the Alternate braking value.
system. The casing contains two potentiometers that are attached to their related end
When a force is put on a pedal it turns and the related pedal also turns. The plate. Each potentiometer has four electrical tracks.
low pressure hydraulic system gives a resistance (artificial feel) in proportion to One potentiometer gets the mechanical movement from the left lever, the other
the pedal travel. The related input shaft of the brake pedal transmitter unit also potentiometer gets the mechanical movement from the right lever.
turns. A cable assembly connects the tracks of each potentiometer to the electrical
connector.
When a lever turns the shaft of the related potentiometer, it gives four electrical
output voltages that are the same.
The voltage is in proportion to the angle through which the lever turns.
Page 120
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
BRAKE PEDAL
TRANSMITTER UNIT
CASING
LEFT
LEVER
MECHANICAL
ASSEMBLY
ELECTRICAL
CONNECTOR
RIGHT
LEVER
Page 121
Figure 60 Brake Pedal Transmitter Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
BSCU
The BSCU is a computer and contains two isolated channels, Channel 1 and
Channel 2. Each channel has five printed−circuit cards which use the same
backplane. A grounded metal shield divides the two channels.
Other a/c systems connect to the BSCU through an ARINC 600 connector at
the reroof the case.
Fourteen pins at the rear of the BSCU can be connected to ground (pin
programming) through the aircraft electrical system. The discrete signals made
by pin programming have these functions:
S to set a time delay before automatic braking starts
S to set the rate of deceleration (LO and MED) in the automatic braking mode
S to indicate to the BSCU the aircraft type
S to indicate to the BSCU which type of brake is installed.
Each channel in the BSCU has a command channel and a monitor channel.
The command channel controls the braking and nosewheel steering systems
and the monitor channel monitors the command channel.
Page 122
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
FR20
FR17
BSCU
CONNECTOR
AA
CONNECTOR
1 2 3 3 2 1 AB
MONITOR
OBRM 1 2 3 3 2 1
BRAKING
OBRM BSCU
STEERING 3GG
OBRM
CHANNEL 1 CHANNEL 2
800VU
Page 123
Figure 61 BSCU Location Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Normal Brake Selector Valve
The brake selector valve is a solenoid operated valve that is attached to the
brake manifold.
The valve has a supply port A, a service port C, and a return port B.
It also has a control bore and a distribution bore and is machined to connect
the bores.
The control bore contains:
S a ball.
The ball is installed between two metal seats to make a supply valve
S a solenoid.
This has a core with a pushrod that goes through a guide to touch the ball
S a spring.
This holds the pushrod to keep the ball against the bottom seat when the
solenoid is de−energized.
With the solenoid de−energized and hydraulic pressure available at the supply
port the spring keeps the supply valve closed.
Page 124
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
ELECTRICAL
CONNECTOR
VALVE BODY
BRAKE MANIFOLD
BRAKE SELECTOR
VALVE
FILTER NORMAL
BRAKE SUPPLY
Page 125
Figure 62 Normal Brake Selector Valve Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Automatic Selector
The automatic selector valve is a hydraulically−operated unit. It automatically
controls the supply of hydraulic pressure from:
S the Green hydraulic system to the Normal braking system
S the Blue hydraulic system to the Alternate braking systems.
The valve has a supply body and a distribution body that are attached to each
other.
The supply body controls the Normal braking system hydraulic supply and
return lines. It has three ports, A, B and C, and a bore that contains a liner
assembly.
Page 126
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
FR47
SUPPLY
BODY
THROTTLE
Z147 VALVE
AUTOMATIC
SELECTOR
VALVE
A/C CL
DISTRIBUTION
BODY
Page 127
Figure 63 Automatic Selector Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
NORMAL ANTISKID (SERVOVALVE) MANIFOLD
General
The manifold includes:
S a manifold assembly
S a filter
S four servovalves
S four safety valves
S four pressure transducers.
Servovalve
The servovalve is an electrohydraulic valve that includes a hydraulic assembly
with an electrical assembly attached. The valve has three primary positions of
operation, with more positions of operation between the primary positions. The
valve is electrically controlled to keep the pressure in its related brake service
line at the necessary value, or release the pressure.
The electrical assembly has a body with an electrical connector.
Page 128
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
PRESSURE
TRANSDUCER (4)
SERVOVALVE
ELECTRICAL
ASSEMBLY
SAFETY VALVE
ELECTRICAL
CONNECTOR NORMAL ANTISKID MANIFOLD
HYDRAULIC
ASSEMBLY
SERVOVALVE
Page 129
Figure 64 Normal Antiskid Module Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
SAFETY VALVE (FUSE) PRESSURE TRANSDUCER
General General
The safety valve is a hydraulic valve that automatically closes when the flow of The pressure transducers measure the hydraulic pressure in their related brake
fluid through it is more than a specified limit. service line.
The valve has a body that has a bore through the center. Two other bores, the The transducer contains a device that gets an input from the hydraulic
inlet and outlet ports, connect to the center bore. A threaded ring holds a valve pressure. It also contains an electronic bridge−type circuit which is installed on
seat in position at one end of the center bore. The other end of the center bore a number of circuit boards.
contains an end fitting which has a bleed screw installed in it. A valve which Hydraulic pressure sent to the transducer causes a change in the electrical
has a jet at one end moves in the center bore. A pin connects the valve to a resistance of the bridge circuit.
spring seat.
This changes the electrical input voltage to give an output voltage in proportion
Valve open to the hydraulic pressure.
With the unit pressurized and no flow from the outlet port, the pressures in RETURN ACCUMULATOR
chambers X and Y are equal. The spring holds the valve in the open position.
When fluid flows through the valve to the outlet port, the pressure in chamber Y General
decreases. The pressure in chamber X moves the valve nearer to the valve One accumulator is installed on the leg of each MLG. Its function is to contain
seat. The flow of fluid through the jet to chamber X controls the rate of travel of the initial large flow of fluid when the brakes are released.
the valve. When the flow from the outlet port stops, the pressures in chambers
This makes sure that the brakes release smoothly and the return pressure
X and Y become equal and the valve opens.
decreases slowly.
Fuse set The accumulator is an oleo−pneumatic unit with a steel cylinder which contains
If the fluid flow from the outlet port is more than the specified limit, the pressure a flexible bladder. A charge valve permits the bladder to be pressurized with
in chamber X moves the valve against the valve seat. This prevents fluid flow nitrogen. A nozzle assembly, which includes a spring and a poppet valve, lets
from the outlet port. The pressure in chamber X keeps the valve closed. pressurized hydraulic fluid go into the cylinder. The bladder keeps the nitrogen
and the hydraulic fluid apart.
Fuse reset The gage shows the gas (charge) pressure. And a green zone shows the
If the bleed screw is manually operated, the pressure in chamber X releases correct gas charge pressure when the hydraulic pressure is not available.
and the spring moves the valve back to the open position.
Page 130
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
VALVE END
BODY FITTING
HYDRAULIC
CONNECTION
INLET BLEED
PORT SCREW
OUTLET
PORT
PRESSURE
TRANSDUCER
THREADED
RING CYLINDER
GREEN ZONE
(CORRECT GAS PRESSURE)
CHARGING
VALVE
PRESSURE
GAGE
Page 131
Figure 65 Safety Valves (Fuse)/Pressure Transducer/Accumulator Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
WHEELSPEED-TRANSDUCER (TACHO)
General
A tachometer, held in a carrier, is installed in each axle of the MLG bogies.
The tachometer supplies an electrical output in proportion to the speed it turns.
The tachometer has a casing with two end plates. An electrical connector is
attached to one end plate, a drive shaft comes out of the other end plate.
The casing contains a stator assembly and a rotor assembly.
The stator assembly includes a toothed ring, a coil assembly and four
permanent magnets.
The coil assembly connects to the pins of the electrical connector.
The rotor assembly includes a rotor and its drive shaft. A drive coupling is
attached to the end of the shaft.
When the related wheel turns, the rotor causes an alternating current to flow in
the coil assembly.
The frequency and the amplitude of the current is in proportion to the wheel
speed.
Page 132
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
TACHOMETER
ELECTRICAL
CONNECTOR
CARRIER
DRIVE SHAFT
DRIVE COUPLING
HUB CAP
Page 133
Figure 66 Wheelspeed Transducer Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
WHEEL BRAKES
General Operation
The wheel brake is a multi−disc type. The primary components of the wheel When hydraulic pressure is supplied to the piston assemblies it pushes the
brake are a piston housing, a torque tube and a heat pack. pistons (from the piston housing) against the pressure plate. The pressure
The piston housing and the torque tube are attached to each other. A torque plate pushes the stator and rotor discs together and against the end plate. The
pin connects the piston housing to a brake rod on the MLG to hold the piston friction between the components of the heat pack decreases the wheel speed.
housing stable. When the hydraulic pressure is released, the retraction mechanism in each
The piston housing has two internal, independent fluid passageways and also piston assembly pulls its related piston back. This lets the stator and the rotor
includes two independent sets of piston assemblies. discs move apart and lets the wheel turn freely.
One set is for the Normal braking system and the other is for the Alternate
braking system.
The piston housing also includes a half coupling and a bleed valve for each
braking system. The hydraulic pressure in the housing makes the related
pistons extend. They supply the mechanical force necessary to put the brakes
on.
The retraction mechanism includes a draw pin, a spring, an adjuster tube and a
ball. The mechanism makes the piston go back to its initial position when the
brakes are released. It also makes allowances for wear and keeps the distance
between the piston and the pressure plate constant.
The torque tube transmits the brake torque from the stator discs to the piston
housing when the brakes are put on.
The heat pack is installed on the torque tube. The heat pack contains
carbon−composite components that include rotor discs, a pressure plate, stator
discs and an end plate.
Two wear pins are attached to the pressure plate. These pins show through the
piston housing and move into the piston housing as the heat pack components
wear.
A temperature sensor is installed in the torque tube of the brake, to measure
the temperature of the heat pack. The electrical connector is attached to the
piston housing.
Page 134
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
ASSY
ROTOR
DISC
TEMPERATURE
SENSOR
END PLATE
BLEED VALVE
STATOR
BRAKE WEAR DISC
INDICATOR
HYDRAULIC
COUPLING HEAT SHIELD
BRAKE ROD
PISTON
TORQUE ASSEMBLY
PIN
PISTON
HOUSING
Page 135
Figure 67 Brake Assy Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
ALTERNATE BRAKING GENERAL DESCRIPTION

General
The Alternate braking with anti−skid system is a secondary electrohydraulic
braking system. It is used to decrease the speed of the aircraft when it moves
on the ground with engine power.
It automatically becomes available if:
S specified failures occur in the Normal braking system,
S the pressure of the Green main hydraulic power supply is less than a
specified value.
Braking inputs are made only at the brake pedals. These operate a
low−pressure hydraulic system.
This system causes the Blue main hydraulic power supply to go to the second
set of pistons in the brakes.
The quantity of hydraulic pressure that goes to the brakes (of the left and right
main landing gear (MLG) ) is in proportion to the travel of each brake pedal.
The Brake and Steering Control Unit (BSCU) controls the four servovalves in
the system to supply the anti−skid function. When necessary it increases or
decreases a servovalve control current to change the pressure in the related
pair of brakes.
The BSCU continuously monitors the Alternate braking system for failures.
Depending on the failure in the normal brake system, alternate braking can be
with or without antiskid-control.
With the aircraft in flight and a low Blue hydraulic system pressure the shut−off
valve 9GZ is energized. This isolates the supply between the accumulators and
the automatic selector valve. This decreases the loss of pressure from the
accumulators to the brake system.
Page 136
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
ALT BRAKE RESERVOIR

TO
MASTER CYLINDER OTHER LOW PRESSURE
SIDE OF HYDRAULIC
DUAL SYSTEM
VALVE
GREEN BLUE
HP HP
NORMAL
BRAKE
SELECTOR
VALVE SYSTEM
BSCU S/O-VALVE
AUTOMATIC
SELECTOR
TO OTHER GEAR
BSCU: BRAKING AND STEERING DUAL 3+4+7+8
CONTROL UNIT VALVE
TO WHEEL
3−4−7−8 DUAL SHUTTLE
VALVE
TO WHEEL RE
TURN TO WHEELS
2−5−6
5+6
ALTERNATE
FUSE
SERVOVALVE
TACHO
TO WHEEL 2
WHEEL 1
TO ECAM
Page 137
Figure 68 Alternate Brake System Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
ALTERNATE BRAKING DESCRIPTION AND OPERATION

General With Antiskid
The Alternate braking system automatically becomes available if: The hydraulic pressure to the manifold assembly causes the servovalves to
S the Green main hydraulic power supply is less than a specified value operate and connect the pressure to the brakes. The safety valves let the
pressure go through to the second set of pistons in the brakes.
S the BSCU cancels the operation of the Normal braking system.
The pistons extend and the brakes operate to decrease the speed of the
When this occurs the Wheel page on the System display shows the captions
wheels.
AUTO BRK and NORM BRK in amber. If the BSCU cannot control the anti skid
function, ANTI SKID shows in amber. the system then operates in the Alternate The tachometers measure the speed at which the wheels turn. If a wheel starts
braking without anti skid mode. to turn at less than a calculated speed the BSCU increases the current to the
related servo valve. The servovalve connects its related pair of brakes to the
Operation return line.
The automatic selector valve 5202GG also operates to connect the Blue The second set of pistons at the brakes retract quickly and the hydraulic fluid
hydraulic pressure to the dual valve. returns to the automatic selector valve.
A pressure transducer (at the park, alternate brake manifold) continuously The return accumulator makes sure that the pistons retract smoothly.
measures the (Blue) pressure available in the Alternate braking system. The The hydraulic fluid goes out of the automatic selector valve to the return
top gage of the triple pressure indicator 2GK shows this pressure. manifold. It goes from the manifold, through the check valve and goes to the
When the brake pedals are operated, the master cylinders are compressed. LP manifold of the Blue hydraulic system.
This puts a pressure on the dual valve from the low−pressure system, in The Wheel page (of the System Display) shows three vertical lines (Green) on
proportion to the brake pedal travel. Each valve mechanism in the dual valve both sides of the related wheel numbers, to show that the brakes are released.
operates in proportion to this pressure. When the pressure from the master When the wheels that started to be in a skid, turn again at a speed near to the
cylinders gets to a specified limit (after the initial pedal travel), the valve calculated speed:
mechanism gives more brake pressure in proportion to the pedal travel. This
S the BSCU decreases the servovalve control current to a minimum
gives more control of the pressure sent to the brakes on the initial pedal inputs.
S the servovalve connects the hydraulic pressure to the brakes to put them
Two pressure transducers 3GK1, 3GK2 at the manifold assembly (transducer)
on.
measure the quantity of the hydraulic pressure in the brake supply line of each
MLG. The bottom two gages of the triple pressure indicator show the pressure When the brake pedals are released the master cylinders go back to their initial
in the brake supply lines. position and:
S the control pressure is removed from the dual valve
S the dual valve goes back to its initial position
S the hydraulic supply line (from the dual valve to the MLG) is connected to
the LP manifold of the Blue hydraulic system
S the servovalves connect the service line of the related brakes to the return
line
S the second set of pistons in the brakes retract to release the brakes
S fluid from the pistons goes through the automatic selector valve to the LP
Page 138 manifold.
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Page 139
Figure 69 Hydr.−Schematic Alternate Braking (with A/Skid) Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Without Antiskid
The Alternate Braking without Anti−skid System is the secondary mode of
operation of the Alternate Braking.
The system is automatically available when the anti−skid function is not
available. This occurs when:
S the A/SKID & N/W STRG switch is set to OFF
S electrical control of the Alternate Braking with Anti−skid System is not
available.
The system has the same hydro−mechanical components used in the Alternate
Braking with Anti−skid System. Braking inputs can only be made at the brake
pedals.
When the brake pedals are operated, hydraulic pressure from the Blue Main
Hydraulic Power System is sent to the brakes.
NOTE: With no antiskid available the flight crew has to observe, that the
brake pressure becomes not more than 1000 psi. Therefore the
crew has to look for the triple indicator.
If the Blue hydraulic supply is not available, accumulators (filled from the Blue
hydraulic system) give sufficient pressure for at least seven full operations of
the brakes.
As electrical power is not necessary to operate the brakes, this system is
usually used when the aircraft is towed.
A triple pressure indicator shows the supply pressure and the pressure at the
brakes.
the automatic selector valve. This decreases the loss of pressure from the
accumulators to the brake system.
Page 140
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
TRIPLE PRESSURE
INDICATOR 2GK PSIx1000
ACCUMULATORS 4GK
ACCU PRESS
MANIFOLD 3 0 4 3
ASSEMBLY FROM PARK BRAKE 1 2 1

T T
D
CONTROL VALVE 0
BRAKES 2 6
A
NORMAL NORMAL
C G I J AUTOMATIC BRAKING BRAKING
SELECTOR
BLUE VALVE
MAIN B
HYDRAULIC C
SUPPLY
B E
A
D H SERVO VALVE SERVO VALVE
FROM
BLUE
MANIFOLD LP A E D RIGHT
U B
C MLG
FROM
DUAL VALVE SHUT−OFF VALVE A RETURN
ACCUMULATOR
TO/FROM PARK BRAKE

CONTROL VALVE 4GZ PRESSURE
G I J RELIEF A B C A B C
32−45−00 VALVE
FROM PARK
C A BRAKE CONTROL
BRAKE CONTROL C
HYDRAULIC VALVE F F
RESERVOIR PARK BRAKE B
A
OPERATED VALVE
E D 3GK2
LEFT RIGHT B
AUTOMATIC SELECTOR VALVE CONDITION WHEN TO RIGHT MLG
ONLY ACCUMULATOR PRESSURE IS AVAILABLE
BRAKE
PEDALS
C NORMAL NORMAL
BRAKING BRAKING
H DUAL
A B+B1 SHUTTLE
E C A VALVE 1 5
G T T
TO
DUAL D
TO RETURN BSCU
MASTER CYLINDERS
VALVE MANIFOLD 3GK1
D B
Z
Page 141 Z
Figure 70 Alt Braking (without Antiskid) Lufthansa

Technical Training
WHEELS AND BRAKES
32−40
Alternate Brake Reservoir Alternate Brake Master Cylinder
The reservoir contains a sufficient quantity of pressurized hydraulic fluid to The master cylinder changes the mechanical input from its related brake
keep the two master cylinders full. The reservoir has a body and a cylinder. A pedals to a hydraulic pressure that operates the related mechanism of the dual
castellated nut connects them together to make a fluid chamber. valve.
The body has a guide rod. This is installed through the center of the fluid
chamber to guide a piston.
A transparent tube extends from the closed end of the cylinder. This tube has a
green band and a red band on it to indicate the quantity of fluid in the reservoir.
The cylinder contains a compression spring and a piston.
Page 142
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
MASTER CYLINDER
RESERVOIR
Page 143
Figure 71 Alt Brake Reservoir and Master Cylinder Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Alternate Brake Dual Valve
The dual valve is a hydro−mechanical valve that controls the quantity of the
hydraulic system pressure that goes to the brakes. The valve has two identical
and independent mechanisms that each supply the brakes of its related MLG.
Each mechanism operates in proportion to a pressure that comes from its
related brake pedal/master cylinder. Each mechanism is contained in two
parallel bores to give a control bore and a pressure control bore.
Page 144
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
FR47
Dual Valve
Location
Dual Valve
Alternate Braking
LP Bleed Ports
Z147
DUAL VALVE
Page 145
Figure 72 Dual Valve Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Alt Brake Antiskid Manifold
The manifold assembly is installed near the top of the MLG leg. The
component parts of the manifold assembly are:
S an alternate brake servovalve manifold,
S an alternate brake return accumulator,
S two alternate brake servovalves,
S two alternate brake safety valves.
The function of the manifold is the same as for the normal manifold, but the
servovalves are connected to two brakes.
Page 146
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Alternate
Servo Valves
RETURN ACCUMULATOR
SERVO VALVE
FILTER
SERVO VALVE
SAFETY VALVE
MANIFOLD
Page 147 SAFETY VALVE
Figure 73 Alternate Antiskid Module Lufthansa

Technical Training
WHEELS AND BRAKES
32−40
Park/Alternate Brake Accumulator
The accumulator is an oleo−pneumatic unit that keeps a specified volume of
pressurized hydraulic fluid in it.
It has a steel body which contains a flexible bladder. An inlet connector permits
the bladder to be pressurized with nitrogen. A nozzle assembly, which includes
a spring and a poppet valve, lets pressurized hydraulic fluid go into the body.
The bladder keeps the nitrogen and hydraulic fluid apart.
When the fluid chamber is unpressurized, the nitrogen pressure expands the
bladder until it touches the poppet valve. The poppet valve closes to keep the
bladder in the body.
When the fluid chamber is pressurized, the bladder size decreases until the
pressures in the gas and fluid chambers are equal.
The spring keeps the poppet valve open.
As the pressure at the fluid inlet decreases, the bladder expands and forces
the hydraulic fluid from the fluid chamber.
Page 148
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
NITROGEN
INLET Brake Accus
CHARGING
VALVES
GAS CHAMBER
PRESSURE GAGES BLADDER
FLUID CHAMBER
ALTERNATE BRAKE
ACCUMULATORS POPPET VALVE
SPRING
NOZZLE ASSEMBLY
HYDRAULIC
Page 149 FLUID INLET
Figure 74 Brake Accus Lufthansa

Technical Training
WHEELS AND BRAKES
32−40
Triple Indicator
The triple pressure indicator has three dials on its front face which show the
brakes pressures and the accumulator pressure.
The top indicator shows the accumulator-pressure, the left an right bottom
indicator the blue brake pressure to the left and right MLG-brakes.
Page 150
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Triple
Indicator
Indicator Range Colors

Range Colors
0 thru
45 deg. Arc Orange
Enf of
Accumulator Orange - White
Indicator 2800
2800 - 3200 Green
3200 - 4000 White
Brakes 0 - 1000 Green

Indicator 1000 - 3000 White
Page 151
Figure 75 Triple Indicator Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Shutoff-valve
the automatic selector valve.
This decreases the loss of pressure from the accumulators to the brake
system.
The shut−off valve has a body with an inlet port A, an outlet port U and an
electrical connector. The body contains a solenoid valve, a pushrod, a needle,
a slide valve and their related springs.
Operational Test of the Emergency Brake Shut−off Valve
The valve can be checked on ground. Therefore a flightsimulation together with
the blue hydraulicsystem unpressurized has to be done.
The test can be found in the MM.
Page 152
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Emergency
Brake
ShutOff
AC IN FLIGHT Valve
VALVE CLOSED
BLUE SYSTEM LO PRESSURE
Shut Off Automatic Selector Throttle

Valve Valve Valve
ELECTRICAL
CONNECTOR
Page 153
Figure 76 Emergency Shut-off-valve Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
PARKING/ULTIMATE EMERGENCY BRAKING PRESENTATION

General
The parking braking system is an electrohydraulic system.
Its primary function is to prevent movement of the aircraft when it is parked.
It can also be used to stop the aircraft if control in all the other braking modes
is not available.
The parking braking system gets its hydraulic power supply from the
accumulators of the Alternate Braking system or the Blue Main Hydraulic
Power system.
The accumulators have sufficient capacity to hold the brakes on for a minimum
time of twelve hours (or supply braking pressure for a specified number of
operations).
When the related selector switch is operated (in the cockpit), it sends an
electrical signal to an electrohydraulic control valve. This valve controls the
supply of hydraulic pressure to the brake pistons of the Alternate Braking
System.
The brake pressure supplied to each Main Landing Gear (MLG) and the
accumulator pressures are shown on a triple pressure indicator.
Page 154
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Parking
Brake
Handle
GREEN BLUE
HP HP
NORMAL
BRAKE OFF
SELECTOR
VALVE SYSTEM
BSCU S/O-VALVE
PARKING BRAKE
AUTOMATIC CONTROL VALVE
SELECTOR ON
BSCU: BRAKING AND STEERING
CONTROL UNIT
DUAL PARKING BRAKE
VALVE OPERATED VALVE
TO WHEEL DUAL SHUTTLE
3−4−7−8 VALVE
TO WHEEL AUTOMATIC
2−5−6 SELECTOR
(2ND STAGE)
RETURN
FUSE FROM OTHER

ALT SERVO VALVES
TO THE OTHER
TWIN WHEEL 2
TO ECAM
Page 155
Figure 77 Parking Brake System Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
PARK BRAKE DESCRIPTION AND OPERATION

Description Hydraulic Components
The Parking Brake System divides into these parts: The system includes these hydraulic components:
S an electrical system, S a park-brake controlvalve,
S hydraulic components. S an alternate brake park manifold assembly,
S a park−brake operated valve,
Electrical System
S a dual−shuttle valve.
The electrical system controls the operation of the parking brake. The system
includes a park−brake selector−switch and a park−brake control−valve. The park manifold assembly connects the hydraulic power supply lines from
the Blue system and the accumulators to the control valve. The park manifold
The selector switch is a two position (OFF/ON) switch.
assembly includes a pressure relief valve. If the pressure in the system
The control valve is an electrohydraulic valve that connects the hydraulic power increases to more than a specified quantity (because of changes in
supply to the brakes. It also decreases the pressure supplied to the servo temperature), the pressure relief valve operates. A check valve prevents the
valves to 175 bar (2538 psi). flow of fluid from the accumulators to the Blue supply line when the Blue supply
The system has two independently connected circuits each with a different line is unpressurized. A pressure transducer attached to the manifold transmits
power supply. Usually the circuits are energized at the same time but each the accumulator pressure data to the triple pressure indicator. A control lever
circuit operates the control valve if the other is not available. on the manifold lets maintenance personnel release the accumulator pressure
The system also connects to the electrical de−activation box of the Nose for servicing.
Wheel Steering (N/WS) system. The parkbrake operated valve isolates the dual−valve from the parking brake
The electrical box includes a light that lets maintenance personnel see when system. This prevents leakage of pressurized fluid through the dual valve.
the parking brake is set to ON. The dual shuttle valve isolates the two supplies from the dual valve and lets the
When the aircraft is towed at night and the aircraft electrical power supply is parking brake pressure go to the brakes. It also prevents leakage from the
not available, an external power supply (towing tractor) will operate the brakes to return. Movement of the brake pedals does not affect the system
navigation lights. when it is in this configuration.
The electrical de−activation box supplies the interface between the external The system configuration and component function downstream of the dual
power supply and the navigation lights. shuttle valve are the same as the Alternate Braking without Anti−skid.
NOTE: When the parking brake is set to ON with correct alternate
system pressure, the normal braking system is isolated. When
the parking brake is set to ON with no alternate system pressure
for 4 seconds or more, the normal braking system becomes
available. When correct alternate system pressure becomes
available again, the normal braking system becomes isolated
again.
Page 156
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
ACCUMULATORS TRIPLE PRESSURE PSIx1000
4GK INDICATOR T T
ACCU PRESS
MANIFOLD 3 0
1 2 1
4 3
2 6
ASSEMBLY
D 0
BRAKES
NORMAL NORMAL
BRAKING BRAKING
BLUE A
MAIN 32−42−00
HYDRAULIC C G I J
SUPPLY
29−12−00
B
C
E
B
D H A
TO BLUE
RETURN A AUTOMATIC E D
MANIFOLD SELECTOR SERVO VALVE SERVO VALVE
C
(LP) RETURN VALVE B
29−12−00 MANIFOLD
FROM
RIGHT
FROM U MLG RETURN
DUAL VALVE ACCUMULATOR
SHUT−OFF A
VALVE C A
B PRESSURE
RELIEF VALVE A B C A B C
PARK BRAKE B
A OPERATED
VALVE
C
F F
D
PARK BRAKE
CONTROL TO
VALVE C
RIGHT
DUAL 3GK2 MLG
SHUTTLE NORMAL NORMAL
H VALVE E BRAKING BRAKING
C A
FROM BRAKE B+B1
MASTER
CYLINDERS TO
G BSCU 1 5
T T
DUAL VALVE D 3GK1
TO RETURN D B
MANIFOLD
Page 157
Figure 78 Parkbrake-System Operation Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Electrical Power Supply
When the park−brake selector−switch is set to ON, the motors in the
park−brake control−valve are energized.
NOTE: It is not necessary to push the brake pedals for setting the
parking brake.
At the same time, electrical contacts in the control valve send a signal to the
BSCU to isolate the Normal braking system.
NOTE: When the parking brake is set to ON with no alternate system
pressure for 4 seconds or more, the normal braking system
becomes available. When correct alternate system pressure
becomes available again, the normal braking system becomes
isolated again.
The BSCU sends a minimum current to the alternate brake servo valves to give
maximum braking. This helps the brakes come on quicker.
The circuit to the NWS electrical de−activation box 5GC is made, which makes
the PARKING BRAKE indicator light come on.
Page 158
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
28VDC
TRACTOR
PARK BRAKE SET NORM SUPPLY
BRAKE
BLUE SYSTEM LO AVAIL.
PRESSURE FOR LIGHT
TEST
MORE THEN 4 SEC.
OFF PARK BRK 5GC ELEC BOX−STEERING

DEACTIVATION, N/WS
ON
PULL & TURN
ON
OFF
601PP
28VDC
SERVICE BUS
TO C/B MON M
PARK BRAKE CONTROL

NORMAL
701PP
28VDC
OFF PARK BRAKE HANDLE 117VU
HOT BUS 1 TO C/B MON M
PARK BRAKE CONTROL

EMER
ON 3GZ SW−SELECTOR
PARK BRAKE
PULL & TURN
4GZ CONTROL VALVE−PARKING
BRAKE
TO COCKPIT VOICE
RECORDER
23−71−00
3GG BSCU
TO SDAC 32−42−00
Page 159 31−54−00
Figure 79 Park Brake Handle Lufthansa

Technical Training
WHEELS AND BRAKES
32−40
Hydraulic Components
The hydraulic components of the parkbrake system are located in the left side
front section of the main wheelwell area.
Page 160
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
FR47
CIRCUIT
BREAKERS
ROCKER ARM
Z147
SPRING
ASSEMBLY
PARK BRAKE
OPERATED VALVE
ACTUATOR
PARK BRAKE
CONTROL VALVE
DUAL VALVE
PRESSURE
TRANSDUCER
ALTERNATE BRAKE
ALTERNATE BRAKE DUAL SHUTTLE VALVE
PARK MANIFOLD
CONTROL LEVER
Page 161
Figure 80 Parkbrake Hydraulic Components Lufthansa
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
32−46 BSCU BITE

BSCU INTERFACE
Inputs
The Braking and Steering Control Unit receives different signals in discrete
analog or ARINC form.
Page 162
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
F32E401
Page 163
Figure 81 BSCU−Interfaces Inputs Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Outputs
The Braking and Steering Control Unit produces Output signals to control the
braking and to provide indications, warnings and maintenance information to
other aircraft systems.
These signals are in discrete, analog or ARINC form.
Page 164
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Page 165
Figure 82 BSCU−Interfaces Outputs Lufthansa
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40

SYSTEM DESCRIPTION
General
The brake temperature system measures the temperature at each brake and
supplies this data to other systems.
The system includes a sensor at each brake and a Brake Temperature
Monitoring Unit (BTMU) for each pair of brakes.
The Engine/Warning Display (EWD) and the Systems Display (SD) (which
together make the ECAM) show system data.
The brake temperatures are shown on the WHEEL page of the SD. If the
temperature of a brake becomes more than a specified limit an aural and visual
warning will be generated.
Principle
The chromel−alumel temperature sensors (8) delivers a voltage proportional to
the temperature difference between the cold junction and the hot junction.
The brake temperature monitoring unit (4) processes the data from the
temperature sensors and compensates the thermocouple cold junction.
The function of the braking and steering control unit is to change the electrical
signals to a temperature indication on the ECAM display.
Page 166
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Page 167 F32T101
Figure 83 Brake Temperature System Lufthansa

Technical Training
WHEELS AND BRAKES
32−40
Temperature Sensors (8) The BSCU controls the color of the brake temperature and the related wheel
It is a chromel alumel thermocouple. symbol above it. The color of the symbol is:
It supplies an output voltage in proportion to the temperature difference S normally gray,
between the ambient temperature and the temperature at the thermocouple. S GREEN for the hottest brake of more than100 deg. C,
S AMBER for the brake temperature of more than 300 deg. C.
BTMU (4)
In addition:
The BTMU is a sealed unit which has two cable assemblies, each with a 3−pin
connector for the input signals. A 6−pin connector on the BTMU connects to S the warning message BRAKES BRAKES HOT shows on the EWD,
the aircraft electrical system. S an aural warning (single chime) operates,
There are two identical electronic circuits in the BTMU. S the master caution lights come on,
Each circuit: S the brake hot light on the main instrument panel comes on (optional if brake
S compensates (the thermocouple cold junction) and amplifies the input fans installed).
voltage from the temperature sensor, If a temperature sensor (or a BTMU) becomes unserviceable, the BTMU
S monitors the temperature sensor circuit for open circuit and short circuit transmits one (or more) out−of−range voltage signal (s) (0 V or 12 V dc) to the
conditions, BSCU.
S calculates and supplies an output voltage (between 1V and 9V) in When this condition occurs one (or two) pairs of X legends show on the
proportion to the temperature of the related brake. WHEEL page at the applicable indication position (s).
BSCU
The analog signal from each of the eight sensors is transmitted independently
to the BSCU, which changes the signals to digital data. The BSCU transmits
the digital data on its ARINC 429 output busses.
During specified phases of flight the WHEEL page automatically shows on the
SD. This page gives the brake temperatures and other related data.
Page 168
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Temp.
Sensors
and BTMU
Location
BRAKE TEMPERATURE
SENSOR
BRAKE
TEMPERATURE
SENSOR
BRAKE
TEMPERATURE
BRAKE
TEMPERATURE
MONITORING
UNIT
BRAKE TEMPERATURE
SENSOR
BRAKE TEMPERATURE
SENSOR
BTMU
TEMP SENS (4)
Page 169
Figure 84 Brake Temperature Component Locations Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
BSCU BITE
General BSCU Main Menu
The BITE continuously monitors the hardware and the software for failures: Each channel of the BSCU has the same main menu, this includes:
S Hardware monitoring S the LAST LEG REPORT
S Software monitoring S the PREVIOUS LEGS REPORT
S Failure data S LRU IDENTIFICATION
When the software has made sure that a failure has occurred and is correctly S the TROUBLE SHOOTING DATA
identified, the BSCU puts the data into a specified area of the EEPROM. S the CLASS 3 FAULTS
Failure data that is put into the flight memory zone, is also sent to the CMS.
S the SYSTEM TEST
The failure data is made of a specified failure message and additional data that
identifies the conditions when the failure occurred. S the NORMAL BRAKE TEST
Each failure message gives the name of a specified Line Replaceable Unit S the BSCU (channel) CONTROL INHIBIT
(LRU), its Functional Item Number (FIN) and related ATA chapter. S the GROUND REPORT
An MCDU is used to show the data held in the EEPROM or start specified S the SPECIFIC DATA.
tests. When the related BSCU channel is not serviceable the message NO
Each MCDU has two modes of operation, normal and menu. When an MCDU RESPONSE shows.
is initially set to MENU MODE the display shows a menu of the aircraft
systems.
A sequence of selections puts the main menu of the related BSCU control
channel on the display. Subsequent selections put the necessary data or BSCU
function on the display.
When the MCDU is set to show data (LAST LEG REPORT, PREVIOUS LEGS
etc.), the use of the RETURN key causes the display:
S to show the data for the failure that occurred before,
S to show the initial display or the main menu again.
Page 170
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
BSCU CHAN 1
LAST LEG CLASS 3
REPORT FAULTS
PREVIOUS LEGS SYSTEM
REPORT TEST
NORM BRK
LRU IDENT TEST
BSCU CTL
INHIBIT
DATA REPORT
SPECIFIC
RETURN DATA
Page 171
Figure 85 BSCU Main Menu Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Normal Brake Test
The normal brake test is a sequence of tests that include:
S the power−up test,
S the system test,
S a functional test of the normal brakes,
S a servovalve calibration test.
The aircraft must be put in the correct configuration before a test is possible.
The display shows the configuration that is necessary.
When the configuration is correct and the test is started, the results show on
the display.
The trouble shooting data display can be used to give more data for any
failures that are identified.
When the test is complete the aircraft must be put back to a satisfactory
configuration. The display shows the close−up sequence of operations.
Page 172
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
BSCU CHAN 1 BSCU CHAN 1 BSCU CHAN 1

LAST LEG CLASS 3 NORM BRK TEST NORM BRK TEST
REPORT FAULTS INITIAL CONDITIONS:
REPORTS TEST TEST IN PROGRESS 15 SEC -SELECT G HYD PRESS
NORM BRK -SELECT PARK BRAKE OFF
LRU IDENT TEST - SELECT AUTOBRAKE OFF
BSCU CTL
INHIBIT -SELECT BSCU CHAN 2 CTL
TROUBLE SHOOT GROUND INHIBIT ON OTHER MCDU
DATA REPORT START TEST
CURRENT
RETURN REPORT RETURN PRINT RETURN PRINT
STEP 4 RESULT: NOT OK OR RESULT: OK
BSCU CHAN 1 BSCU CHAN 1 BSCU CHAN 1

NORM BRK TEST NORM BRK TEST NORM BRK TEST
TEST NOT PERFORMED CALIBRATION PERFORMED
TEST IN PROGRESS 15 SEC - G HYD PRESS NOT SELECTED
- PARK BRAKE NOT SELECTED OFF
- AUTOBRAKE NOT DELETED OFF TEST O.K.
- CLT INHIBIT NOT SELECTED
ON BSCU CHAN 2
TEST CLOSE UP
RETURN PRINT RETURN PRINT RETURN PRINT
Page 173
Figure 86 Norm Brake Test Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
BSCU Control Inhibit
During the System test or the Normal brake test it is necessary to inhibit one
control channel.
The sequence of displays for the control inhibit of the related BSCU channel
and the results are as shown.
Page 174
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
STEP 1 STEP 2
BSCU CHAN 1 BSCU CHAN 1

LAST LEG CLASS 3 CONTROL INHIBIT
REPORT FAULTS
REPORTS TEST
NORM BRK IN PROGRESS 2 SEC
LRU IDENT TEST
BSCU CTL
INHIBIT
DATA REPORT
CURRENT
RETURN REPORT
RESULT: NOT OK OR RESULT: OK
BSCU CHAN 1 BSCU CHAN 1

CONTROL INHIBIT FAILED CONTRO L INHIBIT
CHECK BSCU CHAN 2

CONTROL INHIBIT O.K.
RETURN RETURN
Page 175
Figure 87 BSCU Channel Inhibit Lufthansa
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40

SYSTEM PRESENTATION
General
The TPIS is an electronic system that measures the tire pressures.
The system has these primary components:
S a Tire Pressure Indicating Computer (TPIC),
S a transmitter in each axle,
S a sensor attached to each wheel.
The TPIS automatically monitors the L/G tire pressures and continuously
shows the values on the WHEEL page of the Systems Display.
The TPIC controls the operation of the system and sends data to other
interfaced systems.
It supplies data and warnings when the pressures are unsatisfactory.
Page 176
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
TPIS
Sensor and
XMTR Unit
TPIS WIRING
TPIS UNIT
180 180
WHEEL AXLE
PRESSURE 150 150

SENSOR
180 180 180
180 180 180 180
F32X101
Page 177
Figure 88 Tire Pressure Indication Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
TPIS Computer
The TPIS-Computer is located in the avionic-compartment.
The TPIC includes hardware and software (BITE) to:
S do a power−up test of parts of the system when power is put on,
S let a system test be done during ground maintenance,
S continuously monitor the system for failures.
The WHEEL page indications are as shown.
When one tire pressure value or the tire pressure difference on one axle is
unsatisfactory:
S the MASTER CAUTION lights comes on,
S the ENGINE/WARNING display shows TYRE LO PR,
S an aural warning is given (single chime).
The warning messages are not shown:
S during a takeoff (between a speed of 80 knots and an altitude of 1500ft.),
S during a landing (between touch down and a speed of 80 knots).
When one tire pressure is unsatisfactory:
S 11% (Flight phase 1,2,3,4)
S 26% (Flight Phase 5−10)
When tire pressure difference on one axle:
S 15% (Flight phase 1−4)
S 21% (Flight phase 5−10)
Page 178
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
103PP
28VDC
BUS 1 TO C/B
MONG
24−53−00
1GV C/B−
TIRE PRESS IND PIN
PROGRAMMING
A/C TYPE
WHEEL 8
SAME AS NLG
WHEEL 7
WHEEL 4
SAME AS NLG
WHEEL 3
MAIN LANDING GEAR R
ROTOR STATOR
FR20
FR17
1WV2 SDAC−2
31−54−00
4GV2 SENSOR− 3GV2 XMTR−

TPIS, NLG WHEEL R TPIS, NLG WHEEL R
SAME AS 4GV2 SAME AS 3GV2 1WV1 SDAC−1

31−54−00
4GV1 SENSOR− 3GV1 XMTR−

TPIS, NLG WHEEL L TPIS, NLG WHEEL L
1TM2 CMC−2
NOSE LANDING GEAR 45−12−00
1TM1 CMC−1
CENTER LANDING GEAR 45−12−00
1TM1 CMC−1
TPIC 2GV 45−12−00
A340 ONLY SAME AS NLG
800VU
WHEEL 6
SAME AS NLG
WHEEL 5
WHEEL 2
SAME AS NLG
WHEEL 1
MAIN LANDING GEAR L 2GV TPIC
Page 179
Figure 89 System Block Diagram Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
Sensors Transmitters
The sensor includes a stainless steel housing which contains a pressure The transmitter has two main parts, a stator and a rotor.
sensor head. The stator (primary windings) attaches to the carrier in the axle and its
A flying lead and connector are attached to the housing. electrical connector connects to the TPIC.
The pressure sensor head is a strain gage type and contains a whetstone The rotor (secondary windings) turns in the stator and connects to the sensor
bridge and other resistors for temperature compensation and slope flying−lead.
rectification. The rotor includes an electronic module.
The air pressure in the pressure sensor head when it changes, changes the The module rectifies the 3.125 kHz power supply signal and gives a stable 10V
resistance across the bridge. DC voltage to the pressure sensor.
This changes the output voltage. Resistors in the circuit compensate for The pressure sensor output voltage is amplified and converted to a sine wave
temperature changes. signal (60−166 kHz) before it is sent to the TPIC.
The output signals are between 0 and 100 mV (0−300 psi).
The holder has a small central bore and a filter at the inlet. Air flows through
the bore and the filter. Two seals prevent leakage when the sensor is installed
on the holder.
Page 180
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
FILTER
SENSOR HOLDER
SENSOR
PRESSURE
SENSOR
HEAD
HOUSING
FLYING LEAD
STATOR
TPIS SENSOR
CONNECTOR
NLG IS SHOWN; MLG AND CLG

(A340ONLY) IS SIMILAR
TPIS TRANSMITTER ROTOR

Page 181
Figure 90 TPIS Sensor and Transmitter Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
TPIS BITE DESCRIPTION

General Trouble shooting data
The TPIC includes hardware and software (BITE) to: The trouble shooting data shows data that can be used to make a full analysis
S do a power−up test of parts of the system when power is put on of any failure.
S let a system test be done during ground maintenance It shows failures that occurred on the ground or in flight.
S continuously monitor the system for failures. Details of the failures are shown in a hexadecimal code.
The power−up test is done automatically each time the power supply comes on The hexadecimal code has sixteen numbers.
and when the power supply stops for more than 200 msec. A special table in MM shows the failure code data.
The power−up test takes 10 to 15 seconds to complete. For example:
If a reset procedure is done (the C/B 1GV is pulled for a minimum of 30 S 3B: TU Fault Nose Wheel L
seconds) all the TPIS indications show ’X’s. S B8: Lo Pr MLG 08
When the C/B 1GV is pushed in again the TPIS indications will show the S C0: Diff Pr MLG 01−02
correct values after 10 seconds.
Description
The TPIC BITE continuously monitors the system for failures.
If the BITE finds a failure, it keeps a record of it in the EEPROM and sends a
failure message to the CMC.
System failure messages and other data can be shown on the MCDU during
ground maintenance.
With the MCDU set to TPIC this menu is available:
S LAST LEG REPORT
S PREVIOUS LEGS REPORT
S LRU IDENT
S TROUBLE SHOOT DATA
S CLASS 3 FAULTS
S TEST
S GROUND REPORT
S SPECIFIC DATA.
Page 182
Lufthansa
Technical Training
WHEELS AND BRAKES
32−40
TPIS TPIS
TROUBLE SHOOTING DATA
LAST LEG CLASS 3
REPORT FAULTS DATE UTC
PREVIOUS LEG DEC 12 12:00
REPORT TEST
13B2 0200 0000 0000
LRU IDENT 2B83 0200 0000 0000
TRBL SHT GROUND

DATA REPORT
SPECIFIC
RETURN DATA RETURN PRINT
FOR EXAMPLE: 1 3B 2
1TIME/ TU FAULT NOSE WHEEL L/H/ INTERNAL HARDWARE FAILURE
FOR EXAMPLE: 2 B8 3
2TIMES/LO PRESSURE MLG08/ OPERATIONAL FAILURE
SEE FAULT CODE IN MM: 32−49−00
Page 183
Figure 91 Trouble Shooting Data Lufthansa
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
STEERING SYSTEM
32−50

SYSTEM DESCRIPTION
General Steering Inputs
The Nose Wheel Steering (NWS) System is a computer controlled The primary steering inputs are from two hand wheels (one at each pilots
electrohydraulic system used to change the direction of the aircraft on the position).
ground. Each hand wheel operates a transmitter that sends the data to the Brake and
The system uses the Green main hydraulic power system to operate the Steering Control Unit (BSCU).
hydraulic components. The hand wheels can be operated independently or together to get a maximum
The hydraulic components operate a steering mechanism which changes the steering angle of 72 degrees each side of the aircraft centerline.
direction of the NLG wheels. When the ground speed of the aircraft is more than 10 knots the angle of
The Brake and Steering Control Unit (BSCU) is the computer that controls and steering available decreases. This decrease continues in proportion to the
monitors the operation of the system. Steering− Demand/Aircraft Speed Law programmed in the BSCU.
Two hand wheel transmitters in the cockpit supply the primary steering inputs Each hand wheel includes a pushbutton that isolates the system from the
to the BSCU. steering inputs that come from the rudder pedals. This prevents steering
The rudder pedals and the autopilot supply secondary steering inputs to the movement during the pre flight rudder check when the aircraft is stationary,
BSCU through the Flight Control Primary Computer (FCPC). which decreases NLG stresses and prevents tire wear. The pushbutton can
also be used during a landing if necessary.
The BSCU uses the steering inputs to calculate the necessary steering angle,
the rate of movement and the direction of the turn. The steering outputs are The rudder pedals (or the autopilot yaw control) also supply steering inputs to
send to the electrohydraulic components to operate the steering mechanism. the BSCU (through the Flight Control Primary Computer (FCPC).
Nose wheel steering is available when: A Lever on the towing electrical box enables the steering system to be
deactivated for towing.
S the Green hydraulic power supply is available
With the lever in towing position:
S one of the MLGs is in a ground condition
S The maximum towing angle is plus or minus 74degrees
S the ANTI−SKID & N/W STRG switch is set to ON
S The ECAM MEMO DISPLAY shows NOSE WHEEL STEERING DISC in
S one of the ENG. MASTER switches is set to ON
green, which changes to amber if one engine is running.
S the towing lever is safetied in its flight position (not set to TOWING).
Page 184
Lufthansa
Technical Training
STEERING SYSTEM
32−50
HANDWHEELS
UP TO 72 DEGREES
DISCONNECT TOWING DEAC-

P/B BOX
FCPC*
RUDDER PEDALS AIRSPEED < 100KTS
UP TO 6 DEGREES ONE MASTER LEVER ON
AUTO PILOT TOWING LEVER NORMAL
NORMAL DC MLG GROUND
STEERING SERVO
GREEN HYDRAULIC FROM VALVE
NOSE GEAR CLOSE CIRCUIT
NOSE
GEAR
*FCPC: FLIGHT CONTROL PRIMARY COMPUTER

Page 185
Figure 92 Nose Wheel Steering Lufthansa
Technical Training
STEERING SYSTEM
32−50
Landing
From touch down to 100 kts there is zero degrees of steering movement each
side of the aircraft centerline.
From 100 to 40 kts it increases in proportion up to 6 degrees maximum at 40
kts each side of the centerline.
From 40 down to zero kts the steering movement remains at 6 degrees
maximum each side of the aircraft centerline.
Take−off
From zero to 100 kts steering inputs can give a maximum of 6 degrees of
steering movement each side of the aircraft centerline.
When the ground speed is more than 100 kts the steering movement
decreases to zero in proportion to the increase speed of the aircraft up to 150
kts.
Control of the steering system is automatically cancelled when the MLGs and
the NLG shock absobers are not compressed.
The steering inputs are sent to the BSCU. The BSCU uses the inputs to
calculate the necessary steering angle, rate of movement and the direction of
the turn. The BSCU then supplies the control currents to operate the
electrohydraulic valves in the system.
Page 186
Lufthansa
Technical Training
STEERING SYSTEM
32−50
STEERING INPUT STEERING INPUT SPEED

COEFFICIENT
HAND WHEEL MOVEMENT AIRCRAFT GROUND SPEED-KTS
HANDWHEEL AUTHORITY
STEERING MAXIMUM STEERING

ANGLE ANGLE
RUDDER PEDAL INPUT AIRCRAFT GROUND SPEED-KTS
RUDDER PEDALS AND AUTOPILOT AUTHORITY

Page 187
Figure 93 Input Speed Coefficient Lufthansa
Technical Training
STEERING SYSTEM
32−50
STEERING SYSTEM OPERATION

Power steering mode Castoring
Nose wheel steering is available when: The BSCU de−energizes the selector valve when:
S the Green hydraulic power supply is available S the A/SKID & N/W STRG switch is set to OFF
S one of the MLGs is in a ground condition S the BSCU cannot control the system (because specified failures have
S the ANTI−SKID & N/W STRG switch is set to ON occurred).
S one of the ENG MASTER switches is set to ON When this occurs, the steering mechanism can castor.
S the towing lever is safetied in its flight position (not set to TOWING). During castoring the hydraulic fluid in the actuators can move from one
actuator to the other through the anti−shimmy and bypass valves.
When the necessary conditions are correct, the BSCU energizes the selector
valve 5113GC. This releases the control pressure at the control valve. The valves operate in the same way as in the power steering mode but the
bypass valve operates at a reduced pressure.
The control valve opens to let the hydraulic pressure go through to the servo
valve 5112GC. The refilling valves also operate in the same way to prevent cavitation.
The BSCU controls the servo valve (keeps the spool at the center position) to Towing
isolate the hydraulic pressure from the steering actuators.
During towing, a maximum nose wheel angle to the left or right of the aircraft
When the control valve opens, a control pressure also goes through to the centerline is available. The aircraft can be towed when:
bypass valve. This operates to isolate the steering actuator service lines from
S the parking brake is set to OFF (the indicator light at the electrical box is not
each other.
on)
When the hand wheels, the rudder pedals or the auto pilot makes a steering
S the lever (at the electrical box) is set to TOWING and the safety pin is
input the data goes to the BSCU.
installed.
The BSCU calculates the servo valve control current (the difference between
When the nose wheels move away from the aircraft centerline, the piston rod of
the necessary angle and the correct nose wheel position).
each steering actuator extends or retracts as necessary. As the piston rods
It does this to get the necessary steering direction and the speed of the turn. operate, they move the hydraulic fluid from one end of each actuator to the
The BSCU energizes the servo valve to connect the hydraulic pressure to the opposite end of the other actuator.
correct service line. At the same time, the servo valve sensor (LVDT) sends the The movement of this hydraulic fluid occurs downstream of the anti−shimmy
data (that gives the position of the spool) to the monitor channel of the BSCU. valves. A small amount of the hydraulic fluid goes through the anti−shimmy
valves to the bypass valve. This operates to connect the service lines of the
steering actuators to each other. The bypass valve does this to make
allowances for the difference in volume that occurs on each side of the actuator
pistons.
When the towing is completed, the safety pin is removed and the lever on the
electrical box goes back to the flight position. If the nose wheels do not align
with the aircraft centerline, the BSCU moves them to the center when the
system is available.
Page 188
Lufthansa
Technical Training
STEERING SYSTEM
32−50
Page 189
Figure 94 Block Diagram Nose Wheel Steering (1) Lufthansa
Technical Training
STEERING SYSTEM
32−50
General Servo Valve
The hydraulic components installed on the NLG include: The servo valve is an electrohydraulic valve that supplies a hydraulic pressure
S a swivel selector valve, (to the steering actuators) in proportion to an electrical input.
S a hydraulic block which includes hydraulic components, The valve includes two coils (that make a torque motor) a jet pipe and a spool.
The spool includes a linear variable−differential transducer (LVDT). This has a
S a selector valve installed on the hydraulic block,
primary and two secondary windings.
S a servo valve installed on the hydraulic block,
The servo valve has:
S two rotating selector valves,
S a supply port that lets the supply pressure go to the jet pipe and the spool,
S two steering actuators (single rod cylinders).
S a return port that lets the hydraulic fluid (from the actuator) go to the
Hydraulic Block pressure maintaining valve,
The hydraulic block controls the supply of hydraulic pressure to the steering S two service ports that let the hydraulic pressure go to the specified service
actuators. line.
It also controls the return flow of hydraulic fluid that comes from the actuators. When the torque motor is energized, the jet pipe moves to send a control
pressure to the specified end of the spool.
The hydraulic block is machined to give a supply port, a return port and four
service ports. The spool moves to connect the hydraulic pressure to the necessary service
port and the other service port to the return port. At the same time the LVDT
A check valve is installed at the supply port of the hydraulic block.
gives the position of the spool.
It lets the hydraulic power supply go into the hydraulic block and prevents flow
in the opposite direction. Thus, it helps the pressure maintaining valve to keep Feedback Sensors
a pressure in the NWS system when the hydraulic power supply is not The feedback sensor is a radial variable−differential transducer (RVDT).
available.
It monitors the correct angular position of the nose wheels.
A second check valve is installed between the selector valve and the servo
The sensor has a connector, a lever that goes through to a gearbox, a primary
valve. It limits the back pressure caused by the torque applied to the nose gear
winding (P1) and two secondary windings (S1 and S2).
and lets the bypass valve open. This prevents an hydraulic lock in the free to
castor mode. The windings supply an output that is in proportion to the angle that the
steering mechanism turns from the aircraft centerline.
Selector Valve One sensor sends its output to the command channel of the BSCU.
The selector valve is an electrically operated ball type valve. The other sensor sends its output to the monitor channel.
An electromagnetic coil (solenoid) moves a plunger which pushes a ball against
a seat to control the flow of hydraulic fluid. The electrical connector and
hydraulic ports are plug−in type.
When the solenoid is de−energized the Steering System is not activated.
When the solenoid is energized the Steering System is activated.
Page 190
Lufthansa
Technical Training
STEERING SYSTEM
32−50
ACCUMULATOR
SELECTOR VALVE
COVER NITROGEN
CHARGING VALVE
SERVO VALVE
HYDRAULIC BLOCK SERVO VALVE

COMMAND CHANNEL CONTROL MATING FACE
FEEDBACK SENSOR VALVE
CONNECTOR
BLEED
VALVE
ANTI SHIMMY
FILTER
VALVES
LEVER
Page 191
Figure 95 Hydraulic Block Lufthansa
Technical Training
STEERING SYSTEM
32−50
Steering Actuator
The two actuators operate together to turn the turning tube of the NLG.
Each actuator has a collar, a cylinder, a piston and an external pipe.
The collar holds the cylinder and a rotating selector valve, it also lets the piston
rod go through to the turning tube.
The collar supplies the actuator attachment points (these let the actuator turn
to follow the movement of the turning tube).
The external pipe goes from the full bore side of the piston to the rotating
selector valve.
Rotating Selector Valve

This valve sends the hydraulic pressure to the necessary end of the actuator.
The valve has two primary components, a post and a sleeve.
The post turns in the sleeve as the steering actuator turns to follow the nose
wheels.
The post is attached to the actuator collar and goes through to supply an
attachment point for the actuator. There are two holes through the post. One
hole goes to the annulus side of the piston, the other goes to the external pipe.
The sleeve has two holes. Each hole aligns with one of the holes in the post.
A pin goes from the sleeve to the attachment bracket to hold the sleeve stable.
When a hydraulic pressure goes into the sleeve, it goes (through one of the
holes in the post) to the correct end of the actuator.
Page 192
Lufthansa
Technical Training
STEERING SYSTEM
32−50
B AIRCRAFT
CENTERLINE A
ROTATING SELECTOR VALVE
0 DEGR.
16,8
B A
O TO APPROX. 16,8 DEGR. STEERING ACTUATORS

ACTUATOR A EXTENDS
ACTUATOR B RETRACTS
A
B 0
A
16,8
B
ROTATING
APPROX. 16,8 DEGR. SELECTOR
ACTUATOR A EXTENDS VALVE
ACTUATOR B DOES NOT OPERATE
O A
17
A
B
MAXIMUM
B STEERING
ANGLE
17 DEGR. TO MAX
BOTH ACTUATORS
EXTENDS
Page 193
Figure 96 Actuators and Rotating Selector Valve Lufthansa
Technical Training
STEERING SYSTEM
32−50
Swivel Selector Valve
This valve supplies the interface between the Green hydraulic pressure and:
S the NWS system
S the downlock actuator.
The valve has four hydraulic assemblies and two pivot pins. These pins are
installed in a line through the hydraulic assemblies.
Holes through each pin align with the holes that go across the related hydraulic
assemblies. Two brackets attached to the airframe hold the outer assemblies
stable.
The two assemblies at the center are connected to each other and the NLG.
These rotate with the pins to align with the NLG. When the valve is in a given
position, the ports are connected as shown.
Page 194
Lufthansa
Technical Training
STEERING SYSTEM
32−50
NLG RETRACTED
POSITION E G C A Swivel
Selector
77 Valve
35
3
3
H F B D
TO STEERING DOWNLOCK ACTUATOR
SYSTEM RETRACTED
NLG RETRACTED
NLG EXTENDED
POSITION
TO DOWNLOCK
ACTUATOR
FIXED PART E G H F B D C A
SHOWN IN
NLG EXTENDED
POSITION
DOWNLOCK ACTUATOR STEERING AVAILABLE

EXTENDED
ROTATING
PART NLG EXTENDED
Page 195
Figure 97 Swivel Valve Lufthansa
Technical Training
STEERING SYSTEM
32−50
ELECTRICAL COMPONENTS
Electrical Deactivation Box
The electrical box permits isolation of the NWS system control. It also supplies
an interface between the external power source, the navigation lights and
parking braking.
The box has a connector, a lever, an indicator and a pushbutton switch that are
installed externally.
Page 196
Lufthansa
Technical Training
STEERING SYSTEM
32−50
TOWING DISCONNECT Towing

LEVER Deactivation
Box
CONNECTOR A
PARKING BRAKE
LIGHT (amber)
CONNECTOR B
LIGHT TEST
LOCATOR HOLE SWITCH
DISCONNECT PIN
Page 197
Figure 98 Towing Deactivation Box Lufthansa
Technical Training
STEERING SYSTEM
32−50
NLG STEERING ANGLE PROTECTION DESCRIPTION

General
The NLG (Nose Landing Gear) SAPS (Steering Angle Protection System)
gives a visual warning of excess angular travel of the NLG steering during
towing operations.
In the warning condition, which operates at more than 93°, it shows that
possible damage can have occurred to the components of the NLG steering
system.
Two warning lights, one on the NLG and one on the flightdeck, come on when
this condition has occurred.
The system uses two proximity sensors, one installed on each side of the NLG,
which operate with a single target. The target is attached below the upper
attachment points of the torque links (which move with the direction of the
nosewheel).
When the target nears one of the sensors the warning lights operate. If the
circuit operates, it stays latched on until it is reset. The circuit can only be reset
with the a/c power supplies connected.
System Reset
If the P/BSW is pushed in and the oversteer condition has gone:
S the relay will be de−latched
SYSTEM RESET
S the warning lights will go OFF
S the circuit will be reset
Proximity Sensors
The proximity sensor is a hermetically sealed electronic switch. The switch
operates when the active surface detects a target within given distances. Two
adjustment rings let the switch to target distance be set.
An electrical connection at one end connects the switch to the aircraft circuit.
Electronic Box
The Electric Box, NLG oversteer warning is an enclosure which gives an
interface between the aircraft and tractor power supplies through a changeover
relay. A red warning light and a related press−to−test button are installed on the
top of the box.
Figure 99 Steering Angle Protection Indication (Cockpit)

Page 198
Lufthansa
Technical Training
STEERING SYSTEM
32−50
TARGET
WARNING LIGHT (RED)
SENSOR (2)
LIGHT TEST
SWITCH
Page 199
Figure 100 Angle Protection Lufthansa
Technical Training
32−00 GENERAL
32−46 BSCU BITE
Lufthansa
Technical Training
STEERING SYSTEM
32−50

BSCU INTERFACES
INPUTS
The Braking and Steering Control Unit receives different signals for the Nose
Wheel Steering System Control.
Page 200
Lufthansa
Technical Training
STEERING SYSTEM
32−50
PIN PROGRAMMING - AC TYPE
NOSE WHEEL STEERING SWITCH ON/OFF
ENGINE MASTER SWITCHES X 4
BRAKING
AND
STEERING HANDWHEEL STEERING TRANSMITTER
CONTROL
RVDT UNIT
RVDT
(BSCU) A/C ON GROUND
FLIGHT INFO AND BITE COMM.

A/PILOT AND RUDDER PEDALS
STEERING DEACTIVATION AIRCRAFT SPEED AUTO-
PILOT
GREEN RUDDER
SUPPLY PEDALS
GREEN HYDRAULIC PRESSURE
ELECTRICAL CTL BOX

Page 201
Figure 101 BSCU Interfaces (Inputs) Lufthansa
Technical Training
STEERING SYSTEM
32−50
OUTPUTS
The Braking and Steering Control Unit sends different signals to the Nose
Wheel Steering System and other Aircraft Systems.
Page 202
Lufthansa
Technical Training
STEERING SYSTEM
32−50
NW STEERING
SELECTOR VALVE
NW STEERING INFO
NW STEERING
SERVO VALVE BRAKING NW STEERING SYSTEM INFO
AND
STEERING
CONTROL
STEERING MECHANISM
UNIT
LVDT / RVDT SUPPLY (BSCU)
VALIDITY
CAT 3 AVAILABILITY
FMGES
Page 203
Figure 102 BSCU Interfaces (Outputs) Lufthansa
Technical Training
A330 32 L3
TABLE OF CONTENTS
ATA 32 LANDING GEAR . . . . . . . . . . . . . . . . . . . . 1 NLG UPLOCK DESCRIPTION AND OPERATION . . . . . 74
NLG DOOR UPLOCK BOX . . . . . . . . . . . . . . . . . . . . . . . . . 78
32−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 NLG DOWNLOCK ACTUATOR . . . . . . . . . . . . . . . . . . . . . 80
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 NLG SENSOR DESCRIPTION AND OPERATION . . . . 82
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 4 MLG UPLOCK BOX DESCRIPTION . . . . . . . . . . . . . . . . . 84
CONTROLS AND INDICATING . . . . . . . . . . . . . . . . . . . . . 6 MLG-DOOR UPLOCK BOX DESCRIPTION . . . . . . . . . . 86
LANDING GEAR ECAM PRESENTATION . . . . . . . . . . . 8 MLG DOWNLOCK ACTUATOR DESCRIPTION . . . . . . 88
ECAM WHEEL PAGE OPERATION . . . . . . . . . . . . . . . . . 10 MLG SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 90
WARNING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 FREE FALL EXTENSION SYSTEM FUNCTION . . . . . . 94
BRAKE INDICATION DESCRIPTION . . . . . . . . . . . . . . . . 16 ELECTRICAL SYSTEM FUNCTIONAL OPERATION . . 96
32-10 GEARS AND DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 MECHANICAL SYSTEM OPERATION . . . . . . . . . . . . . . . 98
MAIN LANDING GEAR PRESENTATION . . . . . . . . . . . . 20 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 102
MAIN LANDING GEAR DOORS PRESENTATION . . . . 24 32−60 POSITION AND WARNING . . . . . . . . . . . . . . . . . . . . . . . . 104
32−11 MAIN LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 INDICATION AND WARNING SYSTEM DESCRIPTION 104
SHOCK ABSORBER DESCRIPTION . . . . . . . . . . . . . . . . 26 LGCIU SYSTEM INTERFACE PRESENTATION . . . . . . 106
SHOCK ABSORBER OPERATION . . . . . . . . . . . . . . . . . . 28 LANDING GEAR BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
SEAL CHANGE OVER VALVE DESCRIPTION AND OPERATION 32−40 WHEELS AND BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . 110
30 BRAKE SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . 110
SHORTENING MECHANISM DESCRIPTION/OPERATION . . . . . NORMAL BRAKING GENERAL DESCRIPTION . . . . . . 112
32
NORMAL BRAKING AUTOBRAKE OPERATION . . . . . . 114
MLG COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . 34
NORMAL BRAKING MANUEL BRAKE OPERATION . . 116
PITCH TRIMMER DESCRIPTION . . . . . . . . . . . . . . . . . . . 36
ANTISKID CONTROL DESCRIPTION AND OPERATION . . . . . . .
32−20 NOSE LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 118
NOSE LANDING GEAR PRESENTATION . . . . . . . . . . . . 40 BRAKE COMPONENT DESCRIPTION . . . . . . . . . . . . . . 120
NOSE LANDING GEAR DOOR PRESENTATION . . . . . 42 ALTERNATE BRAKING GENERAL DESCRIPTION . . . 136
NLG COMPONENTS DESCRIPTION AND OPERATION 44 ALTERNATE BRAKING DESCRIPTION AND OPERATION . . . . .
MLG DOOR GROUND OPENING DESCRIPTION . . . . 50 138
NLG DOOR GROUND OPENING DESCRIPTION . . . . . 52 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 142
BYPASS VALVE HYDRAULIC FUNCTION . . . . . . . . . . . 54 PARKING/ULTIMATE EMERGENCY BRAKING PRESENTATION
154
32−30 EXTENSION/RETRACTION . . . . . . . . . . . . . . . . . . . . . . . . 56 PARK BRAKE DESCRIPTION AND OPERATION . . . . . 156
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 158
GEAR NORMAL EXT./RETR. DESCRIPTION . . . . . . . . 58
32−46 BSCU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
LANDING GEAR SYSTEM OPERATION . . . . . . . . . . . . . 62
BSCU INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
LANDING GEAR COMPONENTS DESCRIPTION . . . . . 66
32−47 BRAKE TEMPERATURE SYSTEM . . . . . . . . . . . . . . . . . 166
Page i
A330 32 L3
TABLE OF CONTENTS
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 166
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 168
BSCU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
32−49 TIRE PRESSURE INDICATION SYSTEM . . . . . . . . . . . . 176
SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . 176
TPIS BITE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 182
32−50 STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 184
STEERING SYSTEM OPERATION . . . . . . . . . . . . . . . . . 188
NLG STEERING ANGLE PROTECTION DESCRIPTION 198
32−52 STEERING SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
BSCU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
Page ii
A330 32 L3
TABLE OF FIGURES
Figure 1 Landing Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Power Supply L/G Selector Valve . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Landing Gears General View . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 NLG Uplock Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 System Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 NLG Uplock Box Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 ECAM−Wheel Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 NLG Door Uplock Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 ECAM−Wheel Page System Operation (1) . . . . . . . . . . . . . . . . . 11 Figure 40 NLG Downlock Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 ECAM−Wheel Page System Operation (2) . . . . . . . . . . . . . . . . . 13 Figure 41 NLG Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 ECAM−Wheel Page System Operation (3) . . . . . . . . . . . . . . . . . 15 Figure 42 MLG Uplock Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 ECAM−Wheel Page System Operation (4) . . . . . . . . . . . . . . . . . 17 Figure 43 MLG Door Uplock Box Location . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 ECAM−Wheel Page System Operation (5) . . . . . . . . . . . . . . . . . 19 Figure 44 MLG Downlock Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 MLG Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Other Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Main Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Free Fall Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 MLG Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Shock Absorber Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 MLG Free Fall Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Change Over Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 NLG Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 Shortening Mechanism (in Detail) . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Gravity Ext Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 Pitch Trimmer and Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Position and Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 Pitch Trimmer Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 LGCIU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 Landing Gear Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 Brake Systems Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Nose Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Normal Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 NLG Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Auto−Brake Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 NLG Absorber Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 Normal Braking Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 NLG Lock Stay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 Anti Skid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 MLG Door opening mechanism . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 Brake Pedal Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Door Ground Opening (Nose Gear) . . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 BSCU Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Hydraulic Function Bypass Valve . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Normal Brake Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Automatic Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 Gears and Doors Operation (1) . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Normal Antiskid Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Gears and Doors Operation (2) . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Safety Valves (Fuse)/Pressure Transducer/Accumulator . . . . 131
Figure 31 Electrical Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 66 Wheelspeed Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 Isolation Safety Valve and Selector Valve . . . . . . . . . . . . . . . . . 65 Figure 67 Brake Assy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 L/G Lever and Baulk Solenoid Logic . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Alternate Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 LGCIUs Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 Hydr.−Schematic Alternate Braking (with A/Skid) . . . . . . . . . . 139
Figure 35 Power Supply Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 70 Alt Braking (without Antiskid) . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Page iii
A330 32 L3
TABLE OF FIGURES
Figure 71 Alt Brake Reservoir and Master Cylinder . . . . . . . . . . . . . . . . . 143
Figure 72 Dual Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 73 Alternate Antiskid Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 74 Brake Accus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 75 Triple Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 76 Emergency Shut-off-valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Figure 77 Parking Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 78 Parkbrake-System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 79 Park Brake Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 80 Parkbrake Hydraulic Components . . . . . . . . . . . . . . . . . . . . . . . 161
Figure 81 BSCU−Interfaces Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 82 BSCU−Interfaces Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Figure 83 Brake Temperature System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Figure 84 Brake Temperature Component Locations . . . . . . . . . . . . . . . . 169
Figure 85 BSCU Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
Figure 86 Norm Brake Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Figure 87 BSCU Channel Inhibit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Figure 88 Tire Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Figure 89 System Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Figure 90 TPIS Sensor and Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Figure 91 Trouble Shooting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Figure 92 Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
Figure 93 Input Speed Coefficient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Figure 94 Block Diagram Nose Wheel Steering (1) . . . . . . . . . . . . . . . . . . 189
Figure 95 Hydraulic Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
Figure 96 Actuators and Rotating Selector Valve . . . . . . . . . . . . . . . . . . . 193
Figure 97 Swivel Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
Figure 98 Towing Deactivation Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
Figure 99 Steering Angle Protection Indication (Cockpit) . . . . . . . . . . . . . 198
Figure 100 Angle Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
Figure 101 BSCU Interfaces (Inputs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Figure 102 BSCU Interfaces (Outputs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Page iv

A330/340 Landing Gear Systems Overview

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

A330/340 Landing Gear Systems Overview

Uploaded by

Copyright:

Available Formats

A330/A340 Landing Gear

ATA 32 LANDING GEAR

CONTROLS AND INDICATING

LANDING GEAR PANEL

ECAM SYSTEM DISPLAY

LANDING GEAR LEVER

LANDING GEAR ECAM PRESENTATION

220 220 220 220

220 220 220 220

ECAM WHEEL PAGE OPERATION

LANDING GEAR POSITION

LGCIU DETECT L/G DOWNLOCKED LIGHT OUT WHEN GEAR IS

LGCIU DETECT L/G IN TRANSIT LGCIUS FAILED

LANDING GEAR DOOR POSITION

DOOR CLOSED AND LOCKED

AMBER HALF OPEN

DOOR FULLY OPEN

AMBER FULLY OPEN

GEAR- UPLOCK WARNING

APPEARS IF GEAR IS DOWNLOCKED BUT

LANDING GEAR -CONTROL

BRAKE INDICATION DESCRIPTION

BRAKE RELEASE SIGNS BRAKE TEMPERATURE IND.

GREEN IN FLIGHT WHEN L/G EXTENDED

BRAKE TEMP > 100 DEGREES:

BRAKE TEMP > 300 DEGREES:

NORMAL BRAKING AUTOMATIC BRAKING

NO INDICATION WHEN NORMAL BRAKING GREEN WHEN AUTOBRAKE IS ARMED

NORM BRK AMBER IF BRAKING IS IN ALTERNATE MODE AMBER WHEN AUTOBRAKE IS

ANTI SKID SYSTEM NOSE WHEEL STEERING

AMBER WHEN N/W STEERING IS NOT

32-10 GEARS AND DOORS

SHORTENING LOCKSTAY ACTUATOR

TORQUE LINKS SHOCK ABSORBER

MAIN LANDING GEAR DOORS PRESENTATION

Fairing Door Assembly

DOOR UPLOCK ASSY

ACTUATOR LEG FAIRING DOOR

32−11 MAIN LANDING GEAR

LOWER BEARING ASSY

NITROGEN CHARGE VALVE

OIL LEVEL TUBE CYLINDER (SLIDING TUBE)

OIL FILLING VALVE

BISTABLE DAMPING VALVE

SHOCK ABSORBER OPERATION

SEAL CHANGE OVER VALVE DESCRIPTION AND

GLAND SEAL SEAL ACTIVATED

SHORTENING MECHANISM DESCRIPTION/OPERATION

MLG DOWNLOCKED Mess.Dow

AIRFRAME ATTACHMENT Mess.Dow

CONNECTING LINK SHOCK ABSORBER

SHORTENING PIVOT PIN

MLG COMPONENT DESCRIPTION

PITCH TRIMMER DESCRIPTION

GREEN HYDRAULIC SUPPLY

CYLINDER CONTROL MANIFOLD

ARTICULATING LINK ATTACHMENT

BOGIE ALIGNMENT PITCH TRIMMER

32−20 NOSE LANDING GEAR

HYDRAULIC SWIVEL VALVE

UPPER DRAG STAY

LOWER DRAG STAY