NLG S/ABS PROX SNSR 24/25GA TGT POS FAULT -

WEAR IN TARGET SUPPORT MECHANISM

ATA: 32-21 FIN: 24GA Ref: 32.21.00.017

25GA
A/C Type: A318 A/C Serie: Potential Operational First Issue 26-APR-
A319 Impact: Reliability Date: 2017
A320
A321
Part D67817 Key In-Service Last 24-OCT-
Number: GA67299 Information: Issue Publication 2017
NAS6604D18 Date:
Supplier: SAFRAN Solution Operational
LANDING Benefit: Reliability
SYSTEMS
(SAS)
Linked Linked
Articles: Documentation:
Linked FAIR- 12.0299 Status: Open
ISP:

Engineering Support
 Fault Code/ECAM Warning: L/G SYS DISAGREE First Issue Date: 26-APR-2017
L/G SHOCK ABSORBER
FAULT
Model: Last Publication Date: 24-OCT-2017
Manufacturer:
Status: Open

Applicability:

A318, A319, A320, A321

Reference / Documentation:

Ref. 1: TSM TASK 32-31-00-810-868-A – NLG Shock Absorber does not extend
(L/G will not retract)
Ref. 2: AMM TASK 32-21-00-210-802-A – General Visual Inspection of the
Flight/Ground Sensing Mechanism
Ref. 3: AMM TASK 32-31-73-400-005-A – Installation of the NLG Proximity-
Sensors
Ref. 4: ISI 32.21.00079 – Check of NLG Flight/Ground Sensing Mechanism
(24/25GA Proximity Sensors)
Ref. 5: ISI 00.00.00196 – A320 Family Major In-Service Problem (MISP) Status
Ref. 6: MOD 34792 – LANDING GEAR - NOSE GEAR - INTRODUCE LUBRICATOR ON
NOSE LANDING GEAR
Ref. 7: SB A320-32-1288 – LANDING GEAR - NOSE GEAR - INTRODUCE
IMPROVEMENTS TO THE EXTENDED LANDING GEAR DETECTION

Description

Issues related to the NLG Flight/Ground sensing mechanism (24GA and 25GA
proximity sensors and targets support mechanism) are at the origin of a
significant number of LGCIU faults on the A320Fam (e.g. E/W L/G SYS DISAGREE,
L/G LGCIU FAULT or L/G SHOCK ABSORBER FAULT).

In service experience shows that NLG Flight/Ground sensing mechanism can be

affected by various mechanical issues that can lead to detection faults (e.g.
wear/hard points in the targets support kinematics, corrosion, loose bolts,
damage, etc.).

When a fault is the consequence of such mechanical issues, warnings on ECAM

are usually associated with the following LGCIU fault messages on CFDS: N LG
EXT PROX SNSR (24GA) TGT POS and/or N LG EXT PROX SNSR (25GA) TGT POS.

Consequence

Faults related to 24/25GA prox sensors can be associated with landing gear
retraction issues with severe operational consequences (e.g. Air Turn Back,
Diversion, Flight cancellation, AOG, unplanned maintenance).

Aircraft jacking and extensive troubleshooting is required leading to operational

interrupts.

Preventive maintenance, when performed, has proved efficient to minimize the

risk of exposing aircraft to fault in-service and to prevent AOG situations (see
chapter Mitigation/Interim Plan). However this can generate extra maintenance
costs in case of need for parts replacement.

Investigation Status
Review of in-service experience has confirmed that wear can develop on several
parts of the 24/25GA target support mechanism generating excessive free play.
Free play in the mechanism has a direct impact on the position of the targets and
can lead to lose the ‘TARGET NEAR’ signal when the NLG shock absorber is in the
fully extended position (i.e. in flight).

The most affected parts are the lever (GA67299) bushes. Excessive wear can also
be observed on the rod link attachment bolt NAS6604D18.

A thorough investigation including Flight Test Instrumentation has been carried

out with Safran Landing Systems to identify the root cause of premature wear and
support the development of appropriate solutions.

Loads and velocity applied on the mechanism with the current kinematic has been
identified as a key contributor. Indeed bearing pressure in the joints has a direct
effect on wear.

An inefficient greasing coupled with external contamination can also act as an

aggravating factor of wear development at the lever joint. Indeed, old grease can
remain in the joint and collect pollution which has an abrasive effect on lever
bushes.

Moreover, current design is prone to generate loss of pretension at the rod link
bolts leading to unwanted relative movement in the joints and thus premature
wear.

Mitigation / Interim Plan

In the frame of the FAIR Working Group operators have been recommended to
perform preventive inspection of the Flight/Ground sensing mechanism in order to
minimize the risk of getting this type of faults in-service and thus to prevent
potential AOG situations (Ref. 4).

A dedicated AMM task was introduced to support such inspection (Ref. 2). The
principle of this task is to check that there is no issue in the mechanism (e.g.
excessive plays, hard points, damages, etc.) that prevents keeping 24/25GA
targets/sensors clearance within AMM limits.
Preventive maintenance proves effective if performed at least one time in
between NLG overhauls.

AMM (Ref. 3) has been updated to allow postponing prox sensors clearance check
for 15FC/36FH in case of prox sensors replacement.

A recovery procedure for 24/25GA prox sensors check/rigging on wheels (without

A/C jacking) has been defined and tested. The procedure will be introduced in the
November 2017 revision of the AMM.

Maintenance Information

Since 2012, some operators are reporting implementing preventive maintenance

on their fleet per Ref. 2 with positive results on the OI. A high findings rate (from
40% to 80%) is generally observed on post MOD 34792/SB 32-1288 aircraft (Ref.
6 and Ref. 7) when preventive maintenance is performed.

Significant wear is usually found on greased pin (D67817) and lever bushed
(GA67299). In some particular cases, excessive wear can also be observed on rod
link attachment bolts (NAS6604D18 and NAS1304-10D). Replacement of the
affected parts is typically required when excessive wear is found.

In some instance, signs of seizure/excessive friction can be observed on rod link

(GA67342) ball bearings.
Repercussions on A/C Operations

Air Turn Back, Diversion, Flight cancellation, AOG, unplanned maintenance

Permanent Solution

A design change of the 24/25GA prox sensors and targets support mechanism is
being developed with Safran Landing Systems to improve its robustness against
wear and reduce its sensitivity to free play. This change includes a modification of the
kinematic to increase the lever arms and thus reduce the loads and velocity in the
main joints of the mechanism.

The design of the protective cover evolves to adapt the kinematic change, offering an
opportunity to optimize the lever joint and especially the greasing paths for the
bushes. The bushes are fitted onto the cover and not on the lever as before. The
distance between the two bushes is increased and the bush material is changed to
limit wear. Besides, the new design introduces a dedicated and improved greasing
path for each bush to increase the greasing efficiency.

The design of the lever evolves to adapt to the change in the kinematic and to reduce
inertia.

The design of the lever pin is also changed to adapt to the modification of the lever
joint and to introduce the second greasing path. Its diameter is increased to reduce
the bearing pressure.

The attachment of the rod link with the lever is improved to prevent the risk of preload
loss in the assembly and thus premature wear on the bolt. The modification in this
area includes the following changes:
- Optimization of lever lug stiffness,
- Removal of the top coat paint under the bolt,
- Change in the standard of the bolt, the nut and the washer.
The same modification is also applied for the rod link lower bolt.

For information on the associated planning and target dates please refer to Ref.5.

© Airbus SAS, 2017. All rights reserved. Confidential and proprietary document.The technical information
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