LANDING GEAR OPERATION

LESLIE MANCHANDA JUNE 2015

 ur-
ear
the
A320 landing gear
position feedback from
LGCIU1 ONLY

downlock
nel.
to
the NORMAL OPERATION
LGCIU1
RH
LGCIU2

cor- 1. Introduction LDG GEAR CTL panel

receives landing gear
ear LandingA gear
preludecontrol and
to two runway indication
excur- position feedback from
ent architecture ECAMlanding
sions was a spurious WHEELgear Systems LGCIU1 ONLY
Display (SD) page displays
not downlocked indication on the
landing gear indication panel.
The Airbus
The A320 the
utilise
spurious landing
two Landing
indication gearGear
led to position LGCIU1
unnecessary application of the
Control and feedback
Indication
LDG WITH ABNORMAL
UnitsL/G from both
(LGCIU1
QRH
and
LGCIU2). The LGCIUs
procedure. LGCIU1 andthe
provide LGCIU2
inputs LGCIU2
and feed- back necessary to control the
landing gear. In addition
This article
Figure to
summarizes
1 the control
the cor-
rect interpretation of landing gear
inputs, the LGCIUs
downlock provide
Landing
indications
gearthe system
control
to prevent ECAM WHEEL Systems
and indication Display (SD) page displays
parameters for the flight
re-occurrence. deck display and
architecture
fault annunciation. System redundancy is the landing gear position
feedback from both
reflected by LGCIU1 and LGCIU2
This article will utilise the EIS 1LGCIU1
display and LGCIU2
for the illustrations. However the article
nd- 2. Landing gear to both EIS 1 and EIS
is applicable Figure 12 displays.
ion
The
position status Landing gear control
and indication
architecture
ed- 2.1. Landing gear control and
EIS1
indication architecture EIS2
ing This article will utilise the EIS 1 display for the illustrations. However the article
The Airbus A320 utilise two Land-
uts, ing Gear Control and Indication
is applicable to both EIS 1 and EIS 2 displays.
pa- Units (LGCIU1 and LGCIU2). The
play LGCIUs provide the inputs and feed- EIS1 EIS2
back necessary to control the landing
re- Figuregear.
2 In addition to the control inputs,
U1 EIS 1 versus EIS 2 provide the system pa-
the LGCIUs
WHEELrameters
Systems for the flight deck display
Displayand
Pagefault annunciation. System re- Figure 2
dundancy is reflected by LGCIU1 EIS 1 versus EIS 2
WHEEL Systems
and LGCIU2 (fig1). Display Page

NORMAL OPERATION

The flight crew normally operates the landing gear by means of the lever on the center
instrument panel.
The LGCIUs control the sequencing of gear and doors electrically. One LGCIU controls
one complete gear cycle, then switches over automatically to the other LGCIU at the
completion of the retraction cycle. It also switches over in case of failure.

The green hydraulic system actuates all gear and doors. When the aircraft is flying faster
than 260 kt, a safety valve automatically cuts off hydraulic supply to the landing gear
system. Below 260 kt, the hydraulic supply remains cut off as long as the landing gear
lever is up.
 NORMAL OPERATION

Gear selected DOWN

No sensor failure
Normal landing gear down locked indications
Following gear selection and downlock
Crew will observe the green down lock lights on the landing gear panel
and two green triangles per landing gear position on the ECAM WHEEL Systems
Display (SD) page.
This provides confirmation that the gear is properly downlocked

Magazine Issue 10 | AUGUST 2010 15

g LDG LDG GEAR DN

SIGNS ON
CABIN READY
SPLRS ARM
wn- FLAPS FULL
the
and-
ian-
the
play
ma-
wn-

Figure 3
Normal landing gear panel
and WHEEL Systems Display
landing gear downlocked
indications following gear
down selection
 NORMAL OPERATION
LGCIU:

The LGCIUs control the sequencing of gear and doors electrically. One
LGCIU controls one complete gear cycle, then switches over automatically
to the other LGCIU at the completion of the retraction cycle. It also
switches over in case of failure.

The green hydraulic system actuates all gear and doors. When the aircraft
is flying faster than 260 kt, a safety valve automatically cuts off hydraulic
supply to the landing gear system. Below 260 kt, the hydraulic supply
remains cut off as long as the landing gear lever is up.

Failure of a proximity detector : ‐  The LGCIU detects any electrical failure

in a proximity detector, and signals the associated
output to the flight position (shock absorber not compressed or landing
gear uplocked).
The other LGCIU then automatically takes over control of the landing gear
operation.

‐  In case of mechanical failure, the LGCIU does not modify the associated
output. The effect that
such a failure has on the system depends upon which condition is
signalled incorrectly.
 NORMAL OPERATION

(1)Landing gear position indication

The landing gear positions are indicated by 2 triangles for each gear. ‐
 A green triangle indicates that one LGCIU detects a landing gear downlocked,

‐  A red triangle indicates that one LGCIU detects a landing gear in transit,

‐  No triangle indicates that one LGCIU detects a landing

gear uplocked,

(3)UP LOCK
This legend appears amber along with a
caution on the ECAM if the landing gear
uplock is engaged when the landing gear
is down locked.

(4) L/G CTL
This legend appears amber along with an
ECAM caution if the landing gear lever
and the landing gear position do not
agree. This legend only appears when the
landing gear is moving to the selected
position.
afety Magazine Issue 10 | AUGUST 2010 15

ABNORMAL OPERATION
DOWN / No
mal landing LDG LDG GEAR DN

dications Gear SIGNS selected

CABIN READY DOWN/ Sensor failure / Spurious landing gear not down
ON

ion and down-locked indications

SPLRS ARM
FLAPS FULL
will observe the
ts on the land-The LGCIU1 proximity sensors located on the each landing gear strut provides the
wo green trian-lock/unlock signal to the landing gear indication panel. Failure of one of these sensors
position on thecould generate a spurious main landing gear not down locked (“UNLK”) red light and
stems Display
vides confirma-a single red triangle on the SD WHEEL page
properly down-

In the event of a genuine landing gear strut detected as not downlocked by both
LGCIU1 and LGCIU2 sensors,

the “L/G GEAR NOT DOWNLOCKED” ECAM warning will be triggered, along with
associated warnings:

> Continuous Repetitive Chime audio warning, and MASTER WARN light

> UNLK red light on the LDG GEAR CTL panel
Figure
> On the 3
ECAM WHEEL SD page, both red lights are displayed on the affected
Normal landing gear panel
landingandgear
WHEEL strut

Systems Display
landing gear downlocked
> REDindications
ARROW ongear
following the LDG CTL lever panel
down selection
> ECAM memo


DOWN /
urious landing LDG LDG GEAR DN
SIGNS ON
ed indications CABIN READY
SPLRS ARM
imity sensors FLAPS FULL
nding gear strut
ock signal to the
n panel. Failure
rs could gener-
anding gear not
K”) red light
ngle on the SD LGCIU1

ne landing gear
ownlocked by
U2 sensors,

triggered, along
ngs:
Figure 4
ve Chime audio Illustration of spurious
WARN light landing gear not
downlocked indication
he LDG GEAR

L SD page,
played on the
strut
LDG CTL lever On gear selection, one green triangle on the ECAM SD WHEEL page
 ABNORMAL OPERATION
At 750 ft RA,

Gear not selected DOWN

No sensor failure,
Normal landing gear indications

The “L/G GEAR NOT DOWN” ECAM

warning is triggered passing 750 ft RA
in approach to warn the flight crew that
the landing gear is not set to DOWN
while the aircraft is in the landing
configuration.

This alert must not be confused with the

“L/G GEAR NOT DOWNLOCKED”
ECAM warning that indicates that the
landing gear is detected as not

Safety
downlocked by both LGCIUs
GUST 2010

RA, gear not

N / No sensor
al landing gear

AR NOT DOWN”
g is triggered passing
pproach to warn the
he landing gear is not
while the aircraft is in
figuration. This alert
nfused with the “L/G
DOWNLOCKED”
g that indicates that
ar is detected as not
both LGCIUs (fig 5).

Figure 5
Illustration of “L/G GEAR NOT DOWN”
ECAM warning display – landing gear
lever not selected but aircraft in landing
configuration passing 750ft RA

RA, gear selected

 DOWN”
dgear
passing
not
warn
o sensorthe
ear isgear
nding not
raft is in
This
NOTalert DOWN”
ABNORMAL OPERATION
the “L/Gpassing
riggered
ach to warn the
OCKED”
nding gear is not
ates that in
the aircraft isAt
dation.
as not 750 ft RA, gear selected dOwN / Sensor failure / Spurious landing
This alert
Us (fig 5).
d with gear not down indications
the “L/G
OWNLOCKED”
However, on the A320 Family, this warning could also be triggered when the landing
at indicates that
detected as gear
not is detected as not downlocked by one LGCIU. In this case, check that at least one
LGCIUs (fig 5).
green triangle is displayed on each landing gear strut on the ECAM WHEEL page.
This confirms that the landing gear is downlocked. Rely also on the “LDG LDG
GEAR
Figure 5DN” green LDG memo message to confirm that the landing gear is
Illustration of “L/G GEAR NOT DOWN”
downlocked
ECAM warning display – landing gear
lever not selected but aircraft in landing
Figure 5passing 750ft RA
configuration
Illustration of “L/G GEAR NOT DOWN”
ECAM warning display – landing gear
lever not selected but aircraft in landing
configuration passing 750ft RA

lected
purious
gear selected
lure / Spurious
own
mily, this
red when
320 Family, this
edtriggered
as not when
U. In thisas not
detected
LGCIU. In this
neleastgreen
one green
honlanding
each landing
WHEEL
ECAM WHEEL
ethat
landing
the landing
Rely
so onalso
theon the
DN” green LDG
een LDG
confirm that the
that the
locked (fig 6).
(fig 6).

Figure 6
IIllustration of spurious
Figure“L/G
6 GEAR NOT
DOWN” indication
IIllustration of spurious
“L/G GEAR NOT
DOWN” indication
As per SOP, following gear selection down, the PNF has to check for three landing
gear indications on the ECAM WHEEL page: at least one green triangle on each
As per SOP,gear
landing following
strut isgear selection
sufficient down,
to indicate the
that thePNF has gear
landing to check for three landing
is downlocked.
In addition,on
gear indications thethe
E/WD
ECAM“LDGWHEEL
LDG GEAR DN”at
page: green memo
least oneon the ECAM
green triangle on each
(before landing checklist) also confirms the landing gear is down and locked.
landing gear strut is sufficient to indicate that the landing gear is downlocked.
In addition, the E/WD “LDG LDG GEAR DN” green memo on the ECAM
(before landing checklist) also confirms the landing gear is down and locked.
 ABNORMAL OPERATION
LANDING WITH ABNORMAL LANDING GEAR:
Flight crew must check for the three landing gear green indications on the ECAM WHEEL
SD page: at least one green triangle on each landing gear is sufficient to indicate that the
landing gear is down and locked. The “LDG GEAR DN” green MEMO. This is sufficient to
confirm that the landing gear is downlocked.

If one landing gear is not downlocked, the flight crew must perform the LDG WITH
ABNORMAL L/G QRH procedure. In this case, it is always better to land with any
available gear rather than carry out a landing without any gear.

> If one landing gear is not downlocked,perform the LDG WITH ABNORMAL L/G QRH
procedure.

>Although foaming of the runway is not a requirement, full advantage should be taken of
any ATC offer to do so.

> NITS BRIEFING :PLANNED EVACUATION

The passengers and cabin crew should be informed of the situation in good time. This will
allow the cabin crew to prepare the cabin and perform their emergency landing and
evacuation procedures.

> DO NOT ARM THE GROUND SPOILERS

to keep as much roll authority as possible for maintaining the wings level. Ground spoiler
extension would prevent spoilers from acting as roll surfaces.

> DO NOT USE AUTO BRAKES

manual braking will enable better pitch and roll control. Furthermore, with at least one
main landing gear in the abnormal position, the autobrake cannot be activated (ground
spoilers not armed).

> ANTI SKID—OFF

With one main landing gear not extended, the reference speed used by the anti-
skid system is not correctly initialized. Consequently, the anti-skid must be
switched off to prevent permanent brake release.

> Fly a normal approach should be flown and control surfaces used as required to
maintain the aircraft in a normal attitude for as long as possible after touchdown.

>ENGINE MASTERS—-OFF

The engines should be shut down early enough to ensure that fuel is cut off prior
to nacelle touchdown, but late enough to keep sufficient authority on control
surfaces in order to:

• Maintain runway axis


• Prevent nacelle contact on first touch down

• Maintain wing level and pitch attitude as long as possible.
 UPLOCK FAULT

1ST ECAM MESSAGE

NEXT ECAM MESSAGE CHANGE OVER OF LGCIU AFTER GEAR

RETRACTION
NOT DOWNLOCKED

FAILURE OF UPLOCK MECHANISM

 ABNORMAL OPERATION
The Airbus Safety Magazine Issue 10 | AUGUST 2010 1

Selection Landing Gear Selector down

Gear Downlocked
Downlocked Downlocked Not Downlocked
Position (Passing 750ft)
Indication Sensor failure Sensor failure Sensor failure Confirmed failure

Landing gear
panel

UPPER ECAM No ECAM warning

ECAM
WHEEL
page

Gravity extension &

Approp crew Continue normal descent Continue normal descent Continue normal descent
landing with abnormal
response and landing and landing and landing
landing gear procedures

3. In-service 4. Ongoing Figure 7

Summary of

events
Flight crews have entered unnecessarily
Development into the L/G GRAVITY 5. Conclusion
EXTENSION
in-service events and LDG WITH
To help ABNORMAL
distinguish L/G QRHa procedures,
between The FCOM and whereas the landing gear was actually
QRH procedures Flightdownlocked.
crews have entered This unnece-
genuine and a spurious land- have been enhanced to prevent un- ssarily into the L/G GRAVITY
ing gear not hasdownlocked
created significant additional
posi- necessary workload
application of theduring
L/G the landing phase. To prevent re-
EXTENSION and LDG WITH
tion indication, the following in- GRAVITY EXTENSION and LDG ABNORMAL L/G QRH proce-
occurrence, in all cases (and as
service events are summarized WITH ABNORMAL L/G proce-per SOP) refer to the ECAM WHEEL SD page
dures, to check
whereas that gear was
the landing
(fig 7). the landing gear is downlocked. actually downlocked. This has created
dures (A320 Rely also FCOM/QRH
Family on the “LDG LDG GEAR DN” green additional
significant LDG memo workload dur-
June 2010 general revision). ing the landing phase. To prevent re-
In the cases of spurious landing message The revised during the LAND-
procedures ING CHECKLIST. occurrence, in all cases (and as per
include
gear not downlocked indication the following caution: SOP) refer to the ECAM ECAM WHEEL
Doinnot
illustrated fig confuse “L/G
7, the flight crewGEAR NOT DOWN” with “L/G GEAR NOT DOWNLOCKED” SD page to check that the landing
applied the L/G gear gravity ex-
warning. In the case of a genuine
tension and LDG with abnormal Caution : unlocked landing gear, the ECAM will alert
gear the flightRely
is downlocked. crew also on the
“LDG LDG GEAR DN” green LDG
landingandgear QRH
trig- ger procedures.
a “L/G GEAR NOT Do not apply
DOWN-this procedure
LOCKED” if at least
ECAM warning aftermemo
gearmessage
selection down.
during the LAND-
one green triangle is displayed on ING CHECKLIST.
On landing geargear
each landing down
strut onselection,
the ECAM the key message is
As per procedure the application Do not confuse “L/G GEAR
SD WHEEL page. This is sufficient
of these paper checklists disables: NOT DOWN” with “L/G GEAR
to confirm that the landing gear is
One
q Anti-skid green triangle on the ECAM WHEEL SD page and a “LDG LDG GEAR
NOT DN” green ECAM
DOWNLOCKED”
downlocked. Disregard any possible
warning. In the case of a genuine
q Ground spoilerson the E/WD (Before
memo L/G GEAR NOT DOWN
Landing ECAM warning
Checklist) confirms the landi ng gear is
unlocked down
landing and
gear, the ECAM
q Nose-wheel steering at 750 feet RA. will alert the flight crew and trig-
locked.
q Auto-brake ger a “L/G GEAR NOT DOWN-
As previously discussed , on A320 LOCKED” ECAM warning after
The increased workload can be ap- Family aircraft the “L/G GEAR gear selection down.
preciated, hence the need to avoid NOT DOWN” warning may also On landing gear down selection, the
applying these procedures unless appear at 750ft RA when the landing key message is
necessary. One green triangle on the
gear is confirmed down by only one
LGCIU. Under these conditions the ECAM WHEEL SD page and
 EMERGENCY EXTENSION:

EMERGENCY EXTENSION

If the normal system fails to extend the gear hydraulically, the flight crew can use a crank
to extend it mechanically.

When a crew member turns the crank, it :

1)Isolates the landing gear hydraulics from the green hydraulic system,

2)Unlocks the landing gear doors and the main and nose main gear,

3)Allows gravity to drop the gear into the extended position.

Locking springs help the crew to crank the main gear into the locked condition, and
aerodynamic forces assist in the locking of the nose gear.

The gear doors remain open.

 To help distinguish between a The FCOM and QRH procedures
3. In-service 4. Ongoing
genuine and a spurious land- have been enhanced to preventSummary
Figure 7
un- ev
of

events
ing gear not downlocked posi-Development necessary application of the L/G
in-service

Selection tion
To helpindication, the following
distinguish a in-The
betweenLanding FCOM
GRAVITY
Gear and EXTENSION
Selector QRH procedures
down and LDG
Gear ABNORMAL OPERATIONSgenuine
ing
(fig 7).
Downlocked gear
and
not
a spurious
service events are summarizedhaveWITH
downlocked
land-
posi-
Downlocked
been enhanced
necessary
ABNORMAL
application
dures (A320
to prevent L/G
Downlockedof
Family the
un- proce-
L/G
FCOM/QRH Not
Position tion indication, the following in- GRAVITY (Passing
EXTENSION 750ft)
and LDG
service events are summarized June 2010 generalL/G
WITH ABNORMAL
revision).
proce-
Indication Sensor failure
In(fig Sensor failure
the7). cases of spurious landingduresThe Sensor failure Con
(A320revised
Familyprocedures
FCOM/QRH include
gear not downlocked indicationJunethe 2010following
general caution:
revision).
To help
Landing gear distinguish between a genuine
illustrated in of and7,a the
fig spurious land- ing gear not downlocked position
In the cases spuriousflight
landingcrew The revised procedures include
indication, the following
panel in- service events are summarized
applied
gear notthedownlocked
L/G gear indication
gravity ex-the following caution:
illustrated
tension andin fig
LDG 7, the flight
with crew
abnormal Caution :
applied gear
landing the L/G
QRH gear gravity ex-
procedures. Do :not apply this procedure if at least
tension and LDG with abnormal Caution
In the cases of spurious landing gear not downlocked indication , the
Do
one
not
green
flight
apply this
triangle
crew applied
procedure
isifdisplayed
the L/G on
at least
UPPERgear
ECAM No ECAM landing gear QRH procedures.
gravity extension andwarning
LDG with abnormal landing gear QRH each procedures.
As per procedure the application one green triangle is displayed on the ECAM
landing gear strut on
each SD WHEEL
landing gearpage. This
strut on the is
ECAMsufficient
ofAsthese paper checklists
per procedure disables:
the application to confirm
SD WHEEL that isthe
page. This landing gear is
sufficient
of these
q Anti-skid paper checklists disables:
ECAM to confirm that the landing
downlocked. Disregardgear any
is possible
WHEEL q Anti-skid downlocked. Disregard any possible
q Ground spoilers L/G GEAR NOT DOWN ECAM warning
page q Ground spoilers L/G GEAR NOT DOWN ECAM warning
q Nose-wheel steering at 750 feet RA.
q Nose-wheel steering at 750 feet RA.
qqAuto-brake
Auto-brake Grav
Approp crew Continue normal descent Continue normal descent Continue normal descent
As previously landin
response and landing and landing As previously anddiscussed
discussed , on A320
, on A320
landing
The
Theincreased workload
increased workload cancan
be be
ap- ap-Family
Family aircraft
aircraft the GEAR
the “L/G “L/G GEARlanding
preciated, hencethe
preciated, hence theneed
need
to to avoidNOTNOT
avoid DOWN” DOWN”warning warning
may alsomay also
. In-service applying
applying these
these 4. Ongoing
procedures
procedures unless
unless
The increased workload can be appreciated, hence the needappear
to avoid
appear
Figure 7
at 750ft RA when
applying
at 750ft
Summary of RA the
these landing
when the landing
vents
necessary.
necessary.
procedures unless necessary.
Development geargear in-service
is confirmed events
down by
is confirmed only by
down oneonly one 5. Conclu
LGCIU. Under these conditions the
help distinguish between a Distinguish
The FCOM and QRH proceduresLGCIU. Under these conditions the ha
Flight crews
between new Flight Warning Computer de-
ssarily into
nuine and a spurious land-L/G Distinguish
have been between new Flight Warning Computer de- th
GEAR NOT enhanced
DOWN andto prevent un-
velopment FWC (F6) will inhibit the
EXTENSION
g gear not downlocked posi- L/GGEAR
L/G GEAR NOTNOT
necessary DOWN and
application
DOWNLOCKED. velopment
of thespurious
L/G “L/G GEARFWCNOT (F6)DOWN”
will inhibit the
ABNORMAL
n indication, the following in- GRAVITY EXTENSION andmessage. spurious “L/G GEAR NOT DOWN”
L/G GEAR NOT DOWNLOCKED. LDG
vice events are summarized WITH ABNORMAL L/G proce- dures, whereas t
message. actually downlock
g 7). dures (A320 Family FCOM/QRH significant addit
June 2010 general revision). ing the landing p
the casesTheofrevised
spurious landinginclude
procedures Thetherevised
following caution: include
procedures occurrence, in a
ar not downlocked indication the following caution: SOP) refer to th
ustrated in fig 7, the flight crew SD page to che
plied the L/G gear gravity ex- gear is downlock
sion and LDG with abnormal Caution :
“LDG LDG GEA
ding gear QRH procedures. Do not apply this procedure if at least
memo message
one green triangle is displayed on ING CHECKLIS
each landing gear strut on the ECAM
s per procedure the application Do not confu
SD WHEEL page. This is sufficient
these paper checklists disables: NOT DOWN”
to confirm that the landing gear is
q Anti-skid NOT DOWNL
downlocked. Disregard any possible
warning. In the
q Ground spoilers L/G GEAR NOT DOWN ECAM warning unlocked landin
q Nose-wheel steering at 750 feet RA. will alert the fl
q Auto-brake ger a “L/G GE
As previously discussed , on A320 LOCKED” EC
gear selection do
 ABNORMAL OPERATIONS
The procedure is intended for use when the nose or main landing gear fail to extend and/or lock
down following the application of the L/G GRVTY EXTN procedure.
It is preferable to use any available landing gear, rather than carry out a belly landing.
Under these circumstances, a hard surface runway landing is recommended. Full advantage
should be taken of any foam, spread on the runway.
PREPARATION
CABIN CREW...................................NOTIFY
Notify the cabin crew of the nature of the
emergency encountered and state intentions.
NITS
ATC............................................. NOTIFY
Notify ATC of the nature of the emergency and
state intentions.
Consider fuel reduction to a safe minimum.
This reduces VREF and, consequently, the load
factor at impact and the energy to be
dissipated.
GALY & CAB pb-sw...........................OFF
 If NOSE L/G abnormal:
CG location (if possible)
……………………..AFT 10 passengers
from front to rear moves the CG roughly 4 % aft
.10 passengers from mid to rear moves the CG
roughly 2.5 aft.
 If one MAIN L/G abnormal:
FUEL IMBALANCE..................... CONSIDER
Open the fuel X-FEED valve and switch off the
pumps on the side with landing gear normally
extended.
OXYGEN CREW SUPPLY....................OFF
SIGNS..................................................ON
CABIN andCOCKPIT.................. PREPARE
APPROACH
GPWS SYS....................................................OFF
L/G lever……………………….….CHECK DOWN
GRVTY GEAR EXTN handcrank………………
TURN BACK TO NORMAL Rotating three turns
back to normal may, in certain cases, pressurize
the landing gear down actuators, thereby
reducing the probability of gear collapse after
touchdown.
AUTOBRAKE............ DO NOT ARM Manual
braking will enable better pitch and roll control.
Moreover, with at least one main landing gear in
the abnormal position the autobrake cannot be
activated (ground spoilers not armed).
EMER EXIT LT......................................... ON
CABIN REPORT....................................OBTAIN
A/SKID & N/W STRG……………………OFF
Ground spoiler extension would prevent spoilers
from acting as roll surfaces. With one main
landing gear not extended, the reference speed
used by the anti-skid to detect a wheel blockage
is not correctly initialized. As a result, the anti-
skid must be switched off to prevent permanent
brake release.
MAX BRAKE PR....................1000PSI
Modulate the brake pressure to 1 000 PSI
because the anti-skid is off.
If one or both MAIN L/G abnormal:
GROUND SPOILERS....................DO NOT ARM
To keep as much roll authority as possible for
maintaining the wings level.
ABNORMAL OPERATIONS
 ABNORMAL OPERATIONS
BEFORE LANDING
RAM AIR................................................ ON
To ensure full depressurization of the
aircraft before impact.
BRACE FOR IMPACT…………….ORDER
︎ If the external light condition is poor at
landing:
DOME LT.......................................DIM
Set the dome light to DIM to ensure that
there is a light source after both engines
FLARE, TOUCH DOWN AND ROLL OUT
Engines should be shut down sufficiently
early to ensure fuel is shut off before the
nacelles impact, but sufficiently late to
ensure adequate hydraulic supplies for the
flight controls. Engine pumps continue to
supply adequate hydraulic pressure for 30
s after engine shutdown.
REVERSE................................DO NOT
USE
Do not use reverse in order to prevent:

‐ The engine(s) from touching the ground

are shut down after landing, in order to see
and read the BRAKE PRESS indicator.
during rollout

If NOSE L/G abnormal:

NOSE.........................MAINTAIN UP After touchdown,

keep the nose off the runway by the use of the elevator.
Then, lower the nose on to the runway before
elevator control is lost.
BRAKES (compatible with elevator efficiency)
……………………………..

ENG MASTERS………………….…OFF

Shutdown the engines before nose impact.

 ABNORMAL OPERATIONS

If one MAIN L/G abnormal:

ENG MASTERS..................................OFF
At touchdown, shut down both engines.

FAILURE SIDE WING...... MAINTAIN UP

Use roll control, as necessary, to maintain the

unsupported wing up as long as possible.

DIRECTIONAL CONTROL…. MAINTAIN Use

rudder and brakes (maximum 1 000 PSI) to
maintain the runway axis as long as
possible.

If both MAIN L/G abnormal:

ENG MASTERS..........................................OFF 

Shut down the engines in the flare, before
touchdown.
PITCH ATTITUDE (at touchdown).NOT LESS THAN
6°

. WHEN A/C STOPPED



ENG (all) and APU FIRE pushbutton......................................................PUSH
Pressing the ENG FIRE pushbutton shuts off the related hydraulic pressure
within a short time.
ALL ENG and APU AGENT………………………………………………….DISCH
︎  If Evacuation required:
EVACUATION.......................................................................INITIATE
Make a short and precise announcement to order the emergency evacuation.
 If Evacuation not required:

CABIN CREW and PASSENGERS (PA)…………………”REMAIN SEATED”