A350 Ata 32

LANDING GEAR
CH 32
STUDENT LEARNING OBJECTIVES:
Upon completion, the student will be able to demonstrate an understand-

ing of this ATA section by receiving a 80% or higher score on a
comprehensive examination, meeting ATA Specification 104 Level III
criteria.
The student will:

 Describe normal operation of the Landing Gear and Door Systems
 Describe normal operation of the Ground Door Opening Systems
 Describe the operation of the Alternate Extension System
 Understand all of the Braking System Modes
 Identify potential safety hazards and maintenance associated with
the Landing Gear and Doors
 Understand the Nose Wheel Steering System
 Understand the Control and Monitoring of the Landing Gear and
Doors
A350-900 ATA 32 TRAINING MANUAL

PAGE - 1 1 May 2017 EFF– ALL FOR TRAINING PURPOSES ONLY
TABLE OF CONTENTS:
A350XWBLANDING GEAR ...................................................................... 4

MAIN LANDING GEAR............................................................................. 6
MAIN LANDING GEAR BOGIE BEAM & AXLES ................................... 10
MLG BOGIE PITCH TRIM ACTUATOR & FUSE ................................... 12
MLG RETRACTION & LOCK STAY ACTUATORS................................ 14
MAIN LANDING GEAR SERVICING ...................................................... 16
MAIN LANDING GEAR CHANGEOVER VALVE ................................... 18
NOSE LANDING GEAR ......................................................................... 20
NOSE LANDING GEAR AXLE SLEEVE AND FITTINGS ...................... 22
NOSE LANDING GEAR LUBRICATION & SERVICING ........................ 24
MAIN LANDING GEAR DOORS ............................................................ 26
NOSE LANDING GEAR DOORS ........................................................... 30
GROUND DOOR OPENING SYSTEM .................................................. 32
BYPASS VALVE & BAULK MECHANISM ............................................. 34
NORMAL LANDING GEAR EXTENSION/ RETRACTION SYSTEM ..... 36
CONTROL AND MONITORING ............................................................. 40
ALTERNATE EXTENSION SYSTEM ..................................................... 44
WHEELS AND BRAKES ........................................................................ 52
BRAKING CONTROL AND MONITORING ............................................ 54
NORMAL BRAKING MODE OPERATION ............................................. 56
REMOTE BRAKING CONTROL UNIT LOGIC ....................................... 58
AUTOBRAKES ....................................................................................... 60
BRAKE TO VACATE .............................................................................. 64
ALTERNATE BRAKING MODE OPERATION ....................................... 66
EMERGENCY BRAKING MODE OPERATION ..................................... 68
PARKING BRAKE / ULTIMATE BRAKING MODE ............................... 70
BRAKE TEMPERATURE MONITORING SYSTEM (BTMS) ................. 74
TIRE PRESSURE INDICATION SYSTEM (TPIS).................................. 76
NOSE STEERING .................................................................................. 90
CASTORING MODE ............................................................................... 92
OVERSTEERING DETECTION ............................................................. 94
ACTIVE DIFFERENTIAL BRAKING (BACKUP STEERING) ................. 96
NOSE WHEEL STEERING HYDRAULIC SUPPLY ............................... 98
STUDENT NOTES

A350XWB LANDING GEAR

General Wheels and Brakes Control System (BCS)

The A350 XWB Landing Gear comprises two MLGs mounted in the wing Each MLG has 4 Wheels and multi disc carbon brake units. The Wheels
which retract sideways into the fuselage and a forward retracting NLG. facilitate ground manoeuvers and transmit loads between aircraft and
ground.
The MLGs are mounted via support structure on the Rear Spar and Gear
Beam. The NLG is mounted in the forward fuselage, on the centerline of The braking system is designed to reduce ground speed and assist ground
the aircraft. All landing gear bays are enclosed by doors. maneuvers, There are 3 main braking systems:
The Landing Gear and Doors are hydraulically powered and electrically  Normal Braking System,
controlled by the LGERS. The LGERS also provides indication of status to  Alternate Braking System
the Flight Crew and to other aircraft systems. Control of the direction of the  Emergency/Ultimate Braking System.
aircraft on the ground is achieved by NWS. The NWS is controlled by
means of the hydraulically powered and electrically controlled WSCS. TPIS is also incorporated to measure tire pressure.
Each main wheel is braked to enable deceleration of the aircraft on the
ground. Position & Indication

Control of the Brake and Anti-skid systems is accomplished by means of a The Proximity Sensors for the gears have been selected and positioned to
hydraulically powered and electrically controlled BCS. achieve the correct detection of the gear status for Downlock, Steering
centered, Weight on Wheels and position of the Bogie Beam. Two
There is also a LGMS which monitors the brake temperatures and tire independent systems are provided that determines that the Landing Gears
pressure. are in their selected positions.

Landing Gear Extension and Retraction System (LGERS) Hydraulic Power

The Normal Landing Gear Extension and Retraction System is The aircraft has two independent hydraulic systems (Green and Yellow).
hydraulically actuated and electrically sequenced to provide controlled Hydraulic power is used to operate the LGERS, Steering and Braking.
Landing Gear extension and Door opening/closing such, that the aircraft
can perform a normal landing and to provide controlled Landing Gear Electrical Power
retraction and door opening/closing such, that the aircraft can perform
normal cruise flight. The equipment mounted on or forming part of the Landing Gear is supplied
with either 28V DC or 115V AC. Electrical cables are installed in such a
The Alternate Extension system extends the Landing Gear when no way that the risk of mechanical damage and/or damage caused by fluids,
hydraulic power is available from either Hydraulic system or loss of vapor or sources of heat is minimized.
Normal control. In this case the Gear and Door Uplocks are operated
hydraulically via two local Hydraulic Alternate Power Packs (APPs). After To ensure that any single event cannot affect both the active and
Uplock release the gears will extend and downlock by gravity. redundant systems simultaneously both electrical and hydraulic dressings
have a dual path to each component and employs maximum segregation.

A350XWB LANDING GEAR

MAIN LANDING GEAR
General
The shock absorber has an upper outer cylinder (main fitting) and a lower The Forward Side Stay is attached between the Main Fitting via a Cardan
inner piston (sliding tube). It is a single-stage oleo-pneumatic unit in which Pin which incorporates a Fusible Pin to support the Airbus’s
there is no separation of the gas (HP nitrogen) and oil. Crashworthiness Philosophy and a shackle type bracket to an attachment
fitting on the Inner Rear Spar.
There is a gas (HP nitrogen) filling port at the top of the main fitting. There
is an oil filling port at the bottom of the main fitting. A changeover valve is Airframe Interface
installed on the lower part of the main fitting.
The Aft Side Stay is attached between the Main Fitting via a Cardan Pin
Shock Strut and a Cardan Pin attached to an integral socket on the Gear Beam. Both
these Cardan Pin assemblies incorporates eccentric bushings to take into
The MLG is a cantilever type with a Shock Strut fitted with a four-wheel consideration the ‘foreshortening’ of the Aft Side Stay to cater for
Bogie. differences in manufacturing tolerances in the airframe and MLG
assembly.
The Shock Strut, comprising a Main Fitting and Sliding Member assembly,
is inclined with 7-degrees aft rake. This geometry provides a smooth In addition, there are two further mechanical interfaces:
sliding operation and optimizes aircraft loading. The Main Fitting, which
includes an integral Pintle Arm, attaches the MLG to the aircraft via the  A Retraction Actuator, which is attached to the fitting located on the
pintle axis, which also is the pivot axis for gear retraction. The Sliding Inner Rear Spar
Member at its lower extreme forms a fork, to which the Bogie Beam is  An Uplock Pin attached to the lower inboard side of the Main Fitting,
attached with a Pivot Pin. There are also lugs for the Lower Torque Link, and the Uplock
Lower Slave Link, Bogie Pivot Pin, Brake Reaction Rod attachment lugs  Roller interfaces with the Uplock in the MLG Bay
and Bogie Pitch Trimmer Actuator.
A Retraction Actuator attaches to the integral Pintle Arm on the Main

Fitting and the Actuator Body end to the Wing Inner Rear Spar.
Double Side Stay (DSS)
A Double Side Stay (DSS) configuration holds the MLG in the extended
position. This arrangement is to improve the load distribution on the
composite wing. Each Side Stay has a separate Lock Stay assembly to
provide a positive means to keep the Landing Gear extended in flight and
on the ground.
MAIN LANDING GEAR

MAIN LANDING GEAR (CONTINUED)

Lock Stay Actuator to the Main Fitting, an Apex Pin lets the Slave Links fold and open as the
Sliding Member compresses and extends.
The Lock Stay Actuator is fitted to the Lock Stays to initiate folding of the
Stay at commencement of retraction. When the Flight Crew selects gear Bogie Beam Assembly
retract, the Lock Actuator releases the overcentre lock of the Lock Stays.
Each MLG has a four-wheeled Bogie Beam assembly, which pivots around
During MLG extension, the movement of the MLG unfolds the Lock Stays a Pin near the bottom of the Sliding Member. It has two axles for the
and the Side Stays. The extension of the Lock Actuator puts the Lock Stay Wheels and Brakes.
into an overcentre position. If the Alternate Extension system is used to
extend the MLG, the Downlock Springs force pulls the Lock Stay to a Brake Reaction Rods
locked down position. If one Downlock Spring is unserviceable, the
remaining spring is sufficient to pull the Lock Stay into the locked position. A Brake Reaction Rod between the bottom of the Sliding Member and
each Brake (4 per Bogie Beam) transmits the torque loads from the Brakes
Uplock Assembly to the Sliding Member. The Brake Reaction Rods are set parallel to the
Bogie Beam to provide full Brake torque compensation.
An Uplock assembly mounted on the airframe in the MLG Bay retains the
gear in the retracted position. The Uplock Hook engages on the Uplock Bogie Pitch Trimmer Actuator
Roller attached to the Main Fitting providing good positional control of gear,
to ensure adequate clearances are maintained under all conditions. The The Bogie Pitch Trimmer Actuator has one end attached to the Sliding
Uplock features a separate release mechanism to allow alternative Member and the other to the Bogie Beam assembly forward facing. It is
operation of the MLG (Alternate Extension). used to maintain the Bogie Beam in the correct stowage position of the
wheels into the MLG Bay. The Bogie Pitch Trimmer Actuator also damps
Gear Pins (Ground Lock Pin) out Bogie pitch oscillations during landing and taxi. The Actuator is
pressurized during all flight stages and moves to the bias position after
A Ground Lock Pin can be installed in the Lock Stays during maintenance take-off.
procedures and ground handling.
Hydraulic Fuse
Torque Links
An Hydraulic Fuse is installed in the Hydraulic Pressure (Green System)
The Upper and Lower Torque Links keep the Main Fitting and the Sliding supply line to the Bogie Pitch Trimmer Actuator. If a leak of hydraulic fluid
Member correctly aligned. The Upper Torque Link is connected to the Main occurs downstream of the Hydraulic Fuse, the Fuse automatically closes to
Fitting and the Lower Torque Link is connected to the Sliding Member. An prevent loss of fluid in the Actuator service line.
Apex Pin connects the Upper and Lower Torque Links together.
Slave Links
Slave Links are fitted on the front of the leg to support and guide the gear
dressings. The Slave Links are a two-part assembly. The Lower Link is
connected to the fork of the Sliding Member and the Upper Link is attached
MAIN LANDING GEAR (CONTINUED)

MAIN LANDING GEAR BOGIE BEAM & AXLES

Bogie Beam
manufactured from Titanium and are WC-Cr-Co coated.
The Bogie Beam is manufactured from a Titanium forging. Clevis Lugs are
positioned to accommodate the Bogie Pitch Trimmer Actuator. Socket
Lugs are positioned at the forward, mid and aft positions of the
Bogie Beam to accommodate the Forward Axle, Bogie Pivot Pin and Aft
Axle respectively.
There is also a lug to attach a Proximity Sensor to ascertain the position of

the Bogie Beam.
Axles
The Forward and Aft Socket installations house Axles, which are an
‘interference’ fit into the Bogie Socket. The Axles are manufactured from
300M steel. The Axle Bearing Lands that interface with the Wheel and
Brake Bearings are coated with WC-Cr-Co.
Temperature Sensitive Paint
The paint on the axles is temperature sensitive and indicative of the level
of inspection required resulting from over temperature due brake overheat.
 Orange Color < 250 deg C

 Brown Color 250-300 C
 Lt Gray 300-320 C
 Off White > 320 deg C
A Hardness test is required at Lt Gray indication.
The Bogie Pivot Pin joins the Sliding Member Fork to the Bogie Beam. It
consists of a free-floating Headed Pin with a Locking Nut.

MLG Axle Sleeves

Axle Sleeves provide a protective interface between. MLG Axle and Wheel/
Brake Unit assemblies. A two piece slip fit design is used for the Axle
Sleeves on the MLG to eliminate stress in critical areas. They are
MAIN LANDING GEAR BOGIE BEAMS & AXLES

MLG BOGIE PITCH TRIM ACTUATOR & FUSE
Bogie Pitch Trimmer (BPT) Actuator
The Bogie Pitch Trimmer (BPT) Actuator is a single ended fixed body
Actuator. The Pitch Trimmer Actuator is attached between the Sliding
Member and the Bogie Beam and hydraulically connected to the aircraft
supply and return lines. The Pitch Trimmer Actuator includes an Hydraulic
Manifold.
.
The Pitch Trimmer Actuator has two main functions:
 To maintain the position of the Bogie Beam for stowage (Bogie 9.3° toe
down) when the aircraft is in flight. The bias stroke corresponds with
the condition of actuator maximum oil capacity
 The Pitch Trimmer Actuator is used to damp the movement of the
Bogie Beam in flight and ground maneuvers.
The Control Manifold includes:
 Pressure Relief Valve, allows fluid to be released to the return line,

during each movement of the Actuator under normal operation
conditions, in order to have no excessive over pressure inside the
Actuator
 Check Valve protects the supply line from over pressures generated
during normal operations
 The Manifold also includes a Filter in the supply inlet to protect against
ingress of debris
Bogie Pitch Trimmer Actuator Hydraulic Fuse
The function of the Hydraulic Fuse is to protect the aircraft from a Bogie
Pitch Trimmer Actuator rapid fluid loss. In case of flow demand exceeding
the Fuse setting, an internal pressure drop is generated on the measuring
holes and the Fuse closes due to the abnormal pressure drop, once the
force due to pressure drop exceeds the spring setting. A “time delay” hole
is located at the rear part of the Fuse. It is allowed to remain open in case
of transient flow demand.
To re-arm the Fuse, it is required to have a manual reset device, not

needing depressurization of the system.
MLG BOGIE PITCH TRIM ACTUATOR & FUSE

MLG RETRACTION & LOCK STAY ACTUATORS

Retraction Actuator During Alternate Extension, both chambers are connected to return, thus
allowing the Actuator
The Retraction Actuator is used to retract and control extension of the to extend under gravity.
MLG, and is a double acting differential area Actuator. The MLG Retraction
Actuator has over-travel beyond its operational stroke to allow for flexure in
the airframe and Landing Gear structure.
Snubbing has been employed at each end of travel of the Retraction

Actuator to control end of stroke velocity. During retraction of the MLG,
supply pressure is applied to the retract line only to retract the Actuator.
At the beginning of powered extension, supply pressure is applied to both

the full and annular areas. The gear is retracted for a set duration, to
permit load alleviation of the uplock hook.
Alternate Extension
In the event of a hydraulic system failure, the LGERS connects both ports
of the Retraction Actuator to return (Permitting flow of oil between the
annular chamber and the full area chamber) and the MLG lowers under the
influence of its weight.
Lock Stay Actuator
The Lock Stay Actuator is used to unlock the Landing Gear for retraction
and assist down-locking on extension.
During retraction of the MLG, supply pressure applied to the retract line
only retracts the Actuator to unlock the Lock Links. When the Side Stay is
unlocked and the gear begins to retract, the gear kinematic drives the
Unlock Actuator, causing it to extend against the influence of hydraulic
pressure.
During normal extension of the MLG, supply pressure is applied to both,

the extend and retract lines. As the gear begins to extend, the gear
kinematic drives the Lock Stay Actuator, which causes it to retract
against the influence of hydraulic pressure, until the gear is almost fully
extended. The Down Lock Springs then lock the Lock Links, assisted by
the extension of the Lock Stay Actuator.
MLG RETRACTION & LOCK STAY ACTUATORS

MAIN LANDING GEAR SERVICING

The Shock Strut absorbs the taxi, take-off and landing loads and transmits
them to the aircraft structure. It is a single-stage Oleo-pneumatic type with
no gas/oil separation within the piston. Two Bearings, an Upper Bearing on
the Sliding Member and a Lower Bearing on the outer Cylinder, keep the
Sliding Member central in the Main Cylinder. The total stroke of the Shock
Strut from gear fully extended to fully compressed is 710mm.
On compression, the load is transmitted to the hydraulic fluid and nitrogen

gas that fill the Shock Strut, compression damping is provided by Metering
Pin. The recoil stroke is slow and controlled by the Recoil Ring and
decreases the speed of Shock Strut extension during take-off. This also
helps to prevent the aircraft becoming airborne again after it touches down
on landing.
Seal Changeover Valve
A Seal Changeover Valve, at the inboard side of the Main Fitting, connects
to two seals (one above the other) on the Lower Bearing. The bottom
(Primary) Seal keeps the pressure in the Shock Strut. If there is leakage of
hydraulic fluid from the Gland, the Seal Changeover Valve on the Main
Fitting can be closed. This isolates the hydraulic pressure from one side of
the (Secondary) Seal and causes the top seal to become the "in use" seal.
Service
An Oil Filling Valve is installed in the Seal Changeover Valve. A Nitrogen

Charging Valve is installed on the side of the Main Fitting.
MAIN LANDING GEAR SERVICING

MAIN LANDING GEAR CHANGEOVER VALVE

Dynamic seals in the main fitting keep the oil and nitrogen pressure inside
the cylinder. In the usual configuration, only the lower (primary) seal is
used to seal the shock absorber. If the primary seal become unserviceable,
it is possible to use the top (secondary) seal. To do this, the changeover
valve is manually operated.
In usual operation, the secondary seal has the same oil pressure on each
side of the seal to prevent its operation. If there is a leak on the primary
seal, the changeover valve is operated to:
 Let equal pressure go to the two sides of the primary seal to prevent its
operation.
 Close the oil pressure from one side of the secondary seal which
activates it and seal the shock absorber.
MAIN LANDING GEAR CHANGEOVER VALVE

NOSE LANDING GEAR

The NLG gives support for the aircraft on the ground and absorbs the
loads during taxi, take-off and landing.
The NLG has:
 A main fitting and a sliding tube (shock absorber)

 A torque link
 A drag stay
 Lock links
 A lock stay actuator
 Down-lock springs
 A retraction actuator
 Steering actuators
The shock absorber is an oleo-pneumatic type shock absorber. It has a

main fitting (cylinder) and a sliding tube (piston).
The drag stay assembly has two parts: the upper and the lower part. It
keeps the NLG leg stable when the NLG is in the extended position.
During extension, the tension in the down-lock springs and the hydraulic
pressure in the down-lock actuator put the lock link in its over-center
locked position.
During a free fall, the tension in the down-lock springs make sure that
the lock links will mechanically go to the over-center locked position. It
is possible to install a lock-pin in the center of the lock links when the
gear is in the down position.
The nose wheels are steered by twin double-action hydraulic actuators,

which are attached to the main fitting.
NOSE LANDING GEAR

NOSE LANDING GEAR AXLE SLEEVE AND FITTINGS

The sliding tube has a jacking dome. Two axle sleeves have a wear
surface for the wheels.
Towing operations can be done with a towbarless tractor or with a tow bar.
Because of this, forward and aft tow bar fittings and brackets are installed
or not in relation to the operator's selection. Delta aircraft will be fitted with
the optional rear tow link.
NOSE LANDING GEAR AXLE SLEEVE AND FITTINGS

NOSE LANDING GEAR LUBRICATION & SERVICING

All lubrication points on the Landing Gear/airframe structural interface and
Shock Strut Servicing Landing Gear Doors are clearly visible and marked
with a striking yellow washer.
The Orifice Support Tube mounted within the Main Fitting is equipped with
a Nitrogen Charging Valve at the top of the Main Fitting to provide Shock Generally, each surface to be lubricated has one grease point. These
Strut Nitrogen charging and venting during the filling procedure. surfaces are greased directly through a dedicated grease path.
Nitrogen Charging Valve Grease paths are large enough and sufficiently free of direction
changes to ensure that there is no significant loss of lubrication
The Nitrogen Charging Valve is located at the top of the Main Fitting barrel. pressure, which could prevent the grease from reaching the intended
It is used to inflate the Shock Strut with Nitrogen surfaces.
during servicing and is a Schreider-type valve.
The use of Lithium-based grease along with improved greaseways,
Changeover Valve/Oil Filling Valve increased bearing area and reduced bearing pressure are all typical
design improvements compared to previous programs.
The dynamic Seal Changeover Valve is located near the bottom of the
Main Fitting just above the Steering Actuator and faces aft. This location
provides easy access and visibility of the valve with good protection.
The Changeover valve is manually activated to energize the Secondary

Seal by rotating clockwise. The action of unscrewing (clockwise) the
activation screw exposes an area of the screw painted red (inset picture) to
indicate Secondary Seal activation.
The Oil Filling Valve is part of the seal Changeover Valve assembly. It is
used to fill the Shock Strut with Oil during servicing and is a Schreider-type
valve.
NLG Lubrication
The current NLG has 74 greasing points. The NLG is designed to use
grease approved by Airbus and qualified to AIMS 09-06-002. The
lubrication fittings on the NLG enables correct lubrication to be
performed (injecting grease into the grease fitting until the old grease has
been visibly exhausted from the mechanism and only the new grease is
coming out).
NOSE LANDING GEAR LUBRICATION AND SERVICING

MAIN LANDING GEAR DOORS (CONT)

MAIN LANDING GEAR DOORS (CONT)

MAIN LANDING GEAR DOORS

When the MLG doors are closed, the maintenance personnel can stay on
the MLG doors to do maintenance tasks in the MLG bay. The doors must
be safetied with a safety pin.
The safety pin is engaged in the door uplock assembly and prevents any
door uplock release.
CAUTION: NO AIRCRAFT SYSTEM MONITORS IF THE SAFETY PIN IS

IN THE UPLOCK ASSEMBLY.
MAIN LANDING GEAR DOORS

NOSE LANDING GEAR DOORS

The Nose Landing Gear (NLG) bay is closed by four doors in groups of
two pairs:
 The forward pair of doors, hydraulically operated with actuators.

 The rear pair of doors, mechanically operated by the landing gear
movement.
Free-fall ramps help movement during alternate extension.

NOSE LANDING GEAR DOORS

GROUND DOOR OPENING (GDO) SYSTEM

Landing Gear Extension Retraction System (LGERS) The Landing Gear GDO System features a baulk mechanism in the
Bypass Valve to inhibit Door closure when hydraulic pressure is not
The LGERS is made up of three sub-systems: available.
 Normal Extension and Retraction System, for Normal Extension and The Bypass Valve isolates the ‘Door Close Port’ when the GDO Handle is
Retraction in the ‘Open’ position. A disconnection within the mechanical linkages by
 Alternate Extension System, for extension in flight if Normal System is itself does not allow the Bypass Valve or Door Uplocks to change state.
unavailable
During Door closure the bi-stable mechanism initially resists the movement
 Ground Door Opening System, to allow on ground access to the
of the GDO Handle until the Bypass Valve passes through Baulk position
Landing Gear Bays for maintenance purposes
and reaches a ‘Valve Open’ position. Then the mechanism becomes an
assisting load.
Under normal conditions, the LGERS operates in normal mode, i.e. the
Normal System executes powered Landing Gear Extension and Retraction
The GDO Handles have a self-latching mechanism and a Locking Pin is
in a set sequence.
provided for the MLG GDO Handles.
If a powered Landing Gear Extension by the Normal System is not
The point of Uplock release is sequenced after the point of the Door
possible, the Flight Crew can initiate gravity assisted Landing Gear
Bypass Valve Baulk engagement to ensure the hydraulics are in the
Extension through an alternative system, called the Alternate Extension
bypass configuration before the Doors are released.
System.
The GDO Handles have two stable positions: Open or Closed. For safety
Alternate Extension System
reasons the GDO Handles are located such that the operator is not in the
trajectory of any of the Landing Gear Doors.
The Alternate Extension System provides operation of Isolation Valves and
Vent Valves, followed by a release of all Door and Gear Uplocks allowing
A Mechanical Fuse protects the MLG GDO System from being damaged if
the Landing Gear to extend under gravity
excessive force is applied to Handles
Ground Door Opening System (GDO)
The GDO System is a mechanical-based system that uses three GDO

Handles - one GDO Handle for each MLG Door and one GDO Handle for
NLG Doors. Each of the three GDO Handles drive a mechanical linkage
connected to a dedicated Bypass Valve and the applicable Door Uplock to
open the Landing Gear Doors for maintenance purposes. Doors are closed
and locked on the ground by the Normal System following resetting of
GDO System.
GROUND DOOR OPENING (GDO) SYSTEM

BYPASS VALVE & BAULK MECHANISM

Each ground door-opening handle operates a bypass valve and a door
uplock. Each handle is connected by a mechanical linkage to a door
bypass valve, which moves to a bypass position.
The function of the valve is to isolate the door actuators from the hydraulic
supply line and to connect the two actuator chambers, to let the free fluid
circulation. The handle is also connected to the door uplock assembly
which rotates the hook to release the door. The door will open freely by
gravity.
A mechanical fuse pin gives the GDO system protection from damage,
if a mechanic applies too much force to one of the GDO handles.
Baulk Mechanism
To give protection from accidental operation of the GDO system, the

bypass valve includes a baulk mechanism. This will not let the GDO
handle move to the closed position unless the electrical and hydraulic
power are on.
BYPASS VALVE & BAULK MECHANISM

NORMAL LANDING GEAR EXTENSION/RETRACTION

SYSTEM
Landing Gear Control Lever
General
A Landing Gear Control Lever in the cockpit is used to make Extend or
LGERS uses Integrated Modular Avionics (IMA), comprised of CPIOMs
and CRDCs. These equipment are connected through the Avionics Data
Retract selections. It initiates the electrical control, which is executed by a
Communication Network (ADCN), which communicates via the Avionics
duplicated Landing Gear Control and Indication System (LGCIS) – LGCIS1
Full Duplex (AFDX).
and LGCIS2.
The LGERS has two LGCIS - System 1 (LGCIS 1) and System 2 (LGCIS
The purpose of the LGCIS is to detect and control the position of the
2). Each LGCIS is electrically independent from the other. LGCIS is
Landing Gears, Doors and Uplocks. Proximity Sensors supply the LGCIS
arranged in a COM/COM configuration hosted on four CPIOM-Hs. LGCIS
with the necessary position data of these moving elements.
1 and LGCIS 2 use two CPIOMs each, one for high side control (28VDC
commands through the Electrical Power Distribution Centre (EPDC)) and
Based on data from the Landing Gear Control Lever input, position data
one for low side control (0V commands through CRDC).
from Proximity Sensors and Air Data/Inertial Reference Unit (ADIRU) data
(airspeed and Mach number), software running in the LGCIS Core
The System 1 CPIOMs are powered by the DC1 NORM electrical power
Processing and Input Output Modules (CPIOMs) controls the Landing Gear
bus, and the System 2 CPIOMs are powered by the DC2 NORM electrical
operating sequence by issuing control signals to system valves (e.g.
power bus. LGCIS 1 and LGCIS 2 are continuously supplied with electrical
Landing Gear/Door Selector Valves, etc).
power, but only one System controls the operation of Extension/Retraction
at any one time. The System in control is “active” and the other System is
“passive”.
To reduce the risk of dormant failures between the two Systems, control
changes from one System to the other at each complete Extension/
Retraction cycle. The status of each System is continuously monitored and
it is sent to the other System. If a failure, which affects control, is detected
in the “active” System, control will switch to the other System automatically.
The EPDC Solid State Power Controllers (SSPCs) and the CRDC Solid
State Relays (SSRs) are used to energize the Pilot Valve solenoids (The
Landing Gear Control Lever Baulk and all Pilot Valves are solenoid-
operated). In the event of a single switch fault, Landing Gear malfunction is
prevented by using two independently controlled switches, one for the 28V
high side (SSPC) and one for the 0V low side (SSR).
NORMAL LANDING GEAR EXTENSION/RETRACTION SYSTEM

NORMAL LANDING GEAR EXTENSION/RETRACTION

SYSTEM (CONT)
The Door and Gear Selector Valves direct the hydraulic pressure to the
Isolation Valves (IV)
Gear Retraction, Door and Lock Stay Actuators.
The Isolation Valves (IV), which are used to isolate the Normal System
The NLG and MLG Integrated Manifolds also contain Pilot Solenoid Valves
circuit from the hydraulic supply during Alternate Extension operation, are
that are used to control the hydraulic pressure to the Landing Gear and
normally energized during the Normal System operation. The IVs also
Door Uplock Normal Actuators.
isolate the Normal System when Normal Extension/Retraction or GDO
Door closure is not underway, hence providing additional protection
against inadvertent retraction on the ground, or extension during cruise.
Interfaces
Hydraulic supply for the NLG (Yellow System) feeds the NLG Isolation
Valve (IV), which is located in the un-pressurised NLG Bay.
Similarly, the hydraulic supply for the MLG (Green System) is taken
downstream of the Green Priority Valve. The supply feeds the MLG
Isolation Valve (IV), which is located in the un-pressurised MLG Bay.
Normal System Selector Valves
The Normal System Selector Valves are energized through Solid State
Power Controllers (SSPCs) and Solid State Relays (SSRs) located in
Common Remote Data Concentrators (CRDCs). The Selector Valves
direct hydraulic power to Gear and Door Actuators resulting in hydraulically
powered Extension and Retraction of the Landing Gears and opening/
closing of the Doors.
Dual solenoids are used on each valve and switching functions are
duplicated by using separate CRDCs for System 1 and System 2.
For both the MLG and the NLG, the IVs then provide hydraulic supply to
the associated Integrated Manifold (for the NLG, located in the NLG Bay
and for the MLG, located in the MLG Bay) that contain the:
 Gear Selector Valve and the associated Extend and Retract Pilot
Solenoid Valves
 Door Selector Valve and the associated Open and Close Pilot Solenoid
Valves
NORMAL LANDING GEAR EXTENSION/RETRACTION SYSTEM (CONT)

CONTROL AND MONITORING

Position Data Acquisition To maximize the integrity of this data, the electrical power supplying
System 1 CRDCs is provided from the DC1 electrical busbar, DC1 NORM
For the purpose of obtaining position data of the Landing Gear's moving and DC1 EMER. System 2 CRDCs are powered from
elements, (i.e. gears, doors and uplocks) proximity sensors and targets are the DC2 electrical busbar, DC2 NORM and DC2 EMER.
located at various positions on the gears, on or close to the doors and in
the uplocks. Each LGCIS side uses two proximity sensors to indicate the Bogie
stowage position. These proximity sensors are also used to indicate initial
Two proximity sensors are used at each location to provide segregated touchdown of the MLGs. This feature is required to enable the flight
and duplicated indication for LGCIS System 1 and System 2. Each set of controls to deploy partial lift dumping for low A/C MLG vertical loads (8
sensors has its own interface to the CPIOMs via their dedicated CRDCs on tonnes or less). Each pair of sensors is required to detect a bogie position
its system such that two fully independent landing gear position indication change within 1 of bogie angle.
systems exist.
The landing gear system uses two different displays to show the landing
LGCIS decodes and validates the proximity sensor data sent by the gear system status:
CRDCs prior to using the data within the LGCIS. This improves the
integrity of LGCIS by checking the integrity of the proximity sensor data.  The system-display wheel page
On each gear lock-stay, one proximity sensor in addition to the standard  Slat-flap limitation memo below the PFD.
pair is used to provide an independent gear downlock indication.
Independent Sensor Wiring
Collection of proximity sensor data for transfer to the CPIOM-Hs is via the
Common Remote Data Concentrators (CRDCs). Sensor interface From the system CRDCs which operate independently, the L/G downlock
hardware resides in each of the CRDCs, which is used to energize the status is also sent to the CDS (hard-wired and through the Flight Warning
sensors and provide sensor status information. System (FWS).
All four CPIOMs receive data from the CRDCs. A primary function of the
CRDCs is to monitor the position and condition of the proximity sensors for
System 1 and System 2 and supply the information to the CPIOMs and
other aircraft systems. This information is formatted into AFDX and as
discrete interface signals.
A System 1 and a System 2 CRDC interfaces with each Landing Gear and
associated doors‟ proximity sensors and one CRDC is used for each LG
for the independent downlock indications.
That makes 9 CRDCs in total. Each of these CRDCs communicates with

the CPIOMs via AFDX interface.
CONTROL AND MONITORING

PROXIMITY SENSORS
The proximity sensors transmit data about the position of the gears and There are two sensors for each channel and each sensor monitors the
doors they are on. movement in one direction.
Each Proximity Sensor is a non-contacting passive device used to detect The downlock sensors of the NLG and the MLGs operate independently
the proximity of a dedicated metallic Target through the corresponding for the LGCIS side 1 and the LGCIS side 2.
changes in the local inductance. The Sensor Output varies with Target
position allowing the VSIM located within the CRDC to convert this signal For the maintenance procedures, there must be a gap between the sensor
into a discrete 'Target Near'/'Target Far' signal for use by the LGCIS 1 and and the target.
LGCIS 2.
The sensor can be adjusted with bolts and nuts on the target or on the
The Main Landing Gear (MLG) and the Nose Landing Gear (NLG) sensor. You can use the shims to get the necessary gap.
uplock and Downlock
You can use the shims, calipers or the OMS specific menu to measure
 The MLG and the NLG doors uplock and downlock the gap.
 The MLG shock absorber (extended)
 The MLG bogie (dip position)
 The NLG shock absorber (extended and centered)
 The MLG and NLG doors fully opened.
Two Proximity Sensors are used at each location to provide

segregated and duplicated indication for LGCIS 1 and LGCIS 2. Each set
of Sensors has its own interface to the CPIOM on its LGCIS such that two
fully independent Landing Gear Position Indication Systems exist.
In addition, one Proximity Sensor on each MLG Lock Stay and one on the
NLG Drag Stay provide an independent Landing Gear Downlock
Indication.
There are two exceptions: the MLG bogie beam position and the down-lock
sensors which operate independently.
There are four sensors to send the data for the bogie beam position. They
measure the movement between the target on the bogie beam and the
sensor on the sliding tube.
PROXIMITY SENSORS

ALTERNATE EXTENSION SYSTEM

General wired in series with LGCIS 1 and AECM-B is wired in series with LGCIS 2.
The AECMs contain Electro-Mechanical Magnetic Latching Switches that
The purpose of the Alternate Extension System is to provide a back-up are either open-circuit (IV isolated from the Normal Extension and
Extension of all Landing Gears in case of failure in the Normal Extension Retraction System control) or closed-circuit (IV not isolated from the
and Retraction System. In the event that the Normal System is not Normal Extension and Retraction System control).
available to deploy the Landing Gear, the Alternate Extension System
provides an alternative and independent method for the release of the The AECM has six modes of operation:
Gears and Doors from their uplocks.
 OFF, default mode the AECM is not powered (IV not isolated by the
The Alternate Extension System also provides the extension of the Gears AECM)
and opening of the Doors in the event of a failure of any single source of  POWER-UP, determines its operating mode and control functions are
hydraulic or electrical supply. in a safe state (IV not isolated by the AECM)
 TEST, performs the test sequence or enables interactive mode
The Alternate Extension System is designed to allow the Landing Gears to  FAULT, Signals a fault and is in a safe state, thus IV not isolated by the
perform Alternate Extension from any position during the Retraction AECM
sequence.  DOWN ACTIVATION, executes the alternate extension
 RESET ACTIVATION, executes the alternate extension reset
The System is controlled and powered by two hydraulic Alternate Power
Packs (APPs), one for the NLG and one for both MLGs. The Alternate Extension System uses Isolation Valves to isolate the
these identical Alternate Power Packs operate independently after LGERS hydraulic circuit from the Normal hydraulic supply and it
receiving their command from a pair of ganged Gravity Extension reconfigures the circuit through the use of Vent Valves that allows
Switches. hydraulic recirculation within the Actuators, by connecting them to a
common Return.
Alternate Extension Control Module
When it is not possible to isolate the hydraulic supply in case of a failure of
Two completely independent Alternate Extension Control Modules an IV, the Alternate Extension System can still reconfigure the hydraulic
(AECM), AECM-A for Channel A and AECM-B for Channel-B, each circuit to allow recirculation to achieve Alternate Extension.
connected to different 28VDC aircraft electrical power buses, DC1 EMER
and DC2 EMER, which ensures the Alternate Extension System will be The hydraulic fluid required to operate the Alternate Extension System
operative in the event of failure of a single source of electric supply and the valves is provided from a dedicated hydraulic reservoir in each APP.
Alternate Extension System will be operative in the event of an ‘all engine
flame-out’ condition (assuming that one DC EMER Supply is available). The Alternate Extension System design incorporates features to prevent
system shocks following a reset.
The routings of the electrical harnesses of the two independent channels
are segregated from each other and as far as possible from the hydraulic Following the Door Uplock release, the Doors either fall open or are
and electrical circuits of the Normal Extension/Retraction System pushed open by the falling Landing Gear through interaction with Door
Ramps and Guides where required.
The AECMs are wired in series with the normal control of the IVs both the
Hi and Lo side of the Normal Extension and Retraction System. AECM-A is
ALTERNATE EXTENSION SYSTEM

ALTERNATE EXTENSION SYSTEM (CONT)

The alternate power packs are used to change electrical input power into
hydraulic output power to operate the alternate system (vent valve
operation and door and gear uplock release). There are two alternate
power packs, one for the NLG alternate extension equipment and one for
the MLG alternate extension equipment.
Gear and Door Uplock
The gear and doors uplock assembly contains a latching/hook mechanism

to uplock the gears and doors in the closed position.
When the hydraulic circuit is pressurized, the hook turns and the uplock
assembly is in the released position. Each gear and door uplock assembly
has dedicated ports connected to the hydraulic circuits (one for the normal
HP and one for the alternate extension).
Vent Valves
The vent valves are used to make sure that the door actuators and gear
actuators are connected in a hydraulic bypass and to the return circuit.
This is to make sure that no hydraulic locks can occur and prevent
extension. Two vent valves are used in the system, one to vent the NLG
related actuators and one to vent the MLG related actuators.
When operated by the alternate extension system, the vent valves are
internally held in the vent position through a spring-loaded detent
mechanism. This mechanism is released through an unlock solenoid which
is energized during the alternate system reset.
ALTERNATE EXTENSION PRINCIPLE (CONT)

ALTERNATE EXTENSION SYSTEM RESET

All the L/G doors stay open after L/G alternate extension. This
configuration can be dangerous for people working around the A/C. It is
necessary to obey the safety precautions that follow before to do a system
reset or other activity near the L/G areas:
 Install the L/G safety pins

 Move the Ground Door Opening (GDO) control handles to the open
position to hydraulically isolate the doors.
 Put all the safety collars in the L/G door actuators
The flight crew or maintenance staff may start the alternate extension
reset, depending on the situation. This is done by moving the switches
to the RESET position.
The hydraulic high pressure supply must be "ON" to fill all the actuator
chambers through the vent valve, to prevent actuator cavitation.
Following the selection of RESET on the cockpit switch, the AECM

performs the reset sequence. Due to the architecture the reset function will
still operate with only one DC EMER supply available, however, in this
situation only one Channel will reset.
The Vent Valve spools are reset by two solenoids one controlled by
Channel A and the other by Channel B.
ALTERNATE EXTENSION SYSTEM RESET

ALTERNATE POWER PACK SERVICING

Visual Quantity Indicator
A visual quantity indicator is used to monitor the alternate power pack

reservoir periodically.
Red = Empty
Yellow = Minimum Content
Green = Correct Quantity
Amber = Overfull
The visual quantity indicator is driven by LVDT. A Dispatch Message (DM)

is associated with the level indication.
Servicing
A fill and bleed valve is installed on the alternate power pack for circuit
refilling.
A visual pop-out indicator is only out in the "venting" position.
A fill/bleed valve is installed on the vent valve for circuit refilling.
A fill/bleed valve is installed on the uplock assembly for circuit refilling.

ALTERNATE POWERPACK SERVICING

WHEELS AND BRAKES

The A350 Landing Gears have:
 2 wheels for the Nose Landing Gear (NLG)

 8 wheels for the Main Landing Gear (MLG)
The wheel assembly is made of two halves which are held together by
tie bolts. Each wheel has an inflation valve for servicing and an
over-pressure relief valve for over-inflation. If this is open, the tire will
deflate to 0 psi.
A fusible plug prevents a main wheel or tire burst if the brake gets to a
high temperature. If the temperature of the wheel increases to a specified
limit, the core of the fusible plug melts and lets the tire deflate.
CAUTION: AFTER A REJECTED TAKE-OFF, DO NOT GO NEAR THE

AREA AROUND THE WHEEL FOR APPROXIMATELY ONE
HOUR. WHEN YOU GO NEAR, GO FROM THE FRONT OR
FROM THE REAR AND NOT FROM THE SIDE OF THE
WHEEL.
Of the ten wheels, only the MLG wheels have brakes. The wheel brakes
are of the multi-disc carbon type. The piston housing is a single cavity
which is supplied with hydraulic pressure. The piston housing also
includes a quick-release half coupling and a bleed valve.
Two brake wear indicator-pins are installed on each wheel brake. Brake
rods connect the bottom of the sliding tube to each brake. They send the
torque loads from the brakes to the sliding tube.
There are two wheel groups. The forward group (brakes 1 to 4) is supplied
by the Yellow hydraulic system. The rear group (brakes 5 to 8) is supplied
by the Green hydraulic system.
WHEELS AND BRAKES

BRAKING CONTROL AND MONITORING

The A350-900 variant has a twin-wheeled Nose Landing Gear (NLG) and Each wheel group can operate independently in normal, alternate or
two four-wheel-bogie wing-mounted Main Landing Gears (MLG). All eight emergency modes (for example, brakes 1 to 4 can operate in normal
wheels of the MLG are braked. braking mode and brakes 5 to 8 in emergency mode). The normal braking
mode uses hydraulic power from the HP hydraulic systems. The hydraulic
On all A350 variants, the brakes are actuated using a single hydraulic power for the alternate, emergency, parking/ultimate modes is supplied by
cavity (driving 5 or 6 pistons dependent on brake supplier), called single two accumulators.
cavity brakes.
The CPIOMs BCS application and the Remote Braking Control Units
The Brake Control System (BCS) is hydraulically operated and electrically (RBCUs) control and monitor the braking modes. If a failure occurs on
controlled. the AFDX network or the CPIOMs, the RBCUs are capable to provide
all braking modes control and monitoring.
The BCS architecture is made of two wheel groups:
 The Yellow Wheel Group, (also called the “Front” Group) comprised of
wheels 1, 2, 3 and 4 and supplied by the Yellow Hydraulic System.
 The Green Wheel Group, (also called the “Rear” Group) comprised of
wheels 5, 6, 7 and 8 is supplied by the Green Hydraulic System.
Both Systems are completely segregated and in Normal braking mode,

each of them is powered by 2 Engine Driven Pumps (EDPs) - (one on each
engine) for flight operation, and 1 Electric Motor Pump (EMP) for ground
operation.
Both systems deliver 350 bar (5000 PSI) nominal supply pressure to the
user systems.
This is then further reduced to approximately 206 bar (3000 PSI) prior to
delivery to the braked wheels.
The Braking Control System (BCS) has four modes of operation:
 Normal
 Alternate, with or without anti-skid
 Emergency
 Parking/Ultimate
BRAKING CONTROL AND MONITORING

NORMAL BRAKING MODE OPERATION

event of a pipe failure on the Landing Gear dressings.
The Normal Braking Control System consists of:
A Pressure Transducer (one for each brake) is located downstream of
 Hydro-mechanical equipment that provides regulated pressure to the each Hydraulic Fuse so that the pressure delivered by the Servo Valves
brake units can be controlled and monitored. Pressure Transducers are also located
 Four IMA applications (COM Side 1, MON Side 1, COM Side 2 and downstream of NBSELVs to monitor the pressure delivery.
MON Side 2) hosted in CPIOM-H61, CPIOM-H63, CPIOM-H62 and
CPIOM-H64 respectively; all connected to the AFDX network The Normal and Alternate circuits interface with each other via two
common hydro-mechanical components; the Alternate Refill Valve (ARV)
 Two BCS-specific computers (RBCUs), each comprised of three
and the BSVMA Shuttle Valve.
channels (A, B and Emergency) connected to the CPIOMs, opposite
RBCU, and other aircraft systems via A429
The Alternate Refill Valve (ARV) in the Normal circuit is opened at the
 A set of Crew controls, with associated sensors
beginning of each flight (during taxi-out) to replenish fluid that may have
 LH and RH Captain and First Officer Brake Pedals been lost from the Alternate circuit.
 Park Brake handle
 Auto-brake / RTO pushbutton The BSVMA Shuttle Valve selects the highest pressure from the Normal or
 A/Skid ON/OFF toggle switch Alternate circuits and directs it to the single cavity brake.
 CPIOM BCS application software Side 1 and Side 2
 Reset pushbuttons The avionics provide the control and monitoring of the hydro-mechanical
circuits as well as the interfaces with other aircraft systems via the AFDX
Hydro-Mechanical Architecture network, backup A429 links and discretes. The control of the BCS is
managed by the following:
Three valves in series are used to control the pressure in the circuit.
The first is the Pressure Limiter Valve (PLV) whose function is to reduce  Four Braking Control System applications hosted in Core Processing
the A/C hydraulic pressure from 350 bar (5000 PSI) to 221 +5/-15 bar Input Output Modules (CPIOMs)
(~3000 PSI).  Two Remote Braking Control Units (RBCUs)
The second is the Normal Brake Selector Valve (NBSELV), whose function Brake order computation is performed on two platforms; CPIOMs and
is to isolate the hydraulic power supply from the rest of the braking circuit. RBCUs (both located in the fwd avionics bay). The Pedal Braking orders
The NBSELVs are located in a manifold within the fuselage. A Pressure are acquired via Brake Pedal Transmitter Units. The CPIOMs interface
Transducer (PT) is mounted on the same manifold downstream of the with the following cockpit equipment:
NBSELV to monitor its operation.
 Brake Pedals (via Brake Pedal Transmitter Units)
The third valve is a metering Normal Servo Valve (NSV) whose function is  Autobrake / RTO Arm pushbutton
to control pressure to the demanded level and to provide regulation for the  A/Skid ON/OFF toggle switch
Anti-Skid function for each braked wheel. The NSVs are located on the
 Accumulator refill pushbutton
Brake Servo Valve Manifold Assemblies (BSVMA) mounted on the Landing
 Park Brake handle
Gear (for Yellow System) and on the back of the Gear Beam (for Green
System).  Side 1 and Side 2 reset pushbuttons
A Hydraulic Fuse downstream of the Servo Valve provides protection in the The CPIOMs also interface with other A/C systems via AFDX.
NORMAL BRAKING MODE OPERATION

REMOTE BRAKING CONTROL UNIT LOGIC

 RBCU 2B channel commands the Yellow NBSELVs and Yellow NSVs.
There are two Remote Brake Control Units (RBCU) made of three  RBCU 2B channel commands the Yellow ABSELVs and Yellow ASVs.
channels (two digital called A and B, and one analogue called E).  RBCU 2B channel commands the Green ABSELVs and Green ASVs.
 RBCU 1B channel commands the Green NBSELVs and Green NSVs.
Each RBCU has greater redundancy of control over one wheel group than  RBCU 1B channel commands the Yellow ABSELVs and Yellow ASVs.
the other. This leads to the designation of a ‘Local’ and ‘Remote’ wheel  RBCU 1B channel commands the Green ABSELVs and Green ASVs.
group for each RBCU:
The BCS RBCU 1B channel is supplied by DC EMER 1 electrical bus bar
RBCU Channel A (305PH)
The RBCU Channel A commands the normal brake selector valves and The BCS RBCU 2B channel is supplied by DC EMER 2 electrical bus bar
normal servo valves on the local wheel group. (406PH)
 RBCU 1A channel commands the Green NBSELVs and Green NSVs. RBCU Analog Channel E
 RBCU 2A channel commands the Yellow NBSELVs and Yellow NSVs.
 The BCS RBCU 1A channel is supplied by DC 1 electrical bus bar The RBCU Channel E performs pedal braking function in case of total loss
(113PN) of RBCU digital channels by:
 The BCS RBCU 2A channel is supplied by DC 2 electrical bus bar
(212PN)  Acquiring pedal braking orders via Captain Brake Pedal Transmitter
Units
RBCU Channel B  Running a SV current control loop
 Running a SV current rise rate control
The RBCU Channel B performs pedal braking function in case of total loss  Limiting pressure command to a predefined limit
of CPIOM or total loss of AFDX by:
The RBCU Analogue channels do not provide antiskid control or interface
 Acquiring pedal braking orders via Captain Brake Pedal Transmitter with other aircraft systems.
Units
 Interfacing with Flight Warning System and Control and Display System The RBCU Channel E commands the Alternate brake selector valves and
via A429 to provide the crew with warning and indications in degraded Alternate servo valves on the local wheel group.
mode 
 Acquiring ADIRS data via A429 backup links from ADIRU 1 and ADIRU  RBCU 1E channel commands the Green ABSELVs and Green ASVs.
2 (Following a total unavailability of BCS CPIOMs, the Braking Control  RBCU 2E channel commands the Yellow ABSELVs and Yellow ASVs.
System provides full pedal braking functionality and performance)  The BCS RBCU 1E channel is supplied by DC EMER BATT 1 electrical
bus bar
The RBCU Channel B commands the normal brake selector valves and
normal servo valves on the local wheel group.
The RBCU Channel B commands the alternate brake selector valves and
alternate servo valves on both the local wheel group and the remote wheel
group.
REMOTE BRAKING CONTROL UNIT LOGIC

AUTOBRAKES
The purpose of the autobrake function is to decelerate the aircraft Retraction Braking
automatically either at a fixed deceleration rate or at a variable rate
received from FCGS for the Brake-To-Vacate function. The Runway The Braking Control System automatically applies Retraction Braking when
Overrun Protection (ROP) is part of the autobrake function. Its purpose is the aircraft is in flight and the L/G lever has been moved to the UP position.
to provide maximum possible aircraft deceleration under pre-defined The maximum Retraction Braking pressure applied is approximately 39
activation conditions received from FCGS. bar. The application of Retraction Braking ceases when the NLG is no
longer downlocked or 3 seconds after “Gear UP” selection.
The autobrake function is available in both Normal and Alternate braking
modes. The autobrake is controlled by the active BCS CPIOMs. Automatic Differential Braking
All autobrake functions (autobrake management, brake order control,
braking mode selection, Selector Valve control and braking order The ADB function applies braking to the LH or RH MLG as a function of
transmission, autobrake deceleration indication) are performed within the Steering Hand Wheel inputs to steer the aircraft on ground when Normal
CPIOMs’ software with the exception of the Brake Order Control, which is steering has been lost through failure of Yellow hydraulic generation
partially performed within the RBCU. system. The purpose of the ADB function is to provide capability for two
turns giving a cumulative turn of 180° to allow exiting of the runway. The
Autobrake Order Acquisition ADB Actuation function is available when the Green Wheel Group is in
Normal Braking mode.
The Autobrake landing modes and RTO mode selection is provided by the
Autobrake / RTO pushbutton located in the cockpit on panel 312VU.
The Autobrake / RTO mode ARMED order discrete signal is provided by

the Autobrake / RTO pushbutton to the CPIOMs (H61, H62, H63 and H64).
When the pushbutton is depressed the signal is connected to ground;

Autobrake / RTO Mode armed order is provided to the BCS CPIOMs.
The CPIOMs (COM and MON) consolidate this information with the aircraft
flight status and input from the FCGS to determine whether to arm Classic
Autobrake, BTV or RTO braking modes.
After an Autobrake or RTO mode has been armed in the CPIOMs the
Autobrake / RTO mode remains armed after the pushbutton has been
released and the ground has been removed (excluding the effect of other
disarming conditions).
When the Autobrake Classic / BTV or RTO mode is armed by the BCS, the
CPIOM COM on the active side sends a discrete signal to illuminate the
'ON' caption on the Autobrake / RTO pushbutton.
AUTOBRAKES

ANTISKID/HYDROPLANE PROTECTION
Antiskid / Hydroplane protection is available in both Normal and Alternate
braking modes, with either CPIOMs in control or with RBCUs directly
commanded by BPTU. The Antiskid Switch signal is provided to the
avionics units (all CPIOM units and all RBCU Channels) by the Antiskid
Switch located in the cockpit.
The Antiskid Switch provides four discrete signals, with each avionics unit/
channel acquiring the status of one discrete.
When the antiskid switch is in the OFF position, each discrete provides a
ground signal to the associated avionics unit/channel.
When the antiskid switch is in the OFF position antiskid protection is

deactivated in the RBCU digital channels and the BCS controls the braking
with pressure limitation and without antiskid protection (Emergency Braking
Mode via activation of RBCU E channels).
The CPIOMs acquire the status of the antiskid switch discretes to monitor
for failures of each discrete.
When operating in Normal braking mode the BCS receives the pressure
command from the BPTUs (either directly or via the CPIOMs), the aircraft
speed and acceleration from the ADIRS and Tachometer information.
The individual wheel speeds are filtered and Reference Speeds are
generated from the ADIRS and Tachometer inputs. Individual Wheel
Speeds are then used to generate an Antiskid current for the individual
wheel being controlled. The Antiskid current is then used to modify the
Servo Valve current, which is then generated by the RBCU and provided to
the Servo Valve for the individual wheel being controlled.
ANTI-SKID/HYDROPLANE PROTECTION

BRAKE TO VACATE (BTV)
The BTV is used to decelerate the aircraft automatically, and to leave the
runway on to the runway exit selected by the pilot. The BTV calculates
a deceleration sequence to:
 Get the most satisfactory aircraft braking and a minimum runway

occupation time
 Make sure the aircraft gets to the selected exit at the good runway exit
speed
The runway overrun prevention system gives data on the runway overrun
risk during landing. This system has a Runway Overrun Warning (ROW)
and a Runway Overrun protection (ROP). "RWY TOO SHRT" visual
feedback comes into view for the crew on the ND page if the selected
runway is too short. ROP gives reversible aural and visual indications if
the current aircraft braking performances are not sufficient to stop on the
runway.
BRAKE TO VACATE (BTV)

ALTERNATE BRAKING MODE OPERATION  Two shuttle valves for each wheel group, which select the highest
pressure supplied by the normal or alternate circuit to the single cavity
In Alternate Braking with anti skid, the following functions are available: brakes
 One Alternate Refilling Valve (ARV) for each wheel group, which opens
 Symmetric or differential Pedal Braking through LH and RH brake to recharge the accumulator
pedals
 Automatic Braking (including BTV and ROP) Accumulator (ACCU)
 Anti-skid protection
 Automatic Differential Braking* (If Normal braking is available on Green There are two braking accumulators:
Wheel Group)
 NLG De-Rotation Protection  One on the Green circuit (wheels 5, 6, 7, 8)
 Brake Release During Pivot Turn  One on the Yellow circuit (wheels 1, 2, 3, 4)
 Accumulator Refill in Flight
The braking accumulator has four functions:
Alternate Braking mode is inhibited when Normal Braking is available.
For alternate braking with anti-skid failure or an accumulator pressure  Provide high pressure hydraulic fluid for Alternate braking mode in the
of less than 1000 psi, alternate braking without anti-skid mode takes over. event of a loss of Normal braking
This mode is equivalent to alternate braking with anti-skid, but the output  Provide high pressure hydraulic fluid for Alternate Without Antiskid
pressure is limited to a maximum of 1000 psi without anti-skid protection. braking mode in the event of a loss of Normal and Alternate braking
In this mode, only pedal braking is possible.  Provide high pressure hydraulic fluid for Emergency braking mode in
the event of a loss of Normal, Alternate and Alternate Without Antiskid
The CPIOMs and RBCUs provide alternate braking without anti-skid braking
mode. Alternate braking without anti-skid is also possible without the  Provide high pressure hydraulic fluid for Park/Ultimate braking mode
CPIOM/AFDX network. The RBCUs then perform the CPIOMs functions. when Park braking is applied
The brake pressure applied and the accumulator pressure are shown on
the CDS by the RBCUs and CPIOMs. NOTE: The accumulator will provide either one brake stop with antiskid OR
seven brake applications. It is not intended to provide one antiskid stop
Alternate and Emergency Mode Architecture followed by seven brake applications in a single landing.
The alternate and emergency modes have the same architecture. The The hydro-mechanical architecture of the parking brake system has some
alternate braking circuit has the components that follow: valves and equipment shared with the alternate/emergency braking circuit.
The parking brake pressure can be applied with or without an electrical
 Two accumulators, one for the Yellow hydraulic system and one for power supply. There are two Park Brake Selector Valves (PBSELVs) in
the Green hydraulic system They supply the necessary fluid flow for the the system, one on each wheel group, which are connected to the
system accumulators, and two ASVs for each wheel group.
 One Alternate Brake Selector Valve (ABSELV) for each wheel group
that open to connect the hydraulic supply from the accumulators to
the Alternate Servo Valves (ASVs) and isolate the alternate braking
circuit from the accumulators when alternate braking is not used
 Two ASVs for each wheel group, which control and adjust the pressure
to the brake units. They also give anti-skid protection
ALTERNATE BRAKING MODE OPERATION

EMERGENCY BRAKING MODE OPERATION

In Emergency Braking, the following functions are available:
 Symmetric or differential Pedal Braking through LH and RH brake

pedals
 Brake Pressure Limitation to a pre-determined threshold (78 bar)
 Accumulator Refill in Flight
In Emergency braking mode, the braking is controlled by the RBCU

Emergency channels, using the Alternate braking hydraulic circuit of the
associated wheel group.
RBCU 1E and 2E acquire the pedal braking orders and generate currents
to open the ABSELV and meter the ASVs pressure.
The Braking order validation is performed via the BPTU switches that
connect the ABSELV low side to the ground during braking.
In Emergency braking mode, the RBCU E channel powers the associated

BPTU potentiometers associated with RBCU B channel. Opening the
ABSELV causes the BSVM to be supplied from the associated braking
accumulators (ACCU).
When a Wheel Group is operating in Emergency braking mode the Normal

Brake Selector Valves remain closed, isolating the brakes from the Normal
braking circuit.
If at least one side of CPIOMs are available when operating in Emergency

braking mode, then the accumulator refilling in flight and on ground
functions remain (e.g. when operating in Emergency braking mode due to
antiskid switch OFF) provided the associated hydraulic generation system
is available.
There are three independent ways for the Braking Control System to
reconfigure to the Emergency mode:
 A/Skid OFF switch

 Emergency Activation with IMA available
 Emergency Activation with IMA not available
EMERGENCY BRAKING MODE OPERATION

PARKING BRAKE / ULTIMATE BRAKING MODE

OPERATION
Parking brake starts when the parking brake handle is operated. The
parking brake handle operates the parking brake circuit and, at the same
time, supplies parking brake pressure to all the brakes.
In parking brake mode, the parking brake handle will directly control the
PBSELVs to supply a maximum of 3400 psi from the accumulators to
the brakes. These accumulators can supply hydraulic power for 12 hours.
The CPIOMs and the RBCUs receive the parking brake selection from
the position of the parking brake handle position.
If the parking brake mode is in low pressure condition, the normal braking
mode can be recovered if the pedals are depressed and the related
hydraulic HP system is pressurized.
PARKING BRAKE / ULTIMATE BRAKING MODE OPERATION

ACCUMULATOR AND CIRCUIT PRESSURIZATION /

DEPRESSURIZATION
The Alternate Refill Valves (ARVs) are used to refill the accumulators from
the aircraft hydraulic HP systems. They are manually controlled to open
from an (ACCU REFILL) pushbutton in the cockpit. They are also
automatically controlled to open after the engine start (Engine Master
Lever to ON) and before landing (L/G lever set to DOWN).
Engine Driven Pumps (EDPs) or Electric Motor Pumps (EMPs) are used to
pressurize the HP systems to refill the accumulators. A pressure relief
valve automatically opens if there is accumulator overpressure. A manual
lever enables circuit depressurization for maintenance purposes.
Alternate Refill Valve. (ARV)

There are two Alternate Refilling Valves (ARVs) located on the NBSELV
Manifold Assemblies one each for the Green and Yellow circuits.
The ARV is hydraulically supplied by the Pressure Limiting Valve. The

valve is opened when energized and closed when de-energized. Each
ARV contains two coils, each of them supplied by a Solid State Power
Controller.
Each coil directly actuates the hydraulic spool of the ARV (i.e. no pilot
stage). Only one coil is commanded at any given time.
The ARV allows the Accumulators to be refilled from the Normal (Green/
Yellow) hydraulic system via the Pressure Limiting Valve (PLV). .
The Accumulator refilling consists of 4 modes:
 On ground manual refill (pushbutton)

 On ground automatic refill
 In flight automatic refill
 Pre-Land Test refill
ACCUMULATOR AND CIRCUIT PRESSURIZATION / DEPRESSURIZATION

LGMS BRAKE TEMPERATURE MONITORING SYSTEM

(BTMS)
The A350 Landing Gear and Monitoring System (LGMS) consists of the  Each MLG WRDC manages one pair of wheels on the main gears
following:  Remote Braking Control Unit (RBCU), two (2) per aircraft. The RBCUs
act as a gateway for the MLG BTMS data and also transmits Braking
 Brake Temperature Monitoring System (BTMS) and TPIS data to the CPIOMs via ARINC 429. Note: The RBCUs do not
 Tire Pressure Indication System (TPIS) perform any computing or deciphering of any information for BTMS
 LGMS Sofware  BTMS IMA/CPIOM Software functions and BITE (executed in CPIOM
H61 and CPIOM H62)
 Wheel Remote Data Concentrator (WRDC)
The BTMS sequentially monitors the temperature of the 8 brakes, which it
Brake Temperature Monitoring System acquires via individual Brake Temperature Sensors (BTS) installed at each
brake heat pack. The EMF generated by the BTS Chromel-Alumel wires is
The main objective of the BTMS is to provide brake temperature transmitted to the Brake Temperature Compensation Module (BTCM),
information for the following purposes: where it is relayed onto copper wires for transmission to the WRDC.
(Chromel/Alumel wiring is too heavy, not flexible and susceptible to
 To provide cockpit indications in order to allow the Flight Crew to avoid vibration).
take-off with a hot brake (which could reduce the performance of the
brake in the event of a maximum energy Rejected Take-Off) The WRDC converts the EMF received from the BTCM (corrected for
 To provide cockpit indications in order to allow the Flight Crew to avoid temperature) into an equivalent temperature/voltage signal, then transmits
landing gear retraction with a hot brake (which could cause a fire in the the information on the ARINC 429 data bus to the IMA via the Remote
landing gear bay if a flammable fluid was present) Braking Control Unit (RBCU).
 To provide cockpit indications in order to allow the Flight Crew to
extend the gear if already retracted with a hot brake (which could cause The LGMS also carries out continuous system health monitoring of the
a fire in the landing gear bay if a flammable fluid was present) connected BTMS equipment, processing circuitry and s/w processing and
 To enable detection of abnormal brake temperatures resulting in high, provides this data via the AFDX network for use by the flight or
low or very uneven brake temperatures, by the crew i.e. due to a Brake maintenance crew.
Pedal Transmitter Unit failure, Brake Control System failure or
mechanical brake failure
 To enable detection of very high temperatures that could result in
damage to the brake or axle, by the crew
The BTMS consists of:
 Brake Temperature Sensor (BTS), one for each braked wheel

 Brake Temperature Compensation Module (BTCM), one for each
landing gear bogie
 Wheel Remote Data Concentrator (WRDC). There are four (4) bespoke
WRDCs used for the BTMS
LGMS BRAKE TEMPERATURE MONITORING SYSTEM (BTMS)

LGMS TIRE PRESSURE INDICATING SYSTEM (TPIS)

The main objective of the TPIS is to provide tire pressure information for Pressure Sensor (PS)
the following purpose:
The PS provides the TPIS with tyre pressure data, it is composed of:
 To enable maintenance personnel to use the system as the alternative
to manual gauging for performing the mandated regular tire pressure  A coil (antenna)
checks  A pressure sensor electronic module including a microcontroller with
 To continually monitor the pressure of each tire and provide a warning simple logic and an analogue to digital converter
to the flight crew and details of the warning to maintenance personnel if  A pressure sensor module where the tyre gas pressure acts onto a
the tire pressure of one or more tires falls outside defined pressure strain gauge which forms part of one of the arms of a Wheatstone
thresholds bridge.
TPIS sequentially monitors the pressure of the 10 tires, which it acquires The PS coil and electronics are tuned to form a resonant circuit. The PS is
wirelessly through several near field antennas in the Pressure Sensors, supplied by the Rotating Interface Unit electromagnetic field at 125KHz
Rotating Interface Unit and Static Interface Unit, then transmits the where this Carrier signal is rectified to a DC potential to power the PS.
information on the ARINC 429 data bus to the IMA via the WRDC. Once powered, the PS digitises the tyre gas pressure and sends back the
data in series to the WRDC via the Static Interface Unit / RIU.
This data bus is direct for the NLG WRDC, but goes via the Remote
Braking Control Unit (RBCU) for the MLG WRDCs. Rotating Interface Unit (RIU)
The Landing Gear Monitoring System (LGMS) carries out continuous The RIU provides a magnetic interface between the Static Interface Unit
system health monitoring of the connected TPIS equipment, processing (SIU) and PS. The coils in the SIU and the RIU are not connected
circuitry and software processing, and provides this data via the Avionics together. This is a wireless arrangement necessary to bridge the gap
Full Duplex Ethernet (AFDX) network for use by the by the flight or between the rotating wheel and the static axle. The coils in the RIU and the
maintenance crew. PS are not connected together.
The avionic function computes and provides an alert when one or several The wheel design includes 2 indexing points which allows the RIU-PS
tires are outside defined limits at any time between regular tire pressure antenna to be installed in a position that aligns it with the PS (e.g. 12
checks. It also includes Built-In Test Equipment (BITE). o’clock position), or in a position that will deactivate the TPIS. Deactivation
will occur in the case that on a wheel the PS had failed and generated a
Pressure Sensor Holder (PSH) false tyre pressure warning. This allows the PS to remain installed into the
PSH to protect the interface.
The PSH is a mechanical part enabling the PS removal and exchange
without deflating the tyre and is a mechanical support screwed to the Static Interface Unit
wheel. It incorporates a TRC4 (Schrader) valve that prevents tyre deflation
when the PS is removed. It also has a thread on to which the PS is The SIU provides a magnetic interface to the Rotating Interface Unit (RIU).
screwed. The PS tip is designed to push the PSH valve during the PS It also provides a wired interface to the Wheel remote Data Concentrator
installation. (WRDC).
LGMS TIRE PRESSURE INDICATING SYSTEM (TPIS)

LGMS TIRE PRESSURE INDICATING SYSTEM (CONT)

Wheel Remote Data Concentrator (WRDC)
The WRDC performs the function of interface between the LGMS sensors
and the LGMS avionics. It supplies power to sensors, receives data from
the sensors, performs sensor / wiring / selfdiagnostic fault monitoring and
contains Non-Volatile Memory (NVM) to assist with failure investigations.
The WRDC then transmits the data to the CPIOMs via an ARINC 429 data
bus (direct for the Nose WRDC and via the BCS RBCUs (ARINC Gateway)
for the Main WRDCs).
CPIOM-H
The LGMS uses CPIOM H61 and CPIOM H62. Two software partitions are
provided for the LGMS software application for the Monitoring Systems in
each CPIOM. One partition is for Operational system functions (i.e. active
system functionality such as fault monitoring, communication with the flight
deck displays and BCF control) the other partition is for BITE
(communication with maintenance computer). Each CPIOM contains
identical h/w and s/w.
The CPIOM provides conversion and computation of the RDC data

(WRDC / RBCU), for retransmission on the AFDX network and provides
data containing values, warnings and failure messages to the CDS
WHEEL PAGE, CMS, FWS, ACMS etc.
LGMS TIRE PRESSURE INDICATING SYSTEM (CONT)

STEERING DISCONNECT PANEL (SDP) 1

The Steering Disconnect Panel incorporates the following components
functions:
 Light test switch used to test all SDP indication lights

 A steering disconnect switch, used to isolate the Nose Landing Gear
(NLG) steering system from the Aircraft hydraulics for towing and
pushback operations
 A steering disconnect switch status indicator to indicate that the nose
wheel steering disconnect switch is in operation
 A NLG bay light switch to allow easier visual inspections to be
performed
 A Ground servicing switch to toggle power to specific loads for tasks
such as aircraft cleaning, cargo loading and/or unloading, maintenance,
and water servicing, operation of the switch is confirmed by a white
indicator


Three fault indicators, visible from a tow truck, are to be monitored on the
ground particularly during towing and push back operations. These indicate
that:
 Despite a signal being received by the Wheel Steering Control

Software (WSCS) the steering system hydraulics have not been
disconnected. Hence, a Nose Wheel Steering (NWS) disconnect fault
has occurred
 The Park Brake is on and therefore that towing operations cannot
commence
 The steering angle limit has been exceeded

AIRCRAFT TOWING AND PUSH-BACK PRECAUTION

The Nose Landing-Gear (NLG) shock-absorber has a pair of cams that are
used to center the nose wheels during retraction and extension sequences.
When the shock absorber extends, the cam on the shock-absorber sliding
tube engages into the cam on the shock-absorber main fitting and center
the wheels.
To prevent cam engagement on the ground, we must make sure that the
dimension "H" is NOT more than 15.16 inches (385 mm). Per the AMM, H
dimension of the NLG must be between 2.95 in. and 15.16 in.
Cam engagement during towing or pushback operation can cause

damage. If the cams are damaged, NLG centering is not possible and
prevents Landing Gear (L/G) retraction.
Towing Precautions
Towing speed limits per AMM are as follows:
 All doors closed and locked 16 mph max

 Any door open/cargo doors in vertical position is 6 mph
All engine cowls must be closed and latched.
There are special conditions for calculating tow speed in windy conditions.
You must subtract the wind speed from the wind speed limit on the stability
curve (MP A350-A-05-57-XX).
AIRCRAFT TOWING AND PUSH-BACK PRECAUTION

TOWING ON BATTERY
Towing on Battery is one of the Electrical Power for Maintenance Modes.
When the "TOWING ON BAT" pushbutton switch in set to ON, the

RBCU 1 is supplied from the BAT 1. The battery is connected to the 28
VDC main busbar through the BATLCs to supply the Towing on Battery
Function along with NBPT and APU start capability when AC power is not
available.
Prior to any towing operation, On Ground Manual refill allows the flight
crew and maintenance to refill the Accumulators prior to Engine start and
before towing with Engines and APU off to ensure that:
 The accumulators have sufficient pressure to start the flight and/or for
engine tests
 The park brake has sufficient pressure to hold the aircraft stationary
When the aircraft is in towing on batteries mode, only the Yellow PBSELV
position is provided to the Steering Disconnect Panel (SDP).
NOTE: When towing on battery, remember the 20-30 minute duration of

BAT 1. Once battery state of charge drops below 20%, the
Towing on BAT function is inhibited. Do not tow for more than
30 minutes.
Towing speed limits per AMM are as follows:
 All doors closed and locked 16 mph max

 Any door open/cargo doors in vertical position is 6 mph
All engine cowls must be closed and latched.

TOWING ON BATTERY

NOSE WHEEL STEERING

The NWS is controlled by input signals sent from the cockpit in the form of
electrical signals (steer by wire). The NWS angle can be commanded via
any combination of Steering Hand Wheels, Rudder Pedals, Autopilot or
Heading Control Function. Nose Wheel Steering Pin
These signals are acquired by the WSCS to compute the NWS angular A tow switch on the steering disconnect panel is used to select the steering
command according to the steering control laws. The WSCS commands system "OFF". The steering disconnect panel is installed on the NLG. This
the servo valve in order to accomplish the required NWS angle. The is used to set the NWS in free-castoring mode for towing or pushback
maximum powered NWS angle is 72 degrees. operation. The system is set to the towing position with a pin. Actuators are
then in a "By-pass mode".
Rudder Pedal Steering is ± 6 degrees and diminishes with increasing
airspeed. A signal is then sent to the CPIOMs where it is processed to de-energize
the isolation valve in the closed position and thus prevent the operation of
The maximum NWS angle during towing is 80 degrees, above which, the the wheel steering system. A visual indication
Over Steer Warning will be triggered.
(green light) shows that the switch is in the towing position the steering
The Steering Hand Wheels incorporate a NWS Deactivation Pushbutton in disconnect panel.
order to avoid Nose Wheel Tire scrubbing during pre-flight check of rudder.
WARNING: TO DISCONNECT THE NOSE WHEEL STEERING
A function called the Heading Control Function (HCF) is introduced for (NWS) CORRECTLY, THE TOW SWITCH MUST BE
A350 WSCS. HCF provides on-ground heading tracking capability during OPERATED WITH THE AIRCRAFT FULLY STOPPED.
taxy phases. TO RE-CONNECT THE NWS CORRECTLY, THE TOW
SWITCH MUST BE OPERATED WITH THE AIRCRAFT
The motivation for this function came from in-service experience where the FULLY STOPPED AND PARKING BRAKE ON.
A/C are subject to heading deviations during taxy phases due to:
 Environmental factors such as side-wind and wind gusts

 Aircraft Landing Gear geometry
 Aircraft NWS System offsets & drifts
NOSE WHEEL STEERING

NORMAL STEERING
In order to optimize weight savings and avoid fluid transfer between the NWS Actuator (NWSA)
two hydraulic supplies on the A/C, a hydro-mechanically simplex
architecture has been selected for the WSCS. The NWS system is The actuators translate pistons which then rotate the NLG Wheels by using
powered by the Yellow hydraulic system. The Nose Wheel will be in free a push/pull kinematics. The steering torque is
castor mode if yellow hydraulic system fails. transmitted to the Nose Wheels through the Turning Tube and Torque
Links located on the Nose Landing Gear.
The NWS comprises of the following hydro-mechanical equipment:
Rotary Variable Differential Transducer (RVDT)
NWS Selector Valve (NWSSELV)
These are used to monitor the Nose Wheel angle and provide feedback to
This valve enables hydraulic isolation/supply of the Steering System via the CRDCs then CPIOMs for closed control loop of the angle position.
the Mechanical Shut-Off Valve. It is opened when solenoid is energized
and closed when solenoid is de-energized. It is energized by CRDC on NWS Rotating Selector Valve (NWSRSV)
CPIOM order.
This valve transfers fluid from Hydraulic Block to the actuators chambers
NWS Mechanical Shut-Off Valve (NWSMSOV) as a function of the NLG position.
This valve connects the Hydraulic Block to NWSSELV output in open

position. This valve is opened when NLG is extended and closed when
NLG retracts to isolate the Steering System.
NWS Hydraulic Block (NWSHB)
The hydraulic block is an integral part of the NLG and performs shimmy
damping. It also contains hydro-mechanical equipment that enable towing
and free castoring. It contains a Compensation Accumulator, By-pass
Valve, Filter, Supply Check Valve, Lock Up Valve, Refilling Valve and
Pressure Maintaining Valve. The Servo Valve is also located on the
Hydraulic Block.
NWS Servo Valve (NWSSV)
This valve, which is located on the Hydraulic Block (Steering Manifold), is a

flow rate Servo Valve energized by CRDC on a CPIOM order. It ensures
the metering of the hydraulic flow to the actuators chamber as a function of
the difference between the commanded Nose Wheel position and the
actual Nose Wheel position. When both Steering Shut-Off Valve and
Selector Valve are opened, the NWSSV is supplied with full pressure.
NORMAL STEERING

CASTORING MODE
If there is a system failure, a hydraulic system failure or a towing pin
engaged in the Steering Disconnect Panel (SDP), the NWS can freely
castor in the direction of aircraft travel.
During nose wheel castoring, a remaining pressure is kept in the system by

the accumulator and the return check valve. This prevents cavitation in the
actuator chambers. The hydraulic fluid in the actuators can move from one
actuator to the other. The anti-shimmy damping function is the same as in
the powered steering mode.
CASTORING MODE

OVERSTEERING DETECTION
The WSCS monitors the NWS angle and is capable of detecting when the
NWS angle has exceeded a maximum allowable threshold in order to
detect whether any damage to the NLG has occurred. The default value
for the threshold shall be ±80° which corresponds to the Steering Actuators
bottoming angle.
This monitoring supports:
 Generation of WSCS alerts

 Generation of indications to the ground crew (e.g. OVER STEER lamp
on SDP Illuminates (flashing) when the WSCS detects an over steer
event)
 Generation of ACMS reports
The WSCS provides the Over Steer monitoring and associated indication
when A/C power is provided to the WSCS IMA (CPIOMs and CRDCs).
The NLG provides deformable mechanical devices to indicate exceedance

of maximum NWS angle during towing operations, when the WSCS is not
available e.g. towing a “dead A/C” or towing on batteries.
Alert/Indication
The alert and/or indication trigger an inspection of the NLG deformable

brackets over steer indication:
 If no deformation is detected, the over steer event has not reach the
NLG bottoming angle, therefore no further inspections or operations
are required and the A/C can return to normal service
 If deformation is detected, this indicates that further detailed inspection
of the NLG is required to determine the implications of the NLG
overload event, before the A/C can be dispatched
OVERSTEERING DETECTION

ACTIVE DIFFERENTIAL BRAKING (BACK-UP STEERING)

If there is a NWS failure, the blockage of the active runway on landing
is possible. A backup steering mode is used for operational reasons. The
Automatic Differential Braking (ADB) mode allows the flight crew to
vacate the runway with the hand wheels and the braking system.
The ADB uses the aircraft braking system to command differential braking
orders to move the aircraft (the ADB uses only brakes 5, 6, 7 and 8).
The ADB function uses three systems:
 WSCS: ADB management

 Flight Control and Guidance System (FCGS): ADB control
 Braking Control System (BCS): ADB actuation
The WSCS uses hand-wheel demand inputs. The FCGS receives the
demand and sends commands to the BCS. The pressure on the related
brake units is adjusted in relation to the FCGS inputs and the aircraft
position (ADIRS data).
Example on graphic. The pressure on brake units 5 and 6 is adjusted

because a left turn request is made by the hand wheels.
Note: The ADB mode is for runway clearance ONLY and NOT as a
backup taxi steering mode. If Nose Wheel Steering fails during
taxi, you must stop, apply parking brake, notify ATC and await tow
tractor.
ACTIVE DIFFERENTIAL BRAKING (BACK-UP STEERING)

NWS HYDRAULIC SUPPLY

The NIV is opened when energized and closed when de-energized
Mechanical Shut Off Valve (MSOV) The NIV is spring loaded and is normally closed.
There is one Mechanical Shut Off Valve (MSOV) dedicated to NWS.

The MSOV has three functions:
 Isolate the Steering Hydraulic Block from the NIV hydraulic supply
when the NLG is retracted
 Depressurize the Steering Hydraulic Block by connecting it to the
Yellow hydraulic return when the NLG is retracted.
 Provide pressure and flow to the Steering Hydraulic Block from the NIV
hydraulic supply when the NLG is extended
The housing of the valve is rigidly mounted to the NLG Main Fitting and the
spool is connected to the aircraft bulkhead via a linkage.
The rotation axis of the spool lies on the NLG retraction rotation axis, and
the spool isolates the hydraulic supply (from the NIV), and connects all
cavities to the hydraulic return as the NLG is retracted.
Nose Isolation Valve (NIV)
There is one NIV dedicated to NWS, also known as a Nose Wheel

Steering Selector Valve.
The NIV has three functions:
 Provide pressure and flow to the NWS circuit from the Yellow hydraulic
supply when NWS is required
 Isolate the NWS circuit from the Yellow hydraulic supply when NWS is
not required
 Depressurize the NWS circuit by connecting it to the Yellow hydraulic
return when NWS is not require
The NIV is a three-way two-position hydraulic spool valve. The NIV is

made of a hydraulic part and an electrical solenoid operated pilot stage
which is connected to the WSCS Avionics.
NWS HYDRAULIC SUPPLY

NWS HYDRAULIC BLOCK

The NWS Hydraulic Block is mounted on the aft side of the Shock Strut A nitrogen filling valve is on the top of the hydraulic block to pre-charge the
Main Fitting to protect it from FOD and bird strike etc, during landing and accumulator with nitrogen. A maintenance bleed valve is also on the
take off and to allow the routing of hydraulic and electrical systems to make bottom of the hydraulic block to bleed residual air pockets in the hydraulic
the best use of the Landing Gear structure for protection. block. It is also used to depressurize the hydraulic block before a line
disconnection.
Hydraulic supply and return lines to the Rotating Selector Valves are
routed though a Transfer Manifold mounted on the forward side of the
Shock Strut on the Steering Motor Upper Mounting Plate. This
arrangement also provides a "keying" feature (anti-rotation) for the
Rotating Selector Valve Housings.
The hydraulic lines are mounted fore and aft between the Transfer
Manifold and Rotating Selector Valves to minimize the frontal area to
particular risk.
Steering Control
The pilot input commands from the cockpit Steering Hand Wheels are
electrically transmitted through the controller to the Steering Hydraulic
Block where the Steering Servo Valve (NWSSV) directs hydraulic fluid to
the relative Steering Actuator Port via the Rotating Selector Valve.
Shimmy damping is done by the NWS hydraulic block. This contains

hydro-mechanical equipment for towing and free castoring. It contains
a nitrogen filling valve, a bleed valve, pressure relief valves, a return
valve, and a refilling valve.
Accumulator
An accumulator supplies a stored charge of pressurized hydraulic fluid to

adjust for temperature variations and to prevent cavitation during castoring
and towing.
The NWS servo valve is energized by the CRDC on a command from the
CPIOM. It ensures the metering of the hydraulic flow to the actuator
chamber.
NWS HYDRAULIC BLOCK

NWS HYDRAULIC ACTUATORS/ROTATING SELECTOR

VALVES
Nose Wheel Steering Actuator (NWSA)
Nose Wheel Steering Rotating Selector Valve (NWSRSV)
The NWS is enabled with a push-pull steering motor arrangement mounted
The two NWSRSVs (one per Actuator) control the direction of fluid to the
on the lower tube section of the NLG Main Fitting. The Upper Steering
full bore and annulus ends of the Steering Actuators.
Plate is integral with the Bearing Tube. The Lower Steering Plate is
aligned with the Upper Steering Plate using splines machined on the inside
Each valve is mounted on the Actuator End Fitting Assembly and connects
of the Plate and the outside of the Bearing Tube.
the two service lines from the NWS Hydraulic Block to its related Steering
Actuator.
The "push-pull" Steering Actuators are restrained via a Trunnion Mounting
which is entrapped between the Upper and Lower Steering Plate Lugs.
Each service line is used as a supply and return line from the Actuator.
The whole Steering Motor Assembly is retained on the Main Fitting by two
During a steering operation one Actuator extends and the “secondary”
bolts, nuts and cotter pins.
Actuator retracts until the “cross over point” (this is the point at which the
secondary Actuator is fully retracted, which is between 18º and 20º). At this
The Steering Cuff has integral shrink fit Bushes with lubrication cavities
point the NWSRSV connects the pressure supply from the annulus side to
the full-bore side of the piston area and so the Actuator starts to extend that rotate against the Bearing Tube. This arrangement protects the lower
(push). The changeover position is “underlapped” (allowing cross-port flow) Main Fitting surface isolating the area from dynamic motion. The motion of
to prevent a hydraulic lock. the Steering Cuff transmits rotation via the Upper and Lower Torque Links
to the Sliding Tube/Axle turning the wheels. A Gland Bearing between the
The valve has two primary components, a Post and a Sleeve. The Post Main Fitting and the Sliding Piston allows rotational movement.
turns in the Sleeve as the Actuator turns. The Post is attached to the
Steering Cuff and goes through to supply an attachment point of the The Actuator Housing consists of 2 pieces;- a Cylinder and a Trunnion
Actuator. One Port goes to the annulus side of the Actuator, the other to Head. The Actuator Rod has an integral Eye-end with a separate Piston
the external Transfer Tube (leading to the full bore of the Actuator). The for assembly.
Sleeve has two holes, each one of which aligns with holes in the Post.
Hydraulic fluid entering the Sleeve is directed through the holes in the Post
onto to the corresponding ends of the Actuator.
NWS HYDRAULIC ACTUATORS/ROTATING SELECTOR VALVES

ROTARY VARIABLE DISPLACEMENT TRANSMITTER

(RVDT)
RVDTs are used to monitor the nose wheel angle and give feedback to
the CRDCs and then the CPIOMs for a closed control loop of the angle
position. The RVDTs are installed on the NLG:
 An external screw is used to adjust the RVDT sensor zero-position

 An automatic locking device keeps the RVDT input pinion in its
centered position before the unit is installed on the gear.
MONITOR AND FEEDBACK COMPONENTS FUNCTION / DESCRIPTION

ACTUATORS MOVEMENT
The steering mechanism in the nose wheel has two linear hydraulic
actuators which operate around a rotary collar.
The actuators apply linear motion on the rotating collar, which gives the
steering rotation. They are attached between the upper and lower
stationary flanges and the rod ends are attached on the rotating collar,
which thus transmits its movement. The hydraulic connection of the
actuator enables the cross-over when an actuator reaches its fully
retracted position.
During the movement, one actuator is always extended and the other one
retracted until the cross-over point moves to 20 degrees. At the cross-over
point, the NWS rotating selector valve switches the pressure supply inside
the actuator, between the annulus and the piston area, and continues to
extend. Only one actuator moves the nose wheel between 18 and 20
degrees.
The minimum torque given by the actuator is at the cross-over point. The
maximum angle at which the nose wheel can turn without the
disconnection of a part of the steering system is 72 degrees.
ACTUATORS MOVEMENT


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LANDING GEAR

STUDENT LEARNING OBJECTIVES:

Upon completion, the student will be able to demonstrate an understand-

The student will:

A350-900 ATA 32 TRAINING MANUAL

A350XWBLANDING GEAR ...................................................................... 4

A350-900 ATA 32 TRAINING MANUAL

A350XWB LANDING GEAR

A350-900 ATA 32 TRAINING MANUAL

MAIN LANDING GEAR

A Retraction Actuator attaches to the integral Pintle Arm on the Main

Double Side Stay (DSS)

A350-900 ATA 32 TRAINING MANUAL

MAIN LANDING GEAR (CONTINUED)

A350-900 ATA 32 TRAINING MANUAL

MAIN LANDING GEAR BOGIE BEAM & AXLES

There is also a lug to attach a Proximity Sensor to ascertain the position of

Temperature Sensitive Paint

 Orange Color < 250 deg C

A Hardness test is required at Lt Gray indication.

A350-900 ATA 32 TRAINING MANUAL

MLG BOGIE PITCH TRIM ACTUATOR & FUSE

Bogie Pitch Trimmer (BPT) Actuator

The Control Manifold includes:

 Pressure Relief Valve, allows fluid to be released to the return line,

Bogie Pitch Trimmer Actuator Hydraulic Fuse

To re-arm the Fuse, it is required to have a manual reset device, not

A350-900 ATA 32 TRAINING MANUAL

MLG RETRACTION & LOCK STAY ACTUATORS

Snubbing has been employed at each end of travel of the Retraction

At the beginning of powered extension, supply pressure is applied to both

Lock Stay Actuator

During normal extension of the MLG, supply pressure is applied to both,

A350-900 ATA 32 TRAINING MANUAL

MAIN LANDING GEAR SERVICING

On compression, the load is transmitted to the hydraulic fluid and nitrogen

Seal Changeover Valve

An Oil Filling Valve is installed in the Seal Changeover Valve. A Nitrogen

A350-900 ATA 32 TRAINING MANUAL

MAIN LANDING GEAR CHANGEOVER VALVE

A350-900 ATA 32 TRAINING MANUAL

NOSE LANDING GEAR

The NLG has:

 A main fitting and a sliding tube (shock absorber)

The shock absorber is an oleo-pneumatic type shock absorber. It has a

The nose wheels are steered by twin double-action hydraulic actuators,

A350-900 ATA 32 TRAINING MANUAL

NOSE LANDING GEAR AXLE SLEEVE AND FITTINGS

A350-900 ATA 32 TRAINING MANUAL

NOSE LANDING GEAR LUBRICATION & SERVICING

The Changeover valve is manually activated to energize the Secondary

A350-900 ATA 32 TRAINING MANUAL

MAIN LANDING GEAR DOORS (CONT)

A350-900 ATA 32 TRAINING MANUAL

MAIN LANDING GEAR DOORS

CAUTION: NO AIRCRAFT SYSTEM MONITORS IF THE SAFETY PIN IS

A350-900 ATA 32 TRAINING MANUAL

NOSE LANDING GEAR DOORS

 The forward pair of doors, hydraulically operated with actuators.

Free-fall ramps help movement during alternate extension.

A350-900 ATA 32 TRAINING MANUAL

GROUND DOOR OPENING (GDO) SYSTEM

The GDO System is a mechanical-based system that uses three GDO