LANDING GEAR

Vibhu Agrawal
MTOA.DEL

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 Landing Gear
 Landing gear supports the
aircraft on ground and absorbs
landing, T.O. and taxing loads.
 Each main landing gear has

TWO wheels.
 Each main wheel has a tubeless

tyre and a brake unit.

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2572 psi

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 COCKPIT INDICATION
 Two types of indication
- for landing gear position ( Up and lock,

down and lock, transit).

Primary display :
– on WHEEL page.
Supplied by both LGCIUs (LGCIU 1 and LGCIU
2)
(LGCIU- Landing gear control and interface
unit)

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Primary

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Primary Display -- WHEEL page

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SECONDARY

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 SECONDARY DISPLAY
 At 402 VU.
 Supplied by LGCIU 1
only.

402 VU

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Green

RED

Amber

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 Landing Gear
 A Green triangle will always be
more important than a red triangle.
 Thus a green triangle shows as the

left triangle and a red triangle

shows as the right triangle.

( AMM 32-61-00)

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 Landing Gear

The left triangle is related to the

LGCIU 1 and the right triangle to
LGCIU 2, except when the data are not
valid from one LGCIU only.

In this case, the RIGHT triangle only

changes to amber XX.

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 NOTE - AS per MEL, out of 2 LGCIU,
LGCIU 1 must be serviceable.
- LGCIU 2 may be U/S for 7 No. landings,
under some conditions.
 (Rectification interval : A

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 Green triangle- L/G down and lock.
 Red UNLK – L/G in transit
OR – not locked in
selected position.
• No light (Green or Red)– Up and lock.

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 Selector Lever

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• Pull and move

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 UP and DOWN
arrow (integral
white light )
 RED arrow
comes when
aircraft is in
landing
configuration
and landing gear
in not down and
lock.

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 For moving the landing gear lever up and
down, it has to be pulled first and then
move UP or DOWN.

 It has baulk mechanism which will prevent

to move the lever UP till all the three oleos
are extended.and Nose wheels are in
center position.

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402 VU – Auto Brake Selection
 ON –Blue light Once
selected ON
(positive arming)

DECEL- Green light ,

when the actual
deceleration is 80% of
the selected rate.

OFF – No light , Auto

brake mode is not
active.

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BRAKE FAN

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BRAKE FAN

 HOT – Amber light comes on

when the brakes are too hot.
( Temp. > 300º C )
 ON – The brake fans run if the

LHS main landing gear is down

and locked.
 OFF – The brake fans stops.

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A/ SKID & NWS Switch

 ON :
-Anti skid activated
- Uses Green or Yellow pressure for
brakes.

- - NWS uses Yellow pressure

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A/ SKID & NWS Switch

 OFF :
-Yellow hydraulic system supplies pressure
to the brakes.
- Anti skid is de activated.
- NWS is lost.

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TRIPLE PRESSURE GAUGE

 Accumulator
Pressure: Indicate
the yellow brake
accumulator
pressure.
 Brakes Pressure:
Indicates the yellow
pressure delivered to
the left and right
brakes.

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 LGCIU
 Two identical units, known as LGCIU 1
and LGCIU 2.

 LGCIU 1 is located at 93 VU and LGCIU 2

is located at 94 VU.

 The two LGCIU’s are interchangeable, but

wiring in system 1 is different to that of
system 2.

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• POWER SUPPLY-
• LGCIU 1 : 401PP
Standby 601PP.
• LGCIU 2 : 602PP.
• The aircraft can be dispatched and
operate satisfactorily when one of
the LGCIU’s is U/S.
• When this occurs the serviceable unit
must be installed at 93VU.
• (means LGCIU 1 must be serviciable).
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• Only one LGCIU is in control of
the L/G system at any time.
• Control of the L/G system
automatically changes to the
other LGCIU on-
 Each time landing gear is selected UP.
 Detection of a failure in the LGCIU
which is controlling the system.
 LGCIUS CHANGEROVER WHEN L/G
LEVER UP

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• To permit the automatic change of
one LGCIU to the other, each
LGCIU supplies a status signal to
the other.

• Each LGCIU consist of;-

 7 PCBs.
 An OBRM (on board replaceable memory
module).
 A power supply unit.

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 LGCIU FUNCTIONS
 Control and operation of the landing gear
and doors.

 Determine the position and status of L/G

doors.
 Supply L/G and door position and status
information to other aircraft systems.

 Process proximity sensor inputs from the

flap disconnect sensors system. And
Supply data to SFCCs
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 .

 Process proximity sensor and micro

switch input from cargo door control
system.

 Provide a control logic circuit for the cargo

compartment doors systems.

 Store details of failure and supply this data

to CFDS.

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 Monitor LGCIU system operation and
report component / system failures to
FWC and ECAM.

 Provide BITE and self monitoring

functions.

 Simulate any landing gear configuration

and maintenance test and failure
investigation task.

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 MAIN LANDING GEAR
 It has two leg assemblies ( L & R ).
 At the bottom of leg assembly- wheels
are attached.
 It has two primary structure
components –
1) Main fitting .
2) Sliding tube.

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 MAIN FITTING
 It is an one piece
assembly and it has
- Main barrel.
- Drag stay.
- Cross tube on the top
side, connecting main
barrel and drag stay.
 There are two
attachment fittings, on
the upper side of the
cross tube (Fwd &Aft)

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 Forward attachment fitting has a cylindrical
lug that connects to the forward spherical
bearing. This is attached by PINTAL pin on
the wing rear spar.

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 Aft fitting has a
machined lug
and holds the
rear spherical
bearing. It is
attached to Rib
5 by PINTAL
pin. (Rear false
spar- gear
support Rib 5).
To prevent possible stress points, the main
fitting does not have screw-threads or screw-
thread inserts 49
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 DRAG STAY
 Drag stay is between main fitting and
forward end of the cross tube.
 Main landing gear actuator eye end is
connected to it.
 A lug is bolted on the drag stay. Lock
stay is connected to the lug.
 The other end of the lock stay is
connected to the side stay.

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 BARREL
 The barrel of the
main fitting is a
cylinder.
 It is closed at the
top.
 Main fitting has a
diaphragm and tube
assembly- which
makes the top of the
shock absorber.

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 BARREL
 A pin connects the
diaphragm and tube
assembly.
 Pin also contains
the charging valve.

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 SIDE STAY
 The side stay has 2
links with a central
pivot point, both
links of “H” section
shape.

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 SIDE STAY
 One end (lower) is
attached to the main
fitting and the other
end (upper) is
attached to the wing
rear spar ( at side
stay mounting
point).

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 SIDE STAY

 The side stay

assembly is locked
in the landing gear
down position by a
two piece lock stay
assembly.

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 SIDE STAY
 On the upper link,
bushed lug have
been provided for
the attachment of
the lock actuator.

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 Cardan joint (universal joint) at both
joints of side stay (upper and lower ). It
has a feature to turn around 2 axis. It will
help at the time of extension / retraction
of the landing gear.

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 LOCK STAY
 It has 2 links joined by a central pin.
 One end is attached to main fitting and the
other end is attached to the upper link of the
side stay.

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 SIDE STAY
 On the upper link,
bushed lug have
been provided for
the attachment of
the lock actuator.

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 SIDE STAY
 The lower link has a lug for
attachment of the eye end of the
down lock actuator.
 Two lock springs are also attached to
the lower link.

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 LOCK STAY

 During the extension cycle the lock

springs move the lock stay to an over
center position ( and keep it there ).

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 SLIDING TUBE
 It is made of ultra- high tensile steel.
 It moves in the main fitting up and
down to absorb shock.
 Its external surface is chrome plated.

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 SLIDING TUBE
 To prevent the
rotation of sliding
tube, two torque
links (upper and
lower ) is provided.

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 Torque Link Damper
 The torque link damper is a spring
centered, two way hydraulic unit,
which has its own (pressurized )
hydraulic reservoir.
 The torque-link damper absorbs the
vibrations that can occur during
landing.

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 SLIDING TUBE
 Upper end of the upper torque link is
connected to main fitting and lower end
of lower torque link is connected to
sliding tube. Other end of torque links
are joined together.
 Sliding tube is connected to the main
fitting by a bearing and bearing
housing.

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 MLG ACTUATING CYLINDER
 The main actuating cylinder attaches to
the main fitting at the piston rod end.
Two lugs attach the body of the
actuating cylinder to the wing rear spar.
 The body of the actuator cylinder has
housing bolted to each end. An
external pipe connect these two
housing.
 Each housing contains a restrictor and
a restrictor valve. These components
controls -
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 MLG ACTUATING CYLINDER
o Each housing contains a
restrictor and a restrictor
valve which control-
o the speed at which the
actuating cylinder
operates.
o The end of travel
damping, which occurs
in each direction of
travel.

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 MLG ACTUATING CYLINDER
 When piston rod extends, the MLG will
retract.
 When the piston rod retract, the MLG will
extend.
 The piston rod does not have internal
travel stops. Its range of travel is thus
controlled by :
The side stay during the MLG extension .
The up lock during the MLG retraction.

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 LOCK STAY Actuator (Down lock)
 During the MLG extension, the two lock
stay actuator ports are open to return.
 The fluid passes through a restrictor,
which controls the rate of MLG
extension.
 During landing gear extension, the two
lock springs push the side stay and the
lock stay to make then straight.
 The lock springs also pull the lock stay
to an over centre position.

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 LOCK STAY Actuator (Down lock)
 When the landing gear door starts to
close, actuator is pressurized to make
sure that lock stay is in the over centre
position.
 During the MLG retraction, the piston rod
retracts and breakes the over centre lock,
to fold the side stay and lock stay against
the lock springs tension.
 The lock stay actuator pulls against the
lock spring forces at a very low pressure.

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 LOCK STAY Actuator (Down lock)
This make sure that the lock stay starts to
fold before the high pressure is transmitted
to the retraction actuator.
 No adjustment in lock stay actuator length.

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SPARE SEAL
 Examine the shock absorber gland
housing for the point of hydraulic leak.
 If the leak is from:

 The gland housing and sliding tube

interface
OR
 From the gland housing and the main

fitting interface.

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SPARE SEAL
 Examine the sliding tube for damage.
 If you found damage:

REPLACE THE SHOCK ABSORBER.

 If you do not find damage, do one of the

following:
- Replace the shock absorber gland seals.
- Replace the shock absorber.
- Close the spare seal activating valve.

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SPARE SEAL ACTIVATION
 Cut the lock wire, remove the lock
wire from cap screw.
 Remove the cap screw.
 Rotate spindle clock wise to close
the spare seal activating valve.
( Hand tight only)
 Now lock the spindle.
 Make a note in aircraft technical log.

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NOSE LANDING GEAR
 Nose landing gear (NLG) compartment is
between FR 9 and FR 20.
 NLG hangs on the structure between FR 19 and
FR 20.
 Shock strut is made of aluminium alloy and
hangs on the structure from two trunnions.
 A rotating tube made of steel is installed inside
the shock strut. A pinion gear installed on the
tube is engaged with a rack which is connected
to the steering actuating cylinder.

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 Inside the rotating tube, sliding tube
(made of steel) is installed and connected
by torque links.
 The shock absorber including 2 centering
cams which engages with each other after
take-off the aircraft. This causes the
wheels to return to the centre position
before gear retraction.
 Drag strut in triangle shape on the lower
end of it, up lock roller is provided (up
lock on the aft wall, near roof).

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 It has single charging valve at top, for
both fluid and gas.
 At bottom - jacking dome : for wheel
change.
 Towing fitting – on the front side for
towing purpose.
NLG Down Lock Actuator
- by over centering alignment of the lock
stay.
- It prevents the NLG drag strut from
folding.
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- During retraction, unlocking pressure
acts on the annular face of the piston and
actuator retractors.
- As the actuator retracts, it brakes the
over center lock and lock stay and side
stay folds into position against the
tension of the lock spring.
A safety pin for positive down lock for
maintenance purpose.
- Safety pin locks the two arms of the lock
stay.
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- It is possible to put the pin into the two
arms of the lock stay, only if it is in locked
position.

No brakes in NLG.
Two brake bands will stop the wheels due
to friction.

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Nose landing gear – brake bands stops
the nose gear at the end of gear
retraction cycle.

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Nose Landing Gear Safety Device

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Main Landing Gear Safety Device

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NLG Door Safety Pin

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MLG Door Safety Device

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Door Safety Device
( G.C. No. 4 of 1999)

 It has been observed that many

times safety sleeves / pins are
not installed on the landing gear
door actuators when the doors
are open for maintenance.
 It is required as per laid down

safety procedure in AMM.

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PROXIMITY SENSORS
 There are total 32 proximity sensors.
 For each location / position there will be 2
proximity sensors, one will be for LGCIU-1
and other will be for LGCIU-2.
 Nose landing gear -12 proximity sensors,
main left and main right landing gear has 10
proximity sensors.
 NLG-12
 MLG LHS-10
 MLG RHS-10
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 LML/G RML/G NL/G
Landing Gear Up lock 2 2 2
Landing Gear Down 2 2 2
lock
Oleo Extended 2 2 2
L/G Door Open 2 2 4
L/G Door UP lock 2 2 2
Total 10 10 12 32

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DOOR OPEN PROXIMY SENSORS

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 SAFETY VALVE

 Safety valve is a single solenoid

valve.
 The function of the safety valve is to
isolate the landing gear system from
green hydraulic system during flight.
 When the computed air speed is
> 264 knots, valve closes (solenoid
de-energized).
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 SAFETY VALVE
 The valve will open (solenoid energizes )
when
a) computed air speed is < 260 knots
AND
b) L/G control lever is selected DOWN
 A signal from LGCIU-1 keeps the safety
valve open during maintenance. The
LGCIU sends this signal when LH and
RH main L/G are compressed OR when
ground power is connected to aircraft.

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 SAFETY VALVE
 For speed, signal is taken from
ADIRU 1 OR ADIRU 3 .
( NOT ADIRU 2)
 Power supply : 401PP / 601 PP
 It is installed on RH front wall of MLG
bay.

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SELECTOR VALVE (Gear &Door seector v/v)

 The electro hydraulic selector

valve manifold assembly is
installed on keel beam.
 It consists of :

Gear selector valve

Door selector valve
 Forward is gear selector and aft

one is door selector valve.

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SELECTOR VALVE
 Each selector valve has two
solenoids.
 Each solenoid has two coil windings,
one for each LGCIU.
 Without electrical or hydraulic power
the solenoids are de-energized and
spool is centralized by spring
tension.

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SELECTOR VALVE
When
Door solenoid B energized – Door open
Door solenoid A energized – Door closed

Gear solenoid A energized - Gear Extend

Gear solenoid B energized - Gear Retract

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MLG GEAR UPLOCK

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MLG GEAR UPLOCK

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MLG GEAR UPLOCK

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MLG DOOR UPLOCK

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MLG DOOR UPLOCK

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MLG DOOR UPLOCK Free Fall

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MLG DOOR UPLOCK

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UP, Door opening 155
Up, Gear Retracting 156
UP, Door Closing 157
Down, Door Opening 158
Down, Gear Extending 159
Down, Door Closing 160
 Free Fall Extension
OR
Gravity Extension
OR
Emergency Extension
 DOESNOT REQUIRE ANY
HYDRAULIC OR ELECTRICAL
POWER
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 Free Fall Extension
 In case of normal extension
process failed to extend the L/G.
 In case of Green system failure.

 In this case extension is by weight

and assisted by aerodynamic
force.

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 Free Fall Extension
 For extension, free fall extension
handle should be lifted and three
turn clockwise should be rotated.
 Operate the handle at a rate of one
full turn every 5 sec.
 During first turn – Cut out valve (1)
and Vent valves (2 No.) will get
operated.

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 Free Fall Extension
 Cut out valve isolates the L/G hydraulic
system from Green hydraulic system
supply.
 Vent valve: it connects the extension
and retraction lines on some
components and connects to return
also.
 - 2 No. ( one for main and one for nose
L/G) (The vent valve lets the hydraulic fluid move between the extension and
retraction lines on some components, to prevent cavitation. It also lets any
unwanted fluid go back to the reservoir through the third port on the vent valve.
 The third port on the vent valve connects to the Green hydraulic system return.)

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CUT OUT VENT
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 Free Fall Extension
2nd Rotation: Door up locks
will be released. Doors will
open by gravity.
3rd Rotation: Gear up locks will
be released. Gear will extend
and go to down and lock
position.
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 Free Fall Extension
 After free fall, doors will remain
open.

 For Resetting: Rotate the handle in

counter clock wise three turn, at a
rate of one full turn every 5 sec.

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 Free Fall - Indication
 The other indications in the
cockpit are the same as those for
the normal extension and
retraction system.
 The L/G doors will show OPEN
when the free-fall extension system
is used.

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If the WHEEL page is not shown
on the SD at the start of a free-
fall extension, it automatically
shows after 30 seconds. When a
free-fall extension is completed,
the Engine Warning Display
shows this data:
- L/G DOOR NOT CLOSED
- MAX SPEED 250 kt.
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 Free Fall Extension
 Shear devices protect the landing
gear system if either the L/G door or
release mechanism jam when the
free fall system is operated.

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RHS MLG

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 BSCU
 Single unit installed at 94 VU

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The BSCU controls the operation of the electrohydraulic
servo valves in the system to supply these primary
functions:
- the quantity of braking
- the anti-skid function (to give maximum braking
efficiency)
- the automatic braking of the main gear wheels during
the L/G retraction the test of the brake system and
nose wheel steering system before a landing
-- the nose wheel steering
The BSCU also has these secondary functions, it:
- monitors the temperature of each brake
- calculates the wheel speed
- uses Built-In Test Equipment (BITE) to do software
controlled tests when the aircraft is on the ground
- supplies data to other systems in the aircraft. 196
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 BSCU
 BSCU has two channel –
 System 1
 System 2

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 BSCU
 When the BSCU is supplied with power,
system 1 becomes active.
 After each pre-land test, the BSCU makes a
record in an Electrically Erasable
Programmable Read Only Memory (EEPROM
) that identifies which system was active
during the landing.
 Before the next landing, the BSCU reads the
EEPROM and makes active the system that
was in standby mode during last landing.
200
 BSCU
 If there is a disagreement between
the control and monitoring channels
of the system engaged,
- the system is disconnected, it
cancels its validity and isolate its
commands.
- Standby system takes over and
ensure all the functions of the unit
with the same level of performance.
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 BSCU FUNCTIONS
 Braking control through the servo valves and
the pressure valves and the pressure
transducers.
 Braking regulation through the check of the
speed of each braked wheel
 Automatic braking control
 Nose wheel steering control.
 A tachometer is installed in the end of each MLG axle. A drive
assembly connects the tachometer to the related wheel. The
tachometer measures the speed of the wheel and sends this data to
the BSCU. The BSCU uses this data to control the hydraulic pressure
supply to the related brake for anti-skid and autobrake functions.

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 WHEEL
 The wheel consists of two forged half wheel
made of light alloy.
 They are attached together with bolts made
of high tensile steel and self locking nuts.
 An ‘O’ ring seal is put between the two half
wheels
 They are equipped with
- Taper roller bearing with protective seals
- Drive keys for the brake rotor discs.

203
-three fuse plugs which deflate the
tire in the event of excessive brake
overheat and thus protect against tire
burst because of excessive pressure,
- one standard inflating valve which
you can replace by a valve with an
incorporated pressure indicator (PSI
type),
- one overpressure relief valve,

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WHEEL

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 WHEEL
- One standard inflating valve.
- Provision for installation of a
transducer for the tyre pressure
(Optional – IAL not opted it).
- IAL A 320 all aircraft is certified for 73.5
T

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These wheels can be equipped with tires of
following dimensions:
- 46X17 R20 for radial tires
- 46X16-20, 49X17-20, 49X19-20 for bias tires.
But as the BSCU and the aircraft pin
programming depend on the tire dimension
(stopping distance, anti skid tuning), you must
install the tire corresponding to the aircraft
configuration (pin programming, MLG door
podger,...).
The tire mixability configurations which are
authorized are shown in the AMM Task 32-41-00-
910-001.
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 BRAKES
 The main gear wheels have multi disc carbon
brakes.
- New carbon composite brakes weight will be
40% less than conventional brakes.
- Friction in even higher temperature with
more reliability than conventional steel rotor
brakes
- Low thermal expansion
- Two set of pistons independently supplied
from

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 BRAKES
 Green system – one set (7 pistons)
 Yellow system – one set (7 pistons)
(32-42….L (b ) )
 Each brake has automatic adjusters, two
wear pin indicators and temperature
sensor.
 In each brake – 4 rotors and 5 stators.

 Green hydraulic supply to brakes are

independent of EXT/RET system.
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 BRAKES
During free fall/gravity/emergency
extension – brakes can still be available
if Green / Yellow pressure is available.

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 YELLOW
GREEN HYDRAULIC
HYDRAULIC SYSTEM
SYSTEM

NORMAL ALTERNATE
BRAKING BRAKING

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The normal braking system is electrically controlled and
hydraulically operated. The system has:
- a manual mode of operation, (the necessary rate of decrease in
speed set at the brake pedals)
-an automatic mode of operation, (the necessary rate of
decrease in speed set at the AUTO/BRK control panel).

Each of the two modes of operation gives automatic anti-skid

protection at each wheel when the aircraft moves at more than
10 m/sec.

The system includes electrical components that control hydraulic

components. The hydraulic components control the quantity of
hydraulic pressure that goes to the brakes.

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Electrical System Components
The electrical control system has two
independent sub-systems that are isolated from
each other. The two sub-systems connect to
these components in the brake
system:
- an anti-skid (A/SKID & N/W STRG) switch
- three Auto brake P/B switches (LO, MED and
MAX)
- a normal brake pedal transmitter unit BPTU
mechanically connected to the brake pedals
- a control channel of the BSCU
- a tachometer on each axle.
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Hydraulic System Components
The components that control the supply of
hydraulic power to the system are installed on a
manifold that is located in the hydraulics
compartment. These components
are:
- Normal Brake selector valve
- high pressure filter
-pressure transducer
-A manifold installed on each MLG includes the
necessary components to control the hydraulic
pressure at its related brakes.

222
 NORMAL BRAKE SELECTOR VALAVE
The Brake selector valve is attached to the GREEN PTU
manifold. The selector valve is solenoid operated and controls
the supply and release of the Green hydraulic pressure in the
brake system.
When the valve is de-energized it connects the system to the
Green LP manifold (return line to release the pressure) in the
system.
The BSCU energizes the selector valve to connect the Green
hydraulic pressure to the system when:
- the brake pedals move more than a specified limit
- the conditions necessary for an automatic braking program are
available
- the landing gear is set to UP (retraction braking). The selector
valve stays energized for 3 seconds or until the NLG is not
down-locked.
- it does a test of the normal braking system before each
landing. 223
 H.P FILTER
The high pressure filter and brake pressure
transducer (BPT) are installed downstream of the
selector valve . The filter prevents contamination
of the braking system components.
BRAKE PRESSURE TRANSDUCER (BPT)
The brake pressure transducer measures the
hydraulic pressure in the system and supplies the
data to the BSCU and to the ABCU (to give the
condition of the selector valve). A pressure lower
than 90 (1300 PSI) bars allows the ABCU to activate
the alternate braking mode.
The hydraulic line divides to supply the two
Normal Brake Servo valve Manifold assemblies224.
Each servovalve has an electrically hydraulically valve
operated by solenoid. The active channel of the BSCU
supplies the servovalve control current to the related coil
to:
- get the correct quantity of pressure in the brake line
-connect the brake line to return to release the pressure.
The servovalve supplies a pressure proportional to the
current which passes through the control coil used.

If a leak of hydraulic fluid occurs downstream of the

safety valve, the valve automatically closes to prevent
loss of fluid in the related brake line. The pressure
transducer measures the hydraulic pressure in the
related brake line and supplies an input to the BSCU.
The input is in proportion to the pressure.
225
Each manifold assembly has a return line
with a check valve.

The return line from each MLG manifold

connects to the Green LP Manifold.
The check valves isolate the related
manifold from the other return pressures.

Safety valve
The safety valve is a hydraulic valve that
automatically closes when the flow of
fluid through it is more than a specified
limit
226
NORMAL BRK SYSTEM OPERATION
Manual braking is available when the Green hydraulic
pressure is more than 2176 psi and one of these
conditions occur:
- the left MLG or the right MLG is on the ground
- the average computed wheel speed is more than a
specified value
-the ground speed (from the ADIRS) is less than a
specified value.

The operation of the brake pedal(s) causes the control

lever(s) of the brake pedal transmitter unit BPTU(at the
first officers position) to turn. The control lever(s) turns
its related potentiometer which gives an electrical output
to the BSCU. This output is in proportion to the angle
through which the pedal(s) turn. BPTU CONVERT
MECHANICAL SIGLE TO ELECTICAL SIGNAL FOR BSCU
227
Differential braking is available when the travel of the
left and right brake pedals is different. The left pedal
gives the quantity of braking at the left MLG. The right
pedal gives the quantity of braking at the right MLG.

When the output from the transmitter unit BPTU is more

than a specified value, the BSCU:
- energizes the brake selector valve to open the valve
- sends a control current to the related servovalves in
proportion to the pedal movement to give the specified
pressure at the brakes (max 2538 psi).

228
The brake selector valve opens to connect the Green hydraulic
pressure to the normal braking system. The fluid goes through
the HP filter and goes freely to the individual brake manifolds on
the landing gear.
The brake pressure transducer(96 GG) at the filter outlet on G
PTU MANIFOLD sends data to the BSCU. This lets the BSCU make
sure that the system is pressurized.
At each manifold and valve assembly the hydraulic pressure
divides equally to supply the servovalves. The servovalves are
energized with the necessary control current to supply the correct
hydraulic pressure to the individual brakes.
The pressure transducers continuously monitor the pressure in
their related brake service line. A signal that agrees with the
pressure is sent to the BSCU. If the fluid pressure changes, the
control current sent to the related servovalve is changed to adjust
the pressure.

229
When the brake pedals go back to their initial position,
the output from the transmitter unit returns to a set value
(set for the initial pedal position). When the output is less
than a specified value this causes the BSCU to de-energize
the brake selector valve. At the same time it decreases
the control current it sends to the servovalves which
releases the brakes.

When the brake selector valve is de-energized, it connects

the HP filter to the LP manifold of the Green hydraulic
system.

When the servovalves are de-energized, they operate to

connect their related brake service line to the LP manifold
of the Green hydraulic system

230
 NORMAL BRAKE
 Application by
 Rudder pedals
 Auto brake selection (402VU)
 Auto brake – during T.O. (for 3 sec only)

231
232
233
234
 NORMAL BRAKE BY RUDDER PADEL

 In the manual mode the movement of the

brake pedals operates the brake-pedal
transmitter unit BPTU. The transmitter unit
sends a signal to the BSCU which in turn sends
the required input signal to the servovalves.
The servovalves let a pressure, in proportion to
the pedal travel go to the brakes.
 The BSCU also controls the anti-skid function.
It compares the MLG wheel speeds with the
aircraft speed and releases a brake if there are
indications of antiskid.
235
 NORMAL BRAKE -BPTU

Brake –Pedal Transmitter Unit:

 Located under floor on the F/o side.
 It transform the mechanical input from
the left and right pedals into four
identical electrical voltages per side.
 It uses plastic- track potentiometers.
 These voltages are sent to BSCU.

236
237
 NORMAL BRAKE
 Inall the above cases BSCU will get the
order and it will give the signal to
normal brake selector valve to
energized.
 For normal braking the following
condition should exist-

238
 NORMAL BRAKE
 Green hydraulic pressure
 A/SKID, nose wheel, steering switch – ON
(402VU)
 BSCU – OK
 Parking brake control switch is in the OFF
position

 Normal brake manifold – on each main fitting

239
240
241
242
243
244
245
246
 NORMAL BRAKE
 Normal brake servo manifold contain the
following items-
 2 servo valve
 2 fuse (safety valve)
 2 pressure transmitter – gives the signal
to BSCU for controlling the pressure
 No indication of normal brake pressure
 It uses the first set of brake piston.

247
 Servo Valve
 Theservo valve supplies a hyd supply
pressure proportional to the current
which passes through the control coil
used.

248
249
 AUTO BRAKE
GENERAL
The purposes of the autobrake system are
the following:
‐ Reduce the braking distance in case of an
aborted takeoff
‐ Establish and maintain a selected
deceleration rate during landing, thereby
improving passenger comfort and reducing
crew workload.

250
SYSTEM ARMING
The crew may arm the system by pressing
the LO, MED , or MAX pushbutton provided
all the Following arming conditions are met
:
‐ Green pressure available
‐ Anti-skid electrically-powered
‐ No failure in the braking system
‐ At least one ADIRU is available.
Note: 1. Auto brake may be armed with the
parking brake on.
2.MAX autobrake mode cannot be armed
in flight. 251
252
The system disarms when:

‐ Flight crew presses the pushbutton

switch, or
‐ One or more arming conditions is lost, or
‐ After take-off/touch and go, or
‐ Flight crew applies enough deflection to
at least one brake pedal when autobrake is
active in MAX , MED or LO mode.

253
The springloaded MAX , MED , and LO pushbutton switches arm the
appropriate deceleration rate. The usage for each mode are as follow:

‐ MAX mode is normally selected for takeoff.

In the case of an aborted takeoff, maximum pressure goes to the brakes, as
soon as the system generates the ground spoiler deployment order

‐ MED or LO mode is normally selected for landing:

• MED mode sends progressive pressure to the brakes 2 s after the ground
spoilers deploy in order to decelerate the aircraft at 3 m/s² (9.8 ft/s²)

• LO mode sends progressive pressure to the brakes 4 s after the ground

spoilers deploy, inorder to decelerate the aircraft at 1.7 m/s² (5.6 ft/s²).

The light on the pushbutton switches are as follow:

ON light : comes on blue to indicate positive arming
DECEL light : comes on green when the actual deceleration is 80 % of the
selected rate

Note: On slippery runways, the predetermined deceleration may not

be reached, due to antiskid operation. In this case, the DECEL
light will not come on. This does not mean that autobrake is
not working.
254
 AUTO BRAKE
 Auto brake logic is located in the BSCU on
the control and monitoring board of the
system 1 and 2
 The following signals are sent to logic circuit
of the auto brake

 Low 1.7 m/sec2


 Med. 3 m/sec2

 Max 10 m/sec2

255
 AUTO BRAKE
 Three SECs which tells that the ground
spoilers are extended. (at least 2 SECs must
confirm the ground spoilers extension)
 A signal which gives the longitudinal
deceleration of the a/c – ADIRs. (1 and 3)
 No brake pedal input. (in the max. mode the
load required at the pedal to cut off the
automatic braking is greater than that in the
low and med. Mode (half travel).

256
 AUTO BRAKE
 No green system low pressure.
 No tachometer failure
 The auto brake logic supplies
 The command for the energisation of
the selector valve.
 The braking command to the 2 servo
valve (on each side).

257
 AUTO BRAKE
 The DECEL green light at 402 VU when actual
green light at 402 VU
deceleration is 80% of the selected rate (in low and
med.) or deceleration rate is higher than 0.27g (max
mode).
 Anti-skid is available.
LOW & MED
 These modes are used for landing
 Pressure supplied by servo valve gradually increases.
 Braking is applied when the ground-spoilers extension
signals are present (speed of the main gear wheel > 80
kts). The braking has a delay of 4 seconds (type1) or 2
seconds (type 2). It is then progressively applied.

258
The auto brake logic supplies:
- the command for the energization of the
selector valve,
- the braking command to the four
servovalves,
- the information below to the lighted P/B
S/W:
the system is armed or the deceleration
rate that you get

259
 AUTO BRAKE
 The pressure supplied to the servo valve
gradually in creases (time ~ 3 sec).
 The control circuit sends identical command
to 4 servo valves.
MAX mode
 This mode can be selected for acceleration
stop
 Maximum pressure is applied without time
delay.

260
Max mode-

1 This mode is selected before take-off in case of rejected take-off (at least 2 out 3
spoilers must be out).
2 The command for the ground spoiler extension controls:
- the energization of the selector valve,
- the immediate delivery of a maximum pressure to the four brakes (with antiskid
protection).
3 The programmed deceleration rate is such as the full pressure is applied on the four
brakes.
A small differential braking is not permitted.

The auto brake system is disengaged:

- when you put the landing-gear control lever in the UP position
-or when you push again the mode-selection pushbutton switch already selected.

There is no AUTO BRK indication on the ECAM.

The automatic braking is only re-initiated after the selection of a new deceleration rate.
This occurs if the signal for the extension of the ground spoilers is still generated.
The automatic braking is totally and immediately cut off as soon as a ground spoilers-
retraction signal is applied (this signal possibly results from a goaround command).
The automatic braking is re-initiated as soon as there is a new mode selection (LO or
MED mode).
261
 AUTO BRAKE
DISARMING
The system disarms when-
 Flight crew presses the pb sw.
 One or more arming condition is lost
 Flight crew applies enough deflection to the
brake pedals when auto brake is operating
 The ground spoilers retract.
 when you put the landing-gear control lever
in the UP position
262
 AUTO BRAKE
 In Max mode, the load required at
the pedal to cut off the automatic
breaking is greater than Low or
Med mode

263
Braking During L/G Retraction
Braking occurs automatically during the retraction of the
landing gear. This stops the rotation of the MLG wheels
before the landing gears go into their related bays.
This prevents damage to the aircraft components and
structure if a tire has been damaged. When the landing
gear selector lever is put in the UP position:
- the brakes selector valve is energized to connect the
Green hydraulic power supply to the normal braking
system.
- the servovalves are energized with a set control current
to get the necessary brake pressure.
After three seconds or when the NLG moves away from
the downlocked position the selector valve and the servo
valves are de-energized. This connects the system to
return to release the pressure at the brakes.
264
 ANTI SKID SYSTEM
 The antiskid system gives the
maximum braking efficiency as it
keeps the wheels at the limit of
skidding.
 The speed of each main gear wheel
is compared to that of the aircraft
speed, supplied by the two ADIRUs
(1 & 3).

265
ANTI SKID SYSTEM
The antiskid system provides maximum braking efficiency
by maintaining the wheels at the limit of an impending
skid.

At antiskid onset, brake release orders are sent to the

normal and alternate servovalves, as well as to
the ECAM system which displays the released brakes.

Without using autobrake, full braking performance is

achieved only with brake pedals at full deflection.

The antiskid system is deactivated below 20 kt (ground

speed).
An ON/OFF switch activates, or deactivates , the antiskid
and nosewheel steering systems.
266
ANTISKID PRINCIPLE
The speed of each main gear wheel (given by a
tachometer) is compared to the aircraft speed (reference
speed).
When the speed of a wheel decreases below
approximately 0.87 times (depending on conditions)
reference speed, brake release orders are given by BSCU
to maintain the wheel slip at that value (best braking
efficiency).
In normal operation, the reference speed is determined
by the BSCU from the horizontal acceleration of ADIRU 1,
or ADIRU 2, or ADIRU 3.
In case all ADIRUs fail, reference speed equals the
maximum of either main landing gear wheel speeds.

267
 ANTI SKID SYSTEM
 With braking ordered, when the
speed of a braked wheel decreases
to below 0.87 times the aircraft
speed, the anti skid system sends
a brake release order.
 The regulator compares the
reference speed representative of
the aircraft speed, to the speed of
the braked wheel.
268
269
 ANTI SKID SYSTEM
 The brake release orders
generated are sent to the four
normal brake servo valves.
 The A/SKID & NWS switch on
center instrument panel is used to
disconnect the antiskid system
and nose wheel steering .

270
 ANTI SKID SYSTEM
 The anti skid deactivates when
ground speed is less than 20
knots.

271
272
273
 Normal Brake
 In case of low pressure, alternate
brakes should come on.
 One pressure transmitter.
 It gives signal to BSCU and ABCU
(Alternate Braking Control Unit )
-Located near G return filter.

274
275
 Normal / Alternate Brake
 A pressure transducer is added
downstream of the normal brake
selector valve. It gives signal to BSCU
and ABCU. A pressure lower than 90
(1300 PSI) bars allows the ABCU to
activate the alternate braking mode.

276
277
278
ALTERNATE BRAKING WITH ANTI-SKID

 It automatically becomes available if :

Specified failures occur in the normal
brake system.
The pressure of the green hydraulic
system is less than a specified value.
 An analog computer ABCU controls the
operation of the alternate braking
system.

279
280
 Alternate Braking
 Application by brake pedals (through
Alt BPTU ).
 Electrical signal from Alt BPTU to
ABCU.
 Alternate brake selector valve will open
by ABCU
 It is located on RHS, MWW aft wall.

281
 Alternate Brake Manifold
One DDV (Direct Drive Valve )
One shuttle valve
One hydraulic fuse
One pressure transmitter
Three filters

282
 Alternate Brake
Direct Drive Valve
 It is pressure metering valve

283
 ABCU
 The ABCU is automatically activated if:
The anti-skid is faulty or the A/SKID
switch is selected to OFF.
The BSCU is not serviceable ( both
system 1 and system 2 failed ).
The normal braking is failed.
Only the batteries supply the aircraft.

284
 ABCU
 Power supply to ABCU are:
DC Essential power supply –
401PP
DC Battery power supply- 701PP

285
286
287
288
289
290
291
292
 Functional Test
 At each flight before landing, the BSCU
activates a functional test of the
braking system.
 In order to test the alternate braking
capability, it sends functional test
orders to the ABCU in predetermined
test sequences.
 ABCU will implement the test.

293
 Functional Test
 The BSCU monitors the performances
of the functional test with specific
pressure sensors located in the
Alternate system.

294
295
296
297
(1) Release indicators
It appears in amber in case of brake released
fault.
(2) ANTI SKID indication
(A) ANTISKID label
It appears in amber, a long with an ECAM
caution, in case of a total BSCU failure, or
when the A/SKID & N/W STRG sw is OFF, or if
the BSCU detects an ANTI-SKID failure,
or in case of normal braking and yellow
hydraulic system low pressure.
It appears in green in case of autobrake, normal
braking, or alternate braking failure, and
antiskid is still available.
298
 BSCU channel indication:
When ANTISKID label is displayed, the
number 1/2of the failed system(s) is
(are) displayed in amber, if an

299
300
 AUTO BRK
This legend appears:
‐ In green when auto brake is armed, or
‐ Flashing green for 10 s after autobrake disengagement, or
‐ In amber, along with an ECAM caution, to indicate a system
failure.
MED , LO, or MAX appears underneath in green to show which
rate has been selected.
301
(A) ALTN BRK label
This indication appears in green, if the braking system is in alternate
mode and not failed,
or in case autobrake or normal braking is failed and alternate braking is
still available.
This indication appears in amber when alternate braking is failed.
(B) ALTN BRK hydraulic supply indication
Y is displayed when the ALTN BRK label is displayed. It is green when
yellow hydraulic pressure is available and amber, in case of yellow
hydraulic low pressure. 302
NORM BRK indication
(A) NORM BRK label
This indication appears in green when autobrake or alternate braking
is failed, and normal braking is still available.
The legend appears in amber when normal braking is failed due to
total BSCU failure, or to the loss of the green hydraulic pressure, or to
the loss of antiskid.
(B) NORM BRK hydraulic supply indication
G is displayed when the NORM BRK label is displayed. It is green
when green hydraulic pressure is available and amber, in case of
green hydraulic low pressure.

303
(C) ACCU indications
(*) Appears in green, when the ALTN BRK label is displayed, and the
yellow hydraulic pressure is available.
Appears in amber, with no arrow, when the yellow hydraulic system and
the accumulator are in low pressure.
(**) Appears in green when the alternate braking is pressurized by the
yellow accumulator.
304
305
306
307
 Parking Brake
 When Parking brakes are selected
Normal and Alternate brake selector
valve will be closed.

 Parking brake operated electro valve

will get the power from 701 PP/ 601 PP.

308
309
 Parking Brake
 When the parking brake is in ON
position and the parking brake
pressure really applied is less than 35
bar (507 PSI ) normal brake is available
through pedals ( by green pressure )

310
 Parking Brake
 Do not set N1 above 75% on both
engines with parking brake ON. ( In 320
aircraft it is DO NOT SET EPR above
1.18 on both the engines with parking
brake ON ).

311
 Parking Brake
 The parking brake control valve also
has an interface with the electrical de-
activation box 5GC of the nose wheel
steering system.
 When P/B is on, a light will come on the
NLG electrical box.

312
313
314
315
316
BRAKE SYSTEM TEMPERATURE
 One chromel alumel thermocouple per brake
 Two Brake Temperature Monitoring Unit
(BTMU) per main gear.
 BTMU gives the information to BSCU and
 BSCU will provide indication on WHEEL page
 The temperature (if > 100 Degrees C) wheel
has a green colour arc above it. When the
temperature valve exceeds 300 Degrees C, it
becomes amber.

317
318
319
320
BRAKE SYSTEM TEMPERATURE
A difference between the temperature
of two brakes higher than 100 Degrees
C increases the brightness of the
temperature indication of the hottest
brake.
 If the temperature of brake is more than
300 Degrees C, brakes hot warning
message on UECAM and ‘HOT’ on P/B
S/W at 402 VU.

321
 BRAKE SYSTEM TEMPERATURE
 BRAKE COOLING
 Fans are provided for high speed cooling.
 The fans permit high speed cooling of the brakes.
They thus decrease the turn around time of the aircraft
if you make short flights with high energy braking
 The tachometer drive shaft passes through the hollow
shaft of the fan motor. The shroud drives the
tachometer.
 Fan motor – 3 Phase.
 Two motors in each twin wheel axle have a common
supply.
 The brake fans run if the LHS main landing gear is down and
locked

322
323
BRAKE SYSTEM TEMPERATURE
 As per FCOM Operating Limitations –
-Maximum brake temperature for take-off
(Brakes Fan off) is 300 Degrees C.

324
 Parking Brake
GC No.22 Dt 04.10.2004
SB A320-32-1201, Improve Parking brake:
 During CVR Audio test, audio can only
be heard when the Parking brake
selector is in the ON position and
parking brake pressure is above 35
bars.
 In case the parking brake accumulator
pressure is not above 35 bars OR

325
 Parking Brake
- is removed for maintenance, CVR test on
ground can not be performed.

326
327
 Steering
 Input from:
 Hand wheel
 Rudder pedal

 In the event of simultaneous operation, the

orders that the hand wheels give are
algebraically added.
 The maximum travel of the wheels is plus or
minus 74 deg.
 The maximum corresponding travel of the
handwheel is plus or minus 75 deg.
328
The BSCU uses the steering input signals from
the hand wheel transmitters in the cockpit to
calculate:
- the necessary steering angle
- the necessary rate of movement
- the direction of the turn.
It then sends steering output signals to the
electro-hydraulic components to operate the
steering mechanism.

When the aircraft speed is above 130 knots, the

steering is not available.
329
If the runway is icy, the pilot can disconnect the
control through the pedals from the steering
control.
To obtain this, the pilot presses and holds a
pushbutton switch located on each handwheel.
After takeoff, the nose wheels are automatically
centered under the action of cams in the shock
absorber.
Before the aircraft is towed, the hydraulic system
must be depressurized through action on a lever
which can be locked in its two positions.
This lever is located on an electrical box easily
accessible from the ground.
The maximum towing angle is plus or minus 95
deg.
330
331
332
333
Rudder pedals--
Steering orders from the pedals are sent to
the BSCU via the ELAC.
Steering by pedals is limited to 6 deg.
depending on A/C speed. 334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
351
BITE Test

352
353
354
355
 Torque Link Damper
(Replenishing )
I. Remove the sealant from the bleed
screw.
II. Remove and discard the lock wire
from the cap assembly and the bleed
screw.
III. Clean the items.
IV. Remove the cap assembly and the
bleed screw.

356
 Torque Link Damper
(Replenishing )
V. Install the bleed adopter / Pipe and
pipe to container.
VI. Connect 50 PSI hydraulic source at
check valve.
VII. Supply hydraulic fluid at 35-40 PSI to
the check valve.
VIII. Keep the hydraulic pressure until
you get an air free flow of fluid from
the bleed plug.

357
 Torque Link Damper
(Replenishing )
IX. Increase the pressure of the fluid to 40-
50 PSI.
X. Close the bleed plug.
XI. Wait for 3 minutes to check leak. If leak
is observed repeat the process.
XII. Decrease the pressure to zero.
Disconnect the hydraulic source.
XIII. From check valve – not more than 15
drops in 15 sec is permitted.
358
 Torque Link Damper
(Replenishing )
XIV. Torque the bleed screw 15-20 lbf.inch.
XV. Torque the cap assembly 50-60 lbf.inch.

359
 MLG Servicing
Fluid: MIL- H-5606
Lift the aircraft on jack.
Remove the blanking cap and open the
bottom charging valve.
Remove the blanking cap and open the
top charging valve.
In the above 2 steps some oil may
come out.

360
 MLG Servicing
 Install the charging equipment / connect
the hydraulic pressure source.(300PSI
max )
 Put the axle jack in position under the
jacking dome and compress the oleo.
 20 L of hydraulic fluid is necessary to fill
each shock absorber.
 Make sure that bottom charging valve is
open.

361
 MLG Servicing
Supply fluid from top charging valve (200
PSI ) and slowly lower the axle jack.
Disconnect the supply and use the axle
jack to fully compress the shock absorber.
Repeat the process till you get air free fluid
out.
Install a new packing and torque the body
100-140 lbf In.

362
 MLG Servicing
Supply fluid from top charging valve (200
PSI ) and slowly lower the axle jack.
Disconnect the supply and use the axle
jack to fully compress the shock absorber.
Repeat the process till you get air free fluid
out.
Install a new packing and torque the body
100-140 lbf In.

363
 Nitrogen Charging
 Install pressure gage at top and bottom.
 Open the top charging valve and read the
pressure. (Temperature also )
 Ref diagram Pr v/s H
 If H is + or – 15 mm, no action is required.
 If H is less than 33 mm , go to aircraft on
jack mode.

364
 Nitrogen Charging
 Install pressure gage at top and bottom.
 Open the top charging valve and read the
pressure. (Temperature also )
 Ref diagram Pr v/s H
 If H is + or – 15 mm, no action is required.
 If H is less than 33 mm , go to aircraft on
jack mode.

365
366
367
 Nitrogen Charging
 Check the pressure at bottom charging
valve.
 B Pr –T Pr =more than 260 PSI
 If not, At bottom charging valve, charge it
with T Pr + (260-304 PSI )

Ref Diagram 2
Top charging valve : Pr v/s H

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369
 Nitrogen Charging
B – T >160 PSI
AT Top pressure v/s H must be as per
diagram 2.
( H must be + or – 2 mm )

370
Nitrogen Charging (On jacks)
 Charge the top charging valve with air to a
maximum pressure of 5 bars (72 PSI )
 Make sure the H is between 496.7 to
500.5 mm.
 T –250 PSI
 B – 2030 PSI

371
Nitrogen Charging (On jacks)
 Use table 1 to charge the bottom charging
valve

372
Nitrogen Charging (On jacks)
 Use table 2 to charge the top charging
valve

373
Nitrogen Charging (On jacks)
 Again check the pressure at bottom
charging valve, if any variation , adjust it.

374
CENTER INSTRUMENT PANEL
(1) A/SKID & N/W STRG sw
ON : If green hydraulic pressure
is available:
‐ Antiskid is available
‐ if green hydraulic pressure is
lost, then:
‐ Yellow hydraulic pressure
automatically takes over to
supply the brakes
‐ Antiskid remains available but
command come from BSCU
‐ Nosewheel steering is available
‐ Triple indicator displays yellow
system brake pressure.

375
 ANTI SKID S/W OFF : The yellow
hydraulic system supplies pressure to
the brakes.
‐ Antiskid is deactivated. The pilot must
refer to the triple indicator to limit brake
pressure and avoid locking a wheel
‐ Nosewheel steering is lost
‐ Differential braking remains available
through the pedals
‐ Triple indicator displays yellow system
brake pressure

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BRAKES and ACCU PRESS indicator ACCU
PRESS
: Indicates the pressure in the yellow brake accumulator.
BRAKES : Indicates the yellow pressure delivered to the left
and right brakes, as measured upstream of the alternate
servovalves
377