LANDING GEAR
✈ATA32
✈The landing gear consists of :
☂Two main landing gears that retract inboard(
⛑Each main gear has twin wheels and an oleopneumatic shock absorber.
⛑Each main wheel has an antiskid brake.)
☂One nose landing gear that retracts forward.
⛑The two-wheeled nose gear has an oleopneumatic shock strut and a nose wheel steering system.
☂Doors enclose the landing gear bays.
☂Gear and doors are electrically controlled and hydraulically operated.
☂The doors, are operated mechanically by the gear and close at the end of gear retraction.
✈MAIN FITTING
☂The main fitting includes:
⛑the main barrel,
⛑the drag stay,
⛑the cross tube,
⛑the aircraft attachment lugs.
☂It contains a diaphragm and tube assembly that forms the top of the shock absorber. A pin connects the diaphragm and the tube assembly. This pin is located in the two lateral holes in the main fitting, and contains the shock absorber upper charging valve.
☂SPARE-SEAL ACTIVATING-VALVE
⛑A gland housing assembly, at the bottom end of the main fitting, seals the joint between the main fitting and the sliding tube.
⛑A spare-seal activating-valve can isolate the bottom gland seals if a leak occurs.
☂ACTUATING CYLINDER The MLG actuating cylinder is installed on the main fitting at the piston rod end. Two lugs attach the body to the wing rear spar. When it is hydraulically supplied:
⛑the piston rod extends to retract the MLG,
⛑the piston rod retracts to extend the MLG.
☂ SIDE STAY ASSEMBLY The main components of the side stay assembly are:
⛑a basic side stay,
⛑a lock stay,
⛑a lock stay actuator,
⛑two lock springs,
⛑ the proximity sensors and their related targets.
The lock springs move the lock stay to an over center position during the extension cycle.
☂LOCK STAY The lock stay provides an over center stop and a geometric lock of the L/G.
☂LOCK STAY ACTUATOR During MLG extension the two lock stay actuator ports are open to return; a restrictor controls the rate of MLG extension. It is pressurized to extend during MLG door closure until hydraulic pressure on the door close line is released. During MLG retraction, the hydraulic fluid retracts the piston which opens the over centered lock, to fold the side stay and the lock stay against the lock springs.
☂TORQUE LINKS/SLAVE LINK
The torque links align the main fitting and the sliding tube, but let vertical movement between the parts occur. The slave link is mounted at the rear.
☂TORQUE LINK DAMPER
The torque link damper is a spring-centered, two-way hydraulic unit, which has its own hydraulic reservoir. Its function is to decrease the landing vibrations through the torque links. The hydraulic fluid contents of the damper are shown by the extension of the reservoir when it is pressurized. When the contents are correct, the "FULL" and "REFILL" level indications are in view.
✈NLG
☂ACTUATING CYLINDER
The actuating cylinder operates the nose gear during retraction and extension sequences.
☂DRAG STRUT ASSEMBLY The drag strut assembly consists of a forestay at the top and a tubular arm at the bottom that are interconnected by a universal joint. The uplock roller is installed on the upper hinge pin of the universal joint.
☂LOCKSTAY DOWNLOCK ACTUATOR
The downlock actuator locks and unlocks both brace assemblies of the lock stay. It is assisted by two springs.
☂SLIDING TUBE The sliding tube includes the wheel axle. It is inclined 9 degrees forward; this design allows the wheels to return freely to the centered position and decrease the shimmy effect. The towing lug is designed to shear if the towing load is more than the limit. The two system proximity detectors provide signals for both gear extended and wheel centered positions.
☂ROTATING TUBE The rotating tube is inside the shock strut. It is equipped with a pinion that transmits steering orders from the steering actuating cylinder via the rotating tube and the torque link to the wheel axle.
☂TORQUE LINK The torque link is installed on the rear. It connects the sliding tube to the rotating tube.
☂LOCKSTAY ASSEMBLY
The lock stay assembly provides an over centered stop and a geometric lock of the nose gear. It includes both systems downlock proximity detectors. On the ground, a safety pin locks the two arms of the lock stay
✈SHOCK ABSORBER
☂The shock absorber is a telescopic oleo-pneumatic unit which includes the sliding tube.
☂It is installed in the main fitting to transmit the landing, take off and taxiing loads to the wing.
☂When the shock absorber is compressed, the load is transmitted to the hydraulic fluid and nitrogen gas.
☂The shock absorber is a 2 stage unit and contains four chambers:
⛑a first stage gas chamber contains gas at a low pressure and hydraulic fluid,
⛑ a recoil chamber that contains hydraulic fluid,
⛑a compression chamber that contains hydraulic fluid,
⛑a 2nd stage gas chamber that contains gas at a high pressure.
☂Primary control of the shock absorber recoil is:
⛑the fluid flow from the recoil chamber into the gas chamber,
⛑the fluid flow from the gas chamber into the compression chamber.
☂MAIN DOOR
⛑The main door is attached to the fuselage structure by two hinges and is operated by a hydraulic actuator.
⛑Two ramps are installed on the inside of the main door. These ramps make sure that the gear does not catch on the main door during a free-fall extension.
⛑Two proximity sensors and targets send the door open position signal of the main door to the Landing Gear Control and Interface Units (LGCIUs).
☂MLG DOOR UPLOCk
The MLG door uplock is closed mechanically, locking the door in the closed position and hydraulically opened, releasing the door during normal extension and retraction sequences. The uplock can also be opened mechanically in free-fall extension and ground door opening.
☂HINGED FAIRING
The hinged fairing is attached to the wing skin by a single hinge and to the L/G by an adjustable tie-rod. The adjustable tie-rod causes the hinged fairing to follow the L/G during the L/G extension and retraction.
☂FIXED FAIRING
The fix fairing is attached to the gear on 5 points and is fully adjustable in vertical and horizontal directions.
✈EXTENSION/RETRACTION SYSTEM
☂The main fitting includes:
⛑the main barrel,
⛑the drag stay,
⛑the cross tube,
⛑the aircraft attachment lugs.
☂It contains a diaphragm and tube assembly that forms the top of the shock absorber. A pin connects the diaphragm and the tube assembly. This pin is located in the two lateral holes in the main fitting, and contains the shock absorber upper charging valve.
☂SPARE-SEAL ACTIVATING-VALVE
⛑A gland housing assembly, at the bottom end of the main fitting, seals the joint between the main fitting and the sliding tube.
⛑A spare-seal activating-valve can isolate the bottom gland seals if a leak occurs.
☂ACTUATING CYLINDER The MLG actuating cylinder is installed on the main fitting at the piston rod end. Two lugs attach the body to the wing rear spar. When it is hydraulically supplied:
⛑the piston rod extends to retract the MLG,
⛑the piston rod retracts to extend the MLG.
☂ SIDE STAY ASSEMBLY The main components of the side stay assembly are:
⛑a basic side stay,
⛑a lock stay,
⛑a lock stay actuator,
⛑two lock springs,
⛑ the proximity sensors and their related targets.
The lock springs move the lock stay to an over center position during the extension cycle.
☂LOCK STAY The lock stay provides an over center stop and a geometric lock of the L/G.
☂LOCK STAY ACTUATOR During MLG extension the two lock stay actuator ports are open to return; a restrictor controls the rate of MLG extension. It is pressurized to extend during MLG door closure until hydraulic pressure on the door close line is released. During MLG retraction, the hydraulic fluid retracts the piston which opens the over centered lock, to fold the side stay and the lock stay against the lock springs.
☂TORQUE LINKS/SLAVE LINK
The torque links align the main fitting and the sliding tube, but let vertical movement between the parts occur. The slave link is mounted at the rear.
The torque link damper is a spring-centered, two-way hydraulic unit, which has its own hydraulic reservoir. Its function is to decrease the landing vibrations through the torque links. The hydraulic fluid contents of the damper are shown by the extension of the reservoir when it is pressurized. When the contents are correct, the "FULL" and "REFILL" level indications are in view.
✈NLG
☂ACTUATING CYLINDER
The actuating cylinder operates the nose gear during retraction and extension sequences.
☂DRAG STRUT ASSEMBLY The drag strut assembly consists of a forestay at the top and a tubular arm at the bottom that are interconnected by a universal joint. The uplock roller is installed on the upper hinge pin of the universal joint.
☂LOCKSTAY DOWNLOCK ACTUATOR
The downlock actuator locks and unlocks both brace assemblies of the lock stay. It is assisted by two springs.
☂SLIDING TUBE The sliding tube includes the wheel axle. It is inclined 9 degrees forward; this design allows the wheels to return freely to the centered position and decrease the shimmy effect. The towing lug is designed to shear if the towing load is more than the limit. The two system proximity detectors provide signals for both gear extended and wheel centered positions.
☂ROTATING TUBE The rotating tube is inside the shock strut. It is equipped with a pinion that transmits steering orders from the steering actuating cylinder via the rotating tube and the torque link to the wheel axle.
☂TORQUE LINK The torque link is installed on the rear. It connects the sliding tube to the rotating tube.
☂LOCKSTAY ASSEMBLY
The lock stay assembly provides an over centered stop and a geometric lock of the nose gear. It includes both systems downlock proximity detectors. On the ground, a safety pin locks the two arms of the lock stay
✈SHOCK ABSORBER
☂The shock absorber is a telescopic oleo-pneumatic unit which includes the sliding tube.
☂It is installed in the main fitting to transmit the landing, take off and taxiing loads to the wing.
☂When the shock absorber is compressed, the load is transmitted to the hydraulic fluid and nitrogen gas.
☂The shock absorber is a 2 stage unit and contains four chambers:
⛑a first stage gas chamber contains gas at a low pressure and hydraulic fluid,
⛑ a recoil chamber that contains hydraulic fluid,
⛑a compression chamber that contains hydraulic fluid,
⛑a 2nd stage gas chamber that contains gas at a high pressure.
☂Primary control of the shock absorber recoil is:
⛑the fluid flow from the recoil chamber into the gas chamber,
⛑the fluid flow from the gas chamber into the compression chamber.
☂MAIN DOOR
⛑The main door is attached to the fuselage structure by two hinges and is operated by a hydraulic actuator.
⛑Two ramps are installed on the inside of the main door. These ramps make sure that the gear does not catch on the main door during a free-fall extension.
⛑Two proximity sensors and targets send the door open position signal of the main door to the Landing Gear Control and Interface Units (LGCIUs).
☂MLG DOOR UPLOCk
The MLG door uplock is closed mechanically, locking the door in the closed position and hydraulically opened, releasing the door during normal extension and retraction sequences. The uplock can also be opened mechanically in free-fall extension and ground door opening.
☂HINGED FAIRING
The hinged fairing is attached to the wing skin by a single hinge and to the L/G by an adjustable tie-rod. The adjustable tie-rod causes the hinged fairing to follow the L/G during the L/G extension and retraction.
☂FIXED FAIRING
The fix fairing is attached to the gear on 5 points and is fully adjustable in vertical and horizontal directions.
✈EXTENSION/RETRACTION SYSTEM
☂Landing Gear Control and Interface Units (LGCIU) 1 and 2 electrically control the gear and door sequencing.(hyd. operated)
☂The LGCIU in control is the active unit and the other is the standby unit.
☂The two systems are electrically segregated with different connections on the related selector valves.
☂In case of failure, the gear can be mechanically extended from the cockpit by means of a gravity extension crank handle.
(After free fall extension, the L/G doors stay open and the L/G is locked down by the lockstays and springs.)
✈The green hydraulic system actuates all gear and doors.
✈When the aircraft is flying
☂faster than 260 kt, a safety valve automatically cuts off hydraulic supply to the landing gear system
☂Below 260 kt, the hydraulic supply remains cut off as long as the landing gear lever is up.
✈LANDING FLAPS INFORMATION
☂The LGCIUs process the signals from four flap disconnect proximity switches, then send them to the Slat/Flap Control Computers (SFCCs).
☂The LGCIUs do not monitor failures in the SFCC system.
✈L/G INDICATOR PANEL
☂This panel is connected to LGCIU1, which receives signals from proximity detectors.
⛑ ▿ light: comes on green if the gear is locked down.
⛑UNLK light : comes on red if the gear is not locked in the selected position.
☂ If one UNLK indication remains on, the landing gear position can be confirmed using the WHEEL SD page (information from LGCIU 1 & 2).
✈Only One green triangle on each landing gear is sufficient to confirm that the landing gear is downlocked.
✈LANDING GEAR SELECTOR LEVER
☂A two-position selector lever sends electrical signals to the two LGCIUs. (These control the green hydraulic supply to the landing gear system by means of selector valves.)
☂The flight crew must always move the L/G lever in one continuous movement (i.e. with no stop between both positions).
☂When the flight crew selects UP or DOWN (and if the airspeed is below 260 kt):
⛑All landing gear doors open
⛑Each landing gear moves to the selected position
⛑All landing gear doors close.
✈L/G LEVER UP : This position selects landing gear retraction. While the landing gear doors are opening,
☂the normal brake system brakes the wheels of the main landing gear automatically.
☂A brake band in the nose landing gear well brakes the nose landing gear wheels as the doors close (for aircraft equipped with nose landing gear rubbing strips).
✈ L/G DOWN: This position selects landing gear extension.
☂An interlock mechanism prevents anyone from accidentally retracting the gear while the aircraft is on the ground.
⛑It does so by locking the lever in DOWN position when the shock absorber on either main gear is compressed (aircraft on ground) or
⛑ the nose wheel steering is not centered. ✈The landing gear hydraulic system remains pressurized as long as the landing gear is extended (if green hydraulic pressure is available).
✈RED ARROW This red arrow lights up if the landing gear is not locked down when the aircraft is in the landing configuration, and a red warning appears on ECAM.
✈LANDING GEAR GRAVITY EXTENSION
☂To put the landing gear down by gravity, the flight crew must pull the gear crank out, then turn it clockwise for 3 turns.
☂When the flight crew operates the crank handle, the cutout valve shuts off hydraulic pressure to the landing gear system and depressurizes it.
✈WHEEL SD PAGE
☂(1) The landing gear positions are indicated by 2 triangles for each gear. The indications are as follow:
⛑Green triangle indicates that one LGCIU detects a landing gear downlocked
⛑Red triangle indicates that one LGCIU detects a landing gear in transit
⛑No triangle indicates that one LGCIU detects a landing gear uplocked
⛑Amber crosses will replace the right triangle to indicate that LGCIU 1 or LGCIU 2 has failed.
(2) Landing gear door position indication
(3) UP LOCK This legend appears amber along with a caution on the ECAM if the landing gear uplock is engaged when the landing gear is down locked.
(4)L/G CTL This legend appears amber along with an ECAM caution if the landing gear lever and the landing gear position do not agree. This legend only appears when the landing gear is moving to the selected position
FLT L/G DOWN : This memo appears in green if the aircraft is operated in ferry flight conditions with landing gear down.
✈NOSE L/G - Description
☂A hydraulic actuating cylinder steers the nose wheel.
☂The yellow hydraulic system supplies pressure to the cylinder, and electric signals from the Brake and Steering Control Unit (BSCU) control it.
☂The BSCU receives orders from:
⛑Captain's,
⛑First Officer’s steering hand wheels (orders added algebraically),
⛑Rudder pedals,
⛑Autopilot.
☂The steering system receives actuating hydraulic pressure when:
⛑A/SKID & N/W STRG switch is ON
⛑Towing control lever is in normal position
⛑At least one engine is running
⛑Aircraft is on ground.
☂The handwheel can turn the nosewheel up to 75 ° in either direction. A lever, on the towing electrical box (on nose landing gear),
☂enables ground crew to deactivate the steering system for towing. Then the wheel can be turned 95 ° in either direction.
☂SIDE CONSOLES
As per above figure ....
⛑(1) Steering handwheels
Note: The steering system centers the nose wheel automatically after liftoff.
⛑(2) Rudder PEDALS DISC pb Pressing this button on either handwheel removes control of nose wheel steering from the rudder pedals until the button is released.
☂MEMO DISPLAY
NW STRG DISC : This memo appears, when the nose wheel steering selector is in the towing position and with engines not running.
NW STRG DISC : This memo appears, when the nose wheel steering selector is in the towing position and if at least one engine is running.
✈ SAFETY PRECAUTIONS
☂ wheel chocks are in place,
☂the hydraulic system is depressurized,
☂safety sleeves and safety pins are fitted on the L/G and L/G doors,
☂ground door opening handles are in the open position.
☂MLG or NLG & DOOR SAFETY DEVICES Installation of the safety devices on the MLG and MLG doors.
More topic cover in next post so wait for few days
Previous post here ⤵⬇
https://www.blogger.com/blogger.g?blogID=2372317182008827946#allposts/postNum=0
✈L/G INDICATOR PANEL
☂This panel is connected to LGCIU1, which receives signals from proximity detectors.
⛑ ▿ light: comes on green if the gear is locked down.
⛑UNLK light : comes on red if the gear is not locked in the selected position.
☂ If one UNLK indication remains on, the landing gear position can be confirmed using the WHEEL SD page (information from LGCIU 1 & 2).
✈Only One green triangle on each landing gear is sufficient to confirm that the landing gear is downlocked.
✈LANDING GEAR SELECTOR LEVER
☂A two-position selector lever sends electrical signals to the two LGCIUs. (These control the green hydraulic supply to the landing gear system by means of selector valves.)
☂The flight crew must always move the L/G lever in one continuous movement (i.e. with no stop between both positions).
☂When the flight crew selects UP or DOWN (and if the airspeed is below 260 kt):
⛑All landing gear doors open
⛑Each landing gear moves to the selected position
⛑All landing gear doors close.
✈L/G LEVER UP : This position selects landing gear retraction. While the landing gear doors are opening,
☂the normal brake system brakes the wheels of the main landing gear automatically.
☂A brake band in the nose landing gear well brakes the nose landing gear wheels as the doors close (for aircraft equipped with nose landing gear rubbing strips).
✈ L/G DOWN: This position selects landing gear extension.
☂An interlock mechanism prevents anyone from accidentally retracting the gear while the aircraft is on the ground.
⛑It does so by locking the lever in DOWN position when the shock absorber on either main gear is compressed (aircraft on ground) or
⛑ the nose wheel steering is not centered. ✈The landing gear hydraulic system remains pressurized as long as the landing gear is extended (if green hydraulic pressure is available).
✈RED ARROW This red arrow lights up if the landing gear is not locked down when the aircraft is in the landing configuration, and a red warning appears on ECAM.
✈LANDING GEAR GRAVITY EXTENSION
☂To put the landing gear down by gravity, the flight crew must pull the gear crank out, then turn it clockwise for 3 turns.
☂When the flight crew operates the crank handle, the cutout valve shuts off hydraulic pressure to the landing gear system and depressurizes it.
✈WHEEL SD PAGE
☂(1) The landing gear positions are indicated by 2 triangles for each gear. The indications are as follow:
⛑Green triangle indicates that one LGCIU detects a landing gear downlocked
⛑Red triangle indicates that one LGCIU detects a landing gear in transit
⛑No triangle indicates that one LGCIU detects a landing gear uplocked
⛑Amber crosses will replace the right triangle to indicate that LGCIU 1 or LGCIU 2 has failed.
(2) Landing gear door position indication
(3) UP LOCK This legend appears amber along with a caution on the ECAM if the landing gear uplock is engaged when the landing gear is down locked.
(4)L/G CTL This legend appears amber along with an ECAM caution if the landing gear lever and the landing gear position do not agree. This legend only appears when the landing gear is moving to the selected position
FLT L/G DOWN : This memo appears in green if the aircraft is operated in ferry flight conditions with landing gear down.
✈NOSE L/G - Description
☂A hydraulic actuating cylinder steers the nose wheel.
☂The yellow hydraulic system supplies pressure to the cylinder, and electric signals from the Brake and Steering Control Unit (BSCU) control it.
☂The BSCU receives orders from:
⛑Captain's,
⛑First Officer’s steering hand wheels (orders added algebraically),
⛑Rudder pedals,
⛑Autopilot.
☂The steering system receives actuating hydraulic pressure when:
⛑A/SKID & N/W STRG switch is ON
⛑Towing control lever is in normal position
⛑At least one engine is running
⛑Aircraft is on ground.
☂The handwheel can turn the nosewheel up to 75 ° in either direction. A lever, on the towing electrical box (on nose landing gear),
☂enables ground crew to deactivate the steering system for towing. Then the wheel can be turned 95 ° in either direction.
☂SIDE CONSOLES
As per above figure ....
⛑(1) Steering handwheels
Note: The steering system centers the nose wheel automatically after liftoff.
⛑(2) Rudder PEDALS DISC pb Pressing this button on either handwheel removes control of nose wheel steering from the rudder pedals until the button is released.
☂MEMO DISPLAY
NW STRG DISC : This memo appears, when the nose wheel steering selector is in the towing position and with engines not running.
NW STRG DISC : This memo appears, when the nose wheel steering selector is in the towing position and if at least one engine is running.
✈ SAFETY PRECAUTIONS
☂ wheel chocks are in place,
☂the hydraulic system is depressurized,
☂safety sleeves and safety pins are fitted on the L/G and L/G doors,
☂ground door opening handles are in the open position.
☂MLG or NLG & DOOR SAFETY DEVICES Installation of the safety devices on the MLG and MLG doors.
More topic cover in next post so wait for few days
Previous post here ⤵⬇
https://www.blogger.com/blogger.g?blogID=2372317182008827946#allposts/postNum=0
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