LANDING GEAR

ATA 32

B-737NG ATA 32-00

TRAINING MANUAL
Page - 1 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 2 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

STUDENT LEARNING OBJECTIVES:

Upon completion, the student will be able to demonstrate an understanding of

this section by receiving an 80% or higher score on a comprehensive
examination, meeting ATA Specification Level III criteria.

The student will:

• Identify the landing gear indications in the flight deck.

• Identify the components of the main landing gear indication system.

• Explain the steps required to perform a BITE of the proximity switch

electronics unit. Including air/ground override and LRU tests.

• Identify the components of the antiskid system.

• Identify the components of the autobrake system.

• Identify the hydraulic requirements for performing a normal and an

alternate AACU BITE test.

• Identify the flight deck indications of a AACU fault.

• Identify the possible sources of brake hydraulic pressure.

• Explain the operation of the manual gear extension system.

 LANDING GEAR

TABLE OF CONTENTS Air / Ground System - Functional Description ....................................... 52

Main Landing Gear and Doors - Introduction .......................................... 2 Air / Ground System - PSEU BITE ........................................................54

Nose Landing Gear and Doors - Introduction .......................................... 4 Hydraulic Brake System - Functional Description ................................. 58

Landing Gear Control System - Lever Assembly .................................... 6 Hydraulic Brake System - Alt Brake Selector and Accum Isol Valve ..... 60

Landing Gear Control System - Transfer Valve .................................... 10 Hydraulic Brake System - Brake Accumulator ....................................... 62

Landing Gear Control System - Functional Description ......................... 12 Hydraulic Brake System - Brake Metering Valve Assembly ..................64

MLG Extension and Retraction - Functional Description ....................... 16 Hydraulic Brake System - Brake Assembly ...........................................68

NLG Extension and Retraction - Functional Description ....................... 24 Parking Brake System - Parking Brake Shutoff Valve ...........................72

Manual Extension System - Control Mechanism ................................... 28 Parking Brake System - Functional Description ....................................74

Nose Wheel Steering System - Introduction .......................................... 32 Antiskid / Autobrake System - Antiskid General Description ................. 76

Nose Wheel Steering Sytem - Rudder Pedal Steering Mechanism ....... 34 Antiskid / Autobrake System - Antiskid Valve ........................................ 78

LG Position Indicating and Warning System - MLG Up and Locked ...... 38 Antiskid / Autobrake System - Antiskid Fault Indication ........................ 84

LG Position Indicating and Warning System - MLG Down/Locked ...... 40 Antiskid / Autobrake System - Autobrake Selector and Disarm Light .... 86

LG Position Indicating and Warning System - NG Up/Down Lock ........ 42 Antiskid / Autobrake System - Autobrake General Description ............. 88

LG Position Indicating and Warning System - NG Down Sensor .......... 44 Antiskid / Autobrake System - Autobrake Pressure Control Module ..... 90

LG Position Indicating and Warning System - LG Indication ................. 46 Antiskid / Autobrake System - Autobrake Functional Description .........92

Air / Ground System - MLG Compressed Sensors ............................... 48 Antiskid / Autobrake System - AACU BITE ...........................................94

Air / Ground System - NLG Compressed Sensors ................................ 50 Tail Skid - Functional Description .......................................................... 98

B-737NG ATA 32-00

TRAINING MANUAL
Page - 3 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 4 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

MAIN LANDING GEAR AND DOORS - INTRODUCTION Main Landing Gear Shock Strut Doors

These are the three doors for each main landing gear:
Purpose
- Outer door
The two Main Landing Gear (MLG) absorb landing forces and hold most of the - Center door
airplane weight when the airplane makes a landing. The main landing gear also - Inner door
transmits the braking forces to the airplane structure.
The MLG shock strut doors open to let the main landing gear extend and
These are the landing gear structural systems: retract. The doors aerodynamically seal the opening in the lower surface of the
wing and the wing to body fairing.
- The main landing gear (MLG) and doors
- The nose landing gear (NLG) and doors There are no wheel well doors. The outboard surface of the outboard wheels
operate as aerodynamic covers for the main gear wheel well when the main
The landing gear extension and retraction systems extend and retract the landing gear retracts. The wheel well seal system supplies an aerodynamic
landing gear. seal around the outboard tire.

The nose wheel steering system supplies the ground directional control of the Outer Door
airplane.
The outboard edge of the outer door turns on a hinge. The outer door hinge is
The tail skid protects the lower aft fuselage if the airplane rotates too much on the airplane wing structure along the outboard edge of the door. The outer
during takeoff and landing. door control rod connects to the shock strut trunnion. It operates the outer door.

Main Landing Gear Center Door

Each main landing gear has two wheels. The side strut holds the main landing The center door attaches to the shock strut.
gear in the extended position. The side strut has an upper and a lower part. A
downlock strut moves to an over-center position to lock the main landing gear in Inner Door
the down position.
The inner door turns on a hinge on the center door. A control rod connected to
Each main landing gear has these components: the lower side strut operates the inner door.

- Shock strut Training Information Point

- Torsion links
- Side strut Be careful when you move around the inner door. The sharp point on the inner
- Reaction link door can cause injury to persons.
- Downlock strut
CAUTION: MAKE SURE THAT THE STRUT DOORS ARE CLEAR OF THE
A jack pad is on the bottom of the shock strut. The jack pad permits the inner WING PANELS BEFORE YOU FULLY RETRACT THE GEAR.
cylinder to be moved up for wheel and tire replacement. THE STRUT DOORS CAN CAUSE DAMAGE TO THE WING
PANELS THE DOORS ARE NOT CLEAR.
 REACTION DOWNLOCK
LINK STRUT

REACTION OUTER
LINK DOOR
DOWNLOCK
STRUT
CENTER
FWD UPPER DOOR
SIDE
STRUT
UPPER LOWER
SIDE SIDE
STRUT STRUT
SHOCK
OUTER STRUT
DOOR INNER
SHOCK GAS
STRUT DOOR
CHARGING
VALVE
CENTER
DOOR LOWER
SIDE
STRUT
INNER
DOOR
OIL
TORSION CHARGING
LINKS VALVE

JACK PAD
RIGHT MAIN LANDING GEAR
OUTBOARD (LOOKING FORWARD)
FWD WHEEL
(INBOARD
NOT SHOWN)

RIGHT MAIN LANDING GEAR

MAIN LANDING GEAR AND DOORS - INTRODUCTION
32-10-00-001
B-737NG ATA 32-00
TRAINING MANUAL
Page - 5 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 6 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

NOSE LANDING GEAR AND DOORS - INTRODUCTION Training Information Point

Obey this caution when you operate the nose gear steering:
Purpose
CAUTION: THE NOSE GEAR SHOCK STRUT MUST BE COMPRESSED AT
The nose landing gear absorbs landing forces and holds the forward part of the LEAST 3.5 INCHES BEFORE YOU OPERATE THE NOSE GEAR
airplane weight when the airplane makes a landing. STEERING. IF THE SHOCK STRUT IS NOT COMPRESSED, THE
CENTERING CAMS CAN BE DAMAGED.
The nose landing gear doors open to permit gear operation. They close to
aerodynamically seal the nose landing gear wheel well. CAUTION: DELTA AIRLINES WILL BE USING A CLAMP TYPE
TOWBAR SIMILIAR TO THE 727/757 TOWBAR FOR USE ON THE
Nose Landing Gear ENTIRE 737 FLEET. DO NOT TRY TO USE THE YOKE TYPE
(MD88) TOWBAR ON THE 737-800. THESE AIRCRAFT WILL
The nose landing gear is a conventional two wheel gear. A drag strut holds the NOT HAVE THE BUSHINGS INSTALLED IN THE NOSE GEAR
nose gear in the extended or retracted position. The drag strut has a upper and AXLE TO ACCEPT THIS TYPE OF TOWBAR. USING THE MD-88
lower part. A lock link moves to an over-center position to lock the drag strut in TYPE TOWBAR COULD CAUSE INJURY TO PERSONNEL AND
both up and down positions. DAMAGE TO AIRCRAFT OR GROUND EQUIPTMENT.

These are the nose landing gear components:

- Shock strut
- Drag strut
- Lock link
- Torsion links

A tow fitting is between the nose landing gear tires.

A jack pad is on the bottom of the shock strut.

You can disconnect the torsion links to permit the nose landing gear to move
more than the normal steering limits (78 degrees).

Nose Landing Gear Doors

Two doors aerodynamically seal the nose landing gear wheel well to decrease
drag. The doors attach to the outboard edges of the nose landing gear wheel
well. The doors connect to the shock strut and move mechanically when the
nose landing gear extends or retracts.
 DRAG STRUT

LOCK
LINK UPPER LOCK
DRAG LINK
STRUT

FWD LOWER
DRAG SHOCK
STRUT STRUT
SHOCK
STRUT OIL
CHARGING
VALVE 1
TORSION
LINKS
TORSION
LINKS
WHEEL WELL
DOOR (2)

SHOCK SHOCK
STRUT STRUT

JACK PAD TOW TOW

FITTING FITTING
JACK PAD
FWD FWD
1 GAS CHARGING VALVE
NOT SHOWN NOSE LANDING GEAR NOSE LANDING GEAR AND DOORS
(ON TOP OF STRUT)
NOSE LANDING GEAR AND DOORS - INTRODUCTION
32-20-00-001
B-737NG ATA 32-00
TRAINING MANUAL
Page - 7 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 8 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

LANDING GEAR CONTROL SYSTEM - LEVER ASSEMBLY the down position. The up position switches send signals when the lever moves
to the up position.

Purpose When you put the landing gear lever in the down position, the down position
switches move to the closed position. This sends signals to the landing gear
The landing gear control lever assembly operates the landing gear selector position and warning system.
valve through the landing gear control cables.
When you put the landing gear lever in the up position, the up position switches
Physical Description move to the closed position. This sends signals to the antiskid system.

The control lever assembly has these components: The proximity switch electronics unit sends a signal to energize the lever lock
solenoid when all of these conditions are true:
- Control lever
- Position switch (4) - Ground spoiler interlock valve closed
- Lock mechanism - Air/ground system 1 in air mode
- Lever lock solenoid - Air/ground system 1 in air test switch not in test position

Location When the lever lock solenoid energizes it retracts. This turns the lever lock to
the not locked position. This permits the pilot to move the landing gear lever to
The landing gear control lever is on the P2 center forward panel in the flight the UP position.
compartment.
Training Information Point
Functional Description
If the solenoid fails, you can mechanically release the landing gear lever lock
The landing gear control lever has these three positions with detents: with the lever lock override trigger.

- UP
- OFF
- DOWN

You must first pull the control lever out before you can move the lever. The
lever operates a push-pull cable which moves the forward quadrant. The
forward quadrant is below the flight compartment floor.

The control lever assembly has a lever lock mechanism operated by a lever lock
solenoid. The lever lock prevents accidental movement of the landing gear
lever to the up position when the airplane is on the ground. When the airplane
takes off, the solenoid gets electrical power and releases the lever lock.

The landing gear control lever assembly has four control lever position
switches. Two down position switches send signals when the lever moves to
 LANDING GEAR
CONTROL CABLES LANDING GEAR
SELECTOR VALVE
AND QUADRANT
PUSH-PULL ASSEMBLY
CABLE

NOSE
GEAR r
NOSE
GEAR g
FLIGHT COMPARTMENT LANDING GEAR LEFT RIGHT
FORWARD PANEL POSITION LIGHTS GEAR r GEAR r
LEFT RIGHT
CONTROL LEVER LANDING GEAR GEAR g GEAR g
FORWARD QUADRANT CONTROL SYSTEM

LANDING GEAR
CONTROL LEVER UP
L
A
N
D
I
N
CONTROL LEVER G
OFF
POSITION SWITCH
(2) (DOWN) G
E
(S1, S2) A
LEVER LOCK R
DN
OVERRIDE
TRIGGER

CONTROL LEVER
PUSH-PULL POSITION SWITCH
CABLE (2) (UP) LANDING GEAR
(S3, S4) LIMIT (IAS)
OPERATING
EXTEND 270-.82M
DETENT RETRACT 235K
EXTENDED 320K-.82M
PLATE FLAPS LIMIT (IAS)
LEVER LOCK 1-230K
2-230K
15-195K
25-190K
SOLENOID FWD 5-225K 30-185K
10-210K 40-158K
LEVER LOCK 230K ALT FLAP EXT

MECHANISM
(LOCK POSITION)
LANDING GEAR
LANDING GEAR CONTROL LEVER ASSEMBLY PANEL (P2)
LANDING GEAR CONTROL SYSTEM - LEVER ASSEMBLY
32-31-00-002
B-737NG ATA 32-00
TRAINING MANUAL
Page - 9 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 10 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

LANDING GEAR CONTROL SYSTEM - SELECTOR VALVE

Purpose

The landing gear selector valve supplies pressure to extend and retract the
main landing gear and the nose landing gear.

Location

The selector valve is in the main landing gear wheel well on the upper bulkhead.

Physical Description

The landing gear control cables supply the position of the landing gear control
lever to the selector valve through a control rod. The manual extension system
supplies electrical signals to the selector valve.
 LEFT MAIN LANDING GEAR
(LOOKING FORWARD)

CONTROL
ROD

MAIN LANDING GEAR WHEEL WELL

(LEFT SIDE, LOOKING FORWARD)

ELECTRICAL
FWD CONNECTOR

LANDING GEAR SELECTOR VALVE

(LOOKING UP)
LANDING GEAR CONTROL SYSTEM - SELECTOR VALVE
32-31-00-005
B-737NG ATA 32-00
TRAINING MANUAL
Page - 11 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 12 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

LANDING GEAR CONTROL SYSTEM - TRANSFER VALVE

Purpose

The landing gear transfer valve changes the pressure supply for landing gear
retraction from hydraulic system A to hydraulic system B.

The landing gear transfer valve moves automatically to the alternate position
when all of these conditions occur:

- Airplane in the air

- Landing gear lever not down
- One main landing gear not up
- Left engine N2 speed less than 50%
- Hydraulic system B pressure supplied to valve

The landing gear transfer valve operates manually when all of these conditions
occur:

- Alternate nose wheel steering switch to the alternate position

- Normal quantity in system B reservior
- Nose air/ground system in ground mode

You can also manually operate the landing gear transfer valve with the BITE of
the Proximity Switch Electronics Unit (PSEU).

Location

The landing gear transfer valve is in the main landing gear wheel well on the
forward end of the keel beam.

Physical Description

The landing gear transfer valve gets signals from the PSEU.

The position switch on the landing gear transfer valve sends a signal to the
PSEU when the valve moves to the alternate position.
 LEFT MAIN LANDING GEAR
(LOOKING FORWARD)

SOLENOID
VALVE

ELECTRICAL
CONNECTOR

FWD
MAIN LANDING GEAR WHEEL WELL KEEL BEAM

POSITION
SWITCH FWD

LANDING GEAR TRANSFER VALVE

LANDING GEAR CONTROL SYSTEM - TRANSFER VALVE
32-31-00-004
B-737NG ATA 32-00
TRAINING MANUAL
Page - 13 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 14 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

LANDING GEAR CONTROL SYSTEM - FUNCTIONAL When you move the landing gear control lever to the OFF position, the selector
DESCRIPTION - HYDRAULIC valve moves to the off position. Extension and retraction components do not
pressurize.

General When the landing gear control lever moves to the DOWN position, the selector
valve moves to the down position. Down pressure goes to the landing gear
Hydraulic system A normally supplies pressure for landing gear extension and components for landing gear extension. Down pressure also moves the bypass
retraction. Hydraulic system B supplies pressure for retraction only, through valve to the normal position.
the landing gear transfer valve.
When the landing gear control lever moves to the UP position, the selector
Landing Gear Transfer Valve valve moves to the up position. Up pressure goes through the bypass valve to
the landing gear components for landing gear retraction.
The landing gear transfer valve has these components:
The manual extend solenoid valve has a normal position and an alternate
- Solenoid valve position. When the coil on the manual extend solenoid valve does not receive a
- Slide valve signal, a spring moves the manual extend solenoid valve to the normal position.
- Position switch
The bypass valve has a normal and a bypass position. Pressure from the slide
When the solenoid valve does not receive a signal, pressure from hydraulic valve or the manual extend solenoid valve operates the bypass valve. During
system A moves the slide valve to the normal position. In the normal position, normal landing gear operation, the bypass valve moves to the normal position.
the landing gear transfer valve sends hydraulic system A pressure to the
landing gear selector valve. When you operate the manual extension system, the manual extend solenoid
valve energizes. The manual extend solenoid valve moves to the alternate
When the solenoid valve receives a signal from the Proximity Switch Electronics position. When the manual extend solenoid valve moves to the alternate
Unit (PSEU), the solenoid valve opens. This sends hydraulic system B position, pressure goes to move the bypass valve to the bypass position.
pressure to move the slide valve to the alternate position. In the alternate
position, the landing gear transfer valve sends hydraulic system B pressure to When the bypass valve moves to the bypass position, up pressure does not go
the landing gear selector valve. to the landing gear. Also the bypass valve connects the landing gear retraction
up pressure lines to the hydraulic system return. This lets the manual extension
When the slide valve moves to the alternate position, the position switch on the system extend the gear if the slide valve of the selector valve jams in the up
landing gear transfer valve closes. This sends a ground to the Built-In-Test position.
Equipment (BITE) of the PSEU.
Nose Wheel Steering
Landing Gear Selector Valve
The pressure for nose wheel steering comes from the nose landing gear
The landing gear selector valve has these components: extension pressure only. Hydraulic system A normally supplies pressure to the
nose wheel steering system. When you move the alternate nose wheel steering
- Slide valve switch on the P1 panel to the ALT position the landing gear transfer valve
- Manual extend solenoid valve moves to the alternate position. When you operate the alternate nose wheel
- Bypass valve steering switch the airplane must be on the ground and there must be normal
quantity in the hydraulic system B reservoir.
 HYDRAULIC HYDRAULIC
SYSTEM A SYSTEM B

SOLENOID
VALVE
SLIDE
VALVE OPEN
CLOSED

NORM ALT
LANDING GEAR TRANSFER VALVE

PROXIMITY SWITCH
ELECTRONICS UNIT
LANDING GEAR
CONTROL LEVER
MANUAL EXTEND
SOLENOID VALVE UP OFF
DOWN
ALTERNATE NOSE WHEEL
STEERING SWITCH
SLIDE
MANUAL BYPASS VALVE
EXTENSION VALVE
ALT NORM

BYPASS NORM
LANDING GEAR DOWN
SELECTOR VALVE PRESSURE
ONLY

LEGEND MAIN LANDING GEAR NOSE LANDING GEAR NOSE WHEEL

PRESSURE EXTENSION AND RETRACTION EXTENSION AND RETRACTION STEERING
RETURN
LANDING GEAR CONTROL SYSTEM - FUNCTIONAL DESCRIPTION - HYDRAULIC
32-31-00-010
B-737NG ATA 32-00
TRAINING MANUAL
Page - 15 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 16 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

LANDING GEAR CONTROL SYSTEM - LANDING GEAR Training Information Point

TRANSFER VALVE - FUNCTIONAL DESCRIPTION
You can use the BITE on the PSEU to test the operation of the landing gear
transfer valve.
Automatic Operation

The landing gear transfer valve automatically moves to the alternate position
when all of these conditions occur:

- Airplane in the air

- Landing gear lever not down
- One main landing gear not up
- Left engine N2 speed less than 50%
- Hydraulic system B pressure to valve

The air/ground systems in the Proximity Switch Electronics Unit (PSEU) supply
air/ground information. The landing gear indication function of the PSEU
supplies main landing gear position and landing gear control lever position. The
left engine running relay supplies a signal when the engine speed decreases
less than 50%. Two circuit breakers supply 28vdc power.

The PSEU processes the inputs and supplies two signals to the coils on the
solenoid valve on the landing gear transfer valve.

The position switch on the transfer valve sends a ground to the BITE in the
PSEU.

Manual Operation

When the airplane is on the ground and with normal quantity in the hydraulic
system B reservoir, the landing gear transfer valve moves to the alternate
position when you move the alternate nose wheel steering switch on the P1
panel to the ALT position.

The system B low quantity latch prevents operation of the landing gear transfer
valve when the alternate nose wheel steering switch is in the alternate position,
and the system B hydraulic quantity momentarily decreases to less than 66
percent. The latch sets when the nose air/ground system is in the ground
mode and the system B quantity is low. The latch resets when the alternate
nose wheel steering switch is in the normal position.
 28V DC
BUS 1
HYD SYS LG SYS
XFR VALVE PRI LEFT MLG NOT UP & LOCKED
28V DC LOCKED (SYS 1 & SYS 2)
BUS 1
HYD SYS LG SYS RIGHT MLG NOT UP & LOCKED IN AIR
XFR VALVE SEC LOCKED (SYS 1 & SYS 2) TRANSFER
P6
LEFT ENGINE LESS THAN IDLE
N2 < 50% AIRPLANE IN AIR
LANDING GEAR LEVER NOT DOWN

LEFT ENGINE NOSE ON GROUND NORMAL

RUNNING RELAY
ALT NWS SWITCH TO ALT
HYD SYS B QTY NORMAL ON GROUND
NOSE ON GROUND TRANSFER ALT
SET
HYD SYS B QTY < 66% POSITION
< 66% SWITCH
ALT NWS SWITCH TO NORMAL RESET
HYD SYS B PRIMARY LG
QTY XMTR SYS B LOW XFER TEST
QTY LATCH
PRIMARY
ALT

(INTERNALS SAME AS PRIMARY)

ALT NOSE WHEEL
STEERING SWITCH BITE

SECONDARY
PROXIMITY SWITCH ELECTRONICS UNIT (E11) LANDING GEAR
XFER VALVE

LANDING GEAR CONTROL SYSTEM - LANDING GEAR TRANSFER VALVE - FUNCTIONAL DESCRIPTION
32-31-00-009
B-737NG ATA 32-00
TRAINING MANUAL
Page - 17 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 18 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

MLG EXTENSION AND RETRACTION - FUNCTIONAL Retraction

DESCRIPTION
The landing gear selector valve supplies up pressure when the landing gear
lever moves to the up position.
General
Up pressure goes to the transfer cylinder. This sets the piston in the transfer
The extension and retraction sequence is the same for the left and the right cylinder to move to the down side. This gives a time delay to let the downlock
main landing gear. actuator extend to unlock the downlock strut.

The MLG extension and retraction system includes these hydraulic Up pressure goes to the downlock actuator. The downlock actuator extends
components: and unlocks the downlock strut.

- Main landing gear actuator When the transfer cylinder piston comes to the end of the down side, up
- Downlock actuator pressure goes to the up side of the gear actuator. The gear actuator applies a
- Uplock actuator retraction force on the main landing gear and moves it up.
- Transfer cylinder
- Frangible fitting As the gear uplock roller moves into the hook of the uplock mechanism, the
uplock mechanism moves to the locked position. The uplock actuator does not
Extension get up pressure.

The landing gear selector valve supplies down pressure when the landing gear The frangible fitting removes up pressure from the main landing gear actuator
lever moves to the down position. when a damaged, spinning tire moves into the main landing gear wheel well.
This prevents damage to components in the wheel well.
Down pressure goes to the transfer cylinder. This sets the piston in the transfer
cylinder to move to the up side. This gives a time delay to let the uplock The flow limiter in the up pressure limits the maximum flow to the main landing
actuator unlock the uplock mechanism. gear to 8 gpm. The flow limiter makes sure hydraulic system pressure stays
normal for other airplane systems that also use hydraulic pressure.
Down pressure also goes to the uplock actuator. The uplock actuator retracts
and this unlocks the uplock mechanism. Up pressure also goes to the alternate brake system. This stops wheel rotation
during main landing gear retraction.
When the transfer cylinder piston comes to the end of the up side, down
pressure goes to the down side of the gear actuator. The gear actuator applies
an extension force on the main landing gear and moves it down.

Down pressure goes to retract the downlock actuator. The downlock actuator
moves the downlock strut to the locked position as the main landing gear
extends.
 FROM LANDING GEAR
TRANSFER VALVE

RETURN
PRESSURE

LANDING GEAR
SELECTOR VALVE
DOWN UP GEAR RETRACT
PRESSURE PRESSURE BRAKE PRESSURE ALTERNATE
BRAKE
SYSTEM

FRANGIBLE
FITTING

TRANSFER FLOW
CYLINDER LIMITER

MAIN GEAR DOWNLOCK UPLOCK

ACTUATOR ACTUATOR ACTUATOR

MLG EXTENSION AND RETRACTION - FUNCTIONAL DESCRIPTION

32-32-00-008
B-737NG ATA 32-00
TRAINING MANUAL
Page - 19 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 20 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

MLG EXTENSION AND RETRACTION - FRANGIBLE FITTING

Purpose

The frangible fitting removes up pressure from the main landing gear actuator
when a damaged, spinning tire moves into the main landing gear wheel well.
This prevents damage to components in the wheel well.

Physical Description

The frangible fitting is a normally closed valve. It opens when a force removes
the lever from the fitting.

Location

There is a frangible fitting on the outboard side of both wheel well rings in the
main landing gear wheel well.

Functional Description

The frangible fitting operates during this sequence of events:

- A section of tread partially separates from a main landing gear tire

- The landing gear starts to retract
- The gear retract braking has a fault and does not stop the wheel before it
moves into the wheel well
- The section of tread removes the lever from the frangible fitting
- The frangible fitting opens
- Up pressure is removed from the main landing gear actuator
- The main landing gear that has the damaged tire stops retraction and moves
towards the extended position
- The fuse in the up pressure line closes, which stops the loss of fluid from the
hydraulic system
 FWD

FWD
LEFT MLG WHEEL WELL

MAIN GEAR
UP PRESSURE
ACTUATOR

FRANGIBLE
FITTING
DOWNLOCK LEVER
ACTUATOR

FRANGIBLE FITTING
MLG EXTENSION AND RETRACTION - FRANGIBLE FITTING
32-32-00-009
B-737NG ATA 32-00
TRAINING MANUAL
Page - 21 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 22 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

MLG EXTENSION AND RETRACTION - UPLOCK MECHANISM

AND ACTUATOR - FUNCTIONAL DESCRIPTION

Physical Description

The MLG uplock mechanism uses over-center locking to keep the main landing
gear up and locked. Two springs hold the uplock hook in the up and locked
position.

The MLG uplock actuator is a two-position piston-type actuator. It retracts to

unlock the main landing gear. The actuator does not receive pressure during
landing gear retraction.

Main Landing Gear Extension

During main landing gear extension, the MLG uplock actuator receives pressure
to retract. The actuator moves the uplock mechanism to the unlocked position.

Main Landing Gear Retraction

During main landing gear retraction, the roller on the MLG shock strut engages
the uplock hook, this moves the uplock mechanism to the over-center locked
position. Lock springs hold the mechanism in the up and locked position.

The restrictor in the extend port of the actuator slows the movement of the
uplock mechanism when the roller moves into the uplock hook.
 UPLOCK
ACTUATOR

UPLOCK
ROLLER
SPRING
MAIN LANDING
UPLOCK GEAR SHOCK
HOOK STRUT
MAIN LANDING GEAR UPLOCK MECHANISM
(UNLOCKED, GEAR DOWN)

DOWN
RETURN PRESSURE

MAIN LANDING GEAR UPLOCK MECHANISM

(LOCKED, GEAR UP)

UPLOCK ACTUATOR
MLG EXTENSION AND RETRACTION - UPLOCK MECHANISM AND ACTUATOR - FUNCTIONAL DESCRIPTION
32-32-00-005
B-737NG ATA 32-00
TRAINING MANUAL
Page - 23 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 24 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

MLG EXTENSION AND RETRACTION - DOWNLOCK SPRINGS

AND ACTUATOR

General

The downlock springs hold the downlock mechanism in an over-center locked

position when the main landing gear moves to the down and locked position.

The downlock actuator locks and unlocks the downlock mechanism during main
landing gear extension and retraction.

Downlock Springs

The downlock springs attach to the inboard side of the reaction link and to the
downlock strut.

Downlock Actuator

The body of the downlock actuator attaches to the inboard side of the reaction
link. The rod end of the downlock actuator attaches to the downlock
mechanism.

The downlock actuator is a piston-type actuator. The actuator retracts to lock

the downlock mechanism during main landing gear extension. The actuator
extends to unlock the downlock mechanism during main landing gear retraction.
 DOWNLOCK
SPRING (2)
DOWNLOCK
ACTUATOR
REACTION
LINK

DOWNLOCK
MECHANISM
UPPER
SIDE
STRUT
DOWN UP
PRESSURE PRESSURE
LEFT MAIN LANDING GEAR
(LOOKING FORWARD) FWD

MLG SIDE STRUT DOWN LOCK

DOWNLOCK ACTUATOR
MLG EXTENSION AND RETRACTION - DOWNLOCK SPRINGS AND ACTUATOR
32-32-00-006
B-737NG ATA 32-00
TRAINING MANUAL
Page - 25 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 26 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

NLG EXTENSION AND RETRACTION - FUNCTIONAL Up pressure also goes to the lock actuator. The lock actuator retracts to unlock
DESCRIPTION the lock mechanism.

When the transfer cylinder piston comes to the end of the down side, up
General pressure goes to the up side of the gear actuator. The gear actuator applies a
retraction force on the nose landing gear and moves it up.
The NLG extension and retraction system includes these hydraulic
components: As the nose landing gear moves to the up and locked position, the lock actuator
again retracts. This occurs with up pressure to lock the lock mechanism.
- Gear actuator
- Lock actuator Nose Wheel Steering
- Transfer cylinder
- Valve manifold The nose wheel steering system receives pressure when the landing gear
selector valve moves to the down position.
Extension

The landing gear selector valve supplies down pressure when the landing gear
lever moves to the down position.

Down pressure goes to the transfer cylinder. This sets the piston in the transfer
cylinder to move to the up side. This gives a time delay to let the lock actuator
unlock the lock mechanism.

Down pressure also goes to the lock actuator. The lock actuator extends to
unlock the lock mechanism.

When the transfer cylinder piston comes to the end of the up side, down
pressure goes to the down side of the gear actuator. The gear actuator applies
an extension force on the nose landing gear and moves it down.

As the nose landing gear moves to the down and locked position, the lock
actuator again extends with down pressure to lock the lock mechanism.

Retraction

The landing gear selector valve supplies up pressure when the landing gear
lever moves to the up position.

Up pressure goes to the transfer cylinder. This sets the piston in the transfer
cylinder to move to the down side. This gives a time delay to let the lock
actuator unlock the lock mechanism.
 LANDING GEAR
SELECTOR VALVE

DOWN UP
PRESSURE PRESSURE

FLOW
LIMITER

TRANSFER NOSE WHEEL

CYLINDER STEERING SYSTEM

VALVE
MANIFOLD

NOSE GEAR LOCK

ACTUATOR ACTUATOR

NLG EXTENSION AND RETRACTION - FUNCTIONAL DESCRIPTION

32-33-00-007
B-737NG ATA 32-00
TRAINING MANUAL
Page - 27 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 28 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

NLG EXTENSION AND RETRACTION - LOCK MECHANISM Extension

AND LOCK ACTUATOR
Before gear extension, the NLG lock actuator extends. This unlocks the NLG
lock mechanism and permits the NLG to extend.
Lock Mechanism
Hydraulic pressure stays on the extend side of the NLG lock actuator while the
The Nose Landing Gear (NLG) lock mechanism has these components: gear moves down.

- Forward lock link The NLG lock actuator moves the NLG lock mechanism to the lock position
- Aft lock link when the NLG moves to the extended position.
- Bungee springs (2)
The bungee springs hold the lock links in the over-center locked position. This
The NLG lock mechanism uses an over-center device to lock the NLG in the holds the NLG in the extended position.
extended or the retracted position. Two bungee springs keep the lock links in
these positions.

Lock Actuator

The NLG lock actuator unlocks the NLG lock mechanism at the start of an
extension or retraction sequence. The lock actuator also locks the lock
mechanism when the NLG moves to the fully extended or retracted positions.

The NLG lock actuator is a two-position hydraulic actuator.

Retraction

Before gear retraction, the NLG lock actuator retracts. This unlocks the NLG
lock mechanism and lets the NLG retract.

The hydraulic pressure stays on the retract side of the NLG lock actuator while
the gear moves up.

The NLG lock actuator moves the NLG lock mechanism to the lock position
when the NLG moves to the retracted position.

The bungee springs hold the lock links in the over-center locked position. This
holds the NLG in the retracted position.
 UPPER
DRAG BRACE

BUNGEE
SPRINGS
AFT LOCK
LINK

LOWER
DRAG
BRACE

FORWARD
LOCK
LOCK LINK
ACTUATOR

DOWN AND LOCKED

IN TRANSIT

UP
PRESSURE

DOWN
PRESSURE
LOCK ACTUATOR UP AND LOCKED

NLG EXTENSION AND RETRACTION - LOCK MECHANISM AND LOCK ACTUATOR

32-33-00-004
B-737NG ATA 32-00
TRAINING MANUAL
Page - 29 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 30 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

MANUAL EXTENSION SYSTEM - CONTROL extension. When you release the manual extension handle, the return spring
MECHANISM moves the extension linkage to the normal position.

NLG Operation
Purpose
Pull on the NLG manual extension handle in the flight compartment to operate
The manual extension control mechanism transmits inputs from the flight the NLG manual extension system.
compartment to the release mechanism of the nose landing gear and extension
linkages of the main landing gears. When you pull on the handle, the quadrant turns the cam in the release
mechanism. The cam operates the cam roller which then turns the release
Location roller forward.

The manual extension control mechanism is below the flight compartment floor. When the release roller rotates forward, it pushes on the forward lock link of the
You gain access to the manual extension control mechanism handles through nose landing gear. This unlocks the lock mechanism and the nose landing gear
an access door in the floor of the flight compartment. extends to the down and locked position by airloads and gravity.

Physical Description CAUTION: DO NOT HOLD THE MANUAL EXTENSION HANDLE IN ANY
EXTENDED POSITION DURING HYDRAULIC OPERATION OF
There are three manual extension handles. One is for the nose landing gear THE LANDING GEAR.
and one for each main landing gear. They permit operation of the manual
extension system for each gear. The handles connect to cables that go to cable
quadrants.

Manual extension control cables go from each cable quadrant to the release
mechanism of the nose landing gear and the extension linkages of the right and
left main landing gear.

When you open the access door to the manual extension control mechanism,
an access door position switch sends a signal to the bypass valve on the
landing gear selector valve. The bypass valve moves to the bypass position.
This makes sure the landing gear hydraulic components are connected to the
hydraulic system return. This prevents a hydraulic lock which may not permit
manual extension of the landing gear.

MLG Operation

Pull the right or the left main gear manual extension handles in the manual
extension control mechanism to operate the system. This pulls the right or left
MLG manual extension cables which go to the right or the left MLG manual
extension linkages. This permits the MLG to extend by gravity during manual
 MAIN LANDING GEAR MANUAL
EXTENSION LINKAGE

MAIN LANDING GEAR

MANUAL EXTENSION
CONTROL CABLES
ACCESS DOOR
FWD POSITION SWITCH
MAIN GEAR ACCESS
MANUAL DOOR
EXTENSION
HANDLES

FLIGHT
COMPARTMENT
CABLE FLOOR
QUADRANTS

ACCESS FWD
DOOR
FLIGHT COMPARTMENT MANUAL EXTENSION CONTROL MECHANISM
MANUAL EXTENSION SYSTEM - CONTROL MECHANISM
32-34-00-002
B-737NG ATA 32-00
TRAINING MANUAL
Page - 31 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 32 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

NOSE WHEEL STEERING SYSTEM - SUMMING MECHANISM - Bypass/relief valve (not shown)
AND STEERING METERING VALVE MODULE - Compensator
- Towing shutoff valve and lever
- Swivel valve (2)
General
The metering valve controls hydraulic flow to the steering actuators.
The nose wheel steering summing mechanism mixes steering wheel input and
nose gear position feedback to control the nose wheel steering metering valve. The dynamic load damper supplies shimmy damping to the nose landing gear.

The steering metering valve module controls the flow of hydraulic pressure to The bypass/relief valve gives protection to the steering actuators against high
the steering actuators. hydraulic pressures. High hydraulic pressures can occur if you tow the airplane
with the tow lever in the normal position.
Location
The compensator keeps backpressure in the steering metering valve. The
The summing mechanism is above the upper steering plate on the front of the backpressure supplies a force to dampen shimmy, and fluid for the actuators
nose landing gear. A protective cover (not shown) is on the summing when the nose wheel steering system does not have hydraulic system pressure.
mechanism.
A towing lever on the steering metering valve module controls a towing shutoff
The steering metering valve is on the upper steering plate on the front of the valve.
nose landing gear.
The swivel valves control hydraulic flow to the two sides of the steering
Summing Mechanism actuators.

The summing mechanism has these components: Functional Description

- Summing lever Steering wheel or rudder pedal input moves the summing mechanism from the
- Pulley (2) neutral position. This makes an input to the steering metering valve module
- Input rod which sends pressure to the nose wheel steering actuators. The nose wheel
steering actuators turn the nose landing gear wheels.
The pulleys connect to each side of the summing lever. The control cable winds
around each pulley. The movement of the nose gear wheels moves the summing mechanism back
towards the neutral position. When the nose landing gear wheel position
The summing mechanism pivots about its center. The input rod connects the agrees with the steering wheel or rudder pedal position, the summing
summing mechanism to the steering metering valve. mechanism moves the metering valve to the neutral position. This stops the
flow to the nose wheel steering actuators.
Steering Metering Valve Module
A towing lever permits you to depressurize the nose wheel steering system.
The steering metering valve module has these components: Because of this, you do not have to depressurize hydraulic system A to tow the
airplane.
- Metering valve
- Dynamic load damper
 COMPENSATOR

DYNAMIC
LOAD DAMPER

STEERING
METERING
VALVE MODULE

NOSE LANDING INPUT ROD

GEAR

SUMMING
LEVER

PULLEY
UPPER
TOWING STEERING
LEVER PLATE
SWIVEL LOWER
VALVE STEERING
FWD PLATE

NOSE WHEEL STEERING COMPONENTS

SUMMING MECHANISM (PROTECTIVE COVER REMOVED)
PROTECTIVE COVER

NOSE WHEEL STEERING SYSTEM - SUMMING MECHANISM AND STEERING METERING VALVE MODULE
32-51-00-005
B-737NG ATA 32-00
TRAINING MANUAL
Page - 33 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 34 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

NOSE WHEEL STEERING SYSTEM - INTRODUCTION These conditions cause the manual operation of the landing gear transfer valve:

- Alternate nose wheel steering switch to the alternate position

Purpose - Normal quantity in system B reservoir
- Nose air/ground system in ground mode
The nose wheel steering system supplies the ground directional control of the
airplane. The steering metering valve supplies right turn or left turn pressure to the
steering actuators.
Inputs
CAUTION: DELTA AIRLINES WILL BE USING A CLAMP TYPE
Steering inputs are from the steering wheel or the rudder pedals. When you TOWBAR SIMILIAR TO THE 727/757 TOWBAR FOR USE ON THE
move the steering wheel full travel, the nose wheels turn a maximum of 78 ENTIRE 737 FLEET. DO NOT TRY TO USE THE YOKE TYPE
degrees in the left or right direction. When you move the rudder pedals full (MD88) TOWBAR ON THE 737-800. THESE AIRCRAFT WILL NOT
travel on the ground, the nose wheels turn a maximum of 7 degrees in the left or HAVE THE BUSHINGS INSTALLED IN THE NOSE GEAR AXLE TO
right direction. Steering inputs from the steering wheel or rudder pedals go to ACCEPT THIS TYPE OF TOWBAR. USING THE MD-88 TYPE
the metering valve through a cable loop. TOWBAR COULD CAUSE INJURY TO PERSONNEL AND
DAMAGE TO AIRCRAFT OR GROUND EQUIPTMENT.
CAUTION: DO NOT OPERATE THE STEERING WHEEL WITH THE SHOCK
STRUT FULLY EXTENDED AND THE TORSION LINKS
CONNECTED. DAMAGE TO THE CENTERING CAMS OF THE
SHOCK STRUT CAN OCCUR. IF IT IS NECESSARY TO
OPERATE THE STEERING SYSTEM, MAKE SURE THAT YOU
COMPRESS THE SHOCK STRUT TO 2.10 INCHES OR MORE.
MAKE SURE THAT THE DISTANCE BETWEEN THE BOTTOM
SURFACE OF THE LOWER STEERING PLATE AND THE TOP
SURFACE OF THE TOWING LUG IS LESS THAN 21.90 INCHES.

Hydraulic Supply

Hydraulic system A normally supplies pressure to extend and retract the main
landing gear. The extend pressure from the landing gear extension and
retraction system supplies pressure for nose wheel steering.

The landing gear transfer valve changes the pressure supply of nose wheel
steering from hydraulic system A to hydraulic system B. You manually control
the landing gear transfer valve with the alternate nose wheel steering switch in
the flight compartment.
 STEERING
WHEEL
RUDDER PEDALS

HYDRAULIC HYDRAULIC
CABLE SYSTEM A SYSTEM B
LOOP

RUDDER
INTERCONNECT LANDING GEAR
MECHANISM TRANSFER VALVE
ROTARY
ACTUATOR

PROXIMITY SWITCH
SHOCK STRUT ELECTRONICS UNIT
AIR/GROUND INNER CYLINDER
SYSTEM LANDING GEAR
SELECTOR VALVE

STEERING ALTERNATE NOSE

ACTUATORS WHEEL STEERING
SWITCH

NLG EXTENSION
STEERING AND RETRACTION
METERING
VALVE
SUMMING LEVER
TOWING
SHUTOFF
VALVE

NOSE WHEEL STEERING SYSTEM - INTRODUCTION

32-51-00-001
B-737NG ATA 32-00
TRAINING MANUAL
Page - 35 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 36 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

NOSE WHEEL STEERING SYSTEM - RUDDER PEDAL CAUTION: MAKE SURE THE PERSONS ARE CLEAR OF THE LEADING
STEERING MECHANISM AND ROTARY ACTUATOR EDGE SLATS. THE LEADING EDGE SLATS WILL MOVE
AUTOMATICALLY DURING MAINTENANCE WHEN ONE OF THE
TWO HYDRAULIC SYSTEMS IS PRESSURIZED AND THE
Purpose TRAILING EDGE FLAPS ARE IN POSITION 1, 2 OR 5. ALSO, IF
THE AIR/GROUND RELAYS CAN SENSE AN AIRBORNE
The nose wheel steering rudder pedal steering mechanism does these CONDITION. ANY MOVEMENT OF THE LEADING EDGE SLATS
functions: CAN CAUSE INJURY TO PERSONS.

- Mixes the steering inputs from the rudder pedals and the steering wheel
- Prevents rudder pedal inputs when the airplane goes in the air
- Supplies centering forces

The rudder pedal steering rotary actuator moves a cam in the mechanism when
the airplane goes in the air. This will not let the rudder pedal inputs move the
control cables.

Rudder Pedal Steering Mechanism

The rudder pedal steering mechanism is below the flight compartment floor.
You get access to the mechanism through the access panel on the left side
bulkhead of the nose landing gear wheel well.

Rotary Actuator

The rotary actuator is below the flight compartment floor, aft of the rudder pedal
steering mechanism. You gain access to the actuator through the access panel
on the left side bulkhead of the nose landing gear wheel well.

Training Information Point

The adjustment procedure for the steering mechanism and rotary actuator has
you put the air/ground system in the air mode. Observe this caution when you
do this.
 INTERCONNECT
QUADRANT

FWD

NLG WHEEL WELL

LEFT SIDE BULKHEAD
RUDDER PEDAL (FORWARD ACCESS
STEERING PANEL REMOVED)
ROTARY
MECHANISM
ACTUATOR

ROTARY
ACTUATOR

FWD

INDEX
FWD MARKS
ACCESS TO MECHANISM AND ACTUATOR RUDDER PEDAL INTERCONNECT MECHANISM AND ROTARY ACTUATOR
NOSE WHEEL STEERING SYSTEM - RUDDER PEDAL STEERING MECHANISM AND ROTARY ACTUATOR
32-51-00-003
B-737NG ATA 32-00
TRAINING MANUAL
Page - 37 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 38 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

NOSE WHEEL STEERING SYSTEM - FUNCTIONAL

DESCRIPTION - ELECTRICAL

Rotary Actuator

The rotary actuator moves to the engage position when the air/ground relay is
energized. A nose on ground signal from the Proximity Switch Electronics Unit
(PSEU) energizes the air/ground relay. The PSEU removes the nose on ground
signal when the nose landing gear moves to the not compressed position. The
air/ground relay moves to the air position 5 seconds after the nose on ground
signal is removed. This sends power to move the rotary actuator to the
disengage position.

Landing Gear Transfer Valve

When the airplane is on the ground and with normal quantity in the hydraulic
system B reservoir, the landing gear transfer valve moves to the alternate
position when you move the alternate nose wheel steering switch on the P1
panel to the ALT position.

The system B low quantity latch prevents operation of the landing gear transfer
valve again and again when the alternate nose wheel steering switch is in the
alternate position and the system B hydraulic quantity momentarily decreases to
low. The latch sets when the nose air/ground system is in the ground mode and
the system B quantity is low. The latch resets when the alternate nose wheel
steering switch is in the normal position.

The PSEU processes the inputs and supplies two signals to the coils on the
solenoid valve on the landing gear transfer valve.

The position switch on the transfer valve sends a ground to the BITE in the
PSEU when the valve moves to the alternate position.

Training Information Point

You can use the BITE on the PSEU to test the operation of the landing gear
transfer valve.
 DISENGAGE
115VAC AIR
XFR BUS 2
LANDING GEAR GND
NOSE WHEEL
STEERING
ENGAGE
AIR/GROUND RELAY (J20) ROTARY
ACTUATOR
28VDC 5 SEC 1
BUS 1
HYD SYS LG SYS
XFR VALVE PRI NOSE ON GROUND
28VDC
BUS 1
HYD SYS LG SYS SET
XFR VALVE SEC
RESET
P6 CB PANEL SYS B LOW
LANDING GEAR QTY LATCH
TRANSFER VALVE
AUTOMATIC LOGIC
TEST
LOW
HYD SYS B PRIMARY
QTY XMTR
NORMAL
ALT
(INTERNALS SAME AS PRIMARY)
BITE ALT

ALT NOSE WHEEL SECONDARY POSITION

SWITCH
STEERING SW
PROXIMITY SWITCH ELECTRONICS UNIT (E11) LANDING GEAR
1 DELAY ON RELEASE TRANSFER VALVE

NOSE WHEEL STEERING SYSTEM - FUNCTIONAL DESCRIPTION - ELECTRICAL

32-51-00-008
B-737NG ATA 32-00
TRAINING MANUAL
Page - 39 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 40 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

LG POSITION INDICATING AND WARNING SYSTEM - MAIN

GEAR UP AND LOCKED SENSOR

Purpose

There are two main gear up and locked sensors on each main landing gear
uplock mechanism. They send main gear up and locked information to the
landing gear position indicating and warning system.

Location

The sensors are on the forward and aft sides of the MLG uplock mechanism.

The targets are also on the uplock mechanism and move with the uplock hook.

Functional Description

The targets are near the sensors when the uplock mechanism moves to the
uplock position.
 MAIN GEAR
UP AND LOCKED
SENSOR (2)

FWD FWD
RIGHT MAIN LANDING GEAR
(DOWN AND LOCKED) MLG UPLOCK MECHANISM
(LOCKED, GEAR UP)

MAIN GEAR UPLOCK

UP AND LOCKED MECHANISM
TARGET (2)

UPLOCK
HOOK
MLG SHOCK STRUT

LG POSITION INDICATING AND WARNING SYSTEM - MAIN GEAR UP AND LOCKED SENSOR
32-61-00-003
B-737NG ATA 32-00
TRAINING MANUAL
Page - 41 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 42 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

LG POSITION INDICATING AND WARNING SYSTEM - MAIN

GEAR DOWNLOCK SENSOR

Purpose

There are two main gear downlock sensors on the downlock mechanism. The
sensors supply main landing gear downlock position to the landing gear position
indicating and warning system.

Location

There is one main gear downlock sensor on each side of the upper link of the
downlock mechanism.

There is one target on each side of the lower link of the downlock mechanism.

Functional Description

The targets move near the sensors when the downlock mechanism moves to
the down and locked position.
 REACTION
LINK

DOWNLOCK
MECHANISM
DOWNLOCK UPPER LINK
SPRINGS

FWD
TARGET (2)
LEFT MAIN LANDING GEAR
MAIN GEAR
DOWNLOCK
SENSOR (2)

DOWNLOCK
MECHANISM
LOWER LINK

UPPER SIDE
STRUT FWD
MAIN GEAR DOWNLOCK SENSORS
LG POSITION INDICATING AND WARNING SYSTEM - MAIN GEAR DOWNLOCK SENSOR
32-61-00-004
B-737NG ATA 32-00
TRAINING MANUAL
Page - 43 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 44 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

LG POSITION INDICATING AND WARNING SYSTEM - NOSE

GEAR UP/DOWN LOCK SENSOR

Purpose

There are two nose gear up/down lock sensors on the lock link of the nose
landing gear. They supply lock position to the landing gear position indicating
and warning system.

Location

Two sensors are on the top of the aft lock link.

Two targets are on the top of the forward lock link.

Functional Description

The targets move near the sensors when the lock link moves to the locked
position.
 NOSE GEAR
UP/DOWN
LOCKED
SENSOR (2)

AFT
LOCK LINK

FORWARD
LOCK LINK

NOSE GEAR
LOCKED
TARGETS (2)

FWD
FWD

NOSE LANDING GEAR

LG POSITION INDICATING AND WARNING SYSTEM - NOSE GEAR UP/DOWN LOCK SENSOR
32-61-00-005
B-737NG ATA 32-00
TRAINING MANUAL
Page - 45 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 46 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

LG POSITION INDICATING AND WARNING SYSTEM - NOSE

GEAR DOWN SENSOR

Purpose

There are two nose gear down sensors on the ceiling of the nose landing gear
wheel well. They supply nose landing gear down position to the landing gear
position indicating and warning system.

Location

Two down sensors are on the ceiling of the nose landing gear.

There is one target on each side of the top of the upper drag brace.

Functional Description

The targets move near the sensors when the drag brace moves to the down
position.
 NOSE GEAR
DOWN SENSOR
NOSE WHEEL
WELL CEILING

FWD
NOSE GEAR UPPER
NOSE LANDING GEAR DOWN TARGET DRAG BRACE
FWD

NOSE GEAR DOWN SENSOR

(LEFT SIDE SHOWN, RIGHT SIDE SIMILAR)

LG POSITION INDICATING AND WARNING SYSTEM - NOSE GEAR DOWN SENSOR

32-61-00-006
B-737NG ATA 32-00
TRAINING MANUAL
Page - 47 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 48 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

LG POSITION INDICATING AND WARNING SYSTEM Disagree And Warning Indications

FUNCTIONAL DESCRIPTION - LG INDICATION
Two red landing gear position lights, one for each MLG, come on for these
conditions:
General
- Lever/landing gear position disagree: lever down, gear not down
The landing gear position indicating and warning system operates lights in the - Lever/landing gear position disagree: lever not down, gear not up and locked
flight compartment to show indications for these MLG conditions: - Gear not down warning

- Down and locked The red light comes on for the gear not down warning for these conditions:
- Lever/gear position disagree
- Gear not down warning - landing gear not down and locked
- Left or right airplane altitude less than 1000 feet or left or right thrust lever less
The landing gear position indicating and warning system uses the aural warning than 44 degree position
system to give a landing gear not down aural warning to the pilots.
System 1 and system 2 both operate the red position light.
Inputs
The nose gear indication is similiar.
The landing gear position indicating and warning system gets inputs from eight
sensors on the main landing gear. Four sensors are for the down and locked Aural Warning
indication, and four sensors are for the up and locked indication. The control
lever position switch supplies lever position data. The aural warning system has two types of warnings, one that you can not stop
by the horn reset switch and one that you can stop by the horn reset switch.
The autothrottle switch packs supply thrust lever position for the gear not down
warning. Warning Does Not Stop By Horn Reset Switch

Both flight control computers supply a ground when the airplane altitude is more This type of aural warning operates when one or more landing gear is not in the
than 1000 feet. down and locked position and all of these conditions are true:

The trailing edge flap landing warning switch supplies a ground when the trailing - Trailing edge flaps in landing position
edge flaps are not in the landing position. - Trailing edge flaps not in takeoff position
- Thrust levers are at landing thrust
All inputs go to system 1 and system 2 in the PSEU.
Warning Stops by Horn Reset Switch
Down And Locked Indication
This type of aural warning operates when one or more landing gear is not in the
The primary landing gear position green lights come on when targets move near down and locked position and all of these conditions are true:
one or both downlock sensors. System 1 operates the primary position green
light. System 2 operates the auxiliary position green light. - Left or right thrust lever less than 44 degrees
- Airplane altitude less than 800 feet
- Trailing edge flaps at up position
 28V DC NOTE: LEFT MLG LEFT
BUS 1 GEAR
LANDING GEAR SHOWN, RIGHT SYSTEM 2 (SAME AS SYSTEM 1) g

MLG SIMILAR GREEN

POSITION SYS 1 LIGHT
28V DC
BAT BUS AUXILIARY LG
LANDING GEAR ONE OR BOTH POSITION
SYS 1 LEFT MLG SENSORS LIGHT (P5)
POSITION SYS 2
UP & LOCKED LEVER NOT
P6 TARGET NEAR = DOWN
UP & LOCKED DISAGREE
SYS 2
LEFT MAIN GEAR
UP & LOCK SENSORS
>10 UNITS

LEVER DOWN
DOWN LEFT
GEAR r
CONTROL LEVER
POSITION SWITCH RED
TE FLAP LANDING LIGHT
WARNING SWITCH
> 800 FT ALTITUDE
< 1000 FT
FLIGHT CONTROL
> 44 DEG COMPUTERS (2)
TE FLAPS
LANDING
LEVER DOWN
ONE OR BOTH DISAGREE OR
L AUTOTHROTTLE THRUST LEVERS GEAR NOT
SWITCH PACK AT IDLE DOWN WARN

> 44 DEG ONE OR BOTH LEFT

SYS 1 LEFT MLG SENSORS GEAR g

DOWN & LOCKED GREEN

LIGHT
R AUTOTHROTTLE SYS 2 PRIMARY LG
SWITCH PACK SYSTEM 1 POSITION
TARGET NEAR = LEFT MAIN GEAR LIGHTS (P2)
DOWN & LOCKED DOWNLOCK SENSORS PROXIMITY SWITCH ELECTRONICS UNIT (E11)
LG POSITION INDICATING AND WARNING SYSTEM - FUNCTIONAL DESCRIPTION - LG INDICATION
32-61-00-007
B-737NG ATA 32-00
TRAINING MANUAL
Page - 49 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 50 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

AIR/GROUND SYSTEM - MAIN LANDING GEAR

COMPRESSED SENSORS

Purpose

Two main landing gear compressed sensors on each main landing gear supply
main landing gear shock strut compressed position signals to the air/ground
system.

The sensor identification placards on the sensor bracket show the sensor
number. These are the main landing gear compressed sensor numbers:

Sensor
MLG Location
Number

S1010 Right Inboard

S1011 Right Outboard
S1012 Left Outboard
S1013 Left Inboard

Location

The main landing gear compressed sensors are on the lower area of the outer
cylinder of the main landing gear. The targets are on each side of the upper
torsion link where the link attaches to the outer cylinder of the main landing
gear.

Functional Description

The targets are near the sensors when the main landing gear shock strut
compresses. This sends signals to the air/ground systems in the Proximity
Switch Electronic Unit (PSEU) when the main landing gear is on the ground.
 JUNCTION BOX JUNCTION BOX
FOR OUTBOARD FOR INBOARD
SENSOR WIRES SENSOR WIRES

FWD
SENSOR
PLACARD
(2)

TARGET (2)
MAIN LANDING MAIN LANDING
GEAR OUTBOARD GEAR INBOARD
COMPRESSED SENSOR COMPRESSED SENSOR FWD
L MLG: S1012 L MLG: S1013
FWD R MLG: S1011 R MLG: S1010

AIR / GROUND SYSTEM - MAIN LANDING GEAR COMPRESSED SENSORS

32-09-00-002
B-737NG ATA 32-00
TRAINING MANUAL
Page - 51 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 52 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

AIR/GROUND SYSTEM - NOSE LANDING GEAR

COMPRESSED SENSORS

Purpose

Two nose landing gear compressed sensors supply nose landing gear shock
strut compressed position signals to the air/ground system.

Location

The nose landing gear compressed sensors are on the lower area of the outer
cylinder of the nose landing gear. The targets are on each side of the upper
torsion link where the link attaches to the outer cylinder of the nose landing
gear.

The sensor identification placards on the sensor bracket show the sensor
number. These are the NLG compressed sensor numbers:

Sensor
Location
Number

S1014 Left
S1015 Right

Functional Description

The targets are near the sensors when the nose landing gear shock strut
compresses. This sends signals to the air/ground systems in the Proximity
Switch Electronics Unit (PSEU) when the nose landing gear is on the ground.
 FWD
FWD

NOSE LANDING GEAR NOSE LANDING GEAR

LEFT SIDE
(RIGHT SIDE OPPOSITE)
SENSOR PLACARD
(TOP OF SENSOR
BRACKET)

JUNCTION
BOX TARGET

NOSE LANDING
GEAR COMPRESSED
SENSOR
L: S1014
R: S1015
UPPER
FWD TORSION
NOSE LANDING GEAR WHEEL WELL LINK
(LOOKING AFT)
AIR / GROUND SYSTEM - NOSE LANDING GEAR COMPRESSED SENSORS
32-09-00-003
B-737NG ATA 32-00
TRAINING MANUAL
Page - 53 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 54 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

AIR/GROUND SYSTEM - FUNCTIONAL DESCRIPTION

Purpose

The air/ground system supplies air/ground data to airplane systems.

Functional Description

Two landing gear compressed sensors on each landing gear send air/ground
position to the Proximity Switch Electronics Unit (PSEU).

The PSEU processes the signals from the compressed sensors, operates the
air/ground relays, and sends these signals to airplane systems:

- Ground mode
- Air mode
- Left gear on ground mode (system 1 only)
- Right gear on ground mode (system 2 only)
- Nose gear on ground mode

The PSEU sends signals to air/ground relays from two air/ground systems,
system 1 and system 2.

System 1 sends ground and air mode signals to the system 1 air/ground relays
and airplane systems when targets move near any two or more compressed
sensors.

System 1 sends nose gear on ground mode signals to airplane systems when
targets move near any two or more compressed sensors, and one or both nose
gear compressed sensors.

System 1 sends left gear on ground mode signals to airplane systems when
targets move near one or both left main landing gear compressed sensors.

Signals for system 2 are the same as system 1.

You can change the output of each air/ground system with the AIR/GND OVRD
function on the PSEU BITE. The system in air amber lights come on when the
system is in the air mode.
 28VDC
BUS 1 LG AIR/GND
SYS 1 ANY TWO
28VDC SENSORS SYSTEM 1 SYSTEM 1
BAT. BUS COMPRESSED ON GROUND AIR/GND RELAYS
LG AIR/GND OVERRIDE
SYS 2
P6

SYSTEM 1 SYSTEM 1
IN AIR AIR/GND RELAYS
R MLG COMPRESSED AIR/GND
SENSOR (SYS 1) OVERRIDE
SYS 1 IN AIRPLANE
BITE A SYSTEMS
AIR LIGHT
L MLG COMPRESSED
SENSOR (SYS 1)
ONE OR BOTH LEFT LEFT ON
MLG COMPRESSED GROUND
OVERRIDE 2
NLG COMPRESSED
SENSOR (SYS 1)

ONE OR BOTH BOTH NOSE ON

NLG COMPRESSED GROUND
R MLG COMPRESSED
SENSOR (SYS 2) OVERRIDE

AIR/GROUND SYSTEM 1
L MLG COMPRESSED
SENSOR (SYS 2) (SIMILAR TO SYSTEM 1)
1 TARGET NEAR =
AIR/GROUND SYSTEM 2 COMPRESSED =
AIRPLANE ON GROUND
NLG COMPRESSED PROXIMITY SWITCH ELECTRONICS UNIT (E11)
SENSOR (SYS 2) 2 SYSTEM 1 ONLY, SYSTEM
2 IS RIGHT ON GROUND
TARGET 1
AIR / GROUND SYSTEM - FUNCTIONAL DESCRIPTION
32-09-00-005
B-737NG ATA 32-00
TRAINING MANUAL
Page - 55 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 56 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

AIR/GROUND SYSTEM - TRAINING INFORMATION POINT - If the access door to the forward equipment compartment is closed when you
PSEU BITE push the ON/OFF switch, the message TEST INHIBIT shows instead of
EXISTING FAULTS.

General EXISTING FAULTS

The PSEU can help you find and isolate a fault in the systems that the PSEU The EXISTING FAULTS selection does a check of the interfaces to the PSEU
monitors and controls. Front panel BITE on the PSEU permits you to interface and the inside of the PSEU. It also permits you to reset latches in the PSEU.
with the BITE functions in the PSEU.
FAULT HISTORY
The BITE does not operate when the forward access door is closed.
The FAULT HISTORY selection shows fault information that is in the Non-
Fault Indication Volatile Memory (NVM) in the PSEU.

The PSEU amber light on the aft P5 overhead panel in the flight compartment GROUND TESTS
comes on when a fault is stored in the memory of the PSEU.
The GROUND TESTS selection permits you to do these tests:
The light does not come on during the following times:
- LRU replacement test
- Airplane in the air - PSEU self test
- One or both thrust levers in takeoff position - Landing gear transfer valve test
- Less that 30 seconds after landing - Spoilers deployed light operation test
- Takeoff warning test
The OVERHEAD light on the master caution annunciator and the master - PSEU BITE display test
caution light come on when the PSEU light comes on.
AIR/GND OVRD
The PSEU light goes off when you press the master caution if the the type of
fault does not prevent dispatch. The PSEU light does not go off when you press The AIR/GND OVD selection lets you change the air/gnd outputs from the
the master caution if the the type of fault does prevent dispatch. PSEU.

PSEU BITE Menu OTHER FUNCTNS

These are the items in the main menu of the PSEU BITE: The OTHER FUNCTNS selection permits you to do these functions:

- EXISTING FAULTS - Takeoff warning report

- FAULT HISTORY - Landing gear transfer valve report
- GROUND TESTS - See sensor information
- AIR/GND - Monitor PSEU inputs and outputs
- OTHER FUNCTNS - See PSEU configuration
 T O P O F
BITE L I S T
INSTRUCTIONS
PLACARD

ON EX I S T I N G
OFF
FA U L T S ?

MENU ON
OFF FA U L T
PSEU HI S T O R Y ?

YES NO

GR O U N D
TE S T S ?

A I R /G N D
AMBER O V R D?
LIGHT
SYS # 1 IN AIR SYS # 2 IN AIR
P5 AFT (2)
OVERHEAD RIGHT MASTER CAUTION
PANEL SYSTEM ANNUNCIATOR O T H E R
F U N C TN S ?
BITE PANEL

ANTI-ICE ENG MASTER

CAUTION
PSEU HYD OVERHEAD
PUSH TO RESET MASTER E N D O F
a a CAUTION L I S T
DOORS AIR COND
LIGHT
MASTER CAUTION ANNUNCIATOR
AIR / GROUND SYSTEM - TRAINING INFORMATION POINT - PSEU BITE
32-09-00-006
B-737NG ATA 32-00
TRAINING MANUAL
Page - 57 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 58 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

AIR/GROUND SYSTEM - TRAINING INFORMATION POINT - Replacement Test Input Cycling Sequence
PSEU BITE INSTRUCTION PLACARD
The replacement test input cycling sequence tells you to operate these airplane
controls and systems during the replacement test:

General - Engine 1 running relay

- Nose wheel steering switch
The PSEU BITE instruction placard has this information: - Left thrust lever
- Parking brake
- Sensor rigging aid - Horn cutout reset switch
- Instructions - Aft cargo door warning switch
- BITE menu tree - Engine 2 running relay
- Warning - Speed brake lever
- Replace test input cycling sequence - Right thrust lever
- Takeoff warning cutoff circuit breaker
Sensor Rigging Aid - Landing gear control lever
- Forward cargo door warning switch
The sensor rigging aid shows the information for each sensor when you select
SENSOR RIGGING in the OTHER FUNCTNS menu selection. The rigging aid
tells you how to read the display to see the sensor-to-target gap.

Instructions

The instructions tell you how to operate the switches on the BITE panel.

BITE Menu Tree

The BITE menu tree shows a list of the first and second levels in the PSEU
BITE menu.

Warning

The warning tells you that these tests in the PSEU BITE can cause operation of
airplane systems:

- LRU replacement test

- Self test
- Landing gear transfer valve test
- Air/ground override
 HOW TO USE SENSOR RIGGING AID

Selected sensor
number
DISPLAY

Closest permitted Effective gap of

effective gap selected sensor
(blinking)
Optimum gap
Farthest permitted
effective gap

Case 1 Case 2 Case 3

PSEU Target within permitted Target Near but outside of Target outside of display range
rigging gap range permitted rigging gap range

INSTRUCTIONS
Push ON/OFF to start or stop the BITE display
Note: The PSEU must have power and the P5
equipment warning light must be ON. WARNING
Push YES or NO in reply to questions (?) Systems can operate during tests.
Push to move down in list
Push to move up in list Obey the Warnings, Cautions, and instructions in the BITE and
Push Menu to return to previous menu Aircraft Maintenance Manual. Failure to do so can cause
serious injury, death or damage to equipment.

BITE MENU TREE The following Tests will cause some outputs to change state:

Existing Faults? Display shows existing faults

LRU Replacement Test
Fault History? Display shows recorded faults by flight leg

Display shows ground tests Self Test

Ground Tests?

Replace Test? LRU Replacement Test: SEE WARNING Landing Gear Transfer Valve Test
Self Test? PSEU Test: SEE WARNING
Air/Ground Override
LGTV Test? Landing Gear Transfer Valve Test: SEE WARNING

Spdbrk Test? Speedbrake Extended Warning Test

T/O Warn Test? Takeoff Warning Test REPLACEMENT TEST INPUT CYCLING SEQUENCE
Display Test? BITE display by visual inspection
Engine 1 Running Relay Engine 2 Running Relay
Air/Gnd Override? Change state of Air/Ground outputs: SEE WARNING
Nose Wheel Steering Switch Speed Brake Handle
Other Functions? Display shows other functions
Left Thrust Lever Right Thrust Lever
T/O Warn Report? Display shows cause of the last Takeoff Warning
Parking Brake Takeoff Warning Cutoff CB
LGTV Report? Display shows cause of the last Landing Gear
Horn Cutout Reset Switch Landing Gear Lever
Transfer Valve state change
Elect Access Door Warn Switch Forward Cargo Door Warning Switch
Sensor Rigging? Display shows Sensor Rigging Aid
Aft Cargo Door Warning Switch
I/O Monitor? Display shows Monitor status of inputs or outputs

LRU Config? Display shows LRU configuration data

PSEU BITE INSTRUCTION PLACARD

AIR / GROUND SYSTEM - TRAINING INFORMATION POINT - PSEU BITE INSTRUCTION PLACARD
32-09-00-011
B-737NG ATA 32-00
TRAINING MANUAL
Page - 59 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 60 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

HYDRAULIC BRAKE SYSTEM - FUNCTIONAL DESCRIPTION Pressure in the alternate brake system moves the accumulator isolation valve to
isolate accumulator pressure.

General Accumulator Brakes

The source selection operation supplies pressure for these different brake When neither hydraulic system A nor B supplies pressure, accumulator
modes: pressure moves the accumulator isolation valve. The brakes then get brake
accumulator pressure from the normal brake metering valves.
- Normal brakes
- Alternate brakes The brake system relief valve starts to open at 3500psi to protect the
- Accumulator brakes accumulator when the accumulator pressure increases to more than normal.
- Gear retract braking
Gear Retract Braking
When the pressure in one hydraulic brake source decreases, the alternate
brake selector valve changes position to set the next available source. This During landing gear retraction, when the normal brake system receives
pressure goes to the normal or alternate brake metering valves. The pressure, the alternate brake selector valve sends landing gear retract pressure
accumulator isolation valve closes to hold pressure in the brake accumulator to the alternate brake system. The gear retract pressure operates the alternate
during alternate brake operation. The accumulator isolation valve opens to brake metering valves to the brakes applied position. This stops wheel spin
send accumulator pressure to the normal brake metering valves when hydraulic before they go into the wheel well.
system A and B do not supply pressure.

Brake pedal input goes through the brake pedal bus mechanism and cables to
the left and right brake metering valves. The metering valves use this
mechanical input to control the pressure source and pressurize the brakes.

Normal Brakes

When hydraulic system B supplies pressure, the alternate brake selector valve
moves to stop pressure to the alternate brake system. The brakes then get
metered hydraulic system B pressure from the normal brake metering valves.

Hydraulic system B pressure also charges the brake accumulator and moves
the accumulator isolation valve.

Alternate Brakes

When hydraulic system B pressure does not supply pressure, hydraulic system
A pressure moves the alternate brake selector valve. The alternate brake
selector valve sends hydraulic system A pressure to the alternate brake system.
The brakes can then get metered hydraulic system A pressure from the
alternate brake metering valves.
 HYDRAULIC HYDRAULIC
SYSTEM B SYSTEM A
PRESS
GAUGE BRAKE
ACCUMULATOR LANDING GEAR
TRANSFER VALVE

ACCUMULATOR ALTERNATE
ISOLATION VALVE BRAKE
BRAKE LANDING GEAR
HYD BRAKE SYSTEM SELECTOR SELECTOR VALVE
PRESS IND RELIEF VALVE
VALVE GEAR UP PRESS

ALTERNATE
BRAKE
PRESSURE
AUTOBRAKE PRESS SWITCH
NORMAL BRAKE
METERING VALVE CONTROL MODULE
(2)

ALTERNATE
AUTOBRAKE BRAKE
SHUTTLE METERING
LEFT RIGHT
VALVE (2) VALVES
LEFT LEFT RIGHT RIGHT
LEFT RIGHT
OUTBOARD INBOARD INBOARD OUTBOARD

PARKING BRAKE
SHUTOFF VALVE
NORMAL
LEGEND ANTISKID ALTERNATE
VALVE (4) ANTISKID
RETURN VALVE (2)
PRESSURE FUSE (6)
(SYSTEM)
PRESSURE LEFT RIGHT BRAKE
(METERED) BRAKES BRAKES SHUTTLE
GAS VALVE (4)
HYDRAULIC
HYDRAULICBRAKE
BRAKESYSTEM
SYSTEM- -FUNCTIONAL
FUNCTIONALDESCRIPTION
DESCRIPTION
32-41-00-013a
B-737NG ATA 32-00
TRAINING MANUAL
Page - 61 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 62 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

HYDRAULIC BRAKE SYSTEM - ALTERNATE BRAKE

SELECTOR AND ACCUMULATOR ISOLATION VALVES

Purpose

The alternate brake selector valve selects and sends hydraulic systems B or A
pressure to the normal or alternate brake systems.

The accumulator isolation valve holds pressure in the brake accumulator when
the alternate brake system gets pressure.

Location

Both valves are in the main landing gear wheel well on the upper bulkhead.

Physical Description

Both valves are the same and are interchangeable except for a pressure switch
on the alternate brake selector valve.

Each valve gets pressure from two sources. The pressures push on pistons in
the valves that have different areas. This moves the valves to select the brake
source.
 FWD

ACCUMULATOR ISOLATION VALVE

PRESSURE
SWITCH

FWD
MLG WHEEL WELL ALTERNATE BRAKE SELECTOR VALVE
(LOOKING AFT AND UP)
HYDRAULIC BRAKE SYSTEM - ALTERNATE BRAKE SELECTOR AND ACCUMULATOR ISOLATION VALVES
32-41-00-007
B-737NG ATA 32-00
TRAINING MANUAL
Page - 63 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 64 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

HYDRAULIC BRAKE SYSTEM - BRAKE ACCUMULATOR With a fully charged accumulator, the brake accumulator supplies enough
pressure for at least six full brake applications, or to keep the parking brake
pressurized for eight hours.
Purpose
Training Information Point
The brake accumulator supplies brake pressure to the normal brake hydraulic
system if there are no other pressure sources. It is also the pressure source for Obey this warning when you operate the inflation valve:
the parking brake system when the hydraulic systems do not supply pressure.
WARNING: LOOSEN THE SWIVEL NUT ONLY. DO NOT LOOSEN THE
Components VALVE. PRESSURE IN THE VALVE CAN BLOW THE VALVE OFF
AND CAUSE INJURY TO PERSONS OR DAMAGE TO
Brake accumulator and servicing components include: EQUIPMENT.

- Brake accumulator
- Inflation valve
- Pressure transmitter
- Pressure gauge

Location

The brake accumulator is in the right aft wing-to-body fairing. To gain access to
the brake accumulator, open the hinged door on the bottom of the fairing.

The servicing components are on the aft bulkhead in the main landing gear
wheel well.

Physical Description

The accumulator is a gas charged unit with a floating piston that separates the
gas and the fluid. It has a precharge of 1000 psi and a volume of 300 cubic
inches. Hydraulic system B supplies pressure to the accumulator.

The brake accumulator pressure transmitter sends the pressure signal to the
brake pressure indicator in the flight compartment.

The pressure gauge in the main landing gear wheel well lets you see the
accumulator pressure while you service the accumulator.

Servicing instructions are on a placard by the charging valve and transducer.

 3
2 4
BRAKE
ACCUMULATOR
1 BRAKE
PRESS
0

HYDRAULIC BRAKE PRESSURE INDICATOR - COCKPIT ACCESS

SERVICING DOOR
INSTRUCTIONS
PLACARD

FWD

WING/BODY
FAIRING CHARGING INSTRUCTIONS -
HYDRAULIC ACCUMULATOR
WITH SYSTEM DEPRESSURIZED
CHARGE WITH DRY NITROGEN
TO APPLICABLE PRESSURE PER
INFLATION CHART BELOW + 50 PSI (345 KPa)
VALVE
PRESSURE
GAUGE

PRESSURE
TRANSMITTER

FWD AMBIENT TEMP-DEGREE CENTIGRADE

BRAKE ACCUMULATOR SERVICING COMPONENTS
HYDRAULIC BRAKE SYSTEM - BRAKE ACCUMULATOR
32-41-00-009
B-737NG ATA 32-00
TRAINING MANUAL
Page - 65 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 66 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

HYDRAULIC BRAKE SYSTEM - BRAKE METERING VALVE Gear Retract Wheel Braking
ASSEMBLY - FUNCTIONAL DESCRIPTION
During landing gear retraction, landing gear retract pressure from the landing
gear selector valve pressurizes the gear retract braking actuator.
General
The gear retract braking actuator moves a forked actuator lever to operate the
On the brake metering valve assembly, the normal and alternate brake metering alternate brake metering valve spool. This operation does not move the input
valves are almost the same. They attach together and use the same input shaft. shaft and does not move the brake pedals.

Only one valve at a time gets pressure, except during gear retract braking. The The movement of the alternate metering valve spool sends landing gear retract
alternate brake selector valve and accumulator isolation valve control which pressure to the brakes.
metering valve gets pressure.

The normal brake metering valve uses hydraulic system B or accumulator

pressure for the normal brake system.

The alternate brake metering valve uses hydraulic system A pressure for the
alternate brake system when hydraulic system B does not supply pressure. It
also uses pressure from the landing gear retract line to stop the main gear
wheel rotation during retraction.

Normal and Alternate Brake Application

The brake pedal command goes to the metering valves through cables and
linkage. This moves the metering valve input shaft.

When the input shaft turns, it moves the metering valve spools in both valves at
the same time.

The metering valve spools are spring-loaded to the brakes OFF position.

Metering valve spool movement sends pressure to the brakes and to the
feedback chamber. This pressure applies the brakes and moves the metering
valve spool to the brake pressure maintained position. This also applies a
feedback force back through the brake control cables to the brake pedals.

Brake pedal release lets the springs return the metering valve spools in both
valves to the closed position. This sends brake pressure to return and releases
the brakes.
 1
METERING VALVE SPOOL
(SHOWN IN BRAKES
APPLIED POSITION)

GEAR RETRACT
BRAKING INPUT
INPUT
SHAFT

BRAKE METERING
VALVE
BRAKES

GEAR RETRACT
PRESSURE

BRAKE METERING VALVES

LEGEND
RETURN METERING GEAR RETRACT
VALVE SPOOL BRAKING ACTUATOR
PRESSURE (SYSTEM)
PRESSURE (METERED) ALTERNATE BRAKE ACTUATOR LEVER
METERING VALVE
1 - HYDRAULIC SYSTEM B OR
BRAKE ACCUMULATOR
(NORMAL BRAKE METERING VALVE) INPUT SHAFT
NORMAL BRAKE
METERING VALVE
- HYDRAULIC SYSTEM A
(ALTERNATE BRAKE METERING VALVE)

HYDRAULIC BRAKE SYSTEM - BRAKE METERING VALVE ASSEMBLY - FUNCTIONAL DESCRIPTION

32-41-00-006
B-737NG ATA 32-00
TRAINING MANUAL
Page - 67 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 68 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

HYDRAULIC BRAKE SYSTEM - BRAKE HYDRAULIC FUSES

Purpose

Brake hydraulic fuses prevent hydraulic fluid loss if there is an external leak
downstream of the fuses.

Four hydraulic fuses in the normal brake lines protect each brake during normal
brake operation. Two hydraulic fuses in the alternate brake lines each protect
both brakes on a main landing gear during alternate brake operation.

Location

The brake hydraulic fuses for the normal brake system are on the aft bulkhead
of the main landing gear wheel well.

The brake hydraulic fuses for the alternate brake system are on the outboard
sides of the upper bulkhead of the main landing gear wheel well.

Functional Description

If 60 to 95 cubic inches of fluid pass through the hydraulic fuse, it closes. When
the pressure differential across the hydraulic fuse decreases between 0 and 30
psi, the fuse resets.

A reset lever permits manual reset of the hydraulic fuse. To reset the hydraulic
fuse, move the reset lever in the direction shown on the placard near the fuse.
This operates a bypass valve inside the hydraulic fuse that makes the pressure
on each side of the fuse equal.

There are no visual indications of a closed fuse.

Training Information Point

Hold the reset lever in the reset position while you bleed the brakes so the fuse
does not set.
 LEFT
RIGHT ALTERNATE
ALTERNATE BRAKE HYD
BRAKE HYD FUSE
FUSE

LEFT NORMAL
BRAKE HYDRAULIC
FUSES

MAIN LANDING GEAR WHEEL WELL

(LOOKING AFT)

RESET
LEVER

RIGHT NORMAL
BRAKE HYDRAULIC
FUSES

BRAKE HYDRAULIC FUSE

HYDRAULIC BRAKE SYSTEM - BRAKE HYDRAULIC FUSES
32-41-00-010
B-737NG ATA 32-00
TRAINING MANUAL
Page - 69 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 70 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

HYDRAULIC BRAKE SYSTEM - BRAKE ASSEMBLY CAUTION: BLEED THE BRAKE SYSTEM CORRECTLY. AIR IN THE
SYSTEM CAN MAKE THE BRAKES UNSERVICEABLE. BRAKES
WHICH ARE UNSERVICEABLE CAN HAVE A FAILURE DURING
General OPERATION.

The main landing gear wheel brakes use hydraulic pressure to slow or stop the CAUTION: MAKE SURE TO KEEP YOUR FINGERS AWAY FROM THE
airplane during landing and taxi. PARTS OF THE BRAKE THAT CAN MOVE DURING THE BLEED
OPERATION. INJURIES TO PERSONS CAN OCCUR.
Each main landing gear wheel brake has these components:
CAUTION: DO NOT LET THE BRAKE UNIT WEAR UNTIL THE RELINE
- Stators· Rotors INDICATOR PIN IS BELOW THE SURFACE. DAMAGE TO
- Pressure plate EQUIPMENT CAN OCCUR.
- Piston/adjusters (6)
- Axle bushings
- Wear indicator pins (2)
- Brake hose connection/hydraulic bleed port

Physical Description

The brake assembly is a rotor-stator unit that operates using hydraulic pressure.
The assembly uses multiple steel discs as rotors and stators.

Piston/adjuster assemblies apply brake system hydraulic pressure to the

pressure plate. The pressure plate forces the stators and rotors together in the
brake housing. This slows or stops the wheel. The pistons automatically adjust
for brake wear.

Two indicator pins on the inboard side of the brake housing show brake wear.
You must apply the brakes to check the wear indicator pins.

The brake assembly has bushings. These bushings attach to replaceable

sleeves on the landing gear axle.

A retention cable connects both brakes together on each main landing gear.
The cable keeps the brake on the axle if the wheel falls off the airplane.

A torque takeout slot on the brake assembly aligns with a torque pin on the
bottom of the main landing gear inner cylinder. The slot and pin transmit brake
torque to the main landing gear strut.
 WEAR REMAINING
(BRAKES APPLIED) WEAR
INDICATOR PIN (2)
RETENTION
BRAKE HOSE
CABLE PRESSURE CONNECTION/
PLATE HYDRAULIC
BLEED PORT
BRAKE
HOUSING
PISTON/
WEAR INDICATOR ADJUSTER (6)
RETENTION
CABLE
ATTACHMENT

ROTORS
FWD STATORS

LEFT MAIN LANDING GEAR

TORQUE
TAKEOUT
SLOT (2)

AXLE
BUSHING

PRESSURE
TORQUE PLATE
FWD PIN
BRAKE ASSEMBLY

HYDRAULIC BRAKE SYSTEM - BRAKE ASSEMBLY

32-41-00-012
B-737NG ATA 32-00
TRAINING MANUAL
Page - 71 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 72 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

PARKING BRAKE SYSTEM - LINKAGE

Purpose

The parking brake linkage mechanically locks the brake pedals in the applied
position.

These are the parking brake linkage components:

- Parking brake lever

- Parking brake switch
- Latch pawls (2)
- Return spring

Location

The parking brake linkage is in the forward equipment compartment below the
captains brake pedals.

The parking brake switch is on the parking brake linkage.

Functional Description

When you push the brake pedals and pull the parking brake lever up, these
things occur:

- The brake pedals move the vertical control rods down

- The vertical control rods move the pawl stop down
- The parking brake lever moves the linkage and the bellcrank
- The bellcrank turns the latch pawl
- The latch pawl holds the pawl stop down when the brake pedals are released
- The parking brake switch moves to the closed position
- You can then release the parking brake lever
- This keeps the captains and first officers brake pedals in the applied position

To release the parking brakes, momentarily push on the brake pedals. This
moves the pawl stop down and the return spring turns the latch pawl. When you
release the pedals, the pedals move to the brakes off position.
 BRAKE PEDAL
VERTICAL
CONTROL ROD

BRAKE PEDAL
PAWL STOP

FWD
RETURN
SPRING
PARKING BRAKE LEVER (P10)
BRAKE
PEDALS

LATCH
PARKING BRAKE PEDAL PAWL (2)
BRAKE VERTICAL
LINKAGE CONTROL
ROD
BRAKE PEDAL
FORE-AFT
CONTROL ROD

BRAKE PEDAL
LOWER BELLCRANK (2) FWD
RETURN
FWD PARKING SPRING
BRAKE PARKING BRAKE ENGAGE LINKAGE
SWITCH

BRAKE PEDAL BRAKE PEDAL

LOWER BELLCRANK (2) FORE-AFT
CONTROL ROD
PARKING BRAKE LINKAGE
PARKING BRAKE SYSTEM - LINKAGE

32-44-00-003
B-737NG ATA 32-00
TRAINING MANUAL
Page - 73 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 74 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

PARKING BRAKE SYSTEM - PARKING BRAKE SHUTOFF

VALVE

Purpose

The parking brake shutoff valve closes to prevent brake accumulator pressure
leakage through the normal antiskid valve return.

Location

The parking brake shutoff valve is on the aft bulkhead of the main landing gear
wheel well.

Physical Description

The valve is a 28vdc motor-operated valve. It has a manual override lever

which shows the position of the valve and lets you move the valve manually.
The nameplate on the motor shows the position of the manual override lever.
The lever is in the open position when the lever is near the POSITION 1 or
OPEN position on the nameplate. The lever is in the closed position when the
lever is near the POSITION 2 or CLOSED position on the nameplate.

Functional Description

When the parking brake shutoff valve closes, it closes the return lines from the
normal antiskid valves. This prevents brake system pressure loss caused by
internal leakage in the normal antiskid valves.

An internal position switch in the valve sends a valve position signal to the
parking brake close sense relay.
 MANUAL OVERRIDE LEVER/
POSITION INDICATOR VALVE
(SHOWN IN OPEN POSITION) BODY

NAMEPLATE

ELECTRIC
MOTOR

ELECTRICAL
CONNECTOR
FWD

PARKING BRAKE SHUTOFF VALVE

MAIN LANDING GEAR WHEEL WELL
(LOOKING AFT)
PARKING BRAKE SYSTEM - PARKING BRAKE SHUTOFF VALVE

32-44-00-004
B-737NG ATA 32-00
TRAINING MANUAL
Page - 75 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 76 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

PARKING BRAKE SYSTEM - FUNCTIONAL DESCRIPTION

General

When you set the parking brake lever, the parking brake switch sends 28vdc
power from the hot battery bus to close the parking brake shutoff valve. Limit
switches inside the parking brake shutoff valve remove power from the valve
motor when the valve reaches the commanded position. A position switch
inside the valve sends valve position signals to parking brake indication and
other airplane systems.

Indication

When the parking valve moves from the open position, the position switch in the
parking brake shutoff valve sends a ground to the parking brake light. This
makes the parking brake light come on.

You can push-to-test the parking brake light.

When the parking brake shutoff valve moves from the open position, it also
sends a ground to the Proximity Switch Electronics Unit (PSEU). The PSEU
operates the takeoff warning system when the parking brake is set during a
takeoff.

Fault Monitoring

When the valve moves to the closed position, a limit switch inside the valve
sends 28vdc from the parking brake switch to energize the parking brake close
sense relay. A valve position signal goes through the parking brake close sense
relay to the Antiskid/Autobrake Control Unit (AACU). The AACU monitors the
parking brake shutoff valve for failure.
 LEVER RELEASED OPEN
28VDC
HOT BAT.
BUS
OPEN
LANDING GEAR NOT
PARKING BRAKE LEVER SET OPEN
PARKING BRAKE
SWITCH NOT
CLOSED
CLOSE

CLOSED
28VDC
BAT. BUS LIMIT
R SWITCHES
MASTER DIM
SECTION 2 PARKING
BRAKE LIGHT
P6 CB PANEL
OPEN

PARKING 5 S
BRAKE
VALVE NOT
DISAGREE PROXIMITY SWITCH
OPEN
ELECTRONICS UNIT
POSITION
ANTISKID/AUTOBRAKE SWITCH
CONTROL UNIT
PARKING BRAKE PARKING BRAKE
CLOSE SENSE RELAY SHUTOFF VALVE

PARKING BRAKE SYSTEM - FUNCTIONAL DESCRIPTION

32-44-00-003
B-737NG ATA 32-00
TRAINING MANUAL
Page - 77 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 78 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

ANTISKID/AUTOBRAKE SYSTEM - ANTISKID GENERAL Antiskid/Autobrake Control Unit

DESCRIPTION
The antiskid/autobrake control unit controls antiskid operation and monitors the
system for faults.
Purpose
Antiskid Inoperative Amber Light
The antiskid system controls the metered brake pressure from the hydraulic
brake system or the autobrake pressure from the autobrake system to prevent The ANTISKID INOP amber light comes on if there is a fault in the antiskid
wheel skid. This gives maximum brake force to stop the airplane with any system.
runway condition.
General Description
These are the antiskid components:
The AACU gets wheel speed data from the transducers. The left and right
- Antiskid valves (6) ADIRUs supply ground speed data. The parking brake sense relay supplies a
- Transducers (4) signal when there is a disagreement between the parking brake valve and the
- Landing gear lever up switch parking brake switch.
- Alternate brake pressure switch
- Antiskid/Autobrake Control Unit (AACU) When a wheel skids, the AACU sends signals to the antiskid valves. If the
- Antiskid inoperative amber light normal brake system has pressure, the antiskid valve in the normal hydraulic
brake system releases pressure for that wheel. This permits wheel speed to
Antiskid Valves increase and stop the skid condition.

Four antiskid valves in the normal hydraulic brake system control brake If the alternate hydraulic brake system has pressure, the antiskid system
pressure to each wheel brake. Two antiskid valves in the alternate hydraulic operates almost the same as the normal system. If a wheel on one main
brake system control brake pressure to the wheel brakes on each main landing landing gear skids, the antiskid valve in the alternate hydraulic brake system
gear. releases the brake pressure to the two brakes on that main landing gear.

Transducer The AACU sends signals to the auto speed brake module when each wheel
speed is equal to or more than 60 knots.
A transducer in each main landing gear wheel axle supplies wheel speed data
to the AACU.

Landing Gear Lever Up Switch

The landing gear lever up switch sends the position of the landing gear lever to
the AACU.

Alternate Brake Pressure Switch

The alternate brake pressure switch shows that the alternate hydraulic brake
system has pressure.
 ANTISKID
28VDC POWER NORMAL/ ALTERNATE
AUTOBRAKE/ METERED
WHEEL SPEED ACCUMULATOR PRESSURE/
> 60 KNOTS METERED ALTERNATE LG UP
PRESSURE BRAKE PRESS PRESSURE
LG LEVER SWITCH
UP SW GEAR AUTO SPEED
RETRACT BRAKE MODULE
INHIBIT

ANTISKID
INOP ALTERNATE
LIGHT a VALVE
COMMANDS
ANTISKID ALTERNATE
ALTERNATE FAIL ANTISKID LEFT RIGHT
BRAKE PRESS VALVES
SWITCH NORMAL
ANTISKID VALVE
SENSE COMMANDS
RELAYS (3) GROUND
SPEED NORMAL LEFT RIGHT RIGHT
ANTISKID LEFT
(HYDROPLANE OUTBOARD INBOARD INBOARD OUTBOARD
PROTECTION) VALVES
ADIRU (2)
BRAKE
SHUTTLE
PARKING BRAKE PARKING VALVES
SYSTEM BRAKE
DISAGREE
TRANSDUCER
WHEEL
SPEED LEFT RIGHT
BRAKES BRAKES
ANTISKID/AUTOBRAKE
CONTROL UNIT (E1-3)

ANTISKID / AUTOBRAKE SYSTEM - ANTISKID GENERAL DESCRIPTION

32-42-00-002
B-737NG ATA 32-00
TRAINING MANUAL
Page - 79 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 80 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

ANTISKID/AUTOBRAKE SYSTEM - ANTISKID VALVE

COMPONENT LOCATION

Purpose

The antiskid valves release brake pressure to prevent wheel skids.

Four antiskid valves in the normal hydraulic brake system give protection to
each wheel during normal brake operation. Two antiskid valves in the alternate
hydraulic brake system each give protection to both wheels on a main landing
gear during alternate brake operation.

Location

The antiskid valves for the normal brake system are on the aft bulkhead of the
main landing gear wheel well.

The antiskid valves for the alternate brake system are on the outboard sides of
the ceiling of the main landing gear wheel well.
 RIGHT LEFT
ALTERNATE ALTERNATE
ANTISKID ANTISKID
VALVE VALVE

LEFT
NORMAL
ANTISKID
VALVES

MAIN LANDING GEAR WHEEL WELL

(LOOKING AFT)

RIGHT
NORMAL
ANTISKID
ANTISKID VALVE VALVES

ANTISKID/AUTOBRAKE SYSTEM - ANTISKID VALVE - COMPONENT LOCATION

32-42-00-005
B-737NG ATA 32-00
TRAINING MANUAL
Page - 81 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 82 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

ANTISKID/AUTOBRAKE SYSTEM - TRANSDUCER

Purpose

The antiskid transducers supply wheel speed data to the antiskid/autobrake

control unit to get wheel deceleration data. This data also goes to the antiskid/
autobrake control unit for autobrake operation.

Location

There are four antiskid transducers. Each main landing gear wheel has a
transducer in the axle.

Physical Description

When the transducer shaft turns, it provides wheel speed input to the
transducer. The hubcap shaft on the inside of the hubcap turns the transducer
shaft when the wheel turns.

A lug on the transducer aligns with a slot in the adapter assembly. This
prevents rotation of the transducer in the adapter assembly.

Training Information Point

The transducer is an LRU.

When you remove the hubcap and the two axle nut lock bolts, you can remove
the adapter assembly from the axle. You remove the transducer from the
adapter assembly after you remove the retainer nut. You do not have to remove
the axle nut.
 WHEEL

AXLE NUT (2)

AXLE NUT
LOCK BOLT

ADAPTER
FWD
ASSEMBLY
TRANSDUCER
LEFT MAIN LANDING GEAR
TRANSDUCER
SHAFT

LUG
RETAINER
NUT
HUBCAP
SHAFT

HUBCAP

TRANSDUCER INSTALLATION

ANTISKID TRANSDUCER

ANTISKID / AUTOBRAKE SYSTEM - TRANSDUCER

32-42-00-003
B-737NG ATA 32-00
TRAINING MANUAL
Page - 83 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 84 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

ANTISKID/AUTOBRAKE SYSTEM - ANTISKID FUNCTIONAL wheels 2 and 4 only. Touchdown protection for wheels 1 and 3 goes indirectly
DESCRIPTION - ANTISKID CONTROL through locked wheel protection.

Touchdown/Hydroplane Protection
General
The touchdown/hydroplane protection compares wheel speed data to ADIRU
The antiskid card has these functions: ground speed data. When the wheel speed decreases to 50 knots less than
ground speed, the hydroplane protection releases pressure to the brake. The
- Skid control hydroplane function supplies protection to wheels 1 and 3 only.
- Locked wheel protection
- Touchdown protection Gear Retract Inhibit
- Touchdown/hydroplane protection
- Gear retract braking inhibit To permit gear retract braking, the antiskid system stops alternate antiskid
operation during landing gear retraction. This occurs during the 12.5 seconds
Skid Control after the landing gear lever moves from the OFF position to the UP position.

Skid control compares the calculated wheel speed velocity with a velocity model This permits gear retract braking to stop the wheels during landing gear
to control wheel deceleration. If a wheel slows down too quickly, the skid control retraction without antiskid brake release.
releases brake pressure until the wheel speed increases.

Skid control does not operate at less than a speed of eight knots.

During normal antiskid operation, the skid control operates for each wheel.
During alternate antiskid operation, the skid control operates for both wheels on
one main landing gear.

Locked Wheel Protection

Locked wheel protection compares the wheel speeds of the two outboard or the
two inboard pair of wheels.

If the slower wheel speed decreases to less than 30 percent of the faster wheel
speed, the locked wheel protection releases brake pressure from the slower
wheel. Locked wheel protection does not operate at a speed less than 25
knots.

Touchdown Protection

The touchdown protection releases pressure from the brake while the air/
ground relay sends an air signal. The touchdown function supplies protection to
 WHEEL SPEED
TRANSDUCER 1 WHEEL VELOCITY OFF:
VELOCITY NORMAL VALVE 1 NORMAL
SPEED DRIVER ANTISKID
COMPARATOR < 8 KTS
VELOCITY MODEL VALVE 1
UP
SKID CONTROL
A

WHEEL SPEED WHEEL 1 SPEED < 30% ALT VALVE 1-2 ALTERNATE
B
> 25 KTS OF WHEEL 4 SPEED DRIVER ANTISKID
NOT
VALVE 1-2
UP
LOCK WHEEL PROTECTION
LG LEVER
UP SWITCH GEAR RETRACT
WHEEL SPEED BRAKING
< 50 KTS OF INHIBIT
ADIRU L FROM
GROUND SPEED GROUND SPEED
WHEEL 2
ANTISKID
TOUCHDOWN/HYDROPLANE PROTECTION A B CONTROL
(INBOARD
WHEEL 1 ANTISKID CONTROL CARD)

WHEEL SPEED NORMAL VALVE 4 NORMAL

TRANSDUCER 4 SKID CONTROL (SAME AS WHEEL 1) DRIVER ANTISKID
VALVE 4

WHEEL SPEED WHEEL 4 SPEED < 30%

> 25 KTS OF WHEEL 1 SPEED
TO ALT
LOCK WHEEL PROTECTION VALVE 3-4
DRIVER
IN AIR (INBOARD
CARD)
AIR TOUCHDOWN PROTECTION
AIR/GROUND WHEEL 4 ANTISKID CONTROL
RELAY
OUTBOARD ANTISKID CARD (INBOARD SIMILAR)
ANTISKID/AUTOBRAKE SYSTEM - ANTISKID FUNCTIONAL DESCRIPTION - ANTISKID CONTROL

32-42-00-008
B-737NG ATA 32-00
TRAINING MANUAL
Page - 85 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 86 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

ANTISKID/AUTOBRAKE SYSTEM - ANTISKID FUNCTIONAL

DESCRIPTION - FAULT INDICATION

General

The BITE card in the antiskid/autobrake control unit sends fault signals through
relays to the flight compartment.

The ANTISKID INOP amber light comes on if there is a fault.

 28VDC
BUS 1
OUTBOARD
ANTISKID
28VDC
BAT BUS
INBOARD
ANTISKID
28VDC
BUS 1 ANTISKID CARDS (2)
AUTOBRAKE/
BITE CONT ANTI SKID
28VDC INOP
BUS 2 A
AUTOBRAKE/ OUTBOARD ANTISKID INOP
BITE CONT ANTISKID LIGHT (P2)
28VDC FAIL
OUTBOARD
HOT BAT. ANTISKID
BUS SENSE RELAY
PARKING
BRAKE
P6 CB PANEL
RELEASED
OPEN INBOARD
ANTISKID
FAIL INBOARD
ANTISKID
SET SENSE RELAY
PARKING BRAKE P
CLOSED SWITCH
PARKING ALTERNATE
OPEN BRAKE
NOT OPEN BRAKE
DISAGREE PRESSURE
SWITCH
ALTERNATE
ANTISKID
PARKING BRAKE FAIL
VALVE ALTERNATE
VALVE
CLOSED ANTISKID
PARKING BRAKE BITE CARD SENSE RELAY
RELAY ANTISKID/AUTOBRAKE CONTROL UNIT
ANTISKID / AUTOBRAKE SYSTEM - ANTISKID FUNCTIONAL DESCRIPTION - FAULT INDICATION

32-42-00-009
B-737NG ATA 32-00
TRAINING MANUAL
Page - 87 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 88 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

ANTISKID/AUTOBRAKE SYSTEM - AUTOBRAKE SELECTOR The AUTO BRAKE DISARM light also comes on when the autobrake selector is
AND DISARM LIGHT in the OFF position and the solenoid valve pressure increases more than 1000
psi.

Purpose

The autobrake selector lets the pilots select a landing autobrake deceleration
rate, or autobrake operation if a rejected takeoff occurs.

The AUTO BRAKE DISARM amber light shows that there is a disarm condition
in the autobrake system.

Location

The autobrake selector is on the P2 center instrument panel above the upper
center display unit.

The AUTO BRAKE DISARM light is above the autobrake selector.

Functional Description

The autobrake selector is a six position selector switch.

Positions 1 through MAX command the rate of deceleration for autobrake

operation after an airplane lands. You must pull on the selector to move it to the
MAX position.

The RTO position commands a maximum brake pressure when the pilot does a
rejected takeoff.

When the autobrake selector is in the 1, 2, 3, or MAX position, the AUTO

BRAKE DISARM amber light comes on for these conditions:

- Landing disarm logic true

- RTO turn on self check
- RTO disarm logic true when RTO autobrakes have been applied
- Within 1.4 seconds after touchdown if the selector was in the RTO position
since takeoff
- RTO autobrake commanded to apply and the autobrake solenoid valve
pressure is low.
 AUTO BRAKE
FLIGHT COMPARTMENT INSTRUMENT PANEL AUTO BRAKE
DISARM a

AUTOBRAKE DISARM 2
LIGHT
1 3

OFF MAX

AUTOBRAKE SELECTOR RTO

ANTI SKID
ANTI SKID
INOP a

AUTOBRAKE/ANTISKID PANEL (P2)

ANTISKID / AUTOBRAKE SYSTEM - AUTOBRAKE SELECTOR AND DISARM LIGHT

32-42-00-106
B-737NG ATA 32-00
TRAINING MANUAL
Page - 89 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 90 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

ANTISKID/AUTOBRAKE SYSTEM - AUTOBRAKE GENERAL Autobrake Shuttle Valve

DESCRIPTION
The autobrake shuttle valve sends autobrake pressure to the normal brake
system. It does this when normal metered pressure is less than autobrake
Purpose pressure. The metered pressure switch on the autobrake shuttle valve sends
signals to the antiskid/autobrake control unit when the normal brake metering
The autobrake system applies the brakes to stop the airplane after it lands or valves supply pressure.
during a rejected takeoff.
General Description
The antiskid/autobrake control unit controls autobrake operation. Other
autobrake components include: You select an autobrake landing rate of deceleration or RTO braking with the
autobrake select switch.
- Autobrake select switch
- Autobrake pressure control module When all conditions for arming and application are correct, the antiskid/
- Autobrake shuttle valves (2) autobrake control unit controls the autobrake pressure control module. The
- Autobrake disarm light autobrake pressure control module sends autobrake pressure to the brakes
through the normal hydraulic brake system.
The autobrake system does not operate with the alternate hydraulic brake
system.

Autobrake Select Switch

The autobrake select switch lets the pilot select a rate of deceleration to the
antiskid/autobrake control unit for landing autobrake or Rejected Take-Off
(RTO) braking operation.

Antiskid/Autobrake Control Unit Inputs

The antiskid/autobrake control unit gets inputs from these sources:

- Speed brake arming switch

- Thrust lever position switch
- ADIRU
- Air/ground system
- Transducers

Autobrake Pressure Control Module

The autobrake pressure control module sends autobrake pressure through the
autobrake shuttle valves to the normal brake system. Hydraulic system B
supplies pressure to the autobrake pressure control module.
 AUTOBRAKE HYDRAULIC
28VDC SYSTEM B
POWER

AUTO BRAKE DISPLAY

DISARM a TEST VALVE
COMMANDS AUTOBRAKE
PRESSURE
FAULT CONTROL
MONITORING MODULE
AUTOBRAKE
NORMAL BRAKE
SELECT DECELERATION
METERING
SWITCH SELECTION
VALVE (2) LEFT RIGHT

AUTOBRAKE
AUTOBRAKE SHUTTLE
DISARM DISARM VALVE (2)
RELAY
METERED
PRESSURE
SWITCH (2)
SPEEDBRAKE AUTO
ARMING SW SPEEDBRAKE PILOT
ARMED BRAKE
PRESSURE
NORMAL
THRUST ANTISKID
AUTOTHROTTLE LEVER VALVE (4) LEFT LEFT RIGHT RIGHT
SWITCH PACKS POSITION OUTBOARD INBOARD INBOARD OUTBOARD
TRANSDUCER
GROUND
ADIRU (2) SPEED
LEFT RIGHT
WHEEL BRAKES BRAKES
AIR/GROUND SPEED
AIR/GROUND
RELAYS (2)

ANTISKID/AUTOBRAKE
CONTROL UNIT
ANTISKID / AUTOBRAKE SYSTEM - AUTOBRAKE GENERAL DESCRIPTION

32-42-00-102
B-737NG ATA 32-00
TRAINING MANUAL
Page - 91 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 92 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

ANTISKID/AUTOBRAKE SYSTEM - AUTOBRAKE PRESSURE

CONTROL MODULE - GENERAL DESCRIPTION

Purpose

The autobrake pressure control module uses input from the antiskid/autobrake
control unit to meter hydraulic system B pressure to the normal brake system
during autobrake operation.

Components

The autobrake pressure control module is an LRU and contains these LRUs:

- Filter
- Control valve pressure switch
- Solenoid valve pressure switch
- Control valve
- Solenoid valve

Location

The autobrake pressure control module is on the ceiling of the main landing
gear wheel well.

Training Information Point

Obey these cautions when you remove and install LRUs on the module:

CAUTION: DO NOT LET DIRT OR CONTAMINANTS GO INTO THE PORT OF

THE FILTER. MALFUNCTION CAN OCCUR.

CAUTION: WHEN YOU REMOVE THE SOLENOID VALVE FROM THE

MODULE, MAKE SURE THE VALVE IS KEPT IN A VERTICAL
POSITION. IF THE VALVE IS NOT KEPT IN A VERTICAL
POSITION, DAMAGE TO THE CONNECTOR PINS CAN OCCUR.

CAUTION: WHEN YOU REMOVE THE SOLENOID VALVE AND THE SEAL
PLATE, MAKE SURE NO CONTAMINANTS GO INTO THE OPEN
PORTS ON THE MODULE. DAMAGE TO THE VALVE CAN
OCCUR IF CONTAMINANTS GO INTO THE PORTS.
 CONTROL
VALVE
PRESSURE
FILTER SWITCH

SOLENOID
VALVE
PRESSURE
SWITCH

CONTROL
VALVE
SOLENOID
SHUTOFF
FWD
VALVE

AUTOBRAKE PRESSURE CONTROL MODULE

FWD
MLG WHEEL WELL
(LOOKING UP AND AFT)

ANTISKID / AUTOBRAKE SYSTEM - AUTOBRAKE PRESSURE CONTROL MODULE - GENERAL DESCRIPTION

32-42-00-103
B-737NG ATA 32-00
TRAINING MANUAL
Page - 93 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 94 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

AUTOBRAKE FUNCTIONAL DESCRIPTION - One thrust lever advanced out of the idle position after the airplane is on the
ground for more that 3 seconds (before 3 seconds causes brake release with
Landing Arm Logic no disarm)
- Speedbrake lever from the UP position to the DOWN position
The autobrake system arms for landing when all of these conditions occur: - Fault in the normal antiskid system
- Fault in the autobrake system
- You move the AUTO BRAKE select switch to a deceleration position - Input from one ADIRU not valid
- Both air/ground systems in air mode, or two thrust levers at idle, or one or
both air/ground systems in the ground mode for less than or equal to three When disarmed, the system sends a signal to the AUTO BRAKE DISARM light,
seconds and the light comes on (except for the first condition, when you move the
- Valid input from one ADIRU AUTO BRAKE select switch to OFF).
- No fault in the autobrake system
- No fault in the normal antiskid system RTO Arm Logic
- Normal brake metered pressure less than 750 psi
The autobrake system arms for the RTO autobrake function when all of the
When you move the AUTO BRAKE select switch to 1, 2, 3, or MAX and one or these turn-on self check conditions occur:
more of the arm conditions is not true, the select switch stays in the selected
position and the AUTO BRAKE DISARM light comes on. - AUTO BRAKE select switch to the RTO position
- No fault in the RTO autobrake function
Landing Application Logic - Two air ground systems in the ground mode
- Average of all wheel speeds less than 60 knots
The autobrake function applies the brakes when these conditions occur: - No fault in the normal antiskid system
- Two thrust levers are in the idle position
- Landing autobrake is armed - Solenoid and control valve pressures less than 1000 psi
- Both thrust levers at idle
- One air/ground system in the ground mode for 0.2 seconds or more While the turn-on self check operates, the AUTO BRAKE DISARM light comes
- Wheel spin-up detection occurs or the spin-up latch sets on for 1.4 seconds. If the turn-on self check fails, the RTO autobrakes do not
arm and the AUTO BRAKE DISARM light stays on.
When the landing autobrake function applies the brakes, it energizes the valve
relay in the antiskid/autobrake control unit. This sends power to the solenoid RTO Application Logic
valve and control valve on the autobrake pressure control module.
While autobrake application occurs, you can change the rate of deceleration The autobrake function applies the brakes when these conditions occur:
and not disarm the system. - RTO autobrake is armed
- Two thrust levers are in the idle position
Landing Disarm Logic - All wheel speeds average more than 88 knots
- No fault in the normal antiskid system
The autobrake system releases the landing autobrakes and disarms the - Two normal metered pressures are less than 750 psi
autobrake system when any of these conditions occur:
When the RTO autobrake function applies the brakes, it energizes a relay in the
- AUTO BRAKE select switch to the OFF position antiskid/autobrake control unit. This sends power to the solenoid and control
- One normal metered pressure is more than 750 psi valves on the autobrake pressure control module.
 28V DC
BUS 1 POWER
POWER SOL VLV
AUTOBRAKE/BITE OPEN
CONTROL 1
28V DC SOLENOID
BUS 2 AUTO BRAKE AUTOBRAKE VALVE
DISARM a LIGHT TEST
AUTOBRAKE/BITE
CONTROL 2 SOL VLV
RESET PRESS SW
> 1000 PSI
SHARED
POWER SOLENOID VALVE
PRESSURE SWITCH

CONT VLV
OPEN
IDLE
2
1 CONTROL
3 MAX DECELERATION VALVE
DISARM OFF SELECTION
RTO CONT VLV
AUTOBRAKE
PRESS SW
ADVANCED DISARM AUTOBRAKE
RELAY SELECT SWITCH
LEFT AUTOBRAKE LIGHT > 1000 PSI
AUTOTHROTTLE DISARM GROUND CONTROL VALVE
MICROSW PACK ARM POWER OUT PRESSURE SWITCH
AUTOBRAKE/ANTISKID PANEL
THRUST POSITION AUTOBRAKE PRESSURE
CONTROL MODULE
GND SPEED, AIR/
IDLE ADIRU (2) GND, SPEED BRAKE
LEVER POSITION
METERED PRESSURE
AIR/GROUND RELAY (2)
AUTOBRAKE CARD
> 750 PSI
ADVANCED
SPEED BRAKE ARM SW METERED PRESSURE
RIGHT AUTOTHROTTLE ANTISKID CARD (2) SWITCH (2)
MICROSW PACK ANTISKID/AUTOBRAKE CONTROL UNIT

ANTISKID/AUTOBRAKE SYSTEM - AUTOBRAKE FUNCTIONAL DESCRIPTION - AUTOBRAKE CONTROL

32-42-00-107
B-737NG ATA 32-00
TRAINING MANUAL
Page - 95 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 96 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

ANTISKID/AUTOBRAKE SYSTEM - TRAINING INFORMATION Antiskid/Autobrake Control Test

POINT
The control test does a complete system electrical test. You do the test with the
rotary switch in the NORM position. Then move these switches to start the test:
General
- Autobrake selector (in flight compartment) to 1, 2, 3, MAX, or RTO
These are the functions you can do with the BITE of the Antiskid/Autobrake - Push and hold the enable/verify switch
Control unit (AACU): - Push the verify switch
- Release the two switches
- Display test
- Built-In Test (BIT) memory (recall) test During the test, the message WAIT flashes in the message display. If there are
- Antiskid/autobrake control test no faults, the message TEST END shows in the message display. When the
- Normal antiskid brake test control test finds a fault, the fault message shows in the message display. Push
- Alternate antiskid brake test the verify switch to see other faults. When the control test finds that there are
- Autobrake application test no more faults, the message TEST END shows in the message display.
- Wheel speed signal test
- Reset (memory clear) Normal Antiskid Brake Test

The BITE instructions are on a placard that is inside the AACU. To read the The normal antiskid brake test sends signals equivalent to a wheel skid to the
instructions, you unlatch the placard, pull it out from the unit and turn it to a normal antiskid valves. To prepare for the test, operate hydraulic system B to
position where you can read it while you do the BITE tests. supply pressure to the normal brake system and hold the brakes in the applied
position. Do the normal antiskid valve tests one at a time in positions 1 through
Display Test 4 on the rotary switch.

Move the PRESS/TEST/BIT switch to the PRESS/TEST position to start the Move these switches to start the test:
display test. Four sections of the message display come on for 2.5 seconds,
then the other four come on for 2.5 seconds. Each section of the 8-character - Push and hold the enable/verify switch
message display shows one character. During the display test, the ANTISKID - Push the verify switch
INOP and AUTO BRAKE DISARM amber lights in the flight compartment come - Release the two switches
on for 5 seconds.
The message display of the AACU shows the position of the brake you do the
BIT Memory Recall Test test on. If there are no faults, the selected brake will release and then receive
pressure again. If there are faults, the fault message shows in the message
The AACU continuously monitors the antiskid and autobrake systems. If faults display and the brake does not release and then receive pressure again.
are found, the AACU keeps the fault data in the BIT memory . Move the
PRESS/TEST/BIT switch to the BIT position to show fault messages kept by the
AACU. Move the switch to the BIT position for each fault shown until the
message TEST END shows in the message display.
 DISPLAY TEST - SELECT "PRESS/TEST". ALL DISPLAY SEGMENTS LIGHT IN A CHECKERBOARD PATTERN.
ALL A/S AND A/B INDICATORS LIGHT.
MEMORY RECALL - SELECT "BIT". "TEST END" OR STORED FAILURE DISPLAYED. SELECT "BIT"
TO CONTINUE.
WARNING: TESTS APPLY AND RELEASE BRAKES. VERIFY AREA AROUND BRAKES IS CLEAR. 1 2 3 4
AIRCRAFT CONFIGURATION - CHOCK WHEELS, RELEASE PARKING BRAKE, PRESSURIZE HYDR SYSTEMS A AND B, L R
THRUST LEVERS IN IDLE, SPOILERS STOWED, ADIRU IN "NAV" MODE.
MESSAGE
ANTISKID/AUTOBRAKE CONTROL TEST - ARM A/B POSITION 1. "TEST END" OR FAILED LRU DISPLAYED. DEPRESS
DISPLAY
ROTARY SWITCH IN "NORM" POSITION. DEPRESS "ENABLE/VERIFY" "VERIFY" TO CONTINUE.
AND HOLD. THEN DEPRESS "VERIFY". RELEASE BOTH.
NORMAL ANTISKID BRAKE TEST - FULLY DEPRESS BRAKE SELECTED BRAKE DISPLAYED. BRAKE RELEASES
PEDALS, ROTARY SWITCH IN "BRAKE TEST 1" POSITION. DEPRESS THEN REAPPLIES.
"ENABLE/VERIFY" AND HOLD, THEN DEPRESS "VERIFY". RELEASE
BOTH. REPEAT FOR POSITIONS 2-4. RELEASE BRAKE PEDALS. BRAKE TEST ROTARY
ALTERNATE ANTISKID BRAKE TEST - DEPRESSURIZE HYDR SELECTED BRAKE DISPLAYED. SELECTED BRAKE 2 3 SWITCH
SYSTEM B. REPEAT ABOVE TEST. AND PAIRED BRAKE RELEASE. THEN REAPPLY.
1 4
AUTOBRAKE APPLICATION TEST - PRESSURIZE HYDR SYS A/B SWITCH POSITION DISPLAYED. ALL BRAKES
B. ARM A/B POSITION 1. ROTARY SWITCH IN "A/B" POSITION. APPLY, THEN PRESSURE STEPS DOWN, THEN A/B NORM A/B
DEPRESS "ENABLE/VERIFY" AND HOLD. THEN DEPRESS "VERIFY". DISARMS.
RELEASE BOTH. REPEAT FOR POSITIONS 2 AND 3, MAX
AND RTO.
INBD
MEMORY CLEAR - SELECT "RESET". OUTBD
BITE INSTRUCTION PLACARD ENABLE/ VERIFY
VERIFY
VERIFY SWITCH

BITE
INSTRUCTION
PRESS/ RESET MEMORY
PLACARD
RESET
TEST SWITCH
ENABLE/VERIFY
SWITCH OFF

BIT

PRESS/TEST/BIT
SWITCH
ANTISKID/AUTOBRAKE CONTROL
UNIT - HYTROL R MARK IV R

ANTI SKID AUTO BRAKE HYDRO-AIRE DIVISION

INOP DISARM R BURBANK, CALIFORNIA
a a
P2 P2 ANTISKID/AUTOBRAKE CONTROL UNIT

ANTISKID / AUTOBRAKE SYSTEM - BITE - TRAINING INFORMATION POINT

32-42-00-010
B-737NG ATA 32-00
TRAINING MANUAL
Page - 97 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 98 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

ANTISKID/AUTOBRAKE SYSTEM - TRAINING INFORMATION outboard wheels. To do the wheel speed signal test, move the rotary switch to
POINT (CONT.) the 1, 2, 3, 4, INBD, or OUTBD position. Then push and hold the enable/verify
switch, move the PRESS/TEST/BIT switch to the PRESS/TEST position, and
release both switches. This sends the more than 60 knot wheel speed signal to
Alternate Antiskid Brake Test the auto speed brake system.

You do the alternate antiskid brake test the same as the normal antiskid brake Reset
test except for these conditions:
When you push the RESET switch, the faults stored in the BIT memory from the
- Hydraulic system B does not supply pressure continuous monitoring are erased.
- Hydraulic system A does supply pressure
- The two brakes on a main landing gear release

Autobrake Application Test

The autobrake application test sends signals equivalent to an autobrake

application to the autobrake pressure control module. Operate hydraulic
system B to supply pressure to the normal brake system. Move the rotary
switch to the A/B position to select the test. You will do the test for each position
1, 2, 3, MAX, and RTO on the autobrake selector.

Move these switches to start the test:

- Push and hold the enable/verify switch

- Push the verify switch
- Release the two switches

If there are no faults, all brakes receive pressure for 10 seconds. The position
of the autobrake selector shows on the message display of the AACU. If there
are faults, the fault message shows in the message display and the brakes do
not receive pressure. At test complete, the autobrake system disarms and the
AUTO BRAKE DISARM light comes on.

Wheel Speed Signal Test

The AACU sends signals to the auto speedbrake system when each wheel
speed increases more than 60 knots. This occurs during the normal and
alternate antiskid brake tests.

The wheel speed signal test sends the more than 60 knot wheel speed signal to
the auto speed brake system for each wheel, both inboard wheels, or both
 DISPLAY TEST - SELECT "PRESS/TEST". ALL DISPLAY SEGMENTS LIGHT IN A CHECKERBOARD PATTERN.
ALL A/S AND A/B INDICATORS LIGHT.
MEMORY RECALL - SELECT "BIT". "TEST END" OR STORED FAILURE DISPLAYED. SELECT "BIT"
TO CONTINUE.
WARNING: TESTS APPLY AND RELEASE BRAKES. VERIFY AREA AROUND BRAKES IS CLEAR. 1 2 3 4
AIRCRAFT CONFIGURATION - CHOCK WHEELS, RELEASE PARKING BRAKE, PRESSURIZE HYDR SYSTEMS A AND B, L R MESSAGE
THRUST LEVERS IN IDLE, SPOILERS STOWED, ADIRU IN "NAV" MODE.
DISPLAY
ANTISKID/AUTOBRAKE CONTROL TEST - ARM A/B POSITION 1. "TEST END" OR FAILED LRU DISPLAYED. DEPRESS
ROTARY SWITCH IN "NORM" POSITION. DEPRESS "ENABLE/VERIFY" "VERIFY" TO CONTINUE.
AND HOLD. THEN DEPRESS "VERIFY". RELEASE BOTH.
NORMAL ANTISKID BRAKE TEST - FULLY DEPRESS BRAKE SELECTED BRAKE DISPLAYED. BRAKE RELEASES
PEDALS, ROTARY SWITCH IN "BRAKE TEST 1" POSITION. DEPRESS THEN REAPPLIES.
"ENABLE/VERIFY" AND HOLD, THEN DEPRESS "VERIFY". RELEASE
BOTH. REPEAT FOR POSITIONS 2-4. RELEASE BRAKE PEDALS. BRAKE TEST ROTARY
ALTERNATE ANTISKID BRAKE TEST - DEPRESSURIZE HYDR SELECTED BRAKE DISPLAYED. SELECTED BRAKE 2 3 SWITCH
SYSTEM B. REPEAT ABOVE TEST. AND PAIRED BRAKE RELEASE. THEN REAPPLY.
1 4
AUTOBRAKE APPLICATION TEST - PRESSURIZE HYDR SYS A/B SWITCH POSITION DISPLAYED. ALL BRAKES
B. ARM A/B POSITION 1. ROTARY SWITCH IN "A/B" POSITION. APPLY, THEN PRESSURE STEPS DOWN, THEN A/B NORM A/B
DEPRESS "ENABLE/VERIFY" AND HOLD. THEN DEPRESS "VERIFY". DISARMS.
RELEASE BOTH. REPEAT FOR POSITIONS 2 AND 3, MAX
AND RTO.
INBD
MEMORY CLEAR - SELECT "RESET". OUTBD
BITE INSTRUCTION PLACARD ENABLE/
VERIFY
VERIFY VERIFY
SWITCH

BITE
INSTRUCTION
PLACARD PRESS/ RESET MEMORY
TEST RESET
ENABLE/VERIFY SWITCH
SWITCH OFF

BIT

PRESS/TEST/BIT
SWITCH
ANTISKID/AUTOBRAKE CONTROL
UNIT - HYTROL R MARK IV R

ANTI SKID AUTO BRAKE HYDRO-AIRE DIVISION

INOP DISARM R BURBANK, CALIFORNIA
a a
P2 P2 ANTISKID/AUTOBRAKE CONTROL UNIT

ANTISKID / AUTOBRAKE SYSTEM - BITE - TRAINING INFORMATION POINT

32-42-00-010
B-737NG ATA 32-00
TRAINING MANUAL
Page - 99 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R
B-737NG ATA 32-00 TRAINING MANUAL
Page - 100 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY R

TAIL SKID - FUNCTIONAL DESCRIPTION If the tail strike force is very large, the force shears the fuse pin. The fuse pin
prevents damage to the airplane structure. The fuse pin attaches the fuse link
to the pivot linkage link. As the tail skid drag link rotates up with the force, the
Components pivot link rotates up on its pivot on airplane structure.

The tail skid has these components:

- Upper rod
- Fuse Link
- Pivot linkage link
- Frangible cartridge
- Lower rod
- Wear shoe
- Skirt fairing
- Drag link

The wear shoe and skirt fairing are on the outside lower surface of the tail of the
airplane. All other tail skid components are in the lower area of the stabilizer
compartment.

Functional description

When a tail strike occurs that has a small force, the wear shoe rubs on the
runway to absorb the force of the tail strike. Four wear dimples on the lower
surface of the shoe, two forward and two aft, show when you must replace the
wear shoe. You replace the wear shoe when the material of the shoe wears to
the level of the wear dimples. If the wear shoe hits an object while it rubs on the
runway, the lower part of the wear shoe shears off. The lower part of the wear
shoe shears at the shear channel. This prevents damage to the tail skid
components.

When a tail strike occurs that has a large force, the frangible cartridge crushes
to absorb the force of the tail strike. The wear shoe attaches to a drag link
which pivots on airplane structure. The warning placard on the aft surface of the
skirt fairing shows how much the cartridge has been crushed. The lower part of
the placard is red, the upper part is green. Normally you can see both parts of
the placard. If you can not see the green part of the placard, the cartridge has
been crushed to its limit. You must now replace the cartridge. The safety cable
holds the drag link when you replace the cartridge.
 PIVOT
LINKAGE LINK
AIRPLANE
STRUCTURE (REF) FUSE LINK
FUSE
UPPER ROD PIN

CARTRIDGE BOLTS
(4 UPPER, 4 LOWER)

SAFETY CABLE
FRANGIBLE
CARTRIDGE
A

DRAG LINK

LOWER
ROD

FWD
A
SKIRT
PIVOT FAIRING SHEAR CHANNEL WEAR
POINT SHOE
(2)

FRANGIBLE
CARTRIDGE
GREEN
WARNING
PLACARD
RED
SKIRT
FAIRING
FWD
WEAR SHOE
WEAR
(SOME SUPPORT STRUCTURE NOT SHOWN) VIEW A-A DIMPLES (4)
TAIL SKID - FUNCTIONAL DESCRIPTION

32-71-00-002
B-737NG ATA 32-00
TRAINING MANUAL
Page - 101 8/22/02 EFF - ALL FOR TRAINING PURPOSES ONLY
R