LANDING GEARS

1. GEARS AND DOORS

GENERAL
- The landing gear consists of:
+ Two main landing gears that retract inboard
+ One nose landing gear that retracts forward.
- Doors enclose the landing gear bays. Gear and doors are electrically controlled and
hydraulically operated. So if ELEC is failed, the LDG is failed to operate as well, this
case we have gravity extension. After gravity extension, the landing gear doors are still
open. This door is attached to fairing
- The doors, which are fitted to the landing gear struts, are operated mechanically by the
gear and close at the end of gear retraction. This door is attached to LDG strut
- Two Landing Gear Control and Interface Units (LGCIUs) control the extension and
retraction of the gear and the operation of the doors. They also supply information about
the landing gear to ECAM for display, and send signals indicating whether the aircraft is
in flight or on the ground to other aircraft systems.
- A hand crank on the center pedestal allows the flight crew to extend the landing gear if
the aircraft loses hydraulic systems or electrical power.

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Notes:
- Each LGCIU in turn controls a complete gear cycle: one UP selection and one DOWN
selection. Setting the L/G control lever to UP causes systems 1 and 2 changeover. At T.O,
after gear retracted, new LDGCIU is assigned (ex: LDG1), at LD gear is down (LDG 1
is still active). At next T.O, after gear retracted, LDG1 changes to LDG 2
- The LGCIU in control is the active unit and the other is the standby unit. The active
unit change after each retract/extend cycle (when the L/G control lever is moved away
from the DOWN position). If a failure occurs in the active LGCIU, the standby LGCIU
becomes -active.
- Gears and DOORs are operated by GREEN HYD

MAIN LANDING GEAR (MLG)

- Each main gear has twin wheels and an oleo pneumatic shock absorber.
- Each main wheel has an antiskid brake.

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 NOSE

LANDING GEAR (NLG)

- The two-wheeled nose gear has an oleo pneumatic shock strut and a nose wheel
steering system.

LANDING GEARS AND DOORS OPERATION

 NORMAL OPERATION

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- The LGCIUs control the sequencing of gear and doors electrically. One LGCIU
controls one complete gear cycle, then switches over automatically to the other LGCIU at
the completion of the retraction cycle. It also switches over in case of failure.
- The green hydraulic system actuates all gear and doors. When the aircraft is flying
faster than 260 ± 5 knots, a safety valve automatically cuts off hydraulic supply to the
landing gear system. Below 260 kt, the hydraulic supply remains cut off as long as the
landing gear lever is up.

LANDING
GEAR GRAVITY EXTENSION
- If the normal system fails to extend the landing gear hydraulically, the flight crew can
use a crank to extend it mechanically. When a crew member turns the crank 3 turn, each
turn will activate the following:
+ First turn: isolates the landing gear hydraulics from the green hydraulic system
+ Second turn: unlocks the landing gear doors and the main and nose main gear
+ Third turn: allows gravity to drop the gear into the extended position.
- Locking springs help the crew to crank the main gear into the locked condition, and
aerodynamic forces assist in the locking of the nose gear.
- The flight crew can reset the emergency extension system in flight after using it for
training (if green hydraulic pressure is available)
Notes:
 Free fall extension is used either when:

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 - Both Landing Gear Control Interface Units (LGCIUs) have failed,
- There is green hydraulic low pressure,
- One door cannot be opened hydraulically,
- One gear leg cannot be lowered hydraulically.
 If both LGCIUs fail, the solenoids are not energized and the door "close" lines are not
pressurized. If the green hydraulic pressure is low the door "close" lines are not
pressurized.

MAIN LANDING GEAR DESCRIPTION

ACTUATING CYLINDER
The MLG actuating cylinder is installed on the main fitting at the piston rod end. Two

lugs attach the body to the wing rear spar. When it is hydraulically supplied:
- the piston rod extends to retract the MLG,
- the piston rod retracts to extend the MLG.

SIDE STAY ASSEMBLY

The main components of the side stay assembly are:
- a basic side stay,
- a lock stay,
- a lock stay actuator,
- two lock springs,

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 - the proximity sensors and their related targets. The lock springs move the lock stay to
an over center position during the extension cycle.

LOCK STAY
The lock stay provides an over center stop and a geometric lock of the L/G.

LOCK STAY ACTUATOR

During MLG extension the two lock stay actuator ports are open to return; a restrictor
controls the rate of MLG extension. It is pressurized to extend during MLG door closure
until hydraulic pressure on the door close line is released. During MLG retraction, the
hydraulic fluid retracts the piston which opens the over centered lock, to fold the side stay
and the lock stay against the lock springs.

TORQUE LINKS/SLAVE LINK

The torque links align the main fitting and the sliding tube, but let vertical movement
between the parts occur. The slave link is mounted at the rear.

TORQUE LINK DAMPER

The torque link damper is a spring-centered, two-way hydraulic unit, which has its own
hydraulic reservoir. Its function is to decrease the landing vibrations through the torque
links.
To prevent the inner cylinder
from rotating in the outer
cylinder of the shock strut, a
torque link is present. The
torque link prevents the wheel
from shimmies. The best
example of a shimmy is a
shopping trolley where the
wheels do not move straight
but are changing direction
continuously. The torque link
does not block the vertical
movement of the shock strut.
The torque link consists of two
identical smaller constructions
which form together a V-shape which are connected by a hinge in the middle of the V-
shape (figure 1.11). These smaller constructions are called the upper torque link (1)
which is connected to the outer cylinder and the lower torque link (2) which is connected
to the inner cylinder. To the hinge a torque link damper (3) is connected, which decreases
the landing vibrations in both torque links.

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MAIN DOOR
The main door is attached to the fuselage structure by two hinges and is operated by a
hydraulic actuator. Attached to the forward end of the main door are the hydraulic
actuator and an unlock roller that is used to keep the main door in the closed position.
Installed on the rear end of the main door are steps, used for access to the gear well
compartment. Two ramps are installed on the inside of the main door. These ramps make
sure that the gear does not catch on the main door during a free-fall extension. Two

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proximity sensors and targets send the door open position signal of the main door to the
Landing Gear Control and Interface Units (LGCIUs).

MLG DOOR UPLOCK

The MLG door unlock is closed mechanically, locking the door in the closed position and
hydraulically opened, releasing the door during normal extension and retraction
sequences. The unlock can also be opened mechanically in free-fall extension and ground
door opening.

HINGED FAIRING
The hinged fairing is attached to the wing skin by a single hinge and to the L/G by an
adjustable tie-rod. The adjustable tie-rod causes the hinged fairing to follow the L/G
during the L/G extension and retraction.

FIXED FAIRING
The fix fairing is attached to the gear on 5 points and is fully adjustable in vertical and
horizontal directions.

MAIN DOORS
The two main doors are hydraulically operated. These two doors are connected
mechanically to the A/C by a linkage that has two control rods connected to the same bell
crank. This bell crank is installed at the roof of the L/G well and is operated by one
double-acting actuator. An unlock assembly latches the doors in the closed position.

PROXIMITY DETECTORS
Two proximity switch detectors per door provide a signal in the open position. The doors
must be in this position to permit the gear to operate. The signals are sent to the two
systems, one signal per doors by system

AFT DOORS
The two aft doors are symmetrical, hinged to the fuselage and connected by an adjustable
rod to the gear leg. These doors close the aft part of the nose gear well when the gear is
retracted.

LEG DOOR
The leg door is attached to the rear part of the gear leg. When the gear is retracted, this
door closes off the area through which the drag strut passes when the gear is extended.

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 LANDING GEAR INDICATOR PANEL

This panel is connected to

LGCIU1, which receives signals
from proximity detectors.
▿ light: comes on
green if the gear is locked down.
UNLK light: comes on red
if the gear is not locked in the
selected position.

Notes:
- This panel is connected to the LGCIU 1 only, therefore, the lights on the LDG GEAR
indicator panel come on as long as the LGCIU 1 is electrically supplied.
- If one UNLK indication remains on, the landing gear position can be confirmed using
the WHEEL SD page
(information from LGCIU 1
& 2). Only one green triangle
on each landing gear is
sufficient to confirm that
the landing gear is down
locked.

LANDING GEAR
SELECTOR LEVER

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(1) L/G LEVER
UP: This position selects landing gear
retraction. While the landing gear doors
are opening, the normal brake system
brakes the wheels of the main landing gear
automatically. A brake band in the nose landing gear well brakes the nose landing gear
wheels as the doors close (for aircraft equipped with nose landing gear rubbing strips).

DOWN: This position selects landing gear extension. An interlock mechanism prevents
anyone from accidentally retracting the gear while the aircraft is on the ground. It does so
by locking the lever in DOWN position when the shock absorber on either main gear is
compressed (aircraft on ground) or the nose wheel steering is not centered. The landing
gear hydraulic system remains pressurized as long as the landing gear is extended (if
green hydraulic pressure is available).

(2) RED ARROW

This red arrow lights up if the landing gear is not locked down when the aircraft is in the
landing configuration, and a red warning appears on ECAM.

LANDING GEAR GRAVITY EXTENSION

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- To put the landing gear down by gravity, the flight crew must pull the gear crank out,
then turn it clockwise for 3 turns. When the flight crew operates the crank handle, the
cutout valve shuts off hydraulic pressure to the landing gear system and depressurizes it.
Notes:
After 3 turns, crew must stow the level in order for parking break to operate

2. NOSE WHEEL STEERING

- A hydraulic actuating cylinder steers the nose wheel. The yellow hydraulic system
supplies pressure to the cylinder, and electric signals from the Brake and Steering Control
Unit (BSCU) control it.
- The BSCU receives orders from:
 Captain's, and the First Officer’s steering hand wheels (orders added algebraically), or
 Rudder pedals, or
 Autopilot.
- The BSCU transforms these orders into nose wheel steering angle. That angle has the
following limits, which depend on ground speed and the origin of the orders.
- The steering system receives actuating hydraulic pressure when:
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  A/SKID & N/W STRG switch is ON
 Towing control lever is in normal position
 At least one engine is running
 Aircraft is on ground.
- The hand wheel can turn the nose wheel up to 75 ° in either direction. A lever, on the
towing electrical box (on nose landing gear), enables ground crew to deactivate the
steering system for towing. Then the wheel can be turned 95 ° in either direction. To
prevent rudder pedal orders, or autopilot orders, from going to the BSCU, the pilots can
use the pushbutton on either steering hand wheel.

Notes:
- An internal cam mechanism returns the nose wheel to the centered position after
takeoff
- AC BUS 1 supply electrics to NWS, if this BUS is failed, NWS is failed as well
- If some failures lead to nose doors cannot closed, then NWS is inoperative

3. BRAKES, AUTOBREAK AND ANTISKID

 BREAKS
- The main wheels are equipped with carbon multidisc brakes, which can be actuated by

either of two independent brake systems.

- The normal system uses green hydraulic pressure, whereas the alternate system uses
the yellow hydraulic system backed up by the hydraulic accumulator.
- Braking commands come from either the brake pedals (pilot action), or the autobrake
system (deceleration rate selected by the crew).
- Depending on the failure, braking may revert to:

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  Alternate braking with antiskid. This braking mode is controlled by the Alternate
Braking Control Unit (ABCU), and the antiskid is controlled by the BSCU
 Alternate braking without antiskid. This braking mode is fully-controlled by the
ABCU
 Alternate braking without antiskid on accumulator. This braking mode is fully-
controlled by the ABCU.
- The BSCU performs the following secondary functions:
 Checks the residual pressure in the brakes
 Monitors the brake temperature
 Provides discrete wheel speed information to other aircraft systems.
- A changeover between the two BSCU channels takes place at each DOWN landing
gear lever selection, or in case one channel fails.
- The main gear wheels are fitted with fusible plugs which protect against tire burst, in
the event of overheat.
- Main gear wheels are also equipped with brake cooling fans, which permit a high
speed cooling of brakes.

BRAKING MODES
There are four modes of operation:
‐ Normal braking
‐ Alternate braking with antiskid
‐ Alternate braking without antiskid
‐ Parking brake.

1. NORMAL BRAKING
- Normal braking is operative when:
 Green hydraulic pressure is available
 A/SKID & N/W STRG switch is ON.
- During normal braking, antiskid is operative and autobrake is available.
- Braking is electrically-controlled through the BSCU from:
 Pilot’s pedals, or
 Automatically activates when:
o On ground by the autobrake system, or
o In flight when the landing gear lever is up => activate to break the landing gear
- There is no brake pressure indication in the cockpit.
Notes:
- The hydraulic braking operation is identical for automatic braking, manual braking
and in flight braking.
- During in flight braking, anti-skid function is inhibited by the Braking and Steering
Control Unit (BSCU).
- Normal braking and anti-skid regulation are electrically controlled by the BSCU. If
the parking brake pressure decreases to less than 35 bar (507.6319 psi) when the PARK
BRK is in ON position, the system reactivates the Normal Braking mode automatically
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=> If during parking break is ON, then pressure is reduced to below 35 bar, normal
breaking is activated, then crew can use pedal to break aircraft even with parking break
is ON
- The accumulator has sufficient capacity to hold the brakes on for a minimum time of
twelve hours

2. ALTERNATE BRAKING WITH ANTI-SKID

- Autobrake is inoperative.
- Braking uses this mode when green hydraulic pressure is insufficient, and:
 Yellow hydraulic pressure is available
 A/SKID & N/W STRG switch is ON (G or Y can power A/SKID)
 Parking brake is not ON.
- Braking inputs are made by the brake pedals and sent to the ABCU. Then, taking into
account the brake pedal input, the ABCU:
 Energizes the alternate brake selector valve to pressurize the yellow hydraulic circuit
 Electrically controls the Alternate Servo Valve to obtain the correct pressure for the
related brakes.
- Antiskid is controlled by the BSCU.
- A triple indicator on the center instrument panel indicates the pressure delivered to the
left and right brakes, as well as the accumulator pressure.
Note: Initial pedal force or displacement produces more braking action in alternate
mode than in normal mode.

3. ALTERNATE BRAKING WITHOUT ANTI-SKID

- Autobrake and antiskid are inoperative.
- The antiskid system is either deactivated:
 Electrically (A/SKID & N/W STRG sw OFF, or power supply failure (AC BUS 1), or
BSCU failure), or
 Hydraulically (Y + G system low pressure, the brakes are supplied by the brake
accumulator only).
- Depending on the brake pedals’ demand, the ABCU controls the alternate brake
selector and the alternate servo valves.
- Brake pressure and accumulator pressure are indicated on a triple indicator, located on
the center instrument panel. To avoid wheel locking and limit the risk of tire burst, brake
pressure is automatically limited to 1 000 PSI.
- The accumulator can supply at least 7 full brake applications.
Note: Initial pedal force or displacement produces more braking action in alternate
mode than in normal mode.

4. PARKING BRAKE
- Brakes are supplied by the yellow hydraulic system, or by accumulator pressure via the
parking brake control valve, which opens allowing full pressure application on the main
gear wheel brakes.

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- The accumulator maintains the parking pressure for at least 12 h.
- If the parking brake is activated and no yellow hydraulic or accumulator brake pressure
is available, then the normal braking system can be applied via the brake pedals. (below
35 bar or 507.6 psi)
- Yellow accumulators can be pressurized by pressing the yellow electrical pump
switch.

 ANTI-SKID SYSTEM
- The antiskid system provides maximum braking efficiency by maintaining the wheels
at the limit of an impending skid.
- At skid onset, brake release orders are sent to the normal and alternate servo valves, as
well as to the ECAM system which displays the released brakes.
- Without using autobrake, full braking performance is achieved only with brake pedals
at full deflection.
- The antiskid system is deactivated below 20 kt (ground speed).
PRINCIPLE

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- The speed of each main gear wheel (given by a tachometer) is compared to the aircraft
speed (reference speed). When the speed of a wheel decreases below approximately 0.87
times (depending on conditions) reference speed, brake release orders are given to
maintain the wheel slip at that value (best braking efficiency). In normal operation, the
reference speed is determined by the BSCU from the horizontal acceleration of ADIRU
1, or ADIRU 2, or ADIRU 3.
Notes:
- The required reference speed during braking is directly obtained from the average
between the values from the three ADIRUs. In case the ADIRU data is not valid, the
reference speed is equal to the maximum of either main L/G wheel speeds. A/C
deceleration is limited to 1.7 m/s²
- In case all ADIRUs fail, reference speed equals the maximum of either main landing
gear wheel speeds.

 AUTO BRAKE
SYSTEM ARMING
- The crew may arm the system by pressing the LO, MED, or MAX pushbutton
provided all the following arming conditions are met:
 Green pressure available
 Anti-skid electrically-powered
 ADIRU (1) is available.
 No failure in the braking system
Notes:

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1. Auto brake may be armed with the parking brake on.
2. MAX autobrake mode cannot be armed in flight.

SYSTEM ACTIVATION
- Automatic braking is activated when:
 The command for ground spoiler’s extension is detected for LO and MED mode, or
 The command for ground spoiler’s extension is detected, and the wheel speed is
above 40 kt, for MAX mode.
- For autobrake to activate, at least two SEC’s must be operative.

(3) AUTO/BRK panel (NEO)

The spring-loaded MAX, MED, and LO pushbutton switches arm the appropriate
deceleration rate. The usage for each mode are as follow:
‐ MAX mode is normally selected for takeoff. In the case of an aborted takeoff,
maximum pressure goes to the brakes, as soon as the system generates the ground spoiler
deployment order. Deceleration rate is 0.27g
‐ MED or LO mode is normally selected for landing:
+ MED mode sends progressive pressure to the brakes 2 s after the ground spoilers
deploy in order to decelerate the aircraft at 3 m/s² (9.8 ft/s²)
+ LO mode sends progressive pressure to the brakes 2 s after the ground spoilers deploy, in order to d

The lighting on the pushbutton switches are as follow:

ON light: comes on blue to indicate positive arming
DECEL light: comes on green when the actual deceleration is 80 % of the selected rate
Notes: On slippery runways, the predetermined deceleration may not be reached, due to
antiskid operation. In this case, the DECEL light will not come on. This does not mean
that autobrake is not working.

(3) AUTO/BRK panel (CEO)

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The spring-loaded MAX, MED, and LO pushbutton switches arm the appropriate
deceleration rate. The usage for each mode are as follow:
‐ MAX mode is normally selected for takeoff. In the case of an aborted takeoff,
maximum pressure goes to the brakes, as soon as the system generates the ground spoiler
deployment order. Deceleration rate is 0.27g
‐ MED or LO mode is normally selected for landing:
+ MED mode sends progressive pressure to the brakes 2s after the ground spoilers
deploy in order to decelerate the aircraft at 3 m/s² (9.8 ft/s²)
+ LO mode sends progressive pressure to the brakes 4 s after the ground spoilers
deploy, in order to decelerate the aircraft at 1.7 m/s² (5.6 ft/s²).

The lighting on the pushbutton switches are as follow:

ON light: comes on blue to indicate positive arming
DECEL light: comes on green when the actual deceleration is 80 % of the selected rate
Notes: On slippery runways, the predetermined deceleration may not be reached, due to
antiskid operation. In this case, the DECEL light will not come on. This does not mean
that autobrake is not working.

4. TIRE PRESSURE INDICATING SYSTEM

- The Tire Pressure Indicating System (TPIS) continuously monitors the absolute
pressure of each individual tire and provides cockpit indications and warnings.
- A pressure transducer installed in the wheel rim measures the pressure of each tire. The
pressure transducer gives a DC signal from 0 to 100mV in proportion to the pressure.
- In case of TIRE Low Pressure, the single chime sounds and the MASTER Caution
comes on. The failure is shown amber on the EWD associated to indications on the
ECAM WHEEL page. One tire pressure is lower than:
 74% of nominal pressure from lift off to engines shut down,
 89% of nominal pressure in other cases.

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- Or the difference of pressure between two wheels on the same axle is higher than:
 21% of nominal pressure from lift off to engines shut down,
 15% of nominal pressure in other cases.

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