a380-Level i - Ata 32 Landing Gear

A380TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)LEVEL I - ATA 32 Landing Gear

This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reservedNo part of this manual may be reproduced in any form,

by photostat, microfilm, retrieval system, or any other means,without the prior written permission of AIRBUS S.A.S.

LEVEL I - ATA 32 LANDING GEARLanding Gear Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Landing Gears and Doors Presentation . . . . . . . . . . . . . . . . . . . . . . . . 4L/Gs Extension and Retraction System (LGERS) Pres. . . . . . . . . . . 16Brake System presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24Steering System presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32Landing Gear Maintenance (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42


TABLE OF CONTENTS Mar 21, 2006Page 1

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LANDING GEAR INTRODUCTIONGeneral

The landing gear system supports the aircraft on the ground and transmitslanding, takeoff and taxi loads to the structure.It also decreases the aircraft speed through the braking system and steersthe aircraft on ground.The landing gear system includes:- landing gears and doors,- the Landing Gear Extension and Retraction System (LGERS),- the Braking Control System (BCS),- the Steering Control System (SCS),- the Tire Pressure Indicating System (TPMS),- the Oleo Pressure Monitoring System (OPMS),- the Brake Temperature Monitoring System (BTMS).


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GENERAL


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LANDING GEARS AND DOORS PRESENTATIONGeneral

There are five landing gears:- two Wing Landing Gears (WLG),- two Body Landing Gears (BLG)- one Nose Landing Gear (NLG)During flight the landing gear L/G is retracted into bays.Doors are operated mechanically and hydraulically to close when theL/G retracts. The hydraulically operated doors also close after the L/Gis extended.The oleo-pneumatic shock absorbers are monitored to give oleo pressureto flight and maintenance crew through the Oleo Pressure MonitoringSystem (OPMS).


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LANDING GEARS AND DOORS PRESENTATIONWing Landing Gears (WLG) & DoorsA Wing Landing Gear (WLG) is installed in each wing. They supportthe aircraft on the ground and transmit taxi, take-off, landing and brakingloads to the wing. Each WLG retracts inboard into its wheel bay in thefuselage.Each WLG has these parts:- a leg assembly that includes a shock absorber and a four wheel bogiebeam assembly,- a retraction actuator.There are four doors for each WLG, a main door, an auxiliary door, afixed fairing door and a hinged door.The main door operates hydraulically.The auxiliary door is articulated and is operated by the main door.The fixed fairing door and the hinged door are gear operated.




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WING LANDING GEARS (WLG) & DOORS




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LANDING GEARS AND DOORS PRESENTATIONBody Landing Gears (BLG) & DoorsThe two Body Landing Gears (BLG) are installed in the center fuselage(between the two WLG)The BLG gives the aircraft a large footprint to spread the weight of theaircraft and transmits taxi, take-off, landing and braking loads to thefuselage.BLG has steering capability of its aft axles.The BLG retracts aft into a bay in the fuselage and has these parts:- a BLG leg assembly that includes a shock absorber and a six wheelbogie beam assembly,- a retraction actuator.There are four doors for each BLG:- an inner door,- an outer door,- a center door,- an auxiliary door.




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BODY LANDING GEARS (BLG) & DOORS




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LANDING GEARS AND DOORS PRESENTATIONNose Landing Gears (NLG) & DoorsThe Nose Landing Gear (NLG) is installed in the forward fuselage. Itsupports the forward part of the aircraft on the ground and transmits taxi,take-off and landing loads to the airframe.The NLG has these parts:- a leg assembly that includes a shock absorber and a twin-wheel axle,- a nose wheel steering mechanism that includes two actuators- a retraction actuator.There are four doors for the NLG, those are:- two forward doors- two rear doors.The forward doors are hydraulically operated and the rear doors are gearoperated.




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NOSE LANDING GEARS (NLG) & DOORS




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LANDING GEARS AND DOORS PRESENTATIONOleo Pressure Monitoring System (OPMS)This system measures and provides the oleo pressure of the gears to theflight and maintenance crew.It monitors the pressure and temperature of the gears and transmits theinformation to the Integrated Modular Avionics (IMA) through theLanding Gear Remote Data Concentrator (LGRDC).Pressure and temperature is acquired by Oleo Pressure and TemperatureSensor (OPTS), one for each landing gear.




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OLEO PRESSURE MONITORING SYSTEM (OPMS)




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LANDING GEARS AND DOORS PRESENTATIONTire Pressure Monitoring System (TPMS)Tire pressure is indicated to the flight and maintenance crew through aTire Pressure Monitoring System (TPMS) hosted in the CPIOMs.Tire pressure is measured by pressure sensor, one for each wheel andsend to the CPIOMs through landing gear remote data concentrator(LGRDC).




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TIRE PRESSURE MONITORING SYSTEM (TPMS)




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L/GS EXTENSION AND RETRACTION SYSTEM (LGERS) PRES.General

The Landing Gear Extension and Retraction System (LGERS) controlsand monitors the extension and retraction of the Landing Gear (L/G).The system is divided into three sub-systems:- the normal extension and retraction system,- the free fall extension system,- the Ground Door Opening system (GDO)The normal extension and retraction system extends and retracts the L/Gin normal operation. The system is electrically controlled andhydraulically operated.The green hydraulic system provides the hydraulic power to the NLGand WLG gear and doors operation.The yellow hydraulic system provides the hydraulic power to the BLGand doors operation.A L/G control lever is used to start extension or retraction.If the normal extension and retraction system is not available the gravityassisted landing gear extension can be made using the free fall system.The free fall system is electrically controlled and operated. A Switch isused to make the necessary extend selection.The ground door opening system is operated on the ground from outsidethe aircraft for access to the landing gear bays for maintenance.Five ground door-opening handles adjacent to the landing gear baysoperate the doors.


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L/GS EXTENSION AND RETRACTION SYSTEM (LGERS) PRES.Normal Extension & Retraction

A Landing Gear Control Lever in the cockpit is used to extend or retractthe landing gear.The lever starts the electrical control which is executed by a duplicatedLanding Gear Control and Indication System (LGCIS).The purpose of the LGCIS is to control and monitor the position of theLanding Gears, Doors and Uplocks.The LGCIS application hosted in Central Processing and Input OutputModules (CPIOM's) controls the gear operation by issuing control signalsto gear and door selector valves and the gear and door electrical uplockactuators.Proximity sensors supply the LGCIS with the necessary position datathrough the Landing Gear remote Data Concentrator (LGRDC)The LGCIS also interfaces with other aircraft systems to give gear statusand position information.




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NORMAL EXTENSION & RETRACTION




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L/GS EXTENSION AND RETRACTION SYSTEM (LGERS) PRES.Free Fall Extension

In the event, that the normal system is not available to deploy the landinggear, the free fall system is an alternative and independent system thatreleases the gears and doors from their uplocks.The Free Fall System is independent of the Integrated Modular Avionics(IMA) environment.This independence makes sure that a failed normal system cannot preventthe free fall system.The system is activated from a dedicated free fall switch, situated on theinstrument panel in the cockpit.The Emergency Extension operating sequence is controlled by a FreeFall Control Module (FFCM), which is a dual system.To Perform a free fall extension, the FFCM has to:- Isolate the hydraulic supply pressure from the landing gear hydrauliccircuits, this is achieved by a Cut out Valves.There is a Cut out Valve for each gear group (NLG, WLG and BLG):-To allow free flow between the ports of gear and door actuators, this isachieved by a Vent Valve.There is a Vent Valve for each individual gear bay (NLG, L WLG, RWLG, L BLG and R BLG):- To release gear and door uplocks, such that the gears and doors can fallunder gravity.An independent landing gear position indicator lights will show whenthe landing gears are downlocked if normal indication given by LGCISis affected.




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FREE FALL EXTENSION




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L/GS EXTENSION AND RETRACTION SYSTEM (LGERS) PRES.Ground Door Opening (GDO) SystemEach landing gear bay doors are independently operated by the GroundDoor Opening (GDO) System.Door opening and closing operations are done by means of a door-openinglever, installed on the GDO panel, adjacent to each landing gear bay.When the aircraft is on the ground, the normal Landing GearExtension/Retraction System maintains the operated doors in their closedand locked position.To allow door opening, first, the respective hydraulic door actuator isisolated from the LGERS hydraulic circuit,This is achieved by using a Bypass Valve, that connects extend and retractports of the door actuator together and blocks the door close pressureline.There is one Bypass Valve per individual door(s) operation.Following the door actuator isolation, the door uplock is unlocked andthe door opens under gravity.Closing the door is accomplished in reverse order by resetting the dooruplock actuator, followed by a reset of the Bypass Valve Actuator. Systemreset returns control to the normal operating system.Resetting the GDO System is only possible if hydraulic pressure isavailable to immediately close the landing gear door.




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GROUND DOOR OPENING (GDO) SYSTEM




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BRAKE SYSTEM PRESENTATIONGeneral

The Braking Control System (BCS) supplies aircraft retardation duringlanding, taxi and in case of a Rejected Take Off.The nose gear and the aft axles of the body gears do not have brakesinstalled.The braking orders are generated by the auto brake system, the brakepedals and the parking brake handle.The BCS has five modes of operation, normal, alternate, emergency,ultimate and the parking brake.The yellow hydraulic pressure is used for the Body Landing Gear (BLG)and green is used for the Wing Landing Gear (WLG).Hydraulic power for the alternate, emergency, ultimate and parking brakeis supplies by Local electro-Hydraulic Generator Systems (LEHGS)through the alternate circuit, one LEHGS for the BLG and one LEHGSfor the WLG.The BCS function is hosted in the Central Processing and Input OutputModule (CPIOM), which controls and monitors the braking.The emergency braking is controlled by the Emergency Brake ControlUnit (EBCU).Brake indications and warning are given by the BCS in the CPIOMthrough the ECAM.In the following topic, the braking modes will be presented on BLG, butare applicable to the WLG as well, except for the parking brake, whichonly acts on the BLG and the ultimate braking which is different for theBLG and the WLG.


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BRAKE SYSTEM PRESENTATIONNormal Braking

The control of the Braking Control System (BCS) is managed by tworedundant systems side one and two, comprised of Core ProcessingInput/Output Modules (CPIOMs) and Remote Data Concentrators (RDCs).The normal braking mode includes the following functions:- Pedal braking,- Auto brake,- Antiskid- Retraction braking.The normal braking circuit draws hydraulic power from the centralisedaircraft hydraulic system. Two valves in series are used to control thepressure in the circuit.The first valve is an isolation valve, named the Normal Brake SelectorValve (NBSELV), the valve isolates the hydraulic power supply fromthe rest of the braking circuit. The NBSELV is controlled by the CPIOMs.The second valve is the Normal Servo Valve (NSV) whose function isto control pressure to the demanded level and to supply regulation forthe Anti-Skid function. Each NSV controls the two brakes fitted to anaxle.The NSV is controlled by the CPIOMs via the Remote Data Concentrators(RDC).The auto brake can be used during landing or during a Rejected Take Off(RTO).Brakes indications and warning are given by the CPIOMs through theECAM.

Alternate Braking

If the normal braking fails, the alternate braking takes over.The alternate braking mode includes the following functions:- Pedal braking- Auto braking

The Alternate circuit maintains a similar hydraulic valve layout to theNormal circuit, with an Alternate Brake Selector Valve (ABSELV) placedin series with an Alternate Servo Valve (ASV).The ABSELV is commanded by the CPIOMs and the ASV by theCPIOMs through RDCs.The hydraulic power is supplied by a Local Electro-Hydraulic GenerationSystem (LEHGS), which works in unison with an accumulator to meetthe pressure and flow requirements of the Alternate circuit.A Bogie Shuttle Valve selects the highest pressure from the Normal andAlternate circuits.The CPIOMs give brakes indications and warnings through the ECAM.

Emergency Braking

If BCS function is lost, the Emergency Brake Control Unit (EBCU) isengaged to control the emergency braking with pedals orders only andlimited braking pressure.The EBCU uses the alternate hydraulic circuit and controls the ABSELVand ASV.




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NORMAL BRAKING ... EMERGENCY BRAKING




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BRAKE SYSTEM PRESENTATIONUltimate Braking

Ultimate braking supplies a means of braking the aircraft in the eventthat pedal braking is unavailable.The LEHGS and/or the accumulator power the ultimate braking. Brakingis initiated by parking brake switch action.The EBCU commands through the alternate hydraulic circuit, a limitedpressure on WLG brakes, when the Flight Control System (FCS) givesground spoiler deployment signal.The Parking brake switch will simultaneously activate the Parking brakecircuit and apply Parking brake pressure on the BLG brakes.




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ULTIMATE BRAKING




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BRAKE SYSTEM PRESENTATIONParking Brake

The parking brake function is available only for the BLG wheels bymeans of additional circuit and valves.The Parking Brake Selector Valve (PBSELV) commanded by the parkbrake switch is placed in parallel with the ABSELV, and the twosub-circuits are joined via a Shuttle Valve.The shuttle valve moves over to let the highest pressure supply the servicelines.Normal and Alternate braking circuits remain active during and afterapplication of Parking Brake.An accumulator reinflate switch adjacent to the park brake switch operatesthe BLG LEHGS to pressurize the BLG accumulators.A triple gauge is installed on the main instrument panel.In normal operation the triple gauge is used when operating the parkbrakes: the gauge will show the lowest BLG accumulator pressure on theupper needle and the left and right BLG brake pressures on the lowerneedles.During emergency the lower needles will show WLG brake pressure toassist the pilot in these braking modes.

Alternate Circuit Refilling

The Alternate Refilling Valve (ARV) is used to replenish the WLG andBLG accumulators and reservoirs, from the aircraft hydraulic circuit.They are commanded open once per flight cycle only, after engine start.Each ARV is controlled independently by the CPIOMs and is commandedopen if the accumulator pressure is below a defined pressure, or theLEHGS reservoir is not in the full condition.

Brake Temperature Monitoring System (BTMS)The brake temperature sensors monitor the temperature of the sixteenbrake packs and send the information to the CPIOMs through LGRDC.

The CPIOMs compute and supply an alert to the flight and maintenancecrew when one or several brake temperatures are outside defined limits.




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PARKING BRAKE ... BRAKE TEMPERATURE MONITORING SYSTEM (BTMS)




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STEERING SYSTEM PRESENTATIONGeneral

The nose gear and the rear axle of the body gear are steered.The nose wheel steering (NWS) and the body wheel steering (BWS) arecontrolled and monitored by CPIOMs hosting the Steering Control System(SCS) application.The nose wheel steering system is powered by the green hydraulic systemin normal operation and from a Local Electro-hydraulic Generation system(LEHGS) for the alternate mode of operation.The body wheel steering system is powered by the yellow hydraulicsystem onlyThe Captain and First Officer's hand-wheels, Autopilot signals, and rudderpedal demands control the position of the nose wheels.Body wheel steering commands come from the nose wheel position.NWS and BWS commands are reduced as aircraft speed increases.


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STEERING SYSTEM PRESENTATIONNose Wheel Steering (NWS)-Normal SystemThe Nose Wheel Steering (NWS) system is powered by the greenhydraulic system.The Steering Control System (SCS) function receives the steering orderseither from the rudder pedals, the autopilot, or tillers. The SCS applicationis managed by two redundant systems called side one and two.The SCS controls the Normal Steering Selector Valve (NSSEL) and theSteering servo-metering valve (SSV) to get the nose wheel steeringposition.The NSSEL isolates the NWS circuit.The SSV controls the hydraulic flow to and from both steering actuatorsSteering indications and warning are supplied by the SCS through theECAM.




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NOSE WHEEL STEERING (NWS)-NORMAL SYSTEM




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STEERING SYSTEM PRESENTATIONNose Wheel Steering (NWS)-Alternate SystemIf the normal system fails, the alternate system uses hydraulic power fromthe LEHGS and the accumulator.The Steering Control System (SCS) controls the Alternate SteeringSelector Valve (ASSELV).The ASSELV isolates or supplies the NWS circuit.There is a Shuttle valve (SV) located down stream of both the NSSELVand ASSELV, which controls the supply of hydraulic fluid.The selected position of the shuttle valve is achieved automatically bydifferential pressure.The Steering Shuttle Valve (SSV) controls the hydraulic flow to and fromboth steering actuators.Indications and warning are given by the SCS through the ECAM.The Alternate refilling valve (ARV) is opened at the beginning of eachflight to replenish the accumulator and LEHGS reservoir.




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NOSE WHEEL STEERING (NWS)-ALTERNATE SYSTEM




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STEERING SYSTEM PRESENTATIONBody Wheel Steering (BWS)The main purpose of Body Wheel Steering (BWS) is to increase lowground speed maneuverability.The BWS is controlled and monitored by CPIOMs, hosting the SteeringControl System (SCS) application.The BWS interfaces with the CPIOM through the Remote DataConcentrators (RDCs).BWS command is a function of the NWS angle.The body wheel steering system is powered by the yellow hydraulicsystem.The BWS Bay Mounted Selector Valve (BMSELV), controls yellowhydraulic pressure to both the left and right hand BWS.The Left and Right Steering Selector Valves (LSSELV and RSSELV)are connected downstream of the BMSELV and isolate the servometering-valves from the hydraulic pressure.The Left and Right Servo-metering Valves (LSV or RSV), meter thehydraulic pressure to the actuators.The Left and Right Lock Selector Valves (LLSELV and RLSELV) areconnected to the hydraulic supply line and isolate the lock actuator fromthe system pressure.Indications and warning are given by the SCS through the ECAM.




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BODY WHEEL STEERING (BWS)




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LANDING GEAR MAINTENANCE (1)Landing Gear Safety Items

When you work on the landing gear system, make sure that you obey allthe AMM safety procedures. This will prevent injury to persons and/ordamage to the aircraft. Here is an overview of main safety precautionsrelative to the landing gear system.Unwanted electrical or hydraulic power can be dangerous.When you perform any maintenance task, make sure that all circuits areisolated.When you tow or pushback the aircraft, you have to be aware that theaircraft will change its position and can cause injury to persons or killthem. During towing or pushback you have to keep a safety area of threemeters around nose wheels, towbar and tow tractor.When you are working on wheels and brakes, not applying the appropriateprocedures may lead to a tire explosion.Before working on hot wheels and brakes, let them cool, do not applygas or liquid on it, and decrease tire pressure before wheel removal.Movement of landing gear and door can cause injury and or damage.Before you work on or near the landing gear and door, be sure that theground safety device and warning notices are in position.Some components are heavy; it can cause injury to persons and damageto equipment.By consequence, the component removal/installation tasks require specifictooling that must be used.Compressed gas is dangerous, it can go through you skin and createsbubble in your blood and kill you.High-pressure air and carbon dust can damage your eyes and lungs.Therefore wear all necessary protection equipments.


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LANDING GEAR SAFETY ITEMS




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LANDING GEAR MAINTENANCE (1)Landing Gear Ground Support Equipment

Some landing gear maintenance tasks require Ground Support Equipment(GSE).As an example, a GSE used for landing gear maintenance is the wheelchange jacking tool.This tool is used to lift the gear during a wheel change.The A380 requires a specific 137 Tonnes jack spherical with a strokelimitation of 250 mm. This is to prevent airframe over load at high aircraftweight above 400 Tonnes.The A380 jacking dome is type V opposed to the A330/A340, which istype IV.Refer to the Aircraft Maintenance Manual (AMM) for the tasks.Also, refer to the illustrated Tool and Equipment Manual (TEM) for thecomplete list of the tools.




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LANDING GEAR GROUND SUPPORT EQUIPMENT




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AIRBUS S.A.S.31707 BLAGNAC cedex, FRANCE

STMREFERENCE L0Y06082

MARCH 2006PRINTED IN FRANCEAIRBUS S.A.S. 2006

ALL RIGHTS RESERVED

AN EADS JOINT COMPANYWITH BAE SYSTEMS

Table of ContentsLanding Gear IntroductionGeneral

Landing Gears and Doors PresentationGeneralWing Landing Gears (WLG) & DoorsBody Landing Gears (BLG) & DoorsNose Landing Gears (NLG) & DoorsOleo Pressure Monitoring System (OPMS)Tire Pressure Monitoring System (TPMS)

L/Gs Extension and Retraction System (LGERS) Pres.GeneralNormal Extension & RetractionFree Fall ExtensionGround Door Opening (GDO) System

Brake System presentationGeneralNormal BrakingAlternate BrakingEmergency BrakingUltimate BrakingParking BrakeAlternate Circuit RefillingBrake Temperature Monitoring System (BTMS)

Steering System presentationGeneralNose Wheel Steering (NWS)-Normal SystemNose Wheel Steering (NWS)-Alternate SystemBody Wheel Steering (BWS)

Landing Gear Maintenance (1)Landing Gear Safety ItemsLanding Gear Ground Support Equipment

a380-Level i - Ata 32 Landing Gear

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