a380-Level i - Ata 32 Landing Gear

A380 TECHNICAL TRAINING MANUAL MANUAL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL I - ATA 32 Landing Gear

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A380 TECHNICAL TRAINING MANUAL

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

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

TABLE OF CONTENTS

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LANDING GEAR INTRODUCTION General The landing gear system supports the aircraft on the ground and transmits landing, takeoff and taxi loads to the structure. It also decreases the aircraft speed through the b raking system and steers the 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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LANDING GEAR INTRODUCTION

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LANDING GEAR INTRODUCTION

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LANDING GEARS AND DOORS PRESENTATION General 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 the L/G retracts. The hydraulically operated doors also close after the L/G is extended. The oleo-pneumatic shock absorbers are monitored to give oleo pressure to flight and maintenance crew through the Oleo Pressure Monitoring System (OPMS).

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LANDING GEARS AND DOORS PRESENTATION

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LANDING GEARS AND DOORS PRESENTATION Wing Landing Gears (WLG) & Doors A Wing Landing Gear (WLG) is installed in each wing. They support the aircraft on the ground and transmit taxi , take-off, landing and braking loads to the wing. Each WLG retracts inboard into its wheel bay in the fuselage. Each WLG has these parts: - a leg assembly that includes a shock absorber and a four wheel bogie beam assembly, - a retraction actu ator. There are four doors for each WLG, a main door, an auxiliary door, a fixed 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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LANDING GEARS AND DOORS PRESENTATION Body Landing Gears (BLG) & Doors The 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 the aircraft and transmits taxi, take-off, landing and braking loads to the fuselage. 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 wheel bogie beam assembly, - a retraction actu ator. There are four doors for each BLG: - an inner door, - an outer door, - a center door, - an auxiliary door.

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LANDING GEARS AND DOORS PRESENTATION Nose Landing Gears (NLG) & Doors The Nose Landing Gear (NLG) is installed in the forward fuselage. It supports 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 actu ator. There are four doors for the NLG, those are: - two forward doors - two rear doors. The forward doors are hydraulically o perated and the rear doors are gear operated.

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LANDING GEARS AND DOORS PRESENTATION Oleo Pressure Monitoring System (OPMS) This system measures and provides the oleo pressure of the gears to the flight and maint enance crew. It monitors the pressure and temperature of the gears and transmits the information to the Integrated Modular Avionics (IMA) through the Landing Gear Remote Data Concentrator (LGRDC). Pressure and temperature is acquired by Oleo Pressure and Temperature Sensor (OPTS), one for each landing gear.

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

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

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The Landing Gear Extension and Retraction System (LGERS) controls and 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 syst em extends and retracts the L/G in normal operation. The system is electrically controlled and hydraulically operated. The green hydraulic system provides the hydraulic power to the NLG and WLG gear and doors operation. The yellow hydraulic system provides the hydraulic power to the BLG and doors operation. A L/G control lever is used to start extension or retraction. If the normal extension and retraction syst em is not available the gravity assisted landing gear extension can be made using the free fall system. The free fall system is electrically controlled and operated. A Switch is used to make the necessary extend selection. The ground door opening system is operated on t he ground from outside the aircraft for access to the landing gear bays for maintenance. Five ground door-opening handles adjacent to the landing gear bays operate the doors. 0 0 2 P 2 3 M L 0 T 0 T D 0 L 2 8 0 6 0 Y 0 L


L/GS L/G S EXTEN EXTENSIO SION N AND AND RETR RETRAC ACTIO TION N SYSTEM SYSTEM (LG (LGERS ERS)) PRES. PRES.

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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 retract the landing gear. The lever starts the electrical control which is executed by a duplicated Landing Gear Control and Indication System (LGCIS). The purpose of the LGCIS is to control and monitor the position of the Landing Gears, Doors and Uplocks. The LGCIS application hosted in Central Processing and Input Output Modules (CPIOM's) controls the gear operation by issuing control signals to gear and door selector valves and the gear and door electrical uplock actuators. Proximity sensors supply the LGCIS with the necessary position data through the Landing Gear remote Data Concentrator (LGRDC) The LGCIS also interfaces with other ai rcraft systems to give gear status and position information.

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

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In the event, that the normal system is not available to deploy the landing gear, the free fall system is an alternative and independent system that releases the gears and doors from their uplocks. The Free Fall System is i ndependent of the In tegrated Modular Avionics Avionics (IMA) environment. This independence makes sure that a failed normal system cannot prevent the free fall system. The system is activated from a dedicated free fall swit ch, situated on the instrument panel in the cockpit. The Emergency Extension operating sequence is controlled by a Free Fall 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 hydraulic circuits, this i s achieved by a Cut out Valves. 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 is achieved by a Vent Valve. There is a Vent Valve for each individual gear bay (NLG, L WLG, R WLG, L BLG and R BLG): - To To release gear and doo r uplocks, such that the gears and doors can fall under gravity. An independent landing gear position indicator lights will show when the landing gears are downlocked if normal indication given by LGCIS is affected. M L 0 T 0 T D 0 L 2 8 0 6 0 Y 0 L



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L/GS EXTENSION AND RETRACTION SYSTEM (LGERS) PRES. Ground Door Opening (GDO) System Each landing gear bay doors are independently operated by the Ground Door Opening (GDO) System. Door opening and closing operations are done by means of a door-opening lever, installed on the GDO panel, adjacent to each landing gear bay. When the aircraft is on the ground, the normal Landing Gear Extension/Retraction System maintains the operated doors in their closed and locked position. To allow door opening, first, the respective hydraulic door actuator is isolated from the LGERS hydraulic circuit, This is achieved by using a Bypass Valve, Valve, that connects extend and retract ports of the door actuator together and blocks the door close pressure line. There is one Bypass Valve per individual door(s) operation. Following the door actuator isolation, the door uplock is unlocked and the door opens under gravity. Closing the door is accomplished in reverse order by resetting the door uplock actuator, followed by a reset of the Bypass Valve Valve Actuator. System reset returns control to the normal operating system. Resetting the GDO System is only possible if hydraulic pressure is available to immediately close the landing gear door. 1 0 0 0 0 0 0 0 0 2 P 2 3 M L 0 T 0 T D 0 L 2 8 0 6 0 Y 0 L



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BRAKE SYSTEM PRESENTA PRESENTATION TION General

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The Braking Control System (BCS) supplies aircraft retardation during landing, taxi and in case of a Rejected Take Off. The nose gear and the aft axles of the body gears do not have brakes installed. The braking orders are generated by the auto brake system, the brake pedals and the parking brake handle. The BCS has five modes o f operation, normal, alternate, emergency, ultimate and the parking brake. The yellow hydraulic pressure is used for the Body Land ing Gear (BLG) and green is used for the Wing Landing Gear (WLG). Hydraulic power for the alternate, emergency, emergency, ultimate and parking brake is supplies by Local electro-Hydraulic Generator Systems (LEHGS) through the alternate circuit, one LEHGS for the BLG and one LEHGS for the WLG. The BCS function is hosted in the Central Processing and Input Output Module (CPIOM), which controls and monitors the braking. The emergency braking is controlled by the Emergency Brake Control Unit (EBCU). Brake indications and warning are given by the BCS in the CPIOM through the ECAM. In the following topic, the braking modes will be presented on BLG , but are applicable to the WLG as well, except for the parking brake, which only acts on the BLG and the ultimate braking which is different for the BLG and the WLG. M L 0 T 0 T D 0 L 2 8 0 6 0 Y 0 L


BRAKE SYSTEM PRESENTATION

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BRAKE SYSTEM PRESENTA PRESENTATION TION Normal Braking

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The control of the Braking Control System (BCS) is managed by two redundant systems side one and two, comprised of Core Processing Input/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 centralised aircraft hydraulic system. Two valves in series are used to control the pressure in the circuit. The first valve is an isolation valve, named the Normal Brake Selector Valve (NBSELV), the valve isolates the hydrauli c power supply from the rest of the braking circuit. The NBSELV NBSELV is controlled by the CPIOMs. The second valve is the Normal Servo Valve (NSV) whose function is to control pressure to the demanded level and to supply regulation for the Anti-Skid function. Each NSV controls the two brakes fitted to an axle. 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 Off (RTO). Brakes indications and warning are given by the CPIOMs through the ECAM.

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

Emergency Braking If BCS function is lost, the Emergency Brake Control Unit (EBCU) is engaged to control the emergency braking with pedals orders only and limited braking pressure. The EBCU uses the alternate hydraulic circuit and controls the ABSELV and ASV A SV..

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If the normal braking fails, the alternate braking takes over. The alternate braking mode includes the following functions: - Pedal braking - Auto braking 0

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BRAKE SYSTEM PRESENTA PRESENTATION TION Ultimate Braking Ultimate braking supplies a means of braking the aircraft in the event that pedal braking is unavailable. The LEHGS and/or the accumulator power the ultimate braking. Braking is initiated by parking brake switch action. The EBCU commands through the alternate hydraulic circuit, a limited pressure on WLG brakes, when the Flight Control System (FCS) gives ground spoiler deployment signal. The Parking brake switch will simultaneously activate the Parking brake circuit and apply Parking brake pressure on the BLG brakes.

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BRAKE SYSTEM PRESENTA PRESENTATION TION Parking Brake

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

The parking brake function is available only for the BLG wheels by means of additional circuit and valves. The Parking Brake Selector Valve Valve (PBSELV) commanded by the park brake switch is placed in parallel with the ABSELV, ABSELV, and the two sub-circuits are joi ned via a Shuttle Valve. Valve. The shuttle valve moves over to let the highest pressure supply the service lines. Normal and Alternate braking circuits remain active during and after application of Parking Brake. An accumulator reinflate switch adjacent to the park brake switch operates the 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 park brakes: the gauge will show the lowest BLG accumulator pressure on the upper needle and the left and right BLG brake pressures on the lower needles. During emergency the lower needles will show WLG brake pressure to assist the pilot in these braking modes.

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The Alternate Refilling Valve Valve (ARV) is used to repl enish the WLG and BLG accumulators and reservoirs, from the aircraft hydraulic circuit. They are commanded open once per flight cycle only, after engine start. Each ARV ARV is controlled independently by the CPIOMs and is commanded open if the accumulator pressure is below a defined pressure, or the LEHGS reservoir is not in the full condition. 0

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The brake temperature sensors monitor the temperature of the sixteen brake packs and send the information to the CPIOMs through LGRDC. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL I - ATA 32 Landing Gear


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STEERING SYSTEM PRESENTA PRESENTATION TION General The nose gear and the rear axle of the body gear are steered. The nose wheel steering (NWS) and the body wheel steering (BWS) are controlled and monitored by CPIOMs hosting the Steering Control System (SCS) application. The nose wheel steering system is powered by the green hydraulic system in 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 hydraulic system only The Captain and First Officer's Officer's hand-wheels, Autopilot signals, and rudder pedal 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 PRESENTATION

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STEERING SYSTEM PRESENTA PRESENTATION TION Nose Wheel Steering (NWS)-Normal System The Nose Wheel Steering (NWS) system is powered by the green hydraulic system. The Steering Control System (SCS) function receives the steering orders either from the rudder pedals, the autopilot, or tillers. The SCS application is managed by two redundant systems called side one and two. The SCS controls the Normal Steering Selector Valve (NSSEL) and the Steering servo-metering valve (SSV) to get the nose wheel steering position. The NSSEL isolates the NWS circuit. The SSV controls the hydraulic flow to and from both steering actuators Steering indications and warning are supplied by the SCS through the ECAM.

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STEERING SYSTEM PRESENTA PRESENTATION TION Nose Wheel Steering (NWS)-Alternate System If the normal system fails, the alternate system uses hydraulic power from the LEHGS and the accumulator. The Steering Control System (SCS) controls the Alternate Steering Selector Valve (ASSELV). The ASSELV isolates or supplies the NWS circuit. There is a Shuttle valve (SV) located down stream of both the NSSELV and ASSELV ASSELV, which contro ls the supp ly of hydraulic fluid. The selected position of the shuttle valve is achieved automatically by differential pressure. The Steering Shuttle Valve Valve (SSV) controls the hydraulic flow to and from both steering actuators. Indications and warning are given by the SCS through the ECAM. The Alternate refilling valve (ARV) is opened at the beginning of each flight to replenish the accumulator and LEHGS reservoir.

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STEERING SYSTEM PRESENTA PRESENTATION TION Body Wheel Steering (BWS) The main purpose of Body Wheel Steering (BWS) is to increase low ground speed maneuverability. The BWS is controlled and monitored by CPIOMs, hosting the Steering Control System (SCS) application. The BWS interfaces with the CPIOM through the Remote Data Concentrators (RDCs). BWS command is a function of the NWS angle. The body wheel steering system is powered by the yellow hydraulic system. The BWS Bay Mounted Selector Valve (BMSELV), (BMSELV), controls yellow hydraulic pressure to both the left and right hand BWS. The Left and Right Steering Selector Valves (LSSELV (LSSELV and RSSELV) RSSELV) are connected downstream of the BMSELV and isolate the servo metering-valves from the hydraulic pressure. The Left and Right Servo-metering Valves Valves (LSV or RSV), meter the hydraulic pressure to the actuators. The Left and Right Lock Selector Valves (LLSELV (LLSELV and RLSELV) RLSELV) are connected to the hydraulic supply line and isolate the lock actuator from the system pressure. Indications and warning are given by the SCS through the ECAM. 1 0 0 0 0 0 0 0 0 4 P 2 3 M L 0 T 0 T D 0 L 2 8 0 6 0 Y 0 L



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LANDING GEAR MAINTENANCE (1) Landing Gear Safety Items

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When you work on the landin g gear system, make sure that you obey all the AMM safety procedures. This will prevent injury to persons and/or damage to the aircraft. Here is an overview of main safety precautions relative to the landing gear system. Unwanted electrical or hydraulic power can be dangerous. When you perform any maintenance task, make sure that all circuits are isolated. When you tow or pushback the aircraft, you have to be aware that the aircraft will change its position and can cause injury to persons or kill them. During towing or pus hback you have to keep a safety area of three meters around nose wheels, towbar and tow tractor. When you are working on wheels and brakes, not applying the appropriate procedures may lead to a tire explosion. Before working on hot wheels and brakes, let them cool, do not apply gas 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 the ground safety device and warning notices are in position. Some components are heavy; it can cause injury to persons and damage to equipment. By consequence, the component removal/installation tasks require specific tooling that must be used. Compressed gas is dangerous, it can go through you skin and creates bubble in your blood and kill you. High-pressure air and carbon dust can damage your eyes and lungs. Therefore wear all necessary protection equipments. 0 T D 0 L 2 8 0 6 0 Y 0 L


LANDING GEAR MAINTENANCE (1)

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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 wheel change 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 stroke limitation of 250 mm. This is to prevent airframe over load at high aircraft weight above 400 Tonnes. The A380 jacking dome is type V opposed to the A330/A340, which is type IV. Refer to the Aircraft Maintenance Manual (AMM) for the tasks. Also, refer to the illustrated Tool and Equipment Manual (TEM) for the complete list of the tools.

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AIRBUS S.A.S. 31707 BLAGNAC cedex, FRANCE STM REFERENCE L0Y06082 MARCH 2006 PRINTED IN FRANCE AIRBUS S.A.S. 2006 ALL RIGHTS RESERVED AN EADS JOINT COMPANY WITH BAE SYSTEMS

a380-Level i - Ata 32 Landing Gear

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