A320 ATA 32 L3 TECHNICAL TRAINING MANUAL
Short Description
Austrian Airline A320 Family technical training manual LEVELIII...
Description
A318/A319/A320/A321 CFM 56/ Level 3
Austrian Technical Training School Notes - For Training Purposes Only
ATA 32 GENERAL
TDTI / HAT / ATA 32
Issue: 06/08
Revision: 18.06.2008
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A318/A319/A320/A321 CFM 56/ Level 3
TDTI / HAT / ATA 32
Austrian Technical Training School Notes - For Training Purposes Only
Issue: 06/08
Revision: 18.06.2008
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A318/A319/A320/A321 CFM 56/ Level 3
Austrian Technical Training School Notes - For Training Purposes Only
This document must be used for training purpose only. Under no circumstances should this document be used as a reference. It will not be updated. All rights reserved. No 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 AUSTRIAN AIRLINES.
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ATA 32 GENERAL ............................................................. 1 LANDING GEAR AND DOORS ........................................... 8 SYSTEM OVERVIEW .........................................................................8 LANDING GEAR NORMAL OPERATION (3) ....................................... 10 LANDING GEAR FREE FALL EXTENSION (3) ..................................... 28 LANDING GEAR SAFETY PRECAUTIONS (2) ..................................... 44 LANDING GEAR DOORS GROUND OPERATION (2) ........................... 44 LANDING GEAR DOORS GROUND OPENING D/O (3 ......................... 36 LGCIU CONTROL SIGNALS (3) ........................................................ 54 LANDING GEAR WARNINGS (3) ...................................................... 44 LGCIU MONITORING INTERFACES (3) ............................................ 74 MAIN LANDING GEAR DESCRIPTION (2) ......................................... 78 MAIN LANDING GEAR DOORS DESCRIPTION (2) ............................. 90 NOSE LANDING GEAR DESCRIPTION (2) ......................................... 92 NOSE LANDING GEAR DOORS DESCRIPTION (2) ........................... 100 WHEELS AND BRAKES ................................................. 102 SYSTEM OVERVIEW ..................................................................... 102 BRAKE SYSTEM DESCRIPTION (3) ENHANCED .............................. 108 AUTO-BRAKE SYSTEM D/O (3) ..................................................... 112 ANTI-SKID FUNCTION (3) ............................................................ 114 BRAKE SYSTEM OPERATION (3) ................................................... 116 BRAKE SYSTEM DESCRIPTION (3) ................................................ 124 BRAKE SYSTEM OPERATION (3) CLASSIC ..................................... 126 MAINTENANCE PROCEDURES CLASSIC ......................................... 134 BRAKE TEMPERATURE SYSTEM D/O (3) ........................................ 142 BRAKE COOLING SYSTEM D/O (OPTION) (3) ................................ 144 WHEELS AND BRAKES SYSTEM WARNINGS (3) ............................. 146 NOSE WHEEL STEERING ENHANCED ........................... 162 SYSTEM OVERVIEW ..................................................................... 162 SYSTEM DESCRIPTION/OPERATION (3) ........................................ 163
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SYSTEM WARNINGS (3) ............................................................... 168 NOSE WHEEL STEERING CLASSIC................................................. 180 BSCU CONTROL INTERFACES (3) .................................................. 184 BSCU ARCHITECTURE & MONITORING INTFC (3) .......................... 188 ABCU ARCHITECTURE & MONITORING INTFC (3).......................... 192 TIRE PRESSURE INDICATION SYSTEM ....................... 194 SYSTEM DESCRIPTION/OPERATION (3) ........................................ 194 SYSTEM WARNINGS (3) ............................................................... 196 MAINTENANCE PRACTICES ......................................... 200 SERVICING .................................................................................. 200 DAILY CHECK .............................................................................. 202 MEL/DEACTIVATION .................................................................... 204 MAINTENANCE TIPS .................................................................... 206 A CHECK ITEMS ........................................................................... 210 MAIN LANDING GEAR SERVICING (3) ........................................... 212 WHEEL AND BRAKE REMOVAL & INSTALLATION (2) ...................... 230 MAINTENANCE PROCEDURE........................................ 238 INSTL OF SAFETY DEVICES ON THE L/G DOORS (3) ...................... 238 FLIGHT CONFIGURATION PRECAUTIONS (3)................................. 246 GND CONFIGURATION AFTER FLT CONFIG (3) .............................. 252 OPEN THE MAIN GEAR DOORS FOR ACCESS (3) ............................ 258 CLOSE MAIN GEAR DOORS AFTER ACCESS (3) .............................. 270 CLOSE THE APPLICABLE DOOR(S) ................................................ 274
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Austrian Technical Training School Notes - For Training Purposes Only
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LANDING GEAR AND DOORS SYSTEM OVERVIEW EXTENSION/RETRACTION SYSTEM Landing Gear Control and Interface Units (LGCIU) 1 and 2 electrically control gear and door sequencing. Each LGCIU in turn controls a complete gear cycle: one UP selection and one DOWN selection. 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. Duplicated sensors monitor the gear up and down positions and the door closed and open positions. An interlock mechanism prevents unsafe retraction by locking the lever in the DOWN position when any shock absorber is not extended. The two systems are electrically segregated with different connections on the related selector valves. In case of failure, the gear can be mechanically extended from the cockpit by means of a gravity extension crank handle. During free fall extension, the L/G doors stay open and the L/G is locked down by the lock springs. The normal extension and retraction control is available when the freefall handle-assembly is put back to its initial position.
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SYSTEM OVERVIEW - EXTENSION/RETRACTION SYSTEM
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LANDING GEAR NORMAL OPERATION (3) EXTENSION Description of the normal extension phase of the L/G.
DOOR OPENING When DOWN is selected, the Landing Gear Control and Interface Unit (LGCIU) takes control of the extension sequence. The LGCIU signals the doors to open via selector valves and the door proximity detectors signal the "doors fully open position" back to the LGCIU in order to continue the sequence.
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EXTENSION - DOOR OPENING
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GEAR DOWN When all doors are fully open, the LGCIU commands a gear extension while maintaining the "doors open" signal. The gear proximity detectors signal to the LGCIU that the gears are downlocked.
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EXTENSION - GEAR DOWN
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DOOR CLOSING When all the gear are down and locked, the LGCIU signals the doors to close and lock stay actuators to pressurize, while maintaining the "gear extended" signal. Door closing hydraulic pressure is fed to the lock stay actuators to back up the downlock springs. Door uplock proximity detectors signal to the LGCIU that the doors are uplocked.
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EXTENSION - DOOR CLOSING
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DOOR CLOSING As the doors begin to close, the LGCIU cancels the "gear extended" signal while maintaining the "door close" signal. The extension sequence is completed.
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EXTENSION - DOOR CLOSING
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RETRACTION Setting the L/G control lever to UP causes systems 1 and 2 changeover. This allows the system which was previously in standby to control the next retraction and extension sequence. Each LGCIU controls one complete gear cycle: one UP selection and one DOWN selection.
DOOR OPENING The LGCIU must detect all three shock absorbers extended before allowing the selection of the L/G control lever to UP. The LGCIU signals the doors to open via selector valves and the door proximity detectors signal the doors fully open position back to the LGCIU in order to continue the sequence.
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RETRACTION - DOOR OPENING
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GEAR UP When all doors are fully open, the LGCIU signals the L/G to raise while maintaining the "doors open" signal to keep the doors "open" line pressurized. The gear uplock proximity detectors signal the LGCIU that the gear is uplocked.
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RETRACTION - GEAR UP
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DOOR CLOSING When all the L/G is up and locked, the LGCIU signals the doors to close while maintaining L/G UP signal to keep the "raise" line pressurized. Door uplock proximity detectors signal the LGCIU that the doors are uplocked. As soon as the last door closes and locks, the LGCIU cancels the "L/G raise" signal and maintains the "door close" signal as long as the safety valve is open.
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RETRACTION - DOOR CLOSING
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HYDRAULIC SHUTOFF Air Data Inertial Reference Units (ADIRUs) 1 and 3 send a signal to the safety valve to shut off the hydraulic pressure to the L/G system.
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RETRACTION - HYDRAULIC SHUTOFF
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HYDRAULIC SHUTOFF When the airspeed is greater than 260 ±5 kts the hydraulic circuit to the L/G is depressurized. The retraction sequence is completed.
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RETRACTION - HYDRAULIC SHUTOFF
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LANDING GEAR FREE FALL EXTENSION (3) GENERAL Free fall extension is used either when: •
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.
INITIAL CONFIGURATION The safety valve is open and residual pressure supplies the door "close" line downstream of the selector valve. Gears and doors are uplocked. NOTE: THAT THE DOOR BYPASS VALVES (1, 2 AND 3) ARE ONLY OPERATED DURING GROUND MAINTENANCE.
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GENERAL & INITIAL CONFIGURATION
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LEVER MOVEMENT UP TO 1.5 TURNS Rotating the gravity extension crank handle initially operates the cutout valve and both vent valves to depressurize the system by connecting the entire L/G hydraulic system to return.
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LEVER MOVEMENT UP TO 1.5 TURNS
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LEVER MOVEMENT BETWEEN 1.6 AND 1.8 TURNS Then the doors uplocks are released.
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LEVER MOVEMENT BETWEEN 1.6 AND 1.8 TURNS
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LEVER MOVEMENT BETWEEN 1.9 AND 3 TURNS Finally the gear uplocks are released and the landing gear extends by gravity. NOTE: Normal L/G operation is restored by rotating the crank handle 3 turns counter-clockwise.
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LEVER MOVEMENT BETWEEN 1.9 AND 3 TURNS
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LANDING GEAR DOORS GROUND OPENING D/O (3 GENERAL Each main doors and nose doors have a ground door opening system that comprises these primary components: •
a ground door opening control handle,
•
a mechanical transmission,
•
a by-pass valve,
•
a release mechanism in the door uplock.
The control handle has two lockable positions. When it is set to the "DOOR OPEN" position, it causes the mechanical system to: •
operate the door by-pass valve,
•
release the door from its uplock.
This prevents a hydraulic lock, and allows the hydraulic fluid to be released from the door actuating cylinder "DOOR CLOSED" line. The door then moves by gravity.
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GENERAL
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MAIN DOORS The ground opening control handle is located FWD of the respective MLG bay into the hydraulic compartment. This location places the operator in a safe position with a clear view of the door travel. The handle is connected through a push-pull cable to the door by-pass valve on the outboard side of the MLG bay.
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MAIN DOORS
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NOSE DOORS The ground opening control handle is located in a housing AFT of the Nose NLG bay. This location places the operator in a safe position with a clear view of the door travel. The handle is connected to a lay shaft on the door by-pass valve and the door uplock on the left hand side wall of the NLG bay.
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NOSE DOORS
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HYDRAULIC OPERATION Each by-pass valve has three hydraulic connections marked A, B and C: •
port A: door open line,
•
port B: door close line from the selector valve,
•
port C: door close line to the door actuating cylinder.
During normal operation of the L/G, port A is closed and port B is connected to port C allowing the respective door actuating cylinder and door uplock to be operated. When the ground door opening control handle is operated, port B is closed and port A is connected to port C. A locking plunger in the by-pass valve stops the movement of the control lever from the "DOOR OPEN" to the "DOOR CLOSED" position. Before any selection can be made, a hydraulic pressure greater than 70 bar (1015 psi) must be supplied to port B to retract the locking plunger.
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HYDRAULIC OPERATION
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LANDING GEAR DOORS GROUND OPERATION (2) MLG DOOR GROUND OPERATION The MLG doors can be opened on the ground, for servicing or inspection purposes.
CAUTION: A SAFETY SLEEVE MUST BE FITTED ON THE ACTUATOR PISTON ROD IMMEDIATELY AFTER IT HAS BEEN OPENED ON THE GROUND, AND BEFORE WORKING IN THE GEAR WELL.
DOOR CLOSING PREPARATION
DOOR OPENING PREPARATION
After servicing, the door can be closed.
Precautions have to be taken before the doors are opened.
Here are the precautions that have to be taken:
Outside:
In the cockpit:
•
ground safeties and main wheel chocks, in place,
•
L/G control lever DOWN with the warning notice in position,
•
gear downlock safety sleeve, IN.
•
L/G free fall crank handle in the normal position: folded and a warning notice in position,
•
green hydraulic system depressurized.
In the cockpit: •
put the warning notices on the free fall handle and on the landing gear control lever,
•
make sure that the green hydraulic system is depressurized.
Outside again: •
make certain that the door travel ranges are clear.
DOOR OPENING
On the ground: •
make certain that the ground door opening control handle is locked in the OPEN position,
•
remove the safety sleeve from the actuator,
•
make certain that the door travel ranges are clear.
In the cockpit again:
Stand forward of the door. Open the blue hydraulic bay servicing panel for the left hand side door or the yellow hydraulic bay servicing panel for the right hand side door. Disengage the safety pin, press the button at the end of the handle, and rotate the handle to the open position. The door opens by gravity. Safety it when fully opened.
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•
make sure that the external power is ON,
•
pressurize the green hydraulic system,
•
check the pressure on the ECAM page.
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DOORS OPENING
DOOR CLOSING On the ground: •
reposition the ground door opening control handle in the CLOSED position (the door closes) and put the safety pin back in position,
•
close the access panel. In the cockpit:
•
check that doors are UP and LOCKED, on the WHEEL ECAM page,
•
depressurize the hydraulic systems,
•
remove the warning notices.
Stand AFT of the gear leg. Disengage the safety pin, press the button at the end of the handle and rotate the handle to the open position. Doors open by gravity. Lock them with the safety pins. CAUTION: A SAFETY PIN MUST BE FITTED ON EACH DOOR IMMEDIATELY AFTER IT HAS BEEN OPENED ON THE GROUND AND BEFORE WORKING IN THE NOSE GEAR WELL. ADJUST THE DOOR POSITION MANUALLY TO EASE THE INSTALLATION OF THE SAFETY PIN IF NECESSARY.
DOORS CLOSING PREPARATION
NLG DOORS GROUND OPERATION The NLG doors can be opened on the ground, for servicing or inspection purposes.
DOORS OPENING PREPARATION
After servicing, the doors can be closed; here are some precautions that have to be taken. In the cockpit: •
L/G control lever DOWN with the warning notice in position,
•
L/G free fall crank handle in the normal position: folded and the warning notice in position,
•
green hydraulic system depressurized.
Some precautions have to be taken before the doors are opened. Outside:
On the ground:
•
ground safeties and nose wheel chocks, in place,
•
gear downlock safety pin, IN. In the cockpit:
•
•
put warning notices on the free fall handle and the L/G control lever,
make certain that the ground door opening control handle is locked in the open position,
•
remove the safety pin from the doors,
•
make sure that the green hydraulic system is depressurized.
•
make certain that the door travel ranges are clear.
Outside again: •
make certain that the door travel ranges are clear.
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In the cockpit again: •
make sure that the external power is ON,
•
pressurize the green hydraulic system,
•
check the pressure on the ECAM page.
DOORS CLOSING On the ground: •
reposition the ground door opening control handle in the CLOSED position (the doors closes) and put the safety pin back in position.
In the cockpit: •
check that doors are UP and LOCKED, on the WHEEL ECAM page:
•
depressurize the hydraulic systems,
•
remove the warning notices.
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LANDING GEAR SAFETY PRECAUTIONS (2) L/G CONTROL LEVER The lever is locked in the "DOWN" position by an interlock mechanism as soon as either Landing Gear Control and Interface Unit (LGCIU) detects any shock absorber not extended or nose wheels not centered. NOTE: THE NOSE GEAR SHOCK ABSORBER EXTENDED AND NOSE WHEELS CENTERED SIGNAL COMES FROM THE SAME PROXIMITY DETECTORS.
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L/G CONTROL LEVER
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HYDRAULICS Be sure that all safety precautions are observed before working on the L/G: •
wheel chocks are in place,
•
the hydraulic system is depressurized,
•
safety sleeves and safety pins are fitted on the L/G and L/G doors,
•
ground door opening handles are in the open position.
MLG AND MLG DOOR SAFETY DEVICES Installation of the safety devices on the MLG and MLG doors.
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HYDRAULICS - MLG AND MLG DOOR SAFETY DEVICES
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NLG AND NLG DOOR SAFETY DEVICES Installation of the safety devices on the NLG and NLG doors. NOTE: PROXIMITY SENSORS OMITTED FOR CLARITY.
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HYDRAULICS - NLG AND NLG DOOR SAFETY DEVICES
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EXTENDED OR COMPRESSED
LGCIU CONTROL SIGNALS (3) UP SELECTION Two UP selection signals that come from the lever, are sent to the Landing Gear Control Interface Unit (LGCIU) to initiate the gear retraction sequence.
Three shock absorber signals, which come from the oleo proximity detectors, are sent to the LGCIU to indicate whether shock absorbers are compressed, or not. Note that nose landing gear "ground" or "flight" information is given according to the shock absorber and wheel position.
DOOR SELECTOR VALVE
DOWN SELECTION Two DOWN selection signals coming from the lever, are sent to the LGCIU to initiate the gear extension sequence.
After analyzing all the input signals, the LGCIU sends two signals to the corresponding solenoid of the door selector valve according to the position of the gears.
DOOR UPLOCKS
GEAR SELECTOR VALVE
Three door uplock signals that come from door uplock proximity detectors, are sent to the LGCIU to indicate whether doors are uplocked, or not.
DOOR FULLY OPEN There are four door fully open signals, two of which for nose doors. These signals come from the corresponding proximity detectors and are sent to the LGCIU's to indicate whether doors are fully open, or not.
After analyzing all the input signals, the LGCIU sends two signals to the corresponding solenoid of the gear selector valve according to the position of the doors.
L/G RETRACTION INTERLOCK SOLENOID After analyzing all shock absorber signals, the LGCIU sends a signal to the lever interlock solenoid to prevent gear retraction if any shock absorber is compressed or nose wheels are not centered.
LGCIU 2
GEAR UPLOCKS Three gear uplock signals that come from gear uplock proximity detectors, are sent to the LGCIU to indicate whether gears are uplocked, or not.
The control signals for LGCIU 2 are the same. Four signals are used by the LGCIU for system selection: two for system 1 status, two for system 2 status.
GEAR DOWNLOCKS Three gear down lock signals that come from gear down lock proximity detectors, are sent to the LGCIU to indicate whether gears are down and locked, or not.
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UP SELECTION ... LGCIU 2
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LANDING GEAR WARNINGS (3) GEAR NOT DOWNLOCKED In case of the L/G GEAR NOT DOWNLOCKED, the aural warning sounds, the MASTER WARNing and LDG GEAR UNLK and L/G extended lights come on. The failure is shown red on the EWD associated to indications on the ECAM WHEEL page. A retraction extension cycle has to be done.
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GEAR NOT DOWNLOCKED
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GEAR NOT DOWN In case of the L/G GEAR NOT DOWN, the aural warning sounds and the MASTER WARN comes on. The L/G control lever is in the up position. The failure is shown red on the EWD associated to indications on the ECAM WHEEL page. The L/G is not downlocked and either: •
the radio height is lower than 750ft and both engines N1 is below 75% or N1 is below 97% in case of a single engine flight,
•
the radio height is lower than 750ft and flaps are at "3" or "full",
•
the flaps are at "FULL" at any height with both radio altimeters inoperative.
NOTE: IN THIS CASE THE WHEEL PAGE IS NOT SHOWN AUTOMATICALLY.
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GEAR NOT DOWN
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SHOCK ABSORBER FAULT In case of a L/G SHOCK ABSORBER FAULT, the aural warning sounds, the MASTER CAUT and the LDG GEAR light L/G extended come on. The failure is shown amber on the EWD associated to indications on the ECAM WHEEL page. For example, one shock absorber is not extended when airborne or not compressed after landing. NOTE: IN THIS CASE THE WHEEL PAGE IS NOT SHOWN AUTOMATICALLY.
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SHOCK ABSORBER FAULT
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DOORS NOT CLOSED In case of L/G DOORS NOT CLOSED, the aural warning sounds and the MASTER CAUT comes on. The L/G control lever is in the up position. The failure is shown amber on the EWD associated to indications on the ECAM WHEEL page.
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DOORS NOT CLOSED
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GEAR NOT UPLOCKED In case of a L/G GEAR NOT UPLOCKED fault, the aural warning sounds and the MASTER CAUT and LDG GEAR UNLK light come on. The L/G control lever is in the up position. The failure is shown amber on the EWD associated to indications on the ECAM WHEEL page. Excessive load factors are avoided in order to prevent door structure damage.
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GEAR NOT UPLOCKED
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GEAR UPLOCK FAULT In case of a L/G GEAR UPLOCK FAULT, the aural warning sounds and the MASTER CAUT and LDG GEAR UNLK and L/G extended lights come on. The failure is shown amber on the EWD associated to indications on the ECAM WHEEL page. For example, one gear uplock inadvertently engaged manually when the A/C is on ground. In flight the L/G must be left down to avoid structural damage as the uplock device will stay in the locked position.
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GEAR UPLOCK FAULT
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LGCIU 1(2) FAULT In case of a Landing Gear Control and Interface Unit (LGCIU)1(2) FAULT, the failure is shown amber on the EWD associated to indications on the ECAM WHEEL page. NOTE: WITH AN LGCIU 1 FAULT, THE INDICATIONS ON THE LDG GEAR INDICATOR PANEL ARE INOPERATIVE. THE ECAM PAGE IS NOT CALLED IF THE LGCIU ON COMMAND IS NOT DETECTING THE FAULT.
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LGCIU 1(2) FAULT
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SYSTEM DISAGREE In case of a L/G SYSTEM DISAGREE, the LDG GEAR L/G extended lights come on. The failure is shown amber on the EWD associated to indications on the ECAM WHEEL page. NOTE: IN OUR EXAMPLE, AS THERE IS NO FAULT INDICATION ON THE LDG GEAR INDICATOR PANEL, THE RIGHT MAIN GEAR TRANSIT IS DETECTED BY LGCIU 2.
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SYSTEM DISAGREE
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SYSTEM DISAGREE
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SYSTEM DISAGREE
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LGCIU MONITORING INTERFACES (3) ARINC AND INDICATOR PANEL After analyzing both gear uplock and down lock signals, the Landing Gear Control and Interface Unit (LGCIU) sends up to six signals to the corresponding lights on the L/G indicator panel.
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ARINC AND INDICATOR PANEL
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DISCRETE The discrete connections are classified corresponding to the status of the L/G: •
L/G compressed,
•
L/G extended,
•
L/G downlocked,
•
L/G uplocked/unlocked.
into
four
categories
Discrete logic signals are given to the applicable systems when: •
the NLG shock absorber is compressed,
•
the NLG shock absorber is not compressed,
•
the NLG or the L/H MLG or the R/H MLG are downlocked,
•
the L/H or the R/H MLGs are in a ground condition, they are applicable when the gear(s) is(are) locked down,
•
the L/H or the R/H MLGs are in a flight condition.
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DISCRETE
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MAIN LANDING GEAR DESCRIPTION (2) GENERAL Each Main Landing Gear (MLG) includes these parts: •
a main fitting,
•
a sliding tube,
•
a shock absorber,
•
a retraction actuating cylinder,
•
a side stay assembly,
•
a lock stay assembly and actuator,
•
torque and slave links.
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GENERAL
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MAIN FITTING The main fitting includes: •
the main barrel,
•
the drag stay,
•
the cross tube,
•
the aircraft attachment lugs.
It contains a diaphragm and tube assembly that forms the top of the shock absorber. A pin connects the diaphragm and the tube assembly. This pin is located in the two lateral holes in the main fitting, and contains the shock absorber upper charging valve.
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MAIN FITTING
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SHOCK ABSORBER The shock absorber is a telescopic oleo-pneumatic unit which includes the sliding tube. It is installed in the main fitting to transmit the landing, take off and taxiing loads to the wing. When the shock absorber is compressed, the load is transmitted to the hydraulic fluid and nitrogen gas. The shock absorber is a 2 stage unit and contains four chambers: •
a first stage gas chamber contains gas at a low pressure and hydraulic fluid,
•
a recoil chamber that contains hydraulic fluid,
•
a compression chamber that contains hydraulic fluid,
•
a 2nd stage gas chamber that contains gas at a high pressure.
Primary control of the shock absorber recoil is: •
the fluid flow from the recoil chamber into the gas chamber,
•
the fluid flow from the gas chamber into the compression chamber.
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MAIN FITTING - SHOCK ABSORBER
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SPARE-SEAL ACTIVATING-VALVE A gland housing assembly, at the bottom end of the main fitting, seals the joint between the main fitting and the sliding tube. A spare-seal activating-valve can isolate the bottom gland seals if a leak occurs.
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MAIN FITTING - SPARE-SEAL ACTIVATING-VALVE
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SLIDING TUBE/AXLE The sliding tube moves in the main fitting and is a primary component of the shock absorber. The axle and the sliding tube are part of same assembly. The second stage inflation valve of the shock absorber is on the sliding tube.
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SLIDING TUBE/AXLE
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LOCK STAY ACTUATOR
MAIN LANDING GEAR DESCRIPTION (2) 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.
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.
SIDE STAY ASSEMBLY The main components of the side stay assembly are: •
a basic side stay,
TORQUE LINK DAMPER
•
a lock stay,
•
a lock stay actuator,
•
two lock springs,
•
the proximity sensors and their related targets.
The torque link damper is a spring-centered, two-way hydraulic unit, which has its own hydraulic reservoir. Its function is to decrease the landing vibrations through the torque links. The hydraulic fluid contents of the damper are shown by the extension of the reservoir when it is pressurized. When the contents are correct, the "FULL" and "REFILL" level indications are in view.
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.
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ACTUATING CYLINDER ... TORQUE LINK DAMPER
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MAIN LANDING GEAR DOORS DESCRIPTION (2) GENERAL Each Main Landing Gear (MLG) is enclosed by one door and two fairings: •
one main door,
•
one hinged fairing,
•
one fixed fairing.
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 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 uplock 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 proximity sensors and targets send the door open position signal of the main door to the Landing Gear Control and Interface Units (LGCIUs).
MLG DOOR UPLOCK The MLG door uplock is closed mechanically, locking the door in the closed position and hydraulically opened, releasing the door during normal extension and retraction sequences. The uplock can also be opened mechanically in free-fall extension and ground door opening.
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GENERAL ... FIXED FAIRING
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NOSE LANDING GEAR DESCRIPTION (2) GENERAL The nose gear retracts forward into the fuselage, and is thus favourably assisted by aerodynamic moments during gear extension. The nose gear includes: •
a shock strut assembly,
•
a drag strut assembly,
•
a lock stay assembly,
•
a gear actuating cylinder,
•
nose wheel steering system components.
SHOCK STRUT ASSEMBLY The shock strut assembly is attached to the structure by two trunnions. It includes the shock absorber.
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GENERAL & SHOCK STRUT ASSEMBLY
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SHOCK ABSORBER The shock absorber is of the single chamber type without a separation piston and is double acting. The shock absorber is filled with hydraulic fluid and nitrogen through a single standard servicing valve in the upper part of the leg. Calibration of the metering devices in the shock absorber is the same for the different versions of the aircraft. Holes are included in the leg to show possible leaks from the dynamic seal of the shock absorber. It is possible to remove the shock absorber without drainage of the hydraulic fluid. A placard bonded to the leg shows the filling curves. The shock absorber includes 2 centering cams, the lower cam is part of the plunger tube and the upper cam is part of the sliding tube. When the shock absorber is fully extended the pressure of the nitrogen causes the cams to engage. The wheels then return automatically to the center position.
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SHOCK ABSORBER
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ACTUATING CYLINDER The actuating cylinder operates the nose gear during retraction and extension sequences.
DRAG STRUT ASSEMBLY The drag strut assembly consists of a forestay at the top and a tubular arm at the bottom that are interconnected by a universal joint. The uplock roller is installed on the upper hinge pin of the universal joint.
LOCKSTAY DOWNLOCK ACTUATOR The downlock actuator locks and unlocks both brace assemblies of the lock stay. It is assisted by two springs.
SLIDING TUBE The sliding tube includes the wheel axle. It is inclined 9 degrees forward; this design allows the wheels to return freely to the centered position and decrease the shimmy effect. The towing lug is designed to shear if the towing load is more than the limit. The two system proximity detectors provide signals for both gear extended and wheel centered positions.
ROTATING TUBE The rotating tube is inside the shock strut. It is equipped with a pinion that transmits steering orders from the steering actuating cylinder to the wheels.
TORQUE LINK The torque link is installed on the rear. It connects the sliding tube to the rotating tube.
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ACTUATING CYLINDER ... TORQUE LINK
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LOCKSTAY ASSEMBLY The lock stay assembly provides an over centered stop and a geometric lock of the nose gear. It includes both systems downlock proximity detectors. On the ground, a safety pin locks the two arms of the lock stay.
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LOCKSTAY ASSEMBLY
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NOSE LANDING GEAR DOORS DESCRIPTION (2) GENERAL The doors of the NLG include: •
two main doors,
•
two aft doors,
•
one leg door.
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 bellcrank. This bellcrank is installed at the roof of the L/G well and is operated by one double-acting actuator. An uplock 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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GENERAL ... LEG DOOR
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The A/SKID regulation is disconnected, either electrically by setting to the OFF position the A/SKID & N/W Steering switch, BSCU failure or hydraulic low pressure (brakes being supplied by the brake accumulator only). The pilot must refer to the triple pressure indicator to limit brake pressure in order to avoid locking a wheel.
WHEELS AND BRAKES SYSTEM OVERVIEW
With the accumulator pressure only, a maximum of 7 full brake pedal applications can be done.
NORMAL BRAKING Normal braking is obtained when: •
the green hydraulic pressure is available,
PARKING BRAKE
•
the Anti/SKID and Nose/Wheel Steering control switch is in the ON position,
•
the Parking Brake control switch is in the OFF position.
The yellow hydraulic system or the brake accumulators supply brake pressure via the shuttle valves. Putting ON the parking brake, deactivates the other braking modes and the A/SKID system.
Electrical control is obtained: •
Through the pedals,
•
Automatically on the ground by the auto brake system,
•
In flight when the gear control lever is set to UP (in flight braking).
ALTERNATE BRAKING The alternate brake system is powered by the yellow hydraulic system and backed up by a brake accumulator. The Alternate Braking Control Unit (ABCU) via the Braking/Steering Control Unit (BSCU) electrically controls the alternate braking with A/SKID. The ABCU becomes active when the normal brake system is faulty and/or low hydraulic pressure is detected in the green system. The information comes from the BSCU. Braking inputs are given by the brake pedals and transmitted through the Alternate Brake Pedal Transmitter Unit to the ABCU, which will control the braking pressure. The braking data are sent to the BSCU for A/SKID protection. The braking pressure is read on the triple indicator.
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SYSTEM OVERVIEW - NORMAL BRAKING ... PARKING BRAKE
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NOSE WHEEL STEERING The steering system uses the yellow hydraulic system to operate a steering actuating cylinder, which changes the direction of the NLG wheels. The steering system receives hydraulic pressure in the following conditions: •
A/SKID & N/W STeeRinG switch is in ON position,
•
towing control lever is in normal position,
•
at least one ENG MASTER switch is ON,
•
aircraft is on ground.
The steering system is controlled by the BSCU, which receives order from: •
the steering hand wheels (orders added algebraically),
•
the rudder pedals,
•
the autopilot.
When the rudder pedal disconnect pushbutton is pressed in, N/WS is disconnected from the pedals. The BSCU transforms the orders into N/WS angle. That angle has the following limits: •
Ruder pedals: max 6 degrees,
•
Hand wheels: max 74 degrees.
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SYSTEM OVERVIEW - NOSE WHEEL STEERING
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BTMU One Brake Temperature Monitoring Unit (BTMU) per gear transmits the brake temperature from the temperature sensors to the BSCU.
FAN The brake cooling system is a manually controlled system that decreases the temperature of the brakes when they are too hot. This optional system allows the brakes to be cooled in a short time period. One brake fan system with one BRK FAN HOT P/BSW is installed.
TPIS The Tire Pressure Indicating System (TPIS) includes an electronic sensor on each wheel and a Tire Pressure Indicating Computer (TPIC). The TPIC controls and monitors the operation of the system and sends data to other interfaced systems. As an MPD item, the tire pressure can be checked through: •
a pressure gage (tool),
•
or the ECAM WHEEL page.
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SYSTEM OVERVIEW - BTMU ... TPIS
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BRAKE SYSTEM DESCRIPTION (3) ENHANCED
The ABCU is automatically activated if: •
the anti-skid is faulty or the A/SKID switch is selected to OFF,
PEDALS
•
the BSCU is not serviceable (both system 1 and 2 failures),
The pedals give mechanical inputs to the normal brake pedal Transmitter (XMTR) unit, and to the alternate pedal XMTR unit for manual normal braking and alternate braking.
•
the normal braking has failed,
•
the pressure downstream the selector valve drops,
•
only the batteries supply the A/C.
BRAKE PEDALS XMTR UNITS The brake pedal XMTR units transform the mechanical input from the right and left pedals into electrical signals which are sent to the Braking and Steering Control Unit (BSCU) in normal braking and to the Alternate Braking Control Unit (ABCU) in alternate braking.
BSCU The BSCU controls normal braking, auto braking as well as anti-skid operation during normal and alternate braking.
SELECTOR VALVE The selector valve is an on/off valve. When normal braking is applied, the BSCU first energizes the selector valve; this lets full green pressure supply the normal servovalves.
NORMAL SERVOVALVES The normal servovalve has a dual function: it regulates braking pressure, which depends on BSCU braking orders, and anti-skid control pressure delivered to the brakes. This servovalve with direct control laws is fully closed when there is no braking order. They are located on the MLG strut.
LANDING GEAR PANEL A landing gear panel is composed of a toggle switch for anti-skid and nose wheel steering function inhibition. There are also three P/BSWs for AUTO-BRAKE selection. The BSCU and ABCU receive inputs for the landing gear panel.
TRIPLE INDICATOR A triple indicator gives pressure indication. The top needle supplies the alternate breaking accumulator supply pressure. The bottom needles supply pressure sent to the left and right brakes units (indication available only if ALTERNATE BREAKING is active).
WHEELS Each main wheel has multidisc carbon brakes. Each main wheel rotation speed given by a tachometer is fed back to the BSCU for antiskid computation.
ABCU The ABCU controls and monitors the alternate braking system with and without anti-skid protection.
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PEDALS ... ACCUMULATOR
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SHUTTLE VALVES The shuttle valves give the hydraulic priority for brake supply to the parking brake.
PARKING BRAKE CONTROL VALVE The parking brake electrical control valve is operated by the parking brake handle. When it is open, a signal is sent to the BSCU and the ABCU in order to override all other braking modes. If the normal braking system is available and, if the pedals are depressed when the PARK BRK is ON and the pressure commanded by the pedal deflection exceeds the pressure delivered by the park brake system, the normal system will send a complement of pressure to the normal set of pistons to reach the commanded value.
ACCUMULATOR The brake accumulator is supplied from the yellow hydraulic system and can provide pressure to the alternate brake system.
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ARMING
AUTO-BRAKE SYSTEM D/O (3)
The autobrake system is armed if one of the three modes P/B (LO, MED or MAX) is pressed in and the following conditions are met:
AUTOBRAKE MODES The AUTO BRaKe panel is used to select the desired deceleration rate of the system. MAXimum mode is normally selected for take-off: in the event of an aborted take-off, maximum braking pressure is sent to the normal servovalves as soon as ground spoilers deployment order is present. MEDium or LOw modes are selected for landing: progressive pressure is sent to the brakes, for respectively 2 or 4 seconds after the ground spoilers deployment order.
ADIRS The Air Data Inertial Reference System (ADIRS) signals the aircraft deceleration rate to the Braking and Steering Control Unit (BSCU) to be compared with the selected deceleration mode for braking computation.
A/SKID & N/W STRG SWITCH The A/SKID & N/W STRG switch activates the anti-skid system and enables autobrake arming. ON: anti-skid (A/SKID) and nose wheel steering (N/W STRG) are available and autobrake can be armed provided the green pressure is valid.
•
green pressure available,
•
anti-skid electrically powered,
•
no failure in the normal braking system.
The ON light comes on blue when the corresponding rate is armed.
ACTIVATION The automatic braking system is activated by at least 2 of the 3 ground spoiler extension signals coming from the Spoiler Elevator Computers (SECs). The DECEL light comes on green when actual aircraft deceleration is 80 % of the selected rate (LO and MED modes) or 0.27 g (MAX mode).
DISARMING The autobrake is disarmed by: •
releasing the selected P/B out,
•
loss of one or more arming conditions,
•
applying sufficient force to the pedals when autobrake is operating,
•
ground spoilers retraction. If ground spoilers are extended again, autobrake will be activated as well.
If green pressure drops: •
yellow pressure takes over automatically, anti-skid is available, nose wheel steering is still available,
•
and autobrake cannot be armed. OFF: anti-skid, nose wheel steering, normal brake and autobrake are lost.
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AUTOBRAKE MODES ... DISARMING
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ABCU
ANTI-SKID FUNCTION (3)
The Alternate Braking Control Unit (ABCU) controls the alternate braking components during alternate braking with or without A/SKID.
PURPOSE The Anti-Skid (A/SKID) system gives the maximum braking efficiency as it keeps each individual wheel at the maximum deceleration rate avoiding a skidding configuration.
BSCU The Braking and Steering Control Unit (BSCU) gives the A/SKID control during normal and alternate braking by either system 1 or 2 of the BSCU. Systems 1 and 2 have independent power supplies, and at each power up, the first system supplied takes control. If the two systems are supplied simultaneously. System 1 has priority and system 2 is in standby. System on standby will take control when L/G control lever is placed in the DOWN position.
SV AND DDV The normal SV is connected to the BSCU. The two coils of the normal SV are connected to systems 1 and 2 respectively. The alternate DDV is connected to the ABCU which controls it, but the orders are sent from the BSCU.
ADIRU 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 MLG wheel speeds. A/C deceleration is limited to 1.7 m/s² (5.6 ft/s²).
PRINCIPLE The speed of each main gear wheel, given by a tachometer, is compared with the A/C speed supplied by the Air Data Inertial Reference Units (ADIRUs). A reference speed is determined by the BSCU from the longitudinal deceleration given by ADIRUs 1, 2 or 3. When the speed of a wheel decreases below 0.87 times the reference speed, brake release orders are given to that wheel to maintain the wheel deceleration rate at that value.
REGULATION The operational amplifier compares the calculated reference speed with the speed of the decelerating wheel. The operational amplifier supplies numerical values which are converted into current to supply the coil of the normal Servovalve (SV) and alternate Direct Drive Valve (DDV) in use to make sure that the A/SKID operates.
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PURPOSE ... ADIRU
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BRAKE SYSTEM OPERATION (3) GENERAL The hydraulic braking architecture is shown with all components. NOTE: NOTE THAT ONLY THEIR MAIN FUNCTIONS ARE SHOWN.
NORMAL BRAKING The hydraulic braking operation is identical for automatic braking, manual braking and in-flight braking. NOTE: NOTE THAT DURING IN-FLIGHT BRAKING, ANTI-SKID (A/SKID) FUNCTION IS INHIBITED BY THE BRAKING AND STEERING CONTROL UNIT (BSCU). Normal braking and A/SKID regulations are electrically controlled by the BSCU. OPERATION: The selector valve is energized. The normal brake servovalves supply a pressure which depends on the control current delivered by the BSCU. The manifold comprises the servovalve, the pressure transducer and the hydraulic fuse. The hydraulic fuse stops the flow in the line in case of leakage. During manual braking, the brake pedal transmitter units provide an artificial feel at the pedals. The artificial feel is provided by mean of 2 sets of spring rods, that are as well putting the pedals to its initial position when the force is removed. A pressure transducer downstream of the normal brake selector valve sends the hydraulic pressure information to the BSCU and the ALTN Braking Control Unit (ABCU). A pressure lower than 90 bar or all other normal braking failure lets the ABCU activate the ALTN braking mode.
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GENERAL & NORMAL BRAKING
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ALTN BRAKING WITH A/SKID The ALTN braking with A/SKID is electrically controlled and hydraulically operated. The yellow High Pressure (HP) system supplies the ALTN braking. A pressure transducer informs the ABCU in case of yellow LP. When the normal braking is faulty or the pressure downstream the normal selector valve drops, the BSCU informs the ABCU, which becomes active. OPERATION: The orders are entered through the pedals and an ALTN brake pedal transmitter unit transmits the orders to the ABCU. The ABCU opens the ALTN brake selector valve. The current sent to the Direct Drive Valves (DDVs) is proportional to the pressure applied on the brake pedals. The pressure output from each DDV goes through its related shuttle valve and the hydraulic fuse. The ALTN brake manifold comprises two alternate DDVs and two hydraulic fuses. ALTN brake pressure transducers are located in the alternate brake manifold, downstream of the hydraulic fuses. They transmit brake pressure data to the ACCU/PRESS triple indicator and to the BSCU. The BSCU uses it for the A/SKID function. If a wheel starts to skid, the BSCU sends a signal to the ABCU to reduce the current in the related DDV. The hydraulic fuse stops the flow in the line in case of leakage.
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ALTN BRAKING WITH A/SKID
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ALTN BRAKING WITHOUT A/SKID In case of A/SKID failure during the ALTN braking with A/SKID, the ABCU automatically controls the ALTN braking system without A/SKID protection. Moreover, in the event of insufficient yellow hydraulic pressure, the brake accumulator supplies the brakes (emergency braking). Thus, the ABCU inhibits the antiskid protection and maintains a predetermined level of braking even when the brake pedals are fully released. This is to prevent the loss of hydraulic fluid from the accumulator. OPERATION: braking orders are sent to the ABCU via the ALTN brake pedal transmitter unit. The ABCU energizes the ALTN brake selector valve and applies to the DDV a current proportional to the ALTN brake pedal transmitter unit signals. To reduce the risk of tire burst when A/SKID is not available, the ABCU limits the brake pressure to 1000 psi (70 bar). To release this limitation, the ALTN brake pressure transducers measure the brake pressure and send this data to the ABCU. These transducers give visual indication on the yellow ACCU/PRESS triple indicator. A third set of potentiometers in the ALTN brake pedal transmitter unit supplied by the HOT BATTERY BUS lets the ABCU brake the A/C during towing operation.
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ALTN BRAKING WITHOUT A/SKID
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PARKING BRAKE/ULTIMATE EMERGENCY BRAKING The brakes are supplied either by the yellow HP manifold or the brake accumulator. OPERATION: When the parking brake handle is set to the "ON" position, the shuttle valves give the hydraulic priority for the brake supply to the parking brake. When the parking brake control valve is open, a signal is sent to the BSCU and the ABCU in order to override all other braking modes. If the brake accumulator pressure becomes low when the parking brake is on, normal braking using the pedals can be applied to stop the A/C. When the pedal deflection order exceeds the pressure delivered by the parking brake, the BSCU sends a complement of pressure to the normal set of pistons to reach the commanded value.
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PARKING BRAKE/ULTIMATE EMERGENCY BRAKING
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AUTOMATIC SELECTOR
BRAKE SYSTEM DESCRIPTION (3) PEDALS The pedals give mechanical inputs to the brake pedal Transmitter (XMTR) unit for manual normal braking and to the auxiliary LP control system for alternate braking.
BRAKE PEDALS XMTR UNIT The brake pedal XMTR unit transforms the mechanical input from the right and left pedals into electrical signals that are sent to the Braking and Steering Control Unit (BSCU).
BSCU The BSCU controls normal braking, auto braking as well as anti-skid operation during normal and alternate braking.
SELECTOR VALVE
The automatic selector allows the pressurization of either normal brakesystems or alternate brake systems and preferential supply to the normal system.
AUXILIARY LP CONTROL SYSTEM The auxiliary LP control system transforms the mechanical input from the left and right pedals into hydraulic pressure which controls the dual distribution valve.
DUAL DISTRIBUTION VALVE The dual distribution valve makes the alternate braking system operational.
DUAL SHUTTLE VALVE The dual shuttle valve selects either the alternate braking system or the parking brake system, giving priority to the parking brake system.
The selector valve is an on/off valve. When normal braking is applied, the BSCU first energizes the selector valve, this lets full green pressure supply the normal servo valves.
ALTERNATE SERVOVALVES
NORMAL SERVOVALVES
PARKING BRAKE CONTROL VALVE
The normal servovalve has a dual function: it regulates braking pressure, which depends on BSCU braking orders, and anti-skid control pressure delivered to the brakes. They are located on the MLG strut.
The alternate servovalves regulate only the anti-skid control pressure. They are located on the shroud box above the MLG strut.
The parking brake electrical control valve is operated by the parkingbrake handle. It deactivates anti-skid and braking modes.
PARKING BRAKE OPERATED VALVE
WHEELS Each main wheel has multidisc carbon brakes. Each main wheel rotation speed given by a tachometer is fed back to the BSCU for antiskid computation.
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BRAKE SYSTEM DESCRIPTION (3)
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transducers and the two hydraulic fuses. The hydraulic fuse stops the flow in the line in case of leakage.
BRAKE SYSTEM OPERATION (3) CLASSIC GENERAL The hydraulic braking architecture is shown with all components. NOTE: NOTE THAT ONLY THEIR MAIN FUNCTIONS ARE SHOWN.
NORMAL BRAKING
NOTE: NOTE THAT DURING NORMAL BRAKING THE AUTOMATIC SELECTOR CONNECTS THE ALTERNATE SYSTEM TO THE YELLOW RETURN MANIFOLD. During manual braking, the master cylinders provide an artificial feel at the pedals. The brake system is ready to be supplied by the alternate system in case of normal braking failure.
The hydraulic braking operation is identical for automatic braking, manual braking and in flight braking. NOTE: NOTE THAT 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. The accumulator has sufficient capacity to hold the brakes on for a minimum time of twelve hours. The TO CONFIG warning light (on the ECAM control panel) reminds the crew to release the parking brake when the engine is at full throttle. OPERATION: The selector valve is energized. The automatic selector makes sure that the two hydraulic systems were segregated and of the normal braking system has a preferential supply. The throttle valve decreases the movement speed of the automatic selector when the brake selector valve is de-energized. The normal brake servovalves supply a pressure that depends on the control current delivered by the BSCU. The manifold comprises the two servovalves, the two pressure
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GENERAL & NORMAL BRAKING
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ALTERNATE BRAKING WITH ANTI-SKID The alternate braking with anti-skid associates yellow High Pressure (HP) with anti-skid regulation. OPERATION: The orders are entered through the pedals and an auxiliary LP hydraulic system transmits the orders via the master cylinders, to control the distribution dual valve. The pressure from the dual valve is delivered to the brakes through the dual shuttle valve and the alternate servovalves. It is indicated on the yellow pressure triple indicator. The alternate brake servovalve manifold comprises two alternate servovalves and two hydraulic fuses. The BSCU makes sure that the anti-skid is regulated by controlling the related servovalve. The hydraulic fuse stops the flow in the line in case of leakage.
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ALTERNATE BRAKING WITH ANTI-SKID
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ALTERNATE BRAKING WITHOUT ANTI-SKID In case of alternate braking without anti-skid the brakes are supplied either by the yellow HP or the brake accumulator. When yellow HP is available, the brakes are supplied through the alternate system and the return lines are connected to the yellow return manifold. When the brake accumulator only supplies the brakes the automatic selector shuts off the return lines. OPERATION: The orders are entered through the pedals only and an auxiliary LP hydraulic system transmits the orders via the master cylinders, to control the distribution dual valve. The pressure from the dual valve is delivered to the brakes through the dual shuttle valve and the alternate servovalves. It is indicated on the yellow pressure triple indicator.
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ALTERNATE BRAKING WITHOUT ANTI-SKID
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PARKING BRAKE The brakes are supplied either by the yellow HP manifold or the brake accumulator. OPERATION: When the parking brake handle is set to the "ON" position, all the other braking modes and the anti-skid system are deactivated and all the return lines are shut off. The parking brake electrical control valve comprises one electrical linear transmitter that operates the hydromechanical valve and a pressure limiter for the dual shuttle valve supply. The secondary slide valve of the automatic selector isolates the return lines of the alternate brake servovalves to prevent fluid leakage to the yellow reservoir. The parking brake operated valve shuts off the supply to the alternate system to prevent leakage through the dual valve.
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PARKING BRAKE
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WHEELS
MAINTENANCE PROCEDURES CLASSIC
Each main wheel has multidisc carbon brakes. Each main wheel rotation speed given by a tachometer is fed back to the BSCU for antiskid computation.
A CHECK ITEMS PEDALS The pedals give mechanical inputs to the brake pedal Transmitter (XMTR) unit for manual normal braking and to the auxiliary LP control system for alternate braking.
BRAKE PEDALS XMTR UNIT The brake pedal XMTR unit transforms the mechanical input from the right and left pedals into electrical signals that are sent to the Braking and Steering Control Unit (BSCU).
BSCU The BSCU controls normal braking, auto braking as well as anti-skid operation during normal and alternate braking.
SELECTOR VALVE The selector valve is an on/off valve. When normal braking is applied, the BSCU first energizes the selector valve, this lets full green pressure supply the normal servo valves.
The automatic selector allows the pressurization of either normal brake systems or alternate brake systems and preferential supply to the normal system.
AUXILIARY LP CONTROL SYSTEM The auxiliary LP control system transforms the mechanical input from the left and right pedals into hydraulic pressure which controls the dual distribution valve.
DUAL DISTRIBUTION VALVE The dual distribution valve makes the alternate braking system operational.
DUAL SHUTTLE VALVE The dual shuttle valve selects either the alternate braking system or the parking brake system, giving priority to the parking brake system.
ALTERNATE SERVOVALVES
NORMAL SERVOVALVES The normal servovalve has a dual function: it regulates braking pressure, which depends on BSCU braking orders, and anti-skid control pressure delivered to the brakes. They are located on the MLG strut.
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The alternate servovalves regulate only the anti-skid control pressure. They are located on the shroud box above the MLG strut.
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A CHECK ITEMS
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PARKING BRAKE CONTROL VALVE The parking brake electrical control valve is operated by the parking brake handle. It deactivates anti-skid and braking modes.
PARKING BRAKE OPERATED VALVE The parking brake operated valve shuts off hydraulic supply to the alternate brake system to prevent leakage through the dual valve.
BRAKE ACCUMULATOR The brake accumulator is supplied from the yellow hydraulic system and can provide pressure to the alternate brake system.
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LOW PRESS CIRCUIT PRECAUTIONS
FILLING
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AND
BLEEDING
(3)
WARNING: MAKE SURE THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE L/G. MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM. MAKE SURE THAT THE CONTROLS AGREE WITH THE POSITION OF THE ITEMS THEY OPERATE BEFORE YOU PRESSURIZE A HYDRAULIC SYSTEM. PRESSURIZE ONLY THE HYDRAULIC SYSTEM(S) THAT IS (ARE) NECESSARY FOR THE TASK. ISOLATE THE OTHER HYDRAULIC SYSTEM(S) BEFORE YOU SUPPLY HYDRAULIC POWER TO THE A/C. MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY ELECTRICAL POWER TO THE A/C. The A/C must be in the safety configuration. Refer to the AMM to execute the safety precautions.
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PRECAUTIONS
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adjust the level of the fluid in the reservoir to normal, the piston must be level with the green band,
ACCESS ELECTRIC BAY Open the access door 811.
ACCESS MLG BAY Open the main doors of the main gear.
PROCEDURE The yellow hydraulic circuit and brake accumulator are depressurized, •
use de-aerated hydraulic fluid,
•
disconnect hydraulic hoses from the master cylinders and connect master cylinders to hydraulic fluid recovery containers with vinyl tubing, - open bleeder J, bleeder K remains closed,
•
fill the system with the hand pump until the fluid flows from the vinyl pipe and there are no air bubbles. Make sure that the supply pressure is no more than 15 bar (217.6 psi),
•
close the bleeder J, open the bleeder K and carry out the same procedure,
•
connect hydraulic hoses to the base of the left and the right master cylinders,
•
connect the vinyl tubing to the reservoir bleeder,
•
close the supply valves of the dual valve,
•
close the bleeders on the dual valve and reservoir,
•
with the yellow hydraulic system pressurized and the pressure of the green hydraulic system depressurized push in the pedals and check that the pressure value shown on the brake yellow pressure triple indicator is correct.
CAUTION: DO NOT UNSCREW THE BLEEDER. - OPEN THE BLEEDERS J AND K OF THE DUAL VALVE AND CONTINUE TO FILL UNTIL THE FLUID WHICH FLOWS FROM THE RESERVOIR BLEEDER IS FREE OF AIR BUBBLES, •
check that the reservoir is full, the indicator must be fully extended to the stop position, - open the reservoir bleeder to
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PROCEDURE
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BRAKE TEMPERATURE SYSTEM D/O (3) PURPOSE The system measures the brake temperature and indicates the values on the lower ECAM display unit. A warning is generated when the brake temperature threshold is exceeded.
TEMPERATURE SENSOR Brake temperature is measured by one chromel-alumel thermocouple per brake.
BTMU The Brake Temperature Monitoring Unit (BTMU) is equipped with two printed circuits to process the data from the thermocouples. After processing, the BTMU delivers a voltage which varies between 1V and 9V corresponding to a temperature range of 0 to 1000°C.
BSCU The Braking and Steering Control Unit (BSCU) changes analog signals from the monitoring unit into digital signals for temperature indication on the lower ECAM display unit. The amber HOT light on the optional BRaKe FAN P/B comes on when the temperature threshold of any brake is reached.
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PURPOSE ... BSCU
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BRAKE COOLING SYSTEM D/O (OPTION) (3) PURPOSE The brake fan system lets the brakes be cooled in a short time period.
CONTROL AND LOGIC The BRK FAN pushbutton is used to operate the fan when the landing gear is downlocked.
BRAKE FANS The impeller creates a flow of air from the heat pack to the exterior through the debris guard. Each fan includes a three-phase type motor, an impeller and a shroud with a debris guard.
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PURPOSE ... BRAKE FANS
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WHEELS AND BRAKES SYSTEM WARNINGS (3) CONFIG PARK BRK ON When the PARK BraKe is ON, and the thrust levers set at Take-Off (TO) or Flexible TO (FLX TO) position, the single chime sounds and the MASTER Warning flashes. The configuration red warning indication appears on the displays. NOTE: DURING TO CONFIGURATION, THE CONTINUOUS REPETITIVE CHIME (CRC) WILL SOUND.
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CONFIG PARK BRK ON
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BRAKES HOT In case of brake overheat, the single chime sounds and the MASTER CAUTion comes on. The failure is shown amber on the displays associated to indications on the WHEEL page. When the brake temperature is higher than either 260°C (500°F) for the A321 or 300°C (572°F) for the other models, the brake temperature indication and the arc above the hottest wheel become amber. In addition, the amber HOT light on the optional BRaKing FAN P/BSW comes on, which indicates that the fans must be started.
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BRAKES HOT
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AUTO BRK FAULT In case of auto brake fault, the single chime sounds and the MASTER CAUTion comes on. The failure is shown amber on the displays.
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AUTO BRK FAULT
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A/SKID/NWS FAULT In case of Anti-Skid (A/SKID) and Nose Wheel Steering (N/WS) fault, the single chime sounds and the MASTER CAUTion comes on. The failure is shown amber on the displays. This failure happens in case of loss of normal braking system associated with yellow hydraulic LP or failure of the Braking and Steering Control Unit (BSCU) systems 1 and 2.
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A/SKID/NWS FAULT
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A/SKID/NWS OFF If the A/SKID and N/WS switch is in the OFF position, the single chime sounds and the MASTER CAUTion comes on. The failure is shown amber on the displays.
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A/SKID/NWS OFF
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HYD SEL FAULT In case of brake selector valve hydraulic failure, the single chime sounds and the MASTER CAUTion comes on. The failure is shown amber on the EWD. In this case, the ECAM WHEEL page is not displayed automatically. The warning is the same in case of N/WS selector valve hydraulic failure.
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HYD SEL FAULT
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BSCU SYS 1 (2) FAULT When either system 1 or 2 of the BSCU fails, the failure is shown amber on the EWD. In this case, the ECAM WHEEL page is not displayed automatically.
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BSCU SYS 1 (2) FAULT
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BSCU SYS 1 (2) FAULT
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NOSE WHEEL STEERING ENHANCED SYSTEM OVERVIEW NOSE WHEEL STEERING The steering system uses the yellow hydraulic system to operate a steering actuating cylinder, which changes the direction of the NLG wheels. The steering system receives hydraulic pressure in the following conditions: •
A/SKID & N/W STeeRinG switch is in ON position,
•
towing control lever is in normal position,
•
at least one ENG MASTER switch is ON,
•
aircraft is on ground.
The steering system is controlled by the BSCU, which receives order from: •
the steering hand wheels (orders added algebraically),
•
the rudder pedals,
•
the autopilot.
When the rudder pedal disconnect pushbutton is pressed in, N/WS is disconnected from the pedals. The BSCU transforms the orders into N/WS angle. That angle has the following limits: •
Ruder pedals: max 6 degrees,
•
Hand wheels: max 74 degrees.
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SYSTEM DESCRIPTION/OPERATION (3) GENERAL The nose wheel steering system is supplied by the yellow hydraulic system and is composed of several components which are described in detail in the following sections.
SWIVEL SELECTOR VALVE The swivel selector valve is installed co-axially with respect to the L/G retraction axis and provides hydraulic power supply when the gear is extended. When the gear starts to retract, the swivel selector valve cuts the hydraulic power supply.
CHECK VALVE/FILTER A 40-micron filter and a check valve are installed in the hydraulic power supply line followed with a second check valve mounted between the filter and the servo valve.
SERVO VALVE The servo valve is of the deflection-jet type. It is equipped with a Linear Variable Differential Transducer (LVDT) sensor which detects the position of the slide valve. The LVDT provides position feedback for the steering control.
ADJUSTABLE DIAPHRAGM The adjustable diaphragms are used to adjust the flow to each actuating cylinder chamber and consequently the wheel steering speed.
CHECK VALVES SYSTEM OVERVIEW - NOSE WHEEL STEERING
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Two check valves ensure the distribution of fluid from the accumulator to the chamber of the steering actuator.
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BYPASS VALVE The bypass valve interconnects the two chambers of the steering actuator in the event of hydraulic system depressurization. The bypass valve opens if the pressure exceeds 273 bar (4000 psi).
ANTI-SHIMMY VALVES There is one anti-shimmy valve per steering actuator chamber.
STEERING ACTUATOR The steering actuator drives the rotating tube, which is part of the NLG structure, via a rack-and-pinion assembly.
ACCUMULATOR The anti-shimmy accumulator supplies pressurized fluid in case of cavitation in one of the two chambers of the steering actuator. The accumulator can supply fluid pressurized up to 15 bar (220 psi).
BLEED SCREW A bleed screw allows bleeding and depressurization of the hydraulic block.
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GENERAL - SWIVEL SELECTOR VALVE ... BLEED SCREW
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OPERATION When the nose gear is extended, the hydraulic block is pressurized. When the MLG is compressed, both chambers of the steering actuator are supplied and the nose wheels servoed to an angle of 0º. Depending on the BSCU reference speed and the nose wheel steering orders, the nose wheels are steered.
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OPERATION
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SYSTEM WARNINGS (3) ANTI SKID/NWS FAULT In case of anti-skid and Nose Wheel Steering (N/WS) fault, the aural warning sounds and the MASTER CAUTion comes on. The failure is shown amber on the displays. This failure happens in case of loss of the normal braking system associated with yellow hydraulic low pressure or failure of Braking and Steering Control Unit (BSCU) systems 1 and 2. WARNING: IN CASE OF LOW YELLOW HYDRAULIC PRESSURE, IT CAUSES A LOSS OF STEERING.
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ANTI SKID/NWS FAULT
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ANTI SKID/NWS OFF If the anti-skid and N/WS switch is at the OFF position, the aural warning sounds and the MASTER CAUTion comes on. The failure is shown amber on the displays.
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ANTI SKID/NWS OFF
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HYD SEL FAULT In case of steering selector valve hydraulic failure, the aural warning sounds and the MASTER CAUTion comes on. The failure is shown amber on the EWD. In this case, the ECAM WHEEL page is not displayed automatically. The warning is the same in case of brake selector valve hydraulic failure.
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HYD SEL FAULT
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BSCU SYS 1 (2) FAULT When either system 1 or 2 of the BSCU fails, the failure is shown amber on the EWD. In this case, the ECAM WHEEL page is not displayed automatically.
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BSCU SYS 1 (2) FAULT
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N.W. STEER FAULT In case of N/WS fault, the failure is shown amber on the displays, a single chime sounds and the MASTER CAUTion comes on. A N/WS fault is detected by the BSCU.
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N.W. STEER FAULT
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N.W. STEER FAULT
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CHECK VALVES
NOSE WHEEL STEERING CLASSIC
Two check valves ensure the distribution of fluid from the accumulator to the chamber of the steering actuator.
GENERAL The nose wheel steering system is composed of several components which are described in detail in the following sections.
SWIVEL SELECTOR VALVE The swivel selector valve is installed co-axially with respect to the L/G retraction axis and provides hydraulic power supply when the gear is extended. When the gear starts to retract, the swivel selector valve cuts the hydraulic power supply.
BYPASS VALVE The bypass valve interconnects the two chambers of the steering actuator in the event of hydraulic system depressurization. The bypass valve opens if the pressure exceeds 273 bar (4000 psi).
ANTI-SHIMMY VALVES There is one anti-shimmy valve per steering actuator chamber.
STEERING ACTUATOR
SELECTOR VALVE When the selector valve is energized the pressure is applied to the servo valve via the slaved valve.
The steering actuator drives the rotating tube, which is part of the NLG structure, via a rack-and-pinion assembly.
ACCUMULATOR
CHECK VALVE/FILTER A 40-micron filter and a check valve are installed in the hydraulic power supply line.
The anti-shimmy accumulator supplies pressurized fluid in case of cavitation in one of the two chambers of the steering actuator. The accumulator can supply fluid pressurized up to 15 bar (220 psi).
SERVO VALVE
BLEED SCREW
The servo valve is of the deflection-jet type. It is equipped with a Linear Variable Differential Transducer (LVDT) sensor which detects the position of the slide valve. The LVDT provides position feedback for the steering control.
A bleed screw allows bleeding and depressurization of the hydraulic block.
ADJUSTABLE DIAPHRAGM The adjustable diaphragms are used to adjust the flow to each actuating cylinder chamber and consequently the wheel steering speed.
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GENERAL - SWIVEL SELECTOR VALVE ... BLEED SCREW
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OPERATION When the nose gear is extended and the nose gear doors are closed, the hydraulic block is pressurized. When the MLG is compressed, both chambers of the steering actuator are supplied and the nose wheels servoed to an angle of 0º. Depending on the Braking/Steering Control Unit (BSCU) reference speed and the nose wheel steering orders, the nose wheels are steered.
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OPERATION
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PACK CONTROLLERS
BSCU CONTROL INTERFACES (3) ADIRU The aircraft reference speed for nose wheel steering and anti-skid functions is obtained by processing the inertial deceleration from the Air Data Inertial Reference Units (ADIRUs).
After wheel speed computation the BSCU energizes wheel speed relays. These relays send a signal to the pack controllers for pack ram air inlet operation during take-off and landing phases.
SEC Two of the three ground spoilers extended signals coming from the Spoiler Elevator Computers (SECs) must be present to enable automatic braking.
LGCIU Inputs from both Landing Gear Control and Interface Units (LGCIUs) serve for braking and nose wheel steering functions control logic. LGCIUs receive wheel speed indications. These signals are used for BITE inhibition.
ELAC The link between the Braking Steering Control Unit (BSCU) and the ELevator Aileron Computer (ELAC) serves for nose wheel steering purposes with orders coming from rudder pedals and autopilot.
BTMU The BSCU changes analog signals from the Brake Temperature Monitoring Units (BTMUs) into digital ones for temperature indication on the lower ECAM display unit.
TACHOMETERS Tachometers send wheel speed values to the BSCU enabling reference speed computation and also to the SECs for ground spoilers extension logic.
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ADIRU ... PACK CONTROLLERS
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ABCU The BSCU requests for alternate braking when necessary and provides anti-skid orders to be applied to both DDV. In order to test the alternate braking capability, the BSCU sends functional test orders to the Alternate Braking Control Unit (ABCU) in predetermined test sequences. For safety reasons, these tests are inhibited by the main landing gear compressed position signal by the ABCU. Moreover the ABCU sends alternate Brake Pressure Transmitter Unit (BPTU) failure and alternate system status to the BSCU.
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ABCU
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BSCU ARCHITECTURE & MONITORING INTFC (3) ARCHITECTURE The Braking/Steering Control Unit (BSCU) has two power supply units, one for each systems. At each power up the system supplied first takes the control. If both systems are powered up at the same time, system 1 has priority. At each extension of the L/G, the system on command will go to standby and the other system will take over the control. If there is a disagreement between the control and the monitoring channels, the related system is disengaged and the system in standby takes over.
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ARCHITECTURE
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MONITORING The monitoring is carried out by various computers described below.
CFDIU The BSCU sends BITE data to the Centralized Fault Display System (CFDS) by a bi-directional ARINC 429 link. This link transmits the failure messages.
SDAC The System Data Acquisition Concentrators (SDACs) receive ARINC 429 bus signals for acquisition and processing of all the data necessary for the generation of warnings.
FDIMU The Flight Data Interface Unit (FDIU) part of the Flight Data Interface and Management Unit (FDIMU) collects braking system data like braking pressure, braking pedal position, auto brake status and maintenance data in order to send them to the flight data recorder. The Digital Management Unit (DMU) part of the FDIMU receives maintenance data for reports used in preventive maintenance.
FMGC The BSCU sends 4 availability discretes to the Flight Management and Guidance Computers (FMGCs). This is to meet the safety requirements of a category 3B landing.
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MONITORING - CFDIU ... FMGC
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ABCU ARCHITECTURE & MONITORING INTFC (3) ARCHITECTURE The Alternate Braking Control Unit (ABCU) is made of two functional modules: •
The power supply selection module,
•
The main functional module.
The ABCU is supplied with two different DC power supplies: •
DC Essential power supply,
•
DC Battery power supply.
SDAC Two discrete signals are sent to the System Data Acquisition Concentrators (SDACs) by the ABCU: •
Both left and right alternate brake pedals operate correctly.
•
Brake accumulator pressure is low.
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ARCHITECTURE & SDAC
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TIRE PRESSURE INDICATION SYSTEM SYSTEM DESCRIPTION/OPERATION (3) PURPOSE The Tire Pressure Indicating System (TPIS) continuously monitors the absolute pressure of each individual tire and provides cockpit indications and warnings.
PRESSURE TRANSDUCER 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.
ROTATING MECHANISM The rotating mechanism serves to transmit the tire pressure signal from the wheel to the axle. The rotating transformer also provides the necessary power supply for the electronic module and the pressure transducer in the form of a 3125Hz signal.
DETECTION UNIT The detection unit comprises a microprocessor which provides data processing and distribution of each tire pressure including normal and abnormal pressure signals for ECAM indication and Centralized Fault Display System (CFDS) monitoring. The TPIS detection unit permanently performs a test of the unit itself, the rotating mechanism and the pressure transducer. The test is only stopped for data processing and distribution.
INTERFACES The signal from the Landing Gear Control and Interface Unit (LGCIU) is used to change the tire pressure threshold for on-ground or in-flight warnings.
ENGINE OIL PRESSURE SWITCHES The engine oil pressure switches send a signal to the TPIS detection unit when there is an abnormal pressure of the engine's oil. NOTE: TIRE PRESSURE WARNINGS ARE ONLY MEMORIZED BY THE BITE WHEN AT LEAST ONE ENGINE IS RUNNING TO PREVENT FALSE WARNINGS DURING WHEEL CHANGE.
ELECTRONIC MODULE The integrated electronic module amplifies the signal from the pressure transducer and changes the voltage into frequency by means of a converter. The voltage to frequency converter gives a signal which varies from 50 to 100kHz for a pressure range from 0 to 300 psi.
ROTATING TRANSFORMER The rotating transformer transmits the tire pressure value from the wheel to the detection unit.
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PURPOSE ... ENGINE OIL PRESSURE SWITCHES
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SYSTEM WARNINGS (3) TIRE LO PR 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. 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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TIRE LO PR
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TIRE LO PR
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Correct values of this dimension are given in the AMM and on the NLG servicing chart.
MAINTENANCE PRACTICES
If nitrogen refilling is necessary, it can be done via the charging valve.
SERVICING MLG SHOCK ABSORBER Charging valves are installed on the MLG to fill the two-stage shock absorber with nitrogen.
NOTE: YOU CAN COMPLETE THIS PROCEDURE WITH THE A/C ON THE GROUND OR ON JACKS. IF THE A/C IS ON JACKS, IT MUST BE POSITIONED CORRECTLY.
As a Maintenance Planning Document (MPD) task, the check of the Main Landing Gear (MLG) shock absorber charge is performed by measuring and recording the dimension H.
ACCUMULATOR
Correct values will be found in the AMM and indications are given on the MLG strut cylinder.
The relief valve allows the hydraulic depressurization of the accumulator to check its nitrogen pre-charge as required by the MPD.
A check of the nitrogen fill pressure is performed via the accumulator pressure gage on the yellow brake accumulator.
MLG SPARE SEAL ACTIVATING VALVE Each MLG fitting has a spare seal-activating valve. This valve is used to isolate the bottom gland seal if a hydraulic leak occurs from that position. Closing the spare seal-activating valve will isolate the lower gland seals and activate the upper gland seals. NOTE: IT IS RECOMMENDED THAT ALL GLAND SEALS ON THE APPLICABLE MLG BE REPLACED AT SUBSEQUENT SCHEDULED MAINTENANCE.
NLG SHOCK ABSORBER As a MPD task, the check of the NLG shock absorber charge pressure is performed by measuring and recording the dimension H on the NLG strut.
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SERVICING - MLG SHOCK ABSORBER ... ACCUMULATOR
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DAILY CHECK During the Daily check the external walk around will include the Visual check of the Nose Landing Gear and LH/RH Main Landing Gear assemblies for general condition including: •
Doors and wheel well
•
Gear structure
•
Shock Absorber sliding tube for correct extension (dimension H) and cleanliness
•
Proximity detectors
•
Wheels (rim damage, sheared or missing bolts)
•
Tires (wear, damage, and correct pressure)
•
Brake units for evidence of leakage or overheating
•
Heat-Pack wear indicators (check with parking brake applied)
NOTE: THE VISUAL CHECK OF THE LANDING GEAR WHEEL WELL IS DONE WITH THE LANDING GEAR DOORS IN THE CLOSED POSITION. When it is possible, do the Tire Pressure Check when the tires are cold. If it is necessary to do the check when the tires are hot: the pressure in the tires will be higher than the nominal value (you must not deflate a hot tire). Readjust the tire pressure using Nitrogen only and refer to the AMM Tire inflation tables (32-41-00). These give all the pressure values versus aircraft weight (MRW) and tire sizes.
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DAILY CHECK
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MEL/DEACTIVATION PROXIMITY SENSORS Sixteen proximity detectors are installed. They are Master Minimum Equipment List (MMEL) items. One proximity detector may be inoperative on system 2 provided that the origin of the failure is electrical.
BTMU Two BTMUs are installed; one or both may be inoperative provided brake-cooling time is applied.
MAIN WHEEL BRAKES Two wear pins give a visual indication of the overall wear of the heat pack. The wheel brake is a MMEL item. In case of hydraulic leak on the brake assembly (piston), the brake can be deactivated for dispatch with or without brake removal. For deactivation with the brake installed, disconnect the self-sealing coupling.
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MEL/DEACTIVATION - PROXIMITY SENSORS ... MAIN WHEEL BRAKES
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MAINTENANCE TIPS HYDRAULIC FUSES A hydraulic fuse (normal or alternate), installed between the servo valve and the brake, stops the flow in the line in case of leakage. After trouble-shooting, the hydraulic fuse needs to be reset by opening its bleed screw. NOTE: BE CAREFUL WHEN OPENING THE BLEED SCREW OF THE BRAKE BLEED VALVE ASSEMBLY, YOU COULD CLOSE THE HYDRAULIC FUSE.
NOSE WHEEL STEERING The maximum towing angle is 95° on each side. Before towing, the N/WS control lever has to be in the deactivation position with the safety pin installed and the maximum extension of the nose gear shock absorber (dimension H) must be less than 300mm (12 inches) to avoid upper cam damage. When resetting the steering function after towing, nose wheels must be centered to avoid injury.
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MAINTENANCE TIPS - HYDRAULIC FUSES & NOSE WHEEL STEERING
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SAFETY PRECAUTIONS Before working in the L/G wheel well, be sure that the safety sleeve is fitted on the MLG door (or for the NLG, safety pins installed). Procedures related to L/G door safety devices installation are described in the AMM. When towing, except for pushback, or working in the L/G wheel well, be sure that the safety sleeve is fitted on the MLG or safety pins are installed on the NLG. Procedures related to L/G safety devices installation are described in the AMM. The LGCIU interfaces with many other A/C systems. Pulling LGCIU circuit breakers can cause unwanted operation of some systems. Before pulling LGCIU CBs, the AMM procedure about flight configuration precautions must be followed in order to protect these systems.
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MAINTENANCE TIPS - SAFETY PRECAUTIONS
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A CHECK ITEMS During the A check the external walk around will include the Visual check of the Nose Landing Gear and LH/RH Main Landing Gear assemblies for general condition with the Landing Gear Doors opened for the Wheel Well inspection. When opening the Main or the Nose Landing Gear Doors with the Ground Opening system, observe all the Safety Precautions as stated in the AMM Tasks.
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A CHECK ITEMS
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lower seal from hydraulic pressure, which effectively stops the leak, and transfers the pressure differential to the upper seal.
MAIN LANDING GEAR SERVICING (3) SPARE SEAL ACTIVATING VALVE WARNING: PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A TASK ON OR NEAR: •
THE FLIGHT CONTROLS,
•
THE FLIGHT CONTROL SURFACES,
•
THE L/G AND RELATED DOORS,
•
COMPONENTS THAT MOVE. MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE L/G.
OPERATION Under normal conditions the valve stem of the spare activating valve is screwed out, with the ball away from its seat. Fluid pressure in the shock absorber is felt equally on both sides of the upper seal in the lower bearing sub-assembly, but only one side of the lower seal. Therefore, the lower seal is subjected to pressure differentials. If a leak occurs at the lower bearing housing, indicated by the presence of hydraulic fluid on the sliding tube, the fault may be expected to be from the lower seal. The cap screw, an indicator, must be removed and the valve stem screwed on to seat the ball. This action isolates the
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SPARE SEAL ACTIVATING VALVE - OPERATION
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REPLENISHMENT
TORQUE LINK DAMPER WARNING: PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A TASK ON OR NEAR:
The torque link damper must be serviced in accordance with AMM 1212-00, but we will consider the general outline of the task: •
first remove the cap assembly from the check valve, and bleed screw from the bleed plug, then attach a hydraulic charging rig, using a connector, to the check valve,
•
THE FLIGHT CONTROLS,
•
next fit a plastic tube, which is SKYDROL compatible, to the bleed plug. This is to collect expelled fluid, so place the free end of the plastic tube into a suitable container,
•
THE FLIGHT CONTROL SURFACES,
•
•
THE L/G AND RELATED DOORS,
using the hydraulic rig, apply a pressure of 2.42 to 2.75 bars (35.1 to 39.9 psi) and open the bleed plug until an air-free flow of fluid is obtained,
•
increase the pressure to between 2.75 and 3.45 bars (39.9 and 50 psi) and close the bleed plug, the reservoir can should rise slightly above the "FULL" line (approximately 2.5 mm/0.1 inch),
•
remove the hydraulic rig and bleed tube, then check for leakage over the next 3 minutes at the same time ensuring the reservoir can remains above the "FULL" line,
•
finally open the bleed plug slowly until the reservoir can is level with the "FULL" line, then close and lock the bleed and cap assemblies.
COMPONENTS THAT MOVE. MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE L/G. OBEY THE HYDRAULIC SAFETY PROCEDURES. USE SOLVENTS/CLEANING AGENTS, SEALANTS AND OTHER SPECIAL MATERIALS ONLY WITH A GOOD SUPPLY OF AIR. OBEY THE MANUFACTURERS INSTRUCTIONS. PUT ON PROTECTIVE CLOTHING. DO NOT GET THEM IN YOUR MOUTH. DO NOT SMOKE. DO NOT BREATHE THE GAS. THESE MATERIALS ARE POISONOUS, FLAMMABLE AND SKIN IRRITANT. GET MEDICAL HELP IF YOUR SKIN OR EYES BECOME IRRITATED.
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TORQUE LINK DAMPER - REPLENISHMENT
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MAIN LANDING GEAR SHOCK ABSORBER SERVICING (3) GENERAL WARNING: PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A TASK ON OR NEAR: •
THE FLIGHT CONTROLS,
•
THE FLIGHT CONTROL SURFACES,
•
THE L/G AND THE RELATED DOORS,
COMPONENTS THAT MOVE. MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE L/G. DO NOT PUT COMPRESSED GAS IN CONTACT WITH YOUR SKIN. THE GAS CAN GO THROUGH THE SKIN AND MAKE BUBBLES IN THE BLOOD. THIS CONDITION CAN KILL YOU. IF YOU GET THE FLUID ON OR IN YOUR EYES: •
FLUSH IT AWAY WITH CLEAN WATER,
•
GET MEDICAL AID.
PA is the pressure measured at the top charging valve (valve A). PB is the pressure measured at the bottom charging valve (valve B). H is the height of the shock absorber measured as shown below.
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GENERAL
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SERVICING PROCEDURES Before filling, it is necessary to perform a visual inspection of the MLG two-stage shock absorber for leakage of hydraulic fluid and to detect any damage on the sliding tube. INSPECTION OF THE MLG SHOCK ABSORBER BEFORE FLIGHT Check charge and nitrogen filling of the MLG two-stage shock absorber.
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SERVICING PROCEDURES - INSPECTION OF THE MLG SHOCK ABSORBER BEFORE FLIGHT
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NITROGEN FILLING OF THE ABSORBER (METRIC UNITS)
MLG
Austrian Technical Training School Notes - For Training Purposes Only
TWO-STAGE
SHOCK
Nitrogen filling of the MLG two-stage shock absorber.
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SERVICING PROCEDURES - NITROGEN FILLING OF THE MLG TWO-STAGE SHOCK ABSORBER (METRIC UNITS)
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NITROGEN ABSORBER
FILLING
OF
THE
MLG
Austrian Technical Training School Notes - For Training Purposes Only
TWO-STAGE
SHOCK
WARNING: MAKE SURE THAT THE AREA AROUND THE A/C IS CLEAR OF PERSONS AND EQUIPMENT. WHEN YOU PRESSURIZE/DEPRESSURIZE THE SHOCK ABSORBER, WITH THE A/C WEIGHT ON THE GROUND, THE A/C WILL MOVE. CAUTION: ALWAYS ADD NITROGEN SLOWLY WHEN YOU PRESSURIZE THE SHOCK ABSORBER. IF YOU ADD THE NITROGEN TOO QUICKLY, THE TEMPERATURE WILL INCREASE AND HAVE AN EFFECT ON THE SHOCK ABSORBER PRESSURE.
WARNING: PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A TASK ON OR NEAR: •
THE FLIGHT CONTROLS,
•
THE FLIGHT CONTROL SURFACES,
•
THE L/G AND THE RELATED DOORS,
•
ANY COMPONENTS THAT MOVE. MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE L/G.
This film includes several procedures or parts of procedures of the shock absorber servicing: •
check of charge pressure of the MLG shock absorber,
•
visual inspection of the MLG two-stage shock absorber for leakage of hydraulic fluid,
•
nitrogen filling of the MLG two-stage shock absorber (A/C on the ground).
The values of some parameters such as temperature, pressure, etc, have to be recorded to perform this procedure. Depending on the value obtained, some parts must or must not be done, referring to the Aircraft Maintenance Manual (AMM). Of course, when you effectively do it, you will have to adapt your actions to the values you will obtain. In no case can the values used in this film be used as a reference.
NOTE: NOTE THAT IT IS RECOMMENDED THAT YOU WAIT A MINIMUM OF TEN MINUTES AFTER TAXIING OR TOWING BEFORE YOU CARRY OUT THIS PROCEDURE. THIS WILL ALLOW GETTING A STABLE TEMPERATURE AND A MORE ACCURATE VALUE OF THE SHOCK ABSORBER EXTENSION AND PRESSURES. During this procedure, actions will be made on the top charging valve (also called valve A), and on the bottom charging valve (also called valve B). A placard located underneath the top charging valve gives you a summary of the information necessary to perform this procedure. It consists of: •
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a gear schematic which shows you where you have to measure the height H,
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•
a summarized actions list which presents the main points necessary to perform the dedicated procedures,
•
DIAGRAM 1 which allows you to find a target value H depending on the measured temperature and the pressure on the top charging valve,
•
DIAGRAM 2 which gives the same information, but for a different step of the procedure,
•
DIAGRAM 3 which enables you to find the position of a point determined by the temperature and the pressure values in relation to a graph line. In the cockpit, make sure that the L/G control lever is in the DOWN position and put a warning notice in position to tell people not to operate the L/G. On the outside,
•
make sure that the wheel chocks are in position on the MLG, but do not put a chock on the nose wheel,
•
put a warning notice in position to tell persons not to operate the L/G doors and put the access platform in position below the applicable shock absorber.
Before filling with nitrogen, examine the gland housing of the shock absorber for leakage of hydraulic fluid. In case of leakage, refer to your AMM to troubleshoot. Measure and record dimension H, H = 89 mm (3.50 in). Measure and record the temperature of the MLG adjacent to the top charging valve, T = 10ºC (50ºF). Put the standard charging equipment into position. On the top charging valve: •
remove the blanking cap,
•
on the charging equipment, make sure that the control valves are closed and connect the filling hose.
CAUTION: MAKE SURE THAT YOU USE A GAGE WITH THE SPECIFIED PRESSURE RANGE. On the top charging valve: •
remove the blanking cap,
•
on the charging equipment, make sure that the control valves are closed, and connect the filling hose.
Do the same on the bottom-charging valve. On the top charging valve: •
slowly open it,
•
read and record the pressure shown on the pressure gage, PA = 79 bar (1150 psi) and then close it.
Do the same on the bottom charging valve, PB = 75 bar (1090 psi). Using DIAGRAM 1, find the dimension HA for the pressure at the top charging valve and the measured temperature, HA = 141mm (5.6 in) (1). As the condition H = HA ± 15mm (0.6 in) is not fulfilled we have to do the nitrogen filling of the MLG two-stage shock absorber. The pressure at the bottom charging valve must be between 13.8 and 20.7 bar (200 and 300 psi) above the pressure at the top charging valve, PA + 13.8 bar < PB < PA + 20.7 bar (PA + 200 psi < PB < PA + 300 psi). This is to ensure that the floating piston is at the top of the bottom chamber (key point in case of restart). To perform this condition, we are going to pressurize the bottom chamber. WARNING: DO NOT PUT COMPRESSED GAS IN CONTACT WITH YOUR SKIN. THE GAS CAN GO THROUGH THE SKIN AND CAUSE BUBBLES IN THE BLOOD. THIS COULD CAUSE DEATH. MAKE SURE THAT THE AREA AROUND THE A/C IS CLEAR OF PERSONS AND EQUIPMENT. WHEN YOU PRESSURIZE OR
Do the same on the bottom-charging valve.
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DEPRESSURIZE THE SHOCK ABSORBER, WITH THE AIRCRAFT WEIGHT ON THE GROUND, THE A/C WILL MOVE.
In the cockpit, make sure that the L/G control lever is in the DOWN position and put a warning notice in position to tell people not to operate the L/G.
CAUTION: ALWAYS ADD NITROGEN SLOWLY WHEN YOU PRESSURIZE THE SHOCK ABSORBER. IF YOU ADD NITROGEN TOO QUICKLY, THE TEMPERATURE WILL INCREASE AND HAVE AN EFFECT ON THE SHOCK ABSORBER PRESSURE.
On the outside, •
make sure that the wheel chocks are in position on the MLG, but do not put a chock on the nose wheel,
•
put a warning notice in position to tell persons not to operate the L/G doors,
•
put the access platform in position below the applicable shock absorber.
On the bottom charging valve: •
the nitrogen supply being open, open the bottom charging valve,
•
open the control supply valve slowly to add nitrogen to the bottom chamber, PB = 98 bar (1420 psi),
•
close the bottom charging valve.
Before filling with nitrogen, examine the gland housing of the shock absorber for leakage of hydraulic fluid. In case of leakage, refer to your AMM to troubleshoot. Measure and record dimension H, H = 89 mm (3.50 in).
Wait ten minutes and make sure that the pressure condition is fulfilled. The bottom chamber pressure is still the same, PB = 98 bar (1420 psi).
Measure and record the temperature of the MLG adjacent to the top charging valve, T = 10ºC (50ºF). Put the standard charging equipment into position.
Check the pressure of the top chamber too:
On the top charging valve:
•
slowly open the top charging valve,
•
remove the blanking cap,
•
read and record the pressure shown on the pressure gage, PA = 92 bar (1330 psi) and then close it.
•
on the charging equipment, make sure that the control valves are closed and connect the filling hose.
As the pressure condition is NOT fulfilled (PA + 13.8 bar < PB< PA + 20.7 bar), we have to increase the pressure in the bottom chamber by adding nitrogen. On the bottom charging valve: •
the bottom charging valve being open, open the control supply valve slowly to add nitrogen to the bottom chamber, PB= 112 bar (1620 psi) and close the bottom charging valve.
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Do the same on the bottom-charging valve. CAUTION: MAKE SURE THAT YOU USE A GAGE WITH THE SPECIFIED PRESSURE RANGE. On the top charging valve: •
slowly open it,
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read and record the pressure shown on the pressure gage, PA = 79 bar (1150 psi) and then close it.
•
open the control supply valve slowly to add nitrogen to the bottom chamber, PB = 98 bar (1420 psi),
Do the same on the bottom charging valve, PB = 75 bar (1090 psi). Using DIAGRAM 1, find the dimension HA for the pressure at the top charging valve and the measured temperature, HA = 141mm (5.6 in) (1). As the condition H = HA ± 15mm (0.6 in) is not fulfilled we have to do the nitrogen filling of the MLG two-stage shock absorber. The pressure at the bottom charging valve must be between 13.8 and 20.7 bar (200 and 300 psi) above the pressure at the top charging valve, PA + 13.8 bar < PB < PA + 20.7 bar. This is to ensure that the floating piston is at the top of the bottom chamber (key point in case of restart). To perform this condition, we are going to pressurize the bottom chamber.
•
close the bottom charging valve.
•
WARNING: DO NOT PUT COMPRESSED GAS IN CONTACT WITH YOUR SKIN. THE GAS CAN GO THROUGH THE SKIN AND CAUSE BUBBLES IN THE BLOOD. THIS COULD CAUSE DEATH. MAKE SURE THAT THE AREA AROUND THE A/C IS CLEAR OF PERSONS AND EQUIPMENT. WHEN YOU PRESSURIZE OR DEPRESSURIZE THE SHOCK ABSORBER, WITH THE A/C WEIGHT ON THE GROUND, THE A/C WILL MOVE. CAUTION: ALWAYS ADD NITROGEN SLOWLY WHEN YOU PRESSURIZE THE SHOCK ABSORBER. IF YOU ADD NITROGEN TOO QUICKLY, THE TEMPERATURE WILL INCREASE AND HAVE AN EFFECT ON THE SHOCK ABSORBER PRESSURE. On the bottom charging valve: •
the nitrogen supply being open, open the bottom charging valve,
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Wait ten minutes and make sure that the pressure condition is fulfilled. The bottom chamber pressure is still the same, PB = 98 bar (1420 psi). Check the pressure of the top chamber too: •
slowly open the top charging valve,
•
read and record the pressure shown on the pressure gage, PA = 92 bar (1330 psi) and then close it.
As the pressure condition is NOT fulfilled (PA + 13.8 bar < PB < PA + 20.7 bar), we have to increase the pressure in the bottom chamber by adding nitrogen. On the bottom charging valve: •
the bottom charging valve being open, open the control supply valve slowly to add nitrogen to the bottom chamber, PB = 112 bar (1620 psi) and close the bottom charging valve.
Wait ten minutes and make sure that the pressure condition between the two chambers is fulfilled, PA = 92 bar (1330 psi), PB = 112 bar (1620 psi). The pressure condition is fulfilled. The nitrogen pressure being released, read and write down the temperature again, T = 11ºC (52ºF), as well as the dimension H, H = 123 mm (4.8 in). Make sure that the difference in pressure at the top charging valve and the bottom charging valve is more than 10.7 bar (155 psi), PB > PA + 10.7 bar, this condition being enough at this point. Using DIAGRAM 2, find the dimension HA for the pressure and the temperature at the top charging valve, HA = 140 mm (5.5 in) (2). Dimension H must be the same as HA, ± 1mm (0.04 in). Depending on whether H is higher or lower than the value of HA found on DIAGRAM 2, we have respectively
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to remove or add nitrogen from the top chamber. As H is lower than the value of H found on DIAGRAM 2 we have to add nitrogen to the top chamber. To do that: •
open the top charging valve,
•
the nitrogen supply being open, slowly open the control valve to add nitrogen; as soon as the shock absorber moves, close the control valve,
•
after 5 minutes, measure the temperature, T = 11ºC (52ºF), and the pressure at the top charging valve, PA = 92 bar (1330 psi),
•
using DIAGRAM 2, find the dimension HA required for these conditions, HA = 140 mm (5.5 in),
•
slowly open the control valve to add nitrogen to obtain the same dimension H as we found before, H = HA ± 1mm (0.04 in). After 5 minutes, open the top and the bottom charging valves.
above the graph line on DIAGRAM 3 (3), there are two possibilities. In our case, as PA is above the graph line, we have to carry out the following steps: •
using DIAGRAM 1, find the dimension HA for the pressure at the top charging valve and the measured temperature, HA = 119 mm (4.7 in) (4),
•
open the bottom charging valve,
•
slowly open the control valve to remove nitrogen and immediately the dimension H starts to change, close the control valve,
•
after 5 minutes, open the top charging valve, and read and record the pressure, PA = 86 bar (1250 psi), and the temperature, T = 11ºC (52ºF),
•
using DIAGRAM 1, find the dimension H that you need for the above conditions, HA = 125 mm (4.9 in) (5),
•
slowly open the control valve to remove nitrogen from the bottom charging valve until the dimension H is the same as the dimension H found in DIAGRAM 1, ± 1 mm (0.04 in),
•
close the bottom charging valve.
Read and write down: •
pressures, PA = 92 bar (1330 psi), PB = 112 bar (1620 psi),
•
the temperature, T = 11ºC (52ºF),
•
the dimension H, H = 139 mm (5.5 in).
After 5 minutes, check the pressures:
Using the pressure and the temperature find the correct dimension H in DIAGRAM 2 and make sure that this value is equal to the previous measured value, ± 1mm (0.04 in). Make sure that the difference in pressure at the top charging valve and the bottom charging valve is still more than 10.7 bar (155 psi), PB > PA + 10.7 bar. Close the top and the bottom charging valves. Now, depending on if the pressure and temperature of the top charging valve is either, on or below, or
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•
open the top charging valve, read and write down the pressure, PA = 86 bar (1250 psi), and then close it,
•
open the bottom charging valve, read and write down the pressure, PB = 85 bar (1230 psi), and then close it.
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NITROGEN FILLING OF THE MLG TWO-STAGE SHOCK ABSORBER
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PRESSURE/EXTENSION GRAPH-VALUES OF THE FILM Find below the points noticed during the film in their chronological order. DIAGRAM 1 (1) PA = 79 bar (1150 psi), T = 10ºC (50ºF) HA = 141 mm (5.6 in) (4) PA = 92 bar (1330 psi), T = 11ºC (52ºF HA = 119 mm (4.7 in) (5) PA = 86 bar (1250 psi), T = 11ºC (52ºF) HA = 125 mm (4.9 in) DIAGRAM 2 (2) PA = 92 bar (1330 psi), T = 11ºC (52ºF) HA = 140 mm (5.5 in) DIAGRAM 3 (3) PA = 92 bar (1330 psi)
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PRESSURE/EXTENSION GRAPH-VALUES OF THE FILM
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WHEEL AND BRAKE REMOVAL & INSTALLATION (2)
PREPARATION OUTSIDE:
MLG WHEEL AND BRAKE REMOVAL/INSTALLATION
•
make sure that the L/G safety devices are in position,
WARNING: Be careful when you remove/install the wheel and tire assembly to prevent injury to persons and/or damage to the wheel, axle or other equipment. The assembly is very heavy (between 130 Kg and 200 Kg (290 lb and 440 lb)).
•
as well as the wheel chocks.
WARNING: YOU MUST NOT PUT TOO MUCH GREASE ON THE AXLE SLEEVE. A VERY HOT BRAKE CAN CAUSE THE GREASE TO BURN AND CAUSE A FIRE.
REMOVAL/INSTALLATION CAUTION: MAKE SURE THAT THE PROTECTED AXLE THREAD IS CORRECTLY INSTALLED ON THE AXLE. YOU CAN CAUSE DAMAGE TO THE AXLE SLEEVE WHEN YOU REMOVE/INSTALL A WHEEL IF THE AXLE THREAD PROTECTOR IS: • •
NOT USED, NOT FULLY ENGAGED ON THE AXLE. PREPARATION: OUTSIDE:
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IN THE COCKPIT: •
open, safety and tag the Tire Pressure Indicating System (TPIS) and the brake fans C/Bs,
•
put warning notices on the free fall control handle and on the L/G control lever,
•
set the parking brake to OFF,
•
make sure that the pressure is off and the brake fan P/B is set to off. Outside again:
•
put the jack in position,
•
make sure that the dome correctly engages,
•
lift the L/G.
WHEEL REMOVAL •
fully deflate the tire if it must be changed,
•
remove the guard assembly attached by means of 6 screws,
•
remove the lock wire,
•
insert a tool to lock the impeller and unscrew the nut,
•
remove the impeller,
•
remove the shroud fixed by 2 screws,
•
disconnect the TPIS sensor connector from the rotating transformer,
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NOTE: NOTE THAT THE TPIS SENSOR MUST BE REMOVED FROM THE WHEEL IF IT IS CHANGED, •
remove the "V" clamp and the shroud support,
•
discard the cotterpins, loosen and remove the 2 locking bolts,
•
loosen the wheel nut using the torque adaptor and remove it,
•
install the properly greased protection tool,
•
using a specific tool, remove the wheel.
BRAKE REMOVAL
•
make sure that the driving keys on the brake rotor are correctly aligned,
•
the axle protective tool being fitted, install the wheel with the tool,
•
remove the protection device,
•
install the axle nut,
•
adjust the torque meter to the pre-torque value and apply it to the nut while turning the wheel,
•
prevent the rotation of the wheel and loosen the nut,
•
disconnect the self-sealing couplings,
•
adjust the torque meter to the torque value,
•
disconnect the brake temperature sensor,
•
torque the axle nut,
•
using an adaptor, loosen and remove the three nuts and washers,
•
tighten it until the holes in the nut are aligned with the holes in the axle,
•
the protective tool being installed on the axle, remove the wheel.
•
install the locking nuts with the head of the screws facing the axle,
•
fit the washers and the nuts,
BRAKE INSTALLATION •
remove the protective tool, clean and grease the axle,
•
tighten the nut,
•
the protective tool being fitted, install the brake unit,
•
safety the locking nuts with split pins,
•
make sure that the studs engage correctly on the axle,
•
•
install the 3 washers and nuts,
install the shroud support centered by a centering pin and tighten the "V" clamp,
•
adjust the torque meter value and torque the 3 nuts,
•
reconnect the TPIS sensor plug,
•
connect the brake temperature sensor,
•
install the shroud with the 2 srews,
•
reconnect the self-sealing couplings,
•
align the splined driving shaft with the impeller,
•
remove the protection devices.
•
install the impeller, prevent its rotation and tighten the nut,
•
safety the nut with lockwire,
WHEEL INSTALLATION
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•
install the guard on the tachometer drive shaft and fit it with the 4 screws. Close-up:
•
make sure that the area is clean. Lower the L/G, the tire pressure being previously checked and adjusted,
•
carefully remove the jack from the L/G dome. In the cockpit:
•
remove the tags and close the circuit breakers,
•
select the ECAM HYDraulic page,
•
pressurize the green hydraulic system,
•
press the braking pedals. Outside:
•
check the forward coupling for any leakage.
IN THE COCKPIT: •
apply the parking brake and check the pressure on the triple gage indicator.
OUTSIDE: •
check the rear coupling for any leakage. In the cockpit:
•
depressurize the hydraulic systems,
•
select the ECAM WHEEL page,
•
check the brake temperature and tire pressure for correct indication,
•
select the brake fans ON. Outside:
•
check the brake fans for correct operation. In the cockpit:
•
select the brake fans off and remove the warning notices.
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MLG WHEEL AND BRAKE REMOVAL/INSTALLATION - REMOVAL/INSTALLATION
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NOTE: NOTE THAT THE SENSOR HAS TO BE REMOVED FROM THE WHEEL AND REFITTED ON THE NEW WHEEL.
NLG WHEEL REMOVAL/INSTALLATION WARNING: MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE L/G.
REMOVAL/INSTALLATION PREPARATION OUTSIDE: •
•
remove and discard the cotterpins,
•
remove the 2 locking nuts,
•
remove the axle nut with the torque adaptor,
•
install the properly greased protection tool,
•
remove the wheel,
•
attach a correctly filled-in label on it.
make sure that the safety locks and wheel chocks are in position on the L/G.
IN THE COCKPIT: •
open, safety and tag the TPIS C/B,
•
put warning notices on the free fall and L/G control handles,
•
select the parking brake OFF.
OUTSIDE AGAIN: •
put the jack in position,
•
make sure that the dome correctly engages,
•
lift the L/G,
•
fully deflate the tire.
WHEEL REMOVAL • cut and remove the lockwire, •
remove the 3 screws and washers and remove the hubcap,
•
remove the grommet and disconnect the TPIS sensor plug from the rotating transducer.
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WHEEL INSTALLATION • install the protection tool if removed, •
correctly grease the axle,
•
install the wheel,
•
remove the protection tool,
•
install the nut,
•
adjust the torque meter to the pre-torque value and apply it to the nut while turning the wheel,
•
prevent the wheel from rotating and loosen the nut,
•
adjust the torque meter to the correct value,
•
torque the nut,
•
tighten until the locking bolt holes are aligned,
•
install the locking bolt with the head of the screw facing the axle,
•
fit the washers and nuts,
•
safety the locking nuts with split pins,
•
connect the TPIS sensor to the rotating transducer,
•
re-install the grommet,
•
put the hubcap in position,
•
install the 3 washers and screws,
•
safety the 3 screws with lockwire. Close-up Outside:
•
make sure that the working area is clean,
•
lower the gear, the tire pressure being previously checked and adjusted,
TDTI / HAT / ATA 32
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•
carefully remove the jack from the dome,
•
put the chocks back in position. In the cockpit:
•
remove the tag and close the TPIS C/B,
•
remove the safety warnings,
•
select the ECAM WHEEL page,
•
check the pressure for correct indication.
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NLG WHEEL REMOVAL/INSTALLATION - REMOVAL/INSTALLATION
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MAINTENANCE PROCEDURE INSTL OF SAFETY DEVICES ON THE L/G DOORS (3) INTRODUCTION
L/G. MAKE SURE THAT THE WHEEL CHOCKS ARE IN POSITION.
JOB SET-UP Open the applicable MLG and NLG door(s). Make sure that the piston rod of the MLG door actuating cylinders are clean.
The A/C status is: •
on ground,
•
with wheel chocks,
•
with L/G safety devices,
•
grounded,
•
electrical ground cart available,
•
RH and LH MLG doors and NLG doors open.
WARNING: PUT SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A TASK ON OR NEAR: •
THE FLIGHT CONTROLS,
•
THE FLIGHT CONTROL SURFACES,
•
THE L/G AND RELATED DOORS,
•
COMPONENTS THAT MOVE. MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE
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INTRODUCTION & JOB SET-UP
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INSTALL THE SAFETY DEVICES ON THE MLG DOORS To install the safety devices on the L/G doors: •
remove the pins and open the GROUND LOCK SLEEVE (4600583),
•
make sure that the GROUND LOCK SLEEVE is in clean and correct condition,
•
put a GROUND LOCK SLEEVE on the piston rod of each of the MLG door actuating cylinders,
•
close the GROUND LOCK SLEEVE and install the pins from the top,
•
make sure that the flag is in view.
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INSTALL THE SAFETY DEVICES ON THE MLG DOORS
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INSTALL THE SAFETY DEVICES ON THE NLG DOORS To install the NLG doors safety devices: •
make sure that the holes in the NLG doors and hinges are aligned,
•
make sure that each SAFETY PIN-NLG DOOR is in a clean and correct condition,
•
install SAFETY PIN-NLG DOOR through the holes in each NLG door and hinge,
•
make sure that the flag is in view.
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INSTALL THE SAFETY DEVICES ON THE NLG DOORS
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CLOSE-UP Make sure that the work area is clean and clear of tool(s) and other items. Remove the ground support and maintenance equipment, the special and standard tools and all other items.
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CLOSE-UP
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FLIGHT CONFIGURATION PRECAUTIONS (3) GENERAL PRECAUTIONS WARNING: PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A TASK ON OR NEAR: •
THE FLIGHT CONTROLS,
•
THE FLIGHT CONTROL SURFACES,
•
THE L/G AND THE RELATED DOORS,
•
COMPONENTS THAT MOVE.
WARNING: MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE L/G.
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GENERAL PRECAUTIONS
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OPEN, SAFETY AND TAG SPECIFIC C/B Make sure that the specific C/Bs on panels 49VU, 121VU and 122VU are opened, safetied and tagged.
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OPEN, SAFETY AND TAG SPECIFIC C/B
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RECONFIGURE THE AVIONICS COMPARTMENT VENTILATION SYSTEM CAUTION: DO NOT PUT THE A/C BACK TO THE GROUND CONFIGURATION WHILE THE AVIONICS COMPARTMENT VENTILATION SYSTEM IS RECONFIGURED. IF YOU DO, THERE IS A RISK THAT THE EQUIPMENT IN THE AVIONICS COMPARTMENT WILL BECOME TOO HOT. Do a reconfiguration of the avionics compartment ventilation system.
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RECONFIGURE THE AVIONICS COMPARTMENT VENTILATION SYSTEM
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GND CONFIGURATION AFTER FLT CONFIG (3) GENERAL PRECAUTIONS WARNING: PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A TASK ON OR NEAR: •
THE FLIGHT CONTROLS,
•
THE FLIGHT CONTROL SURFACES,
•
THE L/G AND THE RELATED DOORS,
•
COMPONENTS THAT MOVE.
WARNING: MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE L/G.
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GENERAL PRECAUTIONS
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RECONFIGURE THE AVIONICS COMPARTMENT VENTILATION SYSTEM Put the avionics compartment ventilation system back to a normal ground configuration.
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RECONFIGURE THE AVIONICS COMPARTMENT VENTILATION SYSTEM
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REMOVE THE SAFETY CLIPS, TAGS AND CLOSE SPECIFIC C/B Make sure that the specific C/Bs on panels 49VU, 121VU and 122VU are unsafetied, untagged and closed.
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REMOVE THE SAFETY CLIPS, TAGS AND CLOSE SPECIFIC C/B
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OPEN THE MAIN GEAR DOORS FOR ACCESS (3) PRECAUTION The A/C status is: •
on ground,
•
with wheel chocks,
•
with L/G safety devices,
•
grounded,
•
electrical ground cart available.
WARNING: PUT SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A TASK ON OR NEAR: •
THE FLIFHT CONTROLS,
•
FLIGHT CONTROL SURFACES,
•
THE L/G AND RELATED DOORS,
•
COMPONENTS THAT MOVE.
MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE L/G.
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PRECAUTION
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JOB SET-UP Safety precautions: •
on panel 400VU, the L/G control-lever 6GA is in the down position,
•
on panel 110VU, the GRAVITY GEAR EXTensioN handle is folded into the center console.
Put the safety barriers in position to prevent access to range(s) of travel of the applicable MLG door(s).
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JOB SET-UP
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OPEN THE APPLICABLE DOOR(S) WARNING: MAKE SUR THAT THE TRAVEL-RANGES OF THE L/G ARE CLEAR.
OPEN THE ACCESS PANEL Open the access panel 195BB (196BB). Stand away from the travelrange of the MLG door.
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OPEN THE APPLICABLE DOOR(S) - OPEN THE ACCESS PANEL
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MLG DOOR IN OPEN POSITION Move the applicable MLG door control-handle to the OPEN position, as follows: •
remove the safety pin,
•
push and hold in the P/B and move the handle in the OPEN position,
•
release the P/B to lock the handle in the open position,
•
install the safety pin. If necessary, manually help the MLG door to open fully.
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OPEN THE APPLICABLE DOOR(S) - MLG DOOR IN OPEN POSITION
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INSTALL THE GROUND LOCK SLEEVE Install the GROUND LOCK SLEEVE on the applicable MLG door actuating cylinder. If only one door is opened, put a warning notice on the control-handle of the closed door.
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OPEN THE APPLICABLE DOOR(S) - INSTALL THE GROUND LOCK SLEEVE
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MLG DOOR OPENING PRECAUTION If only one door is opened, put a warning notice on the control-handle of the other closed door. This notice must tell persons not to open the MLG doors in order to not injure persons who could be near the MLG doors.
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OPEN THE APPLICABLE DOOR(S) - MLG DOOR OPENING PRECAUTION
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CLOSE MAIN GEAR DOORS AFTER ACCESS (3) PRECAUTION The A/C status is: •
on ground,
•
with wheel chocks,
•
with L/G safety devices,
•
grounded,
•
electrical ground cart available,
•
RH and/or L/H MLG door(s) open.
WARNING: MAKE SURE THAT THE FLIGHT CONTROL SAFETYLOCKS AND THE WARNING NOTICES ARE IN POSITION. MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE L/G. PRESSURIZE ONLY THE HYDRAULIC SYSTEM(S) THAT IS (ARE) NECESSARY FOR THE TASK. ISOLATE THE OTHER HYDRAULIC SYSTEM(S) BEFORE YOU SUPPLY HYDRAULIC POWER TO THE A/C.
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PRECAUTION
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JOB SET-UP Safety precautions: •
on panel 400VU, the L/G control-lever 6GA is in the down position,
•
on panel 110VU, the GRAVITY GEAR EXTensioN handle is folded into the center console.
Make sure that the MLG door ground control safety handle is locked in the open position. Make sure the work area is clear of tools and other items. WARNING: MAKE SURE THE CONTROLS AGREE WITH THE POSITION OF THE ITEMS THEY OPERATE BEFORE YOU PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM. MAKE SURE THAT THE TRAVEL RANGES OF FLIGHT CONTROL SURFACES ARE CLEAR BEFORE YO U PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM. Pressurize the green hydraulic system from the yellow hydraulic system through the Power Transfer Unit (PTU) with the electrical pump.
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JOB SET-UP
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CLOSE THE APPLICABLE DOOR(S) Remove the GROUND LOCK SLEEVE from the applicable MLG door actuating-cylinder. Stand away from the travel-range of the MLG door.
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CLOSE THE APPLICABLE DOOR(S)
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CLOSE THE MLG DOOR Move the applicable MLG door control-handle to the CLOSED position, as follows: •
remove the safety pin,
•
push and hold in the P/B and move the handle up,
•
release the P/B to lock the handle in the closed position,
•
install the safety pin.
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CLOSE THE APPLICABLE DOOR(S) - CLOSE THE MLG DOOR
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CLOSE THE ACCESS PANEL Close the access panel 195BB (196BB).
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CLOSE THE APPLICABLE DOOR(S) - CLOSE THE ACCESS PANEL
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IN THE COCKPIT On panel 11VU, push on the WHEEL page key. On the ECAM, make sure that the applicable green door-uplock symbol is in line.
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CLOSE THE APPLICABLE DOOR(S) - IN THE COCKPIT
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REMOVAL OF EQUIPMENT Do the EIS stop procedure. De-energize the A/C electrical circuits. Remove the safety barriers. Remove the warning notice(s). Remove the ground support and maintenance equipment, the special and standard tools and all other items.
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REMOVAL OF EQUIPMENT
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TDTI / HAT / ATA 32
Issue: 06/08
Revision: 18.06.2008
Page 284
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