Escolar Documentos
Profissional Documentos
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Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GENERAL
32
Page 1
Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR A330−200/300
GENERAL
32−00
32−00 GENERAL
INTRODUCTION
General
The landing gear consists of a forward retracting nose gear (NLG) and two
inboard retracting main gears (MLG).
Each MLG has an oleopneumatic shock absorber and a rocking bogie beam,
each equipped with four wheels.
Each MLG wheel is fitted with anti−skid wheel brakes. The two−wheel nose
gear comprises an oleopneumatic shock strut and a nose wheel steering
system.
Page 2
Lufthansa
Technical Training
LANDING GEAR A330−200/300
GENERAL
32−00
MAIN
NOSE GEAR LANDING GEAR
Page 3
Figure 1 Landing Gears Lufthansa
Technical Training
LANDING GEAR A330−200/300
GENERAL
32−00
GENERAL DESCRIPTION
General Wheels and Brakes
The Landing Gear (L/G) includes: The wheels and brakes system permits controlled movement of the aircraft on
S gears and doors the ground.
S extension and retraction systems for the gears and doors Each MLG has four wheels and four carbon brakes.
S braking and related systems Each brake has two sets of hydraulic pistons with each set of pistons
connected to an independent hydraulic supply.
S a steering system.
Two independent braking systems control the operation of the brakes, a normal
During flight the L/G is retracted into wheel wells. Mechanically and
braking system and an alternate braking system.
hydraulically operated doors close to make the aerodynamic contours when the
L/G retracts. The hydraulically operated doors also close after the L/G is Anti−skid protection is available in each system to give maximum braking
extended. efficiency. Braking without anti−skid is also available in the alternate braking
system.
The extension and retraction system extends and retracts the L/G.
A parking brake system is also installed.
Extension/Retraction A brake temperature system shows related data on the Electronic Instrument
A hydraulically operated extension and retraction system is used normally to System (EIS) (Ref. 31−60−00) in the cockpit.
extend and retract the landing gear. The rotation of the nose wheels is stopped by friction pads after take−off at the
All gear doors open during landing gear transit. end of retraction cycle.
The hydraulically operated doors close each time the landing gear is fully
Nose Wheel Steering
extended or retracted.
The NLG includes a steering mechanism which is hydraulically operated to
The doors which are fitted to the landing gear struts are mechanically operated
change the direction of the aircraft when it moves on the ground. The steering
by the gear and close at the end of gear retraction.
system controls the operation of the steering mechanism.
A hydraulically operated pitch trimmer on each bogie beam damps the
movement and ensures return to normal position when the landing gear is free
of the runway surface (Tilt Position).
A free fall extension system extends the MLG and the NLG if the normal
extension and retraction system is not available.
Page 4
Lufthansa
Technical Training
LANDING GEAR A330−200/300
GENERAL
32−00
HYDRAULICALLY
OPERATED DOORS
HYDRAULICALLY
OPERATED DOORS
NOSE GEAR
OPERATED DOORS
GEAR
OPERATED DOORS
MAIN GEAR
Page 5
Figure 2 Landing Gears General View Lufthansa
Technical Training
LANDING GEAR A330−200/300
GENERAL
32−00
Page 6
Lufthansa
Technical Training
LANDING GEAR A330−200/300
GENERAL
32−00
NOSEWHEEL STEERING
HANDWHEEL
(CAPT/FO) BRAKES PRESSURE INDICATOR
(TRIPPLE INDICATOR)
RUDDER PEDALS
DISCONNECT
PUSH BUTTON
PARK BRK
DOWN
Page 7
Figure 3 System Control and Indication Lufthansa
Technical Training
LANDING GEAR A330/200−300
GENERAL
32−00
Page 8
Lufthansa
Technical Training
LANDING GEAR A330/200−300
GENERAL
32−00
UP LOCK
L/G CLT
180 180
UP LOCK UP LOCK
Page 9
Figure 4 ECAM−Wheel Page Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GENERAL
32−00
Page 10
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GENERAL
32−00
BOTH GREEN
INDICATION DISCREPANCY
ONE GREEN SYMBOL IS ENOUGH
TO CONFIRM GEAR DOWNLOCKED
ONE GREEN
ONE RED
Page 11
Figure 5 ECAM−Wheel Page System Operation (1) Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GENERAL
32−00
Door Indication
The actual door position are shown with stable lines on the page.
If the line is green, the status is: door closed.
If the line is amber half open, the status is: door is in transit.
If the line is amber fully open, the status is: Door is fully open.
Page 12
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GENERAL
32−00
GREEN CLOSED
DOOR IN TRANSIT
WARNING OPERATION
Uplock warning
The „UPLOCK“-Indication comes on when the landing gear is downlocked but
the uplock-hook is closed.
Control warning
The „LDG-CTL“-warning comes on as a disagree-indication when is the gear is
not locked in the landing gear-leverposition 30 sec after selection.
Page 14
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GENERAL
32−00
AMBER
AMBER
Page 15
Figure 7 ECAM−Wheel Page System Operation (3) Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GENERAL
32−00
Page 16
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GENERAL
32−00
Page 17
Figure 8 ECAM−Wheel Page System Operation (4) Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GENERAL
32−00
Normal Braking
If NORMAL BRAKING is available, nothing is indicated.
If NORMAL BRAKING becomes unavailable the indication becomes amber.
If ANTI-SKID becomes unavailable, the indication becomes amber.
Automatic Braking
The AUTOBRAKE-indication becomes green when the system is available and
selected.
The indication becomes amber associated with an ECAM-CAUTION when the
AUTOBRAKE-System becomes unavailable. Then also the NORMAL
BRAKE-System gets lost.
Steering
NW-STEERING appears amber associated with an ECAM-CAUTION in case
of NOSE-WHEEL-STEERING failure detected by the BSCU (and during
ground towing) when A/SKID-and N/W-STRG-switch is off.
Page 18
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GENERAL
32−00
Page 19
Figure 9 ECAM−Wheel Page System Operation (5) Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−10
Lock Stay
The lock stay is the mechanical downlock for the main landing gear.
It is a two ”H” section links that move around a central pin.
A forked end attaches the lock stay to the basic side stay and a cardan joint
attaches it to the main fitting.
A ground−lock pin can be installed through the links of the lock stay when they
are in the overcenter position.
Page 20
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−10
GEAR ACTUATOR
LOCK SPRINGS
LOCK STAY
LEG ASSY
SIDE STAY
ARTICULATING LINKS
PITCH TRIMMER
BOOGIE BEAM
BRAKE ROD
Page 21
Figure 10 Main Landing Gear Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−10
Actuator Shortening Mechanism
The main landing gear retraction actuator is attached at the fixed end of the The shortening mechanism, contained in the main fitting, is a mechanical
inboard side of the gears main fitting. linkage assembly in two parts:
The retraction actuator is connected at one end to the main fitting and at the S the drive links, that control the movement of the shock absorber
other end to a retraction bracket which pivots around the front pintle pin. S the main linkage, that moves the shock absorber capsule during extension
The retraction bracket is connected to the rear spar by a fixed link. and retraction.
During retraction of the main landing gear, with the overcenter lock released,
Pitch Trimmer
the shortening mechanism pulls the lower main link (with the shock absorber)
The pitch trimmer is installed between the main fitting and the upper links. up, which sufficiently decreases the length of the main landing gear leg, so that
A set of articulating links (two upper and one lower) connect the main fitting to it can go into the main gear bay.
the front of the bogie beam.
The green hydraulic system continuously supplies the pitch trimmer which
maintains the required geometry of the links during retraction sequence, take
off and landing phases.
Bogie Beam
A bogie beam is located at the lower end of the sliding member.
Each main landing gear has a four wheel bogie beam, which hinges around a
pin near the bottom of the sliding tube.
It has two axles for the wheels and brakes.
Uplock Assembly
The main landing gear uplock is a mechanical device that automatically locks
the main gear in the retracted position.
The uplock is closed mechanically and opened hydraulically in the normal
extension and retraction sequence.
The uplock can also be opened mechanically in the free fall extension.
Page 22
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−10
ADJUSTABLE LINK
UPLOCK ASSY
BELLCRANK
BELLCRANK
LINK
CONNECTING
LINK
SHORTENING
PIVOT
PIN
UPPER
LINK
SHORTENING
APEX PIVOT PIN
LOWER
LINK
Page 23
Figure 11 Main Landing Gear Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−10
Door Actuator
The main landing gear door actuator operates the main door during the
extension and retraction sequences.
The door opens in sequence before movement of the main gear, but closes
when the main gear is uplocked or downlocked.
Door Uplock Assembly
The main landing gear door uplock is a mechanical device that automatically
locks the main landing gear doors in the closed position.
The uplock is closed mechanically and opened hydraulically in the normal
extension and retraction modes.
The uplock can also be mechanically opened for free fall extension and ground
door opening.
Page 24
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−10
HINGED DOOR
MLG DOOR
Page 25
Figure 12 Main Gear Doors Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
Page 26
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
BLEED
SCREW
MAIN FITTING CYLINDER CHAMBER
PISTON
PISTON CHAMBER
UPPER BEARING
BOGIE BEAM ATTACHMENT
Page 27
Figure 13 MLG Shock Absorber Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
Recoil
The pressure in the piston chamber forces the hydraulic fluid to return to the
cylinder chamber, through the bistable damping valve.
At the same time, the volume of the recoil chamber is decreased. This forces
the hydraulic fluid in the recoil chamber through the small holes in the snubber.
As the cylinder (sliding tube) extends, seals against the piston seal close ports
in the piston to decrease the flow from the recoil chamber. Thus the recoil
slows at the end of the shock absorber extension stroke.
The recoil stroke is complete when the shock absorber gets to its static position
(when the static weight of the aircraft is the same as the load in the shock
absorber).
Page 28
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
GAS PISTON
PISTON
SEAL
HYDRAULIC FLUID PISTON
GAS CHAMBER
SEAL SEAL
HYDRAULIC FLUID PISTON RECOIL
CHAMBER CHAMBER
SEAL
RECOIL OUTSTOP
CHAMBER
CYLINDER SLIDING
TUBE
OUTSTOP
CYLINDER SLIDING SNUBBER
TUBE (DECREASED FLOW)
SNUBBER
(FULL FLOW) SEAL
SEAL
RESTRICTOR
PISTON
PISTON EXTENSION
RESTRICTOR CHAMBER STROKE
PISTON
COMPRESSION SEAL
STROKE
OUTSTOP
CYLINDER SLIDING
TUBE
BISTABLE DAMPING
VALVE CONDITION FOR SLIDING TUBE SHOWN AT THE
FAST CLOSURE RATE END OF THE EXTENSION STROKE
DECREASED FLOW
RATE FROM THE RECOIL CHAMBER
Page 29
Figure 14 Shock Absorber Operation Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
Page 30
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
CLOSE IMAGE
NUT
BLEED SCREW
VALVE SPINDLE
VALVE OPEN
VALVE CLOSED
PISTON
A
CYLINDER SEAL DEACTIVATED
GLAND SEAL (SLIDING TUBE)
ACTIVE
MAIN FITTING
SPARE SEAL
ENERGISED
Page 31
Figure 15 Change Over Valve Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
Page 32
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
BELLCRANK
Short-Mec
PPS
BELLCRANK LINK
SHOCK ABSORBER
PIVOT POINTS
MLG UPLOCKED
Page 33
Figure 16 Shortening Mechanism (in Detail) Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
Page 34
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
PITCH TRIMMER
MLG LEG
ARTICULATING LINKS
PITCH TRIMMER
TORQUE LINKS
UPPER ARTICULATING LINK
BOOGIE BEAM
BRAKE ROD
LOWER ARTICULATING LINK
Page 35
Figure 17 Pitch Trimmer and Links Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
Page 36
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
A C
MAIN FITTING ATTACHMENT
SAFETY VALVE
HYDRAULIC CONNECTION
CHECK VALVE
RELIEF VALVE
BLEED SCREWS
Page 37
Figure 18 Pitch Trimmer Operation Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
Safety Valve (Fuse)
The safety valve prevents a loss of hydraulic fluid from the hydraulic system, if
a large leakage occurs downstream of the safety valve
During normal operation, hydraulic fluid goes from the inlet, through the valve
body to the outlet port.
If the flow rate through the valve increases to more than a specified limit (which
can be calculated as a large leak downstream), it decreases the pressure
inside the valve and the outlet is sealed.
If the hydraulic pressure in the safety valve decreases to a set pressure, the
valve automatically goes back to its normal condition. The valve can also be
put back to its normal condition manually, when the hydraulic pressure is less
than a specified limit.
When the PUSH TO RESET button is pressed the valve also goes back to its
normal position.
Page 38
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
MAIN LANDING GEAR
32−11
SAFETY VALVE
SAFETY VALVE
SPRING
CHECK VALVE
RESET BUTTON
RELIEF VALVE
COMPLETE PITCH TRIMMER MANIFOLD ASSY
Page 39
Figure 19 Safety Valve Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
RETRACTION ACTUATOR
UPLOCK ASSY
DOWNLOCK ACTUATOR
LOCK STAY
DRAG STAY ASSY
UPLOCK PIN
LOCK SPRINGS
STEERING ACTUATOR
TORQUE LINKS
SHOCK ABSORBER
Page 41
Figure 20 Nose Landing Gear Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
Page 42
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
NLG DOOR
UPLOCK ASSY
AFT DOORS
MAIN DOORS
LEG DOOR
Page 43
Figure 21 Nose Gear Doors Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
Description
The inner tube attaches to the top of the main fitting and includes an inflation
valve which permits pressurization of the first stage gas chamber. Holes in the
side wall of the inner tube permit fast separation of the gas and the hydraulic
fluid during the extension of the sliding tube. A diaphragm at the bottom of the
inner tube includes restricting holes.
A hole in the center of the diaphragm lets a metering tube (that attaches to the
bottom of the compression chamber) move through it during shock absorber
operation. The metering tube has tapered channels along its length that
increase its damping effect through the diaphragm as the shock absorber
compresses. A plate valve, below the lower diaphragm, controls the flow of
fluid from the recoil chamber to the compression chamber.
The sliding tube is the part of the shock absorber that moves. Its external
surface is chromed to give it wear resistance where it goes through the upper
guide and the lower guide. The sliding tube includes the compression chamber
of the shock absorber at its top end. At its lower end it includes a cylinder
which incorporates an inflation valve. Inside the tube is a sealed floating piston.
The space below the floating piston makes the second stage gas chamber and
the space above makes the recoil chamber.
An upper and a lower cam between the sliding tube and the inner tube makes
sure that the nose wheels are correctly aligned (when the NLG is off the
ground). They also make a travel stop during operation of the shock absorber.
Page 44
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
INFLATION VALVE
INNER TUBE
COMPRESSION CHAMBER
METERING TUBE
LOWER DIAPHRAGM
COMPRESSION CHAMBER
PISTON
CYLINDER
SLIDING TUBE
Page 45
Figure 22 NLG Shock Absorber Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
OPERATION
Compression Extension
During the compression stroke, the sliding tube is pushed into the main fitting. With the compression load on the sliding tube removed, the hydraulic pressure
Hydraulic fluid goes through the restricting holes in the restrictor and pushes the sliding tube out of the main fitting.
diaphragm and opens the plate valve. The plate valve closes and restricts the return flow of hydraulic fluid in the
The hydraulic fluid pushes down the floating piston which decreases the compression chamber.
volume in the second stage gas chamber. This, together with the flow of hydraulic fluid through the restrictor and holes in
The decreasing volumes in the first and second stage gas chambers increases the diaphragm, restricts the speed of the extension stroke.
the gas pressure which absorbs the compression load. The extension stroke is complete when the shock absorber gets back to its
The metering tube increases the restriction to hydraulic fluid flow around the static position (when the static reaction load on the NLG is the same as the
metering tube in the compression chamber in proportion to the stroke. load in the shock absorber).
Page 46
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
MAIN FITTING
COMPRESSION CHAMBER
METERING TUBE
DIAPHRAGM
RECOIL CHAMBER
FLOATING PISTON
SLIDING TUBE
SECOND STAGE GAS CHAMBER SECOND STAGE INFLATION VALVE
HYDRAULIC FLUID
COMPRESSION
NITROGEN EXTENSION
Page 47
Figure 23 NLG Absorber Operation Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
DRAGSTAY ASSEMBLY
The dragstay assembly includes these components:
S a dragstay
S a lock stay
S a downlock actuator (Ref. 32−31−00)
S a pair of downlock springs.
Dragstay
A center pivot pin connects the upper and lower links. The upper link is an H
section, with a pair of attachment lugs at each end. The lower link has two
attachment lugs at the top and a single lug at the bottom. The center pivot is
also the uplock roller.
Lock Stay
The lock stay is installed between the main fitting and the center pivot of the
drag stay. It has an upper link and a lower link. There is a mechanical,
overcenter stop that operates between the two links.
The lock stay holds the drag stay rigid, when the NLG is extended.
Downlock Springs
A pair of tension downlock springs connect the upper link of the lock stay and
the front of the main fitting. These tension springs keep the lock stay in its
overcenter, locked position, when the NLG is extended.
Dressings
The dressings are the hydraulic and electrical lines on the NLG. Support blocks
in band clamps, pipe joints or manifolds hold the rigid pipes and P−clips.
Line−support blocks, brackets or manifolds hold the flexible parts.
Page 48
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
UPPER LOCKLINK
UPPER DRAGSTAY
DOWNLOCK ACTUATOR
LOWER LOCKLINK
LOCKSTAY
LOCKSPRING
ATTACHMENT
DRAGSTAY ATTACHMENT
Page 50
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
Doors
Ground
BYPASS VALVE Opening
BI-STABLE MECHANISM
RELEASE LEVER
GROUND DOOR
OPENING HANDLE
PULL TO UNLOCK
LOCK PIN
Page 51
Figure 25 MLG Door opening mechanism Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
Page 52
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
LOCKING PIN
PUSH-PULL CABLE TO
DOOR UPLOCK BYPASS VALVE
OPERATING ROD
HANDLE
BI-STABLE
MECHANISM
BELLCRANK
NLG REAR
BULKHEAD
Page 53
Figure 26 Door Ground Opening (Nose Gear) Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
Page 54
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−20
DOOR UPLOCK
UNLOCKED TO/FROM THE
MANUALLY OTHER DOOR
TO/FROM THE
DOOR BYPASS OTHER DOOR
ACTUATOR BAULK DOOR UPLOCK
ENGAGED
A B
DOOR BYPASS
ACTUATOR BAULK
C BYPASS
VALVE A B
C BYPASS
VALVE
DOOR OPEN
DOOR CLOSE
SELECTOR AND
DOOR CLOSE
MANIFOLD ASSY
SELECTOR AND
MANIFOLD ASSY DOOR OPEN
Page 55
Figure 27 Hydraulic Function Bypass Valve Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
32−30 EXTENSION/RETRACTION
DESCRIPTION
General
The Extension and Retraction System extends and retracts the Landing Gear
(L/G). The system is divided into two sub−systems:
S the Normal Extension and Retraction System
S the Free Fall Extension System
The Normal Extension and Retraction System is usually used to extend and
retract the L/G. The system is electrically controlled and hydraulically operated.
The hydraulic supply is from the Green Main Hydraulic Power System and a
Landing Gear Control and Interface Unit (LGCIU) controls the sequence of
operations. A L/G control lever is used to make the necessary extend or retract
selections.
The Free Fall Extension System extends the Nose Landing Gear (NLG) and
the Main Landing Gear (MLG) if the Normal Extension and Retraction System
is not available. The system is electrically controlled and mechanically
operated. Switches are used to make the necessary extend selection.
The centerline landing gear (CLG) stays retracted when the Free Fall System
is used. (A340 only)
Page 56
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
GREEN
STEERING MAIN
EFCS HYD
POWER
CMS
EXTENSION FREE
AND FALL
RETRACTION EXT
EIS
NORMAL
BRAKING
ADIRS NORM
EXT
&
RETR
POSITION CENTERLINE
AND GEAR
WARNING A340 only
CENTER DC
NOSE MAIN GEAR ELECTR
GEAR GEAR A340 LOAD
CWS ONLY DISTRIB
CENTER
NOSE MAIN GEAR
GEAR GEAR DOORS
DOORS DOORS A340
ONLY
Page 57
Figure 28 Interfaces Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
UNLK
GROUND OPENING
VENT VALVES GEAR BYPASS VALVE
DOORS
28 V
UNLK UNLK UNLK SUPPLY D LEFT LEFT
SAFETY VALVE
28 V CUT OUT VALVE FUSE
SUPPLY GREEN
HYDRAULIC
ECAM
2 1 SUPPLY
ADIRS 2 < 280 KTS ADIRS 1 < 280 KTS
ADIRS 3 < 280 KTS ADIRS 3 < 280 KTS
GROUND (LGCIU2) GROUND (LGCIU1)
OR OR
L/G−LEVER DWN L/G−LEVER DWN
D DELAY VALVE AND AND
GREEN RETURN
Page 59
Figure 29 Gears and Doors Operation (1) Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
EXTENSION
System Depressurized
S Speed below 280 kts
S Free fall system at reset (Hydraulic supply available)
S Landing gear control lever is selected DOWN:
Doors Open
All hydraulically operated doors start to open and are held in the fully open
position by the door actuators.
Proximity sensors indicate that the doors are in the fully open position.
Gear Locked Down
Landing gear is extended and downlocked.
Proximity sensors indicate the downlock condition of the gear.
Doors Closed
All hydraulically operated gear doors are closed and uplocked.
Proximity sensors indicate that the door uplocks are locked.
S Main and nose gears locked down
S Centerline gear locked down or locked up
The GEAR EXTEND lines are depressurized when the doors move away from
fully open.
Page 60
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
UNLK
GROUND OPENING
VENT VALVES GEAR BYPASS VALVE
DOORS
28 V
UNLK UNLK UNLK SUPPLY D LEFT LEFT
SAFETY VALVE
28 V CUT OUT VALVE FUSE
SUPPLY GREEN
HYDRAULIC
ECAM
2 1 SUPPLY
ADIRS 2 < 280 KTS ADIRS 1 < 280 KTS
ADIRS 3 < 280 KTS ADIRS 3 < 280 KTS
GROUND (LGCIU2) GROUND (LGCIU1)
OR OR
L/G−LEVER DWN L/G−LEVER DWN
D DELAY VALVE AND AND
GREEN RETURN
Page 61
Figure 30 Gears and Doors Operation (2) Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
L/G
LANDING GEAR CONTROL
ENGINE/WARNING DISPLAY DOWNLOCK LEVER
INDICATOR
ADIRS
GREEN MAIN
HYDRAULIC POWER
SYSTEM
1 1 2 3
2 SAFETY
4 3 4 5
6
6 5 VALVE
WHEEL
FM8 32 31 00 0 AAM0 01
Page 64
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
DOOR SELECTOR
VALVE
FR53
L/G SAFETY
VALVE
Page 65
Figure 32 Isolation Safety Valve and Selector Valve Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Page 66
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
RED ARROW
GEAR LEVER
Page 67
Figure 33 L/G Lever and Baulk Solenoid Logic Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Landing Gear Control and Interface Units (LGCIUs)
The LGCIU is a computer with an ARINC 600 connector at the rear which
interfaces with the aircraft electrical systems.
The connection of the aircraft wiring to the pins on the ARINC connector sets a
code (pin programming). This code tells the Central Processing Unit and the
L/G control logic if the LGCIU is installed in System 1 or System 2.
A lightning protection card prevents damage to the components of the LGCIU.
An On−Board Replaceable memory Module (OBRM) is attached to the front of
the LGCIU. The OBRM contains the program, in erasable−programmable
read−only memory, that controls the operation of the LGCIU.
Only one LGCIU controls the operation of the system at any one time. The
LGCIU in control is the ”Active” unit and the unit not in control is the ”Standby”
unit.
The LGCIUs are installed in the avionic compartment in the rack 800 VU.
Reset switches are located in the cockpit.
Page 68
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
800 VU
LGCIU 2
852 VU
LGCIU 1
0BRM
851 VU
LGCIU
ARINC 600
CONNECTOR
Page 69
Figure 34 LGCIUs Location Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
L/G Isolation Safety Valve
The L/G isolation safety valve 85GA is an electrically−operated two−position
valve that isolates the L/G hydraulic supply from the Green hydraulic system
when its solenoid is de−energized. This prevents extension of the L/G when the
aircraft speed is more than 280 kt, to prevent damage.
The primary components of the valve are:
S a valve body
S a solenoid and two electrical connectors
S a pilot valve
S two valves, V1 and V2.
Power Supply
The L/G isolation safety valve is de-energized when the gear is retracted
(signal from L/G CTL LEVER) and the aircraft airspeed increases to more than
280 knots (from ADIRUs).
This depressurizes the hydraulic system.
The doors and gears stay mechanically locked. This prevents extension of the
L/G and damage of the L/G components.
The system stay depressurized and the safety valve de-energized, until the
aircraft airspeed decreases to less than 280 knots and the L/G lever is moved
to the down position.
These signals energize the safety valve and pressurize the hydraulic system.
The safety valve is also energized by signal from LGCIU when the L/G is on
ground or when GND POWER is connected.
Page 70
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
105PP
28VDC
BUS 1 OPEN
COIL
UP DIODE OPEN
TO COIL
5GA1
CONTROL
407PP
DOWN RELAY 1
28VDC
BUS/ L/G SAFETY VALVE
LAND
RECOV
DIODE
TO
5GA2
204PP
28VDC
BUS 2
ADIRU 2 87GA2
RESISTOR
DIODE CONTROL
<280KTS 88GA2
LOW SPEED CAPACITOR RELAY 2
ADIRU 1
SYS 1
<280KTS
LOW SPEED MONITOR SYS 2
MLG R ON GND
OR GND
SOLENOID
PWR CONNECTED
DIODE CONTROL
FM8 32 31 00 0 AVM0 00
<280KTS MONITOR
LOW SPEED
MLG R ON GND
OR GND
PWR CONNECTED
LGCIU 2
Page 71
Figure 35 Power Supply Safety Valve Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
L/G and DOOR Selector Valve
The selector valve is a three−position electrically−operated valve. The main
components of the selector valve are:
S two solenoids A and B
S two pilot valves
S a spool valve, which contains a spool, a sleeve and two springs.
Each solenoid, A and B, has two coil windings. Each coil winding is
independently connected to two electrical connectors identified SYST 1 and
SYST 2. Usually only one circuit is used, but either circuit operates the
solenoids if the other is not available.
Power Supply
With the inputs from the landing gear lever and the proximity sensors, the
LGCIU calculates the necessary gear and door condition and compares them
with monitored condition.
It sends the control signals to the solenoid coils of the selector valves.
These valves control the hydraulic power which moves the gear and the doors
to the correct position
Page 72
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
407PP POWER
28VDC SUPPLY
BUS/LAND UNIT
RECOV
DOOR
204PP OPEN OPEN
28VDC
BUS 2 LOGIC
TO 5GA2
DOOR
CLOSE CLOSE
LOGIC
TO 7GA1
RELAY−SAFETY L MLG PROXIMITY
DOWN SENSORS
VALVE CONTROL 1
RETRACT
GEAR
RETRACT
LOGIC
TO 7GA2
RELAY−SAFETY
VALVE CONTROL 2 GEAR
EXTEND
LOGIC
EXTEND
TO 5GA2
LGCIU 1 L/G
SEL-VALVE
L/G CONTROL LEVER
SAME AS
LGCIU 1
LGCIU 2
Page 73
Figure 36 Power Supply L/G Selector Valve Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Page 74
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
NLG
ACTUATOR SPLINED DRIVE SHAFT
NLG DOOR ( FREE FALL EXTENSION SYSTEM )
ACTUATOR
HYDRAULIC
ACTUATOR CASING
NLG UPLOCK PISTON
PROXIMITY SENSORS
NLG DOOR
ACTUATOR
SPRING
PORT B
RIGGING PIN
HOLE
PORT A
PROXIMITY
SENSOR
HOOK
RIGGING PIN
HOLE C
Page 75
Figure 37 NLG Uplock Box Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
OPERATION
Close
In the open condition, roller Y on the locking lever is against the side face of
the hook cam. The tension springs hold the locking lever and hook in position
and the targets are not near the proximity sensors.
To close the uplock, a hydraulic pressure at port B makes sure the piston in the
hydraulic actuator is retracted. The NLG uplock pin, as the gear retracts,
touches the upper face of the hook. The hook turns to lock the NLG uplock pin
in position.
As it turns, the tension springs turn the locking lever until roller Y moves
against the top face of the hook cam. Roller Y, held against the top face of the
cam, keeps the hook in the closed position. The targets are near to the
proximity sensors and give an uplock ’closed’ signal.
Open
To open the uplock, a hydraulic pressure at port A of the hydraulic actuator
extends the piston which pushes against the locking lever. The locking lever
turns and roller Y moves to the side face of the hook cam. The force on the
NLG uplock pin pushes against the lower face of the hook. This force and the
tension in the springs turns the hook to the open position. The targets move
away from the proximity sensors to give an uplock ’open’ signal.
Page 76
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
UNLOCKING CAM
(FREE FALL EXT. PROXIMITY
TARGET
SENSOR
ROLLER Y PISTON
STOP
HOOK CAM A
NLG
UPLOCK PIN
CLOSED POSITION
TENSION
SPRING
HOOK
OPEN POSITION
B
HOLE C
Page 77
Figure 38 NLG Uplock Box Operation Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Page 78
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
SPRING
PISTON D
PORT B
SPLINED DRIVE SHAFT Y
(GROUND DOOR OPENING
RIGGING HOLE D
HYDRAULIC PORT A
ACTUATOR SPLINED DRIVE SHAFT X
(FREE FALL EXT.
HOLE E
HOLE C
PROXY-SENSORS
PROXY-SENSOR
HOOK
PROXY-SENSOR
HOOK
Page 79
Figure 39 NLG Door Uplock Box Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Page 80
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
PORT A
NLG DOWNLOCK ACTUATOR
PORT B
PISTON
ROD
CYLINDER
Page 81
Figure 40 NLG Downlock Actuator Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Description
The NLG Downlock-Sensors are used to give the information to the LGCIUs
that the NLG is downlocked. This information important for the
downlock-indication on ECAM an on the Main Instrument Panel.
The shock absorber-sensor are used for the ground-flight-logic and is used for
the Baulk-Solenoid-Logic.
Page 82
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
THIRD
DOWNLOCKPROXY-SENSORS
DOWNLOCK
PROXY-SENSORS(2)
Page 84
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
ROD END
BEARING
FM8 32 31 00 0 ADM0 01
PROXY-
SENSOR(2)
SPRING
PISTON
HYDRAULIC
PORT A
HYDRAULIC
ACTUATOR SPLINED DRIVE SHAFT
(FREE FALL EXT.)
HOOK
Page 85
Figure 42 MLG Uplock Box Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Page 86
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
RIGGING PIN
HOLE C
PORT B PORT A
CASING
RIGGING PIN
HOLE E
BYPASS HOOK
VALVE
RIGGING PIN
PROXY-
HOLE D
SENSORS
MLG DOOR
UPLOCK BOX HYDRAULIC
ACTUATORS
Page 87
Figure 43 MLG Door Uplock Box Location Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Extend
To extend the actuator, pressurized fluid at port A and port B goes through the
restrictors and into the cylinder. The pressure on each side of the piston head
is now the same. The larger area on the port A side of the piston head causes
the piston rod to extend. The fluid flow through the restrictors controls the
speed of the piston rod. If, during extension, the pressure at port B increases to
more than a given limit, the pressure relief valve opens. It does this to increase
the rate of flow which prevents damage to the unit.
Retract
To retract the piston rod, pressurized fluid at port B goes in to the cylinder and
pushes the piston rod in. The return fluid from the other side of the piston rod
goes out through port A.
Page 88
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
PISTON
CYLINDER
BODY
PORT B
PORT A
END FITTING
Page 89
Figure 44 MLG Downlock Actuator Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Page 90
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
DOOR OPEN-
THIRD
SENSORS(2)
DOWNLOCK-
SENSOR
DOWNLOCK-
SENSORS(2)
Page 91
Figure 45 MLG Sensors Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Diverse
The proximity sensors are electronic position indicators and are installed on the
mechanical components of each L/G. There are two sensors in each position.
One sensor sends signals through SYSTEM 1 and the other sends signals
through SYSTEM 2. There are sensors to show the configuration of these
components:
S the MLG shortening mechanism downlock
S the MLG pitch trimmer
S the MLG bogies (trailed position).
Page 92
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
SENSORS BOOGIE
TRAILED (2)
Page 93
Figure 46 Other Sensors Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Page 94
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
HOT
LDG GEAR GRVTY EXTENSION BUS 1
HOT
RESET BUS 2
OFF NOSE GEAR VENT
DOWN ELECTRICAL VALVE
ACTUATOR
GEAR
UPLOCK
BOX
LH MAIN GEAR RH MAIN GEAR
ELECTRICAL ELECTRICAL
ACTUATOR ACTUATOR
CUT OUT DOOR
CABLE UPLOCK
VALVE LINKAGE BOX
VENT VENT
VALVE VALVE
ON GROUND:
DOOR DOOR
WHEN USING FREE FALL
UPLOCK UPLOCK
EXTENSION, PLACE
BOX BOX
WARNING NOTICES IN
THE LANDING GEAR AREAS
GEAR GEAR
UPLOCK UPLOCK
BOX BOX
GREEN SYTEM RETURN
Page 95
Figure 47 Free Fall Extension Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Page 96
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
DOWN
No. 2
702PP OVERLOAD M
28VDC OFF/RST PROTECTION+
RST TORQUE LIMITER
HOT
BUS2 DOWN
No. 1
OVERLOAD M
PROTECTION+
RST TORQUE LIMITER
702PP
28VDC OFF/RST
FREE FALL ACTUATOR
HOT
BUS1 NLG
OFF
DOWN
GRAVITY
SAME AS MLG R/H
GEAR EXT.
SWITCH SYS 1
FREE FALL ACTUATOR
MLG L/H
Page 97
Figure 48 Electrical System Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Page 98
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
MLG UPLOCK
FREE FALL
ACTUATOR
VENT VALVE
MLG DOOR
UPLOCK
Page 99
Figure 49 MLG Free Fall Components Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Nose Landing Gear
In the NLG bay, a linkage connects the free−fall actuator to the vent valve and
the NLG uplock.
A system of cables and pulleys also connects the free−fall actuator to another
linkage, which is attached to the NLG door uplock.
When the output shaft of the free−fall actuator turns, it moves the linkages
which operates the valves and the gear and door uplocks.
Page 100
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
VENT VALVE
NLG ACTUATOR
90
CABLE
90
60
NLG UPLOCK
AIRCRAFT
CENTERLINE
90
FR17
NLG DOOR UPLOCK FR16
60
FR11
Page 101
Figure 50 NLG Components Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
COMPONENT DESCRIPTION
L/G Freefall-Switches
The L/G free−fall switches are locked−toggle type switches. Each switch is the
same and has three positions:
S RESET,
S OFF,
S DOWN.
The switches are connected together with a link so that both switches are
operated at the same time. When the link is disconnected each switch can be
operated independently.
When the landing−gear free−fall switches are set to DOWN, an electrical circuit
is made to the motors of the actuators. The actuators turn the output shaft and
move the mechanical linkage to operate the components in the sequence
shown.
When RESET is selected, the actuators turn back to their initial positions and
automatically set the system back to the Normal Extension and Retraction
mode.
The switches are set to OFF after the system goes back to the Normal
Extension and Retraction mode.
Page 102
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
L/G Gravity
Extension
Switch
DOWN
31 2VU
Page 103
Figure 51 Gravity Ext Switches Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR 330/340−200/300
INDICATION AND WARNINGS
32−60
Page 104
Lufthansa
Technical Training
LANDING GEAR 330/340−200/300
INDICATION AND WARNINGS
32−60
CLG
NLG A340ONLY L/G
D‘LOCK locked
IND UNLK Down
SYS 1
L/G
L/G CONTROL LEVER Lever
D‘LOCK selected
IND UNLK UNLK UNLK UP
SYS 1
SYS 2
NLG PROXY-
SENSORS A340 ONLY
MASTER
WARNING
CMS FMC
MASTER
CAUTION
D‘LOCK
IND
SYS 1
SYS 2 EWD
L/H PROXY-
SENSORS
DMC
LGCIU 2
A340 ONLY
SD
SYS 1
SYS 2
CLG PROXY-
SENSORS
Page 105
Figure 52 Position and Warning System Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
INDICATION AND WARNING
32−60
Page 106
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
INDICATION AND WARNING
32−60
PIN PROGRAMMING
L/G SELECTOR VALVE
ECAM
INDEPENDENT DOWNLOCK SENSORS
SYS1 ONLY
L/G DOWNLOCK INDICATOR LIGHTS
SYS 1 ONLY
CMC1
Page 107
Figure 53 LGCIU Interfaces Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
Page 108
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
GEARS AND DOORS
32−30
NOSE+LH+RH
Page 109
Figure 54 Landing Gear Simulation Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
ALTERNATE BRAKING
The alternate braking system is powered by the blue hydraulic system.
IN FLIGHT BRAKING
In flight braking as a part of the normal brake system is supplied by the green
hydraulic system for the main wheels.
The nose wheels are stopped by friction pads.
PARKING BRAKE
The parking brake is actuated by blue hydraulic pressure, supplied by the blue
hydraulic system or two accumulators.
Page 110
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
NORMAL
SYSTEM
ALTERNATE
SYSTEM
INFLIGHT
BRAKING
PARKING
BRAKE
Page 111
Figure 55 Brake Systems Presentation Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Page 112
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
RUDDER
PEDALS
GREEN BLUE
DECEL HP HP
NORMAL
BRAKE
SELECTOR S
VALVE
BSCU
AUTOMATIC ÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
SELECTOR
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
TO OTHER GEAR
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
3+4+7+8
TO WHEEL
3−4−7−8
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
TO WHEEL
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
2−5−6
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
NORMAL SERVO
TO WHEELS 5+6
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
VALVE
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
RE RETURN
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
TURN
ÂÂÂÂÂÂÂÂÂÂÂÂÂ
FUSE
TACHO
RA < 6 FT
LGCIU1,2 (GRD)
FCPC’S
Operation
The operation of the brake pedal (s) causes the control lever (s) of the brake
pedal transmitter unit to turn. The control lever (s) moves its related
potentiometer which gives an electrical output to the BSCU.
This output is in proportion to the angle through which the pedal (s) turn. When
the output is more than a specified value, the BSCU energizes the brake
selector valve to the open position to fill the brakes.
At the same time, a control current is sent to the related servovalves in
proportion to the pedal movement. The servovalves operate to control the
specified pressure at the brakes.
The brake selector valve operates to connect the Green hydraulic pressure to
the Normal braking system.
At each manifold and valve assembly the hydraulic pressure divides equally to
supply the four servovalves. The servovalves are energized with the necessary
control current to supply the correct hydraulic pressure to the brakes.
The pressure transducers continuously monitor the pressure in their related
brake service line. A signal in proportion to the pressure is sent to the BSCU. If
the fluid pressure changes, the control current sent to the related servovalve
changes to adjust the pressure.
When the brake pedals go back to their initial position, the output from the
transmitter unit returns to a set value (set for the initial pedal position).
When the output is less than a specified value this causes the BSCU to
de−energize the brake selector valve. At the same time it increases the control
current it sends to the servovalves which releases the brakes.
When the brake selector valve is de−energized, it connects the HP filter to the
LP manifold (Port A) of the Green hydraulic system. The hydraulic pressure
decreases at the inlet port (Port A) of the automatic selector valve and the Blue
hydraulic pressure operates the valve.
Page 116
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
I 32−45−00 ALTERNATE
G J FUSE F F FUSE
TO GREEN CHECK BRAKING
LP MANIFOLD VALVE
SYSTEM
C
DISPLAY
(WHEEL PAGE)
32−43−00 RIGHT MLG
H A
AUTOMATIC E D B
SELECTOR 32−43−00
VALVE SERVO VALVE
SERVO VALVE
A/SKID &
N/W STRG
AUTO/BRK ON RETURN
LO MED MAX TO GREEN FILTER ACCUMULATOR
DECEL DECEL DECEL LP MANIFOLD
OFF
ON ON ON
CHECK
312VU
SELECTOR VALVE SERVO VALVE
VALVE
1 5
TRANS
BRAKE PRESSURES
MITTER T TO BSCU T
UNIT TO WHEEL SPEED
Page 117 BRAKE PEDALS BSCU
Operation
Anti−skid control is an automatic function during manual or automatic braking.
It operates all the time that wheel speed inputs are available at the BSCU.
Anti−skid is not available if the WHEEL page shows ANTI−SKID in amber.
During braking, the BSCU compares the actual wheel speeds with the
reference speed. If the difference between the actual speed and the reference
speed increases to more than a specified limit, the brake is released. To do this
the BSCU increases the control current to the related servo valve. This causes
the servo valve to connect its related brake service line to the return line and
releases the brake.
On the WHEEL page, three vertical lines are shown (in green) on each side of
the related wheel number to show that the brake is released.
When the difference between the actual wheel speed and the reference speed
decreases to less than a specified limit, the brakes are put on. To do this the
BSCU reduces the control current of the related servo valve. The servo valve
operates to supply the necessary hydraulic pressure to the brake. The release
bars shown at the related wheel number are removed from the WHEEL page.
In Flight with Landing Gear Lever DOWN, all Brakes are released. On ECAM
the green Release−Bars are shown.
It is inhibited if:
S the parking brake is applied
S the blue alternate mode is in use and blue hydraulic pressure is lost
S Anti−Skid/NWS switch is in the ”OFF” position
Page 118
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
T/D
V0 − DECEL V0 − DECEL
RATE
SELECTED
AIR
VREF
(LGCIU)
Page 119
Figure 59 Anti Skid System Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Page 120
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
BRAKE PEDAL
TRANSMITTER UNIT
CASING
LEFT
LEVER
MECHANICAL
ASSEMBLY
ELECTRICAL
CONNECTOR
RIGHT
LEVER
Page 121
Figure 60 Brake Pedal Transmitter Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
BSCU
The BSCU is a computer and contains two isolated channels, Channel 1 and
Channel 2. Each channel has five printed−circuit cards which use the same
backplane. A grounded metal shield divides the two channels.
Other a/c systems connect to the BSCU through an ARINC 600 connector at
the reroof the case.
Fourteen pins at the rear of the BSCU can be connected to ground (pin
programming) through the aircraft electrical system. The discrete signals made
by pin programming have these functions:
S to set a time delay before automatic braking starts
S to set the rate of deceleration (LO and MED) in the automatic braking mode
S to indicate to the BSCU the aircraft type
S to indicate to the BSCU which type of brake is installed.
Each channel in the BSCU has a command channel and a monitor channel.
The command channel controls the braking and nosewheel steering systems
and the monitor channel monitors the command channel.
Page 122
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
FR20
FR17
BSCU
CONNECTOR
AA
CONNECTOR
1 2 3 3 2 1 AB
MONITOR
OBRM 1 2 3 3 2 1
BRAKING
OBRM BSCU
STEERING 3GG
OBRM
CHANNEL 1 CHANNEL 2
800VU
Page 123
Figure 61 BSCU Location Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Normal Brake Selector Valve
The brake selector valve is a solenoid operated valve that is attached to the
brake manifold.
The valve has a supply port A, a service port C, and a return port B.
It also has a control bore and a distribution bore and is machined to connect
the bores.
The control bore contains:
S a ball.
The ball is installed between two metal seats to make a supply valve
S a solenoid.
This has a core with a pushrod that goes through a guide to touch the ball
S a spring.
This holds the pushrod to keep the ball against the bottom seat when the
solenoid is de−energized.
With the solenoid de−energized and hydraulic pressure available at the supply
port the spring keeps the supply valve closed.
Page 124
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
ELECTRICAL
CONNECTOR
VALVE BODY
BRAKE MANIFOLD
BRAKE SELECTOR
VALVE
FILTER NORMAL
BRAKE SUPPLY
Page 125
Figure 62 Normal Brake Selector Valve Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Automatic Selector
The automatic selector valve is a hydraulically−operated unit. It automatically
controls the supply of hydraulic pressure from:
S the Green hydraulic system to the Normal braking system
S the Blue hydraulic system to the Alternate braking systems.
The valve has a supply body and a distribution body that are attached to each
other.
The supply body controls the Normal braking system hydraulic supply and
return lines. It has three ports, A, B and C, and a bore that contains a liner
assembly.
Page 126
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
FR47
SUPPLY
BODY
THROTTLE
Z147 VALVE
AUTOMATIC
SELECTOR
VALVE
A/C CL
DISTRIBUTION
BODY
Page 127
Figure 63 Automatic Selector Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
NORMAL ANTISKID (SERVOVALVE) MANIFOLD
General
The manifold includes:
S a manifold assembly
S a filter
S four servovalves
S four safety valves
S four pressure transducers.
Servovalve
The servovalve is an electrohydraulic valve that includes a hydraulic assembly
with an electrical assembly attached. The valve has three primary positions of
operation, with more positions of operation between the primary positions. The
valve is electrically controlled to keep the pressure in its related brake service
line at the necessary value, or release the pressure.
The electrical assembly has a body with an electrical connector.
Page 128
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
PRESSURE
TRANSDUCER (4)
SERVOVALVE
ELECTRICAL
ASSEMBLY
SAFETY VALVE
ELECTRICAL
CONNECTOR NORMAL ANTISKID MANIFOLD
HYDRAULIC
ASSEMBLY
SERVOVALVE
Page 129
Figure 64 Normal Antiskid Module Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
SAFETY VALVE (FUSE) PRESSURE TRANSDUCER
General General
The safety valve is a hydraulic valve that automatically closes when the flow of The pressure transducers measure the hydraulic pressure in their related brake
fluid through it is more than a specified limit. service line.
The valve has a body that has a bore through the center. Two other bores, the The transducer contains a device that gets an input from the hydraulic
inlet and outlet ports, connect to the center bore. A threaded ring holds a valve pressure. It also contains an electronic bridge−type circuit which is installed on
seat in position at one end of the center bore. The other end of the center bore a number of circuit boards.
contains an end fitting which has a bleed screw installed in it. A valve which Hydraulic pressure sent to the transducer causes a change in the electrical
has a jet at one end moves in the center bore. A pin connects the valve to a resistance of the bridge circuit.
spring seat.
This changes the electrical input voltage to give an output voltage in proportion
Valve open to the hydraulic pressure.
With the unit pressurized and no flow from the outlet port, the pressures in RETURN ACCUMULATOR
chambers X and Y are equal. The spring holds the valve in the open position.
When fluid flows through the valve to the outlet port, the pressure in chamber Y General
decreases. The pressure in chamber X moves the valve nearer to the valve One accumulator is installed on the leg of each MLG. Its function is to contain
seat. The flow of fluid through the jet to chamber X controls the rate of travel of the initial large flow of fluid when the brakes are released.
the valve. When the flow from the outlet port stops, the pressures in chambers
This makes sure that the brakes release smoothly and the return pressure
X and Y become equal and the valve opens.
decreases slowly.
Fuse set The accumulator is an oleo−pneumatic unit with a steel cylinder which contains
If the fluid flow from the outlet port is more than the specified limit, the pressure a flexible bladder. A charge valve permits the bladder to be pressurized with
in chamber X moves the valve against the valve seat. This prevents fluid flow nitrogen. A nozzle assembly, which includes a spring and a poppet valve, lets
from the outlet port. The pressure in chamber X keeps the valve closed. pressurized hydraulic fluid go into the cylinder. The bladder keeps the nitrogen
and the hydraulic fluid apart.
Fuse reset The gage shows the gas (charge) pressure. And a green zone shows the
If the bleed screw is manually operated, the pressure in chamber X releases correct gas charge pressure when the hydraulic pressure is not available.
and the spring moves the valve back to the open position.
Page 130
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
VALVE END
BODY FITTING
HYDRAULIC
CONNECTION
INLET BLEED
PORT SCREW
OUTLET
PORT
PRESSURE
TRANSDUCER
THREADED
RING CYLINDER
GREEN ZONE
(CORRECT GAS PRESSURE)
CHARGING
VALVE
PRESSURE
GAGE
Page 131
Figure 65 Safety Valves (Fuse)/Pressure Transducer/Accumulator Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
WHEELSPEED-TRANSDUCER (TACHO)
General
A tachometer, held in a carrier, is installed in each axle of the MLG bogies.
The tachometer supplies an electrical output in proportion to the speed it turns.
The tachometer has a casing with two end plates. An electrical connector is
attached to one end plate, a drive shaft comes out of the other end plate.
The casing contains a stator assembly and a rotor assembly.
The stator assembly includes a toothed ring, a coil assembly and four
permanent magnets.
The coil assembly connects to the pins of the electrical connector.
The rotor assembly includes a rotor and its drive shaft. A drive coupling is
attached to the end of the shaft.
When the related wheel turns, the rotor causes an alternating current to flow in
the coil assembly.
The frequency and the amplitude of the current is in proportion to the wheel
speed.
Page 132
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
TACHOMETER
ELECTRICAL
CONNECTOR
CARRIER
DRIVE SHAFT
DRIVE COUPLING
HUB CAP
Page 133
Figure 66 Wheelspeed Transducer Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
WHEEL BRAKES
General Operation
The wheel brake is a multi−disc type. The primary components of the wheel When hydraulic pressure is supplied to the piston assemblies it pushes the
brake are a piston housing, a torque tube and a heat pack. pistons (from the piston housing) against the pressure plate. The pressure
The piston housing and the torque tube are attached to each other. A torque plate pushes the stator and rotor discs together and against the end plate. The
pin connects the piston housing to a brake rod on the MLG to hold the piston friction between the components of the heat pack decreases the wheel speed.
housing stable. When the hydraulic pressure is released, the retraction mechanism in each
The piston housing has two internal, independent fluid passageways and also piston assembly pulls its related piston back. This lets the stator and the rotor
includes two independent sets of piston assemblies. discs move apart and lets the wheel turn freely.
One set is for the Normal braking system and the other is for the Alternate
braking system.
The piston housing also includes a half coupling and a bleed valve for each
braking system. The hydraulic pressure in the housing makes the related
pistons extend. They supply the mechanical force necessary to put the brakes
on.
The retraction mechanism includes a draw pin, a spring, an adjuster tube and a
ball. The mechanism makes the piston go back to its initial position when the
brakes are released. It also makes allowances for wear and keeps the distance
between the piston and the pressure plate constant.
The torque tube transmits the brake torque from the stator discs to the piston
housing when the brakes are put on.
The heat pack is installed on the torque tube. The heat pack contains
carbon−composite components that include rotor discs, a pressure plate, stator
discs and an end plate.
Two wear pins are attached to the pressure plate. These pins show through the
piston housing and move into the piston housing as the heat pack components
wear.
A temperature sensor is installed in the torque tube of the brake, to measure
the temperature of the heat pack. The electrical connector is attached to the
piston housing.
Page 134
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
ASSY
ROTOR
DISC
TEMPERATURE
SENSOR
END PLATE
BLEED VALVE
STATOR
BRAKE WEAR DISC
INDICATOR
HYDRAULIC
COUPLING HEAT SHIELD
BRAKE ROD
PISTON
TORQUE ASSEMBLY
PIN
PISTON
HOUSING
Page 135
Figure 67 Brake Assy Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Page 136
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
GREEN BLUE
HP HP
NORMAL
BRAKE
SELECTOR
VALVE SYSTEM
BSCU S/O-VALVE
AUTOMATIC
SELECTOR
TO OTHER GEAR
BSCU: BRAKING AND STEERING DUAL 3+4+7+8
CONTROL UNIT VALVE
TO WHEEL
3−4−7−8 DUAL SHUTTLE
VALVE
TO WHEEL RE
TURN TO WHEELS
2−5−6
5+6
ALTERNATE
FUSE
SERVOVALVE
TACHO
TO WHEEL 2
WHEEL 1
TO ECAM
Page 137
Figure 68 Alternate Brake System Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Page 139
Figure 69 Hydr.−Schematic Alternate Braking (with A/Skid) Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Without Antiskid
The Alternate Braking without Anti−skid System is the secondary mode of
operation of the Alternate Braking.
The system is automatically available when the anti−skid function is not
available. This occurs when:
S the A/SKID & N/W STRG switch is set to OFF
S electrical control of the Alternate Braking with Anti−skid System is not
available.
The system has the same hydro−mechanical components used in the Alternate
Braking with Anti−skid System. Braking inputs can only be made at the brake
pedals.
When the brake pedals are operated, hydraulic pressure from the Blue Main
Hydraulic Power System is sent to the brakes.
NOTE: With no antiskid available the flight crew has to observe, that the
brake pressure becomes not more than 1000 psi. Therefore the
crew has to look for the triple indicator.
If the Blue hydraulic supply is not available, accumulators (filled from the Blue
hydraulic system) give sufficient pressure for at least seven full operations of
the brakes.
As electrical power is not necessary to operate the brakes, this system is
usually used when the aircraft is towed.
A triple pressure indicator shows the supply pressure and the pressure at the
brakes.
With the aircraft in flight and a low Blue hydraulic system pressure the shut−off
valve 9GZ is energized. This isolates the supply between the accumulators and
the automatic selector valve. This decreases the loss of pressure from the
accumulators to the brake system.
Page 140
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
TRIPLE PRESSURE
INDICATOR 2GK PSIx1000
ACCUMULATORS 4GK
ACCU PRESS
MANIFOLD 3 0 4 3
A
NORMAL NORMAL
C G I J AUTOMATIC BRAKING BRAKING
SELECTOR
BLUE VALVE
MAIN B
HYDRAULIC C
SUPPLY
B E
A
D H SERVO VALVE SERVO VALVE
FROM
BLUE
MANIFOLD LP A E D RIGHT
U B
C MLG
FROM
DUAL VALVE SHUT−OFF VALVE A RETURN
ACCUMULATOR
TO
DUAL D
TO RETURN BSCU
MASTER CYLINDERS
VALVE MANIFOLD 3GK1
D B
Z
Page 141 Z
COMPONENT DESCRIPTION
Alternate Brake Reservoir Alternate Brake Master Cylinder
The reservoir contains a sufficient quantity of pressurized hydraulic fluid to The master cylinder changes the mechanical input from its related brake
keep the two master cylinders full. The reservoir has a body and a cylinder. A pedals to a hydraulic pressure that operates the related mechanism of the dual
castellated nut connects them together to make a fluid chamber. valve.
The body has a guide rod. This is installed through the center of the fluid
chamber to guide a piston.
A transparent tube extends from the closed end of the cylinder. This tube has a
green band and a red band on it to indicate the quantity of fluid in the reservoir.
The cylinder contains a compression spring and a piston.
Page 142
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
MASTER CYLINDER
RESERVOIR
Page 143
Figure 71 Alt Brake Reservoir and Master Cylinder Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Alternate Brake Dual Valve
The dual valve is a hydro−mechanical valve that controls the quantity of the
hydraulic system pressure that goes to the brakes. The valve has two identical
and independent mechanisms that each supply the brakes of its related MLG.
Each mechanism operates in proportion to a pressure that comes from its
related brake pedal/master cylinder. Each mechanism is contained in two
parallel bores to give a control bore and a pressure control bore.
Page 144
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
FR47
Dual Valve
Location
Dual Valve
Alternate Braking
LP Bleed Ports
Z147
DUAL VALVE
Page 145
Figure 72 Dual Valve Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Alt Brake Antiskid Manifold
The manifold assembly is installed near the top of the MLG leg. The
component parts of the manifold assembly are:
S an alternate brake servovalve manifold,
S an alternate brake return accumulator,
S two alternate brake servovalves,
S two alternate brake safety valves.
The function of the manifold is the same as for the normal manifold, but the
servovalves are connected to two brakes.
Page 146
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Alternate
Servo Valves
RETURN ACCUMULATOR
SERVO VALVE
FILTER
SERVO VALVE
SAFETY VALVE
MANIFOLD
Page 148
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
NITROGEN
INLET Brake Accus
CHARGING
VALVES
GAS CHAMBER
FLUID CHAMBER
ALTERNATE BRAKE
ACCUMULATORS POPPET VALVE
SPRING
NOZZLE ASSEMBLY
HYDRAULIC
Page 149 FLUID INLET
Page 150
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Triple
Indicator
0 thru
45 deg. Arc Orange
Enf of
Accumulator Orange - White
Indicator 2800
Page 152
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Emergency
Brake
ShutOff
AC IN FLIGHT Valve
VALVE CLOSED
BLUE SYSTEM LO PRESSURE
ELECTRICAL
CONNECTOR
Page 153
Figure 76 Emergency Shut-off-valve Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Page 154
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Parking
Brake
Handle
GREEN BLUE
HP HP
NORMAL
BRAKE OFF
SELECTOR
VALVE SYSTEM
BSCU S/O-VALVE
PARKING BRAKE
AUTOMATIC CONTROL VALVE
SELECTOR ON
BSCU: BRAKING AND STEERING
CONTROL UNIT
DUAL PARKING BRAKE
VALVE OPERATED VALVE
TO WHEEL DUAL SHUTTLE
3−4−7−8 VALVE
TO WHEEL AUTOMATIC
2−5−6 SELECTOR
(2ND STAGE)
RETURN
Page 156
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
4GK INDICATOR T T
ACCU PRESS
MANIFOLD 3 0
1 2 1
4 3
2 6
ASSEMBLY
D 0
BRAKES
NORMAL NORMAL
BRAKING BRAKING
BLUE A
MAIN 32−42−00
HYDRAULIC C G I J
SUPPLY
29−12−00
B
C
E
B
D H A
TO BLUE
RETURN A AUTOMATIC E D
MANIFOLD SELECTOR SERVO VALVE SERVO VALVE
C
(LP) RETURN VALVE B
29−12−00 MANIFOLD
FROM
RIGHT
FROM U MLG RETURN
DUAL VALVE ACCUMULATOR
SHUT−OFF A
VALVE C A
B PRESSURE
RELIEF VALVE A B C A B C
PARK BRAKE B
A OPERATED
VALVE
C
F F
D
PARK BRAKE
CONTROL TO
VALVE C
RIGHT
DUAL 3GK2 MLG
SHUTTLE NORMAL NORMAL
H VALVE E BRAKING BRAKING
C A
FROM BRAKE B+B1
MASTER
CYLINDERS TO
G BSCU 1 5
T T
DUAL VALVE D 3GK1
TO RETURN D B
MANIFOLD
Page 157
Figure 78 Parkbrake-System Operation Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
COMPONENT DESCRIPTION
Electrical Power Supply
When the park−brake selector−switch is set to ON, the motors in the
park−brake control−valve are energized.
NOTE: It is not necessary to push the brake pedals for setting the
parking brake.
At the same time, electrical contacts in the control valve send a signal to the
BSCU to isolate the Normal braking system.
NOTE: When the parking brake is set to ON with no alternate system
pressure for 4 seconds or more, the normal braking system
becomes available. When correct alternate system pressure
becomes available again, the normal braking system becomes
isolated again.
The BSCU sends a minimum current to the alternate brake servo valves to give
maximum braking. This helps the brakes come on quicker.
The circuit to the NWS electrical de−activation box 5GC is made, which makes
the PARKING BRAKE indicator light come on.
Page 158
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
28VDC
TRACTOR
PARK BRAKE SET NORM SUPPLY
BRAKE
BLUE SYSTEM LO AVAIL.
PRESSURE FOR LIGHT
TEST
MORE THEN 4 SEC.
ON
PULL & TURN
ON
OFF
601PP
28VDC
SERVICE BUS
TO C/B MON M
TO COCKPIT VOICE
RECORDER
23−71−00
3GG BSCU
TO SDAC 32−42−00
Page 159 31−54−00
Page 160
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
FR47
CIRCUIT
BREAKERS
ROCKER ARM
Z147
SPRING
ASSEMBLY
PARK BRAKE
OPERATED VALVE
ACTUATOR
PARK BRAKE
CONTROL VALVE
DUAL VALVE
PRESSURE
TRANSDUCER
ALTERNATE BRAKE
ALTERNATE BRAKE DUAL SHUTTLE VALVE
PARK MANIFOLD
CONTROL LEVER
Page 161
Figure 80 Parkbrake Hydraulic Components Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Page 162
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
F32E401
Page 163
Figure 81 BSCU−Interfaces Inputs Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Outputs
The Braking and Steering Control Unit produces Output signals to control the
braking and to provide indications, warnings and maintenance information to
other aircraft systems.
These signals are in discrete, analog or ARINC form.
Page 164
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Page 165
Figure 82 BSCU−Interfaces Outputs Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Principle
The chromel−alumel temperature sensors (8) delivers a voltage proportional to
the temperature difference between the cold junction and the hot junction.
The brake temperature monitoring unit (4) processes the data from the
temperature sensors and compensates the thermocouple cold junction.
The function of the braking and steering control unit is to change the electrical
signals to a temperature indication on the ECAM display.
Page 166
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LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
COMPONENT DESCRIPTION
Temperature Sensors (8) The BSCU controls the color of the brake temperature and the related wheel
It is a chromel alumel thermocouple. symbol above it. The color of the symbol is:
It supplies an output voltage in proportion to the temperature difference S normally gray,
between the ambient temperature and the temperature at the thermocouple. S GREEN for the hottest brake of more than100 deg. C,
S AMBER for the brake temperature of more than 300 deg. C.
BTMU (4)
In addition:
The BTMU is a sealed unit which has two cable assemblies, each with a 3−pin
connector for the input signals. A 6−pin connector on the BTMU connects to S the warning message BRAKES BRAKES HOT shows on the EWD,
the aircraft electrical system. S an aural warning (single chime) operates,
There are two identical electronic circuits in the BTMU. S the master caution lights come on,
Each circuit: S the brake hot light on the main instrument panel comes on (optional if brake
S compensates (the thermocouple cold junction) and amplifies the input fans installed).
voltage from the temperature sensor, If a temperature sensor (or a BTMU) becomes unserviceable, the BTMU
S monitors the temperature sensor circuit for open circuit and short circuit transmits one (or more) out−of−range voltage signal (s) (0 V or 12 V dc) to the
conditions, BSCU.
S calculates and supplies an output voltage (between 1V and 9V) in When this condition occurs one (or two) pairs of X legends show on the
proportion to the temperature of the related brake. WHEEL page at the applicable indication position (s).
BSCU
The analog signal from each of the eight sensors is transmitted independently
to the BSCU, which changes the signals to digital data. The BSCU transmits
the digital data on its ARINC 429 output busses.
During specified phases of flight the WHEEL page automatically shows on the
SD. This page gives the brake temperatures and other related data.
Page 168
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LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Temp.
Sensors
and BTMU
Location
BRAKE TEMPERATURE
SENSOR
BRAKE
TEMPERATURE
SENSOR
BRAKE
TEMPERATURE
BRAKE
TEMPERATURE
MONITORING
UNIT
BRAKE TEMPERATURE
SENSOR
BRAKE TEMPERATURE
SENSOR
BTMU
Page 169
Figure 84 Brake Temperature Component Locations Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
BSCU BITE
General BSCU Main Menu
The BITE continuously monitors the hardware and the software for failures: Each channel of the BSCU has the same main menu, this includes:
S Hardware monitoring S the LAST LEG REPORT
S Software monitoring S the PREVIOUS LEGS REPORT
S Failure data S LRU IDENTIFICATION
When the software has made sure that a failure has occurred and is correctly S the TROUBLE SHOOTING DATA
identified, the BSCU puts the data into a specified area of the EEPROM. S the CLASS 3 FAULTS
Failure data that is put into the flight memory zone, is also sent to the CMS.
S the SYSTEM TEST
The failure data is made of a specified failure message and additional data that
identifies the conditions when the failure occurred. S the NORMAL BRAKE TEST
Each failure message gives the name of a specified Line Replaceable Unit S the BSCU (channel) CONTROL INHIBIT
(LRU), its Functional Item Number (FIN) and related ATA chapter. S the GROUND REPORT
An MCDU is used to show the data held in the EEPROM or start specified S the SPECIFIC DATA.
tests. When the related BSCU channel is not serviceable the message NO
Each MCDU has two modes of operation, normal and menu. When an MCDU RESPONSE shows.
is initially set to MENU MODE the display shows a menu of the aircraft
systems.
A sequence of selections puts the main menu of the related BSCU control
channel on the display. Subsequent selections put the necessary data or BSCU
function on the display.
When the MCDU is set to show data (LAST LEG REPORT, PREVIOUS LEGS
etc.), the use of the RETURN key causes the display:
S to show the data for the failure that occurred before,
S to show the initial display or the main menu again.
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LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
BSCU CHAN 1
LAST LEG CLASS 3
REPORT FAULTS
PREVIOUS LEGS SYSTEM
REPORT TEST
NORM BRK
LRU IDENT TEST
BSCU CTL
INHIBIT
TROUBLE SHOOT GROUND
DATA REPORT
SPECIFIC
RETURN DATA
Page 171
Figure 85 BSCU Main Menu Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Normal Brake Test
The normal brake test is a sequence of tests that include:
S the power−up test,
S the system test,
S a functional test of the normal brakes,
S a servovalve calibration test.
The aircraft must be put in the correct configuration before a test is possible.
The display shows the configuration that is necessary.
When the configuration is correct and the test is started, the results show on
the display.
The trouble shooting data display can be used to give more data for any
failures that are identified.
When the test is complete the aircraft must be put back to a satisfactory
configuration. The display shows the close−up sequence of operations.
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LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Page 173
Figure 86 Norm Brake Test Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
BSCU Control Inhibit
During the System test or the Normal brake test it is necessary to inhibit one
control channel.
The sequence of displays for the control inhibit of the related BSCU channel
and the results are as shown.
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LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
STEP 1 STEP 2
RETURN RETURN
Page 175
Figure 87 BSCU Channel Inhibit Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
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LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Page 176
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LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
TPIS
Sensor and
XMTR Unit
TPIS WIRING
TPIS UNIT
180 180
WHEEL AXLE
F32X101
Page 177
Figure 88 Tire Pressure Indication Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
COMPONENT DESCRIPTION
TPIS Computer
The TPIS-Computer is located in the avionic-compartment.
The TPIC includes hardware and software (BITE) to:
S do a power−up test of parts of the system when power is put on,
S let a system test be done during ground maintenance,
S continuously monitor the system for failures.
The WHEEL page indications are as shown.
When one tire pressure value or the tire pressure difference on one axle is
unsatisfactory:
S the MASTER CAUTION lights comes on,
S the ENGINE/WARNING display shows TYRE LO PR,
S an aural warning is given (single chime).
The warning messages are not shown:
S during a takeoff (between a speed of 80 knots and an altitude of 1500ft.),
S during a landing (between touch down and a speed of 80 knots).
When one tire pressure is unsatisfactory:
S 11% (Flight phase 1,2,3,4)
S 26% (Flight Phase 5−10)
When tire pressure difference on one axle:
S 15% (Flight phase 1−4)
S 21% (Flight phase 5−10)
Page 178
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LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
103PP
28VDC
BUS 1 TO C/B
MONG
24−53−00
1GV C/B−
TIRE PRESS IND PIN
PROGRAMMING
A/C TYPE
WHEEL 8
SAME AS NLG
WHEEL 7
WHEEL 4
SAME AS NLG
WHEEL 3
ROTOR STATOR
FR20
FR17
1WV2 SDAC−2
31−54−00
1TM2 CMC−2
NOSE LANDING GEAR 45−12−00
1TM1 CMC−1
CENTER LANDING GEAR 45−12−00
1TM1 CMC−1
TPIC 2GV 45−12−00
A340 ONLY SAME AS NLG
800VU
WHEEL 6
SAME AS NLG
WHEEL 5
WHEEL 2
SAME AS NLG
WHEEL 1
MAIN LANDING GEAR L 2GV TPIC
Page 179
Figure 89 System Block Diagram Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
Sensors Transmitters
The sensor includes a stainless steel housing which contains a pressure The transmitter has two main parts, a stator and a rotor.
sensor head. The stator (primary windings) attaches to the carrier in the axle and its
A flying lead and connector are attached to the housing. electrical connector connects to the TPIC.
The pressure sensor head is a strain gage type and contains a whetstone The rotor (secondary windings) turns in the stator and connects to the sensor
bridge and other resistors for temperature compensation and slope flying−lead.
rectification. The rotor includes an electronic module.
The air pressure in the pressure sensor head when it changes, changes the The module rectifies the 3.125 kHz power supply signal and gives a stable 10V
resistance across the bridge. DC voltage to the pressure sensor.
This changes the output voltage. Resistors in the circuit compensate for The pressure sensor output voltage is amplified and converted to a sine wave
temperature changes. signal (60−166 kHz) before it is sent to the TPIC.
The output signals are between 0 and 100 mV (0−300 psi).
The holder has a small central bore and a filter at the inlet. Air flows through
the bore and the filter. Two seals prevent leakage when the sensor is installed
on the holder.
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WHEELS AND BRAKES
32−40
FILTER
SENSOR HOLDER
SENSOR
PRESSURE
SENSOR
HEAD
HOUSING
FLYING LEAD
STATOR
TPIS SENSOR
CONNECTOR
Description
The TPIC BITE continuously monitors the system for failures.
If the BITE finds a failure, it keeps a record of it in the EEPROM and sends a
failure message to the CMC.
System failure messages and other data can be shown on the MCDU during
ground maintenance.
With the MCDU set to TPIC this menu is available:
S LAST LEG REPORT
S PREVIOUS LEGS REPORT
S LRU IDENT
S TROUBLE SHOOT DATA
S CLASS 3 FAULTS
S TEST
S GROUND REPORT
S SPECIFIC DATA.
Page 182
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LANDING GEAR A330/340−200/300
WHEELS AND BRAKES
32−40
TPIS TPIS
TROUBLE SHOOTING DATA
LAST LEG CLASS 3
REPORT FAULTS DATE UTC
PREVIOUS LEG DEC 12 12:00
REPORT TEST
13B2 0200 0000 0000
LRU IDENT 2B83 0200 0000 0000
FOR EXAMPLE: 1 3B 2
1TIME/ TU FAULT NOSE WHEEL L/H/ INTERNAL HARDWARE FAILURE
FOR EXAMPLE: 2 B8 3
2TIMES/LO PRESSURE MLG08/ OPERATIONAL FAILURE
SEE FAULT CODE IN MM: 32−49−00
Page 183
Figure 91 Trouble Shooting Data Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
Page 184
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LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
HANDWHEELS
UP TO 72 DEGREES
FCPC*
RUDDER PEDALS AIRSPEED < 100KTS
UP TO 6 DEGREES ONE MASTER LEVER ON
AUTO PILOT TOWING LEVER NORMAL
STEERING SERVO
GREEN HYDRAULIC FROM VALVE
NOSE GEAR CLOSE CIRCUIT
NOSE
GEAR
Take−off
From zero to 100 kts steering inputs can give a maximum of 6 degrees of
steering movement each side of the aircraft centerline.
When the ground speed is more than 100 kts the steering movement
decreases to zero in proportion to the increase speed of the aircraft up to 150
kts.
Control of the steering system is automatically cancelled when the MLGs and
the NLG shock absobers are not compressed.
The steering inputs are sent to the BSCU. The BSCU uses the inputs to
calculate the necessary steering angle, rate of movement and the direction of
the turn. The BSCU then supplies the control currents to operate the
electrohydraulic valves in the system.
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LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
HANDWHEEL AUTHORITY
Page 188
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LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
Page 189
Figure 94 Block Diagram Nose Wheel Steering (1) Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
COMPONENT DESCRIPTION
General Servo Valve
The hydraulic components installed on the NLG include: The servo valve is an electrohydraulic valve that supplies a hydraulic pressure
S a swivel selector valve, (to the steering actuators) in proportion to an electrical input.
S a hydraulic block which includes hydraulic components, The valve includes two coils (that make a torque motor) a jet pipe and a spool.
The spool includes a linear variable−differential transducer (LVDT). This has a
S a selector valve installed on the hydraulic block,
primary and two secondary windings.
S a servo valve installed on the hydraulic block,
The servo valve has:
S two rotating selector valves,
S a supply port that lets the supply pressure go to the jet pipe and the spool,
S two steering actuators (single rod cylinders).
S a return port that lets the hydraulic fluid (from the actuator) go to the
Hydraulic Block pressure maintaining valve,
The hydraulic block controls the supply of hydraulic pressure to the steering S two service ports that let the hydraulic pressure go to the specified service
actuators. line.
It also controls the return flow of hydraulic fluid that comes from the actuators. When the torque motor is energized, the jet pipe moves to send a control
pressure to the specified end of the spool.
The hydraulic block is machined to give a supply port, a return port and four
service ports. The spool moves to connect the hydraulic pressure to the necessary service
port and the other service port to the return port. At the same time the LVDT
A check valve is installed at the supply port of the hydraulic block.
gives the position of the spool.
It lets the hydraulic power supply go into the hydraulic block and prevents flow
in the opposite direction. Thus, it helps the pressure maintaining valve to keep Feedback Sensors
a pressure in the NWS system when the hydraulic power supply is not The feedback sensor is a radial variable−differential transducer (RVDT).
available.
It monitors the correct angular position of the nose wheels.
A second check valve is installed between the selector valve and the servo
The sensor has a connector, a lever that goes through to a gearbox, a primary
valve. It limits the back pressure caused by the torque applied to the nose gear
winding (P1) and two secondary windings (S1 and S2).
and lets the bypass valve open. This prevents an hydraulic lock in the free to
castor mode. The windings supply an output that is in proportion to the angle that the
steering mechanism turns from the aircraft centerline.
Selector Valve One sensor sends its output to the command channel of the BSCU.
The selector valve is an electrically operated ball type valve. The other sensor sends its output to the monitor channel.
An electromagnetic coil (solenoid) moves a plunger which pushes a ball against
a seat to control the flow of hydraulic fluid. The electrical connector and
hydraulic ports are plug−in type.
When the solenoid is de−energized the Steering System is not activated.
When the solenoid is energized the Steering System is activated.
Page 190
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LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
ACCUMULATOR
SELECTOR VALVE
COVER NITROGEN
CHARGING VALVE
SERVO VALVE
CONNECTOR
BLEED
VALVE
ANTI SHIMMY
FILTER
VALVES
LEVER
Page 191
Figure 95 Hydraulic Block Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
Steering Actuator
The two actuators operate together to turn the turning tube of the NLG.
Each actuator has a collar, a cylinder, a piston and an external pipe.
The collar holds the cylinder and a rotating selector valve, it also lets the piston
rod go through to the turning tube.
The collar supplies the actuator attachment points (these let the actuator turn
to follow the movement of the turning tube).
The external pipe goes from the full bore side of the piston to the rotating
selector valve.
Page 192
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LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
B AIRCRAFT
CENTERLINE A
ROTATING SELECTOR VALVE
0 DEGR.
16,8
B A
ROTATING
APPROX. 16,8 DEGR. SELECTOR
ACTUATOR A EXTENDS VALVE
ACTUATOR B DOES NOT OPERATE
O A
17
A
B
MAXIMUM
B STEERING
ANGLE
17 DEGR. TO MAX
BOTH ACTUATORS
EXTENDS
Page 193
Figure 96 Actuators and Rotating Selector Valve Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
Swivel Selector Valve
This valve supplies the interface between the Green hydraulic pressure and:
S the NWS system
S the downlock actuator.
The valve has four hydraulic assemblies and two pivot pins. These pins are
installed in a line through the hydraulic assemblies.
Holes through each pin align with the holes that go across the related hydraulic
assemblies. Two brackets attached to the airframe hold the outer assemblies
stable.
The two assemblies at the center are connected to each other and the NLG.
These rotate with the pins to align with the NLG. When the valve is in a given
position, the ports are connected as shown.
Page 194
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LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
NLG RETRACTED
POSITION E G C A Swivel
Selector
77 Valve
35
3
3
H F B D
TO STEERING DOWNLOCK ACTUATOR
SYSTEM RETRACTED
NLG RETRACTED
NLG EXTENDED
POSITION
TO DOWNLOCK
ACTUATOR
FIXED PART E G H F B D C A
SHOWN IN
NLG EXTENDED
POSITION
Page 196
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LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
CONNECTOR A
PARKING BRAKE
LIGHT (amber)
CONNECTOR B
LIGHT TEST
LOCATOR HOLE SWITCH
DISCONNECT PIN
Page 197
Figure 98 Towing Deactivation Box Lufthansa
Technical Training
LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
Electronic Box
The Electric Box, NLG oversteer warning is an enclosure which gives an
interface between the aircraft and tractor power supplies through a changeover
relay. A red warning light and a related press−to−test button are installed on the
top of the box.
TARGET
SENSOR (2)
LIGHT TEST
SWITCH
Page 199
Figure 100 Angle Protection Lufthansa
Technical Training
A330/A340 Landing Gear
32−00 GENERAL
32-10 GEARS AND DOORS
32−11 MAIN LANDING GEAR
32−20 NOSE LANDING GEAR
32−30 EXTENSION/RETRACTION
32−60 POSITION AND WARNING
32−40 WHEELS AND BRAKES
32−46 BSCU BITE
32−47 BRAKE TEMPERATURE SYSTEM
32−49 TIRE PRESSURE INDICATION SYSTEM
32−50 STEERING SYSTEM
32−52 STEERING SIGNALS
Lufthansa
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LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
Page 200
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LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
BRAKING
AND
STEERING HANDWHEEL STEERING TRANSMITTER
CONTROL
RVDT UNIT
RVDT
(BSCU) A/C ON GROUND
GREEN RUDDER
SUPPLY PEDALS
Page 202
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LANDING GEAR A330/340−200/300
STEERING SYSTEM
32−50
NW STEERING
SELECTOR VALVE
NW STEERING INFO
NW STEERING
SERVO VALVE BRAKING NW STEERING SYSTEM INFO
AND
STEERING
CONTROL
STEERING MECHANISM
UNIT
LVDT / RVDT SUPPLY (BSCU)
VALIDITY
CAT 3 AVAILABILITY
FMGES
Page 203
Figure 102 BSCU Interfaces (Outputs) Lufthansa
Technical Training
A330 32 L3
TABLE OF CONTENTS
ATA 32 LANDING GEAR . . . . . . . . . . . . . . . . . . . . 1 NLG UPLOCK DESCRIPTION AND OPERATION . . . . . 74
NLG DOOR UPLOCK BOX . . . . . . . . . . . . . . . . . . . . . . . . . 78
32−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 NLG DOWNLOCK ACTUATOR . . . . . . . . . . . . . . . . . . . . . 80
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 NLG SENSOR DESCRIPTION AND OPERATION . . . . 82
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 4 MLG UPLOCK BOX DESCRIPTION . . . . . . . . . . . . . . . . . 84
CONTROLS AND INDICATING . . . . . . . . . . . . . . . . . . . . . 6 MLG-DOOR UPLOCK BOX DESCRIPTION . . . . . . . . . . 86
LANDING GEAR ECAM PRESENTATION . . . . . . . . . . . 8 MLG DOWNLOCK ACTUATOR DESCRIPTION . . . . . . 88
ECAM WHEEL PAGE OPERATION . . . . . . . . . . . . . . . . . 10 MLG SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 90
WARNING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 FREE FALL EXTENSION SYSTEM FUNCTION . . . . . . 94
BRAKE INDICATION DESCRIPTION . . . . . . . . . . . . . . . . 16 ELECTRICAL SYSTEM FUNCTIONAL OPERATION . . 96
32-10 GEARS AND DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 MECHANICAL SYSTEM OPERATION . . . . . . . . . . . . . . . 98
MAIN LANDING GEAR PRESENTATION . . . . . . . . . . . . 20 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 102
MAIN LANDING GEAR DOORS PRESENTATION . . . . 24 32−60 POSITION AND WARNING . . . . . . . . . . . . . . . . . . . . . . . . 104
32−11 MAIN LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 INDICATION AND WARNING SYSTEM DESCRIPTION 104
SHOCK ABSORBER DESCRIPTION . . . . . . . . . . . . . . . . 26 LGCIU SYSTEM INTERFACE PRESENTATION . . . . . . 106
SHOCK ABSORBER OPERATION . . . . . . . . . . . . . . . . . . 28 LANDING GEAR BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
SEAL CHANGE OVER VALVE DESCRIPTION AND OPERATION 32−40 WHEELS AND BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . 110
30 BRAKE SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . 110
SHORTENING MECHANISM DESCRIPTION/OPERATION . . . . . NORMAL BRAKING GENERAL DESCRIPTION . . . . . . 112
32
NORMAL BRAKING AUTOBRAKE OPERATION . . . . . . 114
MLG COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . 34
NORMAL BRAKING MANUEL BRAKE OPERATION . . 116
PITCH TRIMMER DESCRIPTION . . . . . . . . . . . . . . . . . . . 36
ANTISKID CONTROL DESCRIPTION AND OPERATION . . . . . . .
32−20 NOSE LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 118
NOSE LANDING GEAR PRESENTATION . . . . . . . . . . . . 40 BRAKE COMPONENT DESCRIPTION . . . . . . . . . . . . . . 120
NOSE LANDING GEAR DOOR PRESENTATION . . . . . 42 ALTERNATE BRAKING GENERAL DESCRIPTION . . . 136
NLG COMPONENTS DESCRIPTION AND OPERATION 44 ALTERNATE BRAKING DESCRIPTION AND OPERATION . . . . .
MLG DOOR GROUND OPENING DESCRIPTION . . . . 50 138
NLG DOOR GROUND OPENING DESCRIPTION . . . . . 52 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 142
BYPASS VALVE HYDRAULIC FUNCTION . . . . . . . . . . . 54 PARKING/ULTIMATE EMERGENCY BRAKING PRESENTATION
154
32−30 EXTENSION/RETRACTION . . . . . . . . . . . . . . . . . . . . . . . . 56 PARK BRAKE DESCRIPTION AND OPERATION . . . . . 156
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 158
GEAR NORMAL EXT./RETR. DESCRIPTION . . . . . . . . 58
32−46 BSCU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
LANDING GEAR SYSTEM OPERATION . . . . . . . . . . . . . 62
BSCU INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
LANDING GEAR COMPONENTS DESCRIPTION . . . . . 66
32−47 BRAKE TEMPERATURE SYSTEM . . . . . . . . . . . . . . . . . 166
Page i
A330 32 L3
TABLE OF CONTENTS
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 166
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 168
BSCU BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
32−49 TIRE PRESSURE INDICATION SYSTEM . . . . . . . . . . . . 176
SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . 176
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 178
TPIS BITE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 182
32−50 STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 184
STEERING SYSTEM OPERATION . . . . . . . . . . . . . . . . . 188
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 190
NLG STEERING ANGLE PROTECTION DESCRIPTION 198
32−52 STEERING SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
BSCU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
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Figure 1 Landing Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Power Supply L/G Selector Valve . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Landing Gears General View . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 NLG Uplock Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 System Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 NLG Uplock Box Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 ECAM−Wheel Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 NLG Door Uplock Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 ECAM−Wheel Page System Operation (1) . . . . . . . . . . . . . . . . . 11 Figure 40 NLG Downlock Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 ECAM−Wheel Page System Operation (2) . . . . . . . . . . . . . . . . . 13 Figure 41 NLG Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 ECAM−Wheel Page System Operation (3) . . . . . . . . . . . . . . . . . 15 Figure 42 MLG Uplock Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 ECAM−Wheel Page System Operation (4) . . . . . . . . . . . . . . . . . 17 Figure 43 MLG Door Uplock Box Location . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 ECAM−Wheel Page System Operation (5) . . . . . . . . . . . . . . . . . 19 Figure 44 MLG Downlock Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 MLG Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Other Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Main Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Free Fall Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 MLG Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Shock Absorber Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 MLG Free Fall Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Change Over Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 NLG Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 Shortening Mechanism (in Detail) . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Gravity Ext Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 Pitch Trimmer and Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Position and Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 Pitch Trimmer Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 LGCIU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 Landing Gear Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 Brake Systems Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Nose Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Normal Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 NLG Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Auto−Brake Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 NLG Absorber Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 Normal Braking Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 NLG Lock Stay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 Anti Skid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 MLG Door opening mechanism . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 Brake Pedal Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Door Ground Opening (Nose Gear) . . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 BSCU Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Hydraulic Function Bypass Valve . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Normal Brake Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Automatic Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 Gears and Doors Operation (1) . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Normal Antiskid Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Gears and Doors Operation (2) . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Safety Valves (Fuse)/Pressure Transducer/Accumulator . . . . 131
Figure 31 Electrical Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 66 Wheelspeed Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 Isolation Safety Valve and Selector Valve . . . . . . . . . . . . . . . . . 65 Figure 67 Brake Assy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 L/G Lever and Baulk Solenoid Logic . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Alternate Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 LGCIUs Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 Hydr.−Schematic Alternate Braking (with A/Skid) . . . . . . . . . . 139
Figure 35 Power Supply Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 70 Alt Braking (without Antiskid) . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
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Figure 71 Alt Brake Reservoir and Master Cylinder . . . . . . . . . . . . . . . . . 143
Figure 72 Dual Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 73 Alternate Antiskid Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 74 Brake Accus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 75 Triple Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 76 Emergency Shut-off-valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Figure 77 Parking Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 78 Parkbrake-System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 79 Park Brake Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 80 Parkbrake Hydraulic Components . . . . . . . . . . . . . . . . . . . . . . . 161
Figure 81 BSCU−Interfaces Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 82 BSCU−Interfaces Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Figure 83 Brake Temperature System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Figure 84 Brake Temperature Component Locations . . . . . . . . . . . . . . . . 169
Figure 85 BSCU Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
Figure 86 Norm Brake Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Figure 87 BSCU Channel Inhibit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Figure 88 Tire Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Figure 89 System Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Figure 90 TPIS Sensor and Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Figure 91 Trouble Shooting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Figure 92 Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
Figure 93 Input Speed Coefficient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Figure 94 Block Diagram Nose Wheel Steering (1) . . . . . . . . . . . . . . . . . . 189
Figure 95 Hydraulic Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
Figure 96 Actuators and Rotating Selector Valve . . . . . . . . . . . . . . . . . . . 193
Figure 97 Swivel Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
Figure 98 Towing Deactivation Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
Figure 99 Steering Angle Protection Indication (Cockpit) . . . . . . . . . . . . . 198
Figure 100 Angle Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
Figure 101 BSCU Interfaces (Inputs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Figure 102 BSCU Interfaces (Outputs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
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