AIRBUS TRAINING

@ 4330 LANDING GEAR 1.32.00 P 4

FLIGHT CREWOPERATING MANUAL CONTENTS SEQ 105 REV 19

32.00 CONTENTS

32.10 GEARS AND DOORS

—DESCRIPTION ... 1... ee 1
— LANDING GEAR SYSTEM INTERFACE ................. ]
—CONTROLS AND INDICATORS ..................... 11
— WARNINGS AND CAUTIONS ..................... 16

32.20 NOSEWHEEL STEERING

—DESCRIPTION ... 1... ee 1
—CONTROLS AND INDICATORS. ..................... 3
— WARNINGS AND CAUTIONS ...................... 5

32.30 BRAKES AND ANTI-SKID

—DESCRIPTION ... 1... ee 1
—CONTROLS AND INDICATORS. ..................... 8
— WARNINGS AND CAUTIONS ..................... 13

32.40 TYPE PRESSURE INDICATING SYSTEM

—DESCRIPTION ... 1... ee 1
—CONTROLS AND INDICATORS. ..................... 2
— WARNINGS AND CAUTIONS ...................... 3

32.50 ELECTRICAL SUPPLY

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G 1330
AIRBUS TRAINING
LANDING GEAR 1.3210 P17
ee aATING MANUAL GEARS AND DOORS SEQ 001 REV 04
| DESCRIPTION
GENERAL
The landing gear consists of :
— twoinboard retracting main gears
— a forward retracting nose gear
Gear doors enclose the landing gear bays. Gears and doors are electrically controlled and
hydraulically operated.
The doors whicharefitted to the landing struts are mechanically operated by the gear and
close at the end of gear retraction or extension.
All gear doors open during landing gear transit. The hydraulically operated doors close at
the end of each retraction and extension sequence.
Gears and doors actuation are electrically signalled by two Landing Gear Control and
Interface Units (LGCIUs).
The LGCIUs process gears and doors positions, sequencing control and gear lever
selection. They also provide landing gear information on ECAM, and ground/flight signals
for other aircraft systems.

MAIN GEAR

Each main gear is a four wheel, twin tandem bogie assembly having an oleopneumatic
shock absorber.
Each main wheel ts fitted with antiskid brake.
A shortening mechanism attached to the wing reduces main gear length by retracting the
shock absorber into the main leg during retraction.
An hydraulically operated pitch trimmer on each bogie beam damps the movement and
ensures return to normal position afterlift off.

NOSE GEAR

The two wheel nose gear comprises an oleopneumatic shock strut and a nose wheel
steering system. It retracts forwards into the fuselage.

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AIRBUS TRAINING
LANDING GEAR 1.32.10 P 2
%) A330
FLIGHT CREWOPERATING MANUAL GEARS AND DOORS SEQ 001 REV 03

SCHEMATICS

MAIN L/G
LOCK STAY xs
_>
—_ ~ a Lv no
vy
_ ts

© eo
a
Ce oy ~*~
ne
1, *
_ Lop “7
oo
—
z23
E22 =
pe ae \ _o
WASVA + : RETRACTION
wee e7 ACTUATOR
er 3

DOWNLOCK SPRINGS
_
SAFETY PIN

INBOARD

RETRACTION
ACTUATOR iw
Tr},

SHORTENING MECHANISM

LOCK STAY RETRACTED SHOCK

ACTUATOR ABSORBER

SHOCK ABSORBER
LOCK STAY

SIDE STAY MAIN LEG OLEO

TORQUE LINKS
GFC5-01-3210-002-A001AB

BOGIE PITCH
TRIMMER

7 BOGIE BEAM
BSS

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AIRBUS TRAINING
LANDING GEAR 1.32.10 P 3
%) A330
FLIGHT CREW OPERATING MANUAL
GEARS AND DOORS SEQ 001 REV 03

NOSE L/G

RETRACTION
ACTUATOR

STEERING
ACTUATOR
GFC5-01-3210-003-A001AB

SHOCK
ABSORBER

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AIRBUS TRAINING
LANDING GEAR 1.32.10 P 4
%) A330
FLIGHT CREW OPERATING MANUAL
GEARS AND DOORS SEQ 001 REV 16

GEAR AND DOOR OPERATION

NORMAL OPERATION

Landing gear normal operation is controlled by the lever located on the center instrument
panel.
Gear and door sequencing Is electrically-controlled by the LGCIUs. Each LGCIU controls one
complete gear cycle and switches over automatically at each landing gear retraction cycle,
or in case offailure.
All gears and doors are hydraulically-actuated by the green hydraulic system. Hydraulic
supply is automatically isolated by closing a safety valve above 280 knots. It is maintained
closed until the landing gear lever is moved to the DOWN position and the aircraft speed
decreases below 280 knots.
[FORINFO)
GREEN HYDRAULIC SUPPLY

ADR 1< 280KT- . SS PITCH

ADR 3< 280KT : TRIMMER

MLG ON GND "|| SAFETY

®W\ valve SYST 2 IDENTICAL
(ADR2 REPLACES
L/G LEVER DOWN BES
ADR1)

SELF MAINTAINED ane

CLOSURE
GRVTY EXT SW CUT OUT VALVE
| 2
PROXIMITY
DETECTORS—m| |GCI
L/G _— 1
LEVER —
V y

= DOOR GEAR
° SELECTOR SELECTOR
1 VALVE VALVE

c NOSE AND
" DOORS MAIN GEARS

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 AIRBUS TRAINING
@ 4330 LANDING GEAR 1.32.10 P 5
SINUTATOR
FLIGHT CREW OPERATING MANUAL
GEARS AND DOORS SEQ 001 REV 05

R LANDING GEAR INDICATION AND WARNING ARCHITECTURE

|
LL
oO

INDEPENDENT = LDG GEAR LIGHTS

SYSTEM
a + INDEPENDENT ON CENTER INSTRUMENT PANEL
DOWNLOCK
DOWNLOCK HS
PROXIMITY
SENSORS LOGIC
ON GEARS [L-————~—J
AND DOORS a
p|| UNLK
a
“4
“4
LL

SYS 1 Q
PROXIMITY
SENSORS -! LGCIU1
ON GEARS
AND DOORS MASTER
oe WARN

MASTER
CAUT

ECAM
_ WARNING
DISPLAY

= a
S “)
2 >
AS m) Y
2 _
SYS 2
S PROXIMITY
‘ SENSORS =) LGCIU2 >
t ON GEARS
1 AND DOORS

R Note: The landing gear position indications on center instrument panel are still provided
R by LGCIU 1 even when LGCIU 2 is controlling gear cycle.

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AIRB CS TRAINING
@ LANDING GEAR 1.32.10 P 6
A330
FLIGHT CREW OPERATING MANUAL
SIMULATOR GEARS AND DOORS SEQ 001 REV 03

GRAVITY EXTENSION

The gravity extension system is an electromechanical system controlled through two

selectors located on the center instrument panel. It permits the main and nose landing gear
extension in case of normal extension system failure.
Whenthe related electrical selector are set to DOWN :
— the landing gear hydraulic system is isolated from green hydraulic system
— the main landing gear and nose landing gear doors and gears electrically unlock
— main landing gear and nose landing gear extend by gravity
— locking springs assist the downlocking
— The main and nose landing gear doors remain open.
After a free fall extension, It is possible to restore normal operation provided the green
hydraulic pressure Is available.

—— ELECTRICAL LINK GREEN

_ MECHANICAL LINK HYDRAULIC SUPPLY
SEES HYDRAULIC LINK :
LDG GEAR
GRVTY EXTN
RESET ~
OFF SAFETY /:
VALVE vo

si a

UNLOCK al oy
UNLOCK . CLOSURE OUT
- VALVE
Y ! 3
FREE FALL |
ACTUATOR |
GFC5-01-3210-006-A00TAA

| | | | | |
| J J J J J

ae
| EE |
a:
| EE |
_H ee:fe
| EE |
GEAR DOOR GEAR GEAR DOOR
UPLOCK UPLOCK UPLOCK UPLOcK UPLOCK UPLOCK

NOSE L/G LEFT MAIN L/G RIGHT MAIN L/G

The indications given in the cockpit are the same as those for normal extension and
retraction.

Note: In case of landing gear gravity extension, the nose wheel steering is lost.

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AIRBUS TRAINING
@ 4330 LANDING GEAR 1.32.10 P 7

FLIGHT CREW OPERATING MANUAL

SINUTATOR GEARS AND DOORS SEQ 001 REV 03

LANDING GEAR SYSTEM INTERFACE

LGCIU

Two LGCIUs receive landing gear position information from the proximity detectors : landing
gear downlocked or uplocked, shock absorber compressed or extended, door open or
closed.
This information is sent by the LGCIU to other aircraft systems.
Proximity detectorfailures :
— electrical failure is detected by the LGCIU which signals the associated output to the
flight position (shock absorber not compressed or landing gear uplocked).
landing gear operation is then automatically controlled by the non affected LGCIU.
— mechanical failure is not detected by the LGCIU. The effect on the interfaced system
depends on which condition is incorrectly signalled.
In case of LGCIU electrical failure :
— The landing gear ts controlled by the remaining healthy LGCIU
— The outputs of the failed LGCIU are not forced to the safe (flight) position :
some users will see “flight” condition,
some other will see “ground” condition.

LANDING GEAR — AIRCRAFT SYSTEM INTERFACE

The two LGCIUs provide following discrete logic signals to various aircraft systems.
m- NOSE LANDING GEAR
= RIGHT HAND MAIN LANDING GEAR
LEFT HAND MAIN LANDING GEAR
ae MAIN LANDING GEAR (LEFT AND RIGHT)
N/R/S/L/S/M-G/F/D/C/ NC

SHOCK ABSORBER NOT COMPRESSED

GFC5-01-3210-007-A00TAA

SHOCK ABSORBER COMPRESSED

Benen,
_— LANDING GEAR DOWNLOCKED
Benen,
_— FLIGHT CONDITION : LANDING GEARCS)
ISCARE) NOT LOCKED DOWN OR THE
BOGIECS) ISCARE) IN FLIGHT POSITION
= GROUND CONDITION : LANDING GEAR(S)
ISCARE) LOCKED DOWN AND THE
BOGIE(S) ISCARE) IN GROUND POSITION

A semicolon (;) separates different signals send to the same system.

Two additional discretes are provided by the LGCIUs.
OP : Applicable LGCIU is signalled operative as long as system is supplied by power.
E : External power connected.

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@* LANDING GEAR 1.32.10 P 8

FLIGHT CREWOPERATING MANUAL GEARS AND DOORS SEQ 001 REV 03

SYSTEM LGCIU 1 LGCIU 2

OUTPUT OUTPUT
AIR COND Packs bay ventilation L-F R-G
Avionics equipment ventilation R-G L-G ; OP
Fwd and aft cargo compartment vent. R-F
Pressure control and monitoring R-G R-G
Pack control and indicating L/R-G
Cockpit and cabin temperature control R-G
FM FMGS N-C N-C
COMMUNICATIONS HF System L-F R-F
VHF System L-F L/R-F
Satellite communication R-F
Cockpit to ground crew call system N-NC
Audio management L-F
CVR N-C/NC
CIDS N-C/D; E N-C/D; E
Radio management L-F L/R-F
ELEC AC main generation N-C
AC emergency generation N-NC
ECMS N-C
DC essential normal generation switching N-NC
Battery DC generation N-C
GPCU N-C
Circuit breaker monitoring N-C
APU Control and monitoring L-G
APU generator (GCU) N-C
FIRE Engine fire and overheat protection L/R-G L/R-G
APU fire and cargo compartment overheat detector M-G M-G
Cargo compartment smoke detector N-C: —E N-C:—E
APU fire extinguishing M-G

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AIRBUS TRAINING
@ 4330 LANDING GEAR 1.32.10 P 9

FLIGHT CREWOPERATING MANUAL GEARS AND DOORS SEQ 001 REV 03

SYSTEM LGCIU 1 LGCIU 2

OUTPUT OUTPUT
FLT CTL Flaps control and monitoring M-G M-G
Slats control and monitoring M-G M-G
EFCS L/R-D ; N-C L/R-D ; N-C
FUEL APU fuel pump system M-G
FCMS L-D;N-C LD; N-C
HYD Green main hydraulic power M-G M-G
ICE Wing ice-protection M-F M-F
Probe ice-protection L/R-G: E L/R-G: E
N-C ; OP N-C ; OP
Windscreen anti-icing and defogging L/R-G L/R-G
EIS FWC - acquisition interface R-G L-G
SDAC- acquisition interface R-G L-G
DMC - acquisition interface R-G L-G
GEAR Normal extension and retraction R-G:E R-G: —E
Normal braking L/R-G : R-G ;
N-C/D N-D
Brake cooling L-D
LIGHTS Runway turn off lights N-D N-D
Taxi and take off lights N-D N-D
Logo lights M-G
Toilet system N-C

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AIRBUS TRAINING
@* LANDING GEAR 1.32.10 P 10

FLIGHT CREWOPERATING MANUAL GEARS AND DOORS SEQ 001 REV 03

SYSTEM LGCIU 1 LGCIU 2

OUTPUT OUTPUT
NAVIGATION sensors N-C
Altitude and airspeed standby data L-G
ILS L-F R-F
Weather radar system L-F R-F
Radio altimeter L-F L-F
TCAS L-G/D
GPWS L-D
DME L-F R-F
ATC/MODE $ L-G R-G
ADF L-F R-F
VOR/MARKER L-F R-F
MAIN CMS acquisition interface N-C: —E
Up and down data loading system R-G
DOOR Doors and escape slide control system N-C: —E N-C:—E
ENG FADEC L/R-G ; DP L/R-G ; DP
N-C N-C

The following systems get landing gear position selection data from the landing gear lever

SYSTEM L/G lever position

Refuel on DOWN
FCMS DOWN
Normal UP
Cabin emergency UP

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 AIRBUS TRAINING
@ 4330 LANDING GEAR 1.32.10 P 11

FLIGHT CREWOPERATING MANUAL GEARS AND DOORS SEQ 001 REV 05

CONTROLS AND INDICATORS

LDG GEAR INDICATOR PANEL

o

LDG GEAR
GFC5-01-3210-011-AO0OTAA

UNLK
7

UNLK UNLK
7 7

Connected to LGCIU 1 which receives signals from proximity detectors.

UNLK light : illuminates red if the landing gear is not locked in selected position.
V light : illuminates green if the landing gear is locked down.
Light off : Indicates gear Is retracted and locked up with landing gear lever selected
up.

Note; V lights on the LDG GEAR indicator panel light up as long as the LGCIU 1 Is
va

electrically supplied.

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AIRBUS TRAINING
LANDING GEAR 1.32.10 P 12
%) A330
FLIGHT CREW OPERATING MANUAL
GEARS AND DOORS SEQ 001 REV 03

LANDING GEAR SELECTOR LEVER

A twoposition selector lever provides electrical signals to the two LGCIUs which control
green hydraulic supply by means of selector valves.
On selection of UP or DOWN and provided the airspeed is below 280 kt :
— all landing gear doors open then,
— landing gears moveto the newselected position then,
— all doors close.

f \
UP

:
©
OQ DOWN

(1) VG LEVER
UP : The landing gear retraction is selected.
During gear door opening, main gear wheels are automatically braked by
the normal brake system. The nose gear wheels are braked by a brake
band in the gear well.
DOWN : The landing gear extension Is selected.
An interlock mechanism prevents unsafe retraction by locking the lever in
DOWN position when either :
— both main landing gear bogies are nottrailed (aircraft on ground) or,
— the nose landing gear shock absorber is not fully extended and the nose
wheels are not in the center position.
When the landing gear Is extended the system remains pressurized (if green
hydraulic pressure is available).

(2) RED ARROW

llluminates red if the landing gear is not downlocked in landing configuration associated
with a red ECAM warning. (Refer to WARNINGS AND CAUTIONS section).

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 AIRBUS TRAINING
@ 4330 LANDING GEAR 1.32.10 P 13

FLIGHT CREWOPERATING MANUAL GEARS AND DOORS SEQ 001 REV 03

R GRAVITY EXTENSION

COVER ————__»>

/LDG GEAR
GRVTY EXTN
RESET
SELECTOR
< GUARD OFF
= CIN OPEN
2 POSITION) DOWN
rm S12WU |

. SELECTOR
© GUARD
(IN CLOSED
us POSITION)

The landing gear gravity extension selectors are locked-toggle type switches. The selectors
are connected together with a link so that both are operated at the same time.
Whenthe link is disconnected each selector can be operated independently.

(1) LDG GEAR GRVTY EXTNsel

Each selector has three positions :

DOWN : The two motorised actuators are electrically powered to close the hydraulic
cut off valve and to disengage door and gear uplocks which permit the
nose and main gear to deploy by gravity and to automatically lock down.
OFF =: Normal position. Landing gear operation is controlled by the LGCIU and the
landing gear lever.
RESET : The actuators turn back to the initial position and automatically set the
system back to the normal extension and retraction mode.
The selectors are then set to off for normal operation.

Note: To select landing gear down both selector guards have to be open.

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120 LANDING GEAR 1.32.10 P14
FLIGHT CREWOPERATING MANUAL GEARS AND DOORS SEQ 001 REV 04

ECAM WHEEL PAGE

UP LOCK
WHEEL
(4) >L/G CTL N/W STRG
UP LOCK UP LOCK =e
wl W=—
~~ 2
fo™ fo™ oN c o™ 2)
°C Qo

a S NORM BRK . , oa
WT OR W2 I oanTr sep lS 4 Il
VY \ AUTO BRK \_’ VY
oN 5 o™ MED oN ° fo™N
< 560 “© 360 560 “© 360
: WS i Ro W6 I Ww? i Ro Weil

ETT
(1) Landing gear position indication

The landing gear positions are indicated by 2 triangles for each gear.
The left triangle is controlled by LGCIU 1, the right one by LGCIU 2.
— green triangle when LGCIU detects landing gear downlocked.
— red triangle when LGCIU detects landing gear in transit
— no signal when LGCIU detects landing gear uplocked
— amber crosses in case of LGCIU failure.

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AIRBUS TRAINING
1330 LANDING GEAR 1.32.10 P 15

SEQ 001 REV 03

e STIMULATOR
GEARS AND DOORS
FLIGHT CREW OPERATING MANUAL

(2) Landing gear door position indication

—O—__ — — Door locked up (green)
GFC5-01-3210-015-A001AA

ON —_ —Door in transit (amber)

| — — Door fully open (amber)

(3) UPLOCK indication

Appears amberassociated with an ECAM caution tf landing gear uplock is engaged when
landing gear is downlocked.

(4) L/G CTLindication

Appears amber with a 30 seconds time delay when position of any landing gear
disagrees with lever position. Associated ECAM caution Is triggered.

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a
%) A330 LANDING GEAR 1.32.10 P 16
FLIGHT CREWOPERATING MANUAL GEARS AND DOORS SEQ 001 REV 04

WARNINGS AND CAUTIONS

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E/WD : FAILURE TITLE AURAL MASTER SD

PAGE LOCAL FLT
PHASE
conditions WARNING LIGHT CALLED WARNINGS INHIB

GEAR NOT DOWNLOCKED ontpe

One or more gear(s) not downlocked and landing gear WHEEL GEAR 3, 4,5
selected down
panel
GEAR NOT DOWN
1) Landing gear not downlocked and radio height lower
than 750 ft and both engines not at TO power.
or . . MASTER
2) Landing gear not downlocked and radio height lower} CRC WARN RED
than 750 ft and flaps at 2, 3 or FULL ARROW 1 to 5
or NIL It on 8 to 10
3) Landing gear not downlocked and flaps at 2, 3 or LDG GEAR
FULL and both radio altimeters failed and both engines panel
not at TO power
NOTE:
In the cases 2 and 3 above, the aural warning can
only be cancelled by the emer canc pb.
DOORS NOT CLOSED weOdL ae
One or more gear door(s) not uplocked 8 9 10

GEAR NOT UPLOCKED ving 44

One or more gear(s) not uplocked and landing gear not WHEEL GEAR 7 to 10
selected down
panel
GEAR UPLOCK FAULT
One gear uplock engaged with corresponding gear 4,7,8
downlocked
RETRACTION
; FAULT SINGTE
CHIME MASTER
CAUT
Landing gear selected up and
- the bogie beam notin correct position or, 1, 3, 4,
- the pitch trimmer not in correct position or, NIL 7,8
- nose landing gear shock absorber not in correct NIL
position
LENGTHENING (L)(R) FAULT 345
landing gear downlocked but shortening mechanism ‘3!
has not locked in long position.
LGCIU 1 + 2 FAULT WHEEL 7

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Za...
%) A330 LANDING GEAR 1.32.10 P17
FLIGHT CREWOPERATING MANUAL GEARS AND DOORS SEQ 001 REV 03

E/AWD : FAILURE TITLE AURAL MASTER SD

PAGE LOCAL FLT
PHASE
conditions WARNING LIGHT CALLED WARNINGS INHIB
LGCIU 1 (2) FAULT
SYS DISAGREE
Disagree between
| .
landing gear or door positions
NIL NIL WHEEL oni 3%?
, 8
detected by the two LGCIUs

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AIRBUS TRAINING
LANDING GEAR 1.32.20 P 1
%) A330
FLIGHT CREW OPERATING MANUAL
NOSE WHEEL STEERING SEQ 205 REV 08

| DESCRIPTION
Nose wheel steering is provided by two actuators powered by the green hydraulic system
and electrically signalled by the Brake and Steering Control Unit (BSCU).
The BSCU has two independent channels. Only one Is active at a time while the other is
In standby.
To control the steering the BSCU receives inputs from the steering handwheels, the rudder
pedals and the autopilot.
The BSCU transforms the pilot orders into a nose wheel steering angle by controlling the
servo valve to provide the requested flow for the hydraulic actuators. The following
limitations apply :
NWS ANGLE NWS ANGLE
A jL
*6°- + 65°
GFC5-01-3220-001-A205AB

|
|
|
|
ht >
40 100 150 17 30 100
GRND SPD (KT) GRND SPD (KT)

ORDERS FROM RUDDER PEDALS ORDERS FROM HANDWHEELS

Control by the handwheel provides up to + 65° nose wheel steering angle. A lever on the
towing electrical box (on nose landing gear) enables the steering system to be deactivated
for towing purpose. A visual red warning on the overhead panelindicates to the crew that
an oversteer (+ 93°) has occured.
Pilots can disconnect rudder pedal orders to the BSCU through a pushbutton located on
each steering handwheel.
An internal cam mechanism returns the nose wheel to the centered position after takeoff.

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3RM for training only SIMI.1+UP3
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 1330
AIRBUS TRAINING
LANDING GEAR 1.32.20 P 3
Y SINTEATOR
FLIGHT CREW OPERATING MANUAL
NOSE WHEEL STEERING SEQ 105 REV 08

CONTROLS AND INDICATORS

RUDDER PEDALS

Rudder pedals provide nose wheel steering control below 100 kt. Control authority depends
on aircraft speed. The nose wheel steering angle Is a function of aircraft speed.

SIDE CONSOLES
GFC5-01-3220-003-A105AA

(1) STEERING HANDWHEELS

The steering handwheels control the nose wheel steering angle up to 65° in either
direction.

Note : Nose wheel steering is self centered for landing above 100 kt, and for takeoff
above 150 kt.

(2) RUDDER PEDALDISC pb

When maintained depressed the nose wheel steering control by the pedals its
disconnected.

CENTER INSTRUMENT PANEL

GFC5-01-3220-003-B105A4A

A/SKID &
N/W STRG
ON
aaa

(1) A/SKID and NW STRG sw

An ON/OFF switch activates or deactivates the Nose Wheel Steering and Anti-Skid
(Refer to BRAKES-ANTISKID section).

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AIRBUS TRAINING
LANDING GEAR 1.32.20 P 4
%) A330
FLIGHT CREW OPERATING MANUAL
NOSE WHEEL STEERING SEQ 100 REV 03

OVERHEAD PANEL
GFC5-01-3220-004-A100AA

NWS
TOWING

FAULT

PUSH TO RESET

NWS TOWING pb sw (guarded)

FAULT : illuminates red, on ground, when the nose wheel steering has exceeded 93°.
Associated with the illumination of the oversteer warning red light located on
the nose landing gear.
Extinguishes when depressed

ECAM WHEEL PAGE

pKAASS ADAAAYA UP LOCK

WHEEL yp 7
L/G CTL N/W STRG =«————_{1)
___ UP LOCK UP LOCK
wl | Ww
V—“——~™ ° rej, ro, o¢ rej,
360 °c 360 NORM BRK 560 560
GFC5-01-3220-004-B100AA

WTI RoW ppp sep OS Rn 4 i

ad ad AUTO BRK VA VA
om om MED ron —~
360 °C 360 360 °C 360
Wom Rk Wwé6u Wf? R wea
VA V4 \A4 V/

L | | J
(1) NW STRGindication

Appears amber in case of:

— nose wheel steering failure detected by the BSCU (associated with an ECAM caution)
— A/SKID & N/W STRG switch is at OFF
— failure of both BSCU channels (associated with ECAM caution).

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AIRBUS TRAINING
@ 4330 LANDING GEAR 1.32.20 P 5
SINTEATOR
FLIGHT CREW OPERATING MANUAL
NOSE WHEEL STEERING SEQ 001 REV 16

WARNINGS AND CAUTIONS

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E/WD:| FAILURE TITLE SD

AURAL |MASTER| ped. FLT
LOCAL pile
conditions WARNING] LIGHT carrey WARNING fae
N/W STRG FAULT SINGLE 3, 4,
detected by BSCU CHIME MASTER) WHEEL NIL 58

MEMO DISPLAY

If nose wheel steering switch Is in towing position, the message NW STRG DISC ts
displayed in green. It becomes amber if one engine Is running.

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AIRBUS TRAINING
LANDING GEAR 1.32.30 P 1
@) A330
SIMULATOR

FLIGHT CREW OPERATING MANUAL

BRAKES AND ANTISKID SEQ 001 REV 06

| DESCRIPTION
GENERAL

The main wheels are equipped with carbon multidisc brake which can be actuated byeither
of two independent brake systems.
The normal system uses green hydraulic pressure whilst the alternate system uses the blue
hydraulic system backed up by hydraulic accumulator.
An antiskid and autobrake system is also provided.

PIN PROGRAMMING
A/SKID &
MroveRk N/W STRG RATE OF AUTOBRAKE
MED MAX INITIATION
DECELERATION DELAY
== |

312VU
| BSCU
vow BSCU
we SELECTOR VALVE

. RSLS ww SERVO VALVE CNORMAL/ ALTERNATE)

'

L/G ~
CONTROL BRAKE SEALS
LEVER ~
DOWN
GREEN HYD. PRESS >
DISCRETE OUTPUTS
TO OTHER AIRCRAFT SYSTEM
NLG DOWNLOCKED
AND COMPRESSED we BRAKES HOT CAUTION
LGCIU 1/2
MLG R/L DOWNLOCKED AND |
we WHEEL (6 AND 7) SPEED > 70 KT
BOOGIES IN GND POS

REFERENCE SPEED —
ADIRU 1/2/3] >

= GND SPOILER EXT

S| FCPC 1/2/3 | > CHANNEL 1
L \ \ \ 2

9 BRAKE PRESS BRAKE WHEEL

oS NORM/ ALT TEMP SPEED

o SENSOR INPUT

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AIRBUS TRAINING
@ LANDING GEAR 1.32.30 P 2
A330
SINUTATOR
FLIGHT CREW OPERATING MANUAL
BRAKES AND ANTISKID SEQ 001 REV 03

Braking commands come either from the brake pedals (pilot action) or the autobrake
system (deceleration rate selected by the crew).
All braking functions (normal and alternate braking control, autobraking, antiskid control)
are controlled by a dual channel Brake and Steering Control Unit (BSCU).
The BSCU performs following secondary functions :
— it checks a residual pressure in the brakes
— it monitors the brake temperature
— it provides discrete wheel speed information to other aircraft systems
A change over between the two systems takes place at each DOWN landing lever selection
or in case one channel fails.
The main gear wheels are fitted with fusible plugs which protect against tire burst in the
event of overheat.
Main gear wheels are also equipped with brakes cooling fans which permit a high speed
cooling of brakes.<

ANTISKID SYSTEM

The antiskid system provides maximum braking efficiency by maintaining the wheels at the
limit of an impending skid.
At skid onset brake release orders are sent to the normal and to the alternate servovalves
as well as to the ECAM system which displays the released brakes.
Full braking performance is achieved only with brakes pedals at full deflection.
The antiskid system Is deactivated below 10 kt (ground speed).
An ON/OFF switch activates or deactivates the antiskid system and nose wheelsteering.

PRINCIPLE

The speed of each main gear wheel (given by a tachometer) is compared with the aircraft
speed (reference speed). When the speed of a wheel decreases below 0.88 time reference
speed, brake release orders are given to maintain the wheel slip at that value (best braking
efficiency).
In normal operation, the reference speed is determined by BSCU from the horizontal
acceleration from ADIRU 1 or ADIRU 2 or ADIRU 3.
In cases all ADIRU are failed, reference speed equals the maximum of either main landing
gear wheel speeds. Deceleration Is limited to a default value of 2.5 m/s? (8.2 ft/s?).

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120 LANDING GEAR 1.32.30 P 3
meing MANUAL BRAKES AND ANTISKID SEQ 001 REV 03

ANTISKID PRINCIPLE
INFO
0 AUTO/BRK

AIRCRAFT LONGITUDINAL AIRCRAFT SPEED

Li MED MAX

DECELERATION AFTER IMPACT DECEL

CADIRU) (WHEEL SPEED) ||_ON_|/|_oN oN
Yir - | Y prog

Va/C Vprog

@ HIGHEST VALUE p=

OFF le
AUTOBRAKE

V ref

c+ LL
RELEASE RELEASE
ORDER ORDER
IF WHEEL SPD OR
< 0.88 V ref
ee ee |

BLUE
HYD LLL AUTOMATIC “7
seem) SELECTOR bee
GREEN a
NORMAL | Y NORMAL
: SERVO Y SERVO
= VALVE || ALTERNATE |Z VALVE
| SERVO @<— :
VALVE [7 :
S
Y Coenears
z
: Y)
°n WreeT VY WHEEL
SPEED
SPEED

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 AIRBUS TRAINING
@ 4330 LANDING GEAR 1.32.30 P 4

BRAKES AND ANTISKID SEQ 001 REV 17

FLIGHT CREWOPERATING MANUAL

AUTOBRAKE

The aim of this system ts :

— To reduce the braking delay in the event of an accelerate-stop to improve performance.
— To establish and maintain a selected deceleration rate during landing, to improve comfort
and reduce crew workload.

SYSTEM ARMING

The crew may arm the system by pressing the LO, MED, or MAX pushbutton provided all
the following arming conditions are met:
— Green pressure available
— Anti-skid electrically powered
— No failure in the braking system.
— At least two PRIMs are available
— At least one ADIRU Is available

Note ; Autobrake may be armed with parking brake on.

SYSTEM ACTIVATION

Automatic braking activates by the ground spoiler extension command (Refer to 1.27.10).
In addition for MAX mode the nose landing gear compressed signal is required.
Consequently in the event of an acceleration stop, if the deceleration is initiated with the
speed below 72 kt, the automatic braking will not activate because the ground spoilers will
not be extended.

SYSTEM DEACTIVATION

The system deactivates:

va as

— when it Is disarmed (see below)

— when ground spoilers retract. In this case, it remains armed.

SYSTEM DISARMING

The system is disarmed by:

— Pressing the pushbutton, or
— Loss of one or more arming conditions, or
— Applying sufficient deflection to one brake pedal when autobrakeIs active in MAX, MED
—J

or LO mode.
— After take-off/touch and go.
—J

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AIRBUS TRAINING
@ LANDING GEAR 1.32.30 P 5
A330
STMULATOR
FLIGHT CREW OPERATING MANUAL
BRAKES AND ANTISKID SEQ 100 REV 10

OPERATION

These are four modes of operation :

— Normal braking.
— Alternate braking with antiskid.
— Alternate braking without antiskid.
— Parking brake.

NORMAL BRAKING

Antiskid is operative and autobrakeIs available.

Braking is normal when :
— green hydraulic pressure is available
— main landing gear in ground condition
— A/SKID and NAV STRG switch is ON
The control is electrically achieved through the BSCU :
— either via the pedals
— or automatically
- on ground by autobrake system
- In flight by setting the landing gear lever to the up position
Antiskid system is controlled by the BSCU via the normal servo valves.
No brake pressure indication is provided.

ALTERNATE BRAKING WITH ANTISKID

Autobrake is inoperative.
Active when green hydraulic pressure Is insufficient and provided :
— blue hydraulic pressure ts available
— A/SKID and NAV STRG switch is ON
— PARKING BRAKEis not ON

Note; Alternate braking is also active in flight when the landing gearis up.

The automatic switching between the green and blue system Is achieved by an automatic
hydraulic selector.
Control is achieved by the pedals through the auxiliary low hydraulic pressure distribution
line acting on the dual valves. The BSCU controls antiskid system via the alternate servo
valves.
The pressure delivered to the left and right brakes as well as the accumulator pressure are
indicated on a triple indicator located on the center instrument panel.

ALL
3RM fortraining only SIM1,1+UP3
AIRBUS TRAINING
LANDING GEAR 1.32.30 P 6
%) A330
FLIGHT CREW OPERATING MANUAL
BRAKES AND ANTISKID SEQ 100 REV 08

ALTERNATE BRAKING WITHOUT ANTISKID

Autobrake and antiskid are inoperative.

The antiskid system Is deactivated :
— electrically (A/SKID and NAW STRG switch OFF or power supply failure or BSCU failure)
— or hydraulically (B + G system low pressure, the brakes are supplied by the brake
accumulator only).
Control is achieved by the pedals (acting on the dual valves).
Alternate servo valves are fully open.
Brake pressure has to be limited by the pilot by refering to the triple indicator to avoid
wheel locking.
The accumulators are dimensioned to supply at least seven full brakes applications.

PARKING BRAKE

Brakes are supplied by blue hydraulic system or accumulator pressure via the dual shuttle
valve. Alternate servo valves are open allowing full pressure application.
The accumulator maintains the parking pressure for at least 12 hours.
If the parking is activated and no blue hydraulic or accumulator brake pressure Is available,
then the normal braking system can be applied via the brake pedals.
Blue accumulators can be pressurized by pressing the blue electrical pump switch.
Brake pressure indications are available on the triple indicator

ALL
3RM for training only SIMI.1+UP3
AIRBUS TRAINING
@ LANDING GEAR 1.32.30 P 7
STIMULATOR

FLIGHT CREW OPERATING MANUAL

BRAKES AND ANTISKIDB SEQ 001 REV 03

BRAKING SCHEMATIC
AUXILIARY LO PR DISTRIBUTION LINE
9 AUTO/BRK
WUTO/BRK| A/SKID
A/sKaD&& Peer
EY
|TO OTHER
| DUAL
Ce ec PEDALS | VALVE
@)
|
ACCUMULATORS

GREEN |!

NORMAL SELECTOR|
VALVE ;
—————————____|-

VV Y CONTROL VALVE
__PARKING BRAKE
AUTOMATIC i ee

SELECTOR | caeeenfOTEEET| To OTHER GEAR

BSCU " Lew ewe

A DUAL Se ee ee ec

| VALVE
TO OTHER -.--.) DUAL SHUTTLE

pO EEL S
7 Or cor cor ee TO OTHER

:
o NORMAL SERVO |
= VALVE @f ALTERNATE
S SERVO VALVE

:
°
7
A
st
ee ns TO ECAM

m ‘ PE uh .—e TO
5 OPPOSITE
‘ WHEEL

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AIRBUS TRAINING
@ 4330 LANDING GEAR 1.32.30 P 8

FLIGHT CREW OPERATING MANUAL

SINUTATOR BRAKES AND ANTISKID SEQ 100 REV 06

CONTROLS AND INDICATORS

CENTER INSTRUMENT PANEL

A/SKID &
GFC5-01-3230-008-A 100484

N/W STRG

Of4 2©
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So
(1) A/SKID and NW STRG switch
ON : — If green hydraulic pressure available, antiskid and nose wheel steering are
available.
— If green hydraulic pressure lost
- Blue hydraulic pressure takes over automatically to supply the brakes
- Antiskid remains available
- Nose wheel steering is lost
- Brake blue pressure ts displayed on the triple indicator
OFF : — Blue hydraulic supplies the brakes.
- Antiskid is deactivated. Brake pressure has to be limited by the pilot by
refering to the triple indicator to avoid wheel locking
- Nose wheel steering is lost
- Differential braking remains available by pedals
- Brake blue pressure Is displayed on the triple indicator.
GFC5-01-3230-008-B100AA

(2) BRAKE and ACCU PRESSindicator

ACCU PRESS indication : — green band : allowed pressure area in the brake
accumulators. Provides full pressure to
the brakes.
— amber band : forbidden pressure area. Necessitates a
repressurization of the accumulators.
BRAKEpressure indication : Indicates blue pressure delivered to left and right brakes
measured upstream of the alternate servovalves.
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 AIRBUS TRAINING
; 1330 LANDING GEAR 1.32.30 P 9

FLIGHT CREW OPERATING MANUAL

STIMULATOR
BRAKES AND ANTISKIDB SEQ 001 REV 03

AUTO/BRK
GFC5-01-3230-G009-AQO1AA

pe
Lo MED MAX

@)
(3) MAX, MED, LO pb sw (springloaded)

The pb controls the arming of the required deceleration rate.

— MAX mode Is normally selected for take off.
In the event of an aborted take off, maximum pressure Is sent to the brakes as soon
as ground spoiler deployment order is present.
— MED or LO mode is normally selected for landing.
- When LO is selected, progressive pressure is sent to the brakes starting 1 second
after ground spoiler deployment order to provide a 1.8 m/s? (5.9 ft/s?) deceleration.
- When MED Is selected, progressive pressure Is sent to the brakes starting at ground
spoiler deployment order to provide a 3 m/s2 (9.8 ft/s?) deceleration.
ON : The ON light illuminates blue to indicate positive arming.
The DECEL light illuminates green only if the autobrake function is active and
Nn ss

when actual aircraft deceleration corresponds to predetermined rate. (In LO or

MED : 80% of the selected rate ; in MAX : 2.65 m/s2 (8.7 ft/s?)). This occurs
approximately 8 (5) seconds after activation for LO (MED) using brakes alone.
Predetermined rates could be achieved also by reversers alone or a
combination of both reversers and brakes.

Note ; On slippery runway, the predetermined deceleration may not be reached

due to antiskid operation. In this case DECEL light will not illuminate.
This does not mean that autobrake is not working.

Off : The corresponding autobrake mode is deactivated.

ALL
3RM fortraining only SIM1,1+UP3
 AIRBUS TRAINING
@ LANDING GEAR 1.32.30 P 10
A330
FLIGHT CREW OPERATING MANUAL
eeeen BRAKES AND ANTISKID SEQ 100 REV 15
GFC5-01-3230-010-A100AA

BRK FAN
HOT | a

(4) BRK FAN pushbutton <

ON : The brake fans run, provided the main landing gear is downlocked.
The ON legend comes on blue.
Off : The brake fans stop.
HOT It : Comes on amber, along with the associated ECAM caution, when one brake
temperature exceeds 300°C.

PEDESTAL

OFF PARK BRK 117VU

QD D
GQ) .
GFC5-01-3236-010-B1GO0AA

N
[ PULL & TURN |
QD OD

(1) PARK BRK handle

Pull the handle, then turn it clockwise to apply the parking brake.
R The «PARK BRK» message Is displayed on the ECAM memo page.
CAUTION
As long as the handle is not in the «ON» position, the parking brake Is not applied.

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 120 LANDING GEAR 1.32.30 P11
mnng MANUAL BRAKES AND ANTISKID SEQ 001 REV 04
R ECAM WHEEL PAGE

(— AAA AAA AAS AAA >

WHEEL gy7UP LOCK

L/G CTL N/W STRG

__ UP LOCK UP LOCK _

wy | | Ww
ron ron rom "om
(6)—» 380 °c 360 _ 360 °C 360 G)
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Nw, \Y AUTO BRK A Wy Ny,
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1 \ /

(1) NORM BRK indication

Appears in amber in case of :

— normal braking Is failed
— A/SKID & N/W STRG switch ts at OFF (associated with ECAM caution)
— both BSCU channels are failed (associated with ECAM caution).

(2) ANTI-SKID indication

Appears amber associated with an ECAM caution in case of total BSCU failure or when
the A/SKID and N/W STRG switch Is OFF or in case of anti-skid failure detected by the
BSCU or in flight with at least one engine running when green and blue systems are
failed.

(3) AUTO BRK indication

Displayed : — green when autobrake is armed

— amber associated with an ECAM caution in case of autobrake system
failure or failure of both BSCU channels.
MAX, MED or LO indicates the selected rate (green). Not displayed when autobrake ts
faulty.

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 AIRBUS TRAINING
@ 4330 LANDING GEAR 1.32.30 P 12
SINUTATOR
FLIGHT CREW OPERATING MANUAL
BRAKES AND ANTISKID SEQ 001 REV 12

(4) Wheel numberidentification

It is in white.

(5) Ill indications

It appears in green when :

Nn snst ass a

— In flight, the landing gear is extended and the antiskid is valid, or

— On ground, when antiskid is activated and the brakes are released.
It appears in amber in case of:
— Residual pressure, or
— Brake release fault
The R (Release) indication is always in white.

(6) Brake temperature indications

— It is normally green (minimum indication 0°C).

— A green arc appears on the hottest wheel, when one brake temperature exceeds
100°C.
— The amber light, and associated ECAM caution, come on when the corresponding
brake temperature exceeds 300°C.
In addition, on the hottest wheel, the arc becomes amber.

Note; Below 100°C, the indicated brake temperature may be below the actual brake
temperature. This difference can reach 25°C with an actual brake temperature of
30°C, and it decreases when the temperature increases.

ALL
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a...
%) A330 LANDING GEAR 1.3230 P13
ANG MANUAL BRAKES AND ANTISKID SEQ 210 REV 15

WARNINGS AND CAUTIONS

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EOD:es
FAILURE TITLE AURAL MASTER| 22
PAGE
LOCAL it
PHASE
conditions WARNING LIGHT CALLED WARNING INHIB
CONFIG PARK BRK ON
Parking brake is ON, when thrust levers are set to the CRC NMRA NIL NIL 5 40
TO, or FLX TO power position.
PARK BRK LO PR 3 to 8
BRAKES HOT BRK FAN A 8
One brake temperature is higher than 300°C. HOT It<l '
AUTO BRK FAULT 3.45
Failure of autobrake when armed. co
A/SKID FAULT 4,5
A/SKID NWS OFF 3.45
Switch at the OFF position. SINGLE MASTER WHEEL a
RELEASED CHIME CAUT 1,4, 5
One release signal is not present, when the landing "10
gear is down locked and at least one engine running. NIL
RESIDUAL BRAKING (on ground) 1,
Brake pressure of at least one wheel above 15 bars 4 to 8,
with the pedals released. 10
HYD SEL VALVE 3 4
Failure or brake normal selector valve in the open 5 8
position. NIL ,
BSCU CH 1(2) FAULT NIL NIL 3, 4, 5,
One BSCU channel is failed. 7, 8

MEMO DISPLAY

— |f the parking brake Is on, the PARK BRK message Is displayed :

- In green, in flight phases 1, 2, 9, and 10.
- In amber, in other flight phases.
— The BRK FAN memo ts displayed in green, if the BRK FAN pushbutton is ON.<

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3RM for training only SIMI.1+UP3
 am LANDING GEAR 1.32.50 P 1
%) A330
MAIOMANUAL ELECTRICAL SUPPLY SEQ 001 REV 13

BUS EQUIPMENT LIST

R
NORM EMER ELEC
AC DC DC
par ACESS DC ESS HOT

LGCIU 1 LAND
REC
LGCIU 2 DC?
YEARS SAFETY VALVE DC1/DC2
GRVTY EXT SYS 1 HOT 1
GRVTY EXT SYS 2 HOT 2
LDG GEAR INDICATOR PANEL X
SHED
BSCU CHANNEL 1 (LAND
REC)
BSCU CHANNEL 2 DC?
BRAKES PARK BRK CTL GND/
FLT HOT 1
BRK FAN CTL DC?
COOLING FANS WHEEL 1, 2,3 ACD

COOLING FANS WHEEL 5, 6, 7,] apy

8<j
TIRE TIRE PRESS INDICATING "
PRESS UNIT<4

ALL .
3RM fortraining only SIM1,1+UP3