Ata 35

Training Manual
BOEING 767--300
LANDING GEAR
ATA 32
ATA Spec. 104 Level 3

For training purpose and internal use only.
Copyright by Technical Training LATAM S.A.
All rights reserved. No parts of this training manual may
be sold or reproduced in any form without permission of:
Technical Training LATAM S.A.
Aeropuerto Int. C.A.M.B., Clasificador 74
Cesar Lavin Toro 2198, Base Mtto.

Edif. Mario Bontempi 3er. piso,
Comuna: Pudahuel.
Santiago -- Chile
Tel. +56 (0)2 601 99 11

Fax +56 (0)2 601 99 24
LANDING GEAR SYSTEM BOEING - 767 / 300
GENERAL ALL
32 - 00
ATA -- 32 LANDING GEAR

For Training Purposes Only
SCL/ TTL / AGS / REV00 / May2015 Page: 1

GENERAL ALL
32 - 00
LANDING GEAR STRUCTURE
The main gear has standard air--oil struts for shock absorption and to support
the airplane.
Center system hydraulic pressure is used to operate the landing gear and each
main gear door.
The main gear are hydraulically tilted 17 degrees forward when the weight of
the aircraft is removed.
Tilt allows the main gear to enter the wheel well and also provides air/ground
sensing.
The main gear are locked up by the main gear door linkage and locked down
by over center locking of two braces.
Each gear has four wheels and brakes on a dual axle truck.
An electric actuator mechanically unlocks the main gear doors to allow the
gear to free fall during alternate extension.
Nose Gear
The nose gear strut is also a standard air--oil strut used to absorb landing
shock and to support the aircraft.
The nose gear strut is operated hydraulically and the doors are mechanically
operated by strut movement.
One over center lock link locks the nose gear in both the retracted and the ex-
tended position.
Hydraulic nose gear steering is provided for ground manuvering.
The electric alternate extend actuator mechanically unlocks the lock link to
allow the nose gear to free fall during alternate extension.

GENERAL ALL
32 - 00
Figure 1 Landing Gear

GENERAL ALL
32 - 00
LANDING GEAR CONTROLS AND INDICATIONS
Extension and Retraction Nose Wheel Steering
A three--position (UP, 0FF, DN) landing gear lever, located on the P3--1 panel A steering tiller, located on the P13 captain’s auxiliary panel, provides control
controls hydraulic extension and retraction. (and indication) for 65 degrees left or right nose gear steering.
A lock solenoid in the landing gear lever prevents moving the lever to the UP A total of 7--1/2 degrees of gear steering is available using the rudder pedal
position until air mode is sensed. steering.
A lock override button is also provided. A guarded alternate extend switch
controls one electric motor which unlocks the main gear doors and the nose
gear lock link to allow free fall extension.
Position indicators above the landing gear lever include three green gear down
and locked lights, a amber gear door open light, and an amber gear
disagreement light.
Brakes Antiskid, and Autobrakes
Eight hydraulic brake assemblies are operated by either the captains or first
officer brake pedals.
The autobrake system is controlled by a rotary selector switch on the P3--1
panel.
The amber AUTOBRAKES light above the switch indicates an autobrake
disarm condition.
Normal brake pressure is indicated by a gauge on the P3--1 panel.
Parking brakes are set by depressing both brake pedals and pulling a handle
of the P--10 quadrant stand.
Parking brake operation is indicated by an amber PARK BRAKE light forward
of the handle.
The reserve brakes and steering switch on the P1--3 panel is used to isolate
one center hydraulic system alternating current motor pump and reserve a
supply of hydraulic fluid for brakes and nose gear steering.
The amber BRAKE SOURCE light on the P1--3 panel indicates a loss of both
normal and alternate hydraulic brake sources.

An amber ANTISKID light on the P--5 panel indicates antiskid faults.
A BRAKE TEMP light provides indication for overheated brake conditions.
All amber lights have an associated EICAS message.

GENERAL ALL
32 - 00
Figure 2 Landing Gear Control and Indications

GENERAL ALL
32 - 00
NOTES :

MAIN GEARS ALL

32 - 00
MAIN LANDING GEARS

SCL / TTL / AGS / REV00 / May2015 Page: 7

MAIN GEARS ALL

32 - 00
MAIN LANDING GEAR
Shock Strut
The main landing gear shock strut is trunnion mounted between the wing
rear spar and the landing gear support beam and is hydraulically operated
by a retract actuator.
The shock strut is serviced by an air charging valve and an oil charging valve.
Torsion links connect the inner and outer shock strut cylinders to prevent inner
strut rotation.
Trucks
Two axles on each truck mount dual wheels and brakes.
Brake equalizing rods connect the bearing mounted brakes to the inner strut.
An axle jacking point and a tow fitting are located fore and aft on each truck.
A up lock fitting on the outboard side of the inner shock strut rests on the door
linkage when the gear is up and locked.
The door is held closed by an uplock hook.
A truck positioner, mounted between the aft side of the inner cylinder and
the aft end of the bogie beam, tilts the truck forward.
Drag Brace and Side Brace

The drag and side brace absorb side and rear loads and lock the gear in the
down position.
Hydraulic actuators and lock springs provide overcenter locking of the drag
brace jury strut and side brace lock link.

MAIN GEARS ALL

32 - 00
Figure 1 Main Landing Gear

MAIN GEARS ALL

32 - 00
MAIN LANDING GEAR OPERATION
Landing gear hydraulic operation involves a series of valve actions.
A simplified description of their operation is outlined below.
Landing Gear Retraction
The landing gear lever moves the main gear selector valve to the UP position.
Hydraulic pressure flows through the gear operated sequence valve to the
door latch actuator.
The door latch actuator opens the door uplock hook and then ports OPEN
pressure to the main gear door actuator.
Door opening causes the door operated sequence valve to open and allow UP
pressure to the main gear retract actuator.
Gear retraction moves the gear operated sequence valve to the TRANSIT, then
UP position.
The UP position of the valve ports pressure to close the door.
Initial gear UP pressure causes the lock actuators to unlock the side and drag
brace actuators and the truck positioner to tilt the truck.
Landing Gear Extension
Landing gear extension is the reverse of retraction except that initial DOWN
pressure causes the transfer cylinder to momentarily retract the landing gear
while the uplock hook opens.
The lock actuators are pressurized to lock the side and drag braces.
The truck positioner is pressurized to tilt the truck.
Door Safety Valve and Lock Out Actuator

The door safety valve is opened and closed by either the alternate extend
system or the ground door release lever.
When the valve is closed, pressure cannot close the door.
The lock out actuator hydraulically releases a mechanical lock on the

ground door release lever.
The lock prevents the lever from being placed in the close position without
center system hydraulic pressure.

MAIN GEARS ALL

32 - 00
Figure 2 Main Gear Hydraulic Schematic Simplified

MAIN GEARS ALL

32 - 00
LANDING GEAR LEVER MODULE
General
The landing gear lever is connected by cables to the landing gear selector
valves in the right wheel well.
Operation
The handle is held in the UP, DOWN, or OFF detent by a spring.
The lever must be pulled out before it can be moved.
Lever movement rotates the cable quadrant and repositions both landing gear
selector valves.
There are two switches in each lever position.
When the lever is in the DOWN detent it activates two switches to provide input
for landing gear position logic, tail skid control, and the antiskid system.
The UP and 0FF detent switches are not used on the 767.
A lock solenoid prevents the landing gear lever from being moved to the UP
position while the aircraft is on the ground.
When the aircraft is in the air the solenoid is energized to unlock the lock.
Pushing the lock override will manually unlock the lock.

MAIN GEARS ALL

32 - 00
Figure 3 Landing Gear Lever Module

MAIN GEARS ALL

32 - 00
LANDING GEAR SELECTOR VALVES
General
There are two landing gear selector valves, one for both main gears and one
for the nose gear.
They are positioned by a cable system connected to the landing gear lever.
Operation
Both valves have three internal positions corresponding to the landing gear
lever positions.
In the DN or UP position the pressure and return ports are exchanged to allow
for gear extension and retraction.
The OFF position removes hydraulic pressure from landing gear system.
Location and Access

Both valves are located in the top of the right wheel well.
The selector valve quadrant is located between the passenger compartment
floor and the wheel well pressure deck.

MAIN GEARS ALL

32 - 00
Figure 4 Landing Gear Selector Valves

MAIN GEARS ALL

32 - 00
GEAR-- OPERATED SEQUENCE VALVE
General
The gear--operated sequence valve sequences the main gear door
to open and close while the gear is extended / retracted.
OperatIon
As the gear travels, rotation of the drag brace spindle drives a cam
which moves the valve.
The valve has three positions, UP, TRANSIT, and DN corresponding to the
position of the gear; the UP and DN positions sequencing the door operation
and the TRANSIT position ensuring that the door will not be closed.
Location and Access
There are two valves, one for each main gear, located just outboard of
the forward end of each wheel well, inside the wing.
Access to the valves is through the main gear wheel wells.

MAIN GEARS ALL

32 - 00
Figure 5 Gear Operated Sequence Valve

MAIN GEARS ALL

32 - 00
DOOR LATCH ACTUATOR
General
The door latch actuator hydraulically unlocks the main gear door uplock hook.
Operation
The actuator piston extends to push open the uplock hook and unlock the main
gear door.
Once the piston has extended, pressure flows through the actuator to the door
actuator and the door opens.
Pressure is removed from the actuator during door closing and the uplock hook
and actuator are reset by springs.
A restrictor check valve in the latch actuator return port slows hook movement
to reduce wear and noise.
Location and Access
Each main gear door has a latch actuator located in the uplock mechanism
housing outboard in each wheel well.
A cover panel on the forward side of the housing must be removed to access
the door latch actuator.

MAIN GEARS ALL

32 - 00
Figure 6 Door Latch Actuator

MAIN GEARS ALL

32 - 00
MAIN LANDING GEAR DOOR A ground safety pin may be inserted in the door linkage to prevent door
closure.
General
The main landing gear door provides wheel well aerodynamic seal and
supports the weight of the retracted main gear when the landing gear
system is depressurized.
The main gear door is constructed of kevlar graphite composite with an
aluminum center hinge beam.
The beam supports the uplock roller and door actuator reaction forces.
The door is supported by an aft hinge from the aft bulkhead and by a forward
hinge from the keel beam.
A door actuator hydraulically operates the main gear door through a
mechanical linkage.
The actuator extends to close and retracts to open the door.
Operation
Door opening and closing is sequenced by movement of the main gear.
As the gear retracts, it contacts the gear upstop structure.
When the door closes the gear support folds under and locks the main gear.
The door is held closed by the door uplock hook.

When the landing gear system is depressurized the weight of the gear rests
upon the gear support.
Skid bars protect the wheel well components from inadvertent until of the
landing gear.
Alternate Extension
During alternate extension, the uplock hook is released mechanically and
the weight of the gear pushes the door open.
The mechanical release mechanism also closes the door safety valve to
prevent door closure.

Ground Door Release
The ground door release lever is connected by cables to the main gear
alternate release mechanism.
Operating the lever will unlock the door uplock hook and close the door safety
valve.

MAIN GEARS ALL

32 - 00
Figure 7 Main Landing Gear Door

MAIN GEARS ALL

32 - 00
MAIN LANDING GEAR WING DOORS
General
The main landing gear wing doors are positioned by gear movement to provide
aerodynamic seal with the gear retracted.
Shock Strut Door

The shock strut door is mounted directly to the shock strut outer cylinder by
five attach fittings.
Three offset fittings are adjustable rods for door rigging.
Trunnion Door
The trunnion door is hinged to the wing and linked to the strut trunnion.
A single adjustable rod is used for door rigging.
Drag Brace Door

The drag brace door is hinged to the wing and linked to the drag brace.
An adjustable link between the door and the drag brace is used for door
rigging.
Pop Up Door
When the retract actuator goes through the arc of its stroke, either extending
or retracting, the top of the arc passes above the wing skin surface.
A washer on the rod end of the actuator contacts a rub strip on the spring--
loaded pop up door moving it up roughly one--half inch.
The retract actuator rod end never contacts the pop--up door surface, but rides
in a channel in the pop--up door.
A torque tube on the forward end of the pop--up door is spring--loaded to
provide 180 foot/pound preload on the door.

MAIN GEARS ALL

32 - 00
Figure 8 Main landing Gear Wing Doors - 1

MAIN GEARS ALL

32 - 00
NOTES :

MAIN GEARS ALL

32 - 00
Figure 9 Main Gear Wing Doors - 2

MAIN GEARS ALL

32 - 00
DOOR ACTUATOR
General
The door actuator hydraulically opens and closes the main gear door.
Operation
The actuator works through a bell crank and linkage to extend for door closing
and retract for door opening.
Internal hydraulic snubbing in the actuator slows the initial and final phases of
door movement.
Location and Access

Each main gear door has a hydraulic door actuator located inboard in the wheel
well.
The actuator end is mounted to structure on the keel beam and the rod end is
mounted to the door linkage.
Maintenance Practices
There is a door safety pin, inserted in the door actuator structure, to prevent
door closure when the door is opened for ground maintenance.

MAIN GEARS ALL

32 - 00
Figure 10 Door Actuator

MAIN GEARS ALL

32 - 00
DOOR - OPERATED SEQUENCE VALVE
General
The door operated sequence valve ensures that the main gear does not retract
before the door is fully open.
Operation
The valve is mechanically operated by a control rod from the aft door hinge.
In the event of control rod failure, a spring rod will position the valve to the door
close position to prevent gear retraction.
Location and Access

There is a door operated sequence valve attached to the lower inboard side of
aft bulkhead of each main gear wheel well.
The valve is accessible with the main gear door open.

MAIN GEARS ALL

32 - 00
Figure 11 Door Operated Sequence Valve

MAIN GEARS ALL

32 - 00
MAIN GEAR RETRACT ACTUATOR AND TRANSFER CYLINDER
Main Gear Retract Actuator Location and Access
The main gear retract actuator hydraulically extends and retracts the main There are two transfer cylinders, one for each main gear, located aft of the
landing gear. landing gear beam and clamped to a wing stringer.
Access to the transfer cylinder is by removing a skin access panel.
Operation
The actuator is snubbed internally to slow the initial and final stages of its 23.9
inch stroke.
Internally the head end of the actuator is always ported to system return Hydraulic Fuses
pressure.
Two fuses for each main landing gear protect against loss of center hydraulic
Gear retract pressure will act on the rod end of the actuator and gear extend system fluid if damage should occur to up and down pressure lines to truck
pressure will act through the feed tube on the smaller area inside the actuator positioner, side and drag brace actuators or the actuators themselves.
rod.
Location and Access
Each main gear has a retract actuator with the rod end attached to the shock
strut trunnion arm and the actuator end mounted to structural attach point on
the wing rear spar.
Wing panels above the actuator are removable to facilitate removal and
installation of the actuator.
Actuator weight is 153 pounds.
Transfer Cylinder
The transfer cylinder causes the weight of the gear to be lifted off the main
gear doors prior to gear extension.
Operation
The transfer cylinder acts like an open ended accumulator plumbed in parallel
with the retract actuator.
Gear extend pressure causes the transfer cylinder sliding piston to momentarily
create retract pressure in the retract actuator to lift the gear weight off the main
gear door until the door latch is unlocked.
Gear retract pressure will recycle the transfer cylinder, preparing it for the next
gear extension sequence.

MAIN GEARS ALL

32 - 00
Figure 12 Main Gear Retract Actuator and Transfer Cylinder

MAIN GEARS ALL

32 - 00
MAIN GEAR LOCK ACTUATORS
General
The main gear lock actuators hydraulically lock and unlock the side brace and
drag brace in the gear down position.
Side Brace Lock Actuator

Each main gear side brace lock link has a hydraulic actuator to lock and unlock
the overcenter locking of the lock link.
The actuator rod end is attached to the lock link and the actuator end is
attached to the shock strut.
For gear retraction, the actuator is pressurized to retract to overcome two lock
springs, that are in tension holding the lock links in the overcentered condition.
For gear extension, the actuator is pressurize to extend to aid the lock springs
in forcing overcenter locking of the lock link.
The lock springs are contained in a sliding cartridge to keep a compressive
load on the springs.
A down lock pin is inserted in the apex of the lock link for ground safety.
Drag Brace Strut Actuator

Each main gear drag brace jury strut has a hydraulic actuator to lock and
unlock the overcenter locking of the jury strut.
The actuator rod end, attached to the jury strut and the actuator end is
attached to the shock strut.
For gear retraction, the actuator is pressurized to retract to overcome the two
jury strut springs and break the overcenter locking.
For gear extension, the actuator is pressurized to extend to aid the lock springs
in forcing overcenter locking of the jury strut.
A down lock pin is inserted in the apex of the jury strut for ground safety

MAIN GEARS ALL

32 - 00
Figure 13 Main Gear Lock Actuator

MAIN GEARS ALL

32 - 00
TRUCK POSITIONER
General
The truck tilt positioner actuator functions to provide proper tilt of the gear for
entry into the wheel well and operate proximity switches for the air / ground
sensing system.
A floating piston assembly is utilized to provide a normal tilt of 17.6 degrees
and a maximum tilt of 27 degrees for over--rotation. (A worst case situation of
airplane rotation with the front tires deflated).
Operation
Either retract or extend pressure on the truck positioner will cause a forward
tilt of the gear assembly.
Pressure between the floating piston and rod assembly forces them apart and
locks them in the proper length for a 17.60 truck tilt.
As the truck is leveled by airplane weight the rod assembly is forced to extend,
over--pressuring the relief valve.
If an Internal failure causes separation of the floating piston and rod assembly
the extending rod assembly will engage and open the poppet valve allowing
fluid to vent until the hydraulic fuse (120 cu in) sets in either the gear retract or
extend line.
If this occurred with the gear retracted the impact of the gear against the skid
bars is thus reduced to prevent deformation of the skid bars and tires and
insuring the gear does not jam in the wheel well.
Location and Access

Each truck positioner actuator end is attached to a forging on the aft side of
the shock strut inner cylinder.
The rod end is attached to a forging on the bogie beam.
For tire change, there are jacking pads fore and aft on the underside of the
bogie beam.
Forward axle jacking will cause extension of the truck positioner rod which will
allow a jacking angle, sufficient to service the forward tires.
Aft axle jacking will cause retraction of the truck positioner which will allow a
jacking angle, sufficient to service the aft tires.

MAIN GEARS ALL

32 - 00
Figure 14 Truck Positioner

MAIN GEARS ALL

32 - 00
MAIN LANDING GEAR EXTENSION AND RETRACTION
Retraction Door Safety Valve and Lock Out Actuator
Landing gear control lever to UP moves main gear selector valve to the UP The door safety valve is positioned by either the alternate extend system or
position. the ground door release lever.
Landing gear UP pressure unlocks the side and drag brace lock actuators and When the valve is closed pressure to the door actuator is blocked and both
pressurizes the truck positioner. actuator ports are opened to return.
Pressure flows through the DOWN position of the gear operated sequence The lock out actuator hydraulically releases a mechanical lock in the ground
valve to extend the door latch actuator and unlock the door uplock hook. door release lever system.
Extension of the door latch actuator ports pressure to the main gear door
actuator.
Door opening moves the door operated sequence valve to the open position.
Pressure flows through the door operated sequence valve to retract the main
gear.
Main gear retraction moves the gear operated sequence valve to the TRANSIT,
then UP position.
The TRANSIT position keeps the door open, and the UP position removes
pressure from the door latch actuator and directs pressure to CLOSE the door.
Door closing closes the door operated sequence valve .
After gear is UP, the landing gear lever is placed in the 0FF position.
The system is depressurized, and all ports are connected to return.
Extension
Landing gear control lever to DOWN moves main gear selector valve to the
down position.
Drag and side brace actuators pressurized to lock and the truck positioner to
tilt.
Gear DOWN pressure cycles the transfer cylinder to momentarily apply
UP pressure to the retract actuator.
Pressure flows through the UP position of the gear operated sequence valve to
unlock the latch and open the door.

DOWN pressure at the retract actuator extends the main gear.
The gear operated sequence valve moves to TRANSIT, then DOWN to close
the door.
The landing gear lever remains in the DOWN position to maintain pressure on
the system.

MAIN GEARS ALL

32 - 00
Figure 15 Main Landing Gear - Extension and Retraction

MAIN GEARS ALL

32 - 00
MAIN LANDING GEAR SHOCK STRUT
General Characteristics
The inner and outer shock struts are forged steel cylinders serviced by dry air
or nitrogen through an air charging valve on the upper inboard side of the outer
cylinder and with MIL--H--5606 hydraulic fluid through an oil servicing port on
the lower aft side of the outer cylinder.
The inner cylinder moves within the outer cylinder on upper and lower
bearings.
Shock Absorption
Landing shocks are absorbed by the flow of oil through the annular space
between the tapered metering pin and the orifice plate.
As the strut compresses, the area of the annular space is decreased by
movement of the metering pin.
This variation results in an adjusted rate of fluid flow from the inner cylinder
chamber to provide uniform control of landing impact loads on the airplane
structure.
The orifice plate is held in place through the upper bulkhead and support tube.
The recoil valve is a floating ring which moves up and down when the shock
strut operates, acting as a one--way restrictor.
When the strut is compressing, an unrestricted flow of fluid is allowed from the
upper chamber into a space between the inner and outer cylinders; the recoil
valve is free flowing.
When the shock strut is extending, the recoil valve moves upward to close off
holes in the upper bearing and to restrict the flow of fluid.
This action absorbs shock strut rebound.
Seal Replacement
The lower seals are GREEN TWEED T seals.
Active static and dynamic seals are contained within a seal carrier, with two
sets of spare seals housed in the lower bearing.
A seal change using the spare can be accomplished without removing the inner
cylinder.
With the gear pinned, the airplane on jacks, and the strut deflated and drained,
the gland nut is loosened to lower the inner shock and access the spare seals.
Special tooling and equipment is required, and the Maintenance Manual should
be consulted for details.

MAIN GEARS ALL

32 - 00
Figure 16 Main Landing Gear Shock Strut

MAIN GEARS ALL

32 - 00
MAIN GEAR SHOCK STRUT SERVICING
The servicing chart on the inboard aft side of each shock strut door shows
correct inflation pressure with respect to strut extension (dimension ”A”).
With the shock strut fully deflated, the main gear shock strut is serviced with
MIL--H--5606 hydraulic fluid and lubrizol 1395 additive through the oil servicing
port until bubble free oil overflows from the air charging valve (9.5 gal including
2 pts of lubrizol).
The strut is then serviced with dry air or nitrogen through the air charging valve
until the proper strut extension (dimension ”A”) is obtained for the pressure
required to extend the strut.
This pressure is determined by airplane weight and remains constant as the
strut extends, so dimension ”A” will be the variable which can be adjusted by
adding or releasing air during servicing.
WARNING: DO NOT REMOVE THE AIR VALVE UNLESS THE SHOCK
STRUT IS COMPLETELY DEFLATED. AIR PRESSURE CAN
BLOW OUT THE VALVE AND INJURE PERSONNEL.

MAIN GEARS ALL

32 - 00
Figure 17 Main Gear Shock Strut Servicing

MAIN GEARS ALL

32 - 00
NOTES :

NOSE GEAR ALL

32 - 00
NOSE LANDING GEAR


NOSE GEAR ALL

32 - 00
NOSE LANDING GEAR
General Description
The nose gear shock strut outer cylinder is trunnion mounted to the wheel
well walls and connected to the inner cylinder by a torsion link.
The strut is serviced by an air charging valve (located on top of the outer
cylinder and an oil charging valve (located on the lower right--hand side of the
outer cylinder).
The torsion link is mounted on the outer cylinder steering collar to allow
hydraulic nose wheel steering through a pair of forward mounted steering
actuators.
The nose gear shock strut is supported by a trunnion--mounted drag strut.
A hydraulic retract actuator, mounted on an actuator support beam and
the upper drag strut cycles the nose gear for extension and retraction.
The gear is held, both down and up, by overcenter locking of a lock link,
hydraulically actuated and held by a pair of lock springs.
A transfer cylinder and a priority valve provide hydraulic sequencing to ensure
that the gear is unlocked prior to extension or retraction.
Forward and aft doors are mechanically operated by the nose gear.
A single axle, integral to the inner shock strut, supports the two nose
gear wheels.
A jacking pad is located beneath the axle with a tow fitting attached to the front
of the axle.
A towing lever is provided for towing without depressurizing the hydraulic
system.
The torsion links may be disconnected for towing angles greater than the nose
wheel steering system actuator limits.

NOSE GEAR ALL

32 - 00
Figure 1 Nose Landing Gear

NOSE GEAR ALL

32 - 00
NOSE GEAR DOORS
General
The nose gear doors are mechanically sequenced to provide aerodynamic seal
of the nose wheel well.
Aft Doors
The aft doors are mechanically linked to the shock strut to open and close with
the nose gear.
Forward Doors
The forward doors are mechanically sequenced by held cranks and rods to
open (for gear extension or retraction) then close and remain sealed after the
gear has cleared the doors.
The doors are constructed of a fiberglass honeycomb covered with a graphite
fiberglass composite and sealed around the edges with aeroseals.
Adjustable rods are used to ensure proper door closure.
For ground opening of the forward doors, a ground release lever unlocks an
internal ball lock in the telescoping rod and the weight of the door, 29.5 pounds,
causes the door to swing open, extending the rod. Pushing up on the door, to
close it, will cause the telescoping rod to retract and relock the internal ball
lock. If left open on the ground, the normal sequencing of the gear will relock
the telescoping rod and the forward doors will close normally.

NOSE GEAR ALL

32 - 00
Figure 2 Nose Gear Doors

NOSE GEAR ALL

32 - 00
NOSE GEAR HYDRAULIC SCHEMATIC
The nose gear selector valve, controlled by mechanical inputs from the landing
gear control lever, will port center system hydraulic fluid for gear extension and
retraction.
For gear extension, the lock actuator will be pressurized to extend, breaking
the overcenter locking of the lock link. The transfer cylinder provides a time
delay to allow the lock actuator to function, prior to pressurizing the retract
actuator. Pressure is free flowing through the priority valve and is also supplied
to nose wheel steering. As the retract actuator extends the nose gear, the lock
actuator continues to be pressurized to extend and will now lock the lock link
overcenter in the gear down position.
For gear retraction, the lock actuator will be pressurized to retract, breaking
the overcenter locking of the lock link. The priority value provides a time delay
to allow the lock actuator to function, prior to pressurizing the retract actuator.
Pressure is also supplied to nose wheel steering and to reset the transfer
cylinder. As the retract actuator retracts the nose gear, the lock actuator
continues to be pressurized to retract and will now lock the lock link overcenter
in the gear up position.

NOSE GEAR ALL

32 - 00
Figure 3 Nose Gear Hydraulic Schematic

NOSE GEAR ALL

32 - 00
NOSE GEAR LOCK ACTUATOR
General
The nose gear lock actuator locks the nose gear lock link overcenter when
the gear is up or down.
Operation
The actuator is pressurized to retract on gear retraction, overriding the
locksprings and breaking the overcenter locking of the lock links.
While the gear is retracting the actuator physically is driven to extend, while
still pressurized to retract.
As the gear completes retraction, the actuator can now retract and force
overcenter locking of the lock links in the gear up position. For gear exten-
sion, the sequence is reversed as the actuator is pressurized to extend.
Location and Access
The actuator end is trunnion mounted to the aft wheel well wall structure,
and the rod end is connected to the lock link.

NOSE GEAR ALL

32 - 00
Figure 4 Nose Gear Lock Actuator

NOSE GEAR ALL

32 - 00
NOSE GEAR RETRACT ACTUATOR
General
The retract actuator hydraulically extends and retracts the nose gear.
Operation
The actuator is pressurized with center system hydraulics from the nose
gear selector valve for gear extension and retraction.
On gear extension the rod end of the actuator is pressurized and the actuator
retracts. On gear retraction the head end of the actuator is pressurized and the
actuator extends.
Snubbing valves slow the first and last one inch of the 10.6 inch actuation
stroke.
Location
The actuator is mounted between the actuator support beam and the upper
drag strut.
The actuator weighs 81 pounds dry.
Two swivel type hydraulic flex lines connect to hydraulic swivels on the wheel
well roof. The connection points on the actuator and rod ends are bolted,
cotter pinned and sealed.

NOSE GEAR ALL

32 - 00
Figure 5 Nose Gear Retract Actuator

NOSE GEAR ALL

32 - 00
NOSE GEAR HYDRAULIC SEQUENCING COMPONENTS
General
The hydraulic sequence components provide a momentary time delay during
nose gear extension and retraction to allow the lock actuator to break the
overcenter locking, prior to pressurizing the retract actuator.
Transfer Cylinder
The transfer cylinder acts as an open ended accumulator with added volume
which must be filled prior to pressurizing the retract actuator for gear extension.
The added volume provides sufficient time delay to allow the lock actuator to
first extend, breaking the overcenter locking of the lock link.
Priority Valve
The priority valve will only open at 1500 psi retract pressure to provide
sufficient time delay to allow the lock actuator to first retract, breaking the
overcenter locking of the lock link.
After pressure has built to 1500 psi, the priority valve will allow flow to the
retract actuator for gear retraction.
The priority valve is free flowing for gear extension.
Different sized B nuts¿ on the ends of the valve prevent it from being installed
backwards.

NOSE GEAR ALL

32 - 00
Figure 6 Nose Gear Hydraulic Sequencing Components

NOSE GEAR ALL

32 - 00
NOSE LANDING GEAR EXTENSION AND RETRACTION
General
The landing gear lever is connected by cables to the nose gear selector valve
in the right wheel well. Center system hydraulic fluid pressure is directed
through the nose landing selector valve to operate the nose gear.
Gear Extended (Down)
When the gear selector is moved to DOWN, hydraulic fluid is directed to the
lock actuator and the retract actuator.
Pressure to the retract actuator to extend the nose gear is delayed
momentarily by the transfer cylinder operation. This allows the lock actuator to
unlock the overcenter lock link linkage before full system pressure is available
to the retract actuator to move the nose gear down.
Gear Retract (Up)
Retracting the nose gear is essentially opposite of extension.
The exception is the use of a priority valve with the transfer cylinder.
This combination provides the time delay required that allows the lock link
actuator to operate before the retract actuator moves the gear up.
It requires 1500 psi to move the priority valve to its full flow condition.
Door Operation
The forward and aft nose doors are mechanically driven by gear movement.
Alternate Extend
The return and pressure lines are connected by a check valve installed in a
closed loop circuit upstream of the selector valve.
If the center system is depressurized, and the gear is extended alternately, the
check will open and prevent possible slow gear operation.
The valve is closed with the center system pressurized.

NOSE GEAR ALL

32 - 00
Figure 7 Nose Landing Gear - Extension and Retraction

NOSE GEAR ALL

32 - 00
NOSE GEAR SHOCK STRUT
General Description with the gear pinned, the aircraft on jacks, the strut deflated and drained the
The shock strut is serviced with dry air or nitrogen through an air valve on gland nut is loosened to lower the inner shock strut and access the spare
the top of the strut and with specified fluid through an oil servicing port on seals.
the lower right side of the outer cylinder. Special tooling and equipment is required, and the Maintenance manual should
The inner cylinder moves within the outer cylinder on upper and lower be consulted for details
bearings.
Shock Absorption
Landing shock are absorbed by the flow of oil through the annular space
between the tapered metering pin and the orifice plate.
As the strut compresses, the area of the annular space is decreased by
movement of the metering pin.
The variation results in an adjusted rate of fluid flow from the inner cylinder
chamber to provide uniform control of landing impact loads on the airplane
structure.
The recoil valve is a floating ring which moves up and down when the shock
strut operates, acting as a one--way restrictor.
When the strut is compressing, an unrestricted flow of fluid is allowed
through the valve from the upper chamber into a space between the inner
and outer cylinders.
When the shock strut is extending, the recoil valve moves upward to close off
holes in the upper bearing and restrict flow. This action absorbs shock strut
rebound.
A fixed centering cam to the top of the inner cylinder mates with a similar cam
attached to the bottom of the outer cylinder when the shock strut extends.
The centering cam is a single lobe cam cut at 25 degrees.
When the cams are engaged; the nose wheel, in absence of a nose wheel
steering hydraulic command, will move to a straight ahead position.
Seal Replacement
The lower bearing seals are GREEN TWEED T seals.
Active static and dynamic seals are contained within a seal carrier, with two
sets of spare seals housed in the lower bearing.
A seal change using the spares can be accomplished without removing the
inner cylinder.

NOSE GEAR ALL

32 - 00
Figure 8 Nose Gear Shock Strut

NOSE GEAR ALL

32 - 00
NOSE GEAR SHOCK STRUT SERVICING
The servicing chart on the inboard side of the right aft nose gear door details
a curve showing acceptable inflation pressures with respect to dimension ”A”.
With the shock strut fully deflated the nose gear strut is serviced with the
specified fluid through the oil servicing check valve, on the right side of the
shock strut until bubble free oil flows from the air charging valve.
The strut is then serviced with dry air or nitrogen through the air charging valve,
a coreless Shraeder valve on the top of the shock strut, until the proper
dimension ”A” is reached.
The nose gear strut has an oil capacity of 2.37 gallons (U.S.).
WARNING: DO NOT REMOVE THE AIR VALVE UNLESS THE SHOCK
STRUT IS COMPLETELY DEFLATED. AIR PRESSURE CAN
BLOW OUT THE VALVE AND INJURE PERSONNEL.

NOSE GEAR ALL

32 - 00
Figure 9 Nose Gear Shock Strut Servicing

NOSE GEAR ALL

32 - 00
NOTES :

ALTERNATE EXTEND ALL

32 - 00
GEAR ALTERNATE EXTEND

SCL / TTL / AGS/jhv / REV00 / May2015 Page: 63


32 - 00
LANDING GEAR ALTERNATE EXTEND SYSTEM
General
One electric alternate extend actuator drives both the nose and main gear
alternate extend systems.
A guarded toggle switch on the P3--1 panel, below the landing gear lever, ener-
gizes the electric actuator for alternate extension.
Nose Gear Alternate Extend System

The nose gear alternate extend system is comprised of control rods and bell
cranks which will unlock the nose gear lock link and allow the nose gear to
free--fall.
The system is load--limited so that in the event the nose gear alternate extend
system is jammed, the load--limiter will yield and allow the main gear to unlock.
Main Gear Alternate Extend System
The main gear alternate extend system is cable driven from the electric
actuator to an uplock release quadrant in each wheel well where it is a
solid--link control rod and bell crank system to a door safety valve and to
each main gear door uplock hook.
Actuating the system will operate the door safety valve and rotate the uplock
hook, unlocking the main gear door and allowing the gear to free--fall.
The cable runs are load--limited so that in the event one of the main gear
alternate extend systems is jammed, the load--limiter will yield and allow the
nose gear and remaining main gear to unlock.
Ground Door Release System
The ground door release system is an auxiliary system of the main gear
alternate extend system.
Cables from the ground release levers operate the same control rod and bell
crank system as well as the main gear alternate extend system.
Pulling the ground door release lever will operate the door safety valve and
rotate the door uplock hook, opening the main gear door for ground
maintenance.


32 - 00
Figure 1 Landing Gear Alternate Extend System


32 - 00
LANDING GEAR ALTERNATE EXTEND ACTUATOR
Operation
The electric actuator is energized from the landing gear alternate extend
switch on the P3--1 panel.
The actuator is reversible, operating in the extend and reset modes to drive
through a torque shaft, the left and right main gear door release quadrants for
main gear alternate extension and a load--limiter and control rod for nose gear
alternate extension.
The torque shaft include a stop crank which contacts reset and extend limit
switches controlling the electric actuator and which contacts mechanical stops
limiting torque shaft travel to 66 degrees of arc.
Location and Access

The actuator and torque shaft assembly are mounted to support frames below
the flight compartment floor at approximately STA 232.
Access is via the crawlway to the left forward equipment center above the nose
wheel well and below the flight compartment floor, and must be gained via the
main equipment center access door.
GO and NO--GO pins are used to check the proper operation of the limit
switches.
After each switch has cut power to the electric actuator and the stop crank has
coasted to a stop, it should be possible to insert a GO pin (nominal diameter
.0190 inch) but not possible to insert a NO--GO pin (nominal diameter
.1050 inch) between the stop crank and the mechanical stop of the support
frame.
NOTE: AN ELECTRICALLY OPERATED BRAKE WILL STOP THE
ACTUATOR WITHIN 1 DEGREE OF OUTPUT SHAFT ROTATION.
The limit switches are adjusted via a slotted bolt hole en the mounting plate
until this condition is achieved.


32 - 00
Figure 2 Alternate Extend Actuator


32 - 00
LANDING GEAR ALTERNATE EXTEND CIRCUIT
For alternate gear extension, the guarded alternate extension switch on the
P3--1 panel energizes the electric actuator to the extend or reset position.
The electric actuator is reversible and operates at two speeds.
Approximately 6 seconds is required for the actuator to extend and
approximately 66 seconds to reset when the switch is placed to 0FF.
In the extend mode power from the 28 V dc Battery Bus passes to the actuator
when the alternate gear extension switch is selected DOWN.
When the actuator has reached the full extend position, the extend limit switch
will open, breaking power to the actuator.
In the reset mode, power from the 28 V dc L Main Bus passes to the actuator
when the alternate gear extension switch is selected OFF.
When the actuator has reached the full reset position, the retract limit switch
will open breaking power to the actuator.


32 - 00
Figure 3 Alternate Extend Circuit


32 - 00
MAIN LANDING GEAR UPLOCK RELEASE
General The uplock release crank and door uplock hook are located in the uplock
The main landing gear uplock release mechanism mechanically unlocks the mechanism housing outboard of each wheel well, with the door safety valve
door uplock hook and actuates the door safety valve for main gear alternate mounted on the outboard side of the housing.
extension or for main gear door ground opening.
Alternate Extend System The door safety valve and uplock ground release quadrant / lower input crank
For alternate gear extension, the electric actuator will cause the control cables are pinned for rigging the cable systems and for rigging the gap between the
AGE1A and AGE1B to rotate the uplock release quadrant. door uplock hook and the uplock release crank mechanism.
Splined to the same shaft as the uplock release quadrant is a lower crank Adjustable rods and cable turnbuckles are used for rigging.
which contacts a dog on the underside of a bearing mounted crank which
connects to the control rods and a bell crank to rotate the uplock release crank.
Rotation of the uplock release crank will actuate the door safety valve to
depressurize the door actuator and will rotate the door uplock hook and allow
the door and gear to free--fall open and down.
The electric actuator must be reset to allow the springs to reset the door safety
valve and the door uplock hook.
Ground Door Release

Pulling the ground release lever down will cause the control cables, GDR1A
and GDR1B, to rotate the uplock ground release quadrant.
This quadrant is bearing mounted on the uplock release quadrant shaft, there-
by makin the ground door release system independent of the alternate gear
extension system.
As the uplock ground release quadrant rotates, it contacts a dog on the upper
side of the bearing mounted crank which inputs through the control rods a bell
crank to rotate the uplock release crank.
Location
Each wheel well has an uplock release mechanism for alternate extension of
its gear and for ground release of its main gear door.
The uplock release quadrant is located between the wheel well pressure deck
and the passenger compartment floor.
The uplock ground release quadrant, arming lockout actuator, cranks and
control rods are located on the center outboard portion of the wheel well
ceiling.


32 - 00
Figure 4 MLG Uplock Release


32 - 00
MAIN GEAR DOOR GROUND RELEASE LEVER
General
Each main gear door has its own ground release lever to unlock the door hook
and to actuate the door safety valve, located aft of each wheel well in the wing
body fairing.
Operation
Press the latch lever to disengage the door ground release lever from the up
detent (6 degrees).
Pull on the lever (maximum 50 pound force) to rotate it to the open position (52
degrees) where the latch will lock the lever in the open detent.
The latch lever can be pinned in the up or open position to prevent inadvertent
door operation.
In the open position the ground release lever will align with the safe (green)
band on the access door and the latch lever pin can be inserted.
If the lever is not latched in the open position and released, the door uplock
hook and safety valve reset springs will partially retract the lever until the
arming lockout actuator pawl engages (34 degrees).
At this position the lever will align with the unsafe (red) band on the door and
the latch lever pin cannot be inserted.
(If center system pressure is applied the ground release lever will fully retract,
open the safety valve and center system pressure will close the door).
To stow the lever, remove the pin, depress the latch lever and return the
ground release lever to the up position.
NOTE: THE LEVER MAY ONLY BE STOWED WHEN CENTER
HYDRAULIC SYSTEM IS PRESSURIZED, I.E., THE LEVER MAY
ONLY BE STOWED WHEN IT WILL RESULT IN DOOR CLOSING.
Each ground release quadrant is pinned in the 0 degrees rig position to tension
the ground door release cables via the turnbuckles.
Turnbuckles are accessible through the lever access door.


32 - 00
Figure 5 Main Gear Door Ground Release Lever


32 - 00
UPLOCK GROUND RELEASE QUADRANT
AND ARMING LOCKOUT ACTUATOR
As the uplock ground release quadrant is rotated to open the door uplock hook
and close the door safety valve, a spring loaded lockout pawl will engage in the
quadrant detent.
Center system hydraulic pressure (door close) is required to pressure the
arming lockout actuator to disengage the lockout pawl, and allow the quadrant
to be rotated back to open the door safety valve to close the door.
The uplock ground release quadrant is located below the wheel well pressure
deck in the main gear wheel well.
The arming lockout actuator is adjacent to the uplock ground release quadrant.


32 - 00
Figure 6 Uplock Ground Release Quadrant


32 - 00
NOSE GEAR ALTERNATE EXTEND SYSTEM
General
The nose gear alternate extend system is a solid link system comprised of
control rods and bell cranks which will drive to break the overcenter locking
of the nose gear lock link and allow the nose gear to free fall.
Operation
The same electric actuator used for main gear alternate extension drives
through a load limiting device to alternately extend the nose gear.
The system is load--limited so that in the event the nose gear alternate extend
system is jammed, the load limiter will yield to the driving force of the electric
actuator and allow the main gear to extend.
Location and Access
The nose gear control rods and bell cranks are located above the nose gear
wheel well and are accessible through crawlway on the left forward equipment
center.
For rigging purposes, the control rods are adjusted to give the proper clearance
between the roller bumper and the nose gear lock link.


32 - 00
Figure 7 Nose Gear Alternate Extend System


32 - 00
ALTERNATE EXTENSION SYSTEM LOAD LIMITING DEVICES
The nose gear alternate extend system and the main gear alternate extend
system are each protected from a jam by load--limiting devices.
The load limiters are crushable core devices which will yield to the driving
force of the electric actuator and allow the remaining systems to function
properly.
The load--limiters are visually inspected, with a failed cartridge indicated by a
red color on the core bolt.
Replaced cartridges are gapped to a 0.01 inch to 0.06 inch clearance .
All load--limiting devices are located in the forward equipment center with
access through the main equipment center access door then forward through
the crawlway on either side of the nose wheel well.
CAUTION: RETRACING THE NOSE GEAR WITH THE ELECTRIC
ACTUATOR IN THE EXTEND POSITION WILL FAIL THE
NOSE GEAR LOAD--LIMITER.


32 - 00
Figure 8 Alternate Extension Load Limiting Devices


32 - 00
ALTERNATE EXTENSION
Alternate Extend Switch
Actuating the switch to the down position powers the reversible actuator
to extend.
Limit switches deactivate the actuator at its extend limit.
Moving the switch to the off position powers the actuator to reset.
Nose Gear Alternate Extension

A solid link from the alternate extend quadrant to the alternate uplock release
mechanism rotates the mechanism to contact and release the overcenter lock
action of the nose landing gear lock link.
CAUTION: RAISING THE GEAR WHILE THE ALTERNATE EXTEND
ACTUATOR IS IN THE EXTEND POSITION WILL FAIL THE
NOSE GEAR LOAD LIMITER.
Main Gear Alternate Extension
Cables connecting the alternate extend quadrant to the main gear release
quadrant rotates the quadrant to set the door safety valve and unlock the
main gear uplock hook to release the main landing gear to free fall.
Ground Door Release

The ground door release lever operates cables to the uplock release ground
quadrant that operates linkage to release the door uplock hook and sets the
door safety valve.
An arming lockout pawl holds the quadrant in the release position.
Center system hydraulic pressure is necessary to release the quadrant so that
the main gear door can be closed.


32 - 00
Figure 9 Landing Gear Alternate Extension


32 - 00
ILF 384, 386, 387, 526
Landing Gear Depressurization Valves
There are two motor operate shut off valves, one for the main gear and another
for the nose gear, installed at the main gear well. They operates only if the
landing gear lever and/or the respective selector valves are locked in the UP
position and the alternate extension is used.
One valve is installed in the hydraulic pressure line upstream the main gear
selector valve. The other valve is installed in the pressure line to the nose gear
selector valve.
The position of the landing gear selector valve is sensed by the gear selector
valve position switch . If the gear selector is UP and alternate extension is
used, the landing gear depressurization valves operate to remove hydraulic
pressure from the nose or main gear.


32 - 00
Figure 10 Landing Gear Depressurization Valves


32 - 00
Alternate extension
Moving the Landing Gear Alternate extension switch S605 to Down, 28 volts
from the Battery bus are applied to the alternate extension motor to extend
through the gear selector valve position switch in the Down/off position.
If the valve is is in the UP position, the 28vdc are lead to the depressurization
valves before to go to the extend command on the Alternate Extension Motor.
Depressurization valves.
28 vdc coming from the Battery bus circuit breaker Land Gear Altn extension
are going to the depressurization valves.
When the Altn Extension selector switch S605 on P3--1 is set in the Down posi-
tion and the gear selector valve is in UP the 28vdc are going to the pin2 at the
connector D13788 Nose Gear Depress valve V155.
From pin 2 the voltage is applied to the “Depress” coil, when the valve moves,
the common switch close connecting to the pin 4 and then the voltage is ap-
plied to the pin 2 on D13790 at Vi56 Main depressurization valve making it
moves to the Depress position.
Normalization.
Moving the Alt. Extn Switch S605 to off 28vdc from L Main Bus are going to the
retract coil on M1104 Land Gear Altn. Extend Motor and the actuator is reset
thru the not retract switch. When this switch is moved to the retract, the volt-
age now is applied to the main gear depress valve V156 through the gear se-
lector valve in down position. When the valve get the normal position the volt-
age is applied to the nose gear depress valve V155, so this valve is reset to the
normal position.


32 - 00
Figure 11 Alternate Extension Diagram


32 - 00
NOTES :

TAIL SKID ALL

32 - 00
TAIL SKID SYSTEM


TAIL SKID ALL

32 - 00
TAIL SKID SYSTEM
A tail skid, electrically controlled and hydraulically operated protects the aft
fuselage area if a tail strike were to occur during takeoff or landing.
The tail skid, pivoting on airplane structure, is attached to the rod end of the
shock strut / actuator assembly and forms part of the fairing when retracted.
The lever has a replaceable pad.
The shock strut / actuator assembly is mounted to airplane structure with a
fuse pin and restrained by breakaway cables, in event a hard tail strike
causes shear out of the pin.
The strut has a pneumatic charge of 300 -- 350 psi and is serviced by an air
charging valve on the rod end of the shock strut actuator.
A low pressure indicator (red pop--out button) on the rod end is visible when air
pressure is 174--232 psi and servicing is required.
The tail skid is retracted and extended by center hydraulic system pressure.
The components are located in the stabilizer compartment.
Operating time is 14 seconds to retract and 17 seconds to extend.
Two proximity sensors, actuated by a target on the lever, provide tail skid
position for fault annunciation.

TAIL SKID ALL

32 - 00
Figure 1 Tail Skid System

TAIL SKID ALL

32 - 00
TAIL SKID SYSTEM COMPONENTS
The tail skid components are located in the stabilizer compartment.
The tail skid hydraulic system consists of the following components:
-- Shock strut / actuator and blocking valve: the actuator extends / retracts
the tail skid and also functions as a pneumatic shock strut.
The blocking valve on top of the actuator provides a hydraulic down lock
when the tail skid is extended.
-- Fuse: a Quantity measuring fuse (120 cu in) protects the center hydraulic
system from a leak in the tail skid system.
The fuse resets automatically and can also be reset manually.
-- Transfer cylinder: a transfer cylinder provides a measured volume of fluid
(200 cu in) to extend the tail skid assembly.
-- Control module: the control module routes fluid to the actuator and transfer
cylinder.
The valve is electrically operated but can be manually operated for dispatch
with the tail skid extended.
The module also contains a flow regulating valve and a pressure--operated
valve.

TAIL SKID ALL

32 - 00
Figure 2 Tail Skid System Components

TAIL SKID ALL

32 - 00
TAIL SKID SYSTEM OPERATION
The tail skid is powered by the center hydraulic system.
The tail flight control shut off valves do not shut off pressure to the tail skid.
Retraction
To retract the tailskid (as shown) the control valve is positioned to allow center
system hydraulic flow to fill the transfer cylinder, pressure the blocking valve
open and retract the shock strut / actuator assembly.
The rate of retraction is controlled by a flow regulating valve (.9 GPM).
The retract pressure is maintained by the center system with the tail skid
retracted as the control valve is in the same position with the landing gear lever
up or off.
Extension
To extend the tail skid the landing gear sense relay is powered by the gear
lever position switch (gear lever down) to position the control valve.
Center system pressure then moves the pressure operated valve and
discharges the transfer cylinder to the extend port of the shock strut / actuator
to extend the tail skid.
Extended
After the transfer cylinder is discharged extend pressure is no longer present
and the closed blocking valve hydraulically locks the tail skid in the extend
position.
Thermal relief is provided by a pressure bleed orifice.
Tail Skid
During a tail skid strike the shock strut will be momentarily compressed by fluid
transfer through the shock absorption bleed, which compresses the nitrogen
gas, and through the pressure bleed orifice.
The pressure bleed orifice is sized (.144 GPM, opens at 250 psi ) to allow only
a few cubic inches of fluid to pass during tail skid compression with the remain-
der forced through the shock absorption bleed.
After the strike the tail skid is returned to the extended position by the high
pneumatic pressure.

TAIL SKID ALL

32 - 00
Figure 3 Tail Skid System Operation

TAIL SKID ALL

32 - 00
TAIL SKID INDICATION
There is no indication of tail skid position during normal system
operation.
Tail skid failure indications are controlled by the proximity switch
electronic unit (PSEU) using inputs from proximity sensors on the
tail skid, nose and main gear up and down lock proximity sensors
(system 1) and a switch on the landing gear lever.
A tail skid amber light and EICAS advisory message TAIL SKID are
displayed when the PSEU detects the tail skid sensor is in disagreement
with the landing gear sensors.
The PSEU groups the tail skid retract sensor input with the gear up lock
sensors and the tail skid extend sensor input with the gear down lock sensors
to detect disagreement.
An input from a landing gear lever position switch is used by the PSEU to in-
hibit the light and message for 36 seconds after the lever and gear position
inputs disagree.
After 36 seconds the inhibit is removed and light and message are displayed if
tail skid / gear position disagrees regardless of lever / gear position agreement
/ disagreement.

TAIL SKID ALL

32 - 00
Figure 4 Tail Skid Indication

TAIL SKID ALL

32 - 00
NOTES :

STEERING ALL
32 - 00
STEERING SYSTEM

STEERING ALL
32 - 00
NOSE WHEEL STEERING SYSTEM
Upper Cable Loop
The nose wheel steering system may be controlled by either tiller
input or rudder input.
360 degrees tiller input through a gearbox commands 65 degrees left or right
nose wheel steering, and full rudder input commands 7--1/2 degrees left or
right nose wheel steering.
The centering spring and rudder interconnect mechanism combines rudder and
tiller inputs through the upper cable loop and provides for centering the tiller
when released.
A cable compensator transmits upper cable loop inputs through the pivot links
to the lower cable loop and protects the lower cable loop from a hard over
signal in the event of a cable break.
Lower Cable Loop
From the steering drum to the summing mechanism, lower cable loop
movement provides input to the metering valve module.
The lockout cam mechanism forces the steering drum to send a centering
signal to the metering valve module for centering the gear or retraction.
The steering metering valve module ports hydraulic fluid through a pair
of swivel valves to power steering actuators.
Actuator movement through the torsion link steers the nose gear.
As the gear turns, the lower cable loop follow--up through the summing
mechanism will null out input to the metering, valve module when the
desired steering angle is reached.

STEERING ALL
32 - 00
Figure 1 Nose Wheel Steering System

STEERING ALL
32 - 00
TILLER
General
The tiller is used to input steering commands through a gearbox to the upper
cable loop.
Operation
Tiller rotation of 360 degrees commands 65 degrees left or right of nose wheel
steering.
A simple planetary gear arrangement translates tiller input through a 6:1 gear
reduction to nose wheel position indication.
The pointer scale reads 0 to 65 degrees of nose wheel turning with tick marks
at every ten degrees.
Tiller inputs through the 4:1 reduction gearbox and torque shaft rotate the
forward quadrant providing a steering command to the upper cable loop.
Overtravel stops on the forward quadrant will contact structure, limiting normal
tiller input to approximately 365 degrees rotation.
Location and Access
The tiller, and pointer mechanism are located on the P--13 captain’s auxiliary
panel, accessible through the top of the panel.
The gearbox is accessible by removing fasteners on the side panels of the
P--13.
The forward quadrant is located below the flight compartment floor and is
accessible through the forward equipment center access door.
The forward quadrant is pinned for rigging the upper cable loop. Turnbuckles
are accessible in the forward equipment center.

STEERING ALL
32 - 00
Figure 2 Tiller
STEERING ALL
32 - 00
CENTERING SPRING AND
RUDDER INTERCONNECT MECHANISM Maintenance Practices
The cable quadrant may be pinned for cable rigging of the upper cable loop.
General Turnbuckles are accessible in the forward equipment center.
The centering spring and rudder interconnect mechanism joins rudder and
tiller input for nose wheel steering and provide for centering the tiller when
it is released.
Operation
The mechanism consists of a rudder input arm, two spring arms and a
cable quadrant all pivoted about a common center of rotation.
The cable quadrant is tied to the tiller through cable NWS1A--2 and to the cable
compensator through NWS1A--3.
Movement of the quadrant will rotate both the tiller and the cable compensator,
providing a steering input.
Rudder input through either captain’s or first officer’s rudder pedals will
rotate the rudder pedal jackshaft and cause the input arm to rotate.
Rotation of the input arm will drive through the spring arms to rotate the
cable quadrant, backdrive the tiller and providing a steering input to the cable
compensator.
Tiller input will drive the cable quadrant, providing steering input to the
cable compensator.
Due to feel and centering forces in the rudder system, the rudder input arm will
remain stationary with tiller input which will cause the spring arms to separate,
stretching the springs.
Spring force (4--pound preload) will provide for centering the tiller when the
input force is removed.
With the cable quadrant fixed, ex: gear retracted so no steering input, rudder
input will stretch the centering springs.
This additional spring force will not be noticeable in the rudder system.
Location and Access
The centering spring and rudder interconnect mechanism is below the right
hand side of the flight compartment floor.
Access is through the main equipment center access door and around the
right crawlway to the forward equipment center.

STEERING ALL
32 - 00
Figure 3 Centering Spring & Rudder Interconnect Mechanism

STEERING ALL
32 - 00
CABLE COMPENSATOR, PIVOT LINKS & STEERING DRUM
General Maintenance Practices
The cable compensator protects the lower cable loop from a hard over signal A rig pin in the cable compensator is used for fixing both quadrants for upper
if an upper cable loop cable breaks. cable loop tensioning. The steering drum and steering drum lockout cam
The pivot links connect the upper and lower cable loop providing input through assembly are pinned to rig the lower cable loop. Bolt adjustments on the
the steering drum to the lower cable loop. forward side of the steering drum, which contact stops on structure are used
for rigging for maximum 65 degrees left or right nose wheel steering.
Operation
The cable compensator mechanism consists of a pair of quadrants, bearing
mounted on the output shaft, each with a link pivoted on the quadrant and on
a common roller, and a cam splined to the output shaft.
Cable tension, rig loads, on quadrants in the cable compensator will force the
quadrant roller into the shaft cam detent.
With a steering input, the roller held in the cam will cause the cam to rotate
providing shaft output to the pivot links the steering drum.
A failed input cable will cause the tension on the remaining cable to drop the
roller out of the cam detent, thereby preventing any cam rotation for output
to the pivot links.
Internal stops on the quadrants will allow the tensioned cable to force cam
rotation only in the direction of the remaining good cable.
On gear retraction, the lower cable loop is isolated from the upper cable loop
by the action of the steering drum lockout cam which fixes the position of the
steering drum and by the straightening of the pivot links.
With the pivot links straightened, the axis of rotation of the cable compensator
output shaft is perpendicular to the axis of rotation of the steering drum.
Location and Access
The cable compensator is located in the main equipment center bolted to the
nose wheel well aft bulkhead and accessible through the main equipment
center access door.
The pivot links connect the cable compensator output shaft from the aft bulk-
head in the nose wheel well to the steering drum located on the top aft side of
the nose gear shock strut.

STEERING ALL
32 - 00
Figure 4 Cable Compensator, Pivot Links and Steering Drum

STEERING ALL
32 - 00
STEERING DRUM LOCKOUT CAM
General
The steering drum lockout cam forces the steering drum to a centered position
on gear retraction to straighten the nose gear wheels and to prohibit further
steering input.
Operation
On gear retraction, the lock actuator is pressurized to retract and break the
overcenter locking of the lock links.
As the links break upward, they pull up on the spring cartridge to provide input
to the lockout cam. The cam, moving upward in the supporting housing
structure will contact the roller and force it to a centered position.
The roller and steering drum share a common axis of rotation, so that as the
roller is centered and held there, so is the steering drum.
The steering drum sends a centering signal through the lower cable loop to the
metering valve module which hydraulically forces the nose gear to center.
This centering action occurs within the first 2 degrees of nose gear retraction
and is necessary in order to fit the nose gear into its wheel well.
Location and Access

The steering drum lockout cam mechanism is bolted to the top of the nose
gear shock strut and normally covered with a cover assembly.

STEERING ALL
32 - 00
Figure 5 Steering Drum Lockout Cam

STEERING ALL
32 - 00
NOSE WHEEL STEERING METERING VALVE MODULE
General
The nose wheel steering metering valve module receives control inputs
through the lower cable loop and summing mechanism to port center
system hydraulic pressure through swivel valves to the steering actuators
for nose wheel steering.
Operation
Lower cable loop input will cause the summing mechanism to pivot
providing input to the steering metering valve.
The lower cable loop is attached to the steering collar, which operates the
summing mechanism, to return the metering valve to neutral as the nose
gear turns.
A dynamic load damper is part of the metering valve module and provides for
shimmy damping.
A compensator prevents cavitation of the module when unpressurized.
Location and Access
The metering valve module is located forward on the nose gear shock
strut and is normally covered by a removable cover assembly.
The module contains a tow lever which is pinned to allow towing to the
full 65 degrees steering range without depressurizing the hydraulic system.
For greater towing angles, it is necessary to disconnect the torsion links.

STEERING ALL
32 - 00
Figure 6 Nose Wheel Steering Metering Valve Module

STEERING ALL
32 - 00
NOSE WHEEL STEERING COLLAR
The steering collar transmits forces from steering actuators through the torsion
links to rotate the inner cylinder of the nose gear shock strut for nose wheel
steering.
A single--piece steering collar is installed on the shock strut outer cylinder and
housed between the support tube and the lower plate.
As the steering actuators stroke, the collar rotates about the inner cylinder
moving the upper torsion link that is attached to it.
The lower steering cable loop wraps around the steering collar and is attached
to it by a swaged ball fitted into a detent in the cable groove.
As the nose gear turns, the cable is back driven providing follow--up at the
metering valve which nulls out control input.
A quick--disconnect type apex pin assembly permits the disengagement of the
torsion links by pulling on the “T” handles.
The upper torsion link is latched in “UP” position by engagement of a spring
latch to a shaft assembly located on the outer shock strut.

STEERING ALL
32 - 00
Figure 7 Nose Wheel Steering Collar

STEERING ALL
32 - 00
NOSE WHEEL STEERING CHECK VALVE MODULE
General
The nose wheel steering check valve module allows continuous hydraulic
pressure to the steering metering valve module with the landing gear lever
in the UP or DOWN position.
Operation
Check valves inside the module ensure that center system hydraulic pressure
will be ported from the nose gear selector valve to the steering metering valve
module. Gear down pressure provide normal, on ground steering. Gear up
pressure is used to force center the nose wheels on gear retraction.
Location
The module is bracket mounted on the aft left side of the nose wheel well.
Each of the four check valves is individually replaceable.

STEERING ALL
32 - 00
Figure 8 Nose Wheel Steering Check Valve Module

STEERING ALL
32 - 00
NOSE WHEEL STEERING HYDRAULIC
The nose wheel steering metering valve module ports hydraulic fluid to steering
actuators to provide for nose wheel steering.
The components and their functions are as follows:
* Shutoff valve: shuts off pressure to the module for towing , actuated
by towing lever
* Control valve: ports for left and right turns; minimal valve underlap for
rollout guidance response; actuated by input lever from
summing mechanism.
* Compensator: acts as accumulator (4 in 3) to prevent hydraulic lock;
spring loaded to open at 250--275 psi pressure; vent to
atmosphere.
* Bypass valve: provides shuttle path connecting both actuators for:
-- No pressure: system off
-- High pressure: 4100 psi in one end of actuator.
-- Dynamic load damper: pressure frequency sensitive to act as shimmy
damper (bypass between actuators); acts as bypass
for towing, actuated by lever on shutoff valve.
* Swivel valve assembly: ports pressure or return to appropriate end of
steering actuators; controlled by relative motion with
actuators.
Steering Actuators
Power nose gear steering from fluid ported with swivel valves.
Pressurization sequence left turn :
-- 0 degrees to 31.9 left actuator push; right actuator, pull.
-- 31.9: left actuator, push; right actuator, overcenter position.
-- 31.9 degrees to 65: left actuator push; right actuator, both sides
of pressure.

STEERING ALL
32 - 00
Figure 9 Nose Wheel Steering Hydraulic

STEERING ALL
32 - 00
NOSE WHEEL STEERING SYSTEM SCHEMATIC
Steering Input
Tiller commands 65 degrees left or right nose wheel steering through gearbox
and load--limiter device.
Tiller pointer indicates nose wheel steering angle.
Rudder commands 7--1/2 degrees left or right nose wheel steering.
Centering spring and rudder interconnect mechanism combines tiller
and rudder inputs.
Rudder backdrives tiller.
Tiller separates springs for centering force.
Cable compensator protects against hard over signal if failed cable.
Cable compensator inputs through pivot links rotate the trunnion drum.
Force centering mechanism locks the trunnion drum for gear retraction.
Summing mechanism inputs to metering valve module and provides
follow--up nulling out of signal.
Check valve module ports fluid to steering for gear up or gear down.
Metering valve ports fluid through swivel valves to steering actuators
for nose wheel steering.
Compensator provides pressure relief and acts as accumulator to prevent
hydraulic lock.
Bypass valve joins sides of steering actuators in no--pressure and
over--pressure situations.
Dynamic load damper provides shimmy damping.
Towing shutoff valve used for towing without depressuring hydraulics.

STEERING ALL
32 - 00
Figure 10 Nose Wheel Steering System Schematic - 1

STEERING ALL
32 - 00
NOTES :

STEERING ALL
32 - 00
Figure 11 Nose Wheel Steering System Schematic - 2

STEERING ALL
32 - 00
AIRPLANE TOWING AND TAXIING
Towing
Airplane towing is accomplished by tow tractor and tow bar.
Normal operation is accomplished by use of the nose gear
forward tow fitting.
Under body antennas and beacons have been located to enable towing from
behind the nose gear with standard low profile tow tractors.
Provisions have been made on the aft side of the nose gear to install an
additional tow fitting.
Each main landing gear has a towing eye at both ends.
These points are used for abnormal situations such as airplane recovery.
The towing instructions are placarded below towing lever.
The towing lever is held In TOWING position with a lockpin.
This locks out nose gear hydraulic steering when towing even though
hydraulic system is under pressure, and permits turning up to 65 degrees.
A red indicator strip painted on the nose gear doors indicates when a 65
degrees nose gear turn is approaching.
If nose gear angle may exceed 65 disconnect torsion links prior to start of tow.
Taxiing
Maneuvering the airplane on the ground is accomplished in a similar manner
to other conventional geared airplane.
Nose wheel steering and engine thrust, as required, are used for taxiing.
When taxing the airplane the right hydraulic system provides normal pressure
for brake system operation.
The center hydraulic system provides alternate pressure for brake operation.
If either hydraulic system fails, the brake accumulator holds a reserve of fluid
under pressure for approximately six brake applications.
The center hydraulic system provides hydraulic power for nose wheel steering.

STEERING ALL
32 - 00
Figure 12 Airplane Towing and Taxiing

STEERING ALL
32 - 00
NOTES :

PSEU ALL
32 - 00
PROXIMITY SWITCH ELECTRONIC UNIT


PSEU ALL
32 - 00
PROXIMITY SWITCH ELECTRONIC SYSTEM
Proximity Switch System
The purpose is to provide position sensing for landing gear, doors, slats
and thrust reversers.
The system consists of multiple sensors mounted throughout the aircraft that
sense the proximity of targets and provide position signals to the PSEU.
PSEU, located in main equipment center, receives discrete signals from
sensors and / or microswitches to control relays, lights, and / or other
electronics.
The PSEU also incorporates built--in--test equipment (BITE) to provide
in--flight position switch testing and on--ground testing, troubleshooting
and fault isolation.

PSEU ALL
32 - 00
Figure 1 Proximity Switch System

PSEU ALL
32 - 00
PROXIMITY SWITCH SYSTEM BLOCK DIAGRAM
Proximity Switch System
Proximity sensors located throughout the airplane monitor the position of
landing gear, door, leading edge slat, and thrust reverser components.
Sensor channels on proximity cards in the proximity switch electronic unit
(PSEU) convert the position signals from the proximity sensors into logic
signals.
Logic cards take these logic signals from different combinations of proximity
sensors and process the signals together to decide when to operate lights,
relays or switches (via the driver cards).
An example of this would be the illumination of the landing gear down & locked
green lights.
The logic cards also receive discrete inputs used in the processing of logic
functions (i.e. gear handle position).
The drivers on the driver cards, driven by the output logic signals from the
logic cards, provide discrete signals to lights, relays and switches of different
airplane user systems.
The functions of the proximity switch system are monitored automatically
by a BITE module inside the PSEU.
The BITE module provides automatic fault isolation and storage of faults into
the BITE memory to the LRU level.
The BITE module also has LRU and systems tests that can be performed on
the ground.
Power is provided to the proximity cards by individual 28 V dc supplies from
different subsystems.
The BITE module has its own 28 V dc power supply.

PSEU ALL
32 - 00
Figure 2 Proximity Switch System Block Diagram

PSEU ALL
32 - 00
PROXIMITY SWITCH ELECTRONIC UNIT SCHEMATIC
Proximity Switch Circuit Cards
Eight interchangeable cards.
Each card contains 16 proximity switch electronic channels which receive
position sensing signals from sensors.
Logic Cards
Three non--interchangeable cards contain logic functions for processing of
signals.
Driver Cards
Three interchangeable cards and one non--interchangeable card each contain
38 separate drivers that provide output signals to lamps, relays and switches.
BITE Module
TWO non--interchangeable cards that contain BITE circuitry and
microprocessor functions provide fault isolation and system test capability.
Each subsystem is powered by separate 28 V dc supply.
Loss of power to one subsystem will not affect other subsystems.

PSEU ALL
32 - 00
Figure 3 Proximity Switch Electronic Unit Schematic

PSEU ALL
32 - 00
PROXIMITY SYSTEM ELECTRONIC UNIT
Proximity System Electronic Unit (PSEU)
The PSEU is located in the main equipment center on E1--2.
Access is through the access door aft of the nose wheel well.
The PSEU is mounted in the rack by two fasteners and may be removed as a
unit, or individual cards may be replaced without removing the unit.
Static sensitive procedures required for handling of the PSEU.
The proximity, logic and driver cards are accessed through left
and right doors on the PSEU face.
The BITE cards are accessed through a removable BITE module assembly.

PSEU ALL
32 - 00
Figure 4 PSEU
PSEU ALL
32 - 00
PROXIMITY SYSTEM SENSORS
Proximity System Sensors
Sensors provide position inputs to the proximity switch electronics
unit (PSEU) for the following airplane systems control and indication.
-- Door control and indication
-- Thrust reverser control and indication
(except for GE engine CF6--80C2)
-- Landing gear indication and air ground sensing
-- Leading edge slat indication and failure protection.
The sensor is a two--wire, magnetic field producing device that is
contained in a stainless steel case with wires connected to the
PSEU proximity switch card.
Either cylindrical or rectangular sensors are used depending on installation
requirements.
Operation is identical with slight differences in rigging procedures.
The sensor operates in conjunction with a steel target.
The change in inductance as the proximity of sensor and target changes from
near to far or far to near is detected by the associated proximity card which
switches its output to its associated logic card from 0.3 volt to 13.1 volts (near
to far) or 13.1 volts to 0.3 volt (far to near).
When near, the sensor / target inductance is five to eight millihenrys, and when
far several millihenrys less.

PSEU ALL
32 - 00
Figure 5 Proximity Sensors

PSEU ALL
32 - 00
PSEU BUILT-- IN-- TEST EQUIPMENT
BITE Components
The BITE control and display panel is located on the center front face of the
PSEU.
The left front face of the PSEU lists the operating instructions and display
codes while the right front face lists the 3 digit codes for all the sensors, power Verify Switch
supplies and discrete inputs. The VERIFY switch is depressed to activate ground testing of various systems.
The BITE control and display panel is part of the BITE module. The digital channel display flashes code CCC during testing, illuminates the
3--digit codes of identified faults and code 999 at the end of the test.
The BITE module can be removed by loosening the two screws on the center
panel and pulling the module out of the PSEU. Target Test Switch
The module contains two BITE cards. The BITE module and cards can be re- The TARGET TEST switch is depressed to activate testing of the sensor circuit
moved and installed without pulling the PSEU out of the rack. selected with the sensor channel select switches. During the test, the digital
channel display illuminates the code of the selected sensor.
Press / Test
At the end of the test, the sensor and card lights may illuminate to indicate a
The PRESS / TEST switch is depressed to perform a lamp test.
faulted component or, if no fault is found, one of the target NEAR or FAR light
During the test, all five amber lights should illuminate and code 888 appear on illuminates to indicate the position of the target.
the red LED display.
If the lamp test fails, the PSEU needs to be replaced. BIT Switch
The BIT switch is depressed to recall the faults stored in the nonvolatile
Target Near and Far Lights memory.
One of the indicator lights illuminates at the end of a target test to indicate The digital channel display illuminates the 3--digit fault code for sensor, power
the position of the target for the selected sensor being tested. supply, discrete input, card or target for each fault.
Sensor Channel Select Switches At the end of the memory recall the display illuminates code 000.
The three thumbwheel switches are used to input the selected 3--digit code for Reset Switch
sensor input as well as system code to be tested.
The Reset switch is depressed to erase the nonvolatile memory.
Digital Channel Display When the memory is cleared, the digital channel display illuminates code EEE.
The digital channel display indicates the 3--digit fault code for a sensor, card,
power supply, target or discrete input during memory recall and system test.
The LED display indicates the code of the sensor tested during a target test.
The display also provides the status of the BITE testing by indicating the
appropriate display code from the list on the left front cover.
Sensor, Card and Target Lights
One of the lights illuminates during memory recall, system test and target test
to indicate that a sensor or a card is failed, or a target is not in the correct
position.

PSEU ALL
32 - 00
Figure 6 PSEU - BITE

PSEU ALL
32 - 00
BITE SYSTEM OPERATION
General Manual Ground Tests
The BITE section of the PSEU is a microprocessor based testing system Manual ground testing comprises complete system and individual subsystem
designed to identify PSEU system faults. Tests using the BITE section tests using the verify switch and individual sensor target tests using the target
are initiated manually on the ground and automatically in flight and on the test switch.
ground.
Systems and Subsystem Tests
The manual ground test is operated by using the BITE control and display
panel. The system test verifies the BITE functions including the nonvolatile memory,
all the sensors and their wiring, and the operation of the proximity channels,
Manual ground testing can only be activated when the main landing gear trucks
the logic and driver cards.
are not tilted and the nose gear is compressed.
A target position reasonableness test is also performed on all the sensors and
Manual ground testing verifies the complete system, individual subsystems and
discrete inputs listed in table 2.
individual sensor circuits with near/far target position indication.
The reasonableness test compares groups of proximity inputs from target
Any faults identified are indicated by illumination of the appropriate 3--digit fault
positions to determine any discrepancy.
code on the digital channel display.
The system test is activated by pressing the VERIFY switch. Complete
Illumination of the sensor, card or target light indicates the failed component.
system testing takes less than 3 minutes. During testing the digital channel
The automatic in--flight test is activated when both main landing gear trucks display flashes code CCC.
are tilted, the nose gear strut is not compressed and the status of one of the
At completion of the test, code 999 is illuminated. If a fault is identified during
specific flight critical driver outputs being monitored is not correct.
testing, it is indicated on the digital channel display by its 3--digit fault code.
If one of the critical outputs monitored remains incorrect for a time duration Illumination of the sensor or card light indicates a faulty sensor or card.
greater than the time allowed, the BITE section is activated and automatic test-
Illumination of the target light indicates an incorrect target position for the indi-
ing is conducted on the associated sensors and circuits.
cated sensor channel.
Any faults identified are stored in the nonvolatile memory for future recall when
Once a fault has been identified, other faults can be displayed by depressing
the airplane is on the ground.
the VERIFY switch repeatedly until code 999 is illuminated.
Normally during flight, the BITE section is turned off.
All the panel lights and LED display are automatically switched off 60 seconds
The automatic ground test monitors the leading edge slats system. after illumination.
The automatic ground test is activated only when the airplane is on the ground, The subsystem test verifies only the sensors and wiring within the selected
main gear trucks not tilted and nose gear compressed, all the doors are subsystem and the operation of the associated proximity, logic and driver
closed, no manual ground test is in progress and the status of the leading edge cards. The nonvolatile memory is not verified during a subsystem test,
slats driver outputs is not correct. subsystem testing takes less than 60 seconds.
If one of the critical leading edge slat outputs remains incorrect for a time dura- The subsystem to be tested is selected by entering the desired channel select
tion greater than the time allowed, the BITE section is activated and automatic code using the sensor channel select switches.
ground testing is conducted on the leading edge slat sensors and circuits.
The channel select codes are listed en the PSEU left door placard and are re-
Any faults identified are stored in memory for future recall. produced en the next page.

PSEU ALL
32 - 00
Figure 7 PSEU - BITE Codes

PSEU ALL
32 - 00
Channel Select Subsystem Automatic In--Flight Test
500 Cargo door control The in--flight test is automatically activated when any of the specific flight
501 All thrust reversers critical driver outputs is incorrect. Once the test is initiated, a BITE self--test
is done immediately in addition to power bus and discrete input tests.
502 Entry door control
If the critical driver remains in error for a time duration in excess of the time
503 Door
allowed, a target reasonableness test is conducted on the group having the
504 Landing gear No. 1 erroneous driver output.
505 Landing gear No. 2 A sensor status test and a test of the circuitry between the sensor and the
506 Leading edge slats driver output are then conducted.
507 All subsystems Any faults identified are stored in the nonvolatile memory.
The in--flight test remains active as long as a flight critical driver output remains
Entering any other channel select code than the ones listed causes the BITE incorrect. If no fault is identified, the in--flight test is terminated and the BITE
system to perform the complete system test. power is turned OFF.
Selection of a deactivated option illuminates code DDD on the digital data The flight critical driver outputs monitored are listed in Table 1 with their
display. allowed time.
Recall of the faults stored in memory is accomplished on the ground by
Sensor Target Test depressing the BIT switch.
The sensor target test verifies the open / short condition of the selected Faults are recalled on a last--in / first--out basis. A fault is indicated on the
sensor and its wiring and the operation of the associated proximity channel digital channel display by its 3 digit code.
if a fault is identified, it is indicated by the illumination of the sensor or card
Illumination of the sensor or card light indicates a faulty sensor or card.
light.
Illumination of the target light indicates an incorrect target position.
If no fault exists, the position of the target for the selected sensor is indicated
by illuminating the NEAR or FAR light. At the end of the memory recall the digital channel display illuminates code
000.
The sensor target test is conducted by first selecting the 3--digit code of the
sensor to be tested and entering it using the sensor channel select switches. The nonvolatile memory is cleared by depressing the RESET switch whether
The TARGET TEST switch is then depressed to activate testing. faults have been corrected or not.
If valid, the 3 digit code of the sensor tested is indicated on the digital channel When the memory is cleared, the digital channel display illuminates code EEE.
display.
Automatic Ground Test
If the code is invalid, the channel digital display illuminates DDD and no further
The automatic ground test is activated when all the doors are closed and any
testing takes place.
of the leading edge slats driver outputs in incorrect.

All the panel lights and LED display are automatically switched off 60 seconds
The test process is the same as the automatic in--flight test.
after illumination.
Any faults identified are stored in the nonvolatile memory.
Automatic Testing Recall of faults stored in memory is accomplished on the ground by depressing
Automatic testing is accomplished only when an incorrect driver output has the BIT switch in the same manner as in--flight faults are recalled.
been detected. Testing can occur in flight or on the ground when all doors
are closed. The automatic ground test is dedicated to the leading edge slats.

PSEU ALL
32 - 00
Figure 8 PSEU BITE System Operation - 1

PSEU ALL
32 - 00
NOTES :

PSEU ALL
32 - 00
Figure 9 PSEU BITE System Operation - 2

PSEU ALL
32 - 00
AIR GROUND SENSING
General
The air/ground relays on the airplane switches a number of airplane
systems from ground to air mode when the airplane lifts off and
vice--versa . Switching is accomplished via a relay system that is
actuated by the main gear truck tilt proximity sensors, the nose
gear not compressed proximity sensors and associated electronics.
Sensors
Two tilt sensors on each main gear truck provide dual system bogie
tilt information to the PSEU. Two sensors on the nose gear strut
provide nose gear strut compression information to the PSEU.
Electronics
The sensor inputs are processed in the PSEU logic to provide inputs
to drive a number of air/ground relays which control various flight /
ground critical items. The signals are also provided to the EICAS
computers for message format preparation.

PSEU ALL
32 - 00
Figure 10 Air / Ground Sensing System

PSEU ALL
32 - 00
TRUCK TILT SENSORS
General
Dual (system 1 and system 2) rectangular sensors are mounted on left side
of the left and right main landing gear truck beams. The targets are mounted
on the inner surface of a bracket that is fixed to the gear strut. As the truck
tilts, the sensors move into proximity with the targets.
(Targets are ”far” on ground)
Removal
Remove the connector plug from the lower oleo J--box, and with a pin
extraction tool remove the connector pin from the plug and tie a line to the
sensor leads. Disconnect the sensor and pull the electrical leads from the
conduit. The pull box on the axle may be opened to ease the pulling of the
sensor leads.
Adjustment
A properly installed sensor will provide the required gap (0.180 +/--0.015 inch).
Gap adjustment (by peeling laminates from shim) normally is not required.
However, gap should be checked if sensor mounting support, sensor target, or
target support is moved, disturbed or damaged. Shims located under sensors.
Test
The PSEU target test will verify sensor installation. Air / ground sensing
may be checked by selecting EICAS status page. Absence of AIR / GND
DISAGREE message indicates functional system.

PSEU ALL
32 - 00
Figure 11 Truck Tilt Sensor

PSEU ALL
32 - 00
NOSE GEAR NOT COMPRESSED SENSORS
General
Dual (system 1 and system 2) sensors are mounted on the left and right side
of nose gear strut. The targets are mounted on brackets fixed to the upper
torsion link. (Target ”far” on the ground.)
Removal
Remove the connector plug from the nose strut--mounted J--box and remove
conduit and sensor as a unit.
Adjustment
A properly installed sensor will provide the required gap (0.15 inch).
Gap adjustment is normally not required. However, gap should be checked
if sensor mounting support, sensor target, or target support is moved or
damaged.
Test
The sensor is tested with the airplane on the ground and supported by the
landing gear. The PSEU TARGET TEST will verify sensor installation.

PSEU ALL
32 - 00
Figure 12 Nose Gear Not Compressed Sensors

PSEU ALL
32 - 00
AIR / GROUND SENSING COMPONENTS
Relays
All system 1 and system 2 air / ground relays are located in the P33, P36 or
P37 panels. The relays are 4--pole, double throw, 2 or 10 amp hermetically
sealed relays with pin--type terminals for electrical plug connection.
Relays are installed on bracket with socket mounting screws.
Power should be removed prior to removal / installation.
Relay Adjustment and Test

All system 1 and system 2 air / ground relays are tested for ground mode
and flight mode operation.
The test procedures require continuity and voltage check for relay terminals in
both modes. The test is conducted with a breakout box.
Simulated Flight Mode
Simulated flight mode may be accomplished by jacking the airplane or by
placing actuators on the main gear truck tilt sensors and the nose gear
not compressed sensors.
Airplane with electrical power applied will switch the air / ground system and all
user systems to the flight mode.
To prevent equipment damage or personnel hazard from prolonged flight mode
operation, consult the Maintenance Manual for list of circuit breakers to be
opened.
EICAS Indications
The PSEU processes the sensor signals to the relays and to the EICAS
computers. the following two messages are related to the air / ground sensing
system:
AIR / GND DISAGREE -- monitors disagreement between system 1 and
system 2 for main gear tilt and is stored for status
and maintenance pages.

NOSE A/G DISAGREE -- monitors disagreement between system 1 and
system 2 for nose strut compressed and is stored
for status and maintenance pages.

PSEU ALL
32 - 00
Figure 13 Air / Ground Sensing Components

PSEU ALL
32 - 00
AIR GROUND RELAY SYSTEMS
Relays
The air ground relays are grouped into two redundant systems: system 1
and system 2.
The various airplane systems using inputs from the air ground relays are listed
in the table shown on the right side of the diagram.
Sensor Inputs
Proximity cards in the PSEU monitor the position of the proximity sensors for
system 1 and system 2.
Each air ground system includes a proximity sensor on the left and right main
gear truck and on the nose gear strut.
In ground mode, all three sensors are in the FAR position producing a logic 1
output to the logic card.
Air / Ground Logic
The logic card utilizes the main gear tilt signal inputs to develop gear tilted
and gear not tilted logic card outputs to the driver card.
These logic signals force the drivers to conducting or non--conducting states
dependent on the air / ground mode of the airplane.
The nose gear compressed / not compressed logic functions in the same
manner.
EICAS
The EICAS computers receive input signals from the main gear not tilted and
the nose gear compressed driver outputs of the driver card for both system 1
and system 2.
The logic in the EICAS computer requires system 1 and system 2 to agree
(exclusive or gate).
A disagreement for 10 seconds will result in a disagreement message and

storage in nonvolatile memory.

PSEU ALL
32 - 00
Figure 14 Air / Ground Relay Systems

PSEU ALL
32 - 00
POSITION AND WARNINGS
Flight Compartment Displays LDG GEAR MONITOR: system 1 and system 2 landing gear positions
Position indications, warnings and annunciations for the landing gear system disagree (10 sec).
are provided on the main instrument panel.
All sensor positions are dual installations providing a system 1 and system 2
inputs.
Landing Gear Lights
An amber GEARS light on P31 illuminates when the gear is in transit, when the
landing gear is not in agreement with the landing gear lever position or when a
main landing gear door is open with the gear handle up.
Three green lights NOSE, LEFT and RIGHT illuminate when the respective
landing gear is down and locked.
Gear Doors Light
An amber DOORS light illuminates when any system 1 and any system 2 door
sensor senses a door not closed.
Monitors all door sensors in gear up mode.
Monitors only the main door sensors in the gear down mode.
EICAS Displays
EICAS displays for landing gear and door positions provide an amber message
at the caution level.
The EICAS messages and meanings are as follows:
-- GEAR DISAGREE: any gear disagreement in either the up or down
position. Gear down mode also requires that one
of the gears is not down and locked (25--second delay).
-- L SIDE BRACE, L DRAG BRACE, R SIDE BRACE, R DRAG BRACE:
system 1 and system 2 both indicate gear disagree
and a specific brace is not down (removes the GEAR
DISAGREE message), (25--second delay).

-- GEAR DOORS: any monitored sensor in door system No. 1 and any
monitored sensor in door system No. 2 in the far mode
(not closed) (35--second delay).
EICAS display at the status level provides a white message on the lower
display panel that may be displayed at the pilots’ discretion.

PSEU ALL
32 - 00
Figure 15 Position and Warnings

PSEU ALL
32 - 00
DRAG BRACE SENSORS
General
Dual (system 1 and system 2) rectangular sensors are mounted on each drag
brace. The target is mounted on the upper jury strut (inboard) and the sensor
is mounted on the lower jury strut (outboard).
(Targets are near with gear down).
Removal
Disconnect the connector plug from the strut--mounted lower oleo J--box.
Remove the sensor and conduit as a unit.
Adjustment
A properly installed sensor will provide the required gap (0.10 +/--0.02 inch).
Gap adjustment normally is not required.
target support is moved, disturbed or damaged.
Shims located under sensors.
Test

PSEU ALL
32 - 00
Figure 16 Drag Brace Sensors

PSEU ALL
32 - 00
SIDE BRACE SENSORS
General
Dual (system 1 and system 2) cylindrical sensors are mounted on each side
brace.
The sensors are mounted on the outboard lockpin and the targets are mounted
on the inboard lockpin. (Targets are near with gear down).
Removal
Disconnect the connector plug from the strut--mounted lower oleo J--box.
Remove the sensor and conduit as a unit.
Adjustment
A properly installed sensor will provide the required gap (0.05 +0.000, --0.025).
Cap adjustment normally is not required.
target support is moved, disturbed or damaged.
Shims located under sensors.
Test

PSEU ALL
32 - 00
Figure 17 Side Brace Sensors

PSEU ALL
32 - 00
MAIN GEAR DOOR LATCH SENSORS
General
Dual (system 1 and system 2) rectangular sensors are mounted on brackets aft
of the uplock hook.
The targets are mounted on the door roller support. (Targets are near with the
door closed.)
Removal
Disconnect the connector plug from the J--box mounted in the wheel well
ceiling. Remove the sensor and conduit as a unit.
Adjustment
A properly installed sensor will provide the required gap (0.13 +/0.03 inch).
target support is moved, disturbed or damaged, or if main gear door is
re--rigged. Shims located under sensor.
Test
The PSEU TARGET TEST will verify sensor installation.
Sensor operation is tested by closing main gear doors and observing that no
door lights or messages are illuminated on the flight deck.

PSEU ALL
32 - 00
Figure 18 Main Gear Door Latch Sensors

PSEU ALL
32 - 00
NOSE GEAR DOWN SENSORS
General
Dual (system 1 and system 2) rectangular sensors are mounted on the left and
right rear bulkhead area of the nose wheel well.
The target is the nose gear shock strut trunnion. (Target near with gear down
and locked.)
Removal
Disconnect the connector plug from the J--box mounted on the right aft side of
the nose wheel well. The sensor and conduit are removed as a unit.
Adjustment
A properly installed sensor will provide the required gap (0.13 inch).
target support is moved, disturbed or damaged, or if nose gear door is re--
rigged. Shims located under sensors.
Test

PSEU ALL
32 - 00
Figure 19 Nose Gear Down Sensors

PSEU ALL
32 - 00
NOSE GEAR LOCKED SENSORS
General
Dual (system 1 and system 2) cylindrical sensors are mounted on the aft lock
link of the nose gear. The targets are mounted on the forward lock link.
(Target is near in both the gear up and gear down position.)
Removal
Disconnect the connector plug from the J--box on the aft bulkhead left side of
the nose wheel well. The sensor and conduit are removed as a unit.
Adjustment
A properly installed unit will provide 0.04 +/0.01 inch distance from sensor to
target. Gap adjustment normally is not required.
target support is moved, disturbed or damaged. Shims are located under tar-
get.
Test
landing gear.
The PSEU TARGET TEST will verify sensor operation and installation.

PSEU ALL
32 - 00
Figure 20 Nose Gear Locked Sensors

PSEU ALL
32 - 00
NOSE GEAR DOOR SENSORS
General
Four--door position sensors are mounted in the nose wheel well. Dual (system
1) sensors are mounted on the forward bulkhead centerline.
The targets are mounted on the forward inner corner at the forward nose
doors. Another set of sensors (system 2) is mounted to the left and right side
of the nose wheel well.
The targets are mounted to the nose wheel well doors outboard near the hinge
line. (Targets are near with the doors closed.)
Removal
On the centerline sensors, the connector plug is removed from the service light
support panel. Remove the sensor and conduit as a unit.
The left and right side sensor conduits connect into adjacent wire provision
covers and are also removed as a unit.
Adjustment
A properly installed sensor will provide the required gap (0.13 inch). Gap
adjustment is normally not required.
However, gap should be checked if sensor mounting support, sensor target or
target support is moved or damaged or nose gear doors re--rigged.
Shims are located under the targets.
Test
The sensors are tested with the airplane on the ground.
The PSEU TARGET TEST will verify the sensor operation and installation.

PSEU ALL
32 - 00
Figure 21 Nose Gear Door Sensors

PSEU ALL
32 - 00
GEAR DOOR INDICATION - BLOCK DIAGRAM
Gear Retracted
In the gear retracted mode, the left and right nose gear doors and the left and
right main gear doors are monitored. Each door has a SYSTEM No. 1 and a
SYSTEM No. 2 sensor.
Gear Extended
In the gear extended mode, only the left and right main gear doors are
monitored because nose door droop is great enough to prevent the target /
sensor relationship from showing doors closed.
Indication
An amber DOOR light illuminates and a GEAR DOORS Advisory ”C” level
message appears when any SYS NO. 1 AND any SYS NO. 2 door sensor
is in a FAR mode. The message is delayed for 35 SEC after the light appears.

PSEU ALL
32 - 00
Figure 22 Gear Door Indication - Block Diagram

PSEU ALL
32 - 00
DOOR POSITION INDICATION
Proximity Switches
Eight proximity sensors monitor the landing gear door position. Each door has
a system 1 and system 2 sensor.
All targets are in the near position with the doors closed.
Doors monitored are the left and right main gear doors and the left and right
forward nose gear doors.
Nose door sensors are not monitored in the gear down mode because of nose
door droop in the gear down mode.
Logic and Annunciation
Door logic circuits are established such that if the monitored system 1 sensors
OR the monitored system 2 sensors are in the target near position, the amber
doors light is inhibited.
The gear doors relay (K652) is controlled by the system 2 ALL DOORS
CLOSED signals.
A relay on M010 is controlled by the system 1 ANY DOOR NOT CLOSED sig-
nal. The amber DOORS light will illuminate only if K652 is deenergized as a
result of ALL DOORS NOT CLOSED sensed by system 2 and ANY DOOR
NOT CLOSED sensed by system 1.
This condition will also cause an EICAS GEAR DOORS advisory level C
message to be displayed after a 35--second time delay.

PSEU ALL
32 - 00
Figure 23 Door Position Indication

PSEU ALL
32 - 00
LANDING GEAR DOWN INDICATION - BLOCK DIAGRAM
Main and Nose Landing Gear -- Sensors
Gear position is monitored by a SYSTEM No. 1 and a SYSTEM No. 2 sensor
for each side brace, each drag brace, nose gear down and nose gear locked.
Main Gear Down Indication

The green gear down light will illuminate in response to a near indication from
either SYSTEM No. 1 or SYSTEM No. 2 side brace and a near indication from
either SYSTEM No. 1 or SYSTEM No. 2 drag brace for the respective main
landing gear.
Nose Gear Indication
The nose gear down green light will illuminate in response to both SYSTEM
No. 1 sensors or both SYSTEM No. 2 sensors in the near mode.

PSEU ALL
32 - 00
Figure 24 Landing Gear Down Indication

PSEU ALL
32 - 00
LANDING GEAR INDICATION - GREEN LIGHTS
General
Dual bulbs and dual power are provided for each landing gear to prevent loss
of indication due to a single failure.
Main Landing Gear

Each main gear green light consists of dual bulbs (left main gear shown)
powered by separate MD&T circuits and controlled by a pair of relays powered
separately by landing gear position -- air / ground system 1 and system 2 circuit
breakers.
Nose Landing Gear
The nose gear green light also contains dual bulbs powered by separate MD&T
circuits. The grounds are provided by logic in the PSEU responding to down
and locked indication from system 1 or system 2.

PSEU ALL
32 - 00
Figure 25 Landing Gear Indication - Green Lights

PSEU ALL
32 - 00
GEAR DISAGREE LIGHT INDICATION - BLOCK DIAGRAM
Monitors
The amber GEAR light is a disagreement condition between the gear sensors
and the landing gear handle position.
In the gear down mode, the system monitors the main gear side and drag
brace sensors and the nose gear down and nose gear locked sensors.
In the gear up mode, the system monitors the same sensors (down sensors
far) and also the main gear door latch sensors.
Indication
The amber GEAR light will illuminate when any gear sensor in SYSTEM No. 1
and any sensor in SYSTEM No. 2 are in disagreement with the gear handle
position.

PSEU ALL
32 - 00
Figure 26 Gear Disagree Light Indication

PSEU ALL
32 - 00
GEAR DISAGREE SCHEMATIC - LANDING GEAR
DISAGREEMENT LOGIC
Proximity Sensors
The gear disagreement logic that controls the amber GEAR light monitors the
nose gear down, nose gear locked sensors, the drag and side brace sensors,
the main door latch sensors and the landing gear lever position.
Logic
The ALL GEAR IN SELECTED POSITION signal is generated by comparing
the gear position to the gear lever position using lever position switch S--3 with
system 1 sensors and lever position switch S--4 with system 2 sensors.
Gear Disagree Relay, K651
The relay is powered by 28 V dc from the Right Bus and is energized as long
as system 2 shows no disagreement.
When energized, the relay inhibits a system 1 disagreement from illuminating
the GEAR light.
Gear Disagree Indications -- GEAR Light
The amber GEAR light illuminates whenever there is a disagreement in BOTH
system 1 and system 2.
This can be in either the gear up or gear down mode.
Gear Disagree EICAS Message

Gear Lever Not Down -- message will be displayed if a gear disagree is present
in BOTH systems for 25 seconds.
Gear Lever Down -- message is displayed if a gear disagree is present in
BOTH systems for 25 seconds.
The main gear requires that all four sensors for the respective gear show not
down and locked.
The nose gear requires one or both of the down and locked sensors to indicate
not down and / or not locked in both system 1 and system 2.

PSEU ALL
32 - 00
Figure 27 Gear Disagree Schematic

PSEU ALL
32 - 00
SIDE AND DRAG BRACE MESSAGES
Purpose
The purpose of these messages is to indicate a specific side or drag brace is
not locked (Both system No. 1 and system No. 2 sensor in the far mode).
This is a caution B level message.
Function
The message requirements are:
-- Sensor disagreement in both system No.1 and system No. 2 for 25 seconds.
-- Gear lever down
-- A specific side or drag brace not locked (both sensors in far mode) and the
associated side or drag brace for the same gear locked (either sensor in the
near mode).

PSEU ALL
32 - 00
Figure 28 Side and Drag Brace Messages

PSEU ALL
32 - 00
GEAR INDICATION - STATUS / MAINTENANCE LEVEL
Purpose
The PSEU provides inputs to the EICAS computers to develop the
LDG GEAR MONITOR message.
The LDG GEAR MONITOR message will also be accompanied by one of
several maintenance level messages indicating the source of disagreement
causing the LDG GEAR MONITOR message to be displayed.
The maintenance level messages are latched.
Function
The message requirements are:
-- Nose gear locked disagreement for 2 seconds. (Sys 1 Vs. Sys 2)
-- Nose gear down disagreement for 30 seconds. (Sys 1 Vs. Sys 2)
-- Gear disagreement for 30 seconds (Sys 1 Vs. Sys 2)
-- Drag / side brace disagreement for 30 seconds (Sys 1 Vs. Sys 2)
-- Gear door disagreement for 30 seconds (Sys 1 Vs. Sys 2)
-- All gear down and locked input from PSEU to landing gear configuration
warning system when the nose gear is not down.

PSEU ALL
32 - 00
Figure 29 Gear Indication - Status / Maintenance

PSEU ALL
32 - 00
LANDING GEAR POSITION SCHEMATIC
Requirements
Main Gear Sensors
Main landing gear position is sensed by two sensors (system 1 and system 2) -- Gear lever in the down position.
on each side brace and each drag brace. Target position is near in the gear -- Disagreement for 25 sec between the gear lever position and the gear
down mode. position in both sys. 1 and sys. 2.
-- Both sensors on the specific brace are in FAR mode and either or both
Main Gear -- Logic sensors on the associated brace for the same gear in the NEAR mode.
Each sensor provides input to three logic programs; EICAS computers, amber
gear disagreement light and green gear down lights. Inputs
The green LEFT or RIGHT gear light requires either drag brace target near and All landing gear position inputs to EICAS logic are generated in the PSEU
either side brace target near. with the exception of the gear lever position signal which comes from the
microswitch S--3 in the landing gear lever module.
Either drag brace sensor (Sys 1 or Sys 2) provides a ground for the drag brace
relay (L or R). Either side brace sensor provides a ground for the green gear
light (L or R). The R bus and the BATT Bus provided redundant power source
for the drag brace relays.
Nose Gear -- Sensors
Two sensors (system 1 and system 2) monitor the nose gear down position
and two sensors (system 1 and system 2) monitor the nose gear locked
position.
Nose Gear -- Logic
Each of the four sensors provides logic input to the gear disagreement light and
to the nose gear down and locked circuits. The two nose gear locked sensors
also input to the EICAS computers.
The green NOSE gear light requires both system 1 nose gear down and nose
gear locked targets in the near position or both system 2 nose gear down and
nose gear locked targets in the near position.
EICAS Annunciation
The SIDE and DRAG BRACE messages are provided to advise the pilot that a
specific side or drag brace is not locked down.

PSEU ALL
32 - 00
Figure 30 Landing Gear Position Schematic - 1

PSEU ALL
32 - 00
Figure 31 Landing Gear Position Schematic - 2

WHEELS & BRAKES ALL

32 - 00
WHEELS AND BRAKES


WHEELS & BRAKES ALL

32 - 00
WHEELS AND BRAKES
INTRODUCTION
Wheels and Brake Assemblies
The main landing gear consists of dual tandem trucks, four wheels per truck.
Each of the eight main gear wheels is provided with a hydraulically actuated,
multiple disc brake.
The nose landing gear is a single strut with dual wheels.
The nose gear wheels are not braked.
Normal / Alternate Brake Systems

Separate normal and alternate brake hydraulic systems provide active sources
for brake hydraulic power while an accumulator in the normal system provides
a passive source.
Antiskid System
Antiskid protection is provided for both normal and alternate brake systems
to prevent wheel skids and to maximize the braking force.
The antiskid is controlled by a microprocessor system.
Autobrake System
Autobrake system provides automatic braking capability on the ground to
achieve a selected deceleration rate.
Operates on the normal brake system only and is controlled by a
microprocessor system.

WHEELS & BRAKES ALL

32 - 00
Figure 1 Wheels and Brakes

WHEELS & BRAKES ALL

32 - 00
BRAKE SYSTEM - BLOCK DIAGRAM
Mechanical Input
Two sets of brake pedals provide for full and differential braking capability.
The captain’s and first officer’s pedal sets are connected by bus rod and
linkage.
Cables on the left and right side of the airplane connect the pedals to a brake
metering valve module in each wheel well. Each brake metering valve module
contains a normal and an alternate brake metering valve.
Hydraulic Control
The normal brake system is powered by the right hydraulic system.
The alternate system is powered by the center hydraulic system and is
automatically selected upon loss of the right hydraulic system.
A reserve source of hydraulic fluid is also provided by the center hydraulic sys-
tem.
An accumulator in the normal system is automatically selected when the
alternate system is lost.
The brake metering valves mechanically meter the selected hydraulic system
pressure to the normal or alternate anti--skid system.
The normal anti--skid module receives normal brake metered pressure or
autobrake pressure and supplies the brakes.
The alternate anti--skid module receives pressure from the alternate brake
metering valves if active and supplies the brakes.
Electrical Control
The anti--skid / autobrake control unit provides electrical control to four
anti--skid valves for control of skidding wheel conditions and to the autobrake
valve module to meter brake pressure automatically per a preset adjustable
setting.
Wheel speed inputs are transmitted to the anti--skid / autobrake control unit by
wheel transducers.
Selected deceleration requirement is input to the autobrake system from the
autobrake selector switch.

WHEELS & BRAKES ALL

32 - 00
Figure 2 Brake System Block Diagram

WHEELS & BRAKES ALL

32 - 00
FLIGHT COMPARTMENT CONTROLS AND INDICATION
Parking Brakes
The parking brake handle on the control stand sets the parking brake.
An amber PARK DRAKE light and EICAS advisory message illuminate
to indicate parking brakes are set.
A brake pressure gage (P3--1) indicates pressure available for braking
(Accumulator or normal system pressure)
Brake Hydraulic Source
A BRAKE SOURCE light and EICAS advisory message illuminate when
no active source of hydraulic pressure is available to the brake system.
A reserve brakes and steering switch selects a center hydraulic system
reserve source of hydraulic fluid and isolates this fluid to the brakes and
steering systems.
Antiskid
An amber light on the P5 panel and EICAS advisory message illuminate
for faults in the active antiskid system.
Normal and alternate antiskid system fault messages also appear on the sta-
tus and ECS/MSG pages.
An ANTISKID / AUTOBRK message also appears on the ECS/MSG page
for all antiskid system faults.
Autobrake
A control switch (P3--1) provides for selection of deceleration levels during
landing and for rejected takeoff.
An AUTOBRAKES light and EICAS advisory message illuminate with the
switch in the DISARM position, indicating that a fault has been detected or
arming requirements are not met.
An ANTISKID / AUTOBRAKE message also appears on the ECS/MSG page
for autobrake system faults.
Brake Temperature Monitor

A white BRAKE TEMP light on the P3--1 panel provides an Indication of a
hot wheel brake.
Individual wheel temperature is displayed on EICAS.

WHEELS & BRAKES ALL

32 - 00
Figure 3 Flight Compartment Controls and Indication

WHEELS & BRAKES ALL

32 - 00
NOSE GEAR TIRE AND WHEEL ASSEMBLY & SPIN BRAKE
Wheel Assembly The wheel retaining nut is tlghtened and the two lockbolts are installed per
The forged aluminum wheel halves are bolted together with a seal installed Maintenance Manual limits.
between them.
The outboard half contains an inflation valve and a relief valve which vents ex-
cess pressure between 375 and 450 psig.
Each wheel is supported on its axle by two tapered roller bearings.
The wheel is mounted on the axle with a washer and a retaining nut. Grease
seals installed on each side of the hub are retained by snap rings.
Nose Wheel Spin Brake

Two spring arms with friction pads are attached to the forward ceiling of the
nose wheel well.
As the nose gear retracts, the tires contact the friction pads causing the wheel
rotation to stop.
The friction pads are replaced when worn to within 1/32 inch of the countersunk
fastener heads.
Tire Inflation
All tires are initially inflated with nitrogen. Refilling with dry air is acceptable
provided the oxygen content of the tire does not exceed 5 % of the total tire
volume.
Nose Gear Tire and Wheel Assembly
Removal and Installation
The nose gear tire and wheel assembly weighs about 166 pounds (75 kgs).
Before removing the wheel, the landing gear locks need to be installed and the
tire deflated.
The two lockbolts are taken out allowing the removal of the wheel retaining nut
and washer, the retaining snap ring and seal.
An axle thread protector is installed prior to removing the wheel assembly.

Before installing the wheel assembly, ensure that the axle thread protector and
the wheel spacer are installed on the axle.
The wheel assembly is then slid on the axle.
The axle thread protector is removed to allow the installation of the wheel
retaining nut and washer, as well as the seal and the retaining snap ring.

WHEELS & BRAKES ALL

32 - 00
Figure 4 Nose Wheel and Spin Brake

WHEELS & BRAKES ALL

32 - 00
MAIN GEAR WHEEL ASSEMBLY
Wheel Assembly
The forged aluminum wheel halves are bolted together with a seal is installed
between them.
The outboard half contains an inflation valve pressure sensor unit and a relief
valve which vents excess pressure between 375 and 450 psig.
The inboard wheel half contains a multi--layer heat shield and three (3) thermal
fuses that will melt at approximately 350 degrees to release tire pressure.
Nine drive keys in the inboard wheel half drive the brake rotors as the wheel
rotates.
The brakes are applied when the rotors are moved into engagement by
hydraulic pressure applied to the pistons.
Two different sized bearings support the wheel and the bearings are retained
by snap rings.
A wheel speed transducer and tire pressure indicating system wheel interface
unit are installed in a housing that is retained in the axle by the axle lock bolts.
The wheel speed transducer and tire pressure indicating system unit are driven
by a flexible drive attached to the hubcap.
Tire and wheel assembly weight approximately 360 pounds, (163 kg).
Prior to wheel removal, insure that door locks are installed, parking brakes set
and parking brake circuit breaker is pulled. Deflate the tire.
WARNING: DEFLATE TIRE BEFORE REMOVAL. FAILURE TO DEFLATE
THE TIRE COULD RESULT IN INJURY IF A DEFECTIVE
RESULT IN INJURY IF A DEFECTIVE TIRE / WHEEL
SHOULD EXPLODE.
Remove hubcap with transducer drive attached. Remove lockbolts to allow
wheel retaining nut and washer to be removed.
Install axle thread protector, remove wheel and install axle protector.

WHEELS & BRAKES ALL

32 - 00
Figure 5 Main Gear Tire and Wheel Assy

WHEELS & BRAKES ALL

32 - 00
BRAKE ASSEMBLY
The brake assembly is a self--adjusting, hydraulically actuated, multiple disc
type unit.
The brake housing is mounted on journal bearings which ride on axle sleeves.
The brake is connected to the main gear inner strut by a torque arm to stabilize
the truck during braking. (prevent truck diving).
Five carbon rotating disks are keyed to the wheel.
The pressure plate, stator disks and backing plate are attached to the brake
assembly.
The pressure plate and stator disks slide axially on the brake torque tube.
Seven piston housing assemblies drive the pressure plate axially to compress
the rotors and stators.
Automatic adjusting assemblies are mounted in the piston housings.
Two indicator pins on the inboard side of the brake housing show brake lining
wear.
With brakes applied the end of the indicator pin must extend beyond the re-
taining bracket. A quick self--sealing disconnect is installed in the inlet port.
A bleed valve is provided for servicing the brake.
A brake temperature monitor sensor is mounted in the bottom of eacb brake
housing.
To remove the sensor, the brake equalizing rod (torque arm) is disconnected
so the brake can be rotated.

WHEELS & BRAKES ALL

32 - 00
Figure 6 Carbon Brake Assy

WHEELS & BRAKES ALL

32 - 00
BRAKE CABLE INSTALLATION
General
The single cable systems, one on each side of the airplane, transmit brake
control force from the pedal assembly to the brake metering valve modules.
Cables
Single brake--on and brake--off cables are installed for left and right brakes.
The cable run is through the floor beam, left and right side to the wheel wells.
Access to cables is in the ceiling of the forward cargo compartment.
Cables are 3/32 inches diameter, carbon steel.
Eight turnbuckles (two per cable) are provided for cable tension rigging.
Aft Cable Quadrants

Each cable system is terminated at a quadrant located on the outboard side
of the ceiling of the main wheel wells.
The quadrant is connected to a crank which inputs to the metering valve
module by means of a connecting rod.
System Adjustments -- General
The brake system is properly adjusted when cable tensions are within
allowable tolerances and rig pins fit loosely.
Rigging adjustments are made with the parking brakes released, rig pins
LGB--1 and LGB--2 installed in the captain‘s and first officer’s brake
pedals and rig pins LGB--3 and LGB--4 installed in the aft cable quadrants.
Adjustable Components
The metering valve input rods are adjustable.
They are adjusted for free fit of rig pins LGB--3 and LGB--4 with the control
valve in neutral position.
The forward quadrants are positioned by adjustment of the brake pedal

pushrods.
Quadrants are adjusted for an angular dimension between quadrant and stop.
The cables are tensioned to the value shown on cable tension chart in the
Maintenance Manual.
The turnbarrels are located in the ceiling area of the forward cargo compar-
tment (stations 705 and 689).

WHEELS & BRAKES ALL

32 - 00
Figure 7 Brake Cable Installation

WHEELS & BRAKES ALL

32 - 00
BRAKE PEDALS AND BUS RODS
Brake Pedals
Two similar sets of pedals provide brake application by rotation about the
rudder pedal heel point.
Force is transmitted through control rods to forward bell cranks which are con-
nected to the cable quadrants.
Maximum pedal rotation is 16 degrees and limited by a stop on forward cable
quadrants.
Rig pin holes are in upper arm of lower bell crank left and right assemblies.
The linkage is below flight compartment floor and accessible from access panel
forward of nose wheel well.
Bus Rod Mechanism
The bus rod mechanism allows simultaneous control of brake system from
right and left positions and provides for force summing of inputs from the
two positions.
The left brake cables are driven by shaft rotation in the left side bell crank
assembly.
The captain’s left bell crank is splined to the shaft of the left side bell crank as-
sembly, allowing captain’s left pedal input to rotate the left shaft.
The first officer’s left brake bell crank is bearing mounted on the right side bell
crank assembly, and connected by a bus rod to the captain’s left brake bell
crank.
First officer’s left brake input is transmitted through the bus rod to the captain’s
left brake bell crank, thereby rotating the shaft and driving the left brake cables.
Right brake cables are driven in a similar manner.

WHEELS & BRAKES ALL

32 - 00
Figure 8 Brake Pedal & Bus Rods

WHEELS & BRAKES ALL

32 - 00
BRAKE METERING VALVES MODULES
Brake Metering Valve Module Installation Gear Retract Braking Actuator
The brake metering valve modules are located on the top outboard side of A gear retract braking actuator is mounted on the alternate metering valve
each wheel well. (inboard). The actuator is a hydraulic cylinder which extends with center
The module installation is reversed in each wheel well. hydraulic pressure whenever the landing gear lever is in the UP position.
Extension of the cylinder will actuate the alternate metering valve spool by
The input shaft to the module is located forward In the left wheel well
means of a crank lever.
while it is located aft in the right wheel well.
Movement of the alternate valve spool will then allow alternate brake pressure
The valve modules are bolted to structural supports.
to the brakes to stop the wheel rotation during gear retraction.
Brake Metering Valve Module Operation
The two brake metering valve modules are identical. They contain two brake
metering valves operated from a single input shaft.
The first valve (outboard) is the normal brake metering valve while the second
(inboard) is the alternate brake metering valve.
Each module has two separate system pressure ports, two return pressure
ports and two metered pressure ports.
The two metering valves (normal and alternate) contained in one module are
identical.
The brake metering valves are slide and sleeve type valves.
The input crank transmits its movement to the metering spool, by means of a
compression input spring. The brake metered pressure is ported to the feed-
back chamber.
In order to generate a variable feedback gain to the spool, two feedback
pistons of different diameters are used.
At low brake metered pressure (below 250 psi) the movement of the inner
feedback piston (small area) relieves the compression on the feedback spring.
The feedback spring is attached to the outer piston.
Due to the spring free length, relieving the feedback spring causes a small
movement of the outer feedback piston (big area).
At intermediate brake metered pressure (froin 250 psi to 950 psi) the feedback
force applied on the spool is the total exerted by both the inner and outer
pistons.
At high brake metered pressure (above 950 psi) the outer piston reaches the
end of its stroke and the feedback force is applied only by the inner piston.

WHEELS & BRAKES ALL

32 - 00
Figure 9 Brake Metering Valves

WHEELS & BRAKES ALL

32 - 00
BRAKE HYDRAULIC SYSTEM
Hydraulic Pressure Source
Right hydraulic system pressurizes the normal brake system and the
accumulator.
Center hydraulic system pressurizes the alternate brake system. Accumulator Braking
When right and center systems fall below 1440 psi, the accumulator opens
Source Selection Valves AIV and is available for limited braking through the normal brake system.
The alternate brake selector valve (ABSV) is located on the keel beam, Brake accumulator pressure can be read at a gage in the right wheel well,
left wheel well. The accumulator isolation valve is located on the aft A pressure transmitter supplies indication of pressure on the gas side of the
wall, right wheel well. accumulator to a brake pressure gage on the P3--1 panel.
The two valves are identical, pressure operated slide and sleeve valves.
They contain system and control pressure ports, brake pressure output Gear Retract Braking
port, return port and pressure switch port. (Pressure switch port and With the gear handle in the UP position, up line pressure is ported through the
return port plugqed on the AIV). ABSV to the alternate BMV‘s. Up line pressure is also ported to the retract
The ratio of area of the slide to the area of the control piston is such braking actuators on the alternate BMVs.
that if control pressure drops to 48% of system pressure, the valve opens. This meters gear up line pressure through the alternate antiskid valves to the
brakes.
Normal Brakes
Then the gear lever is placed in “UP” position, the alternate antiskid valves are
Right hydraulic system pressurized and holds ABSV closed. deactivated for 12.5 seconds to allow the brakes to fully stop wheel rotation.
Right system pressurizes the accumulator and the normal brake system.
Pedal input activates the brake metering valves and meters normal system
brake pressure through the shuttle valve, through the normal antiskid valves
and through another shuttle valve to brakes.
Return to reservoir is through the brake metering valves when the brake
pedals are released or through the normal antiskid valve return line if the anti-
skid system relieves brake pressure.
Alternate Brakes
When right system drops to 48% of center system pressure, the ABSV
opens and the AIV closes due to differential piston areas.
The alternate brake metering valve meters pressure to alternate antiskid

valves, then through shuttle valves to wheel brakes.
Return to reservoir through the alternate brake metering valves when brakes
are released or through the alternate antiskid return lines if the valves relieve
brake pressure.

WHEELS & BRAKES ALL

32 - 00
Figure 10 Brake Hydraulic System - Normal Brakes

WHEELS & BRAKES ALL

32 - 00
Figure 11 Brake Hydraulic System - Alternate Brakes

WHEELS & BRAKES ALL

32 - 00
Figure 12 Brake Hydraulic System - Accumulator Braking

WHEELS & BRAKES ALL

32 - 00
Figure 13 Brake Hydraulic System - Retract Braking

WHEELS & BRAKES ALL

32 - 00
NOTES :

WHEELS & BRAKES ALL

32 - 00
BRAKE SOURCE LIGHT AND RESERVE BRAKES SWITCH
Brake Source Light
The brake source light indicates that no active source of hydraulic power is
available for the braking systems. (The accumulator is a passive source.)
Activation
Loss of the right hydraulic system is monitored by the ACMP pressure switch
(S30) during automatic ACM operation or by the electric hydraulic pump right
control pressure switch (S32) when the ACMP is not automatically operated.
Loss of the center hydraulic system is monitored on the downstream side of the
alternate brake selector valve by switch S415.
The brake source light illuminates when both systems indicate low pressure.
EICAS Message
The light is accompanied by a “BRAKE SOURCE” advisory level “C” message
on the upper EICAS display.

WHEELS & BRAKES ALL

32 - 00
Figure 14 Brake Source Light

WHEELS & BRAKES ALL

32 - 00
ANTISKID ACCUMULATOR SYSTEM
Purpose
A dual accumulator system is provided in the return line from each normal
antiskid valve to absorb high back pressure from the return flow allowing
faster brake release response and reduce unnecessary tire wear.
Components
System consists of two 25 cubic inch capacity accumulators, two charging
valves and two pressure gauges. The accumulator gas side is connected to
the charging valve and is precharged to 150 psi.
The fluid end of the accumulator is connected to the return line of the normal
brake metering valves.
Location
The system components are mounted in identical positions on the left and right
wing between the main landing gear beam and the spoiler beam.
Access is through the bottom side of the wing through access panels 551 UV
on left wing and 651 UV on the right wing.

WHEELS & BRAKES ALL

32 - 00
Figure 15 Antiskid Accumulator System

WHEELS & BRAKES ALL

32 - 00
PARKING BRAKE
The parking brake system provides a means of engaging the brake pedals to Indications
hold the BMV‘s in the braking mode. Park brake light -- located on the left side of the P--10 panel and illuminates
A fully charged accumulator will hold the brakes for a minimum of 8 hours. when the parking brake valve is not fully open.
-- EICAS display -- a PARKING BRAKE message on the upper display unit
Latching System
(advisory C level) indicates that the parking brake valve
The T--handle on P--10 is attached to the latching mechanism by a flexible is not fully open.
cable. Pawls on the latch mechanism engage catches on the bell cranks.
Parking brake message on upper scope at warning level indicates that the
Both pedals must be depressed before either pawl will engage.
parking brakes are set with takeoff power set. (T/O configuration warning
A cam on the left pawl drives a parking brake indication and valve control system).
switch. (S--459)
The latch engages with pedals depressed 9 degrees and T--handle pulled. The
latch is disengaged by depressing pedals to 11 degrees, releasing handle.
Four adjustments can be made to the latching mechanism.
-- Parking brake pawl is adjustable to allow clearance of pawl stop.
-- The tabs on the microswitch are adjustable to allow switch actuation as
pawl lobe moves within 0.22 --0.25 inches of pawl stop.
-- Input crank stop can be adjusted till crank is 12 degrees below horizontal
with crank against stop.
-- Jam nuts on cable can be adjusted so that the pin connecting the flex cable
rod to the input crank arm can be freely inserted when parking brake handle
is against control stand and input crank is against stop.
Control System
The cam driven parking brake switch has two contacts; one contact controls
the parking brake shutoff valve and the parking brake light, the other contact
inputs to the takeoff warning system.
Brake pressure for setting parking brakes is indicated on brake pressure gage
on the P3--1 panel.
Gage shows rlght hydraulic system pressure if system is pressurized or

accumulator pressure if right hydraulic system is not pressurized.
Parking brake valve is located in the return line from the normal antiskid valves
and prevents bleed down through the antiskid valves.

WHEELS & BRAKES ALL

32 - 00
Figure 16 Parking Brakes

WHEELS & BRAKES ALL

32 - 00
PARKING BRAKE SHUTOFF VALVE
Purpose is to shutoff NORMAL antiskid valve return line leakage to
prevent bleed--off of trapped brake pressure.
Located on the upper / outboard side of the right wheel well.
Motor--operated valve is powered by 28 V dc and controlled by the
parking brake switch (S--459).
A manual override handle allows manually setting the valve in either
position without power (returns to switch commanded position when
power is reapplied).
Override handle also indicates valve position. POS 1 is open, POS 2 is shutoff.
The valve has two ports, inlet is from the NORMAL antiskid return
line, outlet is to right hydraulic system return.

WHEELS & BRAKES ALL

32 - 00
Figure 17 Parking Brake SOV

WHEELS & BRAKES ALL

32 - 00
PARKING BRAKE CONTROL AND INDICATION
BLOCK DIAGRAM
Control
With parking brakes set, the hot battery bus supplies 28 V dc through S459
to the CLOSE side of the parking brake valve.
The valve is motor driven.
Two internal limit switches shut off power when valve reaches the commanded
position.
A third limit switch directly indicates position of the valve.
Indication
When the valve leaves the OPEN position, it provides a ground to the parking
brake light and for the EICAS computer message.
When the valve reaches the CLOSED position, the limit switch energizes the
park brake close sense relay and provides valve position information to the
antiskid / autobrake control unit.
The amber PARK BRAKE light illuminates when the valve is not fully open.
The antiskid / autobrake control unit will fault the antiskid system if the ground
from the valve is lost for more than 2 seconds.

WHEELS & BRAKES ALL

32 - 00
Figure 18 Parking Brake Control and Indication

WHEELS & BRAKES ALL

32 - 00
PARKING BRAKE ACCUMULATOR
The 300--cubic inch accumulator is located on the keel beam in the right wheel
well. The accumulator has three functions:
-- Provide brake pressure for the parking brake system
-- Reduce pressure droop during normal brake system operation
-- Provide a passive source of braking when both normal and
alternate active pressure sources are not available.
A direct reading pressure gage and charging valve are installed on the keel
beam.
The pressure transmitter provides a signal to a flight deck brake pressure
indicator.
The pressure gage and transmitter are connected to the air (gas) side of the
accumulator.
The charging valve is used to service the accumulator (nitrogen).
The accumulator air charge can be checked by depressurizing the center and
right hydraulic system and cycling the brake pedals until the brake pressure
indicator stops decreasing.
Proper servicing is verified by comparing the air charge to the ambient
temperature.
A servicing decal is located by the accumulator charging valve.

WHEELS & BRAKES ALL

32 - 00
Figure 19 Parking Brake Accumulator

WHEELS & BRAKES ALL

32 - 00
BRAKE TEMPERATURE MONITOR COMPONENTS
A thermocouple type temperature sensor (chromel--alumel) is installed in the
inboard side of each brake.
A Brake Temperature Monitor Unit is located in the main equipment center
(E2--4).
This unit controls a BRAKE TEMP light on P3--1 and inputs to both EICAS
computers which provide a color--coded, numerical brake temperature indica-
tion.

WHEELS & BRAKES ALL

32 - 00
Figure 20 Brake Temperature Monitor Components

WHEELS & BRAKES ALL

32 - 00
BRAKE TEMPERATURE SYSTEM
Each brake temperature sensor inputs to the brake temperature monitor unit .
The monitor unit inputs a voltage signal to the EICAS computers which display
eight boxes with numbers on the status page.
Each box and number is color coded (blue or white) with the number (0 to 9)
within the box representing a brake temperature of 90 -- 695 ° C.
The color of the numbers and boxes will be as follows:
-- (1) Normal condition -- the number will be 0 through 2 with both box
and number blue.
-- (2) Threshold condition -- with the first number in a respective group
(left main gear truck or right main gear truck)
increasing to 3, the box will become white and
the number remains blue. Only the box with the
highest number (3 or 4) in the group will have a
white box. If more than one box has the high
number (3 or 4), only the first box reaching the
highest number will have a white box.
-- (3) Abnormal condition -- any brake with a number of 5 or greater will
have a white box and number.
A brake overheat white light (P3--1) will illuminate when any box has a number
5 or greater.
This light is controlled directly by the Brake Temperature Monitor.
The temperature monitor unit will indicate an overheated brake as follows:
-- Steel brake -- 37l ° C.
-- Carbon brake -- 500 ° C.
-- Carbon brake (300) -- 427 ° C.

WHEELS & BRAKES ALL

32 - 00
Figure 21 Brake Temperature System

WHEELS & BRAKES ALL

32 - 00
BRAKE TEMPERATURE MONITOR BITE
BITE
The monitor unit has built--in test equipment (BITE) circuits which include
a monitor test and sensor test.
Monitor Test
When the MONITOR TEST position is selected the nine indicators will
illuminate on the face of the monitor unit, the EICAS indicators will all
show uniform temperature values of 5 or above and the BRAKE TEMP
light will illuminate.
The sensors are not tested. If any light does not illuminate, change the monitor
unit. (A monitor fault would result in both the monitor light and the failed sensor
channel light extinguished.)
System Test
When the SENSOR TEST position is selected, a test signal is applied
across each of the eight brake sensor thermocouples. If either the sensor
or its cabling is open or shorted, the signal will not be received by the monitor
unit.
A sensor fault will be indicated by an extinguished light for that sensor and the
monitor unit.
If a sensor LED and monitor light do not illuminate, change the sensor.
With the BITE switch in either test position the white ”BRAKE TEMP” light
(P3--1) will illuminate and the eight digital displays on EICAS will display ”5”
or above.

WHEELS & BRAKES ALL

32 - 00
Figure 22 Brake Temperature Monitor BITE

WHEELS & BRAKES ALL

32 - 00
NOTES :

ANTISKID ALL
32 - 00
ANTISKID SYSTEM

ANTISKID ALL
32 - 00
ANTISKID SYSTEM -- Amber ANTISKID light on P5
-- EICAS displays on advisory, status and maintenance levels.
SIMPLIFIED
Purpose
The antiskid system primarily utilizes wheel speed information to command
brake pressure that will give a maximum braking level below wheel skid.
Antiskid system will never command brake pressure greater than metered
pressure.
Control Unit
The antiskid function is controlled by four microprocessor cards within the
antiskid / autobrake control unit.
Each card controls a fore / aft pair of wheels and is powered through a
separate circuit breaker.
Inputs
Wheel speed inputs are generated in eight wheel speed transducers and input
to antiskid cards.
Gear handle position (not down) provides an inhibit signal to the alternate
antiskid system for gear retract braking.
Gear handle position (down) energizes the hydroplane / touchdown protection
system.
Parking brake valve position is monitored.
Valve must be fully open for operational antiskid system.
Inertial reference system signals provide ground speed signals for hydroplane
touchdown protection.
Brake source signal is monitored to remove antiskid valve bias signal when
normal and alternate brake hydraulic systems are lost.
Outputs
Antiskid cards provide the valve driver signals to the normal and alternate
antiskid valves.
Fuses mounted to the valve modules provide leakage protection.
Shuttle valve modules between the normal and alternate antiskid valve
modules route pressure from the active system to the brakes.
Fault annunciation signals control:

ANTISKID ALL
32 - 00
Figure 1 Antiskid System Simplified

ANTISKID ALL
32 - 00
WHEEL SPEED TRANSDUCERS
Purpose
Transducers in each main gear wheel provide wheel speed information to the
antiskid system.
Wheel speed information from the antiskid system is also used for autobrake
inputs.
Installation
Transducer mounted in each wheel axle. A metal dog drive with four arms is
rigidly attached to the transducer shaft and mates with a cup fastened to
the bellows drive.
Bellows is mounted in the wheel hubcap.
The dog and cup coupling allows removal of the wheel and hubcap with
bellows without disassembly of a bolted joint.
Both transducer and drive unit are LRU‘s.
Operation
A magnetic field is generated by the permanent magnet stator. Rotor
movement vanes the reluctance of the stator--rotor magnetic circuit
inducing a voltage in the transducer coil.
The frequency of the developed signal is proportional to wheel speed.

ANTISKID ALL
32 - 00
Figure 2 Wheel Speed Transducer

ANTISKID ALL
32 - 00
ANTISKID VALVE MODULES
Antiskid Modules
Two modules, normal and alternate mounted in each wing forward of the main
gear support beam and outboard of the gear trunnion door.
Normal module has four control valves, four fuses, a shutoff valve assembly,
two filters, a check valve and a restrictor.
Each control valve controls the flow of metered brake pressure to a single
brake.
Alternate module has two control valves, two fuses, two filters and a check
valve.
Each control valve controls the flow of metered brake pressure to a pair of
wheel brakes.
The in--line fuses are quantity measuring fuses with a capacity of 60 cubic
inches. Prevent loss of hydraulic fluid from a downstream rupture.
Maintenance Operations
Access to normal antiskid valve module is through wing trailing edge inboard
lower surface skin panel 551 SB forward of main gear support beam and
outboard of gear trunnion door.
Access to alternate antiskid valve module is through wing trailing edge inboard
lower surface door panel 552 BB forward of spoiler support beam.
Control valves, fuses, filters and shutoff valves are line replaceable.
Fuses are manually resettable by rotating the reset knob. This equalizes the
pressure on both sides of fuse and allows the fuse to reset.
Then the reset knob is released, a spring forces the knob back to normal
position.

ANTISKID ALL
32 - 00
Figure 3 Antiskid Valve Modules

ANTISKID ALL
32 - 00
ANTISKID MODULE (NORMAL)
Normal Antiskid Valve Operation
The control valve will modulate brake pressure from a high of pilot--metered The shutoff valve prevents system pressure from being applied to the control
pressure or autobrake pressure to a low of no pressure (release and anywhere valve without pilot--metered pressure input of 250 psi or more.
in between).
The shutoff valve contains a check valve to allow metered pressure supply to
The first stage of the control valve (servo valve assembly) incorporates a the first stage if the shutoff valve sticks closed.
torque motor whose armature assumes a position between two nozzles as
a function of input current. System pressure (3000 psi) to first stage of valve produces a pressure output
with characteristic of constant pressure versus current signal gain for improved
One nozzle is supplied with system pressure and the other is connected to efficiency under low metered pressure conditions.
return.
With no command applied, the torque motor positions the armature against
the return nozzle and control pressure equals supply pressure.
With full current supplied to the torque motor, the armature is positioned
against the pressure nozzle and control pressure equal return pressure.
For each intermediate value of input current there is a characteristic
armature position and control pressure valve.
The second stage (slide and sleeve assembly) is a spool valve driven by
control pressure (developed by the first stage) on one end of the spool and
brake pressure on the other.
When control pressure exceeds pilot’s metered pressure, the spool moves to
a position that ports a pilot’s metered pressure directly to the brake.
In the metering region, the second stage spool operates as a pressure follower
such that the brake pressure is controlled to be equal to the control pressure
from the first stage.
The bias spring holds the spool down to allow full applied pressure initially to
the brake.
The control orifice slows the response of the second stage valve to control
inputs.
When the brake--metered pressure is released, hydraulic pressure in the brake

line, is ported to return through the second stage spool.
High brake return pressure opens the check valve momentarily and allows
hydraulic return via the brake metering valve.
The return check valve allows free return from the brakes when the metered
pressure is removed.

ANTISKID ALL
32 - 00
Figure 4 Antiskid Valve Module - Normal

ANTISKID ALL
32 - 00
ANTISKID VALVE MODULE (ALTERNATE)
Operation
The alternate antiskid module operates similarly to the normal module.

There is no shutoff valve.

ANTISKID ALL
32 - 00
Figure 5 Antiskid Valve Module - Alternate

ANTISKID ALL
32 - 00
SHUTTLE VALVE MODULE
Module
Two identical modules, one located immediately below the antiskid valve
module on each side of airplane are installed. Panel 551 SB provides
access to the module.
Each module contains four shuttle valves and four filters, one for each
brake, The inputs come from the four normal antiskid valves and the two
alternate antiskid valves. The output is to each brake.
The shuttle valve responds to the highest input pressure and ports that
pressure through a filter to an individual brake.
The shuttle valve operates on a 30--70 psid.
A replaceable 117--micron filter, in each brake line, filters the fluid returning
to the antiskid valves from the brakes.
Flight Dispatch Plug

The flight dispatch plug can be used in the event of a malfunctioning normal
antiskid valve or wheel speed transducer to hydraulically disable the normal
brake system input to a brake.
The alternate brake system still brakes the wheel on gear retraction so the
plug cannot be used for a hydraulic brake leak.
The cap on the shuttle valve is removed to install the flight dispatch plug which
positions the valve to block the normal brake port and open the alternate brake
port.
The flight dispatch plug is equipped with a ring to allow an indicator tag to be
attached while installed.
Only one plug is authorized for dispatch with seven brakes operating during
normal brake system operation and all brakes operating during gear retraction.

ANTISKID ALL
32 - 00
Figure 6 Shuttle Valve Module

ANTISKID ALL
32 - 00
ANTISKID SYSTEM CONTROL INPUTS
Antiskid System Power

28 V dc is supplied through four circuit breakers, each one supplying power to
a microprocessor card that controls a fore / aft pair of wheels.
Wheel Card 1--5C1171 Grid S--21P--11
Inertial Reference System Inputs (IRS)

IRS data are provided to the antiskid control unit over two digital data busses,
normally fed by the left and right IRS.
Circuitry is provided to switch in the center IRS in place of either or both left
and right system.
Alternate IRS select switches are located at either end of forward instrument
panel.
Left IRS provides ground speed to wheel cards 2--6 and 3--7 and the autobrake
system. Right IRS provides ground speed to wheel cards 1--5 and 4--8.
Wheel Speed
The wheel speed transducer in each wheel assembly provides a generated
wheel speed voltage to the appropriate card in the control unit.
Landing Gear Lever Position
The gear lever switch (M937) in the P3--1 panel provides a “not down” signal
to the control unit to interrupt the Alternate Antiskid system for l2.5 seconds
during gear retraction to allow the wheels to be braked to a complete stop
without an antiskid brake release.
Gear lever down position verifies the validity of the IRS aircraft ground speed
used in the touchdown brake release program.

ANTISKID ALL
32 - 00
Figure 7 Antiskid System Control Inputs

ANTISKID ALL
32 - 00
ANTISKID CONTROL
General Description
Four wheel cards in the antiskid / autobrake control unit control the operation
of the antiskid valves.
Each card controls individual wheel deceleration and provides locked wheel
and hydroplane / touchdown protection.
Wheel Card Inputs

Each wheel card receives a wheel speed signal from two wheel speed
transducers.
The left and right Inertial Reference System (IRS) input to the wheel cards for
the hydroplane / touchdown protection.
Wheel Card Outputs
Each wheel card commands two normal and one alternate valve. The normal
and alternate valves are operated simultaneously.
During the normal brake operation, each normal valve driver controls its dedi-
cated normal antiskid valve for individual wheel control.
In alternate operation, the wheel cards for both wheels on the same axle output
to an alternate valve driver which controls the alternate antiskid valve for both
wheels.

ANTISKID ALL
32 - 00
Figure 8 Antiskid Control

ANTISKID ALL
32 - 00
ANTISKID WHEEL PROTECTION
General Description If the velocity of one wheel is below 30 percent of the velocity of the other
The various functions performed by the wheel cards in the antiskid / autobrake wheel in the pair, the valve driver for the locked wheel outputs a high level
control unit are: current to the antiskid valve to release the hydraulic brake pressure on the
brake.
-- Wheel deceleration control for all wheels in normal and alternate braking
mode. The locked wheel circuit is inhibited below 25 knots.
-- Locked wheel protection on all wheels.
-- Hydroplane / touchdown protection on the aft wheels of both trucks.
-- Gear retract braking. Hydroplane / Touchdown Protection
Wheel Deceleration The purpose of the hydroplane / touchdown protection is to ensure that the rear
wheel brakes do not have any hydraulic pressure applied at touchdown.
The wheel speed signal generated by the wheel speed transducer is used by
the wheel card as wheel velocity. Also if a hydroplaning condition occurs during ground roll, the protection
ensures that the hydraulic pressure is released at the rear wheel brake.
The signal is used to select a velocity model based on the optimum decelera-
Protection of the forward wheels is by the locked wheel function.
tion of the wheel.
When the landing gear handle is in the ”DOWN” position, the hydroplane /
If the wheel speed is higher than the optimum speed, the driver is commanded
touchdown program compares the aft wheel speed to the airplane ground
to output a low level current signal to the antiskid valve allowing full available
speed as supplied by the IRS.
hydraulic pressure to the brake.
The IRS input is inhibited when the landing gear handle is not in the ”DOWN”
If the wheel speed is lower than optimum, the driver is commanded to output
position to prevent continuous powering of the antiskid valves in flight.
an increased level of current signal to the antiskid valve reducing hydraulic
pressure to the brake. If the aft wheel speed is 50 knots below the IRS ground speed, the valve driv-
er for that wheel outputs a low level current signal to its antiskid valve to
At wheel speeds below approximately 8 knots, a dropout circuit inhibits control
release the hydraulic pressure on that brake.
of the output driver.
The locked wheel program provides a release signal to the forward wheel.
The wheel card commands for both wheels on the same axle are supplied to
the alternate valve driver of the card. The left IRS inputs ground speed signals for the inboard aft wheels and the
right IRS for the outboard aft wheels.
The alternate valve driver outputs the command of the highest signal which
results in releasing the hydraulic pressure on both brakes if the velocity of one Gear Retract Braking
wheel of the pair is lower than optimum.
Each wheel card monitors the position of the landing gear handle.
Locked Wheel Protection When the landing gear handle is moved from DOWN to either UP or OFF,
The purpose of the locked wheel protection is to allow brake release on an brake release signals to the alternate valve drivers are are inhibited for 12.5
individual wheel if its velocity is significantly less than its paired wheel. seconds, This allows the available pressure from gear retraction to brake the
wheels.
The locked wheel protection is a secondary antiskid function which provides
antiskid protection if an individual wheel deceleration control does not prevent
a skid condition.
Each wheel card compares the speed of a fore and aft pair of wheels.

ANTISKID ALL
32 - 00
Figure 9 Antiskid Wheel Protection

ANTISKID ALL
32 - 00
ANTISKID FAULT DETECTION AND ANNUNCIATION
Operation Computation of average wheel speed for the autobrake subsystem and a
The purpose of the fault detection system is to monitor the status of the completely independent monitoring of autobrake performance.
antiskid cards and supporting systems, and annunciate the faulted systems. Built--in test equipment (BITE) for system testing and fault isolation.
Subsystem Sequence -- Fault Detection Secondary Antiskid Functions
The antiskid subsystem contains a number of built--in fault detection and The monitor / BITE subsystem performs several secondary, non--control,
self--test features. antiskid functions including detection of accumulator braking (BRAKE
These functions are divided between the wheel cards and the monitor / BITE SOURCE light illuminated) and detection of the parking brake valve closed
subsystem. when the parking brake is not set (parking brake valve / handle disagreement) .
Tests include those done automatically and semicontinuously and those Antiskid Continuous Monitor
initiated during system testing using the switches on the front of the control unit
The monitor / BITE subsystem performs the bulk of the fault detection and
M1O2.
annunciation for the antiskid subsystems.
Antiskid fault signals generated by the antiskid / autobrake control unit are
The fault detection function includes measuring analog voltages on all antiskid
as follows.
valves and transducers, the 28 V supply power for each card and the +5 volt
Antiskid Cards regulated supply power for each card and analyzing the antiskid subsystem
status data passed from the antiskid cards through the communication link.
Four NORMAL antiskid fault signals indicating a fault which affects the
NORMAL antiskid control. These signals are generated on each of the A voltage on an antiskid valve or transducer which exceeds an upper limit
four individual wheel cards but may be controlled either by the wheel card implies a wiring open circuit or a current driver shorted to power and a voltage
itself, or by the monitor / BITE subsystem. less than a lower limit implies a short circuit or a failed current driver.
Bite Subsystem Card

ALTERNATE antiskid fault signals indicating a fault which affects the
ALTERNATE antiskid control.
These signals are generated by the monitor BITE subsystem based on data
received from the wheel cards and on data measured by the monitor BITE
subsystem.
Maintenance required signals generated by the monitor / BITE subsystem.
Monitor BITE Subsystem
The monitor / BITE subsystem consists of a microprocessor--based circuit,

split between two circuit cards within the control unit.
The monitor / BITE functions are the following:
Performance of secondary, non--control antiskid functions which are common
to all wheels.
Continuous fault monitoring of the antiskid subsystem.

ANTISKID ALL
32 - 00
Figure 10 Summary of Antiskid Faults

ANTISKID ALL
32 - 00
Figure 11 Antiskid Fault Detection and Annunciation

AUTOBRAKE ALL
32 - 00
AUTOBRAKE SYSTEM

AUTOBRAKE ALL
32 - 00
AUTOBRAKE SYSTEM
SIMPLIFIED speedbrake handle position switch provides a signal to disarm the autobrake
card when the handle is stowed after deployment.
Purpose
Thrust lever position switches provide signals to the autobrake card when the
The autobrake system provides automatic brake application upon landing. thrust levers are in the retarded position.
The deceleration rate of the airplane is monitored by the Antiskid / Autobrake
The signals are used for arming and activation of the autobrake system.
Control Unit.
Brake metered pressures applied by pilot command of the brake pedals are
Normal system brake pressure is applied to the brakes in order to obtain the
monitored by brake pressure switches.
crew selected deceleration.
The signals are used for disarming the autobrake when pedal pressure is
The system also provides for autobrake application to stop the airplane dur-
applied.
ing a rejected takeoff.
Antiskid / Autobrake Control Unit
Selector Switch
Wheel speed signals are provided by the antiskid cards to the autobrake card
The autobrake selector switch, located on the P1--3 panel, controls the
for determining wheel spinup upon landing.
electrical power supply to the autobrake microprocessor card of the antiskid
autobrake control unit. When arming and application requirements are met, the autobrake card
outputs electrical signals to the solenoid valve and the electro--hydraulic servo
The switch allows the selection of five increasing deceleration rates and the
valve of the control module.
rejected takeoff function (RTO).
The BITE card performs self tests and provides fault identification to the
When the autobrake arming requirements are met, a solenoid located behind
display card.
the switch panel energizes and latches the switch in the selected position.
When the autobrake function is lost, the solenoid de--energizes and the switch Fault information signals are also provided to the EICAS computers for storage
is spring--returned to the disarm position. In the disarm position, the AUTO and annunciation.
BRAKES amber light located on the switch panel illuminates and the level C
Autobrake Control Module
message AUTOBRAKES appears on EICAS.
The autobrake control module meters right hydraulic system pressure to the
When the rejected takeoff arming requirements are met, the selector switch is
brakes in response to the electrical command signals of the autobrake card.
latched in the RTO position, upon takeoff, the switch is spring--returned to the
The module includes a solenoid valve, an electro--hydraulic servo valve and
OFF position.
monitoring pressure switches.
If the autobrake function is lost when RTO brakes are applied, the switch
remains in the RTO position and the amber light AUTOBRAKES illuminates
with the EICAS level C message AUTOBRAKES.
Input Signals
Air/ground relays, controlled by the main gear truck tilt, input the ground mode
to the autobrake card.
The ground signals are used for arming and application of autobrake.
The left and center Inertial Reference Units input through a switching system to
the autobrake card and provide ground speed and deceleration signals. The

AUTOBRAKE ALL
32 - 00
Figure 1 Autobrake System Simplified

AUTOBRAKE ALL
32 - 00
AUTOBRAKE MODULE
Autobrake Module
One module operating in the normal brake system is located on the forward
portion of the keel beam in the right wheel well.
The module contains the pressure control servo valve, a solenoid operated
shutoff valve, and two pressure switches.
Electrical input to the solenoid and servo valves is provided by the antiskid /
autobrake control unit.
The unit receives Right system hydraulic pressure (normal brake system) and
modulates this pressure in response to signals from the control unit to maintain
the selected deceleration rate.
The metered pressure output is ported to the normal antiskid control valve via a
shuttle valve.
The solenoid pressure switch, the control pressure switch, the servo valve and
the solenoid valve are line replaceable units.

AUTOBRAKE ALL
32 - 00
Figure 2 Autobrake Module

AUTOBRAKE ALL
32 - 00
AUTOBRAKE MODULE SCHEMATIC
Autobrake Module Operation The feedback spool to which the feedback spring is attached, is displaced and
The autobrake valve is a modular assembly containing the pressure compresses a spring until the spring force is equal to the first stage control
control valve, a solenoid--operated shutoff valve, and two pressure pressure acting on the area of the feedback spool.
switches to monitor pressure downstream of the shutoff valve and The second stage of the control valve is a slide--and--sleeve valve.
downstream of the control valve.
The brake pressure and the first stage command pressure act on equal areas
The solenoid valve and control valve are plumbed in series to avoid the at opposite ends of the spool.
potential for a single failure resulting in an unwanted brake application.
Flow is ported either in or out of the brake as required until brake pressure on
The shutoff valve includes two stages: the summing piston area equals the first stage command pressure on the
A second stage which is hydraulically operated by a switching piston second stage piston.
and a solenoid--operated first stage to actuate the switching piston. Without first stage command pressure supplied a spring biases the second
A pressure switch monitors pressure downstream of the shutoff for stage to return.
failure monitoring purposes. A pressure switch downstream of the control valve is used for failure detection.
High pressure at the pressure switch with Autobrakes OFF (solenoid Lack of pressure at the pressure switch when the actual airplane deceleration
valve closed) will cause the amber AUTOBRAKE light to illuminate. is lower than the commanded deceleration by at least 1 ft./sec2 will cause the
Low pressure at the pressure switch with autobrake ARMED and autobrake system to deactivate itself and illuminate the AUTOBRAKES light.
brake pressure commanded will cause the system to disarm and
illuminate the AUTOBRAKE light. A 0.070--inch diameter orifice in the autobrake valve return line is installed
to limit the pressure decay rate in the brake system that occurs when the
The AUTOBRAKE ”C” , level EICAS message will be displayed in both cases. autobrakes are disarmed.
The pressure control valve consists of a jet--pipe first stage, an intermediate
pressure--feedback stage, and a slide--and--sleeve second stage. This is done to prevent an abrupt release of brakes on disarm.
The jet pipe directs a jet of fluid from a moveable nozzle into two
receiver ports.
The conversion of the kinetic energy of the jet into static pressure in the re-
ceiver ports generates the control pressure required to drive the second stage.
The jet pipe is deflected under electrical control by the first stage
torque motor.
The pressure recovery in the two receiver ports is a function of jet pipe
position which determines the relative amount of jet pipe flow entering
each of the receiver ports.

One receiver is ported to return; the other is used for control.
The feedback spring attached to the jet pipe on one end and the pressure
feedback spool on the other counters the input of the torque motor and
returns the jet pipe to its steady state position (for that particular pressure)
when the commanded pressure is reached.

AUTOBRAKE ALL
32 - 00
Figure 3 Autobrake Module Schematic

AUTOBRAKE ALL
32 - 00
AUTOBRAKE SHUTTLE VALVE
Valve Assembly
Independent left and right shuttle valves are installed on the left and right wheel
well transfer beams. Valves connect the output of the autobrake valve with
pressure line from the brake metering valve.
Output of shuttle valve is to the normal antiskid valve.
Shuttle activation pressure is 40--70 psid.
Module contains a cartridge shuttle valve and a pressure switch on the normal
pilots metered pressure port.
Pressure Switch
Switch disarms the landing autobrakes when manual brake application exceeds
approximately 500 psi.
Pressure switch will also disarm the RTO autobrakes with manual brake
application after automatic brake application has occurred.

AUTOBRAKE ALL
32 - 00
Figure 4 Autobrake Shuttle Valve

AUTOBRAKE ALL
32 - 00
AUTOBRAKE INPUTS
Thrust Lever Position Switches
Two microswitches on each thrust lever provide lever position. The switches
are installed in the autothrottle switch pack located beneath the thrust lever Pressure Switches
quadrant stand. Access is through the door forward of the nose wheel well. Metered pressure switches are installed on the left and right autobrake shuttle
The switches are rigged to open when the lever is 4.5 degrees from idle when valves in the left and right wheel wells, respectively.
advancing. The switches monitor pilot’s left and right metered brake pressure, and are
The normally open contact on the switch ensures that any failure that releases used to disarm the autobrakes when metered pressure application is detected.
the switch will result in a thrust lever advanced indication. Switches actuate between 450 and 550 psi and deactuate at a minimum of 200
psi and 50 psi less than the actuating pressure.
One switch per thrust lever is supplied with 28 V dc power: the powered switch
on the left thrust lever controls power to the solenoid valve and the powered Autobrake Control Switch
switch on the right thrust lever controls power to the valve control relay.
An eight--position control switch mounted on the P1--3 panel provides the
This interlocking prevents application of brake pressure with either thrust lever
power and deceleration selection functions for the landing autobrakes and RTO
advanced regardless of any control unit failure.
autobrakes.
The other switch on each thrust lever senses ground when the thrust lever is
The control unit also contains an amber warning light indicating loss of auto-
fully retarded.
brake function.
The continuous checking of the switches condition by sensing power in one
switch and ground in the other within the logic circuitry provides for protection
in case of massive short to power or to ground -- for example:
If all four switches were grounded by water or heavy moisture, the logic
circuitry would detect a contradicting and faulty condition of the switch and
interpret it as thrust lever advanced.
Speed Brake Handle Switch

A microswitch is installed on the speedbrake lever mechanism in the quadrant
stand. Access is through the left side of the quadrant stand.
The switch is opened when the speedbrake handle is near the fully extended
position.
The autobrake system disarms if the speedbrakes are extended then stowed
while on the ground.

Air/Ground Sensing Inputs
Two independent air/ground system inputs are sensed by the autobrake and
monitor/BITES subsystems.
Proximity switches sense the tilt position of. the left and right main landing gear
truck beams and provide air/ground mode signals through the PSEU and as-
sociated relays.

AUTOBRAKE ALL
32 - 00
Figure 5 Autobrake Inputs

AUTOBRAKE ALL
32 - 00
AUTOBRAKE SYSTEM LOGIC
General This lost of autobrake function is also reflected as an AUTOBRAKE message
All inputs to the autobrake microprocessor card are received by a data on the EICAS at the advisory level.
management bus and feed the various arm/disarm logic programs.
The logic conditions are evaluated in the microprocessor and the airplane
deceleration control is computed.
Autobrake Application Requirements
The solenoid valve actuation is done through a microprocessor controlled relay.
The servo valve driver is controlled by the same relay and generates the The following requirements must be met to allow metering of pressure to
control current for the servo valve. the brakes:
All four thrust lever switches indicate lever retarded position.
Wheel Spin--up Signal
At least one air/ground system indicates ground mode for more than
The wheel spin--up signal is generated in the monitor/BITE subsystem. .2 seconds and the average wheel speed has momentarily exceeded
The two fastest and two slowest wheel speeds are eliminated, and the 60 knots and is currently greater than 30 knots.
remaining four wheel speeds are averaged and input to the microprocessor. A brake application latch within the microprocessor is set when ground mode
is maintained, wheel speed has momentarily exceeded 60 knots and maintains
Deceleration Selection
over 30 knots for 3 seconds. This allows the aircraft to be braked to a complete
The selected deceleration setting is supplied to the microprocessor. The 1--5 stop by the autobrake system. If the latch is not set, the autobrakes
range corresponds to maximum brake control pressure of 1500 psi -- 3000 psi. disarm below 30 kts.
RTO selection allows maximum system pressure to the brakes.
Brake control pressures are further controlled by the antiskid system. Brake Application (Initial Brake Fill)
When requirements are met, initial brake application consists of opening the
Arming Requirements solenoid valve and commanding an initial pressure to the servo valve.
All of the following requirements must be achieved to permit the magnetic Control valve pressure returns to 250 --300 psi and active control begins.
latching of the selector switch:
Any one of the five deceleration settings may be selected.
No faults detected in the antiskid or autobrake self--test.
Both air/ground inputs indicate air mode or both thrust levers retarded within 3
seconds of either air/ground system indicating ground mode.
Both left and right metered pressure switches indicate low pressure. (less than
500 psi).
CAPT IRS valid. (Left or Center)
Disarming
Loss of any of the above listed requirements results in the selector switch
being released to the DISARM position and illumination of the AUTOBRAKE
light.

AUTOBRAKE ALL
32 - 00
Figure 6 Autobrake System Logic

AUTOBRAKE ALL
32 - 00
RTO Autobrake
The autobrake system ARM In the RTO mode and latches the selector when:
-- RTO mode selected
-- No Autobrake malfunctions
-- Both air/ground systems indicate ground mode RTO Autobrake
Autobrake application in the RTO Mode applies full system pressure to the
antiskid valves when the following criteria are met:
-- All four thrust lever switches indicate retarded.
-- Average wheel speed has exceeded 85 knots and currently > 80 knots.
-- Pedal brake pressure < 500 psi.
Full pressure is applied until removed by any of the following conditions:
-- RTO selected 0FF.
-- Any thrust lever switch indicates advanced.
-- Either brake pressure switch indicates high pressure.
-- Antiskid/autobrake fault detected.
-- Speed brake handle stowed after being extended during or after autobrake
application.
System remains latched in RTO position until selected 0FF, until at least one
air/ground signal indicates air mode, or upon loss of autobrake power.
Autobrake Valve Module Activation
When the arming and brake application logic is satisfied in the microprocessor,
the bite card shows no faults, and throttles are retarded; K3 is energized and
a path provided for control signals to the valve module.
The servo valve driver signal results from a comparison of the selected decel-
eration rate and the aircraft deceleration as provided by the captain’s IRU
selection.

AUTOBRAKE ALL
32 - 00
Figure 7 Autobrake System Logic

AUTOBRAKE ALL
32 - 00
AUTOBRAKE SYSTEM CONTROL & FAULT ANNUNCIATION
Power -- Brake--metered pressure -- pilot--metered brake pressure is monitored by
Autobrake system is powered by 28 V dc from the left and right BUS. The two pressure switches on the autobrake shuttle valves.
two bus sources are ORed together and enter the autobrake system through Pilot brake pedal inputs provide a pilot disarm control.
the autobrake selector switch (S--24). -- Inertial reference signals -- inertial reference system (IRS) body longitudinal
acceleration input is required for actual rate of deceleration.
Function
IRS ground speed inputs are required to validate wheel speed transducer
The purpose of the autobrake system is to provide automatic braking to the
inputs.
deceleration level selected by the pilot.
-- Autobrake module -- the autobrake module meters pressure to the brake
This is accomplished by comparing the selected deceleration with actual
system in response to autobrake card inputs to the module control valve.
aircraft deceleration provided by the IRS inputs,
Control and solenoid valve pressure switches provide feedback to the
Control Inputs autobrake and BITE cards for fault monitoring.
-- Autobrake select switch -- the autobrake select switch is used to select -- Antiskid/autobrake control unit -- the control unit provides autobrake control
and arm both landing and RTO autobrake functions. It is a four wafer, eight logic and fault monitoring in the autobrake card and fault monitoring in the
position switch which is latched to the selected position by a relay when arming BITE card.
conditions are met. -- Power control -- twenty--eight volt dc power is provided to the enable relay
To arm landing autobrakes, the switch must be depressed in order to rotate (K3) through the thrust lever switches. Master arm (K2) and arm select
from OFF to DISARM to prevent the switch from tripping to off when relays (K1) monitor arming requirements to control the selector switch latch
disarming. relay. The enable relay (K3) also monitors arming requirements to control
When the latching relay releases, the switch is spring loaded to return to the the autobrake module solenoid and control valves.
detent (DISARM) position. -- Landing autobrakes -- arming select relay K--1 and master arming relay K--2
The AUTO BRAKES amber light and EICAS advisory message are grounded are used to provide control of the autobrake arming latch relay. K--2 monitors
arming discretes from the autobrake card at initial power up. K--1 monitors
through the switch in the disarm position.
these same discretes plus fault monitoring output of the BITE subsystem
The switch is also latched in the RTO position when arming requirements are card.
met and is sprlng--loaded to the off position.
Therefore, to arm the landing autobrake system, there can be no active
Thrust lever position -- four thrust lever switches provide thrust lever retarded faults, and in addition, if a fault occurs in the BITE subsystem card after
position to the control unit. arming, the autobrake will disarm.
Twenty--eight volts dc power is provided through the right thrust lever switch to -- RTO autobrakes -- for RTO autobrake arming only the master arming relay
the enable relay (K3) and through the left thrust lever switch to the autobrake is monitored. Faults identified in the BITE subsystem card do not inhibit
module solenoid valve when both thrust levers are retarded. RTO arming. Once armed, a fault does not annunciate until an RTO is
-- Spoiler handle position -- spoiler handle position is monitored by an initiated.
autobrake mechanism switch to provide a disarm signal when the handle is
stowed after being fully deployed on the ground.
-- Air/ground -- air/ground mode is monitored by two air/ground relays (Sys. 1
and Sys. 2) to provide arm and disarm control inputs.

AUTOBRAKE ALL
32 - 00
Figure 8 Autobrake System Schematic - 1

AUTOBRAKE ALL
32 - 00
-- Valve control relay -- autobrake pressure is applied by simultaneously Landing autobrakes -- whenever landing autobrake arming requirements are
actuating the valve control relay (K--3) and commanding the desired met and no normal antiskid or autobrake faults are detected, the monitor/BITE
current to the control valve driver. Relay K--3 is controlled by the subsystem enables the arm and enable relays (K1 K2 K3).
autobrake subsystem and the monitor/BITE subsystem through an AND When faults are detected, the relays are disabled, and the AUTO BRAKE
gate, and by the right thrust lever by routing relay power through the thrust advisory light is illuminated by the monitor/BITE subsystem as long as
lever limit switch. Solenoid control valve power passes through separate autobrake subsystem remains powered.
contacts of relay K--3.
RTO autobrakes -- when RTO arming requirements are met the master arm
Status of the solenoid valve power is continually monitored by the software. relay (K2) is powered to latch the selector switch.
Presence of solenoid power when not commanded results in the autobrake
When wheel spin--up exceeds the RTO threshold and throttles are retarded1
disarming, thus removing the power source at the selector switch.
the relay (K3) is powered.
Autobrake Logic Card When an RTO is initiated and a normal antiskid system or an autobrake sys-
The auto logic card utilizes control inputs and BITE card outputs to perform tem fault is detected, the AUTO BRAKES advisory light is illuminated by the
the necessary logic to provide arming/brake application and to provide limited monitor/BITE system and / or the autobrake system and the enable relay (K3)
system testing. is unpowered. The master arm relay (K2) remains powered to keep the
selector switch latched to power the autobrake card for fault annunciation.
Testing by the autobrake card is done to detect the faults listed below.
These failures cause the subsystem to disarm if landing autobrakes are Fault Annunciation
armed, or cause the RTO mode to enter the disabled state. In the RTO dis- System faults causing the autobrakes to disarm are announced by the amber
abled state the autobrake subsystem remains powered to indicate the failure Autobrake light and the Autobrake advisory message on EICAS.
after an RTO is initiated. Failure indication is delayed until an RTO is actually An ANTISKID/AUTOBRAKE maintenance level message is provided for all
initiated to avoid an advisory indication during takeoff roll. faults in both systems. Failure signals come from the following sources.
-- Monitoring of thrust lever switch positions for proper operating mode. -- Faults causing loss of arming power to the switch latch relay which releases
-- Monitoring of solenoid control pressure switches in response to autobrake the switch to the disarm position to provide a ground for annunciation.
command. -- A fail driver controlled by the autobrake card provides a ground to all
-- Lack of a recent update of left IRS data. positions of the selector switch to enable the fault annunciation.
-- Disagreement of the two air/ground signals (RTO won’t arm, landing -- A fail driver controlled by the BITE card provides a fault input to the
autobrakes disarm in air if thrust levers advanced). annunciation circuit.
-- Sustained selection of more than one autobrake selector switch position -- For the RTO autobrake mode there is no DISARM position and the switch
or selection of no autobrake selector switch position when power is applied. remains latched in the RTO position when faults are detected. The advisory
-- When landing autobrake application requirements are met, aircraft light is illuminated through the internal lamp drivers of either the autobrake
deceleration is at least one ft/sec2 below commanded decel, and the control system or the monitor/BITE system.
valve pressure switch indicates low pressure, all three for more than three Failure of both autobrake power sources results in the autobrake selector
seconds. switch going to the OFF position.
This prevents illumination of the advisory light through the autobrake system.
BITE Card
The monitor/BITE system illuminates the amber light and advisory message
The autobrake monitor function consists of analyzing the autobrake subsystem when RTO autobrakes have been armed, an RTO is initiated and a failure,
data available to the monitor/BITE subsystem to control the autobrake arm including loss of power to the autobrake card, is detected.
select and enable relays.

AUTOBRAKE ALL
32 - 00
Figure 9 Autobrake System Schematic - 2

AUTOBRAKE ALL
32 - 00
ANTISKID / AUTOBRAKE BUILT IN TEST EQUIPMENT
General Moving the toggle switch to the BIT position will recall and display faults stored
The monitor/BITE subsystem card in the control unit contains the BITE to during continuous monitoring of the antiskid/autobrake system. Successive
perform self--test and fault isolation of the antiskid and autobrake systems faults are displayed by depressing the BIT toggle down until the message
without removal from airplane and without additional test equipment. BITE TEST END is displayed. Each message displayed for 45 seconds or until BIT
functions isolate failures to the line replaceable unit (LRU) and to the individual button is depressed again. Faults are recalled on a first in -- first out basis.
card level within the control unit. Intermittent faults are stored in memory for
later recall. Failures are displayed in alphanumeric format on the front of the Reset (Memory Clear)
control unit. This switch causes erasure of failures currently stored in the failure storage
memory. When this function is invoked, the BITE first scans the storage
BITE Functions memory until it finds an active fault. The BITE then checks the present status
The tests are conducted by use of switches on the front of the module. of the identified LRU and if the status indicates good LRU, the fault is erased
Abbreviated instruction for test procedures are contained on a placard on the from the failure storage memory. Next, the memory is scanned again, and the
front of the module. The following tests may be performed: process is repeated for all possible faults. When completed, message
-- Display test MEM CLR is displayed for 2 seconds.
-- BIT memory (recall) test System Test
-- System test
NOTE: AIRPLANE CONFIGURATION MUST BE MET.
-- Antiskid brake operational test (SEE INSTRUCTION PLACARD.)
-- Autobrake test The BITE system test conducts an electronics test of the antiskid/autobrake
-- configuration identification test system and isolates failures to the LRU or individual circuit card level. Test is
-- Reset (memory clear) activated with the selector switch at NORMAL and by depressing both the
-- RTO (OPT) brake test ENABLE¡ VERIFY and VERIFY switches. The test sequence will proceed until
a fault is detected. The test then stops and displays the fault. VERIFY must be
Module depressed to continue the test. When test is concluded, the message TEST
Module is mounted in the E1--1 rack in the aft equipment center. The 4 antiskid END wll be displayed.
cards, 1 autobrake card, monitor/BITE card, and interface/display card may be
replaced through the top of the module.
Display Test
Moving the toggle switch to PRESS/TEST position will initiate the display test.
The caution warning light (P--5) and EICAS advisory messages will be dis-
played and all 8 segments of the alphanumeric display will illuminate on the
control unit. EICAS messages displayed:
-- Antiskid off (advisory)
-- Autobrake (advisory)
-- Antiskid/autobrake (S,M) Memory Recall

AUTOBRAKE ALL
32 - 00
Figure 10 Antiskid Autobrake - BITE

AUTOBRAKE ALL
32 - 00
Test sequence follows: Antiskid Brake Release Test
Discrete Inputs The brake release test verifies the antiskid valve function. Brake pressure (R
* 1 Thrust switch L1 HYD) is manually applied. To initiate the test, an individual brake is selected on
the BITE panel and the ENABLE / VERIFY and VERIFY switches are
* 2 Thrust switch R1
depressed simultaneously.
* 3 Thrust switch L2
The test generates a valve current for 5 seconds to fully release the selected
* 4 Thrust switch R2 brake. The selected brake is displayed in the display panel. At the end of 5
* 5 Spoiler handle switch seconds the brake will reapply.
* 6 Air/ground switch Sys No. 1 With alternate brake system pressurized (C HYD System), the selected brake
* 7 Air/ground switch -- Sys No. 2 and its laterally paired brake will release through the alternate antiskid valve.
Pressurizing and release can be verified visually, or by installing a pressure
8 Metered press. switch-- Left
gage in the brake bleed port. Procedure repeated for any or all brakes.
9 Metered press. switch -- Right
10 Brake press. source switch -- Sys No. 1 Autobrake Application Test
11 Gear handle pos -- Sys No. 1 The autobrake application test verifies the autobrake solenoid and servo valve
function. To initiate the test, the autobrake system is SELECTED (P1--3), the
12 Gear handle pos -- Sys No. 2
A/B position on the BITE rotary switch is selected, and the ENABLE/VERIFY
13 A/S power -- wheel 1--5 and VERIFY switches are simultaneously depressed.
14 A/S power -- wheel 2--6 The test energizes the solenoid valve and commands a current to the servo
15 A/S power -- wheel 3--7 valve. The brake pressure is maintained for 10 seconds to all brakes (pressure
16 A/S power -- wheel 4--8 ramped at 600 psi/sec); the brake pressure returned to 300 psi pressure for 5
seconds; and then the autobrake system is disarmed.
17 Autobrake power
The selected switch position is displayed on the module display.
* 1--7 inputs are tested only when autobrake power is present.
Brake application pressure may be verified by installing a pressure gage in one
Additional test sequence steps. of the brake bleed ports.
-- Antiskid -- wheel 1--5
Disable Function
-- Antiskid -- wheel 2--6
The fault indication may be deactivated for one wheel by using the rotary
-- Antiskid -- wheel 3--7 switch to make the wheel selection. This removes the selected wheel from
-- Antiskid -- wheel 4--8 the fault annunciation circuitry to the amber antiskid light and the EICAS
-- Autobrake display. This function is used when a single normal antiskid valve system
has malfunctioned and is disabled by using a flight dispatch plug to block the
-- Parking brake input
affected valve output.
-- BITE (self--test)
Faults occurring on other wheels will continue to be displayed.
-- IRS buses
The disabled wheel fault will be identified on the EICAS maintenance page
-- Fault storage capacity (Antiskid/Autobrake S,M).

AUTOBRAKE ALL
32 - 00
Figure 11 Autobrake System Simplified

AUTOBRAKE ALL
32 - 00
NOTES :

Ata 35

Uploaded by

Copyright:

Available Formats

Ata 35

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Ata 35

Uploaded by

Copyright:

Available Formats

Training Manual

ATA Spec. 104 Level 3

Technical Training LATAM S.A.

Aeropuerto Int. C.A.M.B., Clasificador 74

Cesar Lavin Toro 2198, Base Mtto.

Tel. +56 (0)2 601 99 11

ATA -- 32 LANDING GEAR

SCL/ TTL / AGS / REV00 / May2015 Page: 1

SCL/ TTL / AGS / REV00 / May2015 Page: 2

Figure 1 Landing Gear

normal and alternate hydraulic brake sources.

SCL/ TTL / AGS / REV00 / May2015 Page: 4

Figure 2 Landing Gear Control and Indications

SCL/ TTL / AGS / REV00 / May2015 Page: 6

MAIN GEARS ALL

MAIN LANDING GEARS

SCL / TTL / AGS / REV00 / May2015 Page: 7

MAIN GEARS ALL

Drag Brace and Side Brace

SCL / TTL / AGS / REV00 / May2015 Page: 8

MAIN GEARS ALL

Figure 1 Main Landing Gear

MAIN GEARS ALL

Door Safety Valve and Lock Out Actuator

The lock out actuator hydraulically releases a mechanical lock on the

SCL / TTL / AGS / REV00 / May2015 Page: 10

MAIN GEARS ALL

Figure 2 Main Gear Hydraulic Schematic Simplified

MAIN GEARS ALL

SCL / TTL / AGS / REV00 / May2015 Page: 12

MAIN GEARS ALL

Figure 3 Landing Gear Lever Module

MAIN GEARS ALL

Location and Access

SCL / TTL / AGS / REV00 / May2015 Page: 14

MAIN GEARS ALL

Figure 4 Landing Gear Selector Valves

MAIN GEARS ALL

SCL / TTL / AGS / REV00 / May2015 Page: 16

MAIN GEARS ALL

Figure 5 Gear Operated Sequence Valve

MAIN GEARS ALL

SCL / TTL / AGS / REV00 / May2015 Page: 18

MAIN GEARS ALL

Figure 6 Door Latch Actuator

MAIN GEARS ALL

The door is held closed by the door uplock hook.

prevent door closure.

SCL / TTL / AGS / REV00 / May2015 Page: 20

MAIN GEARS ALL

Figure 7 Main Landing Gear Door

MAIN GEARS ALL

Shock Strut Door

Drag Brace Door

SCL / TTL / AGS / REV00 / May2015 Page: 22

MAIN GEARS ALL

Figure 8 Main landing Gear Wing Doors - 1

MAIN GEARS ALL

SCL / TTL / AGS / REV00 / May2015 Page: 24