Level I - Ata 32 Landing Gear

A380
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL I - ATA 32 Landing Gear
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL
LEVEL I - ATA 32 LANDING GEAR

Landing Gear Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Landing Gears and Doors Presentation (1) . . . . . . . . . . . . . . . . . . . . .4
L/Gs Extension and Retraction System Pres. (1) . . . . . . . . . . . . . . . .16
Brake System presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Steering System presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Landing Gear Maintenance (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
LEVEL I - ATA 32 Landing Gear Page 1
LANDING GEAR INTRODUCTION (1)

General
The landing gear system supports the aircraft on the ground and transmits
landing, takeoff and taxi loads to the structure.
It also decreases the aircraft speed through the braking system and steers
the aircraft on ground.
The landing gear system includes:
- landing gears and doors,
- the Landing Gear Extension and Retraction System (LGERS),
- the Braking Control System (BCS),
- the Steering Control System (SCS),
- the Tire Pressure Indicating System (TPMS),
- the Oleo Pressure Monitoring System (OPMS),
- the Brake Temperature Monitoring System (BTMS).
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) LANDING GEAR INTRODUCTION (1) Apr 18, 2006
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GENERAL
MAINTENANCE COURSE - T1 & T2 (RR / Metric) LANDING GEAR INTRODUCTION (1) Apr 18, 2006
LANDING GEARS AND DOORS PRESENTATION (1)

General
There are five landing gears:
- two Wing Landing Gears (WLG),
- two Body Landing Gears (BLG)
- one Nose Landing Gear (NLG)
During flight the landing gear L/G is retracted into bays.
Doors are operated mechanically and hydraulically to close when the
L/G retracts. The hydraulically operated doors also close after the L/G
is extended.
The oleo-pneumatic shock absorbers are monitored to give oleo pressure
to flight and maintenance crew through the Oleo Pressure Monitoring
System (OPMS).
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) LANDING GEARS AND DOORS PRESENTATION (1) Apr 18, 2006
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GENERAL

Wing Landing Gears (WLG) & Doors
A Wing Landing Gear (WLG) is installed in each wing. They support
the aircraft on the ground and transmit taxi, take-off, landing and braking
loads to the wing. Each WLG retracts inboard into its wheel bay in the
fuselage.
Each WLG has these parts:
- a leg assembly that includes a shock absorber and a four wheel bogie
beam assembly,
- a retraction actuator.
There are four doors for each WLG, a main door, an auxiliary door, a
fixed fairing door and a hinged door.
The main door operates hydraulically.
The auxiliary door is articulated and is operated by the main door.
The fixed fairing door and the hinged door are gear operated.
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WING LANDING GEARS (WLG) & DOORS

Body Landing Gears (BLG) & Doors
The two Body Landing Gears (BLG) are installed in the center fuselage
(between the two WLG)
The BLG gives the aircraft a large footprint to spread the weight of the
aircraft and transmits taxi, take-off, landing and braking loads to the
fuselage.
BLG has steering capability of its aft axles.
The BLG retracts aft into a bay in the fuselage and has these parts:
- a BLG leg assembly that includes a shock absorber and a six wheel
bogie beam assembly,
There are four doors for each BLG:
- an inner door,
- an outer door,
- a center door,
- an auxiliary door.
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BODY LANDING GEARS (BLG) & DOORS

Nose Landing Gears (NLG) & Doors
The Nose Landing Gear (NLG) is installed in the forward fuselage. It
supports the forward part of the aircraft on the ground and transmits taxi,
take-off and landing loads to the airframe.
The NLG has these parts:
- a leg assembly that includes a shock absorber and a twin-wheel axle,
- a nose wheel steering mechanism that includes two actuators
There are four doors for the NLG, those are:
- two forward doors
- two rear doors.
The forward doors are hydraulically operated and the rear doors are gear
operated.
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NOSE LANDING GEARS (NLG) & DOORS

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

Tire Pressure Monitoring System (TPMS)
Tire pressure is indicated to the flight and maintenance crew through a
Tire Pressure Monitoring System (TPMS) hosted in the CPIOMs.
Tire pressure is measured by pressure sensor, one for each wheel and
send to the CPIOMs through landing gear remote data concentrator
(LGRDC).
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TIRE PRESSURE MONITORING SYSTEM (TPMS)
L/GS EXTENSION AND RETRACTION SYSTEM PRES. (1)

General
The Landing Gear Extension and Retraction System (LGERS) controls
and monitors the extension and retraction of the Landing Gear (L/G).
The system is divided into three sub-systems:
- the normal extension and retraction system,
- the free fall extension system,
- the Ground Door Opening system (GDO)
The normal extension and retraction system extends and retracts the L/G
in normal operation. The system is electrically controlled and
hydraulically operated.
The green hydraulic system provides the hydraulic power to the NLG
and WLG gear and doors operation.
The yellow hydraulic system provides the hydraulic power to the BLG
and doors operation.
A L/G control lever is used to start extension or retraction.
If the normal extension and retraction system is not available the gravity
assisted landing gear extension can be made using the free fall system.
The free fall system is electrically controlled and operated. A Switch is
used to make the necessary extend selection.
The ground door opening system is operated on the ground from outside
the aircraft for access to the landing gear bays for maintenance.
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Five ground door-opening handles adjacent to the landing gear bays

operate the doors.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) L/GS EXTENSION AND RETRACTION SYSTEM PRES. (1) Apr 18, 2006
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GENERAL

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

Free Fall Extension
In the event, that the normal system is not available to deploy the landing
gear, the free fall system is an alternative and independent system that
releases the gears and doors from their uplocks.
The Free Fall System is independent of the Integrated Modular Avionics
(IMA) environment.
This independence makes sure that a failed normal system cannot prevent
the free fall system.
The system is activated from a dedicated free fall switch, situated on the
instrument panel in the cockpit.
The Emergency Extension operating sequence is controlled by a Free
Fall Control Module (FFCM), which is a dual system.
To Perform a free fall extension, the FFCM has to:
- Isolate the hydraulic supply pressure from the landing gear hydraulic
circuits, this is achieved by a Cut out Valves.
There is a Cut out Valve for each gear group (NLG, WLG and BLG):
-To allow free flow between the ports of gear and door actuators, this is
achieved by a Vent Valve.
There is a Vent Valve for each individual gear bay (NLG, L WLG, R
WLG, L BLG and R BLG):
- To release gear and door uplocks, such that the gears and doors can fall
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under gravity.
An independent landing gear position indicator lights will show when
the landing gears are downlocked if normal indication given by LGCIS
is affected.
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FREE FALL EXTENSION

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

General
The Braking Control System (BCS) supplies aircraft retardation during
landing, taxi and in case of a Rejected Take Off.
The nose gear and the aft axles of the body gears do not have brakes
installed.
The braking orders are generated by the auto brake system, the brake
pedals and the parking brake handle.
The BCS has five modes of operation, normal, alternate, emergency,
ultimate and the parking brake.
The yellow hydraulic pressure is used for the Body Landing Gear (BLG)
and green is used for the Wing Landing Gear (WLG).
Hydraulic power for the alternate, emergency, ultimate and parking brake
is supplies by Local electro-Hydraulic Generator Systems (LEHGS)
through the alternate circuit, one LEHGS for the BLG and one LEHGS
for the WLG.
The BCS function is hosted in the Central Processing and Input Output
Module (CPIOM), which controls and monitors the braking.
The emergency braking is controlled by the Emergency Brake Control
Unit (EBCU).
Brake indications and warning are given by the BCS in the CPIOM
through the ECAM.
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In the following topic, the braking modes will be presented on BLG, but
are applicable to the WLG as well, except for the parking brake, which
only acts on the BLG and the ultimate braking which is different for the
BLG and the WLG.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) BRAKE SYSTEM PRESENTATION (1) Apr 18, 2006
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GENERAL

The Alternate circuit maintains a similar hydraulic valve layout to the
Normal Braking Normal circuit, with an Alternate Brake Selector Valve (ABSELV) placed
in series with an Alternate Servo Valve (ASV).
The control of the Braking Control System (BCS) is managed by two
The ABSELV is commanded by the CPIOMs and the ASV by the
redundant systems side one and two, comprised of Core Processing
CPIOMs through RDCs.
Input/Output Modules (CPIOMs) and Remote Data Concentrators (RDCs).
The hydraulic power is supplied by a Local Electro-Hydraulic Generation
The normal braking mode includes the following functions:
System (LEHGS), which works in unison with an accumulator to meet
- Pedal braking,
the pressure and flow requirements of the Alternate circuit.
- Auto brake,
A Bogie Shuttle Valve selects the highest pressure from the Normal and
- Antiskid
Alternate circuits.
- Retraction braking.
The CPIOMs give brakes indications and warnings through the ECAM.
The normal braking circuit draws hydraulic power from the centralised
aircraft hydraulic system. Two valves in series are used to control the Emergency Braking
pressure in the circuit.
The first valve is an isolation valve, named the Normal Brake Selector If BCS function is lost, the Emergency Brake Control Unit (EBCU) is
Valve (NBSELV), the valve isolates the hydraulic power supply from engaged to control the emergency braking with pedals orders only and
the rest of the braking circuit. The NBSELV is controlled by the CPIOMs. limited braking pressure.
The second valve is the Normal Servo Valve (NSV) whose function is The EBCU uses the alternate hydraulic circuit and controls the ABSELV
to control pressure to the demanded level and to supply regulation for and ASV.
the Anti-Skid function. Each NSV controls the two brakes fitted to an
axle.
The NSV is controlled by the CPIOMs via the Remote Data Concentrators
(RDC).
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The auto brake can be used during landing or during a Rejected Take Off
(RTO).
Brakes indications and warning are given by the CPIOMs through the
ECAM.
Alternate Braking
If the normal braking fails, the alternate braking takes over.
The alternate braking mode includes the following functions:
- Pedal braking
- Auto braking
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NORMAL BRAKING ... EMERGENCY BRAKING

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

The CPIOMs compute and supply an alert to the flight and maintenance
Parking Brake crew when one or several brake temperatures are outside defined limits.
The parking brake function is available only for the BLG wheels by
means of additional circuit and valves.
The Parking Brake Selector Valve (PBSELV) commanded by the park
brake switch is placed in parallel with the ABSELV, and the two
sub-circuits are joined via a Shuttle Valve.
The shuttle valve moves over to let the highest pressure supply the service
lines.
Normal and Alternate braking circuits remain active during and after
application of Parking Brake.
An accumulator reinflate switch adjacent to the park brake switch operates
the BLG LEHGS to pressurize the BLG accumulators.
A triple gauge is installed on the main instrument panel.
In normal operation the triple gauge is used when operating the park
brakes: the gauge will show the lowest BLG accumulator pressure on the
upper needle and the left and right BLG brake pressures on the lower
needles.
During emergency the lower needles will show WLG brake pressure to
assist the pilot in these braking modes.
Alternate Circuit Refilling

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

The brake temperature sensors monitor the temperature of the sixteen
brake packs and send the information to the CPIOMs through LGRDC.
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PARKING BRAKE ... BRAKE TEMPERATURE MONITORING SYSTEM (BTMS)
STEERING SYSTEM PRESENTATION (1)

General
The nose gear and the rear axle of the body gear are steered.
The nose wheel steering (NWS) and the body wheel steering (BWS) are
controlled and monitored by CPIOMs hosting the Steering Control System
(SCS) application.
The nose wheel steering system is powered by the green hydraulic system
in normal operation and from a Local Electro-hydraulic Generation system
(LEHGS) for the alternate mode of operation.
The body wheel steering system is powered by the yellow hydraulic
system only
The Captain and First Officer's hand-wheels, Autopilot signals, and rudder
pedal demands control the position of the nose wheels.
Body wheel steering commands come from the nose wheel position.
NWS and BWS commands are reduced as aircraft speed increases.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) STEERING SYSTEM PRESENTATION (1) Apr 18, 2006
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GENERAL

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

Nose Wheel Steering (NWS)-Alternate System
If the normal system fails, the alternate system uses hydraulic power from
the LEHGS and the accumulator.
The Steering Control System (SCS) controls the Alternate Steering
Selector Valve (ASSELV).
The ASSELV isolates or supplies the NWS circuit.
There is a Shuttle valve (SV) located down stream of both the NSSELV
and ASSELV, which controls the supply of hydraulic fluid.
The selected position of the shuttle valve is achieved automatically by
differential pressure.
The Steering Shuttle Valve (SSV) controls the hydraulic flow to and from
both steering actuators.
Indications and warning are given by the SCS through the ECAM.
The Alternate refilling valve (ARV) is opened at the beginning of each
flight to replenish the accumulator and LEHGS reservoir.
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NOSE WHEEL STEERING (NWS)-ALTERNATE SYSTEM
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NOSE WHEEL STEERING (NWS)-ALTERNATE SYSTEM
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Body Wheel Steering (BWS)
The main purpose of Body Wheel Steering (BWS) is to increase low
ground speed maneuverability.
The BWS is controlled and monitored by CPIOMs, hosting the Steering
Control System (SCS) application.
The BWS interfaces with the CPIOM through the Remote Data
Concentrators (RDCs).
BWS command is a function of the NWS angle.
The body wheel steering system is powered by the yellow hydraulic
system.
The BWS Bay Mounted Selector Valve (BMSELV), controls yellow
hydraulic pressure to both the left and right hand BWS.
The Left and Right Steering Selector Valves (LSSELV and RSSELV)
are connected downstream of the BMSELV and isolate the servo
metering-valves from the hydraulic pressure.
The Left and Right Servo-metering Valves (LSV or RSV), meter the
hydraulic pressure to the actuators.
The Left and Right Lock Selector Valves (LLSELV and RLSELV) are
connected to the hydraulic supply line and isolate the lock actuator from
the system pressure.
Indications and warning are given by the SCS through the ECAM.
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BODY WHEEL STEERING (BWS)
LANDING GEAR MAINTENANCE (1)

Landing Gear Safety Items
When you work on the landing gear system, make sure that you obey all
the AMM safety procedures. This will prevent injury to persons and/or
damage to the aircraft. Here is an overview of main safety precautions
relative to the landing gear system.
Unwanted electrical or hydraulic power can be dangerous.
When you perform any maintenance task, make sure that all circuits are
isolated.
When you tow or pushback the aircraft, you have to be aware that the
aircraft will change its position and can cause injury to persons or kill
them. During towing or pushback you have to keep a safety area of three
meters around nose wheels, towbar and tow tractor.
When you are working on wheels and brakes, not applying the appropriate
procedures may lead to a tire explosion.
Before working on hot wheels and brakes, let them cool, do not apply
gas or liquid on it, and decrease tire pressure before wheel removal.
Movement of landing gear and door can cause injury and or damage.
Before you work on or near the landing gear and door, be sure that the
ground safety device and warning notices are in position.
Some components are heavy; it can cause injury to persons and damage
to equipment.
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By consequence, the component removal/installation tasks require specific

tooling that must be used.
Compressed gas is dangerous, it can go through you skin and creates
bubble in your blood and kill you.
High-pressure air and carbon dust can damage your eyes and lungs.
Therefore wear all necessary protection equipments.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) LANDING GEAR MAINTENANCE (1) Apr 18, 2006
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LANDING GEAR SAFETY ITEMS
LANDING GEAR MAINTENANCE (1)

Landing Gear Ground Support Equipment
Some landing gear maintenance tasks require Ground Support Equipment
(GSE).
As an example, a GSE used for landing gear maintenance is the wheel
change jacking tool.
This tool is used to lift the gear during a wheel change.
The A380 requires a specific 137 Tonnes jack spherical with a stroke
limitation of 250 mm. This is to prevent airframe over load at high aircraft
weight above 400 Tonnes.
The A380 jacking dome is type V opposed to the A330/A340, which is
type IV.
Refer to the Aircraft Maintenance Manual (AMM) for the tasks.
Also, refer to the illustrated Tool and Equipment Manual (TEM) for the
complete list of the tools.
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LANDING GEAR GROUND SUPPORT EQUIPMENT
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

Level I - Ata 32 Landing Gear

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What are the main components of the landing gear system?

What are the main components of the landing gear system?

What are the different types of landing gears?

What are the different types of landing gears?

A380

TECHNICAL TRAINING MANUAL

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

LEVEL I - ATA 32 LANDING GEAR

LANDING GEAR INTRODUCTION (1)

LANDING GEARS AND DOORS PRESENTATION (1)

LANDING GEARS AND DOORS PRESENTATION (1)

WING LANDING GEARS (WLG) & DOORS

LANDING GEARS AND DOORS PRESENTATION (1)

BODY LANDING GEARS (BLG) & DOORS

LANDING GEARS AND DOORS PRESENTATION (1)

NOSE LANDING GEARS (NLG) & DOORS

LANDING GEARS AND DOORS PRESENTATION (1)

OLEO PRESSURE MONITORING SYSTEM (OPMS)

LANDING GEARS AND DOORS PRESENTATION (1)

TIRE PRESSURE MONITORING SYSTEM (TPMS)

L/GS EXTENSION AND RETRACTION SYSTEM PRES. (1)

Five ground door-opening handles adjacent to the landing gear bays

L/GS EXTENSION AND RETRACTION SYSTEM PRES. (1)

NORMAL EXTENSION & RETRACTION

L/GS EXTENSION AND RETRACTION SYSTEM PRES. (1)

FREE FALL EXTENSION

L/GS EXTENSION AND RETRACTION SYSTEM PRES. (1)

GROUND DOOR OPENING (GDO) SYSTEM

BRAKE SYSTEM PRESENTATION (1)

BRAKE SYSTEM PRESENTATION (1)

NORMAL BRAKING ... EMERGENCY BRAKING

BRAKE SYSTEM PRESENTATION (1)

BRAKE SYSTEM PRESENTATION (1)

Alternate Circuit Refilling

Brake Temperature Monitoring System (BTMS)

PARKING BRAKE ... BRAKE TEMPERATURE MONITORING SYSTEM (BTMS)

STEERING SYSTEM PRESENTATION (1)

STEERING SYSTEM PRESENTATION (1)

NOSE WHEEL STEERING (NWS)-NORMAL SYSTEM

STEERING SYSTEM PRESENTATION (1)

NOSE WHEEL STEERING (NWS)-ALTERNATE SYSTEM

NOSE WHEEL STEERING (NWS)-ALTERNATE SYSTEM

This Page Intentionally Left Blank

STEERING SYSTEM PRESENTATION (1)

BODY WHEEL STEERING (BWS)

LANDING GEAR MAINTENANCE (1)

By consequence, the component removal/installation tasks require specific

LANDING GEAR SAFETY ITEMS

LANDING GEAR MAINTENANCE (1)

LANDING GEAR GROUND SUPPORT EQUIPMENT

AN EADS JOINT COMPANY

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