17 to 20 and they are not braked
5
Electrically only
"16, all WLG axles and fwd 4 axles on each BLG"
"Pedals, Autobrakes, Landing gear lever (spin brakes)"
CPIOM-G
All 16
"A pump, ECU and a reservoir with no accumulator. There are 3 in total for NWS, wing and body brakes"
Cargo door opening via green system EMP’s normally
NWS is commanded +-6 deg
Body wheel steering is commanded from nose wheel steering. That happens from 14deg and is commanded from 20deg
"Never, the alternate refill vlv's are only there for topping up the accumulators on gnd prior to flight"
-15 degs (when one side goes to +15 degs the other will only go to +11 degs and vice-verca in the opposite direction to the NLG)
"3 groups, wing group, left body group and right body group"
6 degrees
"4 – 2 in forward cargo, 2 in aft cargo."
"Mechanically released, electrically made."
Four
"Electrically released, hydraulically operated and mechanically uplocked"
LGERS app in CPIOM-G’s.
Independent prox sensors through the LGRDC’s.
"Normal, alternate, emergency, ultimate and parking brake."
",Yes anti-skid available. LEHGS supplies hydraulics.
"Does not, only available on BLG."
Three- one for each braking group. In main avionics
Bogie shuttle valve selects highest pressure from normal and alternate circuits.
"Each shock absorber, 5 in total"
"OPTS, pressure gauge, (setup to) h dimension (126mm) and chart"
"On ground – cross check, in flight – accuracy check (LG fully extended) check this"
G3 and G4
LGRDC 4A
LGRDC 5A
LGRDC 5B
LGRDC 4B
"Will not operate in flight, operates once per flight on ground to refill LEHGS and accumulators"
Selector sends discrete signal to all 4 CPIOM-Gs
Will retract into the bay rearwards
"14 degrees unlocked, 20 degrees commanded"
There are two installed in upper avionics bay
","Prevents loss of hydraulic fluid, can be reset by depressurising line up stream of fuse or by pushing the manual lever on the fuse body."
"1 fitted at each BLG and WLG, position tilt for landing and gear retraction into bay"
Always pressurised
"High Velocity Oxygen Fuel, coat of tungsten carbide cobalt chromium, alternate use to chrome plating"
"Outer doors only, inner door from manual procedure (remove maint panels)"
"BLG inner door normally only open in flight, to close you must install targets on BLG gear compressed/not compressed sensors"
BLG inner and BLG centre
"WLG main, BLG inner"
Outer door with folded centre door and inner with auxiliary door
","Landing Gear Control and Indicating System, has side 1 and side 2, on side active and one side standby"
"Side 1 and side 2, Each side has 2x CPIOM-Gs x2 LGRDCs and x1 SEPDC"
"CPIOM-G1 and G3, LGERS app, LGRDC 4A/5A and SEPDC 1"
"CPIOM-G2 and G4, LGERS app, LGERS 4B/5B and SEPDC 2"
CPIOM-G3 (side 1) and CPIOM-G4 (side 2) (check)
Side 1 only (LGRDCs 4A and 5A)
(4A and 5A),DC ESS BUS (side 2 4B and 5B are DC2)
On landing gear ‘UP’ selection or fault in active side
"2x EUAs (CHA/CHB) and 1x NUA (dual motor, 1 for LGCIS#1 and 1 for LGCIS#2)"
Door selector valve and gear selector valve
Cut out (3) (norm open) and vent valves (5)
"Cutout closed, vent open"
"3, Flight (norm), close, open"
Elec/reset/hyd (look up function of each)
Bypass valve in normal and door uplock in home position
Door bypass valves
EUA B’s
Bypass valve to half position
"No, a brake wheel can be fitted to a steering wheel though"
(Brake Control System),Application in all 4 CPIOM-Gs
Emergency mode
Normal and alternate BCS app in CPIOM-G along with IRDCs
Retraction braking
Emergency and ultimate
Alternate circuit (LEHGS)
"Anti-skid, auto brake (EBCU in charge)"
"Only park brake switch input to BLG (PBSELV,pk brk CCT) and EBCU input to WLG (ABSELV and ASV, alt brk CCT)"
"Via OMS function, will fill reservoirs and accumulators from A/C hyd (x4 brake)(manual opening of ARV) note NWS LEHGS, ACCU only (reservoir is filled by return fluid)"
Inflate WLG/BLG brake ACCUs using LEHGS reservoirs fluid(x4 ACCUs) on ground
Gold knob on unit (to return line)
Blue knob
"Manual (accum reinflate P/B) and auto (accu px below threshold, 4850psi)"
Comfort (low speed/low noise) and performance (High RPM/high noise)
Will indicate the lowest value of the two body gear brake accumulators
Will show L/H and R/H body gear alternate brake px
SD wheels page ‘MORE’ (shows lowest px of the two)
"2 accumulators, 1 accu (L/H) x4 FWD WLG brakes, 1 accu (R/H) x4 AFT WLG brakes"
"2 accumulators, 1 accu x4 L/H BLG brakes, 1 accu x4 R/H BLG brakes"
Will show ‘ACCU’ in amber on related gear diagram
Direct discrete of 28VDC to PBSELV from park brake switch
These are apps in CPIOM-G3 and G4
"11degrees outboard, 15 degrees inboard"
"Towing 60degrees, hand wheel 70degrees and A/pilot or rudder 6degrees"
RVDT on steering actuator
","Prk brake on, NWS disc fault, BWS not avail, panel on RHS of NLG"
"Flash = oversteer, steady = if NWS disconnect fault"
"At 73.5degrees, nose wheel light flash and ecam msg (75degrees = mech contact)"
"Tow and flight, tow = green light at panel and NWS disc on ECAM EWD"
It cannot be disconnected only safety pinned
(NWS),"Mechanically, closed when gear is up, shuts of hydraulic source to hydraulic block (connects hyd px to return when gear retracted)"
"Normal = NSSELV, alternate = ASSELV"
accumulator px only
"BLG (4) and WLG (4) return system located on gears themselves, they have gauges and are serviced (each main gear has 1 normal and 1 alternate LP accum)"
Green
"Remove maintenance panel to prevent it hitting the wheels, ensure H dimension is greater than 126mm and turn the uplock to extend the door. To close the door target gags are required to put the a/c in the air and then yellow hydraulics close the door."
"3, 1 for each LG extension system and an independent monitoring system for the flt dk lights"
"3 prox sensors monitor the trim bogie actuator for failure, if it fails then the prox sensor detect this and prevent gear retraction"
70degrees
From an independent prox sensor on each landing gear
"2, one to each system using power from the SEPDC’s"
",Reset
IRDC’s
","2 (another 2 in alternate circuit and same in BLG brakes) Nitrogen filled accumulators located in the WLG bay, painted white with a gauge and “lasts a long time!”"
",The ARV will open to top up the green system brake system
"The LEHGS will run in comfort mode to top up the system, if that cannot be achieved then LEHGS will run in performance mode"
Reservoir is monitored by an LVDT but also has a sight glass with a ball bearing in it
Door bypass vlv is in closed position and EUA-B is ready for operation
Tops up the LEHGS reservoir
A fucking long pole with a pin on the end is used to lock the down lock link for maintenance. An even longer red flag is positioned on the end of it with something about potatoes!
"Short term only, THS does long term pitch control"
Secondary
"1-8 Left and Right, from inboard to outboard"
No the pitch trim switches are inhibited
Normal green or yellow hydraulics with EBHA’s Electric mode as backup
Electric Backup Hydraulic Actuator - An amalgamation of a conventional PCU and an EHA
PRIM’s
7 aside (there are 8 surfaces but no.1 and no.2 surfaces inboard of the inboard engines are reffered to as no.1 Slat together)
"8 each side, slats surfaces 1 and 2 (inboard of no.2 & 3 engines) are together called Slat 1 and operate as the droop nose function"
The SFCC based on differential APPU signals
"4, 1 between each section of flap (prox sensors)"
"The interconnecting flap strut section, if skew is detected then SFCC shuts down operation"
",Damping mode
The unit must be depressurised by pressing the depressurisation valve on the unit
",The unit must be replaced as the accumulator Helium cannot be recharged outside of the build factory
EMP’s are swapped based on flight number
Yellow system
"Information related to the body brake pressures in alternate, ultimate emergency and parking modes"
Runs the WLG and BLG LEHGS to reinflate the accumulators
It unlocks at 14 deg and is commanded at 20 degs
"6 ailerons, 16 spoilers, 1 THS, 4 elevators, 2 rudders"
"4 droop noses, 12 slats, 6 flaps"
Spoilers(4) and rudder(4)
Ailerons(4) and elevators(4)
Conventional PCU
2x Droop nose slat surfaces counted as one slat for numbering
Hydraulically normally with backup done electrically
It's adjusted to the feedback 0 deg position
3 x PRIMs and 3 x SECs
Computation function – outer loop and execution function – inner loop
"Computation function, calculates aircraft objective for surface deflection (Active only in master PRIM) Execution function, looks after inner loop i.e. control of servo valve"
Will carry out rate and direction
"Prim 1 master, order 1,2,3"
"Never, SECs cannot be master"
"Normal law - Load factor, AOA, bank angle, high speed and pitch att prot. Alternate law - Reduced protections, are override able. Direct law - no protections"
SEC would control but DIRECT LAW only
X3 motors (2x hyd and 1 x elec) only 1 is in operation at any time. Will normally be green hydraulic motor
Only in PRIMs
"Primary = roll, Aux = Droop, LAF, lift dumping and also speedbrake (4 aux funcs)"
Application within CPIOM-Cs (x2) no controlling only indication and test
Normally applied
"Conventional, Hyd active and damping modes (2) EHA, Elec active and damping (2), EBHA, Elec active, Hyd active and damping (3)"
"Flap PCU, 1 green and 1 yellow hyd motor. Slat PCU, 1 green hyd and 1 elec motor"
"Slat WTBs are elec, flap WTBs are Hyd operated"
"PRIM 1, SEC 1 = DC ESS. PRIM 2, SEC 2 = DC EHA. PRIM 3, SEC 3 = DC BUS 1"
Lower third of PFD
All ailerons and spoilers 3-8
CAM device prevents free play in control of rudder surface to increase pax comfort
",EHA has elec motor which controls direction and rate of surface
To prevent force fight if both actuators are in an active mode (dual active mode)
"4 modes, Active (ops in relation to flight cont comps demands). Retracted (retracts to zero if rate command failure occurs). Blocking (prevents extension). Maintenance (device used to move surface manually)"
"A unique maintenance key is used, when in maint (m) position key cannot be removed (key must be in ops (o) posn to remove)"
5 modes. As per conventional but have HYD active and ELEC active
"X4 total, slats 1, slats 2, flaps 1, flaps 2"
CDS receives data via FCDC and directly from the PRIMs
","Electrical backup system activates, it is energised by green and yellow hydraulics"
"DAMPED, as conventional actuator is driving the surface, it becomes ACTIVE if conventional fails"
",Auxiliary functions of the ailerons
Short term pitch control
ACTIVE & DAMPED
1 EBHA actuator HYDRAULICALLY ACTIVE and 1 EBHA actuator DAMPED
Electrically active
Retracted mode
"16 collars and 16 keys, if a key is used the spoiler goes to maintenance mode"
Standby
",No as the POB fails on
The F/O’s pedals bellcranks
Armed
In manual flight only as they are inhibited when autopilot is on
It resets the prims/secs but does not isolate them electrically
LVDT’s
It is when 1 of aileron/elevators/rudder control surfaces is in hydraulically active mode and the unit in damping mode fails to hydraulically active mode as well. This is sensed by a delta p transducer
Outer loop computation
With a cockpit safety device/pin through the side of the sidestick
No as they will contact on the inboard side
On the ground with IRS speed <30 Kts and related hydraulic pressure active or via an OMS test
ACMS Real Time Monitoring
Only when the stab is commanded electrically will the POB be commanded to release
By pack A and pack B resolver position sensors together
PRIMs and backup electrical system
"Flaps - Green & Yellow Hyds together, Slats - Green hyds & Electrical motor together"
On the bottom of the PFD LHS
FPPU - flap position pickup unit
APPU - Asymmetric position pickup unit
"2 on each unit but slats is a power off brake and a pressure off brake, flaps use 2 pressure off brakes"
"4, 1 between each section of flap"
",Opposite SFCC flap section will take over command
"A valid detent position, A out-of-detent position, A invalid lever position"
Flap auto command is actioned for safety reasons only
Normally SFCC1 sends commands to the Motor Control Electronics for movement of the motor. If it fails then SFCC2 will takeover as per dual control concept
Only via an OMS function can control of the eMotor be regained
The wtb’s have be manually released at each wtb before driving the flap shaft manually
",The torque limiter will popout a mechanical indicator and the flap asymmetry will cause a flap shutdown. To reset the torque limiter it has to be driven in the reverse of the direction that caused the failure