SCHOOL OF AEROSPACE ENGINEERING

ESA 371
AIRCRAFT SUB-SYSTEMS ELEMENTS
AY 2008/2009

PASSENGER AIRCRAFT SUBSYSTEMS

AIRBUS A320-200
BOEING 737-700
MCDONNELL DOUGLAS MD-88

Lecturer
Prof. Vladimir Zhuravlev

Prepared By
Chan Ray Mun 92226
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Contents

Page
1.0 Introduction 2
1.1 Airbus A320-200 3
1.2 Boeing 737-700 5
1.3 McDonnell Douglas MD-88 8
2.0 Characteristics Table 11
3.0 Crew Size and Functions 12
4.0 Main Onboard Equipment Systems 14
4.1 Environmental Control Systems 14
4.2 Passenger and Cargo Cabin Systems 19
4.2.1 Interior Layout 19
4.2.2 Passenger Compartment Equipment 22
4.2.3 Water and Waste System 26
4.3 Crew Compartment Equipment 28
4.4 Hydraulic Systems 38
4.5 Pneumatic Systems 45
4.6 De-icing and Anti-icing Systems 48
4.7 Emergency Systems 52
4.7.1 Warning System 53
4.7.2 Fire Protection 55
4.7.3 Passenger Evacuation 57
4.7.4 Emergency Oxygen 57
4.8 Engine Control Systems 61
4.9 Flight Control Systems 66
4.10 Landing Gear Systems 72
5.0 Reference 78
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1.0 Introduction

A fixed-wing aircraft is a heavier-than-air craft whose lift is generated not by wing motion
relative to the aircraft, but by forward motion through the air. Fixed-wing aircraft range from
small training and recreational aircraft to large wide-body aircraft and military cargo aircraft.
Many fixed-wing aircrafts have been designed and manufactured to perform different mission
specifications. An airliner is a large fixed-wing aircraft with the primary function of transporting
paying passengers. Such aircraft are usually operated by an airline which owns or leases the
aircraft. There are several types of airliners:

Wide-body • Twin-aisle aircraft used for long-haul flights between airline hubs and
aircraft major cities with many passengers
• Boeing 747, Airbus A380, Lockheed L-1011 TriStar, McDonnell
Douglas MD-11 and Ilyushin Il-96.
Narrow-body • Single aisle aircraft generally used for medium-distance flights with
aircraft fewer passengers than their wide-body counterparts
• Boeing 737, McDonnell Douglas DC-9 & MD-80/MD-90 series,
Airbus A320 family, Tupolev Tu-204, Tu-214, Fokker F70/F100
Regional airliner • Fewer than 100 passengers and may be powered by turbofans or
turboprops
• Used for short flights between small hubs, or for bringing passengers to
hub cities where they may board larger aircraft
• Embraer ERJ, Bombardier CRJ series, ATR 42/72 and Saab 340/2000
Commuter • Air taxis, with 19 or fewer passenger seats
aircraft • Lack such amenities as lavatories and galleys and typically do not carry
a flight attendant
• Fairchild Metro, Jetstream 31/41, IPTN CN-235, Beechcraft 1900, and
Embraer EMB 110 Bandeirante

Narrow-body aircraft is an airliner with a cabin diameter typically of 3 to 4 metres and airline
seat arranged 2 to 6 abreast along a single aisle. Narrow-body aircraft seating less than 100
passengers are commonly known as regional airliners. For comparison, typical wide-body
aircraft can accommodate between 200 and 600 passengers, while the largest narrow-body
aircraft currently in widespread service the Boeing 757-300 carries a maximum of about 250.

The focus of this project is on narrow-body aircraft namely;

Airbus A320-200
Boeing 737-700
McDonnell Douglas MD-88
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1.1 Airbus A320-200

Fig 1.1 Swiss International Air Lines Airbus A320-200 (HB-IJQ) landing at London Heathrow Airport

Airbus A320 is from the Airbus A320 family of short to medium-range commercial passenger
airliners and is Airbus first entry into the narrow-body market. A320 was first delivered in 1988
and pioneered the use of digital fly-by wire control systems in a commercial airliner. The A320-
200 features wingtip fences and increased fuel capacity over the A320-100 for increased range.
The A320-200 can carry 150 passengers in a two-class configuration and 180 passengers in
a single-class configuration. Typical range with 150 passengers for A320-200 is 2900
nautical miles or 5400 kilometres.

Advanced features introduced in A320 include:

• The first fully digital fly-by-wire flight control system in a civil airliner.
• Fully glass cockpit
• Widespread use of composites
• The ECAM (Electronic Centralized Aircraft Monitoring) concept
• LCD (liquid crystal display) units in the flight deck instead of the original CRT (cathode ray
tube) displays

The design of A320-200 follows the airworthiness standards of BCAR Section C and
Section D in British Civil Airworthiness Requirements issued by the Civil Aviation
Authority of Great Britain.
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Overall View

Fig 1.2 3-view of Airbus A320-200

Airbus A320-200 Dimensions

Overall Length 37.57 m

Height 11.76 m
Fuselage Diameter 3.95 m
Maximum Cabin Width 3.70 m
Cabin Length 27.51 m
Wing Span (geometric) 34.10 m

Wing Area (reference) 122.6 m2

Wing Sweep (25% 25 degrees
chord)
Wheelbase 12.64 m
Wheel Track 7.59 m
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1.2 Boeing 737-700

Fig 2.1 easyJet Boeing 737-700 lands at Bristol International Airport, Bristol, England

Boeing 737 is a short to medium range, single aisle, narrow-body jet airliner. It has nine variants,
from the early -100 to the most recent and largest, the -900. Boeing 737-700 is in the newer
variant of Boeing 737 family called 737 Next Generation.
Boeing 737-700 typically seats 132 passengers in a two class cabin or 148 in all economy
configuration. The maximum range of 737-700 is 3365 nautical miles or 6230 kilometres.

New features of 737 Next Generation include:

• Improved CFM56-7 turbofan engine, 7% more fuel efficient than the CFM56-3
• Intercontinental range of over 5,556 km
• Increased fuel capacity and higher Maximum Takeoff Weight (MTOW)
• Six-screen LCD glass cockpit with modern avionics, retaining crew commonality with
previous generation 737
• Passenger cabin improvements, featuring more curved surfaces and larger overhead bins
• New airfoil section, increased wing span, area, and chord
• Winglets on most models
• Redesigned vertical stabilizer
• Carbon brakes manufactured by Messier-Bugatti

The design of Boeing 737-700 is in accordance with the airworthiness standards stated in
FAR Part 25 of the Federal Aviation Regulations issued by the Federal Aviation
Administration of the United States of America.
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Overall View

Fig 2.2 Boeing 737-700 with winglet

Boeing 737-700 Dimensions

Overall Length 33.63 m
Height 12.57 m
Fuselage Diameter 3.76 m
Cabin Width 3.54 m
Cabin Height 2.20 m
Wing Span 34.31 m
Wing Area 124.6 m2
Wing Sweep 25.02 degrees
Aspect Ratio 9.45
Wheelbase 12.60 m

Wheel Track 5.72 m

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Fig 2.3 3-view of Boeing 737-700, -700C

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1.3 McDonnell Douglas MD-88

Fig 3.1 Delta Air Lines McDonnell Douglas MD-88 taking off from Ronald Reagan National Airport, Washington

The McDonnell Douglas MD-80 series are twin-engine, medium-range, single-aisle commercial
jet airliners. It was designed by McDonnell Douglas as an improved version of Douglas DC-9. In
comparison with the DC-9-50, MD-80 featured:
• An increased wingspan
• Larger fuselage
• Various aerodynamic improvements
• More fuel efficient engines
• Performance management system to optimise fuel efficiency and performance
The MD-80 series were built by Douglas and under license by the Shanghai Aviation Industrial
Corporation in China until production ended in 1999. MD-88 is an updated variant of MD-82
(variant for hot and high operations with 20,000 lb thrust JT8D-217 engines and increased
maximum takeoff weight) with glass cockpit, advanced EFIS cockpit displays and windshear
warning system.
The McDonnell Douglas MD-88 carries 152 passengers in 2-class configuration or 172
passengers in a single class over the range of 2050 nautical miles or 3800 kilometres.

The design of MD-88 follows the airworthiness standards of FAR Part 25 of the Federal
Aviation Regulations issued by the Federal Aviation Administration of the United States of
America.
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Overall View

Fig 3.2 MD-88 taking off from Fort Lauderdale-Hollywood International Airport

McDonnell Douglas MD-88 Dimensions

Overall Length 45.02 m
Height 9.05 m
Fuselage Diameter 3.35 m
Wing Span 32.87 m
Wing Area 112.3 m2
Wheelbase 22.05 m
Wheel Track 5.08 m
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Fig 3.2 3-view of MD-88

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2.0 Characteristics Table

A320-200 B737-700 MD-88

Manufacturer EADS Airbus Boeing Commercial McDonnell Douglas

Airplanes
Role Narrow-body, short to Narrow-body, short to Narrow-body,
medium-range airliner medium-range airliner medium-range airliner
Type of payload Main: Passenger
(+ cargo and light luggage)
Passenger capacity

2-class 150 128 142

1-class 180 148 172
Cargo volume, m3 38.8 28.4 35.5
Fuel capacity, L 23860 26022 22129
Operating empty 42900 37648 35369
weight, kg
Payload weight, kg 19250 16505 16200
Max takeoff weight, 77000 60328 67812
kg
Max landing weight, 64500 58060 58967
kg
Cruise speed, km/h 900 955 811
Range (max pax), 5700 4400 3798
km
Max altitude, m 12500 12500 11200

Runway length, m 2400 2300 2600

Power plant 2X 2X 2X

Engine type CFM56-5B CFM56-7B PW JT8D-217A/C

Engine thrust, 111-120 108 111-125
kN
Consumption, L/h 2700 2770 3900
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3.0 Crew Size and Functions

Crew Size
Airbus A320-200 2 Flight crew > 4 Cabin crew

1 Captain

1 First officer
Boeing 737-700 2 Flight crew > 3 Cabin crew

1 Captain

1 First officer
McDonnell Douglas MD-88 2 Flight crew >2 Cabin crew

1 Captain

1 First officer

Crew Functions
Captain
i. Ensures that a thorough inspection of the airplane and all equipment is properly
conducted.
ii. Plans the mission by analyzing information, the expected weather over the mission route,
and special instruction.
iii. Prepares or supervises and coordinates the activities of the crew members during the
preparation of flight plan and clearance.
iv. Determines that the weight and center of gravity are within prescribed limits.
v. Ensures that the passengers have been briefed on the location and operational use of
emergency equipment and are familiar with in-flight emergency signals and emergency
exits.
vi. Operates controls to start and check engines, and to taxi, take-off, land and controls the
airplane in flight under varying conditions of weather, daylight and darkness, various-
range missions.
vii. Monitors operation of pressurization system to ensure safety of airplane and personnel.
viii. Directs the employment of navigational and communications equipment by the navigator,
and copilot.
ix. Ensures that required flight logs, records and maintenance forms are prepared.

First Officer
i. Assists the pilot in mission planning by obtaining pertinent weather forecast, intelligence
reports, maps, and other documents.
ii. Assists navigator in piloting the mission route and calculating the route information and
fuel requirements.
iii. May perform inspections upon instructions of the pilot.
iv. Assists the pilot in operating controls and equipment on the ground and in flight.
v. Operates the airplane on the ground and in flight upon instructions from the pilot.
vi. Prepares the flight log and required records and maintenance forms.
vii. Operates the communications equipment and assists the pilot in navigating the airplane in
the absence of a navigator.
viii. Takes emergency procedure actions as required by the flight manual and/or the pilot.
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Cabin crew
i. Attend pre-flight briefing, during which air cabin crew members are assigned their
working positions for the upcoming flight.
ii. Carry out pre-flight duties, including checking the safety equipment, ensuring the aircraft
is clean and tidy, ensuring that information in the seat pockets is up to date and that all
meals and stock are on board.
iii. Welcome passengers on board and direct them to their seats.
iv. Inform passengers of the aircraft safety procedures and ensure that all hand luggage is
securely stored away.
v. Check all passenger seat belts and galleys are secured prior to take-off.
vi. Make announcements on behalf of the pilot and answer passenger questions during the
flight.
vii. Serve meals and refreshments to passengers.
viii. Sell duty-free goods and advise passengers of any allowance restrictions in force at their
destination.
ix. Reassure passengers and ensure that they follow safety procedures correctly in
emergency situations.
x. Give first aid to passengers where necessary.
xi. Ensure passengers disembark safely at the end of a flight and check that there is no
luggage left in the overhead lockers.
xii. Complete paperwork, including writing a flight report.
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4.0 Main Onboard Equipment Subsystems

4.1 Environmental Control Systems (ECS)
Reason of use of ECS:
• The need of oxygen
• To provide a suitable environment (temperature and atmospheric parameters) for the human
body to operate
• To provide a comfortable environment for the passengers

Function of ECS:
• Cope with widely differing temperature conditions
• Extract air moisture and provide air with optimum humidity
• Ensure air in the aircraft contains a sufficient concentration of oxygen

[B737-700]

Fig 4.1.1 Location of Air Conditioning on B737-700

Air Conditioning System

The air conditioning system provides temperature controlled air by processing bleed air from the
engines, APU, or a ground air source in air conditioning packs. Condition air from the left pack,
upstream of the mix manifolds, flows directly to the flight deck. Excess air from the left pack, air
from the right pack and air from the recirculation system is combined in the mix manifold. The
mixed air then distributed through the left and right sidewall risers to the passenger cabin.
Air conditioning packs maintain pressurisation and acceptable temperatures throughout
the airplane up to the maximum certified ceiling.
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Ram Air System

Provides cooling air for heat exchangers. Operation of the
system is automatically controlled by the packs through
operation of ram air inlet.

Fig 4.1.2 Ram air inlet

Air Mix Valves

The two air mix valves for each
pack control hot and cold air.
Air that flows through the cold
air mix valve is process through
a cooling cycle and then
combined with hot air flowing
from the hot air mix valve.

Recirculation Fan
Reduces the air conditioning
system pack load and the engine
bleed air demand. Air from the
passenger cabin and electrical
equipment bay is drawn to the
forward cargo bay where it is
filtered and circulated to the mix
manifold.

Fig 4.1.3 Air Conditioning Pack Schematic

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Fig 4.1.4 Air Conditioning Distribution

Pressurisation System
Cabin pressurization is controlled during all phases of airplane operation by the cabin pressure
control system. The system uses bleed air supplied to and distributed by the air conditioning
system. Pressurisation and ventilation are controlled by modulating the outflow valve and the
onboard exhaust valve.

Pressure Relief Valves

Two pressure relief valves provide safety pressure relief by limiting the differential pressure to a
maximum of 9.1 psi. A negative relief valve prevents external atmospheric pressure from
exceeding internal cabin pressure.

Outflow Valve
The outflow valve is the overboard exhaust exit for the majority of the air circulated through the
cabin. Cabin air is drawn through foot level grills, down around the aft cargo compartment where
it provides heating, and is discharged overboard through the outflow valve.
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Fig 4.1.5 Pressurisation Outflow Schematic

Overboard Exhaust Valve

On the ground and in flight with low differential pressure, the
overboard exhaust valve is open and warm air from the E & E bay
is discharged overboard. In flight, at higher cabin differential
pressures, the overboard exhaust valve is closed and exhaust air is
diffused to the lining of the forward cargo compartment.
The overboard exhaust valve is driven open if either pack switch is
in high and the recirculation fan is off. This allows for increased ventilation in the smoke
removal configuration.
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[A320-200]

Avionics bay ventilation filtering system

Supplies the avionics compartment with dry, clean air while
aircraft is on the ground and in the air. The 2-stage system
offers a demister for water coalescene and a particulate filter
for dust removal.

Fig 4.1.6 Avionics bay ventilation filter developed by Donaldson

Electrical supply to ECS components on Airbus A320-200 is shown below:

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4.2 Passenger and Cargo Cabin Systems

Reason of use of Passenger and Cargo Cabin System:
• To carry payload of passenger and cargo

Function of Passenger and Cargo Cabin System:

• Provide safety and comfort for passenger
• Provide sufficient cargo compartment

4.2.1 Interior Layout

[A320-200]

Typical 2-class layout

Typical single-class layout

Single-class, high density layout

Basic bulk loading configuration

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Cargo loading system

Long-range compatible unit load devices

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[B737-700]

Cabin cross-section, 4-abreasts sitting

Cabin cross-sections, 6-abreast sitting

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4.2.2 Passenger Compartment Equipment

Passenger compartment seats

In low-cost carrier such as Air Asia, the
seat backrest cannot be reclined. Some
airliners offer in-seat audio and video
entertainment at the passenger
compartment seats.
Typical arrangement of seats in a row is
3+3.

Fig 4.2.1 Air Asia A320 economy seats

Fig 4.2.2 First class seats of Air Canada

Aircraft Class Seat Pitch Seat Width Seat Recline

A320-200 First 36” 21” – 21.5” 5”
Economy 33” – 35” 17.8” – 18” 4.5”
B737-700 First 38” 21” 7.5”
Economy 31” 17.2” 3”
MD-88 First 37” 19.5” n/a
Economy 31” – 33” 17” n/a

Cabin attendant seats

Also known as jump seats, they are placed near emergency doors and have a shoulder harness
and a seat belt. Cabin attendant seats are usually attached to the walls of the galleys or lavatories
or mounted on the floor of the passenger compartment. The seat bottom can be folded vertically
for storage.
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Overhead storage compartments

Provides space for passengers’ carry-on luggage.

Fig 4.2.3 Overhead storage compartment of A320-200

Fig 4.2.4 Overhead storage compartment of B737-700

Passenger service units (PSU)

Features reading lights, steward call indicators,
information sign (such as no smoking and fasten seat
belts), loudspeaker, seat and row number indicator,
digital interface to cabin intercommunication data
system

Fig 4.2.5 A320’s PSU manufactured by Goodrich Corporation

Galleys
The galley is the compartment where
food is cooked and prepared. It includes
not only facilities to serve and store
food and beverages, but also contain
cabin attendant seats, emergency
equipment storage, as well as anything
else flight attendants may need during
the flight.

Fig 4.2.6 Bücher G6 aft galley installed in A320

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Fig 4.2.7 G4B galley manufactured by Driessen for B737-700

Fig 4.2.8 G1 galley manufactured by Driessen for B737-700

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Baffles
Also known as class dividers, it is used to separate
different class of passenger seats

Fig 4.2.9 B737 baffle manufactured by Composites Unlimited

Lavatory
Modern lavatories uses vacuum flush and mostly have safety
features including smoke detectors, waste receptacle portable fire
containment halon extinguishing bottles and oxygen-smothering
flapper lids fitted to the hand towel waste disposal receptacles.

Fig 4.2.10 A320 Lavatory manufactured by Dasell Cabin Interiors

Fig 4.2.11 Position of galley (G) and lavatory (L)

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4.2.3 Water and Waste System

Functions:
• Distribute portable water to the toilets and the galleys
• Disposes waste water
• Stores toilet wastes
The system is insulated to prevent water leaks and ice build-up.

[A320-200]

Potable water

Potable water is stored in a 200L tank in

front of the wing box behind the forward
cargo compartment. While airborne, the
airplane uses bleed air to pressurize the water
system; on the ground, it uses air from the
service panel pressure port. Potable water is
piped to galleys and lavatories.

Wastewater system
Wastewater from galleys and sinks in
lavatories drains overboard through 2 anti-ice
masts. The forward mast drains from the
forward cabin while the aft mast drains from
the aft cabin. Differential pressure discharges
the wastewater in flight and gravity does so
on the ground.
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Toilet system
Differential pressure forces waste from the toilet
bowls into the waste storage tank. On ground, and
at altitudes >16000 feet, a vacuum generator
produces the necessary pressure differential. Clear
water from the potable water flushes the toilets. A
flush control unit, within each toilet, controls the
flush sequence. The waste tank has a usable
capacity of 170L.

The waste and water system in A320-200 is connected to the electrical supply system by:
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4.3 Crew Compartment Equipment

Reason of use of Crew Compartment Equipment:
• Area where the pilot controls the airplane

Function of Crew Compartment Equipment:

• Contains flight instruments, and the controls which enable the pilot to fly the aircraft.
• Increase pilot situation awareness without causing information overload

[A320-200]

Cockpit plan
The cockpit can accommodate two
crewmembers, plus a third
occupant. The 2 pilot seats are
mounted on columns while the 3rd
occupant seat is a folding seat.

Fig 4.3.1 Top view of cockpit

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Fig 4.3.2 General view of A320-200 cockpit

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Pilot seats
A pilot seat can be adjusted
mechanically or electrically. Armrest
and headrest can also be adjusted to
provide comfort and to enhance
performance.

There is storage for briefcase and life jacket

at the back of the pilot seat.
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Cockpit windows
The cockpit has fixed and
sliding windows. Sliding
windows are used as
emergency exits for the pilot.

Pilot’s instrument panel

1. An optimised layout of six LCD (Liquid Crystal Display) screens ensures that the two-person
crew can easily assimilate all relevant data.
 EFIS displays, for flight information
 ECAM displays, for systems, engine and warnings information
 All six LCDs are interchangeable, functionally and by part number
2. The absence of heavy, bulky control columns between the pilots and their instruments
ensures an unimpeded view.
3. Two Multipurpose Control and Display Units (MCDU) on the pedestal, in addition to
accessing the Flight Management System (FMS), are used to give systems maintenance data,
in the air and on the ground, upon request.
4. The system is coupled to a printer and can also be coupled to an optional Aircraft
Communication Addressing and Reporting System (ACARS) link.
5. Real time flight and systems data are displayed to the pilots on 6 LCDs.
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6. Flight information is provided by the Electronic Flight Instrument System (EFIS) comprising
of Primary Flight Display (PFD) and Navigation Display (ND) in front of each pilot.
7. System information is provided by the Electronic Centralised Aircraft Monitor (ECAM)
comprising of engine instrumentation and warnings on the upper screen, and aircraft systems
on the lower screen.
8. Features Integrated Stand-by Instrumentation System (ISIS) on one additional LCD screen.

Fig 4.3.3 Pilot’s instrument panel

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Pedestal
It is located between the Captain and the First Officer.

Overhead panel
The panel is located above and in between the Captain and the First Officer.
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Cockpit visibility
During flight, pilot must have good visibility from the cockpit. The pilot can view approximately
15 metres in front from the cockpit. The pilot have a visibility angle of 33 degrees above
horizontal and 20 degrees below horizontal. The pilot is also able to see the wingtip of his of the
airplane which is a desirable aspect.
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Electrical supply to the cockpit is as follows:

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4.4 Hydraulic Systems

The reason of use of Hydraulics Systems:
• An efficient way of transferring power from small low energy movements in the cockpit to
high energy demands in the aircraft

The function of Hydraulics Systems:

• Assist the operator in a accomplishing a mechanical task that requires a great amount of work
• Used to power brakes, flight controls, leading edge flaps and slats, trailing edge flaps,
landing gears, nose wheel steering, thrust reversers, and autopilots

[A320-200]

Airbus A320-200 has 3 continuously operating hydraulic systems: blue, green and yellow. Each
system has its own hydraulic reservoir. Normal system operating pressure is 3000 psi. Hydraulic
fluid cannot be transferred from 1 system to another.

Green system pumps

A pump driven by engine 1 pressurises the green system.

Blue system pumps

An electric pump pressuries the blue system. A pump driven by ram air turbine (RAT)
pressurizes this system in an emergency

Yellow system pumps

A pump driven by engine 2 pressurises the yellow system. An electric pump can also pressurize
the yellow system, which allows yellow hydraulics to be used on the ground when the engines
are stopped. Crew members can also use a hand pump to pressurise the yellow system in order to
operate the cargo doors when no electrical power is available.

Power transfer unit (PTU)

A bidirectional power transfer unit enables the yellow
system to pressurize the green system and vice versa.
The power transfer unit operates automatically when
the differential pressure is between the green and the
yellow systems is >500 psi. The PTU therefore allows
the green system to be pressurised on the ground
when the engines are stopped.
Fig 4.4.1 PTU manufactured by Eaton

Ram air turbine (RAT)

A drop-out RAT coupled to a hydraulic pump allows the blue system to function if electrical
power is lost or both engines fail. The RAT deploys automatically if AC BUS 1 and AC BUS 2
are both lost. It can be deployed manually from the overhead panel. It can be stowed only when
the aircraft is on the ground.
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System accumulators
An accumulator in each system helps to maintain a
constant pressure by covering transient demands
during normal operation.

Priority valves
Priority valves cut off hydraulic power to heavy load users if hydraulic pressure in a system gets
low.

Fire shutoff valves

Each of the green and yellow systems has a fire shutoff valve in its line upstream of its engine-
driven pump. The flight crew can close it by pushing the ENG 1(2) FIRE pushbutton.

Leak measurement valves

Each system has a leak measurement valve upstream of the primary flight controls. These valves
measure the leakage in each circuit.

Filters
Filters clean the hydraulic fluid as follows:
 HP filters on each system and on reservoir filling system and the normal braking system
 Return line filters on each line
 Case drain filters on engine pumps and the blue electric pump (which permit maintenance
to monitor engine wear by inspecting the filters for presence of metallic particles)
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Fig 4.4.2 Generation of hydraulic system

Reservoir pressurization
Normally, HP bleed air from engine 1 pressurises the hydraulic reservoirs automatically. If the
bleed air pressure is too low, the system takes air pressure from the crossbleed duct. The systems
maintain a big enough pressure to prevent their pumps from cavitating.

Fig 4.4.3 Reservoir pressurisation schematic

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Fig 4.4.4 Distribution of hydraulic system

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Energy supply of hydraulic system is shown as below:

Interaction of hydraulics system (blue, yellow and green) with flight control systems is shown in
the figure below.

Fig 4.4.5 Flight control schematic

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[B737-700]

Boeing 737-700 has 3 hydraulic systems: A, B and standby. Either A or B hydraulic system can
power all flight controls with no decrease in airplane controllability. Each hydraulic system has a
fluid reservoir located in the main wheel well area. System A and B reservoirs are pressurised by
bleed air. The standby system reservoir is connected to system B reservoir for pressurisation and
servicing. Pressurisation of all reservoirs ensures positive fluid flow to all hydraulic pumps.

A and B hydraulic system pumps

Both A and B hydraulic systems have an engine-
driven pump and an AC electric motor-driven
pump. The system A engine pump is powered by
No.1 engine while system B engine-driven pump
is powered by the No.2 engine. An engine-driven
hydraulic pump supplies approximately 4 times
the fluid volume of the related electric motor-
driven hydraulic pump.
Hydraulic fluid used for cooling and lubrication
of pumps passes through a heat exchanger before
returning to the reservoir. The heat exchanger for
system A is located in the main fuel tank No.1
and for system B is in the main fuel tank No.2

Power transfer unit

The purpose of PTU is to supply additional volume of hydraulic fluid needed to operate the
autoslats and leading edge flaps and slats at the normal rate when system B engine-driven
hydraulic ump volume is lost. The PTU uses system A pressure to power a hydraulic motor-
driven pump which pressurizes system B hydraulic fluid. The PTU operates automatically when
all the condition exists:

system B engine-driven pump hydraulic pressure drops below limits

airborne

flaps are less than 15 but not up

flaps not up

Landing gear transfer unit

Its purpose is to supply the volume of hydraulic fluid needed to raise the landing at the normal
rate when system A engine-driven pump volume is lost. The system B engine driven pump
supplies the volume of hydraulic fluid needed to operate the landing gear transfer unit when all
of the following condition exist:

airborne

No.1 engine RPM drops below a limit value

landing gear is lever is positioned UP

either main landing gear is not up and locked
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Standby hydraulic system

A backup if system A and/or B pressure is lost. The standby system can be activated manually or
automatically and uses a single electric motor-driven pump to power:

thrust reversers

rudder

leading edge flaps and flats (extend only)

standby yaw damper

Hydraulic reservoir
The hydraulic reservoirs are pressurised from the
pneumatic manifold to ensure a positive flow of fluid
reaches the pumps. System A from the left manifold and
system B from the right.

Fig 4.4.6 Hydraulic System B Reservoir Pressure Gauge

Hydraulic fuses
These are essentially spring-loaded
shuttle valves which close the hydraulic
line if they detect a sudden increase in
flow such as a burst downstream, thereby
preserving hydraulic fluid for the rest of
the services. Hydraulic fuses are fitted to
the brake system, leading edge flap and
slat (extend/retract) lines, nose gear
(extend/retract) lines and the thrust
reverser pressure and return lines.

Fig 4.4.7 Hydraulic fuses

 Chan 45

4.5 Pneumatic Systems

Reason of use of pneumatic system:
• Pneumatic system uses incompressible air which is lighter than hydraulic fluid
• Compressed air does not present temperature-related problems
• No fire hazard is associated with compressed air

Function of pneumatic system:

• The pneumatic system supplies high-pressure air for air conditioning, enginer starting, wing
anti-icing, water pressurization and hydraulic reservoir pressurization.

[A320-200]

Fig 4.5.1 Position of pneumatic system denoted by P

High-pressure air has 3 sectors: engine bleed systems, APU load compressor and HP ground
connection.

Engine bleed system

The aircraft has two similar engine bleed air systems which are designed to select the compressor
stage to use as a source of air, regulate the bleed air temperature and regulate the bleed air
pressure.
Air is normally bled from the intermediate pressure stage (IP) of engine’s high pressure (HP)
compressor to minimize fuel penalty. At low engine speed, the system bleeds air from the HP
stage and maintains it at 36 + 4 psi. An intermediate pressure check valve downstream of the IP
port closes to prevent air from the HP stage from being circulated to IP stage.
 Chan 46

Bleed Monitoring Computer (BMC)

A Bleed Monitoring Computer controls and
monitors each engine bleed system. Each BMC
receives information about bleed pressure and
temperature and valve position. The BMC
supplies indications and warnings to ECAM and
CFDS (from crew compartment equipment).

Bleed valve
The bleed valve, which is downstream of the
junction of HP and IP ducting, acts as a shut-off
and pressure regulating valve. It maintains
delivery pressure at 44 + 4 psi. Each bleed valve
is pneumatically operated and controlled
electrically by its associated BMC.

Fig 4.5.2 Liebherr's Bleed Valves on A320 engine

Precooler
A precooler downstream of the bleed
valve regulates the temperature of the
bleed air. The precooler is an air-to-air
heat exchanger that uses cooling air bleed
from the engine fan to limit the
temperature to 200oC. The fan air valve
controls fan air flow.

Fig 4.5.3 Donaldson’s air-cooled precooler

APU bleed air supply

Air from the APU load compressor is available on the ground and in flight. The APU bleed valve
operates as a shut-off valve to control APU bleed air. APU bleed air supplies the pneumatic
system if the APU speed is above 95%. This opens the crossbleed valve and closes the engine
bleed automatically. A check valve near the crossbleed duct protects the APU when bleed air
comes from another source.

Crossbleed
A crossbleed valve on the crossbleed duct allows the air supply systems of the 2 engines to be
isolated or interconnected. A rotary selector of the AIR COND panel controls the crossbleed
valve electrically. 2 electric motos control the valve.
 Chan 47

Leak detection
Leak detection loops detect any overheating near the hot air ducts in the fuselage, pylons and
wings. For the pylon and APU, the sensing elements are tied to form a single loop and for the
wing, a double loop. When the 2 wing loops detect a leak, they activate a wing leak signal.

Electrical supply to pneumatic system is shown as below:

 Chan 48

4.6 De-icing and Anti-icing Systems

Reason of use of De-icing and Anti-icing Systems:
• Aircraft flies at high altitude which low temperature can induce formation of ice
• Formation of ice on the wing reduces lift
• Large pieces of ice can be ingested into turbine engines or impact moving propellers and
cause failure

Function of De-icing and Anti-icing Systems:

• De-icing system removes ice formed on the surface
• Anti-icing system prevents formation of ice

[A320-200]

Fig 4.6.1 Anti-ice and anti-rain systems

Wing anti-ice
In flight, hot air from the pneumatic systems heats the 3 outboard slats of each wing. Air is
supplied through one valve in each wing.

Engine anti-ice
An independent air bleed from the high pressure compressor protects each engine nacelle from
ice. Air is supplied through a 2-position valve that the flight crew controls with 2 buttons, 1 for
each engine.
 Chan 49

Fig 4.6.2 Wing anti-ice heating slats 3-4-5

Window heat
A320 uses electrical heating for anti-icing each windshield and demisting the cockpit side
windows. 2 independent Window Heat Computers, one on each side, automatically regulate the
system, protecting it against overheating and indicate faults.
Window heating comes on automatically when at least 1 engine is running or when the aircraft is
in flight. It also comes on manually before the start of engine when the flight crew switches on
the Probe/Window Heat pushbutton.
Windshield heating operates at low power in the ground and at normal power in flight. Only one
heating level exists for the windows.
 Chan 50

Fig 4.6.3 Window heat schematic

Probes heat
Electrical heating protects pitot heads, static ports, angle-of-attack probes and total air
temperature probes. 3 independent Probe Heat Computers automatically control and monitor
captain probes, F/O probes and STBY probes. They protect against overheating and indicate
faults.

Visual ice indicator

An ice detection system. The external visual ice indicator is installed between the 2 windshields.
The indicator has also a light.
 Chan 51

The energy supply to anti-icing system on A320-200 is as follows:

 Chan 52

4.7 Emergency Systems

Reason of use of Emergency Systems:
No matter how well the designing and manufacturing process, some systems will inevitably fail
or malfunction. Emergency systems are designed to cater for such failures.

Function of Emergency Systems:

• Inform crew that something is wrong or malfunction
• Allow crew to perform corrective action such as to provide alternative means of control or
safe evacuation

Fig 4.7.1 Emergency systems location on BAC 111

 Chan 53

[B737-700]

4.7.1 Warning System

Warning lights
Conditions which require immediate action are indicated by red warning lights located in the
area of the pilots’ primary field of vision. These lights indicate engine, wheel well, cargo, or
APU fires; autopilot, autothrottle disconnects; and landing gear unsafe conditions.
Conditions which require timely attention of flight crew are indicated by amber caution lights.
Blue lights inform the flight crew of electrical power availability, valve position, equipment
status, and flight attendant or ground communications. Blue lights are for information and do not
require immediate flight crew attention.
Green lights indicate a fully extended configuration, e.g. landing gear and leading edge devices.
2 Master Fire Warning Lights illuminate when any fire condition occurs.
2 Master Caution Light illuminate when any caution occurs outside the normal field of vision of
the flight crew.
2 System Annunciator Lights are located on the glare shield. They include only systems located
in the forward, aft overhead and fire control panels.

Fig 4.7.2 Master Caution and System Annunciator lights

Stall warning
Stall warning is provided by a control column shaker on each control column. The stall warning
“stick shaker” consists of 2 eccentric weight motors. They alert the pilots before a stall develops
The warning is given by vibrating both control columns.
Aural signals
Various aural signals call attention to warnings and cautions. An aural warning for airspeed
limits is given by a clacker, the autopilot disconnect by a warning tone, takeoff configuration and
cabin altitude by an intermittent horn, and landing gear position by a steady horn. The fire
warning by a fire warning bell. Ground proximity warnings and alerts, and windshear warnings
and alerts are given by voice warnings.
 Chan 54

Proximity Switch Electric Unit (PSEU)

The PSEU monitors takeoff configurations warnings, landing
configurations warnings, landing gear warnings, and air/ground
sensing. The PSEU, its sensors and its input signals are
monitored for internal faults. When designated faults are
detected, PSEU light on the aft overhead panel illuminates and
the OVERHEAD system annunciator light and MASTER
CAUTION lights illuminate.

Traffic Alert and Collision Avoidance System (TCAS)

TCAS alerts the crew to possible conflicting traffic. TCAS
interrogates operating transponders in other airplanes,
tracks the other airplanes by analyzing the transponder
replies and predicts the flight paths and positions. TCAS
provides advisory and traffic displays of the other airplanes
to the flight crew.

Ground proximity alerts

The ground proximity warning system (GPWS) provides
alert for potentially hazardous flight conditions involving
imminent impact with the ground. The GPWS monitors
terrain proximity using an internal worldwide terrain
database. Proximate terrain data shows on the navigation
display. Alerts are based on estimated time to impact.
These alerts are “look-ahead terrain alerts.” The GPWS
provides alerts based on radio altitude and combinations of
barometric altitude, airspeed, glide slope deviation, and
airplane configuration.
 Chan 55

4.7.2 Fire Protection

Engine overheat and fire detection

As the temperature of a detector increases to a predetermined limit, the detector senses an
overheat condition. At higher temperatures, the detector senses a fire condition. The indications
of an engine fire are the fire warning bell sounds, both master FIRE WARN lights illuminate, the
related engine fire warning switch illuminates, and all related engine overheat alert indications
illuminate.

Engine fire extinguishing

Consists of 2 engine fire extinguisher
bottles, 2 engine fire warning switches, 2
BOTTLE DISCHARGE lights and an
EXT TEST switch. Either or both bottles
can be discharged into either engine.

Fig 4.7.3 Engine fire bottles

APU fire detection

As the temperature of the detector increases to a
predetermined limit, the detector senses a fire
condition. The indications of an APU fire are
the fire warning bell sounds, both master FIRE
WARN lights illuminate, the APU fire warning
switch illuminates, the APU automatically shuts
down, the wheel well APU fire warning horn
sounds, and the wheel well APU fire warning
light flashes

APU fire extinguishing

Consists of 1 APU fire extinguisher bottle, an
APU fire warning switch, an APU BOTTLE
DISCHARGE light, and EXT TEST switch.
The APU ground control panel located in the
right main wheel well also contains an APU fire
warning light, an APU BOTTLE DISCHARGE
switch, an APU fire control handle and APU
HORN CUTOUT switch.

Fig 4.7.4 APU ground control panel

 Chan 56

Main wheel well fire protection

Main wheel well fire protection consists of fire detection powered by the No.2 AC transfer bus.
As the temperature of the detector increases to a predetermined limit, the detector senses a fire
condition. The indications of a main wheel well fire are the fire warning bell sounds, both master
FIRE WARN lights illuminate, and the WHEEL WELL fire warning lights illuminates. The
main wheel well has no fire extinguishing system. The nose wheel well does not have a fire
detection system.

Cargo compartment smoke detection

The forward and aft cargo compartments each have
smoke detectors in a dual loop configuration.
normally each loop must sense smoke to cause an
alert. These loops function in the same manner as
the engine overheat/fire detection loops.

Fig 4.7.5 Cargo hold smoke detector

Cargo compartment fire warning

The indications of a cargo compartment fire are the fire warning bell sounds, both master FIRE
WARN lights illuminate, and the FWD/AFT cargo fire warning lights illuminates.

Cargo compartment fire extinguishing

A single fire extinguisher bottle is installed in the air conditioning mix bay on the forward wing
spar. Detection of a fire in either forward or aft compartment will cause the FWD or AFT cargo
fire warning light to illuminate. Once armed and discharged, the contents of the bottle will be
totally discharge into selected compartment.

Lavatory smoke detection

The lavatory smoke detection system monitors for the presence of smoke. When smoke is
detected, an aural warning sounds; the red alarm indicator light on lavatory smoke detector panel
illuminates and the appropriate amber lavatory call light will flash; and the amber lavatory
SMOKE light on the forward overhead panel illuminates.

Lavatory fire extinguisher system

A fire extinguisher system is located beneath
the sink area in each lavatory. When fire is
detected, fire extinguisher operation is
automatic and flight deck has no indication
of extinguisher discharge.
 Chan 57

4.7.3 Passenger Evacuation

Evacuation slide
An inflatable slide that is placed at emergency doors and is
used to evacuate an aircraft quickly. The slide operates
automatically or manually and inflate rapidly so that
passengers can slide to the ground. Doors are designed to
open outwards and are of sufficient to allow passengers to
exit rapidly.

[A320-200]

4.7.4 Emergency Oxygen

The oxygen system supplies adequate breathing oxygen to the crew and passengers in case of
depressurization or presence of smoke or toxic gas.

Cockpit fixed oxygen system

Consists of:

A high-pressure cylinder, in the left-hand lower fuselage

A pressure regulator, connected directly to the cylinder that delivers oxygen at a pressure
suitable for users

2 overpressure safety systems to vent oxygen overboard through a safety port if the pressure
gets too high

A supply solenoid valve that allows the crew to shut off the distribution system

3 (or 4) full-face quick donning masks, stowed in readily-accessible boxes adjacent to the
crew members’ seats
The crew member squeezes the red grips to pull out the mask out of its box. A mask-mounted
regulator supplies a mixture of air and oxygen or pure oxygen, or performs emergency pressure
control. The storage box contains a microphone lead with a quick-disconnect for connection to
the appropriate mask microphone cable.
 Chan 58

Fig 4.7.6 Crew oxygen mask

Fig 4.7.7 Pressure regulator mounted at the mask

Fixed oxygen system for cabin

Supplies oxygen to passengers in case of cabin depressurization.
Chemical generators produce the oxygen. Each generators feed a
group of masks. Generators and masks are in the passenger service
units, in the lavatories, in each galley, and at each cabin crew station.
Each container has an electrical latching mechanism that opens
automatically to allow the masks to drop if cabin pressure altitude
exceeds 14000 feet. The generation of oxygen begins when the user
pull the mask towards the passenger seat. The chemical used for
oxygen generation creates heat. Therefore, the smell of burning or
smoke and cabin temperature increase is expected. The mask
receives pure oxygen under positive pressure for 15 minutes.
 Chan 59

Flight crew’s portable oxygen system

The smoke hood on the left back side of the cockpit protects the eyes and respiratory system of
one member of the flight crew while he is fighting a fire, or if smoke enters the cabin, or if cabin
loses pressure. The smoke hood uses a chemical air regeneration system. An orosnasal mask
allows the hood’s wearer to inhale regenerated air, and it returns the exhaled breath to the
regeneration system. The hood last for 20 minutes.
 Chan 60

Electrical supply to A320-200’s oxygen system and fire protection system is shown below:

Oxygen system

Fire protection system

 Chan 61

4.8 Engine Control Systems

Reason of use of engine control systems:
Aircraft flies at wide range of forward speeds, altitudes and temperatures. Hence, fuel flow and
air flow to the engine must be controlled to allow the engine to operate at its optimum efficiency.
Modern engine control systems allow the pilot to perform carefree handling of the engine
throughout flight envelope thus reducing crew workload.

Function of engine control systems:

• Fuel flow – to allow varying engine speeds to be demanded and to allow the engine to be
handled without damage by limiting rotating assembly speeds, rates of acceleration, and
temperatures
• Air flow – to allow the engine to be operated efficiently throughout the aircraft flight
envelope and with adequate safety margin
• Exhaust gas flow – by burning the exhaust gases and varying the nozzle area to provide
additional thrust

[A320-200]

Airbus A320-200 uses 2 CFM 56-5B engines, one on each wing. The CFM 56-5B is high bypass
ratio turbofan engine.

Fig 4.8.1 CFM 56-5B engine schematic

 Chan 62

Low-pressure (LP)
compressor/turbine
High-pressure (HP)
compressor/turbine
Combustion chamber
Accessory gearbox
The low-speed rotor (N1) consists of a front fan (single-stage) and
a four-stage LP compressor connected to a four-stage LP turbine
The high-speed rotor (N2) consists of a nine-stage HP compressor
connected to a single-stage HP turbine
The annular combustion chamber is fitted with 20 fuel nozzles
and 2 igniters
Located at the bottom of fan case. Receives torque from
horizontal HP rotor drive shaft and drives gearbox mounted
accessories

Full Authority Digital Engine Control (FADEC)

Each powerplant has a Full Authority Digital Engine Control (FADEC) system. FADEC, also
called the Electirc Control Unit (ECU), is a digital control system that performs complete engine
management. FADEC has two-channel redundancy, with one channel active and one in standby.
If one channel fails, the other automatically takes control. The system has a magnetic alternator
for an internal power source. FADEC is mounted on the fan case. The Engine Interface Unit
(EIU) transmits to FADEC the data it uses for engine management.

The advantages of using FADEC are:

Substitution of hydromechanical control system  reduced weight and fuel burn

Increased automation  reduced pilot workload

Optimised engine control  reduced maintenance cost
FADEC lowers cost and increases engine life.

Fig 4.8.2 Goodrich’s FADEC for Airbus A320

 Chan 63

Fig 4.8.3 FEDAC schematic


Functions of FADEC:
Control of gas generator
Protection against engine exceeding
limits
Power management
Automatic engine starting sequence
Manual engine starting sequence
Thrust reverser control
Fuel recirculation control
Transmission of engine parameters
and engine monitoring information to
cockpit indicators
Detection, isolation and recording of
failures
FADEC cooling
Chan 64
Control of fuel flow
Acceleration and deceleration schedules
Variable bleed valve and variable stator vane
schedules
Control of turbine clearance
Idle setting
Protection against N1 and N2 overspeed
Monitoring of EGT during engine start
Automatic control of engine thrust rating
Computation of thrust parameter limits
Manual management of power as a function of thrust
lever position
Automatic management of power (A/THR demand)
Control of:

the start valve (on/off)

the HP fuel valve

the fuel flow

the ignition (on/off)
Monitoring of N1, N2, FF, EGT
Initiation of abort and recycle (on the ground only)
Passive monitoring of engine
Control of:

the start valve

the HP fuel valve

the ignition
Actuation of the blocker doors
Engine setting during reverser operation
Recirculation of fuel to the fuel tanks according to
the engine oil temperature, the fuel system
configuration and the flight phase
The primary engine parameters
The starting system status
The thrust reverser system status
The FADEC system status
 Chan 65

Electrical supply to FADEC and EIU is shown below:

 Chan 66

4.9 Flight Control Systems

Reason of use of flight control systems:
• Enable the pilot to exercise control over the aircraft during all portions of flight

Function of flight control systems:

• Provide stable control for all parts of the aircraft flight envelope
• Control the high-lift devices required during approach and landing phases of flight
• Provide the pilot with artificial feel so that the pilot is able to control the aircraft comfortably
• Reduce pilot workload

[A320-200]

Airbus is the first aircraft manufacturer to introduce Fly-By-Wire (FBW) to civil transport. The
advantages of using FBW system are it incorporates flight envelope protection, reduces costs,
reduces pilot workload and improves aircraft performance.

The flight control surfaces are all hydraulically powered and are electrical or mechanical
controlled:

Electrical control Mechanical control

Elevators (2) Rudder
Ailerons (2) Tailplane trim (reversionary mode)
Roll spoilers (8)
Tailplane trim (1)
Slats (10)
Flaps (4)
Speedbrakes (6)
Lift dumpers (10)
Trims
 Chan 67

Fig 4.9.1 Flight control schematic. The blue, yellow and green hydraulics systems power the flight control actuators.

Cockpit controls
• 2 sidestick controllers (1 for each pilot) with which to exercise manual control of pitch and
roll. These are on their respective lateral consoles. The 2 sidestick controllers are not coupled
mechanically and they send separate sets of signals to the flight control computers.
• 2 pairs of pedals, which are rigidly interconnected, give the pilot mechanical control of the
rudder.
• Control speed brakes, controlled with a lever on the centre pedestal
• Mechanically interconnected handwheels, which are on each side of the centre pedestal,
control the trimmable horizontal stabilizer.
• A single switch on the centre pedestal to set the rudder trim.

Fig 4.9.2 Sidestick

 Chan 68

Computers
Seven flight control computers process pilot and autopilot inputs according to normal, alternate
or direct flight control laws.

2 Elevator Aileron Computer (ELACs) Normal elevator and stabilizer control

Aileron control
3 Spoilers Elevator Computer (SECs) Spoilers control
Standby elevator and stabilizer control
2 Flight Augmentation Computer (FACs) Electric rudder control

In addition 2 Flight Control Data Connectors (FCDC) acquire data from the ELACs and SECs
and send it to the electronic instrument system (EIS) and the centralized fault display system
(CFDS).

Pitch control

2 elevators and the Trimmable Horizontal Stabiliser (THS) control the aircraft in pitch. The
maximum elevator deflection is 30 degrees nose up and 17 degrees nose down. The maximum
THS deflection is 13.5 degrees nose up and 4 degrees nose down.
 Chan 69

Roll control

One aileron and 4 spoilers on each wing control the aircraft about the roll axis. The maximum
deflection of aileron is 25 degrees. The ailerons extend 5 degrees down when the flaps are
extended (aileron droop). The maximum deflection of the spoilers is 35 degrees.

Yaw control

One rudder surface controls yaw. The yaw damping and turn coordination functions are
automatic. The ELACs compute yaw orders for coordinating turns and damping yaw oscillations
and transmit them to the FACs. The pilots can use conventional rudder pedals to control rudder.
 Chan 70

Flaps and slats

Each wing has 2 flap surfaces and 5 slat surfaces. These surfaces are electrically controlled and
hydraulically operated.
 Chan 71

Electrical supply to the flight control systems are shown as below:

 Chan 72

4.10 Landing Gear Systems

Reason of use of landing gear systems:
Landing gear is used for landing and ground manoeuvring of the aircraft. Without landing gears,
an aircraft will not be able to land on the runway and potential damage would occur on the
aircraft body.

Function of landing gear systems:

• To absorb landing shocks and taxiing shocks
• To provide ability for ground manoeuvring: taxi, take-off roll, landing roll and steering
• To provide for braking capability
• To allow for airplane towing
• To protect the ground surface

[A320-200]

Fig 4.10.1 Position of landing gears

The landing gear of A320-200 consists of two main gears that retract inboard and a nose gear
that retracts forward. Doors enclose the landing gear bays. Gear and doors are electrically
controlled and hydraulically operated. The doors which are fitted to the landing gear struts are
operated mechanically by the gear and close at the end of retraction. 2 Landing Gear Control and
Interface Units (LGCIUs) control the extension and retraction of landing gear and operation of
the doors. They also supply information about the landing gear to ECAM for display and send
signals indicating whether the aircraft is in flight or on the ground to other aircraft systems.

Fig 4.10.2 Landing gear footprints

 Chan 73

Main gear
Each main gear has twin wheels and an
oleopneumatic shock absorber. Each main
wheel has an antiskid brake.

Nose gear
The two-wheeled nose gear has an
oleopneumatic shock strut and a nose wheel
steering system.

Nose wheel steering

A hydraulic actuating cylinder steers the nose wheel. The
green hydraulic system supplies pressure to the cylinder and
electric signals from the Brake and Steering Control Unit
(BSCU) controls it. BSCU receives orders from the Captains
and the First Officer’s steering hand wheels, the rudder pedals,
or the autopilot.

Fig 4.10.3 Steering handwheel

 Chan 74

Brakes
The main wheels have multidisc brakes that can be actuated by either of two independent brake
systems. The normal system uses green hydraulic pressure while the alternate system uses the
yellow hydraulic system backed up by a hydraulic accumulator. Braking commands come form
either the brake pedals or the auto brake system. All braking functions are controlled by a 2-
channel BSCU. There are four modes of operation; normal braking, alternate braking with anti-
skid, alternate braking without anti-skid and parking brake.

Fig 4.10.4 Goodrich carbon brakes and wheels

Anti-skid system
Produces maximum braking efficiency by maintaining wheels just short of an impending skid.
When a wheel is on the verge of locking, the system sends brake release orders to the normal and
alternate servo valves.

Auto brake
The purposes of this system are:

to reduce the braking distance in case of an aborted takeoff

to establish and maintain a selected deceleration rate during landing, thereby improving
passenger comfort and reducing crew workload

Parking brake
Brakes are supplied by yellow hydraulic system or accumulator via the dual shuttle valves.
Alternate servo valves open allowing full pressure application. The accumulator maintains the
parking pressure for at least 12 hours.

Fig 4.10.4 Brake hydraulic accumulator

Chan 75
 Chan 76

Tyre pressure indicating system

Includes a sensor that measure the pressure of each tyre, a transmission unit that transmits the
electrical pressure signal from the sensor to the computer, and a tyre pressure indicating unit
computer that sends information to the ECAM for cautions and the system page display.

The size and pressure of each tyre are shown below:

 Chan 77

Electrical supply to the landing gear is shown below:

As observed, landing gear systems require close interaction with the hydraulics system. Green
hydraulic system actuates all gear and doors. Yellow hydraulic system supplies the parking
brakes.
 Chan 78

5.0 Reference
Technical Information
wizzair.com/about_us/fleet
www.gear-up.ch/miscstuff_02.htm
www.prospects.ac.uk

General Subsystems
ESA 371 Lecture Notes, Prof Vladimir Zhuralev
Airplane Design Part IV: Layout Design of Landing Gear and Systems, 1989, Dr. Jan Roskam
Advanced Aircraft Systems, 1993, David Lambardo
Aircraft Systems: Mechanical, Electrical, and Avionics Subsystems Integration, 2001, Ian Moir, Allan
Seabridge
737 Airplane Characteristics for Airport Planning, October 2005
A320 Airplane Characteristics for Airport Planning, July 1995
MD-80 Series Airplane Characteristics for Airport Planning, 1990
Airbus A320 Technical Appendices
Airbus A320 Flight Crew Operating Manual
www.smartcockpit.com
www.b737.org.uk/aircraftsystems.htm
www.airframer.com/aircraft_detail.html?model=A320
www.wikipedia.org

Passenger Cabin Systems

www.kennysia.com
www.seatguru.com
www.continental.com/web/en-US/content/travel/default.aspx
www.delta.com/planning_reservations/plan_flight/aircraft_types_layout/index.jsp
www.sizewise.com/docs/skies.html
www.aircanada.com/en/about/fleet/a320-200xm.html
www.planebuzz.com/2008/04
a320cabinmod.blogspot.com
www.gecas.com/pdf/B737-700.pdf
www.compositesunlimited.com/samples.html
www.dasell.com
www.goodrich-lighting.com/catalog/Chapter02_Passenger_Service_Units

Hydraulic Systems
www.eaton.com
www.donaldson.com

Pneumatic Systems
www.liebherr.com

Engine Control Systems

www.enginecontrols.goodrich.com

Landing Gear Systems

www.wheelsandbrakes.goodrich.com