Landing gear

Description
The Landing Gear (L/G) system has: - Two Main Landing Gears (MLG) and their related doors . - A Nose Landing Gear (NLG) and its related doors. - Two extension and retraction systems for the L/G and their related Doors - L/G wheels and their related braking systems. - A NLG steering system. - A L/G indication and warning system. The L/G supports the aircraft on the ground and are oleo-pneumatic shock Absorbers that absorb taxi and landing loads. During flight the L/G is Retracted into the landing gear bays in the belly of the aircraft. When The L/G is extended or retracted the related doors close to make the Aerodynamic contours of the aircraft.

General Characteristics
WHEEL BASE: Nose/Main: 12.65m (41ft 5in) Bogie : 1.01m (3ft 3in) TRACK: MLG : 7.59m (24ft 11in) MLG Wheels : 0.778m (2ft 6in) NLG Wheels : 0.500m (1ft 7in) SHOCK ABSORBER STROKE: MLG: 0.47m (1ft 6in) NLG : 0.43m (1ft 5in) Max Brake Pressure : 175 bar Nose Wheel Steering Angle: +/- 75 deg Max Steering Rate : 12 deg/s Takeoff Rotation Angle : 13 deg 30 min (MLG Shock Absorbers Extended) L/G OPERATION ENVELOPE: VLO (MLG Operating Speed): Retraction: 230 kts Extension : 250 kts VLE (MLG Extended Speed) : 280 kts

Nose Landing Gear and Doors.

The nose door includes on oleo-pneumatic shock absorber and retracts

forward into a bay in the fuselage. A two-piece drag strut assembly with A lock stay locks the leg in the extended position. The leg includes a Hydraulically-operated steering mechanism. Four doors and a fairing close the NLG bay. These are: - Two hydraulically-operated forward doors - Two mechanically-operated rear doors - A fixed fairing on the NLG leg. A door opening mechanism lets the forward doors be opened on the ground For access to the NLG bay.

Extension and Retraction

The normal extension and retraction system extends and Retracts: - The left and right MLG and doors. - The NLG and doors The system is electrically controlled and hydraulically operated. Two independently wired electrical systems control the operation of the Hydraulic components. Each system has: - A Landing Gear Control and Interface Unit (LGCIU) - Proximity sensors to show the position of the L/G components. The hydraulic circuit has actuators that extend and retract the gears and Open and close the doors. The green hydraulic system Supplies the hydraulic power to operate the actuators. The system has two electro-hydraulic valves that control the operation of The actuators. One electro-hydraulic valve controls the actuators for the L/G. The other controls the actuators for the doors. The LGCIU makes the selections of the valve assembly to retract or extend The L/G and move the doors in a given sequence. The indicating and warning data for the L/G is given in The LGCIU also has Built-In Test Equipment (BITE) which is given in The free fall extension system extends the MLG and NLG if The normal extension and retraction system is not available.

D. Wheels and Brakes

The wheels are of aluminum alloy and can have a tubeless radial or bias

Ply tyre. The normal braking system is used to decrease the speed Of the aircraft when it moves on the ground. The Brake and Steering Control Unit (BSCU) controls the operation of normal braking. Each brake Have two hydraulically operated pistons. When braking is necessary, Hydraulic pressure is supplied from the Green main hydraulic system .The system has two modes of operation, manual and automatic, And gives automatic anti-skid protection in each mode. The input signals from the brake pedals are proportional to the amount of Pedal travel and supply braking independently to each MLG. For automatic Braking three Pushbutton Switches (P/BSW) each set an automatic braking Program (LO, MED or MAX) in the BSCU, which gives a different Deceleration rate. Use of the pedals that supplies an input signal more Than a specified value, cancels an automatic braking program. The BSCU uses the input signals to make output signals which control the Operation of the electro-hydraulic valves. If the normal braking system is not available, control automatically Changes to one of the alternate braking systems. Alternate braking with anti-skid is a secondary Electro-hydraulic braking system. It is automatically available if Specified failures occur in the normal braking system. Braking inputs are Made only at the brake pedals through a low-pressure hydraulic system. The BSCU controls four servo valves in the system to supply the antiskid Function. The hydraulic pressure that operates the brake pistons is Supplied from the Yellow main hydraulic power system. Alternate braking without Anti-skid is the secondary mode Of operation of the alternate braking system. Braking inputs are made Only at the brake pedals. As electrical power is necessary to operate This system, it is usually used when the aircraft is towed. The hydraulic Pressure is supplied from the Yellow main hydraulic power system Or accumulators. The parking brake system is an electro-hydraulic system. It is used to prevent movement of the aircraft when it is parked.

Braking and Related Systems

(a) Normal Braking In the automatic mode the selection of a AUTO/BRK P/BSW (LO MED Or MAX) sets a program to give a set deceleration rate. The BSCU Automatically starts the program when the aircraft configuration is correct and then controls the pressure sent to the brakes. In the manual mode the movement of the brake pedals operates the Brake-pedal transmitter unit. The transmitter unit sends a signal To the BSCU which in turn sends the required input signal to the Servo valves. The servo valves let a pressure, in proportion to the Pedal travel goes to the brakes. The BSCU also controls the anti-skid function. It compares the MLG wheel speeds with the aircraft speed and releases a brake if There are indications of a skid. (b) Alternate Braking When the brake pedals are operated the low-pressure hydraulic System operates a dual valve. This lets hydraulic pressure from The yellow hydraulic system goes to the second set of pistons in The brakes. The BSCU controls the anti-skid function. If the BSCU Cannot supply this control, braking is in proportion to the Amount of pedal travel. (c) Parking Brakes When the park brake selector switch is set to ON, pressure from The yellow hydraulic system or the related accumulators is sent To the second set of pistons in the brakes. When this system is In use all other braking systems are hydraulically isolated. (d) Brake Temperature System The brake temperature system continuously measures the Temperature at each brake. The sensor at each brake sends a signal to a Brake Temperature Monitor Unit (BTMU). Each BTMU receives the signals from a pair of brake sensors and sends the data to the BSCU. The BSCU sends the data to other interface systems.

balance

Balancing and trim

When the LP compressor module is built, the blades are distributed in An array determined by a computer program utilizing the three

Dimensional moment weights marked on each blade. The annulus fillers are distributed in an array determined by the Weight of each filler. The LP compressor module without the inlet cone is dynamically Balanced in two planes by the attachment of balance weights to the Front and rear blade retaining rings Detail (1). Trim balancing of the LP system can be achieved by the attachment of Weights to the front blade retaining ring and to the inlet cone Flange. The weights attached to front retaining ring are relatively heavy and Selected for initial estimation. The weights attached to the inlet Cone flange are relatively light and selected for precise trim Balance adjustment 3. LP Compressor/Intermediate Case Module ______________________________________ A. General The LP compressor intermediate case module consists of booster section, a Fan case section and an internal gearbox and drive section. B. Description (1) Internal gearbox and drive section (A) General The internal gearbox and drive section of LP Compressor/intermediate case module includes: - Intermediate structure, - Power Take off (PTO) drive shaft bearing and support, - No. 3 bearing, internal gearbox and support assembly, - Front Bearing Compartment rear air seal, - No. 1 bearing support assembly, - LP shaft, No. 1 and No. 2 bearing assembly, - No. 1 bearing seal support, front air seal and tubes, - PTO shaft seal tube, - PTO shaft, - Intermediate structure oil & air transfer tubes.