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The other end is attached to the hinged nose gear trunnion that
pivots aft into the extended position.
(3) Nose Landing Gear Downlock
Nose gear downlock protection is provided by the over center
position of the hinged two part truss brace with integrated downlock
actuator and spring. The forward and aft sections of the truss brace
unfold as the nose gear extends. As the truss brace unfolds, it forces
open the “C” shaped suitcase springs. When the nose gear is fully
extended, a hydraulic downlock actuator and linkage pulls the truss
brace slightly (approximately 0.050 inch) over center at the hinge
point. The truss brace hinge is also held in the over center position
by the energy of the “C” shaped suitcase springs that close slightly
in the over center position. The springs are necessary to maintain
the nose gear in the downlocked position in the event of hydraulic
pressure failure. Once locked into the over center position, hydraulic
pressure on the retract side of the downlock actuator is required to
push the truss brace past the over center position and overcome
spring pressure.
The truss brace hinge has a provision for inserting a down lock pin
to secure the nose gear in the extended position. See the illustration
in Figure 6.
(4) Downlock Switches
Microswitches installed on the main and nose landing gear provide
downlock electrical signals for the landing gear position indicators
on the cockpit control panel. On the main landing gear, when the
internal locking keys move into the annular groves of the actuator in
the fully extended position, a plunger with an integrated cam moves,
depressing the contact of the downlock microswitch.
The downlock microswitch on the nose gear is located on the truss
brace. As the truss brace unfolds to the over center position the
contact on the nose gear microswitch is depressed sending a
downlocked signal to the landing gear control panel.
D. Uplock Mechanisms
(1) Main and Nose Landing Gear Uplock Mechanisms
The uplock mechanisms of the main and nose landing gear operate
in an identical manner, although the components are shaped
somewhat differently due to the direction of movement of the nose
and main landing gear in the extension/retraction cycle. Operation of
the main gear uplocks is described as typical of all landing gear
installations. The landing gear uplocks are shown in Figure 2 and
Figure 4.
When the main landing gear is fully retracted into the wheel well, the
gear is locked into position by a hook and latch that engage an
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-32-00
Page 7
January 31/02
Revision 6
uplock roller mounted on the front of the dual wheel axle housing.
The uplock hook and latch mechanism is mounted on the interior
forward side of the wheel well. The uplock hook is mechanically
positioned by the uplock roller on the landing gear and the uplock
latch is positioned by dual springs. (The uplock hook also has dual
springs that will maintain the hook in the locked position in event of
hydraulic failure.) The integrated latch assembly mechanically
blocks movement of the uplock hook until the latch is moved aside
by the gear uplock roller as the gear reaches the retracted position.
When the latch is moved by the gear uplock roller from the position
blocking movement of the uplock hook, the uplock roller enters the
concave portion of the uplock hook as the hook pivots into a cradling
position. Spring tension on the latch drops the latch into position
behind the uplock roller, securing the uplock roller in the uplock
hook. The action of the spring held latch counteracts any tendency
for the uplock roller to rebound out of the uplock hook and retains
the uplock roller in the grasp of the uplock hook after system
hydraulic pressure is released.
CAUTION
WHEN THE LANDING GEAR IS EXTENDED, THE
GEAR UPLOCK HOOKS ARE OPEN AND
HYDRAULIC PRESSURE IS REMOVED FROM THE
UPLOCK ACTUATORS. IT IS POSSIBLE TO MANUALLY
PUSH UP THE UPLOCK LATCH AND ROTATE
THE UPLOCK HOOKS TO THE LOCKED POSITION.
SUBSEQUENT RETRACTION OF THE GEAR WILL
RESULT IN THE LANDING GEAR DOORS CLOSING
PREMATURELY, AND THE LANDING GEAR WILL
IMPACT THE DOORS, FAILING TO RETRACT. ALL
UPLOCKS SHOULD BE VERIFIED OPEN DURING
PREFLIGHT WALK AROUND INSPECTION.
3. Limitations
A. Maximum Tire Speeds
Maximum tire speeds for installed configuration are shown in the following
table:
Aircraft Serial
Number
Configuration Nose Tire Main Tire Overall Limit
1000-1213 Without ASC
190 / 266
182 kts / 210
　
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