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13
Landing Gear
and Brakes
The material covered in this document is based off information obtained from
the original manufacturers Pilot and Maintenance manuals. It is to be used
for simulation purposes only.
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Table of Contents
System Overview
Extension and Retraction
Extension
Retraction
Manual Extension
Nose Wheel Steering
Wheel Braking System
Antiskid Protection
Autobrake System
Parking Brakes
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Table of Illustrations
3
4
4
5
8
9
10
11
12
14
6
7
13
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System Overview
The landing gear system on the 737NGX is made up of
two main landing gear in the center fuselage and one
nose landing gear in the forward fuselage. Each landing
gear has a set of two wheels and all landing gear are
retractable into the aircrafts fuselage.
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Manual Extension
In order to provide a safe backup for hydraulic system A
power loss or system failure, the landing gear system can
also be extended manually. There are manual gear release
handles guarded by an access door in the flight deck floor
that allow for manual gear extension with the landing gear
lever in any position.
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applications.
QUICK TIP: The accumulator is capable of supplying six
full braking applications, or eight full hours of parking brake
application.
There is an instrument in the right forward panel that
provides brake accumulator pressure readings.
Normal brake accumulator pressure is 3000psi
Maximum brake accumulator pressure is 3500psi
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Antiskid Protection
Both hydraulic systems A & B through normal and alternate
braking provide antiskid protection against:
Wheel skid
Locked wheels
Touchdown
Hydroplane protection
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Autobrake System
Not only can wheel brakes be operated with the rudder
pedals but also automatically through the autobrake
system. This system uses hydraulic system B pressure to
provide deceleration during a rejected takeoff (RTO) or
after touchdown during landing.
The autobrake system can essentially place the wheels in a
near skid condition, where braking is maximum. For a pilot to
try this manually, he or she would make a disaster of it. This
system ensures that when maximum braking is needed, it can
be achieved efficiently and safely.
During rejected takeoffs, maximum deceleration is provided
by this system when thrust levers are retarded to idle above
90 knots. If a rejected takeoff occurs below 90 knots,
autobraking will remain armed but will not activate and
manual braking will be necessary.
During landings, deceleration rates are selectable by the
pilots with the AUTOBRAKE Selector in the center forward
panel. Autobrakes only activate when both thrust levers
are at the IDLE position and the main wheels start to spin
due to ground contact. If necessary, autobrakes may also
be selected when on ground and at above 30 knots of
ground speed, however, this practice is not recommended.
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Autobrake System
Manual braking is applied during an RTO
Thrust levers are advanced during an RTO
There is a fault in the autobrake system
Autobrake Position
1
2
3
MAX/RTO
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Parking Brakes
The parking brake is used to retain the aircrafts position
when it is stationary on ground.
Hydraulic systems A or B may pressurize the parking brakes.
When one hydraulic system fails, the other takes command,
however, when both hydraulic systems fail, the hydraulic
system B accumulated pressure in the brake accumulator
pressurizes parking brakes, as we discussed earlier.
To set the parking brake, both pedals must be fully
depressed and the parking brake lever must be pulled. To
release parking brakes, both pedals must be pushed until
the parking brake lever releases.
We only mention the activation of the brake here for
realism purposes, as in flight simulator you can simply
activate the parking brake itself without pedal depression.
Your controls dont actually stay depressed like the real
pedals, meaning that when you let go the brakes will be
deactivated once again.
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