11a-01 18

THM
11
LANDING GEAR
11.1 GENERAL
11.2 MAIN LANDING GEAR
11.2.1 MAIN COMPONENTS SPECIFICATIONS
11.3 NOSE LANDING GEAR

11.3.1 MAIN COMPONENTS - SPECIFICATIONS
11.3.2 AUTOMATIC CENTERING OF NOSE WHEELS - ANTI-SHIMMY DEVICE
11.3.3 NOSE WHEEL CENTER LOCKING
11.4 RETRACTION ACTUATOR CYLINDERS

11.5 L/G RETRACTION/EXTENSION HYDRAULIC SYSTEM - PRINCIPLE
11.6 L/G RETRACTION/EXTENSION CONTROLS AND INDICATORS
11.7 L/G OPERATING ELECTRICAL CIRCUITS
11.7.1 GENERAL DIAGRAM OF L/G
11.7.2 FUNCTIONNAL ANALYSIS OF L/G POSITION MICROSWITCHES
11.7.3 L/G NORMAL RETRACTION/EXTENSION CONTROL SYSTEM OPERATION
11.7.4 L/G INDICATING SYSTEM
11.8 POWER-ASSISTED BRAKES

11.8.1 SYSTEM DESCRIPTION & SPECIFICATIONS
Iss.
26-2005
Ce document est la proprit d'EUROCOPTER ; il ne peut tre communiqu des tiers et/ou reproduit sans l'autorisation pralable crite
d'EUROCOPTER et son contenu ne peut tre divulgu. This document is the property of EUROCOPTER ; no part of it shall be reproduced or transmitted
without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. EUROCOPTER 06-2005.
11.1
THM
List of effective pages
Page 01 ................................................... Iss. 26-2005
Page 10 .................................................... Iss. 26-2005
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Page 09 ................................................... Iss. 26-2005
Page 18 .................................................... Iss. 26-2005
11.2
Iss.
26-2005
THM
11.1 GENERAL
from the cockpit.

THE MAIN LANDING GEAR
is equipped with hydraulically controlled disc brakes. If L/
G retracted, main L/G compartments are closed by two
doors controlled by the L/G movement.
THE NOSE LANDING GEAR UNIT

with a 360 rotation castering L/G is equipped with :
- a friction anti-shimmy device
- a system which automatically returns wheels to
centerline and an optional wheel locking device controlled
EACH LANDING GEAR UNIT COMPRISES

A leg (oleo shock strut) that absorbs the energy upon touchdown, damps taxiing vertical accelerations and the rotor induced
oscillations during starting and stopping.
A hydraulically controlled retraction actuator.
Iss.
26-2005
11.3
THM
11.2 MAIN LANDING GEAR
11.2.1 MAIN COMPONENTS SPECIFICATIONS
All L/G hinges are self-lubricated and do not require lubrication
Microswitches (4 - 6) are controlled by the retraction actuator piston
Microswitch (9) is controlled by the shock absorber piston rod (15)
6
17
10
16
11
15
14
13
12
1 -L/G pivot shaft

2 -Inflation valve of "high pressure nitrogen chamber
of oleo pneumatic shock absorber
3 -Low pressure nitrogen chamber inflation valve
4 -L/G position microswitch (detection of L/G locking in
down position)
5 -Microswitch (4 - 6) wirings
6 -L/G position microswitch (detection of L/G locking in
up position)
7 -Actuator (8) supply line
8 -Retraction cylinder
11.4
9 - L/G complete extension detection microswitch

(Electrically inhibits L/G retraction when aircraft
is on ground)
10 - L/G compartment side door control roller
11 - Scissors
12 - Wheel
13 - Tubeless tire
14 - Disc brake
15 - Shock absorber piston rod
16 - Body
17 - Disc brake supply line
Iss.
26-2005
THM
11.3 NOSE LANDING GEAR

11.3.1 MAIN COMPONENTS - SPECIFICATIONS
8
3
4
5
1 - L/G pivot shaft on structure

2 - Shock absorber nitrogen chamber inflation valve
3 - Retraction cylinder
4 - Wheel castering lock
5 - Shock absorber piston rod
6 - Wheels
7 - Scissors
8 - 360 rotating tube (shock absorber cylinder)
9 - Yoke
Iss.
26-2005
11.5
THM
11.3.2 AUTOMATIC CENTERING OF NOSE WHEELS - ANTI-SHIMMY DEVICE
SHOCK ABSORBER
COMPRESSED
SHOCK ABSORBER
EXTENDED
1
ANTI-SHIMMY DEVICE
The friction of two discs (5-6) creates the antishimmy effect. Disc (5) is integral with the shock
absorber rotating cylinder (8). Disc (6), integral
with the strut assy (7) is fixed. Disc friction increases according to the load on the wheels.
WHEEL CENTERING
5
3
4
1
7
Wheels on aircraft centerline
The cam (2), integral with the shock absorber piston rod (3) is mobile. The cam (4), integral with the tube level (1)hence with the strut
assy, is fixed.
With the shock absorber compressed (aircraft on ground), the mobile
cam driven by the piston rod, is separated from the fixed locating cam
and the wheels freely rotate according to the aircraft movements.
During shock absorber extension (take-off), the mobile cam comes in
contact with the locam and by matching the profile, repositions the
wheels on aircraft centerline.
Repositioning device is effective over 170
10
=WHEEL CASTERING AND
EXTENDED L/G DETECTION
The microswitch (9) that inhibits L/G retraction on groud, is controlled by the clevis
(11) via a "link-bellcrank-pushbutton" device (10). After take-off, (wheels on aircraft
centerline and shock absorber completely
extended) switch inversion cancels the L/
G retraction inhibition.
11
11.6
Iss.
26-2005
THM
11.3.3
NOSE WHEEL CENTER LOCKING
This mechanism prevent rotation of the nose gear during landing on a moving platform or on sloped ground. The
mecanism is composed of :
1 centering shear pin (3), actuated by a handle (6).
1 spring (2) which locks the mechanism.
1 manual cable control (1).
1 flag (4) appearing when the gear is locked in order to prevent false maneuver (towing with gear center-locked)
1
2
4
LOCKED
4
UNLOCKED
1 - Control cable
2 - Spring
3 - Locking pin
4 - Safety flag
5 - Bellcrank
6 - Locking handle
7 - Parking brake handle
The assembly is designed so that the control can be armed

regardless of the nose wheel position with respect to the
aircraft centerline, locking is accomplished during automatic wheel centering
Moreover, should cable fails, the nose wheel will automatically be centered and locked.
To "LOCK" or "ARM" the wheel locking device : push
and turn the handle 90 clockwise.
To unlock the nose wheel, push handle downwards then
turn 90 anticlockwise and push down.
PRESENT CONTROL HANDLE POSITION

"NOSE LANDING GEAR UNLOCKED"
Iss.
26-2005
DO NOT CONFUSE locking handle (6) with parking brake

handle (7)
11.7
THM
11.4 RETRACTION ACTUATOR CYLINDERS
Landing gear retraction rearwards is obtained by retraction of hydraulic cylinders. "L/G up" and "L/G down" positions
are locked mechanically (claw lock). Positive locking is detected by "L/G up" and "L/G down" microswitches.The main
and nose landing gear actuators are of the same design and differ only in their lengths.
1
1 - "L/G down" microswitch

2 - Shuttle valve
3 - "L/G up" microswitch
4 - Locking spring
5 - Locking cap
6 -Actuator cylinder
7 -Locking bushing
8 -Spring locking claws
9 -Actuator rod
D
B
ACTUATOR CYLINDER OPERATION

- Actuator retraction (the figure shows the actuator at the end
of its retraction travel) : fluid inlet at B and return via A
11.8
- Retraction chamber E is pressurized. The extension

chamber D is open to return line. the rod retracts.
- Actuator extension : fluid inlet at A (normal extension)
or at C (emergency hydraulic system extension) and
return via B : the rod extends.
- Locking : at the end of travel (retraction or extension :
the two locks are opposite hand) bushing (7) separates
the locking claws (8). When the bushing reaches its
stop, the claws fall back onto its shoulder. Spring (4)
then pushes cap (5) which covers the claws holding
them in "locked" configuration. When the actuator is
locked microswitch (3) trips cutting off the hydraulic
power supply.
- Unlocking : the actuator power suppliy pressure,
greater than the force of locking spring (4), pushes back
cap (5) which releases the spring locking claws... The
rest of the operation is clear.
Gear unlocked "up"

3
Gear locked "up"
LOCKING PRINCIPLE AND LOCKING DETECTION

(L/G up side shown, same for L/G down side)
Iss.
26-2005
THM
11.5 L/G RETRACTION/EXTENSION HYDRAULIC SYSTEM - PRINCIPLE
LH hydraulic power system ensures normal L/G retraction
and extension maneuvers. The hydraulic pressure is supplied from the L/G distribution unit 820G (A). A solenoid
valve (1) delivers the pressure to a dual control solenoid
distributor 15 G (B) supplying the extension or retraction
actuator chamber. The emergency hydraulic power system
ensures emergency L/G extension.
- L/G RETRACTION : Solenod (a) of dual control solenoid
distributor (B) is energized and supplies the actuator retraction chamber. Solenoid (b), deenergized, connects the
extension chambers to the return lines.
R
- NORMAL L/G EXTENSION : The hydraulic distribution

is reversed. Solenoid (b) is energized and (a) is
deenergized.
- EMERGENCY L/G EXTENSION : The emergency
hydraulic system electric pump 21 G (C) directly supplies
the actuators via a shuttle valve (4), separating the "normal"
and "emergency" extension systems.
Normal L/G extension and retraction operating time is
adjusted by diaphragms (3).
140 b
P 27l / mn
2l
125b
1 l/mn
HYDRAULIC CIRCUIT
MAIN UNIT
0.6 l
50 b
LANDING GEAR
DISTRIBUTION UNIT
Extension
Retraction
Wheel
brakes
3
4
4
4
Extension
Normal
extension
Retraction
Normal extension
Emergency extension
Emergency
extension
Retraction
NOTE
Electrical control system operation is described later. The figure shows solenoid distributor (2)
deenergized: the two chambers of each actuator are connected to the return lines.
Iss.
26-2005
11.9
THM
11.6 L/G RETRACTION/EXTENSION CONTROLS AND INDICATORS
L.G PUMP
11
1
L/G
L/G
5
3
1 - "L/G not locked down" flashing indicator light (flashes

if L/G is not downlocked at IAS < 100 km/h (55 Kt)
2 - "L/G in operation" amber indicator light
3 - "Nose L/G downlocked" green indicator Iight
4 - "RH L/G downlocked" green indicator light
5 - "LH L/G downlocked" green indicator light
6 - Control flap (7) safety pin Inserted on ground
7 - "Normal retraction/extension" control switch - Switch
control flap is locked in up and down
8 - 3- way control switch :
- NORM : L/G "Normal retraction /extension" position
- EMERG : Emergency L/G extension position
- TEST : "Ground hydraulic power
9 - Indicator light test
10 - Dimmer
11 - L/G pump amber light
CAUT/ADVY
DIM
IND LTS
TEST
10
11.10
Iss.
26-2005
THM
11.7 L/G OPERATING ELECTRICAL CIRCUITS
11.7.1 GENERAL DIAGRAM OF L/G
In order to operate the L/G in the different configurations the following is necessary :
- the controls : they consist of L/G up or L/G down selector in normal mode, and in emergency extension control
- control devices such as the solenoid valves (2), (3), (4).
- detection devices located on the landing gear : they organize the movements and deliver to the pilot informations of
configuration. Those detection devices are multicontact microswitches (7), (8), (9).
- safety and defect devices integrated in the A.S.U. : prevent any wrong manoeuver (1).
- indicating items: they show to the pilot the configuration of the L/G (up, down, manoeuver).
L.G PUMP
L/G
L/G
1
Main hydraulic
system
ASU
LANDING GEAR
DISTRIBUTION
UNIT
ASU
Hydraulic
system
Landing gear
control
Flight/ground
logic
Retraction
TNS* warning
L/G
retracted
L/G
A/S > 55Kt
(contact open)
10 Alpha 2
11 Alpha 2
POWER SUPPLIES
5
7
10
9
8
* TNS = L/G non extended
1 - Electronic ancillary system unit

2 - L/G solenoid valve
3 - Extension solenoid valve
4 - Retraction solenoid valve
5 - Low speed detection device (IAS > 55 Kts)
Iss.
26-2005
6 - Landing gear : Centered and extended

7 -Shock Absorber Extended (SAE)
8 -Landing gear : Locked down
9 -Landing gear : Locked up
10 -Landing gear : L/G SAE
11.11
THM
11.7.2 FUNCTIONNAL ANALYSIS OF L/G POSITION MICROSWITCHES
The position microswitches detect the following positions
- L/G "locked down "
- L/G in operation
- L/G "locked up"
Each retraction actuator has 2 microswitches : "L/G down" and L/G up" microswitches controlled by the actuator
piston rod. Switching occurs during actuator locking (locking up and down). The upper position of each microswitch
controls normal retraction and extension operation. The lower portion controls the indicator light system. The two
portions are electrically independent (dual cell design).
= L/G LOCKED "DOWN"

- "L/G up" microswitch is in "L/G unlocked up"
position
- "L/G down" microswitch is in "L/G locked
down" position
Unlocked
"up"
Locked
"down"
Unlocked
"up"
= L/G IN OPERATION
- both microswitches are in "L/G unlocked up
and down" position
Unlocked
"down"
Locked
"up"
= L/G LOCKED "UP"

- "L/G up" microswitch is in "L/G locked up" position
- "L/G down" microswitch is in "L/G unlocked
down" position
11.12
Unlocked
"down"
Iss.
26-2005
THM
11.7.3 L/G NORMAL RETRACTION/EXTENSION CONTROL SYSTEM OPERATION
11.7.3.1 SYSTEM COMPONENTS
NOTE : The system is shown in "Aircraft on ground"
6
10 Alpha2
1
TEST
NORM.
EMERG.
10 Alpha2
11G
LH/LU
ASU
11 2
6G
D3
OR
FDW/LU
Gnd
9G
Gnd
5G
Gnd
10G
T
2s
RH/LU
ASU
28V
12G
EMERG.
Main hydraulic
system
820G
28V
LANDING GEAR
DISTRIBUTION
UNIT (16G)
AND
UP
LH/SAE FDW/SAE RH/SAE
15G
DOWN
Extension
Ground safety
+
CONTROL
0
Normal
extension
Retraction
Retraction
3
AND
UP
DOWN
Down-locked
+
CONTROL
0
2s
13G
LH/LD
OR
7G
FDW/LD
14G
RH/LD
1- 3 position switch (Normal -Emergency -Test)

2- "Normal" control cut off relay
3- Normal retraction /extension control switch
4- Electronic ancillary system unit 11 Alpha
5- 2 seconds closure time delay
6- Electronic ancillary system unit 10 Alpha
7- L/G solenoid valve
8- Normal extension solenoid distribution
Iss.
26-2005
9 - Normal retraction solenoid distribution

LH - Left hand L/G
RH - Right hand L/G
FDW - Foward Hand L/G
LU - Locked up
LD - Locked down
SAE - Shock absorber extended
11.13
THM
11.7.3 L/G NORMAL RETRACTION/EXTENSION CONTROL SYSTEM OPERATION (Cont'd)
11.7.3.2 L/G RETRACTION- "L/G DOWN" UNLOCKING
When the aircraft leaves the ground microswitches 9G, 5G and 10G are tripped (shock absorber fully extended and
nose wheel locked): the L/G CAN BE RETRACTED.
When the control switch (1) is set to retraction, the A.S.U 11 Alpha 2 supplies the solenoid valve 820G (2) and the
retraction solenoid distribution (3). The system is pressurized by the LH hydraulic system: the L/G RETRACTS.
Solenoid (2) and (3) will remain supply as long as the microswitches 11G, 6G and 12 G have not reach the "lock up"
(LU) position. This supply will be maintained 2 sec more to ensure a correct locking by the time delay closure (4).
102
ASU
Main hydraulic
system
TEST
11G
NORM.
EMERG.
102
ASU
LH/LU
6G
112
OR
FWD/LU
12G
EMERG.
Gnd
9G
LH/SAE
Gnd
5G
FWD/SAE
10G
LANDING GEAR
DISTRIBUTION UNIT
(16G)
Retraction
(15G)
AND
UP
RH/SAE
4
T
2s
RH/LU
Gnd
ASU
Extension
DOWN
Ground safety
+ CONTROL
0
11.7.3.3 L/G EXTENSION

When control swich (1) is set to "extension", the A.S.U.11 Alpha 2 supplies the solenoid valve 820G (2) and the
extension solenoid distribution (3). The system is pressurized by the LH hydraulic system: the L/G EXTEND.
Solenoid (2) and (3) will remain supply as long as the microswitches 13G, 7G and 14G have not reach the lock down
(LD) position. This supply will be maintained 2 sec more to ensure a correct locking by the time delay closure (4).
102
ASU
Main hydraulic
system
TEST
NORM.
EMERG.
102
ASU
ASU
112
LANDING GEAR
DISTRIBUTION UNIT
(16G)
EMERG.
AND
UP
DOWN
+
CONTROL
0
13G
LH/LD
7G
Retraction
15G
Extension
T
2s 4
OR
FWD/LD
14G
RH/LD
11.14
Iss.
26-2005
THM
11.7.3 L/G NORMAL RETRACTION/EXTENSION CONTROL SYSTEM OPERATION (Cont'd)
11.7.3.4 L/G EMERGENCY EXENSION CONTROL SYSTEM OPERATION
If a failure occurs in the L/G extension system ( hydraulic or electrical failure) it is possible to extend the L/G in
emergency mode.
From the retracted L/G position, hydraulic pressure has to be delivered to the extension actuator. This pressure will be
supplied by the emergency pump.
CAD
D7
E2
1
3
LG.PUMP
19G
TEST
NORMAL
EMERG
D3
37Alpha
Normal
EXT / RETRACT
circuit
D2
ASU
10 Alpha2
D8
DIODES
BOX
EMERGENCY
EXTENSION
The electrical supply in emergency mode is doubled from 3 Alpha, 5 Alpha distribution panels and 37 Alpha diodes box.
The switch is set to "EMERG." position on the overhead panel, the pump control relay 19G (2) its contact in working
position. The "EMERG." switch (1) position supplies the A.S.U. 10 Alpha2 (3) logic isolating the normal extention
circuit.
The 19G relay (2) being supplied, the electrical pump (4) received a double supply from 5 Alpha and 3 Alpha distribution
panels. At the end of extension, the pressure increases in the emergency circuit, when this one reaches 95 bars. "L/
G PUMP" is displayed on the CAD, informing the pilot to set the 3 position switch (1) in "NORM" position.
Iss.
26-2005
11.15
THM
11.7.4 L/G INDICATING SYSTEM
11.7.4.1 L/G EXTENDED-LOCKED INDICATION
The L/G control panel 2G (1) receives a double supply from the fuses box 36 Alpha (2). The green arrows "ON" indicate
the extended and locked down positive of the L/G. The "ground" of these indication lights are supplied by actuators
microswiches locked down 14G (RH), 7G (FWD) and 13G (LH).
Up-locked
36
day/night1
day/night2
11G
LH/LU
FWD/LU 6G
test (0v)
day/night 1+2
12G
FUSES BOX
Downlocked 13G
RH/LU
LH/LD
FWD/LD
ASU
7G
112
14G
RH/LD
Aural
warning
OR
F=1,67Hz
15
0V sign.
AND
Copilot
AS<55Kts
Memory
aknowledgement
Memory erasing
14
Pilot
11.7.4.2 L/G MANEUVER INDICATION

Whatever the selected mode (Normal/Emergency) the amber light maneuver indicates that the L/G is in motion. The
amber light "ON" indicates then the L/G is in motion. The "ground" of this indicator light comes from one actuator
microswitch position : locked down and locked up. This indicator light amber will remain "ON" as long as the L/G will be
not locked down or locked up.
11.7.4.3 L/G NOT EXTENDED INDICATION (ALARM)
Up-locked
36
11G
LH/LU
day/night1
day/night2
FWD/LU
6G
RH/LU
12G
test (0v)
day/night 1+2
FUSES BOX
Downlocked 13G
LH/LD
FWD/LD
RH/LD
ASU
7G
112
14G
Aural
warning
OR
F=1,67Hz
0V sign.
4 3
AND
15
Copilot
14
Memory
aknowledgement
AS<55Kts
Memory erasing
Pilot
1
The 14 Alpha (1) and the 15 Alpha (2) alarm panels receive a double supply 1+2 from the 36 Alpha (3) fuses box. This
control logic (Alarm) receives also a double supply from 3 Alpha (4) et 5 Alpha (5). L/G red indicator light flashing,
indicates than at least one lock down actuator microswitch is not activated and the helo speed is below 55 KTS. The
analyse and process of this information is performed by the A.S.U. 11Alpha2 which provides a ground to the L/G
indicator light with a 2 Hz frequency and an usual warning.
11.16
Iss.
26-2005
THM
11.7.4 L/G INDICATING SYSTEM (Cont'd)
11.7.4.4 RESETTING
One pulse on the caption light L/G inhibits the aural warning (RST). This aknowledgement will remain in memory as
long as the helo airspeed will stay below 55 Kts. As soon as the speed will exceed 55 Kts, the acknowledgement will
be erased and the aural warning will be available as well.
11.7.4.5 FLIGHT/GROUND LOGIC
= General
The logic circuit clearly determine the aircraft configuration : Flight or Ground. It also allows or inhibits operation of
different aircraft systems (Autopilot, armement systems....). The Flight/Ground logic works with the L/G but also with
different aircraft systems requiring a high reliability.
= Operation
The information detection is doubled. It's archieved by the LH and RH L/G with the microswitches 9G (1) and 10G (2).
From the fuses box 36 Alpha (3), a 28V 1+2 goes to the A.S.U. 11 Alpha2 (4) through the 10G (2) microswitch. Through
the 9G microswitch a ground will be sent (or not) to the A.S.U. 11 Alpha2 (4).
11 Alpha 2
LH L/G STRUT
ASSEMBLY
E
A1 FLIGHT
9G
15N
5
6
7
8
5
6
7
8
B7 FLIGHT
36 Alpha
FUSES
RH L/G STRUT
ASSEMBLY
1
2
3
4
D
C
1
2
10G
C
B8 GROUND
10
11
12
13
14
15
16
17
10
11
12
13
14
15
16
17
Iss.
26-2005
11.17
THM
11.8 POWER-ASSISTED BRAKES
11.8.1 SYSTEM DESCRIPTION & SPECIFICATIONS
The power braking system provides a braking pressure of 60 bars in response to a 430 bars input pressure.
The system is supplied by the auxiliary hydraulic system and includes the following components :
- a parking brake control (1),
- 4 brake control transmitters (4) mounted on the pilot's and copilot's brake pedals,
- a braking distributor valve (3),
- an olopneumatic accumulator (2) used to supply the parking brake,
- a cockpit floor-mounted pressure gauge (5) indicating the accumulator pressure.
11.18
Iss.
26-2005

11a-01 18

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THM

11.3 NOSE LANDING GEAR

11.4 RETRACTION ACTUATOR CYLINDERS

11.8 POWER-ASSISTED BRAKES

List of effective pages

Page 01 ................................................... Iss. 26-2005

Page 10 .................................................... Iss. 26-2005

Page 02 ................................................... Iss. 26-2005

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Page 03 ................................................... Iss. 26-2005

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Page 07 ................................................... Iss. 26-2005

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Page 17 .................................................... Iss. 26-2005

Page 09 ................................................... Iss. 26-2005

Page 18 .................................................... Iss. 26-2005

from the cockpit.

THE NOSE LANDING GEAR UNIT

EACH LANDING GEAR UNIT COMPRISES

1 -L/G pivot shaft

9 - L/G complete extension detection microswitch

11.3 NOSE LANDING GEAR

1 - L/G pivot shaft on structure

NOSE WHEEL CENTER LOCKING

The assembly is designed so that the control can be armed

PRESENT CONTROL HANDLE POSITION

DO NOT CONFUSE locking handle (6) with parking brake

1 - "L/G down" microswitch

ACTUATOR CYLINDER OPERATION

- Retraction chamber E is pressurized. The extension

Gear unlocked "up"

Gear locked "up"

LOCKING PRINCIPLE AND LOCKING DETECTION

- NORMAL L/G EXTENSION : The hydraulic distribution

1 - "L/G not locked down" flashing indicator light (flashes

1 - Electronic ancillary system unit

6 - Landing gear : Centered and extended

= L/G LOCKED "DOWN"

= L/G LOCKED "UP"

LH/SAE FDW/SAE RH/SAE

1- 3 position switch (Normal -Emergency -Test)

9 - Normal retraction solenoid distribution

11.7.3.3 L/G EXTENSION

11.7.4.2 L/G MANEUVER INDICATION

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