Dornier 328Jet - Landing Gear

Main Landing Gear Assembly (LH Side Shown)

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Dornier 328Jet - Landing Gear

Main Gear Door Assembly (LH Side Shown)

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Dornier 328Jet - Landing Gear

Nose Landing Gear Assembly

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Dornier 328Jet - Landing Gear

Landing Gear Control Lever

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Dornier 328Jet - Landing Gear

Nose Wheel Steering/Brakes

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Dornier 328Jet - Landing Gear

Emergency Extension Lever

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Park Brake Lever

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NWS Button

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MESSAGE (SYNOPTIC) WARN INHIBIT

CONDITION
Location (COLOR) TONE 1 2 3

ALT ANTI SKID DEGR

X
CAS Field (AMBER)
Alternate anti–skid protection is lost on one main wheel.
ALT ANTI SKID DEGR
HYDR Page (AMBER)

ALT ANTI SKID FAIL

X
CAS Field (AMBER)
Alternate anti–skid system failure.
ALT ANTI SKID FAIL
HYDR Page (AMBER)

ALT BRK FAIL

CAS Field (AMBER)
Alternate brake system not pressurized when expected.
Norm BRK Symbol
HYDR Page

ALT BRK ON
CAS Field (BLUE)
Alternate brake system is pressurized as expected.
ALT BRK Symbol
HYDR Page

BRK COV FAIL

CAS Field (AMBER)
Changeover valve position is uncertain.
BRK COV FAIL
HYDR Page (AMBER)

BRK MAINT
One or more brake temps exceeded 4150 C. X X
CAS Field (AMBER)

BRK TEMP FAIL

X X
CAS Field (AMBER) One or more brake temps are invalid
(out of range sensor or BTMS failure).
BRK TEMP FAIL

HYDR Page (AMBER)

BRK TEMP HIGH

X X
CAS Field (AMBER)
One or more brake temperatures or trends are above 2250 C.
BRK TEMP HIGH
HYDR Page (AMBER)

Message inhibit logic: 1. WOW, Engines off and Electrical Bus Failure refer to section 12–31–17–04
2. Takeoff phase
3. Landing phase

CAS Field and System Messages (Sheet 1 of 4)

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MESSAGE (SYNOPTIC) WARN INHIBIT

CONDITION
Location (COLOR) TONE 1 2 3

E/P–BRK ACCU PRSS

X X
CAS Field (AMBER)
Illuminates when the accumulator has low hydraulic pressure.
E/P–BRK ACCU PRSS
HYDR Page (AMBER)

LDG EMG ACTIVATED

X X
CAS Field (AMBER) Illuminates when the emergency extension lever is pulled to extend
position.
ACTIVATED
HYDR Page (AMBER)

NORM ANTI SKID DEGR

X
CAS Field (AMBER)
Normal anti–skid protection is lost on one main wheel.
NORM ANTI SKID DEGR
HYDR Page (AMBER)

NORM ANTI SKID FAIL

X
CAS Field (AMBER)
Normal anti–skid system failure.
NORM ANTI SKID FAIL
HYDR Page (AMBER)

NORM BRK FAIL

X
CAS Field (AMBER)
Normal brakes are not pressurized when expected.
NORM BRK FAIL
HYDR Page (BLUE)

NWS BYPASS FAIL

X X
CAS Field (AMBER)
Bypass valve is not in the commanded position.
NWS BYPASS FAIL
HYDR Page (AMBER)

NWS FAIL
X X
CAS Field (AMBER) NWS control unit detected a failure or NWS ECU not energized or NLG
not down locked.
NWS FAIL
HYDR Page (AMBER)

NWS HIGH Illuminates when the NWS is selected to HIGH authority and T/O power
is selected or
CAS Field (AMBER) if NWS is selected to HIGH authority and in flight.

Message inhibit logic: 1. WOW, Engines off and Electrical Bus Failure refer to section 12–31–17–04
2. Takeoff phase
3. Landing phase

CAS Field and System Messages (Sheet 2 of 4)

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 Dornier 328Jet - Landing Gear

MESSAGE (SYNOPTIC) WARN INHIBIT

CONDITION
Location (COLOR) TONE 1 2 3

NWS HIGH Illuminates when the NWS is selected to HIGH authority and WOW
CAS Field (BLUE) and T/O power is not selected.

NWS INOP
X
CAS Field (BLUE)
NLG down and locked and NWS manually switched off.
NWS INOP
HYDR Page (BLUE)

NWS PWR UP FAIL

NWS selector valve power on is more than 350 msec after NMS–ECU X X
CAS Field (AMBER) power on.

P–BRK ON
Park brake applied and T/O power is selected. X
CAS Field (AMBER)

P–BRK ON
CAS Field (BLUE)
Park brake applied.
P–BRK ON
HYDR Page (BLUE)

P–BRK OFF
Park brake released.
HYDR Page (BLUE)

PROXI ARINC FAIL Total failure of both PROXI ARINC buses

X X
CAS Field (AMBER)

PROXI BYPASS FAIL NWS bypass valve PROXI sensor has failed.
HYDR Page (AMBER)

PROXI LOCK FAIL Uplock or downlock failure detected by PSEU. Any single uplock, NLG
downlock, or combination of two main landing downlock sensor failures,
HYDR Page (AMBER) or any combination of two NLG downlock discrete outputs fail.

Both primary or both redundant MLG proximity sensors have failed

PROXI MLG WOW FAIL or
any combination of an inboard/outboard ground spoiler WOW 1 or 2
HYDR Page (AMBER) failure or
any combination of an alternate or normal anti–skid WOW 1 or 2 failure.

PROXI NLG WOW FAIL Either primary or redundant NG WOW proximity sensor failed
or
HYDR Page (AMBER) PSEU NG WOW outputs failed.

Message inhibit logic: 1. WOW, Engines off and Electrical Bus Failure refer to section 12–31–17–04
2. Takeoff phase
3. Landing phase

CAS Field and System Messages (Sheet 3 of 4)

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PROXI SYS FAIL

This CAS message is set for PROXI BYPASS FAIL, PROXI LOCK
FAIL, PROXI MLG WOW FAIL, and PROXI NLG WOW FAIL HYDR X X
Page messages.
CAS Field (AMBER)

PROXI SYS–A FAIL

X X
CAS Field (AMBER)
PSEU subsystem A has failed.

PROXI SYS–A FAIL

HYDR Page (BLUE)

PROXI SYS–B FAIL

X X
CAS Field (AMBER)
PSEU subsystem B has failed.

PROXI SYS–B FAIL

HYDR Page (BLUE)

A non–mutable warning tone (HI_LO) is activated together with a red

LDG GEAR Control lever HI–LO flashing light in the LDG GEAR control lever to indicate that the airplane
RED LIGHT CHIME is in the approach configuration and the landing gear is not selected
down.

Message inhibit logic: 1. WOW, Engines off and Electrical Bus Failure refer to section 12–31–17–04
2. Takeoff phase
3. Landing phase

CAS Field and System Messages (Sheet 4 of 4)

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Dornier 328Jet - Landing Gear

Indications on EICAS Display

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Dornier 328Jet - Landing Gear

Indication/message on HYDR Page (Sheet 1 of 4)

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Indication/messages on HYDR Page (Sheet 2 of 4)

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Indication/message on HYDR Page (Sheet 3 of 4)

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Indication/messages on HYDR Page (Sheet 4 of 4)

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Messages on SYS MAINT Page

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LANDING GEAR

GENERAL
The airplane has a hydraulically operated retractable tricycle landing gear equipped with twin
wheels on each gear leg. The main gears are retracted inboard into gear wells in the fairings on
each side of the fuselage. Main gear doors close off the gear–well area around the outboard
mainwheels. The nose gear is retracted forward into the nose gear bay which is closed off by
doors when the gear is retracted. The main and nose gear doors are actuated by mechanical
linkages when the gear retracts and extends.

MAIN LANDING GEAR

Each main landing gear (MLG) assembly is a twin wheel, trailing arm gear with an
oleo–pneumatic shock absorber. The MLG legs are each locked in the extended position by a
side strut assembly. The side strut assembly is connected between the fuselage and the MLG
leg and incorporates an overcenter downlock mechanism and a downlock release actuator. The
main gear is retracted inboard by hydraulic power into gear wells in the fairings on each side of
the fuselage.

Main Gear Doors

With the exception of the outboard mainwheel on each main gear, the main gear wells are
closed off by
doors when the gear is retracted. The main gear door assembly consists of an upper, a middle
and a lower folding door, The lower door has a cut–out for the outboard mainwheel which
protrudes slightly out of the wheel well and is closed off by a brush type seal when the main
wheel is in the retracted position. The main gear doors are actuated by mechanical linkages
during extension and retraction.
NOSE LANDING GEAR
The nose landing gear (NLG) assembly is a twin wheel, hydraulically steered gear with an
oleo–pneumatic shock strut integrated into the leg assembly. The NLG is pivot mounted
between the LH and RH walls of the nose gear bay. In the gear extended position, the NLG is
raked slightly forward and is locked by a down lock strut assembly. The NLG is retracted
forwards by hydraulic power into the nose gear bay. When the airplane leaves the ground the
nose gear wheels automatically center. Refer to the nose wheel steering (NWS) system for
further information on nose wheel control.
Nose Gear Doors
The nose gear doors consist of a LH and RH forward door, and a LH and RH rear door. They
are actuated by mechanical linkages during retraction and extension of the nose gear. With the
nose gear retracted the doors close the nose gear bay. Seals close off the door edges, except
for a gap between the rear of the rear doors and the fuselage. This gap allows cabin pressure to
be dumped in an emergency. A shear pin, in each front door opening linkage, prevents damage
to the door linkages if there is a tire burst or a cabin pressure dump with the nose gear
retracted. The pin shear to allow the front doors to open slightly and release the pressure, gear
and door operation is not affected. When the nose gear is extended the front and rear doors
open to allow the leg to extend, when the leg is clear of the nose gear bay the front doors close
again. On the ground a door release handle at each side of the nose gear bay allows the
forward doors to be opened for maintenance purposes.

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TOWING ARRANGEMENT

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LANDING GEAR OPERATION AND INDICATION

LANDING GEAR CONTROL LEVER

The landing gear control lever is positioned on the right side of the center instrument panel
within reach of the captain and first officer. The lever is mechanically locked in the DN position
and is electrically unlocked when both of the WOW switches of each landing gear (LH, RH, and
Nose Gear) indicate an airborne condition. The interlock can be overridden by a mechanical
unlocking button labeled DN LOCK REL which provides a backup if an electrical failure prevents
automatic unlocking.

The landing gear is normally extended and retracted using hydraulic power from hydraulic
system A. Should system A fail, the landing gear can be extended in an emergency using
hydraulic power from hydraulic system B. (Refer to section 12–29–00–00 – HYDRAULIC
POWER).

Indication and Warning

The indication and warning system provides the captain and first officer with information on the
status of each main and nose landing gear. The system provides caution and status messages
which are displayed in the CAS field on the EICAS display and on the HYDR page. With the
exception of landing gear warning, the caution messages are brought to the attention of the
flight crew by a single chime and flashing master caution buttons. The landing gear warning is a
hi–lo chime, together with a flashing red light in the gear lever handle. If a caution message has
an autopage facility, the appropriate system page is armed when the CAS field message is
acknowledged by pressing the master caution button. The respective page can then be called
up on the captain’s and/or first officer’s multifunction display (MFD).

The indication and warning system consists of a proximity switch electronic unit (PSEU) and
proximity switches. The information generated by the proximity switches is processed by the
PSEU and is subsequently displayed as gear status information to the captain and first officer.
The main and nose landing gear are also fitted with weight–on–wheels (WOW) proximity
switches which provide various airplane systems with ground or air mode information. The
functional status of the gear proximity switches is monitored by the PSEU.

Gear Position
The position of the landing gear is monitored by proximity switches installed in the uplocks and
downlocks and indicated by conventional lights on the landing gear control lever panel. Three
green lights (B) indicate gear down and locked and three red lights (UNLK) indicate gear in
transit or not locked in the selected position. These lights are extinguished when the gear is up
and locked.

A non–mutable aural warning (high–low chime), combined with a red flashing light in the landing
gear control lever provides a warning if:

– the landing gear is not down and locked and

– both thrust levers are retarded to a point slightly above of FI and
– the radio altimeter indicated height is less than 400 ft.

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The EICAS system provides two redundant Angle–Of–Attack (AOA) signals as a back–up for
radio altimeter failure. These signals give an indication if the AOA limit for landing (generated as
a function of the flap position) has been reached or exceeded.

EMERGENCY EXTENSION OF THE LANDING GEAR

In the event of normal gear extension failure, emergency extension of the landing gear is
activated by the emergency landing gear extend lever (LDG EMG lever). The lever is located in
the middle of the center pedestal. When this lever is pulled fully aft to the LDG EMG
EXTENSION position, hydraulic pressure in the normal landing gear system is bypassed to
system A return. At the same time hydraulic pressure, from system B, is supplied to the
emergency extend system. The main gear and nose gear uplocks open to release the landing
gear and it begins to extend under gravity.
Hydraulic power is then applied to the LH and RH main gear downlock assist actuators to
downlock each main gear leg. The nose landing gear extension is assisted by aerodynamic
forces to the downlock position and therefore does not require hydraulic power.
Two restrictor valves are installed in the hydraulic supply line to the emergency extension
system. They reduce the speed at which the landing gear extends, to prevent damage to the
airplaine structure and downlocks. The emergency extension time is approximately 25 seconds,
if one restrictor valve fails this decreases to 15 seconds (which is the normal landing gear
extension time).
For further information on the hydraulic system, refer to section 12–29–00–00 – HYDRAULIC
POWER.

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WHEELS AND BRAKES

GENERAL
The main and nose landing gear legs are each equipped with twin wheels and tubeless tires.
Each main gear wheel is equipped with a multi–disk brake unit that is normally supplied with
hydraulic power from the normal brake system. If the normal brake system is not available, the
main wheel brakes can be operated with hydraulic power from the alternate brake system. In
addition there is the park brake system, which is used to apply the brakes when parked. It can
also be used to give a limited emergency brake function in the event of a failure of both the
normal and alternate brake systems.

The integrity of the braking system is continuously monitored. System status, temperature or
failure is displayed on the EICAS.
For further information on the hydraulic system, refer to section 12–29–00–00 HYDRAULIC
POWER.

WHEELS
The main and nose gear wheels are of the split rim type and are manufactured from forged
aluminum. The main and nose gear tires are of the tubeless type and are inflated through a
valve in the wheel rim. Refer to FCOM Vol. 1 LIMITATIONS section for information on maximum
tire speeds.

Each main gear wheel has a pressure relief valve and three thermal fuse plugs which allow
rapid evacuation of air from the tire. The pressure relief valve protects the wheel and tire against
over–inflation and the thermal fuse plugs protect the wheel and tire against failure caused by
excessive heat build–up through maximum braking.
Each nose gear wheel is protected by a pressure relief valve which protects the respective
wheel and tire against over–inflation.

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NORMAL AND ALTERNATE BRAKE SYSTEMS

Normal Braking System

Under normal operating conditions the wheel brakes are controlled by the normal braking
system which is powered by hydraulic system B. It gives differential braking with anti–skid
protection to each main wheel. The brakes are actuated by applying toe pressure at the
captains or first officers rudder pedals. Differential braking is achieved by applying dissimilar toe
pressure to the LH and RH rudder pedals. The normal brake system also provides automatic
braking of the main wheels during landing gear retraction. The latest technology carbon brakes
consist of carbon disc running on carbon stators. The level of energy input has very little impact
on the overall wear rate of the carbon discs. At each break application a layer of carbon
molecules is shed between stators and discs acting as a lubricant. Therefore the amount of
wear during each landing is extremely low irrespective of energy applied.
In addition a monitoring system supplies information on the temperature of each of the four
wheel brakes which is displayed to the flight crew on EICAS.

Alternate Braking System

If the normal brake system is not available, the wheel brake units are supplied by the alternate
brake system with pressurized fluid from hydraulic system A. The alternate system is activated
automatically or manually through the brake change–over valve. Automatic change–over occurs
if hydraulic system B pressure is insufficient or manually, by the flight crew, if there is a failure of
the normal brake system. Manual selection is via the BRK COV switch on the HYD panel. The
operation of the alternate brake system is identical to the normal brake system.

Anti–Skid System
The normal and alternate braking systems are each equipped with an identical anti–skid
system. The anti–skid system uses signals from wheellspeed sensors, at each mainwheel, to
provide antiskid control, touchdown protection and locked wheel protection. This prevents
flattening or bursting the tires on touchdown and during the landing run.
The touchdown protection circuit allows the airplane to land with the brake pedals inadvertently
pressed. If one WOW switch of either main landing gear indicates that the leg is not in contact
with the ground, the anti–skid system dumps the pressure to all four brake units. Touchdown
protection is disabled after wheel spin–up or three seconds after the aircraft has landed.

The locked wheel protection circuit prevents prolonged locked wheel conditions by dumping the
brake pressure to the locked wheel. The anti–skid system detects a locked wheel when a wheel
is less than 30% of the other wheels speed (reference speed). The brake pressure to the locked
wheel is dumped until it reaches a wheel speed of 70% of the reference speed.

Each normal and alternate anti–skid system has a built–in–test feature which continuously
monitors the integrity of the respective system. The crew is informed of a failed or disabled
anti–skid system by indications on the EICAS.

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PARK BRAKE SYSTEM

The brake system is used to apply the aircraft brakes to stop movement of the aircraft during
maximum thrust or when the aircarft is parked. It can also be used to give controlled braking
during aircarft movem,ent (IE towing) and in the unlikely event of a loss of the two brake
systems (normal and alternate) give a limited braking function (without antiskid or differential
braking).

The park brake system is activated by pulling the park brake lever located on the forward RH
section of the center pedestal. The required braking performance at the main wheels is directly
proportional to the amount of pressure that is applied to the brake lever when pulled in a
rearward direction.

CAUTION: DIFFERENTIAL BRAKING AND ANTI–SKID PROTECTION ARE NOT AVAILABLE

WHEN THE PARK BRAKE SYSTEM IS IN USE.

The park brake system is powered by hydraulic pressure from system B which constantly
maintains the park brake accumulator in a charged condition. Should system B fail, the park
brake accumulator retains its fully charged condition. The accumulator pressure begins to
reduce with each operation of the brake lever.There are at least six full brake applications
available as long as low accumulator pressure is not indicated.

Controlled braking is carried out by moving the park brake lever from its forward position
(brakes fully off) rearwards until it hits the stop (brakes fully on). As the lever is moved, the
braking force is applied simultaneously at all four brake units and is proportional to the position
of the lever.

If the park brake lever is moved through the stop and into the PARK position the brakes are left
in the fully applied state. To release the brakes, lift the park brake lever from the PARK position,
and move it to the fully forward position (brakes fully off).

WHEEL BRAKE TEMPERATURE AND COOLING

The temperature level of each of the four wheel brakes is monitored by a brake temperature
monitoring system (BTMS). The brake temperature is sensed by a probe installed in each brake
housing and the related temperature is displayed on the HYDR page.

Takeoff is prohibited if BRK TEMP HIGH or BRK MAINT caution is displayed on EICAS.
A brake temperature monitoring system failure is displayed as an amber brake BRK TEMP FAIL
on the EICAS. Takeoff with the brake temperature monitoring system (BTMS) inoperative is
prohibited, unless brakes are cool enough to touch.

If maximum braking was used throughout the landing with BTMS inoperative, a brake inspection
by maintenance is required.

If any of the four displayed brake temperature values exceed 416 °C, a BRK MAINT amber
CAS message is posted on the EICAS and a brake inspection by maintenance is
always required.

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NOSE WHEEL STEERING

GENERAL
The nose wheel steering system provides airplane steering during taxi, take–off and landing. It
is an alternative method to steering with the rudder and differential braking. The NWS system is
electrically controlled, and its hydraulic power is supplied by hydraulic system B. It receives
inputs from the rudder pedals and the hand control unit (the tiller). The maximum nose wheel
deflection through the rudder pedals is +/– 10 ° and through the tiller the maximum deflection is
+/– 60 °.

The NWS is in operation when the NLG WOW switches show the aircraft is on the ground and
the NWS switch/light is set to the on position. With the NWS switch set to the on position, the
NWS is enabled and the rudder pedals give the command signals to the NWS system. If the
NWS HIGH switch is set to the HIGH position the rudder pedals and the tiller provide the
command signals to the NWS system.

The command signals from the rudder pedals are always available with the NWS enabled but
can be disabled by pressing and holding the pedal disconnect button on the tiller. The NWS
system has restrictors and other features that help to prevent nose wheel shimmy, with or
without the NWS system enabled.

The airplane can be towed without disconnecting the NWS. During towing nose wheel
deflections of up to +/– 100 ° are permitted, but the NWS system must be switched off to
prevent damage to steering components.

RUDDER PEDAL INPUT

The captains LH rudder pedal is connected mechanically to a command potentiometer
assembly. With the NWS selected on, when the rudder pedals are moved the potentiometers
send voltage signals to the NWS Electronic Control Unit (ECU) for processing. The voltage
signal is proportional to the deflection of the rudder pedals and gives a maximum nose wheel
deflection of +/– 10 ° .

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TILLER AND PEDAL DISCONNECT BUTTON

The tiller with pedal disconnect button is located on the LH side console. It is mechanically
connected to a command potentiometer assembly which sends directional input signals to the
NWS electronic control unit for processing. The tiller is spring–biased into a center detent
position and must be pressed down before it can be turned.

When the tiller is released a centering spring returns the tiller to the center position. This
centering facility provides automatic centering of the nose wheels as long as no steering
commands are received from the rudder pedals.

If in strong wind conditions it is necessary to turn the tail of the airplane through the wind. Large
rudder deflections could occur which cannot be fully compensated by the pilot. This could cause
unwanted nose wheel steering deflections. To avoid this situation the pedal commands to the
NWS system can be disabled by holding the pedal disconnect button on the tiller unit pressed.
Steering is now controlled by the tiller only. The pedal commands are re–enabled when the
pedal disconnect button is released.

STEERING FUNCTION
With the NWS system enabled and the airplane on the ground (NLG WOW), the NWS ECU
receives command signals from the rudder pedals and/or tiller. The ECU compares these
signals with signals received from the feedback potentiometers on the steering actuator. Until
these signals agree the ECU sends signal to energize the servo valve which controls the flow
control valves in the steering actuator. The flow control valves give LH or RH movement of the
nose wheel (dependent on command signal input) through the actuator rack and pinion. As the
nose wheel moves the feedback potentiometers (on the rack) give a signal to the ECU of the
nose wheel position. When this signal agrees with the command signal input from the
rudder/tiller, the required NWS steering angle is reached and the ECU de–energizes the servo
valve.

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