A320 ADR 1+2 fault , landing gear gravity ext
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A320 ADR 1+2 fault , landing gear gravity ext
Hey guys
I was wondering in the Dual ADR fault the ecam status says the lading gear has to be gravity extended .
My question is why is the landing gear system affected ? is there a link between the ADRs and the LGCIUs ?
Thanks
I was wondering in the Dual ADR fault the ecam status says the lading gear has to be gravity extended .
My question is why is the landing gear system affected ? is there a link between the ADRs and the LGCIUs ?
Thanks
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From FCOM
Air data information is lost on one PFD.
Note:
In case of an ADR 1+3 FAULT, the landing gear safety valve is controlled closed:
Landing gear retraction is inoperative
Landing gear extension must be performed by gravity.
Air data information is lost on one PFD.
Note:
In case of an ADR 1+3 FAULT, the landing gear safety valve is controlled closed:
Landing gear retraction is inoperative
Landing gear extension must be performed by gravity.
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Ahhh thank you so much
so what exactly is this safety valve ?
and does a similar thing happen in a IR 1+3 fault ??
Edit -
Got it now , The safety valve closes and isolates the green hydraulic system if the A/c is flying faster than 260kts so this airspeed info is from the ADRs . The IRs have nothing to do with the gear operation.
Thanks again MrBaldyHead.
so what exactly is this safety valve ?
and does a similar thing happen in a IR 1+3 fault ??
Edit -
Got it now , The safety valve closes and isolates the green hydraulic system if the A/c is flying faster than 260kts so this airspeed info is from the ADRs . The IRs have nothing to do with the gear operation.
Thanks again MrBaldyHead.
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So no one out of boredom lowers the gear in cruise. Safety valve gets locked when speed increases beyond 260KT and remains locked till it gets speed reference indicating it is below 260kt which is not available.
Last edited by vilas; 10th Nov 2017 at 07:33.
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ADR 1+3 Fault system related question?
i am getting ready for my A320 initial FFS lesson 6 within which adr 1+3 fault scenario is included.
it does say clearly in the fcom abn that during this fault, landing gear has to be gravity extended and also that retraction is inhibited.
i did search the fcom and previously discussed threads regarding the same topic but they don't really say why.
in the fcom system, it says that hydraulic supply is automatically cut off when a/c flying faster than 260 kts, but not much more that i could find.
can an expert explain why for the gravity extension and retraction inhibition?
thank you
it does say clearly in the fcom abn that during this fault, landing gear has to be gravity extended and also that retraction is inhibited.
i did search the fcom and previously discussed threads regarding the same topic but they don't really say why.
in the fcom system, it says that hydraulic supply is automatically cut off when a/c flying faster than 260 kts, but not much more that i could find.
can an expert explain why for the gravity extension and retraction inhibition?
thank you
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I think your sim partner probably asked the very same question at the same time. Check out the tech forum. Basically that the safety valve which cuts hydraulic supply to the landing gear is closed above 260kts. If you loose the ADR 1 + 3 there is a loss of the airspeed data to tell the aircraft when it is slower than 260 knots therefore the gear has to be lowered by gravity.
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thank you vilas
so if i carefully rephrase that:
since we won't have the speed reference from ADRs, we won't have the green hydraulics even during an approach at speed lower than 260kts in this abnormal situation, and thus, the reasons for landing gear gravity extension plus the retraction inhibition.
am i correct?
so if i carefully rephrase that:
since we won't have the speed reference from ADRs, we won't have the green hydraulics even during an approach at speed lower than 260kts in this abnormal situation, and thus, the reasons for landing gear gravity extension plus the retraction inhibition.
am i correct?
I’m not an expert but I’ll try and explain why.
You’ve actually found the answer in your research. If you go to FCOM DSC 32 landing gear doors and normal operation, there is a system diagram which illustrates how the system works.
There is a safety valve connected to the landing gear doors and gear, its feed is from ADR 1 & 3. Above 260KTS the safety valve cuts off the green hydraulic supply. If you’ve lost ADR 1&3 there is no speed input so the safety valve is controlled closed.
I think the Status page following the (ADR 1&3) failure doesn’t mention the fact that the gear won’t extend normally, and once you use gravity extension you won’t be able to retract it.
If you have time it’s always worth referencing the FCOM following a failure in the Airbus as there are a number of failures where the status page doesn’t tell the full story. Obviously, this has to be balanced with other tasks and the time available.
Enjoy the type rating!
You’ve actually found the answer in your research. If you go to FCOM DSC 32 landing gear doors and normal operation, there is a system diagram which illustrates how the system works.
There is a safety valve connected to the landing gear doors and gear, its feed is from ADR 1 & 3. Above 260KTS the safety valve cuts off the green hydraulic supply. If you’ve lost ADR 1&3 there is no speed input so the safety valve is controlled closed.
I think the Status page following the (ADR 1&3) failure doesn’t mention the fact that the gear won’t extend normally, and once you use gravity extension you won’t be able to retract it.
If you have time it’s always worth referencing the FCOM following a failure in the Airbus as there are a number of failures where the status page doesn’t tell the full story. Obviously, this has to be balanced with other tasks and the time available.
Enjoy the type rating!
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Reverb_
True! But if you turn off the IR rotary switches 1 and 3 they will also turn off ADRs 1 and 3, leading to same situation where the safety valve will remain locked.
The IRs have nothing to do with the gear operation.
Last edited by vilas; 10th Nov 2017 at 08:17.
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I think your sim partner probably asked the very same question at the same time. Check out the tech forum. Basically that the safety valve which cuts hydraulic supply to the landing gear is closed above 260kts. If you loose the ADR 1 + 3 there is a loss of the airspeed data to tell the aircraft when it is slower than 260 knots therefore the gear has to be lowered by gravity.
clearing things up one at a time. this initial training is just pouring information into my brain.
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Fox one, anyone who is more experienced than i am in this field is an expert!
thank you for your clear and simple explanation. it's confusing and tough process, this initial phase but yes, i will try my best to enjoy my type rating.
thank you for your clear and simple explanation. it's confusing and tough process, this initial phase but yes, i will try my best to enjoy my type rating.
Kwikkon,
Just to clarify, green hydraulics are available but the normal gear extension will not be.
Also worth mentioning that you will most likely go straight to conf 1+f when selecting config 1.
Just to clarify, green hydraulics are available but the normal gear extension will not be.
Also worth mentioning that you will most likely go straight to conf 1+f when selecting config 1.
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I think the Status page following the (ADR 1&3) failure doesn’t mention the fact that the gear won’t extend normally, and once you use gravity extension you won’t be able to retract it.
Sorry Vilas,
I was a bit vague after the hydraulics point as I meant to carry on and make a point regarding the original question of ADR 1 + 2 fault. I believe it is to do with the ADR 2 control of flap retraction. When you normally select flap 1 from 0 when airborne it senses you are above 100 kts and selects flap 1. However with ADR 2 failed it cannot sense the speed so I believe it defaults to 1+F which can be quite a surprise if you are not expecting it
I was a bit vague after the hydraulics point as I meant to carry on and make a point regarding the original question of ADR 1 + 2 fault. I believe it is to do with the ADR 2 control of flap retraction. When you normally select flap 1 from 0 when airborne it senses you are above 100 kts and selects flap 1. However with ADR 2 failed it cannot sense the speed so I believe it defaults to 1+F which can be quite a surprise if you are not expecting it
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Right Way Up
As long as one speed reference is correct that will be used by SFCC so flap will behave normally. It is in UAS situation where if the incorrect speed of being less than 100kts is taken by SFCC then this problem can happen. ADR 1 supplies lot of systems like EGPWS, TCAS, GPWS terrain and are affected. Also as long as ADR1 or 3 is available landing gear can be normally lowered.
As long as one speed reference is correct that will be used by SFCC so flap will behave normally. It is in UAS situation where if the incorrect speed of being less than 100kts is taken by SFCC then this problem can happen. ADR 1 supplies lot of systems like EGPWS, TCAS, GPWS terrain and are affected. Also as long as ADR1 or 3 is available landing gear can be normally lowered.