Factual Information 2015:Appendix 1.6E/1.6E.13
This page contains an extract from MH370/01/15 Factual Information which accompanied the (first) Interim Statement released by The Malaysian ICAO Annex 13 Safety Investigation Team for MH370 on 8th March 2015.
1.6E.13 Landing Gear
The landing gear is of tricycle design with two main landing gears and one nose landing gear. The nose landing gear is of conventional two wheel design while the main landing gear truck has six wheels.
The nose landing gear strut includes an air oil shock absorber. The nose landing gear uses centre hydraulics pressure to extend and retract. Sequence valves control the door and landing gear movement.
The main landing gear has three axles’ trucks and fitted with six wheel and brake assemblies. The main gear uses centre system hydraulic pressure to extend and retract. Sequence valves control the door and gear movements. Drag braces and downlock actuators lock the gear in the extend position. Uplock hooks lock the gear in the retract position.
Alternate extension system permits landing gear extension if the centre hydraulic system has no pressure. An alternate extend power pack will unlock the landing gear doors and the uplock. The door opens and the gear extend under its own weight. The gear doors will remain open after an alternate extension.
Nose gear steering is available when aircraft is on the ground. Two steering tillers in the cockpit allows nose wheel steering up to a specified maximum in each direction. The rudder pedal input allows smaller nose wheel steering in each direction.
Main gear steering operates when nose wheel steering commands are more than a specified limit. The main gear aft axle is able to steer left or right when commanded by main gear steering control unit (MGSCU).
Two sets of brake pedal controls the brake. Normal braking uses right system hydraulic pressure and alternate brakes use centre system hydraulic pressure. The braking system pressure is applied through the brake system control unit (BSCU) to control brake pressure to prevent tyre skid. Each wheel has a wheel speed transducer which supplies signal to the BSCU.
Source: Malaysian ICAO Annex 13 Safety Investigation Team for MH370, 8 March 2015, Factual Information MH370/01/15
The Factual Information was updated in 2018 by the Safety Investigation Report MH370/01/2018 which added new content but did not include all of the previous data.