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A320 Nose Strut Extension Lenght  
User currently offlineNotbluejet From United States of America, joined Jan 2005, 108 posts, RR: 0
Posted (9 years 2 months 2 weeks 1 day 11 hours ago) and read 3924 times:

I was wondering if anyone knows the extension lenght of an a320 nose gear strut. From full load to none.. as far as the link allows....

Thank you

14 replies: All unread, jump to last
 
User currently offline320tech From Turks and Caicos Islands, joined May 2004, 491 posts, RR: 5
Reply 1, posted (9 years 2 months 2 weeks 1 day 6 hours ago) and read 3830 times:

Well, it depends on temperature, load, and the strut charge. The normal extension is about 5". Full extension is quite long, but don't know the number off hand.


The primary function of the design engineer is to make things difficult for the manufacturer and impossible for the AME.
User currently offlineHAWK21M From India, joined Jan 2001, 31667 posts, RR: 56
Reply 2, posted (9 years 2 months 2 weeks 1 day ago) and read 3785 times:

Quoting 320tech (Reply 1):
The normal extension is about 5".

Are you refering to the Chrome exposed surface of the Oleo.
Or is there a ref Measurement point aka the B737s.
regds
MEL



Think of the brighter side!
User currently offlineIFixPlanes From Germany, joined Feb 2005, 239 posts, RR: 0
Reply 3, posted (9 years 2 months 2 weeks 21 hours ago) and read 3765 times:

Like 320tech wrote before it depends on temperature, load, and the strut charge.
Here is a chart out of the maintenance manual:


HIH

Ingo



never tell an engineer he is wrong ;-)
User currently offlineHAWK21M From India, joined Jan 2001, 31667 posts, RR: 56
Reply 4, posted (9 years 2 months 2 weeks 17 hours ago) and read 3747 times:

Thanks for the chart.
Can the A320 Oleos be Charged on Jacks & Lowered to confirm pressure/Extension chart as in B737s.
regds
MEL



Think of the brighter side!
User currently offline320tech From Turks and Caicos Islands, joined May 2004, 491 posts, RR: 5
Reply 5, posted (9 years 2 months 2 weeks ago) and read 3714 times:

Yes, it can be done on or off jacks.


The primary function of the design engineer is to make things difficult for the manufacturer and impossible for the AME.
User currently offlineMatt72033 From United Kingdom, joined May 2005, 1617 posts, RR: 4
Reply 6, posted (9 years 2 months 1 week 6 days 21 hours ago) and read 3704 times:

is it just me or does the 320 family's nose gear have a slight forward angle? could just be my eyes playing tricks on me!?!?!? lol

User currently offlineHAWK21M From India, joined Jan 2001, 31667 posts, RR: 56
Reply 7, posted (9 years 2 months 1 week 6 days 19 hours ago) and read 3700 times:

Any Good pics of the A320 NLG on Jacks.
regds
MEL



Think of the brighter side!
User currently offlineGlidepath73 From Germany, joined Mar 2005, 1020 posts, RR: 45
Reply 8, posted (9 years 2 months 1 week 1 day 7 hours ago) and read 3606 times:

Matt72033,

your right. The nose gear is bending a bit forward. It even seems that the main landing gear seems to bend slightly to the back. Check the newest A320 pics in the database and you can see it clearly.

What was the reason for those angles at the 320 series landing gears?

Regards,
Patrick



Aviation! That rocks...
User currently offlineWindowSeat From United States of America, joined Sep 2003, 1311 posts, RR: 57
Reply 9, posted (9 years 2 months 2 days 9 hours ago) and read 3520 times:

Quoting Notbluejet (Thread starter):
Well, it depends on temperature, load, and the strut charge.

What is a strut charge?

cheers



I'm all in favour of keeping dangerous weapons out of the hands of fools. Let's start with keyboards.
User currently offline320tech From Turks and Caicos Islands, joined May 2004, 491 posts, RR: 5
Reply 10, posted (9 years 2 months 2 days 6 hours ago) and read 3505 times:

What is a strut charge?

In airliners, the landing gear shock strut (aka oleo, gear leg, etc) is filled with hydraulic fluid (H-515, MIL-H-5606, AeroShell Landing Gear Fluid, "red stuff"), then topped off with nitrogen.

The fluid provides the main shock absorbing function on landing, while the nitrogen smoothes out lesser bumps, eg during taxi.

To fill it, the strut is compressed (we use a platform that can be pumped up to three feet or so), then filled with hydraulic fluid. The strut is then "blown down" using about 50 psi of nitrogen. Once it's fully extended, the strut is charged with nitrogen - around 1200 psi or so.

The process is a little more involved than what I've described, but it gives you the idea, I hope.

The strut charge, then, is the pressure of nitrogen in the strut. It's supposed to correspond to the strut extension. If extension is too low, either you're low on fluid or low on nitrogen. If it's too high, you've got too much nitrogen (can't really have too much hydraulic fluid).

And for the other A320 AME's, yes, I know, upper and lower chambers, etc, but just trying to keep it simple.



The primary function of the design engineer is to make things difficult for the manufacturer and impossible for the AME.
User currently offlineWindowSeat From United States of America, joined Sep 2003, 1311 posts, RR: 57
Reply 11, posted (9 years 2 months 2 days 5 hours ago) and read 3493 times:

Quoting 320tech (Reply 10):

So, in short they are sort of pressurized chambers filled with nitrogen and then hydraulic fluid?

When the aircraft touches down, if all of the fluid takes the force only relying on its ability to compress or absorb the shock would that not pose a problem? Does it have like an overflow system which combines the viscous nature of the fluid to slow the rate of overflow, thus absorbing the force and also creating room for the strut to compress into the chamber resulting in absorbing of more force?

OK, did y'all get that or am I looking stupid right about now? Not sure if I am explaining this right? I need a whiteboard...

cheers



I'm all in favour of keeping dangerous weapons out of the hands of fools. Let's start with keyboards.
User currently offlineFredT From United Kingdom, joined Feb 2002, 2185 posts, RR: 26
Reply 12, posted (9 years 2 months 1 day 18 hours ago) and read 3476 times:

The fluid does not compress to any significant degree. That's one of the main criteria for a hydraulic fluid to be a good hydraulic fluid. It flows through valves to create a resistance as the strut is compressed, just as in any hydraulic damper/shock absorber.

The fluid is damping, the nitrogen is the "spring".

Cheers,
Fred



I thought I was doing good trying to avoid those airport hotels... and look at me now.
User currently offline320tech From Turks and Caicos Islands, joined May 2004, 491 posts, RR: 5
Reply 13, posted (9 years 2 months 23 hours ago) and read 3441 times:

they are sort of pressurized chambers filled with nitrogen and then hydraulic fluid

Other way round, really.

if all of the fluid takes the force only relying on its ability to compress or absorb the shock would that not pose a problem

As FredT says, the fluid doesn't compress. The fluid is forced through an orifice which decreases in size as the gear is compressed. This provides the shock absorbing action.



The primary function of the design engineer is to make things difficult for the manufacturer and impossible for the AME.
User currently offlineHAWK21M From India, joined Jan 2001, 31667 posts, RR: 56
Reply 14, posted (9 years 2 months 18 hours ago) and read 3433 times:

Quoting 320tech (Reply 13):
As FredT says, the fluid doesn't compress. The fluid is forced through an orifice which decreases in size as the gear is compressed. This provides the shock absorbing action.

Also a snubber valve in the strut to reduce Oleo extension speed in Air.
regds
MEL



Think of the brighter side!
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