Airbus 32 A300 A310 Landing Gear

AirbusAirbusA300-600/A310-200A300-600/A310-200

Airframe SystemsAirframe Systems

22

MTT M540000/R3.32 16AUG01MTT M540000/R3.32 16AUG01For Training Purposes OnlyFor Training Purposes Only

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Book 2 - Table of Contents

••ATA 32ATA 32 Landing GearLanding Gear••ATA 52ATA 52 DoorsDoors••ATA 36ATA 36 PneumaticsPneumatics••ATA 21ATA 21 Air ConditioningAir Conditioning••ATA 30ATA 30 Ice and RainIce and Rain••ATA 28ATA 28 FuelFuel••ATA 26ATA 26 Fire ProtectionFire Protection

Table of ContentsTable of Contents


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ATA 32ATA 32Landing GearLanding Gear


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THIS PAGE INTENTIONALLY

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LANDING GEARLANDING GEARSYSTEM - GENERALSYSTEM - GENERAL


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The A300-600 is equipped with a tricycle type landing gearwith direct-action Shock Absorbers (Struts). The left and rightMain gears and the nose gear are retractable under hydraulicpower into wells closed off by gear doors.

The Main Gear, is installed under the wing and retractsinboard, the gear structure being housed aft of the wing sparbox. Two doors, Mechanically linked to the gear structureand following gear movement at all times, restore the winglower surface profile.

Each Bogie Beam Assembly, is returned to the "aligned"position by a Pitch Damper Unit, is equipped with four Tire /Wheel / Multidisc Brake Unit Assemblies. The Bogie BeamAssemblies are housed in the mid-fuselage area commonlycalled the Hydraulics Compartment (Bay) or Main LandingGear Wheel Well. The exterior fuselage profile is restored bytwo Main Gear Doors each operated by a hydraulic actuatingcylinder.

The two Nose Gear Wheels are hydraulically steered onthe ground. The Nose Gear retracts forward into theNose Fuselage Section lower area and mechanicallyactuates two Aft Doors which close off the aft part of theNose Gear Wheel Well. The forward part of the wheelwell is closed off by two Main Doors each operated by ahydraulic actuating cylinder.

A Tail Gear protects the aft Fuselage Structure in theevent of excessive nose pitch-up or high nose landingflare out conditions on the runway surface

Landing Gear - General


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A300/A310 Landing Gear - General Arrangement


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A300/A310 Landing Gear System - System Symbology


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A300/A310 Landing Gear System - System Symbology


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General CharacteristicsTrack :Main Gear 9.6M (31 FT 5.95 IN)Main Gear Wheels 0.927M (36.5 IN)Nose Gear Wheels 0.625M (24.6 IN)Wheel Base 18.603M (61 FT 0.4IN)

Distance between Main Gear Fwd and AFT Axles:1.397M (55IN)Nose Gear Wheel Offset (AFT with respect to strut axis): 0.096Meters (3.78 IN)Position of Main Gear on MAC 50%MAC 6.608M (21 FT 8.2 IN)CG liMits on groundNose and Main Gear Shock Absorber Stroke: 0.450M (17.7 IN)Nose Wheel Steering Angle: ± 65° / ± 95° during towing for A/Chaving weights lower than 152 Ton (335,008 Lbs)

± 65° during towing for A/C having weights higher than 152 Ton(335,008 Lbs)

Angular displaceMent during extension/retractionMain Gear Strut : 80.3° Main gear Doors : 90°Nose Gear Strut : 110° Nose Gear Doors : 88°

Tire DiMensions (Tubeless) :Main Gear 47 x 18-R20Nose gear 40 x 14-R16

Tail Gear contact attitude: 12°, Main Gear ShockAbsorbers Extended

Aircraft weight : Aircraft Maximum Taxi weight : 171.4 t (377,766 Lbs) Takeoff weight : 170.5 t (375,782 Lbs) Landing weight : 140 t (308,560 Lbs)

Landing gear weight : Nose gear (complete) : 690 Kg (1521 Lbs) Main gear (complete) : 6467 Kg (14253 Lbs)

Brake Energy in Megajoules per wheel : Normal : 34 Overload : Limit : 77

Maximum Brake Pressure : 206 Bars (3000 PSI)

Landing Gear Operating Envelope : VLE (Maximum Landing Gear Extended Speed): 270 Knots

VLO (Maximum Landing Gear Operating Speed) Retraction : 240 Knots

A300 Landing Gear System - General Characteristics


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A300 Landing Gear System - General Dimensions on Aircraft


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General CharacteristicsTrack :Main gear 9.6M (31 FT. 5.95 IN)Main gear wheels 0.927M (36.5 IN) with provision for 0.978M (38.5 IN)Nose gear wheels 0.625M (24.6 IN)Wheel base 18.603M (61 FT. 0.4 IN)Distance between Main gear fwd and aft axles 1.397M (55 IN)Nose gear wheel offset (aft with respect to leg axis)0.096M (3.78 IN)Position of Main gear on MAC 50%MAC 6.608M (21 FT. 8.2 IN)CG limits on groundNose and Main gear shock absorber stroke 0.450M (17.7 IN)Bogie beam in-flight position 10.3° pitch-downNose wheel steering angle ± 65° / ± 95° ( towing)

Angular displacement during extension / retraction cycleMain gear strut : 80.3° Main gear doors : 89°Nose gear strut : 110° Nose gear doors : 88°

Tire dimensions (tubeless) :Main gear 46 x 16-20 (49 x 17-20 and 19-20 / as options)Nose gear 40 x 14-16

Tail gear contact attitude : 12°, Main gear shock absorbers extended

Aircraft Weight: A310 aircraft varies per Tail NumberAircraft maximumTaxi weight : 125,900 kg (277,500 lbs) to 142,900 kg (315,000 lbs)

Takeoff weight : 125,000 kg (275,600 lbs) to 142,000 kg (313,100 lbs)

Landing weight : 118,500 kg (261,200 lbs) to 121,500 kg (267,900 lbs)

Landing gear weight : Nose Gear (complete) : 690 kg (1521 lbs) Main Gear (complete) : 2710 kg each (5974 lbs) Bogie Beam Assy : 1510 kg each (3329 lbs)

Brake energy in megajoules per wheel : Normal : 26 Overload : 33 Limit : 62

Maximum brake pressure : 175 bars (2538 PSI)

Landing gear operating envelope : VLO (Maximum Landing Gear Operating Speed) : 270 Knots VLE (Maximum Landing Gear Extended Speed) : 240 Knots

A310 Landing Gear System - General Characteristics


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A310 Landing Gear System - General Dimensions on Aircraft


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LANDING GEARLANDING GEARCONTROLS ANDCONTROLS AND

INDICATIONSINDICATIONS


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A300 Landing Gear System - Flight Compartment Controls and Indicators


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A310 Landing Gear System - Flight Compartment Controls and Indicators


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A300/Some A310 Landing Gear System - Gear & System Circuit Breaker (CB) Panels


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A300/A310 Landing Gear System - Braking Controls and Indicators

A300

WITH

BRAKE

FANS

A310NO

BRAKEFANS


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NOTE

Some A300 / A310 aircraft have visual indicators removeddue to binding and broken parts. Mechanical IndicationSystem components removed per Engineering Order on anAttrition Basis.

MECHANICAL INDICATOR PINS

A red Indicator Pin appears on each Wing UpperSurface (above the Main Gear Shock AbsorberStrut Well area) when the associated Main Gearis down and locked.

The Indicator Pins are not visible from the MainDeck Cargo Compartment area due to the CargoFreighter Configuration.

A300/A310 Landing Gear System - Visual Downlock Indication - Main Gear


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LANDING GEAR HANDCRANK

A stop is provided after approximately 20 turns to extend the landinggear free-fall (gravity method). To restore to normal condition,reverse procedure till return stop is touched by emergency extensionmechanism under flight deck floor.

Stowed in F/O console for free fall extension the handle must beinserted in a protected flight compartment floor fitting aft of the centerpedestal on RH side, then rotated clockwise.

Green hydraulic pressure is first isolated then, all chambers areconnected to the green reservoir. At 17.5 turns, doors unlock. At 19.5turns gears unlock, free fall and downlock assisted by aerodynamicforces (nose L/G) and spring assistance (Main L/G). Doors willremain opened until flight or ground reconditioning.

LANDING GEAR HANDCRANK FITTING

A300/A310 Landing Gear System - Emergency Extension (Gravity Method) - Location and HandCrank Assembly


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LANDING GEARLANDING GEARHYDRAULIC ANDHYDRAULIC AND

ELECTRICAL POWERELECTRICAL POWERSOURCESSOURCES


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P

NORMAL BRAKE

LANDING GEAR

NW STEERING

ALTN BRAKE

PARK BRAKE

YELLOWRESERVIOR

GREENRESERVIOR

BLUERESERVIOR

A300/A310 Landing Gear System - Hydraulic Power Supply


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NOSE WHEEL STEERING

LDG GEAR EXTENTION/RETRACTION

NORMALBRAKING

ALTERNATEBRAKING + PARKING BRAKE

AUTOMATICSELECTOR

M

P

GREEN HP MANIFOLD

YELLOWHP

MANIFOLD

M

A300/A310 Landing Gear System - Hydraulic Power Users


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A300 Landing Gear System - Landing Gear Electrical Power Supply


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A310 Landing Gear System - Landing Gear Electrical Power Supply


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NOSE GEAR ASSEMBLYNOSE GEAR ASSEMBLYCOMPONENTS ANDCOMPONENTS ANDSAFETY DEVICESSAFETY DEVICES


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GENERAL

The nose gear is hinged on the structure between frames 16A and 17.

The nose gear includes a hydraulic actuating cylinder, a telescopic drag strut, direct acting shock absorber and a system for steering the nosewheels on the ground.

Five doors close off the nose gear well and restore the fuselage profile.

It is extended and retracted by the Green Hydraulic System Gear Actuating Cylinder.

The Nose Gear is equipped with an Oleo Type Shock Absorber. The Link Tube supports the Trunnion, allowing the gear to be hinged betweenFuselage Frame (FR) 16A and 17.

The shock Absorber Rotating Barrel controlled by the Nose Wheel Steering (NWS) is linked to the Shock Absorber by a Torque Link Assembly.

The Nose Gear Telescope Drag Strut provides fore and aft bracing of the Nose Gear in the down locked position.

Mechanical locking of the drag strut is achieved by internal locking dogs. The internal locking dogs are released during landing gear retractioncycle (Nose Gear Retraction Phase).

A300/A310 Nose Landing Gear System - General Description


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A300/A310 Nose Landing Gear System - General Features


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A locking mechanism using a safety pin secures the landinggear on the ground and prevents accidental nose gearretraction during static and pressurized conditions.

NOSE GEAR TELESCOPIC STRUT

The nose gear telescopic drag strut provides nose geardownlocking and bracing in the fore and aft position.

Mechanical locking of the drag strut is achieved by internallocking dogs.

Downlock release is achieved hydraulically by action on alocking sleeve which frees the locking dogs.

During gear extension the locking sleeve is repositionedhydraulically. At the end of the rod extension a microswitchindicates that the drag strut is downlocked. A visual indicator(mechanical) also appears when the strut is downlocked.

A mechanical system is provided for immobilizing the lockingsleeve on the ground by insertion of a safety pin. During thisoperation and especially after a landing gear Free Fallextension with the aircraft on jacks it is highly important tomake certain that the drag strut is positively downlocked asinstallation of the safety pin is possible when the strut is notdownlocked.

NOSE WHEEL STEERING

WARNING: WHENEVER THE GROUND SAFETY PIN ISINSTALLED ON THE NOSE GEAR TELESCOPIC STRUT,ALWAYS VISUALLY CHECK THAT:• IT HAS COMPLETELY AND EASILY ROTATED THE

FORK-TYPE LEVER OF THE GROUND LOCKINGSYSTEM.

• ITS STOP FLANGE ABUTS AGAINST THE HOUSINGOF THE TELESCOPIC STRUT LOCKING SYSTEM.(FULL INSERTION).

A towing lever on the Nose Gear Warning Panel 3WC (oldinterphone box) enables the steering system to bedeactivated for towing purposes. Nose wheel deflection of±95° is possible in this configuration.

A300/A310 Nose Gear Assembly - Safety Pin - Downlock Position


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NWS = NOSE WHEEL STEERING

To NWS Unit

NWS Deactivated

Green Hyd System Pressure(LG EXT PRESSURE)

Return Hydraulic fluid to GreenHyd System return manifold

NWS SOLENOID SELECTORVALVE / FIN 3GC

Drain Line

A300/A310 Nose Gear System - Downlocking Safety Pin and Nose Gear Steering Deactivation(Towing)

NOSE GEAR PANEL 3WC


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GENERAL - SERVICING - LANDING GEAR (NOSE GEAR)

WARNING : BEFORE PROCEEDING WITH MAINTENANCE WORK ON OR NEARMECHANICAL FLIGHT CONTROLS OR PRIMARY FLIGHT CONTROL SURFACES,LANDING GEARS, ASSOCIATED DOORS OR ANY MOVING COMPONENT, MAKECERTAIN THAT GROUND SAFETIES AND/OR WARNING NOTICES ARE INCORRECT POSITION TO PREVENT INADVERTENT OPERATION OF CONTROLS.

BEFORE POWER IS SUPPLIED TO THE AIRCRAFT MAKE CERTAIN THATELECTRICAL CIRCUITS UPON WHICH WORK IS IN PROGRESS ARE ISOLATED.

BEFORE PRESSURIZING HYDRAULIC SYSTEMS, MAKE CERTAIN THATHYDRAULIC SYSTEM UNDER MAINTENANCE HAS BEEN ISOLATED.

Safety Precautions Necessary During Maintenance Work on Aircraft WARNING : WHEN WORKING ON AIRCRAFT, ESPECIALLY WITHIN GEAR ANDDOOR TRAVEL RANGES, THE FOLLOWING PRECAUTIONS MUST BE OBSERVED.

A. Equipment and Materials ------------------------------------------------------------------------------- ITEM PART NUMBER DESIGNATION ------------------------------------------------------------------------------- 98A32101510000 Safety Pin - MLG Door Locking C23157100-1 Safety Pin - Nose Gear Downlock

(Telescopic Strut) C47281 Safety Collar - Nose Gear Door Actuating Cylinder

On Panel 4VU Make certain that landing gear control lever is in DOWN position. Between First Officer's and Flight Engineer's seats

Make certain that landing gear Free Fall extension control handle is in Normal position.

WARNING : BEFORE INSTALLING THE GROUND SAFETY PINS, MAKE CERTAINTHAT THE LANDING GEAR IS DOWNLOCKED.THIS IS ACHIEVED BY CHECKING THAT :- IN FLIGHT COMPARTMENT, ON PANELS 400VU AND 76VU LH-NOSE-RH GREENARROWS ARE ON.- DOWNLOCK VISUAL INDICATORS ARE VISIBLE ON WINGS (MAIN GEARS) ANDON TELESCOPIC DRAG STRUT (NOSE GEAR).

Make certain that nose and main gear ground safety pins are installed :(NOTE: Main Gear Safety Pins to be discussed later in Main Gear Section)

On nose gear telescopic drag strut

WARNING : WHENEVER THE GROUND SAFETY PIN IS INSTALLED ON THE NOSE GEAR TELESCOPIC STRUT, ALWAYS VISUALLY CHECK THAT : - IT HAS COMPLETELY AND EASILY ROTATED THE FORK-TYPE LEVER OF THE GROUND LOCKING SYSTEM. - ITS STOP FLANGE ABUTS AGAINST THE HOUSING OF THE TELESCOPIC STRUT LOCKING SYSTEM. (FULL INSERTION).

WARNING : WHEN THE GROUND SAFETY PIN IS REMOVED, VISUALLY CHECKTHE DOWN POSITION OF THE FORK-TYPE LEVER ON THE TELESCOPIC STRUTGROUND LOCKING SYSTEM.

Make certain that wheel chocks are in position.

A300/A310 Nose Gear System - General Safety Precautions and Safety Devices


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NOTE: GROUNDMAINTENANCESAFETY PIN -

INSTALLED ANDSHOWN INGRAPHIC

A300/A310 Nose Gear System - Location of Safety Equipment


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GENERALNOSE GEAR WHEELSTHE NOSE GEAR WHEELS ARE MANUFACTURED BY MESSIER.THE WHEELS ARE COMPRISED OF TWO LIGHT ALLOY HALF-WHEELSASSEMBLED HIGH-TENSILE STEEL BOLTS AND ARE EQUIPPED WITH:• 40X14 TUBELESS CONVENTIONAL TIRES OR 40 X 14R16 TUBELESS

RADIAL TIRES.• A STANDARD INFLATING VALVE WITH POSSIBILITY OF REPLACEMENT

BY A VALVE INCORPORATING A PRESSURE INDICATOR (PSI TYPE).• A SYSTEM PROVIDING TIRE PRESSURE INDICATION IN THE FLIGHT

COMPARTMENT CAN BE INSTALLED AS AN OPTION (TPIS).

6. TIRE AND BRAKE WEAR/CONDITION CHECKA. TIRES CHECKNOTE: REFER TO AMM 32-41-00-6 FOR DETAILED TIRE DAMAGE AND WEARINFO.1) INSPECT TIRES FOR DAMAGE OR DETERIORATION2) INSPECT TIRES FOR WEARa) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIREREPLACEMENT.NOTE: TREAD REINFORCING PLY IS FIRST CORD UNDER TREAD GROOVE.TIRES EXPOSING REINFORCING PLY MAY BE TRANSFERRED TO OIL (EAMLENTRY) IF REPLACEMENT WILL CAUSE A DELAY OR IF TOOLING ORMANPOWER IS NOT AVAILABLE. TIRE MUST BE SCHEDULED FORREPLACEMENT AT NEXT MAINTENANCE STATION WHERE ABOVE LIMITSCAN BE MET.b) TIRES EXPOSING THE CARCASS BODY PLY MUST BE REPLACED.NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORD UNDER THE TWOTREAD REINFORCING CORDS AND THE THIRD CORD UNDER THE TREADGROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSE SCRAPPING BYRETREADER.B. BRAKES CHECK (AMM 32-42-27-6)NOTE: PARK BRAKES SET, PRESSURE 1000 PSI MINIMUM.NOTE: WEAR INDICATOR READINGS SHOULD BE TAKEN WHEN BRAKETEMPERATUREIS CLOSE AS POSSIBLE TO AMBIENT.1) CHECK ALL BRAKES FOR LEAKS.2) CHECK WEAR PINS (MEASURE FROM SURFACE OF SUBASSEMBLYHOUSING)A300-600 (ALL) CORRECTIVE ACTION-------------- -----------------GREATER THAN .04 INCH SERVICEABLE RANGEGREATER THAN 0.0 TO 0.04 INCH DEFERRAL RANGE (SEE NOTE BELOW)0.0 INCH OR LESS REPLACE BEFORE FLIGHTNOTE: LINE MAINTENANCE ONLY: ESTABLISH AN OPEN ITEM IN EAMLSTATING

BRAKE POSITION, SERIAL NUMBER, AND PIN MEASUREMENT.NOTIFY MOCC.3) RELEASE PARK BRAKES (MAKE SURE CHOCKS IN).7. TIRE PRESSURES CHECKNOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE. SEETABLEBELOW FOR TIRE PRESSURE LIMITS AND AIRCRAFT EFFECTIVITY.(REF. AMM 12-14-32)NOTE: AD 87-08-09 REQUIRES THE USE OF DRY NITROGEN TO INFLATETIRES.THE USE OF COMPRESSED AIR TO SERVICE TIRES IS PROHIBITED.A. HOT TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED IF INSUFFICIENTTIMEPREVENTS TEMPERATURE STABILIZATION (LESS THAN 2 HOURS AFTERLANDINGWHEN TIRE STILL WARM TO THE TOUCH). THE FOLLOWING CRITERIA ANDPROCEDURES SHALL BE OBSERVED WHEN CHECKING HOT TIRES.1) MEASURE TIRE PRESSURES AND COMPARE ADJACENT TIRES ON THESAME AXLE.2) MLG TIRES WITH A PRESSURE OF 199 PSI OR ABOVE WITHIN 20 PSI OFTHE ADJACENT TIRE ON THE SAME AXLE AND NLG TIRES WITH A PRESSUREOF 148 PSI OR ABOVE WITHIN 15 PSI OF THE ADJACENT TIRE ON THE SAMEAXLE DO NOT REQUIRE SERVICE.3) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHERTHANCOLD TIRE PRESSURES.4) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLYWITH CRITERIA AND PROCEDURES IN THE FOLLOWING TABLE.HOT TIRE PRESSURES FOR ALL A300-600 AIRCRAFTMLG TIRE NLG TIRE CORRECTIVE49 X 17-20 32PR 40 X 14-16 24PR ACTION179 PSI & ABOVE 134 PSI & ABOVE *1161 TO 178 PSI 120 TO 133 PSI REPLACE TIRE160 PSI & BELOW 119 PSI & BELOW *3

B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER ANAIRCRAFTHAS BEEN ON THE GROUND FOR A LONG ENOUGH PERIOD TO PERMITTIRES, WHEELS AND BRAKES TO STABILIZE AT THE AMBIENT TEMP. THISREQUIRES AT LEAST 2 HOURS. THE CRITERIA AND PROCEDUREPRESENTED IN THE FOLLOWING TABLE MUST BE USED WHEN CHECKINGTIRES AT AMBIENT TEMPERATURES:NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES FCAN EXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WASACCOMPLISHED AT HIGHER AMBIENT TEMPERATURES. TIRES CHECKEDUNDER THESE CONDITIONS WILL NOT BE CONSIDERED TO BE LEAKING IF

A300/A310 Nose Gear System - Nose Gear Wheel Assembly - Component and Tire Condition Check


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A300/A310 Nose Gear System - Nose Gear Wheel - Component and Features


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A300/A310 Nose Gear System - Nose Gear Wheel Assembly - Component and Tire Condition Check

GENERAL

NOSE GEAR WHEELS

THE NOSE GEAR WHEELS ARE MANUFACTURED BY MESSIER.

THE WHEELS ARE COMPRISED OF TWO LIGHT ALLOY HALF-WHEELS ASSEMBLED BYHIGH-TENSILE STEEL BOLTS AND ARE EQUIPPED WITH:

• 40 X 14 TUBELESS CONVENTIONAL TIRES OR 40 X 14R16 TUBELESS RADIAL TIRES.

• A STANDARD INFLATING VALVE WITH POSSIBILITY OF REPLACEMENT BY A VALVEINCORPORATING A PRESSURE INDICATOR (PSI TYPE).

• A SYSTEM PROVIDING TIRE PRESSURE INDICATION IN THE FLIGHT COMPARTMENTCAN BE INSTALLED AS AN OPTION (TPIS).1

6. TIRE AND BRAKE WEAR/CONDITION CHECK

A. TIRES CHECK

NOTE: REFER TO AMM 32-41-00-6 FOR DETAILED TIRE DAMAGE AND WEAR INFO.

1) INSPECT TIRES FOR DAMAGE OR DETERIORATION

2) INSPECT TIRES FOR WEAR

a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIREREPLACEMENT.

NOTE: TREAD REINFORCING PLY IS FIRST CORD UNDER TREAD GROOVE.TIRES EXPOSING REINFORCING PLY MAY BE TRANSFERRED TO OIL (EAMLENTRY) IF REPLACEMENT WILL CAUSE A DELAY OR IF TOOLING ORMANPOWER IS NOT AVAILABLE. TIRE MUST BE SCHEDULED FORREPLACEMENT AT NEXT MAINTENANCE STATION WHERE ABOVE LIMITS CANBE MET.

b) TIRES EXPOSING THE CARCASS BODY PLY MUST BE REPLACED.

NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORD UNDER THETWO TREAD REINFORCING CORDS AND THE THIRD CORD UNDER THETREAD GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSESCRAPPING BY RETREADER.

7. TIRE PRESSURES CHECK – A310-200 AIRCRAFT

NOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE. SEE TABLEBELOW FOR TIRE PRESSURE LIMITS AND AIRCRAFT EFFECTIVITY.(REF. AMM 12-14-32)

NOTE: AD 87-08-09 REQUIRES THE USE OF DRY NITROGEN TO INFLATE TIRES. THEUSE OF COMPRESSED AIR TO SERVICE TIRES IS PROHIBITED.

A. HOT TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED IF SHORT GROUND TIMEPREVENTS TEMPERATURE STABILIZATION (LESS THAN 2 HOURS AFTERLANDING WHEN TIRE STILL WARM TO THE TOUCH). THE FOLLOWING CRITERIAAND PROCEDURES SHALL BE OBSERVED WHEN CHECKING HOT TIRES.

1) MEASURE TIRE PRESSURES AND COMPARE ADJACENT TIRES ON THE SAMEAXLE.

a) N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446FE-N450FE NLG TIRES WITH A PRESSURE OF 150 PSI OR ABOVE WITHIN 15PSI OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRESERVICE.

b) N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE,N451FE-N454FE NLG TIRES WITH A PRESSURE OF 164 PSI OR ABOVEWITHIN 15 PSI OF THE ADJACENT TIRE ON THE SAME AXLE DO NOTREQUIRE SERVICE.

2) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHERTHAN COLD TIRE PRESSURE.

3) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLY WITHCRITERIA AND PROCEDURES IN THE FOLLOWING TABLE.

HOT TIRE PRESSURESNLG TIRE CORRECTIVE ACTION

40 X 14-16 24PR

N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446FE-N450FE

135 PSI & ABOVE *1

122 TO 134 PSI REPLACE TIRE

121 PSI & BELOW *3

N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE

149 PSI & ABOVE *1

133 TO 148 PSI REPLACE TIRE

132 PSI & BELOW *3

------------------------------------------------------------------------------------------------------------------

B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER AN AIRCRAFTHAS BEEN ON THE GROUND FOR A LONG ENOUGH PERIOD TO PERMIT TIRES,WHEELS AND BRAKES TO STABILIZE AT THE AMBIENT TEMP. THIS REQUIRES ATLEAST 2 HOURS. THE CRITERIA AND PROCEDURE PRESENTED IN THEFOLLOWING TABLE MUST BE USED WHEN CHECKING TIRES AT AMBIENTTEMPERATURES:

NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F CANEXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WAS ACCOMPLISHED ATHIGHER AMBIENT TEMPERATURES. TIRES CHECKED UNDER THESE CONDITIONSWILL NOT BE CONSIDERED TO BE LEAKING IF PRESSURE OF TIRE ANDADJACENT TIRE ON SAME AXLE ARE WITHIN 20 PSI OF EACH OTHER FOR MLGAND 15 PSI FOR NLG TIRES. IF TIRES ARE WITHIN THESE LIMITS, TIREPRESSURES SHALL BE INCREASED TO OPERATIONAL PRESSURE RANGE.


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A300/A310 Nose Gear System - Nose Gear Wheel Assembly -Component and Tire Condition Check

COLD TIRE PRESSURES A310-200AIRCRAFTNLG TIRE CORRECTIVE ACTION

40 X 14-16 24PR

N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446FE-N450FE

145 TO 140 PSI OPERATIONAL

139 TO 133 PSI REINFLATE

132 TO 126 PSI *1

125 TO 117 PSI *2

116 PSI & BELOW *3

N409FE-N423FE, N427FE, N429FE-N430FE,N442FE-N443FE, N445FE

159 TO 154 PSI OPERATIONAL

153 TO 146 PSI REINFLATE

145 TO 138 PSI *1

137 TO 128 PSI *2

127 PSI & BELOW *3

*1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE,REINFLATE TO OPERATIONAL PRESSURE AND ESTABLISHAN OPEN ITEM (EAML ENTRY) STATING Z TIME, Z DATEAND PRESSURE TO WHICH TIRE WAS INFLATEDREQUESTING A RECHECK WITHIN 24 HOURS. NOTIFYMOCC & DOWN LINE STATION TO ENSURE FOLLOWING ISACCOMPLISHED: IF ON RECHECK TIRE PRESSURE ISLOWER THAN THE PREVIOUSLY RECORDED TIREPRESSURE BY 5% OR MORE, TIRE MUST BE REPLACED. IFTIRE PRESSURE HAS DROPPED LESS THAN 5%, OPENITEM MAY BE CLEARED.

*2 REPLACE TIRE. TIRES CHECKED AT AMBIENTTEMPERATURES BELOW 40 DEGREES F THAT PRODUCEPRESSURES WITHIN THIS RANGE SHOULD NOT BEREPLACED IF THE PRESSURE OF THE TIRE AND THEADJACENT TIRE ON THE SAME AXLE ARE WITHIN 20 PSIOF EACH OTHER FOR MLG OR 15 PSI FOR NLG TIRES. IFTHE TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURESSHOULD BE INCREASED TO THE OPERATIONALPRESSURE RANGE.

*3 REPLACE THE LOW TIRE AND ADJACENT TIRE ON THESAME AXLE IF ROLLING HAS OCCURRED WITH THE TIREPRESSURE LOW. IF IT IS EVIDENT THAT PRESSURE LOSSTOOK PLACE AFTER THE AIRCRAFT WAS PARKED,REPLACE ONLY THE TIRE WITH LOW PRESSURE.


ATA 32ATA 32A300/A310A300/A310

32-32-4141



ATA 32ATA 32A300/A310A300/A310

32-32-4242

TIRE DAMAGE CRITERIA

V-Shaped Cuts (Chevron cutting) are caused by water drainagegrooves on the runways.

Remove tire when limits in “Table of Tire Damage Criteria” arereached.

TREAD FLAKING AND CHIPPING

Thin gauge pieces of rubber which have chipped or flaked fromwearing portion of tread.

TREAD CHUNKING

A pockmark condition in the weaving portion of the tread due torough or unimproved runways.

TREAD RUBBER REVERSION

An oval shaped area in the tread where rubber shows burning dueto hydroplaning.

FLAT SPOT

This can be caused by landing with brakes on, pivoting with alocked wheel, or heavy braking.

TIRE DAMAGE CRITERIA ACTION1 Cut runs from one groove to another but is

not deeper than grove bottom.Remove tire if cut is deeper than 5mm.

2 Cut is deeper than groove bottom:a. In grove edge Remove tire if length of cut is greater than

20mm or deeper than 12mm below groovebottom.

B, In the rib Remove tire if length of cut is greater than 60mm or deeper than 12 mm below groovebottom.

3 Center groove or 2 center grooves wornthrough

Remove tire.

4 Splits in groove deeper than 4 mm. Remove tire.5 Chunking extends over a rob or down to

reinforcing piles.Remove tire.

A300/A310 Nose Gear Tire - Damage Criteria - General


ATA 32ATA 32A300/A310A300/A310

32-32-4343

A300/A310 Nose Gear Tires - Tire Damage Criteria Types


ATA 32ATA 32A300/A310A300/A310

32-32-4444

A300/A310 Landing Gear System - Wheel Tachometers

GENERAL

TEN IDENTICAL TACHOMETERS ARE INSTALLED IN THEWHEEL AXLES (1 FOR EACH MAIN AND NOSE GEARWHEEL).

THE TACHOMETERS PROVIDE WHEEL SPEEDINFORMATION. EACH TACHOMETER IS EQUIPPED WITHTWO 200-TOOTH RINGS.

•ONE STATIONARY RING ASSOCIATED WITH A COIL ANDPERMANENT MAGNET

•ONE RING DRIVEN BY THE WHEEL.

ROTATION OF THE WHEEL CAUSES VARIATIONS IN THEINDUCTION FREQUENCY PROPORTIONAL TO THEANGULAR SPEED (FREQUENCY = 200 X ANGULAR SPEED).

THE VARIABLE FREQUENCY VOLTAGE DELIVERED BY THETACHOMETER IS SENT TO THE BRAKE SYSTEM CONTROLUNIT.

THE SIGNAL VOLTAGE SENT TO THE BRAKE SYSTEMCONTROL UNIT IS USED TO REGULATE THE ANTI-SKIDSYSTEM OF THE AIRCRAFT.


ATA 32ATA 32A300/A310A300/A310

32-32-4545

A300/A310 Landing Gear System - Wheel Tachometer Locations


ATA 32ATA 32A300/A310A300/A310

32-32-4646


LEFT BLANK


ATA 32ATA 32A300/A310A300/A310

32-32-4747

NOSE GEAR DOORNOSE GEAR DOORCOMPONENTS ANDCOMPONENTS ANDSAFETY DEVICESSAFETY DEVICES


ATA 32ATA 32A300/A310A300/A310

32-32-4848

A300/A310 Nose Gear Doors - General and Safety Precautions

GENERAL

Each main forward door is hinged to the fuselage and operated by ahydraulic cylinder.

A leg door is attached to the gear shock strut by 4 adjustable attachmentfittings and protects the nose wheel steering distributor valve. Alsoprovides closure of area between the main doors and aft doors when thenose gear is retracted and uplocked in the nose gear well.

The two aft doors are linked to the gear and mechanically operatedduring extension and retraction.

NLG DOOR ACTUATING CYLINDER SAFETY COLLAR

Whenever it becomes necessary to perform any work in the nose gearwheel well, the nose gear door actuating cylinder safety collar must beinstalled to prevent possible injury caused by inadvertent closing of thedoor.


ATA 32ATA 32A300/A310A300/A310

32-32-4949

A300/A310 Nose Gear Doors - Actuator Ground Lock Safety Devices


ATA 32ATA 32A300/A310A300/A310

32-32-5050

A300/A310 Nose Gear Doors (Main Doors) - Ground Opening/Closing

WARNING: CHECK THAT THE LANDING GEAR GROUNDSAFETIES, INCLUDING WHEEL CHOCKS, ARE IN POSITION.BEFORE APPLYING OR RELIEVING HYDRAULIC SYSTEMPRESSURE, MAKE CERTAIN THAT THE TRAVEL RANGES OF THECONTROL SURFACES ARE CLEAR. BEFORE PRESSURIZINGHYDRAULIC SYSTEMS, CHECK THAT ALL CONTROLS ARE SETTO CORRESPOND WITH THE ACTUAL POSITION OF THESERVICES THEY OPERATE. BEFORE PRESSURIZING HYDRAULICSYSTEMS, MAKE CERTAIN THAT HYDRAULIC SYSTEM UNDERMAINTENANCE HAS BEEN ISOLATED (AS APPLICABLE).

WARNING: MAKE CERTAIN THAT THE DOOR TRAVEL RANGESARE CLEAR.

WARNING: FOR SAFETY REASONS, STAND AFT OF GEAR LEGWHEN OPERATING DOOR GROUND OPENING CONTROL.

NOSE LANDING GEAR LEFT/RIGHT DOOR OPENING

• Place nose gear left/right door ground opening control handle inOPENED position and lock handle by inserting safety pin equippedwith streamer in control bellcrank.

• Make certain that door opens.

• Install safety collar on door actuating cylinder.

NOTE: In the event the doors do not open fully under their own weight, itwill be necessary to manually assist them.

DOOR CLOSURE

WARNING: IF OTHER GEAR DOORS ARE OPEN, MAKE CERTAINTHAT SAFETY COLLARS ARE INSTALLED ON DOOR ACTUATINGCYLINDERS AND THAT DOOR GROUND OPENING CONTROLHANDLES ARE LOCKED IN OPENED POSITION BY MEANS OFSAFETY PINS.

Remove safety collar from actuating cylinder of door to be closed.

Pressurize the Green Hydraulic System, using the Green electric pumps.

To close the nose gear doors:• remove safety pin• stow safety pin• place control handle in CLOSED position• check that doors close and uplocks engage.

WARNING: IF THE DOORS FAIL TO CLOSE, DOOR GROUNDOPENING CONTROL HANDLES SHALL BE RETURNED TO OPENEDPOSITION (PROBABLE CAUSE, INSUFFICIENT PRESSURE IN THELANDING GEAR HYDRAULIC SYSTEM).


ATA 32ATA 32A300/A310A300/A310

32-32-5151

A300/A310 Nose Main Doors Ground Opening Control - Diagram


ATA 32ATA 32A300/A310A300/A310

32-32-5252

WARNING: CHECK THAT THE LANDING GEAR GROUNDSAFETIES, INCLUDING WHEEL CHOCKS, ARE IN POSITION.BEFORE APPLYING OR RELIEVING HYDRAULIC SYSTEMPRESSURE, MAKE CERTAIN THAT THE TRAVEL RANGES OF THECONTROL SURFACES ARE CLEAR. BEFORE PRESSURIZINGHYDRAULIC SYSTEMS, CHECK THAT ALL CONTROLS ARE SETTO CORRESPOND WITH THE ACTUAL POSITION OF THESERVICES THEY OPERATE. BEFORE PRESSURIZING HYDRAULICSYSTEMS, MAKE CERTAIN THAT HYDRAULIC SYSTEM UNDERMAINTENANCE HAS BEEN ISOLATED (AS APPLICABLE).

WARNING: MAKE CERTAIN THAT THE DOOR TRAVEL RANGESARE CLEAR.

WARNING: FOR SAFETY REASONS, STAND AFT OF GEAR LEGWHEN OPERATING DOOR GROUND OPENING CONTROL.

NOSE LANDING GEAR LEFT/RIGHT DOOR OPENING

• Place nose gear left/right door ground opening control handle inOPENED position and lock handle by inserting safety pin equippedwith streamer in control bellcrank.

• Make certain that door opens.

• Install safety collar on door actuating cylinder.

NOTE: In the event the doors do not open fully under their own weight, itwill be necessary to manually assist them.

DOOR CLOSURE

WARNING: IF OTHER GEAR DOORS ARE OPEN, MAKE CERTAINTHAT SAFETY COLLARS ARE INSTALLED ON DOOR ACTUATINGCYLINDERS AND THAT DOOR GROUND OPENING CONTROLHANDLES ARE LOCKED IN OPENED POSITION BY MEANS OFSAFETY PINS.

Remove safety collar from actuating cylinder of door to be closed.

Pressurize the Green Hydraulic System, using the Green electric pumps.

To close the nose gear doors:• remove safety pin• stow safety pin• place control handle in CLOSED position• check that doors close and uplocks engage.

WARNING: IF THE DOORS FAIL TO CLOSE, DOOR GROUNDOPENING CONTROL HANDLES SHALL BE RETURNED TO OPENEDPOSITION (PROBABLE CAUSE, INSUFFICIENT PRESSURE IN THELANDING GEAR HYDRAULIC SYSTEM).

A300/A310 Nose Gear Doors (Main Doors) - Ground Opening/Closing


ATA 32ATA 32A300/A310A300/A310

32-32-5353

FWD

A300/310 Nose Gear Main Doors Ground Opening - Safety Precautions and Operating Instructions


ATA 32ATA 32A300/A310A300/A310

32-32-5454


LEFT BLANK


ATA 32ATA 32A300/A310A300/A310

32-32-5555

NOSE GEAR SYSTEMNOSE GEAR SYSTEMEXTENSION ANDEXTENSION AND

RETRACTION COMPONENTSRETRACTION COMPONENTS


ATA 32ATA 32A300/A310A300/A310

32-32-5656

A300/A310 Nose Gear System - Extension and Retraction Components

AAAA.... NNNNoooosssseeee GGGGeeeeaaaarrrr AAAAccccttttuuuuaaaattttiiiinnnngggg CCCCyyyylllliiiinnnnddddeeeerrrr ((11))GGeenneerraall TThhee nnoossee ggeeaarr aaccttuuaattiinngg ccyylliinnddeerr iiss ooff tthhee ddoouubbllee--aaccttiinngg ttyyppee aanndd iinncclluuddeess aa ccoouunntteerrrroodd aanndd aann eenndd--ooff--ttrraavveell ddaammppiinngg ssyysstteemm.. ((22))DDeessccrriippttiioonn ((aa))SSlloowwddoowwnn iiss aacchhiieevveedd bbyy eexxppeelllliinngg fflluuiidd ffrroomm tthhee rroodd eexxtteennssiioonn cchhaammbbeerr ((ggeeaarr eexxtteennssiioonn cchhaammbbeerr)) tthhrroouugghh aa ssmmaallll--ddiimmeennssiioonn oorriiffiiccee.. ((bb))TThhee ssmmaallll--ddiimmeennssiioonn oorriiffiiccee iiss iinncclluuddeedd iinn tthhee pprreessssuurree rreelliieeff vvaallvvee wwhhiicchh aalllloowwss fflluuiidd ttoo bbee eexxppeelllleedd iinn tthhee eevveenntt ooff oovveerrpprreessssuurree ccoonnddiittiioonn iinn tthhee rreessttrriicctteedd cchhaammbbeerr.. ((cc))NNoo iinntteerrnnaall lloocckkiinngg ssyysstteemm iiss pprroovviiddeedd iinn tthhee aaccttuuaattiinngg ccyylliinnddeerr.. NNoossee ggeeaarr ddoowwnnlloocckkiinngg iiss aacchhiieevveedd bbyy mmeeaannss ooff aa tteelleessccooppiicc ssttrruutt.. ((dd))IInn tthhee ggeeaarr ddoowwnnlloocckkeedd oorr uupplloocckkeedd ppoossiittiioonn eenndd--ooff--ttrraavveell cclleeaarraannccee iiss pprroovviiddeedd aanndd tthhee rroodd ddooeess nnoott bboottttoomm.. ((ee))TThhee aaccttuuaattiinngg ccyylliinnddeerr rroodd iiss eeqquuiippppeedd wwiitthh aa sspphheerriiccaall eenndd ffiittttiinngg ((ggeeaarr ssiiddee)).. ((ff))TThhee aaccttuuaattiinngg ccyylliinnddeerr bbooddyy iiss eeqquuiippppeedd wwiitthh aa ggiimmbbaall jjooiinntt..B. Nose Gear Telescopic StrutB. Nose Gear Telescopic Strut (1)General The nose gear telescopic strut provides fore and aft bracing of the nose gear in the downlocked position. This is a passively actuated strut with an inside locking/unlocking system. (a)Mechanical locking of the drag strut is achieved by locking dogs. (b)Downlock release is achieved hydraulically by action on a locking sleeve which frees the locking dogs. (c)During gear extension the locking sleeve is repositioned hydraulically. (d)At the end of rod extension a microswitch indicates that the drag strut is downlocked. A visual indicator (mechanical) also appears when the strut is downlocked. (e)A mechanical system is provided for immobilizing the locking sleeve on the ground by insertion of a safety pin. During this operation and especially after a landing gear Free Fall extension with the aircraft on jacks it is imperative to make certain that the drag strut is positively downlocked as installation of the safety pin is also possible when the strut is not downlocked.

C. Nose Gear Door Actuating CylinderC. Nose Gear Door Actuating Cylinder (1)General The nose gear door actuating cylinder is of the double-acting type equipped with two damping systems which slow down travel at the end of the rod extension and retraction cycles. (2)Description (a)Slow-down at the end of rod retraction is achieved by closure of the normal return orifice and passage of the fluid through an orifice of smaller dimensions. (b)Slow-down at the end of rod extension is also achieved by expelling the fluid through a small-dimension orifice with a pressure relief valve connected in parallel. (c)In the door open position the rod bears on an internal stop. (d)In the door closed position, end of travel clearance is provided and the rod does not bottom. (e)The actuating cylinder rod is equipped with a spherical end fitting (door side). (f)The actuating cylinder body is equipped with a gimbal joint (structure side).D. Door Ground Opening Bypass ValveD. Door Ground Opening Bypass Valve (1)General (a)There are four bypass valves ; one per gear main door. (b)The main gear door bypass valves are located in section 15 near the door uplocks. (c)The nose gear door bypass valves are located in the nose gear well ; one on each sidewall. (2)Operation (a)Each bypass valve is operated by means of a manual control coupled to the uplock release lever of the corresponding door. (b)When operated the bypass valve interconnects the door actuating cylinder opening and closing chambers and shuts off the door closing supply line ; the door uplock hook is released simultaneously and the door free falls to open position. (c)When returned to normal configuration, the bypass valve admits pressure into the actuating cylinder closing chamber and thus controls door closure.


ATA 32ATA 32A300/A310A300/A310

32-32-5757

A300/A310 Nose Gear System - Extension and Retraction Component Locations


ATA 32ATA 32A300/A310A300/A310

32-32-5858

A300/A310 Nose Gear System - Nose Gear and Main Doors Uplocks

Gear UplocksGear Uplocks (1)General The uplock automatically locks the landing gear in the up position at the end of the landing gear retraction cycle and remains locked until the uplock release order is received. (2)Operation (a)Uplock release can be achieved by two independent systems : 1 Hydraulically with Green system pressure delivered by the gear sequence valves controlled by the doors (normal mode) 2 Mechanically by means of the release lever provided (free fall mode). (b)The door sequence valve is incorporated in the uplock assembly together with the mechanism controlling displacement of the slide valve : 1 Upon gear uplock under the action of the locking lever actuated by the springs and the locking dash-pot. 2 Upon gear downlock, gear movement being transmitted to the mechanism by a lever (c)This movement of the door sequence valve slide valve causes door closure upon completion of the gear retraction or extension cycle. (d)At the following cycle, inversion of the hydraulic pressure causes the doors to open : gear uplock or downlock release causes the door sequence valve slide valve to adopt a position such that the doors are held open by the pressure and by locking of the pressure in the door actuating cylinder opening side chamber. (e)The Free Fall mechanism uplock release control first causes the uplock release lever to disengage from the door sequence valve slide valve so that uplock release remains possible even if the slide valve is seized. Initial movement of the control does not, therefore, result in gear uplock release thus enabling door uplock release to be achieved before that of the gear. (f)In the event of seizure of the door sequence valve slide valve in the gear downlocked position, the beginning of the gear retraction cycle causes the rupture of a shear pin inside the sequence valve and the movement of a second slide valve, inside the former, which prevents door closure at the end of the gear retraction cycle and subsequent interference between the gear and the door during the following extension cycle. (g)To cover the risk of door sequence valve slide valve seizure at the beginning of, or during the extension cycle, a spring rod is incorporated in the gear-to-slide valve linkage and gear downlocking is not hindered. On the nose gear, the spring rod is installed in the linkage at approximately one metre from the uplock. (h)A mechanism prevents manual locking of the hook with the gear downlocked.

(i)A microswitch indicates positive locking of the hook (microswitch plunger extended). The microswitch is interchangeable without adjustment. (j)A rigging hole in the Free Fall mechanical release input is provided for locking the control in the normal position to enable adjustment of the mechanical control.

Door UplocksDoor Uplocks (1)General (a)One uplock is provided for each landing gear main door, i.e. : - 2 uplocks (identical) for the nose gear doors - 2 uplocks (identical) for the main gear doors (b)Each uplock automatically locks the corresponding door upon door closure and remains locked unitl the uplock release order is received. (2)Operation (a)Uplock release can be achieved hydraulically with Green system pressure or mechanically by actuation of one of the two mechanical release levers, one of which is used for Free Fall uplock release when Green pressure is not available, the other for manual opening of the door on the ground. (b)A microswitch indicates positive locking of the hook (microswitch plunger extended). The microswitch is interchangeable without adjustment. (c)A rigging hole is provided for locking the Free Fall release mechanical input in the normal position for adjustment purposes. (d)A rigging hole is also provided in the door ground opening mechanical control input.


ATA 32ATA 32A300/A310A300/A310

32-32-5959

A300/310 Nose Gear System - Extension and Retraction Component Locations


ATA 32ATA 32A300/A310A300/A310

32-32-6060

A300/310 Nose Gear System - Nose Gear Sequence Valves - Jamming Shear Pin Indicator

G. Gear Sequence ValvesGear Sequence Valves (1)General (a)The gear sequence valves serve to control the supply of pressure to the gear lock release actuating cylinders and gear actuating cylinders depending on the position of the doors. (b)There is one sequence valve per gear main door, i.e. a total of four sequence valves per aircraft. The slide valve of each sequence valve is connected by a linkage to the corresponding door. The sequence valves are located near to the doors : - In the nose gear well for the nose gear. (c)The two nose gear sequence valves are identical.

(2)Operation (a)Nose gear sequence valve 1 The two nose gear sequence valves are hydraulically connected in series. When the two doors are closed the sequence valves connect the following to reservoir return : - The nose gear actuating cylinder retraction chamber. - The nose gear telescopic strut downlock release chamber. - The nose gear uplock actuating cylinder release chamber. 2 When the two doors are open the sequence valves connect the nose gear actuating cylinder retraction chamber and nose gear telescopic strut downlock release chamber to the retraction supply system and the nose gear uplock actuating cylinder release chamber to the extension supply system. 3 In the door intermediate positions the sequence valves maintain the connections to reservoir return until both doors are sufficiently open for gear extension without fouling. 4 A system in the sequence valves is provided to ensure that, during door closure at the end of gear extension, the flow of fluid from the nose gear actuating cylinder retraction chamber to reservoir return, can occur without interruption. 5 The system includes a check valve to ensure that this feature does not result in momentary internal leakage at the end of door opening during the gear retraction cycle. 6 A rigging hole is provided for locking the mechanical input lever in the door open position.

(3)Precautions taken to cover the risk of slide valve jamming. Jamming could occur with slide valve in either of two positions : - Door closed position - Door open position. 1 Jamming in door closed position - In this configuration supply ports A and C are shut off, delivery ports B and D are connected to reservoir return. - Hydraulic actuation of the landing gear concerned is therefore no longer possible after opening of the doors. If failure occurs with the gear uplocked, gear extension is achieved in Free Fall mode. - The main gear sequence valves are equipped with a shear point which disconnects the door linkage from the jammed slide valve thus enabling the door to open without damaging the linkage. - the nose gear sequence valves are not provided with a shear point and damage to the linkage is possible. 2 Jamming in door open position - In this configuration supply ports A and C are respectively connected to delivery ports B and D. - Hydraulic supply to the landing gear is therefore possible. - In the case of the nose gear, the fact that the two sequence valves are connected in series ensures correct control of hydraulic fluid supply. - However, in the case of the main gear, the door and gear concerned are supplied simultaneously with risk of fouling between the gear and door during retraction. - To eliminate this risk, the sequence valve includes an internal system, comprised of a shear point and secondary slide valve, which in the event of jamming, shuts off supply ports A and C thus preventing hydraulic actuation of the gear. - The nose gear sequence valve is equipped with a shear point which serves to free the door linkage from the slide valve in the event of jamming. Jamming of the slide valve being in this case, a hidden failure (correct control of hydraulic pressure supply by the second sequence valve) a slide valve jamming indicator is provided at the end of slide valve.


ATA 32ATA 32A300/A310A300/A310

32-32-6161

A300/310 Nose Gear System - Nose Gear Sequence Valve - Shear Pin Conditions


ATA 32ATA 32A300/A310A300/A310

32-32-6262

A300/310 Nose Gear System - Nose Gear Uplock Release Restrictor - Description

H. Nose Gear Uplock Release Restrictor (1)General (Ref. Fig. 041) The restrictor is installed in the nose gear RH sequence valve port D (Ref. paragraph 2.G.) i.e. in the nose gear uplock actuating cylinder supply line.

The restrictor serves to slow down displacement of the uplock release actuating cylinder piston.


ATA 32ATA 32A300/A310A300/A310

32-32-6363

A300/310 Nose Gear System - Nose Gear Sequence Valve With Gear Uplock Restrictor


ATA 32ATA 32A300/A310A300/A310

32-32-6464

A300/310 Nose Gear System - Downlock/ Uplock Microswitch Components

A. General The landing gear and door configuration is identified by two similar systems of microswitches and proximity detectors : - System 1 supplied with 28VDC via busbar 305PP (ESSENTIAL BUSBAR) or, in the case of landing gear and door indicating on the center instrument panel, by busbar 303PP (ESSENTIAL BUSBAR) connected to the batteries if necessary. - System 2 supplied via the NORMAL busbar 104PP (28VDC). The signals generated are used in the following functions : - Landing gear retraction safeties : Ref. 32-31 - Landing gear and door position indicating : Ref. 32-61 - Associated relays : Ref. 32-62

B. Microswitches Microswitches are used in those areas which are relatively protected against projections from the ground. - Door uplocks--------------------------------2 - Gear uplocks--------------------------------1 - Nose gear telescopic strut------------------1 The microswitches are interchangeable. They are of the two-pole, snap break type. The extremity of the plunger is equipped with a roller. Sealing is achieved by a welded bellows. In the absence of input load the microswitch automatically returns to the break position.


ATA 32ATA 32A300/A310A300/A310

32-32-6565

A300/310 Nose Gear System - Downlock/ Uplock Component Indicator and Microswitch(s)


ATA 32ATA 32A300/A310A300/A310

32-32-6666

A300/310 Nose Gear System - Nose Gear Proximity Detector (Sensor)

C. Proximity Detectors (1)Description and operation (a)Description Proximity detection at any given point is achieved by : . a target . a sensor . a proximity detector processing unit comprising 14 electronic modules. 1 Target The target is made of extra mild steel and consists of a rectangular plate with two holes for its attachment. 2 Sensor (Ref. Fig. 070) The sensor consists of a rectangular aluminum alloy unit. The unit contains an LC circuit with magnetic core inductance coil. A cable with two 24 gage conductors protected by a flexible conduit with steel shielding connects the proximity detector processing unit to the aircraft electrical wiring.

Proximity Detector Processing Unit Proximity Detector Processing Unit

The unit is located in rack 90VU in avionics compartment. The face of the unit is equipped with the following : - Three pushbutton switches : - MEMORY RESET - MEMORY RECALL - TEST - Five indicator lights : - TARGET/NEAR - TARGET/FAR - SENSOR - BOX - FAULT (b)Functions The following configurations can be detected . R main gear downlocked . L main gear downlocked . R gear bogie beam aligned . L gear bogie beam aligned . R gear shock absorber compressed . L gear shock absorber compressed . Nose gear shock absorber compressed and nose wheels centered. These positions are detected by 2 independent detection channels (systems 1 and 2). (2)Location The 2 processing cards (SYS1, SY2) and the test card are housed in the processing unit. Sensor and target location is as follows : (a)Main gear downlocked : on main gear brace strut (b)Bogie beam aligned : on main gear shock strut and bogie beam. (c)Nose gear aligned and shock absorber extended : on nose gear shock strut and steering unit. (d)Main gear shock absorber compressed : on shock absorber and shock strut.


ATA 32ATA 32A300/A310A300/A310

32-32-6767

A300/310 Nose Gear System - Torque Links and Proximity Detectors (Sensors) Locations


ATA 32ATA 32A300/A310A300/A310

32-32-6868


LEFT BLANK


ATA 32ATA 32A300/A310A300/A310

32-32-6969

NOSE GEAR SYSTEMNOSE GEAR SYSTEMREPLENISHING AND CHARGINGREPLENISHING AND CHARGING


ATA 32ATA 32A300/A310A300/A310

32-32-7070

WARNING : CHECK THAT THE LANDING GEAR GROUND SAFETIES INCLUDING WHEEL CHOCKS ARE IN POSITION. BEFORE APPLYING OR RELIEVING HYDRAULIC SYSTEM PRESSURE, MAKE CERTAIN THAT THE TRAVEL RANGES OF THE CONTROL SURFACES ARE CLEAR. BEFORE PRESSURIZING HYDRAULIC SYSTEMS, CHECK THAT ALL CONTROLS ARE SET TO CORRESPOND WITH THE ACTUAL POSITION OF THE SERVICES THEY OPERATE. 1. Check of Nose Gear Shock Absorber Charging Pressure A. Reasons for the Job (1)To check shock absorber charging pressure, aircraft on its wheels (2)To check shock absorber charging pressure, aircraft on jacks.

B. Equipment and Materials ------------------------------------------------------------------------------- ITEM DESIGNATION ------------------------------------------------------------------------------- (1) Pressure Gage : 0 to 50 bars (0 to 725 psi) or 0 to 100 bars (0 to 1450 psi) (2) Warning Notices (3) Access Platform : 2 M (6 FT. 7 IN) (4) Safety Barriers Referenced Procedures - 12-12-32, P. Block 1 Landing Gear - Replenishing and Charging - 12-14-32, P. Block 1 Landing Gear - Inflating and Charging - 32-21-14, P. Block 401 Nose Gear Shock Absorber - 32-22-11, P. Block 301 Nose Gear Main Door - (Ground Door(s) Opening) C. Procedure (1)Job set-up (a)On panel 4VU - Make certain that landing gear control lever is in DOWN position and prohibit its operation by displaying a warning notice. (b)Between First Officer's and Third Occupant's seats - Make certain that landing gear Free Fall extension control handle is in Normal position. (c)Position access platforms (d)Open nose gear doors (Ref. 32-22-11, P. Block 301). WARNING : WHEN DOORS ARE OPEN MAKE CERTAIN THAT SAFETY COLLARS ARE POSITIONED ON DOOR ACTUATING CYLINDERS. (2)Charging pressure check with aircraft on its wheels (Ref. Fig. 601) (a)Measure shock absorber sliding tube stand-out dimension "D" between the flat at top of torque link-to-shock absorber fork fitting and spherical bearing cage. NOTE : Take into account a length margin of 5 % concerning the obtained valve. (b)Connect a 0 to 100 bars (0 to 1450 psi) pressure gage to the valve.

Open the valve ; read pressure and refer to the chart. (c)When pressuring reading versus diMension "D" is incorrect, the quantity of nitrogen or fluid May be considered to be incorrect. - Check servicing valve for leakage (Ref. Fig. 602) - Check leak detector at spherical bearing located at base of shock strut for leakage as follows : - ReMove screw (1) - Check leak detector for traces of hydraulic fluid - If no trace of hydraulic fluid leakage is visible, perforM a charging operation (Ref. 12-12-32, P. Block 1). - If traces of hydraulic fluid leakage are visible, perforM a coMplete servicing operation (replenishing and charging, Ref. 12-12-32, P. Block 1). NOTE : If trace of fluid leakage persists, it is necessary to replace packings/seals on packing retainer (Ref. 32-21-14, P. Block 401, para. 3.). - Install screw (1). Do not overtighten (d)Disconnect pressure gage, close servicing valve. TORQUE to between 0.5 and 0.8 M.daN (44.235 to 70.776 lbf.IN) (3)Check of charging pressure with aircraft on jacks (a)Connect a 0 to 50 bars (0 to 725 psi) gage to the valve. Open valve ; read pressure (b)If the valve leaks, slowly discharge shock absorber and replace valve. TORQUE to between 1 to 1.25 M.daN (88.47 to 110.59 lbf.in). If there is fluid leakage around valve, top up fluid and perforM charging operations (Ref. 12-12-32, P. Block 1). (c)If pressure is too high slowly discharge shock absorber until the correct pressure is obtained P = 16.5 bars (239 psi) for a teMperature of 20°C ±5° (68°F ±9°) (Ref. 12-14-32, P. Block 1). (d)If pressure is too low slowly charge the shock absorber (Ref. 12-14-32, P. Block 1). (e)Disconnect pressure gage, close servicing valve. TORQUE to between 0.5 to 0.8 M.daN (44 to 71 lbf.IN) (4)Close-up (a)Make certain that working area is clean and clear of tools and Miscellaneous iteMs of equipMent. WARNING : MAKE CERTAIN THAT DOOR TRAVEL RANGES ARE CLEAR. (b)Close landing gear doors (Ref. 32-22-11, P. Block 301). (c)ReMove warning notices. (d)ReMove access doors, reMove access platforM and safety barriers. (e)ReMove all ground handling and maintenance equipment standard and special tools, together with ground power and replenishing equipment, all access equipment and miscellaneous items.

A300 Nose Gear Shock Absorber - Inspection/check


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A300 Nose Gear Shock Absorber Assembly- Charging and Leakage Checks


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A300 Nose Gear Shock Absorber Replenishing and Charging Aircraft on Wheels


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A300 Nose Gear Shock Absorber Replenishing and Charging Aircraft on Wheels


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A300/310 Nose Gear Shock Absorber - Servicing Connection and Chart (Typical)


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NOSE WHEELNOSE WHEELSTEERING SYSTEMSTEERING SYSTEM

(NWS)(NWS)


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(1)Command input is achieved from the flight compartment. (2)The position of the nose gear leg rotating tube, and consequently that of the nosewheel axle is slaved to that of the control ; feedback is mechanical.

(3)Steering is achieved by hydraulic power. The Green system downstream of the landing gear selector valve supplies a control valve, which directs pressure to the two actuating cylinders (hydraulically coupled). The control valve slide valve receives the mechanical command via a system of cables and pulleys.

(4)The input controls are as follows : (a)Two interconnected steering control handwheels ; one for the Captain and one for the First Officer. (b)The rudder pedals. B. Steering via control handwheels (1)The handwheels are used to steer the aircraft during taxiing and provide a maximum steering angle of ± 65° for maximum handwheel travel of ± 318°30. (2)The handwheels are mechanically interconnected, movement of one handwheel causing movement of the other.

A300/A310 Nose Gear System - Nose Wheel Steering (NWS) Mechanical Control


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A300/A310 Nose Gear System - Nose Wheel Steering (NWS) Mechanical Control - ComponentLocation


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GENERALGENERALThe nose gear gear is equipped with two identical actuating cylinders which serve to steer the aircraft on the ground. - The cylinders are hydraulically controlled over a travel corresponding to a nose wheel steering angle of ± 65° by means of a steering control unit including an anti-shimmy system (Ref. 32-51-00, P. Block 1).

- The two double-acting actuating cylinders include a rack driven by pistons sliding in the cylinders. The rack is meshed with a pinion on the rotating tube which rotates in accordance with the hydraulic input. - During towing the maximum steering angle without disconnection of the torque links is ± 65°. - Operation is described in 32-51-00, P. Block 1, Paragraph 5.

A300/A310 Nose Gear Assembly - Nose Wheel Steering (NWS) Mechanism - General


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A300/A310 Nose Gear Assembly - Nose Wheel Steering (NWS) Mechanism - Diagram


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A300/A310 Nose Gear System - Nose Wheel Steering (NWS) Mechanical Control - ComponentDescription

(1)The steering selector valve is energized and admits pressure to the control valve when all the following conditions are satisfied : (a)RH main gear and nose gear shock absorber relays energized (shock absorbers compressed). (b)The contacts of the microswitch controlled by the towing control lever are closed (control lever in normal position). (c)One of the two relays controlled by the HP fuel shut off valves de- energized (corresponding valve in open position). (2)Inversely, when one of the first two conditions is not fulfilled, the selector valve is de-energized. However, the nose gear shock absorber relay is self-latched to prevent cuts in the hydraulic pressure supply resulting from rebound of the nose gear during the takeoff and landing phases. (3)Both of the relays controlled by the HP fuel shut off valves must be energized (valves closed) to cut off electrical power to the selector valve. This function, which isolates the nose wheel steering system when the engines are shut down, enables the check list to be performed on the electric pump without internal leakage occurring in the control valve (low available delivery).

OperationOperation The nose wheels are steerable by means of servomechanism controlled mechanically from the flight compartment and powered by Green hydraulic pressure tapped from the landing gear extension system.

Nose wheel steering is possible by means of a servomechanism mechanically controlled from the flight compartment and powered by the Green hydraulic pressure tapped from the landing gear extension system via a selector valve. The selector valve shuts off pressure to the steering system when the shock absorbers are extended, during ground towing or when the engines are shut down. (1)A towing lever on the interphone box enables the steering system to be deactivated for towing purposes. Nose wheel deflection of ± 95° is possible in this configuration.


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A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Component Location


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A. General (1)The nose wheel actuating cylinders are supplied by the Green hydraulic system. The supply system is connected to the landing gear extension system downstream of the landing gear selector valve. (2)The nose wheel steering system is supplied with pressure via the steering selector valve as soon as the RH main gear and nose gear shock absorbers are compressed. (3)A control valve directs pressure to the steering actuating cylinders in accordance with the mechanical command transmitted by the differential pulley system. The control valve includes : (a)an input filter in the supply line (40 ì absolute) (b)a check valve in the supply (c)two restrictors associated with anti-shimmy protection (d)two bypass valves associated with anti-shimmy protection (e)a restrictor in the anti-shimmy accumulator delivery line (f)a slide valve connected to the differential pulley system actuated by the control cables. (g)an anti-shimmy accumulator incorporating a pressure relief valve calibrated at 16 bars (232 psi). (4)The differential pulley system delivers a mechanical command, dependent on the position of the handwheels (or pedals) and the corresponding position of the nose wheels, to the control valve. Feedback is provided by a system of pulleys and cables. (5)Two steering actuating cylinders are installed on the lower part of the nose gear shock strut. The actuating cylinders are identical and of the double body, double-acting type. They are hydraulically coupled. (6)Each sliding rod includes a rack meshed to a pinion mounted on the nose gear leg rotating tube. (7)Steering motion is transmitted from the rotating tube to the shock absorber carrying the axle by the torque links.

D. Steering Through the Rudder Pedals (1)This system is used during takeoff and landing to maintain the aircraft on the runway centerline. The rudder pedals provide a maximum nose wheel steering angle of ± 6° for a rudder deflection of ± 30°. (2)The rudder pedals are mechanically linked to the steering control handwheels via a mechanical unit (coupler). (3)Actuation of the rudder pedals drives the handwheels but the reverse is rendered impossible, although the mechanical connection is maintained, by a double-acting spring rod the threshold of which is not sufficient to overcome the artificial feel associated with the pedals. (4)When steering via the handwheels, the spring rod compresses and provides artificial feel. D. Steering Control Coupler (1)The coupler includes two mechanically linked rotating assemblies hinged around a common center tube. (2)One of the mechanically linked rotating assemblies is equipped with a lever connected to the handwheel linkage, the other with a lever connected to the rudder pedal linkage via a spring rod.

A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Component Description


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A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Component Locations


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A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Schematic


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A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Steering Control and Indicating


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A300/A310 Nose Gear Wheel In-flight Braking System - Deactivation Procedure


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A300/A310 Nose Gear Wheel In-flight Braking System - Deactivation Procedure


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A300/A310 Nose Gear Wheel In-flight Braking - Component and Location


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MAIN GEARMAIN GEARAND DOORSAND DOORS


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GENERAL Each Main Landing Gear is provided with three doors : - One Main Door - One Secondary Door - One Shock Absorber Strut Door.

Component Location---------------------------------------------------------------------------------------------------------------- FIN FUNCTIONAL DESIGNATION PANEL ZONE ACCESS ATA DOOR REF. ------------------------------------------------------------------------------------------------------------- DOOR-MAIN GEAR MAIN, L/R 734 32-12-11 744 DOOR-MAIN GEAR SECONDARY, L/R 733 32-12-13 743 DOOR-MAIN GEAR CYLINDER, L/R 732 32-12-15 742 1206 ACTUATING CYL - MLG DOOR, L 147 32-31-35 1207 ACTUATING CYL - MLG DOOR, R 148 32-31-35

Main Door

The Main door is attached to the fuselage structure by three hinges and is operated by a hydraulic actuating cylinder.

The Main door includes steps for gaining access to the Hydraulics Bay.

A Mechanical Control System enables the door to be released and opened (Free Fall) on the ground. Door closing is achieved by hydraulic pressure.

Cylinder Door

The cylinder door is attached to the landing gear by 4 adjustable attachment fittings : Two fork fittings on the Shock Strut and two adjustable rods on the Drag Strut.

A bonding jumper ensures electrical continuity with the shock strut.

Secondary Door

The Secondary Door is attached by two hinges to the wing panel adjacent to the Main Gear Wheel Well. The Secondary Door follows the gear during Extension and Retraction Cycle by an operating preadjusted rod.

There is a Mechanical Control System which enables each Main Gear Main Door to be independently released and opened during ground maintenance operations.

A300 Main Gear System - Main Gear and Doors


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A300 Main Gear System- Main Gear and Doors - General


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GeneralEach main landing gear is provided with three doors ----- One Main Door- One Secondary Door- One Shock Absorber (Shock Strut) Door

Main DoorThe main door is attached to the fuselage structure bythree hinges and is operated by a hydraulic actuatingcylinder. The main door includes steps for gainingaccess to the hydraulics compartment. A mechanicalcontrol system enables the door to be released andopened (Free Fall) on the ground. Door closing isachieved by hydraulic pressure.

Shock Absorber (Shock Strut) DoorThe Strut Door is attached to the landing gear by fouradjustable attachment fittings. Two fork fittings on theshock strut and two adjustable rods on the Drag Strut.A bonding jumper ensures electrical continuity with theshock strut.

Secondary Door

The Secondary Door is attached by two hinges to the wingpanel adjacent to the landing gear well. The SecondaryDoor follows the Main Gear during Extension and Retractionby operating a preadjusted rod.

There is a Mechanical Control System which enables eachMain Gear Main Door to be independently released andopened during ground maintenance operations.

A310 Main Gear System - Main Gear and Doors- Description


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A310 Main Gear System - Main Gear and Doors - General


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DESCRIPTIONThe system has been designed so that each door canbe opened separately. Each door is operated by acontrol handle located :- Main Landing Gear: On Air Conditioning Pack Cooling Air Inlet. The associated handle simultaneously controls through a mechanical control system : - Door Uplock Release - Bypass Valve slide valve displacement

MECHANICAL CONTROL SYSTEMEach control serves to operate a mechanical controlsystem which includes, for each main gear door: A rod and bellcranks which drive a teleflex controlcable. A teleflex control cable which drives the bypassvalve and the uplock assembly by means of bellcranksand rods. A return spring which restores the rods andbellcranks, actuated by the teleflex cable, to the initialconfiguration when the control handle is returned toCLOSED position.

WARNIN:CHECK THAT THE LANDING GEAR GROUNDSAFETIES INCLUDING WHEEL CHOCKS ARE INPOSITION BEFORE APPLYING OR RELIEVINGHYDRAULIC SYSTEM PRESSURE, MAKE CERTAINTHAT THE TRAVEL RANGES OF THE CONTROLSURFACES ARE CLEAR. BEFORE

PRESSURIZING HYDRAULIC SYSTEMS, CHECKTHAT ALL CONTROLS ARE SET TOCORRESPOND WITH THE ACTUAL POSITIONOF THE SERVICES THEY OPERATE.BEFORE PRESSURIZING HYDRAULICSYSTEMS, MAKE CERTAIN THAT HYDRAULICSYSTEM UNDER MAINTENANCE HAS BEENISOLATED.

Reasons for the Jobmain gear door opening for access to or removal ofequipment installed in zones 147-148.

Landing Gear Door ClosureNOTE : Each landing gear door is provided with anindependent closure system. The doors may beclosed by means of either :- Green Hydraulic System Electric Pumps 1 / 2 (Ref. 29-21-00 / Page Block 301).- Or a Hydraulic Ground Power Cart (Mule) (Ref. 29-10-00 / Page Block 301).

A300/A310 Main Gear System - Main Gear Door Ground Opening/Closing Procedure


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A300/A310 Main Gear System - Main Gear Door Ground Opening/Closing Control Handle


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Procedure

A. Job Set-Up(1)On Flight Deck Panel 4VU - Make certain that landing gear control lever is in DOWN position and prohibit its operation by displaying a warning notice.(2) Between the First Officer's and ACM 1 seats - Make certain that landing gear Free Fall extension control handle is in Normal position.(3 ) Position access platform.(4) Position safety barriers prohibiting access to gear door travel ranges.(5) Energize the aircraft electrical network (Ref. AMM 24-41-00 / Page Block 301).

B. Door Opening NOTE : Ground door opening can be accomplished: - When hydraulic reservoirs are pressurized, Green System operating with pressure - Without pressurization of hydraulic reservoirs.

WARNING : MAKE CERTAIN THAT THE DOORTRAVEL RANGES ARE CLEAR.

(1) Opening of one Main Gear Door. (a) Open door ground opening control access door.

(b) Place control handle in OPENED position as follows : - remove safety pin from handle - press pushbutton and move handle downwards - release pushbutton; handle locks automatically.(c) Insert safety pin to lock handle.(d) Make certain that door opens.

NOTE : It is possible that the doors will not openfully under their own weight, in which case it willbe necessary to assist the Main Door by manuallypushing the door at the end of travel.

e) Install safety collar on Door Actuating Cylinder Piston (Ram).



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Opening of the other main gear door:Procedure is the same as for other main gear doorWARNING : IF ONE DOOR ONLY HAS BEEN

OPENED, DO NOT WALK ON CLOSEDDOOR. N ORDER TO PREVENT UNTIMELY OPENING OF THE CLOSEDDOOR DURING MAINTENANCE, POSITION A WARNING NOTICE ON ASSOCIATED GEAR DOOR GROUNDOPENING CONTROL HANDLE TO PROHIBIT ITS OPERATION. DO NOT

TOUCH FREE FALL EXTENSION CONTROL LINKAGE IN LANDING

GEAR WELL. Door Closure:1. Make certain that Green hydraulic reservoir is pressurized.2. Make certain that door ground opening control handle associated with each opened door is in OPENED position and that Green hydraulic system is depressurized.3. Remove safety collar from actuating cylinder of door to be closed.WARNING : IF OTHER GEAR DOORS ARE OPEN,

MAKE CERTAIN THAT SAFETY COLLARS ARE INSTALLED ON DOORACTUATING CYLINDERS AND THAT DOOR GROUND OPENING CONTROLHANDLES ARE LOCKED IN OPENED POSITION BY MEANS OF SAFETY

PINS EQUIPPED WITH STREAMERS.4. On panel 4VU make certain that landing gear control lever is in DOWN position.5. Energize the aircraft electrical network make certain that electronics racks ventilation is correct.6. Pressurize Green hydraulic system either by means of Green hydraulic or with a hydraulic ground power cartWARNING : MAKE CERTAIN THAT THE DOOR TRAVEL RANGES ARE CLEAR.

7. Closure of one main gear door: (a) Remove safety pin from handle. (b) Press pushbutton at end of handle and release

handle. (c) Place handle in closed position. (Handle locks in

closed position). (d) Insert safety pin in handle. (e) Make certain that door closes and uplocks. (f) On Flight Deck Panels 4VU and 76VU :

- Make certain that Amber DOOR legends, on gear door annunciators corresponding to closed doors, are off.

WARNING : IF DOORS FAIL TO CLOSE, GEAR DOOR GROUND OPENING CONTROL HANDLES SHALL BE RETURNED TO OPENED POSITION (PROBABLE

CAUSE : INSUFFICIENT PRESSURE IN THE LANDING GEAR HYDRAULIC

SYSTEM).



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(g) Close door ground opening control access door.8. Closing of the other Main Gear Door. Procedure is the same as described for the first Main Landing Gear Door9. Shut down hydraulic power

Close-Up1. De-energize the aircraft electrical network2. Remove warning notices.3. Close access doors, remove access4. Remove all ground handling and maintenance equipment, standard and special tools, together with ground power and replenishing, all access equipment and Miscellaneous items.

Note:A310 -200 Main Gear System - Main Gear DoorOpening and Closing during ground maintenanceoperations is identical to the A300-600 aircraft.The Main Gear - Main Door is angled a bit upwardwhen Fully Opened, as compared to the A300-600Main Gear - Main Door. This is due to the A310Super Critical Wing Center Box Section and WingRoot area design.



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PERSONNEL SAFETY

If someone applies ELEC/HYD Power withpersonnel in Main Gear - Main Door Opening /Closing ranges, and/or in the Main Gear WheelWell area---DANGER---Do Not Position Main DoorGround OPENING/CLOSING Handle(s) in the“CLOSE” position without ELECTRICAL POWERand GREEN HYDRAULIC SYSTEM POWER “ON”.

The two Main Gear - Main Doors (LH / RH) doors can beindependently opened on the ground. Pulling down thecorresponding lever isolates the system from GreenSystem Hydraulic System pressure, interconnects theMain Door Actuating Cylinder chambers and mechanicallyreleases the Main Door Uplock of the door which allows thedoor to freefall by gravity force to the OPEN position

Corresponding Amber Door Light illuminates in the FlightCompartment on Center Instrument Panel 4VU and Pilots’Overhead Panel.

When the Main Gear Door Ground Opening Handle is resetto the CLOSED position, and Green Hydraulic Systempressure applied, the Main Door will CLOSE providing theLanding Gear Control Handle is selected DOWN and ELECPOWER available.

A300/A310 Main Gear System - Main Gear Doors Ground Opening - Operating Information


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A300/A310 Main Gear System - Main Door Ground Open/Close Control Handle Maintenance Tip -Quick Opening/Closing - Bellcrank Rivet Sheared

Maintenance Tip:The Main Door(s) can be OPEN/CLOSED with the doorhandle bellcrank shear point - shear rivet sheared byentering into the Air Conditioning Bay from the Hydraulic Bay(Main Wheel Well). Gain entry into the Air Conditioning Baythrough the opposite Main Gear Wheel Well:

- If one Main Door operates in the Normal Mode, with theground opening handle on the LH or RH Air ConditioningFairings (As required for operating Main Door).

- If both the LH and RH Main Doors will not open usingthe Main Door Ground Operating Handles located on theLH and RH Air Conditioning Fairing(s), gain entry into theHydraulic Bay through the Left and Right Main GearShock Absorber (Strut Well opening / the opening(s) withboth Main Doors in the CLOSE position - Use cautionwhen entering into the Hydraulic Bay ( Main Wheel Well).

- Ensure Green Hydraulic Sys power is OFF in FlightDeck

SELECT HYD POWER TO OFF TO OPEN THE DOOR:Main Doors Travel Ranges clear - Use maintenancepersonnel for safety guard to watch door opening area.

- Position screw driver blade length in Door BellcrankArm Mechanism - Access in the Air Conditioning Bay

- Move screwdriver blade length to the Bellcrank “DoorOPEN position and leave in “OPEN “ position (For SafetyPurposes).

- Ensure that door has opened in full down position andconfirm by ground safety guard watching the Main Doors.

- Install door actuator safety collar (As Required).

To “CLOSE” the main door(s) - Reverse the door “Open“Procedure”:Use ELEC/HYD Power for closing door(s).Remove door actuator safety collar (as required).Ensure Main Door “CLOSE” area is clear and groundsafety guard is watching door travel range until door isin“Full Close” for safety purposes.

Position AIrcraft Maintenance person in the AirConditioning Bay to operate the Main Door GroundOpen/Close Bellcrank prior to applying Green HydraulicSystem power to “CLOSE” door. Apply ELEC/HYD powerto operate the system(s) to “CLOSE” door(s). Electricalpower “ON” (28 VDC and 115 VAC required) and turn GreenHydraulic System Electric Pumps 1 and 2 to the “ON”position in the Flight Deck.

Position screwdriver blade length to the door closeposition and leave in “CLOSE” position (For Landing GearSystem to operate in Normal Mode). Make AML entry forfuture repair. Confirm by ground crew person watchingthe Main Door(s) are closing and door(s) are “FULLCLOSE”. Exit Air Conditioning and Hydraulic Bay areas.

Note: The shear rivet can be replaced when Parts and Timeare available and aircraft ground time available.Caution: Always ensure that push button mechanism onground opening handle is pushed-in and held while handle ismoved to the “OPEN” or “CLOSE” position to preventshearing the door bellcrank shear point rivet.


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NOTE:GROUND OPENING HANDLE AND LINKAGE TOBELL CRANK ARM DOES NOT AFFECT DOOR“OPEN” OR “CLOSE” CYCLE DUE TO SHEARPOINT RIVET IS SHEARED. HANDLE WILLONLY MOVE TO “OPEN” OR “CLOSE”POSITION WITH HANDLE PUSH BUTTONMECHANISM PRESSED - IN WITH HANDLEMOVEMENT.

WHEN USING THE SCREW DRIVER BLADE TO“OPEN” OR “CLOSE” THE MAIN DOOR, ONLYTHE BELLCRANK ARM CONNECTED TOTELEFLEX CABLE LINKAGE SIDE WILLACTUALLY “OPEN” OR “CLOSE” THE MAINDOOR.

A300/A310 - Main Gear System - Main Door - Ground Opening/Closing Control Handle


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- Apply ELEC / HYD power to operate the system(s) to "CLOSE" door(s). electrical power "ON" (28 VDC and 115 VAC required) and turn Green Hydraulic System Electric Pumps to the "ON" position in the Flight Deck Compartment.

- Position screw driver blade length in Door Bellcrank Arm Mechanism / access in the Air Conditioning Bay.

- Move screw driver blade length to the ”Door Close Position" and leave in "CLOSE" position (for Landing Gear System to operate in Normal Mode) (Make AML entry for future repair).

- Confirm by ground crew person watching the Main Door(s) are closing and the door(s) are "FULL CLOSE". Exit Air Conditioning and Hydraulic Bay Area.

NOTE:THE SHEAR RIVET CAN BE REPLACED WHENTIME AND PARTS ARE AVAILABLE, ANDAIRCRAFT GROUND TIME IS PERMISSBLE.

A300/A310-Main Gear System - Main Door- Ground Open/Close Control Handle Maintenance Tip -Quick Opening/closing - Bellcrank Rivet Sheared

CAUTION:ALWAYS ENSURE THAT PUSH BUTTON MECHANISMON GROUND OPENING HANDLE IS PUSHED-IN ANDHELD, WHILE HANDLE IS MOVED TO THE "OPEN" OR"CLOSE" POSITION TO PREVENT SHEARING THE DOORBELLCRANK SHEAR POINT RIVET.

Note:

Ground Opening Handle and linkage to bellcrank arm doesnot affect door OPEN or CLOSE cycle due to shear pointrivet is sheared. Handle will only move to OPEN or CLOSEposition with handle push button pressed-in with handlemovement.

When using the screwdriver blade to OPEN or CLOSE theMain Door, only the bellcrank arm connected to teleflex cablelinkage side will actually OPEN or CLOSE the Main Door.


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NOTE:GROUND OPENING HANDLE AND LINKAGE TOBELL CRANK ARM DOES NOT AFFECT DOOR“OPEN” OR “CLOSE” CYCLE DUE TO SHEARPOINT RIVET IS SHEARED. HANDLE WILLONLY MOVE TO “OPEN” OR “CLOSE”POSITION WITH HANDLE PUSH BUTTONMECHANISM PRESSED - IN WITH HANDLEMOVEMENT.

WHEN USING THE SCREW DRIVER BLADE TO“OPEN” OR “CLOSE” THE MAIN DOOR, ONLYTHE BELLCRANK ARM CONNECTED TOTELEFLEX CABLE LINKAGE SIDE WILLACTUALLY “OPEN” OR “CLOSE” THE MAINDOOR.

A300/A310 - Main Gear System - Main Door - Ground Opening/Closing Control Handle


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THIS PAGE INTENTIONALLYLEFT BLANK


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MAIN GEAR ASSEMBLYMAIN GEAR ASSEMBLYCOMPONENTS ANDCOMPONENTS ANDSAFETY DEVICESSAFETY DEVICES


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GENERAL

Each main gear is suspended from the wing at twopoints as follows :

At the front end, from a trunnion incorporated in thefront of the hinge arm, with the trunnion pivoting in aplain spherical bearing.

The hinge arm is attached fore-and-aft between thedrag strut and the shock strut. At the rear end, from apivot end fitting installed at the top of the shock strut.

This fitting includes a plain spherical bearing whichswings in a clevis attached to the aircraft structure.Outward movement of the landing gear is restricted by adouble link brace strut. Gear is retracted and extendedby a hydraulic actuating cylinder.

A roller mounted on the gear automatically engageswith an uplock assembly installed on the aircraftstructure with gear in fully uplocked position.

With aircraft on the ground, the majority of fuselage andwing loads are transmitted through the landing gearstrut assemblies to the four-wheel main gear bogies.Each wheel is provided with hydraulic disc type brakeswith anti-skid control system.

COMPONENT LOCATION

A300 Main Gear System - Main Gear Assembly- Description and Components


ATA 32ATA 32A300/A310A300/A310

32-32-109109



ATA 32ATA 32A300/A310A300/A310

32-32-110110

Main ComponentsThe main components of the main landing gear are asfollows :- The three part shock strut/hinge arm/drag strutassembly. The uplock roller is mounted on the drag strut(the roller is not adjustable).- The hydraulic actuating cylinder installed on the hingearm.- The cross brace assembly which takes up the lateralloads and features two cross braces.- The brace strut assembly comprised of the brace strut(structural) and the lock link assembly (gear downlocking)arranged in a single plane and constituting an extremelyrigid side brace. The effects of the brace strut assemblyon the aerodynamic loads during retraction are negligible.- The oleo-pneumatic shock absorber housed in thesliding rod. The operating principle of the shock absorberis described in paragraph 2.- The bogie beam pivoting on the sliding rod andconnected to the shock strut by torque links.- The pitch damper (one only) equipped with a pressuredrop indicator and visual fluid level indicator.- The brake bars (one per brake) with one end connectedto the brake and the other to the lower part of the slidingrod.- The brace strut assembly comprised of the brace strut(structural) and the lock link assembly (gear downlocking)arranged in a single plane and constituting an extremely

rigid side brace. The effects of the brace strutassembly on the aerodynamic loads duringretraction are negligible.- The oleo-pneumatic shock absorber is the same asthe A310 shock absorber.sliding rod.-The bogie beam pivoting on the sliding rod andconnected to the shock strut by torque links.- The pitch damper (one only) equipped with apressure drop indicator and visual fluid levelindicator.- The brake bars (one per brake) with one endconnected to the brake and the other to the lowerpart of the sliding rod.- The brace strut actuating cylinder which assistsgear downlocking. The cylinder is connected to thebrace strut lower stay and the sliding rod to thelower lock link- Two locking springs which assist gear downlockingduring Free Fall extension (one spring only issufficient to ensure gear downlocking)- Three proximity detectors (duplicated) whichprovide the following information : - Angular position of the bogie be (detectors Mounted on the bogie beam)

- Shock absorber compression (detectors located adjacent to the torque link upper hinge) - Alignment of the lock link assembly (detectors located on the lock link center hinge)



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- The gear downlock visual indicator controlled by a system of rods and bellcranks.

- The electrical cables and hydraulic lines designed and routed to protect these components from the possibility of a tire burst.



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GeneralEach main gear is suspended from the wing at two pointsas follows :at the front of the hinge arm, with the trunnionpivoting in a plain spherical bearing. The hinge arm isattached fore-and-aft between the drag strut and theshock strut.

At the rear end, from a pivot end fitting installed at thetop of the shock strut. This fitting includes a plainspherical bearing which swings in a clevis attached to theaircraft structure.

Outward movement of the landing gear is restricted by adoublelink brace strut. Gear is retracted and extended bya hydraulic actuating cylinder.

A roller mounted on the gear automatically engages withan uplock assembly installed on the aircraft structure withgear in fully uplocked position.

With aircraft on the ground, the majority of fuselage andwing loads are transmitted through the landing gear strutassemblies to the four-wheel main gear bogies. Eachwheel is provided with hydraulic disc type brakes withanti-skid control system.

A310 Main Gear System - Main Gear Assembly Components


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32-32-115115

A310 Main Gear System-Main Gear Assembly-Description and Components


ATA 32ATA 32A300/A310A300/A310

32-32-116116

The main components of the main landing gear are asfollows :The shock strut/drag strut assembly. The integral shockstrut and hinge arm is equipped with the forward and afthinge points and the drag strut. The uplock roller islocated on the shock strut/drag strut/torque linkattachment shaft (the roller is not adjustable)-The hydraulic actuating cylinder attached directly to thedrag strut.-The cross brace assembly which takes up the lateralloads and features a single cross brace-The brace strut assembly comprised of the brace strut(structural) and the lock link assembly (gear downlocking)arranged in a single plane (perpendicular to the hingeaxis) and constituting an extremely rigid side brace. Theeffects of the brace strut assembly on the aerodynamicloads during retraction are negligible.-The oleo-pneumatic shock absorber housed in the slidingrod. The operating principle of the shock absorber is thesame as that of the A300 shock absorber.-The bogie beam pivoting on the sliding rod andconnected to the shock strut by torque links.-The pitch damper (one only) equipped with a pressuredrop indicator.(same A310). The pitch damper ( one only)equipped with a pressure drop indicator and visual fluidlevel indicator.-The brake bars (one per brake) with one end connectedto the brake and the other to the lower part of the slidingrod.

-The brace strut actuating cylinder which assists geardownlocking. The cylinder is connected to the bracestrut upper stay and the sliding rod to the lower locklink-Two locking springs which assist gear downlockingduring Free Fall extension (one spring only is sufficientto ensure gear downlocking)-Three proximity detectors (duplicated) which- angular position of the bogie beam (detectors mountedon the bogie beam)- shock absorber compression (detectors locatedadjacent to the torque link upper hinge)- alignment of the lock link assembly (detectors locatedon the lock link center hinge)-The gear downlock visual indicator controlled by asystem of rods and bellcranks.-The electrical cables and hydraulic lines designed androuted taking into account the risk of tire burst

A310 Main Gear System-Main Gear Assembly - Component Description


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32-32-117117

A310 Main Gear System-Main Gear Assembly -Description and Components


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32-32-118118

WARNING:BEFORE PROCEEDING WITH MAINTENANCEWORK ON OR NEAR MECHANICAL FLIGHTCONTROLS OR PRIMARY FLIGHT CONTROLSURFACES, LANDING GEARS, ASSOCIATED DOORSOR ANY MOVING COMPONENT, MAKE CERTAINTHAT GROUND SAFETIES AND/OR WARNING NOTICES ARE IN CORRECT POSITION TO PREVENT INADVERTENT OPERATION OFCONTROLS.

BEFORE POWER IS SUPPLIED TO THE AIRCRAFTMAKE CERTAIN THAT ELECTRICAL CIRCUITS UPONWHICH WORK IS IN PROGRESS ARE ISOLATED.

BEFORE PRESSURIZING HYDRAULIC SYSTEMS,MAKE CERTAIN THAT HYDRAULIC SYSTEM UNDER MAINTENANCE HAS BEEN ISOLATED.

Safety Precautions Necessary During Maintenance Workon Aircraft

WARNING:WHEN WORKING ON AIRCRAFT, ESPECIALLYWITHIN GEAR AND DOOR TRAVEL RANGES, THEFOLLOWING PRECAUTIONS MUST BE OBSERVED.

Equipment and Materials ----------------------------------------------------------------------- ITEM DESIGNATION ----------------------------------------------------------------------98A32101510000 Safety Pin - MLG Door LockingD46237 Safety Collar - MLG Door Actuating CylinderOn Flight Deck Panel 4VU- Make certain that landing gear control lever is in DOWN position. Between First Officer's and AMC 1 seats- Make certain that Landing Gear Free Fall Extension Control Handle is in Normal Position.WARNING : BEFORE INSTALLING THE GROUND

SAFETY PINS, MAKE CERTAIN THATTHE LANDING GEAR IS DOWN AND

LOCKED. THIS IS ACHIEVED BY CHECKING THAT :

- FLIGHT COMPARTMENT PANELS 400VU AND 76VU, LH - NOSE - RH

GREEN ARROWS ARE ILLUMINATED. - DOWNLOCK VISUAL INDICATORS

ARE VISIBLE ON WINGS (MAIN GEARS) AND ON TELESCOPIC

DRAG STRUT (NOSE GEAR).

Make certain that Nose and Main Gear Ground SafetyPins are installed on Main Gear Lock Link Assemblies

A300/A310 Main Gear System - Main Gear General Safety Precautions and Safety Devices


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32-32-119119

A300/A310 Main Gear System - Main Gear- Location of Safety Devices


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32-32-120120

WARNING : WHEN THE GROUND SAFETY PIN IS REMOVED, VISUALLY CHECK THE DOWN

POSITION OF THE FORK-TYPE LEVER ONTHE TELESCOPIC STRUT GROUND

LOCKING SYSTEM.

Make certain that wheel chocks are in position

A300/A310 Main Gear System - Main Gear General Safety Precautions and Safety Devices


ATA 32ATA 32A300/A310A300/A310

32-32-121121

A300/A310 Main Gear System - Main Gear- Location of Safety Equipment


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32-32-122122

Gear Sequence ValvesGeneralThe gear sequence valves serve to control the supply ofpressure to the gear lock release actuating cylinders andgear actuating cylinders depending on the position of thedoors.

There is one sequence valve per main gear main door.Two sequence valves per aircraft. The slide valve of eachsequence valve is connected by a linkage to thecorresponding door.The sequence valves are located near to the main doors :- On the center keel beam at the bottom of section 15 forthe main gearThe main gear sequence valves are symmetrical and non-interchangeable.

Operation- Main Gear Sequence ValveThe two main gear sequence valves are hydraulicallyconnected. When the main door is closed the sequencevalves connect the following to reservoir return :- The main gear actuating cylinder retraction chamber.- The main gear uplock actuating cylinder releasechamber.When the two doors are open the sequence valvesconnect the nose gear actuating cylinder retractionchamber and nose gear telescopic strut downlock releasechamber to the retraction supply system and the nosegear uplock actuating cylinder release chamber to theextension supply system.

In the door intermediate positions the sequence valvesmaintain the connections to reservoir return until bothdoors are sufficiently open for gear extension withoutfouling.

A system in the sequence valves is provided to ensurethat, during door closure at the end of gear extension,the flow of fluid from the main gear actuating cylinderretraction chamber to reservoir return, can occur withoutinterruption.

The system includes a check valve to ensure that thisfeature does not result in momentary internal leakage atthe end of door opening during the gear retraction cycle.

A rigging hole is provided for locking the mechanicalinput lever in the door open position.

Main gear sequence valveThe main gear sequence valves have the same featuresand functions with respect to each main gear and itsdoor as those of the nose gear sequence valvesdescribed above.

The main gear sequence valves are not, hydraulicallyconnected in series, each sequence valve independentlycontrolling the corresponding main gear.

A300/A310 Main Gear System - Main Gear Sequence Valve Components


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32-32-123123

A300/A310 Landing Gear System - Main Gear Sequence Valve Component Location


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32-32-124124

PRECAUTIONS TAKEN TO COVER THE RISK OFSLIDE VALVE JAMMING.

Jamming could occur with slide valve in either of twopositions :- Door closed position- Door open position.

JAMMING IN DOOR CLOSED POSITION - In this configuration supply ports A and C are shutoff, delivery ports B and D are connected to reservoirreturn.- Hydraulic actuation of the landing gear concerned istherefore no longer possible after opening of the doors.If failure occurs with the gear uplocked, gear extensionis achieved in Free Fall Mode.- The Main gear sequence valves are equipped with ashear point which disconnects the door linkage fromthe jammed slide valve thus enabling the door to openwithout damaging the linkage.

JAMMING IN DOOR OPEN POSITION- In this configuration supply ports A and C arerespectively connected to delivery ports B and D.- Hydraulic supply to the landing gear is thereforepossible.- In the case of the main gear, the door and gearconcerned risk of fouling between the gear and doorduring retraction.

- To eliminate this risk, the sequence valve includesan internal system, comprised of a shear point andsecondary slide valve, which in the event of jamming,shuts off supply ports A and C thus preventinghydraulic actuation of the gear.

A300/A310 Main Gear System - Main Gear Sequence Valve - Slide Valve Jamming Function


ATA 32ATA 32A300/A310A300/A310

32-32-125125

12DOOR JAMMED IN“CLOSED” POSITION

DOOR JAMMED IN“OPEN” POSITION

A300/A310 Main Gear System - Main Gear Sequence Valve - Jam Condition


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32-32-126126

Main Gear Door Actuating CylinderGeneralThe Main gear door actuating cylinder is of the double-acting type equipped with two damping systems providingconstant slow-down during rod extension (door opening)and end of travel slow-down during rod retraction (doorclosing).

Description- Slow-down at the end of rod retraction is achieved byclosure of the normal return orifice and passage of thefluid through an orifice of smaller dimensions (restriction offluid flow).- Slow-down during rod extension is achieved by limitingthe rate of flow to return by expelling the fluid through theorifice of a restrictor valve. At the same time supply fluidto the opening chamber also passes through a restrictorvalve so as to maintain the pressure in theopening chamber at the limit of cavitation and thus limitshocks in the actuating cylinder at the end of the openingcycle.- In the door open position, the rod bears on an internalstop.- In the door closed position, end-of-travel clearance isprovided and the rod does not bottom.The actuating cylinder rod is equipped with a sphericalend fitting (door side).- The actuating cylinder body is equipped with a GimbalJoint (Structure side).

Characteristics

Weight without fluid 30.5 lbs ------------------------------------------------------------------------------- Identification of hydraulic ports A - Rod retraction B - Rod extension ------------------------------------------------------------------------------- Center-to-center distances with rod in stop position : - Rod extended : 59.96 in - Rod retracted : 41.54 in ------------------------------------------------------------------------------- Maximum travel : - Stop-to-stop : 18.43 in - Effective stroke : 18.23 in ------------------------------------------------------------------------------- Slow-down travel : - End of rod retraction cycle : 1.57 in

Conversion: One millimeter (MM) = 0.0394 Inches

One Kilogram = 2.2046 U.S. Pounds (Lbs)

A300/A310 Main Gear System - Main Door System Components


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32-32-127127

A300/A310 Main Gear System - Main Door Actuator and Uplock - Components and Location


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32-32-128128

DOOR UPLOCKS - GENERAL

One uplock is provided for each Landing Gear Main door,that is two uplocks (identical) for the Main Gear Doors.

Each uplock automatically locks the corresponding doorupon door closure and remains locked until the UplockRelease order is received.

OPERATIONUplock release can be achieved hydraulically with GreenSystem pressure or mechanically by actuation of one of thetwo mechanical release levers, one of which is used forFree Fall Uplock Release when Green System Pressure isnot available, the other for manual opening of the door onthe ground when required.

Microswitches indicate positive locking of the hook(Microswitch plunger extended). The microswitch isadjustable in the mounting location. The Landing GearWarning System 1 and 2 receive signals from the twomicroswitches through the Proximity Detector Box.

A rigging hole is provided for locking the Free Fall releasemechanical input in the normal position for adjustmentpurposes.

A rigging hole is also provided for the control input function.

Weight without fluid 3.200 Kg (7.04 Lbs)

Identification ofhydraulic ports

A- Normal releaseB- Normal resetting

Main Gear Door Uplock

A300/A310 Main Gear System - Main Door System Components


ATA 32ATA 32A300/A310A300/A310

32-32-129129

A300/A310 Main Gear System - Main Door Actuator and Uplock - Component Locations


ATA 32ATA 32A300/A310A300/A310

32-32-130130

The Uplock automatically locks the landing gear in the upposition at the end of the landing gear retraction cycle andremains locked until the uplock release order is received.OPERATIONUplock release can be achieved by two independentsystems :Hydraulically with Green system pressure delivered bythe gear sequence valves controlled by the doors (normalmode)Mechanically by means of the release lever provided(free fall mode).The door sequence valve is incorporated in the uplockassembly together with the mechanism controllingdisplacement of the slide valve :Upon gear uplock under the action of the locking leveractuated by the springs and the locking dash-pot.Upon gear downlock, gear movement being transmittedto the mechanism by a lever.

This movement of the door sequence valve slide valvecauses door closure upon completion of the gearretraction or extension cycle.

At the following cycle, inversion of the hydraulicpressure causes the doors to open : gear uplock ordownlock release causes the door sequence valve slidevalve to adopt a position such that the doors are heldopen by the pressure and by locking of the pressure inthe door actuating cylinder opening side chamber.

The Free Fall mechanism uplock release controlfirst causes the uplock valve slide valve so that uplockrelease remains possible even if the slide valve isseized. Initial movement of the control does not,therefore, result in gear uplock release thus enablingdoor uplock release to be achieved before that of thegear.

In the event of seizure of the door sequence valveslide valve in the gear downlocked position, thebeginning of the gear retraction cycle causes therupture of a shear pin inside the sequence valve andthe movement of a second slide valve, inside theformer, which prevents door closure at the end of thegear retraction cycle and subsequent interferencebetween the gear and the door during the followingextension cycle.

To cover the risk of door sequence valve slidevalve seizure at the beginning of, or during theextension cycle, a spring rod is incorporated in thegear-to-slide valve linkage and gear downlocking is nothindered.- For each main gear, the spring rod is directlyconnected to the uplock mechanism

A mechanism prevents manual locking of the hookwith the gear downlocked.

A300/A310 Main Gear System- Main Gear Uplocks Components


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32-32-131131

A300/A310 Main Gear System - Main Gear Uplocks Component Locations

A300 MAIN GEAR SHOWN


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32-32-132132

Two microswitches indicate positive locking of thehook (microswitch Plunger Extended). Themicroswitches are interchangeable without adjustment.The Landing Gear Warning System 1 and 2 receivesignals from the two microswitches through theProximity Detector Unit located in Electronic Rack90VU in the Avionics Bay.

A Rigging Hole in the Free Fall Mechanical ReleaseInput is provided for locking the control in the NormalPosition to enable adjustment of the MechanicalControl of the Free Fall System (Gravity Free Fall).

A300/A310 Main Gear System- Main Gear Uplocks Components


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32-32-133133

A300/A310 Main Gear System - Main Gear Uplocks Component Locations


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32-32-134134

DOOR GROUND OPENING BYPASS VALVE

There are two Bypass Valves ; one per Main Gear MainDoor.

The Main Gear Door Bypass Valves are located in theMain Gear Wheel Well (Fuselage Section 15) near theMain Door Uplocks.

Operation

Each Bypass Valve is operated by the Manual ControlSystem coupled to the Uplock Release Lever of thecorresponding Main Door.

When operated, the Bypass Valve interconnects theMain Door Actuating Cylinder OPENING and CLOSINGchambers and shuts off the door closing supply line. TheDoor Uplock Hook is released at the same time and theMain Door free falls to the OPEN position.

When returned to normal configuration, the Bypass Valveadmits pressure into the Main Door Actuating Cylinderclosing chamber and controls door closure.

A300/A310 Main Gear System - Main Door Bypass Valve - Component Description and Operation


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A300/A310 Main Gear System - Main Door Bypass Valve Component Location


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32-32-136136

GENERAL

The Brace Strut Actuating Cylinder performs thefollowing functions.• Assists gear downlocking at the end of the extension cycle by pushing the Lock Link Assembly to the over-center position.

Enables gear retraction by bringing the Lock LinkAssembly back from the over-center position at thebeginning of the Gear Retraction Cycle.

The Actuating Cylinder is pressurized by the LandingGear Normal Extension and Retraction System• Rod extension : Extension System• Rod Retraction : Retraction System

DESCRIPTIONDuring Landing Gear Extension the Actuating CylinderGreen System hydraulic supply passes through aRestrictor Valve maintain the pressure in the ExtensionChamber at the limit of cavitation. The expelled fluidpasses through a restrictor. This prevents excessiveshocks in the actuating cylinder at the end of theExtension Cycle.

At the end of Landing Gear Extension, the nominalpressure is established in the actuating cylinder andserves to push the Lock Link Assembly over-center.

During Landing Gear Retraction, the ActuatingCylinder Green System hydraulic supply is restrictedto prevent abrupt rod displacement.

At the end of the Landing Gear Extension Cycle,pressure is maintained in the Brace Strut ActuatingCylinder (Landing Gear Control Lever in the DOWNposition in the Flight Compartment).

A300 Main Gear System - Main Gear Brace Strut Actuating Cylinder


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32-32-137137

A300 Main Gear System - Main Gear Brace Strut Actuating Cylinder Component Location


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32-32-138138

GENERAL

The Brace Strut Actuating Cylinder performs thefollowing functions.• Assists gear downlocking at the end of the extension cycle by pushing the Lock Link Assembly to the over-center position.

Enables gear retraction by bringing the Lock LinkAssembly back from the over-center position at thebeginning of the Gear Retraction Cycle.

The Actuating Cylinder is pressurized by the LandingGear Normal Extension and Retraction System• Rod extension : Extension System• Rod Retraction : Retraction System

DESCRIPTIONDuring Landing Gear Extension the Actuating CylinderGreen System hydraulic supply passes through aRestrictor Valve maintain the pressure in the ExtensionChamber at the limit of cavitation. The expelled fluidpasses through a restrictor. This prevents excessiveshocks in the actuating cylinder at the end of theExtension Cycle.

At the end of Landing Gear Extension, the nominalpressure is established in the actuating cylinder andserves to push the Lock Link Assembly over-center.

During Landing Gear Retraction, the ActuatingCylinder Green System hydraulic supply is restrictedto prevent abrupt rod displacement.

At the end of the Landing Gear Extension Cycle,pressure is maintained in the Brace Strut ActuatingCylinder (Landing Gear Control Lever in the DOWNposition in the Flight Compartment).



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A310 LH MAIN GEAR SHOWN

A310 LH MAINGEAR SHOWNA310 LH MAINGEAR SHOWN


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32-32-140140

GENERALThe Main Gear Main Door Actuating Cylinder is adouble-acting type equipped with two damping systemsproviding constant slow-down during rod extension(Door Opening) and end of travel slow-down during rodretraction (Door Closing).

DESCRIPTIONSlow-down at the end of rod retraction is achieved byclosure of the normal return orifice and passage of thefluid through an orifice of smaller dimensions(Restriction of fluid flow).

Slow-down during rod extension is achieved by limitingthe rate of flow to return by expelling the fluid throughthe orifice of a restrictor valve. At the same timesupply fluid to the OPENING Chamber also passesthrough a Restrictor Valve to maintain the pressure inthe OPENING Chamber at the limit of cavitation andthus limit shock in the Actuating Cylinder at the end ofthe OPENING cycle.

In the Main Door OPEN position, the rod contacts andremains on an Cylinder Actuator internal stop.

In the door CLOSED position, end-of-travel clearance isprovided and the rod does not bottom out in theActuating Cylinder.

The Actuating Cylinder Rod is equipped with aSpherical End Fitting (Door side).

The Actuating Cylinder Body is equipped with aGimbal Joint (Structure side).

A310 Main Gear System - Main Gear Main Door Actuating Cylinder


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32-32-141141

AA310 Main Gear System - Main Gear Main Door Actuating Cylinder Component Location


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32-32-142142

(1)General (Ref. Fig. 051) There are two restrictor valves ; one per main gear hydraulic system. The restrictor valves are located in section 15 at FR54. (2)Purpose Each restrictor valve is installed in the supply line to the gear uplock release actuating cylinder and gear actuating cylinder extension chamber and performs 3 main functions : (a)Maintain a pressure at the limit of cavitation in the main gear actuating cylinder extension chamber to limit the shock in the actuating cylinder at the end of the gear extension cycle. (b)Prevent back pressure to the gear uplock release chamber after gear uplocking. (c)Slow down the speed of displacement of the gear uplock release actuating cylinder piston.

A310 Main Gear System - Main Gear Actuator and Restrictor Valves


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32-32-143143

A310 Main Gear System - Main Gear Actuator and Restrictor Valves Component Location

A310 LH MAIN GEAR SHOWN

LOCATED IN MAIN GEAR WHEEL WELL

FUSELAGE FRAME (FR) 54


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32-32-144144

(1)General

The two main gear actuating cylinders are identical

The actuating cylinders are of the double-acting type each equipped with a variable restrictor, a dampingsystem which slows down travel at the end of rod retraction (gear retraction). The variable restrictor is external to the actuating cylinder.

(2)Description

Slow down at the end of rod retraction is achieved by restriction of the fluid, expelled from the extension side chamber, through a calibrated orifice after closing of the main orifice.

The variable restrictor is installed on the actuating cylinder body. Orifice A of the restrictor is connected to the actuating cylinder retraction side chamber and orifice B to the retraction line.

The variable restrictor serves to limit pressure peaks in the actuating cylinder at the beginning of the extension and retraction cycles. It is controlled by a rod connected to the landing gear hinge arm.

In both the landing gear uplocked and downlocked positions, end of travel clearance is provided in the actuating cylinder and the rod does not bottom.. The actuating cylinder rod end fitting is adjustable.

------------------------------------------------------------------------------- Drawing PR 50790-1 ------------------------------------------------------------------------------- Weight without fluid 99 Kg ------------------------------------------------------------------------------- Identification of hydraulic ports A : Rod retraction B : Rod extension -------------------------------------------------------------------------------

A300 Main Gear System - Main Gear Actuator Variable Restrictor


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32-32-145145

A300 Main Gear System - Main Gear Variable Restrictor Component Installation

A300 LH MAIN GEARSHOWN

FORWARD


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32-32-146146

(1)General

The two main gear actuating cylinders are identical

The actuating cylinders are of the double-acting type each equipped with a variable restrictor, a dampingsystem which slows down travel at the end of rod retraction (gear retraction). The variable restrictor is external to the actuating cylinder.

(2)Description

Slow down at the end of rod retraction is achieved by restriction of the fluid, expelled from the extension side chamber, through a calibrated orifice after closing of the main orifice.

The variable restrictor is installed on the actuating cylinder body. Orifice A of the restrictor is connected to the actuating cylinder retraction side chamber and orifice B to the retraction line.

The variable restrictor serves to limit pressure peaks in the actuating cylinder at the beginning of the extension and retraction cycles. It is controlled by a rod connected to the landing gear hinge arm.

In both the landing gear uplocked and downlocked positions, end of travel clearance is provided in the actuating cylinder and the rod does not bottom.. The actuating cylinder rod end fitting is adjustable.

Weight without fluid 99 Kg ------------------------------------------------------------------------------- Identification of hydraulic ports A : Rod retraction B : Rod extension ------------------------------------------------------------------------------- Center-to-center distances - Rod extended 683 to 693 mm - Rod retracted 412 to 422 mm

A300 Main Gear System - Main Gear Actuator and Variable Restrictor


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32-32-147147

A300 Main Gear System - Main Gear Actuator Component Location

A300 LH MAIN GEARSHOWN


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32-32-148148

Main Gear Restrictor Valves (In the Hydraulic Supply Lines)

General

There are two Restrictor Valves per Main Gear (Four per aircraft):•• One in the gear extension line•• One in the associated door opening line.

Purpose

Restrictor Valve in the Landing Gear Extension Line.

•• A Restrictor Valve is installed in the supply line to the Main Gear Uplock Release Actuating Cylinder and GearActuating Cylinder Extension Chamber and performs three main functions:

1. Maintain a pressure at the limit of cavitation in the Main Gear Actuating Cylinder Extension Chamber to limitthe shock in the actuating cylinder at the end of the gear extension cycle.

2. Prevent back pressure to the Main Gear Uplock Release Chamber after Main Gear Uplocking.

3. Slow down the speed of displacement of the Main Gear Uplock Release Actuating Cylinder Piston.

(Restrictor Valve in the Main Door Opening Line:

A Restrictor Valve is installed in the Supply Line to the Main Gear Main Door ActuatingCylinder (Opening Chamber) to restrict the fluid entering the Actuating Cylinder and preventthe shock due to the hydraulic pressure at the end of Main Gear Main Door opening cycle.

Diameter of the restriction orifice Gear restrictor valve 2.7 mm Door restrictor valve 3.7 mm

A300 Main Gear System - Main Gear Restrictor Valves


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32-32-149149

A300 Main Gear System - Main Gear Restrictor Valves Component Location


ATA 32ATA 32A300/A310A300/A310

32-32-150150


LEFT BLANK


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32-32-151151

MAIN GEAR BOGIE BEAMMAIN GEAR BOGIE BEAMASSEMBLY AND COMPONENTSASSEMBLY AND COMPONENTS


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32-32-152152

GENERAL

The general design of the Main Gear includes Gear Shock Absorber(Shock Strut) with a sliding integral shock absorber and pivoting four-wheel twin-tandem Bogie Beam Assembly (Truck Beam Assembly).

The Center of the Bogie Beam is located at 50.022% MAC under staticload (A300).

The Bogie Beam is perpendicular to the gear shock strut axis in both flightand ground configuration.

The Bogie Beam pivots on the lower end of the Sliding Rod in the ShockAbsorber and connected to the Shock Absorber by Torque Links.

One Pitch Damper is mounted on the forward end of the Bogie Beam tomaintain correct attitude of the Bogie Beam. The Bogie Beam is correctlypositioned during Main Gear Retraction and Extension modes to preventfuselage structural damage.

The Pitch Damper is equipped with a Pressure Drop Indicator (For Low AirCharge) <508 PSI. Also, on the Pitch Damper is a Visual Hydraulic FluidLevel Indicator on the forward end of the Damper Assembly (A300 / SomeA310).

Other A310 aircraft are equipped with a Pitch Damper Assemblywithout a Visual Fluid Indicator Rod on the forward end of the assembly.The Pitch Damper Assembly must be physically checked for the properfluid quantity in the component unit.

A300/A310 Main Gear System - Main Gear Bogie Beam Assembly


ATA 32ATA 32A300/A310A300/A310

32-32-153153

A300/A310 Main Gear System - Main Gear Bogie Beam Component Location


ATA 32ATA 32A300/A310A300/A310

32-32-154154

GENERAL

Two Towing Lugs are located on the top forward and aft endsof the Bogie Beam. The towing lugs are used for soft terrainor to assist normal towing operations during abnormal towingconditions.

Forward and Aft Jack Pads are located at the forward and aftlower (bottom) ends of the Bogie Beam. Jacking of the BogieBeam is a Required Inspection Item (RII) and AML entry.

Two Proximity Detectors are mounted on a support rod bolt fromthe bottom mid area of the Bogie Beam. The Detectors (WarningSystem 1 and 2) provide angular position of the Bogie Beam duringLanding Gear Retraction and Extension Cycles. If angular positions not correct, Landing Gear will not retract into the Main Gear WheelWell(s)

A300/A310 Main Gear System - Main Gear Bogie Beam Assembly


ATA 32ATA 32A300/A310A300/A310

32-32-155155

A300/310 Main Gear System - Bogie Beam (Truck Beam) Jack Pads / Proximity Detectors Location


ATA 32ATA 32A300/A310A300/A310

32-32-156156

A310 Main Gear System - Bogie Beam Pitch Damper

GENERAL

PITCH DAMPER WITHOUT FLUID LEVEL INDICATOR

The Pitch Damper is of the double-acting type with a loadthreshold.

OPERATION

The A310-200 aircraft Main Gear Bogie Beam Assembly neutralposition (10 Degrees Pitch Down) in the Main Gear DOWN andLOCKED flight configuration is obtained by the Pitch Damperwhich utilizes a statically balanced position under the action ofhydraulic pressure in the Nitrogen Chamber of the Bogie BeamPitch Damper Assembly.

When the Main Gear Shock Absorber sliding rod moves from thestatically balanced position (Extension or Compression), thehydraulic fluid is forced through the metering holes of the PitchDamper internal operating mechanism.

TThe Pitch Damper is equipped with a gaseous nitrogen ChargingvValve (Commonly called a Schraeder Valve) and a Hydraulic FluidiFilling valve.

A Pressure Drop Indicator which protrudes and remains visible (RedColor), if pressure drops below 508 (35 BARS) or 870 PSI (60 BARS)depending upon the series of Pitch Damper Assembly installed on theFedEx Airbus Fleet aircraft, refer to the Aircraft Maintenance Manual(AMM).

The Pitch Damper Assembly does not incorporate a Visual Fluid LevelIndicator sliding rod with a red warning indication area as installed onthe A300-600 and Some A310-200 aircraft.

The FedEx Engineering Order (E.O.) requires modification of someA310-200 Bogie Beam front mounting lugs, that is, reworking of the lugareas and installation of A300-600 hardware to mount the A300-600type Pitch Damper Assembly with the Visual Fluid Quantity IndicatorRod.

Nitrogen charging pressure is approximately 1450 PSI (100 BARS) withaircraft on jacks.


ATA 32ATA 32A300/A310A300/A310

32-32-157157

AA

A310 Main Gear System - Bogie Beam Pitch Damper Without Hydraulic Fluid Level Indicator


ATA 32ATA 32A300/A310A300/A310

32-32-158158

A310 Main Gear System - Bogie Beam Pitch Damper

GENERAL

PITCH DAMPER WITHOUT FLUID LEVEL INDICATOR


OPERATION

The A310-200 aircraft Main Gear Bogie Beam Assembly neutralposition (10 Degrees Pitch Down) in the Main Gear DOWN andLOCKED flight configuration is obtained by the Pitch Damperwhich utilizes a statically balanced position under the action ofhydraulic pressure in the Nitrogen Chamber of the Bogie BeamPitch Damper Assembly.

When the Main Gear Shock Absorber sliding rod moves from thestatically balanced position (Extension or Compression), thehydraulic fluid is forced through the metering holes of the PitchDamper internal operating mechanism.

TThe Pitch Damper is equipped with a gaseous nitrogen ChargingvValve (Commonly called a Schraeder Valve) and a Hydraulic FluidiFilling valve.

A Pressure Drop Indicator which protrudes and remains visible (RedColor), if pressure drops below 508 (35 BARS) or 870 PSI (60 BARS)depending upon the series of Pitch Damper Assembly installed on theFedEx Airbus Fleet aircraft, refer to the Aircraft Maintenance Manual(AMM).

The Pitch Damper Assembly does not incorporate a Visual Fluid LevelIndicator sliding rod with a red warning indication area as installed onthe A300-600 and Some A310-200 aircraft.

The FedEx Engineering Order (E.O.) requires modification of someA310-200 Bogie Beam front mounting lugs, that is, reworking of the lugareas and installation of A300-600 hardware to mount the A300-600type Pitch Damper Assembly with the Visual Fluid Quantity IndicatorRod.

Nitrogen charging pressure is approximately 1450 PSI (100 BARS) withaircraft on jacks.


ATA 32ATA 32A300/A310A300/A310

32-32-159159

FWD

A310 Main Gear System - Bogie Beam Pitch Damper Without Fluid Level Indicator - Schematic

NOTE: THESE OLD TYPECOMPONENTS ARE BEINGREPLACED ON AN ATTRITIONBASIS WITH THE A300-600AIRCRAFT TYPE PITCH DAMPERASSEMBLY


ATA 32ATA 32A300/A310A300/A310

32-32-160160

A300/Some A310 Main Gear System - Bogie Beam Pitch Damper With Fluid Level Indicator

GENERAL

PITCH DAMPER WITH FLUID LEVEL INDICATOR

The Pitch Damper Assembly is an Oleo-Pneumatic Typewith a separator between the hydraulic fluid and gaseousnitrogen required because of its horizontal position.


OPERATION

The Main Gear Bogie Beam Assembly neutral position inthe Main Gear DOWN and LOCKED flight configuration isobtained by the Pitch Damper which utilizes a staticallybalanced position under the action of hydraulic pressure inthe Nitrogen Chamber.

When the sliding rod moves from the statically balancedposition (Extension or Compression), the hydraulic fluid isforced through the metering holes of the Pitch Damperinternal operating mechanism.

The Pitch Damper is equipped with a gaseous nitrogencharging valve (Commonly called a Schraeder Valve) and ahydraulic fluid filling valve.

A Pressure Drop Indicator which protrudes and remainsvisible (Red Color), if pressure drops below 508 (35 PSI) or870 PSI (60 BARS) depending upon the series of PitchDamper Assembly installed on the FedEx Airbus Fleetaircraft, refer to the Aircraft Maintenance Manual (AMM).

The Pitch Damper Visual Fluid Level Indicator sliding rodwith a red warning indication area is provided for low fluidsupply in the Pitch Damper Assembly.

Nitrogen charging pressure is approximately 1450 PSI (100BARS) with aircraft on jacks.


ATA 32ATA 32A300/A310A300/A310

32-32-161161

A310 Main Gear System - Bogie Beam Pitch Damper Without Fluid Level Indicator


ATA 32ATA 32A300/A310A300/A310

32-32-162162

A300/Some A310 Main Gear System - Bogie Beam Pitch Damper With Fluid Level Indicator

GENERAL

PITCH DAMPER WITH FLUID LEVEL INDICATOR

The Pitch Damper Assembly is an Oleo-Pneumatic Typewith a separator between the hydraulic fluid and gaseousnitrogen required because of its horizontal position.


OPERATION

The Main Gear Bogie Beam Assembly neutral position inthe Main Gear DOWN and LOCKED flight configuration isobtained by the Pitch Damper which utilizes a staticallybalanced position under the action of hydraulic pressure inthe Nitrogen Chamber.

When the sliding rod moves from the statically balancedposition (Extension or Compression), the hydraulic fluid isforced through the metering holes of the Pitch Damperinternal operating mechanism.

The Pitch Damper is equipped with a gaseous nitrogencharging valve (Commonly called a Schraeder Valve) and ahydraulic fluid filling valve.

A Pressure Drop Indicator which protrudes and remainsvisible (Red Color), if pressure drops below 508 (35 PSI) or870 PSI (60 BARS) depending upon the series of PitchDamper Assembly installed on the FedEx Airbus Fleetaircraft, refer to the Aircraft Maintenance Manual (AMM).

The Pitch Damper Visual Fluid Level Indicator sliding rodwith a red warning indication area is provided for low fluidsupply in the Pitch Damper Assembly.

Nitrogen charging pressure is approximately 1450 PSI (100BARS) with aircraft on jacks.


ATA 32ATA 32A300/A310A300/A310

32-32-163163

A300/Some A310 Main Gear System - Bogie Beam Pitch Damper With Fluid Level Indicator -Schematic


ATA 32ATA 32A300/A310A300/A310

32-32-164164


LEFT BLANK


ATA 32ATA 32A300/A310A300/A310

32-32-165165

A300-600 MAIN GEARA300-600 MAIN GEARWHEEL AND TIREWHEEL AND TIRE

ASSEMBLIESASSEMBLIES(MESSIER)(MESSIER)


ATA 32ATA 32A300/A310A300/A310

32-32-166166

A300 Main Gear System - Main Gear Wheel (Messier) Component Description

MAIN GEAR WHEELS(MESSIER – MANFACTURER)

The manufacturer of the brakes supplies the main gearwheels. The wheels can be fitted with 49x19 or 49x17tubeless tires up to 30 Ply Rating (PR).

The wheels are comprised of two-forged light alloy half-wheelsbolted together with high-tensile steel bolts and self-lockingnuts.

An O-Ring achieves sealing between the two half-wheels.

The wheels are equipped with:•• Taper roller bearings protected by seals•• Brake rotor disc drive keys•• Two sets of three fusible plugs designed to deflate the tire

in the event of excessive brake overheat and thus protectagainst tire burst resulting from excessive pressure :

•• One set is located on the flange•• One set is located on the rim at the end of the rotor drive

key.

•• Three-layer heat shields, between drive keys protectingwheel and tire against the heat generated by the heatpack.

The hubcap is fixed on the wheel with a V-Clamp in the wheelhub area.

Each Wheel / Brake Assembly is installed on the axle with asleeve is provided by the manufacturer.

CHARACTERISTICS•• Approximate Weight: 156.5 Pounds (Lbs.) or (71

KGS)•• Fusible Plug Melting Point: 183°C (361°F) on the

Wheel Flange and 300°C (572°F) on the Rim area.


ATA 32ATA 32A300/A310A300/A310

32-32-167167

A300 Main Gear System - Main Gear Wheel (Messier) Component and Location


ATA 32ATA 32A300/A310A300/A310

32-32-168168

A300 Main Gear System - Main Gear Wheel (Messier) Tire Check

6. TIRE AND BRAKE WEAR/CONDITION CHECK

A. TIRES CHECKNOTE: REFER TO AMM 32-41-00-6 FOR DETAILED TIREDAMAGE AND WEAR INFO.

1) INSPECT TIRES FOR DAMAGE OR DETERIORATION2) INSPECT TIRES FOR WEAR

a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIREREPLACEMENT.

NOTE: TREAD REINFORCING PLY IS FIRST CORD UNDERTREAD GROOVE.

TIRES EXPOSING REINFORCING PLY MAY BE TRANSFERREDTO “OIL” (EAML ENTRY) IF REPLACEMENT WILL CAUSE ADELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE.TIRE MUST BE SCHEDULED FOR REPLACEMENT AT NEXTMAINTENANCE STATION WHERE ABOVE LIMITS CAN BE MET.

b) TIRES EXPOSING THE CARCASS BODY PLY MUST BEREPLACED.NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORDUNDER THE TWO TREAD REINFORCING CORDS AND THETHIRD CORD UNDER THE TREAD GROOVES. WEAR INTO THECARCASS PLIES WILL CAUSE SCRAPPING BY RETREADER.

7. TIRE PRESSURES CHECKNOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE. SEE TABLE BELOW FOR TIRE PRESSURELIMITS AND AIRCRAFT EFFECTIVITY.(REF. AMM 12-14-32)

NOTE: AD 87-08-09 REQUIRES THE USE OF DRY NITROGEN TOINFLATE TIRES. THE USE OF COMPRESSED AIR TO SERVICETIRES IS PROHIBITED.

A. HOT TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED IFINSUFFICIENT TIME PREVENTS TEMPERATURE STABILIZATION(LESS THAN 2 HOURS AFTER LANDING WHEN TIRE STILL WARMTO THE TOUCH). THE FOLLOWING CRITERIA AND PROCEDURESSHALL BE OBSERVED WHEN CHECKING HOT TIRES.

1) MEASURE TIRE PRESSURES AND COMPARE ADJACENT TIRESON THE SAME AXLE.

2) MLG TIRES WITH A PRESSURE OF 199 PSI OR ABOVE WITHIN20 PSI OF THE ADJACENT TIRE ON THE SAME AXLE AND NLGTIRES WITH A PRESSURE OF 148 PSI OR ABOVE WITHIN 15 PSIOF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRESERVICE.

3) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILLBE HIGHER THAN COLD TIRE PRESSURES.

4) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE,COMPLY WITH CRITERIA AND PROCEDURES IN THE FOLLOWINGTABLE.

HOT TIRE PRESSURES FOR ALL A300-600 AIRCRAFTMLG TIRE NLG TIRE CORRECTIVE ACTION49 X 17-20 32PR 40 X 14-16 24PR

179 PSI & ABOVE 134 PSI & ABOVE *1161 TO 178 PSI 120 TO 133 PSI REPLACE TIRE160 PSI & BELOW 119 PSI & BELOW *3


ATA 32ATA 32A300/A310A300/A310

32-32-169169



ATA 32ATA 32A300/A310A300/A310

32-32-170170

A300 Main Gear System - Main Gear Wheel (Messier) Tire Check

6. TIRE AND BRAKE WEAR/CONDITION CHECKA. TIRES CHECK

NOTE: REFER TO AMM 32-14-00-6 FOR DETAILEDTIRE DAMAGE AND WEAR INFO:1) INSPECT TIRES FOR DAMAGE OR

DETERIORATION2) INSPECT TIRES FOR WEAR

a) TIRES EXPOSING THE TREAD REINFORCINGPLY REQUIRE REPLACEMENT.

NOTE: TREAD REINFORCING PLY IS FIRST CORD UNDER TREAD GROOVE.

TIRES EXPOSING REINFORCING PLY MAY BE TRANSFERRED “OIL” (OPEN ITEM LIST) (EAML ENTRY) IF REPLACEMENT WILL CAUSE A DELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE.

TIRE MUST BE SCHEDULED FOR REPLACEMENT AT NEXT MAINTENANCE STATION WHERE ABOVE LIMITS CAN BE MET.

b) TIRES EXPOSING THE CARCASS BODY PLY MUST BE REPLACED.

NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORD UNDER THE TWO TREAD REINFORCING CORDS AND THE THIRD UNDER

THE TREAD GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSE SCRAPPING BY RETREADER.

7. TIRE PRESSURES CHECKNOTE:CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE. SEE TABLE BELOW FOR TIREPRESSURE LIMITS AND AIRCRAFT EFFECTIVITY.(REF: AMM 12-14-32)

NOTE: AD 87-08-09 REQUIRES THE USE OF DRYNITROGEN TO INFLATE TIRES. THE USE OFCOMPRESSED AIR TO SERVICE TIRES ISPROHIBITED.


ATA 32ATA 32A300/A310A300/A310

32-32-171171



ATA 32ATA 32A300/A310A300/A310

32-32-172172

B. COLD TIRE PRESSURE CHECKS WILL BEACCOMPLISHED AFTER AN AIRCRAFT HAS BEEN ON THEGROUND FOR A LONG ENOUGH PERIOD TO PERMIT TIRES,WHEELS AND BRAKES TO STABILIZE AT THE AMBIENT TEMP.THIS REQUIRES AT LEAST 2 HOURS. THE CRITERIA ANDPROCEDURE PRESENTED IN THE FOLLOWING TABLE MUST BEUSED WHEN CHECKING TIRES AT AMBIENT TEMPERATURES:

NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40DEGREES F CAN EXHIBIT LOW PRESSURES IF PREVIOUSSERVICING WAS ACCOMPLISHED AT HIGHER AMBIENTTEMPERATURES. TIRES CHECKED UNDER THESE CONDITIONSWILL NOT BE CONSIDERED TO BE LEAKING IF PRESSURE OFTIRE AND ADJACENT TIRE ON SAME AXLE ARE WITHIN 20 PSI OFEACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF TIRESARE WITHIN THESE LIMITS, TIRE PRESSURES SHALL BEINCREASED TO OPERATIONAL PRESSURE RANGE.

COLD TIRE PRESSURES. ALL A300-600 AIRCRAFT:MLG TIRE NLG TIRE CORRECTIVE

ACTION49 X 17-20 32PR 40 X 14-16 24PR

194 +0/-5 PSI 143 +0/-5 PSI OPERATIONAL178 TO 188 PSI 131 TO 137 PSI REINFLATE167 TO 177 PSI 123 TO 130 PSI *1156 TO 166 PSI 115 TO 122 PSI *2155 PSI & BELOW 114 PSI & BELOW *3

.

*1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE, REINFLATE TOOPERATIONAL PRESSURE AND ESTABLISH AN OPEN ITEM (EAMLENTRY) STATING Z TIME, Z DATE AND PRESSURE TO WHICH TIREWAS INFLATED REQUESTING A RECHECK WITHIN 24 HOURS.

NOTIFY MOCC & DOWN LINE STATION TO ENSURE FOLLOWINGIS ACCOMPLISHED: IF ON RECHECK TIRE PRESSURE IS LOWERTHAN THE PREVIOUSLY RECORDED TIRE PRESSURE BY 5% ORMORE, TIRE MUST BE REPLACED. IF TIRE PRESSURE HASDROPPED LESS THAN 5%, OPEN ITEM MAY BE CLEARED.

*2 REPLACE TIRE. TIRES CHECKED AT AMBIENT TEMPERATURESBELOW 40 DEGREES F THAT PRODUCE PRESSURES WITHIN THISRANGE SHOULD NOT BE REPLACED IF THE PRESSURE OF THETIRE AND THE ADJACENT TIRE ON THE SAME AXLE ARE WITHIN20 PSI OF EACH OTHER FOR MLG OR 15 PSI FOR NLG TIRES. IFTHE TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURES SHOULDBE INCREASED TO THE OPERATIONAL PRESSURE RANGE.

*3 REPLACE THE LOW TIRE AND ADJACENT TIRE ON THE SAMEAXLE IF ROLLING HAS OCCURRED WITH THE TIRE PRESSURELOW. IF IT IS EVIDENT THAT PRESSURE LOSS TOOK PLACEAFTER THE AIRCRAFT WAS PARKED, REPLACE ONLY THE TIREWITH LOW PRESSURE.

A300 Main Gear System - Main Gear Wheel (Messier) - Tire Check


ATA 32ATA 32A300/A310A300/A310

32-32-173173



ATA 32ATA 32A300/A310A300/A310

32-32-174174


LEFT BLANK


ATA 32ATA 32A300/A310A300/A310

32-32-175175

A310-200 SERIES MAINA310-200 SERIES MAINGEAR WHEEL ANDGEAR WHEEL ANDTIRE ASSEMBLIESTIRE ASSEMBLIES

(MESSIER)(MESSIER)


ATA 32ATA 32A300/A310A300/A310

32-32-176176

GENERALThe wheels are comprised of two-forged light alloy half-wheelsbolted together with high-tensile steel bolts and self-locking nuts.An o-ring achieves sealing between the two half-wheels. Thewheels are equipped with taper roller bearings protected by seals.Two sets of three fusible plugs designed to deflate the tire in theevent of excessive brake overheat and thus protect against tireburst resulting from excessive pressure.

Nine-brake rotor disc drive keys. One set is located on the flangeand one set is located on the rim at the end of rotor drive key.Three-layer heat shields, between drive keys protecting wheel andtire against the heat generated by heat pack. One eachwheel/brake assembly is installed on the axle with a spacerprovided by the manufacturer.CHARACTERISTICSApproximate weight: 65 kg (143.3 lbs.)/ Fusible plug melting point:183°C (361°F)/ Standard inflating valve with possibility ofreplacement by a valve incorporating a pressure indicator (PSItype).

6. TIRE AND BRAKE WEAR/CONDITION CHECKA. TIRES CHECKNOTE: REFER TO AMM 32-41-00 FOR DETAILED TIRE DAMAGE AND WEAR INFO.1) INSPECT TIRES FOR DAMAGE OR DETERIORATION.2) INSPECT TIRES FOR WEAR.a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE REPLACEMENT.NOTE: THE TREAD REINFORCING PLY IS THE FIRST CORD UNDER THETREAD GROOVE. TIRES EXPOSING THE REINFORCING PLY MAY BETRANSFERRED TO THE OIL (EAML ENTRY) IF REPLACEMENT WILLCAUSE A DELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE.THE TIRE MUST BE SCHEDULED FOR REPLACEMENT AT THE NEXTMAINTENANCE STATION WHERE THE ABOVE LIMITS CAN BE MET.b) TIRES EXPOSING THE CARCASS BODY PLY MUST BE REPLACED.NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORD UNDER THE TWOTWO TREAD REINFORCING CORDS AND THE THIRD CORD UNDER THETREAD GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSESCRAPPING BY THE RETREADER.

7. TIRE PRESSURES CHECKNOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE.SEE TABLE BELOW FOR TIRE PRESSURE LIMITS AND AIRCRAFTEFFECTIVITY. (REF: MM 12-14-32)NOTE: AD 87-08-09 REQUIRES THE USE OF DRY NITROGEN TO INFLATE TIRES.THE USE OF COMPRESSED AIR TO SERVICE TIRES IS PROHIBITED.A. HOT TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED IF SHORT GROUND TIMEPREVENTS TEMPERATURE STABILIZATION (LESS THAN 2 HOURS AFTER LANDINGWHEN TIRE STILL WARM TO THE TOUCH). THE FOLLOWING CRITERIA ANDPROCEDURES SHALL BE OBSERVED WHEN CHECKING HOT TIRES.

1) MEASURE PRESSURE AND COMPARE ADJACENT TIRE PRESSURE.a) N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FEMLG TIRES WITH A PRESSURE OF 183 PSI OR ABOVE WITHIN 20 PSI OFTHE ADJACENT TIRE ON THE SAME AXLE AND NLG TIRES WITH A PRESSUREOF 150 PSI OR ABOVE WITHIN 15 PSI OF THE ADJACENT TIRE ON THESAME AXLE DO NOT REQUIRE SERVICE.b) N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FEN451FE-N454FE, MLG TIRES WITH A PRESSURE OF 199 PSI OR ABOVEWITHIN 20 PSI OF THE ADJACENT TIRE ON THE SAME AXLE AND NLGTIRES WITH A PRESSURE OF 164 PSI OR ABOVE WITHIN 15 PSIOF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE SERVICE.2) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHERTHAN COLD TIRE PRESSURES.3) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLYWITH CRITERIA AND PROCEDURES IN THE FOLLOWING TABLE.HOT TIRE PRESSURESMLG TIRE NLG TIRE CORRECTIVE46 X 16-20 30PR 40 X 14-16 24PR ACTIONN401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE163 PSI & ABOVE 135 PSI & ABOVE *1151 TO 162 PSI 122 TO 134 PSI REPLACE TIRE150 PSI & BELOW 121 PSI & BELOW *3N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FEN451FE-N454FE.179 PSI & ABOVE 149 PSI & ABOVE *1161 TO 178 PSI 133 TO 148 PSI REPLACE TIRE160 PSI & BELOW 132 PSI & BELOW *3

Some A310 Main Gear System - Main Gear Wheel (Messier) - Component Description and Tire Check


ATA 32ATA 32A300/A310A300/A310

32-32-177177

Some A310 Main Gear System - Main Gear Wheel (Messier) Component Location


ATA 32ATA 32A300/A310A300/A310

32-32-178178

B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER ANAIRCRAFTHAS BEEN ON THE GROUND FOR A LONG ENOUGH PERIOD TO PERMITTIRES,WHEELS AND BRAKES TO STABILIZE AT THE AMBIENT TEMP. THISREQUIRES ATLEAST 2 HOURS. THE CRITERIA AND PROCEDURE PRESENTED IN THEFOLLOWINGTABLE MUST BE USED WHEN CHECKING TIRES AT AMBIENTTEMPERATURES:NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40DEGREES F CANEXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WASACCOMPLISHEDAT HIGHER AMBIENT TEMPERATURES. TIRES CHECKED UNDER THESECONDITIONS WILL NOT BE CONSIDERED TO BE LEAKING IF THEPRESSUREOF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE AREWITHIN20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF THETIRES ARE WITHIN THESE LIMITS, THE TIRE PRESSURES SHALL BEINCREASED TO THE OPERATIONAL PRESSURE RANGE.COLD TIRE PRESSURESMLG TIRE NLG TIRE CORRECTIVE46 X 16-20 30PR 40 X 14-16 24PR ACTIONN401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE178 TO 173 PSI 145 TO 140 PSI OPERATIONAL172 TO 164 PSI 139 TO 133 PSI REINFLATE163 TO 155 PSI 132 TO 126 PSI *1154 TO 146 PSI 125 TO 117 PSI *2145 PSI & BELOW 116 PSI & BELOW *3

N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FEN451FE-N454FE.194 TO 189 PSI 159 TO 154 PSI OPERATIONAL188 TO 178 PSI 153 TO 146 PSI REINFLATE177 TO 167 PSI 145 TO 138 PSI *1166 TO 156 PSI 137 TO 128 PSI *2155 PSI & BELOW 127 PSI & BELOW *3. . . . . . . . . . . . . . . . . . . . . . .*1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE, REINFLATE TOOPERATIONAL PRESS-URE AND ESTABLISH AN OPEN ITEM (EAML ENTRY) STATING THE Z TIME, ZDATEAND PRESSURE TO WHICH THE TIRE WAS INFLATED REQUESTING ARECHECK WITHIN24 HOURS. NOTIFY MOCC AND THE DOWN LINE STATION TO MAKE SURE THEFOLLOWINGIS ACCOMPLISHED: IF ON RECHECK THE TIRE PRESSURE IS LOWER THANTHE PRE-VIOUSLY RECORDED TIRE PRESSURE BY 5% OR MORE, THE TIRE MUST BEREPLACED.IF THE TIRE PRESSURE HAS DROPPED LESS THAN 5%, THE OPEN ITEM MAYBECLEARED.*2 REPLACE TIRE. TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40DEGREES FTHAT PRODUCE PRESSURES WITHIN THIS RANGE SHOULD NOT BEREPLACED IFTHE PRESSURE OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLEAREWITHIN 20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF THETIRES ARE WITHIN THESE LIMITS, TIRE PRESSURE SHOULD BE INCREASEDTOTHE OPERATIONAL PRESSURE RANGE.*3 REPLACE THE LOW TIRE AND ADJACENT TIRE ON THE SAME AXLE IFROLLING HASOCCURRED WITH THE TIRE PRESSURE LOW. IF IT IS EVIDENT THATPRESSURE LOSSTOOK PLACE AFTER THE AIRCRAFT WAS PARKED, REPLACE ONLY THE TIREWITHLOW PRESSURE.

Some A310 Main Gear System - Main Gear Wheel (Messier) - Component Tire Check


ATA 32ATA 32A300/A310A300/A310

32-32-179179

Some A310 Main Gear System - Main Gear Wheel (Messier) - Component Location


ATA 32ATA 32A300/A310A300/A310

32-32-180180


LEFT BLANK


ATA 32ATA 32A300/A310A300/A310

32-32-181181

Some A310 Main Gear System - Main Gear Wheel (Messier) - Component Location


ATA 32ATA 32A300/A310A300/A310

32-32-182182


LEFT BLANK


ATA 32ATA 32A300/A310A300/A310

32-32-183183

A310-200 MAIN GEARA310-200 MAIN GEARWHEEL AND TIREWHEEL AND TIRE

ASSEMBLIESASSEMBLIES(BENDIX)(BENDIX)


ATA 32ATA 32A300/A310A300/A310

32-32-184184

NOTE:NOTE: FEDEX A310-200 Series aircraft do not have fans installed for cooling Of MainGear Brake Assemblies, Bogie Beam Axles and Wheel Assemblies.

TIRE AND BRAKE WEAR/CONDITION CHECKA. TIRES CHECKNOTE: REFER TO AMM 32-41-00 FOR DETAILED TIRE DAMAGE AND WEAR INFO.1) INSPECT TIRES FOR DAMAGE OR DETERIORATION.2) INSPECT TIRES FOR WEAR.a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE REPLACEMENT.NOTE: THE TREAD REINFORCING PLY IS THE FIRST CORD UNDER THETREAD GROOVE. TIRES EXPOSING THE REINFORCING PLY MAY BETRANSFERRED TO THE OIL (EAML ENTRY) IF REPLACEMENT WILLCAUSE A DELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE.THE TIRE MUST BE SCHEDULED FOR REPLACEMENT AT THE NEXTMAINTENANCE STATION WHERE THE ABOVE LIMITS CAN BE MET.b) TIRES EXPOSING THE CARCASS BODY PLY MUST BE REPLACED.NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORD UNDER THE TWOTWO TREAD REINFORCING CORDS AND THE THIRD CORD UNDER THETREAD GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSESCRAPPING BY THE RETREADER.

7. TIRE PRESSURES CHECKNOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE.SEE TABLE BELOW FOR TIRE PRESSURE LIMITS AND AIRCRAFTEFFECTIVITY. (REF: MM 12-14-32)NOTE: AD 87-08-09 REQUIRES THE USE OF DRY NITROGEN TO INFLATE TIRES.THE USE OF COMPRESSED AIR TO SERVICE TIRES IS PROHIBITED.A. HOT TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED IF SHORT GROUND TIMEPREVENTS TEMPERATURE STABILIZATION (LESS THAN 2 HOURS AFTER LANDINGWHEN TIRE STILL WARM TO THE TOUCH). THE FOLLOWING CRITERIA ANDPROCEDURES SHALL BE OBSERVED WHEN CHECKING HOT TIRES.

1) MEASURE PRESSURE AND COMPARE ADJACENT TIRE PRESSURE.a) N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FEMLG TIRES WITH A PRESSURE OF 183 PSI OR ABOVE WITHIN 20 PSI OFTHE ADJACENT TIRE ON THE SAME AXLE AND NLG TIRES WITH A PRESSUREOF 150 PSI OR ABOVE WITHIN 15 PSI OF THE ADJACENT TIRE ON THESAME AXLE DO NOT REQUIRE SERVICE.b) N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FEN451FE-N454FE, MLG TIRES WITH A PRESSURE OF 199 PSI OR ABOVEWITHIN 20 PSI OF THE ADJACENT TIRE ON THE SAME AXLE AND NLGTIRES WITH A PRESSURE OF 164 PSI OR ABOVE WITHIN 15 PSIOF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE SERVICE.2) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHERTHAN COLD TIRE PRESSURES.3) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLYWITH CRITERIA AND PROCEDURES IN THE FOLLOWING TABLE.

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HOT TIRE PRESSURESMLG TIRE NLG TIRE CORRECTIVE46 X 16-20 30PR 40 X 14-16 24PR ACTIONN401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE163 PSI & ABOVE 135 PSI & ABOVE *1151 TO 162 PSI 122 TO 134 PSI REPLACE TIRE150 PSI & BELOW 121 PSI & BELOW *3N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FEN451FE-N454FE.179 PSI & ABOVE 149 PSI & ABOVE *1161 TO 178 PSI 133 TO 148 PSI REPLACE TIRE160 PSI & BELOW 132 PSI & BELOW *3- - - - - - - - - - - - - - - - - - - - - - -B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER ANAIRCRAFTHAS BEEN ON THE GROUND FOR A LONG ENOUGH PERIOD TO PERMITTIRES,WHEELS AND BRAKES TO STABILIZE AT THE AMBIENT TEMP. THISREQUIRES ATLEAST 2 HOURS. THE CRITERIA AND PROCEDURE PRESENTED IN THEFOLLOWINGTABLE MUST BE USED WHEN CHECKING TIRES AT AMBIENTTEMPERATURES:NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40DEGREES F CANEXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WAS ACCOMPLISHEDAT HIGHER AMBIENT TEMPERATURES. TIRES CHECKED UNDER THESECONDITIONS WILL NOT BE CONSIDERED TO BE LEAKING IF THEPRESSUREOF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE ARE WITHIN20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF THETIRES ARE WITHIN THESE LIMITS, THE TIRE PRESSURES SHALL BEINCREASED TO THE OPERATIONAL PRESSURE RANGE.COLD TIRE PRESSURESMLG TIRE NLG TIRE CORRECTIVE46 X 16-20 30PR 40 X 14-16 24PR ACTIONN401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE178 TO 173 PSI 145 TO 140 PSI OPERATIONAL172 TO 164 PSI 139 TO 133 PSI REINFLATE163 TO 155 PSI 132 TO 126 PSI *1154 TO 146 PSI 125 TO 117 PSI *2145 PSI & BELOW 116 PSI & BELOW *3

N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FEN451FE-N454FE.194 TO 189 PSI 159 TO 154 PSI OPERATIONAL188 TO 178 PSI 153 TO 146 PSI REINFLATE177 TO 167 PSI 145 TO 138 PSI *1166 TO 156 PSI 137 TO 128 PSI *2155 PSI & BELOW 127 PSI & BELOW *3. . . . . . . . . . . . . . . . . . . . . . .*1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE, REINFLATE TOOPERATIONAL PRESS-URE AND ESTABLISH AN OPEN ITEM (EAML ENTRY) STATING THE Z TIME, ZDATEAND PRESSURE TO WHICH THE TIRE WAS INFLATED REQUESTING ARECHECK WITHIN24 HOURS. NOTIFY MOCC AND THE DOWN LINE STATION TO MAKE SURE THEFOLLOWINGIS ACCOMPLISHED: IF ON RECHECK THE TIRE PRESSURE IS LOWER THANTHE PRE-VIOUSLY RECORDED TIRE PRESSURE BY 5% OR MORE, THE TIRE MUST BEREPLACED.IF THE TIRE PRESSURE HAS DROPPED LESS THAN 5%, THE OPEN ITEM MAYBECLEARED.*2 REPLACE TIRE. TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40DEGREES FTHAT PRODUCE PRESSURES WITHIN THIS RANGE SHOULD NOT BEREPLACED IFTHE PRESSURE OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLEAREWITHIN 20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF THETIRES ARE WITHIN THESE LIMITS, TIRE PRESSURE SHOULD BE INCREASEDTOTHE OPERATIONAL PRESSURE RANGE.*3 REPLACE THE LOW TIRE AND ADJACENT TIRE ON THE SAME AXLE IFROLLING HASOCCURRED WITH THE TIRE PRESSURE LOW. IF IT IS EVIDENT THATPRESSURE LOSSTOOK PLACE AFTER THE AIRCRAFT WAS PARKED, REPLACE ONLY THE TIREWITHLOW PRESSURE.

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TIRE DAMAGE CRITERIA

V-Shaped Cuts (Chevron Cutting) are caused by water drainagegrooves on the runways.

Remove tire when limits in “Table of Tire Damage Criteria” arereached.

Tread Flaking and Chipping

Thin gauge pieces of rubber which have chipped or flaked from wearingportion of tread.

Tread Chunking

A pockmark condition in the weaving portion of the tread due to rough orunimproved runways.

Tread Rubber Reversion

An oval shaped area in the tread where rubber shows burning due tohydroplaning.

Flat Spot

This can be caused by landing with brakes on, pivoting with a locked wheel,or heavy braking.

TIRE DAMAGE CRITERIA ACTION1. Cut runs from one groove to another but is

not deeper than grove bottom.Remove tire if cut is deeper than 5 mm.

2. Cut is deeper than groove bottom:a. In grove edge Remove tire if length of cut is greater than 20

mm or deeper than 12 mm below groovebottom.

b. In the rib Remove tire if length of cut is greater than 60mm or deeper than 12 mm below groovebottom.

3. Center groove or 2 center grooves wornthrough.

Remove tire.

4. Splits in groove deeper than 4 mm. Remove tire.5. Chunking extends over a rob or down to

reinforcing plies.Remove tire.

A300/A310 Main Gear Tire - Tire Damage General Criteria


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FWDLENGTH LIM ITATIONLENGTH LIM ITATION

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ATA 32 - ENDCOURSE CODE -

M540000

Airbus 32 A300 A310 Landing Gear

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