Airbus A300-600/A310 Landing Gear Systems

Airbus
A300-600/A310-200
Airframe Systems
2
Book 2 - Table of Contents
•ATA 32 Landing Gear

•ATA 52 Doors
•ATA 36 Pneumatics
•ATA 21 Air Conditioning
•ATA 30 Ice and Rain
•ATA 28 Fuel
•ATA 26 Fire Protection
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of Contents
For Training Purposes Only A300/A310
ATA 32
Landing Gear
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THIS PAGE INTENTIONALLY
LEFT BLANK
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LANDING GEAR
SYSTEM - GENERAL
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Landing Gear - General
The A300-600 is equipped with a tricycle type landing gear The two Nose Gear Wheels are hydraulically steered on
with direct-action Shock Absorbers (Struts). The left and right the ground. The Nose Gear retracts forward into the
Main gears and the nose gear are retractable under hydraulic Nose Fuselage Section lower area and mechanically
power into wells closed off by gear doors. actuates two Aft Doors which close off the aft part of the
Nose Gear Wheel Well. The forward part of the wheel
The Main Gear, is installed under the wing and retracts well is closed off by two Main Doors each operated by a
inboard, the gear structure being housed aft of the wing spar hydraulic actuating cylinder.
box. Two doors, Mechanically linked to the gear structure
and following gear movement at all times, restore the wing A Tail Gear protects the aft Fuselage Structure in the
lower surface profile. event of excessive nose pitch-up or high nose landing
flare out conditions on the runway surface
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 Beam
Assemblies are housed in the mid-fuselage area commonly
called the Hydraulics Compartment (Bay) or Main Landing
Gear Wheel Well. The exterior fuselage profile is restored by
two Main Gear Doors each operated by a hydraulic actuating
cylinder.
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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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A300 Landing Gear System - General Characteristics
General Characteristics
Track : Tail Gear contact attitude: 12°, Main Gear Shock
Main Gear 9.6M (31 FT 5.95 IN) Absorbers Extended
Main Gear Wheels 0.927M (36.5 IN)
Nose Gear Wheels 0.625M (24.6 IN) Aircraft weight :
Wheel Base 18.603M (61 FT 0.4 Aircraft Maximum
IN) Taxi weight : 171.4 t (377,766 Lbs)
Takeoff weight : 170.5 t (375,782 Lbs)
Distance between Main Gear Fwd and AFT Axles:1.397M (55 Landing weight : 140 t (308,560 Lbs)
IN)
Nose Gear Wheel Offset (AFT with respect to strut axis): 0.096 Landing gear weight :
Meters (3.78 IN) Nose gear (complete) : 690 Kg (1521 Lbs)
Position of Main Gear on MAC 50% Main gear (complete) : 6467 Kg (14253 Lbs)
MAC 6.608M (21 FT 8.2 IN)
CG liMits on ground Brake Energy in Megajoules per wheel :
Nose and Main Gear Shock Absorber Stroke: 0.450M (17.7 IN) Normal : 34
Nose Wheel Steering Angle: ± 65° / ± 95° during towing for A/C Overload :
having weights lower than 152 Ton (335,008 Lbs) Limit : 77
± 65° during towing for A/C having weights higher than 152 Ton Maximum Brake Pressure : 206 Bars (3000 PSI)
(335,008 Lbs)
Landing Gear Operating Envelope :
Angular displaceMent during extension/retraction VLE (Maximum Landing Gear Extended Speed): 270
Main Gear Strut : 80.3° Main gear Doors : 90° Knots
Nose Gear Strut : 110° Nose Gear Doors : 88°
VLO (Maximum Landing Gear Operating Speed)
Tire DiMensions (Tubeless) : Retraction : 240 Knots
Main Gear 47 x 18-R20
Nose gear 40 x 14-R16
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A300 Landing Gear System - General Dimensions on Aircraft
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A310 Landing Gear System - General Characteristics
General Characteristics
Track : Aircraft Weight: A310 aircraft varies per Tail Number
Main gear 9.6M (31 FT. 5.95 IN) Aircraft maximum
Main gear wheels 0.927M (36.5 IN) Taxi weight : 125,900 kg (277,500 lbs) to
with provision for 0.978M (38.5 IN) 142,900 kg (315,000 lbs)
Nose gear wheels 0.625M (24.6 IN)
Wheel base 18.603M (61 FT. 0.4 IN) Takeoff weight : 125,000 kg (275,600 lbs) to
Distance between Main gear fwd and aft axles 1.397M (55 IN) 142,000 kg (313,100 lbs)
Nose gear wheel offset (aft with respect to leg axis)0.096M (3.78 IN)
Position of Main gear on MAC 50% Landing weight : 118,500 kg (261,200 lbs) to
MAC 6.608M (21 FT. 8.2 IN) 121,500 kg (267,900 lbs)
CG limits on ground
Nose and Main gear shock absorber stroke 0.450M (17.7 IN) Landing gear weight :
Bogie beam in-flight position 10.3° pitch-down Nose Gear (complete) : 690 kg (1521 lbs)
Nose wheel steering angle ± 65° / ± 95° ( towing) Main Gear (complete) : 2710 kg each (5974 lbs)
Bogie Beam Assy : 1510 kg each (3329 lbs)
Angular displacement during extension / retraction cycle
Main gear strut : 80.3° Main gear doors : 89° Brake energy in megajoules per wheel :
Nose gear strut : 110° Nose gear doors : 88° Normal : 26
Overload : 33
Tire dimensions (tubeless) : Limit : 62
Main gear 46 x 16-20 (49 x 17-20 and 19-20 / as options)
Nose gear 40 x 14-16 Maximum brake pressure : 175 bars (2538 PSI)
Tail gear contact attitude : 12°, Main gear shock absorbers extended Landing gear operating envelope :
VLO (Maximum Landing Gear Operating Speed) : 270
Knots
VLE (Maximum Landing Gear Extended Speed) : 240
Knots
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A310 Landing Gear System - General Dimensions on Aircraft
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LEFT BLANK
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LANDING GEAR
CONTROLS AND
INDICATIONS
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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
A310
NO
BRAKE
FANS
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A300/A310 Landing Gear System - Visual Downlock Indication - Main Gear
MECHANICAL INDICATOR PINS
NOTE A red Indicator Pin appears on each Wing Upper

Surface (above the Main Gear Shock Absorber
Some A300 / A310 aircraft have visual indicators removed Strut Well area) when the associated Main Gear
due to binding and broken parts. Mechanical Indication is down and locked.
System components removed per Engineering Order on an
Attrition Basis. The Indicator Pins are not visible from the Main
Deck Cargo Compartment area due to the Cargo
Freighter Configuration.
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A300/A310 Landing Gear System - Emergency Extension (Gravity Method) - Location and Hand
Crank Assembly
LANDING GEAR HANDCRANK FITTING LANDING GEAR HANDCRANK
A stop is provided after approximately 20 turns to extend the landing

gear free-fall (gravity method). To restore to normal condition,
reverse procedure till return stop is touched by emergency extension
mechanism under flight deck floor.
Stowed in F/O console for free fall extension the handle must be
inserted in a protected flight compartment floor fitting aft of the center
pedestal on RH side, then rotated clockwise.
Green hydraulic pressure is first isolated then, all chambers are
connected to the green reservoir. At 17.5 turns, doors unlock. At 19.5
turns gears unlock, free fall and downlock assisted by aerodynamic
forces (nose L/G) and spring assistance (Main L/G). Doors will
remain opened until flight or ground reconditioning.
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LEFT BLANK
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LANDING GEAR
HYDRAULIC AND
ELECTRICAL POWER
SOURCES
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A300/A310 Landing Gear System - Hydraulic Power Supply
NORMAL BRAKE ALTN BRAKE
LANDING GEAR PARK BRAKE
NW STEERING
BLUE GREEN YELLOW

RESERVIOR RESERVIOR RESERVIOR
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A300/A310 Landing Gear System - Hydraulic Power Users
NOSE WHEEL STEERING
LDG GEAR EXTENTION/RETRACTION
NORMAL ALTERNATE
BRAKING BRAKING + PARKING BRAKE
AUTOMATIC
SELECTOR
M
GREEN YELLOW
HP MANIFOLD HP
MANIFOLD
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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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LEFT BLANK
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NOSE GEAR ASSEMBLY
COMPONENTS AND
SAFETY DEVICES
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A300/A310 Nose Landing Gear System - General Description
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 nose
wheels 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 between
Fuselage 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 retraction
cycle (Nose Gear Retraction Phase).
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A300/A310 Nose Landing Gear System - General Features
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A300/A310 Nose Gear Assembly - Safety Pin - Downlock Position
A locking mechanism using a safety pin secures the landing A mechanical system is provided for immobilizing the locking
gear on the ground and prevents accidental nose gear sleeve on the ground by insertion of a safety pin. During this
retraction during static and pressurized conditions. operation and especially after a landing gear Free Fall
extension with the aircraft on jacks it is highly important to
NOSE GEAR TELESCOPIC STRUT make certain that the drag strut is positively downlocked as
installation of the safety pin is possible when the strut is not
The nose gear telescopic drag strut provides nose gear downlocked.
downlocking and bracing in the fore and aft position.
NOSE WHEEL STEERING
Mechanical locking of the drag strut is achieved by internal
locking dogs. WARNING: WHENEVER THE GROUND SAFETY PIN IS
INSTALLED ON THE NOSE GEAR TELESCOPIC STRUT,
Downlock release is achieved hydraulically by action on a ALWAYS VISUALLY CHECK THAT:
locking sleeve which frees the locking dogs. • IT HAS COMPLETELY AND EASILY ROTATED THE
FORK-TYPE LEVER OF THE GROUND LOCKING
During gear extension the locking sleeve is repositioned SYSTEM.
hydraulically. At the end of the rod extension a microswitch • ITS STOP FLANGE ABUTS AGAINST THE HOUSING
indicates that the drag strut is downlocked. A visual indicator
OF THE TELESCOPIC STRUT LOCKING SYSTEM.
(mechanical) also appears when the strut is downlocked.
(FULL INSERTION).
A towing lever on the Nose Gear Warning Panel 3WC (old

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 - Downlocking Safety Pin and Nose Gear Steering Deactivation
(Towing)
NWS = NOSE WHEEL STEERING
NWS Deactivated
Green Hyd System Pressure
To NWS Unit
(LG EXT PRESSURE)
Drain Line Return Hydraulic fluid to Green

Hyd System return manifold
NWS SOLENOID SELECTOR

VALVE / FIN 3GC NOSE GEAR PANEL 3WC
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A300/A310 Nose Gear System - General Safety Precautions and Safety Devices
GENERAL - SERVICING - LANDING GEAR (NOSE GEAR)
WARNING : BEFORE PROCEEDING WITH MAINTENANCE WORK ON OR NEAR WARNING : BEFORE INSTALLING THE GROUND SAFETY PINS, MAKE CERTAIN
MECHANICAL FLIGHT CONTROLS OR PRIMARY FLIGHT CONTROL SURFACES, THAT THE LANDING GEAR IS DOWNLOCKED.
LANDING GEARS, ASSOCIATED DOORS OR ANY MOVING COMPONENT, MAKE THIS IS ACHIEVED BY CHECKING THAT :
CERTAIN THAT GROUND SAFETIES AND/OR WARNING NOTICES ARE IN - IN FLIGHT COMPARTMENT, ON PANELS 400VU AND 76VU LH-NOSE-RH GREEN
CORRECT POSITION TO PREVENT INADVERTENT OPERATION OF CONTROLS. ARROWS ARE ON.
- DOWNLOCK VISUAL INDICATORS ARE VISIBLE ON WINGS (MAIN GEARS) AND
BEFORE POWER IS SUPPLIED TO THE AIRCRAFT MAKE CERTAIN THAT ON TELESCOPIC DRAG STRUT (NOSE GEAR).
ELECTRICAL CIRCUITS UPON WHICH WORK IS IN PROGRESS ARE ISOLATED.
Make certain that nose and main gear ground safety pins are installed :
BEFORE PRESSURIZING HYDRAULIC SYSTEMS, MAKE CERTAIN THAT (NOTE: Main Gear Safety Pins to be discussed later in Main Gear Section)
HYDRAULIC SYSTEM UNDER MAINTENANCE HAS BEEN ISOLATED.
On nose gear telescopic drag strut
Safety Precautions Necessary During Maintenance Work on Aircraft
WARNING : WHEN WORKING ON AIRCRAFT, ESPECIALLY WITHIN GEAR AND WARNING : WHENEVER THE GROUND SAFETY PIN IS INSTALLED ON THE NOSE
DOOR TRAVEL RANGES, THE FOLLOWING PRECAUTIONS MUST BE OBSERVED. GEAR TELESCOPIC STRUT, ALWAYS VISUALLY CHECK THAT :
- IT HAS COMPLETELY AND EASILY ROTATED THE FORK-TYPE LEVER
A. Equipment and Materials OF THE GROUND LOCKING SYSTEM.
------------------------------------------------------------------------------- - ITS STOP FLANGE ABUTS AGAINST THE HOUSING OF THE
ITEM PART NUMBER DESIGNATION TELESCOPIC STRUT LOCKING SYSTEM. (FULL INSERTION).
-------------------------------------------------------------------------------
98A32101510000 Safety Pin - MLG Door Locking WARNING : WHEN THE GROUND SAFETY PIN IS REMOVED, VISUALLY CHECK
C23157100-1 Safety Pin - Nose Gear Downlock THE DOWN POSITION OF THE FORK-TYPE LEVER ON THE TELESCOPIC STRUT
(Telescopic Strut) GROUND LOCKING SYSTEM.
C47281 Safety Collar - Nose Gear Door Actuating
Cylinder Make certain that wheel chocks are in position.
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.
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A300/A310 Nose Gear System - Location of Safety Equipment
NOTE: GROUND
MAINTENANCE
SAFETY PIN -
INSTALLED AND
SHOWN IN
GRAPHIC
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A300/A310 Nose Gear System - Nose Gear Wheel Assembly - Component and Tire Condition Check
GENERAL BRAKE POSITION, SERIAL NUMBER, AND PIN MEASUREMENT.
NOSE GEAR WHEELS NOTIFY MOCC.
THE NOSE GEAR WHEELS ARE MANUFACTURED BY MESSIER. 3) RELEASE PARK BRAKES (MAKE SURE CHOCKS IN).
THE WHEELS ARE COMPRISED OF TWO LIGHT ALLOY HALF-WHEELS 7. TIRE PRESSURES CHECK
ASSEMBLED HIGH-TENSILE STEEL BOLTS AND ARE EQUIPPED WITH: NOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE. SEE
• 40X14 TUBELESS CONVENTIONAL TIRES OR 40 X 14R16 TUBELESS TABLE
RADIAL TIRES. BELOW FOR TIRE PRESSURE LIMITS AND AIRCRAFT EFFECTIVITY.
• A STANDARD INFLATING VALVE WITH POSSIBILITY OF REPLACEMENT (REF. AMM 12-14-32)
BY A VALVE INCORPORATING A PRESSURE INDICATOR (PSI TYPE). NOTE: AD 87-08-09 REQUIRES THE USE OF DRY NITROGEN TO INFLATE
• A SYSTEM PROVIDING TIRE PRESSURE INDICATION IN THE FLIGHT TIRES.
COMPARTMENT CAN BE INSTALLED AS AN OPTION (TPIS). THE USE OF COMPRESSED AIR TO SERVICE TIRES IS PROHIBITED.
A. HOT TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED IF INSUFFICIENT
6. TIRE AND BRAKE WEAR/CONDITION CHECK TIME
A. TIRES CHECK PREVENTS TEMPERATURE STABILIZATION (LESS THAN 2 HOURS AFTER
NOTE: REFER TO AMM 32-41-00-6 FOR DETAILED TIRE DAMAGE AND WEAR LANDING
INFO. WHEN TIRE STILL WARM TO THE TOUCH). THE FOLLOWING CRITERIA AND
1) INSPECT TIRES FOR DAMAGE OR DETERIORATION PROCEDURES SHALL BE OBSERVED WHEN CHECKING HOT TIRES.
2) INSPECT TIRES FOR WEAR 1) MEASURE TIRE PRESSURES AND COMPARE ADJACENT TIRES ON THE
a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE SAME AXLE.
REPLACEMENT. 2) MLG TIRES WITH A PRESSURE OF 199 PSI OR ABOVE WITHIN 20 PSI OF
NOTE: TREAD REINFORCING PLY IS FIRST CORD UNDER TREAD GROOVE. THE ADJACENT TIRE ON THE SAME AXLE AND NLG TIRES WITH A PRESSURE
TIRES EXPOSING REINFORCING PLY MAY BE TRANSFERRED TO OIL (EAML OF 148 PSI OR ABOVE WITHIN 15 PSI OF THE ADJACENT TIRE ON THE SAME
ENTRY) IF REPLACEMENT WILL CAUSE A DELAY OR IF TOOLING OR AXLE DO NOT REQUIRE SERVICE.
MANPOWER IS NOT AVAILABLE. TIRE MUST BE SCHEDULED FOR 3) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHER
REPLACEMENT AT NEXT MAINTENANCE STATION WHERE ABOVE LIMITS THAN
CAN BE MET. COLD TIRE PRESSURES.
b) TIRES EXPOSING THE CARCASS BODY PLY MUST BE REPLACED. 4) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLY
NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORD UNDER THE TWO WITH CRITERIA AND PROCEDURES IN THE FOLLOWING TABLE.
TREAD REINFORCING CORDS AND THE THIRD CORD UNDER THE TREAD HOT TIRE PRESSURES FOR ALL A300-600 AIRCRAFT
GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSE SCRAPPING BY MLG TIRE NLG TIRE CORRECTIVE
RETREADER. 49 X 17-20 32PR 40 X 14-16 24PR ACTION
B. BRAKES CHECK (AMM 32-42-27-6) 179 PSI & ABOVE 134 PSI & ABOVE *1
NOTE: PARK BRAKES SET, PRESSURE 1000 PSI MINIMUM. 161 TO 178 PSI 120 TO 133 PSI REPLACE TIRE
NOTE: WEAR INDICATOR READINGS SHOULD BE TAKEN WHEN BRAKE 160 PSI & BELOW 119 PSI & BELOW *3
TEMPERATURE
IS CLOSE AS POSSIBLE TO AMBIENT. B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER AN
1) CHECK ALL BRAKES FOR LEAKS. AIRCRAFT
2) CHECK WEAR PINS (MEASURE FROM SURFACE OF SUBASSEMBLY HAS BEEN ON THE GROUND FOR A LONG ENOUGH PERIOD TO PERMIT
HOUSING) TIRES, WHEELS AND BRAKES TO STABILIZE AT THE AMBIENT TEMP. THIS
A300-600 (ALL) CORRECTIVE ACTION REQUIRES AT LEAST 2 HOURS. THE CRITERIA AND PROCEDURE
-------------- ----------------- PRESENTED IN THE FOLLOWING TABLE MUST BE USED WHEN CHECKING
GREATER THAN .04 INCH SERVICEABLE RANGE TIRES AT AMBIENT TEMPERATURES:
GREATER THAN 0.0 TO 0.04 INCH DEFERRAL RANGE (SEE NOTE BELOW) NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F
0.0 INCH OR LESS REPLACE BEFORE FLIGHT CAN EXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WAS
NOTE: LINE MAINTENANCE ONLY: ESTABLISH AN OPEN ITEM IN EAML ACCOMPLISHED AT HIGHER AMBIENT TEMPERATURES. TIRES CHECKED
STATING UNDER THESE CONDITIONS WILL NOT BE CONSIDERED TO BE LEAKING IF
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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

a) N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446FE-
THE NOSE GEAR WHEELS ARE MANUFACTURED BY MESSIER. N450FE NLG TIRES WITH A PRESSURE OF 150 PSI OR ABOVE WITHIN 15
PSI OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE
THE WHEELS ARE COMPRISED OF TWO LIGHT ALLOY HALF-WHEELS ASSEMBLED BY SERVICE.
HIGH-TENSILE STEEL BOLTS AND ARE EQUIPPED WITH:
b) N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE,
• 40 X 14 TUBELESS CONVENTIONAL TIRES OR 40 X 14R16 TUBELESS RADIAL TIRES. N451FE-N454FE NLG TIRES WITH A PRESSURE OF 164 PSI OR ABOVE
• A STANDARD INFLATING VALVE WITH POSSIBILITY OF REPLACEMENT BY A VALVE WITHIN 15 PSI OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT
INCORPORATING A PRESSURE INDICATOR (PSI TYPE). REQUIRE SERVICE.
• 2) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHER

A SYSTEM PROVIDING TIRE PRESSURE INDICATION IN THE FLIGHT COMPARTMENT
THAN COLD TIRE PRESSURE.
CAN BE INSTALLED AS AN OPTION (TPIS).1
6. TIRE AND BRAKE WEAR/CONDITION CHECK 3) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLY WITH
CRITERIA AND PROCEDURES IN THE FOLLOWING TABLE.
A. TIRES CHECK
HOT TIRE PRESSURES
NOTE: REFER TO AMM 32-41-00-6 FOR DETAILED TIRE DAMAGE AND WEAR INFO. NLG TIRE CORRECTIVE ACTION
1) INSPECT TIRES FOR DAMAGE OR DETERIORATION 40 X 14-16 24PR
2) INSPECT TIRES FOR WEAR N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446FE-N450FE
a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE 135 PSI & ABOVE *1
REPLACEMENT.
122 TO 134 PSI REPLACE TIRE
NOTE: TREAD REINFORCING PLY IS FIRST CORD UNDER TREAD GROOVE.
121 PSI & BELOW *3
TIRES EXPOSING REINFORCING PLY MAY BE TRANSFERRED TO OIL (EAML
ENTRY) IF REPLACEMENT WILL CAUSE A DELAY OR IF TOOLING OR N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE
MANPOWER IS NOT AVAILABLE. TIRE MUST BE SCHEDULED FOR
REPLACEMENT AT NEXT MAINTENANCE STATION WHERE ABOVE LIMITS CAN 149 PSI & ABOVE *1
BE MET.
133 TO 148 PSI REPLACE TIRE
b) TIRES EXPOSING THE CARCASS BODY PLY MUST BE REPLACED.
132 PSI & BELOW *3
NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORD UNDER THE
------------------------------------------------------------------------------------------------------------------
TWO TREAD REINFORCING CORDS AND THE THIRD CORD UNDER THE
TREAD GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSE B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER AN AIRCRAFT
SCRAPPING BY RETREADER. HAS BEEN ON THE GROUND FOR A LONG ENOUGH PERIOD TO PERMIT TIRES,
WHEELS AND BRAKES TO STABILIZE AT THE AMBIENT TEMP. THIS REQUIRES AT
7. TIRE PRESSURES CHECK – A310-200 AIRCRAFT
LEAST 2 HOURS. THE CRITERIA AND PROCEDURE PRESENTED IN THE
NOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE. SEE TABLE FOLLOWING TABLE MUST BE USED WHEN CHECKING TIRES AT AMBIENT
BELOW FOR TIRE PRESSURE LIMITS AND AIRCRAFT EFFECTIVITY.(REF. AMM 12-14-32) TEMPERATURES:
NOTE: AD 87-08-09 REQUIRES THE USE OF DRY NITROGEN TO INFLATE TIRES. THE NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F CAN
USE OF COMPRESSED AIR TO SERVICE TIRES IS PROHIBITED. EXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WAS ACCOMPLISHED AT
HIGHER AMBIENT TEMPERATURES. TIRES CHECKED UNDER THESE CONDITIONS
A. HOT TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED IF SHORT GROUND TIME WILL NOT BE CONSIDERED TO BE LEAKING IF PRESSURE OF TIRE AND
PREVENTS TEMPERATURE STABILIZATION (LESS THAN 2 HOURS AFTER ADJACENT TIRE ON SAME AXLE ARE WITHIN 20 PSI OF EACH OTHER FOR MLG
LANDING WHEN TIRE STILL WARM TO THE TOUCH). THE FOLLOWING CRITERIA AND 15 PSI FOR NLG TIRES. IF TIRES ARE WITHIN THESE LIMITS, TIRE
AND PROCEDURES SHALL BE OBSERVED WHEN CHECKING HOT TIRES. PRESSURES SHALL BE INCREASED TO OPERATIONAL PRESSURE RANGE.
1) MEASURE TIRE PRESSURES AND COMPARE ADJACENT TIRES ON THE SAME
AXLE.
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A300/A310 Nose Gear System - Nose Gear Wheel Assembly -
Component and Tire Condition Check
COLD TIRE PRESSURES A310-200

AIRCRAFT *1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE,
NLG TIRE CORRECTIVE ACTION REINFLATE TO OPERATIONAL PRESSURE AND ESTABLISH
AN OPEN ITEM (EAML ENTRY) STATING Z TIME, Z DATE
40 X 14-16 24PR AND PRESSURE TO WHICH TIRE WAS INFLATED
N401FE-N405FE, N407FE-N408FE, N424FE- REQUESTING A RECHECK WITHIN 24 HOURS. NOTIFY
N426FE, N428FE, N446FE-N450FE MOCC & DOWN LINE STATION TO ENSURE FOLLOWING IS
ACCOMPLISHED: IF ON RECHECK TIRE PRESSURE IS
145 TO 140 PSI OPERATIONAL LOWER THAN THE PREVIOUSLY RECORDED TIRE
PRESSURE BY 5% OR MORE, TIRE MUST BE REPLACED. IF
139 TO 133 PSI REINFLATE TIRE PRESSURE HAS DROPPED LESS THAN 5%, OPEN
ITEM MAY BE CLEARED.
132 TO 126 PSI *1
*2 REPLACE TIRE. TIRES CHECKED AT AMBIENT
125 TO 117 PSI *2 TEMPERATURES BELOW 40 DEGREES F THAT PRODUCE
PRESSURES WITHIN THIS RANGE SHOULD NOT BE
116 PSI & BELOW *3 REPLACED IF THE PRESSURE OF THE TIRE AND THE
N409FE-N423FE, N427FE, N429FE-N430FE, ADJACENT TIRE ON THE SAME AXLE ARE WITHIN 20 PSI
OF EACH OTHER FOR MLG OR 15 PSI FOR NLG TIRES. IF
N442FE-N443FE, N445FE THE TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURES
159 TO 154 PSI OPERATIONAL SHOULD BE INCREASED TO THE OPERATIONAL
PRESSURE RANGE.
153 TO 146 PSI REINFLATE
*3 REPLACE THE LOW TIRE AND ADJACENT TIRE ON THE
145 TO 138 PSI *1 SAME AXLE IF ROLLING HAS OCCURRED WITH THE TIRE
PRESSURE LOW. IF IT IS EVIDENT THAT PRESSURE LOSS
137 TO 128 PSI *2 TOOK PLACE AFTER THE AIRCRAFT WAS PARKED,
REPLACE ONLY THE TIRE WITH LOW PRESSURE.
127 PSI & BELOW *3
MTT M540000/R3.32 16AUG01 32-40

32-40 ATA 32
MTT M540000/R3.32 16AUG01 32-41

32-41 ATA 32
A300/A310 Nose Gear Tire - Damage Criteria - General
TIRE DAMAGE CRITERIA TREAD CHUNKING
V-Shaped Cuts (Chevron cutting) are caused by water drainage A pockmark condition in the weaving portion of the tread due to
grooves on the runways. rough or unimproved runways.
Remove tire when limits in “Table of Tire Damage Criteria” are TREAD RUBBER REVERSION
reached. An oval shaped area in the tread where rubber shows burning due
to hydroplaning.
TREAD FLAKING AND CHIPPING

Thin gauge pieces of rubber which have chipped or flaked from FLAT SPOT
wearing portion of tread. This can be caused by landing with brakes on, pivoting with a
locked wheel, or heavy braking.
TIRE DAMAGE CRITERIA ACTION

1 Cut runs from one groove to another but is Remove tire if cut is deeper than 5mm.
not deeper than grove bottom.
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 groove
bottom.
B, In the rib Remove tire if length of cut is greater than 60
mm or deeper than 12 mm below groove
bottom.
3 Center groove or 2 center grooves worn Remove tire.
through
4 Splits in groove deeper than 4 mm. Remove tire.
5 Chunking extends over a rob or down to Remove tire.
reinforcing piles.
MTT M540000/R3.32 16AUG01 32-42

32-42 ATA 32
A300/A310 Nose Gear Tires - Tire Damage Criteria Types
MTT M540000/R3.32 16AUG01 32-43

32-43 ATA 32
A300/A310 Landing Gear System - Wheel Tachometers
GENERAL
TEN IDENTICAL TACHOMETERS ARE INSTALLED IN THE ROTATION OF THE WHEEL CAUSES VARIATIONS IN THE
WHEEL AXLES (1 FOR EACH MAIN AND NOSE GEAR INDUCTION FREQUENCY PROPORTIONAL TO THE
WHEEL). ANGULAR SPEED (FREQUENCY = 200 X ANGULAR SPEED).
THE TACHOMETERS PROVIDE WHEEL SPEED THE VARIABLE FREQUENCY VOLTAGE DELIVERED BY THE
INFORMATION. EACH TACHOMETER IS EQUIPPED WITH TACHOMETER IS SENT TO THE BRAKE SYSTEM CONTROL
TWO 200-TOOTH RINGS. UNIT.
•ONE STATIONARY RING ASSOCIATED WITH A COIL AND THE SIGNAL VOLTAGE SENT TO THE BRAKE SYSTEM
PERMANENT MAGNET CONTROL UNIT IS USED TO REGULATE THE ANTI-SKID
SYSTEM OF THE AIRCRAFT.
•ONE RING DRIVEN BY THE WHEEL.
MTT M540000/R3.32 16AUG01 32-44

32-44 ATA 32
A300/A310 Landing Gear System - Wheel Tachometer Locations
MTT M540000/R3.32 16AUG01 32-45

32-45 ATA 32
LEFT BLANK
MTT M540000/R3.32 16AUG01 32-46

32-46 ATA 32
NOSE GEAR DOOR
COMPONENTS AND
SAFETY DEVICES
MTT M540000/R3.32 16AUG01 32-47

32-47 ATA 32
A300/A310 Nose Gear Doors - General and Safety Precautions
GENERAL
Each main forward door is hinged to the fuselage and operated by a NLG DOOR ACTUATING CYLINDER SAFETY COLLAR
hydraulic cylinder.
Whenever it becomes necessary to perform any work in the nose gear
A leg door is attached to the gear shock strut by 4 adjustable attachment wheel well, the nose gear door actuating cylinder safety collar must be
fittings and protects the nose wheel steering distributor valve. Also installed to prevent possible injury caused by inadvertent closing of the
provides closure of area between the main doors and aft doors when the door.
nose gear is retracted and uplocked in the nose gear well.
The two aft doors are linked to the gear and mechanically operated
during extension and retraction.
MTT M540000/R3.32 16AUG01 32-48

32-48 ATA 32
A300/A310 Nose Gear Doors - Actuator Ground Lock Safety Devices
MTT M540000/R3.32 16AUG01 32-49

32-49 ATA 32
A300/A310 Nose Gear Doors (Main Doors) - Ground Opening/Closing
WARNING: CHECK THAT THE LANDING GEAR GROUND DOOR CLOSURE

SAFETIES, INCLUDING WHEEL CHOCKS, ARE IN POSITION.
BEFORE APPLYING OR RELIEVING HYDRAULIC SYSTEM WARNING: IF OTHER GEAR DOORS ARE OPEN, MAKE CERTAIN
PRESSURE, MAKE CERTAIN THAT THE TRAVEL RANGES OF THE THAT SAFETY COLLARS ARE INSTALLED ON DOOR ACTUATING
CONTROL SURFACES ARE CLEAR. BEFORE PRESSURIZING CYLINDERS AND THAT DOOR GROUND OPENING CONTROL
HYDRAULIC SYSTEMS, CHECK THAT ALL CONTROLS ARE SET HANDLES ARE LOCKED IN OPENED POSITION BY MEANS OF
TO CORRESPOND WITH THE ACTUAL POSITION OF THE SAFETY PINS.
SERVICES THEY OPERATE. BEFORE PRESSURIZING HYDRAULIC
SYSTEMS, MAKE CERTAIN THAT HYDRAULIC SYSTEM UNDER Remove safety collar from actuating cylinder of door to be closed.
MAINTENANCE HAS BEEN ISOLATED (AS APPLICABLE).
Pressurize the Green Hydraulic System, using the Green electric pumps.
WARNING: MAKE CERTAIN THAT THE DOOR TRAVEL RANGES
ARE CLEAR. To close the nose gear doors:
• remove safety pin
WARNING: FOR SAFETY REASONS, STAND AFT OF GEAR LEG • stow safety pin
WHEN OPERATING DOOR GROUND OPENING CONTROL. • place control handle in CLOSED position
• check that doors close and uplocks engage.
NOSE LANDING GEAR LEFT/RIGHT DOOR OPENING
WARNING: IF THE DOORS FAIL TO CLOSE, DOOR GROUND
• Place nose gear left/right door ground opening control handle in OPENING CONTROL HANDLES SHALL BE RETURNED TO OPENED
OPENED position and lock handle by inserting safety pin equipped POSITION (PROBABLE CAUSE, INSUFFICIENT PRESSURE IN THE
with streamer in control bellcrank. LANDING GEAR HYDRAULIC SYSTEM).
• 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, it
will be necessary to manually assist them.
MTT M540000/R3.32 16AUG01 32-50

32-50 ATA 32
A300/A310 Nose Main Doors Ground Opening Control - Diagram
MTT M540000/R3.32 16AUG01 32-51

32-51 ATA 32
A300/A310 Nose Gear Doors (Main Doors) - Ground Opening/Closing
WARNING: CHECK THAT THE LANDING GEAR GROUND DOOR CLOSURE

SAFETIES, INCLUDING WHEEL CHOCKS, ARE IN POSITION.
BEFORE APPLYING OR RELIEVING HYDRAULIC SYSTEM WARNING: IF OTHER GEAR DOORS ARE OPEN, MAKE CERTAIN
PRESSURE, MAKE CERTAIN THAT THE TRAVEL RANGES OF THE THAT SAFETY COLLARS ARE INSTALLED ON DOOR ACTUATING
CONTROL SURFACES ARE CLEAR. BEFORE PRESSURIZING CYLINDERS AND THAT DOOR GROUND OPENING CONTROL
HYDRAULIC SYSTEMS, CHECK THAT ALL CONTROLS ARE SET HANDLES ARE LOCKED IN OPENED POSITION BY MEANS OF
TO CORRESPOND WITH THE ACTUAL POSITION OF THE SAFETY PINS.
SERVICES THEY OPERATE. BEFORE PRESSURIZING HYDRAULIC
SYSTEMS, MAKE CERTAIN THAT HYDRAULIC SYSTEM UNDER Remove safety collar from actuating cylinder of door to be closed.
MAINTENANCE HAS BEEN ISOLATED (AS APPLICABLE).
Pressurize the Green Hydraulic System, using the Green electric pumps.
WARNING: MAKE CERTAIN THAT THE DOOR TRAVEL RANGES
ARE CLEAR. To close the nose gear doors:
• remove safety pin
WARNING: FOR SAFETY REASONS, STAND AFT OF GEAR LEG • stow safety pin
WHEN OPERATING DOOR GROUND OPENING CONTROL. • place control handle in CLOSED position
• check that doors close and uplocks engage.
NOSE LANDING GEAR LEFT/RIGHT DOOR OPENING
WARNING: IF THE DOORS FAIL TO CLOSE, DOOR GROUND
• Place nose gear left/right door ground opening control handle in OPENING CONTROL HANDLES SHALL BE RETURNED TO OPENED
OPENED position and lock handle by inserting safety pin equipped POSITION (PROBABLE CAUSE, INSUFFICIENT PRESSURE IN THE
with streamer in control bellcrank. LANDING GEAR HYDRAULIC SYSTEM).
• 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, it
will be necessary to manually assist them.
MTT M540000/R3.32 16AUG01 32-52

32-52 ATA 32
A300/310 Nose Gear Main Doors Ground Opening - Safety Precautions and Operating Instructions
FWD
MTT M540000/R3.32 16AUG01 32-53

32-53 ATA 32
LEFT BLANK
MTT M540000/R3.32 16AUG01 32-54

32-54 ATA 32
NOSE GEAR SYSTEM
EXTENSION AND
RETRACTION COMPONENTS
MTT M540000/R3.32 16AUG01 32-55

32-55 ATA 32
A300/A310 Nose Gear System - Extension and Retraction Components
AA... No
NNoossseee Ge
GGeeaaarr AAccctttua
uuat
aattiiing
nngg CCCyyyli
llin
iinnddder
eerr C.
C. Nose
Nose Gear
Gear Door
Door Actuating
Actuating Cylinder
Cylinder
(1)Ge Genera ral l (1)General
TThe nnoose ggear aactuaatting cyliinnder iis ooff thee douubble-aactinngg typpe anndd The nose gear door actuating cylinder is of the double-acting type
in
includ ude es aa count nterro rod d and
nd ann end-o
-of-tr
travell damp
mpiing sy
syste
tem
m. equipped with two damping systems which slow down travel at the end of
(2)De Descri rip ption on the rod extension and retraction cycles.
(aa)Sloowwdownn is aachieevved bby exxppelliinng fflluid ffromm the rrod eextennsionn chammber (2)Description
(geaear r ext xtensio ion ch cha amber
er) th
thr
rough
gh a sm
small-
l-d
dime
mennsion
on ori
rif
fice.
e. (a)Slow-down at the end of rod retraction is achieved by closure of the
(b)b)Thee small ll-dime mensio ion n ori
rifice
ce is in
inclu
lud
ded in
in th
thee pre
res
ssur
ure
e rel
elieff valve
ve normal return orifice and passage of the fluid through an orifice of
whiicch alllows fluiidd to be eexxpellleed iinn thee eveennt off oveerrpresssuree smaller dimensions.
conndditioon in the rrestrricteedd chaammberr.. (b)Slow-down at the end of rod extension is also achieved by expelling the
(c)c)No in intern rnal lo lockin ing g sys
ystemm is pr
pro
ovid
ide
ed in
in the
he actu
tua
atin
ing
g cyl
ylinde
der
r. No
Nose fluid through a small-dimension orifice with a pressure relief valve
gearar down wnlocki king is is achchieve
ved
d byy mean
ans
s off a te
tellesco
cop
picc strut
ut. connected in parallel.
(dd)In tthe ggear ddownlloockedd or uuplocckked pposittiion eend-oof-trraavel cleaarrancee is (c)In the door open position the rod bears on an internal stop.
provovi idedd and the ro rod dodoes no
not bo
bot
ttom
om.
. (d)In the door closed position, end of travel clearance is provided and
(e)e)Thee actua uatingg cyli lin nderr rodd is eq
equ
uipp
ppe
ed wi
wit
th aa sphe
her
rica
cal
l end
nd fit
itt
tingg the rod does not bottom.
(geeaar siide). (e)The actuating cylinder rod is equipped with a spherical end fitting
(f)f)Thee actua uatingg cyli lin nderr body
dy is eq
equip
ipp
ped withh a gim
imb
ball joint
nt. (door side).
B.
B. Nose
Nose Gear Gear Telescopic
Telescopic Strut Strut (f)The actuating cylinder body is equipped with a gimbal joint (structure
(1)General side).
The nose gear telescopic strut provides fore and aft bracing of the nose D.
D. Door
Door Ground
Ground Opening
Opening Bypass
Bypass Valve
Valve
gear in the downlocked position. This is a passively actuated strut with (1)General
an inside locking/unlocking system. (a)There are four bypass valves ; one per gear main door.
(a)Mechanical locking of the drag strut is achieved by locking dogs. (b)The main gear door bypass valves are located in section 15 near the
(b)Downlock release is achieved hydraulically by action on a locking door uplocks.
sleeve which frees the locking dogs. (c)The nose gear door bypass valves are located in the nose gear well ;
(c)During gear extension the locking sleeve is repositioned hydraulically. one on each sidewall.
(d)At the end of rod extension a microswitch indicates that the drag strut (2)Operation
is downlocked. A visual indicator (mechanical) also appears when the (a)Each bypass valve is operated by means of a manual control coupled to
strut is downlocked. the uplock release lever of the corresponding door.
(e)A mechanical system is provided for immobilizing the locking sleeve on (b)When operated the bypass valve interconnects the door actuating
the ground by insertion of a safety pin. During this operation and cylinder opening and closing chambers and shuts off the door closing
especially after a landing gear Free Fall extension with the aircraft supply line ; the door uplock hook is released simultaneously and the
on jacks it is imperative to make certain that the drag strut is door free falls to open position.
positively downlocked as installation of the safety pin is also (c)When returned to normal configuration, the bypass valve admits pressure
possible when the strut is not downlocked. into the actuating cylinder closing chamber and thus controls door
closure.
MTT M540000/R3.32 16AUG01 32-56

32-56 ATA 32
A300/A310 Nose Gear System - Extension and Retraction Component Locations
MTT M540000/R3.32 16AUG01 32-57

32-57 ATA 32
A300/A310 Nose Gear System - Nose Gear and Main Doors Uplocks
Gear
Gear Uplocks
Uplocks
(1)General
(i)A microswitch indicates positive locking of the hook (microswitch
The uplock automatically locks the landing gear in the up position at the
plunger extended). The microswitch is interchangeable without
end of the landing gear retraction cycle and remains locked until the
adjustment.
uplock release order is received.
(j)A rigging hole in the Free Fall mechanical release input is provided
(2)Operation
for locking the control in the normal position to enable adjustment of
(a)Uplock release can be achieved by two independent systems :
the mechanical control.
1 Hydraulically with Green system pressure delivered by the gear
sequence valves controlled by the doors (normal mode)
Door
Door Uplocks
Uplocks
2 Mechanically by means of the release lever provided (free fall mode).
(1)General
(b)The door sequence valve is incorporated in the uplock assembly together
(a)One uplock is provided for each landing gear main door, i.e. :
with the mechanism controlling displacement of the slide valve :
- 2 uplocks (identical) for the nose gear doors
1 Upon gear uplock under the action of the locking lever actuated by the
- 2 uplocks (identical) for the main gear doors
springs and the locking dash-pot. (b)Each uplock automatically locks the corresponding door upon door
2 Upon gear downlock, gear movement being transmitted to the mechanism
closure and remains locked unitl the uplock release order is received.
by a lever
(2)Operation
(c)This movement of the door sequence valve slide valve causes door
(a)Uplock release can be achieved hydraulically with Green system pressure
closure upon completion of the gear retraction or extension cycle.
or mechanically by actuation of one of the two mechanical release
(d)At the following cycle, inversion of the hydraulic pressure causes the
levers, one of which is used for Free Fall uplock release when Green
doors to open : gear uplock or downlock release causes the door
pressure is not available, the other for manual opening of the door on
sequence valve slide valve to adopt a position such that the doors are the ground.
held open by the pressure and by locking of the pressure in the door
(b)A microswitch indicates positive locking of the hook (microswitch
actuating cylinder opening side chamber.
plunger extended). The microswitch is interchangeable without
(e)The Free Fall mechanism uplock release control first causes the uplock
adjustment.
release lever to disengage from the door sequence valve slide valve so (c)A rigging hole is provided for locking the Free Fall release mechanical
that uplock release remains possible even if the slide valve is seized.
input in the normal position for adjustment purposes.
Initial movement of the control does not, therefore, result in gear
(d)A rigging hole is also provided in the door ground opening mechanical
uplock release thus enabling door uplock release to be achieved before control input.
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.
MTT M540000/R3.32 16AUG01 32-58

32-58 ATA 32
A300/310 Nose Gear System - Extension and Retraction Component Locations
MTT M540000/R3.32 16AUG01 32-59

32-59 ATA 32
A300/310 Nose Gear System - Nose Gear Sequence Valves - Jamming Shear Pin Indicator
G. Gear
Gear Sequence
Sequence Valves
Valves
(1)General
(a)The gear sequence valves serve to control the supply of pressure to the (3)Precautions taken to cover the risk of slide valve jamming.
gear lock release actuating cylinders and gear actuating cylinders Jamming could occur with slide valve in either of two positions :
depending on the position of the doors. - Door closed position
(b)There is one sequence valve per gear main door, i.e. a total of four - Door open position.
sequence valves per aircraft. The slide valve of each sequence valve is 1 Jamming in door closed position
connected by a linkage to the corresponding door. - In this configuration supply ports A and C are shut off, delivery
The sequence valves are located near to the doors : ports B and D are connected to reservoir return.
- In the nose gear well for the nose gear. - Hydraulic actuation of the landing gear concerned is therefore no
(c)The two nose gear sequence valves are identical. longer possible after opening of the doors. If failure occurs with
the gear uplocked, gear extension is achieved in Free Fall mode.
(2)Operation - The main gear sequence valves are equipped with a shear point which
(a)Nose gear sequence valve disconnects the door linkage from the jammed slide valve thus ena-
1 The two nose gear sequence valves are hydraulically connected in bling the door to open without damaging the linkage.
series. - the nose gear sequence valves are not provided with a shear point
When the two doors are closed the sequence valves connect the follo- and damage to the linkage is possible.
wing to reservoir return : 2 Jamming in door open position
- The nose gear actuating cylinder retraction chamber. - In this configuration supply ports A and C are respectively connec-
- The nose gear telescopic strut downlock release chamber. ted to delivery ports B and D.
- The nose gear uplock actuating cylinder release chamber. - Hydraulic supply to the landing gear is therefore possible.
2 When the two doors are open the sequence valves connect the nose gear - In the case of the nose gear, the fact that the two sequence
actuating cylinder retraction chamber and nose gear telescopic strut valves are connected in series ensures correct control of hydraulic
downlock release chamber to the retraction supply system and the nose fluid supply.
gear uplock actuating cylinder release chamber to the extension supply - However, in the case of the main gear, the door and gear concerned
system. are supplied simultaneously with risk of fouling between the gear
3 In the door intermediate positions the sequence valves maintain the and door during retraction.
connections to reservoir return until both doors are sufficiently open - To eliminate this risk, the sequence valve includes an internal
for gear extension without fouling. system, comprised of a shear point and secondary slide valve,
4 A system in the sequence valves is provided to ensure that, during which in the event of jamming, shuts off supply ports A and C thus
door closure at the end of gear extension, the flow of fluid from the preventing hydraulic actuation of the gear.
nose gear actuating cylinder retraction chamber to reservoir return, - The nose gear sequence valve is equipped with a shear point which
can occur without interruption. serves to free the door linkage from the slide valve in the event
5 The system includes a check valve to ensure that this feature does not of jamming. Jamming of the slide valve being in this case, a hidden
result in momentary internal leakage at the end of door opening during failure (correct control of hydraulic pressure supply by the second
the gear retraction cycle. sequence valve) a slide valve jamming indicator is provided at the
6 A rigging hole is provided for locking the mechanical input lever in end of slide valve.
the door open position.
MTT M540000/R3.32 16AUG01 32-60

32-60 ATA 32
A300/310 Nose Gear System - Nose Gear Sequence Valve - Shear Pin Conditions
MTT M540000/R3.32 16AUG01 32-61

32-61 ATA 32
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 The restrictor serves to slow down displacement of the uplock release
(Ref. paragraph 2.G.) i.e. in the nose gear uplock actuating cylinder actuating cylinder piston.
supply line.
MTT M540000/R3.32 16AUG01 32-62

32-62 ATA 32
A300/310 Nose Gear System - Nose Gear Sequence Valve With Gear Uplock Restrictor
MTT M540000/R3.32 16AUG01 32-63

32-63 ATA 32
A300/310 Nose Gear System - Downlock/ Uplock Microswitch Components
A. General
The landing gear and door configuration is identified by two similar B. Microswitches
systems of microswitches and proximity detectors : Microswitches are used in those areas which are relatively protected
- System 1 supplied with 28VDC via busbar 305PP (ESSENTIAL BUSBAR) or, in against projections from the ground.
the case of landing gear and door indicating on the center instrument - Door uplocks--------------------------------2
panel, by busbar 303PP (ESSENTIAL BUSBAR) connected to the batteries if - Gear uplocks--------------------------------1
necessary. - Nose gear telescopic strut------------------1
- System 2 supplied via the NORMAL busbar 104PP (28VDC). The microswitches are interchangeable.
The signals generated are used in the following functions : They are of the two-pole, snap break type.
- Landing gear retraction safeties : Ref. 32-31 The extremity of the plunger is equipped with a roller.
- Landing gear and door position indicating : Ref. 32-61 Sealing is achieved by a welded bellows.
- Associated relays : Ref. 32-62 In the absence of input load the microswitch automatically returns to
the break position.
MTT M540000/R3.32 16AUG01 32-64

32-64 ATA 32
A300/310 Nose Gear System - Downlock/ Uplock Component Indicator and Microswitch(s)
MTT M540000/R3.32 16AUG01 32-65

32-65 ATA 32
A300/310 Nose Gear System - Nose Gear Proximity Detector (Sensor)
C. Proximity Detectors Proximity
Proximity Detector
Detector Processing
Processing Unit
Unit
(1)Description and operation
(a)Description The unit is located in rack 90VU in avionics compartment. The face
Proximity detection at any given point is achieved by : of the unit is equipped with the following :
. a target - Three pushbutton switches : - MEMORY RESET
. a sensor - MEMORY RECALL
. a proximity detector processing unit comprising 14 electronic - TEST
modules. - Five indicator lights : - TARGET/NEAR
1 Target - TARGET/FAR
The target is made of extra mild steel and consists of a rectangular - SENSOR
plate with two holes for its attachment. - BOX
2 Sensor (Ref. Fig. 070) - FAULT
The sensor consists of a rectangular aluminum alloy unit. The unit (b)Functions
contains an LC circuit with magnetic core inductance coil. A cable The following configurations can be detected
with two 24 gage conductors protected by a flexible conduit with steel . R main gear downlocked
shielding connects the proximity detector processing unit to the . L main gear downlocked
aircraft electrical wiring. . 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.
MTT M540000/R3.32 16AUG01 32-66

32-66 ATA 32
A300/310 Nose Gear System - Torque Links and Proximity Detectors (Sensors) Locations
MTT M540000/R3.32 16AUG01 32-67

32-67 ATA 32
LEFT BLANK
MTT M540000/R3.32 16AUG01 32-68

32-68 ATA 32
NOSE GEAR SYSTEM
REPLENISHING AND CHARGING
MTT M540000/R3.32 16AUG01 32-69

32-69 ATA 32
A300 Nose Gear Shock Absorber - Inspection/check
WARNING : CHECK THAT THE LANDING GEAR GROUND SAFETIES INCLUDING WHEEL Open the valve ; read pressure and refer to the chart.
CHOCKS ARE IN POSITION. (c)When pressuring reading versus diMension "D" is incorrect, the quantity
BEFORE APPLYING OR RELIEVING HYDRAULIC SYSTEM PRESSURE, MAKE of nitrogen or fluid May be considered to be incorrect.
CERTAIN THAT THE TRAVEL RANGES OF THE CONTROL SURFACES ARE CLEAR. - Check servicing valve for leakage
BEFORE PRESSURIZING HYDRAULIC SYSTEMS, CHECK THAT ALL CONTROLS ARE (Ref. Fig. 602)
SET TO CORRESPOND WITH THE ACTUAL POSITION OF THE SERVICES THEY - Check leak detector at spherical bearing located at base of shock
OPERATE. strut for leakage as follows :
1. Check of Nose Gear Shock Absorber Charging Pressure - ReMove screw (1)
A. Reasons for the Job - Check leak detector for traces of hydraulic fluid
(1)To check shock absorber charging pressure, aircraft on its wheels - If no trace of hydraulic fluid leakage is visible, perforM a
(2)To check shock absorber charging pressure, aircraft on jacks. charging operation (Ref. 12-12-32, P. Block 1).
- If traces of hydraulic fluid leakage are visible, perforM a coMplete
B. Equipment and Materials servicing operation (replenishing and charging, Ref. 12-12-32,
------------------------------------------------------------------------------- P. Block 1).
ITEM DESIGNATION NOTE : If trace of fluid leakage persists, it is necessary to replace
------------------------------------------------------------------------------- packings/seals on packing retainer (Ref. 32-21-14,
(1) Pressure Gage : 0 to 50 bars (0 to 725 psi) or P. Block 401, para. 3.).
0 to 100 bars (0 to 1450 psi) - Install screw (1). Do not overtighten
(2) Warning Notices (d)Disconnect pressure gage, close servicing valve. TORQUE to between 0.5
(3) Access Platform : 2 M (6 FT. 7 IN) and 0.8 M.daN (44.235 to 70.776 lbf.IN)
(4) Safety Barriers (3)Check of charging pressure with aircraft on jacks
Referenced Procedures (a)Connect a 0 to 50 bars (0 to 725 psi) gage to the valve. Open valve ;
- 12-12-32, P. Block 1 Landing Gear - Replenishing and Charging read pressure
- 12-14-32, P. Block 1 Landing Gear - Inflating and Charging (b)If the valve leaks, slowly discharge shock absorber and replace valve.
- 32-21-14, P. Block 401 Nose Gear Shock Absorber TORQUE to between 1 to 1.25 M.daN (88.47 to 110.59 lbf.in).
- 32-22-11, P. Block 301 Nose Gear Main Door - (Ground Door(s) Opening) If there is fluid leakage around valve, top up fluid and perforM
C. Procedure charging operations (Ref. 12-12-32, P. Block 1).
(1)Job set-up (c)If pressure is too high slowly discharge shock absorber until the
(a)On panel 4VU correct pressure is obtained P = 16.5 bars (239 psi) for a teMperature
- Make certain that landing gear control lever is in DOWN position and of 20°C ±5° (68°F ±9°) (Ref. 12-14-32, P. Block 1).
prohibit its operation by displaying a warning notice. (d)If pressure is too low slowly charge the shock absorber (Ref. 12-14-32,
(b)Between First Officer's and Third Occupant's seats P. Block 1).
- Make certain that landing gear Free Fall extension control handle is (e)Disconnect pressure gage, close servicing valve. TORQUE to between 0.5
in Normal position. to 0.8 M.daN (44 to 71 lbf.IN)
(c)Position access platforms (4)Close-up
(d)Open nose gear doors (Ref. 32-22-11, P. Block 301). (a)Make certain that working area is clean and clear of tools and
WARNING : WHEN DOORS ARE OPEN MAKE CERTAIN THAT SAFETY COLLARS ARE Miscellaneous iteMs of equipMent.
POSITIONED ON DOOR ACTUATING CYLINDERS. WARNING : MAKE CERTAIN THAT DOOR TRAVEL RANGES ARE CLEAR.
(2)Charging pressure check with aircraft on its wheels (b)Close landing gear doors (Ref. 32-22-11, P. Block 301).
(Ref. Fig. 601) (c)ReMove warning notices.
(a)Measure shock absorber sliding tube stand-out dimension "D" between the (d)ReMove access doors, reMove access platforM and safety barriers.
flat at top of torque link-to-shock absorber fork fitting and spherical (e)ReMove all ground handling and maintenance equipment standard and
bearing cage. special tools, together with ground power and replenishing equipment,
NOTE : Take into account a length margin of 5 % concerning the all access equipment and miscellaneous items.
obtained valve.
(b)Connect a 0 to 100 bars (0 to 1450 psi) pressure gage to the valve.
MTT M540000/R3.32 16AUG01 32-70
32-70 ATA 32
A300 Nose Gear Shock Absorber Assembly- Charging and Leakage Checks
MTT M540000/R3.32 16AUG01 32-71

32-71 ATA 32
A300 Nose Gear Shock Absorber Replenishing and Charging Aircraft on Wheels
MTT M540000/R3.32 16AUG01 32-72

32-72 ATA 32
A300 Nose Gear Shock Absorber Replenishing and Charging Aircraft on Wheels
MTT M540000/R3.32 16AUG01 32-73

32-73 ATA 32
A300/310 Nose Gear Shock Absorber - Servicing Connection and Chart (Typical)
MTT M540000/R3.32 16AUG01 32-74

32-74 ATA 32
NOSE WHEEL
STEERING SYSTEM
(NWS)
MTT M540000/R3.32 16AUG01 32-75

32-75 ATA 32
A300/A310 Nose Gear System - Nose Wheel Steering (NWS) Mechanical Control
(1)Command input is achieved from the flight compartment. (4)The input controls are as follows :
(2)The position of the nose gear leg rotating tube, and consequently that of (a)Two interconnected steering control handwheels ; one for the Captain
the nosewheel axle is slaved to that of the control ; feedback is and one for the First Officer.
mechanical. (b)The rudder pedals.
(3)Steering is achieved by hydraulic power. The Green system downstream of B. Steering via control handwheels
the landing gear selector valve supplies a control valve, which directs (1)The handwheels are used to steer the aircraft during taxiing and provide
pressure to the two actuating cylinders (hydraulically coupled). The a maximum steering angle of ± 65° for maximum handwheel travel of ±
control valve slide valve receives the mechanical command via a system of 318°30.
cables and pulleys. (2)The handwheels are mechanically interconnected, movement of one
handwheel causing movement of the other.
MTT M540000/R3.32 16AUG01 32-76

32-76 ATA 32
A300/A310 Nose Gear System - Nose Wheel Steering (NWS) Mechanical Control - Component
Location
MTT M540000/R3.32 16AUG01 32-77

32-77 ATA 32
A300/A310 Nose Gear Assembly - Nose Wheel Steering (NWS) Mechanism - General
GG EE NN EE RR AA LL - The two double-acting actuating cylinders include a rack driven by pistons
The nose gear gear is equipped with two identical actuating cylinders which sliding in the cylinders. The rack is meshed with a pinion on the rotating
serve to steer the aircraft on the ground. tube which rotates in accordance with the hydraulic input.
- The cylinders are hydraulically controlled over a travel corresponding to - During towing the maximum steering angle without disconnection of the
a nose wheel steering angle of ± 65° by means of a steering control unit torque links is ± 65°.
including an anti-shimmy system (Ref. 32-51-00, P. Block 1). - Operation is described in 32-51-00, P. Block 1, Paragraph 5.
MTT M540000/R3.32 16AUG01 32-78

32-78 ATA 32
A300/A310 Nose Gear Assembly - Nose Wheel Steering (NWS) Mechanism - Diagram
MTT M540000/R3.32 16AUG01 32-79

32-79 ATA 32
A300/A310 Nose Gear System - Nose Wheel Steering (NWS) Mechanical Control - Component
Description
(1)The steering selector valve is energized and admits pressure to the Nose wheel steering is possible by means of a servomechanism mechanically
control valve when all the following conditions are satisfied : controlled from the flight compartment and powered by the Green hydraulic
(a)RH main gear and nose gear shock absorber relays energized (shock pressure tapped from the landing gear extension system via a selector
absorbers compressed). valve. The selector valve shuts off pressure to the steering system when
(b)The contacts of the microswitch controlled by the towing control lever the shock absorbers are extended, during ground towing or when the engines
are closed (control lever in normal position). are shut down.
(c)One of the two relays controlled by the HP fuel shut off valves de- (1)A towing lever on the interphone box enables the steering system to be
energized (corresponding valve in open position). deactivated for towing purposes. Nose wheel deflection of ± 95° is
(2)Inversely, when one of the first two conditions is not fulfilled, the possible in this configuration.
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).
Operation
Operation
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.
MTT M540000/R3.32 16AUG01 32-80

32-80 ATA 32
A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Component Location
MTT M540000/R3.32 16AUG01 32-81

32-81 ATA 32
A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Component Description
A. General D. Steering Through the Rudder Pedals

(1)The nose wheel actuating cylinders are supplied by the Green hydraulic (1)This system is used during takeoff and landing to maintain the aircraft
system. The supply system is connected to the landing gear extension on the runway centerline. The rudder pedals provide a maximum nose wheel
system downstream of the landing gear selector valve. steering angle of ± 6° for a rudder deflection of ± 30°.
(2)The nose wheel steering system is supplied with pressure via the steering (2)The rudder pedals are mechanically linked to the steering control
selector valve as soon as the RH main gear and nose gear shock absorbers handwheels via a mechanical unit (coupler).
are compressed. (3)Actuation of the rudder pedals drives the handwheels but the reverse is
(3)A control valve directs pressure to the steering actuating cylinders in rendered impossible, although the mechanical connection is maintained, by
accordance with the mechanical command transmitted by the differential a double-acting spring rod the threshold of which is not sufficient to
pulley system. The control valve includes : overcome the artificial feel associated with the pedals.
(a)an input filter in the supply line (40 ì absolute) (4)When steering via the handwheels, the spring rod compresses and provides
(b)a check valve in the supply artificial feel.
(c)two restrictors associated with anti-shimmy protection
(d)two bypass valves associated with anti-shimmy protection D. Steering Control Coupler
(e)a restrictor in the anti-shimmy accumulator delivery line (1)The coupler includes two mechanically linked rotating assemblies hinged
(f)a slide valve connected to the differential pulley system actuated by around a common center tube.
the control cables. (2)One of the mechanically linked rotating assemblies is equipped with a
(g)an anti-shimmy accumulator incorporating a pressure relief valve cali- lever connected to the handwheel linkage, the other with a lever
brated at 16 bars (232 psi). connected to the rudder pedal linkage via a spring rod.
(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.
MTT M540000/R3.32 16AUG01 32-82

32-82 ATA 32
A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Component Locations
MTT M540000/R3.32 16AUG01 32-83

32-83 ATA 32
A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Schematic
MTT M540000/R3.32 16AUG01 32-84

32-84 ATA 32
A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Steering Control and Indicating
MTT M540000/R3.32 16AUG01 32-85

32-85 ATA 32
A300/A310 Nose Gear Wheel In-flight Braking System - Deactivation Procedure
MTT M540000/R3.32 16AUG01 32-86

32-86 ATA 32
A300/A310 Nose Gear Wheel In-flight Braking System - Deactivation Procedure
MTT M540000/R3.32 16AUG01 32-87

32-87 ATA 32
A300/A310 Nose Gear Wheel In-flight Braking - Component and Location
MTT M540000/R3.32 16AUG01 32-88

32-88 ATA 32
MAIN GEAR
AND DOORS
MTT M540000/R3.32 16AUG01 32-89

32-89 ATA 32
A300 Main Gear System - Main Gear and Doors
GENERAL
Each Main Landing Gear is provided with three doors : Cylinder Door
- One Main Door
- One Secondary Door The cylinder door is attached to the landing gear by 4 adjustable
- One Shock Absorber Strut Door. attachment fittings : Two fork fittings on the Shock Strut and two
adjustable rods on the Drag Strut.
Component Location
---------------------------------------------------------------------------------------------------------------- A bonding jumper ensures electrical continuity with the shock strut.
FIN FUNCTIONAL DESIGNATION PANEL ZONE ACCESS ATA
DOOR REF. Secondary Door
-------------------------------------------------------------------------------------------------------------
DOOR-MAIN GEAR MAIN, L/R 734 32-12-11 The Secondary Door is attached by two hinges to the wing panel adjacent
744 to the Main Gear Wheel Well.
DOOR-MAIN GEAR SECONDARY, L/R 733 32-12-13 The Secondary Door follows the gear during Extension and Retraction
743 Cycle by an operating preadjusted rod.
DOOR-MAIN GEAR CYLINDER, L/R 732 32-12-15
742 There is a Mechanical Control System which enables each Main Gear
1206 ACTUATING CYL - MLG DOOR, L 147 32-31-35 Main Door to be independently released and opened during ground
1207 ACTUATING CYL - MLG DOOR, R 148 32-31-35 maintenance operations.
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.
MTT M540000/R3.32 16AUG01 32-90

32-90 ATA 32
A300 Main Gear System- Main Gear and Doors - General
MTT M540000/R3.32 16AUG01 32-91

32-91 ATA 32
A310 Main Gear System - Main Gear and Doors- Description
General Secondary Door

Each main landing gear is provided with three doors ----
- One Main Door The Secondary Door is attached by two hinges to the wing
- One Secondary Door panel adjacent to the landing gear well. The Secondary
- One Shock Absorber (Shock Strut) Door Door follows the Main Gear during Extension and Retraction
by operating a 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.
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 compartment. A mechanical
control system enables the door to be released and
opened (Free Fall) on the ground. Door closing is
achieved by hydraulic pressure.
Shock Absorber (Shock Strut) Door

The Strut Door is attached to the landing gear by four
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.
MTT M540000/R3.32 16AUG01 32-92

32-92 ATA 32
A310 Main Gear System - Main Gear and Doors - General
MTT M540000/R3.32 16AUG01 32-93

32-93 ATA 32
A300/A310 Main Gear System - Main Gear Door Ground Opening/Closing Procedure
DESCRIPTION PRESSURIZING HYDRAULIC SYSTEMS, CHECK

The system has been designed so that each door can THAT ALL CONTROLS ARE SET TO
be opened separately. Each door is operated by a CORRESPOND WITH THE ACTUAL POSITION
control handle located : OF THE SERVICES THEY OPERATE.
- Main Landing Gear: On Air Conditioning Pack Cooling BEFORE PRESSURIZING HYDRAULIC
Air Inlet. The associated handle simultaneously SYSTEMS, MAKE CERTAIN THAT HYDRAULIC
controls through a mechanical control system : SYSTEM UNDER MAINTENANCE HAS BEEN
- Door Uplock Release ISOLATED.
- Bypass Valve slide valve displacement
Reasons for the Job
MECHANICAL CONTROL SYSTEM main gear door opening for access to or removal of
Each control serves to operate a mechanical control equipment installed in zones 147-148.
system which includes, for each main gear door:
A rod and bellcranks which drive a teleflex control Landing Gear Door Closure
cable. A teleflex control cable which drives the bypass NOTE : Each landing gear door is provided with an
valve and the uplock assembly by means of bellcranks independent closure system. The doors may be
and rods. A return spring which restores the rods and closed by means of either :
bellcranks, actuated by the teleflex cable, to the initial - Green Hydraulic System Electric Pumps 1 / 2
configuration when the control handle is returned to (Ref. 29-21-00 / Page Block 301).
CLOSED position. - Or a Hydraulic Ground Power Cart (Mule)
(Ref. 29-10-00 / Page Block 301).
WARNIN:
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
MTT M540000/R3.32 16AUG01 32-94

32-94 ATA 32
A300/A310 Main Gear System - Main Gear Door Ground Opening/Closing Control Handle
MTT M540000/R3.32 16AUG01 32-95

32-95 ATA 32
Procedure
A. Job Set-Up
(b) Place control handle in OPENED position as
(1)On Flight Deck Panel 4VU
follows :
- Make certain that landing gear control lever is in
- remove safety pin from handle
DOWN position and prohibit its operation by
- press pushbutton and move handle downwards
displaying a warning notice.
- release pushbutton; handle locks automatically.
(2) Between the First Officer's and ACM 1 seats
(c) Insert safety pin to lock handle.
- Make certain that landing gear Free Fall extension
(d) Make certain that door opens.
control handle is in Normal position.
(3 ) Position access platform.
NOTE : It is possible that the doors will not open
(4) Position safety barriers prohibiting access to gear
fully under their own weight, in which case it will
door travel ranges.
be necessary to assist the Main Door by manually
(5) Energize the aircraft electrical network
pushing the door at the end of travel.
(Ref. AMM 24-41-00 / Page Block 301).
e) Install safety collar on Door Actuating Cylinder
B. Door Opening
Piston (Ram).
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 DOOR

TRAVEL RANGES ARE CLEAR.
(1) Opening of one Main Gear Door.

(a) Open door ground opening control access door.
MTT M540000/R3.32 16AUG01 32-96

32-96 ATA 32
MTT M540000/R3.32 16AUG01 32-97

32-97 ATA 32
Opening of the other main gear door: PINS EQUIPPED WITH STREAMERS.
Procedure is the same as for other main gear door 4. On panel 4VU make certain that landing gear control
WARNING : IF ONE DOOR ONLY HAS BEEN lever is in DOWN position.
OPENED, DO NOT WALK ON CLOSED 5. Energize the aircraft electrical network make certain
DOOR. N ORDER TO PREVENT that electronics racks ventilation is correct.
UNTIMELY OPENING OF THE CLOSED 6. Pressurize Green hydraulic system either by means of
DOOR DURING MAINTENANCE, Green hydraulic or with a hydraulic ground power cart
POSITION A WARNING NOTICE ON WARNING : MAKE CERTAIN THAT THE DOOR
ASSOCIATED GEAR DOOR GROUND TRAVEL RANGES ARE CLEAR.
OPENING CONTROL HANDLE TO
PROHIBIT ITS OPERATION. DO NOT 7. Closure of one main gear door:
TOUCH FREE FALL EXTENSION (a) Remove safety pin from handle.
CONTROL LINKAGE IN LANDING (b) Press pushbutton at end of handle and release
GEAR WELL. handle.
Door Closure: (c) Place handle in closed position. (Handle locks in
1. Make certain that Green hydraulic reservoir is closed position).
pressurized. (d) Insert safety pin in handle.
2. Make certain that door ground opening control handle (e) Make certain that door closes and uplocks.
associated with each opened door is in OPENED (f) On Flight Deck Panels 4VU and 76VU :
position and that Green hydraulic system is - Make certain that Amber DOOR legends, on
depressurized. gear door annunciators corresponding to
3. Remove safety collar from actuating cylinder of door closed doors, are off.
to be closed.
WARNING : IF OTHER GEAR DOORS ARE OPEN, WARNING : IF DOORS FAIL TO CLOSE, GEAR DOOR
MAKE CERTAIN THAT SAFETY GROUND OPENING CONTROL
COLLARS ARE INSTALLED ON DOOR HANDLES SHALL BE RETURNED TO
ACTUATING CYLINDERS AND THAT OPENED POSITION (PROBABLE
DOOR GROUND OPENING CONTROL CAUSE : INSUFFICIENT PRESSURE IN
HANDLES ARE LOCKED IN OPENED THE LANDING GEAR HYDRAULIC
POSITION BY MEANS OF SAFETY SYSTEM).
MTT M540000/R3.32 16AUG01 32-98
32-98 ATA 32
MTT M540000/R3.32 16AUG01 32-99

32-99 ATA 32
(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 Door
9. Shut down hydraulic power
Close-Up
1. De-energize the aircraft electrical network
2. Remove warning notices.
3. Close access doors, remove access
4. 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 Door
Opening and Closing during ground maintenance
operations is identical to the A300-600 aircraft.
The Main Gear - Main Door is angled a bit upward
when Fully Opened, as compared to the A300-600
Main Gear - Main Door. This is due to the A310
Super Critical Wing Center Box Section and Wing
Root area design.
MTT M540000/R3.32 16AUG01 32-100

32-100 ATA 32
A300/A310 Main Gear System - Main Gear Doors Ground Opening - Operating Information
The two Main Gear - Main Doors (LH / RH) doors can be
independently opened on the ground. Pulling down the
corresponding lever isolates the system from Green
System Hydraulic System pressure, interconnects the
Main Door Actuating Cylinder chambers and mechanically
releases the Main Door Uplock of the door which allows the
door to freefall by gravity force to the OPEN position
Corresponding Amber Door Light illuminates in the Flight
Compartment on Center Instrument Panel 4VU and Pilots’
Overhead Panel.
When the Main Gear Door Ground Opening Handle is reset
to the CLOSED position, and Green Hydraulic System
pressure applied, the Main Door will CLOSE providing the
Landing Gear Control Handle is selected DOWN and ELEC
POWER available.
PERSONNEL SAFETY
If someone applies ELEC/HYD Power with
personnel in Main Gear - Main Door Opening /
Closing ranges, and/or in the Main Gear Wheel
Well area---DANGER---Do Not Position Main Door
Ground OPENING/CLOSING Handle(s) in the
“CLOSE” position without ELECTRICAL POWER
and GREEN HYDRAULIC SYSTEM POWER “ON”.
MTT M540000/R3.32 16AUG01 32-101

32-101 ATA 32
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 door To “CLOSE” the main door(s) - Reverse the door “Open
handle bellcrank shear point - shear rivet sheared by “Procedure”:
entering into the Air Conditioning Bay from the Hydraulic Bay Use ELEC/HYD Power for closing door(s).
(Main Wheel Well). Gain entry into the Air Conditioning Bay Remove door actuator safety collar (as required).
through the opposite Main Gear Wheel Well: Ensure Main Door “CLOSE” area is clear and ground
safety guard is watching door travel range until door is
- If one Main Door operates in the Normal Mode, with the in“Full Close” for safety purposes.
ground opening handle on the LH or RH Air Conditioning
Fairings (As required for operating Main Door). Position AIrcraft Maintenance person in the Air
- If both the LH and RH Main Doors will not open using Conditioning Bay to operate the Main Door Ground
the Main Door Ground Operating Handles located on the Open/Close Bellcrank prior to applying Green Hydraulic
LH and RH Air Conditioning Fairing(s), gain entry into the System power to “CLOSE” door. Apply ELEC/HYD power
Hydraulic Bay through the Left and Right Main Gear to operate the system(s) to “CLOSE” door(s). Electrical
Shock Absorber (Strut Well opening / the opening(s) with power “ON” (28 VDC and 115 VAC required) and turn Green
both Main Doors in the CLOSE position - Use caution Hydraulic System Electric Pumps 1 and 2 to the “ON”
when entering into the Hydraulic Bay ( Main Wheel Well). position in the Flight Deck.
- Ensure Green Hydraulic Sys power is OFF in Flight
Deck Position screwdriver blade length to the door close
SELECT HYD POWER TO OFF TO OPEN THE DOOR: position and leave in “CLOSE” position (For Landing Gear
Main Doors Travel Ranges clear - Use maintenance System to operate in Normal Mode). Make AML entry for
personnel for safety guard to watch door opening area. future repair. Confirm by ground crew person watching
- Position screw driver blade length in Door Bellcrank the Main Door(s) are closing and door(s) are “FULL
Arm Mechanism - Access in the Air Conditioning Bay CLOSE”. Exit Air Conditioning and Hydraulic Bay areas.
- Move screwdriver blade length to the Bellcrank “Door
OPEN position and leave in “OPEN “ position (For Safety Note: The shear rivet can be replaced when Parts and Time
Purposes). are available and aircraft ground time available.
- Ensure that door has opened in full down position and Caution: Always ensure that push button mechanism on
confirm by ground safety guard watching the Main Doors. ground opening handle is pushed-in and held while handle is
- Install door actuator safety collar (As Required). moved to the “OPEN” or “CLOSE” position to prevent
shearing the door bellcrank shear point rivet.
MTT M540000/R3.32 16AUG01 32-102
32-102 ATA 32
A300/A310 - Main Gear System - Main Door - Ground Opening/Closing Control Handle
NOTE:
GROUND OPENING HANDLE AND LINKAGE TO
BELL CRANK ARM DOES NOT AFFECT DOOR
“OPEN” OR “CLOSE” CYCLE DUE TO SHEAR
POINT RIVET IS SHEARED. HANDLE WILL
ONLY MOVE TO “OPEN” OR “CLOSE”
POSITION WITH HANDLE PUSH BUTTON
MECHANISM PRESSED - IN WITH HANDLE
MOVEMENT.
WHEN USING THE SCREW DRIVER BLADE TO
“OPEN” OR “CLOSE” THE MAIN DOOR, ONLY
THE BELLCRANK ARM CONNECTED TO
TELEFLEX CABLE LINKAGE SIDE WILL
ACTUALLY “OPEN” OR “CLOSE” THE MAIN
DOOR.
MTT M540000/R3.32 16AUG01 32-103
32-103 ATA 32
A300/A310-Main Gear System - Main Door- Ground Open/Close Control Handle Maintenance Tip -
Quick Opening/closing - Bellcrank Rivet Sheared
- Apply ELEC / HYD power to operate the system(s) CAUTION:

to "CLOSE" door(s). electrical power "ON" (28 VDC ALWAYS ENSURE THAT PUSH BUTTON MECHANISM
and 115 VAC required) and turn Green Hydraulic ON GROUND OPENING HANDLE IS PUSHED-IN AND
System Electric Pumps to the "ON" position in the HELD, WHILE HANDLE IS MOVED TO THE "OPEN" OR
Flight Deck Compartment. "CLOSE" POSITION TO PREVENT SHEARING THE DOOR
BELLCRANK SHEAR POINT RIVET.
- Position screw driver blade length in Door
Note:
Bellcrank Arm Mechanism / access in the Air
Conditioning Bay. Ground Opening Handle and linkage to bellcrank arm does
not affect door OPEN or CLOSE cycle due to shear point
- Move screw driver blade length to the ”Door rivet is sheared. Handle will only move to OPEN or CLOSE
Close Position" and leave in "CLOSE" position (for position with handle push button pressed-in with handle
Landing Gear System to operate in Normal Mode) movement.
(Make AML entry for future repair).
When using the screwdriver blade to OPEN or CLOSE the
Main Door, only the bellcrank arm connected to teleflex cable
- Confirm by ground crew person watching the
linkage side will actually OPEN or CLOSE the Main Door.
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 WHEN
TIME AND PARTS ARE AVAILABLE, AND
AIRCRAFT GROUND TIME IS PERMISSBLE.
MTT M540000/R3.32 16AUG01 32-104

32-104 ATA 32
A300/A310 - Main Gear System - Main Door - Ground Opening/Closing Control Handle
NOTE:
GROUND OPENING HANDLE AND LINKAGE TO
BELL CRANK ARM DOES NOT AFFECT DOOR
“OPEN” OR “CLOSE” CYCLE DUE TO SHEAR
POINT RIVET IS SHEARED. HANDLE WILL
ONLY MOVE TO “OPEN” OR “CLOSE”
POSITION WITH HANDLE PUSH BUTTON
MECHANISM PRESSED - IN WITH HANDLE
MOVEMENT.
WHEN USING THE SCREW DRIVER BLADE TO
“OPEN” OR “CLOSE” THE MAIN DOOR, ONLY
THE BELLCRANK ARM CONNECTED TO
TELEFLEX CABLE LINKAGE SIDE WILL
ACTUALLY “OPEN” OR “CLOSE” THE MAIN
DOOR.
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LEFT BLANK
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MAIN GEAR ASSEMBLY
COMPONENTS AND
SAFETY DEVICES
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A300 Main Gear System - Main Gear Assembly- Description and Components
GENERAL COMPONENT LOCATION
Each main gear is suspended from the wing at two
points as follows :
At the front end, from a trunnion incorporated in the

front of the hinge arm, with the trunnion pivoting in a
plain spherical bearing.
The hinge arm is attached fore-and-aft between the

drag strut and the shock strut. At the rear end, from a
pivot end fitting installed at the top of the shock strut.
This fitting includes a plain spherical bearing which

swings in a clevis attached to the aircraft structure.
Outward movement of the landing gear is restricted by a
double link brace strut. Gear is retracted and extended
by a hydraulic actuating cylinder.
A roller mounted on the gear automatically engages

with an uplock assembly installed on the aircraft
structure with gear in fully uplocked position.
With aircraft on the ground, the majority of fuselage and

wing loads are transmitted through the landing gear
strut assemblies to the four-wheel main gear bogies.
Each wheel is provided with hydraulic disc type brakes
with anti-skid control system.
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MTT M540000/R3.32 16AUG01 32-109

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Main Components rigid side brace. The effects of the brace strut
The main components of the main landing gear are as assembly on the aerodynamic loads during
follows : retraction are negligible.
- The three part shock strut/hinge arm/drag strut - The oleo-pneumatic shock absorber is the same as
assembly. The uplock roller is mounted on the drag strut the A310 shock absorber.sliding rod.
(the roller is not adjustable). -The bogie beam pivoting on the sliding rod and
- The hydraulic actuating cylinder installed on the hinge connected to the shock strut by torque links.
arm. - The pitch damper (one only) equipped with a
- The cross brace assembly which takes up the lateral pressure drop indicator and visual fluid level
loads and features two cross braces. indicator.
- The brace strut assembly comprised of the brace strut - The brake bars (one per brake) with one end
(structural) and the lock link assembly (gear downlocking) connected to the brake and the other to the lower
arranged in a single plane and constituting an extremely part of the sliding rod.
rigid side brace. The effects of the brace strut assembly - The brace strut actuating cylinder which assists
on the aerodynamic loads during retraction are negligible. gear downlocking. The cylinder is connected to the
- The oleo-pneumatic shock absorber housed in the brace strut lower stay and the sliding rod to the
sliding rod. The operating principle of the shock absorber lower lock link
is described in paragraph 2. - Two locking springs which assist gear downlocking
- The bogie beam pivoting on the sliding rod and during Free Fall extension (one spring only is
connected to the shock strut by torque links. sufficient to ensure gear downlocking)
- The pitch damper (one only) equipped with a pressure - Three proximity detectors (duplicated) which
drop indicator and visual fluid level indicator. provide the following information :
- The brake bars (one per brake) with one end connected - Angular position of the bogie be (detectors
to the brake and the other to the lower part of the sliding Mounted on the bogie beam)
rod. - Shock absorber compression (detectors located
- The brace strut assembly comprised of the brace strut adjacent to the torque link upper hinge)
(structural) and the lock link assembly (gear downlocking) - Alignment of the lock link assembly (detectors
arranged in a single plane and constituting an extremely located on the lock link center hinge)
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MTT M540000/R3.32 16AUG01 32-111

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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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MTT M540000/R3.32 16AUG01 32-113

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A310 Main Gear System - Main Gear Assembly Components
General
Each main gear is suspended from the wing at two points
as follows :at the front of the hinge arm, with the trunnion
pivoting in a plain spherical bearing. The hinge arm is
attached fore-and-aft between the drag strut and the
shock strut.
At the rear end, from a pivot end fitting installed at the

top of the shock strut. This fitting includes a plain
spherical bearing which swings in a clevis attached to the
aircraft structure.
Outward movement of the landing gear is restricted by a

doublelink brace strut. Gear is retracted and extended by
a hydraulic actuating cylinder.
A roller mounted on the gear automatically engages with

an uplock assembly installed on the aircraft structure with
gear in fully uplocked position.
With aircraft on the ground, the majority of fuselage and

wing loads are transmitted through the landing gear strut
assemblies to the four-wheel main gear bogies. Each
wheel is provided with hydraulic disc type brakes with
anti-skid control system.
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A310 Main Gear System-Main Gear Assembly-Description and Components
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A310 Main Gear System-Main Gear Assembly - Component Description
-The brace strut actuating cylinder which assists gear
The main components of the main landing gear are as
downlocking. The cylinder is connected to the brace
follows :
strut upper stay and the sliding rod to the lower lock
The shock strut/drag strut assembly. The integral shock
link
strut and hinge arm is equipped with the forward and aft
-Two locking springs which assist gear downlocking
hinge points and the drag strut. The uplock roller is
during Free Fall extension (one spring only is sufficient
located on the shock strut/drag strut/torque link
to ensure gear downlocking)
attachment shaft (the roller is not adjustable)
-Three proximity detectors (duplicated) which
-The hydraulic actuating cylinder attached directly to the
- angular position of the bogie beam (detectors mounted
drag strut.
on the bogie beam)
-The cross brace assembly which takes up the lateral
- shock absorber compression (detectors located
loads and features a single cross brace
adjacent to the torque link upper hinge)
-The brace strut assembly comprised of the brace strut
- alignment of the lock link assembly (detectors located
(structural) and the lock link assembly (gear downlocking)
on the lock link center hinge)
arranged in a single plane (perpendicular to the hinge
-The gear downlock visual indicator controlled by a
axis) and constituting an extremely rigid side brace. The
system of rods and bellcranks.
effects of the brace strut assembly on the aerodynamic
-The electrical cables and hydraulic lines designed and
loads during retraction are negligible.
routed taking into account the risk of tire burst
-The oleo-pneumatic shock absorber housed in the sliding
rod. The operating principle of the shock absorber is the
same as that of the A300 shock absorber.
-The bogie beam pivoting on the sliding rod and
connected to the shock strut by torque links.
-The pitch damper (one only) equipped with a pressure
drop indicator.(same A310). The pitch damper ( one only)
equipped with a pressure drop indicator and visual fluid
level indicator.
-The brake bars (one per brake) with one end connected
to the brake and the other to the lower part of the sliding
rod.
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A310 Main Gear System-Main Gear Assembly -Description and Components
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A300/A310 Main Gear System - Main Gear General Safety Precautions and Safety Devices
Equipment and Materials
WARNING:
----------------------------------------------------------------------
BEFORE PROCEEDING WITH MAINTENANCE
- ITEM DESIGNATION
WORK ON OR NEAR MECHANICAL FLIGHT
----------------------------------------------------------------------
CONTROLS OR PRIMARY FLIGHT CONTROL
98A32101510000 Safety Pin - MLG Door Locking
SURFACES, LANDING GEARS, ASSOCIATED DOORS
D46237 Safety Collar - MLG Door
OR ANY MOVING COMPONENT, MAKE CERTAIN
Actuating Cylinder
THAT GROUND SAFETIES AND/OR WARNING
On Flight Deck Panel 4VU
NOTICES ARE IN CORRECT POSITION TO
- Make certain that landing gear control lever is in
PREVENT INADVERTENT OPERATION OF
DOWN position. Between First Officer's and AMC 1
CONTROLS.
seats
- Make certain that Landing Gear Free Fall Extension
BEFORE POWER IS SUPPLIED TO THE AIRCRAFT
Control Handle is in Normal Position.
MAKE CERTAIN THAT ELECTRICAL CIRCUITS UPON
WARNING : BEFORE INSTALLING THE GROUND
WHICH WORK IS IN PROGRESS ARE ISOLATED.
SAFETY PINS, MAKE CERTAIN THAT
THE LANDING GEAR IS DOWN AND
BEFORE PRESSURIZING HYDRAULIC SYSTEMS,
LOCKED. THIS IS ACHIEVED BY
MAKE CERTAIN THAT HYDRAULIC SYSTEM UNDER
CHECKING THAT :
MAINTENANCE HAS BEEN ISOLATED.
- FLIGHT COMPARTMENT PANELS
400VU AND 76VU, LH - NOSE - RH
Safety Precautions Necessary During Maintenance Work
GREEN ARROWS ARE
on Aircraft
ILLUMINATED.
- DOWNLOCK VISUAL INDICATORS
WARNING:
ARE VISIBLE ON WINGS (MAIN
WHEN WORKING ON AIRCRAFT, ESPECIALLY
GEARS) AND ON TELESCOPIC
WITHIN GEAR AND DOOR TRAVEL RANGES, THE
DRAG STRUT (NOSE GEAR).
FOLLOWING PRECAUTIONS MUST BE OBSERVED.
Make certain that Nose and Main Gear Ground Safety
Pins are installed on Main Gear Lock Link Assemblies
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A300/A310 Main Gear System - Main Gear- Location of Safety Devices
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A300/A310 Main Gear System - Main Gear General Safety Precautions and Safety Devices
WARNING : WHEN THE GROUND SAFETY PIN IS

REMOVED, VISUALLY CHECK THE DOWN
POSITION OF THE FORK-TYPE LEVER ON
THE TELESCOPIC STRUT GROUND
LOCKING SYSTEM.
Make certain that wheel chocks are in position
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A300/A310 Main Gear System - Main Gear- Location of Safety Equipment
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A300/A310 Main Gear System - Main Gear Sequence Valve Components
Gear Sequence Valves In the door intermediate positions the sequence valves
General maintain the connections to reservoir return until both
The gear sequence valves serve to control the supply of doors are sufficiently open for gear extension without
pressure to the gear lock release actuating cylinders and fouling.
gear actuating cylinders depending on the position of the
doors. A system in the sequence valves is provided to ensure
that, during door closure at the end of gear extension,
There is one sequence valve per main gear main door. the flow of fluid from the main gear actuating cylinder
Two sequence valves per aircraft. The slide valve of each retraction chamber to reservoir return, can occur without
sequence valve is connected by a linkage to the interruption.
corresponding door.
The sequence valves are located near to the main doors : The system includes a check valve to ensure that this
- On the center keel beam at the bottom of section 15 for feature does not result in momentary internal leakage at
the main gear the end of door opening during the gear retraction cycle.
The main gear sequence valves are symmetrical and non-
interchangeable. A rigging hole is provided for locking the mechanical
input lever in the door open position.
Operation- Main Gear Sequence Valve
The two main gear sequence valves are hydraulically Main gear sequence valve
connected. When the main door is closed the sequence The main gear sequence valves have the same features
valves connect the following to reservoir return : and functions with respect to each main gear and its
- The main gear actuating cylinder retraction chamber. door as those of the nose gear sequence valves
- The main gear uplock actuating cylinder release described above.
chamber.
When the two doors are open the sequence valves The main gear sequence valves are not, hydraulically
connect the nose gear actuating cylinder retraction connected in series, each sequence valve independently
chamber and nose gear telescopic strut downlock release controlling the corresponding main gear.
chamber to the retraction supply system and the nose
gear uplock actuating cylinder release chamber to the
extension supply system.
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A300/A310 Landing Gear System - Main Gear Sequence Valve Component Location
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A300/A310 Main Gear System - Main Gear Sequence Valve - Slide Valve Jamming Function
PRECAUTIONS TAKEN TO COVER THE RISK OF

SLIDE VALVE JAMMING.
Jamming could occur with slide valve in either of two - To eliminate this risk, the sequence valve includes
positions : an internal system, comprised of a shear point and
- Door closed position secondary slide valve, which in the event of jamming,
- Door open position. shuts off supply ports A and C thus preventing
hydraulic actuation of the gear.
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.
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 main gear, the door and gear
concerned risk of fouling between the gear and door
during retraction.
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A300/A310 Main Gear System - Main Gear Sequence Valve - Jam Condition
2 1
DOOR JAMMED IN DOOR JAMMED IN
“OPEN” POSITION “CLOSED” POSITION
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A300/A310 Main Gear System - Main Door System Components
Main Gear Door Actuating Cylinder Characteristics
General
The Main gear door actuating cylinder is of the double-
Weight without fluid 30.5 lbs
acting type equipped with two damping systems providing
-------------------------------------------------------------------------------
constant slow-down during rod extension (door opening)
Identification of hydraulic ports A - Rod retraction
and end of travel slow-down during rod retraction (door
B - Rod extension
closing).
-------------------------------------------------------------------------------
Center-to-center distances with rod in
Description
stop position :
- Slow-down at the end of rod retraction is achieved by
- Rod extended : 59.96 in
closure of the normal return orifice and passage of the
- Rod retracted : 41.54 in
fluid through an orifice of smaller dimensions (restriction of
-------------------------------------------------------------------------------
fluid flow).
Maximum travel :
- Slow-down during rod extension is achieved by limiting
- Stop-to-stop : 18.43 in
the rate of flow to return by expelling the fluid through the
- Effective stroke : 18.23 in
orifice of a restrictor valve. At the same time supply fluid
-------------------------------------------------------------------------------
to the opening chamber also passes through a restrictor
Slow-down travel :
valve so as to maintain the pressure in the
- End of rod retraction cycle : 1.57 in
opening chamber at the limit of cavitation and thus limit
shocks in the actuating cylinder at the end of the opening
cycle.
Conversion: One millimeter (MM) = 0.0394 Inches
- In the door open position, the rod bears on an internal
stop. One Kilogram = 2.2046 U.S. Pounds (Lbs)
- In the door closed position, end-of-travel clearance is
provided and the rod does not bottom.
The actuating cylinder rod is equipped with a spherical
end fitting (door side).
- The actuating cylinder body is equipped with a Gimbal
Joint (Structure side).
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A300/A310 Main Gear System - Main Door Actuator and Uplock - Components and Location
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A300/A310 Main Gear System - Main Door System Components
DOOR UPLOCKS - GENERAL
One uplock is provided for each Landing Gear Main door,

that is two uplocks (identical) for the Main Gear Doors. Weight without fluid 3.200 Kg (7.04 Lbs)
Each uplock automatically locks the corresponding door Identification of A- Normal release
upon door closure and remains locked until the Uplock hydraulic ports B- Normal resetting
Release order is received.
Main Gear Door Uplock
OPERATION
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 System Pressure is
not available, the other for manual opening of the door on
the ground when required.
Microswitches indicate positive locking of the hook

(Microswitch plunger extended). The microswitch is
adjustable in the mounting location. The Landing Gear
Warning System 1 and 2 receive signals from the two
microswitches through the Proximity Detector Box.
A rigging hole is provided for locking the Free Fall release

mechanical input in the normal position for adjustment
purposes.
A rigging hole is also provided for the control input function.
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A300/A310 Main Gear System - Main Door Actuator and Uplock - Component Locations
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A300/A310 Main Gear System- Main Gear Uplocks Components
The Uplock automatically locks the landing gear in the up The Free Fall mechanism uplock release control
position at the end of the landing gear retraction cycle and first causes the uplock valve slide valve so that uplock
remains locked until the uplock release order is received. release remains possible even if the slide valve is
OPERATION seized. Initial movement of the control does not,
Uplock release can be achieved by two independent therefore, result in gear uplock release thus enabling
systems : door uplock release to be achieved before that of the
Hydraulically with Green system pressure delivered by gear.
the gear sequence valves controlled by the doors (normal
mode) In the event of seizure of the door sequence valve
Mechanically by means of the release lever provided slide valve in the gear downlocked position, the
(free fall mode). beginning of the gear retraction cycle causes the
The door sequence valve is incorporated in the uplock rupture of a shear pin inside the sequence valve and
assembly together with the mechanism controlling the movement of a second slide valve, inside the
displacement of the slide valve : former, which prevents door closure at the end of the
Upon gear uplock under the action of the locking lever gear retraction cycle and subsequent interference
actuated by the springs and the locking dash-pot. between the gear and the door during the following
Upon gear downlock, gear movement being transmitted extension cycle.
to the mechanism by a lever.
To cover the risk of door sequence valve slide
This movement of the door sequence valve slide valve valve seizure at the beginning of, or during the
causes door closure upon completion of the gear extension cycle, a spring rod is incorporated in the
retraction or extension cycle. gear-to-slide valve linkage and gear downlocking is not
hindered.
At the following cycle, inversion of the hydraulic - For each main gear, the spring rod is directly
pressure causes the doors to open : gear uplock or connected to the uplock mechanism
downlock release causes the door sequence valve slide
valve to adopt a position such that the doors are held A mechanism prevents manual locking of the hook
open by the pressure and by locking of the pressure in with the gear downlocked.
the door actuating cylinder opening side chamber.
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A300/A310 Main Gear System - Main Gear Uplocks Component Locations
A300 MAIN GEAR SHOWN
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A300/A310 Main Gear System- Main Gear Uplocks Components
Two microswitches indicate positive locking of the

hook (microswitch Plunger Extended). The
microswitches are interchangeable without adjustment.
The Landing Gear Warning System 1 and 2 receive
signals from the two microswitches through the
Proximity Detector Unit located in Electronic Rack
90VU in the Avionics Bay.
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 of the Free Fall System (Gravity Free Fall).
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A300/A310 Main Gear System - Main Gear Uplocks Component Locations
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A300/A310 Main Gear System - Main Door Bypass Valve - Component Description and Operation
DOOR GROUND OPENING BYPASS VALVE
There are two Bypass Valves ; one per Main Gear Main
Door.
The Main Gear Door Bypass Valves are located in the

Main Gear Wheel Well (Fuselage Section 15) near the
Main Door Uplocks.
Operation
Each Bypass Valve is operated by the Manual Control

System coupled to the Uplock Release Lever of the
corresponding Main Door.
When operated, the Bypass Valve interconnects the

Main Door Actuating Cylinder OPENING and CLOSING
chambers and shuts off the door closing supply line. The
Door Uplock Hook is released at the same time and the
Main Door free falls to the OPEN position.
When returned to normal configuration, the Bypass Valve

admits pressure into the Main Door Actuating Cylinder
closing chamber and controls door closure.
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A300/A310 Main Gear System - Main Door Bypass Valve Component Location
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A300 Main Gear System - Main Gear Brace Strut Actuating Cylinder
GENERAL
The Brace Strut Actuating Cylinder performs the During Landing Gear Retraction, the Actuating
following functions. Cylinder Green System hydraulic supply is restricted
• Assists gear downlocking at the end of the extension to prevent abrupt rod displacement.
cycle by pushing the Lock Link Assembly to the
over-center position. At the end of the Landing Gear Extension Cycle,
pressure is maintained in the Brace Strut Actuating
Enables gear retraction by bringing the Lock Link Cylinder (Landing Gear Control Lever in the DOWN
Assembly back from the over-center position at the position in the Flight Compartment).
beginning of the Gear Retraction Cycle.
The Actuating Cylinder is pressurized by the Landing

Gear Normal Extension and Retraction System
• Rod extension : Extension System
• Rod Retraction : Retraction System
DESCRIPTION
During Landing Gear Extension the Actuating Cylinder
Green System hydraulic supply passes through a
Restrictor Valve maintain the pressure in the Extension
Chamber at the limit of cavitation. The expelled fluid
passes through a restrictor. This prevents excessive
shocks in the actuating cylinder at the end of the
Extension Cycle.
At the end of Landing Gear Extension, the nominal

pressure is established in the actuating cylinder and
serves to push the Lock Link Assembly over-center.
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A300 Main Gear System - Main Gear Brace Strut Actuating Cylinder Component Location
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GENERAL
The Brace Strut Actuating Cylinder performs the During Landing Gear Retraction, the Actuating
following functions. Cylinder Green System hydraulic supply is restricted
• Assists gear downlocking at the end of the extension to prevent abrupt rod displacement.
cycle by pushing the Lock Link Assembly to the
over-center position. At the end of the Landing Gear Extension Cycle,
pressure is maintained in the Brace Strut Actuating
Enables gear retraction by bringing the Lock Link Cylinder (Landing Gear Control Lever in the DOWN
Assembly back from the over-center position at the position in the Flight Compartment).
beginning of the Gear Retraction Cycle.
The Actuating Cylinder is pressurized by the Landing

Gear Normal Extension and Retraction System
• Rod extension : Extension System
• Rod Retraction : Retraction System
DESCRIPTION
During Landing Gear Extension the Actuating Cylinder
Green System hydraulic supply passes through a
Restrictor Valve maintain the pressure in the Extension
Chamber at the limit of cavitation. The expelled fluid
passes through a restrictor. This prevents excessive
shocks in the actuating cylinder at the end of the
Extension Cycle.
At the end of Landing Gear Extension, the nominal

pressure is established in the actuating cylinder and
serves to push the Lock Link Assembly over-center.
MTT M540000/R3.32 16AUG01 32-138
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A310 LH
A310 LH MAIN
MAIN
GEAR SHOWN
GEAR SHOWN
A310 LH MAIN GEAR SHOWN
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A310 Main Gear System - Main Gear Main Door Actuating Cylinder
GENERAL
The Main Gear Main Door Actuating Cylinder is a The Actuating Cylinder Rod is equipped with a
double-acting type equipped with two damping systems Spherical End Fitting (Door side).
providing constant slow-down during rod extension
(Door Opening) and end of travel slow-down during rod The Actuating Cylinder Body is equipped with a
retraction (Door Closing). Gimbal Joint (Structure side).
DESCRIPTION
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
(Restriction of fluid flow).
Slow-down during rod extension is achieved by limiting

the rate of flow to return by expelling the fluid through
the orifice of a restrictor valve. At the same time
supply fluid to the OPENING Chamber also passes
through a Restrictor Valve to maintain the pressure in
the OPENING Chamber at the limit of cavitation and
thus limit shock in the Actuating Cylinder at the end of
the OPENING cycle.
In the Main Door OPEN position, the rod contacts and

remains on an Cylinder Actuator internal stop.
In the door CLOSED position, end-of-travel clearance is

provided and the rod does not bottom out in the
Actuating Cylinder.
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AA310 Main Gear System - Main Gear Main Door Actuating Cylinder Component Location
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A310 Main Gear System - Main Gear Actuator and Restrictor Valves
(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.
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A310 Main Gear System - Main Gear Actuator and Restrictor Valves Component Location
LOCATED IN MAIN GEAR WHEEL WELL

FUSELAGE FRAME (FR) 54
A310 LH MAIN GEAR SHOWN
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A300 Main Gear System - Main Gear Actuator Variable Restrictor
(1)General
-------------------------------------------------------------------------------
The two main gear actuating cylinders are identical
Drawing PR 50790-1
-------------------------------------------------------------------------------
The actuating cylinders are of the double-acting type each equipped
Weight without fluid 99 Kg
with a variable restrictor, a dampingsystem which slows down travel at -------------------------------------------------------------------------------
the end of rod retraction (gear retraction). The variable restrictor is
Identification of hydraulic ports A : Rod retraction
external to the actuating cylinder. B : Rod extension
-------------------------------------------------------------------------------
(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.
MTT M540000/R3.32 16AUG01 32-144

32-144 ATA 32
A300 Main Gear System - Main Gear Variable Restrictor Component Installation
FORWARD
A300 LH MAIN GEAR
SHOWN
MTT M540000/R3.32 16AUG01 32-145

32-145 ATA 32
A300 Main Gear System - Main Gear Actuator and Variable Restrictor
Weight without fluid 99 Kg

-------------------------------------------------------------------------------
Identification of hydraulic ports A : Rod retraction
(1)General B : Rod extension
-------------------------------------------------------------------------------
The two main gear actuating cylinders are identical Center-to-center distances
- Rod extended 683 to 693 mm
The actuating cylinders are of the double-acting type each equipped - Rod retracted 412 to 422 mm
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.
MTT M540000/R3.32 16AUG01 32-146

32-146 ATA 32
A300 Main Gear System - Main Gear Actuator Component Location
A300 LH MAIN GEAR

SHOWN
MTT M540000/R3.32 16AUG01 32-147

32-147 ATA 32
Diameteroftherestrictionorifce
Gearrestrcitorvalve 2.7mm
Doorrestrcitorvalve 3.7mm
A300 Main Gear System - Main Gear Restrictor Valves
(
Main Gear Restrictor Valves (In the Hydraulic Supply Lines) Restrictor Valve in the Main Door Opening Line:
General
A Restrictor Valve is installed in the Supply Line to the Main Gear Main Door Actuating
There are two Restrictor Valves per Main Gear (Four per aircraft): Cylinder (Opening Chamber) to restrict the fluid entering the Actuating Cylinder and prevent
•• One in the gear extension line the shock due to the hydraulic pressure at the end of Main Gear Main Door opening cycle.
•• 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 Gear
Actuating 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 limit
the 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.
MTT M540000/R3.32 16AUG01 32-148

32-148 ATA 32
A300 Main Gear System - Main Gear Restrictor Valves Component Location
MTT M540000/R3.32 16AUG01 32-149

32-149 ATA 32
LEFT BLANK
MTT M540000/R3.32 16AUG01 32-150

32-150 ATA 32
MAIN GEAR BOGIE BEAM
ASSEMBLY AND COMPONENTS
MTT M540000/R3.32 16AUG01 32-151

32-151 ATA 32
A300/A310 Main Gear System - Main Gear Bogie Beam Assembly
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 static
load (A300).
The Bogie Beam is perpendicular to the gear shock strut axis in both flight
and ground configuration.
The Bogie Beam pivots on the lower end of the Sliding Rod in the Shock
Absorber and connected to the Shock Absorber by Torque Links.
One Pitch Damper is mounted on the forward end of the Bogie Beam to
maintain correct attitude of the Bogie Beam. The Bogie Beam is correctly
positioned during Main Gear Retraction and Extension modes to prevent
fuselage structural damage.
The Pitch Damper is equipped with a Pressure Drop Indicator (For Low Air
Charge) <508 PSI. Also, on the Pitch Damper is a Visual Hydraulic Fluid
Level Indicator on the forward end of the Damper Assembly (A300 / Some
A310).
Other A310 aircraft are equipped with a Pitch Damper Assembly

without a Visual Fluid Indicator Rod on the forward end of the assembly.
The Pitch Damper Assembly must be physically checked for the proper
fluid quantity in the component unit.
MTT M540000/R3.32 16AUG01 32-152

32-152 ATA 32
A300/A310 Main Gear System - Main Gear Bogie Beam Component Location
MTT M540000/R3.32 16AUG01 32-153

32-153 ATA 32
A300/A310 Main Gear System - Main Gear Bogie Beam Assembly
GENERAL
Two Towing Lugs are located on the top forward and aft ends Two Proximity Detectors are mounted on a support rod bolt from
of the Bogie Beam. The towing lugs are used for soft terrain the bottom mid area of the Bogie Beam. The Detectors (Warning
or to assist normal towing operations during abnormal towing System 1 and 2) provide angular position of the Bogie Beam during
conditions. Landing Gear Retraction and Extension Cycles. If angular position
s not correct, Landing Gear will not retract into the Main Gear Wheel
Forward and Aft Jack Pads are located at the forward and aft Well(s)
lower (bottom) ends of the Bogie Beam. Jacking of the Bogie
Beam is a Required Inspection Item (RII) and AML entry.
MTT M540000/R3.32 16AUG01 32-154

32-154 ATA 32
A300/310 Main Gear System - Bogie Beam (Truck Beam) Jack Pads / Proximity Detectors Location
MTT M540000/R3.32 16AUG01 32-155

32-155 ATA 32
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 load A Pressure Drop Indicator which protrudes and remains visible (Red
threshold. Color), if pressure drops below 508 (35 BARS) or 870 PSI (60 BARS)
depending upon the series of Pitch Damper Assembly installed on the
OPERATION FedEx Airbus Fleet aircraft, refer to the Aircraft Maintenance Manual
(AMM).
The A310-200 aircraft Main Gear Bogie Beam Assembly neutral
position (10 Degrees Pitch Down) in the Main Gear DOWN and The Pitch Damper Assembly does not incorporate a Visual Fluid Level
LOCKED flight configuration is obtained by the Pitch Damper Indicator sliding rod with a red warning indication area as installed on
which utilizes a statically balanced position under the action of the A300-600 and Some A310-200 aircraft.
hydraulic pressure in the Nitrogen Chamber of the Bogie Beam
Pitch Damper Assembly. The FedEx Engineering Order (E.O.) requires modification of some
A310-200 Bogie Beam front mounting lugs, that is, reworking of the lug
When the Main Gear Shock Absorber sliding rod moves from the areas and installation of A300-600 hardware to mount the A300-600
statically balanced position (Extension or Compression), the type Pitch Damper Assembly with the Visual Fluid Quantity Indicator
hydraulic fluid is forced through the metering holes of the Pitch Rod.
Damper internal operating mechanism.
Nitrogen charging pressure is approximately 1450 PSI (100 BARS) with
TThe Pitch Damper is equipped with a gaseous nitrogen Charging aircraft on jacks.
vValve (Commonly called a Schraeder Valve) and a Hydraulic Fluid
iFilling valve.
MTT M540000/R3.32 16AUG01 32-156

32-156 ATA 32
A310 Main Gear System - Bogie Beam Pitch Damper Without Hydraulic Fluid Level Indicator
A
A
MTT M540000/R3.32 16AUG01 32-157

32-157 ATA 32
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 load A Pressure Drop Indicator which protrudes and remains visible (Red
threshold. Color), if pressure drops below 508 (35 BARS) or 870 PSI (60 BARS)
depending upon the series of Pitch Damper Assembly installed on the
OPERATION FedEx Airbus Fleet aircraft, refer to the Aircraft Maintenance Manual
(AMM).
The A310-200 aircraft Main Gear Bogie Beam Assembly neutral
position (10 Degrees Pitch Down) in the Main Gear DOWN and The Pitch Damper Assembly does not incorporate a Visual Fluid Level
LOCKED flight configuration is obtained by the Pitch Damper Indicator sliding rod with a red warning indication area as installed on
which utilizes a statically balanced position under the action of the A300-600 and Some A310-200 aircraft.
hydraulic pressure in the Nitrogen Chamber of the Bogie Beam
Pitch Damper Assembly. The FedEx Engineering Order (E.O.) requires modification of some
A310-200 Bogie Beam front mounting lugs, that is, reworking of the lug
When the Main Gear Shock Absorber sliding rod moves from the areas and installation of A300-600 hardware to mount the A300-600
statically balanced position (Extension or Compression), the type Pitch Damper Assembly with the Visual Fluid Quantity Indicator
hydraulic fluid is forced through the metering holes of the Pitch Rod.
Damper internal operating mechanism.
Nitrogen charging pressure is approximately 1450 PSI (100 BARS) with
TThe Pitch Damper is equipped with a gaseous nitrogen Charging aircraft on jacks.
vValve (Commonly called a Schraeder Valve) and a Hydraulic Fluid
iFilling valve.
MTT M540000/R3.32 16AUG01 32-158

32-158 ATA 32
A310 Main Gear System - Bogie Beam Pitch Damper Without Fluid Level Indicator - Schematic
FWD
NOTE: THESE OLD TYPE

COMPONENTS ARE BEING
REPLACED ON AN ATTRITION
BASIS WITH THE A300-600
AIRCRAFT TYPE PITCH DAMPER
ASSEMBLY
MTT M540000/R3.32 16AUG01 32-159

32-159 ATA 32
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 Type The Pitch Damper is equipped with a gaseous nitrogen
with a separator between the hydraulic fluid and gaseous charging valve (Commonly called a Schraeder Valve) and a
nitrogen required because of its horizontal position. hydraulic fluid filling valve.
The Pitch Damper is of the double-acting type with a load A Pressure Drop Indicator which protrudes and remains
threshold. visible (Red Color), if pressure drops below 508 (35 PSI) or
870 PSI (60 BARS) depending upon the series of Pitch
OPERATION Damper Assembly installed on the FedEx Airbus Fleet
aircraft, refer to the Aircraft Maintenance Manual (AMM).
The Main Gear Bogie Beam Assembly neutral position in
the Main Gear DOWN and LOCKED flight configuration is The Pitch Damper Visual Fluid Level Indicator sliding rod
obtained by the Pitch Damper which utilizes a statically with a red warning indication area is provided for low fluid
balanced position under the action of hydraulic pressure in supply in the Pitch Damper Assembly.
the Nitrogen Chamber.
Nitrogen charging pressure is approximately 1450 PSI (100
When the sliding rod moves from the statically balanced BARS) with aircraft on jacks.
position (Extension or Compression), the hydraulic fluid is
forced through the metering holes of the Pitch Damper
internal operating mechanism.
MTT M540000/R3.32 16AUG01 32-160

32-160 ATA 32
A310 Main Gear System - Bogie Beam Pitch Damper Without Fluid Level Indicator
MTT M540000/R3.32 16AUG01 32-161

32-161 ATA 32
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 Type The Pitch Damper is equipped with a gaseous nitrogen
with a separator between the hydraulic fluid and gaseous charging valve (Commonly called a Schraeder Valve) and a
nitrogen required because of its horizontal position. hydraulic fluid filling valve.
The Pitch Damper is of the double-acting type with a load A Pressure Drop Indicator which protrudes and remains
threshold. visible (Red Color), if pressure drops below 508 (35 PSI) or
870 PSI (60 BARS) depending upon the series of Pitch
OPERATION Damper Assembly installed on the FedEx Airbus Fleet
aircraft, refer to the Aircraft Maintenance Manual (AMM).
The Main Gear Bogie Beam Assembly neutral position in
the Main Gear DOWN and LOCKED flight configuration is The Pitch Damper Visual Fluid Level Indicator sliding rod
obtained by the Pitch Damper which utilizes a statically with a red warning indication area is provided for low fluid
balanced position under the action of hydraulic pressure in supply in the Pitch Damper Assembly.
the Nitrogen Chamber.
Nitrogen charging pressure is approximately 1450 PSI (100
When the sliding rod moves from the statically balanced BARS) with aircraft on jacks.
position (Extension or Compression), the hydraulic fluid is
forced through the metering holes of the Pitch Damper
internal operating mechanism.
MTT M540000/R3.32 16AUG01 32-162

32-162 ATA 32
A300/Some A310 Main Gear System - Bogie Beam Pitch Damper With Fluid Level Indicator -
Schematic
MTT M540000/R3.32 16AUG01 32-163

32-163 ATA 32
LEFT BLANK
MTT M540000/R3.32 16AUG01 32-164

32-164 ATA 32
A300-600 MAIN GEAR
WHEEL AND TIRE
ASSEMBLIES
(MESSIER)
MTT M540000/R3.32 16AUG01 32-165

32-165 ATA 32
A300 Main Gear System - Main Gear Wheel (Messier) Component Description
MAIN GEAR WHEELS

(MESSIER – MANFACTURER)
• Three-layer heat shields, between drive keys protecting
wheel and tire against the heat generated by the heat
The manufacturer of the brakes supplies the main gear pack.
wheels. The wheels can be fitted with 49x19 or 49x17
tubeless tires up to 30 Ply Rating (PR). The hubcap is fixed on the wheel with a V-Clamp in the wheel
hub area.
The wheels are comprised of two-forged light alloy half-wheels
bolted together with high-tensile steel bolts and self-locking Each Wheel / Brake Assembly is installed on the axle with a
nuts. sleeve is provided by the manufacturer.
An O-Ring achieves sealing between the two half-wheels. CHARACTERISTICS
• Approximate Weight: 156.5 Pounds (Lbs.) or (71
The wheels are equipped with: KGS)
• Taper roller bearings protected by seals • Fusible Plug Melting Point: 183°C (361°F) on the
• Brake rotor disc drive keys
Wheel Flange and 300°C (572°F) on the Rim area.
• Two sets of three fusible plugs designed to deflate the tire
in the event of excessive brake overheat and thus protect
against 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.
MTT M540000/R3.32 16AUG01 32-166

32-166 ATA 32
A300 Main Gear System - Main Gear Wheel (Messier) Component and Location
MTT M540000/R3.32 16AUG01 32-167

32-167 ATA 32
A300 Main Gear System - Main Gear Wheel (Messier) Tire Check
6. TIRE AND BRAKE WEAR/CONDITION CHECK NOTE: AD 87-08-09 REQUIRES THE USE OF DRY NITROGEN TO
INFLATE TIRES. THE USE OF COMPRESSED AIR TO SERVICE
A. TIRES CHECK TIRES IS PROHIBITED.
NOTE: REFER TO AMM 32-41-00-6 FOR DETAILED TIRE
DAMAGE AND WEAR INFO. A. HOT TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED IF
INSUFFICIENT TIME PREVENTS TEMPERATURE STABILIZATION
1) INSPECT TIRES FOR DAMAGE OR DETERIORATION (LESS THAN 2 HOURS AFTER LANDING WHEN TIRE STILL WARM
2) INSPECT TIRES FOR WEAR TO THE TOUCH). THE FOLLOWING CRITERIA AND PROCEDURES
SHALL BE OBSERVED WHEN CHECKING HOT TIRES.
a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE
REPLACEMENT. 1) MEASURE TIRE PRESSURES AND COMPARE ADJACENT TIRES
ON THE SAME AXLE.
NOTE: TREAD REINFORCING PLY IS FIRST CORD UNDER
TREAD GROOVE. 2) MLG TIRES WITH A PRESSURE OF 199 PSI OR ABOVE WITHIN
20 PSI OF THE ADJACENT TIRE ON THE SAME AXLE AND NLG
TIRES EXPOSING REINFORCING PLY MAY BE TRANSFERRED TIRES WITH A PRESSURE OF 148 PSI OR ABOVE WITHIN 15 PSI
TO “OIL” (EAML ENTRY) IF REPLACEMENT WILL CAUSE A OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE
DELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE. SERVICE.
TIRE MUST BE SCHEDULED FOR REPLACEMENT AT NEXT
MAINTENANCE STATION WHERE ABOVE LIMITS CAN BE MET. 3) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL
BE HIGHER THAN COLD TIRE PRESSURES.
b) TIRES EXPOSING THE CARCASS BODY PLY MUST BE
REPLACED. 4) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE,
NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORD COMPLY WITH CRITERIA AND PROCEDURES IN THE FOLLOWING
UNDER THE TWO TREAD REINFORCING CORDS AND THE TABLE.
THIRD CORD UNDER THE TREAD GROOVES. WEAR INTO THE
CARCASS PLIES WILL CAUSE SCRAPPING BY RETREADER. HOT TIRE PRESSURES FOR ALL A300-600 AIRCRAFT
MLG TIRE NLG TIRE CORRECTIVE ACTION
7. TIRE PRESSURES CHECK 49 X 17-20 32PR 40 X 14-16 24PR
NOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-
HELD GAUGE. SEE TABLE BELOW FOR TIRE PRESSURE 179 PSI & ABOVE 134 PSI & ABOVE *1
LIMITS AND AIRCRAFT EFFECTIVITY. 161 TO 178 PSI 120 TO 133 PSI REPLACE TIRE
(REF. AMM 12-14-32) 160 PSI & BELOW 119 PSI & BELOW *3
MTT M540000/R3.32 16AUG01 32-168

32-168 ATA 32
MTT M540000/R3.32 16AUG01 32-169

32-169 ATA 32
A300 Main Gear System - Main Gear Wheel (Messier) Tire Check
6. TIRE AND BRAKE WEAR/CONDITION CHECK

A. TIRES CHECK
NOTE: REFER TO AMM 32-14-00-6 FOR DETAILED THE TREAD GROOVES. WEAR INTO THE
TIRE DAMAGE AND WEAR INFO: CARCASS PLIES WILL CAUSE SCRAPPING BY
1) INSPECT TIRES FOR DAMAGE OR RETREADER.
DETERIORATION
2) INSPECT TIRES FOR WEAR 7. TIRE PRESSURES CHECK
a) TIRES EXPOSING THE TREAD REINFORCING NOTE:
PLY REQUIRE REPLACEMENT. CHECK TIRE PRESSURE WITH CALIBRATED, HAND-
HELD GAUGE. SEE TABLE BELOW FOR TIRE
NOTE: TREAD REINFORCING PLY IS FIRST CORD PRESSURE LIMITS AND AIRCRAFT EFFECTIVITY.
UNDER TREAD GROOVE. (REF: AMM 12-14-32)
TIRES EXPOSING REINFORCING PLY MAY BE NOTE: AD 87-08-09 REQUIRES THE USE OF DRY
TRANSFERRED “OIL” (OPEN ITEM LIST) (EAML NITROGEN TO INFLATE TIRES. THE USE OF
ENTRY) IF REPLACEMENT WILL CAUSE A DELAY COMPRESSED AIR TO SERVICE TIRES IS
OR IF TOOLING OR MANPOWER IS NOT PROHIBITED.
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
MTT M540000/R3.32 16AUG01 32-170

32-170 ATA 32
MTT M540000/R3.32 16AUG01 32-171

32-171 ATA 32
A300 Main Gear System - Main Gear Wheel (Messier) - Tire Check
B. COLD TIRE PRESSURE CHECKSWILL BE *1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE, REINFLATE TO
ACCOMPLISHED AFTER AN AIRCRAFT HAS BEEN ON THE OPERATIONAL PRESSURE AND ESTABLISH AN OPEN ITEM (EAML
GROUND FOR A LONG ENOUGH PERIOD TO PERMIT TIRES, ENTRY) STATING Z TIME, Z DATE AND PRESSURE TO WHICH TIRE
WHEELS AND BRAKES TO STABILIZE AT THE AMBIENT TEMP. WAS INFLATED REQUESTING A RECHECK WITHIN 24 HOURS.
THIS REQUIRES AT LEAST 2 HOURS. THE CRITERIA AND
PROCEDURE PRESENTED IN THE FOLLOWING TABLE MUST BE NOTIFY MOCC & DOWN LINE STATION TO ENSURE FOLLOWING
USED WHEN CHECKING TIRES AT AMBIENT TEMPERATURES: IS ACCOMPLISHED: IF ON RECHECK TIRE PRESSURE IS LOWER
THAN THE PREVIOUSLY RECORDED TIRE PRESSURE BY 5% OR
NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 MORE, TIRE MUST BE REPLACED. IF TIRE PRESSURE HAS
DEGREES F CAN EXHIBIT LOW PRESSURES IF PREVIOUS DROPPED LESS THAN 5%, OPEN ITEM MAY BE CLEARED.
SERVICING WAS ACCOMPLISHED AT HIGHER AMBIENT
TEMPERATURES. TIRES CHECKED UNDER THESE CONDITIONS *2 REPLACE TIRE. TIRES CHECKED AT AMBIENT TEMPERATURES
WILL NOT BE CONSIDERED TO BE LEAKING IF PRESSURE OF BELOW 40 DEGREES F THAT PRODUCE PRESSURES WITHIN THIS
TIRE AND ADJACENT TIRE ON SAME AXLE ARE WITHIN 20 PSI OF RANGE SHOULD NOT BE REPLACED IF THE PRESSURE OF THE
EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF TIRES TIRE AND THE ADJACENT TIRE ON THE SAME AXLE ARE WITHIN
ARE WITHIN THESE LIMITS, TIRE PRESSURES SHALL BE 20 PSI OF EACH OTHER FOR MLG OR 15 PSI FOR NLG TIRES. IF
INCREASED TO OPERATIONAL PRESSURE RANGE. THE TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURES SHOULD
BE INCREASED TO THE OPERATIONAL PRESSURE RANGE.
COLD TIRE PRESSURES. ALL A300-600 AIRCRAFT:
*3 REPLACE THE LOW TIRE AND ADJACENT TIRE ON THE SAME
MLG TIRE NLG TIRE CORRECTIVE AXLE IF ROLLING HAS OCCURRED WITH THE TIRE PRESSURE
ACTION LOW. IF IT IS EVIDENT THAT PRESSURE LOSS TOOK PLACE
49 X 17-20 32PR 40 X 14-16 24PR AFTER THE AIRCRAFT WAS PARKED, REPLACE ONLY THE TIRE
WITH LOW PRESSURE.
194 +0/-5 PSI 143 +0/-5 PSI OPERATIONAL
178 TO 188 PSI 131 TO 137 PSI REINFLATE
167 TO 177 PSI 123 TO 130 PSI *1
156 TO 166 PSI 115 TO 122 PSI *2
155 PSI & BELOW 114 PSI & BELOW *3
MTT M540000/R3.32 16AUG01 32-172

32-172 ATA 32
MTT M540000/R3.32 16AUG01 32-173

32-173 ATA 32
LEFT BLANK
MTT M540000/R3.32 16AUG01 32-174

32-174 ATA 32
A310-200 SERIES MAIN
GEAR WHEEL AND
TIRE ASSEMBLIES
(MESSIER)
MTT M540000/R3.32 16AUG01 32-175

32-175 ATA 32
Some A310 Main Gear System - Main Gear Wheel (Messier) - Component Description and Tire Check
GENERAL 7. TIRE PRESSURES CHECK

The wheels are comprised of two-forged light alloy half-wheels NOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE.
SEE TABLE BELOW FOR TIRE PRESSURE LIMITS AND AIRCRAFT
bolted together with high-tensile steel bolts and self-locking nuts.
EFFECTIVITY. (REF: MM 12-14-32)
An o-ring achieves sealing between the two half-wheels. The NOTE: AD 87-08-09 REQUIRES THE USE OF DRY NITROGEN TO INFLATE TIRES.
wheels are equipped with taper roller bearings protected by seals. THE USE OF COMPRESSED AIR TO SERVICE TIRES IS PROHIBITED.
Two sets of three fusible plugs designed to deflate the tire in the A. HOT TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED IF SHORT GROUND TIME
event of excessive brake overheat and thus protect against tire PREVENTS TEMPERATURE STABILIZATION (LESS THAN 2 HOURS AFTER LANDING
burst resulting from excessive pressure. WHEN TIRE STILL WARM TO THE TOUCH). THE FOLLOWING CRITERIA AND
PROCEDURES SHALL BE OBSERVED WHEN CHECKING HOT TIRES.
Nine-brake rotor disc drive keys. One set is located on the flange 1) MEASURE PRESSURE AND COMPARE ADJACENT TIRE PRESSURE.
and one set is located on the rim at the end of rotor drive key. a) N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE
Three-layer heat shields, between drive keys protecting wheel and MLG TIRES WITH A PRESSURE OF 183 PSI OR ABOVE WITHIN 20 PSI OF
THE ADJACENT TIRE ON THE SAME AXLE AND NLG TIRES WITH A PRESSURE
tire against the heat generated by heat pack. One each OF 150 PSI OR ABOVE WITHIN 15 PSI OF THE ADJACENT TIRE ON THE
wheel/brake assembly is installed on the axle with a spacer SAME AXLE DO NOT REQUIRE SERVICE.
provided by the manufacturer. b) N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE
CHARACTERISTICS N451FE-N454FE, MLG TIRES WITH A PRESSURE OF 199 PSI OR ABOVE
Approximate weight: 65 kg (143.3 lbs.)/ Fusible plug melting point: WITHIN 20 PSI OF THE ADJACENT TIRE ON THE SAME AXLE AND NLG
TIRES WITH A PRESSURE OF 164 PSI OR ABOVE WITHIN 15 PSI
183°C (361°F)/ Standard inflating valve with possibility of OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE SERVICE.
replacement by a valve incorporating a pressure indicator (PSI 2) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHER
type). THAN COLD TIRE PRESSURES.
3) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLY
6. TIRE AND BRAKE WEAR/CONDITION CHECK WITH CRITERIA AND PROCEDURES IN THE FOLLOWING TABLE.
A. TIRES CHECK HOT TIRE PRESSURES
NOTE: REFER TO AMM 32-41-00 FOR DETAILED TIRE DAMAGE AND WEAR INFO. MLG TIRE NLG TIRE CORRECTIVE
1) INSPECT TIRES FOR DAMAGE OR DETERIORATION. 46 X 16-20 30PR 40 X 14-16 24PR ACTION
2) INSPECT TIRES FOR WEAR. N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE
a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE REPLACEMENT. 163 PSI & ABOVE 135 PSI & ABOVE *1
NOTE: THE TREAD REINFORCING PLY IS THE FIRST CORD UNDER THE 151 TO 162 PSI 122 TO 134 PSI REPLACE TIRE
TREAD GROOVE. TIRES EXPOSING THE REINFORCING PLY MAY BE 150 PSI & BELOW 121 PSI & BELOW *3
TRANSFERRED TO THE OIL (EAML ENTRY) IF REPLACEMENT WILL N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE
CAUSE A DELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE. N451FE-N454FE.
THE TIRE MUST BE SCHEDULED FOR REPLACEMENT AT THE NEXT 179 PSI & ABOVE 149 PSI & ABOVE *1
MAINTENANCE STATION WHERE THE ABOVE LIMITS CAN BE MET. 161 TO 178 PSI 133 TO 148 PSI REPLACE TIRE
b) TIRES EXPOSING THE CARCASS BODY PLY MUST BE REPLACED. 160 PSI & BELOW 132 PSI & BELOW *3
NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORD UNDER THE TWO
TREAD GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSE
SCRAPPING BY THE RETREADER.
MTT M540000/R3.32 16AUG01 32-176

32-176 ATA 32
Some A310 Main Gear System - Main Gear Wheel (Messier) Component Location
MTT M540000/R3.32 16AUG01 32-177

32-177 ATA 32
Some A310 Main Gear System - Main Gear Wheel (Messier) - Component Tire Check
B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER AN N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE
AIRCRAFT N451FE-N454FE.
HAS BEEN ON THE GROUND FOR A LONG ENOUGH PERIOD TO PERMIT 194 TO 189 PSI 159 TO 154 PSI OPERATIONAL
TIRES, 188 TO 178 PSI 153 TO 146 PSI REINFLATE
WHEELS AND BRAKES TO STABILIZE AT THE AMBIENT TEMP. THIS 177 TO 167 PSI 145 TO 138 PSI *1
REQUIRES AT 166 TO 156 PSI 137 TO 128 PSI *2
LEAST 2 HOURS. THE CRITERIA AND PROCEDURE PRESENTED IN THE 155 PSI & BELOW 127 PSI & BELOW *3
FOLLOWING .......................
TABLE MUST BE USED WHEN CHECKING TIRES AT AMBIENT *1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE, REINFLATE TO
TEMPERATURES: OPERATIONAL PRESS-
NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 URE AND ESTABLISH AN OPEN ITEM (EAML ENTRY) STATING THE Z TIME, Z
DEGREES F CAN DATE
EXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WAS AND PRESSURE TO WHICH THE TIRE WAS INFLATED REQUESTING A
ACCOMPLISHED RECHECK WITHIN
AT HIGHER AMBIENT TEMPERATURES. TIRES CHECKED UNDER THESE 24 HOURS. NOTIFY MOCC AND THE DOWN LINE STATION TO MAKE SURE THE
CONDITIONS WILL NOT BE CONSIDERED TO BE LEAKING IF THE FOLLOWING
PRESSURE IS ACCOMPLISHED: IF ON RECHECK THE TIRE PRESSURE IS LOWER THAN
OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE ARE THE PRE-
WITHIN VIOUSLY RECORDED TIRE PRESSURE BY 5% OR MORE, THE TIRE MUST BE
20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF THE REPLACED.
TIRES ARE WITHIN THESE LIMITS, THE TIRE PRESSURES SHALL BE IF THE TIRE PRESSURE HAS DROPPED LESS THAN 5%, THE OPEN ITEM MAY
INCREASED TO THE OPERATIONAL PRESSURE RANGE. BE
COLD TIRE PRESSURES CLEARED.
MLG TIRE NLG TIRE CORRECTIVE *2 REPLACE TIRE. TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40
46 X 16-20 30PR 40 X 14-16 24PR ACTION DEGREES F
N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446- THAT PRODUCE PRESSURES WITHIN THIS RANGE SHOULD NOT BE
N450FE REPLACED IF
178 TO 173 PSI 145 TO 140 PSI OPERATIONAL THE PRESSURE OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE
172 TO 164 PSI 139 TO 133 PSI REINFLATE ARE
163 TO 155 PSI 132 TO 126 PSI *1 WITHIN 20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF THE
154 TO 146 PSI 125 TO 117 PSI *2 TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURE SHOULD BE INCREASED
145 PSI & BELOW 116 PSI & BELOW *3 TO
THE OPERATIONAL PRESSURE RANGE.
*3 REPLACE THE LOW TIRE AND ADJACENT TIRE ON THE SAME AXLE IF
ROLLING HAS
OCCURRED WITH THE TIRE PRESSURE LOW. IF IT IS EVIDENT THAT
PRESSURE LOSS
TOOK PLACE AFTER THE AIRCRAFT WAS PARKED, REPLACE ONLY THE TIRE
WITH
LOW PRESSURE.
MTT M540000/R3.32 16AUG01 32-178

32-178 ATA 32
Some A310 Main Gear System - Main Gear Wheel (Messier) - Component Location
MTT M540000/R3.32 16AUG01 32-179

32-179 ATA 32
LEFT BLANK
MTT M540000/R3.32 16AUG01 32-180

32-180 ATA 32
Some A310 Main Gear System - Main Gear Wheel (Messier) - Component Location
MTT M540000/R3.32 16AUG01 32-181

32-181 ATA 32
LEFT BLANK
MTT M540000/R3.32 16AUG01 32-182

32-182 ATA 32
A310-200 MAIN GEAR
WHEEL AND TIRE
ASSEMBLIES
(BENDIX)
MTT M540000/R3.32 16AUG01 32-183

32-183 ATA 32
Some A310 Main Gear System - Main Gear Wheel (Bendix) - Component Description and Tire Check
NOTE:FEDEX A310-200 Series aircraft do not have fans installed for cooling Of Main 1) MEASURE PRESSURE AND COMPARE ADJACENT TIRE PRESSURE.
Gear Brake Assemblies, Bogie Beam Axles and Wheel Assemblies. a) N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE
MLG TIRES WITH A PRESSURE OF 183 PSI OR ABOVE WITHIN 20 PSI OF
THE ADJACENT TIRE ON THE SAME AXLE AND NLG TIRES WITH A PRESSURE
OF 150 PSI OR ABOVE WITHIN 15 PSI OF THE ADJACENT TIRE ON THE
TIRE AND BRAKE WEAR/CONDITION CHECK
SAME AXLE DO NOT REQUIRE SERVICE.
A. TIRES CHECK
b) N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE
NOTE: REFER TO AMM 32-41-00 FOR DETAILED TIRE DAMAGE AND WEAR INFO.
N451FE-N454FE, MLG TIRES WITH A PRESSURE OF 199 PSI OR ABOVE
1) INSPECT TIRES FOR DAMAGE OR DETERIORATION.
WITHIN 20 PSI OF THE ADJACENT TIRE ON THE SAME AXLE AND NLG
2) INSPECT TIRES FOR WEAR.
TIRES WITH A PRESSURE OF 164 PSI OR ABOVE WITHIN 15 PSI
a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE REPLACEMENT.
OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE SERVICE.
NOTE: THE TREAD REINFORCING PLY IS THE FIRST CORD UNDER THE
2) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHER
TREAD GROOVE. TIRES EXPOSING THE REINFORCING PLY MAY BE
THAN COLD TIRE PRESSURES.
TRANSFERRED TO THE OIL (EAML ENTRY) IF REPLACEMENT WILL
3) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLY
CAUSE A DELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE.
WITH CRITERIA AND PROCEDURES IN THE FOLLOWING TABLE.
THE TIRE MUST BE SCHEDULED FOR REPLACEMENT AT THE NEXT
MAINTENANCE 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 TWO
TREAD GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSE
SCRAPPING BY THE RETREADER.
7. TIRE PRESSURES CHECK

NOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE.
SEE TABLE BELOW FOR TIRE PRESSURE LIMITS AND AIRCRAFT
EFFECTIVITY. (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 TIME
PREVENTS TEMPERATURE STABILIZATION (LESS THAN 2 HOURS AFTER LANDING
WHEN TIRE STILL WARM TO THE TOUCH). THE FOLLOWING CRITERIA AND
PROCEDURES SHALL BE OBSERVED WHEN CHECKING HOT TIRES.
MTT M540000/R3.32 16AUG01 32-184

32-184 ATA 32
Some A310 Main Gear System - Main Gear Wheel (Bendix) - Component Location
MTT M540000/R3.32 16AUG01 32-185

32-185 ATA 32
Some A310 Main Gear System - Main Gear Wheel (Bendix) - Component Description and Tire Check
HOT TIRE PRESSURES

MLG TIRE NLG TIRE CORRECTIVE N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE
46 X 16-20 30PR 40 X 14-16 24PR ACTION N451FE-N454FE.
N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE 194 TO 189 PSI 159 TO 154 PSI OPERATIONAL
163 PSI & ABOVE 135 PSI & ABOVE *1 188 TO 178 PSI 153 TO 146 PSI REINFLATE
151 TO 162 PSI 122 TO 134 PSI REPLACE TIRE 177 TO 167 PSI 145 TO 138 PSI *1
150 PSI & BELOW 121 PSI & BELOW *3 166 TO 156 PSI 137 TO 128 PSI *2
N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE 155 PSI & BELOW 127 PSI & BELOW *3
N451FE-N454FE. .......................
179 PSI & ABOVE 149 PSI & ABOVE *1 *1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE, REINFLATE TO
161 TO 178 PSI 133 TO 148 PSI REPLACE TIRE OPERATIONAL PRESS-
160 PSI & BELOW 132 PSI & BELOW *3 URE AND ESTABLISH AN OPEN ITEM (EAML ENTRY) STATING THE Z TIME, Z
----------------------- DATE
B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER AN AND PRESSURE TO WHICH THE TIRE WAS INFLATED REQUESTING A
AIRCRAFT RECHECK WITHIN
HAS BEEN ON THE GROUND FOR A LONG ENOUGH PERIOD TO PERMIT 24 HOURS. NOTIFY MOCC AND THE DOWN LINE STATION TO MAKE SURE THE
TIRES, FOLLOWING
WHEELS AND BRAKES TO STABILIZE AT THE AMBIENT TEMP. THIS IS ACCOMPLISHED: IF ON RECHECK THE TIRE PRESSURE IS LOWER THAN
REQUIRES AT THE PRE-
LEAST 2 HOURS. THE CRITERIA AND PROCEDURE PRESENTED IN THE VIOUSLY RECORDED TIRE PRESSURE BY 5% OR MORE, THE TIRE MUST BE
FOLLOWING REPLACED.
TABLE MUST BE USED WHEN CHECKING TIRES AT AMBIENT IF THE TIRE PRESSURE HAS DROPPED LESS THAN 5%, THE OPEN ITEM MAY
TEMPERATURES: BE
NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 CLEARED.
DEGREES F CAN *2 REPLACE TIRE. TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40
EXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WAS ACCOMPLISHED DEGREES F
AT HIGHER AMBIENT TEMPERATURES. TIRES CHECKED UNDER THESE THAT PRODUCE PRESSURES WITHIN THIS RANGE SHOULD NOT BE
CONDITIONS WILL NOT BE CONSIDERED TO BE LEAKING IF THE REPLACED IF
PRESSURE THE PRESSURE OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE
OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE ARE WITHIN ARE
20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF THE WITHIN 20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF THE
TIRES ARE WITHIN THESE LIMITS, THE TIRE PRESSURES SHALL BE TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURE SHOULD BE INCREASED
INCREASED TO THE OPERATIONAL PRESSURE RANGE. TO
COLD TIRE PRESSURES THE OPERATIONAL PRESSURE RANGE.
MLG TIRE NLG TIRE CORRECTIVE *3 REPLACE THE LOW TIRE AND ADJACENT TIRE ON THE SAME AXLE IF
46 X 16-20 30PR 40 X 14-16 24PR ACTION ROLLING HAS
N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE OCCURRED WITH THE TIRE PRESSURE LOW. IF IT IS EVIDENT THAT
178 TO 173 PSI 145 TO 140 PSI OPERATIONAL PRESSURE LOSS
172 TO 164 PSI 139 TO 133 PSI REINFLATE TOOK PLACE AFTER THE AIRCRAFT WAS PARKED, REPLACE ONLY THE TIRE
163 TO 155 PSI 132 TO 126 PSI *1 WITH
154 TO 146 PSI 125 TO 117 PSI *2 LOW PRESSURE.
145 PSI & BELOW 116 PSI & BELOW *3
MTT M540000/R3.32 16AUG01 32-186

32-186 ATA 32
Some A310 Main Gear System - Main Gear Wheel (Bendix) - Component Location
MTT M540000/R3.32 16AUG01 32-187

32-187 ATA 32
A300/A310 Main Gear Tire - Tire Damage General Criteria
TIRE DAMAGE CRITERIA Tread Chunking

V-Shaped Cuts (Chevron Cutting) are caused by water drainage A pockmark condition in the weaving portion of the tread due to rough or
grooves on the runways. unimproved runways.
Remove tire when limits in “Table of Tire Damage Criteria” are Tread Rubber Reversion
reached.
An oval shaped area in the tread where rubber shows burning due to
hydroplaning.
Tread Flaking and Chipping
Thin gauge pieces of rubber which have chipped or flaked from wearing Flat Spot
portion of tread.
This can be caused by landing with brakes on, pivoting with a locked wheel,
or heavy braking.
TIRE DAMAGE CRITERIA ACTION

1. Cut runs from one groove to another but is Remove tire if cut is deeper than 5 mm.
not deeper than grove bottom.
2. Cut is deeper than groove bottom:
a. In grove edge Remove tire if length of cut is greater than 20
bottom.
b. In the rib Remove tire if length of cut is greater than 60
bottom.
3. Center groove or 2 center grooves worn Remove tire.
through.
4. Splits in groove deeper than 4 mm. Remove tire.
5. Chunking extends over a rob or down to Remove tire.
reinforcing plies.
MTT M540000/R3.32 16AUG01 32-188

32-188 ATA 32
A300/A310 Main Gear Tires - Tire Damage Criteria Types
LENGTH LIM ITATION
FWD
MTT M540000/R3.32 16AUG01 32-189

32-189 ATA 32
ATA 32 - END
COURSE CODE -
M540000
MTT M540000/R3.32 16AUG01 32-190

32-190 ATA 32

Airbus A300-600/A310 Landing Gear Systems

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Airbus A300-600/A310 Landing Gear Systems

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•ATA 32 Landing Gear

MTT M540000/R3.32 16AUG01 32-2

MTT M540000/R3.32 16AUG01 32-3

MTT M540000/R3.32 16AUG01 32-4

MTT M540000/R3.32 16AUG01 32-5

MTT M540000/R3.32 16AUG01 32-6

MTT M540000/R3.32 16AUG01 32-7

MTT M540000/R3.32 16AUG01 32-8

MTT M540000/R3.32 16AUG01 32-9

MTT M540000/R3.32 16AUG01 32-10

MTT M540000/R3.32 16AUG01 32-11

MTT M540000/R3.32 16AUG01 32-12

MTT M540000/R3.32 16AUG01 32-13

MTT M540000/R3.32 16AUG01 32-14

MTT M540000/R3.32 16AUG01 32-15

MTT M540000/R3.32 16AUG01 32-16

MTT M540000/R3.32 16AUG01 32-17

MTT M540000/R3.32 16AUG01 32-18

MTT M540000/R3.32 16AUG01 32-19

MECHANICAL INDICATOR PINS

NOTE A red Indicator Pin appears on each Wing Upper

MTT M540000/R3.32 16AUG01 32-20

LANDING GEAR HANDCRANK FITTING LANDING GEAR HANDCRANK

A stop is provided after approximately 20 turns to extend the landing

MTT M540000/R3.32 16AUG01 32-21

MTT M540000/R3.32 16AUG01 32-22

MTT M540000/R3.32 16AUG01 32-23

NORMAL BRAKE ALTN BRAKE

LANDING GEAR PARK BRAKE

BLUE GREEN YELLOW

MTT M540000/R3.32 16AUG01 32-24

NOSE WHEEL STEERING

LDG GEAR EXTENTION/RETRACTION

MTT M540000/R3.32 16AUG01 32-25

MTT M540000/R3.32 16AUG01 32-26

MTT M540000/R3.32 16AUG01 32-27

MTT M540000/R3.32 16AUG01 32-28

MTT M540000/R3.32 16AUG01 32-29

MTT M540000/R3.32 16AUG01 32-30

MTT M540000/R3.32 16AUG01 32-31

A towing lever on the Nose Gear Warning Panel 3WC (old

MTT M540000/R3.32 16AUG01 32-32

NWS = NOSE WHEEL STEERING

Drain Line Return Hydraulic fluid to Green

NWS SOLENOID SELECTOR

MTT M540000/R3.32 16AUG01 32-33

GENERAL - SERVICING - LANDING GEAR (NOSE GEAR)

MTT M540000/R3.32 16AUG01 32-34

MTT M540000/R3.32 16AUG01 32-35

MTT M540000/R3.32 16AUG01 32-36

MTT M540000/R3.32 16AUG01 32-37

NOSE GEAR WHEELS

• 2) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHER

1) INSPECT TIRES FOR DAMAGE OR DETERIORATION 40 X 14-16 24PR

2) INSPECT TIRES FOR WEAR N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446FE-N450FE

MTT M540000/R3.32 16AUG01 32-38

MTT M540000/R3.32 16AUG01 32-39

COLD TIRE PRESSURES A310-200

MTT M540000/R3.32 16AUG01 32-40

MTT M540000/R3.32 16AUG01 32-41

TIRE DAMAGE CRITERIA TREAD CHUNKING