Reinforced Nose Landing Gear Training

TRAINING COURSEBOOK
AIRBUS A330/340 NOSE LANDING GEAR
Sylvain BASTIERA
Prepared by : Training Manager
Fabien Longuet
Checked by : Technical Support Team Leader
This document is the property of Messier-Dowty and cannot be reproduced or communicated without its prior written authorization
Product Support Engineering / 00-21-00 / MAY 10

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TRAINING COURSEBOOK
AIRBUS A330/340 NOSE LANDING GEAR
FOREWORD
These course notes are provided by Messier-Dowty SA for the limited purpose of presenting
familiarisation and general information to students in support of a specific training course only, and
may not be copied, disclosed to third parties or used for any purpose other than for which it is
supplied without the express written authority of Messier-Dowty SA.
Information contained herein is intended only as a general description of operation to permit intelligent
maintenance and systematic troubleshooting of the subject system or components described herein.
It is not the intent of Messier-Dowty SA that any training publication be used as a supplement to, or
instead of, any official publication. Content herein are subject to change without notice.
The reader is reminded that all values of pressure, temperature, speed, power, etc; are chosen for
their illustrative meaning only, and are not necessarily representative of true values. For actual
values, the applicable Maintenance or Component Maintenance Manual must be consulted.

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AIRBUS A330/340
REINFORCED NOSE LANDING GEAR
CONTENTS
AIRCRAFT COMMONALITY DRAG STAY UPPER ARM / PANEL

NOSE LANDING GEAR VERSIONS LOCK LINK
BASIC REINFORCED NLG DOWNLOCK SPRING
-500/600 NLG UNLOCK ACTUATOR
LEG KINEMATIC
SHOCK ABSORBER SHUT-OFF SWIVEL VALVE
BY-PASS VALVE RETRACTION ACTUATOR
STEERING SYSTEM TOWING FITTING ASSEMBLY
STEERING ACTUATOR ELECTRICAL BOX
CHANGE OVER VALVE ASSY ELECTRICAL BOX TOWBARLESS
STEERING FEEDBACK SENSOR LEG ELECTRICAL HARNESSES
GEARBOX ADJUSTMENT MAINTENANCE RECOMMENDATIONS

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AIRBUS A330/340
AIRCRAFT COMMONALITY
COMMON FUSELAGE
COMMON COCKPIT
COMMON WING
(differences limited to
engine installation)
A330-2XX A340-2XX
A330-3XX A340-3XX
Range Passengers MTOW Length

A330-200 12 300 km 253 233 t 59 m
A330-300 10 500 km 295 233 t 63,6 m
COMMON SYSTEMS
(differences limited to A340-200 14 800 km 239 276,5 t 59 m
engine interface) A340-300 13 350 km 295 276,5 t 63,6 m
COMMON LANDING GEAR
A340-500 16 400 km 313 380 t 67,9 m
COMMON A340-600 14 800 km 380 380 t 75,3 m
EMPENNAGE
MTOW : Maximum Take-Off Weight

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AIRBUS A330/340
NOSE LANDING GEAR VERSIONS
COMPLETE NOSE LANDING GEAR VERSIONS
Basic NLG One way Basic R-NLG

A330-200/300 interchangeable A330-200/300
A340-200/300 A340-200/300
(WV < 271t) (WV > 271t)
No e
t in abl
t er e
ch a ng
an rch
ge e
ab int
le o t
N
NLG
A340-500/600
(from MSN 0371)

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AIRBUS A330/340
NLG & (R)NLG
A330/A340 Basic
Retraction actuator
Dragstay upper arm

Unlock actuator
Lock link
Main fitting
LEG ASSY
Steering actuators Torque links
Shock absorber
(including wheel axle)

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AIRBUS A330/340
REINFORCED (Basic) NOSE LANDING GEAR
(from MSN 0123)
Structural part reinforcement

- due to aircraft weight variant increasing (from 271 t)
Shock absorber design review from single stage to double stage

Same geometry

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AIRBUS A330/340
NLG
A340-500/600 Retraction actuator
Unlock actuator
Dragstay upper arm
Lock link
Main fitting
LEG ASSY
Steering actuators Torque links
Shock absorber

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AIRBUS A330/340
-500/600 NOSE LANDING GEAR
(from MSN 0371)
51% increased load compared to basic version :
- All new structural parts (sliding tube, torque links, retraction actuator,…)
Revised geometry :
- Forward rake angle 2,5°
- Increased length and shock absorber stroke
- Larger wheels and tyres
- New dragstay (panel instead of arm)
2,27 m
2,14 m
A340 basic : A340-500/600 :
640 Kg 1027 Kg
2,5° 0°

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AIRBUS A330/340 Basic & -500/600 (R)NLG
NLG LEG
GENERAL
The nose landing gear leg is the main component of

the nose landing gear.
It retracts in a forward direction.
CHARACTERISTICS
Approximate weight :
NLG : 473 kg (1043
1043 lb)
lb
R-NLG : 524 kg (1155
1155 lb)
lb
-500/600 : 1653 lb)
750 kg (1653 lb
Height -500/600 HGW : 770 kg (1697
1697 lb)
lb
Approximate height (shock absorber extended, without wheels) :

NLG/R-NLG : 2 141 mm
-500/600 : 2 272 mm
FWD

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SHOCK ABSORBER
Upper guide
Upper rod
SHOCK ABSORBER
Spacer
Sliding tube
Main Fitting
(300M) Spacer
Assembly
Lower guide

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SHOCK ABSORBER
(Anti-Rotation) LEVER :
Prevent rotation of the upper rod
Fool-proofed to avoid incorrect position

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SHOCK ABSORBER
DESCRIPTION
During the landing, the shock absorber absorbs the energy
released at the moment of impact.
The NLG shock absorber is a single stage oleo-pneumatic
two-action type, un-separated gas/oil type.
It basically consists in :
Main fitting
Sliding tube
Upper rod
The R-NLG and -500/600 shock absorber is a double stage

oleo-pneumatic two-action type, with a separating piston.
It basically consists in :
Main fitting
Sliding tube
Upper rod
Separating piston (LP from HP chamber)
One part sliding rod/wheel axle.

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SHOCK ABSORBER
CHARACTERISTICS
Total stroke :
NLG/R-NLG : 390 mm (15,35

15,35 in)
in
-500/600 : 470 mm (18,50
18,50 in)
in
Fluid type : AIR 3520 (MIL-H-5606)
Inflation gas : dry Nitrogen
Inflation pressure (at 20°C) :
NLG : 17,5 bars (253,8

253,8 p.s.i.
p.s.i.)
Hydraulic volume : 17,4 L
R-NLG LP Chamber : 12 bars (174,6

174,6 p.s.i.)
p.s.i.
R-NLG HP Chamber : 55 bars (800
800 p.s.i.
p.s.i.)
Hydraulic volume : 21.7 L
-500/600 LP Chamber : 15 bars (217,5

217,5 p.s.i.
p.s.i.)
-500/600 HP Chamber : 70 bars (1015
1015 p.s.i.
p.s.i.)
Hydraulic volume : 23,93 L

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SHOCK ABSORBER
Main fitting
LP LP
Upper rod
Diaphragm
Metering rod
Valve plate
Separating
piston
HP Upper rod
Sliding tube
HP Charging
valve
NLG R-NLG & -500/600

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SHOCK ABSORBER
Main fitting
LP LP
Upper rod
Diaphragm
Diaphragm
Metering rod
Valve plate
Separating
piston Metering rod
HP
Sliding tube
HP Charging
valve
Valve plate
NLG R-NLG & -500/600

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SHOCK ABSORBER
Upper rod CAMS :
Upper guide Upper and lower cam disengage when the shock absorber
is being compressed (weight on-wheels)
Upper and lower cam comes in contact when the shock

Upper cam absorber is being fully extended.
Lower cam
LOWER CAM UPPER CAM

STEEL BRONZE
Spacer
Lower guide
Sliding tube

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SHOCK ABSORBER
Upper rod
Upper guide Key
Upper cam
Key notch
Lower cam
Metering rod
Key notch gives the position

Spacer of cams for correct installation
Key on upper tube and sliding rod
End fitting
Piston
Lower guide
Key notch
Sliding tube

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SHOCK ABSORBER
Upper rod
LOWER GUIDE
Ball joint
Upper guide
VIEW A
Dowel
Spacer
Lower guide
A Draining
Ball joint Main fitting
groove
Lower guide
Sliding tube

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SHOCK ABSORBER
Upper rod LOWER CAM UPPER
RESTRICTION : CAM
STEEL BRONZE
A Hydraulic fluid is restricted at 3 main areas
Upper rod
VIEW A Metering rod Mask

Upper sliding
B diaphragm
Metering rod Upper cam VIEW B

(sliding tube)
Rod diaphragm
End fitting
C
Piston
Lower sliding
diaphragm
Sliding tube
VIEW C

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SHOCK ABSORBER
A COMPRESSION
Upp. sliding
diaphragm During compression of the shock absorber, the volume of the fluid in the
Cams chamber ”C” decreases.
B At the same time, it increases the volume of the fluid in the chambers ”A”,
”B” and ”F” and causes the compression of the gas in the chambers ”A”
and ”G”. The fluid goes:
- from chamber ”C” to chamber ”A” through the orifice ”E” of the rod
diaphragm and between the metering rod and the rod diaphragm mask.
diaphragm
mask
The fluid pushed out from the chamber ”C” enters the chamber ”A” and
makes the pressure of Nitrogen in that chamber increasing.
Low. sliding
diaphragm The movement is also controlled by the adjustable cross-section through
E which the fluid goes, between the metering rod and the rod diaphragm mask.
F - from chamber ”A” to chamber ”B” through upper sliding diaphragm.

C - from chamber ”C” to chamber ”F” through the lower sliding diaphragm.
Piston
The fluid pushed out of the chamber ”C” enters the chamber ”F” and
G causes the pressure of the nitrogen in that chamber to push down the
separator piston.
20 cm3 -500/600 :
of oil 134 cm3 The separator piston movement increases the pressure of the nitrogen

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SHOCK ABSORBER
A EXTENSION
Upp. sliding
diaphragm Absence of pressure on the shock absorber causes the expansion of
Cams the gas in the chambers ”A” and ”G” and its extension.
B
Extension of the sliding tube increases the volume of the fluid in the chamber
”C” while it decreases the volume of the fluid in the chambers ”A”, ”B” and ”F”.
(1) The fluid flows between the chambers ”A” and ”C” in the opposite
direction.
The fluid goes from the chamber ”B” to the chamber ”A” through the small-
diaphragm
diameter orifices in the upper sliding diaphragm.
mask
This throttles the fluid flow from the chamber ”A” to ”C” through the rod
diaphragm, and the speed of the expansion movement is faster than the
Low. sliding
diaphragm
speed of the compression movement.
E At the end of the expansion movement (shock absorber fully extended), the
Piston upper and lower cams come in contact (Extension phase mechanical stop).
C (2) Expansion of the gas in the chambers ”G” pushes-up the separator piston.
F The fluid goes from the chamber ”F” to the chamber ”C” through the lower
sliding diaphragm.
The high pressure of the gas in chamber ”G” throttles the piston movement
G

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2 STAGES SHOCK ABSORBER POLYTOPIC CURVE
500000
LOAD (N)
OPERATING TEST
450000
OF THE SHOCK ABSORBER

400000
350000
300000
250000
HP nominal inflation:
55 bar
200000
150000
LP nominal inflation :
12 bar
100000
50000
COMPRESSION
STROKE (mm)
0
0 50 100 150 200 250 300 350

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SHOCK ABSORBER BY-PASS VALVE
NORMAL OPERATION
Sliding tube Carefully operate the activation

screw to avoid any seizure
Secondary (spare)
dynamic seal
NOT activated
Main fitting
∆P=0
BY-PASS VALVE
OPENED
Screw
∆P>0 Static
seal
Red indicator
Primary visible
dynamic seal
activated Main fitting

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SHOCK ABSORBER BY-PASS VALVE
SPARE SEAL ACTIVATED
To close the valve, turn the screw :
Sliding tube A330/A340 Basic : anti-clockwise
A340-500/-600 : clockwise
Secondary (spare)
dynamic seal
activated
Main fitting
∆P>0
BY-PASS VALVE
CLOSED
Screw
∆P=0 Static
seal
Red indicator
Primary NOT visible
dynamic seal
NOT activated Main fitting

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SHOCK ABSORBER ASSEMBLY
Main Fitting
Dowels
Lower flange
Spacer
Lower guide

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TORQUE LINKS
DESCRIPTION :
Torque link upper and lower arms lead the

steering power from the rotating sleeve to the
wheels.
Upper and lower arms are made from :

Aluminium alloy 7010
Steering limitation warning
Ensure there is a clearance

lower or equal than 0,1 mm

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LANDING GEAR EXTENSION SENSOR
DETECTION
Two proximity sensors, mounted on the rotating sleeve, transmit
an ECAM FAULT signal :
when the shock absorber is not fully extended,
or
when the wheels are not aligned with the aircraft centre-line.
Rotating
Sleeve Upper torque
link arm
Sensor
A
VIEW A Target
A = 1,8 mm +/- 0,1 mm

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STEERING SYSTEM
DESCRIPTION
The steering function is performed by two steering actuators,
operating as a PUSH-PULL system,
leading the steering collar in rotation
Steering actuators Upper Flange
Steering collar
Lower Flange

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STEERING SYSTEM
PUSH
Steering collar
PULL

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STEERING ACTUATOR
GENERAL
The steering actuator is a double-action type with no internal locks.
It is hydraulically controlled and changes the energy supplied to it into mechanical energy, to give a controlled
linear movement.
The function of the actuator is to turn the nose landing gear wheels
to the left or to the right.
CHARACTERISTICS
Approximate weight (without fluid) :
Basic (276,5 t) : 11,31 kg (24,9

24,9 lb)
lb
-500/600 (376t) : 19,27 kg (42,4
42,4 lb)
lb
Operation pressure :
Basic 2987 P.S.I.)
(276,5 t) : 206 bars (2987 P.S.I.
-500/600 (376t) : 209 bars (3031
3031 P.S.I.)
P.S.I.

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STEERING ACTUATOR
End Fitting Key
End Fitting
Chamber “A” Rod

Piston Chamber “B”
Cylinder
Fixation pin

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m4 STEERING SYSTEM
A330/A340 Basic Steering Angle : A340-500/600 Steering Angle :

+/- 72° +/- 78°
(limited to +/- 65°)
In operation, A330/A340 basic

steering is limited to 65°due
to MLG main fitting stress loads

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Diapositive 33
m4 SB D23581-32-052
Replacement of pipes by hoses

my061116; 11/09/2008
STEERING SYSTEM
(#) : MESSIER BUGATTI
EQUIPEMENT
HYDRAULIC BLOCK (#)

(HCU)
SERVO VALVE (#)
ELECTRICAL BOX
(SENSOR)GEAR BOX (#) (SENSOR)GEAR BOX (#)
STEERING ACTUATOR
UPPER TORQUE LINK

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STEERING SYSTEM
NOSE WHEELS STEERING
The operation described below refers to the HYDRAULIC

CONTROL UNIT of the landing gear.
This electro-hydraulic block does not belong to the nose
landing gear leg but is fundamental for its operation.
A. General
The electrical steering signal is amplified by the BSCU
and then goes to the terminals of the servo valve.
The servo valve sends a pressurized quantity of hydraulic

fluid, to agree with the electrical control current, to the
electro hydraulic block.
From here, it goes to the changeover valves and the
steering actuators, to drive the wheels in the required
direction.
The sensor boxes send back an electrical signal, which

agrees with the position of the wheels, to the BSCU.
The BSCU adjusts it to the electrical output command.
BSCU= Brake & Steering Control Unit


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STEERING SYSTEM
B. Operation (wheels turning to the right)
The pressurized fluid flows through ports D and E

respectively of the electro–hydraulic block, to port A of
the changeover valve (c) and port B of the changeover
valve (d). This hydraulic supply causes :
The fluid to flow from port A to port C, through the changeover

valve (c).
Thus, the hydraulic pressure is applied to the annular section of
the steering actuator (a).
This causes the rod to retract.
The fluid pushed out by the full section of the steering actuator
(a) flows from port D to port B, through the changeover valve (c)
The fluid to flow from port B to port D, through the changeover

valve (d).
Thus, the hydraulic pressure is applied to the full section of the
steering actuator (b).
This causes the rod to extend.
The fluid pushed out by the annular section of the steering
actuator (b) flows from port C to port A, through the changeover
valve (d).

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STEERING SYSTEM
The result of the movements of rods of the steering

actuators is that the wheels are turning to the right.
When the steering angle of the wheels is approximately

17°, the ports A and B of the changeover valve (c) are
isolated.
The operation of the steering actuator (b) and of the

changeover valve (d) is the same than the previous
phase.
The wheels keep turning to the right.
When the angular movement becomes greater than 17°,

the ports A and B of the changeover valve (c) are no more
isolated.
Then, the flow in steering actuator chambers is reversed.
17°

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STEERING SYSTEM
The fluid to flow from port A to port D, through the

changeover valve (c).
Thus, the hydraulic pressure is applied to the full
section of the steering actuator (a).
This causes the rod to extend.
The fluid pushed out by the annular section of the

steering actuator (a) flows from port C to port B,
through the changeover valve (c).
The operation of the steering actuator (b) and of the

changeover valve (d) is the same than the previous
phase.
The result of the movements of the rods of the
steering actuators is that the wheels keep on turning
to the right.
Symmetrical operation for

wheels turning to the left

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CHANGE-OVER VALVE
GENERAL
Hydraulic Power The function of the change-over valve is to get a permanent flow
supply ports (A & B) in a hydraulic system which supplies a movable unit.
The stable part (casing) includes hydraulic connections which
are connected to the end-fitting and a connection of the movable
part (core) when this part is in a given position.
Casing
(fitted on the Upper Flange)
Outlet port
(C)
Core
(fitted on the Steering Actuator) Locating pin
Outlet port
(D)

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CHANGE-OVER VALVE
A
A
B
B
C
C
D
D
DESCRIPTION
When the core rotates within the casing, the outlet hydraulic flow gets reversed

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CHANGE-OVER VALVE
The C.O.V. shaft rotates within the body according to the steering actuator rotating motion.
This modifies the position of the openings (O1 O4) of the shaft versus the body.
O3
O1 O2 O3
O2 O4

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CHANGE-OVER VALVE

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STEERING FEEDBACK SENSORS
Rotative Voltage Differencial Transducer RVDT
GEARBOX (driven by the cogged ring)

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m1
m2
COGGED RING (driving the gear-box) CASING
CASING
COGGED RING
STEERING COLLAR

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Diapositive 44
m1 SEE SB D23285-32-042
This Service Bulletin consists of fitting an additional seal between the cogged ring and casing, and adding a protective compound on the
interfaces between the barrel and casing, and the casing and RVDT
Grease ingress in RVDT gear boxes and water ingress underneath the steering collar.
Pre-modification parts will continue to be supplied as spares.
Once this Service Bulletin has been embodied the mandatory inspection will be different, as it will be no more possible to get grease sample,
therefore please refer to AIRBUS INDUSTRIE Service Bulletin N° A330-32-3164 and A340-32-4204
my061116; 11/09/2008
m2 D23285-32-047
Modification of the rotating sleeve grease system:

1/ Two additional Grease nipples
2/ New bushes: new grease path and new bronze material
my061116; 11/09/2008
GEARBOX
PM ENT
I
T I EQU
BUGAT
SSIER-
ME

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GEARBOX
Slot
Backing plate
(Drive plate)
Pinion support
Pinions
PM ENT
I
T I EQU
BUGAT
SSIER-
ME
Pinion (input)

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INSTALLATION AND ADJUSTMENT OF THE GEARBOX
Drive Slot
Screws
Backing plate
(Drive plate)
Pinion
support
Ba si c
0
3 0 / A34
fo r A3
Y
Pinion ONL
(input)

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GEARBOX ADJUSTMENT
T ASK
A MM REMOVAL OF THE GEARBOX
O
EF ER T Basi c
R 0
3 0 / A34 NOTE: Removal and Installation of the gearboxes has to
3
Y for A be done with the nose landing gear leg extended
ONL and the wheels aligned with the centre-line.
Tooling pin (a) Remove the RVDT from the GEARBOX

(b) Install the mounting plate on the GEARBOX so that the
location pin engages in the slot of the drive plate.
if necessary, release the two screws to separate the drive plate
Mounting Plate
from the pinion support (see page 43)
Screws (c) Install the tooling pin into the reference socket to hold the
Drive plate FIXTURE ADJUSTING TOOL on the mounting plate .
Slot (d) Remove the GEARBOX from the main fitting casing.
Backing plate
(Drive plate)
Gear-box Each time the GEARBOX is removed or installed,

reference it must have its FIXTURE ADJUSTING TOOL
socket (= Mounting plate + tooling pin)

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SK
GEARBOX ADJUSTMENT
M TAS
M
R T OA si c INSTALLATION AND ADJUSTMENT OF THE GEARBOX
F E Ba
RE / A34
0
3 0
fo r A3 INSTALLATION (from new)
Y
ONL
(a) Position the mounting plate on the GEARBOX so that the
Tooling pin location pin engages in the slot of the drive plate.
(b) Turn the FIXTURE ADJUSTING TOOL clockwise and put the
tooling pin into the reference socket of the GEARBOX.
Mounting Plate
(c) Install the gearbox, with the FIXTURE ADJUSTING TOOL,
engaged by one tooth on the cogged ring through the main
fitting casing.
Screws
(d) Release the two screws to separate the drive plate from the
Drive plate pinion support (see page 43)
Backing Plate Slot
(Drive plate)
INSTALLATION (after removal)
(a) Install the gearbox, with the FIXTURE ADJUSTING TOOL,
engaged by one tooth on the cogged ring through the main
Gear-box fitting casing.
reference
socket (b) Release the two screws to separate the drive plate from the
pinion support (see page 43)

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GEARBOX ADJUSTMENT
ADJUSTMENT OF THE GEARBOX WITH RVDT SENSOR
RVDT SENSOR
(a) Fully loosen the two adjusters of the ADJUSTING TOOL
(b) Install the ADJUSTING TOOL on the GEARBOX so that the
ADJUSTING TOOL
location pin engages in the slot of the backing (drive) plate.
(c) Install the RVDT sensor on the ADJUSTING TOOL, so that
the location pin engages in the slot of the drive plate of the
tool.
Screw
(d) Connect the SENSOR VOLTAGE TEST to the RVDT sensor
(e) Using the adjusters of the ADJUSTING TOOL, set the drive
Screws plate until the neutral electrical position is reached.
Adjuster (f) Tighten the two screws of the GEARBOX drive plate through
the access holes of the ADJUSTING TOOL.
T ASK Ba si c
AMM 0
Gear-box
T O 3 0 / A34
reference
EF ER fo r A3
R Y
socket ONL

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GEARBOX ADJUSTMENT TOOLS
FIXTURE ADJUSTING TOOL RVDT ADJUSTING TOOL
SENSOR VOLTAGE TEST SET

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DRAG STAY UPPER ARM
DESCRIPTION
The drag stay upper arm makes the link between the aircraft
structure and the drag stay lower arm on the nose landing gear.
It also locks the landing gear in retracted position.
Upper arm
Lockstay actuator
Lock link
Locking
Springs
0 Basi c
4
3 3 0/A3
Y for A
ONL
Lower arm

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DRAG STAY UPPER ARM
Ba si c
0
3 0 / A34
for A3
L Y
ON
CHARACTERISTICS : Aluminium Alloy 7010

NLG R-NLG
Weight: 63.5 kg (144 lb) 76.8 kg (169.4 lb)

Length: 2502 mm (98,53 in) 2512 mm (98.9 in)
Width: 345 mm (13.58 in) 345 mm (13.58 in)
Thickness: 174 mm (6.85 in) 174 mm (6.85 in)

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DRAG STAY UPPER ARM
WHEEL STOP
0 Basi c
3 0 / A34 The wheel stop bar maintains the wheels in centre-line position
3
Y for A and shock absorber extended, in case of shock absorber
ONL leakage, when the gear is locked in up position.
Wheel stop bar
GEAR RETRACTED
Wheel stop bar

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DRAG STAY UPPER PANEL
DESCRIPTION
The drag stay upper panel makes the link between the aircraft
structure and the drag stay lower arm on the nose landing gear.
It also locks the landing gear in retracted position.
Upper panel
0 0 /600
0 -5
for A34
L Y
ON
Uplock roller

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DRAG STAY UPPER PANEL
Weight : 187.5 kg (46.9 lb)

Length : 1549 mm (61 in)
Width : 1750 mm (68.9 in)
Thickness : 243 mm (9.57 in)
0 0 /600
0- 5
r A34
NL Y fo
O

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LOCK LINK
GENERAL
The lock link, by the down lock springs, locks the drag stay of the
nose landing gear in the down position.
The lock link is folded by the lockstay actuator during the retraction
of the landing gear.

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LOCK LINK
Upper arm
Upper arm
Lower arm Lower arm
A330/A
Basic 340&B
NLG asic
R-NLG -500/600
A3 0-500/600
340-
Basic NLG R-NLG -500/600
Weight : 5.78 kg (12.75 lb) 10 kg (22 lb)

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LOCK LINK
F = 23 mm (+/- 0.5 mm)
B A = 1.8 mm (+/- 0.1 mm)
VIEW B
Upper arm
Lower arm
A
Centered alignment
overcentered
A = 1.8 mm (+/- 0.1 mm)
VIEW A

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DOWNLOCK SPRINGS
GENERAL
The role of the downlock spring is to keep the lock link in

downlocked position, thus the nose landing gear locked in the
down position.
CHARACTERISTICS :
Basic NLG R-NLG -500/600
Material : Steel Z12CN18-10 Titanium

Weight : 2.12 kg (4.7 lb) 1.33 kg (2.9 lb)
Length not operating : 471 mm (18.6 in) 555 mm (21.7 in)
Length operating : 653 mm (25.7 in) 748 mm (29.4 in)

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UNLOCK ACTUATOR
GENERAL
The lockstay actuator which is hydraulically operated,

controls the folding of the lock link.

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UNLOCK ACTUATOR
Cylinder End fitting

Scrapper End rod*
Seal
Piston rod
CHARACTERISTICS
Weight (without fluid): 1,65 kg (3.64 lb)

Travel of the rod: 68,1 to 69,9 mm (2.6811 to 2.7520 in)
Operation pressure: 206 bars (3000 p.s.i.)
Hydraulic fluid: Phosphate ester-based fluid, low density, type IV to NSA307110
* Adjustable length as per AMM instructions

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LANDING GEAR KINEMATICS
1. Downlocked position 2. Unlocking 3. Folding
locking springs + lockstay actuator lockstay actuator pulls the lock link the folding of the lock link makes the
holding the lock link mis-aligned and against the locking spring tension force dragstay assembly folding
downlocked. and make it folding upward
slight
misalignment
(approx : 10 mm)

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Lock link
mechanical stop
Unlock
actuator
Springs force
force
Drag stay
folding point
DOWN-LOCKED and
EXTENDED POSITION UNLOCKING PHASE

64 / 85
Retraction
actuator
force
RETRACTION PHASE DOWN-LOCKED and

EXTENDED POSITION

65 / 85

66 / 85
SHUT-OFF SWIVEL VALVE
GENERAL
The shut-off swivel valve supplies hydraulic fluid pressure

to NLG steering and unlock actuators when the landing
gear is in downlocked position.
NLG UP It shuts-off the supply of hydraulic fluid to steering and

unlock actuators once the landing gear is retracted.
MESSIER-BUGATTI UNIT for A330/A340 basic (R) NLG

MESSIER-DOWTY UNIT for A340-500/600 NLG

67 / 85
SHUT-OFF SWIVEL VALVE
to Aircraft Hydraulic Hydraulic Hydraulic Hydraulic
Hydraulic Supply supply return return supply
E G NLG RETRACTED C A
H F B D
to Unlock to Steering
Actuator Control Unit
to Steering
Control Unit
E G H F B D C A
to Unlock
Actuator
NLG EXTENDED

68 / 85
RETRACTION ACTUATOR
GENERAL
The retraction actuator’s function is to retract and extend the nose

landing gear.
It has an internal device which decreases the speed of movement at the
end of the rod travel, for retraction and extension.
The retraction actuator is of the two–action type with no internal locks.

It is hydraulically controlled and changes the energy supplied to it into
mechanical energy, to give a controlled linear movement.

69 / 85
RETRACTION ACTUATOR
CHARACTERISTICS : Basic NLG R-NLG -500/600
Weight (without fluid) : 26.1 kg (57.67 lb) 39.6 kg (87.3 lb)

Operating pressure * : 206 bars (3000 P.S.I.) 206 bars (3000 P.S.I.)
Travel stroke : 556 / 561 mm (21.88 / 22.08 in.) 568 / 571 mm (22.36 / 22.5 in.)
Hydraulic fluid: Phosphate ester-based fluid, low density, type IV to NSA307110
* 5 bars (72.51 P.S.I.) when inactive

70 / 85
RETRACTION ACTUATOR
Restrictor
Restrictor
Cylinder
Scrapper Rod
(-500/600)
Piston Bearing
(-500/600)
Piston-rod
(basic)
End-rod
(basic)

71 / 85
RETRACTION ACTUATOR
Restrictor valve Retraction block
A B Rod
RETRACTION
Cylinder
Extension block A B
EXTENSION

72 / 85
TOWING FITTING
GENERAL
The towing fitting assembly is installed on the lower part

of the nose landing gear.
Used to tow the aircraft, the towing assembly fitting has two shear pins
to protect the landing gear if towing is incorrect.
Front and (optional) rear towing fitting.
REAR
FRONT

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TOWING FITTING
CHARACTERISTICS
Material : Steel 35NCD16 for Basic and R-NLG

Steel 4340 for -500/-600
Shear pin
Approximate weight :
Clevis Basic (276,5 t) : 9,3 kg (20.5

20.5 lb)
lb
-500/600 (376t) : 14,1 kg (31.1
31.1 lb)
lb
Pin Nut
Bushing

74 / 85
ELECTRICAL BOX
GENERAL
Electrical box desactivates the hydraulic fluid power control

during towing.
It also provides indication that the parking brakes are activated.
It basically consists in a microswitch which controls the

energizing of the Hydraulic Control Unit.
ELECTRICAL BOX

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TOWBARLESS ELECTRICAL BOX
GENERAL
During towbarless towing, sensor device detects the

steering limit angle and provide information to the towing
tractor.
CONNECTION
The box and harness are attached along the landing

gear leg, it makes the electrical connection between :
the two proximity sensors,

the 1M lower electrical harness,
the electrical box,
the aircraft towing tractor. Ba si c
0
TOWBARLESS
3 0 / A34
ELECTRICAL BOX
for A3
L Y
ON

76 / 85
TOWBARLESS PROXIMITY SENSOR
TARGET
SENSOR
0 Basi c
4
3 3 0/A3
Y for A
ONL
Two proximity switches detect the rotary movement limits of the wheels
steering during on-ground towbarless.
They transmit a signal to the towbarless electrical box when right or left
wheels angular limit (93°) is reached.

77 / 85
CONNECTION
to the
ELECTRICAL BOX
to the 1M LOWER
ELECTRICAL HARNESS
to the to the AIRCRAFT

0 Basi c
PROXIMITY SENSORS TOWING TRACTOR
3 0 / A34
3
(Left hand and Right hand)
Y for A
ONL

78 / 85
to the
PROXIMITY SENSOR
(Left hand)
to the 1M LOWER
to the ELECTRICAL HARNESS
PROXIMITY SENSOR
(Right hand)
0 Basi c
3 0 / A34
3
Y for A
ONL
to the to the AIRCRAFT

ELECTRICAL BOX TOWING TRACTOR
WIRING DIAGRAM

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ELECTRICAL HARNESS (1M)
1605VCA : Aircraft Interface
9GBA : lock link sensor
6LR1A : Taxi light (left)
20GA1A : lock link sensor

8GHA : Towbarless Electrical box
5LC1A : Light (Turn) 3GCA : RVDT
24GA1A : shock absorber sensor

ic
4 0 Bas
3 3 0/A3
Y for A
ONL
NOD1B : lower harness

80 / 85
6LR1A : Taxi light (left)
20GA1A :
lock link sensor 5LC1A : Light (Turn)
3GCA : RVDT
9GBA :
lock link sensor 24GA1A :
shock absorber sensor
1605VCA :
Aircraft Interface 0 0 /600
A3 40 - 5
r
NL Y fo
O
NOD1B : lower harness

81 / 85
6LR2A : Taxi light (right)
1607VCA :
Aircraft Interface
20GA2A :
lock link sensor
5LC2A : Light (Turn)
6GCA : HCU Servo-valve

5GCA :
Electrical box
ic 4GCA : RVDT
4 0 Bas
3 3 0/A3
Y for A
ONL 24GA2A : shock absorber sensor

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20GA2A : 1607VCA :
lock link sensor Aircraft Interface
5LC2A : Light (Turn)
9GCA :
4GCA : HCU Servo-valve
RVDT
6LR2A : Taxi light (right)
0 0 /600
0- 5
r A34
NL Y fo 5GCA :
O 24GA2A : shock absorber sensor
Electrical box

83 / 85
ELECTRICAL HARNESS (1M Lower)
NOD1 : Upper harness 1M
TPIS

84 / 85
LANDING GEAR MAINTENANCE RECOMMENDATIONS
LUBRICATION
All Landing Gears components MUST be lubricated at least :
- Every 4 months (refer to relevant MPD for any update about periodicity)
- After an in-service event further MD recommendations
Use of Mobil 28 is recommended (mixing greases is not advisable)
TORQUING
Avoid over-torque (refer to documentation for torque values)
SHOCK ABSORBER SERVICING

2 points measurement to ensure the correct servicing interpretation
Avoid Nitrogen addition to compensate any lack of fluid
TIME BETWEEN OVERHAUL

The TBO requirement is 20000 landings/10 years, whichever comes first.

85 / 85

Reinforced Nose Landing Gear Training

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Reinforced Nose Landing Gear Training

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TRAINING COURSEBOOK

AIRBUS A330/340 NOSE LANDING GEAR

Product Support Engineering / 00-21-00 / MAY 10

Product Support Engineering / 00-21-00 / MAY 10

AIRCRAFT COMMONALITY DRAG STAY UPPER ARM / PANEL

Product Support Engineering / 00-21-00 / MAY 10

Range Passengers MTOW Length

Product Support Engineering / 00-21-00 / MAY 10

Basic NLG One way Basic R-NLG

Product Support Engineering / 00-21-00 / MAY 10

Dragstay upper arm

Steering actuators Torque links

Product Support Engineering / 00-21-00 / MAY 10

Structural part reinforcement

Shock absorber design review from single stage to double stage

Product Support Engineering / 00-21-00 / MAY 10

Product Support Engineering / 00-21-00 / MAY 10

Product Support Engineering / 00-21-00 / MAY 10

The nose landing gear leg is the main component of

Approximate height (shock absorber extended, without wheels) :

Product Support Engineering / 00-21-00 / MAY 10

Product Support Engineering / 00-21-00 / MAY 10

Prevent rotation of the upper rod

Fool-proofed to avoid incorrect position

Product Support Engineering / 00-21-00 / MAY 10

The R-NLG and -500/600 shock absorber is a double stage

One part sliding rod/wheel axle.

Product Support Engineering / 00-21-00 / MAY 10

NLG/R-NLG : 390 mm (15,35

Fluid type : AIR 3520 (MIL-H-5606)

Inflation gas : dry Nitrogen

Inflation pressure (at 20°C) :

NLG : 17,5 bars (253,8

R-NLG LP Chamber : 12 bars (174,6

-500/600 LP Chamber : 15 bars (217,5

Product Support Engineering / 00-21-00 / MAY 10

NLG R-NLG & -500/600

Product Support Engineering / 00-21-00 / MAY 10

Product Support Engineering / 00-21-00 / MAY 10

Upper and lower cam comes in contact when the shock

LOWER CAM UPPER CAM

Product Support Engineering / 00-21-00 / MAY 10

Upper guide Key

Key notch gives the position

Product Support Engineering / 00-21-00 / MAY 10

Product Support Engineering / 00-21-00 / MAY 10

VIEW A Metering rod Mask

Metering rod Upper cam VIEW B

Product Support Engineering / 00-21-00 / MAY 10

F - from chamber ”A” to chamber ”B” through upper sliding diaphragm.

Product Support Engineering / 00-21-00 / MAY 10

Product Support Engineering / 00-21-00 / MAY 10

OF THE SHOCK ABSORBER

Product Support Engineering / 00-21-00 / MAY 10

Sliding tube Carefully operate the activation

Product Support Engineering / 00-21-00 / MAY 10

Product Support Engineering / 00-21-00 / MAY 10

Product Support Engineering / 00-21-00 / MAY 10

Torque link upper and lower arms lead the

Upper and lower arms are made from :

Steering limitation warning

Ensure there is a clearance