Airbus 32 A300 A310 Landing Gear

Airbus A300-600/A310-200

Airframe Systems

2

Book 2 - Table of Contents

•ATA 32 •ATA 52 •ATA 36 •ATA 21 •ATA 30 •ATA 28 •ATA 26

MTT M540000/R3.32 16AUG01 For Training Purposes Only

Landing Gear Doors Pneumatics Air Conditioning Ice and Rain Fuel Fire Protection

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32 TableATA of Contents 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 with direct-action Shock Absorbers (Struts). The left and right Main gears and the nose gear are retractable under hydraulic power into wells closed off by gear doors. The Main Gear, is installed under the wing and retracts inboard, the gear structure being housed aft of the wing spar box. Two doors, Mechanically linked to the gear structure and following gear movement at all times, restore the wing lower surface profile.

The two Nose Gear Wheels are hydraulically steered on the ground. The Nose Gear retracts forward into the Nose Fuselage Section lower area and mechanically actuates two Aft Doors which close off the aft part of the Nose Gear Wheel Well. The forward part of the wheel well is closed off by two Main Doors each operated by a hydraulic actuating cylinder. A Tail Gear protects the aft Fuselage Structure in the 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 : Main Gear Main Gear Wheels Nose Gear Wheels Wheel Base IN)

9.6M (31 FT 5.95 IN) 0.927M (36.5 IN) 0.625M (24.6 IN) 18.603M (61 FT 0.4

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

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

(1521 Lbs) (14253 Lbs)

Brake Energy in Megajoules per wheel : Normal : 34 Overload : Limit : 77 Maximum Brake Pressure : 206 Bars (3000 PSI)

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

Tire DiMensions (Tubeless) : Main Gear 47 x 18-R20 Nose gear 40 x 14-R16

For Training Purposes Only

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

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

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

MTT M540000/R3.32 16AUG01

Tail Gear contact attitude: 12°, Main Gear Shock Absorbers Extended

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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 : Main gear 9.6M (31 FT. 5.95 IN) Main gear wheels 0.927M (36.5 IN) with provision for 0.978M (38.5 IN) Nose gear wheels 0.625M (24.6 IN) Wheel base 18.603M (61 FT. 0.4 IN) Distance between Main gear fwd and aft axles 1.397M (55 IN) Nose gear wheel offset (aft with respect to leg axis)0.096M (3.78 IN) Position of Main gear on MAC 50% MAC 6.608M (21 FT. 8.2 IN) CG limits on ground Nose and Main gear shock absorber stroke 0.450M (17.7 IN) Bogie beam in-flight position 10.3° pitch-down Nose wheel steering angle ± 65° / ± 95° ( towing) Angular displacement during extension / retraction cycle Main gear strut : 80.3° Main gear doors : 89° Nose gear strut : 110° Nose gear doors : 88°

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

Landing weight :

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

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

(1521 lbs) (5974 lbs) (3329 lbs)

Maximum brake pressure : 175 bars (2538 PSI)

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

For Training Purposes Only

Takeoff weight :

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

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

MTT M540000/R3.32 16AUG01

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

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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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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 Some A300 / A310 aircraft have visual indicators removed due to binding and broken parts. Mechanical Indication System components removed per Engineering Order on an Attrition Basis.


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A red Indicator Pin appears on each Wing Upper Surface (above the Main Gear Shock Absorber Strut Well area) when the associated Main Gear is down and locked. The Indicator Pins are not visible from the Main Deck Cargo Compartment area due to the Cargo Freighter Configuration.

ATA 32 A300/A310

A300/A310 Landing Gear System - Emergency Extension (Gravity Method) - Location and Hand Crank Assembly LANDING GEAR HANDCRANK

LANDING GEAR HANDCRANK FITTING

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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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

P

BLUE RESERVIOR


GREEN RESERVIOR

YELLOW RESERVIOR

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A300/A310 Landing Gear System - Hydraulic Power Users

NOSE WHEEL STEERING

LDG GEAR EXTENTION/RETRACTION

NORMAL BRAKING

ALTERNATE BRAKING + PARKING BRAKE

AUTOMATIC SELECTOR M

P GREEN HP MANIFOLD

YELLOW HP MANIFOLD

M


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A300 Landing Gear System - Landing Gear Electrical Power Supply


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A310 Landing Gear System - Landing Gear Electrical Power Supply


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NOSE GEAR 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 gear on the ground and prevents accidental nose gear retraction during static and pressurized conditions. NOSE GEAR TELESCOPIC STRUT The nose gear telescopic drag strut provides nose gear downlocking and bracing in the fore and aft position. Mechanical locking of the drag strut is achieved by internal locking dogs. Downlock release is achieved hydraulically by action on a locking sleeve which frees the locking dogs. During gear extension the locking sleeve is repositioned hydraulically. At the end of the rod extension a microswitch indicates that the drag strut is downlocked. A visual indicator (mechanical) also appears when the strut is downlocked.

A mechanical system is provided for immobilizing the locking sleeve on the ground by insertion of a safety pin. During this operation and especially after a landing gear Free Fall extension with the aircraft on jacks it is highly important to make certain that the drag strut is positively downlocked as installation of the safety pin is possible when the strut is not downlocked. NOSE WHEEL STEERING WARNING: WHENEVER THE GROUND SAFETY PIN IS INSTALLED ON THE NOSE GEAR TELESCOPIC STRUT, ALWAYS VISUALLY CHECK THAT: • IT HAS COMPLETELY AND EASILY ROTATED THE FORK-TYPE LEVER OF THE GROUND LOCKING SYSTEM. • ITS STOP FLANGE ABUTS AGAINST THE HOUSING OF THE TELESCOPIC STRUT LOCKING SYSTEM. (FULL INSERTION). 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 To NWS Unit Drain Line

Green Hyd System Pressure (LG EXT PRESSURE) 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 MECHANICAL FLIGHT CONTROLS OR PRIMARY FLIGHT CONTROL SURFACES, LANDING GEARS, ASSOCIATED DOORS OR ANY MOVING COMPONENT, MAKE CERTAIN THAT GROUND SAFETIES AND/OR WARNING NOTICES ARE IN CORRECT POSITION TO PREVENT INADVERTENT OPERATION OF CONTROLS. BEFORE POWER IS SUPPLIED TO THE AIRCRAFT MAKE CERTAIN THAT ELECTRICAL CIRCUITS UPON WHICH WORK IS IN PROGRESS ARE ISOLATED. BEFORE PRESSURIZING HYDRAULIC SYSTEMS, MAKE CERTAIN THAT HYDRAULIC SYSTEM UNDER MAINTENANCE HAS BEEN ISOLATED. Safety Precautions Necessary During Maintenance Work on Aircraft WARNING : WHEN WORKING ON AIRCRAFT, ESPECIALLY WITHIN GEAR AND DOOR TRAVEL RANGES, THE FOLLOWING PRECAUTIONS MUST BE OBSERVED. A. Equipment and Materials ------------------------------------------------------------------------------ITEM PART NUMBER DESIGNATION ------------------------------------------------------------------------------98A32101510000 Safety Pin - MLG Door Locking C23157100-1 Safety Pin - Nose Gear Downlock (Telescopic Strut) C47281 Safety Collar - Nose Gear Door Actuating Cylinder

WARNING : BEFORE INSTALLING THE GROUND SAFETY PINS, MAKE CERTAIN THAT THE LANDING GEAR IS DOWNLOCKED. THIS IS ACHIEVED BY CHECKING THAT : - IN FLIGHT COMPARTMENT, ON PANELS 400VU AND 76VU LH-NOSE-RH GREEN ARROWS ARE ON. - DOWNLOCK VISUAL INDICATORS ARE VISIBLE ON WINGS (MAIN GEARS) AND ON TELESCOPIC DRAG STRUT (NOSE GEAR). Make certain that nose and main gear ground safety pins are installed : (NOTE: Main Gear Safety Pins to be discussed later in Main Gear Section) On nose gear telescopic drag strut WARNING : WHENEVER THE GROUND SAFETY PIN IS INSTALLED ON THE NOSE GEAR TELESCOPIC STRUT, ALWAYS VISUALLY CHECK THAT : - IT HAS COMPLETELY AND EASILY ROTATED THE FORK-TYPE LEVER OF THE GROUND LOCKING SYSTEM. - ITS STOP FLANGE ABUTS AGAINST THE HOUSING OF THE TELESCOPIC STRUT LOCKING SYSTEM. (FULL INSERTION). WARNING : WHEN THE GROUND SAFETY PIN IS REMOVED, VISUALLY CHECK THE DOWN POSITION OF THE FORK-TYPE LEVER ON THE TELESCOPIC STRUT GROUND LOCKING SYSTEM. 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 NOSE GEAR WHEELS THE NOSE GEAR WHEELS ARE MANUFACTURED BY MESSIER. THE WHEELS ARE COMPRISED OF TWO LIGHT ALLOY HALF-WHEELS ASSEMBLED HIGH-TENSILE STEEL BOLTS AND ARE EQUIPPED WITH: • 40X14 TUBELESS CONVENTIONAL TIRES OR 40 X 14R16 TUBELESS RADIAL TIRES. • A STANDARD INFLATING VALVE WITH POSSIBILITY OF REPLACEMENT BY A VALVE INCORPORATING A PRESSURE INDICATOR (PSI TYPE). • A SYSTEM PROVIDING TIRE PRESSURE INDICATION IN THE FLIGHT COMPARTMENT CAN BE INSTALLED AS AN OPTION (TPIS). 6. TIRE AND BRAKE WEAR/CONDITION CHECK A. TIRES CHECK NOTE: REFER TO AMM 32-41-00-6 FOR DETAILED TIRE DAMAGE AND WEAR INFO. 1) INSPECT TIRES FOR DAMAGE OR DETERIORATION 2) INSPECT TIRES FOR WEAR a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE REPLACEMENT. NOTE: TREAD REINFORCING PLY IS FIRST CORD UNDER TREAD GROOVE. TIRES EXPOSING REINFORCING PLY MAY BE TRANSFERRED TO OIL (EAML ENTRY) IF REPLACEMENT WILL CAUSE A DELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE. TIRE MUST BE SCHEDULED FOR REPLACEMENT AT NEXT MAINTENANCE STATION WHERE ABOVE LIMITS CAN BE MET. b) TIRES EXPOSING THE CARCASS BODY PLY MUST BE REPLACED. NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORD UNDER THE TWO TREAD REINFORCING CORDS AND THE THIRD CORD UNDER THE TREAD GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSE SCRAPPING BY RETREADER. B. BRAKES CHECK (AMM 32-42-27-6) NOTE: PARK BRAKES SET, PRESSURE 1000 PSI MINIMUM. NOTE: WEAR INDICATOR READINGS SHOULD BE TAKEN WHEN BRAKE TEMPERATURE IS CLOSE AS POSSIBLE TO AMBIENT. 1) CHECK ALL BRAKES FOR LEAKS. 2) CHECK WEAR PINS (MEASURE FROM SURFACE OF SUBASSEMBLY HOUSING) A300-600 (ALL) CORRECTIVE ACTION -------------- ----------------GREATER THAN .04 INCH SERVICEABLE RANGE GREATER THAN 0.0 TO 0.04 INCH DEFERRAL RANGE (SEE NOTE BELOW) 0.0 INCH OR LESS REPLACE BEFORE FLIGHT NOTE: LINE MAINTENANCE ONLY: ESTABLISH AN OPEN ITEM IN EAML STATING


BRAKE POSITION, SERIAL NUMBER, AND PIN MEASUREMENT. NOTIFY MOCC. 3) RELEASE PARK BRAKES (MAKE SURE CHOCKS IN). 7. TIRE PRESSURES CHECK NOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE. SEE TABLE BELOW FOR TIRE PRESSURE LIMITS AND AIRCRAFT EFFECTIVITY. (REF. AMM 12-14-32) NOTE: AD 87-08-09 REQUIRES THE USE OF DRY NITROGEN TO INFLATE TIRES. THE USE OF COMPRESSED AIR TO SERVICE TIRES IS PROHIBITED. A. HOT TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED IF INSUFFICIENT 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. 1) MEASURE TIRE PRESSURES AND COMPARE ADJACENT TIRES ON THE SAME AXLE. 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 WITH A PRESSURE OF 148 PSI OR ABOVE WITHIN 15 PSI OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE SERVICE. 3) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHER THAN COLD TIRE PRESSURES. 4) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLY WITH CRITERIA AND PROCEDURES IN THE FOLLOWING TABLE. HOT TIRE PRESSURES FOR ALL A300-600 AIRCRAFT MLG TIRE NLG TIRE CORRECTIVE 49 X 17-20 32PR 40 X 14-16 24PR ACTION 179 PSI & ABOVE 134 PSI & ABOVE *1 161 TO 178 PSI 120 TO 133 PSI REPLACE TIRE 160 PSI & BELOW 119 PSI & BELOW *3 B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER AN AIRCRAFT 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 LEAST 2 HOURS. THE CRITERIA AND PROCEDURE PRESENTED IN THE FOLLOWING TABLE MUST BE USED WHEN CHECKING TIRES AT AMBIENT TEMPERATURES: NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F CAN EXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WAS ACCOMPLISHED AT HIGHER AMBIENT TEMPERATURES. TIRES CHECKED 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, N446FEN450FE NLG TIRES WITH A PRESSURE OF 150 PSI OR ABOVE WITHIN 15 PSI OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE SERVICE.

b)

N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE, N451FE-N454FE NLG TIRES WITH A PRESSURE OF 164 PSI OR ABOVE WITHIN 15 PSI OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE SERVICE.

THE NOSE GEAR WHEELS ARE MANUFACTURED BY MESSIER. THE WHEELS ARE COMPRISED OF TWO LIGHT ALLOY HALF-WHEELS ASSEMBLED BY HIGH-TENSILE STEEL BOLTS AND ARE EQUIPPED WITH: •

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

•

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

•

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

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

DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHER THAN COLD TIRE PRESSURE.

3)

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

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

HOT TIRE PRESSURES NLG TIRE

1) INSPECT TIRES FOR DAMAGE OR DETERIORATION

40 X 14-16

2) INSPECT TIRES FOR WEAR

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

a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE REPLACEMENT. NOTE: TREAD REINFORCING PLY IS FIRST CORD UNDER TREAD GROOVE. TIRES EXPOSING REINFORCING PLY MAY BE TRANSFERRED TO OIL (EAML ENTRY) IF REPLACEMENT WILL CAUSE A DELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE. TIRE MUST BE SCHEDULED FOR REPLACEMENT AT NEXT MAINTENANCE STATION WHERE ABOVE LIMITS CAN BE MET.

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 SCRAPPING BY RETREADER. 7. TIRE PRESSURES CHECK – A310-200 AIRCRAFT NOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HAND-HELD GAUGE. SEE TABLE BELOW FOR TIRE PRESSURE LIMITS AND AIRCRAFT EFFECTIVITY.(REF. AMM 12-14-32) NOTE: AD 87-08-09 REQUIRES THE USE OF DRY NITROGEN TO INFLATE TIRES. THE USE OF COMPRESSED AIR TO SERVICE TIRES IS PROHIBITED. 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. 1)

CORRECTIVE ACTION

24PR

135 PSI & ABOVE

*1

122 TO 134 PSI

REPLACE TIRE

121 PSI & BELOW

*3

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

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

A.

2)

149 PSI & ABOVE

*1

133 TO 148 PSI

REPLACE TIRE

132 PSI & BELOW

*3

-----------------------------------------------------------------------------------------------------------------B.

COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER AN AIRCRAFT 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 LEAST 2 HOURS. THE CRITERIA AND PROCEDURE PRESENTED IN THE FOLLOWING TABLE MUST BE USED WHEN CHECKING TIRES AT AMBIENT TEMPERATURES: NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F CAN EXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WAS ACCOMPLISHED AT HIGHER AMBIENT TEMPERATURES. TIRES CHECKED UNDER THESE CONDITIONS WILL NOT BE CONSIDERED TO BE LEAKING IF PRESSURE OF TIRE AND ADJACENT TIRE ON SAME AXLE ARE WITHIN 20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURES SHALL BE INCREASED TO OPERATIONAL PRESSURE RANGE.

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 AIRCRAFT NLG TIRE 40 X 14-16

PRESSURES

A310-200

CORRECTIVE ACTION

24PR

N401FE-N405FE, N407FE-N408FE, N424FEN426FE, N428FE, N446FE-N450FE 145 TO 140 PSI

OPERATIONAL

139 TO 133 PSI

REINFLATE

132 TO 126 PSI

*1

125 TO 117 PSI

*2

116 PSI & BELOW *3 N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE 159 TO 154 PSI

OPERATIONAL

153 TO 146 PSI

REINFLATE

145 TO 138 PSI

*1

137 TO 128 PSI

*2

127 PSI & BELOW *3


*1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE, REINFLATE TO OPERATIONAL PRESSURE AND ESTABLISH AN OPEN ITEM (EAML ENTRY) STATING Z TIME, Z DATE AND PRESSURE TO WHICH TIRE WAS INFLATED REQUESTING A RECHECK WITHIN 24 HOURS. NOTIFY MOCC & DOWN LINE STATION TO ENSURE FOLLOWING IS ACCOMPLISHED: IF ON RECHECK TIRE PRESSURE IS LOWER THAN THE PREVIOUSLY RECORDED TIRE PRESSURE BY 5% OR MORE, TIRE MUST BE REPLACED. IF TIRE PRESSURE HAS DROPPED LESS THAN 5%, OPEN ITEM MAY BE CLEARED. *2 REPLACE TIRE. TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F THAT PRODUCE PRESSURES WITHIN THIS RANGE SHOULD NOT BE REPLACED IF THE PRESSURE OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE ARE WITHIN 20 PSI OF EACH OTHER FOR MLG OR 15 PSI FOR NLG TIRES. IF THE TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURES SHOULD BE INCREASED 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.

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A300/A310 Nose Gear Tire - Damage Criteria - General

TIRE DAMAGE CRITERIA

TREAD CHUNKING

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

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

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

TREAD RUBBER REVERSION An oval shaped area in the tread where rubber shows burning due to hydroplaning.

TREAD FLAKING AND CHIPPING FLAT SPOT

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

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

TIRE DAMAGE CRITERIA 1 Cut runs from one groove to another but is not deeper than grove bottom. 2 Cut is deeper than groove bottom: a. In grove edge

B, In the rib

3 Center groove or 2 center grooves worn through 4 Splits in groove deeper than 4 mm. 5 Chunking extends over a rob or down to reinforcing piles.


ACTION Remove tire if cut is deeper than 5mm.

Remove tire if length of cut is greater than 20mm or deeper than 12mm below groove bottom. Remove tire if length of cut is greater than 60 mm or deeper than 12 mm below groove bottom. Remove tire. Remove tire. Remove tire.

32-42 3242

ATA 32 A300/A310

A300/A310 Nose Gear Tires - Tire Damage Criteria Types


32-43 3243

ATA 32 A300/A310

A300/A310 Landing Gear System - Wheel Tachometers

GENERAL TEN IDENTICAL TACHOMETERS ARE INSTALLED IN THE WHEEL AXLES (1 FOR EACH MAIN AND NOSE GEAR WHEEL).

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

THE TACHOMETERS PROVIDE WHEEL SPEED INFORMATION. EACH TACHOMETER IS EQUIPPED WITH TWO 200-TOOTH RINGS.

THE VARIABLE FREQUENCY VOLTAGE DELIVERED BY THE TACHOMETER IS SENT TO THE BRAKE SYSTEM CONTROL UNIT.

•ONE STATIONARY RING ASSOCIATED WITH A COIL AND PERMANENT MAGNET

THE SIGNAL VOLTAGE SENT TO THE BRAKE SYSTEM CONTROL UNIT IS USED TO REGULATE THE ANTI-SKID SYSTEM OF THE AIRCRAFT.

•ONE RING DRIVEN BY THE WHEEL.


32-44 3244

ATA 32 A300/A310

A300/A310 Landing Gear System - Wheel Tachometer Locations


32-45 3245

ATA 32 A300/A310



32-46 3246

ATA 32 A300/A310

NOSE GEAR DOOR COMPONENTS AND SAFETY DEVICES


32-47 3247

ATA 32 A300/A310

A300/A310 Nose Gear Doors - General and Safety Precautions GENERAL Each main forward door is hinged to the fuselage and operated by a hydraulic cylinder. A leg door is attached to the gear shock strut by 4 adjustable attachment fittings and protects the nose wheel steering distributor valve. Also provides closure of area between the main doors and aft doors when the nose gear is retracted and uplocked in the nose gear well.

NLG DOOR ACTUATING CYLINDER SAFETY COLLAR Whenever it becomes necessary to perform any work in the nose gear wheel well, the nose gear door actuating cylinder safety collar must be installed to prevent possible injury caused by inadvertent closing of the door.

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


32-48 3248

ATA 32 A300/A310

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


32-49 3249

ATA 32 A300/A310

A300/A310 Nose Gear Doors (Main Doors) - Ground Opening/Closing WARNING: CHECK THAT THE LANDING GEAR GROUND SAFETIES, INCLUDING WHEEL CHOCKS, ARE IN POSITION. BEFORE APPLYING OR RELIEVING HYDRAULIC SYSTEM PRESSURE, MAKE CERTAIN THAT THE TRAVEL RANGES OF THE CONTROL SURFACES ARE CLEAR. BEFORE PRESSURIZING HYDRAULIC SYSTEMS, CHECK THAT ALL CONTROLS ARE SET TO CORRESPOND WITH THE ACTUAL POSITION OF THE SERVICES THEY OPERATE. BEFORE PRESSURIZING HYDRAULIC SYSTEMS, MAKE CERTAIN THAT HYDRAULIC SYSTEM UNDER MAINTENANCE HAS BEEN ISOLATED (AS APPLICABLE).

DOOR CLOSURE WARNING: IF OTHER GEAR DOORS ARE OPEN, MAKE CERTAIN THAT SAFETY COLLARS ARE INSTALLED ON DOOR ACTUATING CYLINDERS AND THAT DOOR GROUND OPENING CONTROL HANDLES ARE LOCKED IN OPENED POSITION BY MEANS OF SAFETY PINS. Remove safety collar from actuating cylinder of door to be closed. Pressurize the Green Hydraulic System, using the Green electric pumps.

WARNING: MAKE CERTAIN THAT THE DOOR TRAVEL RANGES ARE CLEAR.

To • • • •

WARNING: FOR SAFETY REASONS, STAND AFT OF GEAR LEG WHEN OPERATING DOOR GROUND OPENING CONTROL. NOSE LANDING GEAR LEFT/RIGHT DOOR OPENING •

Place nose gear left/right door ground opening control handle in OPENED position and lock handle by inserting safety pin equipped with streamer in control bellcrank.

•

Make certain that door opens.

•

Install safety collar on door actuating cylinder.

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

WARNING: IF THE DOORS FAIL TO CLOSE, DOOR GROUND OPENING CONTROL HANDLES SHALL BE RETURNED TO OPENED POSITION (PROBABLE CAUSE, INSUFFICIENT PRESSURE IN THE LANDING GEAR HYDRAULIC SYSTEM).

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


32-50 3250

ATA 32 A300/A310

A300/A310 Nose Main Doors Ground Opening Control - Diagram


32-51 3251

ATA 32 A300/A310

A300/A310 Nose Gear Doors (Main Doors) - Ground Opening/Closing WARNING: CHECK THAT THE LANDING GEAR GROUND SAFETIES, INCLUDING WHEEL CHOCKS, ARE IN POSITION. BEFORE APPLYING OR RELIEVING HYDRAULIC SYSTEM PRESSURE, MAKE CERTAIN THAT THE TRAVEL RANGES OF THE CONTROL SURFACES ARE CLEAR. BEFORE PRESSURIZING HYDRAULIC SYSTEMS, CHECK THAT ALL CONTROLS ARE SET TO CORRESPOND WITH THE ACTUAL POSITION OF THE SERVICES THEY OPERATE. BEFORE PRESSURIZING HYDRAULIC SYSTEMS, MAKE CERTAIN THAT HYDRAULIC SYSTEM UNDER MAINTENANCE HAS BEEN ISOLATED (AS APPLICABLE).

DOOR CLOSURE WARNING: IF OTHER GEAR DOORS ARE OPEN, MAKE CERTAIN THAT SAFETY COLLARS ARE INSTALLED ON DOOR ACTUATING CYLINDERS AND THAT DOOR GROUND OPENING CONTROL HANDLES ARE LOCKED IN OPENED POSITION BY MEANS OF SAFETY PINS. Remove safety collar from actuating cylinder of door to be closed. Pressurize the Green Hydraulic System, using the Green electric pumps.

WARNING: MAKE CERTAIN THAT THE DOOR TRAVEL RANGES ARE CLEAR.

To • • • •

WARNING: FOR SAFETY REASONS, STAND AFT OF GEAR LEG WHEN OPERATING DOOR GROUND OPENING CONTROL. NOSE LANDING GEAR LEFT/RIGHT DOOR OPENING •

Place nose gear left/right door ground opening control handle in OPENED position and lock handle by inserting safety pin equipped with streamer in control bellcrank.

•

Make certain that door opens.

•

Install safety collar on door actuating cylinder.

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

WARNING: IF THE DOORS FAIL TO CLOSE, DOOR GROUND OPENING CONTROL HANDLES SHALL BE RETURNED TO OPENED POSITION (PROBABLE CAUSE, INSUFFICIENT PRESSURE IN THE LANDING GEAR HYDRAULIC SYSTEM).

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


32-52 3252

ATA 32 A300/A310

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

FWD


32-53 3253

ATA 32 A300/A310



32-54 3254

ATA 32 A300/A310

NOSE GEAR SYSTEM EXTENSION AND RETRACTION COMPONENTS


32-55 3255

ATA 32 A300/A310

A300/A310 Nose Gear System - Extension and Retraction Components AA... No NNoossseee Ge GGeeaaarr AAccctttua uuat aattiiing nngg CCCyyyli llin iinnddder eerr (1)Ge Genera ral l TThe nnoose ggear aactuaatting cyliinnder iis ooff thee douubble-aactinngg typpe anndd in includ ude es aa count nterro rod d and nd ann end-o -of-tr travell damp mpi ing sy syste tem m. (2)De Descri rip ption on (aa)Sloowwdownn is aachieevved bby exxppelliinng fflluid ffromm the rrod eextennsionn chammber (gea ear r ext xtensio ion ch cha amber er) th thr rough gh a sm smalll-d dime men nsion on ori rif fice. e. (b) b)Thee small ll-dime mensio ion n ori rifice ce is in inclu lud ded in in th the e pre res ssur ure e rel elieff valve ve whiicch alllows fluiidd to be eexxpellleed iinn thee eveennt off oveerrpresssuree conndditioon in the rrestrricteedd chaammberr.. (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 gear ar down wnlocki king is is ach chieve ved d byy mean ans s off a te tel lesco cop picc strut ut. (dd)In tthe ggear ddownlloockedd or uuplocckked pposittiion eend-oof-trraavel cleaarrancee is prov ovi idedd and the ro rod do does no not bo bot ttom om. . (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 (geeaar siide). (f) f)Thee actua uatingg cyli lin nderr body dy is eq equip ipp ped withh a gim imb ball joint nt. B. B. Nose Nose Gear Gear Telescopic Telescopic Strut Strut (1)General The nose gear telescopic strut provides fore and aft bracing of the nose gear in the downlocked position. This is a passively actuated strut with an inside locking/unlocking system. (a)Mechanical locking of the drag strut is achieved by locking dogs. (b)Downlock release is achieved hydraulically by action on a locking sleeve which frees the locking dogs. (c)During gear extension the locking sleeve is repositioned hydraulically. (d)At the end of rod extension a microswitch indicates that the drag strut is downlocked. A visual indicator (mechanical) also appears when the strut is downlocked. (e)A mechanical system is provided for immobilizing the locking sleeve on the ground by insertion of a safety pin. During this operation and especially after a landing gear Free Fall extension with the aircraft on jacks it is imperative to make certain that the drag strut is positively downlocked as installation of the safety pin is also possible when the strut is not downlocked.


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

32-56 3256

ATA 32 A300/A310

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


32-57 3257

ATA 32 A300/A310

A300/A310 Nose Gear System - Nose Gear and Main Doors Uplocks Gear Gear Uplocks Uplocks (1)General The uplock automatically locks the landing gear in the up position at the end of the landing gear retraction cycle and remains locked until the uplock release order is received. (2)Operation (a)Uplock release can be achieved by two independent systems : 1 Hydraulically with Green system pressure delivered by the gear sequence valves controlled by the doors (normal mode) 2 Mechanically by means of the release lever provided (free fall mode). (b)The door sequence valve is incorporated in the uplock assembly together with the mechanism controlling displacement of the slide valve : 1 Upon gear uplock under the action of the locking lever actuated by the springs and the locking dash-pot. 2 Upon gear downlock, gear movement being transmitted to the mechanism by a lever (c)This movement of the door sequence valve slide valve causes door closure upon completion of the gear retraction or extension cycle. (d)At the following cycle, inversion of the hydraulic pressure causes the doors to open : gear uplock or downlock release causes the door sequence valve slide valve to adopt a position such that the doors are held open by the pressure and by locking of the pressure in the door actuating cylinder opening side chamber. (e)The Free Fall mechanism uplock release control first causes the uplock release lever to disengage from the door sequence valve slide valve so that uplock release remains possible even if the slide valve is seized. Initial movement of the control does not, therefore, result in gear uplock release thus enabling door uplock release to be achieved before that of the gear. (f)In the event of seizure of the door sequence valve slide valve in the gear downlocked position, the beginning of the gear retraction cycle causes the rupture of a shear pin inside the sequence valve and the movement of a second slide valve, inside the former, which prevents door closure at the end of the gear retraction cycle and subsequent interference between the gear and the door during the following extension cycle. (g)To cover the risk of door sequence valve slide valve seizure at the beginning of, or during the extension cycle, a spring rod is incorporated in the gear-to-slide valve linkage and gear downlocking is not hindered. On the nose gear, the spring rod is installed in the linkage at approximately one metre from the uplock. (h)A mechanism prevents manual locking of the hook with the gear downlocked.


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

32-58 3258

ATA 32 A300/A310

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


32-59 3259

ATA 32 A300/A310

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


32-60 3260

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

ATA 32 A300/A310

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


32-61 3261

ATA 32 A300/A310

A300/310 Nose Gear System - Nose Gear Uplock Release Restrictor - Description H. Nose Gear Uplock Release Restrictor (1)General (Ref. Fig. 041) The restrictor is installed in the nose gear RH sequence valve port D (Ref. paragraph 2.G.) i.e. in the nose gear uplock actuating cylinder supply line.


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

32-62 3262

ATA 32 A300/A310

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


32-63 3263

ATA 32 A300/A310

A300/310 Nose Gear System - Downlock/ Uplock Microswitch Components A. General The landing gear and door configuration is identified by two similar systems of microswitches and proximity detectors : - System 1 supplied with 28VDC via busbar 305PP (ESSENTIAL BUSBAR) or, in the case of landing gear and door indicating on the center instrument panel, by busbar 303PP (ESSENTIAL BUSBAR) connected to the batteries if necessary. - System 2 supplied via the NORMAL busbar 104PP (28VDC). The signals generated are used in the following functions : - Landing gear retraction safeties : Ref. 32-31 - Landing gear and door position indicating : Ref. 32-61 - Associated relays : Ref. 32-62


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

32-64 3264

ATA 32 A300/A310

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


32-65 3265

ATA 32 A300/A310

A300/310 Nose Gear System - Nose Gear Proximity Detector (Sensor) C. Proximity Detectors (1)Description and operation (a)Description Proximity detection at any given point is achieved by : . a target . a sensor . a proximity detector processing unit comprising 14 electronic modules. 1 Target The target is made of extra mild steel and consists of a rectangular plate with two holes for its attachment. 2 Sensor (Ref. Fig. 070) The sensor consists of a rectangular aluminum alloy unit. The unit contains an LC circuit with magnetic core inductance coil. A cable with two 24 gage conductors protected by a flexible conduit with steel shielding connects the proximity detector processing unit to the aircraft electrical wiring.


32-66 3266

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

ATA 32 A300/A310

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


32-67 3267

ATA 32 A300/A310



32-68 3268

ATA 32 A300/A310

NOSE GEAR SYSTEM REPLENISHING AND CHARGING


32-69 3269

ATA 32 A300/A310

A300 Nose Gear Shock Absorber - Inspection/check WARNING : CHECK THAT THE LANDING GEAR GROUND SAFETIES INCLUDING WHEEL CHOCKS ARE IN POSITION. BEFORE APPLYING OR RELIEVING HYDRAULIC SYSTEM PRESSURE, MAKE CERTAIN THAT THE TRAVEL RANGES OF THE CONTROL SURFACES ARE CLEAR. BEFORE PRESSURIZING HYDRAULIC SYSTEMS, CHECK THAT ALL CONTROLS ARE SET TO CORRESPOND WITH THE ACTUAL POSITION OF THE SERVICES THEY OPERATE. 1. Check of Nose Gear Shock Absorber Charging Pressure A. Reasons for the Job (1)To check shock absorber charging pressure, aircraft on its wheels (2)To check shock absorber charging pressure, aircraft on jacks. B. Equipment and Materials ------------------------------------------------------------------------------ITEM DESIGNATION ------------------------------------------------------------------------------(1) Pressure Gage : 0 to 50 bars (0 to 725 psi) or 0 to 100 bars (0 to 1450 psi) (2) Warning Notices (3) Access Platform : 2 M (6 FT. 7 IN) (4) Safety Barriers Referenced Procedures - 12-12-32, P. Block 1 Landing Gear - Replenishing and Charging - 12-14-32, P. Block 1 Landing Gear - Inflating and Charging - 32-21-14, P. Block 401 Nose Gear Shock Absorber - 32-22-11, P. Block 301 Nose Gear Main Door - (Ground Door(s) Opening) C. Procedure (1)Job set-up (a)On panel 4VU - Make certain that landing gear control lever is in DOWN position and prohibit its operation by displaying a warning notice. (b)Between First Officer's and Third Occupant's seats - Make certain that landing gear Free Fall extension control handle is in Normal position. (c)Position access platforms (d)Open nose gear doors (Ref. 32-22-11, P. Block 301). WARNING : WHEN DOORS ARE OPEN MAKE CERTAIN THAT SAFETY COLLARS ARE POSITIONED ON DOOR ACTUATING CYLINDERS. (2)Charging pressure check with aircraft on its wheels (Ref. Fig. 601) (a)Measure shock absorber sliding tube stand-out dimension "D" between the flat at top of torque link-to-shock absorber fork fitting and spherical bearing cage. NOTE : Take into account a length margin of 5 % concerning the obtained valve. (b)Connect a 0 to 100 bars (0 to 1450 psi) pressure gage to the valve.


32-70 3270

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

ATA 32 A300/A310

A300 Nose Gear Shock Absorber Assembly- Charging and Leakage Checks


32-71 3271

ATA 32 A300/A310

A300 Nose Gear Shock Absorber Replenishing and Charging Aircraft on Wheels


32-72 3272

ATA 32 A300/A310

A300 Nose Gear Shock Absorber Replenishing and Charging Aircraft on Wheels


32-73 3273

ATA 32 A300/A310

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


32-74 3274

ATA 32 A300/A310

NOSE WHEEL STEERING SYSTEM (NWS)


32-75 3275

ATA 32 A300/A310

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

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

(4)The input controls are as follows : (a)Two interconnected steering control handwheels ; one for the Captain and one for the First Officer. (b)The rudder pedals.

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


32-76 3276

B. Steering via control handwheels (1)The handwheels are used to steer the aircraft during taxiing and provide a maximum steering angle of ± 65° for maximum handwheel travel of ± 318°30. (2)The handwheels are mechanically interconnected, movement of one handwheel causing movement of the other.

ATA 32 A300/A310

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


32-77 3277

ATA 32 A300/A310

A300/A310 Nose Gear Assembly - Nose Wheel Steering (NWS) Mechanism - General GG EE NN EE RR AA LL The nose gear gear is equipped with two identical actuating cylinders which serve to steer the aircraft on the ground. - The cylinders are hydraulically controlled over a travel corresponding to a nose wheel steering angle of ± 65° by means of a steering control unit including an anti-shimmy system (Ref. 32-51-00, P. Block 1).


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

32-78 3278

ATA 32 A300/A310

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


32-79 3279

ATA 32 A300/A310

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

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

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.


32-80 3280

ATA 32 A300/A310

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


32-81 3281

ATA 32 A300/A310

A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Component Description A. General (1)The nose wheel actuating cylinders are supplied by the Green hydraulic system. The supply system is connected to the landing gear extension system downstream of the landing gear selector valve. (2)The nose wheel steering system is supplied with pressure via the steering selector valve as soon as the RH main gear and nose gear shock absorbers are compressed. (3)A control valve directs pressure to the steering actuating cylinders in accordance with the mechanical command transmitted by the differential pulley system. The control valve includes : (a)an input filter in the supply line (40 ì absolute) (b)a check valve in the supply (c)two restrictors associated with anti-shimmy protection (d)two bypass valves associated with anti-shimmy protection (e)a restrictor in the anti-shimmy accumulator delivery line (f)a slide valve connected to the differential pulley system actuated by the control cables. (g)an anti-shimmy accumulator incorporating a pressure relief valve calibrated at 16 bars (232 psi). (4)The differential pulley system delivers a mechanical command, dependent on the position of the handwheels (or pedals) and the corresponding position of the nose wheels, to the control valve. Feedback is provided by a system of pulleys and cables. (5)Two steering actuating cylinders are installed on the lower part of the nose gear shock strut. The actuating cylinders are identical and of the double body, double-acting type. They are hydraulically coupled. (6)Each sliding rod includes a rack meshed to a pinion mounted on the nose gear leg rotating tube. (7)Steering motion is transmitted from the rotating tube to the shock absorber carrying the axle by the torque links.


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

32-82 3282

D. Steering Control Coupler (1)The coupler includes two mechanically linked rotating assemblies hinged around a common center tube. (2)One of the mechanically linked rotating assemblies is equipped with a lever connected to the handwheel linkage, the other with a lever connected to the rudder pedal linkage via a spring rod.

ATA 32 A300/A310

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


32-83 3283

ATA 32 A300/A310

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


32-84 3284

ATA 32 A300/A310

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


32-85 3285

ATA 32 A300/A310

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


32-86 3286

ATA 32 A300/A310

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


32-87 3287

ATA 32 A300/A310

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


32-88 3288

ATA 32 A300/A310

MAIN GEAR AND DOORS


32-89 3289

ATA 32 A300/A310

A300 Main Gear System - Main Gear and Doors GENERAL Each Main Landing Gear is provided with three doors : - One Main Door - One Secondary Door - One Shock Absorber Strut Door.

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

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

A bonding jumper ensures electrical continuity with the shock strut. Secondary Door The Secondary Door is attached by two hinges to the wing panel adjacent to the Main Gear Wheel Well. The Secondary Door follows the gear during Extension and Retraction Cycle by an operating preadjusted rod. There is a Mechanical Control System which enables each Main Gear Main Door to be independently released and opened during ground maintenance operations.

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.


32-90 3290

ATA 32 A300/A310

A300 Main Gear System- Main Gear and Doors - General


32-91 3291

ATA 32 A300/A310

A310 Main Gear System - Main Gear and Doors- Description General Each main landing gear is provided with three doors ---- One Main Door - One Secondary Door - One Shock Absorber (Shock Strut) Door

Secondary Door The Secondary Door is attached by two hinges to the wing panel adjacent to the landing gear well. The Secondary 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.


32-92 3292

ATA 32 A300/A310

A310 Main Gear System - Main Gear and Doors - General


32-93 3293

ATA 32 A300/A310

A300/A310 Main Gear System - Main Gear Door Ground Opening/Closing Procedure DESCRIPTION The system has been designed so that each door can be opened separately. Each door is operated by a control handle located : - Main Landing Gear: On Air Conditioning Pack Cooling Air Inlet. The associated handle simultaneously controls through a mechanical control system : - Door Uplock Release - Bypass Valve slide valve displacement MECHANICAL CONTROL SYSTEM Each control serves to operate a mechanical control system which includes, for each main gear door: A rod and bellcranks which drive a teleflex control cable. A teleflex control cable which drives the bypass valve and the uplock assembly by means of bellcranks and rods. A return spring which restores the rods and bellcranks, actuated by the teleflex cable, to the initial configuration when the control handle is returned to CLOSED position.

PRESSURIZING HYDRAULIC SYSTEMS, CHECK THAT ALL CONTROLS ARE SET TO CORRESPOND WITH THE ACTUAL POSITION OF THE SERVICES THEY OPERATE. BEFORE PRESSURIZING HYDRAULIC SYSTEMS, MAKE CERTAIN THAT HYDRAULIC SYSTEM UNDER MAINTENANCE HAS BEEN ISOLATED. Reasons for the Job main gear door opening for access to or removal of equipment installed in zones 147-148. Landing Gear Door Closure NOTE : Each landing gear door is provided with an independent closure system. The doors may be closed by means of either : - Green Hydraulic System Electric Pumps 1 / 2 (Ref. 29-21-00 / Page Block 301). - Or a Hydraulic Ground Power Cart (Mule) (Ref. 29-10-00 / Page Block 301).

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


32-94 3294

ATA 32 A300/A310

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


32-95 3295

ATA 32 A300/A310

A300/A310 Main Gear System - Main Gear Door Ground Opening/Closing Control Handle Procedure A. Job Set-Up (1)On Flight Deck Panel 4VU - Make certain that landing gear control lever is in DOWN position and prohibit its operation by displaying a warning notice. (2) Between the First Officer's and ACM 1 seats - Make certain that landing gear Free Fall extension control handle is in Normal position. (3 ) Position access platform. (4) Position safety barriers prohibiting access to gear door travel ranges. (5) Energize the aircraft electrical network (Ref. AMM 24-41-00 / Page Block 301).

(b) Place control handle in OPENED position as follows : - remove safety pin from handle - press pushbutton and move handle downwards - release pushbutton; handle locks automatically. (c) Insert safety pin to lock handle. (d) Make certain that door opens. NOTE : It is possible that the doors will not open fully under their own weight, in which case it will be necessary to assist the Main Door by manually pushing the door at the end of travel.

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

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

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.


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ATA 32 A300/A310



32-97 3297

ATA 32 A300/A310

A300/A310 Main Gear System - Main Gear Door Ground Opening/Closing Procedure Opening of the other main gear door: Procedure is the same as for other main gear door WARNING : IF ONE DOOR ONLY HAS BEEN OPENED, DO NOT WALK ON CLOSED DOOR. N ORDER TO PREVENT UNTIMELY OPENING OF THE CLOSED DOOR DURING MAINTENANCE, POSITION A WARNING NOTICE ON ASSOCIATED GEAR DOOR GROUND OPENING CONTROL HANDLE TO PROHIBIT ITS OPERATION. DO NOT TOUCH FREE FALL EXTENSION CONTROL LINKAGE IN LANDING GEAR WELL. Door Closure: 1. Make certain that Green hydraulic reservoir is pressurized. 2. Make certain that door ground opening control handle associated with each opened door is in OPENED position and that Green hydraulic system is depressurized. 3. Remove safety collar from actuating cylinder of door to be closed. WARNING : IF OTHER GEAR DOORS ARE OPEN, MAKE CERTAIN THAT SAFETY COLLARS ARE INSTALLED ON DOOR ACTUATING CYLINDERS AND THAT DOOR GROUND OPENING CONTROL HANDLES ARE LOCKED IN OPENED POSITION BY MEANS OF SAFETY


PINS EQUIPPED WITH STREAMERS. 4. On panel 4VU make certain that landing gear control lever is in DOWN position. 5. Energize the aircraft electrical network make certain that electronics racks ventilation is correct. 6. Pressurize Green hydraulic system either by means of Green hydraulic or with a hydraulic ground power cart WARNING : MAKE CERTAIN THAT THE DOOR TRAVEL RANGES ARE CLEAR. 7. Closure of one main gear door: (a) Remove safety pin from handle. (b) Press pushbutton at end of handle and release handle. (c) Place handle in closed position. (Handle locks in closed position). (d) Insert safety pin in handle. (e) Make certain that door closes and uplocks. (f) On Flight Deck Panels 4VU and 76VU : - Make certain that Amber DOOR legends, on gear door annunciators corresponding to closed doors, are off. WARNING : IF DOORS FAIL TO CLOSE, GEAR DOOR GROUND OPENING CONTROL HANDLES SHALL BE RETURNED TO OPENED POSITION (PROBABLE CAUSE : INSUFFICIENT PRESSURE IN THE LANDING GEAR HYDRAULIC SYSTEM).

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ATA 32 A300/A310



32-99 3299

ATA 32 A300/A310

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


32-100 32100

ATA 32 A300/A310

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”.


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ATA 32 A300/A310

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 handle bellcrank shear point - shear rivet sheared by entering into the Air Conditioning Bay from the Hydraulic Bay (Main Wheel Well). Gain entry into the Air Conditioning Bay through the opposite Main Gear Wheel Well: -

If one Main Door operates in the Normal Mode, with the ground opening handle on the LH or RH Air Conditioning Fairings (As required for operating Main Door). - If both the LH and RH Main Doors will not open using the Main Door Ground Operating Handles located on the LH and RH Air Conditioning Fairing(s), gain entry into the Hydraulic Bay through the Left and Right Main Gear Shock Absorber (Strut Well opening / the opening(s) with both Main Doors in the CLOSE position - Use caution when entering into the Hydraulic Bay ( Main Wheel Well). - Ensure Green Hydraulic Sys power is OFF in Flight Deck SELECT HYD POWER TO OFF TO OPEN THE DOOR: Main Doors Travel Ranges clear - Use maintenance personnel for safety guard to watch door opening area. - Position screw driver blade length in Door Bellcrank Arm Mechanism - Access in the Air Conditioning Bay - Move screwdriver blade length to the Bellcrank “Door OPEN position and leave in “OPEN “ position (For Safety Purposes). - Ensure that door has opened in full down position and confirm by ground safety guard watching the Main Doors. - Install door actuator safety collar (As Required).


To “CLOSE” the main door(s) - Reverse the door “Open “Procedure”: Use ELEC/HYD Power for closing door(s). Remove door actuator safety collar (as required). Ensure Main Door “CLOSE” area is clear and ground safety guard is watching door travel range until door is in“Full Close” for safety purposes. Position AIrcraft Maintenance person in the Air Conditioning Bay to operate the Main Door Ground Open/Close Bellcrank prior to applying Green Hydraulic System power to “CLOSE” door. Apply ELEC/HYD power to operate the system(s) to “CLOSE” door(s). Electrical power “ON” (28 VDC and 115 VAC required) and turn Green Hydraulic System Electric Pumps 1 and 2 to the “ON” position in the Flight Deck. Position screwdriver blade length to the door close position and leave in “CLOSE” position (For Landing Gear System to operate in Normal Mode). Make AML entry for future repair. Confirm by ground crew person watching the Main Door(s) are closing and door(s) are “FULL CLOSE”. Exit Air Conditioning and Hydraulic Bay areas. Note: The shear rivet can be replaced when Parts and Time are available and aircraft ground time available. Caution: Always ensure that push button mechanism on ground opening handle is pushed-in and held while handle is moved to the “OPEN” or “CLOSE” position to prevent shearing the door bellcrank shear point rivet.

32-102 32102

ATA 32 A300/A310

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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ATA 32 A300/A310

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

- Position screw driver blade length in Door Bellcrank Arm Mechanism / access in the Air Conditioning Bay. - Move screw driver blade length to the ”Door Close Position" and leave in "CLOSE" position (for Landing Gear System to operate in Normal Mode) (Make AML entry for future repair). - Confirm by ground crew person watching the Main Door(s) are closing and the door(s) are "FULL CLOSE". Exit Air Conditioning and Hydraulic Bay Area.

CAUTION: ALWAYS ENSURE THAT PUSH BUTTON MECHANISM ON GROUND OPENING HANDLE IS PUSHED-IN AND HELD, WHILE HANDLE IS MOVED TO THE "OPEN" OR "CLOSE" POSITION TO PREVENT SHEARING THE DOOR BELLCRANK SHEAR POINT RIVET. Note: Ground Opening Handle and linkage to bellcrank 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 pressed-in with handle movement. When using the screwdriver 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.

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


32-104 32104

ATA 32 A300/A310

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.


32-105 32105

ATA 32 A300/A310



32-106 32106

ATA 32 A300/A310

MAIN GEAR ASSEMBLY COMPONENTS AND SAFETY DEVICES


32-107 32107

ATA 32 A300/A310

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.


32-108 32108

ATA 32 A300/A310

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


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ATA 32 A300/A310

A300 Main Gear System - Main Gear Assembly- Description and Components Main Components The main components of the main landing gear are as follows : - The three part shock strut/hinge arm/drag strut assembly. The uplock roller is mounted on the drag strut (the roller is not adjustable). - The hydraulic actuating cylinder installed on the hinge arm. - The cross brace assembly which takes up the lateral loads and features two cross braces. - The brace strut assembly comprised of the brace strut (structural) and the lock link assembly (gear downlocking) arranged in a single plane and constituting an extremely rigid side brace. The effects of the brace strut assembly on the aerodynamic loads during retraction are negligible. - The oleo-pneumatic shock absorber housed in the sliding rod. The operating principle of the shock absorber is described in paragraph 2. - 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 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. - The brace strut assembly comprised of the brace strut (structural) and the lock link assembly (gear downlocking) arranged in a single plane and constituting an extremely


rigid side brace. The effects of the brace strut assembly on the aerodynamic loads during retraction are negligible. - The oleo-pneumatic shock absorber is the same as the A310 shock absorber.sliding rod. -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 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. - The brace strut actuating cylinder which assists gear downlocking. The cylinder is connected to the brace strut lower stay and the sliding rod to the lower lock link - Two locking springs which assist gear downlocking during Free Fall extension (one spring only is sufficient to ensure gear downlocking) - Three proximity detectors (duplicated) which provide the following information : - Angular position of the bogie be (detectors Mounted on the bogie beam) - Shock absorber compression (detectors located adjacent to the torque link upper hinge) - Alignment of the lock link assembly (detectors located on the lock link center hinge)

32-110 32110

ATA 32 A300/A310



32-111 32111

ATA 32 A300/A310

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


32-112 32112

ATA 32 A300/A310



32-113 32113

ATA 32 A300/A310

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.


32-114 32114

ATA 32 A300/A310

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


32-115 32115

ATA 32 A300/A310

A310 Main Gear System-Main Gear Assembly - Component Description The main components of the main landing gear are as follows : The shock strut/drag strut assembly. The integral shock strut and hinge arm is equipped with the forward and aft hinge points and the drag strut. The uplock roller is located on the shock strut/drag strut/torque link attachment shaft (the roller is not adjustable) -The hydraulic actuating cylinder attached directly to the drag strut. -The cross brace assembly which takes up the lateral loads and features a single cross brace -The brace strut assembly comprised of the brace strut (structural) and the lock link assembly (gear downlocking) arranged in a single plane (perpendicular to the hinge axis) and constituting an extremely rigid side brace. The effects of the brace strut assembly on the aerodynamic loads during retraction are negligible. -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.


-The brace strut actuating cylinder which assists gear downlocking. The cylinder is connected to the brace strut upper stay and the sliding rod to the lower lock link -Two locking springs which assist gear downlocking during Free Fall extension (one spring only is sufficient to ensure gear downlocking) -Three proximity detectors (duplicated) which - angular position of the bogie beam (detectors mounted on the bogie beam) - shock absorber compression (detectors located adjacent to the torque link upper hinge) - alignment of the lock link assembly (detectors located on the lock link center hinge) -The gear downlock visual indicator controlled by a system of rods and bellcranks. -The electrical cables and hydraulic lines designed and routed taking into account the risk of tire burst

32-116 32116

ATA 32 A300/A310

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


32-117 32117

ATA 32 A300/A310

A300/A310 Main Gear System - Main Gear General Safety Precautions and Safety Devices WARNING: BEFORE PROCEEDING WITH MAINTENANCE WORK ON OR NEAR MECHANICAL FLIGHT CONTROLS OR PRIMARY FLIGHT CONTROL SURFACES, LANDING GEARS, ASSOCIATED DOORS OR ANY MOVING COMPONENT, MAKE CERTAIN THAT GROUND SAFETIES AND/OR WARNING NOTICES ARE IN CORRECT POSITION TO PREVENT INADVERTENT OPERATION OF CONTROLS. BEFORE POWER IS SUPPLIED TO THE AIRCRAFT MAKE CERTAIN THAT ELECTRICAL CIRCUITS UPON WHICH WORK IS IN PROGRESS ARE ISOLATED. BEFORE PRESSURIZING HYDRAULIC SYSTEMS, MAKE CERTAIN THAT HYDRAULIC SYSTEM UNDER MAINTENANCE HAS BEEN ISOLATED. Safety Precautions Necessary During Maintenance Work on Aircraft WARNING: WHEN WORKING ON AIRCRAFT, ESPECIALLY WITHIN GEAR AND DOOR TRAVEL RANGES, THE FOLLOWING PRECAUTIONS MUST BE OBSERVED.

Equipment and Materials ---------------------------------------------------------------------- ITEM DESIGNATION ---------------------------------------------------------------------98A32101510000 Safety Pin - MLG Door Locking D46237 Safety Collar - MLG Door Actuating Cylinder On Flight Deck Panel 4VU - Make certain that landing gear control lever is in DOWN position. Between First Officer's and AMC 1 seats - Make certain that Landing Gear Free Fall Extension Control Handle is in Normal Position. WARNING : BEFORE INSTALLING THE GROUND SAFETY PINS, MAKE CERTAIN THAT THE LANDING GEAR IS DOWN AND LOCKED. THIS IS ACHIEVED BY CHECKING THAT : - FLIGHT COMPARTMENT PANELS 400VU AND 76VU, LH - NOSE - RH GREEN ARROWS ARE ILLUMINATED. - DOWNLOCK VISUAL INDICATORS ARE VISIBLE ON WINGS (MAIN GEARS) AND ON TELESCOPIC DRAG STRUT (NOSE GEAR). Make certain that Nose and Main Gear Ground Safety Pins are installed on Main Gear Lock Link Assemblies


32-118 32118

ATA 32 A300/A310

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


32-119 32119

ATA 32 A300/A310

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


32-120 32120

ATA 32 A300/A310

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


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ATA 32 A300/A310

A300/A310 Main Gear System - Main Gear Sequence Valve Components Gear Sequence Valves General The gear sequence valves serve to control the supply of pressure to the gear lock release actuating cylinders and gear actuating cylinders depending on the position of the doors. There is one sequence valve per main gear main door. Two sequence valves per aircraft. The slide valve of each sequence valve is connected by a linkage to the corresponding door. The sequence valves are located near to the main doors : - On the center keel beam at the bottom of section 15 for the main gear The main gear sequence valves are symmetrical and noninterchangeable. Operation- Main Gear Sequence Valve The two main gear sequence valves are hydraulically connected. When the main door is closed the sequence valves connect the following to reservoir return : - The main gear actuating cylinder retraction chamber. - The main gear uplock actuating cylinder release chamber. When the two doors are open the sequence valves connect the nose gear actuating cylinder retraction chamber and nose gear telescopic strut downlock release chamber to the retraction supply system and the nose gear uplock actuating cylinder release chamber to the extension supply system.


In the door intermediate positions the sequence valves maintain the connections to reservoir return until both doors are sufficiently open for gear extension without fouling. A system in the sequence valves is provided to ensure that, during door closure at the end of gear extension, the flow of fluid from the main gear actuating cylinder retraction chamber to reservoir return, can occur without interruption. The system includes a check valve to ensure that this feature does not result in momentary internal leakage at the end of door opening during the gear retraction cycle. A rigging hole is provided for locking the mechanical input lever in the door open position. Main gear sequence valve The main gear sequence valves have the same features and functions with respect to each main gear and its door as those of the nose gear sequence valves described above. The main gear sequence valves are not, hydraulically connected in series, each sequence valve independently controlling the corresponding main gear.

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

Jamming could occur with slide valve in either of two positions : - Door closed position - Door open position. 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 DOOR JAMMED IN “OPEN” POSITION


1 DOOR JAMMED IN “CLOSED” POSITION

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A300/A310 Main Gear System - Main Door System Components Main Gear Door Actuating Cylinder General The Main gear door actuating cylinder is of the doubleacting type equipped with two damping systems providing constant slow-down during rod extension (door opening) and end of travel slow-down during rod retraction (door closing). 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 so as to maintain the pressure in the opening chamber at the limit of cavitation and thus limit shocks in the actuating cylinder at the end of the opening cycle. - In the door open position, the rod bears on an internal stop. - 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).


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

Conversion: One millimeter (MM) = 0.0394 Inches One Kilogram = 2.2046 U.S. Pounds (Lbs)

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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 upon door closure and remains locked until the Uplock Release order is received.

Identification of hydraulic ports

A- Normal release B- Normal resetting 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 position at the end of the landing gear retraction cycle and remains locked until the uplock release order is received. OPERATION Uplock release can be achieved by two independent systems : Hydraulically with Green system pressure delivered by the gear sequence valves controlled by the doors (normal mode) Mechanically by means of the release lever provided (free fall mode). The door sequence valve is incorporated in the uplock assembly together with the mechanism controlling displacement of the slide valve : Upon gear uplock under the action of the locking lever actuated by the springs and the locking dash-pot. Upon gear downlock, gear movement being transmitted to the mechanism by a lever. This movement of the door sequence valve slide valve causes door closure upon completion of the gear retraction or extension cycle. At the following cycle, inversion of the hydraulic pressure causes the doors to open : gear uplock or downlock release causes the door sequence valve slide valve to adopt a position such that the doors are held open by the pressure and by locking of the pressure in the door actuating cylinder opening side chamber.


The Free Fall mechanism uplock release control first causes the uplock valve slide valve so that uplock release remains possible even if the slide valve is seized. Initial movement of the control does not, therefore, result in gear uplock release thus enabling door uplock release to be achieved before that of the gear. 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. 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. - For each main gear, the spring rod is directly connected to the uplock mechanism A mechanism prevents manual locking of the hook with the gear downlocked.

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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 following functions. • Assists gear downlocking at the end of the extension cycle by pushing the Lock Link Assembly to the over-center position. Enables gear retraction by bringing the Lock Link Assembly back from the over-center position at the beginning of the Gear Retraction Cycle.

During Landing Gear Retraction, the Actuating Cylinder Green System hydraulic supply is restricted to prevent abrupt rod displacement. At the end of the Landing Gear Extension Cycle, pressure is maintained in the Brace Strut Actuating Cylinder (Landing Gear Control Lever in the DOWN position in the Flight Compartment).

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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A300 Main Gear System - Main Gear Brace Strut Actuating Cylinder GENERAL The Brace Strut Actuating Cylinder performs the following functions. • Assists gear downlocking at the end of the extension cycle by pushing the Lock Link Assembly to the over-center position. Enables gear retraction by bringing the Lock Link Assembly back from the over-center position at the beginning of the Gear Retraction Cycle.

During Landing Gear Retraction, the Actuating Cylinder Green System hydraulic supply is restricted to prevent abrupt rod displacement. At the end of the Landing Gear Extension Cycle, pressure is maintained in the Brace Strut Actuating Cylinder (Landing Gear Control Lever in the DOWN position in the Flight Compartment).

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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A310 Main Gear System - Main Gear Brace Strut Actuating Cylinder

A310 LH LH MAIN MAIN A310 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 double-acting type equipped with two damping systems providing constant slow-down during rod extension (Door Opening) and end of travel slow-down during rod retraction (Door Closing).

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).

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 The actuating cylinders are of the double-acting type each equipped with a variable restrictor, a dampingsystem which slows down travel at the end of rod retraction (gear retraction). The variable restrictor is external to the actuating cylinder. (2)Description

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

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.


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A300 Main Gear System - Main Gear Variable Restrictor Component Installation

FORWARD A300 LH MAIN GEAR SHOWN


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A300 Main Gear System - Main Gear Actuator and Variable Restrictor

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

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

(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.


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A300 Main Gear System - Main Gear Actuator Component Location

A300 LH MAIN GEAR SHOWN


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Diam eteroftherestrictionorifce 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 Cylinder (Opening Chamber) to restrict the fluid entering the Actuating Cylinder and prevent the shock due to the hydraulic pressure at the end of Main Gear Main Door opening cycle.

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

A Restrictor Valve is installed in the supply line to the Main Gear Uplock Release Actuating Cylinder and 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.


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A300 Main Gear System - Main Gear Restrictor Valves Component Location


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ATA 32 A300/A310

MAIN GEAR BOGIE BEAM ASSEMBLY AND COMPONENTS


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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 fourwheel 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.


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


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A300/A310 Main Gear System - Main Gear Bogie Beam Assembly GENERAL Two Towing Lugs are located on the top forward and aft ends of the Bogie Beam. The towing lugs are used for soft terrain or to assist normal towing operations during abnormal towing conditions. Forward and Aft Jack Pads are located at the forward and aft lower (bottom) ends of the Bogie Beam. Jacking of the Bogie Beam is a Required Inspection Item (RII) and AML entry.


Two Proximity Detectors are mounted on a support rod bolt from the bottom mid area of the Bogie Beam. The Detectors (Warning System 1 and 2) provide angular position of the Bogie Beam during Landing Gear Retraction and Extension Cycles. If angular position s not correct, Landing Gear will not retract into the Main Gear Wheel Well(s)

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


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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 threshold. OPERATION The A310-200 aircraft Main Gear Bogie Beam Assembly neutral position (10 Degrees Pitch Down) in the Main Gear DOWN and LOCKED flight configuration is obtained by the Pitch Damper which utilizes a statically balanced position under the action of hydraulic pressure in the Nitrogen Chamber of the Bogie Beam Pitch Damper Assembly. When the Main Gear Shock Absorber sliding rod moves from the statically balanced position (Extension or Compression), the hydraulic fluid is forced through the metering holes of the Pitch Damper internal operating mechanism. TThe Pitch Damper is equipped with a gaseous nitrogen Charging vValve (Commonly called a Schraeder Valve) and a Hydraulic Fluid iFilling valve.


A Pressure Drop Indicator which protrudes and remains visible (Red Color), if pressure drops below 508 (35 BARS) or 870 PSI (60 BARS) depending upon the series of Pitch Damper Assembly installed on the FedEx Airbus Fleet aircraft, refer to the Aircraft Maintenance Manual (AMM). The Pitch Damper Assembly does not incorporate a Visual Fluid Level Indicator sliding rod with a red warning indication area as installed on the A300-600 and Some A310-200 aircraft. The FedEx Engineering Order (E.O.) requires modification of some A310-200 Bogie Beam front mounting lugs, that is, reworking of the lug areas and installation of A300-600 hardware to mount the A300-600 type Pitch Damper Assembly with the Visual Fluid Quantity Indicator Rod. Nitrogen charging pressure is approximately 1450 PSI (100 BARS) with aircraft on jacks.

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

A

A


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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 threshold. OPERATION The A310-200 aircraft Main Gear Bogie Beam Assembly neutral position (10 Degrees Pitch Down) in the Main Gear DOWN and LOCKED flight configuration is obtained by the Pitch Damper which utilizes a statically balanced position under the action of hydraulic pressure in the Nitrogen Chamber of the Bogie Beam Pitch Damper Assembly. When the Main Gear Shock Absorber sliding rod moves from the statically balanced position (Extension or Compression), the hydraulic fluid is forced through the metering holes of the Pitch Damper internal operating mechanism. TThe Pitch Damper is equipped with a gaseous nitrogen Charging vValve (Commonly called a Schraeder Valve) and a Hydraulic Fluid iFilling valve.


A Pressure Drop Indicator which protrudes and remains visible (Red Color), if pressure drops below 508 (35 BARS) or 870 PSI (60 BARS) depending upon the series of Pitch Damper Assembly installed on the FedEx Airbus Fleet aircraft, refer to the Aircraft Maintenance Manual (AMM). The Pitch Damper Assembly does not incorporate a Visual Fluid Level Indicator sliding rod with a red warning indication area as installed on the A300-600 and Some A310-200 aircraft. The FedEx Engineering Order (E.O.) requires modification of some A310-200 Bogie Beam front mounting lugs, that is, reworking of the lug areas and installation of A300-600 hardware to mount the A300-600 type Pitch Damper Assembly with the Visual Fluid Quantity Indicator Rod. Nitrogen charging pressure is approximately 1450 PSI (100 BARS) with aircraft on jacks.

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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


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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 with a separator between the hydraulic fluid and gaseous nitrogen required because of its horizontal position.

The Pitch Damper is equipped with a gaseous nitrogen charging valve (Commonly called a Schraeder Valve) and a hydraulic fluid filling valve.

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

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

OPERATION The Main Gear Bogie Beam Assembly neutral position in the Main Gear DOWN and LOCKED flight configuration is obtained by the Pitch Damper which utilizes a statically balanced position under the action of hydraulic pressure in the Nitrogen Chamber. When the sliding rod moves from the statically balanced position (Extension or Compression), the hydraulic fluid is forced through the metering holes of the Pitch Damper internal operating mechanism.


The Pitch Damper Visual Fluid Level Indicator sliding rod with a red warning indication area is provided for low fluid supply in the Pitch Damper Assembly. Nitrogen charging pressure is approximately 1450 PSI (100 BARS) with aircraft on jacks.

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


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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 with a separator between the hydraulic fluid and gaseous nitrogen required because of its horizontal position.

The Pitch Damper is equipped with a gaseous nitrogen charging valve (Commonly called a Schraeder Valve) and a hydraulic fluid filling valve.

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

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

OPERATION The Main Gear Bogie Beam Assembly neutral position in the Main Gear DOWN and LOCKED flight configuration is obtained by the Pitch Damper which utilizes a statically balanced position under the action of hydraulic pressure in the Nitrogen Chamber. When the sliding rod moves from the statically balanced position (Extension or Compression), the hydraulic fluid is forced through the metering holes of the Pitch Damper internal operating mechanism.


The Pitch Damper Visual Fluid Level Indicator sliding rod with a red warning indication area is provided for low fluid supply in the Pitch Damper Assembly. Nitrogen charging pressure is approximately 1450 PSI (100 BARS) with aircraft on jacks.

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


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A300-600 MAIN GEAR WHEEL AND TIRE ASSEMBLIES (MESSIER)


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A300 Main Gear System - Main Gear Wheel (Messier) Component Description MAIN GEAR WHEELS (MESSIER – MANFACTURER)

•

The manufacturer of the brakes supplies the main gear 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 nuts.

Each Wheel / Brake Assembly is installed on the axle with a 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 KGS) • Fusible Plug Melting Point: 183°C (361°F) on the Wheel Flange and 300°C (572°F) on the Rim area.

The wheels are equipped with: • Taper roller bearings protected by seals • Brake rotor disc drive keys • Two sets of three fusible plugs designed to deflate the tire in the event of excessive brake overheat and thus 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.


Three-layer heat shields, between drive keys protecting wheel and tire against the heat generated by the heat pack.

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


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A300 Main Gear System - Main Gear Wheel (Messier) Tire Check 6. TIRE AND BRAKE WEAR/CONDITION CHECK A. TIRES CHECK NOTE: REFER TO AMM 32-41-00-6 FOR DETAILED TIRE DAMAGE AND WEAR INFO. 1) INSPECT TIRES FOR DAMAGE OR DETERIORATION 2) INSPECT TIRES FOR WEAR a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE REPLACEMENT. NOTE: TREAD REINFORCING PLY IS FIRST CORD UNDER TREAD GROOVE. TIRES EXPOSING REINFORCING PLY MAY BE TRANSFERRED TO “OIL” (EAML ENTRY) IF REPLACEMENT WILL CAUSE A DELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE. TIRE MUST BE SCHEDULED FOR REPLACEMENT AT NEXT MAINTENANCE STATION WHERE ABOVE LIMITS CAN BE MET. b) TIRES EXPOSING THE CARCASS BODY PLY MUST BE REPLACED. NOTE: THE FIRST CARCASS BODY PLY IS THE FIRST CORD UNDER THE TWO TREAD REINFORCING CORDS AND THE THIRD CORD UNDER THE TREAD GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSE SCRAPPING BY RETREADER.

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 INSUFFICIENT 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. 1) MEASURE TIRE PRESSURES AND COMPARE ADJACENT TIRES ON THE SAME AXLE. 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 WITH A PRESSURE OF 148 PSI OR ABOVE WITHIN 15 PSI OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE SERVICE. 3) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHER THAN COLD TIRE PRESSURES. 4) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLY WITH CRITERIA AND PROCEDURES IN THE FOLLOWING TABLE.

HOT TIRE PRESSURES FOR ALL A300-600 AIRCRAFT MLG TIRE NLG TIRE CORRECTIVE ACTION

7. TIRE PRESSURES CHECK

49 X 17-20 32PR

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

179 PSI & ABOVE 134 PSI & ABOVE 161 TO 178 PSI 120 TO 133 PSI 160 PSI & BELOW 119 PSI & BELOW


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40 X 14-16 24PR *1 REPLACE TIRE *3

ATA 32 A300/A310



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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 TIRE DAMAGE AND WEAR INFO: 1) INSPECT TIRES FOR DAMAGE OR DETERIORATION 2) INSPECT TIRES FOR WEAR a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE REPLACEMENT. NOTE: TREAD REINFORCING PLY IS FIRST CORD UNDER TREAD GROOVE.

THE TREAD GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSE SCRAPPING BY RETREADER. 7. TIRE PRESSURES CHECK NOTE: CHECK TIRE PRESSURE WITH CALIBRATED, HANDHELD GAUGE. SEE TABLE BELOW FOR TIRE PRESSURE LIMITS AND AIRCRAFT EFFECTIVITY. (REF: AMM 12-14-32)

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

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

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


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

COLD

TIRE

PRESSURE

CHECKS

WILL BE ACCOMPLISHED AFTER AN AIRCRAFT 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 LEAST 2 HOURS. THE CRITERIA AND PROCEDURE PRESENTED IN THE FOLLOWING TABLE MUST BE USED WHEN CHECKING TIRES AT AMBIENT TEMPERATURES: NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F CAN EXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WAS ACCOMPLISHED AT HIGHER AMBIENT TEMPERATURES. TIRES CHECKED UNDER THESE CONDITIONS WILL NOT BE CONSIDERED TO BE LEAKING IF PRESSURE OF TIRE AND ADJACENT TIRE ON SAME AXLE ARE WITHIN 20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURES SHALL BE INCREASED TO OPERATIONAL PRESSURE RANGE.

COLD TIRE PRESSURES. ALL A300-600 AIRCRAFT: MLG TIRE NLG TIRE CORRECTIVE ACTION 49 X 17-20 32PR

40 X 14-16 24PR

194 +0/-5 PSI 178 TO 188 PSI 167 TO 177 PSI 156 TO 166 PSI 155 PSI & BELOW

143 +0/-5 PSI 131 TO 137 PSI 123 TO 130 PSI 115 TO 122 PSI 114 PSI & BELOW

*1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE, REINFLATE TO OPERATIONAL PRESSURE AND ESTABLISH AN OPEN ITEM (EAML ENTRY) STATING Z TIME, Z DATE AND PRESSURE TO WHICH TIRE WAS INFLATED REQUESTING A RECHECK WITHIN 24 HOURS. NOTIFY MOCC & DOWN LINE STATION TO ENSURE FOLLOWING IS ACCOMPLISHED: IF ON RECHECK TIRE PRESSURE IS LOWER THAN THE PREVIOUSLY RECORDED TIRE PRESSURE BY 5% OR MORE, TIRE MUST BE REPLACED. IF TIRE PRESSURE HAS DROPPED LESS THAN 5%, OPEN ITEM MAY BE CLEARED. *2 REPLACE TIRE. TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F THAT PRODUCE PRESSURES WITHIN THIS RANGE SHOULD NOT BE REPLACED IF THE PRESSURE OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE ARE WITHIN 20 PSI OF EACH OTHER FOR MLG OR 15 PSI FOR NLG TIRES. IF THE TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURES SHOULD BE INCREASED 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.

OPERATIONAL REINFLATE *1 *2 *3

.


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A310-200 SERIES MAIN GEAR WHEEL AND TIRE ASSEMBLIES (MESSIER)


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Some A310 Main Gear System - Main Gear Wheel (Messier) - Component Description and Tire Check GENERAL The wheels are comprised of two-forged light alloy half-wheels bolted together with high-tensile steel bolts and self-locking nuts. An o-ring achieves sealing between the two half-wheels. The wheels are equipped with taper roller bearings protected by seals. 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.

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.

Nine-brake rotor disc drive keys. One set is located on the flange and one set is located on the rim at the end of rotor drive key. Three-layer heat shields, between drive keys protecting wheel and tire against the heat generated by heat pack. One each wheel/brake assembly is installed on the axle with a spacer provided by the manufacturer. CHARACTERISTICS Approximate weight: 65 kg (143.3 lbs.)/ Fusible plug melting point: 183°C (361°F)/ Standard inflating valve with possibility of replacement by a valve incorporating a pressure indicator (PSI type).

1) MEASURE PRESSURE AND COMPARE ADJACENT TIRE PRESSURE. 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 SAME AXLE DO NOT REQUIRE SERVICE. b) N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE N451FE-N454FE, MLG TIRES WITH A PRESSURE OF 199 PSI OR ABOVE 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 OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE SERVICE. 2) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHER THAN COLD TIRE PRESSURES. 3) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLY WITH CRITERIA AND PROCEDURES IN THE FOLLOWING TABLE. HOT TIRE PRESSURES MLG TIRE NLG TIRE CORRECTIVE 46 X 16-20 30PR 40 X 14-16 24PR ACTION N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE 163 PSI & ABOVE 135 PSI & ABOVE *1 151 TO 162 PSI 122 TO 134 PSI REPLACE TIRE 150 PSI & BELOW 121 PSI & BELOW *3 N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE N451FE-N454FE. 179 PSI & ABOVE 149 PSI & ABOVE *1 161 TO 178 PSI 133 TO 148 PSI REPLACE TIRE 160 PSI & BELOW 132 PSI & BELOW *3

6. TIRE AND BRAKE WEAR/CONDITION CHECK A. TIRES CHECK NOTE: REFER TO AMM 32-41-00 FOR DETAILED TIRE DAMAGE AND WEAR INFO. 1) INSPECT TIRES FOR DAMAGE OR DETERIORATION. 2) INSPECT TIRES FOR WEAR. a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE REPLACEMENT. NOTE: THE TREAD REINFORCING PLY IS THE FIRST CORD UNDER THE TREAD GROOVE. TIRES EXPOSING THE REINFORCING PLY MAY BE TRANSFERRED TO THE OIL (EAML ENTRY) IF REPLACEMENT WILL CAUSE A DELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE. 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 TWO TREAD REINFORCING CORDS AND THE THIRD CORD UNDER THE TREAD GROOVES. WEAR INTO THE CARCASS PLIES WILL CAUSE SCRAPPING BY THE RETREADER.


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


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ATA 32 A300/A310

Some A310 Main Gear System - Main Gear Wheel (Messier) - Component Tire Check B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER AN AIRCRAFT 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 LEAST 2 HOURS. THE CRITERIA AND PROCEDURE PRESENTED IN THE FOLLOWING TABLE MUST BE USED WHEN CHECKING TIRES AT AMBIENT TEMPERATURES: NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F CAN EXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WAS ACCOMPLISHED AT HIGHER AMBIENT TEMPERATURES. TIRES CHECKED UNDER THESE CONDITIONS WILL NOT BE CONSIDERED TO BE LEAKING IF THE PRESSURE OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE ARE 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 INCREASED TO THE OPERATIONAL PRESSURE RANGE. COLD TIRE PRESSURES MLG TIRE NLG TIRE CORRECTIVE 46 X 16-20 30PR 40 X 14-16 24PR ACTION N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446N450FE 178 TO 173 PSI 145 TO 140 PSI OPERATIONAL 172 TO 164 PSI 139 TO 133 PSI REINFLATE 163 TO 155 PSI 132 TO 126 PSI *1 154 TO 146 PSI 125 TO 117 PSI *2 145 PSI & BELOW 116 PSI & BELOW *3


N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE N451FE-N454FE. 194 TO 189 PSI 159 TO 154 PSI OPERATIONAL 188 TO 178 PSI 153 TO 146 PSI REINFLATE 177 TO 167 PSI 145 TO 138 PSI *1 166 TO 156 PSI 137 TO 128 PSI *2 155 PSI & BELOW 127 PSI & BELOW *3 ....................... *1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE, REINFLATE TO OPERATIONAL PRESSURE AND ESTABLISH AN OPEN ITEM (EAML ENTRY) STATING THE Z TIME, Z DATE AND PRESSURE TO WHICH THE TIRE WAS INFLATED REQUESTING A RECHECK WITHIN 24 HOURS. NOTIFY MOCC AND THE DOWN LINE STATION TO MAKE SURE THE FOLLOWING IS ACCOMPLISHED: IF ON RECHECK THE TIRE PRESSURE IS LOWER THAN THE PREVIOUSLY RECORDED TIRE PRESSURE BY 5% OR MORE, THE TIRE MUST BE REPLACED. IF THE TIRE PRESSURE HAS DROPPED LESS THAN 5%, THE OPEN ITEM MAY BE CLEARED. *2 REPLACE TIRE. TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F THAT PRODUCE PRESSURES WITHIN THIS RANGE SHOULD NOT BE REPLACED IF THE PRESSURE OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE ARE WITHIN 20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF THE TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURE SHOULD BE INCREASED 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.

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


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


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A310-200 MAIN GEAR WHEEL AND TIRE ASSEMBLIES (BENDIX)


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ATA 32 A300/A310

Some A310 Main Gear System - Main Gear Wheel (Bendix) - Component Description and Tire Check 1) MEASURE PRESSURE AND COMPARE ADJACENT TIRE PRESSURE. 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 SAME AXLE DO NOT REQUIRE SERVICE. b) N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE N451FE-N454FE, MLG TIRES WITH A PRESSURE OF 199 PSI OR ABOVE 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 OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE SERVICE. 2) DO NOT DEFLATE TIRES SINCE HOT TIRE PRESSURES WILL BE HIGHER THAN COLD TIRE PRESSURES. 3) IF TIRE PRESSURES DO NOT MEET CRITERIA STATED ABOVE, COMPLY WITH CRITERIA AND PROCEDURES IN THE FOLLOWING TABLE.

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

TIRE AND BRAKE WEAR/CONDITION CHECK A. TIRES CHECK NOTE: REFER TO AMM 32-41-00 FOR DETAILED TIRE DAMAGE AND WEAR INFO. 1) INSPECT TIRES FOR DAMAGE OR DETERIORATION. 2) INSPECT TIRES FOR WEAR. a) TIRES EXPOSING THE TREAD REINFORCING PLY REQUIRE REPLACEMENT. NOTE: THE TREAD REINFORCING PLY IS THE FIRST CORD UNDER THE TREAD GROOVE. TIRES EXPOSING THE REINFORCING PLY MAY BE TRANSFERRED TO THE OIL (EAML ENTRY) IF REPLACEMENT WILL CAUSE A DELAY OR IF TOOLING OR MANPOWER IS NOT AVAILABLE. 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 TWO TREAD REINFORCING CORDS AND THE THIRD CORD UNDER THE 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.


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


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ATA 32 A300/A310

Some A310 Main Gear System - Main Gear Wheel (Bendix) - Component Description and Tire Check HOT TIRE PRESSURES MLG TIRE NLG TIRE CORRECTIVE 46 X 16-20 30PR 40 X 14-16 24PR ACTION N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE 163 PSI & ABOVE 135 PSI & ABOVE *1 151 TO 162 PSI 122 TO 134 PSI REPLACE TIRE 150 PSI & BELOW 121 PSI & BELOW *3 N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE N451FE-N454FE. 179 PSI & ABOVE 149 PSI & ABOVE *1 161 TO 178 PSI 133 TO 148 PSI REPLACE TIRE 160 PSI & BELOW 132 PSI & BELOW *3 ----------------------B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER AN AIRCRAFT 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 LEAST 2 HOURS. THE CRITERIA AND PROCEDURE PRESENTED IN THE FOLLOWING TABLE MUST BE USED WHEN CHECKING TIRES AT AMBIENT TEMPERATURES: NOTE: TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F CAN EXHIBIT LOW PRESSURES IF PREVIOUS SERVICING WAS ACCOMPLISHED AT HIGHER AMBIENT TEMPERATURES. TIRES CHECKED UNDER THESE CONDITIONS WILL NOT BE CONSIDERED TO BE LEAKING IF THE PRESSURE OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE ARE 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 INCREASED TO THE OPERATIONAL PRESSURE RANGE. COLD TIRE PRESSURES MLG TIRE NLG TIRE CORRECTIVE 46 X 16-20 30PR 40 X 14-16 24PR ACTION N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446-N450FE 178 TO 173 PSI 145 TO 140 PSI OPERATIONAL 172 TO 164 PSI 139 TO 133 PSI REINFLATE 163 TO 155 PSI 132 TO 126 PSI *1 154 TO 146 PSI 125 TO 117 PSI *2 145 PSI & BELOW 116 PSI & BELOW *3


N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE N451FE-N454FE. 194 TO 189 PSI 159 TO 154 PSI OPERATIONAL 188 TO 178 PSI 153 TO 146 PSI REINFLATE 177 TO 167 PSI 145 TO 138 PSI *1 166 TO 156 PSI 137 TO 128 PSI *2 155 PSI & BELOW 127 PSI & BELOW *3 ....................... *1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE, REINFLATE TO OPERATIONAL PRESSURE AND ESTABLISH AN OPEN ITEM (EAML ENTRY) STATING THE Z TIME, Z DATE AND PRESSURE TO WHICH THE TIRE WAS INFLATED REQUESTING A RECHECK WITHIN 24 HOURS. NOTIFY MOCC AND THE DOWN LINE STATION TO MAKE SURE THE FOLLOWING IS ACCOMPLISHED: IF ON RECHECK THE TIRE PRESSURE IS LOWER THAN THE PREVIOUSLY RECORDED TIRE PRESSURE BY 5% OR MORE, THE TIRE MUST BE REPLACED. IF THE TIRE PRESSURE HAS DROPPED LESS THAN 5%, THE OPEN ITEM MAY BE CLEARED. *2 REPLACE TIRE. TIRES CHECKED AT AMBIENT TEMPERATURES BELOW 40 DEGREES F THAT PRODUCE PRESSURES WITHIN THIS RANGE SHOULD NOT BE REPLACED IF THE PRESSURE OF THE TIRE AND THE ADJACENT TIRE ON THE SAME AXLE ARE WITHIN 20 PSI OF EACH OTHER FOR MLG AND 15 PSI FOR NLG TIRES. IF THE TIRES ARE WITHIN THESE LIMITS, TIRE PRESSURE SHOULD BE INCREASED 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.

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


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A300/A310 Main Gear Tire - Tire Damage General Criteria TIRE DAMAGE CRITERIA

Tread Chunking

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

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

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

Tread Rubber Reversion 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 portion of tread.

1. 2.

4. 5.

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

TIRE DAMAGE CRITERIA Cut runs from one groove to another but is not deeper than grove bottom. Cut is deeper than groove bottom: a. In grove edge

b.

3.

Flat Spot

In the rib

Center groove or 2 center grooves worn through. Splits in groove deeper than 4 mm. Chunking extends over a rob or down to reinforcing plies.


ACTION Remove tire if cut is deeper than 5 mm.

Remove tire if length of cut is greater than 20 mm or deeper than 12 mm below groove bottom. Remove tire if length of cut is greater than 60 mm or deeper than 12 mm below groove bottom. Remove tire. Remove tire. Remove tire.

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A300/A310 Main Gear Tires - Tire Damage Criteria Types

LENGTH LIM ITATION

FWD


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ATA 32 - END COURSE CODE M540000


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Airbus 32 A300 A310 Landing Gear

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