ATA 32.pdf

Airbus
Airbus
A300-600/A310-200
A300-600/A310-200
Airframe Systems
Airframe Systems
2
2

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Book 2 - Table of Contents
•
•ATA 32
ATA 32 Landing Gear
Landing Gear
•
•ATA 52
ATA 52 Doors
Doors
•
•ATA 36
ATA 36 Pneumatics
Pneumatics
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•ATA 21
ATA 21 Air Conditioning
Air Conditioning
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•ATA 30
ATA 30 Ice and Rain
Ice and Rain
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•ATA 28
ATA 28 Fuel
Fuel
•
•ATA 26
ATA 26 Fire Protection
Fire Protection
Table of Contents
Table of Contents

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Landing Gear
Landing Gear

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LANDING GEAR
LANDING GEAR
SYSTEM - GENERAL
SYSTEM - GENERAL

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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.
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.
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
Landing Gear - General

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A300/A310 Landing Gear - General Arrangement

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A300/A310 Landing Gear System - System Symbology

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A300/A310 Landing Gear System - System Symbology

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General Characteristics
Track :
Main Gear 9.6M (31 FT 5.95 IN)
Main Gear Wheels 0.927M (36.5 IN)
Nose Gear Wheels 0.625M (24.6 IN)
Wheel Base 18.603M (61 FT 0.4
IN)
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)
Angular displaceMent during extension/retraction
Main Gear Strut : 80.3° Main gear Doors : 90°
Nose Gear Strut : 110° Nose Gear Doors : 88°
Tire DiMensions (Tubeless) :
Main Gear 47 x 18-R20
Nose gear 40 x 14-R16
Tail Gear contact attitude: 12°, Main Gear Shock
Absorbers Extended
Aircraft weight :
Aircraft Maximum
Taxi weight : 171.4 t (377,766 Lbs)
Takeoff weight : 170.5 t (375,782 Lbs)
Landing weight : 140 t (308,560 Lbs)
Landing gear weight :
Nose gear (complete) : 690 Kg (1521 Lbs)
Main gear (complete) : 6467 Kg (14253 Lbs)
Brake Energy in Megajoules per wheel :
Normal : 34
Overload :
Limit : 77
Maximum Brake Pressure : 206 Bars (3000 PSI)
Landing Gear Operating Envelope :
VLE (Maximum Landing Gear Extended Speed): 270
Knots
VLO (Maximum Landing Gear Operating Speed)
Retraction : 240 Knots
A300 Landing Gear System - General Characteristics

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A300 Landing Gear System - General Dimensions on Aircraft

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General 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°
Tire dimensions (tubeless) :
Main gear 46 x 16-20 (49 x 17-20 and 19-20 / as options)
Nose gear 40 x 14-16
Tail gear contact attitude : 12°, Main gear shock absorbers extended
Aircraft Weight: A310 aircraft varies per Tail Number
Aircraft maximum
Taxi weight : 125,900 kg (277,500 lbs) to
142,900 kg (315,000 lbs)
Takeoff weight : 125,000 kg (275,600 lbs) to
142,000 kg (313,100 lbs)
Landing weight : 118,500 kg (261,200 lbs) to
121,500 kg (267,900 lbs)
Landing gear weight :
Nose Gear (complete) : 690 kg (1521 lbs)
Main Gear (complete) : 2710 kg each (5974 lbs)
Bogie Beam Assy : 1510 kg each (3329 lbs)
Brake energy in megajoules per wheel :
Normal : 26
Overload : 33
Limit : 62
Maximum brake pressure : 175 bars (2538 PSI)
Landing gear operating envelope :
VLO (Maximum Landing Gear Operating Speed) : 270
Knots
VLE (Maximum Landing Gear Extended Speed) : 240
Knots
A310 Landing Gear System - General Characteristics

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A310 Landing Gear System - General Dimensions on Aircraft

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LANDING GEAR
LANDING GEAR
CONTROLS AND
CONTROLS AND
INDICATIONS
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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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.
MECHANICAL INDICATOR PINS
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.
A300/A310 Landing Gear System - Visual Downlock Indication - Main Gear

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LANDING GEAR HANDCRANK
A stop is provided after approximately 20 turns to extend the 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.
LANDING GEAR HANDCRANK FITTING
A300/A310 Landing Gear System - Emergency Extension (Gravity Method) - Location and Hand
Crank Assembly

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LANDING GEAR
LANDING GEAR
HYDRAULIC AND
HYDRAULIC AND
ELECTRICAL POWER
ELECTRICAL POWER
SOURCES
SOURCES

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P
NORMAL BRAKE
LANDING GEAR
NW STEERING
ALTN BRAKE
PARK BRAKE
YELLOW
RESERVIOR
GREEN
RESERVIOR
BLUE
RESERVIOR
A300/A310 Landing Gear System - Hydraulic Power Supply

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NOSE WHEEL STEERING
LDG GEAR EXTENTION/RETRACTION
NORMAL
BRAKING
ALTERNATE
BRAKING + PARKING BRAKE
AUTOMATIC
SELECTOR
M
P
GREEN
HP MANIFOLD
YELLOW
HP
MANIFOLD
M
A300/A310 Landing Gear System - Hydraulic Power Users

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A300 Landing Gear System - Landing Gear Electrical Power Supply

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A310 Landing Gear System - Landing Gear Electrical Power Supply

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NOSE GEAR ASSEMBLY
NOSE GEAR ASSEMBLY
COMPONENTS AND
COMPONENTS AND
SAFETY DEVICES
SAFETY DEVICES

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GENERAL
The nose gear is hinged on the structure between frames 16A and 17.
The nose gear includes a hydraulic actuating cylinder, a telescopic drag strut, direct acting shock absorber and a system for steering the 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).
A300/A310 Nose Landing Gear System - General Description

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A300/A310 Nose Landing Gear System - General Features

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A locking mechanism using a safety pin secures the 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.
A300/A310 Nose Gear Assembly - Safety Pin - Downlock Position

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NWS = NOSE WHEEL STEERING
To NWS Unit
NWS Deactivated
Green Hyd System Pressure
(LG EXT PRESSURE)
Return Hydraulic fluid to Green
Hyd System return manifold
NWS SOLENOID SELECTOR
VALVE / FIN 3GC
Drain Line
A300/A310 Nose Gear System - Downlocking Safety Pin and Nose Gear Steering Deactivation
(Towing)
NOSE GEAR PANEL 3WC

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GENERAL - SERVICING - LANDING GEAR (NOSE GEAR)
WARNING : BEFORE PROCEEDING WITH MAINTENANCE WORK ON OR 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
On Panel 4VU
Make certain that landing gear control lever is in DOWN position.
Between First Officer's and Flight Engineer's seats
Make certain that landing gear Free Fall extension control handle
is in Normal position.
WARNING : BEFORE INSTALLING THE GROUND SAFETY PINS, MAKE 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.
A300/A310 Nose Gear System - General Safety Precautions and Safety Devices

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NOTE: GROUND
MAINTENANCE
SAFETY PIN -
INSTALLED AND
SHOWN IN
GRAPHIC
A300/A310 Nose Gear System - Location of Safety Equipment

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

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-37
37
A300/A310 Nose Gear System - Nose Gear Wheel - Component and Features

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-38
38
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 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
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.
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.
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.
1) MEASURE TIRE PRESSURES AND COMPARE ADJACENT TIRES ON THE SAME
AXLE.
a) N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446FE-
N450FE NLG TIRES WITH A PRESSURE OF 150 PSI OR ABOVE WITHIN 15
PSI OF THE ADJACENT TIRE ON THE SAME AXLE DO NOT REQUIRE
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.
2) 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.
HOT TIRE PRESSURES
NLG TIRE CORRECTIVE ACTION
40 X 14-16 24PR
N401FE-N405FE, N407FE-N408FE, N424FE-N426FE, N428FE, N446FE-N450FE
135 PSI & ABOVE *1
122 TO 134 PSI REPLACE TIRE
121 PSI & BELOW *3
N409FE-N423FE, N427FE, N429FE-N430FE, N442FE-N443FE, N445FE
149 PSI & ABOVE *1
133 TO 148 PSI REPLACE TIRE
132 PSI & BELOW *3
------------------------------------------------------------------------------------------------------------------
B. COLD TIRE PRESSURE CHECKS WILL BE ACCOMPLISHED AFTER AN 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.

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-39
39

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-40
40
A300/A310 Nose Gear System - Nose Gear Wheel Assembly -
Component and Tire Condition Check
COLD TIRE PRESSURES A310-200
AIRCRAFT
NLG TIRE CORRECTIVE ACTION
40 X 14-16 24PR
N401FE-N405FE, N407FE-N408FE, N424FE-
N426FE, N428FE, N446FE-N450FE
145 TO 140 PSI OPERATIONAL
139 TO 133 PSI REINFLATE
132 TO 126 PSI *1
125 TO 117 PSI *2
116 PSI & BELOW *3
N409FE-N423FE, N427FE, N429FE-N430FE,
N442FE-N443FE, N445FE
159 TO 154 PSI OPERATIONAL
153 TO 146 PSI REINFLATE
145 TO 138 PSI *1
137 TO 128 PSI *2
127 PSI & BELOW *3
*1 WHEN TIRE PRESSURE IS WITHIN THIS RANGE,
REINFLATE TO OPERATIONAL PRESSURE AND 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.

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-41
41

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-42
42
TIRE DAMAGE CRITERIA
V-Shaped Cuts (Chevron cutting) are caused by water drainage
grooves on the runways.
Remove tire when limits in “Table of Tire Damage Criteria” are
reached.
TREAD FLAKING AND CHIPPING
Thin gauge pieces of rubber which have chipped or flaked from
wearing portion of tread.
TREAD CHUNKING
A pockmark condition in the weaving portion of the tread due to
rough or unimproved runways.
TREAD RUBBER REVERSION
An oval shaped area in the tread where rubber shows burning due
to hydroplaning.
FLAT SPOT
This can be caused by landing with brakes on, pivoting with a
locked wheel, or heavy braking.
TIRE DAMAGE CRITERIA ACTION
1 Cut runs from one groove to another but is
not deeper than grove bottom.
Remove tire if cut is deeper than 5mm.
2 Cut is deeper than groove bottom:
a. In grove edge Remove tire if length of cut is greater than
20mm or deeper than 12mm below groove
bottom.
B, In the rib Remove tire if length of cut is greater than 60
mm or deeper than 12 mm below groove
bottom.
3 Center groove or 2 center grooves worn
through
Remove tire.
4 Splits in groove deeper than 4 mm. Remove tire.
5 Chunking extends over a rob or down to
reinforcing piles.
Remove tire.
A300/A310 Nose Gear Tire - Damage Criteria - General

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

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

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

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-46
46
LEFT BLANK

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-47
47
NOSE GEAR DOOR
NOSE GEAR DOOR
COMPONENTS AND
COMPONENTS AND
SAFETY DEVICES
SAFETY DEVICES

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-48
48
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.
The two aft doors are linked to the gear and mechanically operated
during extension and retraction.
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.

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

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-50
50
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).
WARNING: MAKE CERTAIN THAT THE DOOR TRAVEL RANGES
ARE CLEAR.
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.
NOTE: In the event the doors do not open fully under their own weight, it
will be necessary to manually assist them.
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.
To close the nose gear doors:
• remove safety pin
• stow safety pin
• place control handle in CLOSED position
• check that doors close and uplocks engage.
WARNING: IF THE DOORS FAIL TO CLOSE, DOOR GROUND
OPENING CONTROL HANDLES SHALL BE RETURNED TO OPENED
POSITION (PROBABLE CAUSE, INSUFFICIENT PRESSURE IN THE
LANDING GEAR HYDRAULIC SYSTEM).

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

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-52
52
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).
WARNING: MAKE CERTAIN THAT THE DOOR TRAVEL RANGES
ARE CLEAR.
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.
NOTE: In the event the doors do not open fully under their own weight, it
will be necessary to manually assist them.
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.
To close the nose gear doors:
• remove safety pin
• stow safety pin
• place control handle in CLOSED position
• check that doors close and uplocks engage.
WARNING: IF THE DOORS FAIL TO CLOSE, DOOR GROUND
OPENING CONTROL HANDLES SHALL BE RETURNED TO OPENED
POSITION (PROBABLE CAUSE, INSUFFICIENT PRESSURE IN THE
LANDING GEAR HYDRAULIC SYSTEM).
A300/A310 Nose Gear Doors (Main Doors) - Ground Opening/Closing

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-53
53
FWD
A300/310 Nose Gear Main Doors Ground Opening - Safety Precautions and Operating Instructions

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-54
54
LEFT BLANK

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-55
55
NOSE GEAR SYSTEM
NOSE GEAR SYSTEM
EXTENSION AND
EXTENSION AND
RETRACTION COMPONENTS
RETRACTION COMPONENTS

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-56
56
A300/A310 Nose Gear System - Extension and Retraction Components
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B. Nose Gear Telescopic Strut
B. Nose Gear Telescopic Strut
(1)General
The nose gear telescopic strut provides fore and aft bracing of the nose
gear in the downlocked position. This is a passively actuated strut with
an inside locking/unlocking system.
(a)Mechanical locking of the drag strut is achieved by locking dogs.
(b)Downlock release is achieved hydraulically by action on a locking
sleeve which frees the locking dogs.
(c)During gear extension the locking sleeve is repositioned hydraulically.
(d)At the end of rod extension a microswitch indicates that the drag strut
is downlocked. A visual indicator (mechanical) also appears when the
strut is downlocked.
(e)A mechanical system is provided for immobilizing the locking sleeve on
the ground by insertion of a safety pin. During this operation and
especially after a landing gear Free Fall extension with the aircraft
on jacks it is imperative to make certain that the drag strut is
positively downlocked as installation of the safety pin is also
possible when the strut is not downlocked.
C. Nose Gear Door Actuating Cylinder
C. Nose Gear Door Actuating Cylinder
(1)General
The nose gear door actuating cylinder is of the double-acting type
equipped with two damping systems which slow down travel at the end of
the rod extension and retraction cycles.
(2)Description
(a)Slow-down at the end of rod retraction is achieved by closure of the
normal return orifice and passage of the fluid through an orifice of
smaller dimensions.
(b)Slow-down at the end of rod extension is also achieved by expelling the
fluid through a small-dimension orifice with a pressure relief valve
connected in parallel.
(c)In the door open position the rod bears on an internal stop.
(d)In the door closed position, end of travel clearance is provided and
the rod does not bottom.
(e)The actuating cylinder rod is equipped with a spherical end fitting
(door side).
(f)The actuating cylinder body is equipped with a gimbal joint (structure
side).
D. Door Ground Opening Bypass Valve
D. Door Ground Opening Bypass Valve
(1)General
(a)There are four bypass valves ; one per gear main door.
(b)The main gear door bypass valves are located in section 15 near the
door uplocks.
(c)The nose gear door bypass valves are located in the nose gear well ;
one on each sidewall.
(2)Operation
(a)Each bypass valve is operated by means of a manual control coupled to
the uplock release lever of the corresponding door.
(b)When operated the bypass valve interconnects the door actuating
cylinder opening and closing chambers and shuts off the door closing
supply line ; the door uplock hook is released simultaneously and the
door free falls to open position.
(c)When returned to normal configuration, the bypass valve admits pressure
into the actuating cylinder closing chamber and thus controls door
closure.

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

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-58
58
A300/A310 Nose Gear System - Nose Gear and Main Doors Uplocks
Gear Uplocks
Gear 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 Uplocks
Door 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.

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-59
59
A300/310 Nose Gear System - Extension and Retraction Component Locations

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-60
60
A300/310 Nose Gear System - Nose Gear Sequence Valves - Jamming Shear Pin Indicator
G. Gear Sequence Valves
Gear Sequence Valves
(1)General
(a)The gear sequence valves serve to control the supply of pressure to the
gear lock release actuating cylinders and gear actuating cylinders
depending on the position of the doors.
(b)There is one sequence valve per gear main door, i.e. a total of four
sequence valves per aircraft. The slide valve of each sequence valve is
connected by a linkage to the corresponding door.
The sequence valves are located near to the doors :
- In the nose gear well for the nose gear.
(c)The two nose gear sequence valves are identical.
(2)Operation
(a)Nose gear sequence valve
1 The two nose gear sequence valves are hydraulically connected in
series.
When the two doors are closed the sequence valves connect the follo-
wing to reservoir return :
- The nose gear actuating cylinder retraction chamber.
- The nose gear telescopic strut downlock release chamber.
- The nose gear uplock actuating cylinder release chamber.
2 When the two doors are open the sequence valves connect the nose gear
actuating cylinder retraction chamber and nose gear telescopic strut
downlock release chamber to the retraction supply system and the nose
gear uplock actuating cylinder release chamber to the extension supply
system.
3 In the door intermediate positions the sequence valves maintain the
connections to reservoir return until both doors are sufficiently open
for gear extension without fouling.
4 A system in the sequence valves is provided to ensure that, during
door closure at the end of gear extension, the flow of fluid from the
nose gear actuating cylinder retraction chamber to reservoir return,
can occur without interruption.
5 The system includes a check valve to ensure that this feature does not
result in momentary internal leakage at the end of door opening during
the gear retraction cycle.
6 A rigging hole is provided for locking the mechanical input lever in
the door open position.
(3)Precautions taken to cover the risk of slide valve jamming.
Jamming could occur with slide valve in either of two positions :
- Door closed position
- Door open position.
1 Jamming in door closed position
- In this configuration supply ports A and C are shut off, delivery
ports B and D are connected to reservoir return.
- Hydraulic actuation of the landing gear concerned is therefore no
longer possible after opening of the doors. If failure occurs with
the gear uplocked, gear extension is achieved in Free Fall mode.
- The main gear sequence valves are equipped with a shear point which
disconnects the door linkage from the jammed slide valve thus ena-
bling 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 connec-
ted 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.

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-61
61
A300/310 Nose Gear System - Nose Gear Sequence Valve - Shear Pin Conditions

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-62
62
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.

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-63
63
A300/310 Nose Gear System - Nose Gear Sequence Valve With Gear Uplock Restrictor

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-64
64
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.

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-65
65
A300/310 Nose Gear System - Downlock/ Uplock Component Indicator and Microswitch(s)

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-66
66
A300/310 Nose Gear System - Nose Gear Proximity Detector (Sensor)
C. Proximity Detectors
(1)Description and operation
(a)Description
Proximity detection at any given point is achieved by :
. a target
. a sensor
. a proximity detector processing unit comprising 14 electronic
modules.
1 Target
The target is made of extra mild steel and consists of a rectangular
plate with two holes for its attachment.
2 Sensor (Ref. Fig. 070)
The sensor consists of a rectangular aluminum alloy unit. The unit
contains an LC circuit with magnetic core inductance coil. A cable
with two 24 gage conductors protected by a flexible conduit with steel
shielding connects the proximity detector processing unit to the
aircraft electrical wiring.
Proximity Detector Processing Unit
Proximity Detector Processing Unit
The unit is located in rack 90VU in avionics compartment. The face
of the unit is equipped with the following :
- Three pushbutton switches : - MEMORY RESET
- MEMORY RECALL
- TEST
- Five indicator lights : - TARGET/NEAR
- TARGET/FAR
- SENSOR
- BOX
- FAULT
(b)Functions
The following configurations can be detected
. R main gear downlocked
. L main gear downlocked
. R gear bogie beam aligned
. L gear bogie beam aligned
. R gear shock absorber compressed
. L gear shock absorber compressed
. Nose gear shock absorber compressed and nose wheels centered.
These positions are detected by 2 independent detection channels
(systems 1 and 2).
(2)Location
The 2 processing cards (SYS1, SY2) and the test card are housed in the
processing unit.
Sensor and target location is as follows :
(a)Main gear downlocked : on main gear brace strut
(b)Bogie beam aligned : on main gear shock strut and bogie beam.
(c)Nose gear aligned and shock absorber extended : on nose gear shock
strut and steering unit.
(d)Main gear shock absorber compressed : on shock absorber and shock
strut.

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-67
67
A300/310 Nose Gear System - Torque Links and Proximity Detectors (Sensors) Locations

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-68
68
LEFT BLANK

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-69
69
NOSE GEAR SYSTEM
NOSE GEAR SYSTEM
REPLENISHING AND CHARGING
REPLENISHING AND CHARGING

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-70
70
WARNING : CHECK THAT THE LANDING GEAR GROUND SAFETIES INCLUDING WHEEL
CHOCKS ARE IN POSITION.
BEFORE APPLYING OR RELIEVING HYDRAULIC SYSTEM PRESSURE, MAKE
CERTAIN THAT THE TRAVEL RANGES OF THE CONTROL SURFACES ARE CLEAR.
BEFORE PRESSURIZING HYDRAULIC SYSTEMS, CHECK THAT ALL CONTROLS ARE
SET TO CORRESPOND WITH THE ACTUAL POSITION OF THE SERVICES THEY
OPERATE.
1. Check of Nose Gear Shock Absorber Charging Pressure
A. Reasons for the Job
(1)To check shock absorber charging pressure, aircraft on its wheels
(2)To check shock absorber charging pressure, aircraft on jacks.
B. Equipment and Materials
-------------------------------------------------------------------------------
ITEM DESIGNATION
-------------------------------------------------------------------------------
(1) Pressure Gage : 0 to 50 bars (0 to 725 psi) or
0 to 100 bars (0 to 1450 psi)
(2) Warning Notices
(3) Access Platform : 2 M (6 FT. 7 IN)
(4) Safety Barriers
Referenced Procedures
- 12-12-32, P. Block 1 Landing Gear - Replenishing and Charging
- 12-14-32, P. Block 1 Landing Gear - Inflating and Charging
- 32-21-14, P. Block 401 Nose Gear Shock Absorber
- 32-22-11, P. Block 301 Nose Gear Main Door - (Ground Door(s) Opening)
C. Procedure
(1)Job set-up
(a)On panel 4VU
- Make certain that landing gear control lever is in DOWN position and
prohibit its operation by displaying a warning notice.
(b)Between First Officer's and Third Occupant's seats
- Make certain that landing gear Free Fall extension control handle is
in Normal position.
(c)Position access platforms
(d)Open nose gear doors (Ref. 32-22-11, P. Block 301).
WARNING : WHEN DOORS ARE OPEN MAKE CERTAIN THAT SAFETY COLLARS ARE
POSITIONED ON DOOR ACTUATING CYLINDERS.
(2)Charging pressure check with aircraft on its wheels
(Ref. Fig. 601)
(a)Measure shock absorber sliding tube stand-out dimension "D" between the
flat at top of torque link-to-shock absorber fork fitting and spherical
bearing cage.
NOTE : Take into account a length margin of 5 % concerning the
obtained valve.
(b)Connect a 0 to 100 bars (0 to 1450 psi) pressure gage to the valve.
Open the valve ; read pressure and refer to the chart.
(c)When pressuring reading versus diMension "D" is incorrect, the quantity
of nitrogen or fluid May be considered to be incorrect.
- Check servicing valve for leakage
(Ref. Fig. 602)
- Check leak detector at spherical bearing located at base of shock
strut for leakage as follows :
- ReMove screw (1)
- Check leak detector for traces of hydraulic fluid
- If no trace of hydraulic fluid leakage is visible, perforM a
charging operation (Ref. 12-12-32, P. Block 1).
- If traces of hydraulic fluid leakage are visible, perforM a coMplete
servicing operation (replenishing and charging, Ref. 12-12-32,
P. Block 1).
NOTE : If trace of fluid leakage persists, it is necessary to replace
packings/seals on packing retainer (Ref. 32-21-14,
P. Block 401, para. 3.).
- Install screw (1). Do not overtighten
(d)Disconnect pressure gage, close servicing valve. TORQUE to between 0.5
and 0.8 M.daN (44.235 to 70.776 lbf.IN)
(3)Check of charging pressure with aircraft on jacks
(a)Connect a 0 to 50 bars (0 to 725 psi) gage to the valve. Open valve ;
read pressure
(b)If the valve leaks, slowly discharge shock absorber and replace valve.
TORQUE to between 1 to 1.25 M.daN (88.47 to 110.59 lbf.in).
If there is fluid leakage around valve, top up fluid and perforM
charging operations (Ref. 12-12-32, P. Block 1).
(c)If pressure is too high slowly discharge shock absorber until the
correct pressure is obtained P = 16.5 bars (239 psi) for a teMperature
of 20°C ±5° (68°F ±9°) (Ref. 12-14-32, P. Block 1).
(d)If pressure is too low slowly charge the shock absorber (Ref. 12-14-32,
P. Block 1).
(e)Disconnect pressure gage, close servicing valve. TORQUE to between 0.5
to 0.8 M.daN (44 to 71 lbf.IN)
(4)Close-up
(a)Make certain that working area is clean and clear of tools and
Miscellaneous iteMs of equipMent.
WARNING : MAKE CERTAIN THAT DOOR TRAVEL RANGES ARE CLEAR.
(b)Close landing gear doors (Ref. 32-22-11, P. Block 301).
(c)ReMove warning notices.
(d)ReMove access doors, reMove access platforM and safety barriers.
(e)ReMove all ground handling and maintenance equipment standard and
special tools, together with ground power and replenishing equipment,
all access equipment and miscellaneous items.
A300 Nose Gear Shock Absorber - Inspection/check

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-71
71
A300 Nose Gear Shock Absorber Assembly- Charging and Leakage Checks

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-72
72
A300 Nose Gear Shock Absorber Replenishing and Charging Aircraft on Wheels

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-73
73
A300 Nose Gear Shock Absorber Replenishing and Charging Aircraft on Wheels

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-74
74
A300/310 Nose Gear Shock Absorber - Servicing Connection and Chart (Typical)

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-75
75
NOSE WHEEL
NOSE WHEEL
STEERING SYSTEM
STEERING SYSTEM
(NWS)
(NWS)

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

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

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

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

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-80
80
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 de-
energized (corresponding valve in open position).
(2)Inversely, when one of the first two conditions is not fulfilled, the
selector valve is de-energized. However, the nose gear shock absorber
relay is self-latched to prevent cuts in the hydraulic pressure supply
resulting from rebound of the nose gear during the takeoff and landing
phases.
(3)Both of the relays controlled by the HP fuel shut off valves must be
energized (valves closed) to cut off electrical power to the selector
valve. This function, which isolates the nose wheel steering system when
the engines are shut down, enables the check list to be performed on the
electric pump without internal leakage occurring in the control valve
(low available delivery).
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.
Nose wheel steering is possible by means of a servomechanism mechanically
controlled from the flight compartment and powered by the Green hydraulic
pressure tapped from the landing gear extension system via a selector
valve. The selector valve shuts off pressure to the steering system when
the shock absorbers are extended, during ground towing or when the engines
are shut down.
(1)A towing lever on the interphone box enables the steering system to be
deactivated for towing purposes. Nose wheel deflection of ± 95° is
possible in this configuration.

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

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A. General
(1)The nose wheel actuating cylinders are supplied by the Green hydraulic
system. The supply system is connected to the landing gear extension
system downstream of the landing gear selector valve.
(2)The nose wheel steering system is supplied with pressure via the steering
selector valve as soon as the RH main gear and nose gear shock absorbers
are compressed.
(3)A control valve directs pressure to the steering actuating cylinders in
accordance with the mechanical command transmitted by the differential
pulley system. The control valve includes :
(a)an input filter in the supply line (40 ì absolute)
(b)a check valve in the supply
(c)two restrictors associated with anti-shimmy protection
(d)two bypass valves associated with anti-shimmy protection
(e)a restrictor in the anti-shimmy accumulator delivery line
(f)a slide valve connected to the differential pulley system actuated by
the control cables.
(g)an anti-shimmy accumulator incorporating a pressure relief valve cali-
brated at 16 bars (232 psi).
(4)The differential pulley system delivers a mechanical command, dependent
on the position of the handwheels (or pedals) and the corresponding
position of the nose wheels, to the control valve. Feedback is provided
by a system of pulleys and cables.
(5)Two steering actuating cylinders are installed on the lower part of the
nose gear shock strut. The actuating cylinders are identical and of the
double body, double-acting type. They are hydraulically coupled.
(6)Each sliding rod includes a rack meshed to a pinion mounted on the nose
gear leg rotating tube.
(7)Steering motion is transmitted from the rotating tube to the shock
absorber carrying the axle by the torque links.
D. Steering Through the Rudder Pedals
(1)This system is used during takeoff and landing to maintain the aircraft
on the runway centerline. The rudder pedals provide a maximum nose wheel
steering angle of ± 6° for a rudder deflection of ± 30°.
(2)The rudder pedals are mechanically linked to the steering control
handwheels via a mechanical unit (coupler).
(3)Actuation of the rudder pedals drives the handwheels but the reverse is
rendered impossible, although the mechanical connection is maintained, by
a double-acting spring rod the threshold of which is not sufficient to
overcome the artificial feel associated with the pedals.
(4)When steering via the handwheels, the spring rod compresses and provides
artificial feel.
D. Steering Control Coupler
(1)The coupler includes two mechanically linked rotating assemblies hinged
around a common center tube.
(2)One of the mechanically linked rotating assemblies is equipped with a
lever connected to the handwheel linkage, the other with a lever
connected to the rudder pedal linkage via a spring rod.
A300/A310 Nose Gear System - Nose Wheel Steering (NWS) - Component Description

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

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

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

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

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

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

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MAIN GEAR
MAIN GEAR
AND DOORS
AND DOORS

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

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A300 Main Gear System- Main Gear and Doors - General

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

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A310 Main Gear System - Main Gear and Doors - General

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

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

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Procedure
A. Job Set-Up
(1)On Flight Deck Panel 4VU
- Make certain that landing gear control lever is in
DOWN position and prohibit its operation by
displaying a warning notice.
(2) Between the First Officer's and ACM 1 seats
- Make certain that landing gear Free Fall extension
control handle is in Normal position.
(3 ) Position access platform.
(4) Position safety barriers prohibiting access to gear
door travel ranges.
(5) Energize the aircraft electrical network
(Ref. AMM 24-41-00 / Page Block 301).
B. Door Opening
NOTE : Ground door opening can be accomplished:
- When hydraulic reservoirs are pressurized, Green
System operating with pressure
- Without pressurization of hydraulic reservoirs.
WARNING : MAKE CERTAIN THAT THE DOOR
TRAVEL RANGES ARE CLEAR.
(1) Opening of one Main Gear Door.
(a) Open door ground opening control access door.
(b) Place control handle in OPENED position as
follows :
- remove safety pin from handle
- press pushbutton and move handle downwards
- release pushbutton; handle locks automatically.
(c) Insert safety pin to lock handle.
(d) Make certain that door opens.
NOTE : It is possible that the doors will not 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.
e) Install safety collar on Door Actuating Cylinder
Piston (Ram).

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Opening of the other main gear door:
Procedure is the same as for other main gear 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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(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.

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

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A300/A310 Main Gear System - Main Door Ground Open/Close Control Handle Maintenance Tip -
Quick Opening/Closing - Bellcrank Rivet Sheared
Maintenance Tip:
The Main Door(s) can be OPEN/CLOSED with the 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.

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

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- Apply ELEC / HYD power to operate the system(s)
to "CLOSE" door(s). electrical power "ON" (28 VDC
and 115 VAC required) and turn Green Hydraulic
System Electric Pumps to the "ON" position in the
Flight Deck Compartment.
- Position screw driver blade length in Door
Bellcrank Arm Mechanism / access in the Air
Conditioning Bay.
- Move screw driver blade length to the ”Door
Close Position" and leave in "CLOSE" position (for
Landing Gear System to operate in Normal Mode)
(Make AML entry for future repair).
- Confirm by ground crew person watching the
Main Door(s) are closing and the door(s) are "FULL
CLOSE". Exit Air Conditioning and Hydraulic Bay
Area.
NOTE:
THE SHEAR RIVET CAN BE REPLACED WHEN
TIME AND PARTS ARE AVAILABLE, AND
AIRCRAFT GROUND TIME IS PERMISSBLE.
A300/A310-Main Gear System - Main Door- Ground Open/Close Control Handle Maintenance Tip -
Quick Opening/closing - Bellcrank Rivet Sheared
CAUTION:
ALWAYS ENSURE THAT PUSH BUTTON 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.

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

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LEFT BLANK

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MAIN GEAR ASSEMBLY
MAIN GEAR ASSEMBLY
COMPONENTS AND
COMPONENTS AND
SAFETY DEVICES
SAFETY DEVICES

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GENERAL
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.
COMPONENT LOCATION
A300 Main Gear System - Main Gear Assembly- Description and Components

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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)

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-111
111

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-112
112
- 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.

MTT M540000/R3.32 16AUG01
MTT M540000/R3.32 16AUG01
ATA 32
ATA 32
A300/A310
A300/A310
32-
32-113
113

ATA 32.pdf

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ATA 32.pdf