Topics in Category: A300-600 - Rotate.Aero Wed, 23 Jan 2019 00:56:38 +0000 MYOB /media/kunena/images/icons/rss.png Topics in Category: A300-600 - Rotate.Aero en-gb ATA 24-60, Loose Busbar Terminal Nut - by: Mike Forti ATA 24 Electrical Power Fri, 20 Oct 2017 20:45:21 +0000 ATA 28-42, A300-600 Fuel Stick - by: Mark

The fuel float (or donut) rides up/down with the fuel level. The internal fuel stick will slightly bounce and remain in place when it is dropped for a tank measurement.

A similar stick can be seen extended on a MD-10 here. ]]>
ATA 28 Fuel Systems Mon, 18 Sep 2017 16:02:45 +0000
ATA 24-11, IDG (Integrated Drive Generator) Overheat - by: Mark
IDG cooling is accomplished with two separate coolers. A fuel/oil cooler is used on a continual basis. A air/oil cooler is used at low engine power settings (less fuel flow for the cooling required) or when the oil temp climbs higher than 126 degrees C.

The crew receives the advisory at 142 and a master caution at 185.

The IDG oil level was verified to be normal. Over-filling will cause high temps. There was no smell of fuel in the oil (cracked fuel/oil exchanger). To rule out a indication issue, the temp bulbs were checked at the GCU rack. Two bulbs, one oil in - one oil out, can be checked at the GCU rack plug on three wires (one common between the two). The #1 engine's in/out read around 122 ohms approximately an hour after engine shut down. These readings matched the #2 engine.

Troubleshooting beyond this point requires breaking into the cooling system. A clogged line or exchanger is possible, but the most likely culprit is the IDG itself.

The deferral requires disconnecting the IDG drive from the gear box. The APU generator is used as an alternate power source until the IDG system is repaired.

A300-600 AMM & ASM 24-11-00
ATA 24 Electrical Power Fri, 04 Aug 2017 01:16:36 +0000
Water Intrusion During Rain with Doors Open - by: Mike Forti ATA 51 Structures Wed, 10 May 2017 12:56:22 +0000 ATA 28-21, Auto-Fuel Feed - by: Mark ATA 28 Fuel Systems Sat, 06 May 2017 12:06:51 +0000 ATA 28-46, Tank High level Warning - by: Mike Forti ATA 28 Fuel Systems Sat, 06 May 2017 10:49:56 +0000 ATA 23-50, Yoke Mic Switch - by: Mark
One 1/4" nut to get the toggle off (and yes a rag or towel on your knees would be helpful to catch the nut or screws if they are dropped). You're working this thing backwards which screws you up somewhat.

Two tiny "nazi" screws to get the switch mount plate off.

Only three wires, but I still did them one at a time. Two sets of hands is an absolute must. One person holding the heat shrink back on the wire while supporting the switch. The other person doing the soldering.

AMM 23-51-17-04
IPC 27-31-12-02
ATA 23 Communication Thu, 17 Nov 2016 01:31:52 +0000
ATA 21-21, Equipment Cooling - by: Mike Forti ATA 21 Air Conditioning Sun, 30 Oct 2016 19:27:42 +0000 ATA 52-71, A300-600, Fwd Cargo Door Indication - by: Mark
We had a inoperative forward cargo door indication that several stations had addressed. The system (should be) quite simple to understand. One door switch and one handle switch, along with three grounds. Seems simple enough, but for a while there I thought some men in white coats with a special jacket were coming for me.

What we had was somewhat strange. With the door hanging open and the handle down, we had a green indication...... not right. We did have a normal green for the door closed and handle up. We could only get a amber with the door open and the handle up. Normal amber comes from "either" the door open or handle down.

We also had Flight Warning Computer "Fwd Cargo Door Switch" faults.

(Crappy picture.... sorry)

We went for the most likely problem area first. With the door open, we cut the wrapping off the frame-to-door harness. One busted wire and one right on the edge. We fixed them both.

Problem repaired???? Hell no. We probably broke the wire opening up the harness, but repairing them "should" prevent future breaks. At least for a while.

Time to open some crap up and grab a meter. We took the forward right ceiling off to gain access to terminal block 4004VT

As a precursor, both the #1 FWC and the SDAC were seeing the fault. The FWC receives all three grounds for its circuitry, but the SDAC only looks at one. If both computers were seeing a problem, it was most likely on the one wire that fed them both.

Two FWC's, blue on top - SDAC, single black box below.

These are just grounds we're looking for, but the meter was all over the place. Good continuity, 7K ohms, 14M ohms. Shut the handle, shit changes. Make the door switch, more weird readings. OK... off come the door panels to get to terminal block 4002VT.

To eliminate door harness wiring I made a jumper.

No help. Finally... after three hours of dicking with this thing, I decided to remove the two suspect wires from pins "B" and "G" of block 1 on 4002VT. I used a jumper to hook them together........ The problem went away!!!!

Solution.... replace a shorted out terminal block. The two pins in question were shorted out to one or more of the adjacent pins. Thus the screwed up meter readings. The door has no insulation in this area, so that terminal block has been frozen a thousand times over. It finally gave out.

I'll keep this fix in the memory bank for a while.

A300-600 ASM 52-71-00
AWM 52-71-02
ATA 52 Doors Tue, 06 Sep 2016 02:29:53 +0000
ATA 32-31, Brace Strut Actuator - by: Mark
To replace the brace strut or "over-center actuator" the maintenance manual states to install the spring stretching tool on step 2-B, 2-a. That's all fine and dandy, but it leaves you hanging as to "how" to use the tool and what its purpose is.

As for the purpose, with the springs stretched, tension is removed from the actuator piston so the top mount pin can be pushed out without much effort.

Now, a little tip about the tool itself..... The screws have OPPOSITE THREADING. Turning them the same direction will result in one spring stretching and the other compressing.

Once that fact is known, the amount of spring stretching is quite minimal for actuator tension relief.

Now.... of course..... we were "way" to smart to let such a thing as opposite threading catch us by surprise. NOT!! (You learn something every day in this business and no one is immune from getting whipped every once in a while.)

AMM 32-31-55-04]]>
ATA 32 Landing Gear Thu, 16 Jun 2016 15:11:22 +0000
ATA 33-42, Landing Light Extended - by: Mark
When you do your walk-around, you see this....

When you power-up, you see this....

The ground signal for ECAM landing light extended comes from the light assembly itself. The left and right lights are wired in parallel. You've got a 50-50 chance when you take the first "can" plug off.

It's a real quick repair. About 10 screws and out she comes.

New light extended....

ASM 33-42-00
IPC 33-42-03-01
AMM 33-42-21-04
ATA 33 Lights Sun, 12 Jun 2016 21:33:40 +0000
ATA 33-16, Annuniciator Light Dimming - by: Mark
The system schematics can leave your head spinning (as do the majority of Airbus prints). Most, if not all the dimming relay coils receive voltage from the (turned on) transistor in each module. Some relay coils are hard grounded. Some have the ground "controlled" to actually engage the relay.

Again..... to much shit to dig back through to provide a better explanation of system operation. Should I scramble my brain on prints or have a beer??? The beer (maybe a lot more than one) is a much more pleasurable scramble experience.]]>
ATA 33 Lights Sun, 29 May 2016 01:00:04 +0000
ATA 32-42, Anti-Skid Troubleshooting - by: Mark
At the request of Maintenance Control, we were asked to verify that the #1 and #2 wheel speed tachometer plugs were not swapped in the axle. (I would of never thought about this and it just goes to show that you "never" stop learning in this business.) They had seen this before on several aircraft where the gear vendor had routed the harness's wrong.

Fan cover off.

Fan, shroud, and mount bracket removed. Puller installed.

Tach and fan motor ass'y out.

Wheel speed tachometer.

BSCU rack plugs.


We verified that the plugs were not swapped with a simple continuity check. In this case rack plug "AA" pins "1A and 1B" to the tach pins "A and C".

We also checked resistance of the tach itself and compared it to another one (in this case #4) both read around 470 ohms.

We replaced the BSCU because of a previously seen microprocessor fault (which we could not duplicate) and sent the aircraft on its way. I have no doubt the problem has not been fixed. Given the time, I would of started to look strongly at the anti-skid control valves as the source of the problem.

AMM 32-42-57-04
TSM 32-42-00
ASM 32-42-00
ATA 32 Landing Gear Wed, 11 May 2016 17:43:29 +0000
ATA 28-42, Fuel Cadensicon - by: Mark ATA 28 Fuel Systems Mon, 09 May 2016 03:12:23 +0000 ATA 28-22, A300-600 Trim Tank Isolation Valve - by: Mark ANYONE is going to be in the cockpit, tag the trim switches and pull the hydro breakers. If it's crew, make damn sure they understand where you're going to be laying and not to dick with anything flight control or hydro related. You stand no chance if that stab were to move down.]]> ATA 28 Fuel Systems Wed, 20 Apr 2016 22:49:33 +0000 ATA 32-47, Brake Temp Monitoring - by: Mark
ATA 32 Landing Gear Tue, 19 Apr 2016 16:08:08 +0000
Trick to Get Fuel In Tail Tank - by: Mark
  1. You must have 6600 lbs of fuel in the "donor" tanks.
  2. On panel 110VU (Outside Fueling Panel) set the power supply to normal.
  3. Place Mode Selector to Defuel.
  4. Turn the Transfer Valve Switch on (you should get light).
  5. Center and Trim Tanks open.
  6. All other tanks shut.
  7. In cockpit pull Transfer Valve C/B,132VU, P55.
  8. On panel 110VU place Mode Selector switch to Refuel position.
  9. In cockpit, turn donor tanks pumps on.

You should start to see the tail tank take fuel when the center tank is around 1500 lbs.

Print yourself a copy:

File Attachment:

File Name: A300-600FuelTailTank.pdf
File Size: 219 KB
ATA 28 Fuel Systems Sat, 16 Apr 2016 03:42:33 +0000
ATA 21-30, A300-600 Outflow Valve Operation - by: Mike Forti ATA 21 Air Conditioning Sun, 10 Apr 2016 16:50:10 +0000 ATA 33-13, A300 Pitch Trim Wheel Light - by: Mark
Big items, such as gear pins, flap lock-outs, etc..... are no brainers. Circuit breakers.... maybe not so much.

If we are turning it over.... I'll document everything.]]>
ATA 33 Lights Sun, 10 Apr 2016 16:32:03 +0000
ATA 36-22, A300-600 Pneumatic Air Leak Detection - by: Mike Forti ATA 36 Pneumatics Sun, 10 Apr 2016 13:34:08 +0000 ATA 33-30, A300-600 Broken Power Lug Terminal - by: Mike Forti ATA 33 Lights Sun, 10 Apr 2016 13:19:18 +0000 ATA 32-31, Proximity Box Check-Bogie Trim Sensors - by: Mike Forti ATA 32 Landing Gear Sun, 10 Apr 2016 13:12:57 +0000 ATA 24-37, DC Amperage Shunt - by: Mike Forti ATA 24 Electrical Power Sun, 10 Apr 2016 12:19:44 +0000 ATA 22-26, Flight Augmentation Computer Failure - by: Mike Forti ATA 22 Auto-Pilot Sun, 10 Apr 2016 11:48:07 +0000 ATA 26-10, A300-600 GE Fire Detection - by: Mark The second pic is the reading from the FDCU to the engine.
As a note, both "A" and "B" loop readings were within an ohm of each other at both of these locations.

ATA 26 Fire Protection Sat, 31 Oct 2015 20:52:06 +0000
ATA 23-22, Cheap SELCAL Check - by: Mark
Without the camera, I tried the HF systems from #1 to #2 and vice-versa. I did not receive a SELCAL response from either system. Off the top of my head and without looking it up, I'm pretty sure the non-transmitting HF R/T is "removed" from the antenna system while the other R/T is transmitting. Possibly through the coupler or some type of contactor. This of course, prevents damage to the receiving side of the non-transmitting R/T, but also would prevent it from receiving SELCAL tones in my test situation.

I'm pretty sure two aircraft would be required for HF SELCAL checks using the phone app.]]>
ATA 23 Communication Tue, 30 Jun 2015 01:51:47 +0000
ATA 49-10, APU Shutdown - by: Mark
ATA 49 APU Tue, 30 Jun 2015 00:53:21 +0000
ATA 31-53, Flight Warning Computer Fail - by: Mark I'm 50+, shit ain't working so great as of late.

The reason for testing the Radio Alt's is to find out which FWC is responsible for the audio output. The default is #2. By testing the #2 Radio Alt, a call-out of "40" should be heard. The #1 Radio Alt will test, but no audio will be heard because the #2 is in the drivers seat. When I failed the #2 by yanking the breaker (the #2 was drunk, so the #1 took over audio output) and testing the #1 Radio Alt, I had no audio. That pretty much verified that the #1 FWC was at fault before I even went down to swap them.

The failures didn't show up until approx 60 seconds after power up. Sometimes patience is a virtue when dealing with troubleshooting digital systems.]]>
ATA 31 Instruments Wed, 06 May 2015 05:44:51 +0000
ATA 49-10, Simple APU Start - by: Mark

A300-600 AMM 49-10-00-05]]>
ATA 49 APU Tue, 05 May 2015 01:01:18 +0000
ATA 33-43, A300-600 Runway Turnoff Light Assembly - by: Mark

A300-600 ATA 33-43 Runway Turnoff Light
Schematic Manual 33-43-01
Maintenance Manual 33-43-11-04
ATA 33 Lights Mon, 14 Jul 2014 00:56:21 +0000