landing gear maintenance manual

landing gear maintenance manual

Because of the stresses and pressures acting on the landing gear, inspection, servicing, and other maintenance becomes a continuous process. The most important job in the maintenance of the aircraft landing gear system is thorough accurate inspections. To properly perform inspections, all surfaces should be cleaned to ensure that no trouble spots are undetected. Landing gear position indicators, lights, and warning horns must also be checked for proper operation. During all inspections and visits to the wheel wells, ensure all ground safety locks are installed. Inspect landing gear wheels for cleanliness, corrosion, and cracks. Check wheel tie bolts for looseness. Examine anti-skid wiring for deterioration. Check tires for wear, cuts, deterioration, presence of grease or oil, alignment of slippage marks, and proper inflation. Inspect landing gear mechanism for condition, operation, and proper adjustment. Lubricate the landing gear, including the nose wheel steering. Check steering system cables for wear, broken strands, alignment, and safetying. Inspect landing gear shock struts for such conditions as cracks, corrosion, breaks, and security. Where applicable, check brake clearances and wear. Specific products to be used are given by the manufacturer in the maintenance manual. Lubrication may be accomplished by hand or with a grease gun. Follow manufacturer’s instructions. Before applying grease to a pressure grease fitting, be sure the fitting is wiped clean of dirt and debris, as well as old hardened grease. Dust and sand mixed with grease produce a very destructive abrasive compound. Wipe off all excess grease while greasing the gear. The piston rods of all exposed strut cylinders and actuating cylinders should be clean at all times. When cleaning a wheel bearing, use the recommended cleaning solvent. Do not use gasoline or jet fuel. Dry the bearing by directing a blast of dry air between the rollers.

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Do not direct the air so that it spins the bearing as without lubrication, this could cause the bearing to fly apart resulting in injury. When inspecting the bearing, check for defects that would render it unserviceable, such as cracks, flaking, broken bearing surfaces, roughness due to impact pressure or surface wear, corrosion or pitting, discoloration from excessive heat, cracked or broken bearing cages, and scored or loose bearing cups or cones that would affect proper seating on the axle or wheel. If any discrepancies are found, replace the bearing with a serviceable unit. Bearings should be lubricated immediately after cleaning and inspection to prevent corrosion. Grasp the bearing with the other hands and press the larger diameter side of the bearing into the grease to force it completely through the space between the bearing rollers and the cone.Press the bearing into the grease on the palm of the hand until it passes completely through the gap between the rollers and the inner race all the way around the bearing When landing gear actuating cylinders are replaced and when length adjustments are made, over-travel must be checked. Over-travel is the action of the cylinder piston beyond the movement necessary for landing gear extension and retraction. The additional action operates the landing gear latch mechanisms. Uplock and downlock clearances, linkage adjustments, limit switch adjustments, and other adjustments must be confirmed by the technician in the manufacturer’s maintenance data before taking action. The following examples of various adjustments are given to convey concepts, rather than actual procedures for any particular aircraft. Despite numerous variations, all latches are designed to do the same thing. They must operate automatically at the proper time, and they must hold the unit in the desired position. A typical landing gear door latch is examined below. Many gear up latches operate similarly.

Clearances and dimensional measurements of rollers, shafts, bushings, pins, bolts, etc., are common. To have the door locked securely, both latches must grip and hold the door tightly against the aircraft structure. The principle components of each latch mechanism are shown in Figure 2. They are a hydraulic latch cylinder, a latch hook, a spring loaded crank-and-lever linkage with sector, and the latch hook. In the gear-down sequence, the hook is disengaged by the spring load on the linkage. In the gear-up sequence, when the closing door is in contact with the latch hook, the cylinder operates the linkage to engage the latch hook with the door roller. Cables on the landing gear emergency extension system are connected to the sector to permit emergency release of the latch rollers. An uplock switch is installed on, and actuated by, each latch to provide a gear up indication in the flight deck. If the roller is not within tolerance, it may be adjusted by loosening its mounting bolts and raising or lowering the latch roller support.Adjustments are typically made at the hinge installations or to the connecting links that support and move the door. On some installations, door hinges are adjusted by placing a serrated hinge with an elongated mounting hole in the proper position in a hinge support fitting. Using serrated washers, the mounting bolt is torqued to hold the position. Figure 4 illustrates this type of mounting, which allows linear adjustments via the elongated hole. Rod end adjustments are common to fit the door. Adjustments to door stops are also a possibility. The manufacturer’s maintenance manual specifies the length of the linkages and gives procedure for adjusting the stops. Follow all specified procedures that are accomplished with the aircraft on jacks and the gear retracted. Doors that are too tight can cause structural damage. Doors that are too loose catch wind in flight, which could cause wear and potential failure, as well as parasite drag.

A common geometry used to lock a landing gear in the down position involves a collapsible side brace that is extended and held in an over-center position through the use of a locking link. Springs and actuators may also contribute to the motion of the linkage. Adjustments and tests are needed to ensure proper operation. It consists of an upper and lower link hinged at the center that permits the brace to jackknife during retraction of the gear. The upper end pivots on a trunnion attached to structure in the wheel well overhead. The lower end is attached to the shock strut. A locking link is incorporated between the upper end of the shock strut and the lower drag link. It is adjustable to provide the correct amount of over-center travel of the side brace links. This locks the gear securely in the down position to prevent collapse of the gear. With the landing gear in the down position, the lock link end fitting is adjusted so that the side brace links are held firmly over-center. When the gear is held inboard six inches from the down and locked position and then released, the gear must free fall into the locked down position. This is accomplished with a spring scale. The tension on this particular gear is between 40 and 60 pounds. Check the manufacturer’s maintenance data for each aircraft to ensure correct tensions exist and proper adjustments are made. This is also known as swinging the gear. The aircraft is properly supported on jacks for this check, and the landing gear should be cleaned and lubricated if needed. The gear is then raised and lowered as though the aircraft were in flight while a close visual inspection is performed. All parts of the system should be observed for security and proper operation. The emergency back-up extension system should be checked whenever swinging the gear.

Any time a landing gear component is replaced that could affect the correct functioning of the landing gear system, a retraction test should follow when adjustments to landing gear linkages or components that affect gear system performance are made. It may be necessary to swing the gear after a hard or overweight landing. It is also common to swing the gear while attempting to locate a malfunction within the system. For all required retraction tests and the specific inspection points to check, consult the manufacturer’s maintenance manual for the aircraft in question as each landing gear system is unique. Share to Twitter Share to Facebook Share to Pinterest. To browse Academia.edu and the wider internet faster and more securely, please take a few seconds to upgrade your browser. You can download the paper by clicking the button above. According to Goodrich’s Landing Gear Division in Burlington, Ontario, quite a lot. At all times, its pressurized oleo-pneumatic shock-absorbers exert stress on their metal housings. Meanwhile, the force of hitting the runway upon landing stresses the entire system, no matter how gentle the landing. Horizontal forces are also exerted on the gear as the aircraft brakes during landing or accelerates during takeoff. Add impacts and collisions with other objects on the tarmac, and landing gear can be bent, cracked, and even collapsed due to aircraft accidents. What happens is that atomic hydrogen found in such substances interacts chemically with the high tensile steel in the gear, causing the affected areas to transform chemically into a brittle alloy with a risk of fracturing. “The only way to counteract hydrogen embrittlement is to remove the affected component and bake it in a special oven at 375 F for 23 hours,” Lind tells AMT. “This allows the hydrogen atoms to migrate to the surface and then escape.” Here is what you can do to keep your landing gear costs down.

It may sound simple, but insufficient lubrication during regular usage causes unnecessary wear-and-tear in many of the system’s components. Lubrication is key to keeping out water, de-icing fluid, and other corrosion-causing substances. Make no mistake; corrosion is a real problem for landing gear.” This is due to the interaction between hydrogen and the high tensile steel used in the gear. If acids are allowed to contaminate the gear, the resulting hydrogen embrittlement can lead to cracks. At the least, such cracks are expensive to fix. At the most, the cracks may be sufficiently large that the component has to be scrapped and replaced — hopefully before the gear fails in use. The pressurized shock-absorbing struts are particularly vulnerable to nicks, dings, and dents. “Any change in the shape of the struts, or indeed any other support structures of the gear, results in ’stress risers’ in the component,” says Lind. “This makes it more vulnerable to failure due to metal fatigue, potentially long before the next scheduled overhaul comes about.” The smartest thing to do in such cases is to swap out the component immediately and send it off for nondestructive testing and repair, accompanied by the record of what happened to it. This allows landing gear MROs such as Goodrich to do the repair work accurately, before the damage becomes more serious and thus more expensive to fix. The same is true for parts with illegible serial numbers. Unless we can be sure of their history and lifespan, we have to scrap them.” Is there a complete history for each serialized component. If not, spot the holes and be prepared to replace the undocumented parts. After you’ve incurred this expense, keep complete records to avoid having to pay for it again. This may require a slight change in corporate culture; i.e. to one where reporting a mishap doesn’t necessarily lead to disciplinary action. If your staff is scared to report accidents, they won’t.

Like every other critical system on an aircraft, landing gear has its own vulnerabilities that have to be monitored and cared for — at least if you want to keep overhaul costs down and flight safety up. Liebherr-Aerospace Saline Inc. Jan 29th, 2019 GSE Flightmaster GSE FluidTran Inc. Liebherr-Aerospace Saline Inc. All rights reserved. All ATA Chapter 32 components are subjected to Stress and Wear during continuous operations. Wheel and Brake Components are usually on condition and the Landing Gear itself is typically a hard-timed component. Such activities can be supported by inspection.This consists of the main landing gear and dressing assembly, a side stay with locking actuator, and retract actuators, in addition the forward and aft pintle or trunnion pin assemblies. Boeing also include the uplock assembly for overhaul. Additional items are costed separately including NR tasks, service bulletin (SB) tasks as well as any other requirements including airworthiness directives (ADs) We offer qualified and experienced Industry professionals and subject matter experts. Find out more or adjust your settings. Cookie information is stored in your browser and performs functions such as recognising you when you return to our website and helping our team to understand which sections of the website you find most interesting and useful. This means that every time you visit this website you will need to enable or disable cookies again. You should check the Department of Education, Skills and Employment's website regularly for information on COVID-19. Navigate to previous page in table listing Qualifications that include this unit. Navigate to page 1 in table listing Qualifications that include this unit Navigate to page 2 in table listing Qualifications that include this unit Navigate to the next page in table listing Qualifications that include this unit. Navigate to the last page in table listing Qualifications that include this unit.

Navigate to previous page in table listing Skill sets that include this unit. Navigate to page 1 in table listing Skill sets that include this unit Navigate to the next page in table listing Skill sets that include this unit. Navigate to the last page in table listing Skill sets that include this unit.If you are encountering issues following the content on this page please consider downloading the content in its original form Unit Of competency (449.36 KB) Unit Of competency (373.1 KB) Prerequisite unit version code updated. It covers the competencies required to remove and install aircraft hydro-mechanical system and landing gear components. This unit is used in workplaces that operate under the airworthiness regulatory systems of the ADF and CASA. Where bold italicised text is used, further information is detailed in the required skills and knowledge section and the range statement. Assessment of performance is to be consistent with the evidence guide. It is essential that system cleanliness requirements and safety precautions applicable to the system being maintained are fully observed, understood and complied with. This may be demonstrated through application across a number of aircraft systems or aircraft types, but must cover a sufficient range of tasks to demonstrate familiarity with attachment methods, connection hardware and couplings peculiar to each type of system, and of safe handling of heavy components. An understanding of system operation as it relates to the work must be demonstrated before undertaking any action. The work plan should take account of applicable safety and quality requirements in accordance with the industry and regulatory standards. This shall be established via the records in the Log of Industrial Experience and Achievement or, where appropriate, an equivalent Industry Evidence Guide. It is also expected that general purpose tools, test and ground support equipment found in most routine situations would be used where appropriate.

It allows for different work environments and situations that may affect performance. Bold italicised wording, if used in the performance criteria, is detailed below. Essential operating conditions that may be present with training and assessment (depending on the work situation, needs of the candidate, accessibility of the item, and local industry and regional contexts) may also be included. We treat each aircraft as if it was our own and manage the inspection and gear overhaul throughout the whole process. We would be happy to walk you through your options. Contact us for a free consultation to learn how we manage the process for you and your Phenom. Full tear down report will be provided. Full tear down report will be provided. You exceeded your commitments to me on all fronts. If you need a reference for anyone else considering ADS-B work (or anything else), feel free to give them my contact info. I’ll encourage them to work with you. For that reason, when I purchased the Phenom I had it flow to your facility for the repurchase inspection. All the work was completed on time, on budget, and the team there were all professional and helpful. I was more than satisfied as the experience exceeded my high expectations. Naples Jet Center is simply fantastic. The team there of Jim Goodwin, Dave Stetson, the other Dave, Scott, Corey, and everyone else that I worked with (apologies to those who deserve mention by name that my feeble brain has failed) are amazing. They are the most professional group that I have worked with in aviation (I have owned three other aircraft). They are knowledgeable, professional, helpful, and great at customer service. They also include inspections required prior to a three-engine ferry flight, but do not include specific checks resulting from unsatisfactory operation of an individual power plant for which reference must be made to chapter 71 of the BA Flight Manual. Inspect the Jet Pipe-to-Engine connection links for damage.

Remove the covering heat shield and inspect the lower centre-wall link fittings for damage. Furthermore, a visual examination, together with an operational test, must be carried out on the landing gear hinge fittings in so far as these areas show evidence of strike contact. The structure of the main landing gear bays particularly in the vicinity of the main gear trunnion bearings and at telescopic brace strut attach points. Check first stages of LP compressor for damage. Unless otherwise stated, all inspections defined below are visual. During the run, examine the engine for excessive breathing and oil and fuel leaks. An increase in consumption indicates internal damage. We are proud to be associated with both Brooklands restoration and the Le Bourget Conservation team so the pool of knowledge is immense. Many of our engineers have years of knowledge of working on the aircraft. So like our site, join our forum and follow us on Twitter. But it takes inspection and regular maintenance to ensure it works properly every time. Bob’s career as a mechanic for Delta Airlines culminated as the head of all aircraft ramp operations at Delta’s Atlanta, Georgia headquarters. Upon retiring from Delta Bob became an ABS Technical Advisor and Service Clinic inspector while continuing to run Southern Aero.