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9/27/01 AC 43.13-1B CHG 1 fully retracted, remove the hose, insert the valve core, lower the gear, and service the strut with nitrogen to get the proper strut extension. g. The entire structure of the landing gear should be closely examined for cracks, nicks, cuts, corrosion damage, or any other condition that can cause stress concentrations and eventual failure. The exposed lower end of the air-oleo piston is especially susceptible to damage and corrosion, which can lead to seal damage, because the strut is compressed and the piston moves past the strut lower seal, causing the seal to leak fluid and air. Small nicks or cuts can be filed and burnished to a smooth contour, eliminating the point of stress concentration. If a crack is found in a landing- gear member, the part must be replaced. h. All bolts and fittings should be checked for security and condition. Bolts in the torque links and shimmy damper tend to wear and become loose due to the operational loads placed on them. The nose-wheel shimmy damper should be checked for proper operation and any evidence of leaking. All re- quired servicing should be performed in accor- dance with the aircraft service manual. 9-5. INSPECTION OF RETRACTABLE LANDING GEAR. Inspection of the retract- able landing gear should include all applicable items mentioned in the inspection for the fixed gear. In addition, the actuating mechanisms must be inspected for wear looseness in any joint, trunnion, or bearing; leakage of fluid from any hydraulic line or unit; and, smooth- ness of operation. The operational check is performed by jacking the aircraft according to the manufacturer’s instructions and then oper- ating the gear retracting and extending system. a. During the operational test, the smoothness of operation, effectiveness of up- and-down locks, operation of the warning horn, operation of indicating systems, clear- ance of tires in wheel wells, and operation of landing-gear doors should be checked. Im- proper adjustment of sequence valves may cause doors to rub against gear structures or wheels. The manufacturer’s checklist should be followed to ensure that critical items are checked. While the aircraft is still on jacks, the gear can be tested for looseness of mount- ing points, play in torque links, condition of the inner strut cylinder, play in wheel bearings, and play in actuating linkages. Emergency blow down gear bottles should be inspected for damage and corrosion and weighed to see if the bottle is still retaining the charge. b. Mechanics should be aware that re- tread tires can be dimensionally bigger than a “new” tire. While this does not pose a prob- lem on fixed landing gear aircraft, it may pres- ent a serious problem when installed on re- tractable landing gear aircraft. It is strongly recommended that if a retread tire is installed on a retractable landing gear aircraft, a retrac- tion test be performed. With the gear in the up-and-lock position, the mechanic should determine that if the tire expands due to high ambient temperature, heat generated from taxi and take-off, repeated landings, or heavy braking, the tire will not expand to the point that it becomes wedged in the wheel well. c. The proper operation of the anti- retraction system should be checked in accor- dance with the manufacturer’s instructions. Where safety switches are actuated by the torque links, the actual time of switch closing or opening can be checked by removing all air from the strut and then collapsing the strut. In every case, the adjustment should be such that the gear control cannot be placed in the UP po- sition or that the system cannot operate until the shock strut is at the full extended position. 9-6. EMERGENCY SYSTEMS. Exercise emergency landing gear systems periodically to ensure proper operation and to prevent in- activity, dirt, and corrosion from rendering the system inoperative when needed. Most emer- Par 9-4 Page 9-3PDF Image | AFS-640
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