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AC 43.13-1B CHG 1 9/27/01 gency systems employ either mechanical, pres- sure-bottle, or free-fall extension capabilities. Check for the proper safeties on triggering mechanisms, and for the presence of required placards, and necessary accessories such as cranks, levers, handles, etc. Emergency blow- down bottles should be checked for corrosion damage, and then weighed to see if the bottle is still retaining the charge. 9-7. LANDING GEAR COMPONENTS. The following items are susceptible to service difficulties and should be inspected. a. Shock Absorbers. Inspect the entire shock-strut for evidence of leaks, cracks, and possible bottoming of the piston, as this con- dition causes overloading of landing-gear components and contributes to fatigue cracks. Check all bolts, bolt holes, pins, and bushings for condition, lubrication, and proper torque values. Grease fitting holes (pressure-type) are especially vulnerable to cracks and cross- threading damage. Check all safety wire and other locking devices, especially at the main packing gland nuts. (1) When assembling shock-struts, use the correct type and number of new “O”-rings, Chevron seals, and backup rings. Use only the correct filler valve core assembly, and follow the manufacturer’s instructions when servicing with fluid and air. Either too much or too little air or oil will affect aircraft handling charac- teristics during taxi, takeoff, and landing, and can cause structural overloads. (2) Shock cords and rubber discs dete- riorate with age and exposure. When this type of shock absorber is used, inspect for general condition; i.e., cleanliness, stretching, fraying, and broken strands. These components should be kept free of petroleum products as they ac- celerate deterioration of the rubber. b. Nose Gear Assembly. Inspection of the steering mechanism should include torque- links (scissors), torque-tubes, control rods and rod-end bearings, shimmy dampers, cables, and turning stops. In addition, check all nose landing gear components, including mud scrapers and slush deflectors, for damage. (1) Towing of some aircraft with the rudder locks installed, may cause damage to the steering linkage and rudder control system. Exceeding the steering or towing stop limits should be followed by a close inspection of the entire nose steering assembly. A broken steering stop will allow turning beyond the de- sign limit, transmitting excessive loads to structures, and to the rudder control system. It is recommended that the nose steering arc lim- its be painted on the steering collar or fuselage. (2) Inspect shimmy dampers for leakage around the piston shaft and at fluid line con- nections, and for abnormal wear or looseness around the pivot points. Also check for proper rigging, “bottoming” of the piston in the cylin- der, and the condition of the external stops on the steering collar. c. Tail Wheels. Disassembly, cleaning, and re-rigging of tail wheels are periodically necessary. Inspect them for loose or broken bolts, broken springs, lack of lubrication, and general condition. Check steerable tail wheels for proper steering action, steering-horn wear, clearances, and for security and condition of steering springs and cables. d. Gear Doors. Inspect gear doors fre- quently for cracks, deformation, proper rig- ging, and general condition. Gear door hinges are especially susceptible to progressive cracking, which can ultimately result in com- plete failure, allowing the door to move and cause possible jamming of the gear. This con- dition could also result in the loss of the door during flight. In addition, check for proper safetying of the hinge pins and for distorted, sheared, loose, or cracked hinge rivets. Inspect the wheel wells for improper location or rout- Page 9-4 Par 9-6PDF Image | AFS-640
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