Landing Gear Systems

In the aircraft maintenance manual.

It acts as a small hydraulic shock absorber between the piston and the cylinder of the nose-wheel shock strut.

A faulty or misadjusted microswitch.

The compressed air or nitrogen.

With the strut serviced with fluid and the filler plug in place and the weight of the aircraft on the strut, put in enough air or nitrogen to extend the piston to the height specified in the aircraft maintenance manual.

The jack moves the piston up and down inside the cylinder to work all of the air out of the oil to be sure that the proper amount of oil is in the strut.

A landing gear safety switch that energizes a circuit to prevent the landing gear retraction handle from being moved to the RETRACT position when weight is on the landing gear. It is located in the torsion links of one of the main landing gears.

A precision microswitch.

The centering cam forces the nose wheel straight back with the strut before it is retracted into the nose-wheel well.

The transfer of oil from one compartment to another through a metered orifice.

In the aircraft maintenance manual.

On the nameplate on the strut.

With the strut completely deflated, fill it to the level of the filler plug.

Fraying of the outer cloth sheath and broken stands of elastic rubber.

Inspect the spring steel for corrosion and damage. Verify that one of the gear legs is not bent by checking to verify that the aircraft wings are level. Inspect gear leg attachment bolts for condition and security. Inspect for cracks in the gear leg mounting structure.

A push-pull rod system attached to the rudder pedals.

Hydraulic steering systems.

The warning horn will sound if any of the landing gears are not down and locked.

The red light indicates that the landing gear is not in a safe condition for landing.

Three green lights are used on most aircraft to indicate that all three landing gears are down and locked.

In the aircraft service manual.

Alcohol.

Naphtha, varsol, or Stoddard solvent.

Measure the clearance between the disc and the inboard side of the brake housing with the brakes applied.

The debooster decreases the pressure and increases the volume of fluid going to the brakes. This gives the pilot better control of the brakes.

The spongy feel is caused by air in the brake. The brakes should be bled of this air.

The compensator port in the master cylinder opens the brake reservoir to the wheel cylinders when the brakes are off. This prevents pressure from building up in the brake lines and causing the brakes to drag.

The shuttle valve is an automatic transfer valve. It allows the brakes to be operated by hydraulic system pressure under all normal conditions; but if this pressure is lost, it allows the brakes to be operated by the emergency backup system.

The antiskid system monitors the rate of deceleration of the wheels. If any wheel slows down faster than it should (as it would at the beginning of a skid, the pressure on the brake in that wheel is released until the wheel stops decelerating, then the pressure is reapplied.

If the aircraft experiences an aborted take-off or an emergency braking event occurs. These events cause excessive heating of brakes, wheels, and tires.

There are air bubbles in the brake lines.

Gravity and pressure bleeding.

Hydroplaning.

A warped disc.

The wheel speed sensor is a DC generator that is used to produce a voltage proportional to wheel speed. Rotational speed change in excess of programmed parameters will engage the anti-skid data.

The number of plies of cotton fabric needed to produce the same strength as the actual plies in the tire.

The bead is made of high-strength carbon steel wire bundles and used to provide the strength and stiffness where the tire mounts on the wheel.

No, the inner liner of a tubeless tire is rough and it can chafe the tube in normal operation.

The grooves produce the optimum traction with the runway surface.

A series of straight grooves around the periphery of the tire.

In a dark, cool location away from electrical motors or battery chargers.

Vertically.

Keep them properly inflated.

Mild soap and warm water.

In the aircraft service manual.

The tire will stretch and the pressure will drop. The proper pressure must be restored.

Operating the tire in an underinflated condition.

Operating the tire in an overinflated condition.

The tire should be scrapped.

The tire should be scrapped.

After the aircraft is on the jacks, but before the axle nut is loosened.

A deflator cap screwed onto the tire valve, to allow the air to escape through the hole in the side of the cap and not in the face of the mechanic.

An O-ring seal.

In the bead seat area.

Eddy current inspection.

An independent system not part of the aircraft main hydraulic system. A booster system that uses the aircraft hydraulic system intermittently. A power brake system that only uses the aircraft main hydraulic system as a source of pressure.

In the aircraft maintenance manual.

In the aircraft maintenance manual.

Put the wheel in a safety cage when it is being inflated because of the danger if the through bolts should fail.

It is possible in some aircraft that a new or retreaded tire can be different enough in size from the previous tire that it could lock up in the wheel well when the landing gear is retracted.

In the aircraft maintenance manual.

Always depressurize a high-pressure system before disconnecting any lines or fittings and use appropriate PPE.

In a metal flammable chemicals storage cabinet.

Hydraulic fluids are not necessarily compatible with each other. Mixing of fluids may render fire-resistant fluid non-fire-resistant and may damage seals, causing system failure.

Depressurize the system. Disassembly of a component that is pressurized can result in explosive depressurization, causing damage or injury.

When operating the landing gear retraction system from the flight deck, it is difficult or impossible to verify that personnel are clear of the moving landing gear.