Aircraft Shock Strut Servicing and Landing Gear Alignment Quiz

Aircraft Shock Strut Servicing and Landing Gear Alignment

• AN-6287 valve in Figure 1324A has a valve core assembly, rated to 3000 psi, but the core itself is only rated to 2000 psi
• MS 28-889 valve in Figure 1324B has no valve core and is rated to 5000 psi
• Swivel nut on AN-6287 valve is smaller than the valve body hex, while on MS 28-889 it is the same size as the valve body hex
• Both valves' swivel nuts engage threads on an internal stem that loosens or draws tight the valve stem to a metal seat servicing shock struts
• Procedure for deflating, servicing with hydraulic fluid, and re-inflating the strut involves positioning the aircraft, removing the air servicing valve cap, checking swivel nut tightness, and releasing air pressure
• When all air has escaped, the strut should be compressed completely; aircraft on jacks may need to have the lower strut jacked with an exerciser jack to achieve full compression
• Procedure for bleeding the shock strut involves constructing and attaching a bleed hose, jacking the aircraft, releasing any air pressure, filling the strut, attaching the bleed hose to the service port, and compressing and extending the strut fully
• Retractable landing gear consists of torque links, trunnion and bracket arrangements, drag strut linkages, electrical and hydraulic gear retraction devices, locking, sensing, and indicating components, and steering mechanisms for nosegear
• Torque links assembly keeps the lower strut cylinder from rotating out of alignment with the longitudinal axis of the aircraft in some strut assemblies
• The link ends are attached to the fixed upper cylinder and the moving lower cylinder with a hinge pin in the center to allow the strut to extend and compress
• Alignment of the wheels of an aircraft is also a consideration for safe operation and maintenance
• Landing gear alignment and support is crucial for the proper functioning of retractable landing gear on an aircraft

Aircraft Shock Strut Servicing and Landing Gear Alignment

• AN-6287 valve in Figure 1324A has a valve core assembly, rated to 3000 psi, but the core itself is only rated to 2000 psi
• MS 28-889 valve in Figure 1324B has no valve core and is rated to 5000 psi
• Swivel nut on AN-6287 valve is smaller than the valve body hex, while on MS 28-889 it is the same size as the valve body hex
• Both valves' swivel nuts engage threads on an internal stem that loosens or draws tight the valve stem to a metal seat servicing shock struts
• Procedure for deflating, servicing with hydraulic fluid, and re-inflating the strut involves positioning the aircraft, removing the air servicing valve cap, checking swivel nut tightness, and releasing air pressure
• When all air has escaped, the strut should be compressed completely; aircraft on jacks may need to have the lower strut jacked with an exerciser jack to achieve full compression
• Procedure for bleeding the shock strut involves constructing and attaching a bleed hose, jacking the aircraft, releasing any air pressure, filling the strut, attaching the bleed hose to the service port, and compressing and extending the strut fully
• Retractable landing gear consists of torque links, trunnion and bracket arrangements, drag strut linkages, electrical and hydraulic gear retraction devices, locking, sensing, and indicating components, and steering mechanisms for nosegear
• Torque links assembly keeps the lower strut cylinder from rotating out of alignment with the longitudinal axis of the aircraft in some strut assemblies
• The link ends are attached to the fixed upper cylinder and the moving lower cylinder with a hinge pin in the center to allow the strut to extend and compress
• Alignment of the wheels of an aircraft is also a consideration for safe operation and maintenance
• Landing gear alignment and support is crucial for the proper functioning of retractable landing gear on an aircraft