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The total safe limit of the components is determined in the MPD Typical safe life limits for new components range from 50,000FC to 100,000FC.Īn overhaul workscope for the landing gear largely comprises routine work, so a large percentage of costs are predictable.Ī typical Workscope requires all components to be inspected according to CMM and TCH / OEM guidelines, an example restoration could be to returning components to a Standard design condition by replacing worn bushings, replacing the sacrificial/protective finishes that protect the parts from corrosion, and inspecting for and correcting defects. “These can be overhauled any number of times as long as the total life of the gear, usually set by the OEM at 60,000-70,000FC, is not exceeded. Landing gears tend to be overhauled every 10 years. Landing Gear Removal requirements are determined by the MPD or operator aircraft maintenance program (AMP) Taking place when an overhaul is needed, when a repair is needed, or if the operator wants to swap gears. Typical techniques to support heavy landing gear maintenance include engineering, plating and machining, NDT painting & assembling and bush manufacturing.
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Such activities can be supported by inspection.
ATA CHAPTER FOR WHEELS MANUALS
The original equipment manufacturer (OEM) component maintenance manuals (CMMs) provide guidance regarding what repairs may be carried out during overhaul and what parts require mandatory replacement.ĭuring service it is expected that defects will be found during either line or base maintenance. The maintenance requirements for Wheels and Brakes are clearly affected by flight cycles and require regular inspections to ensure continuing integrity. Maintaining an inventory of Landing Gear can incur significant expense and airlines typically avoid the cost by relying on contracted specialist providers or the original equipment manufacturer (OEM), which poses additional logistical consideration for airlines.
ATA CHAPTER FOR WHEELS FULL
With a full understanding of the maintenance requirements it is relatively straight forward to determine when the landing gear will require a shop visit and whether it will be driven by calendar or FC parameters. Landing gear maintenance is generally referenced to Flight Cycles (FC) or Years in Service and consists of a range of activities including routine maintenance (mostly lubrication) repairing non-routine (NR) defects, together with shop visits (SVs) for the accomplishment of overhaul processes. Wheel and Brake Components are usually on condition and the Landing Gear itself is typically a hard-timed component All ATA Chapter 32 components are subjected to Stress and Wear during continuous operations.Ĭhapter 32 aircraft maintenance requirements also call up activity on landing gear doors, retraction system, hydraulic control valves and components as well as steering and indication. Together they create a significant maintenance requirement throughout the duration of the operation of the aircraft. ATA Chapter 32 includes the Landing Gears together with the Wheels and Brake Systems.