(2)
Reservice the shock strut with air or nitrogen (Fig. 202).
4. Check Fluid Level by Pressure/Extension Method
NOTE: Shock strut fluid level may be checked by measuring shock strut pressure and extension at two different airplane weights and comparing measurements with shock strut servicing band (curve).
A. With airplane unloaded (at typical landing weight) measure strut pressure and extension and compare with strut servicing chart band. Inflate or deflate strut as required to shift point into chart band.
B. With airplane loaded and fueled (typical dispatch weight) measure strut pressure and extension. For best accuracy airplane weight should differ from that in previous step by a minimum of 30,000 pounds and ambient temperatures at time of measurements are taken should be within 20°F.
C. Compare point measured in previous step with servicing chart.
(1)
If point falls within servicing band, fluid level is in proper operating range.
(2)
If point falls to left of band, fluid level is low. Add fluid per par. 3. If strut requires six fluid ounces or more to fill, find leakage source and repair.
(3)
If point falls to right of band, fluid level is high. Remove fluid per par. 3. Excess (high) fluid level is caused by a prior incorrect servicing procedure.
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12-15-41 Page 204 BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. May 01/99
LANDING GEAR TIRE - SERVICING
1. General
A. A calibrated gauge with a standard size dial should be used for tire inflation or when a pressure reading of high accuracy is desired.
CAUTION: USE A CALIBRATED GUAGE WITH A STANDARD SIZE DIAL TO CHECK TIRE PRESSURE. INCORRECT INFLATION FROM INACCURATE PRESSURE READINGS CAN CAUSE DAMAGE TO THE TIRE.
B. All tires must initially be inflated with nitrogen.
C. Refilling (topping-off) with air is acceptable when nitrogen is not available provided the oxygen content does not exceed 5 percent of the total tire volume. Two refill procedures are given in par. 3 Service Main and Nose Gear Tires.
(1)
The first procedure permits one value of 6 psi for the sum of all air refill pressures. Use this procedure for simplicity.
(2)
The second procedure permits different refill pressure values across the range of desired loaded tire inflation pressures. Use this procedure for flexibility.
D. Tire pressure maintenance requirements are covered in Service Main and Nose Gear Tires paragraph. These requirements are applicable for all normal airline service including operation at maximum taxi gross weight.
E. When the airplane is operated consistently at less than maximum weight, such as pilot training, main gear tire pressures may be reduced according to Fig. 201.
CAUTION: IF THE AIRPLANE IS TO BE OPERATED AT A HIGHER GROSS WEIGHT, READJUST TIRE PRESSURES ACCORDING TO FIG. 201. DAMAGE WILL RESULT IF THE TIRES ARE OPERATED AT PRESSURES BELOW THOSE GIVEN FOR THE AIRPLANE GROSS WEIGHT BEING USED.
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F. Tire pressures should be checked daily with an accurate gauge. Checks are to be made when tires are cool. Wait a minimum of 2 hours after a flight to check tire pressure. Never bleed gas from a hot tire to bring pressures within limits.
2. Equipment and Materials
A. Tire Inflation Tool -F70199-1
B. Dry Nitrogen -Commercial grade (99.5 percent pure nitrogen), from a regulated pressure source.
C. Air Source -clean dry with a maximum moisture content that corresponds to an atmospheric dewpoint of -20 degrees F (-29 degrees C), from a regulated pressure source.
3. Service Main and Nose Gear Tires
A. Tire inflation pressure check.
(1)
Let the tires cool for a minimum of two hours after a flight.
(2)
Do a check of the tire inflation pressure with an accurate gage.
(3)
Compare the measured pressure to the pressure found in the main and nose gear tire pressure limit charts (Fig. 201).
(4)
Do these steps for tires which have tire pressures below the necessary pressure:
(a)
If the measured tire pressure is below the necessary pressure by no more than 5% inflate the tire to the necessary pressure.
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