(11)
 Lightning strike (AMM 05-51-19)

 (12)
 Mercury spillage (AMM 05-51-21)

 (13)
 Fire resistant hydraulic fluid reaction with titanium (AMM 05-51-22)

 (14)
 Excessive cabin pressure leakage (AMM 05-51-24)

 (15)
 Conditioned Air Pack Outlet Duct System Failure (AMM 05-51-25).

 (16)
 Extreme dust (AMM 05-51-27)

 (17)
 Ice or snow (AMM 05-51-28)

 (18)
 Elevator/rudder misrig or single hydraulic system check failure (AMM 05-51-30)

 (19)
 Volcanic ash (AMM 05-51-31)

 (20)
 Tail drag (AMM 05-51-32)

 (21)
 Overweight landing (AMM 05-51-35)

 EFFECTIVITYùùùùùùùùùùùùùùùùùùùùùùùùùùùùùù. ú
 05-51-00
 ALL  ú ú 01 Page 1 ú Sep 20/95
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
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757 MAINTENANCE MANUAL
 HARD LANDING OR HIGH DRAG/SIDE LOAD LANDING CONDITION -
_______________________________________________________ MAINTENANCE PRACTICES (CONDITIONAL INSPECTION)
______________________________________________
 1.  General_______
 A. Hard Landing
 (1)  If the pilot determines the airplane had a hard landing, a structural inspection is necessary. If the landing is also overweight, the Overweight Landing Condition Inspection, not the Hard Landing Inspection, must be done.
 (a)  
For airplane flight data recording systems capable of at least eight (8) samples per second, the following can be used: An indication of a hard landing on the main landing gear is a peak recorded vertical acceleration that exceeds 1.8 G (incremental

 0.8 G). This vertical accelerometer data must be measured by the flight data recorder accelerometer at a data sampling rate of at least eight (8) samples per second. The peak recorded vertical acceleration for a hard landing that is a hard nose landing or is accompanied by more than two degrees of roll at the time of main landing gear impact can be significantly less than 1.8 G.

 (b)  
For airplane flight data recording systems capable of at least sixteen (16) samples per second, the following can be used: An indication of a hard landing on the main landing gear is a peak recorded vertical acceleration that exceeds 1.9 G (incremental 0.9 G). This vertical accelerometer data must be measured by the flight data recorder accelerometer at a data sampling rate of at least sixteen (16) samples per second. The peak recorded vertical acceleration for a hard landing that is a hard nose landing or is accompanied by more than two degrees of roll at the time of main landing gear impact can be significantly less than 1.9 G.

 B. High Drag/Side Load Landing
 (1)  Landing with one or more of the conditions shown below:
 (a)  
The airplane was in a skid sufficient to cause damage.

 (b)  
The airplane moved on a soft surface (a surface not designed to hold the airplane's weight).

 (c)  
Landing with two or more damaged (blown) tires.

 C. Inspections
 (1)  The inspections are divided into two phases, Phase 1 and Phase 2. Phase 1 has 5 inspection groups (Main Landing Gear and Support Structure, Nose Landing Gear, Fuselage, Wing, and Nacelle) and Phase 2 has 6 (the same 5 inspection groups as Phase 1 plus a Flight Control Inspection).
 (a)  Do the Phase 1 Inspection before the next flight if one or more of the above defined conditions occurred.
 EFFECTIVITYùùùùùùùùùùùùùùùùùùùùùùùùùùùùùù. ú

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 ALL  ú ú 01 Page 201 ú Sep 28/01
BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A

757
MAINTENANCE MANUAL

 (b)  Do the Phase 2 Inspection before the next flight if damage is found in the Phase 1 Inspection.
 NOTE: Only the inspection groups where you found damage in the
____ Phase 1 Inspection are necessary to be examined in the Phase 2 Inspection. (Example: Damage to the nose landing gear and fuselage in Phase 1; only do the Nose Landing Gear and Fuselage Inspection in Phase 2). If you do part or all of the Phase 2 inspection, you must do the Flight Control Inspection in Phase 2.
　
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