Jet Setter From , joined Dec 1969, posts, RR: Posted (13 years 3 weeks 5 days 5 hours ago) and read 1801 times:
I'm just curious as to exactly what the checks are after a jet has made a heavy landing, obviously there is a check of the landing gear and the underside of the aircraft, but there could potentially be damage to any part of the aircraft -
Can any tech guys out there tell me what is checked and how (eg Do you just visually check the landing gear or is it more in depth?)
Cheers
BigGiraffe From United States of America, joined Jan 2000, 257 posts, RR: 0 Reply 1, posted (13 years 3 weeks 5 days 1 hour ago) and read 1673 times:
707: Besides the obvious landing gear condition inspections, the easy thing to do is look at the fairings along the wing/fuselage joint and the pylon/wing joints, checking for popped rivets and displaced panels. If the landing was really hard there are another group of inspections concerning the fuselage main frames, wing spars, and horizontal/vertical stabilizers, etc. I don't remember them off the top of my head, but if someone else doesn't answer that part I can look it up Monday when I get back to work...
NKP S2 From United States of America, joined Dec 1999, 1714 posts, RR: 6 Reply 2, posted (13 years 3 weeks 4 days 18 hours ago) and read 1648 times:
There are varying levels of checks depending upon the landing weight and most importantly,sink rate upon touchdown. This,the inbound pilots will note in the logbook so we can detirmine how comprehensve a check is required--and it's explictly detailed in the aircraft maintainence manual just what is to be checked using the info the log discrepancy. As to what exactly is checked: Too much info to recite off the top of my head,but it runs the gamut from wheels/tires/struts to fuel leaks and beyond.
Panman From Trinidad and Tobago, joined Aug 1999, 789 posts, RR: 0 Reply 3, posted (13 years 3 weeks 4 days 12 hours ago) and read 1603 times:
This is a question that our lecturers love to ask us, and I believe it's also because the CAA loves to ask it when you go for your A&P Orals.
Tires, brakes, oleos, fittings on the landing gears, engine nacelles, compressor and turbine blades (depending on the severity of the landing), wing panels and rivets, spars, fuselage (for warping), (I'm wondering if the standby compass would need checking in very severe cases).
These are just off the top of my head, ask me in a few months closer to orals and I could probably give you a very comprehensive answer.
Boeing757 From United States of America, joined Dec 2005, 0 posts, RR: 0 Reply 4, posted (13 years 3 weeks 4 days 10 hours ago) and read 1603 times:
There are several different methods that maybe used to inspect the damaged aircraft, they include, of course,a visual inspection but may also include ultrasonic,radiographic,eddy current,pentatrant and magnetic particle inspections.
Donm From , joined Dec 1969, posts, RR: Reply 5, posted (13 years 3 weeks 4 days 5 hours ago) and read 1589 times:
All of the answers (so far) are correct. In addition, the flight recorder is removed and replaced (or downloaded if it's a new one) and the information read and used to evaluate the need for more detailed inspections.
The main areas of stress are the ones checked by the ground crew immediatly after the an over weight landing is reported. This check includes the door frames and major stress points as visable without dissembly of the aircraft.
A "HARD LANDING" is a different item. This inspection covers all of the overweight landing inspections plus some detailed inspection of critical airframe and engine structure. After the flight recorder data is analyzed additional inspections may be required.
Don
VC-10 From United Kingdom, joined Oct 1999, 3677 posts, RR: 37 Reply 7, posted (13 years 3 weeks 19 hours ago) and read 1543 times:
On the A340 the MM contains the following definitions:-
Hard Landing - A Vert Spd of more than 600 ft/min for an a/c weight of < 155 tons or a V/s of >540 ft/min at a weight > 155 tons.
Overweight Ldg - A landing >max ldg weight with a V/s 360 Ft/min.
Should these limits be exceeded the Maintenance Computer will issue a print out of the levels acheived to help determine the level of inspection reqd. The negates the requirement to pull the FDR.
The inspection is then broken down into levels, Level 1 being the lightest & level 3 being the heaviest.
If no damage is found in the level 1 chks the Lvl 2& 3 chks are not rqd.
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