Jet Setter From , joined Dec 1969, posts, RR: Posted (13 years 11 months 3 weeks 6 days 13 hours ago) and read 2360 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?)
BigGiraffe From United States of America, joined Jan 2000, 257 posts, RR: 0
Reply 1, posted (13 years 11 months 3 weeks 6 days 9 hours ago) and read 2232 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: 5
Reply 2, posted (13 years 11 months 3 weeks 6 days 2 hours ago) and read 2207 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, 790 posts, RR: 0
Reply 3, posted (13 years 11 months 3 weeks 5 days 20 hours ago) and read 2162 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 11 months 3 weeks 5 days 18 hours ago) and read 2162 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 11 months 3 weeks 5 days 13 hours ago) and read 2148 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.