Dominion Posted June 23, 2008 Share Posted June 23, 2008 A question came in about why we chain the gear. We know what it says in the Flight Manuals, we have all been taught why we do it but is there anything written down officially or in tech form that says why we chain (or use tie down fitting) for a main gear malfunction. Quote Link to comment Share on other sites More sharing options...
SEFEGeorge Posted June 23, 2008 Share Posted June 23, 2008 Forgive the old 25 year-out-of-date brain, but I seem to recall that the gear is not actually \"chained down\" but it is \"chained in\", to keep it from spreading. Quote Link to comment Share on other sites More sharing options...
stoney Posted June 23, 2008 Share Posted June 23, 2008 That is correct, George. Boy, you keep making me dust of those old brain cells. I guess I\'ll have another beer!!!! Stoney Quote Link to comment Share on other sites More sharing options...
Dominion Posted June 23, 2008 Author Share Posted June 23, 2008 You are absolutely correct, I should have been more clear that the gear is chained \"in\" but where is that written as to why we chain it in. I can find in the USAF and Lockheed manuals where you can infer the wisdom of doing so but nowhere have I been able to see it spelled out clearly why we do so. Quote Link to comment Share on other sites More sharing options...
SEFEGeorge Posted June 23, 2008 Share Posted June 23, 2008 I don\'t have my flight manuals or my copies of the Lockheed tech books anymore. So I\'m not sure where it was written, but i\'m sure it was addressed somewhere as to the why, etc. Quote Link to comment Share on other sites More sharing options...
Boomhauer Posted June 23, 2008 Share Posted June 23, 2008 In a nutshell, if the bottom of the ball nut is not in contact with the bumper stop, the drag pins are not full engaged in the shelf bracket(0.5\" flight, 0.7\" on ground). The tracks and shoes themselves are not enough to keep the gear from splaying outward, which would be \"bad\". Figure 3-12 in your trusty -1 shows how to use both methods to secure the MLG. Section 3 is quite detailed regarding LG malfunctions. Quote Link to comment Share on other sites More sharing options...
casey Posted June 24, 2008 Share Posted June 24, 2008 The subject is covered in this edition of \"Lockheed Service News.\" It also shows an alternate device and method. http://herkapedia.com/LockheedServiceNews/V18/V18N2.pdf Quote Link to comment Share on other sites More sharing options...
Dominion Posted June 24, 2008 Author Share Posted June 24, 2008 Thank you! Quote Link to comment Share on other sites More sharing options...
AMPTestFE Posted June 27, 2008 Share Posted June 27, 2008 Boomhauer....is this the Boomhauer who just got promoted? Quote Link to comment Share on other sites More sharing options...
Boomhauer Posted June 27, 2008 Share Posted June 27, 2008 I been a Staff for a long time. But someday perhaps. Quote Link to comment Share on other sites More sharing options...
AMPTestFE Posted June 27, 2008 Share Posted June 27, 2008 Ok, obviously there\'re a few of you guys. Quote Link to comment Share on other sites More sharing options...
1685FCC Posted June 28, 2008 Share Posted June 28, 2008 I know as a W&B Manager that I am to leave enough chains and devices to chain the gear. This is IAW AFI 11-2MC-130_V3 ADD B&C also 11-2C-130_V3 ADD A. DaveB) Quote Link to comment Share on other sites More sharing options...
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