Wheels Brakes Tires Hydraulic hoses/ fittings Landing Gear SPARE PART CATALOGUE. Price list EURO

Transcription

1 Wheels Brakes Tires Hydraulic hoses/ fittings Landing Gear SPARE PART CATALOGUE Price list EURO

2 GENERAL MAINTENANCE AND INSTALLATION MANUAL The instructions detailes following are general instruction concerning BERINGER wheels and brakes. They can be used for the installation of BERINGER products on Light and Experimental planes. If you have purchased products for a certified Aircraft you must refer to the Maintenance and Overhaul Manual in reference with your products. The word equipment as used in this document is the entire unit : complete wheel or wheel with brake and disc. wheel or wheel assembly includes flanges, central spacer, bearings, circlips, assembly bolts, drive keys, valve and seals brake or caliper or brake assembly includes housing, pistons, seals, back plate, bolts, pads and disc. The disc is not bolted on the wheel so it is not considered to be part of the wheel assembly. The disc is also not fixed to the brake but for convenience it is considered as part of the brake assembly. pad includes the brake lining and the steel plate supporting the brake lining. Lining is the wearable material. Please note that pad is always used in this document because in BERINGER systems the lining is part of the pad and cannot be taken apart from the steel plate. Cleaning The aluminium parts are protected from corrosion with an anodizing coating. This thin coating does not protect against basic agent with ph > 9. CAUTION: coating Cleaning the wheel and brake parts with basic agent may remove totally the anodizing Acid agent may also attack the anodizing. For cleaning the wheel and brake parts we recommend using only water and soap or dry clothes. CONDITIONNING PROCEDURE When new brake pads have been installed, it is important to condition them properly to obtain the service life designed into them. Rated brake torque value is reached only after a full conditioning of brake pads and disc. CAUTION: Brake torque value can be only 50% of rated brake torque before the conditioning. It means that even with full brake effort the aircraft will not stop as usual. Pilot must take into consideration this parameter to avoid loose of aircraft control during the conditioning procedure. CONDITIONNING PROCEDURE: 1. Taxi aircraft for 500m (1500 feet) with light brake effort. 2. Perform two (2) consecutive stops from knots down to 5 knots. Apply light brake effort during these two stops; do not try to apply full brake effort. Page 129

3 3. Allow the brakes to cool down for 10 to 15 minutes. 4. Apply brakes and check for restraint at high static throttle. If brakes hold, conditioning is complete. 5. If brakes cannot hold aircraft during static run-up, allow the brakes to cool completely and repeat steps 1 through 4. This conditioning procedure will wear off high spots and prepare pads and disc friction surfaces. A visual inspection of disc will indicate the pads condition: a smooth surface with light and regular grooves indicates that pads and disc are properly conditioned. NOTE: A rough surface of disc with deep grooves and isolated bumps indicates that an excessive brake effort has been applied during conditioning. In this case, bumps must be sanded and conditioning procedure repeated. CAUTION: A wrong conditioning may affect brake performances and increase wear of pads and disc. WHEELS Disassembly Reassembly Tire change DISASSEMBLY: WARNING: Do not attempt to disassemble wheel until tire has been completely deflated. Otherwise, serious injury to personnel or damage to equipment can result. WARNING: Do not attempt to remove valve core until tire has been completely deflated. Valve core will be ejected at high velocities if unscrewed before air pressure has been released. a) remove wheel from aircraft b) remove valve cap and apply a tire deflator to release tire pressure completely. Then remove the valve core. c) break the beads away from the wheel flanges by applying pressure by hand or using a wood or plastic tool as close to the tire bead as possible. Tire lubricant may be used to help. Repeat the operation every 90 on both sides, see pictures next: Page 130

4 CAUTION: Do not pry between tire bead and wheel flange, this may destroy the structural and sealing properties of the wheel and tire. d) Remove all screws holding wheel halves together. CAUTION: Do not use impact or power wrenches Do not remove assembly screws before the tire beads are fully free from the wheel e) Separate wheel halves, remove the tire and o-ring f) Carefully lay the wheel halves on a flat clean bench. CLEANING: a) Clean all metal parts using water and soap, then wipe dry with a clean cloth. Valve core and central spacer must not be cleaned with solvent. CAUTION: Do not use basic or acid agent on wheel halves. Anodizing can be totally removed within few minutes in contact with basic agent. Make sure that cleaning soap is not basic. CAUTION: Sealing of ball bearings must not be damaged or cleaned with solvent. b) Clean wheel bead seat with dry-cleaning solvent and wipe dry with a clean cloth. CAUTION: oily solvent must not be used on wheel bead seat because tire will not stick properly on the wheel. WARNING: Dry-cleaning solvents are toxic and volatile. Use a well-ventilated room. Avoid contact with skin or clothing. Do not inhale the vapor. c) Apply air pressure to dry internal threads CAUTION: oily solvent or oily air pressure must not be used on internal thread because threadlocker will not properly lock the screws. REASSEMBLY: Tools and lubricants required: - Plywood tool with conical bushing P/N: OPA01 - Threadlocker medium strength Loctite Tire lubricant - Dry-cleaning solvent - Torque wrench a) Check ball bearings and seals, replace them if required b) Make sure that the inside of tire is clean and dry. Clean tire bead seat with a cloth impregnated with dry-cleaning solvent as to remove residual grease or wax CAUTION: oily solvent must not be used on tire bead seat because tire will not stick properly on the wheel. Page 131

5 Procedure to change tire on the BERINGER wheel SL & LE 6 inch - LIGHT 5 and 6 inch - CLASSIC 6 inch Page 132

6 Page 133

7 Page 134

8 Page 135

9 Page 136

10 Page 137

11 Maintenance of wheel assembly The maintenance consists in the inspection of the wheel parts and if required the replacement of next parts: - sealed ball bearings - circlips - assembly screws - clips (RF-018(-) only) NOTE: Maintenance can be performed by service center or at BERINGER factory. a) Disassemble the wheel respecting the previous procedure b) Remove circlips on wheel half with lock ring pliers c) Place wheel flange in an oven at 110 C (230 F) to 120 C (250 F) for 30 minutes, never exceed 150 C (300 F) d) Remove wheel half from heat source and immediately remove bearing. If the bearing does not fall out by himself: tap it evenly with a fiber drift pin or use a suitable arbor press. CAUTION: Do not reuse a ball bearing that has already been mounted, even if in new condition. e) Remove screws and clips if they are out of tolerance. CAUTION: Clip screws have been mounted with threadlocker: do not force while screwing out the small screws otherwise you may break the screw. CLEANING: Clean all metal parts using water with soap or cleaning solvent and wipe dry with a clean cloth. CAUTION: Do not use basic or acid agent on wheel halves. Anodizing can be totally removed within few minutes in contact with basic agent. Make sure that cleaning soap is not basic. Apply air pressure to dry internal threads CAUTION: oily solvent or oily air pressure must not be used on internal thread because threadlocker will not properly lock the screws. Page 138

12 INSPECTION: Visually inspect wheel flanges for cracks, nicks, corrosion, or other damage. Causes for replacement of wheel flanges: 1. Signs of deep corrosion in critical areas 2. Anodizing color removed on more than 15% of external surface 3. Heavy nicks 4. Deformed flanges 5. Damaged bearing bore CAUTION: Anodizing coating must not be painted. Do not use sandpaper on any parts. Sandpaper will remove anodizing coating. Visually inspect outer wheel half for scratches, nicks, corrosion, or other damage. Causes for replacement of outer wheel half : 1. Signs of deep corrosion in critical areas 2. Anodizing color removed on more than 15% of external surface 3. Heavy nicks 4. Scratches on sealing surfaces in contact with o-ring REASSEMBLY: a) Place wheel flange in an oven at 110 C (230 F) to 120 C (250 F) for 30 minutes, never exceed 150 C (300 F) CAUTION: bore. Do not attempt to install bearing without heating the wheel flange, it will damage bearing b) Use a new sealed ball bearing CAUTION: Do not reuse a ball bearing that has already been mounted, even if in new condition. CAUTION: Use only a ball bearing approved by BERINGER. There are many different qualities in ball bearings and most of them are not compliant with BERINGER requirements. c) Install the ball bearing into bearing bore of heated wheel flange using appropriate tool. Tap gently into place with a fiber drift making sure cup is evenly seated against shoulder of wheel half. Do not use a hammer to press bearing, it will damage balls and cause failure of ball bea- CAUTION: ring Page 139

13 Page 140

14 d) After cooling down period, install new circlips e) Check that circlips are in place CAUTION: Circlips maintain ball bearing, if circlips are not in place bearing can slide out and cause the blocking of the wheel. f) If clips (drive keys) have been removed then install new clips and new screws g) Put a drop of threadlocker high strength (Loctite 271 recommended) on each end of the clip screw CAUTION: using a wrong threadlocker or not from recommended type may cause loose of screws or removal problem. Do not leave threadlocker more than few minutes on the screw. h) Torque tighten to 1.5 N.m (13 in-lb) while pressing the clip onto the rim with a grip i) Check that disc slides without effort in wheel slots. NOTE: if disc cannot slide in the slots, remove concerning clip and install again. Overhaul of wheel assembly The overhaul of the wheel assembly consists in maintenance plus next operations: - new anodizing - detailed inspection of the wheel flanges and central spacer Page 141

15 BRAKE ASSEMBLY Description Brake caliper are made of aluminium alloy. A thin anodizing coating protects aluminium from corrosion. Anodizing does not protect from nicks and scratches. Calipers are in 2 separated parts bolted together: the housing with pistons and the back side or back plate. To assure equal pressure on both brake pads, disc is floating and brake pads can slide on 2 of the 3 assembly screws. Brake housing is equipped with the same inlet port on each side to be used on left or right strut of the aircraft. The unused port is sealed by a bleeding screw. Inlet and outlet port have Metric M10x1 internal thread. Page 142

16 Maintenance of brake assembly The maintenance consists in the inspection of brake caliper and the replacement of next parts: - piston seals - pistons - Assembly screws - Bleeding screw - Banjo Screw - Copper washers NOTE: Maintenance can be performed by service center or at BERINGER factory. DISASSEMBLY: a) Remove wheel from the aircraft b) Remove caliper assembly from the axle, disconnect from brake hose. c) Remove assembly screws, remove pads and back plate d) Remove pistons NOTE: Air pressure can be used to remove pistons. Replace caliper back plate and blow air pressure into inlet. WARNING: Pistons will be ejected at high velocities. Serious injury to personnel can result if precautionary measures are ignored. e) Remove seals with a plastic clamp or a thin plastic plate. CAUTION: Do not use a screw driver. Do not use a metal plate or tool even from soft metal like aluminium, it will scratch the seal groove and cause fluid leakage. f) Remove bleeding screw CLEANING: Clean all metal parts using water with soap or cleaning solvent and wipe dry with a clean cloth. CAUTION: Do not use basic or acid agent on wheel halves. Anodizing can be totally removed within few minutes in contact with basic agent. Make sure that cleaning soap is not basic. Clean seal grooves with a toothbrush or soft plastic brush and dry-cleaning solvent. Make sure that no dust stays inside seal grooves Apply air pressure to dry internal thread and seal groove CAUTION: oily solvent or oily air pressure must not be used on internal thread because threadlocker will not properly lock the screws. INSPECTION: Visually inspect Caliper housing and back plate for cracks, nicks, corrosion, or other damage. Causes for replacement of caliper housing: 1. Signs of deep corrosion 2. Anodizing color removed on more than 15% of external surface Page 143

17 3. Heavy nicks 4. Anodizing removed on internal piston bore 5. Scratched piston bore 5. Scratched or damaged seal groove CAUTION: Anodizing coating must not be painted. Do not use sandpaper on any parts. Sandpaper will remove anodizing coating. CAUTION: Do not try to sand or polish internal piston bore, it will remove anodizing coating. REASSEMBLY: a) Lubricate new seals with a thin coat of thick silicone grease CAUTION: Never reuse a piston seal that has already been removed from his groove. b) Lubricate piston bore with a thin coat of thick silicone grease NOTE: Use silicone grease (-50 C to 200 C) compliant with FDA CFR art (liquid grease in spray is not allowed) c) Insert seals in their groove only by hand. d) Lubricate piston cylinder with a thin coat of thick silicone grease CAUTION: Do not use any tool for these operations. e) Insert new pistons into caliper housing only by hands. One or two fingers should be enough to push the piston. CAUTION: Never push back the pistons using a tool or a press. If pistons don t slide with hands they will be sticking. This can cause braking troubles and overheating. NOTE: Do not try to sand or polish the pistons, they must be replaced by new ones with perfect polishing and controlled surface. f) Insert a new bleeding screw, change copper seals CAUTION: Copper seals must be changed at each removal of the hydraulic fitting. g) Insert new brake pads h) Use new screws i) Put a drop of threadlocker medium strength (Loctite 243 recommended) on each end of the assembly screw. CAUTION: using a wrong threadlocker or not from recommended type may cause loose of screws or removal problem. j) Screw to contact and torque tighten to 25 N.m (220 in-lb) k) Torque all screws a second time to 25 N.m (220 in-lb) CAUTION: Check that brake pads can slide without effort l) Brake assembly is ready for installation on the aircraft Page 144

18 Overhaul of brake assembly The overhaul of the brake assembly consists in maintenance plus next operations: - new anodizing - detailed inspection of the caliper housing and back plate SPECIAL TOOLS AND LUBRICANTS Special tools : Plywood tool for tire change (see spare part list) Lubricants : Tire lubricant : lubricant for tire mounting, liquid in spray Silicone grease for piston seals : Thick silicone grease (-50 C to 200 C) compliant with FDA CFR art or SAE AS 8660 (liquid grease in spray is not allowed). Threadlocker : Medium strength: Loctite 243 recommended High strength: Loctite 271 recommended Page 145

19 Spare Part List / Tools TROUBLESHOOTING This paragraph provides information necessary to identify, diagnose and correct potential problems which may occur with the wheel or brake assemblies. TROUBLE PROBABLE CAUSE CORRECTION 1. Brakes won t hold Improper conditioning of brake pads and disc Brake fluid or grease on disc and pads Wrong brake fluid has caused blocking of pistons Pads worn below minimum wear limits Insufficient hydraulic pressure Improper master cylinder bore Air in hydraulic system Leak in the system See the conditioning procedure 2 Clean the disc and change the pads Change all seals of the system, put the right fluid Change brake pads Check the master cylinder type and geometry Bleed the hydraulic system Locate leak and repair PL 2. Excessive toe pedal travel, spongy pedal or lever 3. Brake drag 4. Rapid disc and pads wear 5. Cracked or distorted wheel flanges Improper brake lines, too expandable Caliper assembly bolts are not tighten Improper adjustment of master cylinder: does not release completely Defective seal in master cylinder Residual brake pressure due to improper adjustment of master cylinder: does not release completely Residual brake pressure due to excessive pressure in the reservoir Wrong brake fluid has caused blocking of pistons Improper brake assembly fixing Pistons do not retract Pads are blocked and do not release Improper conditioning of pads and disc Frequent overheating of disc and pads, brake is not adapted to the use Excessive rusting, scoring or pitting of brake disc Improper tire inflation pressure Loads applied excess the wheel load ratings Replace brake lines Torque bolts to proper value Modify the pedal geometry or length of master cylinder Replace Modify the pedal geometry or length of master cylinder Open and close the reservoir to release the pressure Change all seals of the system, put the right fluid Inspect and repair Inspect for damage, change seals and pistons Inspect and repair See the conditioning procedure 2 Replace brake assembly by another model with increased energy capacity Repair or replace the disc and pads Replace wheel flange, check tire inflation pressure Change wheel model for a stronger one Page 146

20 TROUBLE PROBABLE CAUSE CORRECTION 6. Rapid decrease of tire pressure (10 PSI per day) 7. Medium decrease of tire pressure (10 PSI per week) Improper tire mounting, damaged seal Leak at valve core Improper tire Scratches on sealing faces Defective valve core Disassemble and replace seals Replace valve core Use only tubeless tires Replace the part by a new one Replace valve core 8. Slow decrease of tire pressure (10 PSI per month) Standard decrease of pressure with some tubeless tires Inflate tire to the appropriate pressure. Check inflation pressure every month. Page 147

21 Installation of the main wheels with brake discs and calipers on the gear leg Install the caliper mounted on the main wheel axle on the gear leg and put in the 6 screws (screw head must be on wheel side) The locking nuts must be on the gear leg side Put in the brake disc between the two brake pads : YOU MUST NOT DISASSEMBLE THE CALIPER TO DO THIS OPERATION NYLSTOP STAINLESS STEEL NUT (put washers in case of composite gear leg) Tightening torque for the axle/gear leg linkage: Screw 6mm = 10N.m (88 in.lb) screw ¼ pouce = 9N.m (80 in.lb) screw 8mm = 20N.m (177 in.lb) Report to the instruction of the plane specific manual. For certain mounting, a bearing spacer is delivered (to fit between the axle and the wheel) if one spacer is delivered, fit it on the axle put with the hand the wheel with the tire on the wheel. Help the disc to fit inside the slots. Do not force grease copiously the axle thread and screw the axle nut. Use the appropriate tightening tool tighten the screw until you feel the contact with the bearing (tightening torque for information : 25N.m) you must ABSOLUTELY install the pin Nylstop slotted nut ou slotted nut + pin nut + pin Page 148

22 The LOCKING WIRE MUST ABSOLUTELY and PROPERLY BE INSTALLED BEFORE THE FLIGHT During the installation, you must check the following points: - there is not play between the wheel and its axle - the stainless steel locking wire limiting the disc is in place (wire diameter 1mm). You must check at each plane check before the flight that this locking wire is in proper place otherwise the disc could go out of its slots in the wheel. - The wheels can freely rotate : airplane on blocks, wheel in the air, you must be able to rotate the wheel easily with the hand without special effort or hard spot. - brakes locked, airplane on the ground, you must not be able to move the airplane. INSTALLATION of the BRAKES : MASTER BRAKE CYLINDERS : depending on the aircraft, the master brake cylinder(s) are located on the control stick, on the pedals or between the seats and must be installed according to the state of art. Page 149

23 BRAKE SCHEMATIC with balanced anti-skid ALIR REGULATOR case of DIFFERENTIAL BRAKING Differential braking system with in-line balanced anti-lock regulator (ALIR anti-skid & in-line braking) and parking brake valve (master cylinders are mounted in serie) Tightening torque : Banjo screw = 15-17N.m ( in.lb) Bleeding screw = 15-17N.m ( in.lb) Page 150

24 BRAKE SCHEMATIC with LIMITER case of a SYETRICAL BRAKING Tightening torque : Banjo screw = 15-17N.m ( in.lb) Bleeding screw = 15-17N.m ( in.lb) Page 151

25 HOW TO SET the ALIR REGULATOR The ALIR anti-skid regulator can prevent the wheel locking if it is properly set. When you rotate the thumbwheel, you change the maximum pressure available in the wheel brakes. You look at the thumbwheel in front of you : if you rotate it clockwise : the braking power increases if you rotate it anti-clockwise : the braking power decreases The coarse setting is indicated on the top of the regulator: As example, on the picture, the lowest pressure indicated is 20 bars and the maximum pressure 50 bars. 1 click on the thumbwheel = 1 bar 1 revolution of the thumbwheel = 5 clicks = 5 bars Setting : First of all, you must have done approximately twenty landings to run in the brakes (report to the chapter BRAKES RUNNING IN) with the regulator set at a 20 bars pressure approximately. Then you will do braking tests with the aircraft at low load to evaluate what is happening: if the deceleration is not enough : increase the pressure of the regulator if the wheels are locking : decrease the pressure of the regulator until the wheel locking disappear in the case of a tail dragger, if the tail lifts up : decrease the pressure of the regulator BRAKES RUNNING IN : You MUST RUN IN properly the brake pads and the discs to ensure the best performance and the best life time to the brakes. Running in instruction : during 20 to 30 landings : brakes must be operated smoothly without too strong effort on the brake controls (master brake cylinders) without heating the brakes nota : TAKE CARE that braking efficiency is reduced by approximately 50% when the brakes are new. This warning is also available when you put new brake pads and discs. Page 152

26 Life time of wear parts For certified parts (STC - TSO) you must refer to the according Maintenance Manual Wear parts : Limit wear allowed : Brake pads (linings) Min. thickness : 1mm (0.039 Inch) Replacement of the discs Min. thickness : 2.8mm (0.109 Inch) Replacement of the wheel protection clips Play between disc and rim >0.8mm (internal rim) ( Inch) measured with a gauge block Replacement of the wheel o rings : 5" wheel : Ø118 (2x) and Ø2.8 (1x) 6" wheel in 3 parts: Ø142 (2x) and Ø2.8 (1x) 6" wheel Classic : Ø130 (1x) and Ø142 (1x) 6" wheel SL in 2 parts : Ø142 (1x) each time you disassemble the wheel Brake fluid : depending on which type Maintenance cycle For certified parts (STC - TSO) you must refer to the according Maintenance Manual Life time of BERINGER products depends on the way you use them. In any case the following maintenance cycles are maximum limits. In case of intensive use, the wear of parts must be more often checked and replaced. Check of the different parts of the equipment: New material Annual check Replacement advice Thickness of brake pad compound 3mm x Thickness of the brake disc 3mm x Radial play between disc and internal 0 to 0.4 x rim Brake fluid level maxi x Replacement of the brake disc neuf 5 years Replacement of caliper pistons and neuf 10 years piston seals Replacement of o ring seals, bearings and screws of the wheels neuf 10 years Following products: wheel, caliper, master cylinder, anti-lock regulator are safety parts. They have been assembled with strict procedures and tested to ensure a total reliability. - Disassembling without respecting the proper procedures will cancel the guaranty. - Consult us before disassembling any product, we will send you the adapted procedures. IMPORTANT NOTES : Use only WATER or SOAPED WATER to clean BERINGER products. Do not use any thinner or cleaning sprays, it will damage the seals. Do not use any grease or lubricants that are not prescribe by BERIN- GER, they may be not compatible with seals. - In case of problem, contact us before doing anything on the products. - Use only the type of brake fluid indicated on the parts from a sealed bottle in our brake parts. Page 153

27 ALG Landing Gear Installation and Maintenance Manual 1) Original landing gear removal The aircraft has to be suspended so the gear is not in compression and the wheels are not in contact with the ground. Remove the wheels and wheel axles Remove the original landing gear from its attachment points 2) ALG Packing list Two shocks with axle fixing support Two stiffeners Two traction legs with joint forks and axles 3) ALG Installation Shock installation - to assemble the upper part of the gear re-use the original bolt if it is in good shape, otherwise replace it (caution: imperial screws) - position the set rings on each side of the shock to limit the side lash - generously grease the thread and bolt - do not tighten up the nut, it has to be in contact with the part only. Secure it with a new cotter pin. Page 154

28 Stiffener installation - to assemble the upper part of the gear re-use the original bolt if it is in good shape, otherwise replace it (caution: imperial screws) - position the set rings on each side of the shock to limit the side lash - generously grease the thread and bolt - do not tighten up the nut, it has to be in contact with the part only. Secure it with a new cotter pin. - to assemble the lower part of the gear: torque the M8 nut with the Nylstop nut included in the kit at 25 N.m/18.4 ft.lb NOTA: check the shock and stiffener motion that has to be free of stress and with a sufficient angle to allow the full travel. Also check that there is a sufficient clearance between the shock and the wing bracing support, otherwise remove some material from the support. To check the angle please refer to the Scheme n 1 at the end of this manual. Traction leg installation - generously grease the lower 8mm steel axle - position the gear leg into the axle fixing support and insert the steel axle - position the two set rings onto the ends and put the cotter pin onto the axle - grease the upper part rod end (see picture) - position the two conical machined washers and torque the bolt at 12 N.m/8.8 ft.lb - put the cotter pin on Tapered axle installation - assemble the wheel axle and the axle fixing support with the screws included in the kit - at the same time assemble the brake with three longer screws included in the kit - coat all the screws with red Loctite torque at 12 N.m/8.8 ft.lb Repeat the same process on the other side of the gear. Installation of the wheels onto the wheel axles Please refer to the wheel and brake installation manual. Page 155

29 4) Shock inflation The shock inflation has to be done with the plane suspensed so the wheels are not in contact with the ground. During the inflation process the shock must be completely loose. USE ONLY A HIGH PRESSURE PUMP SCALED TO 25 BARS MINIMUM A Connect the pump fitting to the shock B Inflate the shock until bars/ psi depending on the aircraft gross weight, the gear must present the same position as the Scheme n 2 at the end of this manual. NOTA: the shocks have to be conditionned to be able to set up the final inflation pressure = approximately 20 landings C Disconnect quickly the inflation pump from the shock NOTA: the pressure gauge indicates the pressure in the shock. The air noise that is heard when disconnecting the pump is caused by the air that was into the pump pipe. D Caution: the shock pressure cannot be measured: measuring the shock pressure causes a loss of pressure and the value indicated on the gauge is not the one inside the shock (opposite tire pressure measurement). E The shock pressure control during pre-flight is done by measuring the length of the chromed piston at the end of the shock. If this length is too small or too long, then the shock needs to be inflated or deflated. CAUTION: do not intend to deflate the shock: oil will run out from the shock. If the shock has to be deflated it needs to be shipped back to BERINGER for overhaul. F The plane can be inclined on one side because of the dry friction of the shock seals. This is not considered as a problem. As soon as the plane will roll, the wings should go back to horizontal. In case of taxiing on a non-flat surface, the lower shock will come to a limit stop with no consequence for the gear. Page 156

30 1 Full compression of the gear 2 Static position at gross weight 3 Full extension of the gear (wheels not in contact with ground) NOTA: the dimensions include a tire with external diameter of 520mm/20.5 Page 157