1. General
A. Overweight Landing When the airplane makes a landing at weights above the maximum design landing weight (MLW), the landing will be considered as overweight landing, and the examination described below is required.
B. The Examination
(1)
The examination is divided into Phase I and II. Phase I, step 2A examination is applicable when comments indicate the overweight landing sink rate was low to moderate. Phase I, step 2B examination is applicable when comments indicate the overweight landing sink rate was more than moderate.
(2)
If Phase I, step 2A reveals any evidence of damage, Phase I, step 2B must be accomplished. If Phase I, step 2B reveals any evidence of damage, Phase II must be accomplished.
(3)
If examination per Phase I reveals no damage, no further examination is necessary.
2. Phase I Examination
A. Examine airplane structure for overweight landing condition at low to moderate sink rate.
(1)
Check tires and wheels for damage.
(2)
Check main gear shock strut upper and lower ends for evidence of fluid leakage.
NOTE: A small amount of fluid on the inner cylinder is normal.
(3)
Check nose gear shock strut upper and lower ends for evidence of fluid leakage.
NOTE: A small amount of fluid on the inner cylinder is normal.
(4)
Check nose gear tires and wheels for damage.
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B. Examine airplane structure for overweight landing at more than moderate sink rate.
(1) Landing Gear Area:
(a)
Nose wheel well area for buckling, flaking paint, cracks and pulled or missing fasteners in web of nose wheel well, particularly in vicinity of trunnion support.
(b)
Nose gear wheels for cracks.
(c)
Nose gear orifice support tube attach nut for evidence of fluid leakage.
(d)
Nose gear outer cylinder for distortion, cracks, and flaking paint.
(e)
Nose gear doors, hinges and retraction mechanism for damage, distortion, buckles, pulled or missing fasteners.
(f)
Main gear wheels for cracks.
(g)
Main gear orifice support tube attach nut for evidence or fluid leakage.
(h)
Main gear strut doors and linkage for distortion, cracks, or other evidence of distress.
(i)
Main gear trunnion link and shock strut upper end for cracks and bolt distortion. Landing gear beam and attachment for cracks and loose or missing fasteners.
(j)
Remove upper wing-to-body fairing just forward of the aft fairing per operator's standard procedure.
(k)
Inspect the Body Station 706 main landing gear trunnion support fitting (Fig. 201). 1) Look for cracks or evidence of distortion in the area below and outboard of
stringer 18A. 2) If a crack is found, contact Boeing for information on how to make a repair.
(2)
Fuselage:
(a)
Upper and lower fuselage skin panels forward and aft wing for buckles, wrinkles or tears. Permanent wrinkles often occur on the lower side fuselage skins aft of STA
727. Interior inspection is required if such wrinkles are found and not know to be pre-existing. If the wrinkles were pre-existing they must be closely inspected for cracks.
(b)
Keel beam chords, stiffeners, webs and splices at station 663 thru 727A for distortion, buckled or damaged panels and pulled or missing fasteners.
(3)
Wing:
(a)
Engine-to-wing fairing panels for buckling, cracks and pulled or missing fasteners.
(b)
Wing leading edge-fairing for displacement, fastener hole elongation or tear-out, skin cracks, pulled or missing fasteners.
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3. Phase II Examination
A. Examine airplane structure
(1)
Jack the airplane at wing and fuselage jack points (Ref Chapter 7, Lifting and Shoring). Retract and then extend main and nose landing gear (Ref Chapter 32, Landing Gear). Check for evidence of interference, misalignment, or distortion.
(2)
Landing Gear Area:
(a)
If wheel removal is necessary, due to blown tires, examine wheel structure for cracks. Check brake assemblies for damage and wheel bearings for roughness.
(b)
Nose gear outer cylinder trunnion fitting area, torsion links, and drag brace link assemblies for distortion, cracks, flaking paint, and pulled, loose, or missing fasteners.
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