Figure 12-12.–Landing gear drag brace adjustment.
permit the brace to jackknife during retraction of the
gear. The upper brace pivots on a trunnion attached to
the wheel well overhead. The lower brace is connected
to the lower portion of the shock strut outer cylinder.
On the drag brace shown in figure 12-12, a locking
mechanism is used where the lower and upper drag
braces meet. Usually in this type of installation, the
locking mechanism is adjusted so that it is allowed to be
positioned slightly overcentered. You must be able to
inspect and adjust landing gear braces and lccking
mechanisms as specified in the applicable MIM.
To adjust the drag brace shown in figure 12-12, you
would first remove the cotter pin and nut (not shown)
from the lock arm shaft. With the drag brace in the full
extended position, rotate the eccentric bushings that are
located on each end of the lock arm shaft.
Both bushings must be rotated together to ensure
that the high point of the eccentricity is the same on both
bushings. Failure to do this may result in damage to the
equipment or sluggish operation. The bushings maybe
rotated in either direction until the end of the leek arm
shaft, shown as point “A” in figure 12-12, is a distance
of 0.003 inch to 0.015 inch from the striker. This
clearance is checked with a feeler gauge.
Other portions of the drag brace are nonadjustable,
except for the length of its down leek cylinder. Figure
12-12 indicates the cylinder should be adjusted to a
length of 12 3/8 inches.
In the design of drag braces, the tendency has been
directed toward lessening the adjustment requirements.
In some installations, drag braces are manufactured to
exact dimensions and do not require adjustments.
NOSEWHEEL STEERING SYSTEMS
Learning Objective: Recognize the types of
nosewheel steering systems, their components,
and the applicable main tenance requirements.
12-11
