MODEL 206 & T206 SERIES SERVICE MANUAL

5-4. MAIN LANDING GEAR.

5-5. DESCRIPTION.
The flat spring-steel main landing gear struts are attached to the aircraft at inboard and outboard
forgings, located in the belly of the aircraft. A hydraulic brake line, enclosed by a fairing is routed
down the aft side of each spring-strut.

5-6. MAIN GEAR REMOVAL. (See figure 5-1.)

NOTE: The following procedure removes the landing gear as a complete assembly. Refer to
applicable paragraph for removal of individual components.

a. Remove floorboard access covers over inboard and outboard landing gear forgings.
b. Hoist or jack aircraft in accordance with procedures outlined in Section 2.
c. Remove brake bleeder screw and drain hydraulic brake fluid from gear being removed.
d. Disconnect and cap or plug brake line at bulkhead fitting just inboard of outboard landing
gear forging.
e. Remove bolt, washers and nut attaching spring strut to inboard forging.
f. Remove bolts, washers and nuts attaching spring strut and main gear spring channel to
outboard landing gear forging.
g. Work strut out of fuselage forgings, using care to remove main gear spring channel.

5-5A CORROSION CONTROL ON LANDING GEAR SPRINGS.

a. General
(1) The main landing gear springs are made from high strength steel that is shot peened on
the lower surface to increase the fatigue life of the part.
(2) The shot peened layer is between 0.010 and 0.020 inch thick.
(3) If the protective layer of paint is chipped, scratched, or worn away, the steel may corrode
(rust).

NOTE: Corrosion pits that extend past the shot peen layer of the gear spring will cause
a significant decrease in the fatigue life of the spring.

(4) Operation from unimproved surfaces increases the possibility of damage.

b. Corrosion removal and repair.

WARNING: Do not use chemical rust removers or paint strippers on

landing gear springs. High-strength steel parts are very
susceptible to hydrogen embrittlement. Acidic solutions,
such as rust removers and paint strippers, can cause
hydrogen embrittlement. Hydrogen embrittlement is an
undetectable, time-delayed process. Since the process is
time delayed, failure can occur after the part is returned to
service.
(1) Examine for signs of corrosion (red rust) if damage to the paint finish of the landing gear
spring is found.
(2) Carefully remove any rust by light sanding.
(a) The sanding must blend the damage into the adjacent area in an approximate 20:1
ratio.
EXAMPLE: An 0.005-inch deep pit. The pit must be blended to a 0.10-inch radius
or 0.20-inch diameter.

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 MODEL 206 & T206 SERIES SERVICE MANUAL

(b) Make sure the last sanding marks are along an inboard-to-outboard direction, or
along the long dimension of the spring.
(3) After the sanding is complete, measure the depth of the removed material from the
damaged area.

NOTE: The maximum combined depth of removed material to the top and bottom or
leading and trailing edge is not to be more than 0.063 inch at any two opposite
points on the gear spring. This measurement limitation includes areas that have
previously been damaged and repaired.

(a) Make sure the depth of the damage area on the bottom of the gear spring is not more
than 0.012 inch deep.
1 If the damage is deeper than 0.012 inch deep and less than 0.063 inch deep,
replace or shot peen the gear spring. The gear spring must be removed and sent
to an approved facility to be shot peened.
a The shot peen specification is to be Almen intensity of 0.012 to 0.016 with
330 steel shot.
(b) Make sure the depth of any damage on the leading edge, trailing edge, or top of the
gear spring is not more than 0.063 inch deep.
1 If the damage is deeper than 0.063 inch deep, replace the gear spring.
(4) Touch-up paint as required.

NOTE: Additional information regarding corrosion control can be found in FAA

documents AC-43-4, Chapter 6, or AC43.13-1B Chapter 6.

c. Axle bolt hole corrosion.

(1) Operation of an airplane on skis increases the loads on the lower part of the gear spring
because of the unsymmetrical and twisting loads.
(a) The increased loads have produced spring fractures that originate from pits in the
axle attach holes.
1 Catastrophic failures can occur from fatigue cracks as small as 0.003 to 0.010-
inch long that originated at pits.

NOTE: Although operation on skis causes more loads, the criteria apply to all airplanes.

(2) There is no maximum damage depth for pits that develop in the axle bolt holes. If pits or
corrosion is found, ream to remove it, subject to the following limitations:
(a) Remove the minimum material necessary to repair the damage.
(b) Make sure the diameter of the axle attachment holes are no more than 0.383 inch for
3/8-inch bolts.
(c) Make sure the diameter of the axle attachment holes are no more than 0.321 inch for
5/16-inch bolts.
(d) If reaming to the maximum dimension does not remove all signs of corrosion, discard
the landing gear spring.

5-7. MAIN GEAR INSTALLATION.

NOTE: The following procedure installs the landing gear as a complete assembly. Refer to
applicable paragraph for installation of individual components.

a. Install main gear spring channel in outboard landing gear forging.

NOTE: Convex surface of main gear spring channel is installed up against the lower side of the
strut. The concave side of the channel is installed down, resting on the lower edge of
the slot in the forging.

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 MODEL 206 & T206 SERIES SERVICE MANUAL

b. Work strut into fuselage forgings and install bolts, washers and nuts; tighten inboard bolt.
c. Torque outboard bolts to 660-750 lb. in.

NOTE: When outboard bolts are torqued to 660-750 lb in, channel should have a minimum of
80% contact with lower side of strut.

d. Connect hydraulic brake line at bulkhead fitting just inboard of outboard landing gear forging.
e. Install brake bleeder screw.
f. Fill and bleed brake system in accordance with applicable paragraph in this section.

5-8. BRAKE LINE FAIRING REPLACEMENT. (See figure 5-1.)

a. Disconnect brake line at brake assembly and drain fluid, or plug line to avoid draining.
b. Work brake line and split hose out of clip and flex line away from spring strut.
c. Remove all traces of original adhesive as well as any rust, paint or scale with a wire brush
and sandpaper. Sand inner surface of fairing strip, running sandpaper marks lengthwise;
leave primer on spring strut.
d. Thoroughly clean surfaces to be bonded. If a solvent is used, remove all traces of the solvent
with a clean, dry cloth. It is Important for the surfaces to be clean and dry. Solvent should not
be used on the vinyl fairing strip.
e. Leave surfaces slightly roughened or abraided. Deep scratches or nicks should be avoided.
f. Mix adhesive (A-1186, B. F. Goodrich, Akron, Ohio 443180), according to manufacturer’s
directions.
g. Apply a thin, uniform coat of adhesive to each bonding surface. Work life of A-1186-B is
approximately 8 hours at 750 F or 20 minutes at 200° F.
h. Press brake line into groove of fairing strip and raise line and strip to attach to aft side of
spring strut and fit into clip.
i. Immediately wrap fairing strip and spring strut with masking tape in five equally-spaced
places. Excessive adhesive may be removed with solvents.
j. Allow adhesive to cure thoroughly according to manufacturer’s directions before flexing the
gear.
k. After recommended curing time, remove tape and connect brake line.
l. If necessary, prime spring strut with White Rust Inhibitive Primer - 32W6 (Kansas Paint Co.,
Wichita, Kansas), and repaint to original color.
m. Fill and bleed brake system.
n. Wrap landing gear spring with polyurethane tape as shown in Section view A-A in figure 5-2.

5-9. MAIN LANDING GEAR FAIRINGS. (See figure 5-2.)

5-10. DESCRIPTION.
These aircraft may be equipped with either standard or heavy-duty size main wheel speed
fairings. The fairings are installed over the wheels and are attached to mounting plates, attached
to the axles. The wheel fairings are equipped with adjustable scrapers, installed in the lower aft
part of the fairings, directly behind the wheels. A brake fairing is installed over the lower strut and
is attached to the speed fairing.

5-11. REMOVAL OF BRAKE PAIRINGS (STANDARD OR OVERSIZED.) (See figure 5-2.)

a. Remove screws from perimeter of brake fairing.
b. Remove screws from nutplates holding fairing together.
c. Flex brake fairing over landing gear spring strut to remove.

5-12. INSTALLATION OF BRAKE FAIRINGS. (STANDARD OR OVERSIZED.) (See figure 5-2.)

a. Flex fairing over landing gear spring strut.

5-4B D2070-3-13 Temporary Revision 8 - July 1/2007

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