content_image/574274.jpg
## Shock Strut Operation 

Figure 13-23  illustrates the inner construction of a shock strut. Arrows show the movement of the fluid during compression and extension of the strut. The compression stroke of the shock strut begins as the aircraft wheels touch the ground. As the center of mass of the aircraft moves downward, the strut compresses, and the lower cylinder or piston is forced upward into the upper cylinder. The metering pin is therefore moved up through the orifice. The taper of the pin controls the rate of fluid flow from the bottom cylinder to the top cylinder at all points during the compression stroke. In this manner, the greatest amount of heat is dissipated through the walls of the strut. At the end of the downward stroke, the compressed air in the upper cylinder is further compressed which limits the compression stroke of the strut with minimal impact. During 

<img src='content_image/574274.jpg'>

taxi operations, the air in the tires and the strut combine to smooth out bumps. 

Insufficient fluid, or air in the strut, cause the compression stroke to not be properly limited. The strut could bottom out, resulting in impact forces to be transferred directly to the airframe through the metallic structure of the strut. In a properly serviced strut, the extension stroke of the shock strut operation occurs at the end of the compression stroke. Energy stored in the compressed air in the upper cylinder causes the aircraft to start moving upward in relation to the ground and lower strut cylinder as the strut tries to rebound to its normal position. Fluid is forced back down into the lower cylinder through restrictions and snubbing orifices. The snubbing of fluid flow during the extension stroke dampens the strut rebound and reduces oscillation caused by the spring action of the compressed air. A sleeve, spacer, or bumper ring incorporated into the strut limits the extension stroke. 

Efficient operation of the shock struts requires that proper fluid and air pressure be maintained. To check the fluid level, most struts need to be deflated and compressed into the fully compressed position. Deflating a shock strut can be a dangerous operation. The technician must be thoroughly familiar with the operation of the high-pressure service valve found at the top of the strut’s upper cylinder. Refer to the manufacturer’s instructions for proper deflating technique of the strut in question and follow all necessary safety precautions. 

Two common types of high pressure strut servicing valves are illustrated in Figure 13-24 . The AN6287-1 valve in Figure 13-24A  has a valve core assembly and is rated to 3,000 pounds per square inch (psi). However, the core itself is only rated to 2,000 psi. The MS28889-1 valve in Figure 13-24B has no valve core. It is rated to 5,000 psi. The swivel nut on the AN6287-1 valve is smaller than the valve body hex. The MS28889-1 swivel nut is the same size as the valve body hex. The swivel nuts on both valves engage threads on an internal stem that loosens or draws tight the valve stem to a metal seat. 

## Servicing Shock Struts 

The following procedures are typical of those used in deflating a shock strut, servicing it with hydraulic fluid, and re-inflating the strut. 

1. Position the aircraft so that the shock struts are in the normal ground operating position. Make certain that personnel, work stands, and other obstacles are clear of the aircraft. If the maintenance procedures require, securely jack the aircraft. 

2. Remove the cap from the air servicing valve. [Figure 13-25A] 

