excessive key slot wear are grounds for rejection. Brake wear pads or linings must also be inspected for wear while the brake assembly is removed from the aircraft. Signs of uneven wear should be investigated, and the problem corrected. The pads may be replaced if worn beyond limits as long as the stationary disc upon which they mount passes inspection. Follow the manufacturer’s procedures for inspections and for pad replacement. 

Rotating discs must be similarly inspected. The general condition of the disc must be observed. Glazing can occur when a disc or part of a disc is overheated. It causes brake squeal and chatter. It is possible to resurface a glazed disc if the manufacturer allows it. Rotating discs must also be inspected in the drive key slot or drive tang area for wear and deformation. Little damage is allowed before replacement is required. 

The pressure plate and back plate on multiple disc brakes must be inspected for freedom of movement, cracks, general condition, and warping. New linings may be riveted to the plates if the old linings are worn and the condition of the plate is good. Note that replacing brake pads and linings by riveting may require specific tools and technique as described in the maintenance manual to ensure secure attachment. Minor warping can be straightened on some brake assemblies. 

## Automatic Adjuster Pins 

A malfunctioning automatic adjuster assembly can cause the brakes to drag on the rotating disc(s) by not fully releasing and pulling the lining away from the disc. This can lead to excessive, uneven lining wear and disc glazing. The return pin must be straight with no surface damage so it can pass through the grip without binding. Damage under the head can weaken the pin and cause failure. Magnetic inspection is sometimes used to inspect for cracks. 

The components of the grip and tube assembly must be in good condition. Clean and inspect in accordance with the manufacturer’s maintenance instructions. The grip must move with the force specified and must move through its full range of travel. 

## Torque Tube 

A sound torque tube is necessary to hold the brake assembly stable on the landing gear. General visual inspection should be made for wear, burrs, and scratches. Magnetic particle inspection is used to check for cracks. The key areas should be checked for dimension and wear. All limits of damage are referenced in the manufacturer’s maintenance data. The torque tube should be replaced if a limit is exceeded. 

## Brake Housing and Piston Condition 

The brake housing must be inspected thoroughly. Scratches, gouges, corrosion, or other blemishes may be dressed out and the surface treated to prevent corrosion. Minimal material should be removed when doing so. Most important is that there are no cracks in the housing. Fluorescent dye penetrant is typically used to inspect for cracks. If a crack is found, the housing must be replaced. The cylinder area(s) of the housing must be dimensionally checked for wear. Limits are specified in the manufacturer’s maintenance manual. 

The brake pistons that fit into the cylinders in the housing must also be checked for corrosion, scratches, burrs, etc. Pistons are also dimensionally checked for wear limits specified in the maintenance data. Some pistons have insulators on the bottom. They should not be cracked and should be of a minimal thickness. A file can be used to smooth out minor irregularities. 

## Seal Condition 

Brake seals are very important. Without properly functioning seals, brake operation will be compromised, or the brakes will fail. Over time, heat and pressure mold a seal into the seal groove and harden the material. Eventually, resilience is reduced and the seal leaks. New seals should be used to replace all seals in the brake assembly. Acquire seals by part number in a sealed package from a reputable supplier to avoid bogus seals and ensure the correct seals for the brake assembly in question. Check to ensure the new seals have not exceeded their shelf life, which is typically three years from the cure date. 

Many brakes use back-up rings in the seal groove to support the O-ring seals and reduce the tendency of the seal to extrude into the space which it is meant to seal. These are often made of Teflon® or similar material. Back-up seals are installed on the side of the O-ring away from the fluid pressure. [Figure 13-121]  They are often reusable. 

## Replacement of Brake Linings 

In general aviation, replacement of brake linings is commonly done in the hangar. The general procedure used on two common brake assemblies is given. Follow the actual manufacturer’s instruction when replacing brake linings on any aircraft brake assembly. 

## Goodyear Brakes 

To replace the linings on a Goodyear single disc brake assembly, the aircraft must be jacked and supported. Detach the anti-rattle clips that help center the disc in the wheel before removing the wheel from the axle. The disc 

