PMC-B787-81205-A2401-00

Aircraft Maintenance Manual

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Overweight, Hard, High Drag, or Side Load Landing Condition (Phase I) -

General Visual Inspection
Data Module DMC-B787-A-05-51-01-00B-311A-A Issue 052, 31 Oct 2015
(DM):
Publication: PMC-B787-81205-A2401-00 Issue 080, 31 Oct 2015

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The applicability information below is referenced at the lower left of each page to indicate the page
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LINE 39, 44, 49, 71, 75, 164, 167, 168, 196, 216, 258, 283, 298;

Applicability 1
LINE 39, 44, 49, 71, 75, 164, 167, 168, 196;

Applicability 2
LINE 216, 258, 283, 298;

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Overweight, Hard, High Drag, or Side Load Landing Condition (Phase I)

General Visual Inspection

Preliminary Requirements

Location Zones

Zone Area
100 Lower Half of Fuselage
500 Left Wing
600 Right Wing
700 Landing Gear and Landing Gear Doors

Procedure
1. Overweight, Hard, High Drag, or Side Load Landing Condition (Phase I) - General Visual
Inspection
A. General
(1) The Phase I inspection is applicable when an Overweight, Hard, High Drag, or Side Load
Landing occurs.

(2) If the inspection during Phase I does not show that damage has occurred, no more inspections
are necessary.

(3) If the Phase I inspection shows that there is damage, the Phase II inspection is necessary.

(4) A high drag or side load landing occurs if the airplane makes a landing with one or more of the
conditions that follow:

(a) The airplane went more than the prepared surface.

(b) The airplane made a landing short of the prepared surface.

(c) The airplane made a landing and two or more tires blew.

1) If the only inspection trigger that occurred was the blowing of two or more tires, then the
blown tires do not count as “damage” for the purpose of determining if a Phase II
inspection is necessary. In this case, if the Phase I inspection reveals no other damage
beyond blown tires and the damaged wheels or brakes, then the aircraft can be returned
to service without having to complete a Phase II inspection.

(5) If there was a high drag or side load landing, do the Phase I inspection.

(6) If there was an overweight landing and the landing was not a hard landing or high drag or side
load landing, the Phase I inspection is not necessary.

(7) If the pilot wrote in the report that there was an overweight or hard landing, use the tables that
follow to find if an inspection is necessary.

(a) Pull the maintenance page, ATA 51 Landing Conditions. Compare the values given for the
specified landing on the maintenance page to the limits on the applicable Table. If all of the
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values are between the limits on the applicable Table, then no inspection is necessary. If a
value is not between the limits on the applicable Table then an inspection is necessary.

NOTE :: It is optional to use the landing condition information from the enhanced airborne
flight recorder (EAFR).

1) If the airplane weight is the same or less than the maximum structural landing weight

a) and the CG SINK RATE is less than or equal to 360, use Table 1.

b) and the CG SINK RATE is less than or equal to 420 and more than 360, use Table 2.

c) and the CG SINK RATE is less than or equal to 480 and more than 420, use Table 3.

d) and the CG SINK RATE is less than or equal to 540 and more than 480, use Table 4.

e) and the CG SINK RATE is greater than 540, do the Phase I Inspection.

2) If the airplane weight is more than the maximum structural landing weight, use Table 5.

Table 1 Table 1: CG SINK RATE less than or equal to 360

Minimum Maximum

MAIN GEAR

PRIOR TO TOUCHDOWN

CG Sink Rate (ft/min) NA +360

Pitch Attitude NA +10

Crab Angle −20 +20

Roll Attitude −8 +8

Body Roll Rate −9 +9

CG Norm Accel +0.9 NA

TOUCHDOWN

Peak CG Norm Accel NA +1.8

NOSE GEAR

Body Pitch Rate −7.0 NA

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Table 2 Table 2: CG SINK RATE is less than or equal to 420 and more than 360
Minimum Maximum

MAIN GEAR

PRIOR TO TOUCHDOWN

CG Sink Rate (ft/min) +360 +420

Pitch Attitude NA +10

Crab Angle −20 +20

Roll Attitude −4 +4

Body Roll Rate −6 +6

CG Norm Accel +0.9 NA

TOUCHDOWN

Peak CG Norm Accel NA +1.9

NOSE GEAR

Body Pitch Rate −7 NA

Table 3 Table 3: CG SINK RATE is less than or equal to 480 and more than 420
Minimum Maximum

MAIN GEAR

PRIOR TO TOUCHDOWN

CG Sink Rate (ft/min) +420 +480

Pitch Attitude NA +10

Crab Angle −20 +20

Roll Attitude −2 +2

Body Roll Rate −3 +3

CG Norm Accel +0.9 NA

TOUCHDOWN

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Table 3 Table 3: CG SINK RATE is less than or equal to 480 and more than 420 (Continued)
Peak CG Norm Accel NA +2.0

NOSE GEAR

Body Pitch Rate −7 NA

Table 4 Table 4: CG SINK RATE is less than or equal to 540 and more than 480
Minimum Maximum

MAIN GEAR

PRIOR TO TOUCHDOWN

CG Sink Rate +480 +540

Pitch Attitude NA +10

Crab Angle −20 +20

Roll Attitude −2 +2

Body Roll Rate −1 +1

CG Norm Accel +0.9 NA

TOUCHDOWN

Peak CG Norm Accel NA +2.0

NOSE GEAR

Body Pitch Rate −7 NA

Table 5 Table 5: If the airplane weight is more than the MLW

Minimum Maximum

MAIN GEAR

PRIOR TO TOUCHDOWN

CG Sink Rate NA +360

Pitch Attitude NA +10

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Table 5 Table 5: If the airplane weight is more than the MLW (Continued)
Crab Angle −15 +15

Roll Attitude −2 +2

Body Roll Rate −3 +3

CG Norm Accel +0.9 NA

TOUCHDOWN

Peak CG Norm Accel NA +1.7

NOSE GEAR

Body Pitch Rate −7.0 NA

(8) When the conditional inspection says to "examine" a component, look for these conditions
(replace or repair components, if it is necessary):

(a) Cracks

(b) Pulled apart structure

(c) Loose paint (paint flakes)

(d) Discoloration

(e) Twisted parts (distortion)

(f) Wrinkles or buckles in the structure

(g) Bent components

(h) Fastener holes that become larger or longer

(i) Loose fasteners

(j) Fasteners that have pulled out or are gone

(k) Delaminations

(l) Fiber breakouts

(m) Remaining black powder around and trailing from fasteners in composites (an indication of
loose fasteners)

(n) Misalignment

(o) Interference

(p) Nicks or gouges

(q) Other signs of damage.

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(9) Fuse pin inspection guidelines.

(a) When the conditional inspection says to ‘‘examine’’ a fuse pin use one of these inspections:

1) The inspection of the inner diameter of the fuse pin, procedure number 1.

a) Remove the bolt that you will examine that goes through the fuse pin and the end
caps of the fuse pin.

b) Clean the grease away from the inner diameter of the fuse pin.

c) Use a straight edge, or equivalent device, and look for distortion of the inner diameter
of the fuse pin.

2) Rotation inspection of the fuse pin joint, procedure number 2.

a) Remove the load from the joint that has the fuse pin.

b) Turn the fuse pin. If the fuse pin is free to turn, there is no damage.

3) Partial removal and binding inspection of the fuse pin, procedure number 3.

a) Remove the load from the joint that has the fuse pin.

b) Remove the bolt that goes through the fuse pin and the end caps of the fuse pin.

c) Pull the fuse pin out 0.5 in. (12.7 mm). If the fuse pin is free to move in and out of the
lugs, there is no damage.

(10) If only the body pitch rate was not between the limits in the table, only the Nose Landing Gear
Inspections are necessary.

B. Main Landing Gear Areas

(1) Examine the areas of the main landing gear as follows:

(a) Examine the tires.

(b) Examine the wheels.

(c) Examine the top and bottom ends of the shock struts for signs of fluid leakage.

NOTE :: A small quantity of hydraulic fluid on the inner cylinder is satisfactory.

(d) Examine the strut doors and linkages.

(e) Examine the trunnion and top end of the shock strut for cracks.

(f) Examine the drag brace, and drag brace attachments.

(g) Examine the side brace, and side brace attachments.

(h) Examine the inner diameter of the fuse pins and pin assembly for the drag brace and the
main gear-beam (Figure 1, Drag Brace Shackle Fuse Pin Inspection).

(i) Examine the attachment fittings for the landing gear beam-to-rear spar.

(j) Examine the attachment for the landing gear trunnion-to-rear-spar.

(k) Examine the attachment for the landing gear trunnion-to-landing-gear-beam.

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(l) Examine the inner diameter of the fuse pins at the landing gear forward trunnion to rear spar
attachment (Figure 2, Forward Trunnion Housing Assembly Fuse Pin Inspection).

(m) Examine the attachment for the main landing gear beam-to-body (hanger link).

1) Look at the inner diameter of the hollow pins that attach the main landing gear beam to
the hanger link.

NOTE :: Remove the through bolt and end cap of the hollow pin before the inspection, if
installed.

(n) Examine the truck-positioning mechanism and linkage for the main landing gear.

(o) Examine the truck-beams for the main landing gear.

C. Nose Landing Gear Inspection

(1) Examine the areas of the nose landing gear as follows:

(a) Examine the tires.

(b) Examine the wheel well.

NOTE :: Look carefully in the area near the trunnion and the drag-strut support fittings.

(c) Examine the wheels.

(d) Examine the shock strut at the top and bottom ends for signs of hydraulic fluid leakage.

NOTE :: A small quantity of hydraulic fluid on the inner cylinder is satisfactory.

(e) Examine the outer cylinder.

(f) Examine the axle.

D. Fuselage and Wing Areas

(1) Examine the fuselage and wing areas as follows:

(a) Examine the engine strut panels, doors and structure for signs that they have buckled.

(b) Examine the wing-to-body fairing of the leading edge.

(c) Examine the lower fuselage structure for signs that the runway was touched.

E. Cabin Inspections
(1) Do these cabin inspections that follow to find possible damage:

(a) Do a visual inspection of all ceiling panels (and video monitors, if applicable) for dislodging
and signs from impact damage.

(b) Do a visual inspection of all overhead bins for signs of looseness and impact damage.

(c) Continue the Cabin Inspection in the Phase II inspection if cabin damage was found in the
Cabin Inspections above that includes the ceiling panels, overhead bins, or the video
monitors. If you find no damage, no more cabin inspection is necessary and it is not
necessary to continue the cabin inspection in Phase II.

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ICN-B787-A-000021-A-81205-19805-A-01-1
Figure 1 (Sheet 1 of 4) Drag Brace Shackle Fuse Pin Inspection

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ICN-B787-A-000021-A-81205-19806-A-01-1
Figure 1 (Sheet 2 of 4) Drag Brace Shackle Fuse Pin Inspection

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ICN-B787-A-000021-A-81205-19807-A-01-1
Figure 1 (Sheet 3 of 4) Drag Brace Shackle Fuse Pin Inspection

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ICN-B787-A-000021-A-81205-19808-A-01-1
Figure 1 (Sheet 4 of 4) Drag Brace Shackle Fuse Pin Inspection

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ICN-B787-A-000021-A-81205-19809-A-01-1
Figure 2 (Sheet 1 of 8) Forward Trunnion Housing Assembly Fuse Pin Inspection

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ICN-B787-A-000021-A-81205-19810-A-01-1
Figure 2 (Sheet 2 of 8) Forward Trunnion Housing Assembly Fuse Pin Inspection

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ICN-B787-A-000021-A-81205-19811-A-01-1
Figure 2 (Sheet 3 of 8) Forward Trunnion Housing Assembly Fuse Pin Inspection

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ICN-B787-A-000021-A-81205-19812-A-01-1
Figure 2 (Sheet 4 of 8) Forward Trunnion Housing Assembly Fuse Pin Inspection

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ICN-B787-A-000021-A-81205-19813-A-01-1
Figure 2 (Sheet 5 of 8) Forward Trunnion Housing Assembly Fuse Pin Inspection

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ICN-B787-A-000021-A-81205-19814-A-01-1
Figure 2 (Sheet 6 of 8) Forward Trunnion Housing Assembly Fuse Pin Inspection

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ICN-B787-A-000021-A-81205-19815-A-01-1
Figure 2 (Sheet 7 of 8) Forward Trunnion Housing Assembly Fuse Pin Inspection

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ICN-B787-A-000021-A-81205-19816-A-01-1
Figure 2 (Sheet 8 of 8) Forward Trunnion Housing Assembly Fuse Pin Inspection

Applicable To: DMC-B787-A-05-51-01-00B-311A-A

Applicability 2 (See Title Page) Issue 052, 31 Oct 2015
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