With the strut fully compressed and in the vertical position, service the strut with hydraulic fluid. Install the air valve on the strut and torque to 100-110 inch-pounds. Place the strut fully extended in a horizontal or vertical position and inflate with dry nitrogen to the normally extended pressure specified in the MIM or 03 manual. Ensure that the strut shows no leakage after a 1-hour interval.

If the strut fails the bench test, it is tagged to show the portion of the test that failed. Then it is deflated, flushed with preservative hydraulic fluid, and forwarded to the next higher level of maintenance.

If the strut passes the bench test and is not to be installed on an aircraft immediately, flush with preservative hydraulic fluid before sending it to supply. If any parts other than those listed as replaceable at the intermediate level of maintenance are faulty, tag the strut and forward it to the next higher level of maintenance. The VIDS/MAF is closed out to account for man-hours expended in attempting repairs before the strut is declared beyond the capability of maintenance (BCM). If a Quality Deficiency Report (QDR) form was attached to the strut by the removing organizational maintenance activity, complete the QDR and submit it according to the instructions provided in OPNAV Instruction 4790.2 (series).

Any unusual failure or strut malfunction should be reported by the submission of a QDR so that failure trend patterns or isolated instances maybe reviewed for possible higher echelon action. Forward the No. 4 copy of the MAF and the hard copy of the QDR with the strut to the next higher level of maintenance.

Learning Objective: Identify the three major brake systems and recognize the operation of the emergency brake systems.

Three types of brake systems are currently in use on naval aircraft. They are the independent-type brake system, the power boost brake system, and the power brake control valve system. In addition, there are several different types of brake assemblies currently in use.