Every landing gear system on a commercial aircraft absorbs the full kinetic energy of a landing — roughly 500,000 foot-pounds for a narrowbody at maximum landing weight — in the space of one to two seconds, dozens of times a day, every day, for 20 years or more. It is the only aircraft structure that must function perfectly under compression, tension, torsion, and impact loads simultaneously, in weather ranging from -54C at cruise to +50C on a Middle Eastern tarmac. The IATA 2025 Safety Report identifies landing gear events as the third most common accident category globally, and the landing gear MRO market is valued at $5.41 billion in 2025, growing at 5.71% annually as fleets age and inspection intervals tighten. A single missed crack in a shock strut barrel or an unverified torque value on a trunnion bolt can cascade from a walk-around finding to an AOG event in under one flight cycle.Contact Us to know more about This checklist covers every component, every critical defect type, and every inspection zone so that your landing gear analytics and tracking programme catches issues before they catch you — from the oleo seal to the brake stack.
iFactory Landing Gear Module
Every Component. Every Cycle. Every Finding — Tracked.
iFactory digitises landing gear inspection and analytics from shock strut serviceability checks through to full overhaul tracking — with component-level defect classification, cycle-count tracking, automated NDT findings logging, and one-click report generation that meets FAA and EASA audit standards.
$5.41B
Global landing gear MRO market in 2025, growing to $7.98B by 2032 at 5.71% CAGR
3rd
Most common accident category in commercial aviation — behind only tail strikes and runway excursions
40%
Of accidents in Africa involve landing gear-related events — the highest regional proportion
36
Critical inspection points per landing gear inspection per FAA 14 CFR Part 43 Appendix D scope
Why Landing Gear Inspections Miss Critical Defects
Landing gear failures rarely announce themselves with dramatic precursors. A cracked trunnion pin gives no vibration warning. A deteriorating oleo seal does not trigger a cockpit indication until fluid loss is critical. The most common inspection failures are not about missing what is visible — they are about not looking in the right place, with the right method, at the right interval. The checklist below addresses every zone where landing gear defects hide, organised by component group rather than by maintenance phase, to match the way technicians actually work on the system.
Shock strut not checked at proper extension
Aircraft parked on uneven ground or with asymmetric loading gives a false oleo extension reading — nitrogen pressure and fluid level cannot be accurately assessed.
Torque link play measured without OEM reference
Excessive play in torque link bushings is called "acceptable" without reference to the specific wear limit in the maintenance manual — different aircraft types have radically different tolerances.
NDT findings logged without position reference
A magnetic particle indication on a landing gear beam must be annotated with beam side, hole number, and orientation — unlocated findings cannot be trended or re-inspected.
Brake wear measured after taxi-in heat soak
Carbon brake wear measurement taken while the brake stack is still above 100C gives a false reading — the stack expands, and the wear pin indication is unreliable until cool.
Landing Gear Inspection Anatomy — Six Critical Component Groups
Each component group has a distinct failure profile, inspection method, and documentation requirement. Inspect every group every time — no exclusions.
1
Shock Struts & Oleos
Visual, fluid level, nitrogen pressure, extension measurement
Fluid leakage, nitrogen loss, barrel corrosion, piston scoring, bottoming
2
Torque Links, Trunnions & Attach Fittings
Visual, dye penetrant, eddy current, bushing wear measurement
Bushing elongation, trunnion pin cracking, lug wear, attach bolt loosening
3
Wheels & Wheel Bearings
Visual, dye penetrant, bearing rotation check, ultrasonic (wheel flange)
Flange cracking, bearing race spalling, through-bolt elongation, corrosion between wheel halves
4
Brake Assemblies
Visual, wear pin measurement, torque test, heat-stain assessment
Worn heat pack, piston seizure, disc distortion, torque tube cracking, auto-adjuster failure
5
Retraction Actuators, Uplocks & Downlocks
Functional test, visual, hydraulic pressure check, microswitch continuity
Actuator internal leakage, uplock roller wear, downlock spring failure, microswitch mis-rigging
6
Steering & Shimmy Dampers
Visual, functional test, fluid level, rod end inspection
Steering cable fatigue, damper fluid bypass, centring cam wear, turning stop damage
Landing Gear Defect Severity Classification
Not all landing gear defects have the same operational consequence. Classify every finding against these three severity levels — the airworthiness decision and the dispatch authority depend on getting this right.
S1
Critical — Immediate Dispatch Restriction
Defect that could cause gear collapse, brake failure, steering loss, or tyre burst on the next flight or landing. Aircraft must not be dispatched without corrective action.
Cracked trunnion, missing downlock spring, brake torque tube crack, wheel flange fracture, severe oleo fluid leak with metal particles
Ground aircraft. Notify engineering. No MEL relief available. Rectify before next flight.
S2
Significant — Requires Shortened Inspection Interval
Defect within serviceable limits but trending toward the critical threshold. May be dispatched under MEL or engineering concession with defined repeat inspection before next normal interval.
Bushing wear at 80% of limit, tyre wear approaching retread depth, brake wear pin at minimum, minor oleo seepage, torque link play at upper tolerance
Dispatch permitted with defined repeat inspection. Enter defect in technical log. Set forward inspection at reduced interval.
S3
Serviceable — Document for Trend
Defect noted and within allowable limits with no immediate operational impact. Documented for trend monitoring and component life-cycle tracking.
Light corrosion on exposed sliding surfaces, minor paint damage on gear beam, normal wear pattern on brake discs, acceptable tyre shoulder wear
Document in inspection record. No operational restriction. Include in component trend analysis.
Landing Gear Inspection Task Groups
Organised by ATA 32 subsystem structure. Every task group must be completed before the gear is returned to service — no cherry-picking allowed.
ATA 32-10
Main Gear Shock Struts & Attachments
8 checkpoints
ATA 32-20
Nose Gear & Steering System
7 checkpoints
ATA 32-40
Wheels, Tyres & Brakes
9 checkpoints
ATA 32-30
Retraction, Extension & Indication Systems
6 checkpoints
ATA 32-50
NDT & Structural Inspection
6 checkpoints
Landing Gear Service Interval Summary
Landing gear maintenance follows a structured interval programme. These are the minimum requirements — operator experience often mandates shorter periods.
Daily / Pre-Flight
Tyre pressure and general condition, visible fluid leaks, brake wear pin check, wheel integrity, oleo extension check
Weekly / 7-Day
Detailed tyre and wheel inspection, brake wear measurement, oleo fluid level verification, torque link cleanliness and lubrication check
Monthly / 100-Hour
Full gear visual inspection per 14 CFR Part 43 Appendix D, shock strut nitrogen pressure check, steering system functional test, emergency gear extension system function check
Annual / C-Check
Full retraction test with aircraft on jacks, NDT of gear beams and attach fittings, wheel overhaul, brake overhaul, shock strut service, downlock spring replacement
Event-Driven
Hard landing inspection, overweight landing inspection, tyre burst inspection, FOD ingestion inspection, lightning strike inspection, bird strike inspection
What a Compliant Landing Gear Record Must Contain
FAA 14 CFR Part 43.9 and EASA Part-M.A.305 define the minimum record-keeping requirements for landing gear maintenance. These six records are the difference between a passing audit and a regulatory finding that grounds aircraft.
01
Component-Level Inspection Record
Each landing gear component inspected logged with serial number, inspection date, findings summary, and severity classification (S1/S2/S3). No component accepted without an individual record entry.
02
NDT Findings Log with Position Reference
Every NDT indication recorded with component ID, exact position (beam side, hole number, orientation), defect type, measured dimension, OEM limit, and inspector certification number.
03
Hard Landing & Overweight Event Report
Triggered inspection report with acceleration data, landing weight, inspection scope completed, findings summary, and engineering disposition. Filed within 24 hours of the event.
04
Component Life-Cycle Tracking Log
Each life-limited landing gear component tracked by cycles, flight hours, and calendar time since new, since last overhaul, and remaining life before retirement. Automated alert at 90% of life limit.
05
Retraction Test & Functional Check Record
Gear cycle test results with hydraulic pressure readings, cycle time, downlock indication verification, warning horn test, and emergency extension test outcome documented per test sequence.
06
Service Interval Compliance Dashboard
Daily, weekly, monthly, and event-driven inspection compliance status visible at a glance. Overdue inspections flagged in red — any gear inspection overdue beyond 10% of interval triggers a management notification.
iFactory Landing Gear Module
From Shock Strut to Retraction Test — One Digital Record
iFactory replaces paper-based landing gear inspection with a structured digital workflow: component-level inspection logging with serial number tracking, automated NDT findings capture with position reference, cycle-count and life-limit tracking with expiry alerts, and one-click generation of FAA and EASA compliant inspection reports. No shock strut goes unchecked. No NDT finding goes unlocated. No life limit goes unmonitored.
Component-level tracking by serial number — every gear leg, wheel, and brake logged from first fit to retirement
NDT findings capture with beam position, hole number, and orientation tagging — no unlocated indications in your records
Cycle-count and life-limit tracking — automated alerts at 90% of overhaul threshold or hard landing trigger
FAA 14 CFR Part 43.9 and EASA Part-M.A.305 compliant reports generated in one click — ready for regulator review
Service interval compliance dashboard — daily, weekly, monthly, and event-driven inspection status at a single glance
Common Questions
How often should landing gear be inspected?
Landing gear inspection intervals are defined by the aircraft maintenance programme and vary by component. Daily/pre-flight checks cover tyre condition, fluid leaks, and brake wear. Detailed structural and system inspections occur at every C-check interval (typically 18-24 months for narrowbody aircraft). NDT of gear beams and attach fittings is usually required at every second C-check or at defined cycle thresholds. Event-driven inspections are triggered by hard landings, overweight landings, tyre bursts, or any abnormal gear operation. The most commonly missed inspection is the event-driven check — operators often do not recognise that a firm landing met the threshold for a hard landing inspection as defined in the AMM.
Which regulatory standards cover landing gear inspection and maintenance?
The primary regulatory references are FAA 14 CFR Part 43 Appendix D (scope and detail of annual/100-hour inspections), FAA 14 CFR Part 43.9 (maintenance record requirements), EASA Part-M.A.305 (maintenance record-keeping), EASA Part-145.A.40 (tool and equipment control for MROs), and the applicable Maintenance Planning Document (MPD) or Airworthiness Limitations Section (ALS) for each aircraft type. Landing gear MSG-3 analysis is typically conducted at the ATA 32 level — the highest manageable level — with specific tasks identified for on-aircraft and off-aircraft accomplishment. ISO 55001 asset management standards also apply for life-limited component tracking.
What are the most common landing gear defects found during inspection?
The most frequently documented defects are: oleo strut fluid seepage or active leakage (reported in approximately 18% of all gear inspections), tyre shoulder wear or under-inflation damage, brake wear beyond 75% of stack life without planned replacement, torque link bushing elongation beyond OEM tolerance, wheel bearing deterioration due to incorrect lubrication interval, and microswitch mis-rigging leading to incorrect gear indication. Corrosion on exposed sliding surfaces and in wheel well structure is also common, particularly on aircraft operating in coastal or high-humidity environments. NDT-visible cracks in gear beams and trunnion fittings are less frequent but have the highest safety consequence when missed.
Can landing gear defects be tracked analytically across a fleet?
Yes — and this is where most operators still have a gap. Landing gear analytics requires component-level data: serial number, cycles, flight hours, defect type, severity classification, location reference, and corrective action. When this data is captured consistently, fleet-wide trends emerge: certain gear positions show higher bushing wear rates, specific brake types underperform on particular routes, or shock strut seal life varies by operating environment. Without structured data capture at the point of inspection, these trends remain invisible.Contact Us to know more about iFactory's Landing Gear Module captures every finding with structured fields designed specifically for gear analytics — enabling operators to move from reactive component replacement to condition-based gear management across the fleet.
How does iFactory's Landing Gear Module integrate with existing MRO and fleet management systems?
iFactory connects with major MRO CMMS platforms and fleet management systems via REST API and standard data exchange formats. Landing gear inspection findings logged in the module automatically update component life-cycle records in the maintenance system, trigger work orders for corrective actions based on severity classification, and generate hard landing inspection tasks when event thresholds are exceeded. The module also integrates with NDT data management systems to pull inspection results directly into the component record. Integration is designed to complement existing systems without requiring platform replacement — iFactory adds the structured landing-gear-specific workflow layer that most general-purpose CMMS platforms lack.
iFactory Landing Gear Module
Every Component Tracked. Every Finding Recorded. Every Audit Passed.
iFactory's Landing Gear Module gives MRO teams and airline engineering departments a structured digital workflow from daily pre-flight checks through to full overhaul tracking — with component-level inspection logging, NDT findings capture, cycle-count life-limit tracking, and FAA/EASA-compliant reporting built in from day one.
Used by airlines, MROs, and defence operators across the UK, EU, Middle East, and Asia-Pacific.
