Landing Gear Oral Exam Questions and Answers

October 13, 2026 · Based on FAA-S-ACS-1 and FAA-H-8083-31B, Airframe · Updated October 18, 2026

Use these landing gear oral exam questions to rehearse Airframe subject AM.II.E, Landing Gear Systems. The practice questions below are built from ACS elements; they are not actual FAA test questions. Their answers are tied to the FAA Airframe handbook. Use them to practice explaining a system, naming its parts, and distinguishing a general principle from an aircraft-specific procedure.

What should my answer explain?

Start with the physical component in front of you: a strut, a brake disc, a wheel sensor, or a gear indicator. Try explaining what moves, what controls that movement, and where you would look for the applicable servicing information. This gives your rehearsal a concrete sequence instead of a string of memorized definitions.

Keep the scope of each answer clear. Say “typical” when discussing the handbook’s general arrangement, then name the aircraft-specific information you would consult. In particular, do not turn a sample inflation method, indicator display, or wear-pin measurement into a procedure for every aircraft. The questions below separate those subjects so you can practice that distinction.

FAA-S-ACS-1, AM.II.E, p. 26

For the wider exam, read the Airframe oral questions overview. Use the ACS codes guide when reviewing the ACS codes on your Airman Knowledge Test Report (AKTR).

Which ACS elements do these questions practice?

The table identifies the elements used for the practice questions below. It is not a prediction of your assigned questions.

Which oral exam questions can I practice?

These ten practice questions are built from the ACS. They are original study prompts; they are not actual FAA test questions. The short explanations are study answers, not complete aircraft maintenance procedures.

1. Why use retractable landing gear instead of fixed gear?

ACS: AM.II.E.K1

Retracting the gear into fuselage or wing compartments removes it from the slipstream and eliminates its parasite drag. Retraction mechanisms add weight. The handbook explains that, on slow aircraft, the reduction in drag does not overcome that weight penalty, so fixed gear is used.

FAA-H-8083-31B, Airframe, p. 13-6 · FAA-H-8083-31B, Airframe, p. 13-5

2. How does a typical air/oil shock strut absorb landing loads?

ACS: AM.II.E.K2

A typical oleo strut combines compressed air or nitrogen with hydraulic fluid. During compression, metered fluid flow produces heat that dissipates through the strut, while further compression of the gas limits the stroke. During extension, restricted return flow through snubbing orifices dampens rebound and reduces oscillation.

FAA-H-8083-31B, Airframe, p. 13-7 · FAA-H-8083-31B, Airframe, p. 13-8 · FAA-H-8083-31B, Airframe, p. 13-11

3. Where do you find a particular shock strut’s fluid and inflation requirements?

ACS: AM.II.E.K3

The strut’s instruction plate gives filling and inflation directions, including the hydraulic fluid type and inflation pressure. Consult the manufacturer’s instructions for the specific strut. Some struts use a pressure specification; other manufacturers specify inflation by a measured extension of the lower strut.

FAA-H-8083-31B, Airframe, p. 13-10 · FAA-H-8083-31B, Airframe, p. 13-7 · FAA-H-8083-31B, Airframe, p. 13-13

4. How does a piston-type nose-wheel shimmy damper work?

ACS: AM.II.E.K5

As the lower strut cylinder tries to shimmy, the damper forces hydraulic fluid through a bleed hole in its piston. That restricted flow dampens oscillation. A piston-type unit may have a fill port or be sealed; it should be checked regularly for leaks and filled to capacity for proper operation.

FAA-H-8083-31B, Airframe, p. 13-32

5. How does the handbook describe typical landing gear position indications?

ACS: AM.II.E.K6

The handbook’s typical indications are: off for gear up and locked, red for unsafe, and green for down and locked. An amber in-transit light is usual. Arrangements vary: some aircraft use gear-up lights, barber-pole displays, blinking transit lights, or a gear-disagree annunciation. The handbook adds that gear warning devices “usually consist of a horn or some other aural device and a red warning light.”

FAA-H-8083-31B, Airframe, p. 13-23

6. What common inspection items does the handbook list for installed brakes?

ACS: AM.II.E.K7

The listed common items are brake lining wear, air in the brake system, fluid quantity level, leaks, and proper bolt torque. The entire system must be inspected in accordance with manufacturer’s instructions. For lining wear, consult the aircraft manufacturer’s specifications; wear-pin measurement methods can differ between assemblies.

FAA-H-8083-31B, Airframe, p. 13-66

7. What are the main anti-skid components, and how do they interact?

ACS: AM.II.E.K8

Most anti-skid systems contain three main types of components: wheel speed sensors, anti-skid control valves, and a control unit. The control unit receives each wheel sensor’s signal and compares signals to identify an impending or occurring skid. It then signals the affected wheel’s control valve to relieve hydraulic pressure to that brake.

FAA-H-8083-31B, Airframe, p. 13-60 · FAA-H-8083-31B, Airframe, p. 13-61

8. What rotates and what remains stationary in a typical aircraft disc brake?

ACS: AM.II.E.K9

The disc rotates with the wheel assembly; a stationary caliper creates friction against it when the brakes are applied. In a single-disc arrangement, hydraulic pressure drives caliper pistons to press brake pads or linings against the disc. Braking converts the kinetic energy of motion into heat through friction.

FAA-H-8083-31B, Airframe, p. 13-42

9. What three basic brake actuating systems does the handbook identify?

ACS: AM.II.E.K12

The three are an independent system, a booster system, and a power brake system. The independent system is separate from the aircraft’s main hydraulic system. A booster uses aircraft hydraulic pressure intermittently when needed. A power brake system uses only the aircraft’s main hydraulic system or systems for pressure.

FAA-H-8083-31B, Airframe, p. 13-50 · FAA-H-8083-31B, Airframe, p. 13-51

10. What caution does the handbook give before removing a wheel assembly?

ACS: AM.II.E.R1

“Caution: Deflate the tire before starting the procedure of removing the wheel assembly from the aircraft.” State this warning exactly when rehearsing the precaution. The handbook gives the reason in the same caution: “Wheel assemblies have been known to explode while removing the axle nut, especially when dealing with high pressure, high performance tires.”

FAA-H-8083-31B, Airframe, p. 13-37

How do I answer it out loud?

Rehearse in five groups: fixed versus retractable gear; shock strut operation and servicing information; nose-wheel shimmy damping and gear indications; brake construction, inspection, and actuation; then anti-skid operation and the wheel-removal caution. For each group, answer one question without reading, compare it with the handbook paragraph, and retry the missing part.

How should I check my practice answer?

Draw a simple wheel-to-brake-to-sensor sketch. Explain the brake’s rotating and stationary parts, then trace the anti-skid signal from the wheel sensor through the control unit to the control valve. Next, rehearse the strut answer separately: gas, metered fluid flow, and rebound damping. Finish by stating the wheel-removal caution exactly. Check each explanation against the cited page before shortening it.

Check the explanation in the handbook during study, then close it for the spoken rehearsal. The ACS states that reference material is not allowed for answering oral questions.

“the applicant is not allowed to use any reference material to answer the oral questions asked by the examiner.”

FAA-S-ACS-1, Appendix 1, p. A-1

Which guide should I read next?

• Airframe Fire Protection Oral Exam Questions
• Turbine Engine Oral Exam Questions

Which sources support these answers?

References show the printed handbook pages. The links open the corresponding PDF pages.

• FAA-H-8083-31B, Airframe
• FAA-S-ACS-1, AM.II.E and Appendix 1

About this guide: drafted with AI from the FAA sources listed on this page and checked claim by claim against them. Not reviewed by an A&P mechanic or DME. How we make our guides