Small aircraft: choose lightweight rubber wheel chocks. Large passenger aircraft: choose high-strength metal wheel chocks. Alpine areas: choose low-temperature resistant materials (such as special rubber or composite materials). Coastal areas: choose salt spray corrosion resistant materials.

Daily inspection: Check the surface for cracks, deformation or wear; ensure that the reflective coating is intact and not falling off. Regular maintenance: Perform a load-bearing test every 6 months (ensure that the load-bearing capacity ≥ the maximum wheel load of the aircraft). Damage treatment: If cracks or deformations are found, they must be replaced immediately, and repair and use are prohibited.

Placement steps: Confirm that the aircraft is completely stopped and the brakes are activated; place the wheel chocks close to the front and rear ends of the tires to ensure that they are completely in contact with the tire contact surface. Removal steps: Confirm that the aircraft engine is turned off and there is no risk of movement; remove the wheel chocks from the side of the tire and avoid standing directly in front of the tire.

Aircraft wheel chocks are key ground support equipment used to fix aircraft tires. Their main functions include: preventing the aircraft from sliding due to wind, ramps or operating errors during parking, maintenance or refueling, ensuring the safety of ground operations; and providing additional stability when towing a trailer or starting the engine.

Triangular composite rubber wheel block: When operating wheels on an outdoor apron, consideration should be given to their quality not being affected by strong winds or heavy rain. Composite rubber should have properties such as wear resistance, oil resistance, aging resistance, and acid and alkali resistance. If the rubber of the wheel block ruptures or the entire anti-skid strip falls off, the wheel block should not be used.

When the engine is in idle mode, the gear must be removed under the command of the commanding personnel and contact must be made with the crew. Confirm that the engine is running in slow mode, and approach the main wheels through the safe passage of this model. Refer to the Aircraft Maintenance Manual.

The time from the departure airport's removal of the wheel gear to the arrival airport's relocation of the wheel gear is the aircraft's wheel gear time. This includes the taxiing from the parking position on the apron to the takeoff runway, as well as the time for takeoff, climb, cruise, descent, waiting, landing, and taxiing off the runway to reach the apron parking position.

In actual sealing devices, it is necessary to prevent the occurrence of dry friction in pneumatic components. Dry friction can also occur in poorly lubricated media such as sealing water. When used for sealing water, lithium based grease is injected into the contact surface of the O-ring. For high-temperature and high-pressure sealing, special silicone oil is used as a lubricant and continuously injected into the felt ring. This structure can both lubricate and prevent dust. The method of opening oil storage tanks on both sides of the O-ring can also be used. For lubrication of light hole seals, the method of filling with high melting point grease can be used during assembly.

Rubber O-ring seals that may experience squeezing should be equipped with anti squeezing protection rings in principle. In general planar static sealing devices, the pre stress of the bolt should exceed the total force generated by fluid pressure, so that the sealing surface can be considered tightly attached without gaps, and no retaining ring can be added. For cylindrical hydraulic static seals and reciprocating seals, rubber O-ring seals with a hardness (Shore A) of 70 or 80 degrees are commonly selected, and the diameter clearance of the aperture fitting tolerance is less than the limit value shown in Table 3-4. When the working pressure of the fluid is less than 10MPa, a retaining ring may not be installed in the groove. If the pressure is greater than 10MPa, a retaining ring should be installed. The O-ring is subjected to unidirectional compression, and a retaining ring should be installed on its groove compression surface. If a rubber O-ring with a hardness (Shore A) of 90 degrees is used, when the pressure is greater than 10MPa, it is necessary to determine whether to add a retaining ring based on whether there is a squeezing gap. Pneumatic seals and rotary seals generally have lower working pressures, so retaining rings are generally not added in the grooves.

When towing an aircraft, the wheel chocks should only be removed after the aircraft is connected to the trailer or mop. When it is necessary to shift gears while the engine is running, the safe passage specified in the aircraft maintenance manual should be followed when the engine is in idle mode after the signalman sends a signal. When lifting one main landing gear, wheel chocks should be placed in front and behind the wheels of the other main landing gear and front landing gear, and tightly attached to the tires.