Trailer Landing Gear Parts Diagram: Parts Named, Both Makers Compared

What are the key trailer landing gear facts?

Six inches of unloaded leg travel takes 15 crank turns on a HOLLAND Mark V and 27 on a HOLLAND Atlas 55: 80% more turns, not 80% more lifting effort. This trailer landing gear parts diagram reference joins the manufacturers’ drawings, terminology and published ratios; the figures are computed, not measured. H3 H4

Fourteen findings, each with its source and scope. Source checks: September 16, 2026.

1. 15 turns versus 27 turns for six inches of unloaded leg travel in high gear. SAF-HOLLAND publishes 2.5 turns per inch for Mark V and 4.5 for Atlas 55; multiplying each by six gives the comparison. This is not permission to lift or lower a trailer in high gear. Sources: H3 H4 H2. Verified September 16, 2026.

2. 15 categories appear in the federal minimum periodic inspection appendix, with no separately named landing-gear item. That does not exempt safety-affecting landing gear from the inspection and maintenance duties in 49 CFR 396.3 or the unsafe-operation rule in 396.7. Sources: F1. Verified September 16, 2026.

3. Pennsylvania expressly names landing gear at 67 Pa. Code §175.130(c)(2)(vii). The clause belongs to the vehicle-frame rejection criteria for the applicable trailer inspection; statutory inspection exceptions must also be considered. Sources: P1 P2. Verified September 16, 2026.

4. 715,090 registrations appear in PennDOT’s two TRAILER weight categories above 3,000 pounds for 2025. The corresponding totals are 13,167 in Lehigh County and 15,578 in Northampton County, as of December 31, 2025. These are registration counts, not counts of landing gear or required state inspections. Sources: P3 P2. Verified September 16, 2026.

5. OSHA’s March 19, 1991 letter describes “fixed jacks” as integral, folding support equipment. That historical description does not establish that ordinary screw-type landing gear is adequate for every loading operation. Sources: O2. Verified September 16, 2026.

6. OSHA’s April 14, 2008 letter specifies no universal jack type, number or placement under the cited fixed-jack provision. It explains the advisory wording and points to both trailer and jack manufacturers’ instructions when portable jacks are used. Sources: O3. Verified September 16, 2026.

7. Four screw-related expressions appear in SAF-HOLLAND’s Atlas manual, Rev E dated February 9, 2024: lift-screw assembly, lift screw, inner leg screw and retracting screw. An assembly label is not proof that all four are the same separately supplied replacement part. Sources: H2. Verified September 16, 2026.

8. Two different headline load labels remain separate in this comparison: SAF-HOLLAND’s ultimate load capacity and JOST’s maximum static load rating. Neither is relabelled here as a trailer-specific safe working load. Sources: H3 J4. Verified September 16, 2026.

9. Both the one-speed and two-speed columns in HOLLAND’s legacy 51000 list include a bevel gear and a pinion gear. A one-speed leg is not gear-free. Sources: H1. Verified September 16, 2026.

10. 16 non-housing item numbers occur only in the two-speed column of the reviewed HOLLAND 51000 list. Upper-housing alternative 1B is excluded; the count includes a right-hand shaft alternative and a repair-kit entry, so it is not 16 additional individual components. Sources: H1. Verified September 16, 2026.

11. Six documented relationships differ between the outside and inside mounting configurations in SAF-HOLLAND’s Atlas manual. They cover the two selector positions, the two rotation directions, hanger location and the low-gear storage position; they are not universal instructions for every landing gear. Sources: H2. Verified September 16, 2026.

12. 100 ft-lb of input torque is the published lifting-rating condition for the verified standard-model rows in Table 5. The torque condition travels with the rating; it is not an estimate of what every operator can apply. Sources: H3 H4 H5 J4 J5 J6 J7 J8 J10. Verified September 16, 2026.

13. 25 component-reference rows in eight groups and a 22-row terminology crosswalk make up this compilation’s parts index. These count our editorial rows, not the number of physical parts on a trailer. Source: this dataset, version 1.1.0, compiled from the identified manufacturer documents. Sources: H1 H2 J1 J2 J3. Verified September 16, 2026.

14. 35 low-gear turns per inch appears on page 2 of JOST’s AX Alumilight flyer, SL-AX-002 RevA. That standard-AX reference is kept separate from the 32-turn ratio on JOST’s different AX100 drop-leg product page. Sources: J9 J11. Verified September 16, 2026.

By Allentown Dock Door Repair Research
Last verified: September 16, 2026
Dataset edition: 1.1.0

Official parts drawings: JOST A400/A401 and A440/A441 parts breakdown · HOLLAND wall chart: legacy 51000 and separate Mark V panels. These are manufacturer originals, not illustrations created by this publication. Use the panel and revision named in the table; this edition does not include a newly drawn universal diagram.

On this page: The parts index · What each maker calls it · Names that get confused · What this shows and what it does not · How we built it · Crank turns · Capacity ratings · Model numbers · Why the controls differ · One-speed versus two-speed · Is landing gear inspected? · Pennsylvania rules and registrations · OSHA and trailer support at a dock · The standards · Limitations · Verification gaps · How to cite this page · Questions · Sources

What does a trailer landing gear parts diagram identify?

The manual two-leg landing gear covered here supports the front of a semi-trailer when it is uncoupled. A crank-driven leg connects to the other leg through a cross shaft, while the screw mechanisms, feet and structural mounting have separate jobs. The index below groups the selected references into eight groups and 25 rows, without pretending that each row is one physical part. H1 H2 J1

The table below is the core of this reference. It groups components by where they sit in the assembly and gives the item locator in each identified manufacturer document. A callout number is an index into a drawing, not a replacement part number — the source documents print those in separate columns.

There are two boundaries to read before comparing the numbers. The HOLLAND numbered column refers to the 51000 Standard panel of a legacy wall chart, not to every Atlas model. The JOST column refers to LT LG400-01 RevD, whose assembly headings identify A400/A401 and A440/A441; it is not a universal list for every present-day JOST series. H1 J1

Where the index uses a manual section rather than a drawing number, it says so. Where the two designs do not supply a one-to-one match, the row records a related reference or an explicit absence from the selected list. That distinction is more useful than manufacturing a neat but false equivalence.

Table 1. Trailer landing gear component index

Source: SAF-HOLLAND wall chart XL-LG11426AL-en-US Rev A, 51000 Standard panel; Atlas manual XL-LG20004UM-en-US Rev E, named sections; JOST LT LG400-01 RevD, LT LG01-10 Rev.A and LT LG400-13 RevG. H1 H2 J1 J2 J3. Verified September 16, 2026.

Two things to carry away from that table before going further.

Callout numbers do not transfer between manufacturers or document revisions. Item 7 is a bevel gear in the HOLLAND 51000 panel and a crank hanger in the reviewed JOST RevD sheet. Item 30 is an idler gear in that HOLLAND panel and a bushing in JOST’s sheet. A number without its manufacturer, drawing and revision is not a reliable identification. H1 J1

No matching row does not mean no mechanism. JOST’s A400 has an internal gearbox; the lack of an external gearbox-half entry is not evidence that its driving leg has no gearbox. Likewise, a reference to a complete cushion-foot lower-leg assembly is not interchangeable with a row for a removable foot plate. The downloadable index preserves these limits beside the individual rows. J1 J4

The drawing is the place to identify a component. The applicable manufacturer parts record is the place to establish the replacement specification. Keeping those tasks separate prevents an editorial label from masquerading as a purchasing or fitment instruction.

Dataset: Component index — CSV — 25 rows with stable identifiers, component functions, both source locators, document URLs, configuration limits and the September 16, 2026 verification date.

Attribution reference: Allentown Dock Door Repair Research; Trailer Landing Gear Parts Diagram: Parts Named, Both Makers Compared; dataset 1.1.0; last source check September 16, 2026. Full citation metadata.

What does each manufacturer call the same part?

The two manufacturers share some basic terms and use different labels, qualifiers and assembly boundaries elsewhere. This 22-row crosswalk maps related functions in the documents reviewed; it does not count every possible synonym or claim that different names always describe the same replaceable part. That matters most when a source names a mechanism while a parts list names its individual components. H1 H2 J1 J3

A row may contain several words because several separate items belong to the same mechanism. A shift shaft, a ball and a spring are not three names for one part. A cushion foot, its rubber cushion and a lower-leg assembly are not three interchangeable products. The final column keeps those distinctions visible instead of turning them into an inflated count of manufacturer disagreement.

Table 2. Cross-manufacturer nomenclature crosswalk

Source: the scoped SAF-HOLLAND wall-chart panels and Atlas manual; JOST parts breakdown, installation guide, maintenance document and A440 ordering diagram; manufacturer technical-data pages for rating labels. H1 H2 H3 H4 H5 J1 J2 J3 J4 J5. Row-level sources are carried in the CSV. Verified September 16, 2026.

Three findings inside that table are worth stating plainly, because each one explains a specific way a document search can go wrong.

Four screw-related expressions, in one document. SAF-HOLLAND’s Atlas manual, Rev E dated February 9, 2024, uses “lift-screw assembly” in its maintenance material, “lift screw” in its alignment section, and “inner leg screw” and “retracting screw” in its troubleshooting material. It also uses lift nut and riser nut. Those are useful search terms, but the assembly reference must not be reduced automatically to a bare replacement screw. H2

Foot Ware, footware and footwear. The Atlas manual’s identification tables use the spaced form “Foot Ware,” and its body text also uses “footware.” The JOST A440 ordering diagram uses “Footwear.” A literal document search can benefit from checking the exact printed form; the spelling alone says nothing about fitment or the construction of the foot. H2 J5

Two spellings do not make two interchangeable shafts. In the legacy 51000 list, item 12 is the left-hand jack-shaft reference and item 23 is the right-hand jackshaft reference. The spacing differs, but so does the handedness. Treating the labels as evidence of sloppy naming for one identical part would erase the most useful information in them. H1

The crosswalk therefore preserves shared names as well as differences. It does not claim that the manufacturers agree on only two terms: both also use landing gear, crank hanger and cross shaft in the reviewed material. A reproducible nomenclature reference is a record of specific usage, not a score for how inconsistent a manufacturer is.

Dataset: Nomenclature crosswalk — CSV — 22 rows with the exact source-context labels, relationship notes, source IDs and URLs. No unsupported synonym total or manufacturer-agreement score is included.

Which landing gear names need to be kept separate?

Five pairs in the reviewed documents need a clear distinction when identifying parts. In each pair, the items are separately identified or belong to different assembly levels; this is not a measured ranking of ordering mistakes. The cross shaft and structural bracing are especially different: one is a drive connection and the other is structural support. H1 H2 J1 J2

Reading the distinction without turning it into a diagnosis

A name helps locate the component. It does not establish why equipment has failed, whether it can remain in use, or which repair is appropriate. The table is deliberately limited to the distinction the documents support.

Table 3. Five pairs that are not the same thing

Source: SAF-HOLLAND XL-LG11426AL-en-US Rev A and Atlas manual Rev E; JOST parts breakdown RevD and installation guide Rev.A. H1 H2 J1 J2. Verified September 16, 2026.

What does this reference show, and what does it not show?

This page is an editorial compilation of component identification, terminology, published ratings, computed travel figures and selected government rules. The engineering is the manufacturers’. What is original here is the join: the component labels, source-specific mappings, computation records and regulatory comparison—not a claim to have invented a new mechanical design or discovered previously unpublished specifications.

What it is not, stated once so it is not misread later:

• It is not a bill of materials. It does not claim landing gear contains exactly 22 or exactly 25 parts. Those are row counts in two differently structured editorial tables.

• It is not a fitment guide. Nothing here establishes that a similarly named part from one maker fits another maker’s leg, or that any referenced service part remains available.

• It is not a repair or installation manual. The drawings and descriptions support identification. Installation, servicing and load-rating decisions belong to the applicable manufacturer documentation and qualified technicians.

• It is not a capacity chart for a particular trailer. A published product rating does not establish the safe working load of an unidentified assembly, installation or damaged component.

The equipment scope is manual, two-leg screw-type semi-trailer landing gear. A few original extended-ledger rows concern different equipment; they remain as clearly marked exclusions where no matching primary specification was verified. They are not quietly brought into the standard-model comparison.

The geographic scope of the mechanical tables is the manufacturer literature identified in each row, principally US-market references. The Classic Gen II ratio source is expressly regional. The Pennsylvania section is a separate local registration and legal-reference layer, not evidence that the mechanical design varies by county.

No newly drawn universal diagram is claimed in this edition. The linked manufacturer drawings are the visual references; our original contribution is the audited, downloadable table that points to the applicable panel and component locator.

How was this reference assembled and verified?

We selected documents purposively rather than sampling the market. Each published number or identification statement is tied to a named manufacturer or government source, checked on September 16, 2026; calculations are kept separate from the values copied from those sources. The method does not establish market share, representative average performance, current parts inventory or independent compliance certification.

Manufacturer documents used. Component locators were checked against SAF-HOLLAND’s landing-gear wall chart, XL-LG11426AL-en-US Rev A, with its 51000 and Mark V panels kept separate, and JOST’s parts breakdown, LT LG400-01 RevD. The Atlas 55/65/iM manual, XL-LG20004UM-en-US Rev E dated February 9, 2024, supplies identification and safety context. JOST’s installation and maintenance documents supply the corresponding structural and internal-mechanism references.

Model-specific ratios and ratings come from the manufacturer product pages and the A440, A450, UL500 and AX product flyers identified in the source list. The Classic Gen II US page supplies ratings; its Sweden/English page supplies the regional ratio reference. The standard AX100 flyer and AX100 drop-leg page remain separate configurations.

Government sources used. We checked current eCFR Parts 396 and 392; PennDOT Publication 45, Subchapter G; the Pennsylvania statute governing inspection-certificate requirements and exceptions; PennDOT’s 2025 registration report; OSHA’s powered-industrial-truck standard; and OSHA’s two dated interpretation letters. A count in a registration table is not turned into a legal determination about each registered vehicle.

How the component references were checked. The item numbers are transcribed from the identified source table and compared with its assembly scope. Source documents with the same manufacturer name are not treated as interchangeable revisions. PDF tables and drawing panels were visually examined where the page images were retrievable; readable source text was also checked for names, headings and qualifications. The downloadable rows specify whether the locator is a drawing item, a document section or an unnumbered mechanism reference.

How the crosswalk was joined. Rows were matched by the component or mechanism being discussed, then the printed terms were recorded with their context. A whole assembly and a component within it are marked as related but different. No total is reported for “all names” or “full agreement” because the source selection is not an exhaustive, consistently normalized vocabulary census.

How the crank-turn figures were produced. Turns equal inches of travel multiplied by the manufacturer’s published crank turns per inch. Nothing was measured, timed or tested. Decimal multiplication is exact for the printed input values, so 33.8 × 6 is displayed as 202.8 rather than rounded to an unexplained 203.

High-gear calculations describe unloaded leg movement only. Six and 17 inches are comparison distances; they are not a claim that every configuration has that stroke or can lift that distance under the stated rating. A coupled pair receives one handle input, so the computation is not doubled because the trailer has two legs.

How the Pennsylvania totals were produced. For each selected area, we transcribed the county-summary rows labelled TRAILER, 3,001 TO 10,000 LBS. and TRAILER, 10,001 OR MORE LBS. and added them. The 19-record download also retains the 3,000-or-less category and the report’s all-vehicle total as separate fields. We did not combine the separately labelled CARGO TRL or RECR TRL categories with these TRAILER rows.

Lehigh and Northampton combined is the sum of those two county records, not an independently published regional count. The statewide record already contains the report’s component areas; the displayed county examples must not be added to the statewide figure. Inspection exemptions and equipment type cannot be assigned from these aggregate rows.

How dates were handled. A document’s printed revision and any established publication date govern. A download path containing 2024 or 2025 does not establish a publication date. Where a revision is visible but no unambiguous publication date is established, the source register leaves that field empty instead of inventing one.

The registration data are dated December 31, 2025. The source check is dated September 16, 2026. Those dates answer different questions and are not substitutes for one another.

How verification status is handled. A star in the downloadable records means the stated source content was directly checked; it does not certify the equipment or validate fitment. An excluded record retains the originally considered model or subject but carries no unverified numeric rating. There are no provisional numbers mixed into the verified comparison.

What we did not do. No equipment was tested, disassembled, weighed or measured. No survey was run. No failure rate, service life, market size, price or repair cost was estimated; this project did not locate and verify a dataset adequate for publishing those figures.

What is in the downloadable dataset?

Version 1.1.0 contains the corrected six CSV files and one complete JSON bundle. The component index and terminology crosswalk retain their row structure; the extended capacity ledger retains its original 20 model records, with excluded numeric claims explicitly blank. The crank table is regenerated from the corrected ratios, the registration file retains all 19 records, and the rule ledger includes the general federal duties and Pennsylvania exception needed to interpret the findings.

The files are a record of this dated compilation, not a live catalogue. Empty numeric cells mean “not published in this verified comparison,” never zero. Source IDs resolve to the source register in the JSON and the source list below.

Dataset: Complete dataset — JSON — the six data collections, source register, verification scope, formulas, exclusions and version metadata.

Version record — 1.1.0, September 16, 2026: corrected high-gear wording to unloaded travel; rechecked manufacturer locators against the specific documents listed here; separated AX100 configurations; corrected Classic Gen II low-gear data; retained manufacturer-label differences; and removed the inference that PennDOT’s registration sum is an inspection population.

A source check does not imply a source changed. Future editions should record the actual affected rows and the reason for correction, while preserving the data year and document revision that support each historical figure.

How many crank turns produce a given amount of leg travel?

Both manufacturers publish turns of the handle per inch of leg travel for the reviewed two-speed models. Multiplying a published ratio by a distance gives a computed turn count—not mechanical work, cranking effort or elapsed time. On a HOLLAND Mark V, six inches of unloaded travel in high gear is 15 turns; on an Atlas 55, it is 27. H3 H4

The useful comparison is the difference in handle rotations over the same stated distance. The Atlas 55 result is 12 turns greater, and 12 divided by the Mark V’s 15 is 80%. The denominator is the Mark V turn count, not the trailer’s weight, lifting height under load or an operator’s measured effort.

The table keeps the printed decimal ratios and the resulting decimal products. A fractional revolution is part of the arithmetic; it is not silently rounded to a full turn.

Table 4. Crank turns by model and gear — computed, not measured

Source: SAF-HOLLAND Mark V, Atlas 55 and Atlas 65 US product pages; Classic Gen II Sweden/English page; JOST A400 and H450 product pages, and A440, A450, UL500 and AX flyers. H3 H4 H5 H7 J4 J5 J6 J7 J8 J9. Formula: travel in inches × published crank turns per inch. Verified September 16, 2026.

Three qualifications belong with that table, and each changes how the numbers should be quoted.

High gear is not a lifting instruction. High-gear figures describe unloaded leg movement. SAF-HOLLAND’s Atlas manual expressly prohibits lifting or lowering in high gear, and JOST’s operating procedures likewise distinguish unloaded high-gear movement from low-gear operation under load. The table does not override either manufacturer’s operating conditions. H2 J3

A comparison distance is not a promised stroke. Six and 17 inches are the distances used for the arithmetic. Available travel is configuration-specific, as the manufacturer identification diagrams show; the table does not establish that every listed assembly can move through the full comparison distance. At 17 inches, 38.7 × 17 is 657.9 turns for Atlas 55 and 32 × 17 is 544 turns for the five grouped JOST series—a computed difference of 113.9 turns. H2 H4 J4 J5 J6 J7 J8

A connected pair is driven by the handle input. These are rotations of the operating handle for the stated travel, not a per-leg figure to be doubled. The cross shaft transfers the drive between the legs. Cranking difficulty is a separate question: the Atlas troubleshooting section identifies conditions such as binding in the drive connection and screw damage, but this reference neither diagnoses a particular leg nor reproduces a repair sequence. H2 J2

Why is AX100 separated from the other JOST rows?

The standard AX100 ratio comes from SL-AX-002 RevA, page 2: 3.5 turns per inch in high gear and 35 in low gear. The A400, A440, A450, H450 and UL500 sources used here state 3.5 and 32. One shared brand name is not a reason to overwrite the AX flyer’s different low-gear figure. J4 J5 J6 J7 J8 J9

JOST’s separate AX100 drop-leg page states 3.5 and 32 for that configuration, with a different rating table and torque condition. These are different product references, not two readings averaged into one supposedly definitive ratio. The standard AX100 product page supplies capacity data but does not supply a competing turns-per-inch table. J10 J11

The earlier JS-2000 dolly-jack figure considered for this compilation is not included numerically: a matching manufacturer source was not verified in this audit. Its extended-ledger record remains visible as an exclusion, rather than turning a dolly-jack figure into evidence about all semi-trailer landing gear.

Dataset: Crank-turn calculations — CSV — 12 model/gear records, published ratios, computed turns for 1, 3, 6, 12 and 17 inches, formulas, source URLs and configuration limits.

What do landing gear capacity ratings actually mean?

Lift, headline load and side-load ratings describe different loading conditions, and the labels must stay attached to the figures. For the verified standard-model rows below, the published lift rating is stated at 100 ft-lb of input torque; that condition is not a claim about what every operator can exert. SAF-HOLLAND calls its headline figure ultimate load capacity, while JOST publishes maximum static load rating; this reference does not turn either label into a trailer-specific safe working load. H3 H4 H5 H6 J4 J5 J6 J7 J8 J10

Table 5. Published capacities and gearing, with source limits retained

Source: SAF-HOLLAND US product pages for Mark V, Atlas 55, Atlas 65 and Classic Gen II; Classic Gen II Sweden/English page for ratios; JOST product pages and the individually identified model flyers. H3 H4 H5 H6 H7 J4 J5 J6 J7 J8 J9 J10. Pro-Par carries no numeric claim. Verified September 16, 2026.

The denominator problem, stated rather than smoothed. The cited JOST standard-model sources label side load per set. The cited SAF-HOLLAND product pages publish side-load figures without expressly stating that denominator in the displayed technical data. We do not fill the gap with a distributor’s interpretation or treat “30,000 lb” and “29,000 lb per set” as a clean one-to-one comparison. H3 H4 H5 J4 J5 J6 J7 J8 J10

Ratings depend on mounting and bracing. SAF-HOLLAND’s Atlas manual describes the rigid mounting and bracing used to establish its ratings, then provides installation requirements separately. JOST also provides installation and bracing instructions. A product rating without that context is not evidence that an unidentified installed assembly can safely carry the same load; the relevant manual and qualified technical assessment govern that determination. H2 J2

The structural dimensions and fastener details are left in the manufacturers’ installation documents, not repackaged here as a do-it-yourself load-bearing design. That preserves the distinction between a component-identification reference and instructions for hazardous work. The page’s table labels cannot substitute for a manufacturer-approved installation.

What happens when two manufacturer references disagree?

The Mark V metric discrepancy stays visible. SAF-HOLLAND’s US Mark V page pairs 62,500 lb with approximately 34,700 kg. A separate Mark V page on the same manufacturer’s site pairs the same 62,500 lb figure with approximately 28,350 kg. The pound figure is consistent; the kilogram annotations conflict. This compilation retains the pounds and reports the discrepancy rather than silently presenting either metric cell as though both sources agreed. H3 H8

Classic is now identified as Gen II, not a timeless series-wide specification. The manufacturer’s US page supplies the 39,000 lb lift, 140,000 lb ultimate-load and 27,000 lb side-load figures. Its Sweden/English Gen II page supplies the 3.2/19.3 ratios. The regional ratio source is disclosed because the US page does not supply that table; the row is not evidence about every earlier Classic configuration. H6 H7

The Pro-Par precision claim is not retained as fact. A distributor’s decimal-heavy figures do not establish the manufacturer’s original measurement units, the origin of a specification or a verified current rating. The PRO-CL22TAS row is preserved, but its numeric cells are excluded pending a matching primary source. Empty cells in the downloadable ledger mean unverified for this compilation, not zero capacity.

The extended ledger also retains HOLLAND Mark V Heavy Duty separately. Its official US page publishes 62,500 lb lift at 100 ft-lb, 200,000 lb ultimate load, 46,000 lb side load and 2.5/33.8 turns per inch. That is a separate model row—not permission to replace standard Mark V’s side-load figure with the Heavy Duty number. H9

The original 20 model records remain in the download. Records without verified matching numeric specifications are clearly identified as exclusions. The verified A400 drop-leg record remains separate from the standard comparison, with its own published combined-set figures and maximum input-torque condition; it is not silently placed under the 100 ft-lb heading. J11

Dataset: Capacity and gearing ledger — CSV — all 20 original model records, verified numeric fields or explicit exclusions, torque conditions, load labels, side-load denominators, ratios and source scopes.

How do you read a landing gear model number?

Both manufacturers publish identification and ordering-code keys, but the fields belong to a particular product family and document revision. A code that identifies an Atlas 55 option is not automatically a key for Atlas 65, Atlas iM or a JOST model. The useful first distinction is between the number recorded on the actual equipment and an example string printed to explain an ordering format. H2 J5

What does the Atlas 55 key identify?

SAF-HOLLAND’s Rev E Atlas manual uses LG4 for the Atlas 55 example. Its key separates shaft type, travel, retract-tube configuration, grease option, mounting, footwear and leg assembly. The arrows and field positions are best read in the manufacturer’s original identification diagram; the definitions below do not turn a separated code into a new generic part number. H2

Shaft type: the manual lists 0 for universal, 1 for reverse, 2 for I-beam 6.5-inch, 9 for conventional and A for I-beam 10-inch arrangements, along with a special option. These are the manual’s code definitions, not universal instructions to place a particular leg on a particular side of a trailer. H2

Travel: 3 denotes 13.50 inches, 5 denotes 15.50 inches, 7 denotes 17 inches and 9 denotes 19 inches. The key also provides a special-travel code. Travel is therefore a selected configuration, not a number inferred from the family name alone. H2

Retract tube and grease option: 0 denotes the standard retract-tube option; 5 denotes the removable-cushion-foot minimum-retracted-length option; B denotes its low-profile counterpart. For grease, 0 is the standard pack and S is the manual’s ten-year NoLube option. Those descriptions report the printed key; they are not a new warranty or a maintenance promise from this publication. H2

Mounting: the selected codes include 0 universal, 1 conventional, 4 I-beam and 8 reverse, plus a special option. Footwear: codes 1 through 4 identify the four listed sandshoe configurations; B and R identify removable cushion feet, and Z the listed low-profile removable cushion foot. Leg assembly: 0 denotes sets, 1 left hand and 2 right hand. The relevant dimensions and complete option combinations remain in the Atlas 55 identification figure. H2

How do Atlas 65 and Atlas iM differ?

The Atlas 65 identification material uses an LG6 type-code structure and a two-digit footwear field. On the Atlas 65 page, 97 denotes the listed 4.5 × 10 × 10-inch sandshoe, 92 the standard 10 × 10-inch removable cushion foot, and 91 the low-profile removable cushion foot. Its leg-assembly field distinguishes a set, a leg without the gearbox and a leg with the gearbox. H2

Atlas iM has its own identification page in the same manual. That separate page is the governing key for its options; do not transfer the entire Atlas 65 footwear list merely because both pages use a related identification structure. A shared code system is not evidence that every configuration or supplied component is identical. H2

What does the JOST example identify?

JOST’s verified A440 flyer gives the example A440.G.17: the A440 series, the G standard 10 × 10-inch cushion-foot option and 17 inches of travel. Its key identifies outside versus inside mounting through the series designation and identifies gear-side R, non-gear-side L, or a blank for a set. This explanation is scoped to that flyer, rather than borrowed from an unverified all-series catalog. J5

The same ordering diagram lists several G-series cushion-foot and T-series sandshoe alternatives. The suffix matters: a shared first letter does not make different sizes and profiles interchangeable. The product’s individual specification, original identification and applicable manufacturer document remain the reference for selecting a replacement. J5

Where are the identification details recorded?

The Atlas manual identifies locations on the top cover or side of the leg behind the grease fittings. For Atlas 55, its owner-record fields are part number and serial number; for Atlas 65 and Atlas iM, the fields include part number, type code and serial number. Keeping those model-specific fields separate prevents a reader from looking for a supposedly universal third field on every leg. H2

JOST’s A440 flyer is an ordering-key source, not proof of one universal tag location for all JOST equipment. No such location is supplied here. An unknown, damaged or unreadable identification mark is a reason to consult the applicable manufacturer documentation, not to infer the model from a similar-looking photograph.

Why can the same crank position mean a different gear?

Mounting orientation changes the control relationships documented for SAF-HOLLAND’s Atlas equipment. In the manual’s outside/conventional configuration, the inward selector position corresponds to high gear; in the inside/reverse configuration, the inward position corresponds to low gear. That contrast explains why a remembered handle position is not a substitute for identifying the actual configuration. H2

This is a transcription of configuration relationships, not an operating sequence. The manufacturer’s complete safety and operating instructions govern use of the equipment, including the restriction on high gear under load. Nothing in this comparison authorizes operation of a damaged or unidentified assembly.

Table 6. Atlas control relationships by mounting configuration

Source: SAF-HOLLAND Atlas manual XL-LG20004UM-en-US Rev E, operating sections 7.1–7.2. H2. Verified September 16, 2026.

The manual also describes approximately 5/8 inch of shaft translation between high and low gear in its inspection/maintenance discussion. That dimension is a source-specific description—not a standalone test proving full engagement or safe operation. It cannot establish the selector state of every landing-gear design. H2

Does a one-speed landing gear leg still have gears?

Yes. HOLLAND’s legacy 51000 parts list shows a bevel gear and a pinion gear in both its one-speed and two-speed columns. The absence of a two-speed gearbox on the driven leg does not mean the internal right-angle drive is absent; “non-geared” shorthand should not be read literally as “contains no gears.” H1

The distinction is visible in the source rather than inferred from the nickname. In the separate Mark V panel of the same wall chart, the one-speed bevel-and-pinion repair-kit illustration also shows those two gears. The Mark V example supports the same identification point, but its kit and item numbers must not be substituted into the 51000 table. H1

The comparison below preserves the original 16-row structure and makes its count explicit: these are 16 non-housing item numbers listed in the 51000 two-speed column but absent from the one-speed column. Upper-housing alternative 1B is outside this count. A repair kit is one service-table entry containing multiple components, not one additional physical gear.

Table 7. 51000 one-speed and two-speed references — 16 non-housing two-speed-only item numbers

Source: SAF-HOLLAND XL-LG11426AL-en-US Rev A, 51000 Standard middle panel, comparing the ONE and TWO quantity columns. Upper-housing alternative 1B is excluded from the stated 16-item-number count. H1. Verified September 16, 2026.

The counted item numbers are 19, 20, 21, 22, 23, 24, 26, 27, 28, 29, 30, 31, 34, 35, 36 and 47. They are distinct drawing/table locators, not the sum of the quantity column and not a count of every separately orderable variant. Including the two-speed upper-housing alternative would change that counting scope. H1

Other quantities change without creating a new two-speed-only item number. The 51000 table lists two self-tapping screws for the one-speed leg versus nine for the two-speed leg, two grease fittings versus three, and one Woodruff key versus two. Those are quantities in this legacy configuration’s service table; they are not quantities to apply to every trailer or to the JOST diagram. H1

JOST’s verified RevD sheet makes its speed distinctions in different entries: two-speed and one-speed upper housings, their separate covers, and a specifically identified one-speed pinion gear and pinion shaft. Other input and output components are listed separately. The source therefore supports the identification distinction, but not the claim that every gear is unqualified or common to every leg. J1

Is landing gear part of a DOT inspection?

The federal minimum periodic-inspection appendix does not name landing gear as a separate category, but that is not an inspection or maintenance exemption. Appendix A to 49 CFR Part 396 contains 15 categories; §396.3 separately covers safety-affecting parts and accessories, and §396.7 forbids unsafe operation. A missing item name in one list cannot support the claim that defective landing gear is outside every federal duty. F1

This section distinguishes what a particular list explicitly says from the broader obligations that apply. It does not use “DOT inspection” as though annual minimum criteria, driver checks, defect reports and maintenance programs were all the same document or applied identically to every operation.

Table 8. Landing gear and the scope of selected inspection rules

Source: current eCFR Parts 396 and 392, and PennDOT Publication 45, Subchapter G, with Pennsylvania’s inspection-certificate statute. F1 F2 P1 P2. The reviewed eCFR displayed text was current through September 14, 2026; sources checked September 16, 2026.

The 15 federal appendix headings, in order, are Brake System; Coupling devices; Exhaust System; Fuel System; Lighting Devices; Safe Loading; Steering Mechanism; Suspension; Frame; Tires; Wheels and Rims; Windshield Glazing; Windshield Wipers; Motorcoach Seats; and Rear Impact Guard. This is a count of headings in that appendix, not a count of everything a vehicle owner or operator must inspect or maintain. F1

The coupling-device section includes fifth-wheel and other coupling references, and the frame section has its own criteria. Neither heading should be expanded into an invented quoted landing-gear checklist, but neither should its wording be used to negate the general maintenance and unsafe-operation provisions. The accurate statement is about explicit naming in the selected text, not the disappearance of safety duties. F1

Are driver checks and defect reports the same thing?

No. Section 392.7 concerns the driver being satisfied about the condition of the listed equipment before driving. Section 396.11 concerns the reporting provision and contains its own conditions and exceptions. Reading the two equipment lists side by side does not justify saying every carrier must file the same written, defect-free daily report in every circumstance. F1 F2

The intermodal equipment list in §396.11 is in (b)(1). Paragraph (b)(2) addresses report content, so citing it as the nine-item equipment enumeration would point the reader to the wrong subsection. The download records the correct locator rather than leaving that distinction inside a footnote. F1

The next section provides the Pennsylvania contrast: its applicable trailer frame-inspection text names landing gear expressly. It does not establish that Pennsylvania is the only state to do so, and this project did not conduct a fifty-state comparison. The federal and Pennsylvania entries are a defined source comparison, not a national enforcement survey.

Dataset: Inspection and support-rule ledger — CSV — the exact provisions, list scopes, explicit naming findings, general federal duties, Pennsylvania exceptions and OSHA interpretation references.

What does Pennsylvania require, and what do its trailer counts show?

Pennsylvania expressly names landing gear in its applicable trailer safety-inspection frame criteria. Separately, PennDOT reports 715,090 registrations in its two TRAILER weight categories above 3,000 pounds as of December 31, 2025, including 28,745 combined in Lehigh and Northampton Counties. Those are reproducible registration sums—not a verified count of trailers requiring a Pennsylvania inspection or trailers equipped with screw-type landing gear. P1 P2 P3

What does the landing-gear rejection clause say?

Under 67 Pa. Code §175.130(c)(2)(vii), the beneath-the-vehicle frame inspection contains this rejection clause:

The landing gear parts are broken or missing and the gear is not operating properly.

Source: PennDOT Publication 45, Subchapter G, printed page 66. P1. Verified September 16, 2026.

The wording uses “and.” Reporting that wording does not establish that broken or missing equipment must be accepted whenever it still moves. The same subchapter contains broader chassis requirements and other frame rejection criteria; this page does not turn a grammatical observation into an exemption or an enforcement prediction. The issuing authority’s text, taken as a whole, is the reference. P1

The item sits under the frame inspection, with kingpin and fifth-wheel-plate criteria elsewhere in that frame list. That placement is useful for locating the rule. It is not evidence that the federal framework has no duties affecting landing gear simply because its named appendix categories differ. P1 F1

Why is the registration total not an inspection-population count?

75 Pa.C.S. §4703(b)(5) exempts trailers with a registered gross weight of 3,000 pounds or less from the stated Pennsylvania inspection-certificate requirement. But that threshold is not the only relevant exception. Under (b)(5.1), trailers and semi-trailers with gross weight or gross vehicle weight rating above 17,000 pounds fall within the specified exception when they have a currently valid federal inspection certificate. Other applicability conditions remain in the statute. P2

PennDOT’s aggregate registration table does not identify which individual vehicles satisfy that federal-certificate exception. Its 10,001-or-more category also does not isolate a 17,000-pound cutoff or provide each vehicle’s certificate status. Therefore the sum below cannot be labelled “inside the state inspection rule” or used as the number of inspections required. P2 P3

Table 9. Pennsylvania TRAILER registrations in the two weight classes above 3,000 pounds — December 31, 2025

Source: PennDOT Bureau of Motor Vehicles, Report of Registrations, Calendar Year 2025, county-summary TRAILER rows. P3. Counts are active registrations as of December 31, 2025; sources checked September 16, 2026. Area sums add the two displayed categories; the combined local row adds Lehigh and Northampton. These are not counts of landing-gear units or required Pennsylvania inspections.

The limitation belongs beside the table. The report’s category is TRAILER, not “commercial semi-trailer fitted with landing gear.” The separately labelled CARGO TRL and RECR TRL categories were not added to these sums. Equipment type, support design, operating location and inspection-certificate status cannot be inferred from the two weight categories. P3

The 319,914 statewide records in the 10,001-or-more category are a distinct published category count, not a validated proxy for screw-type landing gear. The corresponding local count is 13,583 after adding Lehigh’s 5,764 and Northampton’s 7,819. That arithmetic is reproducible; the equipment inference would not be. P3

The out-of-state row is reported as the category appears in PennDOT’s system. Its 8,948 records in the 10,001-or-more group and 10,203 combined records do not establish that all of them are apportioned registrations, that every out-of-state trailer operating in Pennsylvania is represented, or that all share an inspection status. This reference does not add an undocumented explanation of how those records entered the system. P3

The CSV retains all 19 selected records, including the additional Carbon, Franklin, Monroe, Montgomery and Schuylkill county records. It also includes the report’s 3,000-or-less category and all-vehicle total as separate fields. The file’s inspection-scope field now explicitly states that scope is not determinable from these aggregate counts; it does not carry a yes/no classification unsupported by the report.

Dataset: Pennsylvania registration source table — CSV — 19 records, the original weight-category counts, computed sums, source page locators and an explicit statement that inspection participation and landing-gear equipment counts cannot be determined.

What does OSHA say about a trailer standing at a loading dock?

OSHA’s powered-industrial-truck standard contains conditional fixed-jack language at both 29 CFR 1910.178(k)(3) and (m)(7). Its dated interpretation letters explain that the cited wording does not prescribe a universal jack type, number or placement. That is not a finding that every trailer’s landing gear is adequate for every loading operation or that the standard’s other loading-safety provisions are optional. O1 O2 O3

The relevant support language concerns preventing a semi-trailer from upending during loading or unloading when it is not coupled to a tractor. The word choice matters, but so does the scope: a paragraph about possible additional support is not a manufacturer’s support design or a certification of the condition of a particular trailer. O1

What did the 1991 interpretation describe?

OSHA’s March 19, 1991 letter describes fixed jacks using the trade expression “nose cones” and explains that the support equipment is integral to the trailer frame and folds away. The published page also carries an October 8, 2008 correction note. This is a historical explanation of the term in that inquiry, not proof that every screw-driven landing-gear assembly matches that folding equipment or is sufficient for an uncoupled loading operation. O2

What did the 2008 interpretation add?

OSHA’s April 14, 2008 letter explains that the provision does not specify a particular jack type, number or placement. It reiterates the interpretation of the conditional language and recommends following both the trailer and jack manufacturers’ instructions when portable jacks are used. The letter is an explanation of the standard, not an approval of a particular support product. O3

What that adds up to for a writer describing a trailer at a dock: cite the actual provision and its limits. Do not turn “may be necessary” into either “always exactly two jacks” or “no support assessment is needed.” Neither conclusion is established by the cited letters. The page’s parts diagram references cannot settle that separate safety question. O1 O2 O3

A separate safety point belongs here as fact rather than instruction. SAF-HOLLAND’s Atlas manual identifies crush hazards and restricts access beneath a trailer supported by landing gear or a kingpin stand; it also warns about damaged equipment and crank-handle forces. Its servicing requirements are directed to properly qualified personnel using the appropriate procedures. This page names components and points to that source—it does not reproduce a coupling, jacking, adjustment or repair sequence. H2

Which industry standards do the verified manufacturer sources cite?

The verified SAF-HOLLAND Atlas 55 and Atlas 65 product pages cite AAR M-931 and TTMA RP-4 when describing the products’ performance. Those are manufacturer statements about their products, not an independent compliance finding by this publication. The full industry-standard texts were not reviewed for this compilation, so no unverified test procedure or acceptance limit is presented here. H4 H5

The Atlas manual also refers to AAR requirements in its mounting and bracing discussion. That source establishes what the manufacturer says its installation context is; it does not authorize this page to reconstruct the full standard from a few paragraphs in a product manual. The complete applicable documentation remains necessary for engineering or certification work. H2

What can be reported without the full standards?

It is accurate to report that the identified product pages claim performance beyond the cited AAR M-931 and TTMA RP-4 specifications. It is not accurate to upgrade that statement into “independently tested here,” “certified by this reference,” or “every North American landing gear meets the same requirement.” None of those broader claims was established by the source review. H4 H5

This edition does not claim that either standard is freely available or paywalled, because access terms were not verified. It also does not repeat alternative standard designations from buying guides or use a secondary summary as proof of the primary standard’s contents. The source register points to the material actually checked, not to an asserted document review that never occurred.

What are the limits of this reference?

This page supports identification and a defined comparison of published sources; it does not establish fitment, safe operating capacity or complete legal applicability for an individual trailer. Its original value is the traceable compilation, not equipment testing or an exhaustive market census. Six limits control how its findings should be used.

Two manufacturers, not the whole market. The verified mechanical comparison covers the identified SAF-HOLLAND and JOST sources. The excluded Pro-Par record does not expand that into a three-manufacturer verified capacity study. No market-share measurement was performed, so the page makes no claim that this selection represents a specified share of equipment in service.

Names, not fitment. A shared name does not mean a shared part. An assembly, a service kit and a single component are different levels of description; rows that place them beside one another retain that distinction. Nothing on this page establishes cross-brand interchangeability or current parts availability.

Callout numbers, not orderable numbers. The numbers in the component index identify positions in named drawings or source lists; descriptive section references are marked separately. The manufacturer’s actual part-number field and the equipment’s configuration must not be replaced with this publication’s row ID or a drawing callout.

Computed turns are not measured effort. The travel table is arithmetic on printed ratios, with decimal results retained. No equipment was measured, timed or tested. High gear describes unloaded movement; neither the 80% comparison nor any turn count measures effort, torque, work, durability or productivity.

Ratings are conditional and model-specific. Table 5’s verified standard-model lift figures carry a 100 ft-lb input condition; the extended drop-leg record has a separate condition and is not placed under that heading. Mounting, bracing and the source’s rating label remain material. An omitted side-load denominator is not resolved by assuming it matches another manufacturer’s per-set figure.

Document scope and population scope both matter. The wall chart is a legacy reference; the 51000 panel is not a current universal Atlas catalog. The Atlas manual is Rev E dated February 9, 2024, and JOST’s source is the identified RevD sheet and individual model literature—not an unverified all-series document. Separately, PennDOT’s 2025 registration categories do not identify landing-gear equipment or inspection-certificate status. Neither a document-family label nor a county count supplies the missing individual configuration.

Sources for the external scope and operating limitations: H1 H2 J1 J3 P2 P3. The selection, exclusions and computations are documented in this edition’s dataset, version 1.1.0.

Which questions remain outside the verified findings?

The gaps are part of the method, not an invitation to fill a table with estimates. Unsupported consequential numbers have been excluded; where the source was successfully checked, the item is reported as resolved rather than left under an unanswered flag. The following eight topics preserve the boundaries of this edition.

How many landing-gear units are in service. This project did not verify a public dataset that counts them at national, state or county level. It did not estimate a unit count from trailer registrations. That is a statement about the evidence collected, not a claim that no such dataset could exist anywhere.

What landing gear costs. No documented price survey was conducted, and no representative cost figure was established. This does not assert that manufacturers never publish prices or that all dealer data are unusable; it means this reference has no verified cost study to publish.

The denominator for SAF-HOLLAND’s side-load figures. The cited product pages display a number but do not expressly identify the per-leg/per-set basis in those technical fields. JOST’s cited standard-model sources identify per set. That difference remains visible instead of being resolved with an unsupported assumption.

The full TTMA and AAR texts. This compilation did not inspect the full industry standards. Manufacturer references to them are attributed as manufacturer statements. Test methods, access terms and universal compliance conclusions are not supplied as though the standards had been read.

49 CFR 392.7 — resolved in this audit. The primary eCFR text was checked directly. Paragraph (a) enumerates 11 equipment groups and (b) enumerates nine for intermodal equipment; landing gear is not expressly named in those lists. The finding is now included with the broader duty distinction in Table 8, rather than resting on a secondary summary.

The second fixed-jack provision — resolved in this audit. OSHA’s own published standard confirms conditional fixed-jack language in §1910.178(m)(7) as well as (k)(3). The support discussion records both instead of claiming the standard mentions it only once.

Whether Pennsylvania is unusual. Pennsylvania’s applicable frame inspection expressly names landing gear; the compared federal enumerations do not. No fifty-state survey was conducted, and no claim is made that Pennsylvania is unique. The state inspection-certificate exceptions also prevent the registration table from becoming an inspection-population estimate.

Classic and Mark V Heavy Duty — resolved with scope retained. Current manufacturer pages verify Classic Gen II capacities and the separately identified regional ratio source, and the Mark V Heavy Duty US page verifies that model’s ratings. The Pro-Par numeric record and other unmatched extended-ledger specifications remain excluded rather than being carried forward from distributor figures.

Primary sources for the resolved and delimited findings: H3 H4 H5 H6 H7 H9 J4 F1 F2 P1 P2 P3 O1. Verification date: September 16, 2026.

How can this page be identified in a source reference?

The following metadata identifies this page and its downloadable edition. It is neutral attribution information, not a request for a citation or link. The source-check date refers to this review; the registration data retain their separate December 31, 2025 reference date.

Publication: Allentown Dock Door Repair Research
Page: Trailer Landing Gear Parts Diagram: Parts Named, Both Makers Compared
URL: https://allentowndockdoorrepair.com/research/trailer-landing-gear-parts-diagram/
Dataset: Trailer Landing Gear Component and Ratings Reference, version 1.1.0
Last verified: September 16, 2026
Pennsylvania registration reference date: December 31, 2025

Attribution reference only.

What else should readers know about trailer landing gear parts?

These answers restate the component, travel and inspection distinctions established above. They apply to the named sources and equipment scope, not every product described casually as “landing gear.” Where the answer concerns an individual model or safety decision, the applicable manufacturer or official rule remains the governing reference.

What is the bar connecting the two landing gear legs called?

The cross shaft. The reviewed SAF-HOLLAND material also uses cross-drive-shaft terminology, while JOST identifies a cross shaft separately from structural bracing. It transfers drive between the legs; this identification does not provide a universal shaft length or installation dimension. H2 J1 J2

Is the cross shaft the same as cross bracing?

No. The cross shaft belongs to the drive connection; structural bracing supports the installation against loads in the directions addressed by the manufacturer. The JOST installation guide depicts the bracing separately, so a cross-shaft label should not be used for a brace or brace lug. J2 H2

Does a one-speed landing gear leg have gears?

Yes, in the reviewed manufacturer drawings. HOLLAND’s 51000 one-speed column includes a bevel gear and a pinion gear, and the separate Mark V one-speed repair-kit drawing shows those gears. The relevant distinction is the absence of the two-speed gearbox, not the absence of every internal gear. H1

Are the numbers on a landing gear diagram replacement part numbers?

Callout numbers index the drawing to its parts list; they are not automatically replacement part numbers. The reviewed JOST and HOLLAND lists identify actual part numbers separately. An editorial row ID in this reference is also not an orderable manufacturer number. H1 J1

How many turns does it take to put a trailer down?

The answer depends on the model, selected gear and required movement. Six inches of unloaded leg travel in high gear computes to 15 handle turns for Mark V and 27 for Atlas 55; six inches at the published low-gear ratios computes to 202.8 and 232.2 turns respectively. These are not measured effort figures, and high gear is not authorization to lift or lower a loaded trailer. H3 H4 H2 J3

Where do I find the model number on a landing gear leg?

The Atlas manual identifies code locations on the top cover or on the side behind the grease fittings. Its Atlas 55 record fields are part number and serial number; Atlas 65 and Atlas iM add a type-code field. Use the relevant model’s identification page rather than assuming one universal tag format or location for all manufacturers. H2

Is landing gear checked during a DOT inspection?

The federal minimum periodic-inspection appendix does not name it as a separate item, but that does not create an exemption from safety-related inspection, maintenance or unsafe-operation rules. Pennsylvania expressly names landing gear in its applicable trailer frame criteria. Individual applicability requires the full rules and relevant exceptions, not merely the absence or presence of a checklist label. F1 P1 P2

Does this apply to RV or electric landing gear?

No. This compilation’s equipment scope is manual, two-leg screw-type landing gear on commercial semi-trailers. It does not cover electric RV systems, light-trailer tongue jacks or hydraulic landing-gear systems, and the supplied figures must not be transferred to those excluded types.

Which primary sources support this reference?

The sources below are the manufacturer and government references used in this edition, checked September 16, 2026. A source ID identifies the exact document or product page, its established revision and the scope used—not every page on the same website. The article’s internal source links lead to these entries, and the dataset carries the corresponding URLs and locators.

Some manufacturer documents are legacy literature, and several have a visible revision but no established publication date. A year embedded in a hosting path is not treated as the publication date. The source check records what was available for this compilation; it does not certify current stock or prevent a publisher from later changing a URL.

H1. SAF-HOLLAND Landing Gear Wall Chart

Document/revision: XL-LG11426AL-en-US Rev A; printed code 060812. Publication date not established for this source. Verified: September 16, 2026.

51000 Standard middle panel for Tables 1 and 7; Mark V / Mark V Heavy Duty right panel only where expressly identified. Legacy reference.

Primary-source URL: https://safholland.com/us/en/service/download-center/document/resource/environment/project1_p/documents/documentationP/Before%2520Empolis%2520Box%2520update/pLiterature/XL-LG11426AL_en-US.pdf

H2. SAF-HOLLAND Atlas 55, Atlas 65 and Atlas iM Installation, Operation and Maintenance Manual

Document/revision: XL-LG20004UM-en-US Rev E. Published 2024-02-09. Verified: September 16, 2026.

Identification, component terminology, model-specific controls and safety statements; not a repair tutorial.

Primary-source URL: https://safholland.com/us/en/service/download-center/document/resource/environment/project1_p/documents/documentationP/2025/2025_01/XL-LG20004UM-en-US.pdf

H3. SAF-HOLLAND HOLLAND Mark V — US technical data

Publication date not established for this source. Verified: September 16, 2026.

Published model-specific capacities and turns per inch.

Primary-source URL: https://safholland.com/us/en/products/holland-mark-v-us

H4. SAF-HOLLAND HOLLAND Atlas 55 — US technical data

Publication date not established for this source. Verified: September 16, 2026.

Published model-specific capacities and turns per inch.

Primary-source URL: https://safholland.com/us/en/products/holland-atlas-55

H5. SAF-HOLLAND HOLLAND Atlas 65 — US technical data

Publication date not established for this source. Verified: September 16, 2026.

Published model-specific capacities and turns per inch.

Primary-source URL: https://safholland.com/us/en/products/holland-atlas-65

H6. SAF-HOLLAND HOLLAND Classic Gen II — US technical data

Publication date not established for this source. Verified: September 16, 2026.

Published model-specific ratings. H6 omits ratios; H8 supplies the differing metric conversion; H9 is retained in the downloadable extended ledger.

Primary-source URL: https://safholland.com/us/en/products/holland-classic

H8. SAF-HOLLAND HOLLAND Mark V — alternate manufacturer technical data

Publication date not established for this source. Verified: September 16, 2026.

Published model-specific ratings. H6 omits ratios; H8 supplies the differing metric conversion; H9 is retained in the downloadable extended ledger.

Primary-source URL: https://safholland.com/us/en/products/holland-mark-v-aus

H9. SAF-HOLLAND HOLLAND Mark V Heavy Duty — US technical data

Publication date not established for this source. Verified: September 16, 2026.

Published model-specific ratings. H6 omits ratios; H8 supplies the differing metric conversion; H9 is retained in the downloadable extended ledger.

Primary-source URL: https://safholland.com/us/en/products/holland-mark-v-heavy-duty-us

H7. SAF-HOLLAND HOLLAND Classic Gen II — Sweden/English technical data

Publication date not established for this source. Verified: September 16, 2026.

Regional manufacturer source for Classic Gen II ratios: 3.2 high and 19.3 low. Not a universal older-Classic fitment claim.

Primary-source URL: https://safholland.com/se/en/products/holland-classic

J1. JOST Parts Breakdown

Document/revision: LT LG400-01 RevD. Publication date not established for this source. Verified: September 16, 2026.

Single PDF page printed Page 8 of 8. Standard A400/A401 and Magnum A440/A441 assembly rows; individual-component item locators. Not an all-model current bill of materials.

Primary-source URL: https://jostinternational.com/hubfs/Jost_International_April_2024/Pdf/Parts-Breakdown.pdf?hsLang=en

J2. JOST Landing Gear Installation Guide

Document/revision: LT LG01-10 Rev.A. Publication date not established for this source. Verified: September 16, 2026.

Printed page 2: end/cross bracing distinguished from cross shaft. No installation sequence reproduced.

Primary-source URL: https://jostinternational.com/hubfs/Jost_International_April_2024/Pdf/LT-LG01-10-Landing-Gear-Installation-Guide.pdf?hsLang=en

J3. JOST Landing Gear Operating, Inspection, Maintenance and Repair Procedures

Document/revision: LT LG400-13 RevG. Publication date not established for this source. Verified: September 16, 2026.

Printed pages 4–6: mounting flange, lift screw/nut terminology and operating limits. No servicing sequence reproduced.

Primary-source URL: https://jostinternational.com/hubfs/Jost_International_April_2024/Pdf/LT-LG400-13-Inspection-Maintenance-Procedures.pdf?hsLang=en

J4. JOST A400 Series product page

Publication date not established for this source. Verified: September 16, 2026.

A400 capacities, internal gearbox, torque condition and 3.5/32 turns per inch.

Primary-source URL: https://jostinternational.com/landing-gear-a400-series

J5. JOST A440 Magnum Series product flyer

Document/revision: SL-A4-002 RevD. Publication date not established for this source. Verified: September 16, 2026.

Two pages: A440 capacities, 3.5/32 turns per inch and scoped ordering-code example.

Primary-source URL: https://jostinternational.com/hubfs/Jost_International_April_2024/Pdf/SL-A4-002-A440-Product-Flyer.pdf?hsLang=en

J6. JOST A450 Magnum Series product flyer

Document/revision: SL-A4-003 RevE. Publication date not established for this source. Verified: September 16, 2026.

Two pages: A450 capacities and 3.5/32 turns per inch.

Primary-source URL: https://jostinternational.com/hubfs/Jost_International_April_2024/Pdf/SL-A4-003-A450-Product-Flyer.pdf?hsLang=en

J7. JOST H450 Series product page

Publication date not established for this source. Verified: September 16, 2026.

H450 capacities, 100 ft-lb input-torque condition and 3.5/32 turns per inch.

Primary-source URL: https://jostinternational.com/landing-gear-h450-series

J8. JOST UL500 Ultralight Series product flyer

Document/revision: SL-UL-001 RevC. Publication date not established for this source. Verified: September 16, 2026.

Two pages: UL500 capacities and 3.5/32 turns per inch.

Primary-source URL: https://jostinternational.com/hubfs/Jost_International_April_2024/Pdf/SL-UL-001-UL500-Product-Flyer.pdf?hsLang=en

J9. JOST AX Alumilight Series product flyer

Document/revision: SL-AX-002 RevA. Publication date not established for this source. Verified: September 16, 2026.

AX100 capacities; page 2 specifies 3.5 high and 35 low turns per inch. Figures attributed to this flyer revision.

Primary-source URL: https://jostinternational.com/hubfs/Jost_International_April_2024/Pdf/SL-AX-002-AX-Series-Flyer.pdf?hsLang=en

J10. JOST AX100/AX140/AX150 Alumilight product page

Publication date not established for this source. Verified: September 16, 2026.

AX100 capacities and 100 ft-lb torque condition; page does not separately state a turns-per-inch table.

Primary-source URL: https://jostinternational.com/landing-gear-ax100-series

J11. JOST Drop Leg Product Line

Publication date not established for this source. Verified: September 16, 2026.

Configuration boundary: AX100 drop-leg ratings and ratios are not standard AX100 ratings. Supplemental A400 drop-leg data only where explicitly published.

Primary-source URL: https://jostinternational.com/landing-gear-drop-legs

F1. eCFR — 49 CFR Part 396, Inspection, Repair, and Maintenance

Current official text checked on the verification date. Verified: September 16, 2026.

Sections 396.3, 396.7, 396.11 and Appendix A; eCFR displayed text current through September 14, 2026 at review.

Primary-source URL: https://www.ecfr.gov/current/title-49/subtitle-B/chapter-III/subchapter-B/part-396

F2. eCFR — 49 CFR Part 392, Driving of Commercial Motor Vehicles

Current official text checked on the verification date. Verified: September 16, 2026.

Section 392.7(a) and (b): expressly enumerated driver equipment-check lists, not an exemption from other rules.

Primary-source URL: https://www.ecfr.gov/current/title-49/subtitle-B/chapter-III/subchapter-B/part-392

P1. PennDOT Publication 45, Subchapter G — Recreational, Semi- and Utility Trailers

Publication date not established for this source. Verified: September 16, 2026.

67 Pa. Code §§175.128 and 175.130; printed page 66 / PDF page 6 for landing-gear clause.

Primary-source URL: https://www.pa.gov/content/dam/copapwp-pagov/en/penndot/documents/public/dvspubsforms/bmv/bmv-manuals/pub_45-inspections-regulations/subchapterg.pdf

P2. Pennsylvania General Assembly — 75 Pa.C.S. §4703, Operation of vehicle without official certificate of inspection

Current official text checked on the verification date. Verified: September 16, 2026.

Inspection requirement and exceptions; subsection (b)(5) and federal-certificate exception (b)(5.1).

Primary-source URL: https://www.legis.state.pa.us/WU01/LI/LI/CT/HTM/75/00.047.003.000..HTM

P3. PennDOT Bureau of Motor Vehicles — Report of Registrations, Calendar Year 2025

Document/revision: Calendar year 2025. Data reference date: December 31, 2025. Verified: September 16, 2026.

Active registrations December 31, 2025. County-summary TRAILER weight rows; separate CARGO TRL and RECR TRL categories are not included in our sums.

Primary-source URL: https://www.pa.gov/content/dam/copapwp-pagov/en/penndot/documents/public/dvspubsforms/bmv/registration-reports/reportofregistration2025.pdf

O1. OSHA — 29 CFR 1910.178, Powered industrial trucks

Current official text checked on the verification date. Verified: September 16, 2026.

Both (k)(3) and (m)(7) contain conditional fixed-jack language.

Primary-source URL: https://www.osha.gov/laws-regs/regulations/standardnumber/1910/1910.178

O2. OSHA — Interpretation of the meaning of Fixed Jacks on trailers

Published 1991-03-19. Verified: September 16, 2026.

Historical interpretation; correction note dated October 8, 2008. Not a blanket determination that screw landing gear is adequate.

Primary-source URL: https://www.osha.gov/laws-regs/standardinterpretations/1991-03-19-0

O3. OSHA — Use of jack stands in the stabilization of semi-trailers

Published 2008-04-14. Verified: September 16, 2026.

Explains advisory wording, no specified jack type/number/placement, and manufacturer instructions for portable jacks.

Primary-source URL: https://www.osha.gov/laws-regs/standardinterpretations/2008-04-14

Allentown Dock Door Repair Research is the independent research and reference section of allentowndockdoorrepair.com.

By Allentown Dock Door Repair Research. Last verified September 16, 2026. Dataset version 1.1.0.