Chapter 9 of AC43.13-1b contains information on inspection and repair of landing gear consistent with that found on conventional GA aircraft.
Microlights often have more simple arrangements for landing gear; this could be simple aluminium tubes or fibreglass legs,
chapter 9 is still an excellent reference document.
No matter what the configuration is they all need to be inspected carefully. The landing gear is likely to take more short duration stress than
any other component on the aircraft. Any hard landing will obviously put extra stress on the gear and may transfer this to some other part of
the airframe. If you are aware that the aircraft has undergone a hard landing you should inspect all tubes or airframe components in the area
of the landing gear and especially the landing gear airframe connection. This area should always be checked during an annual inspection.
Weight should be taken completely of the wheels by lifting at the wing/strut connection or other area acceptable to the manufacturer.
This will allow the tires to be inspected for tread depth, cracks or badly worn areas around the full circumference, the wheel bearings
need to be checked for wear and free play and that the wheels spin freely.
The brakes (if fitted) need to be checked including the brake system for hydraulic leaks or cable frays. The king pin Attachments and
safetying of the wheel nut needs to be checked. The suspension leg whether Aluminium, Steel alloy, fibreglass or wood needs to be checked
for cracks and bends. The suspension system needs to be checked and bungees if used do not have an infinite life, if the rubber or sheathing
looks in poor condition then they will need to be replaced.
If the brake fluid is replaced or topped up, ensure you use the exact same product as was previously used. Mixing incompatible fluids may cause problems the worst being total brake failure.
Nose wheels need the same checks but will also need to have the steering system checked, remember the the nose wheel is also attached to the rudder system, any problem up front could have repercussions out back. All linkages should be safetyed with large area washers behind retaining nuts in case of ball joint failure, all cables need to be checked and the operation of the rudder pedals and their attachment needs to be inspected.
Tail wheels are normally subject to the least amount of stress of all the types of landing gear, none the less they still need to operate as designed. Control cables and springs etc all need to be checked.
Retractable gear should be inspected in accordance with the aircraft manual or use AC43.13-1b as a guide. To check the operation of retractable gear the aircraft should be supported on jacks placed in accordance with the manufactures instructions.