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King Air 350 Developed for Training Purposes 4F-1
October 2001
Hydraulic Landing Gear System
HYD FLUID LOW
60A
5A
CENTER
BUS
MAIN
POWER
RELAY
LANDING GEAR
TIME DELAY PCB
TIME DELAY
SERVICE
VALVE
SWITCH
AUX.
RETURN
PORT
AUX.
PRESS.
PORT
POWER PACK ASSEMBLY
UP
SELECTOR VALVE
RH SQUAT
SWITCH
AIR
GROUND
LH SQUAT
SWITCH
LANDING
GEAR
CONTROL
TRIPLE
FED BUS
LANDING
GEAR
CONTROL
PRESS.
CHECK
VALVE
DOWN
GEAR UP
PORT
PRIMARY
RESERVOIR
HAND PUMP
SUCTION
PORT
HAND
PUMP
PRESS
PORT
HAND
PUMP
VDC
PRESS.
SWITCH
PUMP
SERVICE
VALVE
RH MAIN
ACTUATOR
NOSE
ACTUATOR
LH MAIN
ACTUATOR
ACCUM
800 psi
2A
UP
DOWN
RH MLG
DOWN
LOCK
NOSE
ACTR.
SW
UNLOCK
LOCK
LH MLG
DOWN
LOCK
REGULATED BLEED AIR
VENT PORT
B3CRH-LG001I
OVERBOARD
VENT
FILL
RESERVOIR
FILL
PORT
SECONDARY
RESERVOIR
5
14
NORMAL
LEGEND
EMERGENCY
4F-2 Developed for Training Purposes King Air 350
October 2001
CAE SimuFlite
Brakes System
B
3
C
R
H
-
L
G
0
0
2
i
LEFT
BRAKE
RIGHT
BRAKE
PARKING
BRAKE
PILOT'S
MASTER
CYLINDERS
COPILOT'S
MASTER
CYLINDERS
RESERVOIR DRAIN
SUPPL
LEGEND
Y
BRAKE PRESSURE
King Air 350 Developed for Training Purposes 4F-3
October 2001
Landing Gear and Brakes
Landing Gear Indicating System
B
3
C
R
H
-
L
G
0
0
3
i
T
P
L
F
E
D
B
U
S
4F-4 Developed for Training Purposes King Air 350
October 2001
CAE SimuFlite
Landing Gear and Brakes
The aircraft has an electro-hydraulic, tricycle-type landing gear.
The nose and main gear have conventional air/oil struts to
absorb taxi and landing shocks. A position indicating system
provides indication of safe and unsafe landing gear
configuration.
The nose is a single wheel assembly while the main gear is a
two-wheel assembly with dual hydraulic brakes.
Hydraulic Landing Gear
The King Air 350 aircraft has a electro-hydraulic landing gear
system with an electric-driven hydraulic pump (powerpack),
selector valve, hydraulic gear actuators, accumulator, and
related plumbing and valves.
Placing the landing gear lever to DN actuates the power pack
down solenoid. Hydraulic fluid is pumped to the extend side of
the actuators. As the actuator piston extends the landing gear,
fluid on the other side of the actuators exits through the retract
port and flows back to the power pack through retract plumb-
ing. Fluid from the pump flows through the selector valve,
opens a pressure check valve, and then allows the return fluid
to flow into the primary reservoir.
When the actuator piston positions to fully extend the nose
gear, an internal actuator downlock switch interrupts power to
the nose gear portion of the power pack. Additionally, this inter-
nal locking mechanism holds the nose gear drag brace in an
over-center condition.
The main gear is held in the extended position by a mechanical
over-center lock hook and a lock-pin assembly on the drag
brace. The downlock switches, along with the right nose gear
squat switch, interrupt power to the power pack main power
relay.
King Air 350 Developed for Training Purposes 4F-5
October 2001
Landing Gear and Brakes
Moving the landing gear handle to UP provides hydraulic fluid
under pressure to the retract side of the gear actuators. As the
actuator pistons move to retract the gear, the fluid in the other
side of the actuators exits through the extend port and flows
back to the power pack through the extend plumbing.
When the gear reaches the fully retracted position, hydraulic
system pressure holds the gear in the up position. When
hydraulic pressure reaches approximately 2,775 PSI, the
uplock pressure switch opens the landing gear relay to interrupt
current to the pump motor. The same pressure switch actuates
the pump that increases hydraulic pressure if it drops below
2,475 PSI. The normal landing gear cycle takes approximately
7 seconds. Should the pump motor run longer than 14 sec-
onds, power is removed from the main power relay, and the
landing gear control circuit breaker is shorted.
Up and down position switches on the nose and main landing
gear illuminate the landing gear handles red intransit light and
the three green down-and-locked lights. The intransit light illu-
minates when either landing gear up and down position switch
is de-actuated (i.e., with a landing gear transitioning between
positions).
The red intransit light illuminates whenever:
the landing gear handle is in the up position with weight-on-
wheels.
any landing gear is between the fully retracted and down-
and-Iocked position (i.e., intransit).
landing gear is not down-and-Iocked with a power lever set
below 84% to 86% N
1
.
landing gear is up and flaps are extended past the approach
position. Warning horn can be silenced by extending landing
gear or raising the flaps to the UP or APPR position.
4F-6 Developed for Training Purposes King Air 350
October 2001
CAE SimuFlite
If the normal landing gear system fails, manually extend with a
hand-operated hydraulic pump. Pull the LANDING GEAR
RELAY CB on the pilot inboard subpanel to interrupt electrical
power and then place the landing gear handle in the DOWN
position. Remove the LANDING GEAR ALTERNATE EXTEN-
SION hand pump handle from the securing clip and pump up
and down until three green indicator lights illuminate. The hand
pump supplies fluid to the extend side of the gear actuators.
Refer to the AFM Abnormal Procedures for detailed instruction
about landing gear manual extension.
If the landing gear system hydraulic reservoir level drops to a
critical level for more than four seconds, an optical sensor illu-
minates the yellow HYD FLUID LOW annunciator. When the
annunciator illuminates, sufficient hydraulic fluid remains to
manually extend the landing gear.
Brakes
Each main gear wheel carries a multiple disc brake assembly.
Each assembly consists of two rotating discs keyed to the
wheel, a piston housing, carrier and lining (stationary disc), and
torque plate. The stationary disc and torque plate provide a fric-
tion surface for the rotating discs.
Depressing either set of brake pedals compresses the master
cylinders' piston rod. Piston rod movement generates hydraulic
pressure that flows through rigid and flexible lines to the brake
assembly. The brake assembly pistons then extend to force the
linings and discs together; braking occurs. Releasing brake
pressure allows the brake assembly pistons to retract, the lin-
ings to move away from the discs, and release of the brakes.
With either the pilot or copilot brake pedals depressed and
brake pressure applied, pulling the PARKING BRAKE handle
out closes left and right brake valve assemblies. Trapped fluid
in the brake lines then maintains pressure against the multi-
disc wheel brake assemblies. The parking brake can be
released by depressing with the pilot or copilot brake pedals
and then releasing the PARKING BRAKE handle.