MANDATORY

SERVICE BULLETIN
Beech
Kit No. 101-8030-1 S
Kit No. 114-8015-1 S

TITLE: LANDING GEAR - INSPECTION/REPLACEMENT OF NOSE GEAR LOWER SHOCK

ABSORBER ASSEMBLY

SYNOPSIS OF CHANGE
This Service Bulletin is being revised to delete references to Kit 129-4005-1, called out in error on Revision 6 of this
Service Bulletin. The technical changes made in Revision 6, which removed the crack allowable limits that were
permitted in prior releases of this Service Bulletin, remain in effect for this Service Bulletin Revision. Changes
made as a result of Revision 7 are marked with change bars in the outside margins.

1. Planning Information
A. Effectivity

(1) Airplanes
(a) Civil
BEECH Queen Air A65 and A65-8200, Serials LC-240 through LC-335;
70, Serials LB-1 through LB-35;
65-A80, 65-A80-8800 and B80, Serials LD-151 through LD-511;
65-88, Serials LP-1 through LP-26, LP-28 and LP-30 through LP-47;
King Air 90, A90, B90, C90 and C90A, Serials LJ-1 through LJ-1190;
E90, Serials LW-1 through LW-347;
F90, Serials LA-2 through LA-236;
99, 99A, A99, A99A, B99, and C99 Airliner, Serials U-1 through U-239;
King Air 100 and A100, Serials B-2 through B-93 and B-100 through B-247;
B100, Serials BE-1 through BE-137;
Super King Air 200 and B200, Serials BB-2 and BB-6 through BB-1314;
200C and B200C, Serials BL-1 through BL-72 and BL-124 through BL-131;
200CT and B200CT, Serials BN-1 through BN-4;

The export of these commodities, technology or software are subject to the US Export Admin-
istration Regulations. Diversion contrary to U.S. law is prohibited. For guidance on export
control requirements, contact the Commerce Department’s Bureau of Export Administration
at 202-482-4811 or at www.bxa.doc.gov .
Raytheon Aircraft Company (RAC) issues Service Information for the benefit of owners and
fixed base operators in the form of two classes of Service Bulletins. The first class, Mandatory
Service Bulletins (red border) includes changes, inspections and modifications that could
affect safety or crashworthiness. RAC also issues Service Bulletins with no red border which
are designated as either recommended or optional in the compliance section within the
bulletin. In the case of recommended Service Bulletins, RAC feels the changes,
modifications, improvements or inspections will benefit the owner/operator and although
highly recommended, Recommended Service Bulletins are not considered mandatory at the
time of issuance. In the case of Optional Service Bulletins, compliance with the changes,
modifications, improvements or inspections is at the owner/operator’s discretion.
Both classes are mailed to:
(a) RAC Authorized Service Centers.
(b) Owners of record on the FAA Aircraft Registration Branch List and the RAC
International Owner Notification/Registration Service List.
(c) Those having a publications subscription.
Information on Owner Notification Service or subscription can be obtained through any RAC
Authorized Service Center. As Mandatory Service Bulletins and Service Bulletins are issued,
temporary notification in the Service Bulletin Master Index should be made until the index is
revised. Warranty will be allowed only when specifically defined in the Service Bulletin and in
accordance with the RAC Warranty Policy.
Unless otherwise designated, RAC Mandatory Service Bulletins, Service Bulletins and RAC
Kits are approved for installation on RAC airplanes in original or RAC modified configurations
only. RAC Mandatory Service Bulletins, Service Bulletins and Kits may not be compatible with
airplanes modified by STC installations or modifications other than RAC approved kits.

Issued: July, 1986 Recurring Inspection SB 32-2102, REV. 7

Revised: July, 2003 1 of 17
 MANDATORY

SERVICE BULLETIN
200T and B200T, Serials BT-1 through BT-33;
300, Serials FA-1 through FA-168 and FF-1 through FF-19;
1900 Airliner, Serials UA-1 through UA-3;
1900C Airliner, Serials UB-1 through UB-74 and UC-1 through UC-78.
(b) Military
65-A90-1 (U-21A, JU-21A, RU-21D, RU-21H, RU-21A and U-21G), Serials LM-1 through
LM-141;
65-A90-2 (RU-21B), Serials LS-1 through LS-3;
65-A90-3 (RU-21C), Serials LT-1 and LT-2;
65-A90-4 (RU-21E and RU-21H), Serials LU-1 through LU-15;
H90 (T-44A), Serials LL-1 through LL-61;
A100 (U-21F), Serials B-95 through B-99;
A100-1 (U-21J), Serials BB-3 through BB-5;
A200 (C-12A /C-12C), Serials BC-1 through BC-75 and BD-1 through BD-30;
A200C (UC-12B), Serials BJ-1 through BJ-66;
A200CT (C-12D, FWC-12D, C-12F), Serials BP-1, BP-7 through BP-11, BP-19, BP-24 through
BP-63;
A200CT (RC-12D, RC-12H), Serials GR-1 through GR-19;
A200CT (RC-12G), Serials FC-1 through FC-3;
A200CT (RC-12K), Serials FE-1 through FE-9;
B200C (C-12F), Serials BL-73 through BL-112 and BL-118 through BL-123;
B200C (UC-12F, RC-12F), Serials BU-1 through BU-12;
B200C (UC-12M, RC-12M), Serials BV-1 through BV-12;
B200C (C-12F), Serials BP-64 through BP-71;
1900C (C-12J), Serials UD-1 through UD-6.
If you are no longer in possession of this airplane, please forward this information to the present
owner.
(2) Spares
None.
B. Reason

This Service Bulletin is being issued to provide inspection criteria for nose landing gear fork fatigue cracks.
As a result of a change in FAA policy, if a fatigue crack occurs in the nose landing gear fork it must be
replaced PRIOR TO FURTHER FLIGHT.
Upon installation of the applicable nose landing gear fork assembly (contained in the kits listed in
MATERIAL), the recurring inspections contained in this Service Bulletin are no longer required.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 2 of 17
 MANDATORY

SERVICE BULLETIN
C. Description

Part I provides instructions for conducting an inspection of the nose gear lower shock absorber assembly
for slippage. Part II provides guidance for performing the fluorescent liquid penetrant inspection on the
nose landing gear fork assembly. Part III covers the removal and replacement of the nose gear lower shock
absorber assembly. Prior releases of this Service Bulletin allowed for continued flight with known cracks
that meet specific criteria, and required a recurring inspection as outlined in Part I and Part II of
COMPLIANCE. At the request of the FAA, this Service Bulletin has been revised to remove the crack
allowable limits that were permitted in prior releases of this Service Bulletin. If any cracks are known to still
be present from a previous inspection, this Service Bulletin revision allows 20 flight hours until compliance
with Kit No. 101-8030-1 S or 114-8015-1 S becomes mandatory. If any new cracks are discovered, this
Service Bulletin revision prohibits further flight until installation of Kit No. 101-8030-1 S or 114-8015-1 S
has been accomplished. If no cracks are discovered, this Service Bulletin revision allows flight with no
known cracks provided the nose gear lower shock absorber assembly and nose landing gear fork
assembly are re-inspected as outlined in Part I and Part II of COMPLIANCE or Kit No. 101-8030-1 S or
114-8015-1 S is installed. The recurring inspection requirement will terminate upon installation of Kit No.
101-8030-1 S or 114-8015-1 S.

D. Compliance

Airworthiness Directive AD 87-22-01 has been issued on the matter covered by Revision 1, Revision 2 and
Revision 3 of this Service Bulletin. As a result of a change in FAA policy, a new Airworthiness Directive will
be requested by Raytheon Aircraft Company on the matter covered by Revision 7 of this Service Bulletin.
(1) Civil Airplanes

Raytheon Aircraft Company considers this to be a mandatory modification.

Any aircraft with known crack(s) in compliance with prior releases of SB 2102 which previously
allowed cracks must comply with the Kit No. 101-8030-1 S or 114-8015-1 S modification within the
next 20 flight hours.
If any crack(s) are found, the Kit No. 101-8030-1 S or 114-8015-1 S modification must be complied
with PRIOR TO FURTHER FLIGHT. If the aircraft must be moved to another location for repairs to be
accomplished, a ferry permit may be obtained in accordance with 14 CFR Part 21.197 (a)(1) and 14
CFR 21.199 by contacting the FAA.
Upon installation of Kit No. 101-8030-1 S (All Models listed in EFFECTIVITY except for Model 1900/
1900C Airliners) or Kit No. 114-8015-1 S (Model 1900/1900C Airliners), the inspections contained in
this Service Bulletin no longer apply.

NOTE
All operators who have complied with the initial inspection, without known cracks,
must continue with recurring inspection intervals as outlined in PART I and PART II
of this Service Bulletin.

All Model 99 Airliner operators which have complied with Beech Aircraft
Corporation’s Mailgram/Telex, subject: Two Landing Gear Inspections, Dated
1-14-85, may omit the initial inspection, but must comply with the recurring
inspection intervals outlined in PART I and PART II of this Service Bulletin.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 3 of 17
 MANDATORY

SERVICE BULLETIN
PART I
Any new airplane or any airplane which has replaced the existing shock absorber with a shock
absorber of the same part number does not require the 25 Hour Inspection. An initial inspection for
slippage of the nose gear lower shock absorber assembly should be accomplished within 25 service
hours after receipt of this Service Bulletin, but no later than the next scheduled airplane inspection
unless already complied with in accordance with a previous issue of this Service Bulletin. A recurring
inspection for slippage of the nose gear lower shock absorber assembly should be performed at the
next regularly scheduled 100, 150, or 200 Hour (as applicable) Detailed/Phase Inspection and at
each 100, 150 or 200 Hour (as applicable) Detailed/Phase Inspection thereafter.
PART II

If cracks are found, the nose gear lower shock absorber assembly must be
replaced PRIOR TO FURTHER FLIGHT.

An initial fluorescent liquid penetrant inspection for cracks around the weld area on the fork assembly
should be accomplished within the next 25 service hours after receipt of this Service Bulletin, but no
later than the next scheduled airplane inspection unless already complied with in accordance with a
previous issue of this Service Bulletin. A recurring fluorescent liquid penetrant inspection for cracks
around the weld area on the fork assembly should be performed at the next regularly scheduled 100,
150, or 200 Hour (as applicable) Detailed/Phase Inspection and at each 100, 150 or 200 Hour (as
applicable) Detailed/Phase Inspection thereafter.

NOTE
Be aware that the fluorescent liquid penetrant inspection method may produce
false crack indications. Incomplete removal of penetrant prior to development and
small weld laps or weld undercuts at the edge of the weld bead should not be
confused with cracks. A magnetic particle inspection is allowed in lieu of the
fluorescent liquid penetrant inspection method if preferred by the individual
inspector. False crack indications may also be produced by the magnetic particle
inspection due to improper procedures. All crack indications should be reported to
Raytheon Aircraft Company Technical Support Department at 1-800-429-5372 or
316-676-3140 prior to disposition of suspect parts.
IT IS FURTHER RECOMMENDED THAT ONLY QUALIFIED PERSONNEL PERFORM THE
INSPECTIONS TO REDUCE THE POSSIBILITY OF MISINTERPRETATION OF INDICATIONS.
PART III
Accomplish PART III if PART I indicates an unacceptable condition and further inspection is
necessary and/or PART II indicates cracks around the weld area on the fork assembly.

(2) Military Airplanes

For compliance information on military airplanes affected by this Service Bulletin, contact the
appropriate headquarters.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 4 of 17
 MANDATORY

SERVICE BULLETIN
E. Approval

The engineering data contained in this Service Bulletin is FAA approved.

F. Manpower

The following information is for planning purposes only:

PART I
Estimated man-hours for initial inspection: 1 hour.

Suggested number of men: 1 man.

PART II
Estimated man-hours for initial fluorescent liquid penetrant inspection: 1.5 hours.

Suggested number of men: 1 man.

PART III
Estimated man-hours for further inspection or replacement or replacement/reinstallation: 4.0 hours.

Suggested number of men: 1 man.

The above is an estimate based on experienced, properly equipped personnel complying with this Service
Bulletin. Occasionally, after work has started, conditions may be found which could result in additional
man-hours.
G. Weight and Balance

The weight and balance information for each airplane modified in accordance with this Service Bulletin
must be adjusted according to the applicable kit drawing.
It is the responsibility of the owner/operator to maintain compliance with the applicable Airworthiness
Regulations.
H. Electrical Load Data

Not changed.
I. Software Accomplishment Summary

Not applicable.
J. References

Appropriate Section(s) of the applicable Shop Manual;

Appropriate Chapter(s) of the applicable Maintenance Manual;
Appropriate Chapter(s) of the applicable Supplemental Maintenance Manual;

Appropriate Chapter(s) of the applicable Aviation Unit Aviation Intermediate Maintenance Manual;
Appropriate Chapter(s) of the applicable Structural Inspection and Repair Manual.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 5 of 17
 MANDATORY

SERVICE BULLETIN
K. Publications Affected

It is recommended that a note “See Service Bulletin No. 32-2102, Rev. 7" be made in the following:
Appropriate Section(s) of the applicable Shop Manual;
Appropriate Chapter(s) of the applicable Maintenance Manual;

Appropriate Chapter(s) of the applicable Supplemental Maintenance Manual;

Appropriate Chapter(s) of the applicable Aviation Unit Aviation Intermediate Maintenance Manual;
Appropriate Section(s)/Chapter(s) of the applicable Phased Maintenance Checklist;

Appropriate Chapter(s) of the applicable Parts Catalog;

Appropriate Section(s)/Chapter(s) of the applicable Repair Parts and Special Tools List;
Appropriate Chapter(s) of the applicable Structural Inspection and Repair Manual;

Appropriate Section(s)/Chapter(s) of the applicable Continued Airworthiness Program Inspection Manual;

Appropriate Section(s)/Chapter(s) of the applicable Continuous Inspection Procedures Manual;
Appropriate Section(s)/Chapter(s) of the applicable Continuous Inspection Procedures Manual
Supplement;
Appropriate Section(s)/Chapter(s) of the applicable Inspection Procedure;
Appropriate Section(s)/Chapter(s) of the applicable Inspection Guide;

Appropriate Section(s)/Chapter(s) of the applicable Extended Inspection Program.

L. Interchangeability of Parts

Not applicable.

M. Warranty Credit

None.

2. Material Information
A. Materials - Price and Availability

Contact a Raytheon Aircraft Authorized Service Center for information.

B. Industry Support

Not applicable.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 6 of 17
 MANDATORY

SERVICE BULLETIN
C. Airplanes

The following parts, if required for this modification, may be ordered through a Raytheon Aircraft
Authorized Service Center or RAPID:

Quantity Per
Model/Serial Part Number Description
Airplane

Models listed in EFFECTIVITY 101-8030-1 S Kit Information - Nose 1 Required

except 1900 and 1900C Landing Gear Installation
Airliners Spares

Model 1900 and 1900C 114-8015-1 S Kit Information - Nose 1 Required

Airliners Landing Gear Installation
Spares

All models listed in AN809-1 Valve Core 1

EFFECTIVITY

The parts required for this modification are contained in Kit No. 101-8030-1 S or Kit 114-8015-1 S. These
kits may be ordered through a Raytheon Aircraft Authorized Service Center. Raytheon Aircraft Company
expressly reserves the right to supersede, cancel and/or declare obsolete, without prior notice, any kits,
parts or publications that may be referenced in this Service Bulletin.

All Raytheon Aircraft approved kits, unless otherwise designated, are approved for
installation on Raytheon Aircraft airplanes in original or Raytheon Aircraft
approved modified configurations only. Raytheon Aircraft approved kits may not be
compatible with airplanes modified by STC installations or modifications other
than Raytheon Aircraft approved kits.

The following materials may be obtained locally:

Quantity Per
Model/Serial Part Number Description
Airplane

All models listed in MIL-H-5606 Hydraulic Fluid As Required

EFFECTIVITY

All models listed in MIL-C-38736 or Solvent As Required

EFFECTIVITY equivalent

D. Spares

Not applicable.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 7 of 17
 MANDATORY

SERVICE BULLETIN
E. Reidentified Parts

None.
F. Tooling - Price and Availability

Not applicable.

3. Accomplishment Instructions

This Service Bulletin shall be accomplished as follows:

NOTE
Should any difficulty be encountered in accomplishing this Service Bulletin
contact Raytheon Aircraft Company at 1-800-429-5372 or 316-676-3140 for
commercial aircraft, and appropriate headquarters for military aircraft.

A. Airplane

Upon installation of Kit No. 101-8030-1 S (All Models listed in EFFECTIVITY except for Model 1900/1900C
Airliners) or Kit No. 114-8015-1 S (Model 1900/1900C Airliners), the inspections contained in this Service
Bulletin no longer apply.

Observe all Warnings and Cautions contained in the aircraft manuals

referred to in this Service Bulletin.

Whenever any part of this system is dismantled, adjusted, repaired or

renewed, detailed investigation must be made on completion to make sure
that distortion, tools, rags or any other loose articles or foreign matter that
could impede the free movement and safe operation of the system are not
present, and that the systems and installations in the work area are clean.

When performing maintenance on a hydraulically operated landing gear

system, be aware that any movement of a hydraulic actuator cylinder can
displace hydraulic fluid and cause unanticipated movement of other
actuator cylinders in the landing gear retraction system. Servicing of the
landing gear hydraulic accumulator can also result in unanticipated
movement of an actuator. Either action can result in an unsafe, unlocked
landing gear system. Therefore, as a safety precaution, place the airplane
on jacks prior to performing any inspection or maintenance on the landing
gear system. After performing maintenance of any type on the landing gear
system and before releasing the airplane to service, the landing gear must

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 8 of 17
 MANDATORY

SERVICE BULLETIN
be cycled using the hydraulic power pack, from the fully extended to fully
retracted and back to fully extended at least once, checking for proper
operation and rigging. Any time the landing gear is only partially retracted
during maintenance and prior to removing the airplane from the jacks,
always cycle the landing gear using the hydraulic power pack, through at
least one complete cycle.

Jacking of an airplane for the purpose of landing gear operation, inspection,

servicing or maintenance should be accomplished within an enclosed building or
hangar. In the interest of safety, should it become necessary to jack the airplane in
the open, wind velocity in any direction and terrain variations must be
compensated for prior to jacking the airplane.

PART I
(1) Remove all power from the airplane and disconnect the battery. Display warning notices prohibiting
reconnection of airplane electrical power.

(2) Refer to the applicable Shop or Maintenance Manual and place the airplane on jacks.
(3) Refer to Figure 1 and inspect the nose gear lower shock absorber assembly at the intersection
where the tube assembly fits into the fork assembly for evidence of slippage.

(4) If the tube assembly is painted, comply with step (4)(a) of PART I. If the tube assembly is unpainted,
comply with step (4)(b) of PART I.

NOTE
If there is paint around the lower end of the tube assembly, a gap between the
paint and the top of the fork assembly may be an indication of slippage.

(a) Measure any gap that exists between the paint and the top of the fork assembly. If a gap of 0.20
inch or more exists, proceed to step (1) or step (2) of PART III (as applicable) followed by step (3)
of Part III for further inspection. If in an acceptable condition, proceed to step (6) of PART I and
then accomplish PART II.

(b) Measure any unchromed portion of the tube assembly above the fork assembly. If there is 0.50
inch or more of the tube assembly that is unchromed, proceed to step (1) or step (2) of PART III
(as applicable) followed by step (3) of Part III for further inspection. If in an acceptable condition,
proceed to steps (5) and (6) of PART I and then accomplish PART II.
(5) Clean the inspected area with solvent (obtain locally) and paint a 0.50 inch wide strip around the
tube assembly at the intersection where the tube assembly fits into the fork assembly. See Figure 1.

(6) Perform a recurring inspection (per instructions outlined in step (4)(a) of PART I) at the next regularly
scheduled 100, 150 or 200 Hour (as applicable) Detailed/Phase Inspection and at each 100, 150 or
200 Hour (as applicable) Detailed/Phase Inspection thereafter.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 9 of 17
 MANDATORY

SERVICE BULLETIN
PART II

The use of mechanical paint strippers may adversely affect the reliability of the
inspection for cracks.

NOTE
Some nose landing gear fork assemblies have a reinforcement plate installed at
the intersection of the fork assembly and the tube assembly as shown in Figure 2.
This configuration is to be inspected in the same manner as the standard
configuration (Figure 2) with the following exceptions: Inspect the entire periphery
of the reinforcement plate weld for cracks and inspect the entire periphery of the
tang for cracks.
(1) Using a suitable liquid paint stripper, refer to Figure 1 and Figure 2 and remove the paint from the
lower weld area of the nose landing gear fork assemblies and, if necessary, the reinforcement plate.
(2) Refer to Chapter 20-00 of the Structural Inspection and Repair Manual or to Advisory Circular No.
AC 43.13-1B, and perform a fluorescent liquid penetrant inspection to the weld area on the fork
assembly (see Figures 1 and 2) to check for any evidence of cracks. If a crack indication is along the
boundary of the weld and does not extend into either the weld bead or the fork tube, it may be only a
cold weld lap. If this condition exists, sand the area with 220 to 280 grit silicon carbide or aluminum
oxide paper. If any shortening of the crack indication occurs as a result of this action, continue
sanding to remove all crack indications. Do not use any method other than hand sanding with the
noted abrasive paper to accomplish this. If sanding has no effect on the indication, it may be
assumed to be a crack. Notify Raytheon Aircraft Company Technical Support Department if a crack
is suspected.

The nose landing gear shock absorber assembly is a heat treated part. Field
repair (welding) is not authorized.

(3) If any cracks are known to still be present from a previous inspection, proceed as follows:

When or if the crack exceeds 0.75 inch, OR AT ANY LESSER LENGTH the crack
progresses into the fork tube (growing in a circumferential direction) or into the
weld, then the nose gear lower shock absorber assembly must be removed
immediately from further service use.

(a) Limited use of the old part with a crack in the weld area is acceptable provided all of the following
are true.
(i) There is a single crack and that crack does not exceed 0.75 inch in length.

(ii) The crack runs along the edge of the weld and parallel with the tang or reinforcement
plate. Crack indications in the toe of the weld which follow the tube-weld boundary are
considered to be parallel to the tang or plate.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 10 of 17
 MANDATORY

SERVICE BULLETIN
(iii) Since receipt of this Service Bulletin revision, 20 flight hours has not elapsed.

(b) If any of the previous conditions are not true, proceed to PART III for removal and replacement of
the nose gear lower shock absorber assembly PRIOR TO FURTHER FLIGHT.
(4) If a new crack is noted, replacement is required. Proceed to PART III for removal and replacement of
the nose gear lower shock absorber assembly PRIOR TO FURTHER FLIGHT.

(5) If no slippage and no cracks are noted, refer to the applicable Shop or Maintenance Manual and
remove the airplane from jacks.
(6) Reconnect the airplane battery, remove warning notices and restore power.

(7) Ensure all work areas are clean and clear of tools and miscellaneous items of equipment.
(8) Return airplane to service.

PART III

NOTE
The airplanes affected by this Service Bulletin are equipped with either a
MECHANICAL or a HYDRAULIC LANDING GEAR SYSTEM. Refer to step (1) of
PART III for MECHANICAL LANDING GEAR SYSTEM or step (2) of PART III for
HYDRAULIC LANDING GEAR SYSTEM (as applicable) to remove the nose gear
lower shock absorber assembly from the upper shock absorber.

(1) Procedures to remove the nose gear lower shock absorber assembly on airplanes equipped with a
MECHANICAL LANDING GEAR SYSTEM are as follows:

To avoid an accidental landing gear retraction, anytime maintenance is

performed on the landing gear system, jacks should be placed under all
three jack points (one adjacent to the nose gear and one on each side of the
fuselage on the aft spar, inboard of the nacelle).

(a) Refer to the applicable Shop or Maintenance Manual and place the airplane on jacks.
(b) Refer to the applicable Shop or Maintenance Manual for nose landing gear wheel removal.

Do not remove the valve core or disconnect the torque knees until all air
pressure is released.

(c) Depress the valve core at the top of the nose landing gear and release the air pressure from the
strut. Allow the strut to deflate completely. Remove the valve core from the valve stem.
(d) Retract the nose gear to a position of approximately 30°. To obtain this degree of retraction, the
landing gear control circuit breaker in the airplane cockpit must be pulled at the moment the
nose gear reaches that position.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 11 of 17
 MANDATORY

SERVICE BULLETIN
(e) Remove all power from the airplane and disconnect the battery. Display warning notices
prohibiting reconnection of airplane electrical power.

(f) Remove the cotter pin, washer and clevis pin from the lower torque knee pin. Note the position of
the washers on the lower torque knee pin to facilitate reinstallation, then tap the lower torque
knee pin out.

Place a suitable container under the nose gear to catch any hydraulic fluid
(fluid is not to be reused) that might spill out onto the floor.

(g) Carefully remove the nose gear lower shock absorber assembly from the upper shock absorber.
Proceed to step (3) of PART III for further inspection procedures or step (4) of PART III for
replacement/reinstallation.

(2) Procedures to remove the nose gear lower shock absorber assembly on airplanes equipped with a
HYDRAULIC LANDING GEAR SYSTEM are as follows:

To avoid an accidental landing gear retraction, anytime maintenance is

performed on the landing gear system, jacks should be placed under all
three jack points (one adjacent to the nose gear and one on each side of the
fuselage on the aft spar, inboard of the nacelle).

(a) Remove all power from the airplane and disconnect the battery. Display warning notices
prohibiting reconnection of airplane electrical power.
(b) Refer to the applicable Shop or Maintenance Manual and place the airplane on jacks.
(c) Refer to the applicable Shop or Maintenance Manual for nose landing gear wheel removal.

Do not remove the valve core or disconnect the torque knees until all air
pressure is released.

(d) Depress the valve core at the top of the nose landing gear and release the air pressure from the
strut. Allow the strut to deflate completely. Remove the valve core from the valve stem.

(e) Retract the nose gear to a position of approximately 30°. Procedures to obtain this degree of
retraction are as follows:

(i) Gain access to the landing gear service valve (red knob). Refer to the appropriate section/
chapter of the applicable Shop or Maintenance Manual for the location of the service valve.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 12 of 17
 MANDATORY

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For safety reasons the landing gear control circuit breaker located in the airplane
cockpit should be pulled while performing this task.

(ii) It will be necessary to remove all safety devices so that the service valve knob can be
pulled up.

NOTE
The service valve is normally in a mode to extend the landing gear (red knob
pushed down and safetied).

If the red knob on the service valve is pushed down while the landing gear is
retracted with the electrical power on and the cockpit landing gear control
handle in the down position, the landing gear will extend immediately.

(iii) Pull the service valve knob up and use the cockpit hand pump to retract the nose gear to a
position of approximately 30°. Using suitable jack stands or blocks, block the nose gear in
a partially retracted position to facilitate maintenance.

(f) Remove the cotter pin, washer and clevis pin from the lower torque knee pin. Note the position of
the washers on the lower torque knee pin to facilitate reinstallation, then tap the lower torque
knee pin out.

NOTE
Place a suitable container under the nose gear to catch any hydraulic fluid (fluid is
not to be reused) that might spill out onto the floor.

(g) Carefully remove the nose gear lower shock absorber assembly from the upper shock absorber.
Proceed to step (3) of PART III for further inspection procedures or step (4) of PART III for
replacement/reinstallation.

(3) If further inspection for slippage of the nose gear lower shock absorber assembly is required,
perform the following:

(a) Invert the nose gear lower shock absorber assembly and drain the hydraulic fluid (fluid is not to
be reused) into a suitable container.
(b) Referring to Figure 1, place the nose gear lower shock absorber assembly horizontally on a work
bench and measure from the top end of the tube assembly to the top of the fork assembly.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 13 of 17
 MANDATORY

SERVICE BULLETIN
(c) If this length is 23.10 inches or more on the Model 65, 70, 80, 88, 90, 99, 100, 200 and 300, or
23.80 inches or more on the Model 1900 and 1900C, proceed to step (4) of PART III and replace
the nose gear lower shock absorber assembly.

NOTE
The recommended replacement length of 23.10 inches or more (Model 65, 70, 80,
88, 90, 99, 100, 200 and 300) or 23.80 inches or more (Model 1900 and 1900C)
MUST BE met before warranty on parts can be granted. (Reference step (3)(c) of
PART III).
(d) If the length is less than the recommended replacement length, proceed to steps (1), (2) and (3)
of the Part II and perform fluorescent liquid penetrant inspection on the nose landing gear fork
assembly prior to its reinstallation. After performing the inspection in Part II, proceed to step (4)
of PART III to reinstall/replace (as applicable) the nose gear lower shock absorber assembly. If
the nose gear lower shock absorber assembly was not replaced, then perform steps (4), (5) and
(6) of PART I.

(4) For replacement/reinstallation of the nose gear lower shock absorber assembly perform the
following:
(a) Lubricate the new o-rings (preformed packings) with hydraulic fluid (MIL-H-5606).

(b) Install the nose gear lower shock absorber assembly into the upper shock absorber with slight
twisting motions in order to prevent any damage to new o-rings (preformed packings).
(c) Reinstall the lower torque knee, torque knee pin, clevis pin, washers and cotter pin as noted in
steps (1)(f) and (2)(f) of PART III.
(d) Connect the battery and restore electrical power to the airplane. Engage the landing gear control
circuit breaker and fully extend the landing gear.

(e) Turn off and/or disconnect all electrical power and disconnect the battery.
(f) With the strut fully compressed and the valve core removed, connect one end of a 0.25 inch
diameter hose to the valve stem.

(g) Submerge the other end of the hose in a container of clean MIL-H-5606 hydraulic fluid (obtain
locally). Slowly extend the strut to draw hydraulic fluid into the strut. When the strut is fully
extended, slowly compress the strut to expel any excess hydraulic fluid and trapped air. Cycle
the landing gear as many times as necessary to expel all of the air.
(h) With the strut compressed, remove the hose and install a new valve core (obtain locally).
(i) Refer to Maintenance Manual Chapter 32-40 (Model 90, 99, 100, 200, 300 or 1900/1900C),
Shop Manual Section 3 (Model 88) or Shop Manual Section 4 (Model 65, 70 or 80) and reinstall
the nose landing gear wheel and tire.
(j) Reconnect the airplane battery, remove warning notices and restore power.

(k) Cycle the landing gear to ensure proper operation of the landing gear system.
(l) Remove the airplane from the jacks per the applicable Shop or Maintenance Manual.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 14 of 17
 MANDATORY

SERVICE BULLETIN

Damage to the torque knee may result if the strut is inflated while the airplane is
on jacks.

(m) With the airplane on the ground and empty except for full fuel and oil, inflate the nose strut with
dry filtered air until the piston has extended to the prescribed measurement as specified in the
applicable Shop or Maintenance Manual.

(5) Ensure all work areas are clean and clear of tools and miscellaneous items of equipment.

(6) Return airplane to service.

B. Spares

Not applicable.

C. Record of Compliance

Upon completion of this Service Bulletin, make an appropriate maintenance record entry.

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 15 of 17
 MANDATORY

SERVICE BULLETIN

FORK ASSEMBLY

INTERSECTION OF TUBE
ASSEMBLY AND FORK
ASSEMBLY
REPLACE IF
23.10 INCHES OR
MORE ON MODEL
A65, 70, 80, 88,
90, 99, 100, 200,
AND 300.

MAGNAFLUX OR FLUORESCENT
REPLACE IF LIQUID PENETRANT INSPECT
23.80 INCHES OR WELD AREA AT THIS LOCATION
MORE ON MODEL (PART II)
1900 AND 1900C
PAINT GAP-(PART 1 (4A)) OR
UNCHROMED AREA-(PART 1 (4B))

TUBE ASSEMBLY B210204F.AI

Nose Gear Lower Shock Absorber Assembly - Standard Configuration

Figure 1

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 16 of 17
 MANDATORY

SERVICE BULLETIN

REINFORCEMENT
PLATE

TANG

MAGNAFLUX OR FLUORESCENT
LIQUID PENETRANT INSPECT
WELD AREA AT THIS LOCATION
(PART II)

B210205E.AI

Nose Gear Lower Shock Absorber Assembly - Reinforced Configuration

Figure 2

Issued: July, 1986 SB 32-2102, REV. 7

Revised: July, 2003 17 of 17