Cap. 32

300/300LW Maintenance Manual (Rev A38)
32-00-00-001 (Rev Feb 1/11)
GENERAL - DESCRIPTION AND OPERATION

Warning: WHEN AN AIRPLANE HAS EXPERIENCED ABNORMAL LANDING GEAR PROCEDURES OF ANY TYPE, AS A SAFETY
PRECAUTION, PLACE THE AIRPLANE ON JACKS PRIOR TO PERFORMING ANY INSPECTION OR MAINTENANCE. ENSURE THAT
ALL THREE LANDING GEARS ARE DOWN AND LOCKED PRIOR TO REMOVING THE AIRPLANE FROM THE JACKS.
Caution: 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 DIREC- TION AND TERRAIN VARIATIONS MUST BE
COMPENSATED FOR PRIOR TO JACKING THE AIRPLANE.
The Super King Air 300 Series airplanes are equipped with a retractable tricycle landing gear system. The nose gear and main gear
assemblies incorporate air-oil type shock struts that are filled with both compressed air and hydraulic fluid: the nose gear strut is equipped
with a single wheel and tire, while each main gear strut is equipped with two wheels and tires. The landing gear is retracted and extended
by the action of the individual actuators and drag brace assemblies connected to each landing gear. The nose gear is attached to two
longitudinal fuselage members in the fuselage nose and pivots aft into the wheel well when retracted; the main landing gears are attached
to the two main structural ribs of the nacelles and pivot forward into the wheel wells when retracted. The landing gear doors consist of one
set of nose gear doors and two sets of main gear doors. The landing gear doors are hinged at the sides and are spring loaded to the open
position. As the landing gear is retracted, two rollers on each gear engage the door actuating cams and pull the doors closed, covering the
wheel well openings and forming a smooth contour with the surrounding airplane structure.
The nose and main landing gear assemblies are extended and retracted by a hydraulic system consisting primarily of an actuator located
in each wheel well, a hydraulic power pack (containing a pump, motor, reservoir, and selector valve) located in the LH wing, an
accumulator, and hydraulic plumbing routed from the power pack to each landing gear actuator for a normal extend mode, an emergency
extend mode, and a normal retract mode. A landing gear control switch, placarded UP DN, is located on the pilot's inboard subpanel. When
the control handle is moved to the UP position, power is supplied to the pump motor and to the gear-up solenoid to allow system fluid under
pressure to flow to the retract side of the system. The landing gear is held in the retracted position by hydraulic pressure maintained in the
retract plumbing system. A pressure switch in the power pack will activate the pump motor should the system pressure drop to the low
pressure limit. either, the control handle is placed in the DN position, power is supplied to the pump motor and to the gear-down solenoid to
allow system fluid under pressure to flow to the extend side of the system. When the actuator pistons are positioned to fully extend the
landing gear, an internal mechanical lock in the nose gear actuator and a mechanical lock on each main gear drag brace will lock the
landing gear in the down position.
Manual landing gear extension is provided through a manually powered hydraulic system. A hand pump located on the floor between the
pilot's seat and the pedestal is used when emergency extension of the gear is required. To extend the landing gear with this system, the
pump handle is removed from its securing clip and pumped up and down. As the handle is pumped, hydraulic fluid is drawn from the power
pack into the pump and exited under pressure. Fluid under pressure from the pump is routed to each landing gear actuator. A service
valve plumbed in the hydraulic system may be used in conjunction with the hand pump to raise the landing gear for maintenance purposes.
Visual indication of the landing gear position is provided by two red in-transit lights located in the landing gear control switch handle and a
green gear down indicator light assembly on the pilot's inboard subpanel. Illumination of the in-transit lights indicates when the landing gear
is in transit; gear up is indicated when they go out. Illumination of the gear-down lights indicates when each landing gear is down and
locked. The electrical circuits necessary to illuminate the gear-down and in-transit lights are completed through the nose gear actuator
gear-down pressure switch, the B up-position switches, and the drag brace downlock switches.
A landing gear aural warning system warns the pilot that the landing gear is not down and locked during specific flight regimes. Various
warning modes result, depending on the position of the flaps and the throttle switches.
Nose gear steering is accomplished by a mechanical linkage system extending from the rudder pedals to a steering yoke connected to the
nose gear assembly. A spring mechanism in the steering linkage permits tow bar or braked steering angles greater than that provided by
the rudder pedal system. When the nose gear is retracted, the nose wheel is automatically centered and the steering linkage becomes
inoperative.
The airplane is equipped with four hydraulically operated brake assemblies. Each main landing gear incorporates two multi-disc, metallic
lined brake assemblies, one on each side of the strut. Each brake assembly contains two rotating discs, which are keyed to rotate with the
wheel, a stationary disc, and a pressure plate and back plate which are attached to the brake housing. Braking action occurs when
hydraulic pressure is applied to the pistons in the brake housing, forcing the disc stack together and creating friction between the rotating
discs and the stationary components of the brake assembly. The hydraulic pressure to the brake assemblies is generated by the pilot's or
copilot's master cylinders.
Brake deicing is provided by an optional brake deice system which utilizes engine bleed air as the deicing agent. The brake deice system is
composed of a combination of tubes and hoses plumbed from the pneumatic bleed air line in each main gear wheel well to a distribution
manifold installed on each main gear shock strut. A shutoff valve in each main gear wheel well controls the flow of heated air to each
distributor manifold. An overtemp warning line is routed in close proximity to the bleed air lines in each wheel well to notify the operator of a
failure in either bleed air line.
Copyright © Textron Aviation Inc. Page 1 of 1

Retain printed data for historical reference only. For future maintenance, use only current data. Print Date: Wed Jun 12 10:51:59 CDT 2019
32-10-00-201 (Rev Feb 1/11)
MAIN GEAR AND DOORS - MAINTENANCE PRACTICES

Warning: 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, PLACE THE AIRPLANE ON JACKS PRIOR TO
PERFORMING ANY INSPECTION OR MAINTENANCE. CYCLE THE LANDING GEAR AND ENSURE THAT ALL THREE LANDING
GEARS ARE DOWN AND LOCKED PRIOR TO REMOVING THE AIRCRAFT FROM JACKS.
MAIN LANDING GEAR SHOCK ABSORBER SERVICING

To check the fluid level and fill the main landing gear shock absorbers, refer to Chapter 12-10-00.
LUBRICATION
Lubricate the main gear wheel bearings and grease fittings as detailed in the Lubrication Schedule in Chapter 12-20-00.
MAIN LANDING GEAR REMOVAL

a. Place the airplane on jacks (Ref. Chapter 7-00-00 ). Strut limiters (special tools) will reduce the strut extension.
b. Disconnect the landing gear doors from the actuating cams and safety wire in the open position.
c. Disconnect the drag brace from the main gear by removing the cotter pin, nut (10), washers (8 and 9), and bolt (7). After disconnecting
the drag leg, install the bolt, washers and nut into the drag leg to facilitate correct installation (Ref. Figure 201).
d. Disconnect the hydraulic brake flex hose at the top of the landing gear and cap the hydraulic lines.
e. On airplanes equipped with brake deicing, remove the clamp securing the brake deicer hose to the upper end of the strut. Then
disconnect the hose at the union in the bracket just above the torque knees.
f. Disconnect the safety switch wiring from the receptacle at the upper rear of the wheel well.
g. Remove the access panels covering the landing gear hinge bolts. Remove the cotter pins, nuts (6), washers (2, 4 and 5), hinge bolts
(1), and bushings (3) and lower the gear away from the airplane.
Note: After removing the bolt, position the washers on the bolt in the same sequence as when installed.
MAIN LANDING GEAR INSTALLATION

a. Coat the bushings (3) and bolts (1 and 7) with grease (17, Chart 1, 91-00-00) at the time of installation (Ref. Figure 201).
b. Position the gear in the wheel well, install the bushings (3) and install the hinge bolts (I) through the strut and keel with the bolt heads
toward the center of the strut. Install the 105090CR025-12J washers (4), minimum of one each side of the strut, between the keel and
strut as required to provide 0.005 to 0.030-inch total clearance between the keel and strut surfaces before the bolt is torqued. Apply a
minimum torque of 800 inch-pounds to the hinge bolt nuts; tighten the nuts to the next castellation and install the cotter pin. One AN960-
1216L washer (5) may be used under the nut to obtain the required torque value.
c. Connect the hydraulic brake flex hose to the union on the landing gear.
d. On airplanes equipped with brake deicing, connect the brake deicer hose at the union in the bracket just above the torque knees. Install
the clamp securing the hose to the upper end of the strut.
e. Connect the lower drag leg to the landing gear with the bolt (7), washers (8 and 9), nut (10), and cotter pin.
f. Plug the safety switch wiring into the receptacle at the upper rear of the wheel well.
g. Install the landing gear hinge bolt access panels.
h. Inflate the landing gear strut as instructed in Chapter 12-10-00.
Caution: Do not move or roll the airplane until the struts are properly inflated and serviced.
i. Connect the landing gear doors to the actuating cams.
j. Bleed the brakes as described in Chapter 32-40-00.
k. Lubricate the main gear hinge points and drag brace joints with the proper lubricant as a detailed in the Lubrication Schedule in
Chapter 12-20-00.
l. Check the landing gear rigging as Outlined in Chapter 32-30-00 and adjust the downlock and up-position switches as outlined in
Chapter 32-60-00.

32-10-00-201 (Rev Feb 1/11)
m. Remove the airplane from the jacks (Ref. Chapter 7-00-00).
MAIN LANDING GEAR TORQUE KNEE REMOVAL

a. Place the airplane on jacks (Ref. Chapter 7-00-00).
b. Deflate the landing gear strut by relieving pressure at the valve located on top of the strut.
c. Remove the wheels and brakes as described in Chapter 32-40-00.
Note: Cap the hydraulic brake line to prevent contamination of the hydraulic fluid.
d. Remove the cotter pin, nut, washer, and bolt (1) that attach the safety switch arm to the upper torque knee (Ref. Figure 202).
e. Remove the spring securing the hydraulic brake flex hose to the upper torque knee.
f. Remove the cotter pin (4), nut (5), washers (6, 7, 8, and 11), bushing (10) and bolt (12) that connect the upper and lower torque knees
Note the position of the washers to facilitate installation of the torque knees.
g. Cut the safety wire from the clevis pin (2) and remove the clevis pin from the upper torque knee pin (3). Tap the upper torque knee pin
out and remove the upper torque knee (9).
h. Remove the cotter pin (17), washer (16) and clevis pin (14) from the lower torque knee pin (15). Tap the lower torque knee pin out and
remove the lower torque knee (13).
MAIN LANDING GEAR TORQUE KNEE INSTALLATION

a. Coat the torque knee pins (3 and 15), bushing (10), and bolt with and bolt (12) with grease (17, Chart 1, 91-00-00) (Ref. Figure 202).
b. Position the lower torque knee (13) in place. Tap the lower torque knee pin (15) through the torque knee and lug on the landing gear
piston and axle and install the clevis pin (14), washer (16), and cotter pin (17).
c. Position the upper torque knee (9) in place. Tap the upper torque knee pin (3) through the torque knee and lug on the landing gear
brace and install the clevis pin (2). Safety wire between the clevis pin and the safety wire hole in the forward side of the retainer ring.
d. Install the bolt (12), bushing (10), washers (8 and 11), nut (5) and cotter pin (4) that connect the upper and lower torque knees. Use an
AN960-816, AN960-816L or AN960D816L washer (7) under the nut as required to obtain minimum end play. Use AN960-616L washers
(6) under the nut for proper cotter pin engagement. This joint should not be tight.
e. lnstall the bolt (1), washer, nut and cotter pin that attach the safety switch arm to the upper torque knee.
f. Install the spring securing the hydraulic brake flex hose to the upper torque knee.
g. Install the wheels and brakes as described in Chapter 32-40-00.
h. Lubricate the torque knee joints with the proper lubricant as detailed in the Lubrication Schedule in Chapter 12-20-00.
i. Remove the airplane from the jacks (Ref. Chapter 7-00-00).
j. Inflate the landing gear strut as instructed in Chapter 12-10-00.
Caution: Do not move or roll the airplane until the struts are properly inflated and serviced.
MAIN LANDING GEAR DRAG BRACE REMOVAL

c. Disconnect the downlock switch wiring from the receptacle at the upper rear of the wheel well.
d. Disconnect the drag brace from the main gear by removing the cotter pin, nut (1), washers (2, 3, and 4) and bolt (5). After
disconnecting the drag leg, install the bolt, washers and nut into the drag leg to facilitate correct installation (Ref. Figure 203).
e. Remove the cotter pin nut (10), washers (11, 12, and 14) bolt (15) securing tho actuator clevis (9) to the idlers (13) and lock link (8).
Note the locations of the stops (7).
f. Remove the cotter pin, nut (16), bolt (21) and washers (17, 15, 19 and 20) securing the upper drag leg to the wheel well attach fitting.
Note: Note the number of washers (19) on each side of the upper drag leg to facilitate installation of the drag brace in
alignment with the attachment fitting on the landing gear strut.
MAIN LANDING GEAR DRAG BRACE INSTALLATION

32-10-00-201 (Rev Feb 1/11)
a. Lubricate the bolts (5, 15, and 21) with grease (17, Chart 1, 91-00-00) (Ref. Figure 203).
b. Insert the bolt (21) through the wheel well fitting and upper drag leg Install the AN960-1216L washers (19) between the drag leg Install
the washers (20, 19, 18, 17) in the same position from which they were removed. Ensure that at least one 960-1216L (19) is installed on
each side of the drag leg. Ensure that at least one washer AN960-1016 or AN960-1016L washer (17) is under the nut (16) use
additional washers (18) as required to obtain minimum end play, but not cause a tight fit. Use at least one. AN960-1016 washer (17)
under the nut to allow engagement of the nut and cotter pin. lnstall the nut (16) finger tight and install the cotter pin (22).
Note: Check the alignment of the lower drag leg with the attachment fitting on the landing gear strut, there shall be no side
loads on the drag leg when the landing gear is in the extended or retracted position. Correct any misalignment by
shifting the AN960-1216L washers (19) from side to side of the upper drag leg. A minimum of one washer must be
installed on each side of the upper drag leg.
c. Attach the lower drag leg to the landing gear strut with the attach bolt (5), washers (2, 3 and 4), nut (1), and cotter pin (22).
d. Check the alignment of the actuator clevis with the drag brace as outlined under MAIN GEAR RIGGING In Chapter 32-30-00. When the
two are properly aligned, connect the actuator clevis to the drag brace with the bolt (15) and stops (7). Tighten the nut (10) finger tight
and install the cotter pin use AN960-816 and/or AN960-816L washers (11) under the nut for proper cotter pin engagement.
e. Connect the downlock switch wiring to the receptacle at the upper rear of the wheel well.
f. Lubricate the drag brace joints with the proper lubricant as detailed in the Lubrication Schedule In Chapter 12-20-00.
g. Connect the landing gear doors to the actuating cams.
h. Check the landing gear rigging as outlined in Chapter 32-30-00 and adjust the downlock and up-position switches as outlined in
Chapter 32-60-00.

32-10-00-201 (Rev Feb 1/11)
Figure 201 : Sheet 1 : Fig 201 - Main Landing Gear Installation

32-10-00-201 (Rev Feb 1/11)
Figure 202 : Sheet 1 : Fig 202 - Main Landing Gear Torque Knee Installation

32-10-00-201 (Rev Feb 1/11)
Figure 203 : Sheet 1 : Fig 203 - Main Landing Gear Drag Brace Installation

32-10-00-201 (Rev Feb 1/11)
Figure 201 : Sheet 1 : Fig 201 - Main Landing Gear Installation

32-10-00-201 (Rev Feb 1/11)
Figure 202 : Sheet 1 : Fig 202 - Main Landing Gear Torque Knee Installation

32-10-00-201 (Rev Feb 1/11)

32-20-00-201 (Rev Feb 1/11)
NOSE GEAR AND DOORS - MAINTENANCE PRACTICES

Warning: 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, PLACE THE AIRPLANE ON JACKS PRIOR TO
PERFORMING ANY INSPECTION OR MAINTENANCE. CYCLE THE LANDING GEAR AND ENSURE THAT ALL THREE LANDING
GEARS ARE DOWN AND LOCKED PRIOR TO REMOVING THE AIRCRAFT FROM JACKS.
NOSE GEAR SHOCK ABSORBER SERVICING

To check the fluid level and fill the main landing gear shock absorbers, refer to Chapter 12-10-00.
NOSE GEAR SHIMMY DAMPER SERVICING

To check the fluid level and fill the nose gear shimmy damper refer to Chapter 12-10-00.
LUBRICATION
Lubricate the main gear wheel bearings and grease fittings as detailed in the Lubrication Schedule in Chapter 12-20-00.
NOSE LANDING GEAR REMOVAL

a. Place the airplane on jacks (Ref. Chapter 7-00-00). Strut limiters (special tools) will reduce the strut extension.
c. Retract the gear slightly to take the load off the drag brace and to unlock the actuator.
d. Remove the bolt (7), nut and washer to disconnect the actuator clevis from the yoke (Ref. Figure 203).
e. Disconnect the electrical wiring for the landing and taxi lights at the LH nose wheel well keel.
f. Disconnect the drag brace from the nose gear by removing the cotter pin (14), nut (15), and bolt (9). Note the location of the washers
(10, 12, and 13) and bushings (11) for proper installation (Ref. Figure 201).
g. Disconnect the steering yoke (19) from the nose ear by removing the cotter pin (16), nut (17), washer (18), and bolt (20).
h. Remove the nose gear hinge bolt access covers.
i. Place a block under the wheel to remove part of the load on the attaching bolts and to support the nose gear when the bolts are
removed.
j. Remove the cotter pins (7), nuts (8), washers (2, 4, 5, and 6), and bushings (3) and nose gear attach bolts (1) and lower the nose gear
away from the airplane.
Note: Note the position of the washers to facilitate installation.
NOSE LANDING GEAR INSTALLATION

a. At the time of installation lubricate the bolts (1, 9 and 20) and bushings (3 and 11) with grease (17, Chart 1, 91-00-00) (Ref. Figure
201).
b. Position the nose gear in the wheel well and install the drag brace lower legs through the web in the nose gear brace. Install the landing
gear hinge bolts with one 100951-X-031-UC washer (4) between the nose gear and keel. Install the washers (2) on the bolts with the
countersink towards the bolt heads. Install the bushings (3) over the bolts and into the nose gear casting after the nose gear is in
position. Install the nuts on the bolts and torque the hinge attach bolts 400 to 700 inch-pounds and secure the nuts (8) with the cotter
pins (7). Use AN960-1016 and/or AN360-1016L washers (6) under the nut as required to obtain proper torque and engagement of the
nut and cotter pin.
Note: Position the washers in the same sequence as when previously installed.
c. Connect the steering yoke (19) to the nose gear with the bolt (20), washer (18), nut (17) and cotter pin (16). Tighten the nut (17) finger
tight, use an AN960-516 or AN960-516L washer (18) under the nut as required for proper engagement of the cotter pin.
d. Secure the drag brace to the nose gear with the bolt (9), being careful to install the bushings (11) and washers (10, 12, 13) in the same
positions as when removed. Torque the attaching nut 200 to 400 inch-pounds and install the cotter pin. Use an AN960-1016 and/or
AN960-1016L washer (10) under the bolt head and nut as required to obtain the proper torque and engagement of the nut and cotter
pin.
e. Extend the actuator and align the actuator clevis bolt hole with the bolt hole in the yoke, then secure with the bolt (7, Figure 203),
washer, and nut.

32-20-00-201 (Rev Feb 1/11)
f. Connect the landing and taxi light wiring at the LH nose wheel well keel.
g. Lubricate the nose gear and drag brace hinge joints and steering linkage with the proper lubricant as detailed in the Lubrication
Schedule in Chapter 12-20-00.
h. Connect the landing gear doors to the actuating cams.
i. Check the landing gear and door rigging as outlined in Chapter 32-30-00 and adjust the actuator downlock switch, the up-position switch
and the drag brace downlock switch as outlined in Chapter 32-60-00.
j. install the nose gear hinge bolt access covers.
k. Remove the airplane from the jacks (Ref. Chapter 7-00-00).
NOSE LANDING GEAR TORQUE KNEE REMOVAL

b. Deflate the landing gear strut by relieving pressure at the valve located on top of the strut.
c. Remove the cotter pin (6), nut (8), washers (7 and 9), bushing (10), and bolt (11) that connect the upper and lower torque knees. Note
the position of the washers on the attach bolt to facilitate installation (Ref. Figure 202).
d. Remove the cotter pin (4), washer (3), and clevis pin (1) from the upper torque knee pin (2). Tap the upper torque knee in out and
remove the upper torque knee (5).
e. Remove the cotter pin (16), washer (15), and clevis pin (13) from the lower torque knee pin (14). Tap the lower torque knee in out and
remove the lower torque knee (12).
NOSE LANDING GEAR TORQUE KNEE INSTALLATION

a. Position the lower torque knee (12) on the lower shock absorber and tap the lower torque knee pin (14) in place and install the clevis
pin (13), washer (15), and cotter pin (16) (Ref. Figure 202).
b. Position the upper torque knee (5) on the upper shock absorber and tap the upper torque knee pin (2) in place. Install the clevis pin
(1), washer (3), and cotter pin (4).
c. Install the bolt (11), washers (7 and 9), nut (8), and cotter pin (6) that attach the upper torque knee to the lower torque knee. Install the
washers in the positions from which they were removed.
d. Lubricate the torque knee joints with the proper lubricant as detailed in the Lubrication Schedule in Chapter 12-20-00.
e. Remove the airplane from the jacks (Ref. Chapter 7-00-00).
NOSE LANDING GEAR DRAG BRACE REMOVAL

b. Disconnect the landing gear doors from the actuating cams.
c. Remove the clamps securing the downlock switch wiring to the upper drag leg.
d. Remove the downlock switch (16) from the upper drag leg (Ref. Figure 203).
Note: To maintain the downlock switch adjustment, do not allow the nut on the aft side of the drag leg to turn.
e. Retract the nose gear slightly to take the load off the drag brace and to unlock the actuator.
f. Remove the bolt (7), nut, and washer connecting the actuator clevis (5) to the yoke (6).
g. Remove the cotter pin and nut (23) from the lower hinge bolt (18) and drive the bolt out. Note the location of washers and bushings for
proper installation.
h. Retract the actuator to avoid interference when removing the drag leg.
i. Remove the two bolts (1) securing the upper drag to the two pins (3). Remove the pins with Vise-Grips or equivalent pliers and retain the
washers located between the upper drag leg and the attachment fittings. Remove the drag leg assembly.
NOSE LANDING GEAR DRAG BRACE INSTALLATION

a. Place the lower ends of the lower drag legs through the web in the nose gear brace.
b. Secure the upper end of the upper drag leg to the attachment fittings with the two pins (3) and bolts (1). Install one AN960-1016L
washer (2) on each side of the upper drag leg. Be careful to align the pin holes with the drag leg holes when installing the pins. Ensure

32-20-00-201 (Rev Feb 1/11)
that the grease fittings are in such a position that they will be accessible for future use (Ref. Figure 203).
c. Coat the lower hinge bolt (18) and bushings (20) with grease (17, Chart 1, 91-00-00) and secure the lower drag legs to the nose gear,
being careful to install the bushings and washers in the positions from which they were removed. Torque the attaching nut 200 to 400
inch-pounds and install the cotter pin. Use an AN960-1016 and/or AN960-1016L washer (19) under the nut as required to obtain the
proper torque and engagement of the nut and cotter pin.
d. Extend the actuator and align the actuator clevis bolt hole with the bolt hole in the yoke and secure with the bolt (7), washer, and nut.
e. Install the downlock switch (16) and wiring clamps to the upper drag leg.
Note: To maintain the downlock switch adjustment, do not allow the nut on the aft side of the drag leg to turn.
f. Lubricate the drag brace with the proper lubricant as detailed in the Lubrication Schedule in Chapter 12-20-00.
g. Connect the landing gear doors to the actuating cams.
h. Check the landing gear and door rigging. as outlined in Chapter 32-30-00 and adjust the actuator downlock switch, the drag brace
downlock switch, and the up-position switch as outlined in Chapter 32-60-00.

32-20-00-201 (Rev Feb 1/11)
Figure 201 : Sheet 1 : Fig 201 - Nose Landing Gear Installation

32-20-00-201 (Rev Feb 1/11)
Figure 202 : Sheet 1 : Fig 202 - Nose Landing Gear Torque Knee Installation

32-20-00-201 (Rev Feb 1/11)

32-20-00-201 (Rev Feb 1/11)

32-20-00-201 (Rev Feb 1/11)
Figure 201 : Sheet 1 : Fig 201 - Nose Landing Gear Installation

32-20-00-201 (Rev Feb 1/11)
Figure 202 : Sheet 1 : Fig 202 - Nose Landing Gear Torque Knee Installation

32-30-00-001 (Rev Nov 1/12)
EXTENSION AND RETRACTION - DESCRIPTION AND OPERATION

The nose and main landing gear assemblies are extended and retracted by a hydraulic power pack, located inboard of the left side nacelle
and forward of the main spar. The hydraulic power pack consists primarily of a 28VDC motor, two section reservoir, filter, four way solenoid
selector valve, relief valves, lock valves, gear up pressure switch and low fluid level sensor. To prevent cavitation of the pump, engine
bleed air regulated to 18 to 20 psi is plumbed into the system fill reservoir and the power pack reservoir. A capped cross, adjacent to the
service valve, is plumbed into the bleed air line to fill the reservoir as a connection point for pressurized air during ground operation of the
power pack assembly. Associated plumbing for a normal extend mode, emergency extend mode, and normal retract mode is routed from
the power pack to each main gear actuator and the nose gear actuator. The plumbing for the normal extend mode and the emergency
extend mode is fitted as separate plumbing to the shuttle valve in each actuator. The shuttle valves are spring loaded to a position which
allows hydraulic fluid from the normal extend plumbing to flow into and out of the actuator cylinder. The retract mode plumbing is fitted to
the opposite end of each actuator. The system plumbing is color coded as follows:
Regulated engine bleed air Orange

Normal extend White
Normal retraction Blue
Hand pump suction Yellow
Hand pump pressure Brown/White
Emergency extend Brown
Hydraulic fluid fill Purple
A landing gear control handle, placarded UP-DN, is located on the pilot's inboard subpanel. A solenoid operated downlock latch prevents
the landing gear control handle from being raised while the airplane is on the ground: the right side main gear safety switch releases the
latch when the airplane leaves the ground. If necessary, the latch can be manually overridden by pressing down on the red button
placarded DN LOCK REL.
To prevent accidental gear retraction on the ground, a safety switch on the right main strut breaks the control circuit whenever the strut is
compressed.
Caution: Never rely on the safety switch to keep the gear down while taxiing or on landing or takeoff roll. Always check the position of
the landing gear handle.
The landing gear control circuit is protected by a two ampere circuit breaker on the pilot's inboard subpanel. Power for the pump motor is
supplied through the landing gear motor relay and the 60-ampere circuit breaker in the center section leading edge forward of the power
pack. The motor relay is energized through the time delay PCB and logic relay PCB under the center aisle floorboard just aft of the flight
compartment. The time delay PCB and logic relay PCB will interrupt the current to the motor and trip the landing gear control circuit
breaker if continuous motor operation exceeds approximately 14 seconds. A circuit to the time delay PCB from the landing gear control
switch is completed through the right side safety switch and the gear-up pressure switch when the control handle is placed in the UP
position and through the nose gear actuator downlock switch and the main gear down lock switches when the control handle is placed in
the DN position.
When the landing gear control handle is moved to the UP position, the gear-up solenoid on the selector valve is energized to actuate the
gear selector valve to allow system fluid under pressure from the pump to flow to the retract side of the system. The nose gear actuator
requires 200 to 400 psi of hydraulic pressure at the retract port to unlock the internal mechanical downlock mechanism. As the actuator
pistons move to retract the landing gear, the fluid in the actuators exits through the normal extend port of the actuators and is carried back
to the power pack through the normal extend plumbing. When the hydraulic fluid enters the power pack, the gear selector valve directs the
return fluid to the primary reservoir. The landing gear is held in the retract position by hydraulic pressure maintained in the retract
plumbing system. When the system pressure reaches the high pressure limit (2775 ± 55 psig) the gear-up pressure switch on the power
pack assembly will interrupt current to the pump motor. This same pressure switch will activate the pump motor should the system pressure
drop to 300 to 400 psig below the high pressure limit. An accumulator, precharged to 800 psi and located next to the power pack, is
designed to aid in maintaining the system pressure in the gear-up mode.
When the landing gear control handle is moved to the DN position, the gear down solenoid is energized to actuate the selector valve
allowing the system fluid under pressure from the pump to flow to the extend side of the system. As the actuator pistons move to extend the
landing gear, the fluid in the actuators exits through the normal retract port of the actuators and is carried back to the power pack through
the normal retract plumbing. Fluid from the pump opens a pressure check valve in the power pack to allow the return fluid to flow into the
primary reservoir. When the actuators fully extend the landing gear, an internal mechanical lock in the nose gear actuator and a
mechanical lock on each main gear drag brace will hold the landing gear in the down position. The pump motor will continue to run until all
three landing gears are down and locked. A low pressure vent valve in the power pack (open below 80 psig and closed above 80 psig)
relieves any thermal expansion in the retract side of the system when the landing gear is down and locked.
A yellow HYD FLUID LOW annunciator located in the CAUTION/ADVISORY panel will illuminate in the event the hydraulic fluid level in the
landing gear power pack becomes low. A sensing unit mounted on the power pack provides the necessary switching circuitry to illuminate
the low fluid light. The optically operated sensing unit has an integrated self-test circuit. The integral self-test circuit is energized by a
switch on the instrument panel and functionally tests the sensing unit's internal circuitry.
Manual landing gear extension is provided through a manually powered hydraulic system. A hand pump, placarded LANDING GEAR
ALTERNATE EXTENSION, is located on the floor between the pilot's seat and the pedestal. The pump is used when emergency extension

32-30-00-001 (Rev Nov 1/12)
of the gear is required. To extend the gear with this system, open the landing gear control circuit breaker on the pilot's inboard subpanel
and place the landing gear control handle in the DN position. Remove the pump handle from the securing clip and pump the handle up and
down to extend the gear. As the handle is pumped, hydraulic fluid is drawn from the hand pump suction port of the power pack into the
pump and exited under pressure. Fluid under pressure from the pump is routed to the power pack hand pump pressure port and to the
shuttle valve in each actuator. Fluid pressure at the shuttle valves will position the valves to allow fluid into the actuator cylinders. As the
actuator pistons move to extend the landing gear, the fluid in the actuators exits through the normal retract port of the actuators and is
carried back to the power pack through the normal retract plumbing. The fluid routed to the power pack hand pump pressure port from the
hand pump unseats the internal hand pump dump valve to allow the return fluid into the primary reservoir. Continue to pump the handle up
and down until the green GEAR DOWN indicator lights on the pilot's inboard subpanel illuminate. Make sure that the pump handle is in the
full down position prior to placing the pump handle in the securing clip. When the pump handle is stowed, an internal relief valve is
actuated to relieve the hydraulic pressure in the pump.
Warning: After an EMERGENCY landing gear extension has been made, do not move any landing gear controls or reset switches or
circuit breakers until the cause of the malfunction has been determined and corrected.
A service valve adjacent to the power pack may be used, in conjunction with the hand pump, to raise and lower the landing gear for
maintenance purposes. A flush mounted access door on top of the center section between the fuselage and the left engine nacelle allows
access to the service valve. With the airplane on jacks pull the detent pin, move the safety device covering the red knob and pull up on the
red knob. The hand pump can then be pumped to raise the gear to the desired position. After the required maintenance has been
performed, push the red knob down and use the hand pump to lower the gear. Make sure of proper positioning of the service valve
plunger, the red knob is safety wired in the down position. Before returning the airplane to service make sure that the red knob is pushed
down and safety wired to the service bracket.
Caution: If the red knob on the service valve is pushed down while the landing gear is retracted and the electrical power is on and the
landing gear control handle is in the down position, the landing gear will extend immediately.
A fill reservoir, adjacent to the power pack, contains a cap and dipstick assembly graduated in degrees of fluid temperature for
convenience of maintaining the fluid system level. The fill reservoir is accessible through a small access door inboard of the left side
nacelle.

32-30-00-001 (Rev Nov 1/12)
Figure 001 : Sheet 1 : Fig 1 - Hydraulic Landing Gear System

32-30-00-001 (Rev Nov 1/12)
Figure 002 : Sheet 1 : Fig 2 - Hydraulic Landing Gear Schematic (Normal Extend Mode)

32-30-00-001 (Rev Nov 1/12)
Figure 003 : Sheet 1 : Fig 3 - Hydraulic Landing Gear Schematic (Normal Retract Mode)

32-30-00-001 (Rev Nov 1/12)
Figure 004 : Sheet 1 : Fig 4 - Hydraulic Landing Gear Schematic (Emergency Extend Mode)

32-30-00-001 (Rev Nov 1/12)
Figure 005 : Sheet 1 : Fig 5 - Hydraulic Landing Gear Schematic (Hand Pump Retract Mode)

32-30-00-101 (Rev Nov 1/12)
EXTENSION AND RETRACTION - TROUBLESHOOTING

Warning: To avoid damage to the airplane in case of accidental landing gear retraction, place the airplane on jacks as outlined in
Chapter 7-00-00 when troubleshooting the landing gear system.
Never service the accumulator or the hydraulic system, or do maintenance or rigging of the landing gear without first
placing the airplane on jacks. Stay clear of the wheel wells, landing gears and gear doors while the landing gear is in
operation.
When jacking the airplane in an unsheltered area where winds in excess of 35 knots may be encountered, never jack more
than one gear clear of the ground at a time.
At any time the landing gear is only partially retracted during maintenance, always cycle the gear with the power pack
through at least one complete cycle before removing the airplane from jacks.
TIME DELAY PCB

The time delay assembly will energize the logic relay anytime the power pack pump motor continues to run longer than approximately 14
seconds. When the logic relay is energized, it will interrupt current to the pump motor and apply ground to the 2-ampere control circuit
breaker, causing it to open. Should the time delay circuit malfunction for any reason, and should the gear-up pressure switch or the nose
gear actuator downlock switch or the main gear drag brace downlock switches fail to interrupt power to the power pack motor, serious
damage to the motor could result.
A test circuit designed for use in functionally checking the time delay assembly for proper operation (Ref. Figure 101). The following
procedure outlines the method of checking the operation of the time delay assembly.
a. Remove the time delay PCB from the airplane.
b. Assemble and connect the components to the time delay assembly (Ref. Figure 101).
c. Apply power to the switch.
d. Turn the switch ON; after a time delay of 14 ± 3 seconds, lamp L1 should illuminate; if not, the time delay assembly must be replaced.
e. Remove the test equipment and install the time delay PCB in the airplane.
HYDRAULIC POWER PACK ASSEMBLY

The following test equipment will permit troubleshooting the hydraulic power pack assembly.
a. Hand pump capable of delivering 3600 psig.
b. Pressure gage with a range to 4000 psig.
c. Continuity checker.
The hand pump should have a reservoir, or be equipped with fittings which will permit connection to a reservoir. The test equipment
needs valves capable of controlling the application and release of hydraulic fluid to the unit under test. The test equipment should be
capable of holding a pressure of at least 3600 psig without leaks.
GEAR-UP PRESSURE SWITCH

a. Connect the hand pump and gage to the gear-up port of the power pack.
Note: Connect the hand pump and gage to the gear-up port of the power pack; do not connect the hand pump at any other
location in the hydraulic system.
b. Connect the continuity checker to the pins "B" and "C" of the electrical connector of the pressure switch. The continuity checker
should indicate that there is continuity between the pins.
c. Slowly apply pressure with the hand pump while monitoring the continuity checker and the pressure gage. The pressure switch should
actuate, as indicated by a loss of continuity, at a pressure of 2720 to 2830 psig.
d. Decrease the pressure slowly while monitoring the continuity checker and the pressure gage. The pressure switch should deactuate,
as indicated by regaining continuity, at 300 to 400 psig below the pressure at which the switch actuated.
GEAR-UP PRESSURE CHECK VALVE, HAND PUMP DUMP VALVE, VENT VALVE AND THERMAL RELIEF VALVE
a. Connect the hand pump and the pressure gage to the gear-up port of the power pack.
Note: Connect the hand pump and gage to the gear-up port of the power pack; do not connect the hand pump at any other
location in the hydraulic system.
b. Apply a pressure of 50 to 60 psig and stop pumping; the pressure should drop to zero (indicating that the vent valve is open).

32-30-00-101 (Rev Nov 1/12)
c. Apply a pressure of 2800 psig. Allow the pressure gage to stabilize. The gage should not indicate a loss of pressure due to an internal
leakage.
d. Slowly increase the pressure while monitoring the pressure gage. The thermal relief valve should relieve at a pressure of 3500 ± 50
psig. Stop pumping after the thermal relief valve has opened and monitor the pressure gage as the pressure decreases. The pressure
indication should stabilize at 3150 psig minimum, indicating the pressure at which the thermal relief valve has closed.
e. Relieve the pressure to 100 to 110 psig; the pressure should hold (indicating the vent valve is closed). Continue to bleed off the
pressure; when the pressure reaches 80psig, the vent valve should open and drop the pressure to zero.
f. Disconnect the equipment.
SYSTEM PRESSURE RELIEF VALVE

a. If the power pack is out of the airplane, connect the hand pump and pressure gage to the power pack auxiliary pressure port.
b. If the power pack is in the airplane, connect the hand pump and pressure gage to the gear-down port of the power pack, pull the 60-
amp motor circuit breaker, place the landing gear control switch in the down position, and connect an external power supply (28.25 ±
0.25 volts) to the airplane.
Note: Connect the hand pump and the pressure gage to the gear-down or auxiliary pressure port of the power pack only;
do not connect the hand pump at any other location in the hydraulic system.
c. Apply pressure. Some leakage through the gear select valve is normal. Increase the pressure while monitoring the pressure gage. The
pressure relief valve should relieve at a pressure of 3250 ± 50 psig. Stop pumping after the system pressure relief valve has opened
and monitor the pressure gage as the pressure decreases. The pressure indication should stabilize at 2900 psig minimum, indicating
the pressure at which the valve has closed.
d. Disconnect the test equipment.
Before using the following troubleshooting charts, ensure that the auxiliary ground power (APU) is set to 28 vdc and that the battery has a
charge of at least 28 vdc.
Many faults can be traced to a loose or damaged electrical connection. Make sure that all connectors are clean and free of corrosion.
Repair or replace any damaged or loose connector pins. Refer to the applicable wiring diagram manual for specific pin and plug
locations.
Follow the Steps in the troubleshooting charts sequentially unless otherwise instructed. For example, proceed to the next Step when there
are no instructions immediately following a No condition.
Chart 101
Landing Gear Retract or Extend Takes Longer Than 10 Seconds
Step 1 Does the landing gear take longer than 10 seconds both Yes Go to Step 4
to retract and extend?
No
Step 2 Does the landing gear take longer than 10 seconds to Yes Refer to Chart 102
extend only?
No
Step 3 Does the landing gear take longer than 10 seconds to Yes Go to Step 5
retract only?
No
Refer to Chart 102
Step 4 The power pack is not developing full operating power, Yes Replace the power pack
possibly due to a defective valve. Check the power pack
as instructed in TROUBLESHOOTING HYDRAULIC
POWER PACK ASSEMBLY. Is the power pack
defective?
No
Refer to Chart 102
Step 5 Is the emergency extension hand pump handle stowed Yes Refer to Chart 102
properly?
No
Stow the hand pump handle in the securing clip.

32-30-00-101 (Rev Nov 1/12)
NOTE
If the hand pump handle is not in the stowed position, the hand pump internal relief valve is not open
Chart 102
Landing Gear Power Pack Pump Motor Runs Longer Than 10 Seconds
Step1 Does the pump motor run between 10 and 20 seconds Yes Go to Step 6
without tripping the landing gear control circuit breaker?
No
Step 2 Does the pump motor run 10 to 15 seconds on the Yes The gear up pressure switch is not opening at high
retraction cycle only, with the landing gear control circuit pressure (2720 to 2830 psig). Replace the switch.
breaker tripping after the gear is retracted?
No
Step 3 Does the pump motor run 10 to 15 seconds on the Yes The nose gear downlock switch or the main gear drag
extension cycle only, with the landing gear control circuit brace down lock switches are out of adjustment or
breaker tripping after the gear is extended? defective. Adjust the switch(es) (Ref. Chapter 32-60-00).
Replace any defective switch.
No
Step 4 Does the pump motor run 10 to 15 seconds or longer on Yes Go to Step 9
both the extension and retraction cycles, with the landing
gear control circuit breaker tripping after the gear is
retracted or extended?
No
Step 5 Does the pump motor cycle excessively when the Yes Go to Step 11
landing gear is in the retracted position?
NOTE
After the landing gear is retracted, it is normal for the pump motor to run momentarily once during the first five minutes
after retraction and again approximately 30 minutes later. This is caused by temperature changes in the hydraulic fluid,
by slight internal fluid leakage, or by air in the hydraulic system.
Step 6 Is the pump motor receiving less than 28 VDC? Yes Find and correct the cause of the low voltage.
No
Step 7 Is the landing gear system low on hydraulic fluid? Yes Replenish the fluid. Check the system for leaks and
correct any faults. If the low fluid level light did not
illuminate, check the fluid level sensing circuit and
correct any defects.
No
Step 8 The pump motor is weak. Replace the motor.
Step 9 Is the time delay circuit malfunctioning? Check the time Yes Replace the time delay PCB
delay assembly as instructed in TIME DELAY PCB
No
Step 10 Are the pump motor relay contacts stuck or fused? Yes Replace the pump motor relay.
Step 11 Is the accumulator pressure less than 750 PSI Yes Charge the accumulator (Ref. Chapter 12-10-00). Check
the charging valve for leaks.
No
Step 12 Is there excessive fluid leakage past the actuator piston Yes Replace the seals
seals?
No
Step 13 Is there a defective valve in the power pack assembly? Yes Replace the power pack.
Check the power pack as instructed in
TROUBLESHOOTING THE HYDRAULIC POWER PACK
ASSEMBLY.

32-30-00-101 (Rev Nov 1/12)
Chart 103
Landing Gear Will Not Extend
Step 1 Is the landing gear control circuit breaker open? Yes Reset the circuit breaker. Go to Step 6.
No
Step 2 Is the power pack pump motor circuit breaker open? Yes Reset the circuit breaker. Go to Step 12
No
Step 3 Is the red knob on the service valve in the up position? Yes Push the knob down and secure it with safety wire.
Place the safety device over the knob and secure it with
the pin.
No
Step 4 Are the service valve switches defective? Yes Replace the switches
No
Step 5 Does the pump motor relay coil receive power from the Yes If there is no continuity, adjust the switch(es) (Ref. 32-
nose gear actuator downlock switch and the main gear 60-00). If a switch is defective, replace it.
downlock switches? Check for continuity through the
switches with the airplane on jacks and the landing gear
partially retracted (Ref. 32-60-00).
No
Go to Step 16.
Step 6 Does the circuit breaker open again? Yes Go to Step 7
Step 7 Is the time delay circuit tripping the breaker in less than Yes Replace the PCB
15 seconds? Check the circuit as instructed in
TROUBLESHOOTING THE TIME DELAY PCB.
No
Step 8 Is the control circuit (up or down) shorted to ground? Yes Check each circuit and correct any faults.
No
Step 9 Is the pump motor relay coil shorted to ground? Yes Replace the relay
No
Step 10 Are the gear-up or gear-down selector solenoids shorted Yes Replace the solenoid(s).
to ground?
No
Step 11 Is the circuit breaker defective? Yes Replace the circuit breaker.
Step 13 Is the power circuit shorted to the structure? Yes Check the circuit and correct any faults.
No
Step 14 Are the pump motor windings shorted to ground? Yes Replace the pump motor.
No
Step 15 Is the circuit breaker defective? Yes Replace the circuit breaker
Step 16 Is there an open circuit between the selector valve gear- Yes Check for loose or broken wires and loss of continuity.
down solenoid and the three downlock switches? Correct any faults.
No
Step 17 Is the gear selector solenoid valve stuck in the up mode? Yes If there is no click, replace the valve.
Listen for an audible click (to indicate the valve is
shifting) when the landing gear control handle is moved to
the gear-down position.
No

32-30-00-101 (Rev Nov 1/12)
Step 18 Is there an open circuit between the landing gear control Yes Check for loose or broken wires and loss of continuity.
circuit breaker and the gear selector switch? Correct any faults.
No
Step 19 Is the pump motor relay coil open or improperly Yes Ground the coil correctly. Replace the motor relay if the
grounded? Check for continuity between the power coil is open.
terminal of the coil and ground.
No
Step 20 Are the pump motor windings open or improperly Yes Ground the windings correctly. Replace the motor if the
grounded? Check for continuity between the positive windings are open.
terminal of the pump motor and ground
No
Step 21 Is the time delay assembly opening the circuit Yes Replace the time delay PCB.
prematurely? Check the assembly as instructed in
Chart 104
Landing Gear Will Not Retract
Step 1 Is the landing gear control circuit breaker open? Yes Reset the circuit breaker. Go to Step 7.
No
Step 2 Is the power pack pump motor circuit breaker open? Yes Reset the circuit breaker. Go to Step 13.
No
Step 3 Is the emergency extension hand pump handle out of its Yes Correctly stow the hand pump under the securing clip.
stowed position?
NOTE
If the hand pump handle is not stowed, the hand pump internal relief valve is not open.
No
Step 4 Is the red knob on the service valve in the up position? Yes Push the knob down and secure it with safety wire.
Place the safety device over the knob and secure it with
the pin.
No
Step 5 Are the service valve switches defective? Yes Replace the switches.
No
Step 6 Does the right side landing gear safety switch close Yes If there is no continuity, adjust or replace the switch (Ref.
improperly? Check for continuity through the switch with 32-60-00).
weight off the gear (Ref. 32-60-00).
No
Step 7 Does the circuit breaker open again? Yes Go to Step 8.
Step 8 Is the time delay circuit tripping the breaker in less than Yes Replace the PCB
15 seconds? Check the circuit as instructed in
No
Step 9 Is the control circuit (up or down) shorted to ground. Yes Check each circuit and correct any faults.
No
Step 10 Is the pump motor relay coil shorted to ground? Yes Replace the relay.
No
Step 11 Is the gear-up or gear-down selector solenoid shorted to Yes Replace the solenoid(s).
ground?
No

32-30-00-101 (Rev Nov 1/12)
Step 12 Is the circuit breaker defective Yes Replace the circuit breaker
Step 14 Is the power circuit shorted to structure? Yes Check the circuit and correct any faults.
No
Step 15 Are the pump motor windings shorted to ground? Yes Replace the pump motor.
No
Step 16 Is the circuit breaker defective? Yes Replace the circuit breaker.
Step 17 Does the pressure switch close improperly at low Yes If there is no continuity, replace the switch.
pressure? Check for continuity between pins "B" and "C"
(Ref. 32-30-00, Maintenance Practices, Gear-up
Pressure Switch, Removal and Installation procedures).
No
Step 18 Does the gear-up solenoid energize improperly? Check Yes If there is no continuity, adjust or replace switch (Ref. 32-
for continuity through the left side safety switch with 60-00).
weight off the gear (Ref. 32-60-00).
No
Step 19 Is the gear selector solenoid valve stuck in the down Yes If there is no click, replace the valve.
mode? Listen for an audible click (to indicate the valve is
shifting) when the landing gear control handle is moved to
the gear-up position.
No
Step 20 Is there an open circuit between the landing gear control Yes Check the circuit for loose or broken wires and loss of
circuit breaker and the gear selector switch? continuity. Correct any faults.
No
Step 21 Is the pump motor relay coil open or improperly Yes Ground the coil correctly. Replace the motor relay if the
grounded? Check for continuity between the power coil is open.
No
Step 22 Are the pump motor windings open or improperly Yes Ground the windings correctly. Replace the motor if the
grounded? Check for continuity between the positive windings are open.
No
Step 23 Is the time delay assembly opening the circuit Yes Replace the time delay PCB.
prematurely? Check the assembly as instructed in

32-30-00-101 (Rev Nov 1/12)
Figure 101 : Sheet 1 : Fig 101 - Time Delay Relay Functional Check

32-30-00-101 (Rev Nov 1/12)
Figure 101 : Sheet 1 : Fig 101 - Time Delay Relay Functional Check

32-30-00-201 (Rev Nov 1/12)
EXTENSION AND RETRACTION - MAINTENANCE MANUAL

When performing maintenance on the hydraulic system, cleanliness is essential for maintaining a functional and trouble free system. Any
foreign materials that are allowed to enter the system are damaging to the packings, seals, valves and moving parts within the system.
Such damage can result in fluid leakage and/or failure of the system components. Observe the following guidelines when working on the
hydraulic system:
a. Hydraulic storage containers should be sealed completely to prevent contamination of the hydraulic fluid during storage.
b. Use only clean hydraulic fluid when filling the system.
c. Use only clean hydraulic fluid when flushing the system or testing any of the system components.
d. When any lines or hoses are disconnected and/or any components are removed from the system, plug or cap all openings to prevent the
entry of foreign material into the system.
e. When the system is open, prevent contamination of the hydraulic fluid with other oils or water.
f. Hands and tools should be free of contaminants (grease, oil, dirt, etc.) while working on the hydraulic system.
g. If the system becomes contaminated, drain and flush the system with clean hydraulic fluid.
h. To reduce the possibility of leaks in the hydraulic system, care should be taken when installing hydraulic fittings or components. Anytime
a fitting or component is loosened or removed, discard the packing and install the fitting or component with a new packing. To prevent
damage to the packing, coat the packing and the threads of the fitting or component with hydraulic fluid before installing the packing; do
not contaminate the packing after it is lubricated.
ACCESS PROVISIONS FOR LANDING GEAR COMPONENTS IN LEFT SIDE CENTER SECTION
Three access panels, one upper and two lower (Ref. Figure 201), in the left side center section cover the landing gear power pack and
related components. The panels extend forward from the main spar to the aft edge of the center section leading edge. A hinged door for
the fill reservoir and accumulator is provided in the upper wing panel so that access to either will not require removal of the upper panel.
For any maintenance work other than filling the system or charging the accumulator, one or all of the center section access panels will
need to be removed. The upper and lower panels can be removed after removing the screws from the perimeter of each panel and the
interconnecting roes of screws of each lower panel. A guard attached to the bottom side of the upper panel will prevent installation of the
panel if the red knob on the service valve is not pushed down. If any difficulty is experienced installing the upper panel, check to ensure
that the knob on the service valve is pushed down and safety wired with the safety device in position and pinned.
HYDRAULIC SYSTEM SERVICING

Servicing the hydraulic landing gear system consists primarily of maintaining the correct fluid level and maintaining the correct
accumulator precharge.
Warning: Never service the accumulator without first placing the airplane on jacks. Never do maintenance or rigging of the system
without first placing the airplane on jacks.
Caution: Jacking of an airplane for the purpose of landing gear operation inspection, servicing, or maintenance should be
accomplished within an enclosed building or hangar. 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.
Charge the accumulator, located forward of the power pack, to 800 ± 50 psi with bottled nitrogen. A charging gage is mounted on the
accumulator. A fill reservoir, located above the power pack, contains a cap and dipstick assembly graduated in degrees of fluid
temperature. Add hydraulic fluid ( 27, Chart 1, 91-00-00) as required to fill the system.
Replace the system filter, clean the filter screens in the power pack gear-up and down ports, clean the filter screen in the fill reservoir
outlet port, at the intervals listed in Chapter 12-10-00.
FILLING AND BLEEDING THE LANDING GEAR HYDRAULIC SYSTEM

The landing gear system should not need to be filled and bled unless the power pack is removed and any of the system lines are opened
at the actuators, resulting in a considerable loss of fluid and an entry of air into the system.
a. With the airplane on jacks, connect an external power supply to the airplane and adjust the voltage to 28.25 ± 0.25 volts.
b. Remove the upper and lower access panels (Ref. Figure 201).
c. Charge the accumulator to 800 ± 50 psig with bottled dry nitrogen.
Warning: Never service the accumulator without first placing the airplane on jacks. Never do maintenance or rigging of the
system without first placing the airplane on jacks.
d. Locate the cross fitting forward of the power pack, remove the cap from the fitting and connect a regulated supply of 18 to 20 psi dry air
to the fitting; the air supply should incorporate a shutoff valve to control the flow of pressurized air to the power pack.
e. Open the 60-ampere motor circuit breaker. Unstow the emergency extension hand pump handle and place in the full up position and
place the red knob on the service valve in the down position.

32-30-00-201 (Rev Nov 1/12)
f. Disconnect the hand pump suction line at the hand pump, disconnect the hand pump pressure line at the service valve, disconnect the
line at the service valve gear-up port, and cap the gear-up port on the service valve.
g. With the air pressure shut off, turn the electrical power on and place the landing gear control switch in the down position.
h. Add approximately three quarts of hydraulic fluid ( 27, Chart 1, 91-00-00) to fill reservoir as fast as the system will accept it while
maintaining a fluid depth of approximately on inch above the reservoir outlet. Connect the suction line to the hand pump when fluid
appears at the end of the line.
i. Operate the hand pump through full strokes as fast as possible until fluid appears at the end of the hand pump pressure line; stop
pumping and connect the hand pump pressure line to the service valve.
j. Install the reservoir cap.
k. Stow the emergency hand pump handle and disconnect the emergency extension line from the nose gear actuator (the actuator
emergency extend port is identified with an "S").
l. Pressurize the system and connect the emergency extend line to the nose gear actuator when fluid appears at the end of the line.
m. Loosen the B-nuts individually at the following locations and bleed each line until it is free of air.
1. Nose gear actuator emergency extend port.
2. Right side main gear actuator emergency extend line at the inboard nacelle bulkhead.
3. Left side main gear actuator emergency extend line at the inboard nacelle bulkhead.
4. Power pack hand pump pressure port.
5. Service valve gear-up port (this will bleed the return line from the fill reservoir to the service valve).
n. Shut off the air supply.
o. Remove the cap and connect the line to the service valve gear-up port.
p. Disconnect the nose gear normal retract line at the nose gear actuator.
q. Add 4 or 5 quarts of hydraulic fluid (27, Chart 1, 91-00-00) to the fill reservoir and replace the cap.
r. Pressurize the system and connect the normal retract line to the nose gear actuator when fluid appears at the end of the line.
s. Loosen the B-nuts individually at the following locations and bleed each line until it is free of air:
1. Nose gear retract port.
2. Right side main gear actuator retract line at the inboard nacelle bulkhead.
3. Left side main gear actuator retract line at the inboard nacelle bulkhead.
4. Service valve gear-up port.
5. Accumulator.
t. Shut off the air supply.
u. Disconnect the line at the nose gear actuator normal extend port (the actuator port is identified with a "P") and place the landing gear
control switch in the up position. Pressurize the system and connect the line to the actuator when fluid appears at the end of the line.
v. Loosen the B-nuts individually at the following locations and bleed each line until it is free of air.
1. Nose gear actuator normal extend port.
2. Right side main gear normal extend line at he inboard nacelle bulkhead.
3. Left side main gear normal extend line at the inboard nacelle bulkhead.
w. Shut off the air supply, turn off the electrical power, and open the 2-ampere control circuit breaker on the pilot's inboard subpanel.
x. Retract and extend the landing gear, using the emergency extension hand pump until the reservoir fluid level stabilizes at the
appropriate mark on the dipstick; after each cycle add hydraulic fluid as required. While cycling the landing gear, check for any signs of
hydraulic leakage.
y. Close the 2-ampere control circuit breaker and turn the electrical power on.
z. With the red knob on the service valve pushed down, the hand pump handle in the stowed position, and the system pressurized with air,
operate the landing gear a minimum of ten complete cycles with the hydraulic power pack until the fluid level stabilizes at the appropriate
level on the dipstick. Every third or fourth cycle of the landing gear; shut off the air supply, check the fluid level, and add fluid as

32-30-00-201 (Rev Nov 1/12)
required. While cycling the landing gear, check for any signs of hydraulic fluid leakage.
Caution: To prevent serious damage to the pump, never operate the power pack without supplying 18 to 20 psi of regulated dry air to
the power pack reservoir during ground operation of the power pack.
When cycling the landing gear with the power pack, allow a one minute cooling period between cycles and a five minute
cooling period every five cycles.
aa. Shut off the air supply. Disconnect the air supply line from the cross fitting and replace the cap on the fitting.
ab. Install the upper and lower access panels (Ref. Figure 201).
ac. Disconnect the external power supply from the airplane.
Caution: Before removing the airplane from the jacks, make sure that the hand pump handle is in the stowed position, that the red
knob on the service valve is pushed down and safety wired with the safety device in position and pinned, and that the
landing gear is in the down and locked position.
ad. Remove the airplane from the jacks.
POWER PACK REMOVAL

b. Remove the upper and lower access panels (Ref. Figure 201).
c. Remove and identify the electrical wiring from the motor, fluid level sensor, gear up pressure switch, and the gear-up and down
solenoids (Ref. Figure 202).
Caution: As the hydraulic lines are disconnected from the power pack, plug or cap all openings to prevent entry of foreign material
into the lines or power pack.
d. Remove the following:
1. The line from the fill can to the fill port of the power pack.
2. The line to the hand pump pressure port of the power pack.
3. The rib channel below the power pack filter to make removal of the power pack possible.
4. The line to the gear-up port of the power pack.
5. The line to the seal drain port of the power pack.
e. Disconnect the following from the power pack:
1. The line to the hand pump suction port of the power pack.
2. The line to the gear-down port of the power pack.
3. The line in the vent port of the power pack.
f. Remove the bonding jumper from the motor end of the power pack.
g. Supporting the power pack from underneath the wing, cut the safety wire and remove the three bolts and washers attaching each end of
the power pack to the mounting brackets, then lower the power pack away from the airplane.
POWER PACK INSTALLATION

a. Install the power pack through the underside of the wing and position between the mounting brackets. Install one AN960-416L washer
under each bolt head, and install three bolts in each end of the power pack and safety wire (Ref. Figure 202).
b. Secure the bonding jumper to the power pack with the bolt and washers.
c. Connect the following to the power pack:
1. The line to the hand pump suction port of the power pack.
2. The line to the gear-down port of the power pack.
3. The line to the vent port of the power pack.
d. Install the following:
1. The line from the fill can to the port of the power pack.

32-30-00-201 (Rev Nov 1/12)
2. The line from the hand pump pressure port of the power pack to the tee in the emergency extend line to the nose gear actuator.
3. The rib channel below the power pack filter.
4. The line to the gear-up port of the power pack.
5. The line to the seal drain port of the power pack.
e. Connect the electrical wiring to the motor, fluid level sensor, gear-up pressure switch, and the gear-up and gear-down selector valve
solenoids.
f. Connect an external power supply to the airplane and adjust the voltage to 28.25 ± 0.25 volts.
g. Charge the accumulator to 800 ± 50 psig with bottled dry nitrogen.
h. Locate the cross fitting forward of the power pack; remove the cap from the fitting and connect a regulated supply of 18 to 20 psi dry air
to the fitting; the air supply should incorporate a shutoff valve to control the flow of pressurized air to the power pack.
i. Add hydraulic fluid ( 27, Chart 1, 91-00-00) to fill the reservoir up to the appropriate fill mark on the dipstick.
j. Install the reservoir cap.
k. With the red knob on the service valve pushed down, the hand pump handle in the stowed position, and the system pressurized with air,
operate the landing gear a minimum of 10 complete cycles with the hydraulic power pack until the fluid level stabilizes at the appropriate
level on the dipstick. Every third or fourth cycle of the landing gear; shut off the air supply, check the fluid level, and add fluid as
required. While cycling the landing gear, check for any signs of hydraulic fluid leakage.
l. Shut off the air supply. Disconnect the air supply line from the cross fitting and replace the cap on the fitting.
m. Install the upper and lower access panels (Ref. Figure 201).
n. Disconnect the external power supply from the airplane.
knob on the service valve is pushed down and safety wired with the safety device in position and pinned, and that the
landing gear is in the down and locked position.
o. Remove the airplane from the jacks.
POWER PACK MOTOR REMOVAL

b. Remove the lower access panels (Ref. Figure 201).
c. Disconnect the electrical wiring from the motor. Note the location of the motor terminals so that the motor can be installed in this position.
d. Remove the bolts securing the motor to the power pack.
e. Remove the motor from the power pack.
POWER PACK MOTOR INSTALLATION

a. Coat the motor drive shaft coupling chamber and the coupling shaft splines with grease ( 22, Chart 1, 91-00-00).
b. Mate the motor to the drive shaft coupling splines. Install the motor with the electrical terminals located in the same position as when the
motor was removed. Alignment pins on the motor are provided to aid in the positioning of the motor. Install the bolts securing the motor
to the power pack.
c. Connect the electrical wiring to the motor
d. Install the lower access panels (Ref. Figure 201).
e. Remove the airplane from the jacks.

32-30-00-201 (Rev Nov 1/12)
SPERRY VICKERS VALVE HOUSING AND CONTROLS DISASSEMBLY

Note: The assembly area should be kept void of materials and equipment not directly associated with assembly of these units.
Normal room temperature/humidity conditions should prevail. Ventilation should be such that outside small particle
debris is not allowed to settle in the area.
a. Remove the filter bowl (1) from the valve housing. Remove the packing (2) from the filter bowl (Ref. Figure 203).
b. Remove the filter element (3) from the valve housing. Remove the packing (4) from the filter element.
c. Remove the selector valve screws (5 and 6) and washers (7). Secure the selector valve (8) to the valve housing.
d. Remove the selector valve and packings (9) from the valve housing.
e. Remove the pressure switch (10) from the valve housing. Remove the packing (11) from the pressure switch.
f. Remove the gear-up and hand pump pressure operated check valves (12). Remove the packings (13, 14, and 15) and the packing
retainers (16 and 17) from the check valves.
SPERRY VICKERS VALVE HOUSING AND CONTROLS ASSEMBLY

Note: The assembly area should be kept void of materials and equipment not directly associated with assembly of these units.
Normal room temperature/humidity conditions should prevail. Ventilation should be such that outside small particle
debris is not allowed to settle in the area.
a. Clean and lubricate all parts in clean hydraulic fluid ( 27, Chart 1, 91-00-00) just prior to assembly to provide initial lubrication and, in
the case of screws to make sure of more accurate torque readings.
b. Install the packings (13, 14, and 15) and packing retainers (16 and 17) on the gear-up and hand pump pressure operated check
valves (12) (Ref. Figure 203).
c. Install the gear-up and hand pump check valves (12) in the valve housing. Torque the check valves 55 to 60 inch-pounds. Secure
check valves to each other with lockwire.
d. Install the packing for the selector valve (9) in the valve housing.
e. Position the selector valve (8) on the valve housing. Secure with the screws (5 and 6) and washers (7).
f. Torque the screws 45 to 50 inch-pounds.
g. Install the packing (4) on the filter element (3). Install the new filter element in the valve housing.
h. Install the packing (2) on the filter bowl (1).
i. Install the filter bowl (1) in the valve housing (hand tight).
GEAR-UP PRESSURE SWITCH REMOVAL

Note: The pressure switch is located on the motor end of the Airight power pack but on the end opposite from the motor on
the Sperry Vickers power pack.
c. Disconnect the electrical wiring from the switch.
Note: Shop towels will be needed to absorb the system fluid which will escape from the port when the switch is removed.
d. Unscrew the gear-up pressure switch from the power pack and plug the port.
GEAR-UP PRESSURE SWITCH INSTALLATION

a. Install a new packing on the pressure switch.
b. Install the pressure switch by screwing it into the power pack. Torque 50 to 60 inch-pounds.
c. Connect the electrical wiring to the switch.
d. Add hydraulic fluid ( 27, Chart 1, 91-00-00) to fill the reservoir up to the appropriate fill mark on the dipstick.
e. Install lower access panels (Ref. Figure 201).
f. Remove the airplane from the jacks.

32-30-00-201 (Rev Nov 1/12)
SELECTOR SOLENOID REMOVAL

a. Remove the access panels on the left hand side of the center section.
b. Remove power to the landing gear by pulling the 2-ampere landing gear relay circuit breaker outboard of the landing gear control
handle.
c. Disconnect the solenoid electrical plug.
d. Remove the allen head screws attaching the solenoid to the power pack valve body. Remove the solenoid.
SELECTOR SOLENOID INSTALLATION

Caution: Make sure that the selector valve is installed exactly as it was removed. Improper installation of the selector valve will create a
landing gear malfunction.
a. Make sure that the packing for each selector valve orifice is in place.
b. Position the selector valve and install the allen head screws.
c. Connect the electrical plug to the selector valve solenoid.
d. Restore power to the landing gear by activating the 2-ampere landing gear relay circuit breaker.
e. Add hydraulic fluid ( 27, Chart 1, 91-00-00) as required to fill the system. If required, bleed the power pack as instructed in FILLING AND
BLEEDING THE LANDING GEAR HYDRAULIC SYSTEM.
f. Check the selector valve connection for leaks.
g. Replace the center section access panels.
Caution: The removal and installation procedures for the landing gear hydraulic system filter installed on the Airight and Sperry-
Vickers power packs are the same; however, the packings for the filter housings have different part numbers. Ensure that the
correct packing is installed.
FILTER REMOVAL (AIRIGHT)

a. Remove the lower inboard access panel from the left hand side of the center section.
b. Remove the safety-wire from the filter housing and unscrew it from the power pack. If the filter housing cannot be removed by hand, it
may be loosened using a wrench of the correct size on the housing end fitting.
Note: Make provisions for collecting the considerable fluid that will be lost when the filter housing is removed.
c. Pull the filter off the mounting nipple.
d. Plug the filter ports on the power pack to prevent additional fluid loss and to prevent contamination of the system.
FILTER INSTALLATION (AIRIGHT)

a. Remove the plug from the power pack filter port and slide the new filter onto the mounting nipple. Make sure that the filter packing is
properly positioned.
b. Hand-tighten the housing and safety with 0.032-inch lockwire.
c. Replace any hydraulic fluid ( 27, Chart 1, 91-00-00) that was lost during the filter changing operation. Bleed the power pack as
instructed in FILLING AND BLEEDING THE LANDING GEAR HYDRAULIC SYSTEM.
d. Check the filter housing for leaks.
e. Replace the center section access cover.
FILTER REMOVAL (VICKERS)

a. Remove the lower inboard access panel from the left hand side of the center section.
b. Cut the safety-wire and unscrew the filter housing cap.
Note: Make provisions to catch the substantial volume of fluid which will be lost during the filter changing operation.
c. Grasp the filter end and pull it straight out of the housing. Make sure that the packing on the mounting end of the filter is in place.
d. Plug the filter housing port.

32-30-00-201 (Rev Nov 1/12)
e. Remove the packing from the filter housing cap.
FILTER INSTALLATION (VICKERS)

a. Lube the packing on the new filter with hydraulic fluid ( 27, Chart 1, 91-00-00). Insert the filter into the filter housing; ascertain that the
filter nipple has engaged the mounting port at the bottom of the filter housing.
b. Install a new packing on the filter housing cap. Screw the filter housing cap into the housing and safety using 0.032-inch safety-wire.
Note: The filter housing cap should be hand-tightened only.
c. Replace the hydraulic fluid ( 27, Chart 1, 91-00-00) that was lost during the filter changing operation. Bleed the power pack as
d. Check the filter housing cap for leaks.
e. Replace the center section access cover.
FILTER SCREEN REMOVAL (AIRIGHT)

a. Remove the lower inboard and the upper access covers on the left side of the center section.
Note: Provisions should be made to collect the fluid which will be lost when the plumbing is disconnected from the power
pack.
b. Remove the plumbing and unions from the gear-up and gear-down ports of the power pack.
c. Cap the plumbing lines.
d. Remove the filter screen with a magnet that can be inserted into the port or a small wire with a 45° bend at the tip.
e. Plug the ports after the screens have been removed.
FILTER SCREEN INSTALLATION (AIRIGHT)

a. Remove the plugs and insert the filter screens into the gear-up and gear-down ports.
b. Install new packings on the unions and install them in the gear-up and gear-down ports.
c. Uncap and connect the plumbing lines.
d. Replace the hydraulic fluid ( 27, Chart 1, 91-00-00) that was lost during the screen removal procedures and bleed the power pack as
e. Check the fitting connections for leaks.
f. Install the center section access panels.
FILTER SCREEN REMOVAL (VICKERS)

a. Remove the lower inboard and the upper access covers on the left side of the center section.
Note: Provisions should be made to catch the fluid that will be lost when the plumbing lines are disconnected.
b. Remove the plumbing and unions from the gear-up and gear-down ports of the power pack.
c. Cap the plumbing lines.
d. Insert a hex wrench of the proper size into the head of the screen. Turn the filter screen counterclockwise until the threads disengage,
then pull the filter screen straight out of the power pack.
e. Plug the ports after the filter screens have been removed.
FILTER SCREEN INSTALLATION (VICKERS)

a. Remove the plugs from the gear-up and gear-down ports and insert the filter screens. Tighten the screens into place with a hex wrench.
b. Place new packings on the fittings and install them in gear-up and gear-down ports.
c. Uncap and attach the hydraulic lines to the fittings.
d. Replace the hydraulic fluid ( 27, Chart 1, 91-00-00) that was lost during the screen removal procedures and bleed the power pack as

32-30-00-201 (Rev Nov 1/12)
e. Check the fitting connections for leaks.

f. Install the center section access panels.
FLUID LEVEL SENSOR REMOVAL

a. Place airplane on jacks (Ref. Chapter 7-00-00).
c. Disconnect the electrical wiring from the sensor.
d. Place a container under the airplane. Open the line at the pack fill port and drain fluid from the fill reservoir down to a level lower than
the sensor.
e. Unscrew the sensor from the power pack.
FLUID LEVEL SENSOR INSTALLATION

a. Install a new packing on the sensor.
b. Screw the sensor into the power pack. The sensor should be installed hand tight only.
c. Connect the electrical wiring to the sensor.
d. Add hydraulic fluid ( 27, Chart 1, 91-00-00) to the fill reservoir up to the appropriate fill mark on the dipstick.
e. Test the sensor's electrical circuit by pressing the hydraulic fluid sensor test switch on the pilot's inboard subpanel.
f. Install the lower access panels (Ref. Figure 201).
g. Remove the airplane from the jacks.
EMERGENCY EXTENSION HAND PUMP SUCTION LINE FILTER REMOVAL

Warning: For safety reasons, open the 2-ampere landing gear relay circuit breaker on the pilot's right subpanel and place a note
on the circuit breaker panel that WORK IS IN PROGRESS ON THE LANDING GEAR HYDRAULIC SYSTEM.
The landing gear control handle should never be moved from the down-and-locked position while the airplane is on the
ground.
It is recommended that the area be roped off during extension or retraction of the landing gear.
a. Remove all power from the airplane and disconnect the battery.
b. Place the airplane on jacks (Ref. Chapter 7-00-00).
c. Remove the hydraulic power pack access cover from the lower left hand side of the wing center section (Ref. Figure 201).
d. To minimize fluid loss, cap the 1/4-inch overboard vent tube located on the left hand side of the center section using a cap with a red
streamer.
e. Disconnect the emergency extension hand pump suction line B-nut from the 90° elbow (Ref. Figure 205).
f. To minimize fluid loss, immediately cap the emergency hand pump suction line and the 90° elbow (Ref. Figure 205).
Note: Provisions should be made to collect the fluid which will be lost when the plumbing is disconnected from the power
pack.
g. Loosen the emergency hand pump suction line B-nut at the first fitting inboard of the power pack.
h. Move the emergency extension hand pump suction line B-nut as necessary to have enough room to remove the filter element from the
suction line.
i. Uncap the emergency hand pump suction line and remove the filter element. Immediately replace the cap after the filter element has
been removed.
EMERGENCY EXTENSION HAND PUMP SUCTION LINE FILTER INSTALLATION

a. Move the emergency hand pump suction line as necessary to have enough room to insert the filter element into the suction line (Ref.
Figure 205).
b. Uncap the emergency extension hand pump suction line and insert filter element.

32-30-00-201 (Rev Nov 1/12)
c. Uncap the 90° elbow and connect the emergency extension hand pump suction line B-nut to the 90° elbow.
d. Tighten the emergency extension hand pump suction line B-nut to the first fitting inboard of the power pack.
e. Torque B-nuts 230 to 260 inch-pounds.
f. Uncap the overboard vent tube.
g. Service the hydraulic system with hydraulic fluid ( 27, Chart 1, 91-00-00) as required.
h. Manually extend the landing gear once with the emergency extension hand pump.
i. Restore all power to the airplane and connect the battery.
j. Bleed the hydraulic system as instructed in FILLING AND BLEEDING THE LANDING GEAR HYDRAULIC SYSTEM.
k. Cycle the landing gear normally once to check for leaks in the landing gear hydraulic system.
knob on the service valve is pushed down and safety wired with the safety device in position and pinned, that the landing
gear control handle is in the DOWN position, and that the landing gear is in the down and locked position.
l. Remove the airplane from the jacks.
EMERGENCY EXTENSION HAND PUMP REMOVAL

a. Remove the center aisle carpet forward of the spar cover.
b. Remove the floorboard adjacent to the emergency extension hand pump.
c. Remove the hardware (nuts, washers and spacers) attaching the shield to the pump (Ref. Figure 209).
d. Lift the shield away from the pump and disconnect the linkage.
e. Disconnect and cap the hydraulic lines.
f. Remove the bolts and nuts attaching the pump to the structure.
EMERGENCY EXTENSION HAND PUMP INSTALLATION

a. Position the pump in the structure and install the attaching hardware (bolts and nuts) ( Figure 209).
b. Connect the hydraulic lines and pump linkage. Check hand pump handle movement to make sure there is no binding or misalignment in
the connecting linkage. Check handle stow position by moving handle towards stow position in clip. The hand pump should go into
detent just prior to reaching the stow position. Adjust connection linkage to obtain proper handle stow positions, then tighten jam nut of
link assembly, making sure that the tang of key washer is in the slot. The link may not exceed 1.900 inch length from centerline of other
hole.
c. Bleed the system as instructed in FILLING AND BLEEDING THE LANDING GEAR HYDRAULIC SYSTEM.
d. Install the spacers and washers for the pump shield. Place the pump shield in position and install the attaching washers and nuts.
e. Install the floorboard and carpet.
NOSE GEAR ACTUATOR REMOVAL

b. Disconnect the actuator downlock switch receptacle plug located in the left side keel of the nose wheel well.
c. To provide working room in the wheel well, remove the drag brace assembly (Ref. Chapter 32-20-00).
d. Working through the access panel just aft of the nose cone and above the actuator, remove the two hydraulic hoses from the actuator.
Identify the hoses (right side and left side) to facilitate installation. Disconnect the hydraulic hose (15) from the swivel fitting (10) in the
actuator trunnion. Cut the safety wire and remove the swivel fitting (10) from the actuator (Ref. Figure 204).
Caution: As the hydraulic hoses (14 and 15) are disconnected, plug or cap all openings top prevent entry of foreign material into the
hoses or actuator.
e. Remove each actuator support bracket (1) as follows:
1. Working inside the wheel well remove the five bolts (2) attaching the aft end of the support bracket (1).
2. Remove the row of five bolts (3) attaching the bracket to the actuator support (4) and support plate (5).

32-30-00-201 (Rev Nov 1/12)
3. Remove the shim (16) between the support bracket (1) and support plate (5).
4. Remove the bolt (6) securing the forward end of the support bracket (1) and remove the bracket from the airplane.
f. Remove the bolts attaching the actuator support bearing assemblies (7) to the actuator supports (4) and remove the bearing assemblies
from the actuator trunnions. The shims (8) installed between the bearing assemblies and the actuator supports should be noted and
retained in the order which they are removed.
g. Support the actuator and remove the four remaining bolts (9) securing the support plates (5) to the actuator supports (4) and lower the
support plates and actuator out of the wheel well.
NOSE GEAR ACTUATOR CLEVIS INSPECTION

Inspect the nose gear actuator clevis for excessive wear every 1,000 cycles. If the maximum diameter of either hole in the clevis exceeds
0.326 inch in any direction, replace the clevis.
NOSE GEAR ACTUATOR INSTALLATION

Note: The wire bundle of the downlock switch must be run through the hole in the actuator mounting bracket prior to inserting
the actuator into position.
a. Place one support plate over each of the actuator trunnions. Position the actuator and support plates (5) between the actuator supports
(4) and secure with the four attach bolts (9), two on each side of the actuator.
b. Install each actuator support bracket (1) as follows:
1. Position the support bracket (1) and install bolt (6) to secure the forward end of the bracket.
2. Position the shim (16) between the bracket (1) and the support plate (5).
3. Install the row of five bolts (3) attaching the support bracket (1) to the actuator support (4), shim (16) and support plate (5).
4. Working inside the wheel well, install the five bolts (2) attaching the aft end of the bracket.
c. Install the shims (8) over the actuator trunnions in the same position from which they were removed. Install the actuator support bearing
assemblies (7) on the actuator trunnions and secure to the actuator supports with the bolts.
d. Manually push the landing gear to the retracted position and check that the actuator clevis is centered with the nose gear. If it is not
centered, add or remove shims (8) between the actuator supports and the support bearing assemblies to correct the misalignment. The
allowable end play of the actuator with respect to the support bearing assemblies is 0.005 to 0.040 inch.
e. Using a new packing (11), install the swivel fitting (10) in the actuator and safety wire. Connect the hydraulic hose (15) to the swivel
fitting (10).
f. Working through the access panel just aft of the nose cone and above the actuator, connect the two hydraulic hoses (14) to the
actuator. If the elbows (12) between the actuator and hose ends were removed or loosened, install new packings (13).
g. Connect the actuator downlock switch wiring in the left side keel of the nose wheel well.
h. Install the drag brace assembly (Ref. Chapter 32-20-00).
i. Bleed the actuator as follows:
1. Charge the accumulator to 800 ± 50 psig with bottled dry nitrogen.
2. Check the system fluid level and add hydraulic fluid ( 27, Chart 1, 91-00-00), as required.
3. Locate the cross fitting forward of the power pack, remove the cap from the fitting and connect a regulated supply of 18 to 20 psi dry
air to the fitting; the air supply should incorporate a shutoff valve to control the flow of pressurized air to the power pack.
4. Pressurize the system. Loosen the B-nuts individually at the actuator and bleed each line until it is free of air.
5. Shut off the air supply. Disconnect the air supply line from the cross fitting and replace the cap on the fitting.
6. Check the system fluid level and add hydraulic fluid ( 27, Chart 1, 91-00-00), as required.
j. Check the landing gear rigging as outlined under NOSE LANDING GEAR RIGGING, and adjust the drag brace downlock, up-position, and
actuator downlock switches (Ref. Chapter 32-60-00).
k. Connect the landing gear doors and check the rigging as outlined in this Chapter.

32-30-00-201 (Rev Nov 1/12)
pressurize the power pack reservoir during ground operation of the power pack assembly.
l. Before removing the airplane from the jacks, make sure the emergency extension handle is in the stowed position and that the red knob
on the service valve is pushed down safety wired with the safety device in position and pinned. Retract and extend the landing gear with
the hydraulic power pack to make sure the landing gear is in the down and locked position before removing the airplane from the jacks.
m. Remove the airplane from the jacks.
MAIN GEAR ACTUATOR REMOVAL

b. Working in the wheel well, disconnect the gear doors from the actuation connecting links. Swing the doors out of the way and secure
with safety wire.
c. Disconnect the actuator clevis (1) from the drag brace (Ref. Figure 206).
d. After the actuator is disengaged from the drag brace, fully retract the actuator piston with the emergency extension hand pump.
e. Disconnect and cap the ends of the three hydraulic hoses (2) connected to the actuator (3). Cap the fittings on the actuator as the
hoses are removed. Remove the hoses from the brackets (4) that are attached to the actuator mounting bracket (5).
f. Disconnect, cap and remove the pneumatic hose, hydraulic lines and the fire extinguisher lines that are routed across the forward
stiffener plate of the actuator mounting bracket (5).
g. Remove the four bolts (21) that attach the braces (13) to the stiffener plate (12).
h. Remove the four bolts (20) that attach the t-angles to the actuator mounting bracket (5).
i. Disconnect the plug on the wire bundle from the switch and remove the plate (7).
j. Remove the four bolts (8) from the strap (9) on top of the actuator mounting bracket (5) and remove the strap. It is not necessary to
remove the bolts (10) from on top of the spar cap.
k. Remove six bolts (11) along each side of the actuator mounting brackets (5).
l. Remove the forward stiffener plate (12) from the actuator mounting brackets. Remove the long bolt (14) and spacer (18) located behind
the stiffener plate.
m. After removing all bolts (11) that attach the actuator mounting brackets (5) to the spar, stow all lines out of the way and pull the actuator
and mounting brackets straight forward away from the angles attached to the spar, then remove the actuator from the wheel well.
n. Remove the mounting bracket side plates and bearing supports from the actuator. Clean and lubricate the bearings (16), but do not
remove the bearing supports (15) and the shims (17) from the mounting brackets.
Note: If the shims are to be removed, mark the number and position for installation.
MAIN GEAR ACTUATOR INSTALLATION

a. If the bearings were removed, press the bearings (16) into the bearing supports (15), and with the same number of shims (17) that were
removed, secure the bearing supports to the actuator mounting bracket side plates (5).
b. Install the mounting bracket side plates (5) on each side of the actuator (3).
c. Install the spacer (18) between the two actuator mounting brackets using bolt (14). Snug the nut loosely and install a new cotter pin.
d. If any of the hose or tube fittings were loosened or removed, install new packings on the fittings. Connect the hydraulic hoses to the
actuator (3).
e. Position the actuator and support structure in the wheel well and insert the actuator rod end through the hole in the spar.
f. Install the mounting bracket to the angles that are mounted to the spar and snug up loosely with the attaching bolts (11).
g. Install the forward stiffener plate (12) on the actuator mounting brackets.
h. Install the strap (9) using four attach bolts (8) on top of the actuator mounting bracket (5).
i. Install the braces (13) to the actuator mounting bracket with the attaching bolts (21).
j. Install the attaching bolts (20) through the actuator mounting brackets (5) and T-angles (19).
k. Connect the downlock wire bundle connectors.

32-30-00-201 (Rev Nov 1/12)
l. Route and connect all hydraulic, fire extinguisher and pneumatic lines and hoses. Secure with proper clamps.
Note: When installing the actuator hydraulic lines to the hose brackets (4), install the 3/8-inch line in the forward hole and the
1/4-inch line in the aft hole.
m. Check the alignment of the actuator clevis with drag brace as outlined under MAIN GEAR RIGGING; when the two are properly aligned,
connect the actuator clevis to the drag brace.
n. Bleed the actuator as follows:
1. Charge the accumulator to 800 ± 50 psig with bottled dry nitrogen.
2. Check the system fluid level and add hydraulic fluid ( 27, Chart 1, 91-00-00) as required.
3. Locate the cross fitting forward of the power pack, remove the cap from the fitting and connect a regulated supply of 18 to 20 psi dry
air to the fitting, the air supply should incorporate a shutoff valve to control the flow of pressurized air to the power pack.
4. Pressurize the system. Loosen the B-nuts individually at the inboard nacelle bulkhead and bleed each line until it is free of air.
5. Shut off the air supply. Disconnect the air supply line from the cross fitting and replace the cap on the fitting.
6. Check the system fluid level and add hydraulic fluid ( 27, Chart 1, 91-00-00) as required.
o. Check the landing gear rigging as outlined under MAIN LANDING GEAR RIGGING and adjust the up-position and downlock switches
(Ref. Chapter 32-60-00).
p. When the landing gear is rigged properly, tighten the six bolts (11) securing each actuator mounting bracket (5) to the spar. Torque the
nut on the long bolt (14) 30 to 40 inch-pounds and secure it with the new cotter pin.
q. Connect the landing gear doors and check rigging as outlined in this Chapter.
r. Before removing the airplane from the jacks, make sure the emergency extension handle is in the stowed position, and the red knob on
the service valve is pushed down and safety wired with the safety device in position and pinned. Retract and extend the landing gear,
using the hydraulic power pack to make sure that the landing gear is in the down and locked position.
s. Remove the airplane from the jacks.
LANDING GEAR RIGGING

Warning: For safety reasons, open the 2-ampere control circuit breaker on the pilot's inboard subpanel and place a note on the
circuit breaker panel that LANDING GEAR RIGGING IS IN PROGRESS while rigging the landing gear.
The landing gear control handle should never be moved from the down and locked position while the airplane is on the
ground.
Caution: The landing gear should not be cycled with the power pack if low on fluid or until the landing gear system is properly rigged.
Use the emergency extension hand pump (Ref. Figure 209), TK229/939 hydraulic hand pump or TK229-1/939 air driven hydraulic
pump (Ref. Figure 208) to extend and retract the landing gear for rigging.
The emergency hand pump can be used to raise and lower the landing gear by selecting retract or extend mode of the service valve (Ref.
Figure 207). The service valve is located adjacent to the power pack (Ref. Figure 202). The retract or extend mode is selected by pulling
up or pushing down the service valve plunger on the top of the service valve. The service valve plunger is normally secured in the mode
to extend the landing gear (plunger pushed down). The service valve plunger cannot be pulled up to select the retract mode until the
detent pin (3) (Ref. Figure 207) is pulled, the plunger retainer (1) (Ref. Figure 207) over the service valve is moved, and the safety wire
securing the plunger knob in the down position is removed. When the service valve plunger knob is pulled up, the two switches mounted
on the service valve are actuated to open the circuit to the power pack motor. This allows the service valve to route fluid under pump
pressure through the normal retract mode plumbing to the actuators.
OPERATING THE LANDING GEAR WITH AN AUXILIARY HYDRAULIC HAND PUMP

Warning: For safety reasons, open the 2-ampere control circuir breaker on the pilot's inboard subpanel and place a note on the

32-30-00-201 (Rev Nov 1/12)
ground.
a. Place the airplane on jacks (Ref. Chapter 7-00-00) with the wheels clear of the ground.
b. Make sure the landing gear control handle on the subpanel is in the down position, the landing gear control circuit breaker is pulled,
and the plunger on the service valve (Ref. Figure 207) is secured in the down position.
c. To operate all three landing gears, connect the pump as follows:
1. Remove the upper and lower access panels located forward of the main spar between the fuselage and the nacelle (Ref. Figure
201).
2. Remove the hydraulic tubes connected to the gear-up (retract) and gear-down (extend) ports of the power pack (Ref. Figure 202).
Cap the open ports on the power pack to prevent contamination.
3. Connect the remote hand pump hoses to the open extend and retract hydraulic tubes.
d. To operate one landing gear individually, connect the remote hand pump as follows:
1. Working inside the wheel well, disconnect the flexible primary extend and retract hoses of the actuator from the rigid hydraulic tubes.
Cap the open hydraulic tubes to prevent contamination.
2. Connect the remote hand pump hoses to the open flexible extend and retract actuator hoses.
e. When rigging is completed, extend the landing gear to the down and locked position. Disconnect the remote hand pump hoses and
connect the landing gear system hoses or tubes.
f. Bleed the landing gear hydraulic system as instructed under the heading HYDRAULIC LANDING GEAR FILLING AND BLEEDING
PROCEDURES.
g. Install the access panels.
h. Remove the airplane from the jacks.
OPERATING THE LANDING GEAR WITH AN AUXILIARY AIR-DRIVEN EXTERNAL PUMP

ground.
Note: It is recommended that the area be roped off during extension or retraction of the landing gear.
b. Make sure the landing gear control handle on the subpanel is in the down position, the landing gear control circuit breaker is open,
and the plunger on the service valve (Ref. Figure 207) is secured in the down position.
c. To operate all three landing gears, connect the pump as follows:
1. Remove the upper and lower access panels located forward of the main spar between the fuselage and the nacelle (Ref. Figure
201).
2. Remove the hydraulic tubes connected to the gear-up (retract) and gear-down (extend) ports of the power pack (Ref. Figure 202).
Cap the open ports on the power pack to prevent contamination.
3. Connect the air-driven external pump hoses to the open extend and retract hydraulic tubes.
4. Operate the external pump in accordance with the vendor's instructions.
d. To operate one landing gear individually, connect the air-driven external pump as follows.
1. Working inside the wheel well, disconnect the flexible primary extend and retract hoses of the actuator from the rigid hydraulic tubes.
Cap the open flexible extend and retract actuator hoses.
2. Connect the external pump hoses to the open flexible extend and retract actuator hoses.

32-30-00-201 (Rev Nov 1/12)
3. Operate the air driven external pump in accordance with vendor's instructions.
e. When rigging is completed, extend the landing gear to the down and locked position. Disconnect the external pump hoses and connect
the landing gear system hoses or tubes.
f. Bleed the landing gear hydraulic system as instructed under the heading HYDRAULIC LANDING GEAR FILLING AND BLEEDING
PROCEDURES. Install the access panels.
OPERATING THE LANDING GEAR USING THE POWER PACK

Note: While operating the landing gear with the power pack, observe the components and hydraulic lines for any indication of
binding, dragging, interference, leakage, or questionable operation. Correct any problems as necessary.
Use a 28.25 ± 0.25-volt auxiliary power supply to operate the power pack during landing gear rigging.
pressurize the power pack reservoir during ground operation. A capped cross, adjacent to the service valve, is plumbed into
the bleed air line to fill the reservoir as a connection point for pressurized air during ground operation of the power pack
assembly. To pressurize the system, remove the cap and connect the air supply to the cross fitting.
When cycling the landing gear with the power pack, allow a one minute cooling period between cycles; after five cycles, allow
a five minute cooling period.
The landing gear should not be cycled with the power pack if low on fluid or until the landing gear system is properly rigged.
Use the emergency extension hand pump (Ref. Figure 209), TK229/939 hydraulic hand pump or TK 229-1/939 air-driven
hydraulic pump (Ref. Figure 210) to extend and retract the landing gear for rigging.
Note: It is recommended that the area be roped off during extension and retraction of the landing gear.
When the wheels are jacked clear of the ground, the solenoid-operated downlock hook on the landing gear control handle is released
allowing use of the landing gear control handle.
b. Apply electrical power to the airplane.
c. Test the low fluid level sensor by pressing the push-to-test switch located on the pilot's subpanel.
Note: If the low level fluid light ever illuminates automatically, the landing gear should not be operated until the fluid level
has been checked and the reservoir filled if necessary.
d. Remove the cap on the cross located by the service valve. Connect a hose and apply 18 to 20 psi of dry regulated air to the cross
fitting.
e. Close the landing gear circuit breaker.
f. Push the landing gear control handle test switch located to the right of the landing gear control handle. The red light in the control
handle should illuminate.
g. Move the landing gear control handle to the UP position. The red light should illuminate in the control handle to signify the landing gear
is in transit.
h. When the gear is fully retracted, the red light should extinguish.
i. Allow adequate time for the landing gear power pack to cool.
Caution: When cycling the landing gear with the power pack, allow a one minute cooling period between cycles and a five minute
j. Place the landing gear control handle in the DOWN position. The red light in the handle should illuminate indicating the landing gear is
in transit.
k. When the landing gear is down and locked, the red light in the control handle should extinguish and the three down and locked
indicator lights should illuminate.
Note: Prior to removing the airplane from the jacks, be sure the landing gear is down and locked. The nose gear downlock is
located on the inside of the nose gear hydraulic actuator.

32-30-00-201 (Rev Nov 1/12)
MAIN LANDING GEAR RIGGING

Note: While rigging the landing gear, observe the components and hydraulic lines for any indication of binding, dragging,
interference, leakage, or questionable operation. Correct any problems as necessary.
b. Disconnect the landing gear doors from their actuating cams (Ref. Figure 215).
c. Disconnect the downlock switch (27) wiring harness (Ref. Figure 210).
Note: Note the quantity and position of the washers used to align the actuator clevis. The washers must be installed in the
same quantity and position to maintain alignment of the actuator clevis.
d. Remove the cotter pin (22), nut (23), washers (17, 16 and 9), stops (25) and bolt (10) attaching the actuator clevis (24) to the upper
drag brace idlers (Ref. Figure 210).
Note: Make a note of the number and the position of the washers used to align the drag brace. When the drag brace is
installed, these washers must be installed in the same number and position to maintain alignment of the drag brace.
e. Remove the bolt (6), washers (3, 4 and 5), nut (2) and cotter pin (1) attaching the lower drag brace (7) to the main landing gear (Ref.
Figure 210).
f. Remove the bolt (12), washers (13, 14, 18, and 19), nut (20) and cotter pin (21) attaching the upper drag brace (15) to the upper
mounting lug (Ref. Figure 210).
g. Place the locked drag brace on a table with a support block located at each end of the drag leg assembly near the attaching bolt
holes.
h. Apply a down pressure at the upper and lower drag leg connecting joint. Holding the upper and lower drag legs butted together, check
for a minimum clearance of 0.007 inch between each lock hook and lock pin (Ref. Figure 214, Sheet 1, Detail D).
Caution: If the lock pin on the drag brace is grooved in the lock hook contact areas or if the lock hooks are worn, replace both lock
hooks and the lock pin. If the lock hooks are sharp, radius the ends to 0.06 +0.03, -0.000 inch (Ref. Figure 214, Sheet 1,
Detail D).
Material may be removed from the flat inside surface of the lock hooks as required (up to the average maximum of 0.020 inch) to
maintain the 0.007 inch clearance; do not remove any material from the radius in the lock hook (Ref. Figure 214, Sheet 1, Detail A).
The inside surface of each lock hook must be parallel to the flat surface of the lock pin to make sure of full surface contact as shown
in (Ref. Figure 214, Sheet 1, Detail A).
Maximum clearance between the lock hook and pin is an average of 0.0200 inch per side. Determine the average clearance by
adding the clearance on the right side and the clearance on the left side and dividing the total by two. For example, if clearance on
one side is 0.0100 inch and the clearance on the opposite side is 0.0300 inch. Added together the total is 0.0400 inch. Divide the
0.0400 inch total by two and the average lock hook to lock pin clearance is 0.0200 inch (Ref. Figure 214, Sheet 1, Detail D).
If the above clearances cannot be met, replace the two lock hooks and the lock pin as follows:
1. Remove the safety wire, nuts and washers and remove the spring loops from the bolts installed on the drag leg lock hooks. Catch the
bushings installed between the spring loops and bolts.
Note: Note the quantity and position of all washers installed between the downlocks switch bracket and the lock hooks.
These washers are installed to align the lock hooks and must be installed in the same position and quantity to retain
lock hook alignment.
2. Remove the washers and bolts securing the downlock switch bracket and switch support clips to the lock hooks and remove them
from the lock hooks. Do not remove the support clips from the switch bracket.
3. Remove the cotter pin, nut, washers and bolt connecting the lock link clevis and lock hooks together. There may be some spring
pressure on the lock link.
4. Remove the cotter pin, nut, washers, bushings and bolt attaching the lock hooks to the upper drag leg and remove the lock hooks.
5. Remove the nuts, washers, spacers and spring hook bolts from the lock hooks.
6. Install the spring hook bolts through the new lock hooks with the bolt heads in the recessed area below the lock hook attach bolt.
Install a large and small spacer, the spring loop, two washers and a nut on each spring hook bolt in that order.

32-30-00-201 (Rev Nov 1/12)
Caution: Prior to installation, inspect the lock hook attach bolt for evidence of scoring or galling. Replace the bolt if any such
evidence is found. Make sure the bolt is entirely lubricated with grease ( 17, Chart 201, 91-00-00).
7. Install a washer, a lock hook bushing and the new lock hook on the lock hook attach bolt. The lock hook must be installed on the
attach bolt so that the spring hook bolt head will be next to the drag leg.
8. Install another washer on the lock hook attach bolt and insert the lock hook attach bolt through the lock link clevis.
9. Install another washer on the lock hook attach bolt and install the other new lock hook and another lock hook bushing on the lock the
lock hook attach bolt. The spring hook bolt head must be installed next to the drag leg.
10. Install the required washers for cotter pin engagement on the lock hook attach bolt, then install the nut. Torque to 300 inch-pounds.
Install a new cotter pin through the nut and bolt.
11. Using the attaching washers and bolts, install the downlock switch bracket and support clips with downlock switch hole located
toward the lower drag leg on the lock hook. The wire clamp is installed on the bolt next to the lock hook attach bolt.
12. Check the lock hooks for freedom of movement. Check for clearance of the drag leg.
13. Install the lock link.
14. Rehook the lock hook springs on the bolt installed on the lock hook with the spring hook hooked over the bushings.
15. Remove the set screw securing the lock pin in the lower drag leg.
16. Remove the lock pin from the lower drag leg.
17. Install the new lock pin in the lower drag leg using a punch to align the hole in the lock pin with the set screw hole. The flat on the
lock pin must be toward the landing gear brace.
18. Clean the set screw and the hole in the lower drag leg with Loctite primer ( 156, Chart 1, 91-00-00). Apply Loctite 242 ( 157, Chart
1, 91-00-00) to the set screw and install the set screw securing the new lock pin in the lower drag leg.
19. Recheck the lock pin and lock hook for the correct clearances as stated in this Step.
i. Note how the lock hooks slide over the lock pins prior to locking. If necessary, round the lock hook to the 0.0600 + 0.0300, -0.000 inch
radius ( Ref. Figure 214, Sheet 1, Detail D). Coat the lock pin and lock hook contact areas with solid film lubricant ( 147, Chart 1, 91-
00-00).
j. Inspect the stop plate (8) attached to the upper drag leg (15) for evidence of scoring or gouging by the stops (25) (Ref. Figure 210); if
the stop plate is painted, strip the paint from the areas contacted by the stops before inspection. Replace the stop plate if any such
evidence is found. If the stop plate is gouged through so that the upper drag leg is scored or gouged, replace the upper drag leg.
Note: If the stop plate (8) is scored or gouged, the square corners of the stops (25) may be rounded to a maximum radius of
0.0300 inch to prevent recurrence after the new plate is installed (Ref. Figure 210).
If the upper and lower drag brace was disconnected after removal, ensure that it is properly connected before
installation.
Caution: Prior to installation, inspect the bolt (12) for evidence of scoring or galling. Replace the bolt if any such evidence is found.
Make sure the bolt is entirely lubricated with grease (17, Chart 201, 91-00-00).
k. Position the upper drag brace between the upper mounting lugs and install the attaching bolt (12), washers (13, 14, 18, and 19), nut
(20) and new cotter pin (21) (Ref. Figure 210).
Caution: After bolt (12) is installed (Ref. Figure 210), make sure that the bolt can be rotated with a wrench. If the bolt cannot be
rotated, remove the bolt and inspect the bolt and lugs for corrosion or damage.
l. Lubricate the actuator clevis attaching bolt (10) (Ref. Chapter 12-20-00) Install the actuator clevis attaching bolt (10) through the lock
link clevis (26) idlers (11) and stop blocks (25). Rotate the idlers toward the idler stop blocks. Both idlers should contact the idler stop
blocks at the same time and be in full contact (Ref. Figure 215, Detail A). If necessary, file the idler stop blocks to obtain full contact.
Remove the actuator clevis attach bolt.
m. Check the alignment of the lower drag leg (7) to the landing gear brace as follows:
1. There should be no side load on the lower drag leg (7) in the extended or retracted position.
2. If the lower drag leg (7) is misaligned, correct the misalignment by shifting the AN960-1216L (14) washers at the upper drag leg (15)
attach point. A minimum of one washer must be installed on each side of the upper drag leg. Before installation, lubricate the upper
drag leg bolt (12) and bushings with grease ( 17, Chart 201, 91-00-00).
Caution: Prior to installation, inspect the bolt (6) for evidence of scoring or galling (Ref. Figure 210). Replace the bolt if any such
evidence is found. Make sure the bolt is entirely lubricated with grease ( 17, Chart 201, 91-00-00).

32-30-00-201 (Rev Nov 1/12)
3. Position the lower drag brace (7) between the landing gear brace lugs and install the attaching bolt (6), washers (3, 4, and 5), nut (2)
and cotter pin (1) (Ref. Figure 210).
n. With the drag brace down and locked and with the full weight of the landing gear on the drag brace, verify that the lock hoops are in
full contact with the flat surfaces of the lock pin (Ref. Figure 214, Detail A).
o. Apply down pressure at the connection of the lower drag and upper drag brace until the upper and lower drag legs are butted
together. Check for 0.007 inch minimum clearance between the lock hooks and lock pin as instructed in Step h. (Ref. Figure 214,
Sheet 1, Detail D).
p. Prior to connection of the actuator clevis (24) to the drag idlers (11) (Ref. Figure 210), check the alignment of the actuator clevis to the
drag idlers as follows:
1. Position the landing gear in the full down position and extend the actuator to the full down and locked position.
2. Check the alignment of the actuator clevis (24) with the drag brace idlers (11) (Ref. Figure 210). The actuator clevis must slip
between the drag brace idlers without causing any side load on the actuator piston rod.
3. Retract the actuator to the full up position and manually position the landing gear in the full up position.
4. Check the alignment of the actuator clevis (24) with the drag brace idlers (11) (Ref. Figure 210). The actuator clevis must slip
between the drag brace idlers without causing any side load on the actuator piston rod.
5. If the actuator clevis is misaligned and causing a side load on the actuator piston rod, remove the actuator as instructed under the
heading MAIN GEAR ACTUATOR REMOVAL.
6. Align the actuator with center of drag brace fitting and shim the bearing support with shims as required so that the clearance between
the actuator and bearing is 0.005 to 0.025 inch.
7. Install the actuator on the airplane as instructed under the heading MAIN GEAR ACTUATOR INSTALLATION.
q. Check the actuator clevis (24) alignment with the drag brace idlers (11) (Ref. Figure 210).
r. Move the lock link assembly out of the way.
s. Loosen the actuator clevis jam nut and extend the actuator to the full down and locked position. With the idlers (11) held firmly against
the idler stop blocks, adjust the actuator clevis (24) so that the clevis holes align with the idler holes and then extend the actuator clevis
an additional two turns (Ref. Figure 210).
Note: If necessary, the actuator clevis may be extended up to one additional turn maximum to align the key washer with the
slot in the actuator rod and to obtain gear up clearance.
t. To make sure that the clevis threads are sufficiently engaged in the piston rod, check that a stiff wire will not pass through the
inspection hole in the piston rod. If the piston rod lacks an inspection hole, check for a maximum distance of 3.41 inches from the
center of the clevis attaching hole to the end of the piston rod. Make sure that the key washer properly engages the slots of the clevis
and the actuator piston rod. Tighten the actuator clevis jam nut 15 to 20 foot-pounds.
Secure the actuator clevis jam nut to the key washer with safety wire.
u. Secure the actuator clevis (24) to the drag lag idlers (11) (Ref. Figure 210) as follows:
1. Relieve any hydraulic pressure in the actuator.
2. Rotate the clevis and actuator rod together as a unit to align the clevis and the drag leg idlers. The grease fittings must be up for
servicing access.
Caution: Prior to installation, inspect the actuator clevis attach bolt (10) for evidence of scoring or galling (Ref. Figure 210).
Replace the bolt if any such evidence is found. Make sure the bolt is entirely lubricated with grease ( 22, Chart 1, 91-00-
00).
3. Install a washer (9) on the actuator clevis attaching bolt (10) and install the bolt through the drag brace idler (11), one side of the
actuator clevis (24), a stop (25), the lock link clevis (26), a stop (25), the opposite side of the actuator clevis (24) and the opposite
drag leg idler (11) (Ref. Figure 210).
4. Install the required washers (16 and 17) and nut (23) on the bolt. Tighten the nut (23) finger tight (Ref. Figure 210).
5. Check the actuator clevis attaching bolt (10) for 0.030 to 0.060 inch end play (inboard to outboard). If necessary, remove the nut
(23) and add or remove washers (17) to obtain the required end play (Ref. Figure 214, Sheet 1, Detail C).
v. Retract the landing gear to the full retracted position and check for 0.180 ± 0.120 inch clearance between the landing gear brace and
the drag leg spar fitting.
w. If proper clearance or alignment cannot be obtained, adjust the actuator stroke length as instructed under the heading MAIN LANDING
GEAR ACTUATOR ADJUSTMENT, then repeat Steps q. through v..

32-30-00-201 (Rev Nov 1/12)
x. When the actuator clevis is correctly adjusted, there should be 0.100 to 0.150 inch overtravel between the clevis and idler connection
holes. Check the overtravel on the adjusted actuator as follows:
1. Extend the landing gear to the full down position.
2. Remove the cotter pin (22) and nut (23) and remove the actuator clevis attaching bolt (10) (Ref. Figure 210).
3. Position the idlers (11) (Ref. Figure 210) so that they are in full contact against the idler stop blocks (Ref. Figure 214, Sheet 1, Detail
A).
4. Using the hand pump, apply and maintain sufficient hydraulic pressure to fully extend the actuator.
5. With the gear in full down position, check that the actuator clevis holes are 0.100 to 0.150 inch past the idler holes. If adjustment is
required, adjust the clevis as instructed in Steps q. through t..
6. Relieve the hydraulic pressure in the actuator.
y. Rotate the actuator clevis (24) and the actuator piston rod as a unit to align the clevis with the idlers (11) (Ref. Figure 210). Make sure
that the actuator clevis lubrication fittings are on top to provide access for servicing.
1. Install a washer (9) on the actuator clevis attaching bolt (10) and install the bolt and washer through the drag brace idler (11), one
side of the actuator clevis (24), a stop (25), the lock link clevis (24), a stop (25), the opposite side of the actuator clevis (24) and the
opposite drag brace idler (11) (Ref. Figure 210).
2. Install the required number of washers (16 and 17) to obtain the 0.030 to 0.060 inch end play and install the nut (23) on the actuator
clevis attaching bolt (10). Tighten the nut finger tight and install a new cotter pin (22) (Ref. Figure 211).
3. Recheck the actuator clevis attaching bolt (10) for 0.030 to 0.060 inch end play (inboard to outboard) and ease of rotation. If
necessary, add or reduce the number of washers (16) (Ref. Figure 210).
4. If they actuator clevis adjustment was changed in Step x., recheck the gear up clearance as instructed in Steps v. through w..
z. Bleed the landing gear hydraulic system as instructed under the heading HYDRAULIC LANDING GEAR FILLING AND BLEEDING
PROCEDURES.
aa. Lubricate the landing gear and drag brace hinge points (Ref. Chapter 12-20-00). Rotate the drag leg and the actuator clevis attach
bolts while lubricating to properly distribute the grease.
ab. Install the access panels.
ac. Adjust the up-position and downlock indicator switches (Ref. Chapter 32-60-00), then cycle the landing gear to check for proper
operation of the in-transit and gear-down lights.
ad. Connect the landing gear doors. Check the door rigging as instructed under the heading MAIN LANDING GEAR DOOR RIGGING.
ae. Remove the airplane from the jacks.
MAIN LANDING GEAR ACTUATOR CLEVIS REPLACEMENT

b. Open the LANDING GEAR CONTROL circuit breaker on the pilot's right subpanel and place a note on the circuit breaker panel that
work is in progress on the landing gear.
c. Retract the landing gear using the EMERGENCY EXTENSION hand pump. Check that the clearance between the drag leg spar fitting
and the landing gear brace is within the specified range of 0.180 ±0.120 inches. If the clearance does not meet this specification,
adjust the actuator stroke length per MAIN LANDING GEAR ACTUATOR ADJUSTMENT.
d. Lower the gear to the full extended position using the EMERGENCY EXTENSION hand pump. Then retract the gear slightly to remove
downlock tension from the drag brace.
e. Discharge accumulator pressure at the fill valve on top of the accumulator.
f. Disconnect the landing gear doors at the connecting linkage. Position the doors out of the way and secure with safety wire.
Note: Note the quantity and position of the washers used to align the actuator clevis between the idlers. The washers must
be installed in the same quantity and position to maintain alignment of the actuator clevis.

32-30-00-201 (Rev Nov 1/12)
g. Remove the bolt securing the actuator clevis to the drag brace.
h. Remove the actuator clevis, tab washer, and jam nut from the actuator rod. Return the parts to Hawker Beechcraft Corporation.
i. Apply and maintain sufficient pressure to fully extend the actuator using the EMERGENCY EXTENSION hand pump.
j. Install the new actuator clevis on the actuator rod without the key washer and spacers.
k. Adjust the actuator rod so the actuator clevis holes align with the drag leg idler holes when the idlers are fully against the drag brace
idler stop blocks (Ref. Figure 212). If this is possible, proceed with Option A. If the actuator clevis shoulder meets the end of the
actuator rod before the holes are aligned, proceed with Option B.
1. Option A.
a) Extend the actuator clevis two full turns, but not more than three full turns, making sure that the actuator clevis grease fittings are
topside (Ref. Figure 213).
b) Measure the distance between the end of the actuator rod and the shoulder of the actuator clevis and determine the number of
washers required as spacers. Take into consideration the thickness of the key washer.
c) Remove the actuator clevis and install with the key washer and spacers aligning the tab in the key washer with the slot in the
actuator rod.
2. Option B.
a) Remove the actuator clevis and install with the key washer aligning the tab in the key washer with the slot in the actuator rod (Ref.
Figure 213)
l. Tighten the actuator clevis to 35 foot-pound of torque.
m. Check the actuator clevis thread engagement in the actuator rod at the inspection hole in the rod. If the piston rod lacks an inspection
hole, check for maximum distance of 3.41 inches from the center of the clevis attaching hole to the end of the piston rod.
n. Safety wire the actuator clevis to the key washer.
o. Secure the actuator clevis to the drag leg idlers as follows:
1. Relieve any pressure in the actuator cylinder.
2. Rotate the clevis and the actuator rod together as a unit to align the clevis and the drag leg idlers. The grease fittings must be up for
servicing access.
Caution: Prior to installation, inspect the actuator clevis attachment bolt for evidence of scoring or galling. Replace the bolt if any
such evidence is found. Make sure the bolt is entirely lubricated with grease ( 22, Chart 1, 91-00-00) and apply corrosion
preventive compound ( 105, Chart 1, 91-00-00) to the actuator clevis bolt hole prior to installing the attachment bolt.
3. Install a washer on the actuator clevis attaching bolt and install the bolt through the drag brace idler, one side of the actuator clevis, a
stop, the lock link clevis, a stop, the opposite side of the actuator clevis, and the opposite drag leg idler.
4. Install the required washers and nut on the bolt. Tighten the nut finger tight.
5. Check the actuator clevis attaching bolt for 0.030 to 0.060 inch end play (inboard to outboard). If necessary, remove the nut and add
or remove washers to obtain the required end play.
p. Retract the landing gear to the full retracted position and check for 0.180 ±0.120 inch clearance between the drag leg spar fitting and
the leading gear brace.
q. If proper clearance or alignment cannot be obtained, adjust the actuator stroke length per MAIN LANDING GEAR ACTUATOR
ADJUSTMENT.
r. Check for proper clearance again as noted in Step p..
s. When the actuator clevis is correctly adjusted, there should be 0.100 to 0.150 inch overtravel between the clevis and idler connection
holes. Check the overtravel on the adjusted actuator as follows:
1. Extend the landing gear to the full down position.
2. Remove the cotter pin and nut and remove the actuator clevis attaching bolt.
3. Position the idlers so that they are in full contact against the idler stop blocks.
4. Using the EMERGENCY EXTENSION hand pump, apply and maintain sufficient hydraulic pressure to fully extend the actuator.
5. With the gear in the full down position, check that the actuator clevis holes are 0.100 to 0.150 inch past the idler holes.
6. Relieve the hydraulic pressure in the actuator.

32-30-00-201 (Rev Nov 1/12)
t. Rotate the actuator clevis and the actuator rod as a unit to align the actuator clevis with the idlers. Make sure that the actuator clevis
lubrication fittings are on top to provide access for servicing.
1. Install a washer on the actuator clevis attaching bolt and install the bolt and washer through the drag brace idler, one side of the
actuator clevis, a stop, the lock link clevis, a stop, the opposite side of the actuator clevis and the opposite drag brace idler.
2. Install the required washers to obtain 0.030 to 0.060 inch end play and install the nut on the actuator clevis attaching bolt. Tighten
the nut finger tight and install a new cotter pin.
3. Recheck the actuator clevis attaching bolt for 0.030 to 0.060 inch end play (inboard to outboard) and ease of rotation. If necessary,
add or reduce the number of washers.
4. If the actuator clevis adjustment was changed in Step s., recheck the gear up clearance as per Steps p. and q..
u. Lubricate the landing gear and drag brace hinge points with grease ( 22, Chart 1, 91-00-00). Rotate the drag leg and actuator clevis
attachment bolts while lubricating to properly distribute the grease.
v. Install any access panels removed.
w. Service the landing gear accumulator to 800 ± 50 psi with dry nitrogen (Ref. Chapter 12-10-00).
x. Connect the battery, restore power to the airplane, and engage the LANDING GEAR CONTROL circuit breaker on the pilot's subpanel.
y. Adjust the up-position and downlock indicator switches (Ref. Chapter 32-60-00) and cycle the landing gear with the power pack to
check for proper operation of the in-transit and gear down lights.
z. Connect the landing gear doors. Check the door rigging per MAIN LANDING GEAR DOOR RIGGING.
aa. Cycle the landing gear with the power pack one more time to make sure of correct landing gear system operation.
ab. Close the LANDING GEAR CONTROL circuit breaker.
ac. Remove the aircraft from the jacks.
MAIN LANDING GEAR ACTUATOR ADJUSTMENT

Note: While adjusting the main gear actuator, observe the landing gear components and hydraulic lines for any indication of
binding, dragging, interference, leakage, or questionable operation. Correct any problems.
Note: The stroke length of the main gear actuator is adjustable from 8.260 ± 0.120. It is preset by the vendor at 8.260 and
should not require adjustment.
If necessary, adjustment is made by increasing the stroke length of the actuator to decrease the clearance between the
landing gear brace and the drag brace spar fitting, or by decreasing the stroke length to increase the clearance.
b. Disconnect the landing doors.
c. Retract the landing gear fully and measure the clearance between the landing gear brace and the drag brace spar fitting. If the
clearance is not 0.180 ± 0.120 inch between the landing gear brace and the drag brace spar fitting or if the idlers (11) are not free of
the idler stops, remove the actuator from the airplane as instructed under the heading MAIN GEAR ACTUATOR REMOVAL.
d. Adjust the actuator stroke length as follows:
1. The actuator end-cap is retained on the actuator cylinder by a jam nut or a set screw. In either case, the safety wire must be removed
and the jam nut or set screw loosened to allow rotation of the actuator end-cap.
Note: To make sure of proper alignment of the hydraulic plumbing with the shuttle valve located in the end-cap, the end
cap must be rotated in 360-degree rotations only.
When the actuator end-cap is rotated out, the stroke length is increased, and when rotated in. the stroke length is

32-30-00-201 (Rev Nov 1/12)
decreased. Each full turn of the actuator end-cap will change the stroke length by 0.060 inch. The actuator end-cap
may be rotated a maximum of three rotations in or out. Measure the actuator stroke length to make sure that the
stroke length is within the range of 8.260 ± 0.120 inches.
2. Rotate the actuator end-cap one full turn at a time until the adjustment is made.
3. After the stroke length is properly adjusted, tighten the jam nut 30 to 40 foot-pounds (or until seated or snug if a new set screw is
used) and safety wire.
4. Install the actuator as instructed under the heading MAIN GEAR ACTUATOR INSTALLATION.
5. Bleed the actuator as instructed under the heading FILLING AND BLEEDING THE LANDING GEAR HYDRAULIC SYSTEM.
e. Rig the gear as instructed under the heading MAIN LANDING GEAR RIGGING.
f. Connect the landing gear doors. Check the door rigging as instructed under the heading MAIN LANDING GEAR DOOR RIGGING.
MAIN LANDING GEAR DOORS

The main landing gear doors consist of two sets of main gear doors. The gear doors are hinged at the sides and spring-loaded to the
open position. On landing gear retraction, two rollers on each landing gear engage the door actuating cams and pull the doors closed.
MAIN LANDING GEAR DOOR RIGGING

Prior to rigging the main gear doors, the landing gear must be properly rigged as instructed under the heading MAIN LANDING GEAR
RIGGING. The following adjustments are to be done in the sequence given. Each time a door linkage is readjusted, the overcenter
dimension, the tire clearance, and the snug fit of closed doors must be checked.
b. Remove the cotter pin, nut, washer and bolt connecting the main gear door link plate to the lower adjusting clevis.
c. Check the cam, link, and the upper and lower adjusting clevises for freedom of operation throughout normal travel.
d. If there is any indication of binding; check that the clevis attach bolts rotate with little pressure. If the bolt rotation requires excessive
pressure, remove the bolts and check for lack of lubrication or corrosion. Replace any corroded or worn bolt.
e. Connect the lower adjusting clevis to the link plate with the attaching bolt, washer, nut. Tighten the nut finger tight and install a new
cotter pin.
f. Refer to the Lubrication Schedule (Ref. Chapter 12-20-00) for the proper lubricant and lubricate the main gear door linkage as
required.
g. Make the following check with the gears fully extended and the link resting against the door hinge extrusion:
1. Place the edge of a straight edge on the centerline of the link attaching bolt connecting the lower adjusting clevis to the link plate
(Ref. Figure 215).
2. When the door is locked in the open position (Ref. Figure 212), check that the center of the upper bolt attaching the lower adjusting
clevis to the link is overcenter, but not more than 0.060 inch.
h. With the landing gear retracted, adjust the upper clevis connected to the cam until the door closes for a snug fit.
i. During gear retraction, check for a clearance of 0.040 to 0.080 inch between the door actuator roller and the adjusting block of the
cam. If necessary, loosen the two bolts securing the adjusting block and adjust the block until the proper clearance is obtained, then
tighten the two bolts to secure the adjusting block.
j. Check the cam, link, and pivots for proper alignment and freedom of movement. The cam slot must not bottom out on the actuator
roller when the gear is cycled.
Note: Adjust the door link only 1/4 turn at a time.

32-30-00-201 (Rev Nov 1/12)
k. Retract the gear and apply 25 pounds pressure to the lower center edge of the door during retraction. The door should clear the tire
by a minimum of 0.620 inch during the cycle. If the door clearance is sufficient, retract the gear and check that the doors are properly
closed. If the doors do not close flush, or are too tight, adjust the door linkage to obtain a proper fit by adjusting the upper and lower
pivots or by moving the slotted link plate on the door. Move the slotted link plate as follows:
1. Remove the center bolt and loosen the two outside bolts.
2. Tighten the two outside bolts to hold the link plate in its new position.
3. Cycle the gear and check that the doors close and are snug.
4. Use the existing hole in the door bracket as a pilot to drill a new center hole in the link plate.
Note: The link plate can be reused if the redrilled center hole (such as a hole in the shape of a figure eight) will provide
positive retention. However, if the circumference of the new hole in the link plate overlaps the circumference of
the old hole by two thirds or more, replace the link plate and drill a new hole for positive retention.
l. Check that the door linkage is properly overcenter in the open position by applying 25-pounds of pressure toward the gear at the
lower center edge of the door. This is to make sure that each door is sufficiently locked open to withstand the air load present during
takeoff and landing. Rerig the door if it folds under the 25-pound load.
m. Lubricate the door hinges and the actuator mechanism as instructed in the Lubrication Schedule (Ref. Chapter 12-20-00).
Note: Use a 28.25± 0.25 volt auxiliary power supply to operate the power pack during landing gear rigging.
Caution: To prevent serious damage to the pump, never operate the power pack without supplying 18 to 20 psi of regulated dry air
to pressurize the power pack reservoir in place of the engine air bleed. A capped cross, adjacent to the service valve, is
plumbed into the bleed air line to fill the reservoir as a connection point for pressurized air during ground operation of the
power pack assembly. To pressurize the system, remove the cap and connect the air supply to the cross fitting.
When cycling the landing gear with the power pack, allow a one minute cooling period between cycles; after five cycles,
allow a five minute cooling period.
Before removing the airplane from the jacks, make sure that the hand pump handle is in the stowed position, that the red
n. Cycle the landing gear several times with the power pack, checking each time that the doors close snug when the landing gear is
retracted and stay open when the landing gear is extended.
o. Remove airplane from the jacks.
NOSE LANDING GEAR RIGGING

Note: While rigging the nose landing gear, observe the landing gear components and hydraulic lines for any indication of
binding, dragging, interference, leakage, or questionable operation. Correct any problems as necessary.
b. Disconnect the nose gear actuator downlock switch wiring harness plug and the nose gear-down (drag leg) switch wiring harness plug
from the wheel well keel (left side).
c. Connect a TK1763-2/935 test box to the nose gear actuator downlock switch wiring plug and the nose gear-down (drag leg) switch
wiring plug (Ref. Figure 216).
d. Check the landing gear is down and locked in the fully down-and-locked position (4 green lights illuminated).
e. If only the nose gear actuator is being extended, apply 400 to 500 psi to the actuator and extend the landing gear to the fully down-
and-locked position.
f. Disconnect the nose gear doors from the actuating cam assemblies and move the doors out of the way.
g. Remove the nut, washer, and bolt attaching the actuator clevis to the drag leg yoke assembly.
Note: Actuators manufactured by Phoenix Controls must be adjusted in the unlocked condition or damage to the lock

32-30-00-201 (Rev Nov 1/12)
mechanism may occur.

h. Partially retract the actuator. This will unlock the actuator and clear the actuator clevis of the drag leg yoke.
i. Loosen the actuator clevis jam nut.
j. Apply a pressure of 400 to 500 psi to the actuator to make sure that the actuator is fully down and locked and that the four green lights
on the test box are illuminated.
k. Adjust the actuator extension as follows:
1. Maintain the actuator in the full down-and-locked position.
2. Hold the drag leg firmly against the down stops.
3. Measure and note the distance between the actuator clevis and the drag leg yoke attach hole centers.
4. Partially retract the actuator.
5. Loosen the actuator clevis jam nut.
6. Measure the distance from the actuator clevis attach hole center to the end of the actuator body.
7. Rotate the actuator clevis clockwise or couterclockwise until the distance noted in Substep 3. of this Step is obtained.
8. Extend the actuator to the fully down-and-locked position.
9. Hold the drag leg firmly against the stops.
10. With the drag brace leg against the stop bolts, rotate the clevis out until the clevis aligns with the hole in the yoke. Rotate the clevis
1/2 additional turn to extend the clevis for a slight preload.
11. Fully retract and extend the actuator and once more check for correct alignment between the yoke and the actuator clevis holes.
Note: The actuator clevis may be extended an additional 1/2 turn maximum to align the key washer slots on the clevis and
piston rod.
12. Connect the actuator clevis to the yoke with the attaching bolt, washer and nut. Tighten the nut finger tight and install a new cotter
pin.
13. Cycle the landing gear using the hand pump and check that the lower drag legs make contact with the stop bushings when the gear
is down and locked.
14. Hold the actuator piston rod in position and tighten the clevis jam nut 15 to 20 foot-pounds. Safety wire the jam nut to the key
washer.
15. Check the inspection hole in the piston rod to make sure that the clevis threads are visible through the piston rod inspection hole. If
the piston rod lacks an inspection hole, check for a maximum distance of 2.150 inches from the center of the clevis attaching hole to
the end of the piston rod.
l. To eliminate any side load on the actuator, the alignment of the actuator and yoke assembly to the upper and lower drag brace
assembly (Ref. Figure 218) must be checked as follows:
1. Remove the stop bolts attaching the yoke to the upper drag leg. Measure the space between the yoke and the drag leg on each side
of the yoke.
Note: To retract the nose gear actuator, a hydraulic pressure of 200 to 400 psig must be applied to the retract port to unlock
the internal locking mechanism.
2. Retract the actuator to the full retract position.
3. Manually push the nose landing gear to the retracted position and position the yoke in the installed position on the upper drag leg.
4. Measure the distance between the yoke and the drag leg on each side of the yoke.
Note: The yoke is offset to facilitate alignment and may be installed with the short leg on either side. If it is necessary to
change the position of the yoke for proper alignment, rotate the yoke and piston rod to the desired position as a unit.
Do not change the clevis adjustment set in Step k..
5. Install AN960-616 and/or AN960-616L washers on each side of the yoke to maintain alignment. Install a minimum of one AN960-616
or AN960-616L washer on each side of the yoke as required to obtain less than 0.030 inch end play, There must be no binding of the
yoke. Install the stop bolt, bushings, washer, and nut. If the alignment between the yoke and drag leg is such that at least one washer
will not fit on each side of the yoke, accomplish the following Steps:
a) Remove the actuator as instructed under the heading NOSE GEAR ACTUATOR REMOVAL.

32-30-00-201 (Rev Nov 1/12)
b) Add or remove shims from under the actuator bearing supports to correct actuator misalignment.
c) Install the actuator as instructed under the heading NOSE GEAR ACTUATOR INSTALLATION.
NOSE LANDING GEAR ACTUATOR ADJUSTMENT

While adjusting the nose gear actuator, observe the landing gear components and hydraulic lines for any indication of binding,
dragging, interference, leakage, or questionable operation. Correct any problems.
Note: The stroke length of the nose gear actuator is adjustable from 11.170 ± 0.120 inches. It is preset by the vendor at 11.170
and should not require any adjustment. If adjustment is necessary, the adjustment is made by increasing the stroke
length of the actuator which will decrease the clearance between the landing gear and the structure or by decreasing
the stroke length which will increase the clearance.
a. Apply clay in the upper wheel well panel depression that is above the shimmy damper piston rod when the nose gear is fully retracted.
b. Fully retract the nose gear, then extend the gear and measure the thickness of the clay at the impression left by the shimmy damper
piston rod. The clearance (represented by the thickness of the clay) between the shimmy damper piston rod and the depression in the
upper wheel well panel should be approximately 0.5 inch. Following any adjustment clearance should also be verified (with the gear in
the retracted position) between the nose actuator brackets and the upper drag leg by applying clay to the power end of the upper drag
leg (on legs next to the up switch) to confirm clearance exists. If necessary, adjust the actuator stroke as follows:
1. Remove the nose gear actuator from the airplane as instructed under the heading NOSE GEAR ACTUATOR REMOVAL.
2. Remove the safety wire and loosen the actuator end-cap jam nut. Rotate the actuator end-cap one full turn at a time until the proper
adjustment is obtained.
Note: The actuator end-cap may be rotated a maximum of two rotations in or out. When the actuator end-cap is rotated out,
the stroke length is increased, which will decrease the clearance between the shimmy damper piston rod and the
upper wheel well panel. The actuator end-cap must do the rotating, not the trunnion. Rotating the actuator end-cap in
will decrease the stroke length and increase the clearance. Each full turn of the actuator end-cap will change the
stroke length by 0.060 inch.
To make sure of proper alignment of the hydraulic plumbing to the shuttle valve located in the actuator end-cap, the
actuator end-cap must be rotated in 360-degree rotations only.
3. Measure the actuator stroke length to make sure that the stroke length is within the range of 11.050 to 11.290 inches.
4. After the stroke length is adjusted, tighten the end-cap jam nut 30 to 40 foot-pounds and safety wire.
5. Install the actuator as instructed under the heading NOSE GEAR ACTUATOR INSTALLATION.
c. Bleed the actuator as instructed under the heading FILLING AND BLEEDING THE LANDING GEAR HYDRAULIC SYSTEM.
d. Connect the door link assembly with the attaching bolt, washer, nut and cotter pin.
e. Adjust the drag brace downlock and uplimit switches (Ref. Chapter 32-60-00), and cycle the landing gear to check for proper operation
of the in-transit and gear-down lights.
f. Check the rigging of the doors as instructed under the heading NOSE LANDING GEAR DOOR RIGGING.
g. Lubricate the landing gear and drag brace hinge points (Ref. Chapter 12-20-00).
h. Remove the airplane from the jacks.
NOSE LANDING GEAR DOORS

The nose landing gear doors consist of two nose gear doors. The gear doors are hinged at the sides and spring- loaded to the open
position. As the gears are retracted, two rollers on each landing gear engage the door actuating cams and pull the doors closed.
NOSE LANDING GEAR DOOR RIGGING


32-30-00-201 (Rev Nov 1/12)
Prior to rigging the nose gear doors, the landing gear must be properly rigged as instructed in NOSE LANDING GEAR RIGGING.
b. Remove the cotter pin, nut, washers and bolt connecting the nose gear doors to the actuating cams. Move the doors out of the way.
Retract the nose gear to the full retracted position.
c. Push the doors up by hand to check for fit and clearance.
d. Check the cam and rollers for proper clearance (Ref. Figure 219) and freedom of operation.
e. Extend the gear and install the bolt, washes, nut and new cotter pin connecting the link assembly to the cam.
f. Adjust the link assembly so that the doors are held in an overcenter position. The door link assembly should be adjusted so that the
doors are in a slight overcenter position when the nose gear is down and locked.
g. Apply a force of approximately 25 pounds at the lower center of the door. The door mechanism should remain in the overcenter
position and keep the door open.
h. Retract the gears while applying a force of approximately 25 pounds at the lower center of the door during the retraction cycle. The
door should remain in the overcenter position and clear the fork by a minimum of 0.430 inch during the retraction cycle.
i. If further adjustment is required, the door link assembly should only be adjusted 1/2 turn at a time.
j. Lubricate the door hinges and actuating mechanism with the lubricants specified in the Lubrication Schedule (Ref. Chapter 12-20-00).
Caution: To prevent serious damage to the pump, never operate the power pack without supplying 18 to 20 psi of regulated dry air
to pressurize the power pack reservoir in place of the engine bleed air. A capped cross, adjacent to the service valve, is
plumbed into the bleed air line to the fill reservoir as a connection point for pressurized air during ground operation of the
power pack assembly. To pressurize the system, remove the cap and connect the air supply to the cross fitting.
When cycling the landing gear with the power pack, allow one minute cooling period between cycles and a five minute
period every five cycles.
Note: Use a 28.25± 0.25 volt auxiliary power supply to operate the power pack during landing gear rigging.
k. Cycle the landing gear several times with the power pack, checking each time that the doors close snuggly when the landing gear is
retracted.
l. Remove the airplane from the jacks.
HYDRAULIC LANDING GEAR PLUMBING LEAK TEST AND CLEANING

a. Low Pressure Test
1. Attach nitrogen cart to the extend, emergency extend, retract line and the hand pump suction line at the power pack.
2. Apply 150 psi pressure and close valve trapping pressure for five minutes.
3. There should be no pressure drop.
4. Apply leak detector fluid to connections to locate leaks.
b. Cleaning and Flushing
1. Bleed off pressure.
2. Disconnect the nitrogen cart and hook up the hydraulic test pump (air driven or hand pumped), (Ref. Figure 208) to the manifold.
3. Open one line at a time and measure from the down stream side.
4. Pump 1.5 pints of fluid through each line.
5. Do not re-use the fluid.
c. High Pressure Test

32-30-00-201 (Rev Nov 1/12)
1. Disconnect the extend line at the gear down port of the power pack and connect it to the test pump pressure hose.
2. Disconnect the retract line assembly at the gear up port of the power pack port and connect it to the return hose of the test pump.
3. Apply 1,850 psi pressure to the main extend lines for three minutes.
4. Visually inspect each connection or fitting in the landing gear extend lines (white) to make sure there is no leakage.
Note: A drop in pressure may occur due to allowable internal leakage in the actuators.
5. Change the test pump selector valve so that the landing gear retract lines are now pressurized and the landing gear extend lines are
the return to the reservoir of the test pump.
6. Apply 1,850 psi pressure to the main retract lines for three minutes.
7. The landing gear actuators will retract as the pressure is applied.
8. Visually inspect each connection or fitting in the landing gear retract lines to make sure there is no leakage.
9. If no leaks are found, relieve the test pressure.
10. Disconnect the tube assembly from the return to the reservoir of the test pump and connect it to the gear down port of the power
pack.
11. Change the test pump selector valve so that the landing gear retract lines are the return to the reservoir of the test pump.
12. With the service valve knob in the down position and the hand pump in the stowed position, connect the pressure hose to the suction
line at the power pack.
13. Disconnect the secondary extend line at the nose gear actuator and pump fluid through the system until the fluid flows until the fluid
flows from the nose gear line.
14. Connect the nose gear actuator and apply 1,850 psi pressure to the secondary extend system for five minutes.
15. The landing gear actuators will extend as the pressure is applied.
16. Visually inspect each connection or fitting in the emergency extend lines and the hand pump pressure (brown and white) lines to
make sure there is no leakage.
17. If no leakage is found, remove the hydraulic test pump and connect all components that were removed.
18. If leakage is discovered, relieve the test pressure and make sure there is no pressure in the hydraulic lines. After repairing the leak,
perform the part of the pressure test again that showed leakage.
REPAIR OF HYDRAULIC SYSTEM PLUMBING

Effective repair of damaged hydraulic plumbing lines used on the Super King Air 300 landing gear retraction and extension system may
be accomplished using "CryoFit" couplings, manufactured by Raychem Corp., 300 Constitution Drive, Menlo Park, CA 94025. Should
such repair be required, contact the Customer Service Department, Hawker Beechcraft Corporation. Wichita, KS 67201. You will be
advised of procedures for obtaining spare parts and personnel to train and guide your service staff in the correct technique for installation
of the "CryoFit" couplings.
Procedures for repairing hydraulic plumbing lines with "CryoFit" couplings are detailed in Chapter 29-00-00 of the Hawker Beechcraft
Corporation, King Air Series Component Maintenance Manual. These procedures however, should only be used by properly trained and
qualified personnel.

32-30-00-201 (Rev Nov 1/12)
Figure 201 : Sheet 1 : Fig 201 - Access Provisions for Landing Gear Components in LH Center Section

32-30-00-201 (Rev Nov 1/12)
Figure 202 : Sheet 1 : Fig 202 - Hydraulic Power Pack Installation

32-30-00-201 (Rev Nov 1/12)
Figure 203 : Sheet 1 : Fig 203 (Revised) - Sperry Vickers Valve Housing

32-30-00-201 (Rev Nov 1/12)
Figure 204 : Sheet 1 : Fig 204 (Revised) - Nose Landing Gear Actuator Installation

32-30-00-201 (Rev Nov 1/12)
Figure 205 : Sheet 1 : Fig 205 (Revised) - Emergency Extension Hand Pump Suction Line Filter Installation
HAND PUMP SUCTION LINE
POWER PACK
B
DETAIL A
FILL LINE
HAND PUMP SUCTION LINE

WITH FILTER ELEMENT
"B" NUT
DETAIL B BB32B
991418AA.AI

32-30-00-201 (Rev Nov 1/12)
Figure 206 : Sheet 1 : Fig 206 - Main Landing Gear Actuator Installation

32-30-00-201 (Rev Nov 1/12)
Figure 207 : Sheet 1 : Fig 207 - Landing Gear Service Valve

32-30-00-201 (Rev Nov 1/12)
Figure 208 : Sheet 1 : Fig 208 - Auxiliary Hydraulic Pumps

32-30-00-201 (Rev Nov 1/12)
Figure 209 : Sheet 1 : Fig 209 (Revised) - Emergency Extension Hand Pump

32-30-00-201 (Rev Nov 1/12)
Figure 210 : Sheet 1 : Fig 210 - Main Landing Gear Drag Brace

32-30-00-201 (Rev Nov 1/12)
Figure 211 : Sheet 1 : Fig 211 - Main Landing Gear
ACTUATOR DRAG LEG

CLEVIS SPAR FITTING
LANDING GEAR BRACE
FA32B
STANDARD LANDING GEAR 985490AB.AI

32-30-00-201 (Rev Nov 1/12)
Figure 212 : Sheet 1 : Fig 212 - Main Landing Gear Drag Brace/Actuator Clevis Assembly
ACTUATOR CLEVIS
ACTUATOR ROD IDLER LOCK LINK LOCK HOOK
IDLER STOP BLOCK DRAG BRACE ASSEMBLY LOCK PIN
FA32A
985491AA.AI

32-30-00-201 (Rev Nov 1/12)
Figure 213 : Sheet 1 : Fig 213 - Main Landing Gear Actuator Clevis
GREASE
FITTINGS
ACTUATOR CLEVIS
THREADED SHANK
ACTUATOR ROD
WASHER P/N AN960-816/816L

(QUANTITY AND THICKNESS, AS REQUIRED)
KEY WASHER P/N 101-810212-1
FA32B
985502AA.AI

32-30-00-201 (Rev Nov 1/12)
Figure 214 : Sheet 1 : Fig 214 - Main Landing Gear Drag Brace Assembly

32-30-00-201 (Rev Nov 1/12)

32-30-00-201 (Rev Nov 1/12)
Figure 215 : Sheet 1 : Fig 215 (Revised) - Main Landing Gear Door Rigging

32-30-00-201 (Rev Nov 1/12)
Figure 216 : Sheet 1 : Fig 216 - Nose Landing Gear Actuator Test Box Assembly

32-30-00-201 (Rev Nov 1/12)
Figure 217 : Sheet 1 : Fig 217 - Nose Landing Gear Alignment

32-30-00-201 (Rev Nov 1/12)

32-30-00-201 (Rev Nov 1/12)
Figure 219 : Sheet 1 : Fig 219 - Nose Landing Gear Door Rigging

32-30-00-201 (Rev Nov 1/12)
Figure 201 : Sheet 1 : Fig 201 - Access Provisions for Landing Gear Components in LH Center Section

32-30-00-201 (Rev Nov 1/12)
Figure 202 : Sheet 1 : Fig 202 - Hydraulic Power Pack Installation

32-30-00-201 (Rev Nov 1/12)
Figure 203 : Sheet 1 : Fig 203 (Revised) - Sperry Vickers Valve Housing

32-30-00-201 (Rev Nov 1/12)
Figure 205 : Sheet 1 : Fig 205 (Revised) - Emergency Extension Hand Pump Suction Line Filter Installation

32-30-00-201 (Rev Nov 1/12)
Figure 209 : Sheet 1 : Fig 209 (Revised) - Emergency Extension Hand Pump

32-30-00-201 (Rev Nov 1/12)
Figure 204 : Sheet 1 : Fig 204 (Revised) - Nose Landing Gear Actuator Installation

32-30-00-201 (Rev Nov 1/12)
Figure 206 : Sheet 1 : Fig 206 - Main Landing Gear Actuator Installation

32-30-00-201 (Rev Nov 1/12)
Figure 208 : Sheet 1 : Fig 208 - Auxiliary Hydraulic Pumps

32-30-00-201 (Rev Nov 1/12)
Figure 207 : Sheet 1 : Fig 207 - Landing Gear Service Valve

32-30-00-201 (Rev Nov 1/12)
Figure 210 : Sheet 1 : Fig 210 - Main Landing Gear Drag Brace

32-30-00-201 (Rev Nov 1/12)
Figure 215 : Sheet 1 : Fig 215 (Revised) - Main Landing Gear Door Rigging

32-30-00-201 (Rev Nov 1/12)

32-30-00-201 (Rev Nov 1/12)

32-30-00-201 (Rev Nov 1/12)
Figure 211 : Sheet 1 : Fig 211 - Main Landing Gear

32-30-00-201 (Rev Nov 1/12)
Figure 212 : Sheet 1 : Fig 212 - Main Landing Gear Drag Brace/Actuator Clevis Assembly

32-30-00-201 (Rev Nov 1/12)
Figure 213 : Sheet 1 : Fig 213 - Main Landing Gear Actuator Clevis

32-30-00-201 (Rev Nov 1/12)
Figure 216 : Sheet 1 : Fig 216 - Nose Landing Gear Actuator Test Box Assembly

32-30-00-201 (Rev Nov 1/12)

32-30-00-201 (Rev Nov 1/12)
Figure 219 : Sheet 1 : Fig 219 - Nose Landing Gear Door Rigging

32-40-00-001 (Rev Feb 1/11)
WHEEL AND BRAKES - DESCRIPTION AND OPERATION

MAIN WHEEL ASSEMBLIES
Two forged aluminum 6.50 X 8 wheels are installed on each main landing gear. Each wheel consists of an
inner and outer wheel half held together with seven bolts and nuts with one washer under each bolt head and
nut to prevent galling and stress concentration. A packing mounted in a groove on the inner wheel half seals
the wheel against air leakage when the wheel halves are joined together. Eight keyway liners bolted to each
inboard wheel half protect the wheel flange from damage that would be caused by the tangs on the rotating
brake discs. The wheels rotate on tapered roller bearings seated in bearing cups shrink-fitted into each
wheel half. Grease seals are installed over each wheel bearing. The wheel assemblies are retained on each
axle with washers, a nut, and a cotter pin.
NOSE WHEEL ASSEMBLY
One cast magnesium 6.50 X 10 wheel is installed on the nose landing gear on airplane prior to FA-137. An
aluminum wheel is installed on FA-137 and after and on airplanes with Kit No.101-8027 installed. The wheel
consists of an inner and outer wheel half held together with eight bolts and nuts, with one washer under each
bolt head and nut to prevent galling and stress concentration. An packing mounted in a groove on the inner
wheel half seals the wheel against air leakage when the wheel halves are joined together. The wheel rotates
on tapered roller bearings seated in bearing cups shrink-fitted into each wheel half. Grease seals are
installed over each wheel bearing. The wheel is retained on the axle by a washer, a spacer, a nut, and a
cotter pin.
TIRES
The nose landing gear wheel is equipped with a 22 X 6.75 X 10, 8-ply-rated, tubeless tire.
Each main landing gear wheel is equipped with a 19.5 X 6.75 X 8, 10-ply-rated, tubeless, rim-inflated tire.
HYDRAULIC BRAKE SYSTEM
The dual hydraulic brakes are operated by depressing the toe portion of either the pilot's or copilot's rudder
pedals. The depression of either set of pedals compresses the piston rod in the master cylinder attached to
each pedal. The hydraulic pressure resulting from the movement of the pistons in the master cylinders is
transmitted through flexible hoses and fixed aluminum tubing to the disc brake assembly on each main
landing gear wheel. Braking action occurs when hydraulic pressure at the brake pistons forces the disc
stacks of each brake assembly together, creating friction between the rotating discs and the stationary
components of the brake assembly. Hydraulic fluid is supplied to the master cylinders from a reservoir
accessible through the nose avionics compartment door (Ref. Figure 1).
PARKING BRAKE VALVES
Dual parking brake valves are plumbed in the lines between the master cylinders of the copilot's rudder pedals and the wheel
brakes. The two lever type valves are located on the aft side of the forward pressure bulkhead forward of the pilot's rudder pedals. A
push-pull cable attached to the valve control levers is connected to a control knob below the pilot's outboard subpanel. After the
brake pedals have been depressed to build up pressure in the brake lines, both valves can be closed simultaneously by pulling out
the parking brake control cable knob. The valves then close to retain the pressure that was previously pumped into the brake lines.
The parking brake is released when the brake pedals are depressed briefly to equalize the pressure on both sides of the valves and
the parking brake knob is pushed in.
BRAKE ASSEMBLY
The airplane is equipped with four hydraulically operated brake assemblies. Each main landing gear incorporates two multi-disc,
metallic-lined brake assemblies, one on each side of the strut. The two are hydraulically interconnected by an inlet swivel fitting. Each
brake assembly contains two inlet ports; a bleeder valve is installed in one port and an inlet fitting is installed in the other port. The
brake assemblies can be interchanged by changing the locations of the inlet and bleeder fittings.
Each brake assembly contains stacked discs that are keyed to rotate with the wheel and a pressure plate and backplate that are

32-40-00-001 (Rev Feb 1/11)
bolted to the brake housing. Braking action occurs when hydraulic pressure is applied to the three pistons in the brake housing. The
pistons force the disc pads to press the disc stack together and create friction between the rotating discs and the stationary
components of the brake. Automatic adjuster assemblies adjust the position of each pressure plate as the disc pad wears.

32-40-00-001 (Rev Feb 1/11)
Figure 001 : Sheet 1 : Fig 1 - Brake System

32-40-00-001 (Rev Feb 1/11)
Figure 001 : Sheet 1 : Fig 1 - Brake System

32-40-00-101 (Rev Feb 1/11)
WHEEL AND BRAKES - TROUBLESHOOTING
Chart 101
Troubleshooting Brake System
INDICATION PROBABLE CAUSE REMARKS

1. Solid pedal and no brakes. a. Brake lining worn beyond allowable limit. a. Replace brake lining.
2. Spongy brake. a. Air in system. a. Bleed the brake system.
3. Unable to hold pressure. a. Leak in brake system. a. Visually check entire system for evidence of
leaks.
b. Check master cylinder seals, replace if scored.
4 Parking brake will not hold. a. Air in system. a. Bleed the brake system.
b. Defective parking brake valve. b. Replace parking brake valve.
c. Control cable out of adjustment. c. Adjust cable.
5. Brakes grab. a. Stones or foreign matter locking brake disc. a. Remove foreign matter from brake discs.
b. Warped or bent disc. b. Replace disc.

32-40-00-201 (Rev Feb 1/11)
WHEELS AND BRAKES - MAINTENANCE PRACTICES

WHEEL AND BRAKE SERVICING
For detailed information relating to the proper inspection and repair procedures for the wheels and brakes, refer to the King Air Series
Component Maintenance Manual.
TIRES
Refer to Chapter 12-20-00 for tire inflation pressures and all servicing of the tires.
BRAKE SYSTEM SERVICING

Brake system servicing is limited primarily to maintaining the hydraulic fluid level in the reservoir mounted in the upper LH corner of the
aft bulkhead of the nose avionics compartment. When checking the level after performing maintenance on the brake system, add a
sufficient quantity of hydraulic fluid ( 27, Chart 1, 91-00-00) to fill the reservoir within 1.0 inch of the top of the reservoir (see level marked
on the dipstick).
BRAKE FLUID RESERVOIR PRESSURE EQUALIZATION ORIFICE CLEANING

Contaminants in cabin air (fuzz, lint, nicotine, tar, etc) can find their way into the orifice installed in the pressure equalization line and
eventually reduce the orifice so that excessive air is diverted into the brake fluid reservoir, causing excessive pressure to be applied to
the master cylinders. Clean the orifice at the time intervals designated in Chapter 12-10-00.
BRAKE SYSTEM BLEEDING

Brake system bleeding will be required whenever the system is opened at any point between the master cylinder and the wheel brake
assembly, whenever the brakes become spongy in service, or whenever the parking brakes will no longer hold In the latter instance, the
system should be further checked for leakage.
Use only hydraulic fluid ( 27, Chart 1, 91-00-00) in the brake system and ensure that no dirt or foreign matter is allowed to get into the
brake system Dirt can get under seals and cause leaks or clog the compensating ports in the master cylinders and cause the brakes to
lock.
Hawker Beechcraft recommends the use of pressure pot brake bleeding If the pressure pot bleeding method is not available, electric
bleeding is recommended Use the gravity method only if the recommended methods are not available If the gravity system is used,
pressure bleed the brakes at the earliest possible time Using any method, the parking brake lever and toe brake pedals must both be
fully released to open the compensating ports in the brake master cylinders.
If the brakes feel soft or “spongy“ after the bleeding operation, air may be trapped in the cylinders. Remove the brake and lay it on its
side Add brake fluid as needed through the bleed port and tap the brake lightly with a rubber hammer to dislodge any air bubbles. When
air bubbles no longer appear at the port, install the brake and repeat the bleeding procedure.
GRAVITY BLEEDING
This method of bleeding is done from the master cylinder down to the brake assembly The brake fluid reservoir must be kept full during
the bleeding operation. The entire system may be bled by operating the pilot's brake pedals because the pilot's and copilot's master
cylinders are plumbed in series. Bleed the system as follows:
a. Open the bleeder valve on one brake assembly sufficiently to allow air to escape from the brake assembly.
b. Slowly depress the pilot's brake pedal corresponding to the brake being bled. Depress the pedal slowly and steadily to eliminate air
trapped in the system.
c. Hold the brake pedal in the depressed position and close the bleeder valve. Ensure there is no leakage at the brake bleeder.
d. Release the brake pedal.
e. Repeat Steps a., b., c., and d. until no more air bubbles appear in the drained fluid.
f. Open the bleeder valves on the other brake and repeat Steps a., b., c., and d. depressing the other brake pedal until no more air
bubbles appear in the drained fluid.
g. Tighten the bleeder valve and ensure there is no leakage at any bleeder valve.
h. Check the brake reservoir fluid level and add hydraulic fluid ( 27, Chart 1, 91-00-00) as required to obtain a full reading.
i. Check the brakes for proper operation. When the brake pedals are depressed there should be no spongy feeling and the pedal
pressure should be equal for both brakes.
PRESSURE BLEEDING
Pressure bleeding is the most efficient method of bleeding the brake system. This procedure involves attaching a pressure pot or an
electric bleeder to the bleeder assembly and back bleeding the system to the fluid reservoir Procedures for utilizing the pressure pot
and the electric bleeder are outlined below.
BRAKE BLEEDING (USING A PRESSURE POT)

32-40-00-201 (Rev Feb 1/11)
a. Disconnect the pressure equalization line from the reservoir and attach an extension line approximately three feet in length.
b. Place the end of the extension line in a clean receptacle to collect the brake fluid overflow.
c. Remove the bleeder valve and the adapter from the bleeder side of each brake assembly. Install an AN815-4 fitting into the swivel
fitting on each brake assembly.
d. Connect the pressure line on the pressure pot to the AN815-4 fitting on the swivel fitting.
e. Apply a constant pressure of approximately 15 pounds to the pressure pot. Open the pressure pot control valve.
f. Bleed the system until the draining fluid is free of air bubbles.
g. Close the pressure pot valve. Disconnect the pressure lines from the bleeder swivel fitting and install a new packing and the bleeder
valve and adapter into the swivel fitting.
h. Remove the extension line from the pressure equalization port on the reservoir.
i. Connect the pressure equalization line to the reservoir.
j. Remove the cap from the hydraulic fluid reservoir and add hydraulic fluid ( 27, Chart 1, 91-00-00) as required to obtain a full reading.
k. Check the operation of the brakes. There should be no soft or spongy feeling at the brake pedals and the pedal pressure should be
equal on the LH and RH brakes.
BRAKE BLEEDING (USING AN ELECTRIC BLEEDER)

a. Disconnect the pressure equalization line from the reservoir and attach the electric bleeder fluid return to the reservoir (Ref. Figure
201).
b. Remove the bleeder valve and the adapter from the bleeder side of each brake assembly. Install an AN 815-4 fitting into the swivel
fitting on each brake assembly.
c. Connect the infusion line on the electric bleeder to the AN815-4 fitting on the swivel fitting.
d. Activate the bleeder and set the relief valve to approximately 15 pounds; this may be ascertained by observing the pressure gage
prior to opening the electric bleeder control valve.
e. Open the electric bleeder control valve and observe the returning fluid through the inline sight glass. Pumping the pilot's and
copilot's pedals during the bleeding process may help to dislodge any air bubbles trapped in the master cylinders.
f. When the returning fluid shows no further evidence of air bubbles, close the electric bleeder control valve.
g. Disconnect the fluid infusion lines from the bleeder swivel fitting. Install a new packing and the bleeder valve and adapter into the
swivel fitting.
h. Disconnect the fluid return line from the brake fluid reservoir and reconnect the pressure equalization line.
i. Check the brake fluid level and add hydraulic fluid ( 27, Chart 1, 91-00-00) as required to obtain a full reading.
j. Check the operation of the brakes. When the brake pedals are depressed there should be no spongy feeling and the pedal pressure
should be equal on both brakes.
BRAKE MASTER CYLINDER REMOVAL

a. Bleed the hydraulic fluid from the brake system (Ref. Figure 202).
b. Remove the floorboards from around the master cylinder.
c. Disconnect and plug the brake lines at the cylinder. Tag the lines for identification.
d. Remove the attaching cotter pins, washers, and clevis pins at the upper and lower end of the master cylinder. Remove the cylinder.
BRAKE MASTER CYLINDER INSTALLATION

a. Place the brake master cylinder in position on the rudder pedal and install the attaching clevis pins, washers, and cotter pins (Ref.
Figure 202).
b. Connect the brake lines to the master cylinder.
c. Install the floorboards.
d. Bleed the brake system as described in this chapter.

32-40-00-201 (Rev Feb 1/11)
ADJUSTMENT OF THE MASTER CYLINDER LINKAGE

a. Loosen the locknut on the piston shaft (Ref. Figure 202).
b. Remove the cotter pin, washer, and clevis pin attaching the master cylinder clevis to the rudder pedal. Slide the clevis free of the lug on
the rudder pedal.
c. The length of the cylinder assembly can be adjusted by turning the clevis on the piston shaft. Adjust the clevis so that the distance
between the centers of the attachment points at the top and bottom of the cylinder is nine inches. The length of the cylinder should be
adjusted so that the piston does not “bottom“ when the brake is applied.
Note: The above adjustment must be maintained for correct operation of the master cylinder. Do not readjust the overall
dimension between centers of the clevis hole and the master cylinder mounting pivot hole to accommodate physical
stature of operating personnel.
d. Move the master cylinder clevis into position to mate with the lug on the rudder pedal and install the clevis pin, washer, and cotter pin.
e. Tighten the clevis locknut.
f. Check the upper and lower attachment points of the master cylinder to ensure that there is no interference with the attachment lugs on
the rudder pedal.
PARKING BRAKE VALVE REMOVAL

a. Bleed the hydraulic fluid from the brake system (Ref. Figure 203).
b. Remove the floorboard located adjacent to the pilot's rudder pedals to gain access to the brake valves.
c. Remove safety wire and the two screws connecting the control cable to the link.
d. Disconnect the hydraulic lines from the valves and plug the lines.
e. Remove the bolts securing the valves to the forward pressure bulkhead and remove the valves from the airplane.
f. Cut the safety wire and remove the screws attaching the valve control levers to the link.
PARKING BRAKE VALVE INSTALLATION

a. Connect the valve control levers to the link with the screws and safety wire (Ref. Figure 203).
b. Position the valves on the forward pressure bulkhead and secure the valves with the attaching bolts.
c. Insert the end of the control cable into the link and secure with the screws and safety wire.
d. Connect the hydraulic lines to the valves.
e. Bleed the brakes as described in this chapter
f. Adjust the parking brake control cable as instructed in this chapter.
g. Install the floorboard.
ADJUSTMENT OF PARKING BRAKE CONTROL CABLE

Note: Overhaul of the parking brake valves is not recommended. If leakage is encountered, replace the valve.
To ensure proper operation of the parking brake valves, it is important that the full travel of the valves be maintained. Adjust the control
cable as follows:
a. Remove the floorboard adjacent to the pilot's rudder pedals (Ref. Figure 203).
b. Loosen the screws securing the phenolic blocks to the forward pressure bulkhead and position the cable housing in the blocks until the
valves can be fully opened by pushing in the control knob to its stop. Tighten the bolts.
c. Pull the control knob out and check that the valves close fully.
d. If necessary, loosen the bolts and reposition the cable housing in the blocks until the valves open and close fully.
e. Install the floorboard adjacent to the pilot's rudder pedals.
NOSE WHEEL REMOVAL

a. Remove the cotter pin, axle nut, washer and spacer from the axle (Ref. Figure 204).

32-40-00-201 (Rev Feb 1/11)
Caution: Use care when removing all internal and external nose wheel components to avoid damaging the axle surface and/or nicking
the axle threads.
b. Remove the outer grease seal and the bearing cone and remove the wheel and tire from the axle.
c. Remove the inner bearing cone and the grease seal from the axle.
NOSE WHEEL INSTALLATION

a. Pack grease (125, Chart 1, 91-00-00) into the inner and outer bearing cones and smear grease on the ends of the rollers. Spread an
adequate coat of grease on the surface of the bearing cups (Ref. Figure 204).
Caution: Aeroshell Grease 5 and MIL-G-81322 grease are not compatible; DO NOT MIX. If the grease is changed, make certain that all
the affected components are thoroughly cleaned before relubrication.
b. Check the axle and nut for burrs or rough threads.
c. Carefully place the inner grease seal on the axle against the axle shoulder with the lips of the seal facing the bearing. Place the inner
bearing cone on the axle against the seal, place the wheel and tire on the axle, and seat the bearing cone in the cup. Install the outer
bearing cone on the axle and seat the cone in the outer bearing cup.
d. Install the outer grease seal on the axle with the lips of the seal facing the bearing.
e. Apply an adequate coat of grease (125, Chart 1, 91-00-00) to the threads of the axle and the nut and install the axle nut, washer, and
spacer on the axle. This grease must be identical to the grease used on the wheel bearings.
f. Tighten the axle nut 150 to 200 inch-pounds torque while rotating the wheel to ensure proper seating of the bearings.
g. Back off the axle nut to zero torque, then torque the nut to 30 inch-pounds while rotating the wheel. Check to see that there is no side
motion of the wheel.
h. Install the cotter pin. If the holes in the axle and the nut do not align, tighten the nut to the next available keying position.
BRAKE WEAR LIMITS

To check the total disc wear, measure the distance between the back of the pressure plate and the brake housing as shown in Figure
205. If this dimension is 0.200 inch or greater, the brake assembly should be removed from the landing gear and the individual discs
should be checked for wear as outlined in the King Air Series Component Maintenance Manual. Overhaul the brake assembly if required.
MAIN WHEEL AND BRAKE REMOVAL

a. Remove the screws securing the hubcaps to the wheels and remove the hubcaps and gaskets (Ref. Figure 206).
b. Remove the cotter pin, nut and washers securing each wheel and tire to the axle. When removing the wheels and tires from the axle, be
careful not to drop or damage the grease seals and bearing cones.
Caution: Use care when removing all internal and external wheel components to avoid damaging the axle surface and/or nicking the
axle threads.
c. Disconnect the brake hydraulic line from the inlet swivel fitting and cap the line and fitting.
Note: On airplanes with brake deice installed, remove the deice manifold as instructed in 32-41-00.
d. Remove the inboard and outboard brake assemblies, being careful not to drop or damage the inlet swivel fitting and the bleeder
assembly.
MAIN WHEEL AND BRAKE INSTALLATION

a. a. Apply an adequate coat of grease (125, Chart 1, 91-00-00) to the inside diameter of the inboard brake housing and on the axle prior
to installation. Position the inboard brake assembly on the shock strut axle (Ref. Figure 206).
b. Using hydraulic fluid ( 27, Chart 1, 91-00-00), lubricate the inlet fitting packings, the bleeder assembly packings, and the grooves in the
inlet fitting and bleeder assembly. Lightly lubricate the surfaces next to the grooves.
c. Install the inlet fitting and the bleeder assembly on the inboard brake assembly, being careful not to displace or damage the packings.
d. Apply an adequate coat of grease (125, Chart 1, 91-00-00) to the inside diameter of the outboard brake housing and to the axle.
Position the spacer and the outboard brake assembly on the piston and axle assembly. Carefully mate the inlets on the outboard brake
with the inlet fitting and the bleeder assembly, being careful not to displace or damage the packings.
e. Ensure that both brake assemblies are correctly seated on the piston and axle assembly and that the inlet fitting swivels freely.
Note: On airplanes with brake deice installed, install the deice manifold as instructed in 32-41-00.

32-40-00-201 (Rev Feb 1/11)
f. Connect the hydraulic brake fluid line to the inlet fitting.

g. Pack grease (125, Chart 1, 91-00-00), into the bearing cones and smear grease on the ends of the rollers. Spread an adequate coat
of grease on the surface of the bearing cups and the lips of the grease seals .
Caution: Aeroshell Grease 5 and MIL-G-81322 grease are not compatible, DO NOT MIX. If the grease is changed, make certain that all
the affected components are thoroughly cleaned before relubrication.
h. Check the axle and nut for burrs or rough threads.
i. Apply grease ( 17, Chart 1, 91-00-00) or the preferred Aeroshell Grease 5 ( 75, Chart 1, 91-00-00) to the axle threads and all bearing
surfaces of the washer, spacers, and nut. This grease must be identical to the grease used on the wheel bearings.
j. Install the bearing cone on the axle. The lips of the grease seal must be toward the wheel.
k. Place the wheel and tire on the axle and install the outer bearing cone and grease seal.
Caution: Make sure that the grease seals are not damaged and are properly seated against the bearing cups in the wheel.
l. Install the spacers and washer on the axle. Place the axle nut on the axle and tighten 150 to 200 inch-pounds torque while rotating the
wheel to ensure proper seating of the bearings.
m. Back off the axle nut to zero torque, then torque the nut to 40 inch-pounds while rotating the wheel.
n. Install the cotter pin. If the holes in the nut and the axle do not align, tighten the nut to the next available keying position.
o. Secure the hubcap and gasket to the wheel with the three screws.
p. Repeat Steps g. through o. to install the opposite wheel and tire.
q. Bleed the brake system as described in this chapter.

32-40-00-201 (Rev Feb 1/11)
Figure 201 : Sheet 1 : Fig 201 (Revised) - Pressure Bleeding the Brake System

32-40-00-201 (Rev Feb 1/11)
Figure 202 : Sheet 1 : Fig 202 (Revised) - Brake Master Cylinder

32-40-00-201 (Rev Feb 1/11)
Figure 203 : Sheet 1 : Fig 203 (Revised) - Parking Brake Valves and Control Cable Adjustment

32-40-00-201 (Rev Feb 1/11)
Figure 204 : Sheet 1 : Fig 204 (Revised) - Nose Wheel

32-40-00-201 (Rev Feb 1/11)
Figure 205 : Sheet 1 : Fig 205 (Revised) - Brake Wear Limits

32-40-00-201 (Rev Feb 1/11)
Figure 206 : Sheet 1 : Fig 206 (Revised) - Main Wheel and Brakes

32-40-00-201 (Rev Feb 1/11)
Figure 201 : Sheet 1 : Fig 201 (Revised) - Pressure Bleeding the Brake System

32-40-00-201 (Rev Feb 1/11)
Figure 202 : Sheet 1 : Fig 202 (Revised) - Brake Master Cylinder

32-40-00-201 (Rev Feb 1/11)
Figure 203 : Sheet 1 : Fig 203 (Revised) - Parking Brake Valves and Control Cable Adjustment

32-40-00-201 (Rev Feb 1/11)
Figure 204 : Sheet 1 : Fig 204 (Revised) - Nose Wheel

32-40-00-201 (Rev Feb 1/11)
Figure 205 : Sheet 1 : Fig 205 (Revised) - Brake Wear Limits

32-40-00-201 (Rev Feb 1/11)
Figure 206 : Sheet 1 : Fig 206 (Revised) - Main Wheel and Brakes

32-60-00-001 (Rev Aug 1/11)
POSITION AND WARNING - DESCRIPTION AND OPERATION

Visual indication of the landing gear position is provided by two red in-transit lights, located in the landing gear control switch handle, and a
green GEAR DOWN indicator light assembly labelled NOSE - L - R, located adjacent to the landing gear control switch (on the pilot's
inboard subpanel) (Ref. Figure 1). Illumination of the red in-transit lights indicates that the landing gear is extending or retracting or that
the gear is not all locked in the down position or not making full up travel; the lights extinguish when the gear is up. Illumination of a green
GEAR DOWN light indicates that the landing gear is down and locked. The red lights in the control handle can be checked by pressing the
HDL LT TEST push-button switch located to the right of the landing gear control switch. To check the GEAR DOWN lights, press the light
assembly case.
Power for the in-transit and GEAR DOWN lights is drawn from a 5-ampere LANDING GEAR - IND circuit breaker on the right side circuit
breaker panel. A circuit (Ref. Figure 2) to the in-transit lights is completed through the drag brace downlock and up-position switches of
each landing gear. The up-position switches are located in the upper part of each wheel well. A circuit to the GEAR DOWN lights is
completed through the drag brace downlock switches of each landing gear. When the landing gear is in the fully retracted position, each
landing gear strut actuates its respective up-position switch to open the circuit to the in-transit lights. The in-transit lights will remain
illuminated until all three landing gears are fully retracted. As soon as the landing gear moves from the fully retracted position, each
landing gear strut actuates its respective up-position switch to illuminate the in-transit lights. The in-transit lights go out when the drag
brace of each landing gear actuates its respective downlock switch to open the circuit to the in-transit lights and complete the circuit to the
GEAR DOWN light; illumination of the nose gear-down light requires that the nose gear actuator downlock switch also be actuated.
A landing gear aural warning system is provided to warn the pilot that the landing gear is not down and locked during specific flight
regimes. With either or both power levers retarded below 84% to 86% N 1, the warning horn will sound intermittently and the in-transit lights
will illuminate. If the flaps are in the UP or APPROACH position, the horn can be silenced by pushing the GEAR WARN SILENCE button
adjacent to the landing gear control switch; the in-transit lights in the landing gear control switch handle cannot be extinguished. If the
warning horn has been silenced, the landing gear warning system will be rearmed when the power lever(s) are advanced sufficiently. With
the flaps beyond the APPROACH position, the warning horn and in-transit lights will be activated regardless of the power settings and
cannot be cancelled.
Testing of the landing gear warning system can be accomplished with the warning test switch on the co-pilot's inboard subpanel. When the
switch is set to the landing gear position, the warning horn sounds and the in-transit lights illuminate.
To prevent accidental gear retraction on the ground, the safety switch on the right main landing gear strut breaks the control circuit
whenever the strut is compressed.
Caution: Never rely on the safety switch to keep the gear down while taxiing or on landing or take off roll. Always check the position of
the landing gear control switch handle.
The right side safety switch also actuates a solenoid-latched downlock hook that prevents the landing gear handle from being placed in the
UP position when the airplane is on the ground. The hook automatically unlocks when the airplane leaves the ground, but can be manually
overridden by pushing down on the red button placarded DN LCK REL.

32-60-00-001 (Rev Aug 1/11)
Figure 001 : Sheet 1 : Fig 1 - Landing Gear Position and Warning System

32-60-00-001 (Rev Aug 1/11)
Figure 002 : Sheet 1 : Fig 2 - Landing Gear Position and Warning System Electrical Schematic

32-60-00-001 (Rev Aug 1/11)
Figure 001 : Sheet 1 : Fig 1 - Landing Gear Position and Warning System

32-60-00-001 (Rev Aug 1/11)
Figure 002 : Sheet 1 : Fig 2 - Landing Gear Position and Warning System Electrical Schematic

32-60-00-101 (Rev Aug 1/11)
POSITION AND WARNING - TROUBLESHOOTING

Refer to Chart 101, Chart 102 and the Hawker Beechcraft Super King Air 300 Series Wiring Diagram Manual
to troubleshoot the in-transit lights, the downlock lights, and the warning system.
Chart 101
Troubleshooting - Landing Gear Warning System
Warning Does Not Sound When Conditions Dictate
Step 1 Do speakers test faulty. YES Replace speaker.

NO Proceed to Step 2.
Step 2 Is LNDG GEAR WARN HORN circuit breaker open. YES Close circuit breaker. Correct short, if necessary.
Step 3 Does warning circuit test OK. YES Proceed to Step 4.
NO Correct lack of continuity thru warning PCB.
Step 4 Are flap or throttle switches out of adjustment, worn or burned YES Adjust or replace switch.
out.
Step 5 Are downlock switches out of adjustment, worn or burned out. YES Adjust or replace switch.
NO Correct lack of continuity. If no continuity thru warning PCB,
replace.
Chart 102
Troubleshooting - Landing Gear In-Transit and Downlock Lights
Lights Do Not Illuminate
Step 1 Do indicator bulbs test faulty. YES Replace bulb.

Step 2 Is LANDING POS IND circuit breaker open. YES Close circuit breaker. Correct short.
Step 3 Are up-position or downlock switches out of adjustment, worn YES Adjust or replace switch.
or burned out.
Step 4 Is there an open circuit between circuit breaker and in-transit YES Correct lack of continuity in in-transit light circuit.
lights.
Step 5 Is there an open circuit between circuit breaker and gear down YES Correct lack of continuity in gear down light circuit.
lights.

32-60-00-201 (Rev May 1/14)
POSITION AND WARNING - MAINTENANCE PRACTICES

It is recommended that a test circuit be used to make sure of the proper operation of the downlock and up position switches installed on
the nose gear and the main gear. The nose gear actuator downlock switch, the nose gear drag brace switch and the up position switches
are tested with the TK1763-2/935 test box. The main gear downlock switches and the safety switches are tested with the TK1763-5/935
test box. These boxes can be purchased from The Beechcraft Corporation Commercial Product Support Parts and Equipment Marketing.
Schematics and materials required to build the test circuits are shown in Figure 202 and Figure 203.
NOSE GEAR DRAG BRACE DOWNLOCK SWITCH ADJUSTMENT

Before attempting any adjustment of the switch, the landing gear must be rigged correctly. Refer to Chapter 32-30-00 to rig the landing
gear. When the landing gear is rigged correctly and the nose gear downlock switches are adjusted correctly, the drag brace downlock will
actuate before the actuator downlock switch actuates. Adjust the downlock switch on the nose gear brace as follows:
Caution: Use of the emergency hand pump, a TK229/939 or TK229-1/939 pump (or their equivalent) is recommended for retracting or
extending the landing gear while adjusting the drag brace downlock switch. The procedure for using the pumps can be found
under LANDING GEAR RIGGING in Chapter 32-30-00.
a. Place the airplane on jacks (Ref. Chapter 7-00-00). All tires must clear the floor.
b. Disable the landing gear doors by disconnecting from the actuating cams.
c. Disconnect the drag brace downlock switch connector and the actuator downlock switch connector and connect to the applicable
TK1763-2/935 test box connectors (Ref. Figure 202).
d. The green NOSE ACT lights on the test box should illuminate as the actuator piston is extended to the down and locked position.
e. Position the adjustable stop with approximately 0.25 inch of threads exposed (Ref. Figure 201).
f. Install the switch so that the plunger contacts the head of the adjusting bolt but does not compress the plunger.
g. Secure the switch with the locking nuts and safety wire.
h. Set the switch (S1) on the test box to DRAG LEG.
i. Turn the adjusting bolt out until the green lights on the test box illuminate. If using an ohmmeter, it should indicate continuity after
connecting the wire leads to pins "D" and "F".
j. Turn the adjusting bolt out two additional full turns ( 0.071 inch) for switch overtravel.
k. Using the hand pump, cycle the gear to unlock and back to lock while monitoring the lights on the test box. Adjust the stop bolt as
required to make sure that the drag brace down lock lights (green) on the test box illuminate before the actuator downlock lights (green)
illuminate. If using two ohmmeters, connect the wire leads to pins "B" and "C" on the actuator downlock switch connector. The ohmmeter
connected to the drag brace switch connector should indicate open before the ohmmeter connected to the actuator switch connector.
Note: The nose gear downlock switches must actuate in the proper sequence to allow the downlock indicator lights to
operate and to allow the pump motor on the hydraulic power pack to shut off correctly.
l. As the gear is cycled to unlock, the red lights on the test box should illuminate. If using an ohmmeter, it should indicate an open circuit.
Note: Excessive compression or bottoming out of the switch plunger may cause damage to the switch.
m. Disconnect the test box or the ohmmeters from the switch connectors and install the connectors in the airplane.
n. Cycle the gear and check for proper operation of the GEAR DOWN light, located on the pilot's inboard subpanel, and the landing gear
warning horn. Operate the gear through at least one complete cycle.
Caution: To prevent serious damage to the pump, never operate the power pack without supplying 18 to 20 psig of regulated dry air
to pressurize the power pack reservoir during ground operation of the power pack assembly. Connect the air source as
instructed in Chapter 32-30-00.
cooling period after five cycles.
o. Connect the landing gear doors to the actuating cams and remove the airplane from the jacks.
UP POSITION SWITCH ADJUSTMENT (NOSE AND MAIN GEAR)

Before adjusting any one of the up position switches, the landing gear must be rigged correctly (Ref. Chapter 32-30-00).
Caution: Use of emergency hand pump, a TK229/939 or TK229-1/939 pump (Special Tools, Chapter 12-20-00) or their equivalent, is
recommended for retracting or extending the landing gear while adjusting the up position switch es. The procedure for using
the pumps can be found under LANDING GEAR RIGGING (Ref. Chapter 32-30-00).

32-60-00-201 (Rev May 1/14)
c. Make sure that the landing gear is fully retracted before adjusting any one of the up position switches.
d. Disconnect the switch connector and install it on the applicable plug on the TK1763-2/935 test box (Ref. Figure 202).
e. Set the switch (S1) on the test box to UPLOCK.
f. Loosen the locking nut that holds the switch in position. Adjust the switch so that the green lights on the test box illuminate. If using an
ohmmeter, it should indicate continuity when the wire leads are connected to pins " A" and "C".
g. Turn the adjusting nut an additional 2 turns ( 0.083 inch) for overtravel and secure the switch using the locking nuts and safety wire.
h. Check for proper orientation of the in-transit lights located in the landing gear control switch handle. Operate the gear through at least
one complete cycle.
i. Connect the landing gear doors to the actuating cams and remove the airplane from the jacks.
MAIN LANDING GEAR DOWNLOCK SWITCH ADJUSTMENT

Note: Before adjusting the downlock switch, the landing gear must be rigged correctly (Ref. Chapter 32-30-00).
Caution: Use of emergency hand pump, a TK229/939 or TK229-1/939 pump (Special Tools, Chapter 12-20-00) or their equivalent, is
recommended for retracting or extending the landing gear while adjusting the up position switch. The procedure for using the
pumps can be found under LANDING GEAR RIGGING (Ref. Chapter 32-30-00).
c. Disconnect the switch connector and connect it to the applicable TK1763-5/935 test box connector (Ref. Figure 203).
d. Make sure the landing gear is down and locked.
e. Loosen the lock nut on the switch and back the switch out to the point that the plunger is contacted, but not compressed.
f. Adjust the switch until the green lights on the test box illuminate. If using an ohmmeter, it should indicate continuity when the wire leads
are connected to pins "T" and "D".
g. Turn the adjusting nut three additional full turns for switch overtravel ( 0.125 inch)
h. Tighten the locking nuts to hold the switch in position and safety wire.
i. Disconnect the test box or ohmmeter from the downlock switch connector and install the system connector.
j. Operate the gear through at least one complete cycle, and check for proper operation of the GEAR DOWN light and the landing gear
warning horn.
k. Connect the landing gear doors to the actuating cams, and remove the airplane from the jacks.
MAIN LANDING GEAR SAFETY SWITCH ADJUSTMENT

This procedure is applicable to the right side and left side safety switches.
Warning: When performing maintenance on a hydraulically operated landing gear system, be aware that any movement of a

32-60-00-201 (Rev May 1/14)
Warning: 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, place the
airplane on jacks prior to performing any inspection or maintenance. Cycle the landing gear and ensure that all three
landing gears are down and locked prior to removing the aircraft from jacks.
Make all adjustments with the power off at the master switch and no external power connected.
Any time maintenance is to be performed on the landing gear system, place the airplane on jacks.
When jacking the airplane in an unsheltered area where winds in excess of 35 kts will be encountered, never jack more
than one gear at a time clear of the ground.
Any time the landing gear is only partially retracted during maintenance, always cycle the gear with the power pack
through at least one complete cycle before removing the airplane from the jacks.
For safety reasons, pull the 2-ampere control circuit breaker on the pilot's inboard subpanel and place a note on the
circuit breaker panel that LANDING GEAR MAINTENANCE IS IN PROCESS during maintenance on the landing gear.
The landing gear control handle must never be moved from the down-and-locked position while the airplane is on the
ground.
Caution: Do not cycle the landing gear with the power pack if low on fluid or if the landing gear system is not properly rigged. Use the
emergency extension hand pump, TK229/939 hydraulic hand pump or TK229-1/939 air-driven hydraulic pump to extend and
retract the landing gear for maintenance and rigging.
b. Pull the 2-ampere control circuit breaker on the pilot's inboard subpanel and place a note on the circuit breaker panel that LANDING
GEAR MAINTENANCE IS IN PROCESS during maintenance on the landing gear.
c. With the shock strut fully extended, check the actuator rod (3) and attached rod end for clearance with the upper torque knee (Ref.
Figure 204).
d. If clearance is not sufficient:
1. Check the upper torque knee eye bolt for washers. There should be two to four 0.063 inch thick washers under the eye bolt head. If
washers are added, check the eye bolt shank for sufficient length to allow nut engagement.
2. Clearance can be increased a small amount by adjusting the rod end. The actuator rod (3) must be threaded into the rod end 0.38 to
0.50 inch. Verify the actuator rod covers the inspection hole in the rod end.
e. Depress the strut air valve and completely deflate the strut. Remove valve core and attach a 1/4 inch ID hose to the air valve and
connect a container to the other end to catch any possible fluid spillage.
Note: The following Step is appropriate if the safety switch has been removed from the airplane or a new switch is being
installed. If the technician is simply inspecting the rigging or needs to make a slight adjustment, perform Step h. then
proceed to Step p..
f. Remove the cotter pin, nut (6), washer (5) and bolt (4) to disconnect the actuator rod (3) (Ref. Figure 204).
Note: Use a gear-type puller (obtain locally) to remove the switch arm (9) from the switch shaft to prevent damage to the
internal mechanism of the switch. Do Not Pry Off With Screwdrivers.
g. Remove the retaining nut (8) and the switch arm (9) from the switch shaft.
h. Disconnect the switch wiring from the airplane wiring and connect test box TK 1763-5/935 to the switch wiring or connect the wire leads
from an ohmmeter to pins T and U of the receptacle plug located in the upper rear of each wheel well (Ref. Figure 203).
i. With the shock strut fully extended, using a suitable marker, mark the shock strut piston at 0.38, 0.62, 0.75, 2.0 and 2.5 inches from the
bottom of the brace assembly.
j. Position a floor jack under the landing gear. Jack the landing gear so the shock strut is compressed to 0.38 to 0.62 inch from the fully
extended position.
1. Determine the switch shaft position where the test box red lights extinguish and the green light illuminate as follows:
a) Rotate the switch shaft counterclockwise until the test box red lights illuminate or the ohmmeter indicates an open circuit. Then
continue rotating counterclockwise until the test box green lights illuminate or the ohmmeter indicates continuity.

32-60-00-201 (Rev May 1/14)
b) Rotate the switch shaft clockwise until the test box red lights illuminate or the ohmmeter indicates an open circuit.
c) Install the switch arm (9) on the switch shaft. Tighten the retaining nut (8) on the shaft to engage splines then back off the nut (Ref.
Figure 204).
d) Install bolt (4), washer (5), nut (6) and cotter pin to connect the actuator rod (3) to the upper torque knee eye bolt.
k. Lower the shock struts to the fully extended position. The red lights must remain illuminated or the ohmmeter must indicate an open
circuit.
l. Remove the safety wire from the lock screw (10) on the switch arm (9) and back off the lock screw.
m. Jack the shock strut up from the fully extended position. At some point between 0.75 and 2.00 inches from the fully extended position,
the test box red lights must extinguish and the green lights will illuminate. If using an ohmmeter, the indication must change from an
open circuit to continuity. If the switch does not transition in this range, perform Step n..
n. Lower the shock strut to the fully extended position. Jack the shock strut up as needed and adjust the adjusting screw (7) so the switch
will transition between 0.75 and 2.00 inches from the fully extended position.
o. Tighten the retaining nut (8) on the shaft and tighten the lock screw (10).
Note: The point at which the switch is actuated during compression and extension of the shock strut differs because of
tolerances in the switch and its attendant linkage on the landing gear.
p. Check the safety switch rigging as follows:
1. Fully compress the shock strut.
2. Extend the shock strut from the fully compressed position. As the shock strut extends, the test box green lights are illuminated or the
ohmmeter indicates continuity testing pins "T" to "U" until the shock strut reaches a position between 0.75 and 2.50 inches from the
fully extended position. At this point, the test box red light illuminates or the ohmmeter will indicate an open circuit up to and including
the fully extended position.
Note: Additional tolerance is allowed for the check (2.00 versus 2.50 inches). Use 2.00 inches when adjusting the switch.
3. Jack the shock strut up from the fully extended position. At some point between 0.75 and 2.50 inches from the fully extended position,
the test box red lights must extinguish and the green lights will illuminate. If using an ohmmeter, the indication must change from an
open circuit to continuity.
Note: Ensure that the retaining nut (8) on the switch shaft and the lock screw (10) on the switch arm are tight after each
adjustment. A loose nut or lock screw can affect the transition point.
q. Safety wire the lock screw (10) to the switch arm (9).
r. Disconnect the test box or the ohmmeter from the safety switch and connect the safety switch to the airplane power connector.
s. Inflate the shock strut (Ref. Chapter 12-10-00).
t. Remove the airplane from the jacks as instructed in Chapter 7.
THROTTLE SENSE SWITCH ADJUSTMENT (LANDING GEAR WARNING)

Cam-operated switches are installed on brackets on the pedestal structure. If either power lever is retarded below a safe flight setting
when the gear is not down and locked, a cam installed on the power lever linkage will close the throttle sense switch and sound the
warning horn intermittently. The airplane must be in flight when determining the position of the power levers that corresponds to 84% to
86% N 1 (gas generator speed), because the ram air effect will cause the lever position to differ from the position observed during ground
operation.
a. With the airplane in flight, advance the power levers (Ref. Figure 205) until 84% to 86% N 1 is attained on each engine.
b. Mark the position of the power levers on the pedestal with a piece of tape. Land the airplane.
c. Remove the lower upholstery panels from both sides of the pedestal.
d. Place the power levers in alignment with the tape on the pedestal.
e. Adjust the landing gear warning horn switches by moving them in their slotted mounting brackets to just actuate in this position.
f. Move the power levers and listen for an audible "click" when the power levers are moved aft of the tape.
g. Remove the tape and install the pedestal upholstery.
h. Flight test the airplane with the landing gear retracted and the power levers retarded until the warning horn sounds at 84% to 86% N 1.

32-60-00-201 (Rev May 1/14)
Figure 201 : Sheet 1 : Fig 201 (Revised) - Nose Gear Drag Brace Downlock Switch Adjustment

32-60-00-201 (Rev May 1/14)
Figure 202 : Sheet 1 : Fig 202 (Revised) - Nose Gear Position Switch Test Circuit

32-60-00-201 (Rev May 1/14)
Figure 203 : Sheet 1 : Fig 203 (Revised) - Main Gear Downlock and Safety Switch Test Circuit

32-60-00-201 (Rev May 1/14)
Figure 204 : Sheet 1 : Fig 204 (Revised) - Main Landing Gear Safety Switch Adjustment
A 9
10
1
4
5
1. UPPER TORQUE KNEE

2. SWITCH
3. ACTUATOR ROD
4. BOLT
5. WASHER
6. NUT
7. ADJUSTING SCREW (UNDERSIDE) DETAIL A
8. RETAINING NUT
9. SWITCH ARM
10. LOCKING SCREW
FL32B
102316AA.AI

32-60-00-201 (Rev May 1/14)
Figure 205 : Sheet 1 : Fig 205 - Landing Gear Warning Throttle Switch Adjustment

32-60-00-201 (Rev May 1/14)
Figure 202 : Sheet 1 : Fig 202 (Revised) - Nose Gear Position Switch Test Circuit

32-60-00-201 (Rev May 1/14)
Figure 203 : Sheet 1 : Fig 203 (Revised) - Main Gear Downlock and Safety Switch Test Circuit

32-60-00-201 (Rev May 1/14)
Figure 201 : Sheet 1 : Fig 201 (Revised) - Nose Gear Drag Brace Downlock Switch Adjustment

32-60-00-201 (Rev May 1/14)
Figure 204 : Sheet 1 : Fig 204 (Revised) - Main Landing Gear Safety Switch Adjustment

32-60-00-201 (Rev May 1/14)
Figure 205 : Sheet 1 : Fig 205 - Landing Gear Warning Throttle Switch Adjustment


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300/300LW Maintenance Manual (Rev A38)

32-00-00-001 (Rev Feb 1/11)

GENERAL - DESCRIPTION AND OPERATION

Copyright © Textron Aviation Inc. Page 1 of 1

MAIN GEAR AND DOORS - MAINTENANCE PRACTICES

MAIN LANDING GEAR SHOCK ABSORBER SERVICING

MAIN LANDING GEAR REMOVAL

MAIN LANDING GEAR INSTALLATION

Copyright © Textron Aviation Inc. Page 1 of 9

m. Remove the airplane from the jacks (Ref. Chapter 7-00-00).

MAIN LANDING GEAR TORQUE KNEE REMOVAL

MAIN LANDING GEAR TORQUE KNEE INSTALLATION

MAIN LANDING GEAR DRAG BRACE REMOVAL

MAIN LANDING GEAR DRAG BRACE INSTALLATION

Copyright © Textron Aviation Inc. Page 2 of 9

Copyright © Textron Aviation Inc. Page 3 of 9

Figure 201 : Sheet 1 : Fig 201 - Main Landing Gear Installation

Copyright © Textron Aviation Inc. Page 4 of 9

Copyright © Textron Aviation Inc. Page 5 of 9

Copyright © Textron Aviation Inc. Page 6 of 9

Figure 201 : Sheet 1 : Fig 201 - Main Landing Gear Installation

Copyright © Textron Aviation Inc. Page 7 of 9

Copyright © Textron Aviation Inc. Page 8 of 9

Copyright © Textron Aviation Inc. Page 9 of 9

NOSE GEAR AND DOORS - MAINTENANCE PRACTICES

NOSE GEAR SHOCK ABSORBER SERVICING

NOSE GEAR SHIMMY DAMPER SERVICING

NOSE LANDING GEAR REMOVAL

NOSE LANDING GEAR INSTALLATION

Copyright © Textron Aviation Inc. Page 1 of 9

NOSE LANDING GEAR TORQUE KNEE REMOVAL

NOSE LANDING GEAR TORQUE KNEE INSTALLATION

NOSE LANDING GEAR DRAG BRACE REMOVAL

NOSE LANDING GEAR DRAG BRACE INSTALLATION

Copyright © Textron Aviation Inc. Page 2 of 9

Copyright © Textron Aviation Inc. Page 3 of 9

Figure 201 : Sheet 1 : Fig 201 - Nose Landing Gear Installation

Copyright © Textron Aviation Inc. Page 4 of 9

Copyright © Textron Aviation Inc. Page 5 of 9

Copyright © Textron Aviation Inc. Page 6 of 9

Copyright © Textron Aviation Inc. Page 7 of 9

Figure 201 : Sheet 1 : Fig 201 - Nose Landing Gear Installation

Copyright © Textron Aviation Inc. Page 8 of 9

Copyright © Textron Aviation Inc. Page 9 of 9

EXTENSION AND RETRACTION - DESCRIPTION AND OPERATION

Regulated engine bleed air Orange

Copyright © Textron Aviation Inc. Page 1 of 7

Copyright © Textron Aviation Inc. Page 2 of 7

Figure 001 : Sheet 1 : Fig 1 - Hydraulic Landing Gear System

Copyright © Textron Aviation Inc. Page 3 of 7

Copyright © Textron Aviation Inc. Page 4 of 7

Copyright © Textron Aviation Inc. Page 5 of 7

Copyright © Textron Aviation Inc. Page 6 of 7

Copyright © Textron Aviation Inc. Page 7 of 7

EXTENSION AND RETRACTION - TROUBLESHOOTING

TIME DELAY PCB

HYDRAULIC POWER PACK ASSEMBLY

GEAR-UP PRESSURE SWITCH

Copyright © Textron Aviation Inc. Page 1 of 8

SYSTEM PRESSURE RELIEF VALVE

Copyright © Textron Aviation Inc. Page 2 of 8

Copyright © Textron Aviation Inc. Page 3 of 8

Copyright © Textron Aviation Inc. Page 4 of 8