ATA 32 - Landing Gear and Brakes Systems Module
ATA 32 - Landing Gear and Brakes Systems Module
ATA 32 - Landing Gear and Brakes Systems Module
NOTICE: This Module is to be used for aircraft familiarization and training purposes only. It is not
to be used as, nor considered a substitute for the manufacturer’s Pilot or Maintenance Manual.
Table of Contents
Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i Figure 4: Main Landing Gear Assembly. . . . . . . . . . . 5
Landing Gear and Brakes System Overview . . . . . . . . 1 Main Landing Gear Actuation. . . . . . . . . . . . . . . . . . . 6
Figure 1: Landing Gear Control System Flow Main Landing Gear Doors. . . . . . . . . . . . . . . . . . . . . . 6
Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Extension and Retraction . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 2: Landing Gear System. . . . . . . . . . . . . . . . . 3 Figure 5: Normal Extension. . . . . . . . . . . . . . . . . . . . . 7
Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Figure 6: Emergency Extension. . . . . . . . . . . . . . . . . 8
Nose Landing Gear and Doors. . . . . . . . . . . . . . . . . . . . 4 Figure 7: Normal Retraction . . . . . . . . . . . . . . . . . . . . 9
Nose Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Landing Gear and Door Selector Valves. . . . . . . . . 10
Shock Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Landing Gear Actuating Cylinders . . . . . . . . . . . . . 10
Figure 3: Shock Strut Assembly. . . . . . . . . . . . . . . . . 4 Figure 8: Main Landing Gear Actuating Cylinder. . 10
Drag Strut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 9: Fuselage Main Landing Gear Door
Actuating Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . 10
Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Dump Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Nose Landing Gear Actuation . . . . . . . . . . . . . . . . . . 5
Emergency Gear Control . . . . . . . . . . . . . . . . . . . . . 11
Nose Landing Gear Doors . . . . . . . . . . . . . . . . . . . . . 5
Figure 10: Emergency Gear Down Handle. . . . . . . . 11
Main Landing Gear and Doors . . . . . . . . . . . . . . . . . . . . 5
Nitrogen Storage Bottle . . . . . . . . . . . . . . . . . . . . . . 12
Beechjet 400A iii ATA 32 – Landing Gear and Brakes Systems Module
December 2020 For Training Purposes Only Original
ATA 32 – Landing Gear and Brakes Systems Module
Table of Contents
Figure 11: Nitrogen Bottle. . . . . . . . . . . . . . . . . . . . . 12 Figure 18: Visual Position Indicating
(RK-98, RK-110 and above). . . . . . . . . . . . . . . . . . 18
Figure 12: Nitrogen Pressure Guage. . . . . . . . . . . . 12
Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Figure 13: Nitrogen Servicing Port. . . . . . . . . . . . . . 13
Figure 19: Landing Gear Position Indications. . . . . 19
Uplock Hooks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Audible Position Warning. . . . . . . . . . . . . . . . . . . . . 20
Figure 14: Uplock Hook. . . . . . . . . . . . . . . . . . . . . . . 14
Figure 20: Control Wheel Horn Cutout. . . . . . . . . . . 20
Landing Gear Control Unit. . . . . . . . . . . . . . . . . . . . . . . 15
Figure 21: Gear Warning Silence Button. . . . . . . . . 20
Figure 15: Down Lock Release
(RK-1 thru RK-109, except RK-98) . . . . . . . . . . . . 15 Figure 22: Landing Selection Switch. . . . . . . . . . . . 21
Figure 16: Down Lock Release Ground Safety System . . . . . . . . . . . . . . . . . . . . . . . 22
(RK-98, RK-110 and above). . . . . . . . . . . . . . . . . . 16
Figure 23: Landing Gear Safety Switch. . . . . . . . . . 22
Landing Gear Operation . . . . . . . . . . . . . . . . . . . . . . . . 16
Wheels and Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Retraction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Main Gear Wheels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Extension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 24: Main Landing Gear Wheel. . . . . . . . . . . . 23
Emergency. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Main Gear Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Position and Warning Indication. . . . . . . . . . . . . . . . . . 18
Nose Gear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Visual Position Indicating and Warning . . . . . . . . . 18
Nose Gear Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
RK-1 thru RK-109 except RK-98. . . . . . . . . . . . . . . . . 18
Figure 25: Brake System. . . . . . . . . . . . . . . . . . . . . . 25
Figure 17: Visual Position Indicating
(RK-1 thru RK-109, except RK-98) . . . . . . . . . . . . 18 Figure 26: Power Brake Control Valves
(without hydraulic power). . . . . . . . . . . . . . . . . . . 26
RK-98 and RK-110 and After. . . . . . . . . . . . . . . . . . . . 18
Figure 27: Power Brake Control Valves
(with hydraulic power). . . . . . . . . . . . . . . . . . . . . . 27
Table of Contents
Main Gear Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Figure 34: Emergency Brake Control Handle . . . . . 35
RK-1 Thru RK-23 Without Beech Kit Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
No. 128-8001-1 Installed. . . . . . . . . . . . . . . . . . . . . 28
Nose Wheel Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . 36
RK-1 Thru RK-23 With Beech Kit
No. 128-8001-1 Installed; RK-24 and After. . . . . . 28 Figure 35: Steering Damper . . . . . . . . . . . . . . . . . . . 36
Table of Contents
Main Landing Gear Ground Safety
Switch Failure On Takeoff. . . . . . . . . . . . . . . . . . 40
Power Brake Failure . . . . . . . . . . . . . . . . . . . . . . . . . 40
Landing Gear Handle Lock. . . . . . . . . . . . . . . . . . . . 41
Figure 40: Down Lock Release
(RK-98, RK-110 and above). . . . . . . . . . . . . . . . . . 41
Alternate Gear Extension. . . . . . . . . . . . . . . . . . . . . 41
Antiskid System Failures. . . . . . . . . . . . . . . . . . . . . 41
This page intentionally left blank.. . . . . . . . . . . . . . . 42
Beechjet 400A vii ATA 32 – Landing Gear and Brakes Systems Module
December 2020 For Training Purposes Only Original
ATA 32 – Landing Gear and Brakes Systems Module
Beechjet 400A viii ATA 32 – Landing Gear and Brakes Systems Module
December 2020 For Training Purposes Only Original
ATA 32 – Landing Gear and Brakes Systems Module
EMERGENCY EMERGENCY
DOOR L/G
CHECK CLOSE
THRUST DOWN
VALVE
LEVER
DUMP
VALVE
GEAR DOOR VENT
SELECTOR SELECTOR
VALVE VALVE
SHUTTLE
VALVE PACKAGE VALVE
DOWN
LOCK NOSE L GEAR GEAR UPLOCK GEAR UPLOCK R GEAR
GEAR ACTUATOR RELEASE RELEASE ACTUATOR
UP
ACTUATOR
LOCK L R
DOOR DOOR
ACTU- ACTU-
ATOR ATOR
LEGEND
VENT LINE RETURN LINE
NITROGEN
ELECTRICAL CIRCUIT
GEAR DROP TO NITROGEN
CABLE LINE LANDING EXTEND POSITION
GEAR DOOR BOTTLE
SELECTOR SELECTOR
VALVE VALVE DOOR CLOSE SWITCH
SHUTTLE
VALVE
SHUTTLE
VALVE
DOOR SELECTOR LEFT & RIGHT
VALVE
DOOR OPEN
SWITCH
UPLOCK
RELEASE NOSE LEFT & RIGHT GEAR GEAR
CYLINDER UPLOCK UPLOCK
GEAR UP- GEAR UP- RELEASE RELEASE
LOCK SWITCH LOCK SWITCH CYLINDER CYLINDER
OFF R ENG
DN BEECHJET
CONTROL SWITCH
UNIT
SILENCE FLAP FOLLOW-UP
(AIRPLANES RK-98 SWITCH UNIT
CABIN DUMP
AND RK-110 AND AFTER) LANDING GEAR
GEAR SELECTOR AURAL WARNING
VALVE B4TM-LG002i
Landing Gear
Nose Landing Gear and Doors
The nose landing gear assembly consists of several load-carrying components that enable landing gear retraction and extension. They consist of the
shock strut assembly, the drag strut on which the nose landing gear downlock mechanism and downlock release-devices are installed, the actuating
cylinder, the uplock and uplock release mechanisms, and the nose landing gear door actuating mechanism.
Shock Strut
The shock strut assembly has a metering pin and is a conventional air-fluid oleo-type strut.
LEGEND
EMERGENCY GEAR
VALVE PACKAGE DOWN HANDLE VENT LINE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
CYLINDER UPLOCK UPLOCK
RELEASE RELEASE
CYLINDER CYLINDER
LEFT GEAR DOOR LEFT DOOR RIGHT DOOR DOOR RIGHT GEAR
DOWNLOCK CLOSELOCK ACTUATING ACTUATING CLOSELOCK
RELEASE DOWNLOCK DOWNLOCK
RELEASE RELEASE CYLINDER CYLINDER RELEASE RELEASE
CYLINDER CYLINDER CYLINDER
CYLINDER CYLINDER
LEGEND
EMERGENCY GEAR
VALVE PACKAGE DOWN HANDLE RETURN LINE
NITROGEN EMERGENCY
DOOR CLOSE
ELECTRICAL CIRCUIT
DUMP CABLE LINE
VALVE
GEAR DROP TO
EXTEND POSITION NITROGEN
LANDING BOTTLE
GEAR DOOR
SELECTOR SELECTOR
VALVE DOOR CLOSE SWITCH
VALVE
DOOR OPEN SWITCH EMERGENCY
CONTROL VENT
VALVE
SHUTTLE
VALVE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
CYLINDER UPLOCK UPLOCK
RELEASE RELEASE
CYLINDER CYLINDER
LEFT GEAR DOOR LEFT DOOR RIGHT DOOR DOOR RIGHT GEAR
DOWNLOCK CLOSELOCK ACTUATING ACTUATING CLOSELOCK
RELEASE DOWNLOCK DOWNLOCK
RELEASE RELEASE CYLINDER CYLINDER RELEASE RELEASE
CYLINDER CYLINDER CYLINDER
CYLINDER CYLINDER
LEGEND
VENT LINE
EMERGENCY GEAR PRESSURE LINE
VALVE PACKAGE DOWN HANDLE
RETURN LINE EMERGENCY
DOOR CLOSE
NITROGEN
DUMP CHECK
VALVE VALVE ELECTRICAL CIRCUIT
CABLE LINE
GEAR DROP TO
EXTEND POSITION NITROGEN
LANDING BOTTLE
GEAR DOOR
SELECTOR SELECTOR
VALVE DOOR CLOSE SWITCH
VALVE
DOOR OPEN SWITCH EMERGENCY
CONTROL VENT
VALVE
SHUTTLE
VALVE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
CYLINDER UPLOCK UPLOCK
RELEASE RELEASE
CYLINDER CYLINDER
LEFT GEAR DOOR LEFT DOOR RIGHT DOOR DOOR RIGHT GEAR
DOWNLOCK CLOSELOCK ACTUATING ACTUATING CLOSELOCK
RELEASE DOWNLOCK DOWNLOCK
RELEASE RELEASE CYLINDER CYLINDER RELEASE RELEASE
CYLINDER CYLINDER CYLINDER
CYLINDER CYLINDER
Landing Gear and Door Selector Valves The fuselage main landing gear door-actuating cylinder is a double action,
cushionless type conventional actuator. When the actuating cylinder is fully
The landing gear and landing gear door selector valves are identical. They extended, the main landing gear door is in the fully open position. A screw
are solenoid-operated hydraulic valves that direct hydraulic pressure to the locks the actuating cylinder shaft into the body.
extend or retract side of the individual landing gear actuating cylinders and
fuselage main landing gear door actuating cylinders. Hydraulic fluid flows
through the control valve from the pressure side to the return side only
when the control valve solenoid is energized.
The main landing gear downlock release actuating cylinder unlocks the
main gear from the downlock position to allow retraction of the main gear.
A screw locks the actuating cylinder shaft into the body.
The nose landing gear downlock release actuating cylinder is a single
Figure 8: Main Landing Gear Actuating Cylinder
action, cushionless type conventional actuator. The actuating cylinder
The nose landing gear actuating cylinder is mounted forward of the nose unlocks the nose gear from the down-and-locked position to allow retraction
gear and moves the nose gear to the extended position when the actuator of the nose gear.
is extended. When the actuating cylinder is fully retracted, the nose gear is
fully retracted.
Dump Valve
A dump valve is incorporated in the valve package with the landing gear selector valve and main landing gear door selector
valve. The dump valve functions only during emergency operation of the system. When the emergency gear-down handle is
pulled in the cockpit, the dump valve lever is actuated, which blocks hydraulic pressure from entering the main landing gear
and gear door selector valves. A return passage from the gear and gear door actuators is provided at that time to prevent
hydraulic fluid lock while allowing free-fall operation.
2982
24
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
1 2 4 1 2 4
21
21
21
66
S
15 12
28 26 24
30
24
24
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
1 2 4 1 2 4
21
21
21
66
S
15 12
28 26 24
30
Uplock Hooks
Five mechanical uplock hooks latch the landing gear and the main landing gear doors in the retracted position. For extension
of the landing gear, the hydraulic uplock release actuating cylinders move the hooks to the released position before applying
pressure to the landing gear actuating cylinders. For emergency extension of the landing gear, the emergency gear-down
handle is connected by cable to each of the uplock hooks for manually releasing the landing gear.
Figure 15: Down Lock Release (RK-1 thru RK-109, except RK-98)
2982
24
24
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
1 2 4 1 2 4
21
21
21
66
S
15 12
28 26 24
30
The landing gear position and warning system is installed in the airplane to The landing gear control unit is located in the lower L corner of the copilot’s
provide visual and audible signals to the crew that indicate the position of instrument panel. The three green indicator lights are located adjacent to
the landing gear. The ground safety system is installed to control operation the landing gear handle and the red warning light is located in the knob of
of certain systems as related to ground or air operation. the landing gear handle.
Indication
Each green safe light corresponds to an individual landing gear assembly
and is illuminated when that respective landing gear assembly is in the
down-and-locked position. The red unsafe light illuminates to indicate that
the landing gear is in an unsafe position and/or the main landing gear doors
are not up-and-locked. If one or more of the three landing gear assemblies
fails to move to the fully down-and-locked position, and one or more of the
landing gear uplock or door close lock switches is not in the uplock or close
lock position, 28V DC from the L load bus (normal) or emergency load
bus (emergency) will illuminate the red unsafe light, indicating an unsafe
Figure 17: Visual Position Indicating (RK-1 thru RK-109, except RK-98) condition. Each of the position indicator lights contains a self-test switch to
verify illumination of the internal lamp from the cockpit (Figure 17).
UNLOCKED UNLOCKED
LDG GR
UP UP
DOWN AND LOCKED NOSE NOSE UP AND LOCKED
INBOARD MAIN DOORS CLOSED
DOORS CLOSED
AND LOCKED LH RH LH RH
DN DN
UNLOCKED UNLOCKED
LDG GR
UP UP
NOSE NOSE ONE OR MORE GEARS
NOSE GEAR NOT UP AND LOCKED
NOT DOWN OR INBOARD MAIN
AND LOCKED LH RH LH RH DOORS NOT CLOSED
DN AND LOCKED
DN
LDG GR
AIRPLANE RK-1 THRU RK-109 EXCEPT RK-98 LDG GR
UP
UP
DN
DOWN AND LOCKED DN
INBOARD MAIN
DOORS CLOSED DOWN UP AND LOCKED
LOCK DOWN
AND LOCKED GEAR NOSE
REL GEAR NOSE LOCK DOORS CLOSED
DOWN L R WARN GEAR REL GEAR
DOWN L R WARN
SILENCE
SILENCE
LDG GR LDG GR
UP UP
NOSE GEAR
NOT DOWN
DN DN ONE OR MORE GEARS
AND LOCKED NOT UP AND LOCKED
DOWN DOWN OR INBOARD MAIN
GEAR NOSE LOCK GEAR GEAR NOSE LOCK GEAR DOORS NOT CLOSED
DOWN REL DOWN REL AND LOCKED
L R WARN L R WARN
SILENCE SILENCE
2982
24
24
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
1 2 4 1 2 4
21
21
21
66
S
15 12
28 26 24
30
Figure 20: Control Wheel Horn Cutout Figure 21: Gear Warning Silence Button
A horn test switch located on the overhead switch panel will sound the landing gear warning tone any time it is placed in the
LG HORN position. The avionics audio system receives a 28V DC input through the avionics interface from the L load bus
during normal operation and testing. It receives 28V DC from the emergency load bus whenever primary power is lost from
the L load bus. The warning tone will sound any time the landing gear is not in the down-and-locked position and one or both
thrust levers are retarded below 60% N2 speed.
When the horn cutout switch is pressed, the L and R horn cutout relays are energized and the warning tone is deactivated.
The horn cutout relays are reset as the thrust levers are advanced, but will sound the warning tone again if the thrust levers
are retarded below 60% N2 speed.
BRAKE FLUID
RESERVOIR
COPILOT'S
PILOT'S PILOT'S COPILOT'S
RUDDER
RUDDER MASTER MASTER
PEDALS
PEDALS CYLINDERS CYLINDERS
1 2 3 4
ACCUMULATOR NITROGEN
BOTTLE
HYDRAULIC 1500 / 1650 PSI
PACKAGE 900 PSI EMERGENCY BRAKE
± 50 CONTROL VALVE
MIXING VALVES POWER BRAKE
1500 VALVE
PSI VENT
CONTROL
VALVE
PARKING BRAKE
HANDLE
LEGEND
RETURN
EMERGENCY
PARKING VALVES BRAKE
NITROGEN 1500 LEVER
NITROGEN VENT
ANTI SKID
FAIL
CONTROL BOX
ANNUNCIATOR
PANEL
ANTI SKID
ON
OFF
TEST
MANUAL MODE
LEFT BRAKE
MASTER RIGHT BRAKE
CYLINDER MASTER CYLINDER
LEFT MLG
RIGHT MLG BRAKE
BRAKE
ASSEMBLY
ASSEMBLY
SHUTTLE VALVE
BRAKE METERING
VALVE
SIGNAL
FROM
ANTISKID
RESTRICTOR
CONTROL
BOX
HYDRAULIC SERVO
LEGEND CONTROL VALVE
FILTER
ACCUMULATOR HYDRAULIC
PACKAGE
POWER MODE
LEFT BRAKE
MASTER RIGHT BRAKE
CYLINDER MASTER CYLINDER
LEFT MLG
RIGHT MLG BRAKE
BRAKE
ASSEMBLY
ASSEMBLY
SHUTTLE VALVE
BRAKE METERING
VALVE
LEGEND
SIGNAL
SYSTEM PRESSURE FROM
ANTISKID
RESTRICTOR CONTROL
BRAKE PRESSURE BOX
FILTER
ACCUMULATOR HYDRAULIC
PACKAGE
Main Gear Brakes Each rotating disk consists of a steel backplate with a friction mix lining
fused to each side. Seven slots are machined in the outside diameter of the
RK-1 Thru RK-23 Without Beech Kit No. 128-8001-1 Installed steel backing plate to engauge the disk drive keys on the wheel assembly
and transmit the braking force to the wheel.
The brake assembly is a tri-metallic brake. The assembly consists of a
Each stationary disk subassembly has 24 steel wear pads (12 on each side)
housing, a torque tube, a pressure plate, three rotating disks, two stationary
riveted to a steel disk. Twelve slots are machined on the inside diameter of
disks, and a backing plate. The housing contains six pistons.
the pressure plate to engage the keys on the torque tube subassembly to
The pressure plate and the rotating and stationary disks are situated on the prevent the plate from rotating.
torque tube between the housing and backing plate subassemblies. The
The wear indicator pin is secured to the pressure plate and permits a fast,
inside of the pressure plate and stationary disks have keyslots that engage
visual check of wear in the disk stack. When the end of the wear indicator pin is
the keys on the torque tube and prevent them from rotating. Drive tangs
aligned with the brake housing subassembly flange (with the brake applied), the
on the outside of the rotating disks engage drive slots in the main wheel to
brake assembly should be removed for maintenance and the wear pads must
transmit the braking force to the main wheel.
be replaced.
During operation, hydraulic pressure is applied to six pistons to clamp the
The brake housing assembly has five cylinder sleeve cavities connected
rotating and stationary disks between the pressure plate and the backing
by fluid passages. The fluid passages also connect a bleeder port, two
plates. When hydraulic pressure is released, the pistons and the pressure
inlet ports and two emergency inlet ports. Two inlet and emergency inlet
plate are retracted by the spring capsule to the normal position.
ports are provided so the brake can be used for either right- or left-hand
RK-1 Thru RK-23 With Beech Kit No. 128-8001-1 Installed; installation on the airplane.
RK-24 and After A bleeder valve and screw are installed in the bleeder port. A shuttle valve is
installed in the inlet port and is connected to the airplane hydraulic system.
Each brake has a brake housing subassembly, a backplate and torque tube The unused inlet and emergency inlet ports are sealed with plugs.
subassembly and a steel disk stack. The steel disk stack is installed on the
torque tube subassembly. Cylinder sleeves are installed in the cylinder cavities of the brake housing
subassembly. A piston is installed in each cylinder sleeve. A self-adjusting
The backplate and torque tube subassembly consists of 12 steel wear pads return mechanism is contained in each piston. The return mechanism
riveted to the backplate portion of the subassembly. The backplate and consists of a swage tube subassembly, a spring and spring holder, a return
torque tube assembly is made from a steel forging and has 12 machined pin and return pin retainer. The self-adjusting return mechanism releases
torque tube keys on the outside diameter of the barrel section. the brake and adjusts for brake wear.
The steel disk stack has a pressure plate, five rotating disks, and four During operation, when hydraulic pressure is applied, fluid enters the
stationary disk subassemblies, in addition to the brake pads on the housing inlet port and goes through the fluid passages and into the cylinder
backplate and torque tube subassembly. sleeve cavities in the brake housing subassembly. This fluid pushes the
The pressure plate subassembly consists of 12 steel wear pads riveted to five pistons against the pressure plate.
a steel pressure plate. The pressure plate has a slot for the installation of The movement of the pressure plate compresses the disk stack against
a wear indicator pin. Twelve slots are machined on the inside diameter of the end plate disk subassembly and causes friction between the mating
the pressure plate to engage the keys on the torque tube subassembly to surfaces of the disks. This friction decreases the speed of the rotating disks
prevent the plate from rotating. which engage the wheel keys and transmit the braking force to the wheel.
Figure 30: Brake Accumulator with Charging Valve and Pressure Guage
Parking Brake
Two parking brake valves are installed adjacent to the power brake antiskid control valve. The parking brake valves are
considered part of the normal brake system and employ controllable check valves that prevent the return of fluid after the
parking brake has been set.
24
24
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
1 2 4 1 2 4
21
21
21
66
S
15 12
28 26 24
30
2982
24
24
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
1 2 4 1 2 4
21
21
21
66
S
15 12
28 26 24
30
Steering
Nose Wheel Steering
The nose wheel steering system is mechanically actuated to caster the nose wheel. With the nose gear extended, a mechanical linkage is completed
to transmit rudder pedal movement to the lower portion of the strut for steering up to 25° either side of center. Use of differential power and brake will
allow castering to 45° in either direction. A steering damper, in conjunction with the shimmy damper, reduces vibration feedback to the rudder pedals
(Figure 35).
Tire Servicing
Maintaining the proper tire inflation will help minimize tread wear and avoid damage from landing shock or contact with sharp stones and ruts. When
inflating the tires, inspect them for cuts, cracks, breaks, and tread wear. The pressure of a serviceable tire that is fully inflated should not drop more than
4 percent over a 24-hour period. Check the tires daily for proper inflation on airplanes performing more than one flight a day. Tire pressure should be
checked only when the tires are cool; consequently, wait at least two hours (three hours in hot weather) after a flight before checking tire pressure.
NOTE: An ambient temperature change of 10°F results in a pressure change of approximately 2 PSIG. Refer to Aircraft Maintenance
Manual for a temperature compensation graph.
NOTE: An ambient temperature change of 10°F results in a pressure change of approximately 2 PSIG. Refer
to Aircraft Maintenance Manual for a temperature compensation graph.
NOTE: Service with the engines off and external hydraulic power off.
CAUTIO
Tires that have picked up a fuel or oil film should be washed down as soon as possible with a detergent solution
to prevent contamination of the rubber.
Strut Inflation
Inflate the landing gear struts with nitrogen only. Examine the strut for oil leakage. Check the strut pressure with an appropriate
pressure gauge. Strut extension should correspond with the pressure reading. If necessary, inflate with nitrogen until the
pressure/extension is within limits. Shut off the charging supply, disconnect the charging equipment, and refit the charging
valve cap.
9 9
8 8
B4TM-LG009i
B4TM-LG008i
RK-1 THRU RK-23
RK-1 THRU RK-23 WITH BEECH
WITHOUT BEECH KIT NO. 128-8001-1,
KIT NO. 128-8001-1 RK-24 AND AFTER
Figure 38: Strut Inflation Chart without Kit 128-8001-1 Figure 39: Strut Inflation Chart with Kit 128-8001-1
Preflight Inspection
During the external preflight inspection, check the nose and main gear tires for wear, damage, and inflation. Unacceptable
tire damage visible on a mounted tire includes:
Crown area bulges Sidewall creasing or buckling
Open tread joint Tread groove base splitting
Scuffing that exposes casing or cords.
2982
24
24
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
1 2 4 1 2 4
21
21
21
66
S
15 12
28 26 24
30
CABIN AIR
OV HT Antiskid System Failures
ANTI SKID If the amber antiskid annunciator light illuminates, release the pressure on the brake pedals, turn the antiskid system off and
FAIL then cautiously reapply brake pressure.
If the brakes still do not work, break the safety wire and remove the guard clip on the emergency brake handle. Gradually
apply the emergency brakes until the airplane comes to a stop.