Section - III Systems Description

Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 8
LANDING GEAR
Table of Contents
Page
GENERAL ...................................................................................................... 8-3

CONTROLS - ANNUNCIATORS - INDICATORS.......................................... 8-3
GEAR POSITIONS ...................................................................................... 8-3
Gear Locked Down ............................................................................... 8-3
Gear Unlocked ...................................................................................... 8-3
Gear Locked Up.................................................................................... 8-3
STANDBY INDICATIONS............................................................................ 8-4
Main Gear ............................................................................................. 8-4
Nose Gear............................................................................................. 8-4
WARNING HORN........................................................................................ 8-5
LANDING GEAR SELECTOR and BAULK OVERRIDE............................... 8-6
Figure 1 - Landing Gear Selector and Baulk Override ............................ 8-6
RETRACTION and EXTENSION ................................................................... 8-7
Figure 2 - Landing Gear Hydraulic System ............................................. 8-8
MAIN GEAR ................................................................................................... 8-9
WEIGHT-ON-WHEELS SWITCHES ........................................................... 8-9
NOSE GEAR .................................................................................................. 8-9
NOSE GEAR BAY DOORS ......................................................................... 8-9
Figure 3 - Main Landing Gear................................................................ 8-10
Figure 4 - Nose Landing Gear ............................................................... 8-11
Figure 5 - Nose Gear Doors Release Strut ........................................... 8-12
POWER SUPPLIES................................................................................... 8-12
AUXILIARY HYDRAULIC SYSTEM ............................................................ 8-13
LOWERING SEQUENCE .......................................................................... 8-13
Figure 6 - Auxiliary Hydraulic System.................................................... 8-14
WHEELS and BRAKES............................................................................... 8-15
LOCATION of CONTROLS and INDICATORS ......................................... 8-15
MAIN WHEELS.......................................................................................... 8-15
NOSE WHEELS ........................................................................................ 8-15
WHEEL BRAKES ...................................................................................... 8-15
Normal System Operation................................................................... 8-15
Wheel Brake Lever ............................................................................. 8-15
Figure 7 - Wheel Brake Lever................................................................ 8-16
Pilot’s Operating Manual Page 8-1

Original Issue: Feb, 2002
Hawker 800XP Pro Line 21
Section III - SYSTEMS DESCRIPTION
Page
Figure 8 - Combined Hydraulic Pressure Indicator and

Emergency Wheel Brake Annunciators................................ 8-17
Emergency System Operation with
Main System Pressure Exhausted ..................................................... 8-17
POWER SUPPLIES .................................................................................. 8-18
NOSE WHEEL STEERING.......................................................................... 8-18
OPERATION ............................................................................................. 8-18
Figure 9 - Nose Gear Steering System ................................................. 8-19
Page 8-2 Sub-section 8 Pilot’s Operating Manual

LANDING GEAR Original Issue: Feb, 2002
GENERAL
The airplane has a hydraulically-powered retractable landing gear incorporating nitrogen charged shock
absorber struts and nose wheel steering. Each main gear has two wheels and retracts inboard into
wheel wells in the fuselage. Each main wheel well has a fairing attached to the landing gear and a
hydraulically-operated door.
The nose gear has two wheels which retract forward into a bay with hinged doors and a fairing on the
landing gear.
Hydraulic pressure is supplied from the main hydraulic system for the normal lowering and retraction of
the gear. An auxiliary hydraulic system is provided for lowering the gear should the main hydraulic
system or landing gear selection controls fail.
Details of the hydraulic system are provided in Sub-section 5 - HYDRAULICS.
CONTROLS - ANNUNCIATORS - INDICATORS
The gear position annunciators are located in a pyramid cluster on the center instrument panel to the
right of the master warning system panel.
GEAR POSITIONS
Gear Locked Down

• Green annunciators illuminated
NOTE: The red GEAR annunciators are also illuminated when the gear selector lever is not in the
down position with landing gear locked down.
Gear Unlocked
• Red annunciators illuminated
Gear Locked Up
• Both green and red annunciators extinguished
Gear Position Annunciators
N GEAR
N GEAR
L GEAR R GEAR
L GEAR R GEAR
Pilot’s Operating Manual Sub-section 8 Page 8-3

Revision A2: Nov, 2004 LANDING GEAR
STANDBY INDICATIONS
Main Gear
Standby main gear downlock indication is provided by an independent circuit connected to green
L GEAR and R GEAR annunciators located on the right side console.
L GEAR R GEAR
Standby Main Gear

Downlock Annunciators
L GEAR R GEAR
Right Side Console
Nose Gear
As the nose gear locks down, a mechanical post indicator extends from the top left of the center control
pedestal.
Fuel
OAT Temp
PUSH Switch
Nose Gear
Mechanical
Post Indicator A RUDDER BIAS B
Upper Left Area

Center Control Pedestal

LANDING GEAR Revision A2: Nov, 2004
WARNING HORN
A warning horn sounds if the gear is not locked down when the flaps are extended beyond the 15°
position. In this instance, the warning horn cannot be cancelled.
The warning horn will also sound if the gear is not locked down and either thrust lever is closed to obtain
between 60% and 70% N1 RPM (nominal) with IAS below 150 kts. In this case, the warning horn can
be cancelled by a switch on the forward side of the LH thrust lever. The audible warning is repeated if
the second thrust lever is closed after a previous warning has been cancelled and not reinstated. The
warning horn system resets when IAS is greater than 160 kts.
PE BUSBAR
GEAR
WARN
CTL
LEFT THRUST LEVER < 70%N1, > 60% N1
RIGHT THRUST LEVER > 70%N1, < 60% N1
IAS < 150 KTS (RESETS WHEN IAS >160 KTS)
FLAPS 25° (SELECTED)

GEAR POSITION SWITCH
(MADE WHEN GEAR IS NOT LOCKED DOWN)
FLAPS 45° (NOT SELECTED)
HORN
Gear Warning Horn Diagram

Original Issue: Feb, 2002 LANDING GEAR
LANDING GEAR SELECTOR and BAULK OVERRIDE
A LANDING GEAR selector lever is provided to control the normal raising and lowering of the landing
gear. The lever operates in a two-gated slot in the center instrument panel and is connected to a
hydraulic selector valve located in the nose gear bay.
When the airplane is on the ground, a solenoid-operated pawl engages to lock the landing gear selector
in the down position. At take-off, when the airplane weight comes off the wheels, the solenoid operates
to withdraw the pawl allowing the selector lever to be moved away from the LANDING GEAR DOWN
position. The pawl re-engages when the airplane lands.
The airplane has a LANDING GEAR BAULK OVRD PUSH button located next to the LANDING GEAR
selector lever. If the Baulk fails to disengage when the airplane is airborne, pushing the button
disengages the pawl. While the push button is pushed the landing gear selector can be moved to the
up position.
CAUTION: THE LANDING GEAR BAULK OVRD CONTROL COULD BE OPERATED WHEN THE
AIRPLANE IS ON THE GROUND. A WARNING THAT THE LANDING GEAR SELECTOR IS
NOT IN THE DOWN POSITION IS PROVIDED BY ALL RED AND GREEN GEAR POSITION
ANNUNCIATORS BEING ILLUMINATED AT THE SAME TIME.
SHOULD THIS WARNING BE IGNORED, A STEADY HORN AUDIBLE WARNING WILL

SOUND IF THE ENGINE START PWR IS SELECTED.
CENTER
INSTRUMENT
PANEL
Figure 1
Landing Gear Selector and Baulk Override

RETRACTION and EXTENSION (Figure 2)
With the weight of the airplane off the wheels, selecting LANDING GEAR up allows main hydraulic
system pressure into the gear up pipelines. This pressure operates hydraulic jacks, one on each main
gear, and one on the nose gear. Additionally, main pressure is routed via sequence valves and reversing
valves to operate the two main gear wheel well door actuators.
Retraction sequence is as follows:
• Main gear wheel well doors open.
• Nosewheel steering isolated (nose wheel self-centers).
• Nose gear doors open.
• Nose gear locks up and doors shut.
• Main gear locks up.
• Wheel well doors shut and lock.
Subsequent LANDING GEAR down selection diverts main hydraulic system pressure to the gear down
pipelines.
Extension sequence is as follows:
• Main and nose gears unlock and doors open.
• Main and nose gears lock down.
• Main gear wheel well doors shut but do not lock up.
• Nose gear doors shut.
• Nosewheel steering reconnects.
Main system pressure is dumped when the auxiliary hydraulic system is used to lower the landing gear.
In this case, the wheel well doors are pushed open by the extending main gear and remain open with
the gear locked down.

TO RETURN MAIN SYSTEM PRESSURE DIAGRAM SHOWS:

FILTER LANDING GEAR SELECTED ‘UP’
GEAR ‘UP’ PIPELINES
PRESSURIZED
RESTRICTOR AND LANDING GEAR ‘DOWN’ PIPELINES
IN-LINE FILTERS GEAR VENTED TO RETURN
SELECTOR DOOR ACTUATORS RETRACTED
NON RETURN VALVE (DOOR CLOSED)
GEAR ACTUATORS EXTENDED
(GEAR UP)
DUMP
VALVE
DOOR DOOR
ACTUATOR ACTUATOR
SEQUENCE SEQUENCE
VALVE VALVE
MAIN GEAR MAIN GEAR

ACTUATOR ACTUATOR
AUXILIARY AUXILIARY
HYDRAULIC HYDRAULIC
SYSTEM SHUTTLE NOSE SYSTEM
VALVE GEAR SHUTTLE
ACTUATOR VALVE
AUXILIARY
NOTE: For Auxiliary Hydraulic System, HYDRAULIC
See Figure 6. SYSTEM
Figure 2
Landing Gear Hydraulic System

MAIN GEAR (Figure 3)
Each main oleo-pneumatic leg retracts inwards into a wheel well in the wing. The well is covered with
the gear up by a fairing hinged to the wing, and linked to the gear. Additional fairing is provided by a
wheel well door, hydraulically-actuated to shut when the gear locks up.
When the gear is selected down, the door opens until the gear locks down, then closes to cover the well.
Each main gear is stabilized in the down position by a side stay located between the leg and the main
wing structure. The side stay also forms the main locking component in both the extended and retracted
positions.
WEIGHT-ON-WHEELS SWITCHES
Weight-On-Wheels (WOW) microswitch clusters are installed on the left and right gear. These switches
provide control function to various circuits when the airplane is airborne or on the ground.
NOSE GEAR (Figure 4)

The self-centering nose landing gear retracts forward, and is faired in the up and down positions by two
doors hinged to the nose structure and attached to the retracting mechanism. A small fairing attached
to the rear of the landing gear completes the closure of the bay when the gear is retracted.
The oleo-pneumatic leg is attached to a fitting on each side of the nose gear bay, and is stabilized in
the down position by a drag stay which also forms the main locking component in both the extended
and retracted positions. A spring strut maintains the drag strut in the locked position.
The nose gear leg incorporates an attachment for towing purposes. When this attachment is used, the
steering must be disconnected. A steering disconnect pin is located immediately under the towing pin
hole.
NOSE GEAR BAY DOORS (Figure 5)

The door operating mechanism incorporates a release strut which allows the doors to be opened on
the ground for access.
Access to the release strut when the doors are closed is via an aperture between the rear of the doors
and the gear leg. The strut assembly consists of a lower and upper strut. To latch the doors closed, the
upper strut telescopes into the lower and is retained by a hook engaging a pin. The hook is pivoted on
and off the pin by a lever which is retained in the closed position by a spring-loaded latch.
When the lever is open, or not latched closed, a microswitch illuminates the N GEAR red annunciator
to indicate the doors are either open or not correctly latched.
CENTER INSTRUMENT PANEL
N GEAR
N GEAR
L GEAR R GEAR
INDICATION OF NOSE GEAR DOORS
M6951_0
OPEN OR UNLATCHED HA00C
017046AA.AI

HYDRAULIC RETRACTION
ACTUATOR
DOOR
ACTUATOR
Figure 3
Main Landing Gear

HYDRAULIC
RETRACTION
ACTUATOR
STEERING DISCONNECT PIN

(REMOVED WHEN TOWING AIRPLANE)
STEERING
ACTUATOR
Figure 4
Nose Landing Gear

Figure 5
Nose Gear Doors Release Strut
POWER SUPPLIES
DC power distribution is as follows:
PE Busbar
Normal landing gear position annunciators (6)
Warning horn control and warning horn
PS1 Busbar
Landing gear lever lock solenoid
PS2 Busbar
Standby landing gear downlock annunciators (2)

AUXILIARY HYDRAULIC SYSTEM (Figure 6)
The auxiliary hydraulic system is selected by pulling the AUX HYD SYSTEM handle. This action dumps
any pressure in the normal landing gear system lines to the reservoir and isolates the auxiliary system
from the main system return line.
It is not necessary to select the gear down in order to lower it. Operating the auxiliary system hand pump
directs hydraulic fluid to the gear actuators via lines independent of the normal extension circuit.
LOWERING SEQUENCE
• The nose gear uplock is released, the nose bay doors open and the gear extends.
• The main gear uplocks are released, the wheel well doors are unlocked and the main gear extends
pushing the doors open.
• As the nose gear locks down, the mechanical linkage closes the nose bay doors.
• When the main gear has locked down, the wheel well doors are left open.
Although it is not necessary to select the gear down when using the auxiliary system, it is recommended
to do so after the gear has locked down, to avoid the possibility of a subsequent retraction of the gear
when the airplane is on the ground. Selecting the gear down will also cancel the gear red annunciations.
The annunciations presented below are illuminated when the gear has been lowered via the auxiliary
system, but the selector lever has not been moved to the down position.
CENTER INSTRUMENT PANEL
N GEAR
N GEAR
L GEAR R GEAR
INDICATION OF NOSE GEAR DOORS
M6951_0
OPEN OR UNLATCHED HA00C
017046AA.AI

MWS PANEL
AUX HYD
LO LEVEL LANDING
GEAR
ON/OFF VALVE SELECTOR
LEVEL DUMP
INDICATOR VALVE
RESERVOIR
FILTER
FLAP CONTROL
UNIT
MAIN
SYSTEM
SHUTTLE
VALVE
NOSE
GEAR
ACTUATOR
SHUTTLE
VALVES
KEY MAIN
GEAR
AUXILIARY ACTUATORS
SYSTEM
MAIN
SYSTEM
SUCTION
RETURN CIRCUIT SHOWN WITH SELECTOR HANDLE PULLED
Figure 6
Auxiliary Hydraulic System

WHEELS and BRAKES
LOCATION of CONTROLS and INDICATORS
Item Location
WHEEL BRAKE lever (Figure 7) Right side of center control pedestal
BRAKES (2) and SUPPLY combined hydraulic pressure Center instrument panel below the
indicator (Figure 8) MWS panel
WHEEL BRAKE EMERG annunciators L and R Right of combined hydraulic pres-

(Figure 8) sure indicator
MAIN WHEELS
The main landing gears each have two identical wheels with tubeless tires. Each wheel contains a
fusible plug which releases air from the tire in the event of excessive wheel heat.
Each pair of wheels is mounted on a staggered stub axle so that the outer wheel is slightly forward of
the inner wheel. During retraction, the gear twists to bring the inner wheel directly over the outer wheel.
This action permits the wheels to be stowed in a wheel well of the smallest possible size.
NOSE WHEELS
The nose landing gear has two identical wheels with tubeless tires rotating on a common axle.
WHEEL BRAKES
Normal System Operation

Main hydraulic system power is used to operate calliper-type disc brakes via Maxaret anti-skid units.
Master cylinders, operated by toe brake pedals through spring-struts, provide straight line and
differential braking during normal and emergency operation. With the WHEEL BRAKE lever fully
forward, main hydraulic system pressure, backed by the main accumulator, passes to a brake control
valve via a main reducing valve. The control valve, in response to movement of the master cylinders,
directs the related pressure through modulator units and Maxaret units to each brake unit.
Wheel Brake Lever (Figure 7)

Selection of braking for normal, emergency and parking use is controlled by a WHEEL BRAKE lever
moving over a notched rack between a NORMAL mark (fully forward) and a rearward PARK BRAKE
section.
An EMERGY position (first rearward notch) is marked in red. The WHEEL BRAKE lever is held in the
emergency position and in progressive parking positions by a pawl engaging into the notched rack. A
push button on the WHEEL BRAKE lever releases the pawl to permit movement of the lever from the
EMERGY or PARK BRAKE positions. The lever can be moved rearwards from NORMAL to EMERGY
without releasing the pawl.

Further rearward movement of the WHEEL BRAKE lever into the PARK BRAKE range progressively
applies the brakes and at 1000 psi, the white WHEEL BRAKE EMERG annunciators illuminate. Full
parking pressure is applied when the WHEEL BRAKE lever is in the PARK BRAKE position.
Pressure, supplied by the emergency brake accumulator, is maintained at the brake units by a lever
mechanism which operates the brake control valve. A spring strut, initially loaded by the rearward
movement of the WHEEL BRAKE lever, operates to reset the control valve when the WHEEL BRAKE
lever is released to the NORMAL or EMERGY position.
Figure 7
Wheel Brake Lever

A combined hydraulic pressure indicator shows the BRAKE pressures (upper indication) applied to the
left and right brake units during normal operation.
The BRAKE indications are electrically operated from pressure transmitters connected into the normal
supply lines to the brake units. The indicator also provides the main hydraulic system SUPPLY pressure
(lower indication).
Left Gear Right Gear

Brake Supply Pressure Brake Supply Pressure
BRAKE
PSI x 1000
2 2
1 1 EMERG
0
OFF
0 L R WHEEL
OFF
4
BRAKE
SUPPLY 0
3 1
2
Main Hydraulic System

Supply Pressure
Figure 8
Combined Hydraulic Pressure Indicator and Emergency Wheel Brake Annunciators
Emergency System Operation with Main System Pressure Exhausted

Movement of the WHEEL BRAKE lever rearward into the EMERGY notch effects the change from
normal to emergency operation. An emergency reducing valve opens to allow emergency brakes
accumulator pressure to enter the brake control valve. Brake pedal movement now results in pressure
being applied directly to the brake units. Shuttle valves operate to isolate the normal supply so that the
modulator units and Maxaret units are inoperative.
With the emergency system selected, the BRAKE indications continue to show normal system
pressure to the brakes (provided there is still pressure in this system) but do not show emergency
system braking pressure. WHEEL BRAKE EMERG annunciators with the legends L and R are provided
to the right of the combined indicator and provide an indication of applied pressure to each brake unit.
Each annunciator is controlled by a pressure switch connected into the emergency supply line to the
related brake unit. During brake pedal operation, the white annunciators are illuminated when the
applied pressure reaches 1000 psi and remain on until the pressure is released to below this value.
The WHEEL BRAKE EMERG annunciators also act as a reminder that the anti-skid facility is isolated
and that braking is direct.

POWER SUPPLIES
DC power distribution is as follows:
PE Busbar
WHEEL BRAKE EMERG annunciators
PS1 Busbar
BRAKES applied pressure indicators
NOSEWHEEL STEERING (Figure 9)
CAUTION: A STEERING DISCONNECT PIN MUST BE REMOVED BEFORE TOWING THE AIRPLANE.
(Refer to Section 6, Sub-section 1 - GROUND HANDLING)
OPERATION
Hydraulic pressure is provided from the main hydraulic system for operation of the nose wheel steering.
CAUTION: NOSE WHEEL STEERING IS NOT AVAILABLE WHEN THE MAIN HYDRAULIC PRESSURE IS
LESS THAN 2300 PSI. THE AUXILIARY HYDRAULIC SYSTEM CANNOT POWER THE
STEERING SYSTEM.
When the nose gear is locked down, nose wheel steering is available through a range of 45° left and
right of the center line. Steering is controlled from a handwheel located on the left-side console.
Rotation of the handwheel operates the selector valve input via cables and linkage. Movement of the
selector valve directs hydraulic pressure to either extend or retract the steering actuator. The nose gear
is turned in the required direction by the steering actuator.
When the required degree of turn has been reached, feedback through linkage connected to the
landing gear moves the selector valve input to a neutral position. The nose gear stops turning and the
selected angle is maintained. A steering on/off valve is operated by the nose gear mechanical
indication linkage. The on/off valve is only selected on when the nose gear is locked down. After lift-off
the nose gear is centered by the action of cams in the oleo strut.
WARNING: THE STEERING HANDWHEEL MUST BE FREE FROM OBSTRUCTION DURING

GEAR LOWERING. FAILURE TO MAKE SURE THE HANDWHEEL IS FREE TO
MOVE MAY RESULT IN THE AIRPLANE VEERING OFF THE RUNWAY
IMMEDIATELY ON TOUCHDOWN.
The reason the handwheel must be free from obstruction during gear lowering is that the geometry of
the linkage from the handwheel to the selector valve causes the handwheel to rotate while the gear is
lowering or retracting. The handwheel must be free to turn and to find its neutral position again prior to
the gear locking down.
When the steering on/off valve is selected off, the steering actuator is isolated from the main hydraulic
pressure for the purpose of preventing the gear being turned and striking the wheel bay.

Figure 9
Nose Gear Steering System

Intentionally left blank


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Pro Line 21

GENERAL ...................................................................................................... 8-3

Pilot’s Operating Manual Page 8-1

Figure 8 - Combined Hydraulic Pressure Indicator and

Page 8-2 Sub-section 8 Pilot’s Operating Manual

Details of the hydraulic system are provided in Sub-section 5 - HYDRAULICS.

CONTROLS - ANNUNCIATORS - INDICATORS

Gear Locked Down

Gear Position Annunciators

Pilot’s Operating Manual Sub-section 8 Page 8-3

Standby Main Gear

Right Side Console

Upper Left Area

Page 8-4 Sub-section 8 Pilot’s Operating Manual

RIGHT THRUST LEVER > 70%N1, < 60% N1

IAS < 150 KTS (RESETS WHEN IAS >160 KTS)

FLAPS 25° (SELECTED)

FLAPS 45° (NOT SELECTED)

Gear Warning Horn Diagram

Pilot’s Operating Manual Sub-section 8 Page 8-5

SHOULD THIS WARNING BE IGNORED, A STEADY HORN AUDIBLE WARNING WILL

Page 8-6 Sub-section 8 Pilot’s Operating Manual

Retraction sequence is as follows:

• Main gear wheel well doors open.

• Nosewheel steering isolated (nose wheel self-centers).

• Nose gear doors open.

• Nose gear locks up and doors shut.

• Main gear locks up.

• Wheel well doors shut and lock.

Extension sequence is as follows:

• Main and nose gears unlock and doors open.

• Main and nose gears lock down.

• Nose gear doors shut.

• Nosewheel steering reconnects.

Pilot’s Operating Manual Sub-section 8 Page 8-7

TO RETURN MAIN SYSTEM PRESSURE DIAGRAM SHOWS:

MAIN GEAR MAIN GEAR

Page 8-8 Sub-section 8 Pilot’s Operating Manual

NOSE GEAR (Figure 4)

NOSE GEAR BAY DOORS (Figure 5)

CENTER INSTRUMENT PANEL

Pilot’s Operating Manual Sub-section 8 Page 8-9

Page 8-10 Sub-section 8 Pilot’s Operating Manual

STEERING DISCONNECT PIN

Pilot’s Operating Manual Sub-section 8 Page 8-11

Warning horn control and warning horn

Page 8-12 Sub-section 8 Pilot’s Operating Manual

CENTER INSTRUMENT PANEL

Pilot’s Operating Manual Sub-section 8 Page 8-13

RETURN CIRCUIT SHOWN WITH SELECTOR HANDLE PULLED

Page 8-14 Sub-section 8 Pilot’s Operating Manual

LOCATION of CONTROLS and INDICATORS

WHEEL BRAKE lever (Figure 7) Right side of center control pedestal

WHEEL BRAKE EMERG annunciators L and R Right of combined hydraulic pres-

Normal System Operation

Wheel Brake Lever (Figure 7)

Pilot’s Operating Manual Sub-section 8 Page 8-15

Page 8-16 Sub-section 8 Pilot’s Operating Manual

Left Gear Right Gear

Main Hydraulic System

Emergency System Operation with Main System Pressure Exhausted

Pilot’s Operating Manual Sub-section 8 Page 8-17