ATA 32 - Landing Gear and Brakes Systems Module

Beechjet 400A
ATA 32 – Landing Gear and Brakes Systems Module

Original
December 2020
Cover
cae.com
Original
Log of Revisions
Revision Number Date
Original December 2020
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.
Copyright 2020, CAE, Inc.

All rights reserved.
Excerpted materials used in this publication

have been reproduced with permission of
Beechcraft.
Printed in the United States of America.

Table of Contents
Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i Figure 4: Main Landing Gear Assembly. . . . . . . . . . . 5
Copyright. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii Shock Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . vii Side Struts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
This page intentionally left blank.. . . . . . . . . . . . . . . viii Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
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
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
Beechjet 400A iv ATA 32 – Landing Gear and Brakes Systems Module

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
Hydraulic Brake System . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 36: Steering Disconnect Pin. . . . . . . . . . . . . 36
Figure 28: Pressurized Hydraulic Reservoir. . . . . . 29 Preflight and Procedures. . . . . . . . . . . . . . . . . . . . . . . 37

Manual Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Power Brake Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Brake System Accumulator Servicing. . . . . . . . . . . 37
Figure 29: Power Brake Antiskid Control Valve . . . 30 Emergency Brake and Main Gear Door-Close
Nitrogen Bottle Servicing . . . . . . . . . . . . . . . . . . 37
Figure 30: Brake Accumulator with Charging Valve
and Pressure Guage. . . . . . . . . . . . . . . . . . . . . . . . . . 30 Tire Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Antiskid Power Brake Mode. . . . . . . . . . . . . . . . . . . 30 Nose Gear Tire Inflation Pressure. . . . . . . . . . . . . . 37
Wheel Speed Transducers. . . . . . . . . . . . . . . . . . . . . 31 Main Gear Tire Inflation Pressure . . . . . . . . . . . . . . 38
Antiskid Servo Loop. . . . . . . . . . . . . . . . . . . . . . . . . . 31 Strut Inflation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Antiskid System Operation. . . . . . . . . . . . . . . . . . . . 31 Figure 38: Strut Inflation Chart without
Figure 31: ANTI SKID ON-OFF-TEST Switch. . . . . . 31 Kit 128-8001-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 39: Strut Inflation Chart with
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Kit 128-8001-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 32: Parking Brake Valves. . . . . . . . . . . . . . . . 33
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Figure 33: Parking Brake Handle . . . . . . . . . . . . . . . 34
Abnormal and Emergency Procedures . . . . . . . . . . . . 40
Emergency Brake System. . . . . . . . . . . . . . . . . . . . . . . 35
Beechjet 400A v ATA 32 – Landing Gear and Brakes Systems Module

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 vi ATA 32 – Landing Gear and Brakes Systems Module

List of Effective Pages

i. . . . . . . . . . . . . . . . . . . . . . . . . . . . Original 12. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 31. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
ii. . . . . . . . . . . . . . . . . . . . . . . . . . . .Original 13. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 32. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
iii. . . . . . . . . . . . . . . . . . . . . . . . . . . Original 14. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 33. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
iv. . . . . . . . . . . . . . . . . . . . . . . . . . . Original 15. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 34. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
v. . . . . . . . . . . . . . . . . . . . . . . . . . . .Original 16. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 35. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
vi. . . . . . . . . . . . . . . . . . . . . . . . . . . Original 17. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 36. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
vii. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 18. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 37. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
viii. . . . . . . . . . . . . . . . . . . . . . . . . . Original 19. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 38. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
1. . . . . . . . . . . . . . . . . . . . . . . . . . . .Original 20. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 39. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
5. . . . . . . . . . . . . . . . . . . . . . . . . . . .Original 24. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
10. . . . . . . . . . . . . . . . . . . . . . . . . . .Original 29. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
11. . . . . . . . . . . . . . . . . . . . . . . . . . . Original 30. . . . . . . . . . . . . . . . . . . . . . . . . . .Original
Beechjet 400A vii ATA 32 – Landing Gear and Brakes Systems Module
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Beechjet 400A viii ATA 32 – Landing Gear and Brakes Systems Module
Landing Gear and Brakes System Overview

The Beechjet 400A landing gear is electrically controlled and hydraulically actuated. It is enclosed by doors that are mechanically and hydraulically
actuated. Each inboard-retracting main gear utilizes five hydraulic actuators:
One to extend and retract the gear,
One for inboard (fuselage) door actuation
One each for gear uplock/downlock/inboard door release.
The forward-retracting nose gear requires three hydraulic actuators: one to extend and retract the gear and one for each gear uplock/downlock release.
Colored lights on the landing gear control panel provide gear position indication. In addition, a warning horn sounds if any gear is not down and locked
when flap position and/or thrust lever settings are in the landing configuration.
The power brakes are controlled by pressure from toe-operated master cylinders. Antiskid, when selected, provides maximum braking capability without
skid under all runway conditions.
The nose wheel steering system, capable of steering 25° either side of center, is mechanically actuated by rudder pedal deflection and can be castered
to 45° by use of asymmetric brake application and thrust. The system is disengaged when the gear is retracted. A steering damper prevents vibration
feedback to the pedals and a separate shimmy damper prevents nosewheel shimmy.
Beechjet 400A 1 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
PRESSURE LINE NITROGEN
Figure 1: Landing Gear Control System Flow Diagram

VALVE PACKAGE
EMERGENCY GEAR
LEGEND DOWN HANDLE
VENT LINE
EMERGENCY
PRESSURE LINE DOOR CLOSE
DUMP CHECK
RETURN LINE VALVE VALVE
NITROGEN
ELECTRICAL CIRCUIT
GEAR DROP TO NITROGEN
CABLE LINE LANDING EXTEND POSITION
GEAR DOOR BOTTLE
SELECTOR SELECTOR
VALVE VALVE DOOR CLOSE SWITCH
DOOR OPEN SWITCH EMERGENCY

CONTROL VENT
VALVE
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
LEFT & RIGHT

DOOR SELECTOR DOOR CLOSE
VALVE SWITCH LEFT GEAR DOOR LEFT DOOR RIGHT DOOR DOOR RIGHT GEAR
ACTUATING CLOSELOCK ACTUATING ACTUATING CLOSELOCK ACTUATING
NOSE GEAR CYLINDER RELEASE CYLINDER CYLINDER RELEASE CYLINDER
ACTUATING NOSE LEFT & RIGHT CYLINDER CYLINDER
CYLINDER
GEAR DOWN- GEAR DOWN- MAIN LANDING GEAR
LOCK SWITCH LOCK SWITCH LEFT GEAR RIGHT GEAR
DOWNLOCK DOWNLOCK
DOWNLOCK RELEASE RELEASE
RELEASE CYLINDER CYLINDER
CYLINDER
LEFT AND RIGHT
THRUST
SWITCH
VENT
BLOWER
ON/OFF
BOTH NORM LDG GR

L ENG BOTH HIGH
UP
WARN
HORN
CUT
OFF R ENG
DN BEECHJET
LANDING GEAR 400A

EMER
GROUND SAFETY CABIN PRESS
DOWN
LOCK
SWITCH GEAR
DOWN
NOSE
REL
GEAR
WARN HORN CUT
L R
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
Figure 2: Landing Gear System

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.
Nose Landing Gear

The nose landing gear has four attaching points: at each end of the shock strut trunnion and each end of the drag strut. The nose landing gear has a
mechanical latching mechanism in the retracted position and the drag strut has a self-locking provision in the extended position. Overcenter links in the
uplock mechanism hold the landing gear in the fully retracted position without the aid of hydraulic pressure. The nose landing gear automatically centers
itself during retraction. The nose landing gear is also used for steering and towing the airplane. A shimmy damper is attached to the strut to prevent the
wheel from shimmying during taxi, takeoff and landing.
Shock Strut
The shock strut assembly has a metering pin and is a conventional air-fluid oleo-type strut.
Figure 3: Shock Strut Assembly

Drag Strut Main Landing Gear and Doors

The drag strut has a downlock mechanism and a hydraulically operated Each main landing gear assembly consists of several load-carrying
downlock release cylinder. When the nose landing gear is extended, the components that enable landing gear retraction and extension. They
downlock mechanism is mechanically operated to lock the drag strut. consist of:
Shock strut assembly Main landing gear actuator
Torque Links cylinder,
Side strut assembly
The torque links are used to connect the shock strut cylinder to the wheel Downlock mechanism Uplock release mechanism
fork. They are held in place by a removable steering disconnect pin. The Main landing gear door
torque links hold the nose wheel/fork in alignment with the shock strut Downlock release mechanism
actuating assembly
cylinder to allow steering of the airplane.
NOTE: The torque links must be disconnected prior to towing
the airplane.
Nose Landing Gear Actuation

The nose landing gear is hydraulically operated. The actuating cylinder is
attached to both the nose gear shock strut and drag strut and is installed
on the forward side of the nose landing gear. When the actuating cylinder
retracts, it pulls the nose gear up to the retracted position. Extension of the
cylinder pushes the nose landing gear aft to the extended position.
Nose Landing Gear Doors

There are two forward nose landing gear doors that enclose the forward
portion of the nose gear wheel well when the nose landing gear is retracted
or extended. The forward doors are mechanically linked to the nose gear
trunnion by torque tubes and are closed when the nose landing gear is
either fully retracted or extended. The aft nose landing gear door encloses
the aft portion of the wheel well and is linked directly to the nose gear strut
so that it is opened only when the nose landing gear is extended.
Figure 4: Main Landing Gear Assembly

Main Landing Gear Main Landing Gear Doors

Attachment of the main landing gear is accomplished at three points: While in the retracted position, each main landing gear is enclosed by two
One at the upper end of the shock strut (wing side), doors. The wing main landing gear doors are mechanically linked to the
main landing gear struts for actuation. The fuselage main landing gear
One at the fitting on the middle fuselage through the side strut and link, doors are hydraulically actuated any time the landing gears are retracted
One at the wing side through the balancer. or extended.
A mechanical latching mechanism locks the main landing gear in the
retracted (up) position and a downlock mechanism on the side strut locks the
main landing gear in the extended (down) position. The main landing gear Extension and Retraction
does not require hydraulic pressure to hold it in the retracted or extended Normal extension and retraction of the landing gear is accomplished with
position. A rotor-type brake assembly is installed on each main gear wheel. a hydraulic actuating cylinder on each gear. Each gear is held retracted
The brakes operate on hydraulic pressure metered by the power brake (locked) by a mechanical hook that is hydraulically released at the same
valve and actuated by the master brake cylinders. time pressure is applied to the landing gear actuators. There is a mechanical
downlock latching mechanism for when the gear is in the extended position.
Shock Struts The latch holds the landing gear extended after any extension method, be
it hydraulic or manual (Extension – Figure 5, Retraction – Figure 7).
Each shock strut assembly contains a metering pin and is a conventional
An auxiliary (emergency) system permits manual release of the mechanical
air-fluid oleo type strut.
hooks for gravity extension of the landing gear. Nitrogen, from a storage
bottle, is used to operate the actuating cylinders and close the fuselage
Side Struts main landing gear door (Figure 6).
Each side strut has a mechanical downlock mechanism and a hydraulically The landing gear control valve is solenoid operated and directs hydraulic
operated downlock release cylinder. With the landing gear in the extended pressure to the extend or retract side of the individual landing gear actuating
position, the downlock mechanisms are mechanically operated. 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.
Torque Links
The torque links are used to connect each strut cylinder to its piston and
axle. The torque links hold the wheels in alignment.
Main Landing Gear Actuation

The landing gear is hydraulically operated by the actuator attached directly
to the shock strut and retracts inboard. When the hydraulic actuator retracts,
the landing gear extends. When the hydraulic actuator extends, it pushes
the landing gear to the retracted position.

LEGEND
EMERGENCY GEAR
VALVE PACKAGE DOWN HANDLE VENT LINE
PRESSURE LINE EMERGENCY

DOOR CLOSE
RETURN LINE
DUMP CHECK
VALVE NITROGEN
VALVE
ELECTRICAL CIRCUIT
GEAR DROP TO CABLE LINE

EXTEND POSITION NITROGEN
LANDING BOTTLE
GEAR DOOR
SELECTOR SELECTOR
VALVE DOOR CLOSE SWITCH
VALVE
CONTROL VENT
SHUTTLE VALVE
VALVE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
RELEASE RELEASE
CYLINDER CYLINDER
NOSE GEAR LEFT GEAR RIGHT GEAR

ACTUATING ACTUATING ACTUATING
CYLINDER 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
NOSE LANDING GEAR MAIN LANDING GEAR

L R
Figure 5: Normal Extension

LEGEND
EMERGENCY GEAR
VALVE PACKAGE DOWN HANDLE RETURN LINE
NITROGEN EMERGENCY
DOOR CLOSE
ELECTRICAL CIRCUIT
DUMP CABLE LINE
VALVE
GEAR DROP TO
LANDING BOTTLE
GEAR DOOR
SELECTOR SELECTOR
VALVE
CONTROL VENT
VALVE
SHUTTLE
VALVE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
RELEASE RELEASE
CYLINDER CYLINDER

CYLINDER CYLINDER

L R
Figure 6: Emergency Extension

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
LANDING BOTTLE
GEAR DOOR
SELECTOR SELECTOR
VALVE
CONTROL VENT
VALVE
SHUTTLE
VALVE
SHUTTLE
VALVE
UPLOCK
RELEASE GEAR GEAR
RELEASE RELEASE
CYLINDER CYLINDER

CYLINDER CYLINDER

L R
Figure 7: Normal Retraction

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.
Landing Gear Actuating Cylinders

The main landing gear actuating cylinders are mounted inboard of each
main landing gear and move the gear to the extended position when the
actuating cylinder is retracted. When the actuating cylinder is fully extended,
the main landing gear is fully retracted.
Figure 9: Fuselage Main Landing Gear Door Actuating Cylinder
NOTE: The fuselage main landing gear door close lock

release-actuating cylinder and the nose landing gear
uplock release-actuating cylinder are identical and
interchange.
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.

The nose and main landing gear uplock release actuating cylinders are single action type conventional actuators, incorporating
a piston resetting spring. The actuating cylinder unlocks the gear from the uplock position to allow extension of the nose and
main gear.
The fuselage main landing gear door close lock release actuating cylinder is a single action-type conventional actuator,
incorporating a piston resetting spring. The actuating cylinder unlocks the main gear door to allow the door to open.
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.
Emergency Gear Control

An emergency gear-down handle that unlocks the uplock hooks and operates the dump valve lever and the emergency
gear-down/main landing gear door-close handle that releases pressure from the nitrogen storage bottle to close the doors.
The main landing gear door close handle should not be pulled until the three green downlocked lights are illuminated and the
emergency gear-down handle has been returned to the stowed position.
2982
MDA 200 DH 200 MDA 200 DH 200

STBY T+4.2A STBY T+4.2A
5000 UTC 07:14 TAS 0 GS 0 SAT 15C TAT 15C UTC 07:14 TAS 0 GS 0 SAT 15C TAT 15C 5000
80 80
200 RWØ4L 2NM 06:59 -MEASURED- RWØ4L 2NM 06:59 -MEASURED- 200
(INTC) 2NM (INTC) 2NM
60 10 SKORR 8NM SKORR 8NM 60 10
100 KJFK 66NM LB KJFK 66NM LB 100
TA ONLY TA ONLY
40 314 33 314 33
0 000
30 30 40
0 000
V2 118 10 100 V2 118 10 100

JFK CRI VR 109 VR 109 JFK CRI
0.8 6.3 V1 102 0 FT 1 METSS SKORR 1 METSS SKORR V1 102 0 FT 0.8 6.3
200 /2500A /2500A 200
90 HDG 315 29.82 IN 90 HDG 315 29.82 IN
2.4NM (INTC) (INTC) 2.4NM
30
30 33
33 1 2 4 30 33 1 2 4
FMS1 FMS1
(INTC) W
W OKJFK OKJFK (INTC) W
N
GPS TERM GPS TERM

0.0 0.0
TFC ON TFC ON
24
24
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
S
15 12
UNIVERSAL TIME UNIVERSAL TIME
28 26 24
30
Figure 10: Emergency Gear Down Handle

Nitrogen Storage Bottle

The nitrogen storage bottle is located forward of the forward pressure bulkhead.
Figure 11: Nitrogen Bottle

The bottle pressure can be monitored by the nitrogen gauge on the right-hand side of the copilot’s
instrument panel. It holds 90 cubic-inches (minimum) of nitrogen at an operating pressure of 1,650 PSIG
(1,500 PSIG on RK-1 thru RK- 99).
2982
MDA 200 DH 200 MDA 200 DH 200

80 80
TA ONLY TA ONLY
40 314 33 314 33
0 000
30 30 40
0 000
V2 118 10 100 V2 118 10 100

200 /2500A /2500A 200
90 HDG 315 29.82 IN 90 HDG 315 29.82 IN
30
30 33
33 1 2 4 30 33 1 2 4
FMS1 FMS1
(INTC) W
N
GPS TERM GPS TERM

0.0 0.0
TFC ON TFC ON
3
24
24
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
S
15 12
28 26 24
30
Figure 12: Nitrogen Pressure Guage

The storage bottle is utilized to supply pressure from the compressed nitrogen for the main landing gear door-close
system and the emergency brake system. The lever on the storage bottle is connected to the emergency door-close
handle by a push-pull cable. The emergency door-close pneumatic lines are connected to a vent line when the storage
bottle control lever is in the normal position. The bleed valve is rotated counterclockwise to remove moisture and air from
the bottle.
The servicing port is in the L avionics bay. Refer to the airplane’s Maintenance Manual for the proper servicing procedures.
Figure 13: Nitrogen Servicing Port

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 14: Uplock Hook

Landing Gear Control Unit

The landing gear control unit has a manually operated handle that electrically controls the position of the landing gear. The
manually operated handle operates four limit switches which, according to the selected position of the handle, apply 28V DC
power to the UP or DOWN solenoid of the hydraulic valve package through the gear position- limit switch circuit.
The manually operated handle has a locking mechanism in the DOWN position to prevent accidental movement of the
handle. When the airplane is on the ground and electrical power is ON, a solenoid is de-energized to lock the handle in the
DOWN position. In flight, when the solenoid is energized through the landing gear safety (squat) switch, the landing gear
control handle downlock is released. The L landing gear safety (squat) switch keeps the landing gear control unit handle from
moving out of the DOWN position when the airplane is on the ground.
If the switch fails to close, the landing gear control unit handle cannot be moved toward the UP position in flight. On Airplanes
RK-1 thru RK-109, except RK-98, an override switch located above the landing gear control handle is provided to release the
downlocked handle.
Figure 15: Down Lock Release (RK-1 thru RK-109, except RK-98)

On Airplanes RK-98 and RK-110 and after, the override switch is located beside the landing gear control handle on the
copilot’s instrument panel
2982
MDA 200 DH 200 MDA 200 DH 200

80 80
TA ONLY TA ONLY
40 314 33 314 33
0 000
30 30 40
0 000
V2 118 10 100 V2 118 10 100

200 /2500A /2500A 200
90 HDG 315 29.82 IN 90 HDG 315 29.82 IN
30
30 33
33 1 2 4 30 33 1 2 4
FMS1 FMS1
(INTC) W
N
GPS TERM GPS TERM

0.0 0.0
TFC ON TFC ON
3
24
24
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
S
15 12
28 26 24
30
Figure 16: Down Lock Release (RK-98, RK-110 and above)
Landing Gear Operation

Retraction
With all landing gears down and locked and the fuselage main landing gear doors closed and locked, the three green
indicating lights on the control unit illuminate to indicate a normal condition. The red warning light should be extinguished
and the audible warning signal should not sound. Moving the handle to the UP position electrically positions the gear door
selector valve to direct hydraulic pressure to the fuselage main landing gear door close lock release actuating cylinders and
door actuating cylinders. The door locks open and the doors open, actuating the door open switches. When both door open
switches are actuated, the gear selector valve is electrically positioned to direct hydraulic pressure to the gear downlock
release actuating cylinders and to the up side of the main and nose gear actuating cylinders.

As each gear uplock roller rotates the uplock hook over center, the uplock The door close lock switches are actuated to shut off hydraulic pressure
mechanism is mechanically positioned to the locked position. When all of to the door actuating cylinders. When the door close locks open, the red
the landing gears are up-and-locked and the uplock switches are actuated, warning light illuminates. As each gear downlock switch is actuated, the
the landing gear selector valve solenoid is de-energized and hydraulic respective green light is illuminated. The red warning light extinguishes
pressure to the landing gear actuating cylinders is shut off. The position when the gear doors are closed and locked.
of the landing gear door selector valve is reversed, which in turn directs Landing gear transit time from full up to full down is approximately 5 ±2
pressurized hydraulic fluid to close the fuselage main landing gear doors. seconds.
When the fuselage main landing gear doors are closed and locked, hydraulic
pressure to the door actuating cylinders is shut off. As each landing gear
Emergency
unlocks from the downand-locked position, its respective green indicator
light extinguishees and the red warning light illuminates. When all landing The emergency landing gear-down system provides an alternate method
gears are up and locked and the gear doors are closed and locked, the red for extending the landing gear should the normal system malfunction. The
light extinguishes. system consists of an emergency gear-down handle in the cockpit, a control
Landing gear transit time from full down to full up is approximately 5 ±2 cable connected to the fuselage main landing gear door close locks, main
seconds. landing gear uplocks, the nose landing gear uplock, and the dump valve
lever (Figure 6).
The initial movement of the emergency gear-down handle pulls the cable
Extension to actuate the dump valve lever, which shuts off hydraulic pressure to
When the landing gear is up and locked and the main gear doors are the gear selector valve and landing gear door selector valve. Pulling the
closed and locked, the three indicating lights and the red warning light emergency gear-down handle to its full travel, approximately 9.06 inches
are extinguished, indicating that the system is normal. Moving the landing (230 mm), releases the fuselage main landing gear door close locks, main
gear control handle to the DOWN position electrically positions the main gear uplocks, and nose gear uplock. The landing gear doors open and the
gear door selector valve to direct hydraulic pressure to the fuselage main landing gear free-falls (extends) assisted by gravity and/or airload. The red
landing gear door close lock release actuating cylinders and door actuating warning light illuminates. A mechanical latch at each landing gear downlock
cylinders. As each main gear door reaches the full open position, it actuates locks the landing gear in the extended position.
the door open switch. As the landing gear locks in the down position, the respective gear green
When all door open switches are actuated, the landing gear selector valve indicating light illuminates and the red warning light remains illuminated.
is electrically positioned to direct hydraulic pressure to the gear uplock After confirmation of three green lights, the emergency geardown handle is
release actuating cylinders and to the down side of the main and nose pushed to the stowed position and the emergency gear door-close handle is
landing gear actuating cylinders. Movement of the landing gear to the down pulled. Pulling the emergency gear door-close handle releases pressurized
and locked position actuates the downlock switches, which electrically nitrogen from the nitrogen storage bottle to close the fuselage main landing
position the landing gear door selector valve, directing hydraulic pressure gear doors. The red warning light extinguishes when the doors close.
to the “close” side of the main landing gear door actuating cylinders and
de-energizing the landing gear selector valve that shuts off the hydraulic
pressure to the landing gear actuating cylinders.

Position and Warning Indication RK-98 and RK-110 and After
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.
Visual Position Indicating and Warning

The landing gear visual position indicating system is comprised of three
downlock switches, three uplock switches, two door close lock switches
and the landing gear control unit.
RK-1 thru RK-109 except RK-98

Three green safe lights and one red unsafe (UNLOCKED) light are located
on the landing gear control unit to visually indicate landing gear position.
The landing gear control unit is located in the lower R corner of the pilot’s
instrument panel
Figure 18: Visual Position Indicating (RK-98, RK-110 and above)
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
AIRPLANE RK-98, RK-110 AND AFTER
Figure 19: Landing Gear Position Indications

Audible Position Warning

A landing gear warning signal to the avionics interface signals the avionics audio system to generate an audible warning
tone, alerting the crew to an abnormal dangerous situation involving the position of the landing gear. The audible position
indicating and warning system includes the avionics audio system, two horn cutout switches, a flap follow-up switch unit, two
thrust lever switches, a horn test switch and the associated relays.
The horn cutout switches are installed in each control wheel (Figure 20) and, on Airplanes RK-98 and RK-110 and after,
there is a GEAR WARNING SILENCE button on the copilot’s left subpanel (Figure 21). When pressed, they silence the
warning tone by energizing the horn cutout relays.
2982
MDA 200 DH 200 MDA 200 DH 200

80 80
TA ONLY TA ONLY
40 314 33 314 33
0 000
30 30 40
0 000
V2 118 10 100 V2 118 10 100

200 /2500A /2500A 200
90 HDG 315 29.82 IN 90 HDG 315 29.82 IN
30
30 33
33 1 2 4 30 33 1 2 4
FMS1 FMS1
(INTC) W
N
GPS TERM GPS TERM

0.0 0.0
TFC ON TFC ON
3
24
24
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
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.

When the LAND SEL switch is set to FLAP 10 and the flaps are extended to 10 degrees and the gear is retracted, an
unsilencable warning tone will sound. When the LAND SEL switch is set to FLAP 30 and the flaps are extended beyond 20
degrees and the gear is retracted, an unsilencable warning tone will sound regardless of the thrust lever position.
ACT LEGS 1/2 RADIO TUNING 1 / 4

SEQUENCE COM 1 COM 2
RW 31R AUTO/ I N H I B I T 121.9ØØ 125 .15Ø
315° H 2NM PRE 1 PRE 2
( INTC ) - - - / - - - - - 118.2ØØ 131.75Ø
244° 5NM N AV 1 N AV 2
SKORR - - - / - - - - - 11Ø.3Ø 11 Ø . 3 Ø
225° 3NM N A V 1 -- MODE -- N A V 2
METSS - - - / 25Ø Ø A AUTO/ MAN AUTO/ MAN
226° 24NM ADF 1 ADF 2
RNGRR - - - / - - - - - 332.Ø 41Ø.Ø
AT C 1 AT C 2
< R W Y U P D AT E LEG WIND> 4142 S TA NDBY
[ [
[ [
Figure 22: Landing Selection Switch

Ground Safety System

The ground safety system is installed on the airplane to allow safe operation of several airplane systems as necessary
for either ground or air operation. Control is accomplished through the L and R landing gear safety switches, which
influence the ground safety system by connecting or removing an electrical ground from the coils of the ground
safety relays. The ground safety relays enable or disable their respective systems according to the position of the
safety switches.
Figure 23: Landing Gear Safety Switch

Wheels and Brakes

Main Gear Wheels
The main landing gear wheels are divided into halves to facilitate tire removal and installation. An O-ring provides an air seal at the mating surfaces of the
wheel halves. A valve assembly is installed on the wheel assembly to inflate and deflate the tire. Fusible plugs are installed in the inboard wheel half and
melt to release tire pressure should the wheel overheat. The wheel assembly is installed on the axle and rotates on tapered roller bearings.
Figure 24: Main Landing Gear Wheel

Main Gear Tires

The airplane utilizes two 24 x 7.7, tubeless, ribbed-tread tires with a speed rating of 210 mph. The design and construction of the tire should provide
maximum performance and service life.
Nose Gear Wheel

The nose gear wheel is divided into halves to facilitate tire removal and installation. An o-ring is installed in the groove on one wheel half to provide an air
seal at the mating surfaces of the wheel halves. One wheel half has an inflation valve installed for inflating and deflating the tire.
Nose Gear Tire

The airplane utilizes an 18 x 4.4, tubeless, ribbed-tread tire with a speed rating of 210 mph with chines.

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
HYD PRESSURE 900 LEFT WHEEL SPEED RIGHT WHEEL SPEED

TRANSDUCER TRANSDUCER
HYD PRESSURE 1500
LH MLG RH MLG
CONTROL PRESSURE BRAKE BRAKE
ASSEMBLY ASSEMBLY
BRAKING PRESSURE
ANTI SKID
FAIL
CONTROL BOX
ANNUNCIATOR
PANEL
ANTI SKID
ON
OFF
TEST
B4TM-LG007I ANTI SKID SWITCH
Figure 25: Brake System

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
MASTER CYLINDER PRESSURE RETURN

ALL OTHER CIRCUITS DEPRESSURIZED PRESSURE
FILTER
ACCUMULATOR HYDRAULIC
PACKAGE
Figure 26: Power Brake Control Valves (without hydraulic power)

POWER MODE
LEFT BRAKE
MASTER RIGHT BRAKE
CYLINDER MASTER CYLINDER
LEFT MLG
RIGHT MLG BRAKE
BRAKE
ASSEMBLY
ASSEMBLY
SHUTTLE VALVE
BRAKE METERING
VALVE
LEGEND
MASTER CYLINDER PRESSURE
SIGNAL
SYSTEM PRESSURE FROM
ANTISKID
RESTRICTOR CONTROL
BRAKE PRESSURE BOX
MODULATED ANTISKID CONTROL PRESSURE HYDRAULIC SERVO

CONTROL VALVE
RETURN PRESSURE RETURN

PRESSURE
FILTER
ACCUMULATOR HYDRAULIC
PACKAGE
Figure 27: Power Brake Control Valves (with hydraulic power)

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.

During the braking process, kinetic energy is changed into heat in the disk
stack.
When the pistons push the pressure plate against the disk stack, the wear
indicator pin, attached to the pressure plate, is pulled through the brake
housing subassembly. As the disk stack wears, the distance from the top of
the wear indicator pin to the brake housing subassembly flange decreases.
The self-adjusting return mechanism in each piston automatically adjusts
for brake wear to maintain a constant operating clearance. As the brake
wears, the movement of the piston toward the pressure plate causes the
self-adjusting swage tube to be pushed over the adjuster swage.
The adjuster swage is held in place by the return pin, return pin retainer and
a self-locking nut. Because the self locking swage tube continues to slide
over the adjuster swage, the built-in clearance remains the same through
the life of the disk stack.
Hydraulic Brake System Figure 28: Pressurized Hydraulic Reservoir

The main landing gear wheels are equipped with disc brakes installed on
the main landing gear axles. Manual Mode
Wheel braking action, with the exception of the emergency brake system, When 1,500 PSI hydraulic pressure is not available to the power brake
is initiated by the master cylinders. Displacement of each master cylinder antiskid control valve, hydraulic pressure from the master cylinders will hold
piston transfers hydraulic pressure to the power brake antiskid control valve the shuttle valves in the control valve open, thereby allowing hydraulic fluid
via the mixing valves. pressure from the master cylinders to actuate the brake assemblies. The
The mixing valves provide a means of interconnecting the four master power brake antiskid control valve acts only as plumbing and the antiskid
cylinders in parallel to permit actuation of the brakes from either the pilot’s system is nonfunctional in the manual mode (Figure 26).
or copilot’s rudder pedals. Hydraulic fluid is provided to the master cylinders
from a pressurized hydraulic reservoir installed on the forward side of the
forward pressure bulkhead.
The power brake antiskid control valve is used to release and apply
hydraulic pressure to the main gear brake assemblies. The control valve’s
three modes of operation include manual, power and antiskid (Figure 25).

Power Brake Mode

When 1,500 PSI of hydraulic pressure is available to the power brake
antiskid control valve, the internal shuttle valves are moved to the closed
position and the control valve functions in the power mode (Figure 27).
With the shuttle valves in the closed position, master cylinder hydraulic
pressure is no longer applied to the brake assemblies, but to the metering
valves inside the control valve. The metering valves apply the hydraulic
system pressure to the brake assemblies at a 2:1 ratio, as compared to
hydraulic pressure from the master cylinders.
Figure 30: Brake Accumulator with Charging Valve and Pressure Guage
Antiskid Power Brake Mode

An antiskid control system is installed on the airplane to electronically
monitor and control the power brake system, thereby providing maximum
braking efficiency on all runway surfaces through the prevention of wheel
skidding.
The antiskid control system consists of the power brake system components,
an antiskid control box and both the L and R wheel speed transducers. The
system also utilizes a hydraulic servo control valve, which is installed on
the power brake antiskid control valve. The power brake antiskid control
Figure 29: Power Brake Antiskid Control Valve box is located in the aft compartment and the wheel speed transducers are
A brake accumulator (Figure 30), installed just aft of the L main landing mounted inside the hubcaps of their respective main landing gear wheel
gear wheel well, provides a fluid reserve to stabilize hydraulic pressure assemblies.
during pressure fluctuations of the hydraulic system. The accumulator is
also equipped with an accumulator charging valve and pressure gauge.
Accumulator pressure must be maintained at 900 ±50 PSIG.
Refer to the Maintenance Manual for proper servicing procedures. The
power brake system will operate with or without anti-skid control.

Wheel Speed Transducers
The wheel speed transducers convert wheel rotation speed into a frequency used for reference by the antiskid control box.
The shaft of each wheel speed transducer is connected directly to its respective wheel hubcap. The transducers utilize self-
contained bearings and are termed variable reactance alternators, with each containing 36 poles on the rotor and matching
poles on the stator. Excitation is provided by a coaxial coil in the rotor circuit, which operates on direct current from the
antiskid control box.
Antiskid Servo Loop

The antiskid control box contains the circuits necessary to interpret signals from the L and R transducers. Transducer sine
wave signals are converted to a DC analog voltage inside the control box, then are successively modified by the comparator,
compensator and amplifier circuits for provision to the valve driver. The valve driver circuit reads the input voltage and sends
a proportional current output to drive the hydraulic servo control valve. The hydraulic servo control valve driver is designed to
eliminate the effects of servo coil resistance change due to temperature variation and will prevent the valve command current
from changing. The hydraulic servo control valve converts the valve driver current input into brake pressure by modulation of
the power brake antiskid control valve.
Antiskid System Operation

The antiskid system is powered through the switch placarded ANTI SKID, ON-OFF-TEST on the center pedestal. When the
ANTI SKID switch is in the OFF position, the brake system functions in either the “manual” or “power” mode, as determined
by the availability of 1,500 PSI of hydraulic pressure to the power brake antiskid control valve. When the ANTI SKID switch
is placed in the ON position, 28V DC from the L load bus is applied to the antiskid control box. The spring-loaded momentary
TEST position initiates a functional test of the antiskid system.
ACT LEGS 1/2 RADIO TUNING 1 / 4
SEQUENCE COM 1 COM 2
RW 31R AUTO/ I N H I B I T 121.9ØØ 125 .15Ø
315° H 2NM PRE 1 PRE 2
( INTC ) - - - / - - - - - 118.2ØØ 131.75Ø
244° 5NM N AV 1 N AV 2
SKORR - - - / - - - - - 11Ø.3Ø 11 Ø . 3 Ø
225° 3NM N A V 1 -- MODE -- N A V 2
METSS - - - / 25Ø Ø A AUTO/ MAN AUTO/ MAN
226° 24NM ADF 1 ADF 2
RNGRR - - - / - - - - - 332.Ø 41Ø.Ø
AT C 1 AT C 2
< R W Y U P D AT E LEG WIND> 4142 STA NDB Y
[ [
[ [
Figure 31: ANTI SKID ON-OFF-TEST Switch

Signals from each wheel speed transducer are inputted to the antiskid control box where control calculations are performed.
Should a transducer signal indicate a skid condition, the antiskid control box provides a signal to the hydraulic servo control
valve and reduces brake pressure on each side of the brake system simultaneously. The left and right brake pressures are
reduced proportionally to maintain any differential braking inputs that the crew may be using.
The antiskid control box contains both a touch-down-protection and valve-dump-detection circuit. The valve-dump-detection
CABIN AIR circuit monitors the antiskid control valve command signals. If a valve-dump release command is received for an extended
OV HT period of time, the valve dump-detection circuit signals the antiskid control box to illuminate the amber ANTI SKID FAIL
ANTI SKID annunciator. The touchdown- protection circuit prevents the application of brake pressure by the crew until the wheels are on
FAIL the ground. The positions of two ground safety relays are monitored by the antiskid control box to operate the touch-down
protection circuit.
The test terminal on the antiskid control box receives 28V DC from the R load bus to power the antiskid warning system. If
a fault is sensed by the antiskid control box, it sends a signal to the warning annunciator panel to illuminate the amber ANTI
SKID FAIL annunciator, providing the landing gear is down and locked. When the landing gear is retracted, the nose landing
gear downlock and uplock switches close their contacts and energize the gear uplock relay with 28V DC from the L load
bus. Illumination of the amber ANTI SKID FAIL annunciator is thereby prevented by the nose gear uplock relay any time the
landing gear is retracted during flight.
A loss of electrical power to either the antiskid control valve or control box will disable antiskid control. The system will
continue operation in the power mode without antiskid control, providing 1,500 PSI of hydraulic pressure is still available. If
1,500 PSI of hydraulic pressure is not available, the brake system reverts to the manual mode. The antiskid system will not
operate unless the brake system is in the power mode.

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.
Figure 32: Parking Brake Valves

The parking brake is manually set from the cockpit by depressing the toe brakes and pulling the parking brake handle
under the pilot’s instrument panel. When the parking brake valves are actuated, they hold the brakes locked by maintaining
hydraulic fluid pressure on the brakes after the toe brakes have been released. The parking brakes are released by pushing
the handle in. If the engines are not running, the parking brake may be set by pulling out the parking brake handle and
depressing the toe brakes two or three times.
2982
MDA 200 DH 200 MDA 200 DH 200

80 80
TA ONLY TA ONLY
40 314 33 314 33
0 000
30 30 40
0 000
V2 118 10 100 V2 118 10 100

200 /2500A /2500A 200
90 HDG 315 29.82 IN 90 HDG 315 29.82 IN
30
30 33
33 1 2 4 30 33 1 2 4
FMS1 FMS1
(INTC) W
N
GPS TERM GPS TERM

0.0 0.0
TFC ON TFC ON
3
24
24
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
S
15 12
28 26 24
30
Figure 33: Parking Brake Handle

Emergency Brake System

The brake assemblies on the main gear wheels are designed to operate on pneumatic pressure for emergency braking.
The emergency (pneumatic) braking system is provided for use should the hydraulic brake system malfunction. Emergency
braking is controlled by a hand-operated valve that directs equal pneumatic pressure to each brake assembly when actuated.
The emergency brake control handle is located on the right side of the pedestal under the copilot’s instrument panel and
connects to the emergency brake valve located just aft of the forward pressure bulkhead below the copilot’s floorboards.
When the handle is pulled to pressed down, high pressure nitrogen is released from the nitrogen storage bottle and applied
to the shuttle valves in the main gear brake assemblies. The brakes will pneumatically actuate as the high pressure nitrogen
is applied to the shuttle valves.
2982
MDA 200 DH 200 MDA 200 DH 200

80 80
TA ONLY TA ONLY
40 314 33 314 33
0 000
30 30 40
0 000
V2 118 10 100 V2 118 10 100

200 /2500A /2500A 200
90 HDG 315 29.82 IN 90 HDG 315 29.82 IN
30
30 33
33 1 2 4 30 33 1 2 4
FMS1 FMS1
(INTC) W
N
GPS TERM GPS TERM

0.0 0.0
TFC ON TFC ON
3
24
24
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
S
15 12
28 26 24
30
Figure 34: Emergency Brake Control Handle

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).
Figure 35: Steering Damper Figure 36: Steering Disconnect Pin

With the nose gear retracted, steering linkage is disconnected from the rudder pedals, steering is disabled, and the nose gear is mechanically centered.
A steering disconnect pin in the scissors link must be removed to permit free deflection of the nose wheel and prevent damage to the strut during towing
(Figure 36).

Preflight and Procedures

Servicing
Brake System Accumulator Servicing
Servicing the brake system accumulator consists of maintaining a charge of 900 ±50 PSIG in the accumulator. The accumulator is located on the L side of
the fuselage aft of the wing (Figure 30). The access panel covering the accumulator has a window in it to allow observation of the accumulator pressure
gauge while the panel is installed on the airplane.
Emergency Brake and Main Gear Door-Close Nitrogen Bottle Servicing

Servicing the emergency brake and main gear door-close nitrogen bottle consists of maintaining the nitrogen pressure in the bottle at 1,350 to 1,650 PSIG
(1,350 to 1,500 PSIG on RK-1 thru RK-99). Check the bottle pressure by observing the pressure gauge on the R side panel of the cockpit. If the gauge
indicates less than 1,350 PSI of pressure, add compressed nitrogen to the bottle
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.
Nose Gear Tire Inflation Pressure

Inflate the nose gear tires to 120 ±5 PSIG at 70°F ambient temperature with no loading.
CAUTIO
Use only nitrogen for tire inflation.
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.

Main Gear Tire Inflation Pressure

Inflate the main gear tires to 125 ±5 PSIG at 70°F ambient temperature with no loading.
CAUTIO
Use only nitrogen for tire inflation.
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
STRUT EXTENSION (INCH)

7
7
STRUT EXTENSION (INCH)

6
6
5
5
4
4
3
3
2
2
1
1 0
0 100 200 300 400 500 600 700 800 900
0
0 100 200 300 400 500 600 700 800
PRESSURE (PSIG±3%)
PRESSURE (PSIG±3%)
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.
Abnormal and Emergency Procedures

Procedures involving the landing gear and brake systems include:
Main landing gear ground safety switch failure on takeoff
Power brake failure
Landing gear handle lock
Alternate gear extension
Antiskid system failures.
Always refer to the applicable aircraft flight manual and crew manual for checklists concerning these abnormal and emergency
procedures.
Main Landing Gear Ground Safety Switch Failure On Takeoff

L TR ARM
Failure of one or both landing gear ground safety switches to transfer from the ground to flight mode is indicated by illumination
of both amber TR ARM annunciators and flashing MASTER WARNING lights when the gear is retracted. If this occurs, do
R TR ARM
not raise the thrust reverser levers. In-flight deployment of one or both thrust reversers could occur. On the aft main panel,
pull the thrust reverser CONT circuit breakers and land at the nearest suitable airport.
MASTER NOTE: Refer to the landing graph in the Airplane Flight Manual.
WARNING
RESET Power Brake Failure
If a power brake failure is experienced, 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.
NOTE: Landing distance will increase approximately 50%.

Landing Gear Handle Lock

If the landing gear handle should lock, check that the LDG GEAR circuit breaker, on the aft circuit breaker panel, is in. On the
landing gear control handle, push and hold the DOWNLOCK RELEASE button and select landing gear up.
2982
MDA 200 DH 200 MDA 200 DH 200

80 80
TA ONLY TA ONLY
40 314 33 314 33
0 000
30 30 40
0 000
V2 118 10 100 V2 118 10 100

200 /2500A /2500A 200
90 HDG 315 29.82 IN 90 HDG 315 29.82 IN
30
30 33
33 1 2 4 30 33 1 2 4
FMS1 FMS1
(INTC) W
N
GPS TERM GPS TERM

0.0 0.0
TFC ON TFC ON
3
24
24
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
S
15 12
28 26 24
30
Figure 40: Down Lock Release (RK-98, RK-110 and above)
Alternate Gear Extension

To extend the landing gear using the alternate gear extension procedure, first select the landing gear down and then pull the
LDG GEAR circuit breaker located on the aft circuit breaker panel.
With the airspeed at a maximum of 150 KIAS, pull the EMER L/G DOWN handle. One red and three green lights should
illuminate. If necessary, yaw the airplane to achieve gear downlock.
Then, push the EMER L/G DOWN handle in and pull the EMER DOOR CLOSE handle. When the red UNLOCKED light has
extinguished, push the EMER DOOR CLOSE handle in.
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.

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Beechjet 400A

ATA 32 – Landing Gear and Brakes Systems Module

Copyright 2020, CAE, Inc.

Excerpted materials used in this publication

Printed in the United States of America.

Copyright. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii Shock Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . vii Side Struts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

This page intentionally left blank.. . . . . . . . . . . . . . . viii Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Beechjet 400A iv ATA 32 – Landing Gear and Brakes Systems Module

Hydraulic Brake System . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 36: Steering Disconnect Pin. . . . . . . . . . . . . 36

Figure 28: Pressurized Hydraulic Reservoir. . . . . . 29 Preflight and Procedures. . . . . . . . . . . . . . . . . . . . . . . 37

Beechjet 400A v ATA 32 – Landing Gear and Brakes Systems Module

Beechjet 400A vi ATA 32 – Landing Gear and Brakes Systems Module

List of Effective Pages

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Landing Gear and Brakes System Overview

Beechjet 400A 1 ATA 32 – Landing Gear and Brakes Systems Module

PRESSURE LINE NITROGEN

Figure 1: Landing Gear Control System Flow Diagram

Beechjet 400A 2 ATA 32 – Landing Gear and Brakes Systems Module

DOOR OPEN SWITCH EMERGENCY

LEFT & RIGHT

BOTH NORM LDG GR

LANDING GEAR 400A

Figure 2: Landing Gear System

Beechjet 400A 3 ATA 32 – Landing Gear and Brakes Systems Module

Nose Landing Gear

Figure 3: Shock Strut Assembly

Beechjet 400A 4 ATA 32 – Landing Gear and Brakes Systems Module

Drag Strut Main Landing Gear and Doors

Nose Landing Gear Actuation

Nose Landing Gear Doors

Figure 4: Main Landing Gear Assembly

Beechjet 400A 5 ATA 32 – Landing Gear and Brakes Systems Module

Main Landing Gear Main Landing Gear Doors

Main Landing Gear Actuation

Beechjet 400A 6 ATA 32 – Landing Gear and Brakes Systems Module

PRESSURE LINE EMERGENCY

GEAR DROP TO CABLE LINE

NOSE GEAR LEFT GEAR RIGHT GEAR

NOSE LANDING GEAR MAIN LANDING GEAR

Beechjet 400A 7 ATA 32 – Landing Gear and Brakes Systems Module

NOSE GEAR LEFT GEAR RIGHT GEAR

NOSE LANDING GEAR MAIN LANDING GEAR

Beechjet 400A 8 ATA 32 – Landing Gear and Brakes Systems Module

NOSE GEAR LEFT GEAR RIGHT GEAR

NOSE LANDING GEAR MAIN LANDING GEAR

Beechjet 400A 9 ATA 32 – Landing Gear and Brakes Systems Module

Landing Gear Actuating Cylinders

Figure 9: Fuselage Main Landing Gear Door Actuating Cylinder

NOTE: The fuselage main landing gear door close lock

Beechjet 400A 10 ATA 32 – Landing Gear and Brakes Systems Module

Emergency Gear Control

MDA 200 DH 200 MDA 200 DH 200

V2 118 10 100 V2 118 10 100

GPS TERM GPS TERM

RAT 15C RAT 15C

UNIVERSAL TIME UNIVERSAL TIME

Figure 10: Emergency Gear Down Handle

Beechjet 400A 11 ATA 32 – Landing Gear and Brakes Systems Module

Nitrogen Storage Bottle

Figure 11: Nitrogen Bottle