2-10. WHEEL BRAKE SYSTEM.
The main landing wheels are equipped with
multiple-disc hydraulic brakes actuated by master
cylinders attached to the rudder pedals at the pilot's
and copilot's position. Braking is permitted from either
set of rudder pedals. Brake fluid is supplied to the
system from the reservoir in the nose compartment.
The toe brake sections of the rudder pedals are
connected to the master cylinders, which actuate the
system for the corresponding wheel. No emergency
brake system is provided. Repeated and excessive
application of brakes, without allowing sufficient time
for cooling to accumulate between applications, will
cause loss of braking efficiency, possible failure of
brake or wheel structure, possible blowout of tires,
and, in extreme cases, may cause the wheel and
brake assembly to be destroyed by fire.
2-11. PARKING BRAKE HANDLE.
Dual parking brake valves are installed below the
simultaneously by pressing both brake pedals on the
pilot's side to build up pressure and then pulling out
the handle, placarded PARKING BRAKE, on the left
subpanel, Figures 2-6 and 2-8. The parking brake can
be set by both the pilot and the copilot on the D and
T models only. Pulling the handle full out sets the
check valves in the system and any pressure being
applied by the toe brakes is maintained. Parking
brakes are released when the brake handle is pushed
in. Parking brakes shall not be set during flight.
2-12. ENTRANCE AND EXIT PROVISIONS.
Structural damage may be caused if more
than one person, or a maximum weight of
300 pounds, is on the entrance door at a
Two keys are provided in the loose tools
and equipment bag. Both keys will fit the
locks on the cabin door, emergency hatch,
aft belly access door, and the right and left
nose avionics doors. These keys will fit all
inadvertently locking the cabin entrance
door prior to entering the aircraft.
a. Cabin Door C . A swing-down door, hinged
at the bottom, provides positive cabin security for flight
and a convenient stairway for entry and exit,
Figure 2-11. Two of the three steps are movable and
automatically fold flat against the door in the closed
position. A plastic encased cable provides support for
the door in the open position, a handhold for
passengers, and a convenience for closing the door
from the inside. A hydraulic damper permits the door
to lower gradually during opening. An inflatable rubber
door seal around the door expands to positively seal
the pressure vessel while the aircraft is in flight.
Engine bleed air provides the pressure to inflate the
seal. The door locking mechanism is operated by the
handle in the center of the door. The inside and
outside handles are mechanically interconnected.
When the handle is rotated per placard instructions,
two latches hook into the door frame at the top, and
two lock bolts on each side of the door lock into the
frame on the sides. There are four sight openings on
the inner facing of the door; one opening over each
locking bolt. A green stripe painted on the locking bolt
aligns with a black pointer in the sight opening when
the door is in a locked condition. A CABIN DOOR
annunciator light in the caution/advisory panel will
illuminate if the door is not fully locked. The cabin
door may be removed for flight by installing Beech
Aircraft Corporation Kit 100-4006. Flights with the
door removed must be in accordance with the FAA
accompanies this kit.
(1) A button adjacent to the door handle,
both inside and outside the cabin, must be pressed
before the handle can be rotated to open the door.
This acts as an aid to preventing accidental opening.
(2) A small round window just above the
second step permits observation of the pressurization
safety lock bellows. A placard adjacent to the window
instructs the operator to make certain the safety lock
arm is in position around the bellows shaft. Pushing
the red button switch adjacent to the window
illuminates the mechanism inside the door.