LANDING GEAR WARN, located on the overhead
circuit breaker panel (fig. 2-26).
Landing Gear Warning Horn Test Switch.
The landing gear warning horn may be tested by the test
switch on the right subpanel. The switch, placarded
STALL WARN TEST OFF LDG GEAR WARN TEST,
will sound the landing gear warning horn and illuminate
the landing gear position warning lights when moved to
the momentary LDG GEAR WARN TEST position. The
circuit is protected by a 5-ampere circuit breaker,
placarded LANDING GEAR WARN, on the overhead
circuit breaker panel (fig. 2-26).
Landing Gear Safety Switches. A safety switch
on each main landing gear shock strut controls the
operation of various aircraft systems that function only
during flight or only during ground operation. These
switches are mechanically actuated whenever the main
landing gear shock struts are extended (normally after
takeoff), or compressed (normally after landing). The
safety switch on the right main landing gear strut
activates the landing gear control circuits, cabin
pressurization circuits and the flight hour meter when
the strut is extended. This switch also activates a down-
lock hook, preventing the landing gear from being raised
while the aircraft is on the ground. The hook, which
unlocks automatically after takeoff, can be manually
over-ridden by pressing down on the red button,
placarded DN LOCK REL located adjacent to the
landing gear switch. If the over-ride is used and the
landing gear control switch is raised, power will be
supplied to the warning horn circuit and the horn will
sound. The safety switch on the left main landing gear
strut activates the left and right engine ambient air
shutoff valves when the strut is extended.
Continued pumping of handle after
GEAR DOWN position indicator lights
(3) are illuminated could damage the
subsequent gear retraction.
Manual landing gear extension is provided through a
manually powered system as a backup to the electrically
operated system. Before manually extending the gear,
make certain that the landing gear switch is in the down
position with the LANDING GEAR RELAY circuit
breaker pulled. During a manual landing gear
extension, the landing gear motor must be disengaged
from the landing gear drive mech-
anism. This is accomplished through use of an alternate
engage handle located adjacent to the landing gear
alternate extension handle. To disengage the landing
gear motor, pull the alternate extension handle up and
turn it clockwise. When this handle is pulled, the
landing gear motor is disconnected from the system and
the alternate drive system is locked to the gearbox and
motor. With the alternate drive locked in, the landing
gear may be manually extended by pumping the
alternate extension handle until the three GEAR DOWN
position indicator lamps are illuminated. Refer to
Chapter 9 for additional information on emergency gear
Tires. The aircraft is equipped with dual 22 x 6.
75 x 10, 8 ply rated, tubeless, rim inflation tires on the
main gear. The nose gear is equipped with a single 22 x
6. 75 x 10, 8 ply rated, tubeless, rim inflated tire.
Steerable Nose Wheel. The aircraft can be
maneuvered on the ground by the steerable nose wheel
system. Direct linkage from the rudder pedals (fig. 2-9)
to the nose wheel steering linkage allows the nose wheel
to be turned 12° to the left of center or 14° to the right.
When rudder pedal steering is augmented by the main
wheel braking action, the nose wheel can be deflected
up to 48° either side of center. Shock loads which would
normally be transmitted to the rudder pedals are
absorbed by a spring mechanism in the steering linkage.
Retraction of the landing gear automatically centers the
nose wheel and disengages the steering linkage from
the rudder pedals.
Wheel Brake System. The main 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 or responding wheels. No emergency
brake system is provided.
Repeated and excessive application of
brakes, without allowing sufficient
cooling time between applications, will
cause loss of braking efficiency, and
may cause brake or wheel failure, tire
blowout, or destruction of wheel
assembly by fire.