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KING AIR MODEL F90 MAINTENANCE MANUAL

List of Effective Pages


CH-SE-SU PAGE DATE
32-LOEP 1 Nov 1/12
32-CONTENTS 1 thru 6 Nov 1/12
32-00-00 1 and 2 Dec 21/95
32-01-00 1 thru 5 Jun 18/99
32-10-00 1 thru 7 Jun 18/99
32-20-00 1 thru 7 Jun 18/99
32-30-00 1 thru 29 Dec 21/95
32-31-00 1 thru 26 Dec 21/95
32-40-00 1 thru 10 Jun 18/99
32-41-00 1 thru 4 Dec 21/95
32-50-00 1 thru 3 Dec 21/95
32-60-00 1 Nov 1/12
101 and 102 Nov 1/12
201 thru 208 Nov 1/12

B6
32-LOEP Page 1
Nov 1/12
KING AIR MODEL F90 MAINTENANCE MANUAL

CHAPTER 32 - LANDING GEAR


TABLE OF CONTENTS

SUBJECT PAGE
32-00-00

Landing Gear (Mechanical) - Description and Operation


(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . .1
Landing Gear (Mechanical) - Troubleshooting
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . .2

32-01-00

Landing Gear (Hydraulic) - Description and Operation


(LA-2 thru LA-225 with Beech Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . . . . . . . . . . . . . .1
Landing Gear (Hydraulic) - Troubleshooting
(LA-2 thru LA-225 with Beech Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . . . . . . . . . . . . . . .3
Power Pack Assembly
(LA-2 thru LA-225 with Beech Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . . . . . . . . . . . . . . .3
Pressure Switch (LA-2 thru LA-225 with Beech Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . .3
Gear Uplock Check Valve and Thermal Relief Valve
(LA-2 thru LA-225 with Beech Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . . . . . . . . . . . .3
Pressure Relief Valve
(LA-2 thru LA-225 with Beech Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . . . . . . . . . . . .4

32-10-00

Main Gear and Door - Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1


Landing Gear Shock Absorbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Lubrication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Main Landing Gear Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Main Landing Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Main Landing Gear Torque Knee Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Main Landing Gear Torque Knee Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Main Landing Gear Drag Brace Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Main Landing Gear Drag Brace Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

32-20-00

Nose Gear and Doors - Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1


Nose Gear Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Landing Gear Shimmy Damper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Lubrication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Nose Gear Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Nose Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Nose Landing Gear Torque Knee Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Nose Landing Gear Torque Knee Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Nose Gear Drag Brace Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Nose Gear Drag Brace Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Page 1
B6 32-CONTENTS Nov 1/12
KING AIR MODEL F90 MAINTENANCE MANUAL

CHAPTER 32 - LANDING GEAR


TABLE OF CONTENTS (CONTINUED)

SUBJECT PAGE
32-30-00

Extension and Retraction - Maintenance Practices (Mechanical System)


(LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Nose and Main Landing Gear Actuator Lubrication
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . . 1
Main Landing Gear Actuator Removal (Mechanical)
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . . 1
Main Landing Gear Actuator Installation (Mechanical)
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . . 1
Clearance Check of Main Landing Gear Actuator
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . . 2
Main Actuator Friction Brake Check
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . . 4
Nose Gear Actuator Removal
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . . 4
Nose Gear Actuator Installation
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . . 4
Nose Landing Gear Actuator Alignment Check
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . . 5
Nose and Main Landing Gear Actuator Inspection
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . . 6
Total End Play Check
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . 6
End Play Check of Input Pinion Gear
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . 7
Main Landing Gear Torque Shaft
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . . 7
Inboard Torque Shaft Removal
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . 7
Inboard Torque Shaft Installation
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . 8
Inboard Torque Tube Seal Assembly and Hose Removal
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . 9
Inboard Torque Tube Seal Assembly and Hose Installation
(Effectivity: -2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . 11
Outboard Torque Shaft Removal
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . 11
Outboard Torque Shaft Installation
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . 12
Nose Landing Gear Retract Chains
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . 12
Nose Landing Gear Aft Retract Chain Removal
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . 12
Nose Landing Gear Aft Retract Chain Installation
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . 12

Page 2
Nov 1/12 32-CONTENTS B6
KING AIR MODEL F90 MAINTENANCE MANUAL

CHAPTER 32 - LANDING GEAR


TABLE OF CONTENTS (CONTINUED)

SUBJECT PAGE
Nose Landing Gear Forward Retract Chain Removal
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .13
Nose Landing Gear Forward Retract Chain Installation
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .13
Nose Landing Gear Retract Chain Inspection and Replacement
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .14
Manual Extension System
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . .14
Manual Extension Chain Removal
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .14
Manual Extension Chain Installation
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .15
Landing Gear Motor
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . .15
Landing Gear Motor Removal
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .15
Landing Gear Motor Installation
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .15
Landing Gear Motor Gearbox
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . .15
Landing Gear Motor Gearbox Removal
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .15
Landing Gear Motor Gearbox Installation
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .16
Rigging the Landing Gear
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . . .16
Rigging all Three Landing Gear
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .17
Rigging the Standard Main Landing Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Rigging the Flotation Main Landing Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Rigging the Nose Landing Gear Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Mechanical Landing Gear Manual Extension System
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . . . .28
Rigging the Mechanical Manual Extension System
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .28
Mechanical Landing Gear Manual Extension System Operational Check
(Effectivity: LA-2 thru LA-225 without Beechcraft Kit No. 90-8011-1P/3P Installed) . . . . . . . . . . . . . . . . . .28

32-31-00

Extension and Retraction - Maintenance Practices (Hydraulic System)


(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . .1
Hydraulic System Servicing
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . . .1
Filling and Bleeding the Landing Gear Hydraulic System
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . . .1

Page 3
B6 32-CONTENTS Nov 1/12
KING AIR MODEL F90 MAINTENANCE MANUAL

CHAPTER 32 - LANDING GEAR


TABLE OF CONTENTS (CONTINUED)

SUBJECT PAGE
Installation of Hydraulic Fittings
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . . 8
Power Pack Removal
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 10
Power Pack Installation
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 10
Power Pack Motor Removal
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 10
Power Pack Motor Installation
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 12
Gear-Up Pressure Switch Removal
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 12
Gear-Up Pressure Switch Installation
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 13
System Filter Replacement
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 13
Gear-Selector Solenoid Removal
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 13
Gear-Selector Solenoid Installation
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 13
Gear-Up and Down Port Finger Screen Servicing
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 14
Liquid Level Sensor Functional Check
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 14
Liquid Level Sensor Removal
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 14
Liquid Level Sensor Installation
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 14
Nose Landing Gear Actuator Removal
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 16
Nose Landing Gear Actuator Installation
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 16
Main Landing Gear Actuator Removal
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 17
Main Landing Gear Actuator Installation
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 18
Landing Gear Rigging
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 18
Nose Gear Rigging
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . 20
Main Gear Rigging
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . 23
Landing Gear Doors
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 25
Hydraulic Landing Gear Manual Extension Operational Test
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . 25

Page 4
Nov 1/12 32-CONTENTS B6
KING AIR MODEL F90 MAINTENANCE MANUAL

CHAPTER 32 - LANDING GEAR


TABLE OF CONTENTS (CONTINUED)

SUBJECT PAGE
Repair of Hydraulic System Plumbing
(Effectivity: LA-2 thru LA-225 with Beechcraft Kit No. 90-8011-1P/3P Installed; LA-226 and After) . . . . . . . . .26

32-40-00

Wheels and Brakes - Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1


Hydraulic Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Wheels and Brakes - Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Wheels and Brakes - Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Hydraulic Brake System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Bleeding the Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Gravity Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Pressure Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Brake Wear Limits (All With Standard Landing Gear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Brake Wear Limits (All With Goodyear Flotation Gear). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Adjustment of the Brake Master Cylinder Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Brake Master Cylinder Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Brake Master Cylinder Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Adjustment of Parking Brake Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Main Wheel and Brake Removal (All With Goodrich Brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Main Wheel and Brake Installation (All With Goodrich Brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Main Wheel and Brake Removal (All With Goodrich Brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Main Wheel and Brake Installation (All With Goodrich Brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Nose Wheel Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Nose Wheel Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Brake Fluid Reservoir Orifice Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

32-41-00

Brake Deice System - Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1


Brake Deice - Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Distributor Manifold Removal (with Standard Landing Gear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Distributor Manifold Installation (with Standard Landing Gear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Brake Deice Distributor Manifold Removal (with Flotation Landing Gear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Brake Deice Distributor Manifold Installation (with Flotation Landing Gear) . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Pressure Test and Functional Test of Brake Deice System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Pressure Test and Functional Test of the Brake Deice Overtemp Warning System . . . . . . . . . . . . . . . . . . . . . .4

32-50-00

Steering - Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1


Steering Mechanism Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Cleaning and Inspection of Steering Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Steering Mechanism Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Steering Link Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Page 5
B6 32-CONTENTS Nov 1/12
KING AIR MODEL F90 MAINTENANCE MANUAL

CHAPTER 32 - LANDING GEAR


TABLE OF CONTENTS (CONTINUED)

SUBJECT PAGE
32-60-00

Position and Warning - Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1


Position and Warning - Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Position and Warning - Maintenance Practices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Landing Gear Limit Switch Adjustment (Mechanical Gear) (Effectivity: LA-2 thru LA-225) . . . . . . . . . . . . . . 201
Adjustment of Downlock Indicator Switches (Mechanical Gear) (Effectivity: LA-2 thru LA-225) . . . . . . . . . . 201
Adjustment of the Uplock Indicator Switches (Mechanical Gear) (Effectivity: LA-2 thru LA-225) . . . . . . . . . 201
Landing Gear Safety Switch Adjustment (Mechanical Gear) (Effectivity: LA-2 thru LA-225). . . . . . . . . . . . . 202
Landing Gear Safety Switch Adjustment (Hydraulic System) (Effectivity: LA-226 thru LA-236) . . . . . . . . . . 206
Warning Horn Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208

Page 6
Nov 1/12 32-CONTENTS B6
1?eechcraft
KING AIR F90
MAINTENANCE MANUAL
LANDING GEAR (MECHANICAL) - To prevent accidental gear retraction on the ground, a
DESCRIPTION AND OPERATION safety switch on the right main strut breaks the control
(Effectivity: LA-2 thru LA-225 without circuit whenever the strut is compressed.
BEECHCRAFT Kit No. 90-8011-1P/3P
installed)
The tricycle-type landing gear is operated by a split- Never rely on the safety switch to keep
field, series-wound motor located on the forward side the gear down while taxiing or on land-
of the center section main spar. One field is used to ing or takeoff roll. Always check the
drive the motor in each direction. To prevent over- position of the landing gear control
travel of the gear, a dynamic brake relay simulta- handle.
neously breaks the power circuit to the motor and
makes a complete circuit through the armature and The landing gear incorporates BEECHCRAFT air-oil
the unused field winding. The motor then acts as a type shock struts that are filled with both compressed
generator and the resulting electrical load on the air and hydraulic fluid. Their correct inflation should be
armature stops the gear almost instantly. The landing assured before each flight.
gear motor is controlled by the landing gear extension
switch located on the RH side of the pilot's subpanel.
The main gear actuator is driven by the torque shafts
from the motor gearbox and the nose gear actuator is
driven by a duplex chain from a sprocket on the gear- Never taxi with a flat strut. Even brief
box torque shaft. A spring-loaded friction clutch taxiing with a deflated strut can cause
between the gearbox and the torque shaft protects the severe damage.
system in the event of mechanical malfunction. A 150-

I
amp limiter, located on the electrical equipment panel
assembly beneath the LH crew compartment floor-
board, protects the system from an electrical overload.
Notched hook and plate attachments, fitted to each
I WARNING

main gear drag brace, and the overcenter action of the Anytime maintenance ;s performed
nose gear drag brace provide positive mechanical on the landing gear system, a jack
downlocks. A jackscrew in each actuator holds the must be placed under all three jack
gear in the retracted position. points as a safety measure.

32-00-00
Page 1
Dec 21/95
'1?eechcrnft
KING AIR F90
MAINTENANCE MANUAL

LANDING GEAR (MECHANICAL) -


TROUBLESHOOTING (Effectivity: LA-2
thru LA-225 without BEECHCRAFT Kit
No. 90-8011-1P/3P installed)
CHART 1
TROUBLESHOOTING THE MECHANICAL LANDING GEAR SYSTEM
(Effectivity: LA-2 thru LA-225 without BEECHCRAFT Kit No. 90-8011-1 P/3P installed)

Indication Probable Cause Corrective Action


1. Landing gear will not retract a. Circuit breaker tripped in a. Locate and correct cause.
or lower. control or motor circuit.
b. Loose motor ground b. Tighten connection.
connection.
c. Open circuit. c. Test continuity: (1) Control circuit
breakers to landing gear switch. (2) Ground
fault relay to remote circuit breaker relay.
(3) Remote circuit breaker to dynam ic
brake relay. Check operation at remote
circuit breaker relay.
2. Landing gear will lower but a. Open circuit between landing a. Test continuity from up-terminal of
not retract. gear switch and control relay. landing gear switch and energizing wire
terminal of the uplimit switch.
b. Up-solenoid of control relay b. Locate cause and repair or replace as
inoperative. required.
c. Open circuit between control c. Test continuity from up-solenoid power
relay and up-winding in motor. terminal to up-winding or motor.
3. Landing gear will retract but a. Open circuit. a. Test continuity from down-terminal of
not lower. landing gear switch to downlimit switch and
energizing wire terminal of the
down-solenoid.
b. Downlimit switch inoperative. b. Locate cause and repair or replace as
required.
c. Open circuit between control c. Test continuity from down-solenoid
relay and down-winding of power terminal to down-winding of motor.
motor.
4. Circuit breaker tripping in a. Grounded control circuit. a. Test for ground: (1) Between circuit
circuit. breaker and landing gear switch. (2)
Between landing gear switch and control
relay on side (up or down) of control circuit
that is tripping circuit breaker.
b. Grounded motor circuit. b. Test for ground: (1) Between bus and
control relay. (2) In motor leads (with leads
disconnected from motor).
c. Mechanical fault in gear c. Locate cause and repair or replace as
causing overload. required.

32-00-00
Page 2
Dec 21/95
Raytheon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
LANDING GEAR (HYDRAULIC) - DESCRIPTION AND OPERATION
(LA-2 THRU LA-225 WITH BEECH KIT NO. 90-8011-1P/3P INSTALLED;
LA-226 AND AFTER)

IWARNING ,
When an airplane has experienced abnormal landing gear procedures of any type as a safety
precaution, place the airplane on jacks prior to performing any inspection or maintenance.
Ensure that all three landing gears are down and locked prior to removing the airplane from
the jacks.

Jacking of an airplane for the purpose of landing gear operation, inspection, setvicinq or mainte-
nance should be accomplished within an enclosed building or hangar. In the interest of safety,
should it become necessary to jack the airplane in the open, wind velocity in any direction and ter-
rain variations must be compensated for prior to jacking the airplane.

The landing gear assemblies are operated by a hydraulic power pack, located forward of the main center section
spar under the center aisle floorboards. The power pack consists primarily of a pump, a 28 vdc motor, valve body,
two-section reservoir, switch, gear selector solenoid and uplock pressure switch. Associated plumbing for a normal
extend mode, emergency extend mode and normal retract mode is routed from the power pack to each main actu-
ator and the nose actuator. The plumbing for normal extend mode and emergency extend mode is fitted as separate
plumbing to the end cap end of each actuator. The retract mode plumbing is fitted to the piston rod end of each
actuator.

Nose gear downlock is accomplished by an internal mechanical lock in the nose gear actuator and the overcenter
action of the nose gear drag leg assembly. Notched hook, lock link and lock link guide attachments fitted to each
main gear upper drag leg provide a positive mechanical downlock action for the main gear. When the landing gear
is down and locked, the downlock switches are actuated and interrupt current to the pump motor.

The landing gear is held in the retracted position by positive hydraulic pressure. When system pressure reaches a
maximum of 2,950 psig, a pressure switch, mounted on the pump and motor assembly, will interrupt current to the
pump motor. This same pressure switch will activate the pump motor when system pressure drops below 2,600 psig.
An accumulator, located in the LH wing center section is designed to absorb line surges during the retract mode,
thereby reducing wear on the motor pump assembly.

A landing gear control handle, placarded UP ON, is located on the pilot's subpanel. A solenoid operated downlock
latch prevents the landing gear control handle from being raised while the airplane is on the ground. The landing
gear safety switch releases the latch when the plane leaves the ground. If necessary, the latch can be manually
overriden by pressing down on the red button placarded DOWN LOCK RELEASE.

To prevent accidental gear retraction on the ground, a safety switch on the right main strut breaks the control circuit
whenever the strut is compressed. In addition, a velocity orifice is located in the power pack that will bleed off any
pressure buildup that could cause the actuator to start unlocking.

Page 1
82 32-01-00 Jun 18/99
Raytbeon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL

Never rely on the safety switch to keep the gear down while taxiing or on landing or takeoff roll. Al-
ways check the position of the landing gear switch.

I The landing gear incorporates Beech air-oil type shock struts that are filled with both compressed air and hydraulic
fluid. Correct inflation must be assured before each flight.

Never tow or taxi with a flat strut. Even brief towing or taxiing with a deflated strut can cause severe
damage.

The landing gear control circuit is protected by a two-ampere circuit breaker, located on the circuit breaker panel.
The landing gear remote relay receives power from the landing gear power limiter, located in the power distribution
panel. Power is supplied from the relay to the motor. A solenoid-operated four-way gear-selector valve (located on
the valve-body end of the pump) is energized to gear-up or gear-down by 1 amp, 28 vdc electrical signals as com-
manded by the position of the landing gear control handle on the left subpanel. The valve is closed (neutral) in the
center position, until activated by 18-30 vdc coil current, returning to neutral when de-energized.

A HYD FLUID LOW light located on the instrument panel will illuminate in the event the hydraulic fluid level in the
landing gear power pack becomes critically low. A sensing unit mounted on the motor end of the power pack pro-
vides the necessary switching circuitry to illuminate the light. The integral self-test circuit is energized by a switch
on the instrument panel and functionally tests the sensing unit's internal circuitry.

A hand pump, placarded LANDING GEAR EMERGENCY EXTENSION, located on the floor between the pilot's and
copilot's seats, is used when emergency extension of the gear is required.

IWARNING I
After an EMERGENCY landing gear extension, do not move any landing gear controls or re-
set any switches or circuit breakers until the cause of malfunction is determined and cor-
rected.

A service valve located under the cabin floorboards, just left and forward of the pump and motor assembly, may be
used in conjunction with the hand pump to raise the landing gear during maintenance. With the airplane on jacks
and an external power source attached, pull the dent pin, remove the safety device, and pull up on the red knob,
located on top of the service valve. To prevent the knob from being pushed down while the airplane is being ser-
viced, slide the block attached to the service valve under the knob. The hand pump can then be used to raise the
landing gear to the desired position. After the required maintenance has been performed, remove the block, push
the red knob down, install the safety device and insert the dent pin. Use either the hand pump or motor to lower the
landing gear.

For convenience a fill can is located just inboard of the LH nacelle and forward of the main spar. It contains a cap
and dipstick assembly, marked HOT/FILL and COLD/FILL. A line, plumbed to the upper portion of the fill can is rout-
ed overboard to act as a vent.

Page 2
Jun 18/99 32-01-00 82
Raytheon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
LANDING GEAR (HYDRAULIC) - TROUBLESHOOTING
(LA-2 THRU LA-225 WITH BEECH KIT NO. 90-8011-1P/3P INSTALLED; I
LA-226 AND AFTER)

IWARNING I
Anytime maintenance is performed on the landing gear system, a jack must be placed under
all three jack points as a safety measure.

The pumping action of a landing gear actuator may unlock anyone of the remaining actua-
tors and allow the gear to retract.

POWER PACK ASSEMBLY


(LA-2 THRU LA-225 WITH BEECH KIT NO. 90-B011-1P/3P INSTALLED; LA-226 AND AFTER) I
The following test equipment will permit troubleshooting the hydraulic power pack assembly:

a. Hand pump capable of delivering 3,600 psig minimum.

b. Pressure gage with a range of 4,000 psig.

c. Ohmmeter for checking continuity.

The hand pump should have a reservoir, or be equipped with fittings which will permit connection to a reservoir. The
test equipment needs valves capable of controlling the application and release of hydraulic fluid to the unit under
test. The test equipment must be capable of holding a pressure of at least 3,600 psig without leaks.

PRESSURE SWITCH
(LA-2 THRU LA-225 WITH BEECH KIT NO. 90-8011-1P/3P INSTALLED; LA-226 AND AFTER) I
a. Connect the hand pump and gage to the gear-up port of the unit. Connect the ohmmeter to pins Band C on the
electrical connector of the pressure switch. The ohmmeter will indicate continuity between the pins.

b. Slowly apply pressure with the hand pump while monitoring the ohmmeter and pressure gage. The pressure
switch should activate at a pressure of 2,950 +000/-100 psig, as indicated by the loss of continuity.

c. While monitoring the ohmmeter and pressure gage, slowly decrease pressure. At 2,600 psig the pressure switch
should deactivate as indicated by regaining continuity on the ohmmeter.

d. Remove the test equipment.

GEAR UPLOCK CHECK VALVE AND THERMAL RELIEF VALVE


(LA-2 THRU LA-225 WITH BEECH KIT NO. 90-8011-1P/3P INSTALLED; LA-226 AND AFTER) I
a. Connect the hand pump and pressure gage to the gear-up port.

b. Apply 2,000 psig and allow the pressure gage to stabilize. The gage must not indicate a loss of pressure due to
internal leakage.

c. Slowly increase pressure while monitoring the pressure gage. The thermal relief valve should relieve at a pres-
sure of 3,500 ±50 psig.

Page 3
82 32-01-00 Jun 18/99
Raytheon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
d. Stop pumping after the thermal relief valve actuates, and monitor the pressure gage as the pressure decreases.
The pressure indication should stabilize at a minimum 3,150 psig, indicating that the pressure thermal relief valve
closed.

e. Release pressure and remove the test equipment.

PRESSURE RELIEF VALVE


I (LA-2 THRU LA-225 WITH BEECH KIT NO. 90-8011-1P/3P INSTALLED; LA-226 AND AFTER)

a. Connect the hand pump and pressure gage to the gear-down port.

b. Apply pressure. Some leakage through the gear-select valve is normal. Increase the pressure while monitoring
the pressure gage. The pressure relief valve should relieve at 3,250 ±50 psig and reseat at a minimum setting of
2,900 psig.

c. Remove test equipment.

CHART 1
TROUBLESHOOTING THE HYDRAULIC LANDING GEAR SYSTEM
(LA-2 THRU LA-225 WITH BEECH KIT NO. 90-8011-1P/3P INSTALLED; LA-226 AND AFTER)
Indication Probable Cause Corrective Action
1. Landing gear will not retract a. Circuit breaker or limiter in a-t. Reset circuit breaker or replace limiter.
control circuit open.
a-2. Check for short in power circuit. Check
continuity between (1) Circuit breaker and
ground (2) Up terminal of gear-select switch
and ground (3) Down terminal and ground.
All should read open.
a-3. Check gear power relay, gear-select
solenoid and gear motor for shorts to
ground.
b. Landinq gear safety switch b-t. Check continuity of switch with weight
not closing. off gear.
b-2. Pressure switch not closing on low
pressure.
b-3. Gear-select solenoid stuck in down
mode.
b-4. Check for loose or broken wires and
loss of continuity.
b-5. Check for proper ground connections.

Page 4
Jun 18/99 32-01-00 82
Raytbeon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
CHART 1
TROUBLESHOOTING THE HYDRAULIC LANDING GEAR SYSTEM
(LA-2 THRU LA-225 WITH BEECH KIT NO. 90-8011-1P/3P INSTALLED; LA-226 AND AFTER) (CONTINUED)
Indication Probable Cause Corrective Action
2. Landing gear will not extend a. Downlock switches not a-t. Check for loose or broken wires and
providing power to gear power continuity between gear-selector-down
relay circuit. terminal and gear-downlock switches.
a-2. Check for short in diode between
pressure switch and gear-power-relay coil.
a-3. Check gear-select solenoid valve stuck
in up position.
3. Landing gear takes longer than a. Emergency extend handle a. Stow handle properly.
10 seconds to retract or extend. not in stowed position.
b. Power pack not developing b. Faulty valve in power pack assembly.
full power.
4. Gear running longer than 10 a. Motor runs less than 20 a-1. Check for low voltage.
seconds. seconds.
a-2. Check for low level of hydraulic fluid and
check for leaks. Check fluid level sensing
circuit.
b. Motor runs 15-20 seconds b-t , Pressure switch not opening on high
and control circuit breaker pressure.
opens after gear is retracted or
extended.
b-2. Landing gear relay contacts stuck or
fused.
b-3. Downlock switch not opening.

Page 5
B2 32-01-00 Jun 18/99
Raytheon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
MAIN GEAR AND DOOR - MAINTENANCE PRACTICES

IWARNING ,
When performing maintenance on a hydraulically operated landing gear system, be aware
that any movement of a hydraulic actuator cylinder can displace hydraulic fluid and cause
unanticipated movement of other actuator cylinders in the landing gear retraction system.
Servicing of the landing gear hydraulic accumulator can also result in unanticipated move-
ment of an actuator. Either action can result in an unsafe unlocked landing gear system.
Therefore, place the airplane on jacks prior to performing any inspection or maintenance.
Cycle the landing gear and ensure that all three landing gears are down and locked prior to
removing the aircraft from jacks.

LANDING GEAR SHOCK ABSORBERS

IWARNING I
Release the air pressure entirely before removing the valve adapter.

To check the fluid level in the landing gear shock absorbers, deflate the strut by releasing the air through the valve,
then remove the filler valve adapter. The fluid level should be at the bottom of the standpipe with the struts fully com-
pressed. If the level is low, add hydraulic fluid (27, Chart 1, 91-00-00) to reach the standpipe; work the strut slightly
to eliminate any trapped air, then add fluid as necessary.

Damage to the torque knee may result if the struts are inflated while the airplane is on jacks.

With the airplane empty except for fuel and oil, inflate the main strut with dry filtered air (never use oxygen) until the
piston is extended 4-1/4 to 4-1/2 inches. On airplanes equipped with flotation landing gear, inflate the main strut until
the piston is extended 4-1/2 to 4-3/4 inches.

LUBRICA TlON
Lubricate the main gear wheel bearings and grease fittings. Refer to Chapter 12, LUBRICATION SCHEDULE.

MAIN LANDING GEAR REMOVAL


FIGURE 1

IWARNING I
Never service the accumulator without first placing the airplane on jacks. Never do mainte-
nance or rigging of the system without first placing the airplane on jacks.

The pumping action of a landing gear actuator may unlock anyone of the remaining actua-
tors and allow the gear to retract.

Page 1
82 32-10-00 Jun 18/99
Raytheon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
a. Place the airplane on jacks. Refer to Chapter 7.

b. Retract the gear slightly to remove the downlock tension on the drag brace.

c. Remove the down-position-indicator switch and wiring clamps from the drag brace.

NOTE
The nut next to the switch must be maintained in the same position to provide the correct adjust-
ment when installing the switch.

d. Disconnect the drag brace from the main gear by removing the cotter pin, nut, washers, bolt and bushings. After
disconnecting the drag brace, install the bolt bushings, washers and nut into the drag brace to facilitate installation.

e. Disconnect the hydraulic brake line plumbing at the flex hose above the gear and cap the hydraulic line.

f. On airplanes equipped with brake deicing, remove the clamp securing the brake deicer hose to the upper end
of the strut, then disconnect the union in the bracket just above the torque knee.

g. Unsnap the bottom side of the canvas mud guard if installed. Disconnect the wiring (safety switch and down
position switch) from the clamps and receptacle at the upper rear of the wheel well.

h. Remove the access panels covering the landing gear hinge bolts. Remove the cotter pin, nut, washers, hinge
bolt and bushing and lower the gear away from the airplane.

MAIN LANDING GEAR INSTALLA nON


FIGURE 1

NOTE
Install the washers on the main gear hinge bolts in the same sequence as when removed.

a. Position the gear and install the hinge bolts, washers and bushings through the access openings. Install the
105090CR025-12J washers (minimum of one on each side) as required to provide a total clearance of 0.005-0.030
inch between surfaces. Apply a minimum torque of 800 inch-pounds to the hinge bolt nuts; tighten the nuts to the
next castellation (but do not exceed 1,200 inch-pounds) and install the cotter pin. Lubricate the main gear hinge
points with grease (17, Chart 1,91-00-00).

b. Uncap the hydraulic line. Connect the hydraulic brake line to the flex line above the gear.

c. On airplanes equipped with brake deicing, connect the brake deicer hose at the union in the bracket just above
the torque knee. Install the clamp securing the hose to the upper end of the strut.

d. Connect the drag brace to the landing gear with the bolt, bushings, washers, nut and cotter pin.

e. Install the down-position-indicator switch and wiring clamps to the drag brace.

NOTE
The nut next to the switch must be maintained in the same position to provide the correct adjust-
ment as when previously installed.

f. Plug the wiring into the receptacle at the upper rear of the wheel well and install clamps. Snap the canvas mud
guard in place, if applicable.

Page 2
Jun 18/99 32-10-00 82
Raytheon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL

5 4
7 --....-,;;,.,
6

r~lk-c~~-10
~~&J-~9--9
"'--";;~--8

FLOTATION
LANDING GEAR

1 BOLT 9 WASHER
2 WASHER 10 BUSHING
3 GRIP BUSHING 11 BUSHING
4 BUSHING 12 WASHER
5 BUSHING 13 NUT
6 WASHER 14 SPACER
7 NUT 15 WASHER
8 BOLT 16 NUT STANDARO
lANDING GEAR

14

F90-202-54

Main Landing Gear Assembly


Figure 1

82
32-10-00 Page 3
Jun 18/99
Raytbeon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
g. Install the access panels for the landing gear hinge bolt.

h. Uncap the hydraulic line. Bleed the brakes and make a retraction check. Refer to Chapter 32-30-00, RIGGING
THE LANDING GEAR.

IWARNING ,
Before removing an airplane equipped with hydraulic landing gears from the jacks, make
sure the emergency extension handle is in the stowed position, the red knob on the service
valve is pushed down and safety wired, and the safety devise is in position over the red knob
and pinned. Retract and extend the landing gear with the hydraulic power pack to ensure the
landing gear is in the down-and-Iocked position.

i. Remove the airplane from the jacks. Refer to Chapter 7.

j. With the weight of the airplane on the gears, inflate the landing gear strut to the strut extension indicated on the
strut placard.

MAIN LANDING GEAR TORQUE KNEE REMOVAL

IWARNING ,
Never service the accumulator without first placing the airplane on jacks. Never do mainte-
nance or rigging of the system without first placing the airplane on jacks.

The pumping action of a landing gear actuator may unlock anyone of the remaining actua-
tors and allow the gear to retract.

a. Place the airplane on jacks. Refer to Chapter 7.

b. Remove the wheel and brake. Refer to Chapter 32-40-00, MAIN WHEEL AND BRAKE REMOVAL.

NOTE
Cap the hydraulic brake line to prevent contamination of the hydraulic fluid.

c. Remove the cotter pin, nut, washer and bolt that attach the safety switch arm to the upper torque knee. Loosen
the two bolts and nuts that secure the safety switch bracket in place. Rotate the safety switch bracket on the landing
gear to provide clearance for removal of the clevis pin.

d. Remove the cotter pin, nut, washers and bolt that connect the upper and lower torque knees. Note the position
of the washers to facilitate installation of the torque knees.

e. Cut the safety wire from the clevis pin and remove the clevis pin from the upper torque knee pin. Note the posi-
tion of the washers on the upper torque knee pin to facilitate installation of the torque knee. Tap the upper torque
knee pin out and remove the upper half of the torque knee.

f. Remove the cotter pin, washers and clevis pin from the lower torque knee pin. Note the position of the washers
on the lower torque knee pin to facilitate installation, then tap the lower torque knee pin out and remove the lower
half of the torque knee.

Page 4
Jun 18/99 32-10-00 B2
Raytbeon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL

MAIN LANDING GEAR TORQUE KNEE INSTALLA TlON


a. Position the lower half of the torque knee in place with the washers installed in the same position as when pre-
viously installed. Tap the lower torque knee pin in place and install the clevis pin, washers and cotter pin.

b. Position the upper torque knee in place with the washers installed in the same position as when previously in-
stalled. Tap the upper torque knee pin in place and install the clevis pin. Safety wire between the clevis pin and the
safety wire hole on the forward side of the retainer ring.

c. Install the bolt, washer, nut and cotter pin that connect the upper and lower torque knees.

d. Rotate the safety switch bracket to the original position and tighten the bolts and nuts. Install the bolt, washer,
nut and cotter pin that attach the safety switch arm to the upper torque knee, then lubricate the joints with grease
(17, Chart 1,91-00-00).

e. Install the wheel and brake. Refer to Chapter 32-40-00, MAIN WHEEL AND BRAKE INSTALLATION.

IWARNING ,
Before removing an airplane equipped with hydraulic landing gears from the jacks, make
sure the emergency extension handle is in the stowed position, the red knob on the service
valve is pushed down and safety wired, and the safety devise is in position over the red knob
and pinned. Retract and extend the landing gear with the hydraulic power pack to ensure the
landing gear is in the down-and-Iocked position.

f. Remove the airplane from the jacks. Refer to Chapter 7.

MAIN LANDING GEAR DRAG BRACE REMOVAL


FIGURE 2

IWARNING~
Never service the accumulator without first placing the airplane on jacks. Never do mainte-
nance or rigging of the system without first placing the airplane on jacks.

The pumping action of a landing gear actuator may unlock anyone of the remaining actua-
tors and allow the gear to retract.

a. Place the airplane on jacks. Refer to Chapter 7.

b. Retract the gear slightly to relieve the downlock tension on the drag brace.

NOTE
To maintain switch adjustment, do not permit the nut on the switch side of the mounting bracket to
turn.

c. Remove the wiring clamps and down-position-indicator switch (9).

d. Remove the cotter pin, nut, washers and bolt attaching the lower drag brace (10) to the landing gear lug. Re-
move the bushing and attach the bolt, bushing, washers and nut to the drag brace.

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BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
e. Remove the cotter pin, nut, washer, bushing and bolt attaching the release link (1) to the actuator. Attach the
bolt, bushing, washer and nut to the release link for installation.

f. Remove the retaining bolt, washer and nut attaching the upper drag leg pin and remove the upper drag brace
(12).

NOTE
Note the number of shims on each side of the drag brace to facilitate installation of the drag brace.

MAIN LANDING GEAR DRAG BRACE INSTALLA TlON


FIGURE 2
a. Attach the lower drag brace (10) to the landing gear lug with the attach bolt, bushings, washers, nut and cotter
pin.

b. Insert the upper drag leg pin through the wheel well fitting and upper drag brace (12). Install the retaining bolt,
washer and nut.

NOTE
AN960-1016L washers may be added or removed and shifted from side to side of the wheel well
fitting and upper drag brace to align the actuator clevis with the drag leg link.

c. Attach the release link (1) to the actuator with the bolt, bushing, washer, nut and cotter pin. Place the washers
in the same position as when removed.

NOTE
Check the bolt to determine if the bolt is free to rotate without binding.

Do not run the gear with the actuator disconnected.

d. Lubricate the drag leg hinge bolts and bushings with grease (17, Chart 1, 91-00-00).

NOTE
To prevent misadjustment, do not turn the nut next to the switch body.

e. Install the down-position-indicator switch (9) and attach the wiring clamps to the drag brace.

f. Perform a rigging check, inspecting the down-position-indicator switch for proper adjustment and the actuator
spring for the specific dimension. Refer to Chapter 32-30-00, RIGGING ALL THREE LANDING GEARS.

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BEECH KING AIR MODEL F90 MAINTENANCE MANUAL

IWARNING ,
Before removing an airplane equipped with hydraulic landing gears from the jacks, make
sure the emergency extension handle is in the stowed position, the red knob on the service
valve is pushed down and safety wired, and the safety devise is in position over the red knob
and pinned. Retract and extend the landing gear with the hydraulic power pack to ensure the
landing gear is in the down-and-Iocked position.

g. Remove the airplane from the jacks. Refer to Chapter 7.

I.RELEASE LINK 10. LOWER DRAG BRACE


2. DOWNLOCK HOOK I I . BUSHING
3. HOOK RETAINER PIN 12. UPPER DRAG BRACE
4 HOOK RETAINER PIN 13. LAMINATED SHIM
5 PIN 14 BOLT
6 PIN 15. BOLT
7 LINK 16. BOLT
18 8. GUIDE 17. WASHER
9. DOWN-POSIT ION- 18. LUBE FITTING
INDICATOR SWITCH C95LA32B I 323 C

Main Landing Gear Drag Brace Installation


Figure 2

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BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
NOSE GEAR AND DOORS - MAINTENANCE PRACTICES

IWARNING ,
When performing maintenance on a hydraulically operated landing gear system, be aware
that any movement of a hydraulic actuator cylinder can displace hydraulic fluid and cause
unanticipated movement of other actuator cylinders in the landing gear retraction system.
Servicing of the landing gear hydraulic accumulator can also result in unanticipated move-
ment of an actuator. Either action can result in an unsafe unlocked landing gear system.
Therefore, place the airplane on jacks prior to performing any inspection or maintenance.
Cycle the landing gear and ensure that all three landing gears are down and locked prior to
removing the aircraft from jacks.

NOSE GEAR SHOCK ABSORBER

IWARNING ,
Release the air pressure entirely before removing the valve adapter.

To check the fluid level in the landing gear shock absorber, deflate the strut by releasing the air through the valve,
then remove the filter valve adapter. The fluid level should be at the bottom of the valve standpipe with the strut fully
compressed. If the level is low, add hydraulic fluid (27, Chart 1, 91-00-00) to reach the standpipe, work the strut
slightly to eliminate any trapped air, then add more fluid as necessary.

Damage to the torque knees may result if the struts are inflated while the airplane is on jacks.

With the airplane empty except for fuel and oil, inflate the nose strut with dry filtered air (never use oxygen) until the
piston is extended 3 to 3-1/2 inches.

LANDING GEAR SHIMMY DAMPER


To check the fluid level in the shimmy damper, insert a wire, approximately 1/16 inch in diameter, through the hole
in the washer at the aft end of the piston rod until the wire touches the bottom of the hole in the floating piston. Mark
the wire, remove it and measure the depth of insertion. Inserting the wire in the hole of the floating piston, rather
than letting it rest against the face of the piston, will give a more accurate check. The wire can be inserted approxi-
mately 5-1/4 inches when the reservoir is empty.

NOTE
To determine if the wire is inserted in the hole of the floating piston, insert the wire several times,
noting each insertion depth. When the wire is in the hole, the depth will be approximately 1/2 inch
greater.

When the shimmy damper is full, the distance from the end of the piston rod to the bottom of the hole in the aft float-
ing piston is 2-5/8 to 2-7/8 inches. When the distance is from 3-1/8 to 3-1/4 inches, the shimmy damper requires
servicing, proceed as follows:

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BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
a. Remove the shimmy damper.

b. Remove the end fitting from the piston rod and secure the shimmy damper in a fixed position with the end fitting
of the piston rod down.

The spring in the piston rod is under compression. Remove the snap ring and washer carefully.

c. Remove the snap ring, disc and spring from the aft end of the piston rod.

d. Remove the aft floating piston from the piston rod by screwing a long 10-32 bolt into the piston and pulling it out.

e. Fill the piston rod with hydraulic fluid (27, Chart 1, 91-00-00).

f. Insert the 10-32 bolt through the fitting end of the piston rod and engage the forward floating piston. Pull the
piston toward the fitting end of the piston; at the same time, insert the aft floating piston and spring and install the
disc and snap ring.

g. Remove the bolt from the forward floating piston and install the piston rod end fitting.

The part number stamped on the shimmy damper housing must face upward when installed.

h. Attach the shimmy damper arm to the landing gear strut with the horizontal bolt, washers and nut. Install the two
upper bolts in the shimmy damper arm and safety.

LUBRICA FON
Lubricate the nose gear wheel bearings and grease fittings. Refer to Chapter 12, LUBRICATION SCHEDULE.

NOSE GEAR REMOVAL


FIGURES 1 AND 2

!WARNING , '
The pumping action of a landing gear actuator may unlock anyone of the remaining actua-
tors and allow the gear to retract.

a. Jack the airplane so the wheels are clear of the ground. Refer to Chapter 7. Strut limiters will reduce strut ex-
tension requirements. Refer to SPECIAL TOOLS, Chapter 12.

b. Retract the gear slightly to take the load off the drag brace.

c. Disconnect the nose gear steering linkage from the shock strut.

d. Disconnect the electrical leads for the taxi light.

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BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
e. Place a block under the wheel to remove part of the load on the attaching bolts and to support the strut when
the bolts are removed.

f. Remove the attaching bolts and lower the strut.

NOSE GEAR INSTALLA TlON


FIGURES 1 AND 2
a. Insert the two link pins into the strut fittings on the upper structure.

NOTE
To make it easier to install the pins into the drag brace, apply a light coat of grease (17, Chart 1,
91-00-00).

b. Connect the drag brace, using two washers, one on each side between the strut fittings and the drag brace.

c. Using a punch or similar tool, align the holes through the drag brace and the link attach pins.

d. Insert the two bolts through the drag brace and link attach pins. Install washers and nuts and torque to 200-400
inch-pounds.

e. Connect the nose gear steering linkage to the drag brace, the forward structure attach point and the nose gear
steering arm in the aft of the nose wheel well on the LH side.

f. Position the strut assembly in the wheel well and install the nose landing gear hinge attach bolts, using one
washer under the head of each bolt. Install one washer on each side between the gear strut and the structure. Install
a bushing into each side of the gear strut over the threaded end of the attach bolts. Install a washer and nut on the
bolt. Torque the hinge attach bolts to 200-400 inch-pounds and secure the nuts with new cotter pins. Use AN960-
816 or AN960-816L washers as required to obtain the proper torque and engagement of the nut and cotter pin.

NOTE
Lubricate the hinge bolts and bushings with grease, (17, Chart 1, 91-00-00).

g. Connect the drag brace to the strut.

h. Attach the electrical leads to the taxi lights.

i. Rig the nose landing gear. Refer to Chapter 32-30-00 or Chapter 32-31-00.

IWARNING ,
Before removing an airplane equipped with hydraulic landing gears from the jacks, make
sure the emergency extension handle is in the stowed position, the red knob on the service
valve is pushed down and safety wired, and the safety device is in position over the red knob
and pinned. Retract and extend the landing gear with the hydraulic power pack to ensure the
landing gear is in the down-and-Iocked position.

j. Remove the airplane from the jacks. Reter to Chapter 7.

k. Inflate the nose strut to an extension of 3 to 3-1/2 inches with the weight of the airplane on the landing gear.

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BEECH KING AIR MODEL F90 MAINTENANCE MANUAL

1. Strut
2. Hinge Bolt
3. Bushing
4. Washer
5. Washer

Nose landing Gear Assembly


Figure 1

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BEECH KING AIR MODEL F90 MAINTENANCE MANUAL

NOSE LANDING GEAR TORQUE KNEE REMOVAL

IWARNING ,
The pumping action of a landing gear actuator may unlock anyone of the remaining actua-
tors and allow the gear to retract.

a. Place the airplane on jacks. Refer to Chapter 7.

b. Remove the shimmy damper arm from the landing gear strut by cutting the safety wire and removing the two
bolts from the top of the arm. Remove the lubrication fitting (if installed) adjacent to the head of the horizontal bolt
located just below the forward of the two bolts previously removed and remove the nut, washer and bolt.

c. Remove the cotter pin, washer and clevis pin from the upper torque knee pin. Note the position of the washers
on the upper torque knee pin to facilitate installation and tap the upper torque knee pin out.

d. Note the position of the washers when removing the cotter pin, washers, bolt, bushing and clevis pin to discon-
nect the upper torque knee from the lower torque knee.

e. Remove the cotter pin, nut, washers and clevis pin from the lower torque knee pin. Note the position of the wash-
ers on the lower torque knee pin to facilitate installation and tap the lower torque knee pin out.

NOSE LANDING GEAR TORQUE KNEE INSTALLA nON


FIGURE 1
a. Position the lower half of the torque knee in place with the washers installed in the same position as when orig-
inally installed. Tap the lower torque knee pin in place and install the clevis pin, washer and cotter pin.

b. Position the upper torque knee in place with the washers positioned in the same position as when previously
installed and install the bolt, washers, bushings, nut and cotter pin that attach the upper torque knee to the lower
torque knee.

c. Position the upper end of the upper torque knee in place with the washers positioned in the same position as
when previously installed and tap the upper torque knee pin in place. Install the clevis pin, washer and cotter pin.

The part number stamped on the shimmy damper housing must face upward when installed.

d. Attach the shimmy damper arm to the landing gear strut with the horizontal bolt, washers and nut. Install the two
upper bolts in the shimmy damper arm and safety wire the two bolts.

e. Install the lubrication fitting (if installed).

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BEECH KING AIR MODEL F90 MAINTENANCE MANUAL

IWARNING ,
Before removing an airplane with hydraulic landing gear from the jacks, make sure the emer-
gency extension handle is in the stowed position, the red knob on the service valve is
pushed down and safety wired, and the safety device is in position over the red knob and
pinned. Retract and extend the landing gear with the hydraulic power pack to ensure the
landing gear is in the down-and-Iocked position.

f. Remove the airplane from the jacks. Refer to Chapter 7.

NOSE GEAR DRAG BRACE REMOVAL


FIGURE 2
a. Remove the air-conditioner hose clamp located to the left of the upper drag leg (7).

b. Remove the clamps securing the downlock switch wiring to the aft side of the upper drag leg (7).

c. Remove the two bolts and bracket (12) from the lower drag leg (11).

NOTE
To maintain switch adjustment, do not permit the nut on the aft side of the drag leg to turn.

d. Remove the nut securing the down lock switch (8) to the forward side of the upper drag leg and remove the
switch.

e. Remove the lower hinge bolt (13), washers, bushings, nut and cotter pin.

t. Remove the bolt, washer and nut securing the actuator clevis (5) to the yoke (4).

NOTE
To maintain the existing actuator spring compression, do not allow the actuator shaft to rotate.

g. Remove the two bolts securing the pins (6) in the upper drag leg (7). Remove the pins, washers and the drag leg.

NOSE GEAR DRAG BRACE INSTALLA TlON


FIGURE 2
a. Position the washers and pins (6) in the upper drag leg (7). Secure the two pins with the bolts.

b. Secure the actuator clevis (5) to the yoke (4) with the bolt, washer and nut.

c. Secure the lower drag leg (11) to the strut assembly with the lower hinge bolt (13), washers, bushings and nut.
Torque the lower hinge bolt (13) to 200-400 inch-pounds and install cotter pin.

d. Lubricate the drag leg upper hinge pins and bushings and the lower hinge bolt and bushings with grease (17,
Chart 1, 91-00-00) through the grease fittings at the joint. To lubricate the center hinge bolt and bushings, replace
the set screw in the bolt with the lubrication fitting included in the loose tools and accessories of the airplane, then
install the set screw when lubrication is completed.

e. Install the downlock switch (8) and attach the switch wiring to the aft side of the upper drag leg (7).

Page 6
Jun 18/99 32-20-00 B2
KING AIR F90 MAINTENANCE MANUAL

This Page Intentionally Left Blank

Page 1 of 6
Temporary Revision No. 32-4 May 1/11
KING AIR F90 MAINTENANCE MANUAL

Manual Affected: King Air Model F90 Maintenance Manual (109-590010-19).


Instructions: Insert this Temporary Revision (TR) before page 1, Chapter 32-30-00.
Reason: Replaces NOSE and MAIN LANDING GEAR ACTUATOR LUBRICATION procedure.

MAIN LANDING GEAR ACTUATOR LUBRICATION


CAUTION: DO NOT MIX greases of different types. Overhaul of the actuator is recommended if the grease is to
be changed, as the actuator will need to be completely disassembled and all the components thoroughly
cleaned before lubrication. Aeroshell Grease 17 is not compatible with Aeroshell Grease 33MS even
though qualified to the same MIL-G-21164 specification.
NOTE: If the same grease is to be used, the following procedure may be used to partially disassemble the actuator
to replenish the grease.
The main landing gear actuator should not be lubricated until the NOSE AND MAIN LANDING GEAR
ACTUATOR INSPECTION has been completed.
Every 1000 cycles or 30 months, remove the actuator from the airplane as described under MAIN LANDING GEAR
ACTUATOR - REMOVAL and disassemble as follows:

CAUTION: It is possible to install the actuator nut assembly and screw double ACME threaded parts 180° from their
original position. Premature wear may result if the original relationship between the actuator nut (23) and
the actuator screw (2) is not maintained (Ref. Figure 1).

a. Run the actuator nut (23) fully into the actuator to the fully retracted position. Mark the actuator nut assembly
and actuator housing (actuator screw) during disassembly to aid in assembly.

1. Make alignment marks on the side of the actuator nut (23) and the housing bottom (21) using a felt tip
marker or equivalent.

2. Make alignment marks on the side of the housing bottom (21), actuator housing (9), upper cover (4), brake
(31), and on the side of the screw housing (7) to ensure the same relationship during reassembly.

b. Remove the boot (29). Loosen the nut and bolt (6), and remove the screw housing cover (1).

c. Mark the screw (2) and screw housing (7) to ensure the same relationship during assembly.

d. Remove nut, washer and bolt (6).

e. Slide the actuator nut (23) and screw (2) out of the housing bottom (21).

f. Check that the bolt (3) heads are on the brake side of the actuator. If not, remove bolts one at a time and position
the bolt heads on the brake side of the actuator.

g. Remove the housing bottom (21) by removing the nuts of the bolts (3). Keep the actuator housing (9), upper
cover (4), brake (31) and screw housing (7) together (do not disassemble) using the bolts (3).

NOTE: If shims are removed, be careful to mark the shims (20) to ensure installation in their same relative position.

h. Check packing in the housing bottom for condition and replace if needed. Clean the housing bottom with solvent
(34, Chart 1, 91-00-00).

Page 2 of 6
May 1/11 Temporary Revision No. 32-4
KING AIR F90 MAINTENANCE MANUAL

i. Note the relationship of the actuator nut and screw. Disassemble and clean the actuator nut (23) and screw (2)
with solvent (34, Chart 1, 91-00-00). Ensure the threads of the screw (2) and threads of the actuator nut (23)
are clean.

j. Check the condition of the threads of the actuator nut (23).

k. If needed, refer to the Component Maintenance Manual when assembling the actuator (Ref. 101-590097-13,
King Air Component Maintenance Manual, Chapter 32 - Supplier Publications, Publication number 98-36381E,
Beechcraft Landing Gear Actuators Manufactured Component Maintenance Manual with Illustrated Parts List).

NOTE: Proof tests and break in are not required after lubrication, provided that the actuator is assembled with the
original shims, or that new shims of the same thickness as the original shims are installed in the same
location as the original shims and that no other new actuator components (with the exception of packings
and seals) are installed.

l. Position the screw (2) in the screw housing (7) using the marking to ensure the same relationship. Install the
bolt (6) into the hole to maintain the relationship of the screw, but do not install the nut.

m. Install the housing bottom (21) and four bolts, washers and nuts (3). If shims (20) were removed, be sure shims
are returned to their same position.

n. Apply grease to the threads and fill the actuator nut assembly approximately half full with grease (18 or 22, Chart
1, 91-00-00). Apply grease to the packing in the housing bottom. Using care not to damage the packing in the
housing bottom, insert the actuator nut assembly into the housing bottom and screw into the actuator until fully
retracted. Excess grease will flow out of the end of the screw at the top of the actuator.

o. If the actuator nut and screw are being reused, determine that the marks placed on the nut and screw during
disassembly are in alignment. If these marks are 180° out of alignment, remove the actuator nut assembly,
rotate it 180°, and reinstall onto the screw.

p. When the marks are in alignment, install screw housing cover (1) and nut, washer and bolt (6).

q. Install boot (29). Shrink the boot until it fits firmly around the screw housing assembly by applying heat as
uniformly as possible to the boot.

r. Install the actuator in the airplane as described under MAIN LANDING GEAR ACTUATOR - INSTALLATION.

NOSE LANDING GEAR ACTUATOR LUBRICATION


CAUTION: DO NOT MIX greases of different types. Overhaul of the actuator is recommended if the grease is to
be changed, as the actuator will need to be completely disassembled and all the components thoroughly
cleaned before lubrication. Aeroshell Grease 17 is not compatible with Aeroshell Grease 33MS even
though qualified to the same MIL-G-21164 specification.
NOTE: If the same grease is to be used, the following procedure may be used to partially disassemble the actuator
to replenish the grease.
The nose landing gear actuator should not be lubricated until the NOSE AND MAIN LANDING GEAR
ACTUATOR INSPECTION has been completed.
Every 1000 cycles or 30 months, remove the actuator from the airplane as described under NOSE LANDING GEAR
ACTUATOR - REMOVAL and disassemble as follows (Ref. Figure 19 of this TR):

a. Remove the actuator nut assembly (9) from the actuator.

Page 3 of 6
Temporary Revision No. 32-4 May 1/11
KING AIR F90 MAINTENANCE MANUAL

b. Clean the nut assembly (9) with solvent (34, Chart 1, 91-00-00). Ensure the threads are clean.

c. Visually check the condition of the threads of the nut assembly (9).

d. If needed, refer to the Component Maintenance Manual when assembling the actuator (Ref. 101-590097-13,
King Air Component Maintenance Manual, Chapter 32 - Supplier Publications, Publication number 98-36381E,
Beechcraft Landing Gear Actuators Manufactured Component Maintenance Manual with Illustrated Parts List).

NOTE: Proof tests and break in are not required after lubrication, provided that the actuator is assembled with the
original shims, or that new shims of the same thickness as the original shims are installed in the same
location as the original shims and that no other new actuator components (with the exception of packings
and seals) are installed.

e. Apply grease to the threads and fill the nut assembly (9) approximately half full with grease (18 or 22, Chart 1,
91-00-00) while taken care to prevent air traps. Using care not to damage the packing in the lower cover, insert
the nut assembly into the lower cover and screw into the actuator until fully retracted.

f. Install the actuator in the airplane as described under NOSE LANDING GEAR ACTUATOR - INSTALLATION.

1
2
7
5
6
16
12
14 9
17
15

8 18 10. GEARBOX UPPER THRUST BEARING


1. CLEVIS 11. GREASE SEAL
10 2. SPRING 12. GEARBOX LOWER BEARING
4 3. RETAINER 13. PLUG
13 4. TOP COVER 14. SNAP RING
19
5. LOWER COVER 15. PINION GEAR
6. SHIM 16. INNER PINION THRUST BEARING
7. PACKING 17. OUTER PINION BEARING
8. SCREW ASSEMBLY 18. HOUSING
9. NUT ASSEMBLY 19. BOLT BE32B
11 110169AA.AI

Nose Gear Actuator


Figure 19

Page 4 of 6
May 1/11 Temporary Revision No. 32-4
Raytbeon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
1. Install the bracket (12) on the lower drag leg (11) and safety the two attaching bolts.

g. Perform a rigging check, inspecting the downlock switch for proper adjustment and the actuator spring for spec-
ified compression. Refer to Chapter 32-30-00 or 32-31-00.

h. Install the air-conditioner hose clamp located to the left of the upper drag leg (7).

1. Hinge Bolt 8. Downlock Switch


2.Stop Bolt 9. Bushing
3. Bushing 10. Bushing
4. Yoke 11. Lower Drag leg
5. Actuator Clevis 12. Bracket 4
a.Pins 13. Lower Hinge Bolt 5
7. Upper Drag leg

;~
11

10

.N 100-2084

Nose Gear Drag Brace


Figure 2

Page 7
B2 32-20-00 Jun 18/99
'iJeechcraft
KING AIR F90
MAINTENANCE MANUAL
EXTENSION AND RETRACTION· j. Remove the screw from the clamp that holds the
MAINTENANCE PRACTICES pneumatic line in place through the actuator brackets.
(MECHANICAL SYSTEM) (Effectivity: k. Remove the bolts and washers secLiring the for-
LA·2 thru LA·225 without BEECHCRAFT ward stiffener plate to the actuator mounting bracket.
Kit No. 90·8011·1 P/3P installed) I. Remove the bolts securing the inboard and out-
board supports in which the actuator support bearings
NOSE AND MAIN LANDING GEAR are installed.
ACTUATOR LUBRICATION
NOTE
(Effectivity: LA-2 thru LA-225 without
BEECHCRAFT KIT No. 90-8011-1P/3P Extreme care should be exercised in the
removal of the screw assembly from the
installed) nut assembly. Mark the nut and screw
Refer to Chapter 12 for servicing the nose and main prior to separation to ensure proper
gear actuators. engagement of the double acme threads
upon reassembly of the actuator. (It is
possible, but not permissible to insert
MAIN LANDING GEAR ACTUATOR
the screw rotated 1800 out of proper
REMOVAL (MECHANICAL) (Effectivity: position.)
LA-2 thru LA-225 without BEECHCRAFT
m. Screw the jackscrew out of the actuator.
KIT No. 90-B011-1P/3P installed)
n. Work the support brackets and bearings off of the
a. Place the airplane on jacks. Refer to Chapter 7. actuator and remove the actuator by lifting up and for-
b. Remove the fender assemblies from the wheel ward on the lower side of the actuator and then
well on airplanes equipped with floatation landing removing downward carefully.
gear.
MAIN LANDING GEAR ACTUATOR
c. Disconnect the gear doors by removing the cotter
pin, nut, washer and bolt that attach the link to the INSTALLA TION (MECHANICAL) (Effectivity:
cam. Refer to Figure 14 or Figure 17. LA-2 thru LA-225 without BEECHCRAFT
d. Measure spring compression of the main gear
KIT No. 90-8011-1 P/3P installed)
actuator with the gear in the extended position. Refer a. Align the actuator with the center of the drag
to Figure 15. Note this demension to facilitate rigging brace fitting and install the bolts securing the inboard
the gear when the actuator is reinstalled. and outboard supports. Shim the bearing supports as
e. Retract the gear slightly to relieve the tension on required until a clearance of .005 to .025 inch is
the actuator spring. obtained between the actuator and bearing.

f. Remove the large access panel just outboard of NOTE


the fuselage on the bottom of the wing center section
Extreme care should be exercised in the
to gain access to the spline adapter and universal
installation of the screw assembly. Align
joint. Refer to Figure 11. Remove the nut, washer and
the marks that were made prior to
taper pin from the spline adapter at the universal joint removal to ensure proper engagement
and remove the spline adapter from the spline shaft to of the double acme threads upon reas-
disconnect the main gear mechanism. sembly of the actuator. (It is possible,
g. Remove the nut, washer and bolt that attach the but not permissible, to insert the screw
universal joint to the actuator pinion shaft and slide the rotated 1800 out of the proper position.)
universal joint off the actuator pinion shaft. b. Screw the jackscrew into the actuator.
h. Remove the cotter pin, nut, washer and bolt that
c. Check the actuator mounting brackets for distor-
connect the actuator clevis to the drag brace. tion. Distorted brackets must be replaced. Install the
i. Remove the screws from the clamps that attach forward stiffener plate on the brackets with the wash-
the wire bundles to the support brackets. ers and bolts.

32-30-00
Page 1
Dec 21/95
~chcraft
KING AIR F90
MAINTENANCE MANUAL
d. Position the actuator jackscrew in the fully m. Check the indicator lights for proper rig.
retracted position. Place a stand or support of suffi-
n. Install the bolt, washer, nut and cotter pin that
cient height under the gear to hold the gear in the up
position. Extend or retract the actuator jackscrew as attach the cam to the link on the main gear doors.
necessary to determine if the clevis will align with the Refer to Figure 14 or Figure 17.
link. Refer to Chapter 32-10-00. If the actuator clevis o. Install the access panel on the lower wing skin to
does not align, remove the actuator and reposition the enclose the spline adapter and universal joint. Refer to
shims installed in step a as necessary to provide cor- Figure 11. Install the fender assembly on airplanes
rect alignment, being careful to maintain the required
equipped with floatation landing gear.
tolerances between the actuator and bearing.
e. Position the actuator jackscrew and the landing p. Remove the airplane from the jacks. Refer to
gear in the fully down position. Extend or retract the Chapter 7.
jackscrew actuator as necessary to determine if the
clevis will align with the link. Refer to Chapter 32-10- CLEARANCE CHECK OF MAIN LANDING
00. If the clevis does not align with the link in the GEAR ACTUATORS (Effectivity: LA-2 thru
extended position and repositioning the shims would LA-225 without BEECHCRAFT KIT No.
result in severe misalignment in the retracted position,
the shims should be arranged to provide the most
90-8011-1 P/3P installed)
favorable alignment possible in both positions.
Check the clearance around the actuator where it pro-
f. Install the bolt, washer and nut attaching the uni- trudes through the web of the spar whenever the land-
versal joint to the actuator pinion shaft. ing gear is rigged or whenever the main gear, act-
g. Using screws, attach the clamps that secure the uator, or drag leg is removed for overhaul or
wire bundles and pneumatic line in place. replacement. Since each of the aforementioned parts
h. Cycle the gear up and down to determine correct is shimmed for alignment with respect to the others,
rig on the two gear that are still connected. the position of the actuator in relation to the hole in the
spar web will vary upon reinstallation of anyone of the
i. Lightly coat the bolt that attaches the clevis to the
preceding parts. Perform the clearance check as fol-
drag leg brace with grease (17, Chart 1, 91-00-00).
lows:
Install AN960-816L washers under the bolt head as
required and install an AN960-6-6L washer under the a. Jack up the airplane until the landing gear can be
nut. Torque the nut down snugly, then back off the nut extended and retracted freely. Refer to Chapter 7.
to the nearest castellation and safety. Check the bolt
to determine if the bolt is free to rotate without binding. b. Place a 1.5 inch square of clay .12 inch thick on
j. With the gear down and locked, rotate.the torque top of the lower housing of the actuator. Refer to Fig-
shaft to obtain the same spring compression as when ure 14 or Figure 17.
previously installed. Refer to Figure 15 for correct c. Fully retract the landing gear, then extend it to the
measurement of spring compression. down and locked position.
k. Slide the spline adapter on the spline shaft and
install the taper pin, washer and nut. Refer to Figure d. Measure the thickness of the clay remaining
11. below the cut.

I. Check the actuator clearance. Refer to CLEAR- e. If the thickness just measured is less than .10
ANCE CHECK OF MAIN LANDING GEAR ACTUA- inch, trim the edge of the hole in the spar web only
TORS. enough to obtain a clearance of .10 inch around the
actuator. Make sure that there is adequate clearance
NOTE
between the actuator brake and the adjacent struc-
This check may be accomplished by ture. If necessary, reposition the brake on the screw
applying clay. Refer to Figure 14 or Fig- housing of the actuator to obtain this clearance.
ure 17. Cycle the gear to the retracted
position, then extend the gear and mea-
sure the thickness of the clay.

32-30-00
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CDeechcraft
KING AIR F90
MAINTENANCE MANUAL

31

28 27 26

fl1 24 23

A100 216-4

1 Screw Housing Cover 19. Bushing


2 Actuator Screw 20 Shim
3 Bolt 21. Housing Bottom
4 Upper Cover 22 Nut Seal
5 Upper Bearing 23 Actuator Nut
6. Bolt 24. Bolt
7 Screw Housing 25. Plug
8 Vent 26. "0" Ring
9 Actuator HoUSing 27 Spring
10 Inner Pinion Bearing 28. Clevis
11. Pinion 29. Boot
12. Outer Pinion Bearing 30. Bearing Seal
13. Shim 31 Brake
14. Snap Ring 32 Brake Mounting Bolt
15. Universal Joint Spacer 33 Brake Clamping Bolt
16. Taper Pin 34 Brake Spring
17 Universal Joint 35 Spacer
18 Lower Bearing

Main Gear Actuator (Mechanical)


(Effectivity: LA-2 thru LA-225 without BEECHCRAFT KIT No. 90-8011-1 P/3P installed)
Figure 1

32-30-00
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~chcraft
KING AIR F90
MAINTENANCE MANUAL

MAIN ACTUATOR FRICTION BRAKE NOTE


CHECK (Effectivity: LA-2 thru LA-225 The internal bushing in the brake
without BEECHCRAFT KIT No. 90-B011-1P/ assembly will prevent the brake from
3P installed) being over-tightened.
(Figure 1 ) NOSE GEAR ACTUATOR REMOVAL
a. Ascertain that the friction brake and that portion of (Effectivity: LA-2 thru LA-225 without
the actuator screw housing to which it is attached are BEECHCRAFT KIT No. 90-8011-1P/3P
free of oil and grit. installed)
(Figure 2)
b. Lubricate the brake (31) with engine oil, then posi-
tion the brake on the screw housing (7) so that it will NOTE
clear the adjacent structure when the actuator is
The nose landing gear chain sprockets
installed on the main landing gear.
shall be lubricated whenever the act-
c. Secure the brake (31) in place on the screw hous- uator is removed.
ing (7) with the brake mounting bolt (32).
a. Place the airplane on jacks. Refer to Chapter 7.
d. Tighten the brake clamping bolt (33) to a torque of
20-25 inch-pounds with the brake installed and no b. Retract the gear slightly to relieve tension on the
load on the actuator screw; the actuator-drive-pinion actuator shock spring.
shaft should require a minimum torque of 8 inch- c. Release tension on the chain at the idler sprocket
pounds to rotate. If it requires less than 8 inch-pounds in the nose wheel well.
to rotate, replace the brake assembly. d. Remove the two bolts securing the two-piece
drive shaft together, then slide the larger diameter half
from the actuator and the smaller diameter half from
the bearing.
e. Remove the bolt securing the actuator yoke to the
UPPER DRAG LEG \ /ACTUATOR ROD drag leg; note the placement of the shim washers (if
installed).
/ II ACTUATOR SPRING
YOKE 1. Remove the screws securing the actuator support
bearing to the brackets and remove the actuator from
*ONE WASHER
the airplane.
U--'-'--1IlI Cl:j)---STOP BOLT

sros sot, '''"'NG !IP-"""---...... STOP BOLT BUSHING


NOSE GEAR ACTUATOR INSTALLATION
(EffectiVity: LA-2 thru LA-225 without
BEECHCRAFT KIT No. 90-8011-1 P/3P
LOWER DRAG LEG \
* WASHERS TO BE
installed)
DISTRIBUTED AS NEEDED
LUBRICATOR FOR ALIGNMENT (Figure 2)
a. Position the actuator and the support bearings in
10021715
the support brackets and install the attaching screws.
VIEW LOOKING FORWARD
Use shims as required between the actuator supports
and the mounting brackets in the wheel well to center
the actuator with respect to the center of the landing
gear strut. The allowable end play of the actuator with
Aligning Nose Gear Actuator respect to its supports is .005 to .040 inch.
(Effectivity: LA-2 thru LA-225 without b. Place the drive shaft in position on the actuator,
BEECHCRAFT KIT No. 90-8011-1P/3P installed) install the retract chain on the sprocket and secure the
Figure 2 support bearing (if removed) with attaching screws.

32-30-00
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CQeechcraft
KING AIR F90
MAINTENANCE MANUAL
c. Insert the smaller diameter half of the drive shaft NOSE LANDING GEAR ACTUATOR
into the larger diameter half with the retaining bolt ALIGNMENT CHECK (EffectiVity: LA-2 thru
holes aligned, then engage the larger diameter half LA-225 without BEECHCRAFT KIT No.
with the actuator and the smaller diameter half with
90-8011-1 P/3P installed)
the bearing and secure them together with the two
retaining bolts.
(Figures 2 and 3 )

d. Rig the landing gear. The nose gear actuator yoke is checked for alignment
with the drag brace in the following manner:
e. Install the retract chain on the sprocket.
a. Place the airplane on jacks. Refer to Chapter 7.
NOTE b. Disconnect the nose gear door clevis bolts to
Apply grease (17, Chart 1, 91-00-00) to allow the doors to remain open. Do not disturb the
the stop bolt through the lubricator. adjustment of the linkage.
Refer to Figure 3.
c. With the gear extended, draw a pencil line on the
f. Connect the actuator to the nose gear drag brace drag yoke along one edge of the actuator clevis.
by installing the stop bolt and shim washers in the Remove the clevis pin, allowing the clevis free lateral
same order as noted in disassembly. If the yoke and movement, and make another mark on the yoke
drag brace do not operate smoothly, refer to NOSE against the clevis. There may be no movement at all,
LANDING GEAR ACTUATOR ALIGNMENT CHECK. depending on present alignment. Measure the dis-
tance from the first mark to the second and record it
g. Remove the airplane from the jacks. Refer to for future reference. Erase the marks and secure the
Chapter 7. clevis to the yoke. Refer to Figure 3.

LUBRICATOR

CLEVIS PIN HOLE


ACTUATOR CLEVIS (WITHOUT PIN)

CLEVIS PIN PENCIL MARKS


1()() 217 11

Checking Actuator Alignment


(Effectivity: LA-2 thru LA-225 without BEECHCRAFT KIT No. 90-8011-1P/3P installed)
Figure 3

32-30-00
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'i?eechcraft
KING AIR F90
MAINTENANCE MANUAL
d. Retract the landing gear until about three or four f. Remove the airplane from the jacks. Refer to
inches of the chrome actuator rod are visible. In this Chapter 7.
position there is still room for access to accomplish
the preceding steps again. Block the wheel to prevent NOSE AND MAIN LANDING GEAR
its falling, mark the yoke at the edge of the clevis, ACTUATOR INSPECTION (Effectivity: LA-2
remove the clevis pin and make the second mark. thru LA-225 without BEECHCRAFT KIT No.
Measure between the marks. If the measurement in 90-8011-1 P/3P installed)
either the extended or retracted position is over .04
inch, alignment is necessary. Refer to Figure 2. TOTAL END PLAY CHECK (Effectivity: LA-2 thru
LA-225 wIthout BEECHCRAFT KIT No.
NOTE 90-8011-1P/3P Installed)
If alignment is necessary, check for (Figure 4)
cracked actuator-bearing support brack-
ets or other causes of misalignment. Anytime landing gear actuators are removed from the
airplane, they must be bench-checked for total end
At least one washer is required on each play prior to installation. Refer to Chapter 5 for inspec-
end of the yoke. Maintain a maximum tion intervals. Check each actuator as follows:
gap of approximately .003 inch. NOTE
e. There should be no side load against the actuator For these checks, use a dial indicator
rod. If the measurement is too great, arrange any (Last Word No. 711-F, a product of L.S.
number of AN960-616 or AN960-616L washers on the Starrett Co. of Athol, Mass.; Testmaster,
stop bolt between the ends of the yoke and the upper a product of Federal Products Corp. of
drag leg members to attain alignment. Providence, R.I.; or their equivalent).
a. Using an extension rod paralleled to the nut
assembly, clamp a dial indicator to the nut assembly
shaft so that the deflector lever of the dial indicator
rests against the gear housing of the actuator. Flatten
the extension rod where it contacts the nut assembly
shaft to ensure firm clamping.

EXTENSION ROD
To avoid damaging the actuator, do not
bottom out the actuator spring while
compressing it to measure end play.
b. Applying approximately 100 pounds of force in
either direction, move the nut assembly shaft in and
LOCATE DIAL INDICATOR out several times while measuring with the dial indica-
LEVER AT EITHER LOCATION tor the distance over which the nut assembly may be
pushed in and out of the actuator assembly.
99200 5

Any rotation of the drive pinion, torque


shaft, or nut assembly can cause an
Actuator Inspection
erroneous measurement.
(Effectivity: LA-2 thru LA-225 without
BEECHCRAFT KIT No. 90-8011-1P/3P installed) c. Check the actuator end play with the actuator nut
Figure 4 fully in an backed off one full turn, with the nut half

32-30-00
Page 6
Dec 21/95
KING AIR F90 MAINTENANCE MANUAL

Manual Affected: King Air Model F90 Maintenance Manual (109-590010-19).


Instructions: Insert this Temporary Revision (TR) after page 6, Chapter 32-30-00.
Reason: Replaces NOSE and MAIN LANDING GEAR ACTUATOR INSPECTION procedure.

NOSE AND MAIN LANDING GEAR ACTUATOR INSPECTION (EFFECTIVITY LA-2 THRU LA-
225 WITHOUT KIT NO. 90-8011-1P/3P INSTALLED)
Any time that the landing gear actuators are removed from the airplane for lubrication (every 1000 cycles of
operation or 30 months, whichever comes first), each landing gear actuator should be bench-checked for total end
play. Check each actuator as follows before disassembly for lubrication:

NOTE: Use a dial indicator or an equivalent for these checks.

a. Using an extension rod paralleled to the nut assembly (Ref. Figure 4), clamp a dial indicator to the nut assembly
shaft so that the deflector lever of the dial indicator rests against the gearbox housing of the actuator. Flatten
the extension rod where it contacts the nut assembly shaft to ensure firm clamping.

CAUTION: To avoid damaging the actuator, DO NOT bottom out the actuator spring while compressing it to
measure end play.

b. Apply approximately 100 pounds of force in either direction. Move the nut assembly shaft in and out several
times while measuring the distance over which the nut assembly may be pushed in and out of the gearbox
housing.

c. Check the actuator end play with the main landing gear actuator nut fully in and backed off one turn, with the
nut half extended, and with the nut extended 7 inches.

d. Measure the end play on the nose gear actuators with the actuator nut fully in and backed off one turn, with the
nut half extended, and with the nut extended 10.5 inches.

e. If the total end play measured in any of the three positions in the preceding Step is more than 0.016 inch but
less than 0.018 inch, the actuator may be returned to service, but must be checked for end play every 200
cycles. Whenever the total end play reaches 0.018 inch, the actuator should be overhauled or replaced.

f. After the actuator has been lubricated, check the total end play to make sure the unit has been correctly
assembled following lubrication.

g. The end play check of the input pinion gear of the screw jack actuators, both main and nose, should be
accomplished with the actuators out of the airplane as explained below (Ref. Figure 5):

1. Apply a force of 125 to 150 pounds outward from the actuator housing directly to the pinion shaft. If the thrust
bearing is improperly installed, this will unseat the bearing and the end play will be 0.050 to 0.080 inch or
more. This force may be applied by a 12 to 1 ratio lever blocking against the gearbox for a fulcrum and
applying an 11 pound force at the handle of the lever.

Page 5 of 6
Temporary Revision No. 32-4 May 1/11
KING AIR F90 MAINTENANCE MANUAL

2. If this check reveals proper installation, the torque shaft should be connected in the same position as
removed.

3. If the thrust bearing is found to be improperly installed in either the nose or the main gear actuator, the unit
should be overhauled or replaced. Make sure the thrust bearing is installed as shown (Ref. Figure 6).

Page 6 of 6
May 1/11 Temporary Revision No. 32-4
'l)eechcraft
KING AIR F90
MAINTENANCE MANUAL
extended, and with the nut extended 7 inches for main c. If the thrust bearing is found to be improperly
landing gear actuators, or 11.25 inches for the nose installed in either the nose or main gear actuator, the
landing gear actuator. unit must be overhauled or replaced. Ensure that the
d. If the total end play measured in any of the three thrust bearings are installed properly. Refer to Figure
positions in step b is more than .016 inch but less than 6.
.018 inch, the actuator may be returned to service, but
must be checked for end play every 200 cycles. MAIN LANDING GEAR TORQUE SHAFT
Whenever the total end play reaches .018 inch, the (Effectivity: LA-2 thru LA-225 without
actuator must be overhauled or replaced.
BEECHCRAFT KIT No. 90-B011-1P/3P
e. After the actuator has been lubricated, recheck installed)
the total end play to ensure that the unit has been
correctly reassembled following lubrication.
INBOARD TORQUE SHAFT REMOVAL
END PLAY CHECK OF INPUT PINION GEAR (Effectivity: LA-2 thru LA-225 without
(Effectivity: LA-2 thru LA-225 without BEECHCRAFT KIT No. 90-8011-1P/3P installed)
BEECHCRAFT KIT No. 90-8011-1P/3P installed) (Figure 7)
(Figures 5 and 6 )
a. Place the airplane on jacks. Refer to Chapter 7.
The end play check of the pinion gear of the screw
jack actuators, both main and nose, must be accom- b. Remove the carpet, center aisle floorboard, RH
plished with the actuators out of the airplane as passenger seat and RH oval access panel just for-
explained below: ward of the main spar. Refer to Figure 11.
a. Apply a force of 125 to 150 pounds directly to the c. Pull the landing gear circuit breaker.
pinion shaft, outward from the gear housing. If the
thrust bearing is improperly installed, this will unseat d. By placing the landing gear control handle in the
the bearing and the end play will be .050 to .080 inch up position and intermittently bumping the landing
or more. This force may be applied by lever with a 12 gear circuit breaker, partially retract the landing gear
to 1 ratio blocking against the gearbox for a fulcrum until the divider link (identified by yellow paint) of the
and applying an 11 pound force at the handle of the aft retract chain for the nose landing gear is in an
lever. Refer to Figure 5. accessible location.
b. If these checks reveal a proper installation, recon- e. Release the nose gear aft-retract-chain tension at
nect the torque shaft in the same position as when the first set of sprockets forward of the gearbox and
removed. separate the chain at the divider link.

32-30-00
Page 7
Dec 21/95
'1?eechcrnft
KING AIR F90
MAINTENANCE MANUAL
f. Index mark both ends of couplings (14). Remove k. Remove the landing gear gearbox. Refer to
nuts, washers and taper pins (13). Slide couplings LANDING GEAR MOTOR GEARBOX REMOVAL.
(14) outboard on torque tubes (15) to disengage uni- Move the right torque tube (15) inboard and free of
versal joints (11). seal assembly (17), then out through the center aisle
g. With the curved handle of the manual extension floorboard opening.
system disengaged, operate the long yellow handle INBOARD TORQUE SHAFT INSTALLATION
until the divider link (identified by yellow paint) of the
(Effectivity: LA-2 thru LA-225 without
manual extension chain is in an accessible location.
Release the chain tension by loosening the two bolts BEECHCRAFT KIT No. 90-8011-1P/3P installed)
in the support casting on the RH side of the manual (Figure 7)
extension drive shaft and separate the chain at the NOTE
divider link.
h. Index mark both ends of splined adapters (30) Torque all removed taper pins to 15-25
inch-pounds on installation.
with splined shafts (29) and torque tubes (33).
Remove nuts, washers and taper pins (31). Separate a. Working through the floorboard access openings,
splined adapters from splined shafts. position torque tube (15) in place, using care when
i. Rotate torque tubes (15) as necessary, and inserting the outboard ends through seal assemblies
remove the nuts, washers and taper pins (21). Access (17). Install the landing gear gearbox. Refer to LAND-
is gained through the access openings. Refer to Fig- ING GEAR MOTOR GEARBOX INSTALLATION.
ure 11. b. Working through the access openings, align the
j. Move the left torque tube (15) inboard and free of index marks of the torque tubes (15) with shafts (22).
seal assembly (17), then out through the center aisle Install taper pins (21), washers and nuts. Refer to Fig-
floorboard opening. ure 11.

11 LBS

I
PINION SHAFT - - - - - 1 2 INCHES

~=r==;==iT'--~:-;:::::~:----------- r--,...--VISE GRIPS


FULCRUM
(ROD OR BAR OF
APPROPRIATE SIZE)
J

'CAUTION
BE SURE TO PROTECT NOTE MAKE SURE THE PINION
SHAFT FROM VISE GRIPS SHAFT IS BOTIOMED OUT
WITH CLOTH OR OTHER PRIOR TO ACTUATOR
MATERIAL INSPECTION

ACTUATOR HOUSING
100-216-17

End Play Check of Input Pinion Gear


(Effectivity: LA-2 thru LA·225 without BEECHCRAFT KIT No. 90-8011-1P/3P installed)
Figure 5

32·30-00
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Dec 21/95
CJ£echcrnft
KING AIR F90
MAINTENANCE MANUAL
c. Align index marks of splined adapters (30) with h. Install the right access panels. Refer to Figure 11.
splined shafts (29) and torque tubes (33). Install taper i. Remove the airplane from the jacks. Refer to
pins (28), washers and nuts. Chapter 7.
NOTE INBOARD TORQUE TUBE SEAL ASSEMBLY AND
Lubricate splined shafts (29) with grease HOSE REMOVAL (Effectivity: LA-2 thru LA-225
(16, Chart 1, 91-00-00), if required. without BEECHCRAFT KIT No. 90-8011-1P/3P
installed)
d. Slide couplings (14) inboard to engage universal
(Figure 7)
joints (11). Align index marks of couplings (14) with
universal joints (11) and torque tubes (15). Install a. Remove the right passenger seat, carpet, center
taper pins (13), washers and nuts. aisle floorboard and the access panels just forward of
e. Check to be sure the aft retract chain for the nose the main spar as required.
gear is aligned on all the sprockets, then install the b. Remove the right access panel and pull the land-
divider link. Take up the chain slack at the first set of ing gear circuit breaker. Refer to Figure 11.
sprockets forward of the gearbox. Adjust the chain c. Left side only:
tension when the landing gear are rigged.
1. Index mark both ends of coupling (14) with
f. Check to ensure the manual extension system torque tube (15) and universal joint (11). Remove
chain is aligned on all sprockets and install the divider nuts, washers and taper pins (13). The landing gear
link. Adjust the chain. Refer to RIGGING ALL THREE may be moved for better access to the pins.
LANDING GEAR.
2. Slide coupling (14) outboard to disengage uni-
g. Rig the landing gear as necessary. Refer to RIG- versal joints (11), then inboard and off torque tube
GING ALL THREE LANDING GEAR. (15).

~~ _ _ PINION
SHAFT

PINIONiTHRUST
BEARING(lNNER)~
.~.
MAKE CERTAIN THE II MARK IS FACING
OUiWARD ON THE PINION SHAFT AS SHOWN.
DETAIL A "'

GEARBOX LOWER THRUST BEARING GEARBOX UPPER BEARING

"THRUST HERE" MUST BE FACING AWAY SEAL. (BLACK) MUST BE: FACING
FROM THE HOUSING FOR PROPER INSTALLATION. AWAY FROM THE GEAR.
DETAILB DETAILIC
100-216-18

Pinion Thrust Bearing Installation


(Effectivity: LA-2 thru LA-225 without BEECHCRAFT KIT No. 90-8011-1 P/3P installed)
Figure 6

32-30-00
Page 9
Dec 21/95
CQeechcraft
KING AIR F90
MAINTENANCE MANUAL

1 Bolt 26. Sleeve


2. Washer 27. Universal Joint
3. Motor/Gearbox Assembly 28. Taper Pin
4. Nut 29. Splined Shaft
5. Washer 30. Splined Adapter
6. Bolt 31 Taper Pin
7. Motor 32. Sleeve
8. Spacer 33. Torque Tube
9. Taper Pin 34. Taper Pin
10. Splined Adapter 35. Outboard Bearing
11 Universal JOint Support Assembly
12. Spacer 36. Bolt
13. Taper Pin 37. Adapter
14: Coupling 38. Bolt
15. Torque Tube 39. Spacer
16. Clamp 40. Universal JOint
17. Seal Assembly 41. Taper Pin
18. Hose 42. Spacer
19. Beaded Coupling 43. Torque Tube
20. Pressure Vessel (Ref.) 44. Taper Pin
21 Taper Pin 45. Spacer
22. Shaft 46. Universal JOint
23. Inboard Bearing Support Assembly 47. Bolt
24. Bolt 48. Spacer
25. Taper Pin 49. Actuator

LEFT INSTALLATION SHOWN


RIGHT INSTALLATION OPPOSITE

Main Landing Gear Retract Mechanism AP 003401

(Effectivity: LA-2 thru LA-225 without


SEECHCRAFT KIT No. 90-8011-1P/3P installed)
Figure 7

32-30-00
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Dec 21/95
'1?eechcmft
KING AIR F90
MAINTENANCE MANUAL

3. Remove clamps (16). Remove seal assembly 2. Carefully slide hose (18) and seal assembly
(17) and hose (18) over the inboard end of torque tube (17) over the inboard end of torque tube (15). Slip one
(15). end of the hose over beaded coupling (19) and the
other end of the hose over the beaded end of the seal
4. Torque tube (15) may be removed by: remov-
assembly (17). Ensure there is sufficient hose length
ing the left access panel, removing the nut, washer
over each bead and install clamps (16).
and taper pin (21) and removing the torque tube out
through the floorboard access opening. Refer to Fig- 3. Slide coupling (14) over the inboard end of
ure 11. torque tube (15). Engage coupling and universal joint
(11 ).
d. Right side only. Start with landing gear down and
locked: 4. Install taper pins (13), washers and nuts.
b. Right side only:
1. Index mark; coupling (14), torque shaft (15),
shaft (22), splined shaft (29), splined adapter (30) and 1. Slip one end of hose (18) over beaded cou-
torque tube (33). pling (19) and the other end of the hose over the
beaded end of seal assembly (17). Ensure there is
2. Remove the nut, washer and taper pin (31). sufficient hose length over each bead and install
Slide splined adapter (30) off splined shaft (29). The clamps (16).
gear may now be moved up to provide better access
2. Carefully insert torque tube (15) through the
to the remaining taper pins. Support the splined shaft
opening made by the removal of inboard bearing sup-
to prevent whipping.
port assembly (23). Ensure seal assembly (17) is
3. Remove nut, washer and taper pin (21). properly sealed.
4. Remove the nuts, washers and bolts (24). 3. Install outboard taper pin (13), washer and nut
Remove the shaft (22), inboard bearing support to connect torque tube (15) to coupling (14).
assembly (23), universal joint (27) and splined shaft 4. Install shaft (22), inboard bearing support
(29) as an assembly. assembly (23), universal joint (27), and splined shaft
5. Remove the outboard nut, washer and taper (29) as an assembly with bolts (24), washers and
pin (13). Pull torque tube (15) out through the access nuts.
opening. Refer to Figure 11. 5. Install taper pin (21), washer and nut to con-
nect torque tube (15) to shaft (22).
6. Remove clamps (16), seal assembly (17) and
hose (18). 6. Slide splined adapter (30) over splined shaft
(29). Install taper pin (31), washer and nut.
INBOARD TORQUE TUBE SEAL ASSEMBLY AND c. Rig the landing gear as necessary. Refer to RIG-
HOSE INSTALLATION (Effectivity: LA-2 thru GING ALL THREE LANDING GEAR.
LA-225 without BEECHCRAFT KIT No. d. Install the right access panel. Refer to Figure 11.
90-8011-1 P/3P installed) e. Install access panels, center aisle floorboard, car-
(Figure 7) pet and right passenger seat.
NOTE f. Remove the airplane from the jacks. Refer to
Chapter 7.
During installation of torque tubes (15),
be careful not to damage the sealing OUTBOARD TORQUE SHAFT REMOVAL
surface of seal assemblies (17). Ensure (Effectivity: LA-2 thru LA-225 without
all index marks made during removal BEECHCRAFT KIT No. 90-8011-1P/3P installed)
align. Torque all removed taper pins to (Figure 7)
15-25 inch-pounds upon installation.
a. Place the airplane on jacks. Refer to Chapter 7.
a. Left side only: b. Remove the access panels. Refer to Figure 11.
1. Place torque tube (15) in position through the c. Index mark both ends of splined adapters (30),
floorboard access opening (if removed). Install taper with splined shafts (29) and torque tubes (33).
pin (21), washer and nut to connect torque tube to Remove nuts, washers and taper pins (31). Remove
shaft (22). Install the access panel. splined adapters.

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KING AIR F90
MAINTENANCE MANUAL
d. Index mark adapters (37) with universal joints with yellow paint, is positioned approximately two feet
(40). Remove nuts, washers and bolts (38). Remove forward of the motor gearbox.
torque tubes (33) and adapters (37) as an assembly e. Release the chain tension with the chain tightener
through the access openings. on the underside of the first set of sprockets forward
e. Index mark universal joints (46) with actuators of the landing gear retract motor and gearbox.
(49). Remove nuts, washers and bolts (47). Remove f. Disconnect the chain at the divider link and attach
torque tubes (43) and universal joints (40 and 46) as a feeder wire to the center end link of the chain. Lift
an assembly through the access openings. the chain off the crossover shaft sprocket and allow
OUTBOARD TORQUE SHAFT INSTALLATION the chain to rest on the crossover shaft.
(Effectivity: LA-2 thru LA-225 without g. Pull the chain through until the feeder wire is rest-
BEECHCRAFT KIT No. 90-a011-1P/3P Installed) ing on the crossover shaft, then detach the chain from
(Figure 7) the feeder wire and leave the feeder wire over the
crossover shaft under tension.
a. Place torque tubes (43) in position. Align index
h. Remove the chain.
marks of universal joints (46) with actuators (49).
Install bolts (47), washers and nuts. NOSE LANDING GEAR AFT RETRACT CHAIN
b. Place torque tubes (33) in position. Align index INSTALLATION (Effectivity: LA-2 thru LA-225
marks of adapters (37) with universal joints (40). without BEECHCRAFT KIT No. 90-a011-1P/3P
Install bolts (38), washers and nuts. Installed)
c. Slip splined adapters (30) over the ends of torque
a. Lubricate the chain with lubricant (26, Chart 1,
tubes (33). Align index marks of splined adapters (30)
91-00-00).
with splined shafts (29) and torque tubes (33). Install
taper pins (31), washers and nuts. Torque taper pins b. Attach the feeder wire, which was retained over
to 15-25 inch-pounds. the crossover shaft, to the center end link of the chain.
Pull the feeder wire and chain over the crossover
d. Rig the landing gear as necessary. Refer to RIG-
shaft, through the bulkheads and over the remaining
GING ALL THREE LANDING GEAR.
sprockets. Detach the feeder wire from the chain and
e. Install access panels. Refer to Figure 11. lift the chain off of the crossover shaft and onto the
f. Remove the airplane from the jacks. Refer to crossover shaft sprocket. Connect the divider link of
Chapter 7. the chain.

NOSE LANDING GEAR RETRACT CHAINS NOTE


(Effectivity: LA-2 thru LA-225 without Connecting link part number 131378-25-
BEECHCRAFT KIT No. 90-B011-1P/3P 2CL has a press-fit cover plate. The
cover plate is easily pressed into place
installed) using modified vise-grip pliers. Refer to
NOSE LANDING GEAR AFT RETRACT CHAIN Figure 8.
REMOVAL (Effectivity: LA-2 thru LA-225 without
BEECHCRAFT KIT No. 90-a011-1P/3P installed)
a. Place the airplane on jacks. Refer to Chapter 7.
b. Remove the floorboards on the right side of the Check the chain for alignment on the
crew compartment, the access openings on the right sprockets. Chain sidebars riding hard on
side forward of the main spar and the center aisle the side of the sprocket would indicate
access panel forward of the main spar.
improper installation on one of the other
sprockets.
c. Remove the access panel on the bottom of the
fuselage directly below the landing gear motor and c. Rig the chain. Refer to RIGGING ALL THREE
retract chain. LANDING GEAR.
d. Operate the retraction system intermittently with d. Install the floorboard and seat in the crew com-
auxiliary power until the divider link, which is identified partment, the seats and access panels on' the right

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'iJeechcraft
KING AIR F90
MAINTENANCE MANUAL
side forward of the main spar, the center aisle access ter end link of the chain. (If necessary. operate the
panel forward of the main spar and the access panel landing gear intermittently with auxiliary power to posi-
on the bottom of the fuselage directly below the motor tion the divider link for accessibility.) Pull the chain
gearbox. and feeder wire through and over the sprocket at the
e. Remove the airplane from the jacks. Refer to crossover shaft. Detach the chain from the feeder wire
Chapter 7. and leave the feeder wire over the sprocket under ten-
sion to facilitate reinstallation of the chain on the
NOSE LANDING GEAR FORWARD RETRACT
sprocket.
CHAIN REMOVAL (Effectivity: LA-2 thru LA-225
without BEECHCRAFT KIT No. 90-a011-1P/3P f. Remove the chain from the airplane.
installed)
NOSE LANDING GEAR FORWARD RETRACT
a. Place the airplane on jacks. Refer to Chapter 7.
CHAIN INSTALLATION (Effectivity: LA-2 thru
b. Disconnect the nose gear doors by removing the LA-225 without BEECHCRAFT KIT No.
bolt attaching the center hinge brackets to the lower
90-a011-1 P/3P installed)
clevis link of each door.
c. Remove the three chain guards and the con- a. Lubricate the chain with lubricant (26. Chart 1,
denser intake grill in the nose wheel well. 91-00-00).
d. Release the tension on the forward chain with the
b. Attach the feeder wire to the center end link of the
chain tightener in the nose gear wheel well that repo-
chain.
sitions the foremost set of sprockets located adjacent
to the nose gear actuator. Refer to Figure 13. c. Pull the chain through and properly align over the
e. Disconnect the chain at the divider link (identified crossover shaft sprocket and connect the divider link
with yellow paint) and attach a feeder wire to the cen- of the chain.

r I/ 2
"--1
I r I/ 4
"-1 I
r
3 /8" (E)
2 HOLES EACH
3132"
3/32"
DIAMETER.
DEEP

l<-----_
DETAIL A
NOTE
MATERIAL TO BE 1/4" MILD STEEL.
BRAZE TO VISE-GRIP PLIERS.
C95LA32B 1679 C

Modified Vise-Grip Pliers


(Effectivity: LA-2 thru LA-225 without BEECHCRAFT Kit No. 90-a011-1P/3P installed)
Figure a

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'Reechcraft
KING AIR F90
MAINTENANCE MANUAL
NOTE adjustment. It should be noted, however, that sprocket
and chain wear can cause a chain with proper tension
Connecting link part number 131378-25-
2CL has a press-fit cover plate. The to jump teeth and become out-of-time.
cover plate is easily pressed into place e. When a chain is installed, all chain drives should
using modified vise-grip pliers. Refer to have an initial inspection after retraction and exten-
Figure 8. sion of the landing gear several times to ensure that
the chain was installed properly and that the required
chain tension still exists.
f. Load the chain to approximately 18 pounds and
Check the chain for alignment on the measure the length over any given number of links.
sprockets. Chain sidebars riding on the Each link was 1/4-inch long when new. Count the
side of the sprocket would indicate number of links just measured and take 1/4 of the total
improper installation on one of the other to determine the original length of that portion of the
sprockets. chain that was measured. Multiply the result by 1.015
to determine the maximum allowable wear limit of that
d. Rig the forward chain and landing gear. Refer to portion of the chain that was measured. If the length
RIGGING ALL THREE LANDING GEAR. of the chain measured exceeds the results just com-
e. Remove the airplane from the jacks. Refer to puted, the chain is worn beyond the allowable limits
Chapter 7. and must be replaced.
EXAMPLE. Suppose 100 links measured at 25.5
NOSE LANDING GEAR RETRACT CHAIN
inches.
INSPECTION AND REPLACEMENT (Effectivity:
1/4 of 100 = 25 inches, which is the original length of
LA-2 thru LA-225 without BEECHCRAFT KIT No.
100 links when new.
90-8011-1 P/3P Installed) 25 x 1.015 = 25.375 inches, which is the maximum
Refer to Chapter 5 for inspection interval. allowable wear limit of 100 links.
Since 25.5 inches exceeds 25.375 inches, the chain
a. Carefully inspect the landing gear retract chain for measured must be replaced.
dirt, rust and corrosion.
b. Clean the chains thus contaminated with a petro- NOTE
leum solvent. With these allowable wear and stretch
limits, it becomes apparent that the
chain will become loose enough to
require removal of links from time to time
before the chain would have to be
Under no circumstances should rust or replaced.
corrosion be removed with acid. Acid
may embrittle and crack the highly heat- MANUAL EXTENSION SYSTEM (Effectivity:
treated links.
LA-2 thru LA-225 without BEECHCRAFT
c. Replace excessively rusted or corroded chains. KIT No. 90-B011-1P/3P installed)
d. Visually inspect all links to assure that pin and link MANUAL EXTENSION CHAIN REMOVAL
wear is approximately uniform. Check for excessive
(Effectivity: LA-2 thru LA-225 without
wear on the inner surface of the roller link sidebars
BEECHCRAFT KIT No. 90-8011-1P/3P installed)
and on the sides of the sprocket teeth, which would
indicate a misalignment problem that should be cor- a. Place the airplane on jacks. Refer to Chapter 7.
rected immediately to prevent undue wear of chain
and sprocket teeth. Excessive sprocket tooth wear will b. Remove the center aisle floorboard and the pas-
result in hook-shaped teeth. When sprockets are senger seats and access panels on the right hand
found in this condition, they should be replaced. seat deck forward of the main spar.
Proper chain tension is very important and links c. Position the divider link just forward of the motor
should be removed as necessary to maintain required gearbox by using the manual extension handle.

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KING AIR F90
MAINTENANCE MANUAL
LANDING GEAR MOTOR INSTALLATION
[~~J (Effectivity: LA-2 thru LA-225 without
BEECHCRAFT KIT No. 90-8011-1P/3P installed)
The curved handle for the emergency
extension system must remain in the a. Install the motor on the gearbox so that the power
disengaged position. terminals are in the up position.
b. Connect the power cables from the reversing
relay to the motor.
d. Release the chain tension by loosening the two
c. Install the center aisle floorboard and carpet just
bolts in the support casting on the right-hand side of
forward of the main spar.
the manual extension shaft and sprocket.
e. Disconnect the divider link and remove the chain. LANDING GEAR MOTOR GEARBOX
MANUAL EXTENSION CHAIN INSTALLATION
(Effectivity: LA-2 thru LA-225 without
(Effectivity: LA-2 thru LA-225 without BEECHCRAFT KIT No. 90-8011-1P/3P
BEECHCRAFT KIT No. 90-8011-1P/3P installed) installed)
a. Lubricate the chain with lubricant (26, Chart 1, In the event of landing gear gearbox failure, or it is
91-00-00). determined that major overhaul is required, refer to
Overhaul Instructions and Illustrated Parts Break-
b. Route the chain over the sprocket and connect down, PIN 98-36199, for the Landing Gear Gearbox.
the chain at the divider link.
c. Rig the chain. Refer to RIGGING THE MANUAL LANDING GEAR MOTOR GEARBOX REMOVAL
EXTENSION SYSTEM. (Effectivity: LA-2 thru LA-225 without
BEECHCRAFT KIT No. 90-8011-1P/3P Installed)
d. Install the center aisle floorboards and the access
panels on the right-hand seat deck forward of the a. Place the airplane on jacks. Refer to Chapter 7.
main spar, then install the passenger seats.
b. Remove the center aisle floorboard and RH seat
e. Remove the airplane from the jacks. Refer to just forward of the main spar and the oval floorboard
Chapter 7. access cover immediately to the right of the center
aisle floorboard and forward of the main spar.
LANDING GEAR MOTOR (Effectivity: LA-2
thru LA-225 without BEECHCRAFT KIT No. c. Position the divider link of the aft nose retract
chain and manual extension system chain, which are
90-8011-1 P/3P installed) identified with yellow paint, just forward of the motor
Should the landing gear motor failure or should major gearbox sprocket.
overhaul be required for the landing gear motor to
operate properly, refer to Maintenance Information NOTE
and Illustrated Parts Breakdown, PIN 32-31-42, for the The aft nose retract chain may be posi-
40-2 and 40-6 Landing Gear Motor manufactured by tioned by actuating the landing gear
Electro-Mech., Inc. Refer to the King Air Series Com- motor with the landing gear control in the
ponent Maintenance Manual. full UP position through the use of the
landing gear circuit breaker, located
LANDING GEAR MOTOR REMOVAL (Effectivity: below and to the right of the landing gear
LA-2 thru LA-225 without BEECHCRAFT KIT No. control on the pilot's subpanel.
90-8011-1P/3P installed)
d. Release the tension for the aft nose retract chain.
a. Remove the carpet and the center floorboard Refer to NOSE GEAR AFT RETRACT CHAIN
access plate just forward of the main spar. REMOVAL.
b. Remove the power cables from the motor and e. Release the tension for the manual extension sys-
record the attaching points. tem chain. Refer to MANUAL EXTENTION CHAIN
REMOVAL.
c. Remove the nuts securing the landing gear motor
to the landing gear gearbox and remove the motor. f. Disconnect the chains at the divider links.

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'1?eechcraft
KING AIR F90
MAINTENANCE MANUAL
g. Remove the power cables from the motor gear- b. Slide the spline adapters on the torque shafts
box. Remove the electrical wiring from the adjacent to the motor gearbox and insert the taper
microswitch of the engage lever for the manual exten- pins, washers and nuts.
sion system. Remove the nut, washer and bolt attach- c. Slide the spline adapters on the torque shafts and
ing the manual extension cable to the spring mounted install the taper pins, washers, nuts and access pan-
on the front of the motor gearbox. els. Refer to Figure 11.
h. Remove the access panels, nuts, washers, taper
d. Attach the manual extension cable to the spring
pins and spline adapters. Refer to Figure 11.
mounted on the front side of the motor gearbox with
i. Remove the nut, washer and taper pin from the the bolt, washer and nut. Attach the electrical wiring to
spline adapter on the torque shaft adjacent to the the microswitch of the manual extension system lever.
motor gearbox on each side. Attach the power cables to the landing gear motor.
j. Slide the spline adapters outboard on the torque
e. Connect the chains at the yellow divider links.
shafts to disengage the spline adapter from the motor
gearbox. NOTE
k. Remove the nut, washer and bolt on the left-hand connecting link part number 131378-25-
side of the motor gearbox and the two studs and 2CL has a press-fit cover plate. The
washers on the right side of the motor gearbox. cover plate is easily pressed into place
NOTE using modified vise-grip pliers. Refer to
Figure 8.
The shims used between the motor
gearbox and its mounting on the spar f. Adjust the tension of the aft nose retract chain.
must be retained for reinstallation in the Refer to RIGGING ALL THREE LANDING GEAR.
same manner as when removed. g. Adjust the tension of the manual extension sys-
I. Slide the motor gearbox assembly away from the tem chain. Refer to RIGGING THE MANUAL EXTEN-
gearbox mounting and allow it to rest on the belly of SION SYSTEM.
the fuselage, then remove the up and downlimit
switches from the gearbox. NOTE
NOTE Check all sprockets to determine that
the chains are aligned over the sprock-
The limit switches are not to be ets properly and rig the landing gear.
detached from the Wiring. Refer to RIGGING ALL THREE LAND-
m. Remove the motor gearbox assembly. ING GEAR.
LANDING GEAR MOTOR GEARBOX h. Install the center aisle floorboard and the right-
INSTALLATION (Effectivity: LA-2 thru LA-225 hand seat just forward of the main spar and the oval
without BEECHCRAFT KIT No. 90-8011-1P/3P floorboard access cover immediately to the right of the
Installed) center aisle floorboard and forward of the main spar.
i. Remove the airplane from the jacks. Refer to
NOTE
Chapter 7.
To facilitate final adjustment of the
uplimit and downlimit switches, install RIGGING THE LANDING GEAR (Effectivity:
the switches, then adjust the jam nuts to LA-2 thru LA-225 without BEECHCRAFT
position the threaded shaft at the mid-
point of its travel prior to installation of KIT No. 90-8011-1 P/3P installed)
the gearbox. (Figure 9)
a. Position the motor gearbox and install the shims Battery voltage is not adequate to properly cycle the
in the same arrangement as when removed. Attach landing gear rigging. When performing a rigging
the motor gearbox to the motor gearbox mounting with operation, a 28.5 ±.25 vdc auxiliary power unit
the two studs and washers on the right side and the capable of maintaining the initial setting within .50
bolt, washer and nut on the left side of the motor gear- volts during the retraction and extension cycles is rec-
box. ommended. During the operation, an assistant may be

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<Qeechcraft
KING AIR F90
MAINTENANCE MANUAL
stationed inside the airplane to operate the landing RIGGING ALL THREE LANDING GEAR
gear control switch. The use of an assistant is recom- (Effectivity: LA·2 thru LA·225 without
mended in order that the man outside the airplane can BEECHCRAFT KIT No. 90·8011·1P/3P installed)
more readily observe the action of the landing gear (Figure 9)
during the retraction and extension cycles. The
recommeded method for actuating the landing gear NOTE
motor is through the use of the landing gear circuit
Landing gear rigging shall be accom-
breaker located on the LH subpanel adjacent to the
plished using a 28.5 ±.25 vdc power
landing gear control handle. supply which will maintain its initial set-
By applying a push-pull motion to the circuit breaker, ting (within .50 volts) during the retrac-
the person in the airplane can stop the landing gear in tion and extension cycles.
any position during either the retraction or extension
a. Place the airplane on jacks. Refer to Chapter 7.
cycle, so that closer examination or measurement
may be made. An alternate method, for operating the b. Remove the left-hand and right-hand access pan-
landing gear from outside the airplane (if an assistant els. Remove the taper pins from the spline adapters at
is not available), is with the application of a momen- the universal joints, and remove the spline adapter
tary on-off switch and an adequate length of 16-gage from the spline to disconnect the main gear mecha-
wire cord (enough to reach from the landing gear nism. Refer to Figure 11.
motor to the nose wheel well area). Attach the wire
c. Disconnect the nose gear doors by removing the
cord to the airplane as follows: Refer to Figure 10.
bolt attaching the center hinge brackets to the lower
a. Remove the floorboard immediately forward of the clevis link of each door. Remove the nose gear chain
main spar. covers located on the right-hand side of the nose
wheel well. Refer to Figure 12. Remove the center
b. Pass the terminal ends of the wire cord through aisle floorboards back to the main spar to check the
the access opening and connect them as follows: retract chains for clearance with adjacent structure
and proper alignment on idler sprockets. Apply a 9- to
1. Connect the UP lead of the control switch to
11-pound load on the lower strand of the forward
terminal number 2 on TB 113, which contains wire
chain approximately halfway between the sprocket on
number G10E22.
the cross-shaft and the set of idler sprockets just for-
2. Connect the DOWN lead of the control switch ward of the cross-shaft on the LH side of the nose
to terminal number 1 on TB 113, which contains wire gear wheel well. This chain should deflect .62 ±.06
number G10E22. inch and can be adjusted by turning the chain tight-
ener in the nose gear wheel well that repositions the
3. Connect the power lead of the control switch foremost set of sprockets adjacent to the nose gear
to the 28 vdc jack, located on the bottom edge of the actuator. Refer to Figure 13. Apply a 6- to 9-pound
LH subpanel. load to the upper strand of the aft chain approximately
halfway between the first and second idler sprockets
c. Pull the landing gear circuit breaker.
aft of the short cross-shaft. This chain should deflect
d. Turn on the battery switch and use the control .75 ±.06 inch and can be adjusted by removing the
switch installed in the previous steps to cycle the land- cotter pins and loosening the sprocket assembly nuts
ing gear during the rigging procedure. on the first sprocket aft of the short cross-shaft.
Loosen the check nut on the chain tightener. Tighten
e. After completion of maintenance procedures, or loosen the chain to obtain the required deflection by
remove the test switch, with its wire cord, and install adjusting the chain tightener nut. After adjustment,
the floorboard. tighten the check nut, sprocket idler bolts and resafety
the nuts.

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'Deechcraft
KING AIR F90
MAINTENANCE MANUAL

LANDING GEAR MOTOR AND GEARBOX


CROSS SHAFT
DETAIL 0
DETAIL B

LANDING GEAR MANUAL EXTENSION SYSTEM


DETAIL C

FORWARD NOSE GEAR DOOR CONNECTIONS


DETAIL A

APPLY 6-9
POUND
LOAD HERE

LANDING GEAR SAFETY SWITCH MAIN GEAR DOOR CONNECTIONS PEDESTAL

DETAIL E DETAIL F T90-200-9

Mechanical Landing Gear Retraction System


(Effectivity: LA-2 thru LA-225 without
BEECHCRAFT KIT No. 90-8011-1 P/3P installed)
Figure 9

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'1?eechcraft
KING AIR F90
MAINTENANCE MANUAL

NOTE g. With the nose gear in the down and locked posi-
tion, adjust the downlock indicator switch so the plun-
Removal of a link from the chains may
be necessary if the adjustable idler ger compresses .050 to .125 inch beyond the audible
sprockets have been adjusted to their click when the downlock is fully engaged, then tighten
maximum travel. Before the link is the locking nuts to hold the switch in position.
removed from the chain, the chains and h. Disconnect the main gear doors by removing the
sprockets should be inspected for cotter pin, nut and bolt from the clevis and the plate
excessive wear. Refer to NOSE GEAR attached to the door. Refer to Figure 14. Extend the
RETRACT CHAIN INSPECTION AND main landing gear by turning the torque shafts that
REPLACEMENT. drive the main gear actuators. Continue to turn the
d. Adjust the nose gear actuator spring compression torque shafts until the actuator spring is compressed
to .060 to .250 inch from the uncompressed, free act- 1.30 to 1.42 inches. Measure the length of the spring
uator position. in the fully compressed position from the top of the
spring point (flat area at the top of the spring) to the
e. Adjust the uplock indicator switch located in the
shoulder of the clevis. Refer to Figure 15.
nose gear wheel well so the plunger compresses .050
to .125 inch beyond the audible click when the landing NOTE
gear is fully retracted, then tighten the locking nuts to
Make sure the measurements are taken
hold the switch in position.
at the designated points to prevent a
f. Extend the nose gear to the down and locked posi- false reading.
tion and recheck the actuator spring for .060 to .250
inch of compression from the free actuator position. i. Lubricate the outside of the torque shaft male
splines with grease (16, Chart 1, 91-00-00). Recon-
nect the torque shafts and install the taper pins, wash-
ers and nuts. Carefully cycle the gear to the up posi-
tion. The distance between the main spar and either
main gear should be from .13 to .50 inch on standard
gear and from .30 to .54 inch on floatation gear.
Should the distance measured fail to fall within these
limits, adjust the actuator spring compression until the
28 VDC proper clearance is obtained. Refer to Figure 15.
JACK
NOTE
Apply clay to the area of the landing
gear that will be nearest the main spar

:-
UP

DOWN
(standard landing gear), or nearest the
upper drag leg (floatation landing gear),
when the gear is in the retracted position
Refer to Figure 14 or Figure 17 as appli-
CONTROL cable. Cycle the gear to the retracted
SWITCH
T90'603464 position, then extend the gear and mea-
sure the thickness of the clay. This mea-
surement should be .13 to .50 inch for
standard landing gear, or .30 to .54 inch
for floatation landing gear.

j. If adjusting the actuator spring compression does


Alternate Power Connection not allow adequate clearance, rig all three gear down-
(Effectivity: LA-2 thru LA-225 without ward with the uplimit switch located on the gearbox
BEECHCRAFT KIT No. 90-8011-1P/3P installed) until the main gear are within the measurements indi-
Figure 10 cated in the preceding note.

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'i?eechcmft
KING AIR F90
MAINTENANCE MANUAL
NOTE Extend the main gear and measure the thickness of
A clearance of .06 to .12 inch is required the clay. The measurement of the clay should be .13
between the lower lobe of the cam and to .50 inch thick for standard landing gear or .30 to .54
the door actuator rollers. Refer to Figure inch thick for floatation landing gear.
16. m. Connect the nose gear doors by installing the bolt
attaching the center hinge brackets to the lower clevis
Retract the nose gear and push the
link of each door. Refer to Figure 12.
nose gear door shut by hand to deter-
mine if the gear is retracted into the n. Check clearance between the main gear actuator
wheel well far enough to allow complete and the spar web. Refer to CLEARANCE CHECK OF
closure of the doors. If the doors do not MAIN LANDING GEAR ACTUATORS.
clear the tire, rig the nose gear again. o. Cycle the gear several times without stopping.
Refer to step d of this task. Recheck the compression of the actuator springs
k. Connect the main gear doors by installing the bolt, each time the gear are cycled to the down position.
nut, washer and cotter pin that attach the clevis to the Refer to Figure 15. Mark the limits of travel on the
plate mounted on the door. Refer to Figure 16. The downlimit switch plunger in the up and down positions
doors may need to be rigged. Refer to RIGGING THE to check for proper operation of the dynamic braking
STANDARD MAIN LANDING GEAR DOORS or RIG- relay. Inconsistent travel indicates a defective relay.
GING THE FLOTATION MAIN LANDING GEAR While the downlimit switch plunger should travel
DOORS. approximately 1/16 inch beyond the point where the
I. Apply clay as previously described to the lower switch clicks, its travel should be consistent with every
portion of the landing gear and retract the main gear. gear extension.

Access Openings And Spline Shaft Adapters


(Effectivity: LA-2 thru LA-225 without BEECHCRAFT KIT No. 90-8011-1P/3P installed)
Figure 11

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~echcraft
KING AIR F90
MAINTENANCE MANUAL

NOTE hand pump to raise and lower the landing gear. Refer
to LANDING GEAR RIGGING, Chapter 32-31-00.
A minimum of 1/16 inch of clearance
between the switch housing and the
snap ring on the switch plunger of the up
and downlimit switches is required to
prevent damage to the switch and switch
I WARNING I
bracket.
On airplanes equipped with hydraulic
p. Install the access panels. Refer to Figure 11. landing gear, never service the accu-
Install the chain cover. Refer to Figure 12. Replace mulator without first placing the air-
the center aisle floorboards. plane on jacks. Never do mainte-
q. Remove the airplane from the jacks. Refer to nance or rigging of the system
Chapter 7. wIthout first placing the airplane on
jacks.
RIGGING THE STANDARD MAIN The pumping action of a landing gear
LANDING GEAR DOORS (Effectivity: All) actuator may unlock anyone of the
(Figures 14 and 16 ) remaining actuators and allow the
gear to retract.
Prior to rigging the main gear doors, the landing gear
must be properly rigged. Refer to RIGGING THE a. Place the airplane on jacks. Refer to Chapter 7.
LANDING GEAR for mechanical landing gear. Refer
to MAIN GEAR RIGGING, Chapter 32-31-00, for b. Disconnect the door actuating cams from the
hydraulic landing gear. While rigging the doors on doors by removing the cotter pins, nuts, washers and
hydraulic landing gear, use the emergency extension bolts from the link. Check the cam for freedom of

CHAIN COVERS

CHAIN TIGHTENER

200-212-1 200-212-2

Nose Gear Door Linkage And Chain Covers


(Mechanical L.G.) Nose Gear Chain Tightener
(Effectivity: LA-2 thru LA-225 without (Effectivity: LA-2 thru LA-225 without
BEECHCRAFT KIT No. 90-8011-1P/3P installed) BEECHCRAFT KIT No. 90-8011-1P/3P installed)
Figure 12 Figure 13

32-30-00
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Dec 21/95
'l?eechcrnft
KING AIR F90
MAINTENANCE MANUAL
operation throughout its normal travel. Adjust the tor- e. With the upper edge of a straightedge at the cen-
que of the pivot bolt and lubricate the joints if there is terline of the center cam mounting bolt and the lower
any indication of binding. edge at the centerline of the lower link attaching bolt,
c. Check for a clearance of .06 to .12 inch between check that each door locks in the open position with
the door actuator roller and the lower lobe of the actu- the centerline of the upper link bolt .05 to .18 inch
ating cam by inching the gear up with the landing gear overcenter at the attaching point of the cam resting
control circuit breaker on the LH subpanel. If the clear- against the door hinge wear strip. If necessary, adjust
ance is less than .06 inch, hold the cam against the the length of the link until the door mechanism is prop-
wear strip of the door hinge, while removing the lower erly overcenter. Refer to Figure 16.
mounting bolt from the cam plate, and reposition the f. Retract the gear as required to check for a mini-
cam pivot bolt in the slotted hole of the support mum clearance of one inch between the tire and door.
bracket until the proper clearance is obtained. It will If door clearance is sufficient, retract the gear and
then be necessary to elongate the lower mounting check that the doors are properly closed. If the doors
holes in the support bracket for reinstallation of the do not close flush or are too tight, adjust the door link-
lower mounting bolt, or to replace the plate with a new age by moving the slotted attach plate on the door, or
one that is pilot-drilled at the lower hole. Adjust for a by adjusting the link as required to obtain a proper fit.
clearance of .06 inch, but under no circumstances
must the clearance exceed .12 inch. NOTE
d. Check the cams for proper alignment and free- Each time the door linkage is readjusted,
dom of movement, and check that the cam slot does the overcenter dimension, the tire clear-
not bottom out on the actuator roller when the gear is ance and snug fit of closed doors must
cycled. be rechecked.
lJ

~
1.30
TO
142 in.

I
MEASURE SPRING LENGTH
FROM TOP OF SPRING TO
SHOULDER OF ACTUATOR
CLEVIS
99 216 ']

'- 100 211 14

Standard Gear Door Retract Mechanism


(Effectivity: LA·2 thru LA·225 without Measuring Main Gear Actuator Spring
BEECHCRAFT KIT No. 90·8011·1P/3P installed) Compression (Effectivity: All)
Figure 14 Figure 15

32-30-00
Page 22
Dec 21/95
'Qeechcraft
KING AIR F90
MAINTENANCE MANUAL
g. To ensure that the door is properly rigged and that
the door linkage is overcenter, apply 25 pounds of
pressure toward the gear at the lower center edge of
I WARNING I
the door. This is to ensure that each door is suffi-
ciently locked in the open (overcenter) position to with- Before removing an airplane
equipped with hydraulic landing gear
stand the air load present during takeoff and landing.
from the jacks, make sure the emer-
Rig the door if it folds under this 25 pound load.
gency extension handle is in the
h. When rigging is satisfactory, drill an additional stowed position, the red knob on the
hole in the slotted attach plate and angles on the door service valve is pushed down and
to install a third bolt for positive retention of the door safety wired, and the safety device is
adjustment. Locate this bolt between the bolts through in position and pinned. Retract and
the plate slots and in line with the bolts in the plate extend the landing gear with the
slots. When rigging a plate that has already been hydraulic power pack to ensure the
drilled, the old plate can be reused if the redrilled hole landing gear is in the down-and-
will provide positive retention, such as a hole in the locked position.
shape of a figure eight. However, if the circumference
of the new hole in the plate overlaps the circumfer-
ence of the old hole in the plate by two-thirds or more, k. Remove the airplane from the jacks. Refer to
the plate must be replaced to provide a new hole. Chapter 7.
i. Lubricate the door hinges and the actuating RIGGING THE FLOATATION MAIN
mechanism. Refer to LUBRICATION SCHEDULE,
LANDING GEAR DOORS (Effectivity: Allj
Chapter 12.
(Figures 17 and 18 )
j. Cycle the landing gear several times with the
power pack on hydraulic landing gear airplanes or the Prior to rigging the floatation main gear doors, the
landing gear motor on mechanical landing gear air- landing gear must be properly rigged. Refer to RIG-
planes, checking each time that the doors close GING THE LANDING GEAR for mechanical landing
snugly when the landing gear is retracted and that gear. Refer to MAIN GEAR RIGGING, Chapter 32-31-
they.stay open when the landing gear is extended. 00, for hydraulic landing gear. While rigging the doors
on hydraulic landing gear, use the emergency exten-

[~
sion hand pump to raise and lower the landing gear.
Refer to LANDING GEAR RIGGING, Chapter 32-31-
00.
To prevent serious damage to the
hydraulic landing gear pump when oper- NOTE
ating the hydraulic landing gear system Before rigging of the doors is accom-
with the engines not running, never plished, check the door swivel for a
operate the power pack without supply- maximum end play of .10 inch. To obtain
ing 18 to 20 psi of regulated dry air to the desired end play, ensure correct
pressurize the power pack reservoir in washer installation. Refer to Figure 17,
place of engine bleed air. A tee in the Detail A.
bleed air line at the fill reservoir may be
disconnected and used as a connection
point for pressurized air during ground
operation of the power pack assembly. I WARNING I
On airplanes eqUipped with hydraulic
landing gear, never service the accu-
When cycling the hydraulic landing gear mulator without first placing the air-
with the power pack, allow a one- plane on Jacks. Never do mainte-
minute-cooling period between cycles nance or rigging of the system
and a five-minute-cooling period every without first placing the airplane on
five cycles. jacks.

32-30-00
Page 23
Dec 21/95
'i?eechcraft
KING AIR F90
MAINTENANCE MANUAL

SUPPORT
BRACKET

DOOR HINGE
EXTRUSION

gg·20411A

Standard Main Gear Door Cam And Roller Rigging (Effectivity: All)
Figure 16

32·30·00
Page 24
Dec 21/95
Cl?eechcmft
KING AIR F90
MAINTENANCE MANUAL
The pumping action of a landing gear When cycling the hydraulic landing gear
actuator may unlock anyone of the with the power pack, aI/ow a one-
remaining actuators and allow the minute-cooling period between cycles
gear to retract. and a five-minute-cooling period evety
five cycles.
a. Place the airplane on jacks. Refer to Chapter 7.
b. With the doors disconnected and out of the way,
fully retract the landing gear.
c. Push the doors up by hand to check for fit and
WARNING I
clearance.
Before removing an airplane with
d. During hook-up of the door fink, check each joint hydraulic landing gear from the jacks,
for freedom of movement. No tight joints are permit- make sure that the emergency exten-
ted. sion handle is in the stowed position,
e. Adjust the link to 6.15 inches between the attach- the red knob on the service valve is
ment hole centers. Refer to Figure 18. Readjust the pushed down and safety wired, and
link if necessary so the doors will close snugly when the safety device is In position over
the landing gear is in the up position. the red knob and pinned. Retract and
extend the landing gear with the
hydraUlic power pack to ensure the
f. With the landing gear in the down position, apply a landing gear is In the down-and-
maximum of 35 pounds of force inward to the lower locked position.
edge of the door in both directions. The door must k. Remove the airplane from the jacks. Refer to
stay locked. Chapter 7.
g. If required, a PIN 99-810000-19 shim may be
installed between the top brace forging and the RIGGING THE NOSE LANDING GEAR DOORS
bracket assembly to accomplish step f. (Effectivity: All)
h. Cycle the gear slowly to the following approximate Prior to rigging the nose gear doors, the landing gear
door positions: open, partly closed and closed posi- must be properly rigged. Refer to RIGGING THE
tion. Check each joint for freedom of movement. No LANDING GEAR for mechanical landing gear. Refer
tight joints are permitted. to NOSE GEAR RIGGING in Chapter 32-31-00 for
i. After the doors are rigged, secure the jam nut on hydraulic landing gear. While rigging the door on air-
the link assembly and safety wire. planes with hydraulic landing gear, use the emer-
gency extension hand pump to raise and lower the
j. Lubricate the door hinges and the actuating landing gear. Refer to LANDING GEAR RIGGING,
mechanism. Refer to LUBRICATION SCHEDULE, Chapter 32-31-00.
Chapter 12.

WARNING I
To prevent serious damage to the On airplanes equipped with hydraulic
hydraulic landing gear pump when oper- landing gear, never service the accu-
ating the hydraulic landing gear system mulator without first placing the air-
with the engines not running, never plane on jacks. Never do mainte-
operate the power pack without supply- nance or rigging of the system
ing 18 to 20 psi of regulated dry air to without first placing the airplane on
pressurize the power pack reservoir in jacks.
place of the engine bleed air. A tee in
the bleed air line at the fill reservoir may The pumping action of a landing gear
be disconnected and used as a connec- actuator may unlock anyone of the
tion point for pressurized air during remaining actuators and allow the
ground operation of the power pack. gear to retract.

32·30·00
Page 25
Dec 21/95
Ci?eechcraft
KING AIR F90
MAINTENANCE MANUAL

ADJUSTING LINKAGE

NO JAM NUT USED


CLEVIS MUST BE
FREE TO TURN IN
ROD

I
AN960-516 USE A COMBINATION OF AN960
WASHER 516L AND OR AN960-516 AND OR
99-810038-1 WASHER ON EACH

Ii
I
3.24 INCH
99-810038-1
WASHERS
1
END FOR PROPER ENGAGEMENT
OF NUT AND COTTER PIN WITH A
MAXIMUM OF .010 INCH END PLAY.

MINIMUM OF ONE AN960-516L


WASHER. ADD AS REQUIRED
TO ADJUST END PLAY TO
.010-INCH MAXIMUM

DETAIL A
LA-2 THRU LA-42 WITHOUT BEECHCRAFT
KIT NO. 101-8013-1 INSTALLED. LA-2 THRU LA-42 WITH BEECHCRAFT
KIT NO. 101-8013-1 INSTALLED;
LA-43 AND AFTER.
C95LA32B I 322 C

Flotation Gear Doors (Effectivity: All)


Figure 17

32-30-00
Page 26
Dec 21/95
't?eechcraft
KING AIR F90
MAINTENANCE MANUAL
a. Place the airplane on jacks. Refer to Chapter 7. retraction cycle. If further adjustment is required, the
door attach linkage should be adjusted 1/2 turn at a
b. With the doors disconnected and out of the way,
time.
fully retract the nose gear.
g. Lubricate the door hinges and actuating mecha-
c. Push the doors up by hand to check for fit and nism. Refer to LUBRICATION SCHEDULE, Chapter
clearance. Ensure the door cam and roller operate 12.
freely. Check for a cam and roller clearance of .03 to
h. Cycle the landing gear several times with the
.06 inch.
motor or the hydraulic power pack, checking each
d. Extend the gear and connect the door attach link- time that the doors close snugly when the landing
age so that the doors are held in an overcenter posi- gear is retracted.
tion.
e. Apply a force of approximately 25 pounds inward
at the center of each door. The door mechanism
should hold overcenter and the doors should remain To prevent serious damage to the
open. hydraulic landing gear pump when oper-
ating the hydraulic landing gear system
f. Retract the gear and apply a force of approxi-
with the engines not running, never
mately 25 pounds at the center of the door during the
operate the power pack without supply-
retraction cycle. The door mechanism should maintain
ing 18 to 20 psig of regulated dry air to
an overcenter position and the doors should clear the pressurize the power pack reservoir in
landing gear by a minimum of .62 inch during the place of the engine bleed air. A tee in
the bleed air line at the fill reservoir may
be disconnected and used as a connec-
tion point for pressurized air during
ground operation of the power pack
assembly.

When cycling the hydraulic landing gear


with the power pack, allow a one-
minute-cooling period between cycles
and and a five-minute-cooling period
every five cycles.

I WARNING I
Before removing an airplane with
hydraulic landing gear from the jacks,
make sure that the emergency exten-
sion handle Is In the stowed position,
the red knob on the service valve is
pushed down and safety wired, and
* NO TIGHT JOINTS PERMITIED 100·204·18
the safety device is In position over
the red knob and pinned. Retract and
extend the landing gear with the
hydraulic power pack to ensure the
Floatation Gear Door Hookup (Effectivity: All) landing gear Is in the down-and-
Figure 18 locked position.

32-30-00
Page 27
Dec 21/95
CiJeechcraft
KING AIR F90
MAINTENANCE MANUAL
i. Remove the airplane from the jacks. Refer to d. With the cable disconnected, measure the dis-
Chapter 7. tance between the smaller (driven) sprocket and the
gearbox cover plate. Connect the cable and tighten
MECHANICAL LANDING GEAR MANUAL the cable tension to decrease this measurement by
EXTENSION SYSTEM (Effectivity: LA-2 thru 1/16 +1/64 -0 inch.
LA-225 without BEECHCRAFT KIT No. e. Operate the emergency engage lever to ensure
90-B011-1P/3P installed) proper operation. With this lever in the released posi-
In the event that the normal actuating switch fails to tion, operate the long red handle to ensure that the
operate, the landing gear may be extended manually manual extension system is completely disengaged.
by employing the manual extension system. The man- 1. Return the long red handle to the stowed position.
ual extension system is actuated by two red-painted The actuating cable should be clear of any possibie
levers below and to the RH side of the pilot's seat. Lift interference which could apply pressure on the cable
the emergency engage lever and rotate it 50° clock- and cause the sprocket shaft to partially engage.
wise. This positions the landing gear manual exten-
sion gear and chain mechanism in the operating posi- MECHANICAL LANDING GEAR MANUAL
tion and opens a safety switch mounted on the main EXTENSION SYSTEM OPERATIONAL CHECK
landing gear motor gearbox, removing all electrical (Effectivity: LA·2 thru LA·225 without
power from the landing gear circuit. Pumping the long BEECHCRAFT KIT No. 90-8011·1 P/3P installed)
red handle up and down will actuate the entire landing The manual extension system may be tested for
gear system through a series of gears and chains to proper operation in the following manner:
extend the landing gear.
a. Place the airplane on jacks. Refer to Chapter 7.
RIGGING THE MECHANICAL MANUAL
b. Cycle the gear to the UP position, then remove all
EXTENSION SYSTEM (Effectivity: LA·2 thru
electrical power from the airplane.
LA-225 without BEECHCRAFT KIT No.
90·8011·1P/3P Installed) c. Remove the carpet, hardware and access panel
immediately forward of the main spar.
a. With the long red handle in the stowed position
d. Pull the small handle at the RH side of the pilot's
and the emergency engage lever pulled up and
seat up and turn clockwise to the set position.
rotated 50° clockwise, check to see that the safety
switch mounted on the main gear motor gearbox is in e. Inspect the lever on the gearbox to confirm that it
the open position. has moved sufficiently to actuate the switch. Return
the small handle to the stowed position.
NOTE
f. Restore the electrical power to the airplane and,
The safety switch must be in the open with the gear still in the UP position, perform the fol-
position to prevent operation of the land- lowing check:
ing gear.
1. Pull the control handle up and turn it cockwise
The switch position is set at the factory and should not to the set position.
normally require resetting. However, should the switch
require adjustment, this may be accomplished by 2. Lift the long red handle from its position
moving the switch on its mounting bracket. beneath the pilot's seat and pump the handle to
extend the gear to the down-and-Iocked position. The
b. Adjust the actuating chain for manual extension to
gear indicator lights should indicate that the gear is in
deflect .37 inch under a 15-pound load applied half-
the down and locked position.
way between the sprocket and fuselage station
167.00. Access to the chain is gained by removing the
pilot's floorboards. The tension adjustment is accom-
plished by loosening the retchet and sprocket shaft
~J
brackets and moving the support shaft forward until Stop pumping when the light illuminates.
the proper tension is obtained. 3. Release the small handle and operate the
c. With the emergency engage lever in the released long red handle to ensure that the manual extension
position, check to be certain the sprocket shaft and system is completely disengaged. Return the long red
gearbox are completely disengaged. handle to the stowed position.

32·30-00
Page 28
Dec 21/95
cr?eechcraft
KING AIR F90
MAINTENANCE MANUAL
4. Retract the gear by employing the gear selec- g. Remove the airplane from the jacks. Refer to
tor handle on the instrument panel and repeat sub- Chapter 7.
steps 1 thru 3. then check the tension of the retract
chain as described in the preceding procedure.

32·30-00
Page 29
Dec 21/95
'Deechcraft
KING AIR F90
MAINTENANCE MANUAL
EXTENSION AND RETRACTION - fittings or components. Anytime a fitting or component
MAINTENANCE PRACTICES is loosened or removed, discard the O-ring and install
(HYDRAULIC SYSTEM) (Effectivity: LA-2 the fitting or component with a new O-ring. To prevent
damage to the O-ring, coat the O-ring and threads of
thru LA-225 with BEECHCRAFT Kit No.
the fitting or component with hydraulic fluid before
90-8011-1P/3P installed; LA-226 and installation; do not contaminate the O-ring after it is
after) lubricated.

I WARNING I HYDRAULIC SYSTEM SERVICING


(Effectivity: LA-2 thru LA-225 with
BEECHCRAFT Kit No. 90-B011-1PI3P
Never service the accumulator with- installed; LA-226 and after)
out first placing the airplane on jacks. Servicing the hydraulic landing gear system consists
Never do maintenance or rigging of
of maintaining the correct fluid level and maintaining
the system without first placing the
the correct accumulator precharge.
airplane on jacks.
The pumping action of a landing gear NOTE
actuator may unlock anyone of the The landing gear mechanism must be
remaining actuators and allow the lubricated. Refer to LUBRICATION
gear to retract. SCHEDULE, Chapter 12.
When performing maintenance on the hydraulic sys- Refer to Chapter 12 for specific intervals.
tem, cleanliness is essential for maintaining a func-
tional and trouble-free system. Any foreign materials
that are allowed to enter the system are damaging to
the O-rings, seals, valves and moving parts within the
system. Such damage can result in fluid leakage FILLING AND BLEEDING THE LANDING
and/or failure of the system components. Observe the GEAR HYDRAULIC SYSTEM (Effectivity:
following guidelines when working on the hydraulic LA-2 thru LA-225 with BEECHCRAFT Kit
system: No. 90-8011-1 PI3P installed; LA-226 and
a. Hydraulic storage containers should be sealed after)
completely to prevent contamination of the hydraulic
The hydraulic landing gear system should not require
fluid during storage.
filling and bleeding unless the power pack is removed
b. Use only clean hydraulic fluid when filling the sys- or any of the system lines are opened at the actuators
tem. resulting in a considerable loss of fluid and entry of air
c. Use only clean hydraulic fluid when flushing the into the system.
system or testing any of the system components.
d. When any lines or hoses are disconnected and/or
any components are removed from the system, plug
or cap all openings to prevent the entry of foreign Do not operate the power pack unless
material into the system. the landing gear is properly rigged and
e. When the system is open, prevent contamination the system is full of hydraulic fluid.
of the hydraulic fluid with other oils or water.
f. Hands and tools must be free of contaminants
(grease, oil, dirt, etc.).
g. If the system becomes contaminated, drain and
I WARNING I
flush the system with clean hydraulic fluid.
The aircraft must be placed on jacks
h. To reduce the possibility of leaks in the hydraulic prior to any maintenance on the land-
system, care must be taken when installing hydraulic ing gear system.

32·31·00
Page 1
Dec 21/95
~chcraft
KING AIR F90
MAINTENANCE MANUAL

~ LANDING GEAR TEE AT PRIMARY


EXTENSION LINE EXTENDPORT
~ LANDING GEAR EMERGENCY TEE AT SECONDARY
EXTENSION LINE EXTEND PORT
~ LANDING GEAR
RETRACTION LINE
nun HYDRAULIC FLUID
uu; SUPPLY LINE
ACTUATOR
~ BLEED AIR LINE

LEFT MAIN
LANDING GEAR
ACTUATOR

ACCUMULATOR

\ ~~LL
0S£RVOIR

C9llLA32llI(,;u C

Hydraulic landing Gear System Diagram (Effectivity: LA-2 thru LA-225 with BEECHCRAFT Kit No.
9Q-a011-1P/3P Installed; LA-226 and after)
Figure 1

32-31-00
Page 2
Dec 21/95
REGULATED ENGINE
BLEED AIR PRIMARY
( 18 TO 20 PSI) RESERVOIR
\ 1/
ORF I CE ------/1
OVERBOARD I -
~ PRESSURE FLUID -J
VENT
- PUMP MOTOR
~~ RETURN FLUID _-rv
PUMP
•I FILTER
RELIEF PUMP
~
- J

-,-&. ..J /r! VALVE CHECK


28 VDC VALVE
60A \ ...-'

~ JJ
~ I
HAND /
/L PUMP SECONDARY
... -
I
-:' SUCTION
PORT
RESERVOIR
T"V'" PUMP MOTOR
0 1
I 1 RELAY
I I
1 1
HAND PUMP 1
1 I SERVICE VALVE
1 1
SWITCHES
1 1
Lf(
,
I I
,...'I I--
1
'<¥
FILTER Ig6~~
I
I"""
:PORT
01
L. _ _ .J RH SAFETY I
SWITCH I
r--', I
..J
I
I"""
L _ _ .J
0
I
I I I
I
I
_________
I
J

28 VDC

r -,
.----_-...:.I...ro.;.-.-9..v-t"\-------'" L-J
l-v 0 I RH MAIN SERVICE VALVE
L _ _ .J

r - -,
I n. -

I"'" 0 I LH MAIN LH MAIN NOSE RH MAIN


L _ _ .J ACTUA TOR ACTUATOR ACTUATOR
DOWNLOCK
SWITCHES I
Hyd Ii L C95LA32BI633 C
rau c andlng Gear S t
(Normal Extend . ys em Schematic
LA-225 with Kit 90~~~~~1(pE/ffe~tIVlty: LA·2 thru
3P I LA·226 and after)
Figure 2

32·31·00
Page 3
Dec 21/95
'Deechcraft
KING AIR F90
MAINTENANCE MANUAL
AUXILIARY RETURN
PORT (PLUGGED) POWER PACK ASSEMBLY
FILL RESERVOIR ~-------------------~-------------------------------1
REGULATED ENGINE I I
BLEED AIR >

---I
( I 8 TO 20 PSI ) VENT~
CHECK VALVE \ i/ PORT 1
1
1 I
ORFICE I\.
OVERBOARD
~ PRESSURE FLUID FILL :
VENT PORT n
~~ RETURN FLUID

28 VDC
60A .--_<1.1 HAND / 1 \
~ PUMP 1 SECONDARY
r - - .., SUCTION 1 RESERVOIR
PORT 1
1
1 o PUMP MOTOR
I
1
RELAY
HAND PUMP
~
1
1 SERVICE VALVE y
I
SWITCHES HAND
LH SAFETY PUMP 1
I PRESSURE I
SWITCH I
r - -, PORT 1
1
r-r-o----o....:..I--...l....()-..- p - . . . , - - - - - - - - - - - - -.........- - - j f-- ~ -il_~-r-L. PRESSURE
I
10 I I 0
: SWITCH
L __ J L. _ _
RH SAFETY 1
SWITCH 1
r- - -, r--, I
UP 1 I ..-' I 1
').. - f--
2 A0---;-0'"11 : I 0 I

1
o-J--------------,
1
L __ J

28 VDC 1 I
1 1
1 1
1 1
1 1 r--'
1 1 I 1---"
o--t--
1 1 ,.---~I:y-- 0 I RH MAIN SERVICE VALVE
~
L __ J
1 1

~
1 1 r __ ,
I I
'\.. I
DOWNQ-..J..1--.------:-1-o-> 0
I p--r1------1I>----------------------'
I NOSE ACT ~ V/////////////////////// ~~ 'Y//////////////////~ I-rV/,077~"""T"';'Y~..-7~
~~
L. _ _ .J L __ J
CONTROL L-~
SWITCH ;:/~~
"1'/7 -~
~

~ ~~~~
1
)C~
o I
L. _ _ J
LH MAIN LH MAIN
ACTUA TOR
.1\ NOSE
ACTUATOR RH MAIN
ACTUA TOR SI9JSi~~~~8J
DOWNLOCK
SWITCHES
C95LA32B 1632 C

Hydraulic Landing Gear System Schematic


(Normal Retract Mode) (Effectivity: LA-2 thru
LA-225 with Kit 90-8011-1P/3P; LA-226 and after)
Figure 3

32-31-00
Page 4
Dec 21/95
'ldeechcraft
KING AIR F90
MAINTENANCE MANUAL
AUXILIARY RETURN
PORT (PLUGGED) POWER PACK ASSEMBLY
FILL RESERVOIR ~-------------------~------------------------------ -1
REGULATED ENGINE I
BLEED AIR
( 18 TO 20 PSI)
> I-I
,...---J
PRIMARY
RESERVOIR
CHECK VALVE \ /

~ PRESSURE FLUID
ORFICE ----J \,
OVERBOARD
~~ RETURN FLUID VENT

t~~~~~~~~~ HAND PUMP SUCTION

28 VDC
60A
/
1/
,- - - , ]
I 0 I PUMP MOTOR
I I RELAY
I I
I I
I I SERVICE VALVE
I I
SWITCHES
LH SAFETY I I
SWITCH I I
I
I
~I--------------"'----l
I
I 0 I
L. _ _ .J
RH SAFETY
SWITCH
,... - -, r--,
I UP I I ....-',
I ')J
, 0 I
2A I 1)-L:------------, L __ J
I I I
28 VDC I I I
I I I
I I I
I I I
r - -,
I I I
1
l..-------fC-
I I I
I I I o I RH MAIN SERVICE VALVE
I I I
I I I r __ ,
I I 0-"'--1--'
I '1" b-..L.-
1 - .......- - . : . . . '<Y"'" »-tl---~~-----------------...J
I DOWN
L _ _ .J
I '0 ,NOSE
L __ J
ACT
CONTROL
SWITCH r - -,
1
o I LH MAIN
L __ J

DOWNLOCK
SWITCHES
C95LA32BI631 C

Hydraulic Landing Gear System Schematic


(Emergency Extend Mode) (Effectivity: LA-2 thru
LA-225 with Kit 90-8011-1P/3P; LA-226 and after)
Figure 4

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Dec 21/95
'ikechcraft
KING AIR F90
MAINTENANCE MANUAL
AUXILIARY RETURN
PORT (PLUGGED) POWER PACK ASSEMBLY
FILL RESERVOIR ~-------------------~-------------------------------1
REGULATED ENGINE 1 I
BLEED AIR
(18 TO 20 PSI)
>
VENT L.,J
CHECK VALVE '\ 1/ PORT I
I
~ PRESSURE FLUID - - - - ) 1\ I r
ORFICE OVERBOARD FILL:
E2(i~~ RETURN FLUID VENT PORT n
~~~~~~~~~~ HAND PUMP SUCTION

""""""""""
, "
28 VDC
60A \
~ --OH~-------d
I I PUMP MOTOR
SECONDARY
RESERVOIR

I I RELAY
I I
I I
I I SERVICE VALVE
SWITCHES HAND
I I
LH SAFETY I I
SWITCH I I
r - -,
1""0-.. I I 0-;..1--------------_---1 PRESSURE

n
I I SWITCH
10 I I I
l. _ _ J L. _ _ .J
RH SAFETY
SWITCH
r- - -, r--,
I UP I I ..-J 1
I !::-- I
I 01
2A I I 0-'-'-------------, t, __ J
I I I
28 VDC I I I
I I I
I I I
I I I L-.---l_1 ~_I----'
r - -,
I
I
I
I
I
I
I 0;,-----. ~
.---~...-
1 0 I RH MAIN SERVICE VALVE
I
I
I
I
I
I
t, _ _ J I
I I I r __ ,
I
,_-+__..:..1-o---~.»-1:-----t------------------....JI
D-r,--I
L......f--------;.I-o--'"'" 0-...1....-
I DOWN I 1 0 1 NOSE ACT
W V/////////////////////~ ~~~-'l'//~~
L __ J

CONTROL
l. _ _ J
L-~ _

SWITCH r - -, I'l'l. L.-~:V.,.c


~ ~
~~
I ~
o 1 LH MAIN LH MAIN ~~~~~ NOSE ~~
t, _ _ J ACTUATOR ACTUATOR ~l~~~~
DOWNLOCK u
SWITCHES
C95LA32B 1630 C

Hydraulic Landing Gear System Schematic


(Hand Pump Retract Mode) (Effectivity: LA-2 thru
LA-225 with Kit 90-8011-1 P/3P; LA-226 and after)
Figure 5

32-31-00
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Dec 21/95
CDeechcraft
KING AIR F90
MAINTENANCE MANUAL
The pumping action of a landing gear valve to the gear-up position and using the hand
actuator may unlock anyone of the pump, retract the landing gear. Move the service valve
remaining actuators and aI/ow the to the gear-down position and extend the landing gear
gear to retract. with the hand pump. Repeat this cycle as necessary
to purge all air from the system. Check for leaks in the
a. Place the airplane on jacks. Refer to Chapter 7.
line fittings.
b. Connect an external power supply to the airplane
j. Shut off the air supply, remove the drain hose and
and adjust the voltage to 28 ±.25 vdc.
replace the cap on the tee fitting.
c. Open the hydraulic system access door in the
k. Repeat steps g through j on each main landing
upper LH wing center section skin just inboard of the
gear emergency extension line.
LH nacelle and forward of the main spar.
I. Assure that the service valve is in the gear-down
d. Charge the accumulator to 800 ± 40 psig with
position and that the manual pump handle is in the
bottled dry nitrogen.
stowed position.
NOTE m. Remove the cap from the tee fitting in the retract
When filling the hydraulic system, air line of the nose gear actuator.
being displaced by hydraulic fluid will n. Connect a temporary drain hose to the tee, and
need to be relieved by the overboard place the other end of the hose in a container to catch
vent. This action will allow the dipstick fluid being bled from the system.
reading to more accurately indicate the
amount of fluid in the system. The air- o. Turn on the air supply and electrical power to the
plane must be as level as possible to airplane and select gear-up position on the landing
ensure that the vent line declines from gear control.
the fluid reservoir to the point where it
joins the tee in the power pack vent line. NOTE
This point must be above the power Before operating the landing gear with
pack vent port to ensure there are no air the hydraulic power pack, locate the low
traps in the line. liquid level press-to-test warning light in
e. Fill the power pack through the fill reservoir to the the LH subpanel. Test the light to ensure
proper mark on the dipstick with hydraulic fluid (27, that it illuminates. If the light should ever
illuminate automatically, a low hydraulic
Chart 1, 91-00-00). Total capacity of the system is
fluid level is indicated and the power
approximately 2 gallons.
pack should not be operated until
f. Disconnect and cap the orange-coded vent line adequate fluid level is attained. How-
from the tee at the fill reservoir located in the left wing ever, the gear may be operated manu-
center section. Connect a regulated supply of 18-20 ally by using the emergency hand pump.
psi dry air to the tee fitting.
p. Allow the power pack to run until all air is purged
g. Remove the cap from the tee fitting at the second- from the nose gear retract line. Never exceed 30 sec-
ary (manual) extend port of the nose gear actuator. onds continuous running time on the power pack. If
h. Connect a temporary drain hose to the tee, and the retract line is not purged after 30 seconds, allow
place the other end of the hose in a container to catch the power pack to cool for 15 minutes before continu-
fluid being bled from the line. ing. Fluid level in the fill reservoir must be maintained
by adding clean hydraulic fluid (27, Chart 1, 91-00-00)
NOTE as necessary. Do not reuse fluid bled from the system.
The fluid level in the fill reservoir must be q. Check the line fittings for leaks.
maintained by adding clean hydraulic
fluid (27, Chart 1, 91-00-00) as neces- r. Shut down the power pack, turn off the air supply,
sary. Do not reuse fluid bled from the remove the drain hose and replace the cap on the tee.
system. s. Repeat steps I through r on each main landing
i. With the power pack reservoir full and the system gear retract line.
pressurized with 18-20 psi of dry air, move the service t. Cycle the landing gear to the up position.

32-31-00
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Dec 21/95
'Reechcrnft
KING AIR F90
MAINTENANCE MANUAL
u. Remove the cap from the tee fitting at the primary and the system pressurized with air, operate the land-
extend port of the nose gear actuator. ing gear a minimum of ten complete cycles using the
v. Connect a temporary drain hose to the tee and hydraulic power pack. While cycling the landing gear,
place the other end of the hose in a container to catch check for any signs of hydraulic fluid leakage. Every
fluid being bled from the system. third or fourth cycle of the landing gear, check the fluid
level and refill as required until the fluid level stabilizes
w. Turn on the air supply, turn on electrical power and the retraction time of the landing gear stabilizes at
and select gear-down position. approximately five seconds.
NOTE ac. Shut off the air supply. Disconnect the air supply
line from the tee fitting at the fill reservoir in the LH
Allow the power pack to run until all air is
purged from the nose gear extend line. wing center section, and reconnect the orange coded
Never exceed 30 seconds continuous vent line to the tee.
running time on the power pack. If the ad. Disconnect the external power supply from the
extend line has not been purged after 30 airplane.
seconds, allow the power pack to cool
for 15 minutes before continuing. The
fluid level in the fill reservoir must be
maintained by adding clean hydraulic
fluid (27, Chart 1, 91-00-00) as neces-
sary. Do not reuse fluid bled from the
I WARNING I
system. Before removing the airplane from
the Jacks, make sure the hand pump
x. Check the line fittings for leaks.
handle Is In the stowed position, the
y. Shut off the air supply and turn off electrical red knob on the service valve is
power. Remove the drain hose from the tee fitting and pushed down with the hinged retainer
replace the cap. in place, and the landing gear is in the
z. Repeat steps t through y on each main landing down-and-Ioc;ked position.
gear primary extend line.
aa. Shut off the air supply. Check the fluid level and ae. Remove the airplane from the jacks. Refer to
refill the fill reservoir as required. Chapter 7.

INSTALLA TION OF HYDRAULIC FITTINGS


(Effectivity: LA-2 thru LA-225 with
To prevent serious damage to the pump,
BEECHCRAFT Kit No. 90-B011-1P/3P
never operate the power pack when the installed; LA-226 and after)
engines are not operating without sup- To reduce the possibility of leaks in the hydraulic sys-
plying 18 psi of regulated dry air to the tem, care should be taken when installing any hydrau-
power pack reservoir. lic fittings. When a fitting is loosened or removed, dis-
NOTE card the O-ring and install the fitting with a new O-ring.
To prevent damage to the O-ring, coat the O-ring and
When cycling the landing gear with the the threads of the fitting with hydraulic fluid (27, Chart
power pack, allow a one minute cooling 1, 91-00-00) before installing the O-ring on the fitting.
period between cycles and allow a five Some fittings in the landing gear hydraulic system use
minute cooling period after every five an O-ring and an aluminum ring. When this type of fit-
cycles.
ting is loosened or removed, both the O-ring and the
abo With the red knob on the service valve pushed aluminum ring must be replaced when the fitting is
down, the hand pump handle in the stowed position reinstalled.

32-31-00
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Dec 21/95
'i?eechcraft
KING AIR F90
MAINTENANCE MANUAL

~ MANUAL EXTEND
c:=:J EXTEND LINE
II1II RETRACT LILNE
~ HAND PUMP PRESSURE
~~~:~~~~: HAND PUMP SUCTION
UIIIIl1IIIJ VENT TUBE
~ TO FILL RESERVOIR

HAND PUMP
PRESSURE
DETAIL A

C9!lLAJ281635 C

Hydraulic Power Pack And Plumbing (Effectivity: LA-2 thru LA-225 with BEECHCRAFT Kit No.
90-8011-1P/3P Installed; LA-226 and after)
Figure 6

32-31-00
Page 9
Dec 21/95
'i?eechcraft
KING AIR F90
MAINTENANCE MANUAL

POWER PACK REMOVAL (Effectivity: LA-2


thru LA-225 with BEECHCRAFT Kit No.
90-8011-1P/3P installed; LA-226 and after)
To ensure proper attachment and to
(Figure 7 ) avoid possible damage to the power
pack, use only one washer under each

I WARNING I bolt head.


b. Install the power pack with three bolts and wash-
ers on each end of the power pack. Safety wire the
The aircraft must be placed on jacks bolts.
prior to any maintenance on the land- c. Remove the caps and reconnect all plumbing
ing gear system. lines, as previously identified, to the power pack.
The pumping action of a landing gear NOTE
actuator may unlock anyone of the
remaining actuators and allow the To avoid possible damage to the special
gear to retract. nut, use only an MS35207-261 screw.
d. Connect all electrical wiring, as previously identi-
a. Place the airplane on jacks. Refer to Chapter 7. fied, to the electrical components of the power pack.
b. Remove the carpet and the center aisle floorboard Secure the bonding jumper to the motor end of the
just forward of the main spar. power pack with the MS35207-261 screw.
c. Identify and disconnect the electrical wiring from e. Fill and bleed the system. Refer to FILLING AND
the motor, the hydraulic fluid level sensor, the uplock BLEEDING THE LANDING GEAR HYDRAULIC SYS-
pressure switch and the gear select solenoids. TEM.
f. Install the center aisle floorboards and carpet.

Take care to avoid damaging the sensor


while disconnecting the electrical wiring.
I WARNING I
Before removing the airplane from
NOTE the jacks, make sure that the hand
Take adequate measures to contain sys- pump handle is in the stowed posi-
tem fluid which will escape from various tion, the red knob on the service
ports during line removal. valve is pushed down with the hinged
retainer in place and the landing gear
d. Remove the screw attaching the bonding jumper is in the down-and-Iocked position.
to the motor end of the power pack. Identify and dis-
connect the plumbing from the valve body and the g. Remove the airplane from the jacks. Refer to
motor end of the power pack. Cap all open ports to Chapter 7.
prevent contamination. POWER PACK MOTOR REMOVAL
e. Remove the three bolts and washers from each (Effectivity: LA-2 thru LA-225 with
end of the power pack and remove the power pack BEECHCRAFT Kit No. 90-8011-1 P/3P
from the bracket.
installed; LA-226 and after)
POWER PACK INSTALLA TION (Effectivity: (Figure 7)
LA-2 thru LA-225 with BEECHCRAFT Kit
No. 90-8011-1P/3P installed; LA-226 and
after)
I WARNING I
(Figure 7 )
The aircraft must be placed on jacks
a. Position the power pack in the mounting bracket prior to any maintenance on the land-
in the airplane. ing gear system.

32-31-00
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Dec 21/95
'ikechcraft
KING AIR F90
MAINTENANCE MANUAL

SELECTOR VALVE
SOLENOID CONNECTOR

GEAR·DOWN
PORT

lHEA
RETURN
FILTER
'IBOLT

MOTOR

POWER PACK
(AlRIGHT)
GEAR-UP PRESSURE
GEAR-DOWN SWITCH
(SPERRY VICKERS)
PORT

~
SEAL DRAIN PORT

POWER PACK
(SPERRY VICKERS)

SELECTOR VALVE
~~- SOLENOID CONNECTOR

300-231-7

Hydraulic Power Pack Installation (Effectivity: LA-2 thru LA-225 with


BEECHCRAFT Kit No. 90-8011·1P/3P installed; LA-226 and after)
Figure 7

32-31-00
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Dec 21/95
'Reechcraft
KING AIR F90
MAINTENANCE MANUAL
The pumping action of a landing gear c. Connect the electrical wiring to the motor termi-
actuator may unlock anyone of the nals.
remaining actuators and allow the d. If plumbing lines were disconnected, remove the
gear to retract. protective caps and reinstall the lines to the power
a. Place the airplane on jacks. Refer to Chapter 7. pack and refill and purge the hydraulic system. Refer
to FILLING AND BLEEDING THE LANDING GEAR
b. Remove the carpet and center aisle floorboard
HYDRAULIC SYSTEM.
just forward of the main spar.
e. Install the center aisle floorboard and carpet.
c. Identify and disconnect the electrical wiring from

I
the motor.

NOTE I WARNING
Take adequate measures to contain sys-
tem fluid which will escape from various Before removing the airplane from
ports during line removal. the Jacks, make sure that the hand
pump handle is In the stowed posi-
d. Disconnect and remove plumbing as necessary
tion, the red knob on the service
for access to the motor bolts. Cap all open ports to
valve is pushed down with the hinged
prevent contamination. retainer in place and the landing gear
is in the down-and-Iocked position.

f. Remove the airplane from the jacks. Refer to


Use care not to damage the liquid level Chapter 7.
sensor or pressure switch during motor
removal. GEAR-UP PRESSURE SWITCH REMOVAL
(Effectivity: LA-2 thru LA-225 with
e. Remove the four bolts and washers which secure
the motor to the power pack assembly and remove the
BEECHCRAFT Kit No. 90-B011-1P/3P
motor. installed; LA-226 and after)

POWER PACK MOTOR INSTALLATION


(Effectivity: LA-2 thru LA-225 with
BEECHCRAFT Kit No. 90-B011-1P/3P
I WARNING I
installed; LA-226 and after) The aircraft must be placed on jacks
(Figure 7) prior to any maintenance on the land-
ing gear system.
a. Coat the motor drive shaft coupling chamber and
the coupling shaft splines with grease (22, Chart 1,
91-00-00). The pumping action of a landing gear
actuator may unlock anyone of the
remaining actuators and allow the
gear to retract.

Use care when installing the motor so as a. Place the airplane on jacks. Refer to Chapter 7.
not to damage the liquid level sensor or b. Remove the carpet and center aisle floorboard
the pressure switch. forward of the main spar.

b. Mate the motor spline with the pump shaft and NOTE
secure the motor to the power pack with the four bolts The pressure switch is located on the
and washers. Alignment pins on the motor are pro- motor end of the Airight power pack, but
vided to ensure correct positioning of the motor. Tor- on the end opposite from the motor on
que the motor bolts to 72-84 inch-pounds. the Sperry-Vickers power pack.

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Cl?eechcraft
KING AIR F90
MAINTENANCE MANUAL
c. Identify and disconnect the electrical wiring from GEAR-SELECTOR SOLENOID REMOVAL
the pressure switch. (Effectivity: LA-2 thru LA-225 with
NOTE BEECHCRAFT Kit No. 90-8011-1P/3P
Take adequate measures to contain sys-
installed; LA-226 and after)
tem fluid which will escape from various
ports during line removal.
d. Unscrew the gear-up pressure switch from the
power pack and plug the port.
I WARNING I
The aircraft must be placed on jacks
GEAR-UP PRESSURE SWITCH prior to any maintenance on the land-
INSTALLATION (Effectivity: LA-2 thru ing gear system.
LA-225 with BEECHCRAFT Kit No.
90-8011-1P/3P installed; LA-226 and after) The pumping action of a landing gear
actuator may unlock anyone of the
a. Install a new MS28778-4 a-ring on the pressure remaining actuators and allow the
switch. gear to retract.
b. Install the pressure switch by screwing it into the
power pack. Torque to 50-60 inch-pounds. a. Place the airplane on jacks. Refer to Chapter 7.
c. Add hydraulic fluid (27,Chart 1, 91-00-00) to the b. Remove the center aisle carpet and floorboard
appropriate fill mark on the fill reservoir dipstick. just forward of the main spar.
d. Install the center aisle floorboard and carpet.
NOTE

I WARNING I Take adequate measures to contain sys-


tem fluid which will escape from various
ports during line removal.
Before removing the airplane from c. Remove the three attaching screws and remove
the jacks, make sure that the hand the gear-selector solenoid from the power pack.
pump handle is in the stowed posi-
tion, the red knob on the service
valve Is pushed down with the hinged
GEAR-SELECTOR SOLENOID
retainer in place and the landing gear INSTALLA TlON (Effectivity: LA-2 thru
is in the down-and-Iocked position. LA-225 with BEECHCRAFT Kit No.
e. Remove the airplane from the jacks. Refer to 90-8011-1 P/3P installed; LA-226 and after)
Chapter 7.
a. Position the gear-selector solenoid on the power
SYSTEM FILTER REPLACEMENT pack and install and secure it with the three mounting
(Effectivity: LA-2 thru LA-225 with screws.
BEECHCRAFT Kit No. 90-8011-1P/3P b. Check the system fluid level in the fill reservoir
installed; LA-226 and after) and fill as required with hydraulic fluid (27, Chart 1,
91-00-00).
Refer to LANDING GEAR HYDRAULIC SYSTEM FIL-
TER REPLACEMENT, Chapter 12-11-00. c. Install the center aisle floor board and carpet.

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Dec 21/95
C1?eechcmft
KING AIR F90
MAINTENANCE MANUAL

I WARNING I The pumping action of a landing gear


actuator may unlock anyone of the
remaining actuators and allow the
gear to retract.
Before removing the airplane from
the Jacks, make sure that the hand a. Place the airplane on jacks. Refer to Chapter 7.
pump handle is in the stowed posi- b. Remove the center aisle carpet and floorboard
tion, the red knob on the service forward of the main spar.
valve Is pushed down with the hinged
retainer in place and the landing gear c. Identify and disconnect the electrical wiring from
is in the down-and-Iocked position. the sensor.
d. Remove the airplane from the jacks. Refer to NOTE
Chapter 7.
Take adequate measures to contain sys-
tem fluid which will escape from during
GEAR-UP AND DOWN PORT FINGER
sensor removal.
SCREEN SERVICING (Effectivity: LA-2 thru
LA-225 with BEECHCRAFT Kit No. d. Unscrew the sensor from the power pack.
90-8011-1P/3P installed; LA-226 and after) LIQUID LEVEL SENSOR INSTALLATION
Refer to GEAR-UP AND DOWN PORT SCREENS, (Effectivity: LA-2 thru LA-225 with
Chapter 12-11-00. BEECHCRAFT Kit No. 90-8011-1 P/3P
installed; LA-226 and after)
LIQUID LEVEL SENSOR FUNCTIONAL
CHECK (Effectivity: LA-2 thru LA-225 with a. Carefully remove any oil from the threads on the
BEECHCRAFT Kit No. 90-8011-1P/3P sensor or the power pack.
installed; LA-226 and after) b. Install a new MS28775-018 a-ring on the sensor
and screw (finger-tight only) the sensor into the power
The hydraulic landing gear power pack uses an opti- pack.
cally operated liquid level sensor with an integral self-
test circuit. This circuit is energized by a switch on the c. Connect the electrical wiring to the sensor.
instrument panel to functionally test the internal cir- d. Check the fluid level in the fill reservoir and fill as
cuitry of the sensor. This test circuit is designed to required with hydraulic fluid (27, Chart 1, 91-00-00).
give an accurate test of the sensing unit, and this test e. Install the center aisle floorboard and carpet for-
should be accomplished prior to each flight of the air- ward of the main spar.
plane.

LIQUID LEVEL SENSOR REMOVAL


(Effectivity: LA-2 thru LA-225 with
I WARNING I
BEECHCRAFT Kit No. 90-8011-1P/3P
Before removing the airplane from
installed; LA-226 and after) the jacks, make sure that the hand
pump handle is in the stowed posi-

I WARNING I tion, the red knob on the service


valve is pushed down with the hinged
retainer in place and the landing gear
is in the down-and-Iocked position.
The aircraft must be placed on jacks
prior to any maintenance on the land- f. Remove the airplane from the jacks. Refer to
ing gear system. Chapter 7.

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Page 14
Dec 21/95
C1?eechcrnft
KING AIR F90
MAINTENANCE MANUAL

1 ACTUATOR SUPPORT
2 ACTUATOR SUPPORT BRACKET
3 BOLT
4 ACTUATOR SUPPORT PLATE
5 ACTUATOR SUPPORT BEARING ASSEMBLY
6 SHIM
7 SWIVEL FITTING
8 O-RING
9 ELBOW
10 HYDRAULIC HOSE
11. SHIM

AVIONICS COMPARTMENT--+--..,£.-~--<i""
FORWARD BULKHEAD

10

DETAIL A
F90-217-24

Nose Gear Actuator Installation (Effectivity: LA-2 thru LA-225 with


BEECHCRAFT Kit No. 9O-8011-1P/3P installed; LA-226 and after)
Figure 8

32-31-00
Page 15
Dec 21/95
'1?eechcraft
KING AIR F90
MAINTENANCE MANUAL

NOSE LANDING GEAR ACTUATOR were removed. Remove the five bolts which attach the
REMOVAL (Effectivity: LA-2 thru LA-225 actuator support bearing assemblies to the actuator
supports and withdraw the bearing assemblies from
with BEECHCRAFT Kit No. 90-B011-1P/3P
the actuator trunnions.
installed; LA-226 and after)
(Figure B) j. Support the actuator and remove the remaining
bolts which secure the support plates to the actuator

I
supports. The support plates and the actuator may
I WARNING
now be lowered from the wheel well.

NOSE LANDING GEAR ACTUATOR


The aircraft must be placed on jacks INSTALLATION (Effectivity: LA-2 thru
prior to any maintenance on the land-
LA-225 with BEECHCRAFT Kit No.
ing gear system.
90-B011-1P/3P installed; LA-226 and after)
The pumping action of a landing gear (Figure B)
actuator may unlock anyone of the
remaining actuators and allow the a. Place one of the support plates over each act-
gear to retract. uator trunnion. Position the actuator and support
plates between the actuator supports and secure in
a. Place the airplane on jacks. Refer to Chapter 7. place with the two bolts on each side of the actuator.
b. Disconnect the door linkage from the nose gear
b. Position the support brackets in place and install
assembly.
the bolt to secure the forward end of the bracket.
c. Remove the drag brace assembly from the nose
c. Install the row of five bolts which attach the
landing gear assembly. Refer to Chapter 32-20-00.
bracket to the actuator support and support plate.
d. Disconnect the actuator down lock switch plug
from the actuator housing. d. Install the five bolts which attach the aft end of the
actuator support bracket to the nose compartment
floorboards.
e. Install the shims over the actuator trunnions in the
same positions as originally installed. Install the act-
As hydraulic hoses are disconnected,
uator support bearing assemblies on the actuator trun-
plug or cap all openings to prevent con-
nions and secure to the actuator supports with the five
tamination of the hoses or the actuator.
attaching bolts.
e. Working through the access panel just aft of the
1. Manually push the landing gear to the retracted
nose cone and above the actuator. remove the two
position and check that the actuator clevis is centered
hydraulic hoses from the actuator. Identify the hoses
with the nose gear assembly. If it is not centered, add
to facilitate correct reinstallation. Disconnect the lower
or remove the shims between the actuator supports
hydraulic hose from the swivel fitting in the actuator
and the support bearing assemblies to correct the mis-
trunnion. Cut the safety wire and remove the swivel
alignment. The allowable end play of the actuator with
fitting from the actuator.
respect to the support bearing assemblies is .005 to
f. Working in the wheel well, remove the five bolts .040 inch.
which attach the aft end of the support bracket to the
g. Using a new O-ring lubricated with hydraulic fl~id,
nose compartment floorboards.
install the swivel fitting in the actuator and safety wire.
g. Remove the row of five bolts attaching the bracket Connect the hydraulic line to the swivel fitting.
to the actuator support and support plate.
h. Working through the access panel just aft _of the
h. Remove the bolt from the forward end of the nose cone and above the actuator, connect the two
bracket and remove the bracket from the airplane. hydraulic hoses to the actuator. If the unions between
i. The shims installed between the bearing assem- the actuator and the hose ends were removed or loos-
blies and the actuator supports should be noted and ened, install new O-rings lubricated with hydraulic
retained for installation in the position from which they fluid.

32·31·00
Page 16
Dec 21/95
~chcraft
KING AIR F90
MAINTENANCE MANUAL
i. Reconnect the actuator down lock switch wiring in MAIN LANDING GEAR ACTUATOR
the LH keel of the nose wheel well. REMOVAL (Effectivity: LA-2 thru LA-225
j. Install the drag brace assembly. Refer to Chapter with BEECHCRAFT Kit No. 90-B011-1P/3P
32-20-00. installed; LA-226 and after)
k. Connect the door linkage to the nose gear assem- (Figure 9)
bly.

NOTE
If the shims between the actuator sup-
I WARNING I
ports and the support bearing assem-
The aircraft must be placed on jacks
blies were moved, if the actuator stroke
prior to any maintenance on the land-
length or rod end length has been
ing gear system.
changed, or if the actuator being
installed is not the one that was The pumping action of a landing gear
removed, rig the landing gear. Refer to actuator may unlock anyone of the
NOSE GEAR RIGGING. remaining actuators and allow the
gear to retract.
a. Place the airplane on jacks. Refer to Chapter 7.
b. Disconnect the door-actuating connecting links
To prevent serious damage to the pump, from the landing gear and secure the doors out of the
never operate the power pack when the way with safety wire.
engines are not running without applying c. Disconnect the actuator clevis from the drag
18-20 psi of regulated dry air to pressur- brace.
ize the hydraulic system at the reservoir
in place of bleed air. When cycling the d. With the actuator disconnected from the drag
landing gear with the power pack, allow brace, fully retract the actuator piston with the emer-
a one-minute cooling period between gency hand pump.
cycles and a five-minute cooling period e. Disconnect the ends of the three hydraulic hoses
after five cycles. connected to the actuator at the tee fittings below the
actuator connections. Disconnect and remove the tee
fittings and lines from the bracket on the actuator
I. Fill and bleed the hydraulic system. Refer to FILL- mounting bracket assembly. Cap all hoses and lines.
ING AND BLEEDING THE LANDING GEAR 1. Disconnect as necessary; cap and remove the
HYDRAULIC SYSTEM. hoses and lines that are routed across the forward
stiffener plate of the actuator mounting bracket

I WARNING I assembly.
g. Disconnect the switch wiring from the up-position
switch on the forward stiffener plate.
Before removing the airplane from h. Remove all bolts which attach the actuator mount-
the jacks, make sure the hand pump ing bracket assembly to the spar. Stow all lines out of
is in the stowed position, the red the way and pull the actuator and mounting bracket
knob on the service valve is pushed assembly straight forward and down out of the wheel
down with the hinged retainer in well.
place and secured and the landing i. Remove the six bolts which attach the stiffener
gear Is in the down-and-Iocked posi-
plate assembly to the actuator mounting bracket
tion.
assembly, and remove the plate assembly.
NOTE
m. Remove the airplane from the jacks. Refer to If shims are to be removed, mark the
Chapter 7. number and position for reinstallation .

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KING AIR F90
MAINTENANCE MANUAL
j. Remove the mounting bracket assembly side
plates and bearing supports from the actuator. If it is
not necessary to replace or clean and repack the
bearings, do not remove the bearing supports and the To prevent serious damage to the pump,
shims from the mounting brackets. never operate the power pack without
supplying 18 to 20 psi of regulated dry
air to pressurize the power pack reser-
MAIN LANDING GEAR ACTUATOR voir during ground operation of the
INSTALLA TION (Effectivity: LA-2 thru power pack assembly.
LA-225 with
When cycling the landing gear with the
BEECHCRAFT Kit No. 90-8011-1 P/3P power pack, allow a one-minute cooling
installed; LA-226 and after) period between cycles and a five-minute
(Figure 9) cooling period after five cycles.

a. If the bearings were removed, press the bearings


into the bearing supports, and with the same number
of shims as were removed, secure the bearing sup-
ports to the actuator mounting bracket side plates.
I WARNING I
Before removing the airplane from
b. If any of the hose or tube fittings were loosened or the jacks, make sure that the hand
removed, install new a-rings on the fittings. Recon- pump handle is in the stowed posi-
nect the hydraulic hoses to the actuator. tion, the red knob on the service
c. Install the mounting bracket side plate and bear- valve is pushed down with the hinged
ing assemblies on each side of the actuator. retainer in place and the landing gear
is in the down-and-Iocked position.
d. Install the forward stiffener plate assembly on the
m. Remove the airplane from the jacks. Refer to
actuator mounting brackets.
Chapter 7.
e. Position the actuator and support structure in the
wheel well and insert the actuator rod end through the LANDING GEAR RIGGING (Effectivity: LA-2
hole in the spar. thru LA-225 with BEECHCRAFT Kit No.
1.Install the bolts and nuts which secure the actuator 90-8011-1P/3P installed; LA-226 and after)
mounting bracket assembly to the spar. A service valve, located adjacent to the power pack
g. Connect the hydraulic hoses to the tee fittings in under the center aisle floorboard, is provided for use
the wheel wells. with the emergency extension hand pump to raise and
lower the landing gear while the landing gear is being
h. Connect the up-position wiring to the switch on rigged. For safety reasons the 2-ampere control circuit
the forward stiffener plate assembly. breaker on the pilot's inboard subpanel should be
i. Route and connect all plumbing lines and hoses pulled while rigging the landing gear. The service
which were removed from the area for access. Secure valve is normally in a mode to extend the landing gear
with the proper clamps. (red knob pushed down). The red knob cannot be
pulled up until the detent pin is pulled, the safety
j. Check the alignment of the actuator clevis with the device over the service valve is moved, and the safety
drag brace. Refer to MAIN GEAR RIGGING. When wire securing the knob in the down position is
proper alignment is attained, connect the clevis to the removed. The landing gear should not be cycled elec-
drag brace. trically until the landing gear is properly rigged. With
k. Fill and bleed the hydraollc landing gear system. the airplane on jacks, the landing gear can be
Refer to FILLING AND BLEEDING THE LANDING retracted by pulling the red knob on the service valve
GEAR HYDRAULIC SYSTEM. up, then operating the emergency extension hand
pump. When the red knob is pulled up, the two
I. Reconnect the landing gear doors and check rig- switches mounted on the service valve are actuated to
ging. Refer to LANDING GEAR DOORS. open the circuit to the power pack motor. This same

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'1kechcraft
KING AIR F90
MAINTENANCE MANUAL

DETAIL A

1. ACTUATOR CLEVIS 9. BOLT


2. HYDRAULIC HOSE 10. BEARING SUPPORT
3. ACTUATOR 11. BEARING
4. HOSE BRACKET 12. SHIM
5. ACTUATOR MOUNl'lNG BRACKET 13. STIFFNER PLATE
6. UP·POSITION SWITCH 14. TEE
7. NUT 15. GROMMET
8. BOLT

F90·216·20

Main Landing Gear Actuator Installation (Effectivity: LA-2 thru LA-225 with BEECHCRAFT Kit No.
No. 90·8011-P/3P installed; LA-226 and after)
Figure 9

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'i?eechcraft
KING AIR F90
MAINTENANCE MANUAL

action positions the service valve to route the hand


pump pressure fluid to the normal retract mode plumb-
ing to the actuators. Remove the pump handle from
the securing clip and pump the handle up and down to When cycling the landing gear with the
retract the landing gear. After the landing gear is power pack, allow a one-minute cooling
retracted, position the hand pump handle in the period between cycles; after five cycles,
allow a five-minute cooling period.
stowed position. To extend the landing gear, push the
red knob on the service valve down and extend the
NOSE GEAR RIGGING (Effectivity: LA·2 thru
landing gear with the emergency extension hand
LA-225 with BEECHCRAFT Kit No. 90·8011-1P/3P
pump.
installed; LA-226 and after)
(Figure 10)

If the red knob on the service valve is


pushed down while the landing gear is Do not cycle the landing gear electrically
retracted, with electrical power on and until the gear is properly rigged. Use of
the landing gear control handle in the the hydraulic pump, TK229/939 or
down position, the landing gear will TK229-1/939 or equivalent, is recom-
extend immediately. mended for initial rigging. Refer to SPE-
CIAL TOOLS, Chapter 12.
Either a TK229/939 manual or a TK229-1/939 air-

I
driven pump or equivalent may be utilized to retract or
extend the landing gear during the rigging procedure.
Refer to SPECIAL TOOLS, Chapter 12. When con-
I WARNING

nected to the primary extend and retract ports of one


actuator, these pumps will allow that landing gear to The aircraft must be placed on jacks
be extended and retracted individually. prior to any maintenance on the land-
Ing gear system.
Before removing the airplane from the jacks. make
The pumping action of a landing gear
sure that the emergency extension hand pump handle
actuator may unlock anyone of the
is in the stowed position and that the red knob on the
remaining actuators and aI/ow the
service valve is pushed down and safety-wired, with
gear to retract.
the safety device in position and pinned. Connect an
external power supply adjusted to 28 ±.25 'volts, then a. Place the airplane on jacks. Refer to Chapter 7.
retract and extend the landing gear with the hydraulic b. Connect an external power supply to the airplane
power pack to ensure that the landing gear is in the and adjust the voltage to 28 ±.25 volts.
down-and-Iocked position before removing the air-
c. Disable the nose gear doors by disconnecting the
plane from the jacks. A tee fitting may be discon-
doors from the cam assemblies.
nected from the bleed air line at the fill reservoir and
used as a connection point for pressurized air during d. Disconnect the actuator from the yoke. Pull the
ground operation of the power pack assembly. drag leg down until the two stop bolts and bushings
prevent further movement. Retract the actuator, cut
the safety wire and loosen the jam nut on the clevis.
Rotate the actuator clevis until it bottoms out against
the piston rod.
To prevent serious damage to the pump, e. Extend the actuator until it bottoms out in the
never operate the power pack without down and locked position by applying 500-700 psig
supplying 18 to 20 psi of regulated dry hydraulic pressure to the extend port of the actuator.
air to pressurize the power pack reser- After pressure extension, unload pressure, but do not
voir during ground operation. retract the actuator. The actuator must remain in the

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'Deechcraft
KING AIR F90
MAINTENANCE MANUAL

ACTUATOR
END CAP
ACTUATOR BEARING
SUPPORT

STOP BUSHING AN960-616 AND OR


AN960-616L WASHERS

'--LOWER DRAG LEG

DETAIL A

300-205-7

Nose Landing Gear Rigging (Effectivity: LA-2 thru LA-225 with


BEECHCRAFT Kit No. 90-8011-1P/3P installed; LA-226 and after)
Figure 10

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'Reechcraft
KING AIR F90
MAINTENANCE MANUAL
locked position. Loosen the jam nut and adjust the from under the actuator bearing supports to correct
actuator clevis bolt hole to align with the hole in the actuator misalignment. Refer to NOSE LANDING
yoke by rotating the actuator rod. Rotate 1/2 additional GEAR ACTUATOR REMOVAL.
turn to extend the clevis for a slight preload. Reinstall g. Apply clay in the upper wheel well panel depres-
the clevis bolt and tighten the jam nut to 5 foot-pounds sion that is above the shimmy damper piston rod
or torque and safety wire to the key washer with when the nose gear is fully retracted.
MS20995C32 wire. Retract the actuator with the hand
pump. h. Fully retract the nose gear, then extend the gear
and measure the thickness of the clay. The clearance
f. To eliminate any side load on the actuator, the between the shimmy damper piston rod and the upper
alignment of the actuator and yoke assembly to the wheel well panel should be approximately .5 inch.
drag brace assembly must be checked before secur- Adjust the actuator stroke as outlined in step i if nee-
ing the yoke assembly to the upper drag leg. Remove cessary.
the stop bolts and bushings attaching the yoke to the
upper drag leg, and check for proper alignment as fol- i. The stroke length of the actuator (11.17 ±.03
lows: inches) is preset by the vendor and should not require
adjustment; however, if the clearance measured in
NOTE step h is not within tolerance, adjust the actuator
stroke length as follows:
The yoke is offset to facilitate alignment
and may be installed with the short lug 1. Disconnect the two hydraulic lines from the
on either side. If it is necessary to actuator end cap and plug the lines and ports in the
change the position of the yoke for end caps.
proper alignment, rotate the yoke and 2. Remove the safety wire and loosen the end
piston rod to the desired position as a
cap jam nut. Rotate the end cap one full turn at a time
unit. Do not change the clevis adjust-
until the proper adjustment is obtained. When the end
ment set in step e.
cap is rotated out, the stroke length is increased;
1. With the actuator fully extended, position the when rotated in, the stroke length is decreased.
yoke for installation with the upper drag leg. Measure
the space between the yoke and the upper drag leg NOTE
on each side of the yoke. Do not rotate the end cap more than two
2. Retract the actuator to its fully retracted posi- full rotations. If additional adjustment is
tion. required, supporting structure must be
inspected for proper alignment. To
NOTE ensure proper alignment of the hydraulic
plumbing to the shuttle valve located in
Hydraulic pressure of 200-400 psig must the end cap, the end cap must be
be applied to the retract port to unlock rotated in 360 degree rotations only.
the internal locking mechanism in order
to retract the landing gear. 3. After the stroke length is properly adjusted,
tighten the jam nut to 20-30 foot-pounds and safety
3. Manually push the nose gear to the retracted wire with MS20995C32 wire.
position and locate the yoke assembly for installation
with the upper drag leg. Measure the space between 4. Remove the two rig stop bolts from the nose
the yoke and the upper drag leg on each side of the gear and install the original stop bolts, bushings,
yoke. washers, nuts and new cotter pins. Be certain the
alignment washers are installed as in substep 4 under
4. Install AN960-616 and/or AN960-616L wash- step f.
ers on each side of the yoke to obtain proper align-
ment and insert the rig stop bolts. Refer to Figure 10. j. Fill and bleed the nose gear actuator and lines.
A minimum of one AN960-616 or AN960-616L washer Refer to FILLING AND BLEEDING THE LANDING
must be installed on each side of the yoke. If the mis- GEAR HYDRAULIC SYSTEM.
alignment between the yoke and drag leg is such that k. Lubricate the landing gear and drag brace hinge
at least one washer will not fit on each side of the points. Refer to LUBRICATION SCHEDULE, Chapter
yoke, remove the actuator and add or remove shims 12.

32-31-00
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'ldeecheraft
KING AIR F90
MAINTENANCE MANUAL
I. Adjust the drag brace downlock, up-position, and b. Connect an external power supply to the airplane
actuator downlock switches and cycle the landing and adjust the voltage to 28 ±.25 volts.
gear to check for proper operation of the in-transit and c. Disable the landing gear doors by disconnecting
gear-down lights. Refer to Chapter 32-60-00. the doors from their actuating cams.
m. Reconnect the nose gear door cams to the doors.
Check the rigging of the doors. Refer to RIGGING
THE NOSE LANDING GEAR DOORS, Chapter
32-30-00.
The forward end of the lock plate must
n. Disconnect the external power supply. make contact with the back of the S-Iock
hook.

I WARNING'
d. Disconnect the actuator from the drag leg and
extend the actuator to the fully extended position by
applying 500 to 700 psig to the extend port on the act-
Before removing the airplane from uator. Loosen the jam nut and adjust the actuator
the jacks, make sure that the hand clevis so it will engage both the idler link and the lock
pump handle is in the stowed posi- link with the drag leg in the extended-and-Iocked posi-
tion, the red knob on the service tion.
valve is pushed down with the hinged
retainer in place and the landing gear e. While holding the actuator and clevis in place,
is in the down-and-Iocked position. tighten the jam nut to 5 foot-pounds and safety to the
key washer with MS20995C32 wire.
o. Remove the airplane from the jacks. Refer to
1. Check the alignment of the lower drag leg with the
Chapter 7.
attachment lug on the landing gear strut; there shall
MAIN GEAR RIGGING (Effectivity: LA-2 thru be no side loads on the drag leg when the landing
LA-225 with BEECHCRAFT Kit No. 90-8011-1 P/3P gear is in either the extended or retracted position.
Correct misalignment by shifting the AN960-1016L
installed; LA-226 and after)
washers from side to side of the upper drag leg. A
(Figure 11 )
minimum of one washer must be installed on each
side of the upper drag leg. After the proper alignment
is obtained, connect the lower drag leg to the landing
gear strut.
Do not fully cycle the landing gear g. Before securing the actuator clevis to the drag leg,
hydraulically until the gear is properly the alignment of the actuator clevis to the drag leg
rigged. Use of the hydraulic pump, idler link and lock link must be checked. Align the act-
TK229/939 or TK229-1/939 or equiva- uator clevis hole with the drag leg idler link and lock
lent is recommended for initial rigging. link holes. The clevis shall slip into the idler link with-
Refer to SPECIAL TOOLS, Chapter 12. out causing side load on the actuator with the gear in
both the extended and retracted positions. Shims may

I WARNING I be added or removed from under the actuator bearing


supports to correct actuator misalignment.
h. Attach the actuator clevis to the drag brace with
The aircraft must be placed on jacks the bolt, washers and nut. Use one AN960-916L
prior to any maintenance on the land- washer under the bolt head and AN960-916L washers
ing gear system. under the nut as required. Tighten the nut down snug,
then back off to the nearest castellation and install a
The pumping action of a landing gear new cotter pin. Position the grease fittings for best
actuator may unlock anyone of the access for lubrication.
remaining actuators and allow the
gear to retract. i. Retract the landing gear fully and measure the
clearance between the upper drag leg and the landing
a. Place the airplane on jacks. Refer to Chapter 7. gear top brace. The clearance should be .38 -.25/+.12

32-31-00
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Dec 21/95
'Deechcraft
KING AIR F90
MAINTENANCE MANUAL

ACTUATOR---~A7 1 - - - ACTUATOR
BEARING
SUPPORT

):6}\.l~--BRACKET

LOCK PLATE
~---SHIM

~--LOWER

DETAIL B DRAG LEG

IDLER LINK
LOCK LINK

UPPER LOWER
DRAG LEG DRAG LEG
DETAIL A
F90-201-36

Main Landing Gear Rigging (Effectivity: LA-2 thru LA-225 with


BEECHCRAFT Kit No. 90-8011-1 P/3P installed; LA-226 and after)
Figure 11

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Dec 21/95
'ikechcraft
KING AIR F90
MAINTENANCE MANUAL
inch for standard landing gear and .42 ±.12 inch for
floatation landing gear. If necessary, adjust the
hydraulic actuator as follows:
I WARNING I
1. Disconnect the two hydraulic lines from the Before removing the airplane from
actuator end cap and plug the lines and ports. the jacks, make sure that the hand
pump handle is in the stowed posi-
2. Remove the safety wire from the end cap and tion, the red knob on the service
loosen the end cap jam nut. valve Is pushed down with the hinged
retainer In place and the landing gear
3. Rotate the end cap one full turn at a time until is in the down-and-Iocked position.
the proper adjustment is obtained.
o. Remove the airplane from the jacks. Refer to
NOTE Chapter 7.

Do not turn the end cap more than two LANDING GEAR DOORS (Effectivity: LA-2
full rotations. If additional adjustment is thru LA-225 with BEECHCRAFT Kit No.
required, supporting structure must be
checked. When the end cap is rotated
90-8011-1P/3P installed; LA-226 and after)
out, the stroke length is increased and The landing gear doors consist of two nose gear doors
the landing gear is retracted closer to and two sets of main gear doors. The gear doors are
the main spar. When the end cap is hinged at the sides and spring loaded to the _open
rotated in, the stroke length is decreased position. As the gears are retracted, two rollers on
and the landing gear is retracted to a each landing gear engage the door actuating cams
position further (lower) from the main and pull the doors closed. Rigging the landing gear
spar. To ensure proper alignment of the doors on hydraulic landing gears is accomplished in
hydraulic plumbing to the shuttle valve in the same manner as on mechanical landing gears.
the end cap, the end cap must be Refer to Chapter 32-30-00 for rigging landing gear
rotated in 360 degree rotations only. doors.

4. After the stroke length is properly adjusted, HYDRAULIC LANDING GEAR MANUAL
tighten the jam nut to 50 foot-pounds and safety with EXTENSION OPERATIONAL TEST
MS20995C32 wire. (Effectivity: LA-2 thru LA-225 with
j. Fill and bleed the main landing gear actuator and BEECHCRAFT Kit No. 90-8011-1P/3P
lines. Refer to FILLING AND BLEEDING THE LAND- installed; LA-226 and after)
ING GEAR HYDRAULIC SYSTEM.
k. Lubricate the landing gear and drag brace hinge
points. Refer to the LUBRICATION SCHEDULE,
Chapter 12.
I WARNING I
The aircraft must be placed on jacks
I. Adjust the up-position and downlock switches. prior to any maintenance on the land-
Refer to Chapter 32-60-00. Cycle the landing gear to ing gear system.
check for proper operation of the in-transit and gear-
down lights. The pumping action of a landing gear
actuator may unlock anyone of the
m. Connect the landing gear doors. Check the rig- remaining actuators and allow the
ging of the doors. Refer to Chapter 32-30-00. gear to retract.
n. Disconnect the external power supply. a. Place the airplane on jacks. Refer to Chapter 7.

32-31-00
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Dec 21/95
'Deechcrnft
KING AIR F90
MAINTENANCE MANUAL
b. With the landing gear in the retracted position, pull g. Remove airplane from the jacks. Refer to Chapter
the landing gear circuit breaker and place the landing 7.
gear control handle in the down position.
c. Remove the pump handle from the securing clip REPAIR OF HYDRAULIC SYSTEM
and pump the handle up and down until the three PLUMBING (Effectivity: LA-2 thru LA-225
down-and-locked indicator lights come on. with BEECHCRAFT Kit No. 90-8011-1 P/3P
installed; LA-226 and after)
Effective repair of damaged hydraulic plumbing lines
After a landing gear practice manual used on the King Air F90 landing gear retraction and
extension, the pump handle MUST be extension system may be accomplished using CryoFit
stowed flush against the floor and under couplings, manufactured by Raychem Corp., 300
the securing clip to assure proper opera- Constitution Drive, Menlo Park, CA 94025. Should
tion of the normal system for a sub- such repair be required, contact the Commercial Cus-
equent retraction. tomer Support Department, Beech Aircraft Corpora-
d. Continue to pump the handle until further pres- tion, Wichita, KS 67201. You will be advised of proce-
sure build-up is felt on the pump handle, then stow the dures for obtaining repair parts and personnel to train
handle under the securing clip. and guide your service staff in the correct technique
e. Visually check that all three landing gears are for installation of the CryoFit couplings.
down and locked. For procedures to repair hydraulic plumbing lines with
f. After manual extension, push the landing gear cir- CryoFit couplings, refer to Chapter 29-00-00 of the
cuit breaker in and cycle the landing gear with the BEECHCRAFT King Air Series Components Mainte-
hydraulic power pack, allowing adequate time for nance Manual. These procedures, however should
motor cooling. only be used by properly trained and qualified person-
nel.

I WARNING I
Before removing the airplane from
the jacks, make sure that the hand
pump handle Is In the stowed posi-
tion, the red knob on the service
valve Is pushed down with the hinged
retainer In place and the landing gear
is in the down-and-Iocked position.

32-31-00
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Dec 21/95
Raytbeon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
WHEELS AND BRAKES - DESCRIPTION AND OPERATION
HYDRAULIC BRAKE SYSTEM
The dual hydraulic brakes are operated by depressing either the pilot's or copilot's rudder pedals. A shuttle valve
adjacent to each set of pedals permits changing braking action from one set of pedals to the other. The depression
of either set of pedals compresses the piston rod in the master cylinder attached to each pedal. The hydraulic pres-
sure resulting from the movement of the pistons in the master cylinders is transmitted through flexible hoses and
fixed aluminum tubing to the disc brake assemblies on the main landing gear wheels. This pressure forces the brake
piston to press against the linings and discs of the brake assembly. Each Goodrich main gear brake assembly con-
tains an automatic adjuster that retracts the brake linings to a preset clearance by use of compression springs upon
release of the hydraulic pressure against the brake piston.

NOTE
The optional Goodyear High Flotation main gear brake assemblies are not equipped with automatic
adjusters; however, in the event of brake replacement, it is recommended that all brakes on an air-
plane be of the same type, either Goodrich brakes with automatic adjustment, or Goodyear brakes
without automatic adjusters.

After the pilot's brake pedals have been depressed to build up pressure in the brake lines, both valves can be closed
simultaneously by pulling out the parking brake control at the left subpanel. This closes the valves to retain the pres-
sure that was previously pumped into the brake lines. The parking brake is released when the pedals are depressed
briefly (to equalize pressure on both sides of the valves) and the control is pushed in, causing the valves to open.

WHEELS AND BRAKES - TROUBLESHOOTING


CHART 1
TROUBLESHOOTING BRAKE SYSTEM
INDICATION PROBABLE CAUSE CORRECTIVE ACTION
1. Solid pedal and no brakes. a. Brake lining/pads worn a. Replace worn lining or pads.
beyond allowable limit.
2. Spongy brake. a. Air in system. a. Bleed the system.
3. Unable to hold pressure. a. Leak in brake system. a. Visually check entire system for
evidence of leaks.
b. Check master cylinder seals; replace if
scored.
4. Parking brake will not hold. a. Air in system. a. Bleed the system.
b. Parking brake valve fails to b. Replace parking brake valve.
operate properly.
5. Brakes grab. a. Stones or foreign matter a. Remove debris.
locking brake disc.
b. Warped or bent disc. b. Replace disc.
6. Brakes drag when operated a. Parking brake valve a. If drag is relieved by switching to
from pilot's side. improperly rigged. copilot's system, check stroke of push-pull
control for parking brake valve. If less than
0.94 inch, rerig for full travel.

Page 1
B2 32-40-00 Jun 18/99
Raytbeon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
CHART 1
TROUBLESHOOTING BRAKE SYSTEM (CONTINUED)
INDICATION PROBABLE CAUSE CORRECTIVE ACTION
7. One set of brakes dragging a. Master cylinder fails to a. Check by shuttling to opposite set of
more than other set. operate properly. brakes. If this relieves pressure causing
drag, replace or repair master cylinder. If
cylinder is overhauled, check for broken
spring washer. Check O-ring on check
valve for displacement or damage.

WHEELS AND BRAKES - MAINTENANCE PRACTICES


HYDRAULIC BRAKE SYSTEM SERVICING
For servicing the hydraulic brake system, refer to Chapter 12.

For detailed information relating to the proper inspection and repair procedures, refer to the applicable servicing and
I maintenance instructions for King Air F90 Brakes, contained in the Beech King Air series Component Maintenance
Manual.

BLEEDING THE BRAKE SYSTEM


FIGURE 1
Brake system bleeding will be required whenever the system is opened at any point between the master cylinder
and the wheel brake assembly, whenever the brakes become spongy in service, or whenever the parking brake will
no longer hold. In either instance, the system should be further checked for leakage.

NOTE
I Raytheon Aircraft Company recommends the use of pressure pot bleeding. If the pressure pot
bleeding method is not available, electric bleeding is recommended. Use the gravity method only if
the other two methods are not available. If the gravity system is used, pressure bleed the brakes at
the earliest possible time. Using any method, the parking brake lever and toe brake pedals must
both be fully released to open the compensating ports in the brake master cylinders.

GRAVITY BLEEDING

This method of bleeding is done from the master cylinder down to the brake assembly. With the pilot's right brake
applied, open the bleeder valve on the respective brake assembly to allow the trapped air to escape. When the fluid
is free of bubbles, apply the copilot's right brake. When both the pilot's and copilot's right brake pedals feel firm and
there is no trace of air bubbles, repeat the procedure for each left brake pedal. During the bleeding procedure, re-
place hydraulic fluid as necessary in the brake reservoir.

PRESSURE BLEEDING

The most efficient method of bleeding the brake system is back-bleeding with a pressure pot. By this method, the
system is bled from the wheel cylinder up in the following manner:

a. Disconnect the pressure equalization line from the reservoir and attach an extension line approximately three
feet long to the upper fitting on the reservoir.

Page 2
Jun 18/99 32-40-00 B2
Raytbeon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
b. Place the other end of the extension line into a clean container.

c. Connect the pressure pot lines to the bleeder valve port on each brake assembly.

d. Maintain a pressure of approximately 15 pounds on the pressure pot and open the pressure pot bleeder valve.
Bleed the pilot's brake until all evidence of sponginess is gone. Raise and lower the gear two or three times to re-
move trapped air in the wheel cylinder. When the pilot's brake functions satisfactorily, close the valve on the pres-
sure pot and pump the copilot's brake pedal to change the shuttle valve position so that fluid will be routed through
the copilot's brake system. Bleed the copilot's brakes in the same manner as the pilot's brakes were bled, close the
bleeder valve and repeat the process with the other wheel.

e. Remove pressure pot lines and the extension lines.

f. Install the pressure equalization line on the reservoir.

g. Remove hydraulic reservoir cap and add hydraulic fluid (27, Chart 1,91-00-00) to the FULL level on the dipstick.

h. Check the brake operation. The pedal pressure should be equal on both brakes.

~/
_--7

/
/
/

/
/
/
/ 5

100·218-4

Bleeding The Brakes


Figure 1

Page 3
B2 32-40-00 Jun 18/99
Raytheon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
BRAKE WEAR LIMITS (ALL WITH STANDARD LANDING GEAR)
FIGURE 2
Lining adjustment is automatic on Goodrich brakes and the brake adjuster setting should not be tampered with. To
check for a worn condition of Goodrich brakes with automatic adjusters or Goodyear brakes without the automatic
adjuster, measure the distance between the segmented carrier and lining assembly and the piston housing. When
the distance is 0.300 inch or more, the brake is ready for a lining inspection. If the thickness of the segmented carrier
and lining assembly is less then 0.198 inch, overhaul the brake. Refer to the applicable Maintenance Instruction for
I Wheels, Brakes and Tires, contained in the Beech King Air series Component Maintenance Manual. On automatic
adjusting brakes, brake clearance of 0.019-0.016 inch must be maintained between the spring retainer and the au-
tomatic adjusting housing to prevent brake chatter and to assure proper braking response to pedal movement.

BRAKE WEAR LIMITS (ALL WITH GOODYEAR FLOTA nON GEAR)


FIGURE 3
The brake contains a built-in wear indicator pin (1) for determining the extent of brake wear. On a new brake, the
wear indicator pin extends 0.160 inch beyond the face of the pin bushing with the brake applied. The brake should
be removed from service and overhauled when the end of the wear indicator pin is flush with the face of the pin
bushing with the brakes applied. Brake discs worn to a thickness of 0.168 inch or less must be replaced. Overhaul
the brake. Refer to the applicable Maintenance Instructions for Main Wheels, Brakes and Tires and Nose Wheel,
I contained in the Beech King Air series Component Maintenance Manual, PIN 101-590097-13 or subsequent.

.300 WORN BRAKE


.----..,..--..,..---.........._-SEGMENTED
PISTON ......:::::::::::::::::::::::::: _~_ CAR RI ER
HOUSING AND LINING
L O•300
INSULATOR WORN BRAKES PISTON

..
HOUSING

DIRECTION OF
MOVEMENT
ADJUSTED
BRAKE
BRAKES WITHOUT CLEARANCE
AUTOMATIC ADJUSTER
(GOODYEAR MAIN GEAR)
BRAKES WITH
AUTOMATIC ADJUSTER LA32B
(GOODRICH MAIN GEAR) 991309AA

Standard Brake Wear Limits


(All With Standard Landing Gear)
Figure 2

Page 4
Jun 18/99 32-40-00 82
Raytheon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL

100-218-12

4
t
1. Wear Indicator Pin
2. Torque Tube
3. Pressure Plate
4. Housing

Brake Wear Limits


(All with Flotation Gear)
Figure 3
ADJUSTMENT OF THE BRAKE MASTER CYLINDER LINKAGE
a. Loosen the locknut on the piston shaft.

b. Remove the pin from the clevis on the back of the rudder pedal and slide the clevis free of the lug.

c. Adjust the length of the shaft by turning the clevis on or off the shaft. Adjust the clevis pin on the shaft so that
the distance between the centerline of the clevis hole and the centerline of the cylinder attach hole is 9 inches. The
length of the shaft should be adjusted so that the piston does not bottom when the brake is applied. A maximum of
7 threads on the shaft should be exposed.

d. Install the clevis and pin, then safety the pin and tighten the locknut.

BRAKE MASTER CYLINDER REMOVAL


a. Remove the front floorboard.

b. Disconnect and plug the brake lines at the cylinder.

c. Remove the master cylinder attaching bolts at the upper and lower end of the master cylinder. Remove the cyl-
inder assembly.

PageS
82 32-40-00 Jun 18/99
Raylbean Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
BRAKE MASTER CYLINDER INSTALLATION
a. Place the brake master cylinder in position on the rudder pedal and install the attaching bolts.

b. Connect the brake lines to the master cylinder.

c. Replace the floorboard.

d. Bleed the brake system. Refer to BLEEDING THE BRAKE SYSTEM.

ADJUSTMENT OF PARKING BRAKE CONTROL

NOTE
Overhaul of the parking brake valves is not recommended. If leakage is encountered, replace the
valve.

When a parking brake valve has been replaced, it is important that full travel of the parking brake valves be main-
tained. This may be assured by the following adjustment: Loosen the phenolic block bolts and reposition the outer
housing of the brake control in the blocks until pushing in the brake control will fully open the parking brake valves.
Push forward on the valve arm assembly until the parking brake valves are fully closed, then check that the control
knob protrudes approximately 1 ±1/16 inch from the left subpanel. The travel of the arm assembly from the fully
closed to fully open position of the parking brake valves should be approximately 1 ±1/16 inch.

MAIN WHEEL AND BRAKE REMOVAL (ALL WITH GOODRICH BRAKES)

Use care when removing all internal and external main wheel components to avoid damaging the
axle surface and/or nicking the axle threads.

a. Place airplane on jacks. Refer to Chapter 7.

b. Remove the axle nut, outer seal and the bearing cone, then remove the wheel and tire from the axle.

c. After the main wheel and tire have been removed, disconnect the hydraulic line and cap all open lines and ports.

d. Slide the brake and spacer off the axle.

e. The opposite wheel and brake may be removed in the same manner.

MAIN WHEEL AND BRAKE INSTALLA TlON (ALL WITH GOODRICH BRAKES)

Use care when installing all internal and external main wheel components to avoid damaging the
axle surface and/or nicking the axle threads.

a. Check the axle and nut for burrs or rough threads.

Page 6
Jun 18/99 32-40-00 82
Raytbeon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL

Aeroshell Grease 5 (21, Chart 1, 91-00-00) and MIL-G-81322 grease (17, Chart 1, 91-00-00) are
not compatible, DO NOT MIX. If grease is changed, make certain that all affected components are
thoroughly cleaned before lubrication.

b. Pack grease (17 or 21, Chart 1, 91-00-00), into bearing cones and smear grease on ends of rollers. Spread an
adequate coat of grease on the bearing cups.
I
c. Apply grease (17 or 21, Chart 1, 91-00-00), to axle threads and all bearing surfaces of washers and nuts.

d. Mount one brake in place on the axle, making sure that the brake spacer bottoms on the strut.

e. Mount the wheel and tire on the axle. Check to ensure that the brake disc lugs engage with the lined slots of the
torque key on the inner wheel half flange.

f. Install the bearing cone, outer seal and axle nut.

g. Tighten the axle nut to 25 foot-pounds torque while rotating the wheel to ensure proper seating of the bearings.

h. Back off the axle nut to zero torque, then torque the nut to 12 foot-pounds torque in one continuos rotation of
the axle nut. This method will prevent improper reading of break-away torque, resulting from stop and start rotation
of the nut.

i. Install the cotter pin. If the holes do not align, tighten the nut to the next available keying position.

j. Remove the caps from the brake inlet ports and carefully install the bleed manifold in the front port and the hy-
draulic line inlet manifold at the rear port.

k. Install the opposite brake assembly and carefully align the inlet ports with the manifold assemblies installed in
the first brake.

I. Repeat steps e through i to install the opposite wheel and tire.

m. Bleed the brake system. Refer to BLEEDING THE BRAKE SYSTEM.

n. Remove the airplane from jacks. Refer to Chapter 7.

MAIN WHEEL AND BRAKE REMOVAL (ALL WITH GOODYEAR BRAKES)

Use care when removing all internal and external wheel components to avoid damaging the axle
surface and/or nicking the axle threads.

a. Place the airplane on jacks. Refer to Chapter 7.

b. Remove the nut securing each wheel and tire to the axle. Remove each wheel and tire from the axle, being care-
ful not to drop or damage the bearing seals and cones.

c. Disconnect the brake hydraulic line from the inlet swivel fitting and cap the line.

Page 7
82 32-40-00 Jun 18/99
Raytbeon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
d. Remove the brake self-locking nut, washers and bolt.

e. Separate and remove the brake assembly from the strut, being careful not to drop or damage the inlet swivel
fitting.

MAIN WHEEL AND BRAKE INSTALLA TJON (ALL WITH GOODYEAR BRAKES)

Use care when installing all internal and external wheel components to avoid damaging the axle
surface and/or nicking the axle threads.

a. Check the axle and nut for burrs or rough threads.

b. Position the inboard brake assembly on the shock strut.

Aeroshell Grease 5 (21, Chart 1, 91-00-00) and MIL-G-81322 grease (17, Chart 1, 91-00-00) are
not compatible, DO NOT MIX. If grease is changed, make certain that all affected components are
thoroughly cleaned before lubrication.

c. Lubricate O-ring packings with grease (17, Chart 1, 91-00-00), and install packings in grooves in inlet fitting.
Lightly lubricate surfaces next to grooves.

d. Install inlet fitting on inlet adapter on inboard brake assembly, being careful not to displace or damage the D-
ring packings.

e. Position the outboard brake assembly on the shock strut. Carefully mate the inlet adapter on the outboard brake
with the inlet fitting, being careful not to displace or damage the O-ring packings.

f. Ensure that both brake assemblies are correctly seated on the strut and axle and that the inlet fitting swivels
freely.

g. Secure the brake assemblies together with the attaching bolts, washers and self-locking nuts, installing one
washer under each bolt head and one washer under each nut.

h. Tighten the self-locking nuts to 120 inch-pounds torque.

i. Connect the hydraulic brake fluid line to the inlet fitting.

Aeroshell Grease 5 (21, Chart 1, 91-00-00) and MIL-G-81322 grease (17, Chart 1, 91-00-00) are
not compatible, DO NOT MIX. If grease is changed, make certain that all affected components are
thoroughly cleaned before lubrication.

I j. Lubricate wheel bearing cups with an adequate coat of grease (17 or 21, Chart 1, 91-00-00).

k. Pack bearing cones with grease (17 or 21, Chart 1, 91-00-00).

Page 8
Jun 18/99 32-40-00 82
Raytheon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL
I. Lubricate lips of bearing seals with an adequate coat of grease (17 or 21, Chart 1, 91-00-00). I
m. Apply grease (17 or 21, Chart 1, 91-00-00), to axle threads and all bearing surfaces of washers and nuts.

n. Install the inboard bearing seal and the bearing cone on the axle. The lips of the bearing seal must be toward
the wheel.

o. Place the wheel and tire on the axle and install the outboard bearing cone and seal.

Ensure that the bearing seals are properly seated in the wheel against the bearing cups and that
the seals are not damaged.

p. Place the axle nut on the axle and tighten to 150-200 inch-pounds torque while rotating the wheel to ensure
proper seating of the bearings.

q. Back off the axle nut to zero torque, then torque the nut to 40 inch-pounds while rotating the wheel.

r. Install the cotter pin. If the holes do not align, tighten the nut to the next available keying position.

s. Repeat steps j through r to install the opposite wheel and tire.

1. Bleed the brake system. Refer to BLEEDING THE BRAKE SYSTEM, this chapter.

u. Remove airplane from jacks. Refer to Chapter 7.

NOSE WHEEL REMOVAL


a. Place airplane on jacks. Refer to Chapter 7.

b. Remove the axle nut and spacer.

c. Remove the wheel and tire from the axle, being careful not to damage the closure rings, felt seal rings and bear-
ing cones.

d. Remove the retaining rings, closure rings, felt seal rings and bearing cones.

NOSE WHEEL INSTALLATION

Aeroshell Grease 5 (21, Chart 1, 91-00-00) and MIL-G-81322 grease (17, Chart 1, 91-00-00) are
not compatible, DO NOT MIX. If grease is changed, make certain that all affected components are
thoroughly cleaned before lubrication.

a. Pack bearing cones and lubricate bearing cups with grease (17 or 21, Chart 1, 91-00-00).

b. Lubricate felt seal rings with SAE No.1 0 machine oil.

Page 9
82 32-40-00 Jun 18/99
Raytbeon Aircraft
BEECH KING AIR MODEL F90 MAINTENANCE MANUAL

Use care when installing all internal and external nose wheel components to avoid damaging the
axle surface and/or nicking the axle threads.

c. Install bearing cones in wheel. Install one closure ring against each bearing cup, then one felt seal ring and the
other closure ring on each side of the wheel. The flanged ends of all closure rings must face the bearings.

d. Secure bearings and seals in place with retaining rings.

e. Check the axle and nut for burrs or rough threads.

I f. Apply an adequate coat of grease (17 or 21, Chart 1, 91-00-00), to the threads of the axle and the nut and place
the wheel and tire, spacer and nut on the axle.

g. Tighten the axle nut to 150-200 inch-pounds torque while rotating the wheel to ensu re proper seating of the
bearings.

h. Back off the axle nut to zero torque, then torque the nut to 30 inch-pounds while rotating the wheel. Check to
see that there is no side motion of the wheel.

i. Install the cotter pin. If the holes do not align, tighten the nut to the next available keying position.

j. Remove the airplane from jacks. Refer to Chapter 7.

BRAKE FLUID RESERVOIR ORIFICE CLEANING


Refer to Chapter 12 for specific intervals.

Cabin air contaminants (fuzz, lint, nicotine, tar, etc.) can find their way into the brake fluid reservoir orifice and even-
tually reduce the orifice opening so that excessive air is diverted into the brake fluid reservoir, causing excessive air
pressure to be applied to the brake fluid reservoir. Inspect and clean the brake fluid reservoir orifice as follows:

a. On the forward side of the pressure bulkhead, inside the nose on the LH side, disconnect the line from the brake
fluid reservoir to the pressure equalization line and cap the tee in the pressure equalization line.

b. Working inside the cockpit, locate the pressure equalization line union that passes through the forward pressure
bulkhead. Select a length of rubber tubing that will fit tightly over the end of the union and slide one end of the tubing
over the union threads.

c. Inject a small amount of solvent (34, Chart 1, 91-00-00) into the rubber tubing and blow into the line using low
air pressure. Check the solvent blown out of the bottom drain for cleanliness. Repeat as necessary until clean sol-
vent flows out the bottom drain.

d. After clean solvent is blown through the bottom drain, blowout the excess solvent from the line with low air pres-
sure.

e. Working inside the cockpit, remove the rubber tubing from the pressure equalization line and reconnect the tube
from the brake fluid reservoir to the tee.

Page 10
Jun 18/99 32-40-00 82
'Deechcrnft
KING AIR F90
MAINTENANCE MANUAL
BRAKE DEICE SYSTEM • DESCRIPTION plastic tubing plugged at the end to contain pressure.
AND OPERATION (Effectivity: All) The soft plastic tubing is routed in close proximity to
the main engine bleed air lines which provide hot air
The heated air for brake deicing is supplied by bleed- to deice the brakes. If overheating of the brake deice
ing air from the compressor of each engine. The brake system should occur, the soft plastic lines will melt,
deicer is plumbed into the bleed air system that pro- thus relieving the pressure in the warning system
vides air for surface deice and instrument vacuum lines. As pressure is relieved, a pressure switch,
operation. The engine bleed air line is routed on the which is tapped off of the soft plastic line in each
inboard side of each nacelle to a solenoid-operated wheel well, will activate the yellow L BK 01 OVHT
shutoff valve on the aft inboard side of each main gear and/or R BK 01 OVHT lights in the annunciator panel,
wheel well. From the shutoff valve, bleed air is routed thereby warning the operator that the brake deice sys-
through a hose secured to the aft side of the landing tem should be turned off.
gear strut and down to a distributor manifold attached
to the two bottom bolts in the piston and axle assem- BRAKE DEICE· MAINTENANCE
bly. The bleed air is directed to the brake for each PRACTICES (Effectivity: All)
wheel through orifices around the circumference of
each ring of the distributor manifold.
DISTRIBUTOR MANIFOLD REMOVAL
The brake deice system is controlled by a toggle (Effectivity: All With Standard Landing Gear)
switch (placarded, BRAKE DEICE/OFF) mounted on (Figure 1 )
the left outboard subpanel. When this switch is in the
BRAKE DEICE position, power from the airplane elec- a. Remove the main wheel and brake. Refer to
trical system is supplied through a 5-ampere circuit Chapter 32-40-00.
breaker in the RH circuit breaker panel to a timer con-
b. Disconnect the brake deice hose (6) from the jour-
tained within BRAKE DEICE CONTROL AND BAT-
nal of the distributor manifold (9).
TERY CHARGE MONITOR module assembly, located
under the center aisle floor forward of the main spar. c. Remove the two bolts, washers and nuts securing
Current is then supplied from this point to open the the distributor manifold (9) to the piston and axle
solenoid shutoff valves in the aft inboard side of each assembly.
wheel well (LA-6, LA-13, LA-18 thru LA-185, LA-187
thru LA-199, LA-201, LA-203 and LA-204) or in the aft DISTRIBUTOR MANIFOLD INS TALLATlON
nacelle (LA-186, LA-200, LA-202, LA-205 and after), (Effectivity: All With Standard Landing Gear)
allowing the hot bleed air to enter the distributor mani- (Figure 1 )
fold for diffusion through the orifices to deice the
brakes. The timer simultaneously provides a signal to NOTE
light the BRAKE DEICE ON (green) light (two lights, L
Ensure that the orifices in the distributor
BK DEICE ON and R BK DEICE ON are provided for manifold (9) are clean and unobstructed
serials LA-186, LA-200, LA-202, LA-205 and after) in prior to installation of the manifold.
the annunciator panel. If the airplane is flown without
the brake deice switch having been turned to OFF, a Tighten the top retaining bolts only until
circuit is completed through the nose landing gear snug, taking care not to overtorque. It
downlock switch to activate the timer. The timer will should be possible to rotate the washer
turn the system off after 10 minutes of operation, clos- with the fingers when the bolt is properly
ing the bleed air solenoid valves to shut off the flow of tightened.
bleed air to the brakes so that adjacent components
will incur no damage through overheating. a. Secure the distributor manifold (9) to the piston
and axle assembly with the two retaining bolts, wash-
Additional damage protection from overheating of the ers and nuts.
brake deice system is provided by the brake deice
b. Connect the brake deice hose (6) to the distribu-
overtemp warning system. In this system low pressure
tor manifold (9).
plumbing lines are routed from the engine bleed air
distributor manifold beneath the cabin floorboards into c. Install the main wheel and brake. Refer to Chap-
each wheel well, where the lines are terminated in soft ter 32-40-00.

32-41-00
Page 1
Dec 21/95
'Reechcraft
KING AIR F90
MAINTENANCE MANUAL

BRAKE DEICE DISTRIBUTOR MANIFOLD


REMOVAL (Effectivity: All With Floatation
Landing Gear) Aeroshell Grease 5 (2, Chart 1, 91-00-
(Figure 1 ) 00) and MIL-G-81322 grease (17, Chart
1, 91-00-00) are not compatible, DO
a. Place the airplane on jacks. Refer to Chapter 7. NOT MIX. If grease is changed, make
certain that all affected components are
b. Remove the main landing gear wheels. Refer to
thoroughly cleaned before relubrication.
Chapter 32-40-00.
c. Disconnect brake hydraulic line (1) from the inlet
b. Position the inboard brake assembly (7) on the
swivel fitting (2) and cap the line and fitting. shock strut. Apply a thin coat of grease (17 or 21.
d. Disconnect the brake deice hose (6) from the jour- Chart 1, 91-00-00) to the inside diameter of the brake
nal on the distributor manifold (9). housing and on the axle at assembly.
c. Lubricate the new O-rings (4) with hydraulic fluid
e. Remove the eight bolts (11). washers, and nuts (27, Chart 1, 91-00-00) and install the O-rings in the
securing the distributor manifold (9) to the outboard grooves in the inlet fitting (2). Lightly lubricate the sur-
manifold support (10). faces next to the grooves.

1. Remove the bolts (13), washers, and nuts secur- d. Install the inlet fitting on the inlet adapter (5) of the
inboard brake assembly, being careful not to displace
ing the two brake assemblies to one another.
or damage the O-ring (4).
g. Remove both brake assemblies (7 and 12) from
the landing gear strut, being careful not to drop or
damage the inlet swivel fitting (2).
h. The manifold supports (8 and 10) can be removed Aeroshell Grease 5 (2, Chart 1, 91-00-
from the brake assemblies by removing the five bolts 00) and MIL-G-81322 grease (17, Chart
(14) and nuts. 1, 91-00-00) are not compatible, DO
NOT MIX. If grease is changed, make
certain that all affected components are
BRAKE DEICE DISTRIBUTOR MANIFOLD thoroughly cleaned before relubrication.
INSTALLA TlON (Effectivity: All With
Floatation Landing Gear)
e. Position the outboard brake assembly (12) on the
(Figure 1 ) shock strut axle. Apply a thin coat of grease (17 or 21,
Chart 1, 91-00-00) to the inside diameter of the brake
NOTE housing and on the axle at assembly. Carefully mate
Ensure that the orifices in the distributor the inlet adapter (5) on the outboard brake with the
manifold are clean and unobstructed inlet fitting (2), being careful not to displace or damage
prior to installation of the manifold. the O-ring (4).
f. Ascertain that both brake assemblies are correctly
a. Attach the manifold supports (8 and 10) to the seated on the strut and axle and that the inlet fitting
brake assemblies (7 and 12) with five bolts (14) and (2) swivels freely.
nuts. At the time of installation, lubricate the bolt and
g. Secure the brake assemblies together with the
nut threads and the bearing surfaces of the bolts and
attaching bolts (13), washers, and nuts; install one
nuts with antiseize compound (146, Chart 1, 91-00-
washer under each bolt head and one washer under
00). Torque the self-locking nuts to 120 inch-pounds. each nut. At the time of installation, lubricate the bolt
and nut threads and the bearing surfaces of the bolts,
NOTE washers, and nuts with antiseize compound (146,
If the inlet adapters (5) are replaced, use Chart 1, 91-00-00). Torque the self-locking nuts to 120
new O-rings (3). inch-pounds.

32·41·00
Page 2
Dec 21/95
~echcraft
KING AIR F90
MAINTENANCE MANUAL

1 BRAKE HYDRAULIC LINE


2 INLET SWIVEL FITTING
3 O-RING
4 O-RING
5 INLET ADAPTER
6 BRAKE DEICE HOSE
7 INBOARD BRAKE ASSEMBLY
8 INBOARD MANIFOLD SUPPORT
9 DISTRIBUTOR MANIFOLD
10 OUTBOARD MANIFOLD SUPPORT
11 BOLT
12 OUTBOARD BRAKE ASSEMBLY
13 BOLT
14 BOLT

1-------6

12

8 9

10
13
F90-216-33

Brake Deice Distributor Manifold (Effectivity: All)


Figure 1

32-41-00
Page 3
Dec 21/95
'i?eechcraft
KING AIR F90
MAINTENANCE MANUAL
h. Install the eight bolts (11), washers and nuts shutoff valve is normally open and the brake deice
securing the distributor manifold to the outboard mani- solenoid valve normally closed when the pneumatic
fold support. system is active and the brake deice system is active.
i. Connect the hydraulic brake fluid line (1) to the The main engine bleed air solenoid-operated shutoff
inlet fitting (2). valve must start to open at 2 psig internal pressure.
j. Connect the brake deice hose (6) to the distributor Both solenoid valves must be open sufficiently at 8
manifold (9). psig to allow a 1 pound minimum flow rate with an
k. Install the main landing gear wheels. Refer to internal pressure drop not greater than 0.05 psi at an
Chapter 32-40-00. inlet air condition of 23 psig and 300°F. The main eng-
ine bleed air solenoid-operated shutoff valve must
I. Remove the airplane from jacks. Refer to Chapter close when the solenoid is energized. The maximum
7. allowable internal leakage rate for both valves is .12
pound minimum at 125 psig and 70°F with the valves
PRESSURE TEST AND FUNCTIONAL closed.
TEST OF BRAKE DEICE SYSTEM
(Effectivity: All) PRESSURE TEST AND FUNCTIONAL
Any time maintenance or replacement of components TEST OF THE BRAKE DEICE OVERTEMP
in the brake deice system is performed, the system WARNING SYSTEM (Effectivity: All)
should be pressure and/or functional tested as fol-
lows: a. Pressure test the brake deice warning system for
no leakage at 30 ±2 psig.
a. Pressure test all plumbing connections, unions,
lines, etc. from the main engine bleed air solenoid- b. While the system is pressurized, disconnect the
operated shutoff valve through the brake deice sole- plastic tube in each left and right wheel well individu-
noid valve to the brake deice manifold on each main ally to assure the warning system is activating the yel-
landing gear. There must be no leakage at 80 psig. low annunciator L BK DI OVHT and R BK DI OVHT
lights.
b. Check operation of both main engine bleed air
solenoid-operated shutoff valve and the brake deice c. Recheck for no leaks after reinstalling the plastic
solenoid valve. The main bleed air solenoid-operated tubes.

32·41·00
Page 4
Dec 21/95
'1?eechcraft
KING AIR F90
MAINTENANCE MANUAL
STEERING· MAINTENANCE PRACTICES f. Remove the bolt, washer, nut and cotter pin secur-
(Effectivity: All) ing the aft end of the aft steering link tube (2) to the
nose steering torque arm (8) on the rudder pedal tor-
Direct linkage to the rudder pedals allows the nose que tube.
wheel to be turned 14° to the left of center and 12° to
the right. When rudder control is augmented by a g. Remove the boot (9) and aft steering link tube (2)
wheel brake, the nose wheel deflection can be from the airplane.
increased considerably. A spring mechanism in the
steering linkage dampens the transmission of exces- CLEANING AND INSPECTION OF
sive shock loads to the rudder pedals. When
STEERING MECHANISM (Effectivity: All)
retracted, the nose wheel is automatically centered
and the steering linkage becomes inoperative. (Figure 1 )
Clean all parts of the steering mechanism with clean-
STEERING MECHANISM REMOVAL
ing solvent (34, Chart 1, 91-00-00) and blow them dry
(Effectivity: AJI) with compressed air. Inspect the parts of the steering
(Figure 1 ) mechanism for nicks, cracks, distortion, corrosion and
The nose wheel steering mechanism, which is excessive wear, particularly around pivot holes, bear-
mounted on the left side of the nose wheel well, is ing bosses and flanges.
spring-loaded to permit tow bar or braked steering
angles greater than that provided by the rudder pedal STEERING MECHANISM INSTALLA TlON
system. Turn the nose wheel steering mechanism to (Effectivity: AJI)
the full left turn position before removing it as follows:
a. Position the nose landing gear assembly to the full
a. Place the airplane on jacks. Refer to Chapter 7. left tum position, then attach the steering support
b. Remove the bolts, washers, nuts and cotter pins bracket (5) to the left bulkhead of the wheel well with
securing the forward and aft steering link tubes (1 and bolts, washers and nuts.
2) to the idler arm (3). b. Center the nose landing gear assembly and
c. Remove the bolt, washer, nut and cotter pin and secure the yoke (4) to it with the bolt, washer, nut and
disconnect the yoke (4) from the nose landing gear cotter pin.
assembly.
NOTE
d. Remove the bolts, washers and nuts securing the
steering support bracket (5) to the side of the wheel If necessary, a maximum of 3 washers
well. (10) may be installed to prevent side
play of the idler arm (3).
e. Remove the bolt (6), washer, and nut securing the
idler shaft (7) to the wheel well structure and remove c. Position the idler arm (3) within the wheel well
the idler shaft (7) and idler arm (3) from the airplane. structure and insert the idler shaft (7) in place through

32-50-00
Page 1
Dec 21/95
'i?eechcmft
KING AIR F90
MAINTENANCE MANUAL

AIOO-210-2A

1. Forward Steering Link Tube 6 Bolt


2. Aft Steering Link Tube 7. Idler Shaft
3. Idler Arm 8 Nose Steering Torque Arm
4. Yoke 9. Boot
5. Steering Support Bracket 10 Washers

Steering Mechanism (Effectivity: All)


Figure 1

32-50-00
Page 2
Dec 21/95
<Ikechcraft
KING AIR F90
MAINTENANCE MANUAL
the structure and idler arm. Install the bolts (6), wash- STEERING LINK ADJUSTMENT (Effectivity:
ers and nuts securing the idler arm and shaft in place All)
in the wheel well structure. (Figure 2)
d. Install the aft end of the forward steering link tube
(1) in the idler arm (3) with the bolt, washer, nut and a. Remove the snap ring from the steering link bar-
cotter pin. rel and slide the spring cartridge out. Inspect the
e. Insert the aft steering link tube (2) through the spring for breakage, stacking and retaining nut for
boot (9) and secure the aft end of the tube to the tor- security.
que arm (8) on the rudder pedal torque tube with the
bolt, washer, nut and cotter pin.
NOTE
f. Secure the front end of the aft steering link tube (2) 100951 DD032WK and 100951-
to the idler arm (3) with the bolt, washer, nut and cot- DD032WT washers are used to prevent
ter pin. end play.

g. Adjust the forward link tube (1) to center the nose b. Add a 100951 DD032WK washer and reassemble
wheel when the rudder pedals are centered. to check end play. End play should be .030 inch or
h. Test the system for binding through the entire less without binding. Add more washers if required up
travel and for alignment when the rudder pedals are to a maximum of three. Lubricate washers with grease
centered. (16, Chart 1, 91-00-00).
i. Remove the airplane from the jacks. Refer to c. Lubricate the spring and barrel bore with grease
Chapter 7. (16, Chart 1, 91-00-00) before final assembly.

ADD 100951-DD-032-WT WASHERS-~


HERE (MAXIMUM OF 3)
SPRING CARTRIDGE BARREL

ADD 100951-DD-032-WK WASHERS


HERE (MAXIMUM OF 3) A100-21 0-3

Steering Link (Effectivity: All)


Figure 2

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'i?eechcraft
KING AIR F90
MAINTENANCE MANUAL
POSITION AND WARNING· c. Anyone or all landing gears not fully retracted or
DESCRIPTION AND OPERATION in the down-and-Iocked position.
(Effectivity: All) d. Warning horn has been silenced or will not oper-
The landing gear down-and-Iocked indicator lights are ate.
mounted to the right of the landing gear control handle e. The landing gear is in transit.
on the instrument subpanel. The lights will illuminate
green when the landing gear is down and locked. A f. The position of the landing gear does not match
red light in the landing gear control handle will illumi- that of the control handle.
nate when the landing gear is in transit. Gear UP is
indicated when the red light is extinguished. This red The landing gear position and warning horn systems
light also illuminates with the warning horn any time all are completely independent systems. A malfunction in
the landing gears are not down and locked and the one system will not affect the other system. The warn-
power levers are retarded to a position insufficient to ing horn switch on each drag brace is wired in parallel
maintain flight. The landing gear position lights may be with the corresponding switch on each of the other
tested by pushing in on the indicator lens, which will drag brace switches. When the power lever is
close the push-to-test circuit in the indicator assembly. retarded to the position of arming the throttle switch
The in-transit lights in the landing gear control handle and anyone of the landing gears is not down and
can be tested by pressing the test switch located to locked, the warning horn will sound to inform the pilot
the right of the landing gear control handle. that one or all of the landing gear is not down and
locked.
Each normally closed. up-position switch is located in
the upper portion of its respective wheel well. When With the wing flap control handle in the UP position
the gear is in the fully retracted position. each strut and with one or all of the landing gears not in the
actuates its respective up-position switch to open the down-and-Iocked position. the warning horn will
circuit from the in-transit light to ground. As soon as sound. The warning horn can be silenced by pressing
the gear moves from the fully retracted position. each the horn silence switch located next to the landing
strut actuates its respective up-position switch to illu- gear relay switch on the instrument subpanel. To pre-
minate the in-transit light by providing a path to ground vent accidental gear retraction on the ground. a safety
through the down-position switches. The in-transit switch on the right main strut breaks the control circuit
light is extinguished when the drag brace in each land- whenever the strut is compressed.
ing gear passes overcenter to actuate its respective
down-position switch to the momentary contacts. In
this position, the switch opens the circuit to the
in-transit light and completes a path to ground for the
down-position lights. The down-position switch on Never rely on the safety switch to keep
each landing gear also functions as a warning switch the gear down while taxiing, during land-
for the system. ing or takeoff roll. Always check the
The landing gear in-transit light will indicate one or all position of the landing gear switch.
of the following conditions:
The safety switch also actuates a solenoid-operated
a. Landing gear handle is in the UP position and the downlock hook, which prevents the landing gear
airplane is on ground with weight on the landing gear. handle from being raised when the airplane is on the
b. One or both power levers are retarded below a ground. The hook automatically unlocks when the air-
setting sufficient to maintain flight and one or more plane leaves the ground. but it can be manually over-
landing gears are not down and locked. Warning horn ridden by pressing down on the red button placarded
will be operating. DN LCK REL.

32·60·00
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~chcrnft
KING AIR F90
MAINTENANCE MANUAL
CHART 1
TROUBLESHOOTING LANDING GEAR POSITION AND WARNING HORN SWITCHES
(Effectivity: All)
Indication Probable Cause Corrective Action
1. Warning horn inoperative or a. Horn circuit breaker tripped. a. Reset circuit breaker.
malfunctioning.
b. Open or grounded circuit. b. Check continuity: (1) Circuit
breaker-to-horn throttle switches,
LH gear downlock warning switch
and ground. (2) From throttle
switches to nose gear downlock
warning switch and ground. (3)
From throttle switches to RH gear
downlock warning switch and
ground.
c. Throttle switches faulty or out of c. Adjust or replace throttle
adjustment. switches.
d. Main or nose gear downlock d. Adjust or replace downlock
warning switches faulty or out of warning switches.
adjustment.
e. Flasher stuck. e. Check flasher continuity.
2. Circuit breaker tripping. a. Grounded circuit. a. Check for ground between circuit
breaker and warning horn.

CHART 2
TROUBLESHOOTING LANDING GEAR LIMIT AND SAFETY SWITCH
(Effectivity: All)
Indication Probable Cause Corrective Action
1. Landing gear motor fails to shut a. Uplimit switch is out of a. Adjust uplimit switch.
off when gear is retracted and adjustment.
(gear handle) light stays off.
b. Faulty uplimit switch. b. Replace faulty uplimit switch.
2. Landing gear fails to retract. a. Safety switch not closing. a. Adjust or replace safety switch.
b. Uplimit switch stuck. b. Replace faulty uplimit switch.
3. Landing gear fails to retract a. Uplimit switch operates early. a. Adjust uplimit switch.
completely but (gear handle) light
goes out.
4. Positive downlocks do not fully a. Downlimit switch does not open. a. Adjust downlimit switch.
engage.
b. Faulty downlimit switch. b. Replace faulty downlimit switch.

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1?eechcrnft
KING AIR F90
MAINTENANCE MANUAL
CHART 3
TROUBLESHOOTING LANDING GEAR POSITION INDICATORS AND SWITCHES
(Effectivity: All)
Indication Probable Cause Corrective Action
a. All indicators inoperative. a. Landing gear indicator circuit a. Reset circuit breaker.
breaker tripped.
b. Open circuit between circuit b. Locate and correct wiring fault.
breaker and indicators.
2. One indicator completely a. Faulty indicator. a. Replace faulty indicator.
inoperative.
b. Open circuit. b. Locate and correct wiring fault.
c. Faulty indicator switch. c. Replace faulty indicator switch.

POSITION AND WARNING- b. Disconnect the landing gear door linkage and
MAINTENANCE PRACTICES (Effectivity: secure the doors outward for access to the wheel
All) wells.
c. Disconnect the electrical connect from each
LANDING GEAR LIMIT SWITCH downlock switch.
ADJUSTMENT (MECHANICAL GEAR) d. Ensure that the landing gear is down and locked.
(Effectivity: LA-2 thru LA-225) e. Loosen the locknut on the switch and adjust the
switch so the plunger compresses .050 to .125 inches
beyond the switch actuation point.

NOTE
If it should become necessary to adjust
the landing gear limit switches, extreme The switch must be checked with an
care should be taken to avoid adjust- ohmmeter; do not rely on audible sound
ment which would allow overtravel of the for proper contact actuation. Continuity
landing gear and resultant damage to between pins Hand J on the switch with
the system. the landing gear down and locked indi-
cates the switch is actuated.
To adjust the switches, loosen the upper bolt which f. Torque the locknuts to 30 inch-pounds to hold the
secures the switch bracket to the gear box casting and switch in position.
adjust the switch in or out with the horizontal adjust-
ment screw at the top of the bracket. Moving the up g. Test the retraction system for proper operation to
(aft) limit switch closer to the actuating cam reduces ensure illumination of the down indicator lights.
the up travel of the landing gear. A comparable situa- h. Reconnect the landing gear doors.
tion exists on the downlimit (forward) switch.
i. Remove the airplane from the jacks. Refer To
Chapter 7.
ADJUSTMENT OF DOWNLOCK
INDICATOR SWITCHES (MECHANICAL ADJUSTMENT OF THE UPLOCK
GEAR) (Effectivity: LA-2 thru LA-225) INDICATOR SWITCHES (MECHANICAL
NOTE GEAR) (Effectivity: LA-2 thru LA-225)
Before adjusting the downlock switches, NOTE
the landing gear must be fully rigged.
Refer to Chapter 32-30-00 or Chapter Before adjusting the uplock switches,
32-31-00. the landing gear must be fully rigged.
Refer to Chapter 32-30-00 or Chapter
a. Place the airplane on jacks. Refer to Chapter 7. 32-31-00.

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'Deechcraft
KING AIR F90
MAINTENANCE MANUAL
a. Place the airplane on jacks. Refer to Chapter 7. b. Jack the landing gear so the shock strut is com-
b. Disconnect the landing gear door linkage and pressed .50 ±.12 inch from the fully extended position.
secure the doors outward for access to the wheel c. Connect the wire leads from an ohmmeter to pins
wells. Sand T of the switch recepticle located in the upper
c. Ensure that the landing gears are down and rear of each main landing gear wheel well.
locked. d. For right and left side switches, rotate the switch
d. Loosen the locking nuts on each uplock switch shaft clockwise until the ohmmeter indicates continu-
and adjust the switch so the plunger compresses .050 ity.
to .125 inch beyond the switch actuation point. e. Remove the safety wire from the locking screw (4)
NOTE on the switch arm (3) and back off the locking screw.
The switch must be checked with an f. Install the switch arm (3) on the switch shaft in a
ohmmeter for contact actuation; do not position parallel to the upper torque knee and adjust
rely on audible sound for this adjust- the actuating rod (1) to align with the attaching bracket
ment. Continuity may be checked at the on the torque knee. Install the actuating rod connect-
wire splices in switch wiring at each ing bolt.
switch. There should not be continuity
g. Position the shock strut .75 to 2.50 inches from
when the switches are actuated.
the fully extended position and adjust the shaft coun-
e. Torque the locking nuts to 30 inch-pounds to hold terclockwise at the adjusting screw (5) until the ohm-
the switch in place. meter indicates an open circuit. When satisfactory
t. Test the retraction system through at least one adjustment is reached, tighten the locking screw (4)
complete cycle for proper operation of the in-transit and the retaining nut (2).
lights. h. Before setting torque and safety wiring the locking
g. Reconnect the landing gear door linkage. screw, recheck the safety rigging as follows:
h. Remove the airplane from the jacks. Refer to 1. As the shock strut is compressed, the ohm-
Chapter 7. meter should indicate an open circuit when the shock
LANDING GEAR SAFETY SWITCH strut reaches a position .75 to 2.50 inches from the
fully extended position. The ohmmeter should con-
ADJUSTMENT (Effectivity: All) tinue to indicate an open circuit as the shock strut is
(Figure 1 ) compressed to the fully compressed position.
NOTE 2. As the shock strut is extended from the fully
This procedure is applicable to both the compressed position, the ohmmeter should continue
right and left hand safety switches. to indicate an open circuit until the shock strut reaches
a position .75 to 2.50 inches from fully extended posi-

I WARNING'
tion. At this point, the ohmmeter should indicate conti-
nuity up to and including the fully extended position.

Make all adjustments with power off NOTE


at the master switch and no external
The point at which the switch is actuated
power connected.
during compression and extension of the
a. Remove the safety switch actuator rod (1) from shock strut differs because of tolerances
the attaching bracket on the upper torque knee, then in the switch and its attendant linkage on
remove the retaining nut (2) and the switch arm (3) the landing gear.
from the switch shaft.
NOTE WARNING HORN ADJUSTMENT
(Effectivity: All)
Use a gear-type puller to remove switch
arm (3) from the switch shaft to prevent A cam-operated switch is connected to each power
damage to the internal mechanism of lever linkage in the pedestal. The switches are wired
the switch. so that closing either or both levers beyond the safe

32-60-00
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'Deechcraft
KING AIR F90
MAINTENANCE MANUAL
flight setting with the gear retracted will sound the
warning horn intermittently. The airplane must be in
flight when determining the position of the power
levers, which correspond to 78% N1 . The ram air
effect during flight will alter the 78% N1 position indi-
cated during ground operation.
a. With the airplane in flight, advance the power
levers until 78% N1 (gas generator speed) is attained
on each engine.
b. Mark the position of the power levers on the ped-
estal with a piece of tape. Land the airplane.
3 c. Remove the lower upholstery panels from both
sides of the pedestal.
5
d. Place the power levers ill alignment with the tape
on the pedestal.
e. Adjust the landing gear warning horn switches to
100-211-1
actuate in this position.
f. Move the power levers and listen for an audible
click when the power levers are moved aft of the tape.
1_ Safety switch actuator rod
g. Remove the tape and install the pedestal uphol-
2. Retaining nut
3_ Switch arm
stery panels.
4_ Locking screw h. Flight test the airplane with the gear retracted and
5_ Adjusting screw the power levers retarded until the warning horn
Landing Gear Safety Switch (Effectivity: All) sounds at an N1 speed of 78% or the N1 produced at
Figure 1 400 foot-pounds of torque, whichever is higher.

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KING AIR MODEL F90 MAINTENANCE MANUAL

100100100

POSITION AND WARNING - TROUBLESHOOTING

Chart 101
TROUBLESHOOTING LANDING GEAR POSITION AND WARNING HORN SWITCHES
Indication Probable Cause Corrective Action
1. Warning horn inoperative or a. Horn circuit breaker tripped. a. Reset circuit breaker.
malfunctioning.
b. Open or grounded circuit. b. Check continuity: (1) Circuit
breaker-to-horn throttle switches, LH
gear downlock warning switch and
ground. (2) From throttle switches to
nose gear downlock warning switch
and ground. (3) From throttle
switches to RH gear downlock
warning switch and ground.
c. Throttle switches faulty or out of c. Adjust or replace throttle switches.
adjustment.
d. Main or nose gear downlock d. Adjust or replace downlock
warning switches faulty or out of warning switches.
adjustment.
e. Flasher stuck. e. Check flasher continuity.
2. Circuit breaker tripping. a. Grounded circuit. a. Check for ground between circuit
breaker and warning horn.

Chart 102
TROUBLESHOOTING LANDING GEAR LIMIT AND SAFETY SWITCH
Indication Probable Cause Corrective Action
1. Landing gear motor fails to shut a. Uplimit switch is out of a. Adjust uplimit switch.
off when gear is retracted and (gear adjustment.
handle) light stays off.
b. Faulty uplimit switch. b. Replace faulty uplimit switch.
2. Landing gear fails to retract. a. Safety switch not closing. a. Adjust or replace safety switch.
b. Uplimit switch stuck. b. Replace faulty uplimit switch.
3. Landing gear fails to retract a. Uplimit switch operates early. a. Adjust uplimit switch.
completely but (gear handle) light
goes out.
4. Positive downlocks do not fully a. Downlimit switch does not open. a. Adjust downlimit switch.
engage.
b. Faulty downlimit switch. b. Replace faulty downlimit switch.

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KING AIR MODEL F90 MAINTENANCE MANUAL

Chart 103
TROUBLESHOOTING LANDING GEAR POSITION INDICATORS AND SWITCHES
Indication Probable Cause Corrective Action
1. All indicators inoperative. a. Landing gear indicator circuit a. Reset circuit breaker.
breaker tripped.
b. Open circuit between circuit b. Locate and correct wiring fault.
breaker and indicators.
2. One indicator completely a. Faulty indicator. a. Replace faulty indicator.
inoperative.
b. Open circuit. b. Locate and correct wiring fault.
c. Faulty indicator switch. c. Replace faulty indicator switch.

Page 102
Nov 1/12 32-60-00 B6
KING AIR MODEL F90 MAINTENANCE MANUAL

200200200
32-60-00

POSITION AND WARNING - MAINTENANCE PRACTICES


LANDING GEAR LIMIT SWITCH ADJUSTMENT (MECHANICAL GEAR) (EFFECTIVITY: LA-2
THRU LA-225)
CAUTION: If it should become necessary to adjust the landing gear limit switches, extreme care should be taken
to avoid adjustment which would allow overtravel of the landing gear and resultant damage to the
system.
To adjust the switches, loosen the upper bolt which secures the switch bracket to the gear box casting and adjust
the switch in or out with the horizontal adjustment screw at the top of the bracket. Moving the up (aft) limit switch
closer to the actuating cam reduces the up travel of the landing gear. A comparable situation exists on the downlimit
(forward) switch.

ADJUSTMENT OF DOWNLOCK INDICATOR SWITCHES (MECHANICAL GEAR)


(EFFECTIVITY: LA-2 THRU LA-225)
NOTE: Before adjusting the downlock switches, the landing gear must be fully rigged (Ref. Chapter 32-30-00 or
Chapter 32-31-00).

a. Place the airplane on jacks (Ref. Chapter 7-00-00).

b. Disconnect the landing gear door linkage and secure the doors outward for access to the wheel wells.

c. Disconnect the electrical connect from each downlock switch.

d. Ensure that the landing gear is down and locked.

e. Loosen the locknut on the switch and adjust the switch so the plunger compresses 0.050 to 0.125 inches beyond
the switch actuation point.

NOTE: The switch must be checked with an ohmmeter; do not rely on audible sound for proper contact actuation.
Continuity between pins H and J on the switch with the landing gear down and locked indicates the switch
is actuated

f. Torque the locknuts to 30 inch-pounds to hold the switch in position.

g. Test the retraction system for proper operation to ensure illumination of the down indicator lights.

h. Reconnect the landing gear doors.

i. Remove the airplane from the jacks (Ref. Chapter 7-00-00).

ADJUSTMENT OF THE UPLOCK INDICATOR SWITCHES (MECHANICAL GEAR)


(EFFECTIVITY: LA-2 THRU LA-225)
NOTE: Before adjusting the uplock switches, the landing gear must be fully rigged (Ref. Chapter 32-30-00 or
Chapter 32-31-00).

a. Place the airplane on jacks (Ref. Chapter 7-00-00).

b. Disconnect the landing gear door linkage and secure the doors outward for access to the wheel wells.

c. Ensure that the landing gears are down and locked.

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KING AIR MODEL F90 MAINTENANCE MANUAL

d. Loosen the locking nuts on each uplock switch and adjust the switch so the plunger compresses 0.050 to 0.125
inch beyond the switch actuation point.

NOTE: The switch must be checked with an ohmmeter for contact actuation; do not rely on audible sound for this
adjustment. Continuity may be checked at the wire splices in switch wiring at each switch. There should not
be continuity when the switches are actuated.

e. Torque the locking nuts to 30 inch-pounds to hold the switch in place.

f. Test the retraction system through at least one complete cycle for proper operation of the in-transit lights.

g. Reconnect the landing gear door linkage.

h. Remove the airplane from the jacks (Ref. Chapter 7-00-00).

LANDING GEAR SAFETY SWITCH ADJUSTMENT (MECHANICAL GEAR)


(EFFECTIVITY: LA-2 THRU LA-225)
NOTE: This procedure is applicable to both the right and left hand safety switches.
WARNING: Make all adjustments with the power off at the master switch and no external power connected.
Any time maintenance is to be performed on the landing gear system, place the airplane on
jacks.
Any time the landing gear is only partially retracted during maintenance, always cycle the gear
through at least one complete cycle before removing the airplane from the jacks.
When jacking the airplane in an unsheltered area where winds in excess of 35 kts will be
encountered, never jack more than one gear at a time clear of the ground.
The landing gear control handle must never be moved from the down-and-locked position while
the airplane is on the ground.
It is recommended that the area be roped off during extension or retraction of the landing gear.

a. Place the airplane on jacks (Chapter 12-20-00, Figure 13 (Sheet 3 of 10)) as instructed in Chapter 7. All tires
must be clear of the floor.

b. Pull the 5-ampere control circuit breaker on the pilot's inboard subpanel and place a note on the circuit breaker
panel that LANDING GEAR MAINTENANCE IS IN PROCESS during maintenance on the landing gear.

c. With the shock strut fully extended, check the actuator rod (1) and attached rod end for clearance with the upper
torque knee (Ref. Figure 201).

d. If clearance is not sufficient:

1. Check the upper torque knee eye bolt for washers. Washers (0.063 inch thick) can be added under the eye
bolt head. If washers are added, check the eye bolt shank for sufficient length to allow nut engagement.

2. Clearance can be increased a small amount by adjusting the rod end. The actuator rod (1) must be threaded
into the rod end 0.38 to 0.50 inch. Verify the actuator rod covers the inspection hole in the rod end.

e. Depress the strut air valve and completely deflate the strut. Remove valve core and attach a 1/4 inch ID hose
to the air valve and connect a container to the other end to catch any possible fluid spillage.

Page 202
Nov 1/12 32-60-00 B6
KING AIR MODEL F90 MAINTENANCE MANUAL

NOTE: The following Step is appropriate if the safety switch has been removed from the airplane or a new switch
is being installed. If the technician is simply inspecting the rigging or needs to make a slight adjustment,
perform Step h. then proceed to Step p..

f. Remove the safety switch actuator rod (1) from the attaching bracket on the upper torque knee (Ref. Figure
201).

NOTE: Use a gear-type puller to remove switch arm (3) from the switch shaft to prevent damage to the internal
mechanism of the switch. Do Not Pry Off With Screwdrivers.

g. Remove the retaining nut (2) and the switch arm (3) from the switch shaft.

Disconnect the switch wiring from the airplane wiring and connect test box TK 1763-5/935 (Chapter 12-20-00, Figure
13 (Sheet 9 of 10)) to the switch wiring or connect the wire leads from an ohmmeter to pins S and T of the receptacle
plug located in the upper rear of each wheel well.

h. With the shock strut fully extended, using a suitable marker, mark the shock strut piston at 0.38, 0.62, 0.75, 2.0
and 2.5 inches from the bottom of the brace assembly.

i. Position a floor jack under the landing gear. Jack the landing gear so the shock strut is compressed to 0.38 to
0.62 inch from the fully extended position.

1. Determine the switch shaft position where the test box red lights extinguish and the green light illuminate as
follows:

a) Rotate the switch shaft counterclockwise until the test box red lights illuminate or the ohmmeter
indicates continuity. Then continue rotating counterclockwise until the test box green lights illuminate or
the ohmmeter indicates an open circuit.

b) Rotate the switch shaft clockwise until the test box red lights illuminate or the ohmmeter indicates
continuity.

c) Install the switch arm (3) on the switch shaft. Tighten the retaining nut (2) on the shaft to engage splines
then back off the nut (Ref. Figure 201).

d) Install bolt, washer, nut and cotter pin to connect the actuator rod (1) to the upper torque knee eye bolt.

j. Lower the shock strut to the fully extended position. The red lights must remain illuminated or the ohmmeter
must indicate continuity.

k. Remove the safety wire from the lock screw (4) on the switch arm (3) and back off the lock screw.

l. Jack the shock strut up from the fully extended position. At some point between 0.75 and 2.00 inches from the
fully extended position, the test box red lights must extinguish and the green lights will illuminate. If using an
ohmmeter, the indication must change from continuity to an open circuit. If the switch does not transition in this
range, perform Step n..

m. Lower the shock strut to the fully extended position. Jack the shock strut up as needed and adjust the adjusting
screw (5) so the switch will transition between 0.75 and 2.00 inches from the fully extended position.

n. Tighten the retaining nut (2) on the shaft and tighten the lock screw (4).

NOTE: The point at which the switch is actuated during compression and extension of the shock strut differs
because of tolerances in the switch and its attendant linkage on the landing gear.

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KING AIR MODEL F90 MAINTENANCE MANUAL

o. Check the safety switch rigging as follows:

1. Fully compress the shock strut.

2. Extend the shock strut from the fully compressed position. As the shock strut starts to extend, the test box
green lights are illuminated or the ohmmeter indicates an open circuit until the shock strut reaches a position
between 0.75 and 2.50 inches from the fully extended position. At this point, the test box red light illuminates
or the ohmmeter will indicate continuity up to and including the fully extended position.

NOTE: Additional tolerance is allowed for the check (2.00 versus 2.50 inches). Use 2.00 inches when adjusting
the switch.

3. Jack the shock strut up from the fully extended position. At some point between 0.75 and 2.50 inches from
the fully extended position, the test box red lights must extinguish and the green lights will illuminate. If using
an ohmmeter, the indication must change from continuity to an open circuit.

NOTE: Ensure that the retaining nut (2) on the switch shaft and the lock screw (4) on the switch arm are tight
after each adjustment. A loose nut or lock screw can affect the transition point.

p. Safety wire the lock screw (4) to the switch arm (3).

q. Disconnect the test box or the ohmmeter from the safety switch and connect the safety switch to the airplane
power connector.

r. Inflate the shock strut as instructed in Chapter 12-20-00.

s. Remove the airplane from the jacks as instructed in Chapter 7.

Page 204
Nov 1/12 32-60-00 B6
KING AIR MODEL F90 MAINTENANCE MANUAL

1. ACTUATOR ROD
2. RETAINING NUT
3. SWITCH ARM
4. LOCKING SCREW
5. ADJUSTING SCREW

2 4

LA32B
121244AA.AI

Landing Gear Safety Switch


Figure 201

B6 32-60-00 Page 205


Nov 1/12
KING AIR MODEL F90 MAINTENANCE MANUAL

LANDING GEAR SAFETY SWITCH ADJUSTMENT (HYDRAULIC SYSTEM)


(EFFECTIVITY: LA-226 THRU LA-236)
NOTE: This procedure is applicable to both the right and left hand safety switches.
WARNING: When performing maintenance on a hydraulically operated landing gear system, be aware that
any movement of a hydraulic actuator cylinder can displace hydraulic fluid and cause
unanticipated movement of other actuator cylinders in the landing gear retraction system.
Servicing of the landing gear hydraulic accumulator can also result in unanticipated movement
of an actuator. Either action can result in an unsafe, unlocked landing gear system. Therefore,
place the airplane on jacks prior to performing any inspection or maintenance. Cycle the
landing gear and ensure that all three landing gears are down and locked prior to removing the
aircraft from jacks.
Make all adjustments with the power off at the master switch and no external power connected.
Any time maintenance is to be performed on the landing gear system, place the airplane on
jacks.
When jacking the airplane in an unsheltered area where winds in excess of 35 kts will be
encountered, never jack more than one gear at a time clear of the ground.
Any time the landing gear is only partially retracted during maintenance, always cycle the gear
with the power pack through at least one complete cycle before removing the airplane from the
jacks.
For safety reasons, pull the 5-ampere control circuit breaker on the pilot's inboard subpanel
and place a note on the circuit breaker panel that LANDING GEAR MAINTENANCE IS IN
PROCESS during maintenance on the landing gear.
The landing gear control handle must never be moved from the down-and-locked position while
the airplane is on the ground.
It is recommended that the area be roped off during extension or retraction of the landing gear.
CAUTION: Do not cycle the landing gear with the power pack if low on fluid or if the landing gear system is not
properly rigged. Use the emergency extension hand pump, TK229/939 hydraulic hand pump or TK229-1/939
air-driven hydraulic pump (Chapter 12-20-00, Figure 13 (Sheet 10 of 10)) to extend and retract the landing gear for
maintenance and rigging.

a. Place the airplane on jacks (Chapter 12-20-00, Figure 13 (Sheet 3 of 10)) as instructed in Chapter 7. All tires
must be clear of the floor.

b. Pull the 5-ampere control circuit breaker on the pilot's inboard subpanel and place a note on the circuit breaker
panel that LANDING GEAR MAINTENANCE IS IN PROCESS during maintenance on the landing gear.

c. With the shock strut fully extended, check the actuator rod (1) and attached rod end for clearance with the upper
torque knee (Ref. Figure 201).

d. If clearance is not sufficient:

1. Check the upper torque knee eye bolt for washers. Washers (0.063 inch thick) can be added under the eye
bolt head. If washers are added, check the eye bolt shank for sufficient length to allow nut engagement.

2. Clearance can be increased a small amount by adjusting the rod end. The actuator rod (1) must be threaded
into the rod end 0.38 to 0.50 inch. Verify the actuator rod covers the inspection hole in the rod end.

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e. Depress the strut air valve and completely deflate the strut. Remove valve core and attach a 1/4 inch ID hose
to the air valve and connect a container to the other end to catch any possible fluid spillage.

NOTE: The following Step is appropriate if the safety switch has been removed from the airplane or a new switch
is being installed. If the technician is simply inspecting the rigging or needs to make a slight adjustment,
perform Step h. then proceed to Step p..

f. Remove the safety switch actuator rod (1) from the attaching bracket on the upper torque knee (Ref. Figure
201).

NOTE: Use a gear-type puller to remove switch arm (3) from the switch shaft to prevent damage to the internal
mechanism of the switch. Do Not Pry Off With Screwdrivers.

g. Remove the retaining nut (2) and the switch arm (3) from the switch shaft.

Disconnect the switch wiring from the airplane wiring and connect test box TK 1763-5/935 (Chapter 12-20-00, Figure
13 (Sheet 9 of 10)) to the switch wiring or connect the wire leads from an ohmmeter to pins S and T of the receptacle
plug located in the upper rear of each wheel well.

h. With the shock strut fully extended, using a suitable marker, mark the shock strut piston at 0.38, 0.62, 0.75, 2.0
and 2.5 inches from the bottom of the brace assembly.

i. Position a floor jack under the landing gear. Jack the landing gear so the shock strut is compressed to 0.38 to
0.62 inch from the fully extended position.

1. Determine the switch shaft position where the test box red lights extinguish and the green light illuminate as
follows:

a) Rotate the switch shaft counterclockwise until the test box red lights illuminate or the ohmmeter
indicates continuity. Then continue rotating counterclockwise until the test box green lights illuminate or
the ohmmeter indicates an open circuit.

b) Rotate the switch shaft clockwise until the test box red lights illuminate or the ohmmeter indicates
continuity.

c) Install the switch arm (3) on the switch shaft. Tighten the retaining nut (2) on the shaft to engage splines
then back off the nut (Ref. Figure 201).

d) Install bolt, washer, nut and cotter pin to connect the actuator rod (1) to the upper torque knee eye bolt.

j. Lower the shock struts to the fully extended position. The red lights must remain illuminated or the ohmmeter
must indicate continuity.

k. Remove the safety wire from the lock screw (4) on the switch arm (3) and back off the lock screw.

l. Jack the shock strut up from the fully extended position. At some point between 0.75 and 2.00 inches from the
fully extended position, the test box red lights must extinguish and the green lights will illuminate. If using an
ohmmeter, the indication must change from continuity to an open circuit. If the switch does not transition in this
range, perform Step n..

m. Lower the shock strut to the fully extended position. Jack the shock strut up as needed and adjust the adjusting
screw (5) so the switch will transition between 0.75 and 2.00 inches from the fully extended position.

n. Tighten the retaining nut (2) on the shaft and tighten the lock screw (4).

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NOTE: The point at which the switch is actuated during compression and extension of the shock strut differs
because of tolerances in the switch and its attendant linkage on the landing gear.

o. Check the safety switch rigging as follows:

1. Fully compress the shock strut.

2. Extend the shock strut from the fully compressed position. As the shock strut starts to extend, the test box
green lights are illuminated or the ohmmeter indicates an open circuit until the shock strut reaches a position
between 0.75 and 2.50 inches from the fully extended position. At this point, the test box red light illuminates
or the ohmmeter will indicate continuity up to and including the fully extended position.

NOTE: Additional tolerance is allowed for the check (2.00 versus 2.50 inches). Use 2.00 inches when adjusting
the switch.

3. Jack the shock strut up from the fully extended position. At some point between 0.75 and 2.50 inches from
the fully extended position, the test box red lights must extinguish and the green lights will illuminate. If using
an ohmmeter, the indication must change from continuity to an open circuit.

NOTE: Ensure that the retaining nut (2) on the switch shaft and the lock screw (4) on the switch arm are tight
after each adjustment. A loose nut or lock screw can affect the transition point.

p. Safety wire the lock screw (4) to the switch arm (3).

q. Disconnect the test box or the ohmmeter from the safety switch and connect the safety switch to the airplane
power connector.

r. Inflate the shock strut as instructed in Chapter 12-20-00.

s. Remove the airplane from the jacks as instructed in Chapter 7.

WARNING HORN ADJUSTMENT


A cam-operated switch is connected to each power lever linkage in the pedestal. The switches are wired so that
closing either or both levers beyond the safe flight setting with the gear retracted will sound the warning horn
intermittently. The airplane must be in flight when determining the position of the power levers, which correspond to
78% N1. The ram air effect during flight will alter the 78% N1 position indicated during ground operation.

a. With the airplane in flight, advance the power levers until 78% N1 (gas generator speed) is attained on each
engine.

b. Mark the position of the power levers on the pedestal with a piece of tape. Land the airplane.

c. Remove the lower upholstery panels from both sides of the pedestal.

d. Place the power levers in alignment with the tape on the pedestal.

e. Adjust the landing gear warning horn switches to actuate in this position.

f. Move the power levers and listen for an audible click when the power levers are moved aft of the tape.

g. Remove the tape and install the pedestal upholstery panels.

h. Flight test the airplane with the gear retracted and the power levers retarded until the warning horn sounds at
an N1 speed of 78% or the N1 produced at 400 foot-pounds of torque, whichever is higher.

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