HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

List of Effective Pages

CHAPTER 32 - LANDING GEAR
CH-SE-SU PAGE DATE CH-SE-SU PAGE DATE
32-LOEP 1/2 Dec.16 32-30-31 1 thru 3 Jan 31/95
401/402 Jan 31/95
32-CONTENTS 1 thru 4 Jun.05
32-30-41 401/402 Jan 31/95
32-00-00 1 Apr.97
32-40-00 1 thru 4 Jan 31/95
32-10-01 1 thru 3 Jan 31/95
301 thru 303 Dec.02
201 Dec.98
501 thru 503 Dec.16
32-10-12 301 Sep.01 601/602 Jun.13
401 thru 406 Mar.09
32-40-12 1/2 Jan 31/95
501/502 Jan 31/95
301 Jan.00
601 thru 609 Mar.16
401 thru 404 Jun.13
801 thru 804 Jan.00
601 Jan.00
32-10-25 401 thru 407 Dec.07 701 Jan.00
501 thru 506 Jun.13 801 Jan.00
601 thru 606 Sep.01
32-40-21 301 Jan.00
32-10-32 401 thru 403 Mar.02 401 thru 403 Sep.15
701 Jan.00
32-10-41 401 thru 406 Dec.98
801 Jan.00
501/502 Dec.02
32-40-31 401 thru 406 Jan.00
32-20-00 1 thru 4 Jun.06
32-40-41 1 thru 3 Feb.01
32-20-12 301 Sep.01
401 Jan.00
401 thru 404 Dec.03
601 thru 609 Jan.00
501 thru 505 Jun.13
601 thru 606 Jun.13 32-40-51 1/2 Jan 31/95
801 thru 803 Mar.16 401 thru 405 Dec.02
501/502 Dec.02
32-20-21 301 Sep.01
401 thru 407 Jun.13 32-40-61 101 Jan 31/95
501/502 Sep.01
32-40-71 101 Jun.13
601 thru 603 Sep.01
401 thru 405 Dec.02
32-20-42 301 thru 303 Sep.15
32-40-91 101 Jan 31/95
401 thru 407 Jan 31/95
32-40-101 101/102 Apr.95
32-30-01 1 thru 6 Dec.02
401 thru 406 Sep.01
601/602 Jan 31/95
501/502 Dec.02
32-30-11 501 thru 504 Mar.09
32-40-114 1 thru 4 Jan 31/95
32-30-21 401/402 Dec.02 101 Jan 31/95
401 thru 406 Dec.98
32-30-22 1 Jan 31/95
601 thru 609 Jun.13
201 thru 203 Jun.99
32-40-131 101 Jan 31/95
32-30-27 401 thru 403 Jan 31/95
32-50-00 1/2 Jan 31/95
32-30-28 401/402 Jun.05
501 thru 508 Jun.13

Rev.58
32-LOEP Page 1
Dec.16
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

CH-SE-SU PAGE DATE

32-50-11 301/302 Dec.02
401 thru 403 Dec.03
32-60-00 1 thru 3 Feb.01
501 thru 507 Dec.07
32-60-15 1 thru 3 Feb.01
401 Dec.02
501 thru 503 Feb.01
32-66-00 1 Jan 31/95
201 thru 205 Jun.13

Page 2
Dec.16 32-LOEP Rev.58
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

LANDING GEAR
32-10-12

MAIN LANDING GEAR

MAIN LEG ASSEMBLY
32-10-12

INSPECTION/CHECK
600600

1. INFORMATION
WARNING: Take care when in the vicinity of landing gears being retracted or lowered. Severe injury
can result from being struck by the landing gears or the doors.
WARNING: You must install ground locking pins whenever the main and nose landing gears are in
the down and locked position.
CAUTION: Before you retract the landing gears, make sure that the landing gear bays are free from loose
articles and the gear retraction path is free from obstruction.

Equipment/Materials Part/Item No.

Dial test indicator (Ref. Figure 601)
Pin - main gear locking 25Y197A (Ref. ITEM 10-10-51)
Wrench assembly - main wheel nut 25Y725A (Ref. ITEM 32-40-28)
Spring balance 0-50 lb (0-22.68 kg) Local supply
Grease 078 (Ref. AMM 125/H-20, 20-95-11)
Wire, corrosion resistant 651 (Ref. AMM 125/H-20, 20-95-601)

2. EXAMINE THE TORQUE LINK PIVOTS FOR WEAR

NOTE: This check is applicable to both left and right MLG torque link assemblies (Ref. Figure 601,
Figure 602 and Figure 603).
NOTE: All items must be thoroughly cleaned before any checks for damage or dimensions are done.

A. Axle Rotation Check

(1) Display ‘DO NOT USE THE LANDING GEAR’ warning signs in the flight compartment.

(2) Open, safety clip and tag the landing gear circuit breakers (Ref. 24-01-00, 201).

(3) Make sure that the landing gear ground lock pins are installed (Ref. 10-00-00, 201).

(4) Raise the airplane on jacks (Ref. 07-10-00, 201). Make sure that the main gear struts are fully
extended.

(5) Make sure that the airplane hydraulic system is fully charged (Ref. 29-10-00, 301).

(6) Make sure that the emergency brake accumulator is pressurized, and apply the parking brake
(Ref. 29-10-00, 301).

(7) Remove the bolts that hold the Maxaret unit drive plate to the wheel hub and remove the flexible
drive shaft assembly from the Maxaret unit (Ref. 32-40-101, 401).

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DIAL GAUGE ATTACHED TO

TORQUE LINK LUG ON CASING

A
DIAL GAUGE AT
FWD RIM INBOARD
WHEEL (RECORD
INBD TOTAL MOVEMENT)

ROTATIONAL MOVEMENT
DETAIL A
FWD V13548/1
HA00B996055AA

Figure 601
Measurement of Axial Rotational Movement

SPRING BALANCE TEST

50 LB 50 LB

M3871/1
HA00B989228AA

Figure 602
Spring Balance Test

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WARNING: Only the main wheel wrench assembly with the locking collar is to be used.
Make sure that the wrench head and the locking collar are correctly engaged
and fully tightened.

(8) Put the main wheel nut wrench on the main wheel retaining nut and turn the wrench until the lugs
on the wrench head fully engage.

NOTE: The wrench is attached with the lever handles in the vertical position.

(9) Lock the wrench in position with the wrench locking collar.

(10) Attach a Dial Test Indicator (DTI) to the torque link lug on the leg casing (Ref. Figure 601).

(11) Set the plunger of the DTI on the forward inboard rim of the inboard wheel. Make sure that the
gauge is set to zero.

WARNING: Take care when you use the wheel nut wrench to apply force to the end of the
axle. Apply the force at a 90 degree angle to the axle. Force applied at other
angles may cause the wrench to slip off the nut and cause injury to personnel
or damage to equipment.

(12) Attach the spring balance or equivalent equipment, to the axle nut wrench handle with 4 wraps of
lockwire (Item 651). Apply a force of 50 lb (22.68 kg) at the end of the axle and rotate the axle
clockwise (Ref. Figure 602).

(13) Release the pressure and make sure the axle position is not disturbed. Reset the DTI to zero.

(14) Apply a 50lb (22.68 kg) force to rotate the axle counterclockwise. Release the pressure and make
certain the axle position is not disturbed.

(15) Make a record of the movement of the axle. Remove the DTI.

(16) For airplanes Pre-Mod.25F697C:

(a) If the axle movement is less than 0.035 in. (0.89 mm) do paragraph 2.B.

(b) If the axle movement is more than 0.035 in. (0.89 mm). Modification 25F697C (SB.32-3135)
should be embodied.

(17) For airplanes Mod.25F697C:

(a) If the axle movement is less than 0.035 in. (0.89 mm) do paragraph 2.B.

(b) If the axle movement is more than 0.035 in. (0.89 mm) do paragraph 2.C.

B. Procedure for Airplanes with Correct Rotation of the Axle

NOTE: Refer to Component Maintenance Manual (Ref. OM 125-800, 32-10-01).

(1) Make a mark on the upper torque link pin to make sure that the pin is installed in original position
on assembly.

(2) Remove the upper torque link pin and visually examine the pin, do a check for the following:

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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

Distortion:
Evidence of wear: Do a check against dimensions in
CMM (Ref. OM 125-800, 32-10-01) for
Necking:
any of these, if any discrepancies are
Ovality: found the pin should be replaced.
Blockage of grease lubrication holes:

(3) Do a dye penetrant crack test on the pin. If any cracks are found replace the pin.

(4) Remove the weight-on-wheels microswitch (do not disconnect) and remove the cable ties as
necessary to let the upper and lower torque links be moved (Ref. 32-10-12, 401).

(5) While the pin is removed, make sure that the lower torque link is free to turn in the axle and the
upper torque link is free to move in the lower torque link. Make sure that there is no contact
between the lower torque link and the axle over the area of operation. If any wear is found, correct
as per paragraph 3. and (Ref. Figure 604).

(6) Install the torque link pin in the leg casing bushes (in the original position at the mark made in
paragraph 2.B.(1) and without the torque link in place), and make sure that the pin is free to turn.
Remove the pin.

(7) Install the torque link between the bushes in the leg casing (do not install the pin at this step) and
make sure that it is a tight fit.

(8) Install the upper torque link to the leg casing, refer to CMM (Ref. OM 125-800, 32-10-01).

NOTE: Airplanes Pre-Mod.25F697C:

When the torque link is being assembled to the leg casing, make sure that the bushes and
pin are hand lubricated, with low melting point grease (Item 078).
NOTE: Airplanes Mod.25F697C:
When the torque link is being assembled to the leg casing, make sure that the bushes,
spacers and pin are hand lubricated, with low melting point grease (Item 078).

(9) Install the weight-on-wheels microswitch (Ref. 32-10-12, 401), replace worn cable ties as required
and do a check for correct adjustment of the microswitch (Ref. 32-10-12, 501).

(10) Do the close up procedure paragraph 2.D.

C. Procedure for Airplanes with Excessive Rotation of the Axle

NOTE: For airplanes Pre-Mod.25F697C:
If the axle movement is more than 0.035 in. (0.89 mm.) Modification 25F697C (SB.32-3135)
should be embodied.
Airplanes Mod.25F697C:

(1) Remove the main wheels (Ref. 32-40-12, 401).

(2) Remove the brakes (Ref. 32-40-114, 401).

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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(3) Remove the weight-on-wheels microswitch (do not disconnect) and remove the cable ties as
necessary to let the upper and lower torque links be moved (Ref. 32-10-12, 401).

(4) Do a check of the clearance between the bushes installed in the upper torque link and the bushes
installed in the leg casing attachment lugs (Ref. Figure 603).

(a) The clearance between bushes should be 0.001 in. (0.025 mm) or less on each side (total
clearance no greater than 0.002 in. (0.05 mm)).

(b) If the clearance is greater than 0.002 in. (0.05 mm) then the spacers installed between the
bushes must be replaced to give the correct clearance. Refer to CMM (Ref. OM 125-800,
32-10-01) for the installation of new spacers.

(5) Do a check of the clearance between the bushes installed in the lower torque link and the bushes
in the axle attachment lugs (Ref. Figure 603).

(a) The clearance between bushes should be 0.001 in. (0.025 mm) or less on each side (total
clearance no greater than 0.002 in. (0.05 mm)).

(b) If the clearance is greater than 0.002 in. (0.05 mm) then the spacers installed between the
bushes must be replaced to give the correct clearance. Refer to CMM (Ref. OM 125-800,
32-10-01) for the installation of new spacers.

(6) Do a check at the connecting joint between the upper and lower torque links (Ref. Figure 603) as
follows:

CAUTION: The anti rotational washer must not be fettled to get the correct clearances at the
connecting joint.
NOTE: Anti rotational washers (flat or stepped) must be installed with the chrome face of the
washer against the connecting joint bush.

(a) Do a check of the clearance between the bush face and the interrogational washer. The
clearance should be 0.001 in. to 0.004 in. (0.0254 mm to 0.1016 mm).

(b) If the clearance is less than 0.001 in. (0.0254 mm), dismantle the connecting joint and do a
check of the type of interrogational washer installed (flat washer or stepped washer). If a
stepped washer is installed, remove the stepped washer and replace with a flat washer. Do a
check again for a clearance of 0.001 in. to 0.004 in. (0.0254 mm to 0.1016 mm).

(c) If the clearance is still less than 0.001 in. (0.0254 mm) the bushes may be fettled with wet
and dry abrasive paper (1200 grade) to get the correct clearance.

(d) If the clearance is more than 0.004 in. (0.1016 mm), dismantle the connecting joint and do a
check of the type of anti rotational washer installed (flat washer or stepped washer). If a flat
washer is installed, remove the flat washer and replace it with a stepped washer. Do a check
again for a clearance of 0.001 in. to 0.004 in. (0.0254 mm to 0.1016 mm).

(e) If the clearance is still more than 0.004 in. (0.1016 mm) with the stepped washer installed,
the bushes must be replaced.

(f) If new bushes are installed, the connecting joint must be assembled using a flat anti
rotational washer. After assembly do a check for the correct clearance of 0.001 in. to 0.004
in. (0.0254 mm to 0.1016 mm) and fettle the bushes as necessary to get the correct
clearance. New bushes must be installed as given in CMM (Ref. OM 125-800, 32-10-01).

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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

Figure 603
Torque Link Assembly - Bush Clearances

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(7) Disassemble the connecting joint between the upper and lower torque links, remove the
connecting bolt and do a visual examination of the bolt. Do a check for the following:

Distortion:
Do a check against dimensions in CMM (Ref.
Evidence of wear: OM 125-800, 32-10-01) for any of these, if any
Necking: discrepancies are found the pin should be
replaced.
Ovality:

(8) Do a dye penetrant crack test on the connecting bolt, if any cracks are found replace the bolt.

NOTE: Be careful when you do a crack test on this item. A ‘chrome run out’ may show up as a
crack.

(9) Use applicable measuring equipment do an internal dimension check of the connecting joint
bushes. If the bushes are not to the dimensions given in the CMM (Ref. OM 125-800, 32-10-01)
they must be replaced.

NOTE: If new bushes are installed do a check of the bush clearances as given in
paragraph 2.C.(5).

(10) Do a check of the anti rotational washer for wear, the washer must be replaced if visibly worn.

(11) Assemble the connecting joint as given in the CMM (Ref. OM 125-800, 32-10-01) and do a final
check to make sure that the clearance between the anti rotational washer and the bush head is
0.001 in. to 0.004 in. (0.0254 mm to 0.1016 mm).

NOTE: When you assemble the connecting joint, hand lubricate the bolt and bushes with low
melting point grease (Item 078).

(12) Make a mark on the upper torque link pin to make sure that the pin is installed in original position
on assembly.

(13) Remove the upper torque link pin and visually examine the pin, do a check for the following:

Distortion:
Evidence of wear: Do a check against dimensions in
CMM (Ref. OM 125-800, 32-10-01) for
Necking:
any of these, if any discrepancies are
Ovality: found the pin should be replaced.
Blockage of grease lubrication holes:

(14) Do a dye penetrant crack test on the pin. If any cracks are found replace the pin.

(15) Install the torque link assembly to the leg casing and (if necessary) axle (Ref. OM 125-800,
32-10-01).

NOTE: When the torque link is being assembled to the leg casing/axle, make sure that all bushes,
spacers and pins are hand lubricated, with low melting point grease (Item 078).

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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(16) Do a final check of all the relevant clearances of the bush faces on the torque link assembly. If any
of these are incorrect the necessary operations are to be repeated to get the correct clearances.

(17) Install the weight-on-wheels microswitch (Ref. 32-10-12, 401) and do a check for the correct
adjustment of the microswitch (Ref. 32-10-12, 501).

(18) Install the brakes (Ref. 32-40-114, 401).

(19) Install the main wheels (Ref. 32-40-12, 401).

(20) Bleed and test the brakes (Ref. 32-40-00, 501).

(21) Do paragraphs 2.A. (8) to (15) inclusive to make sure that the rotational movement is correct.

(a) If the axle movement is equal to or less than 0.012 in. (0.30 mm) do paragraph 2.D.

(b) If the axle movement is more than 0.012 in. (0.30 mm) repeat paragraph 2.C. until correct
axle movement of 0.012 in. (0.30 mm) or less is achieved.

D. Close Up
(1) Install the flexible drive shaft assembly to the Maxaret unit. Install the Maxaret unit drive plate to
the wheel hub with the attachment bolts (Ref. 32-40-101, 401).

(2) Close the circuit breakers opened at paragraph 2.A.(2).

(3) Remove the warning signs displayed at paragraph 2.A.(1).

(4) Do a functional check of the airplane landing gear (Ref. 29-10-00, 501).

CAUTION: When you lower the airplane off the jacks, make sure that the weight-on wheels
microswitch cables do not catch on the torque link assemblies.

(5) Lower the airplane (Ref. 07-10-00, 201).

(6) Make sure that the lever lock microswitch plunger is released and clear of the leg when the strut is
compressed (Ref. 32-30-11, 501).

(7) Apply grease to all the grease nipples on the torque link assembly (Ref. 800AFMS, 007-001-001).

(8) Make sure that the work area is clean and clear of tools and other equipment.

3. TORQUE LINK CHAMFER REPAIR

A. Procedure
(1) Make sure that a 0.10 in. (2.54 mm) / 45 chamfer exists as shown (Ref. Figure 604).

(2) If the chamfer is not to the dimensions shown, do the following:

(a) Use suitable hand tools to remove material from the torque link to produce the required
chamfer and blend out the chamfer as shown.

(b) After removing material, thoroughly degrease the area worked and repair the protective
treatment and surface finish, as given in CMM (Ref. OM 125-800, 31-10-01).

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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(3) When the lower torque link is installed, make sure that there is no chafing between the torque link
and the axle.

B. Close Up
(1) Make sure that the work area is clean and clear of tools and other equipment.

o
45 CHAMFER o
45 CHAMFER

0.10 in.
(2.54 mm)
BLEND OUT
CHAMFER AS
SHOWN

A
LOWER
TORQUE LINK
DETAIL A V13653/1
HA00B996056AA

Figure 604
Lower Torque Link - Chamfer Check

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LANDING GEAR
MAIN LANDING GEAR
32-10-25

SIDE STAY ASSEMBLY

ADJUSTMENT/TEST
500500

1. INFORMATION
WARNING: Take care when in the vicinity of landing gear being retracted and lowered. Severe injury
can result from being struck by the gear or doors.
WARNING: Ground locking pins must be installed whenever the main and nose landing gear are in
the down and locked position.
WARNING: Before any part of the landing gear hydraulic system is disassembled make sure all the
hydraulic pressure is released (Ref. 12-29-00, 301).
CAUTION: Before you retract the landing gear, make sure the landing gear bays are free from loose articles
and the landing gear retraction path is free from obstruction.
CAUTION: Hydraulic fluid drained or bled from the landing gear system is to be discarded. Use only new
hydraulic fluid to replenish the system or ground servicing rigs.

Equipment/Materials Part/Item No.

Grease 078 (Ref. AMM 125/H-20, 20-95-11)
Door actuator clamp 25Y1491-31A (ITEM 32-10-02)

2. SIDE STAY ASSEMBLY

A. Adjust the Side Stay Clearances and Reversing Valve Mechanism

(1) Lubricate the landing gear at all greasing points with grease (Item 078).

(2) Do one of the following operations:

(a) If the old side stay has been re-installed, or if the airplane is undergoing routine servicing
checks, retract and lower the landing gear 5 times (Ref. 29-10-00, 501) to make sure that the
side stay mechanism has 'bedded down'.

(b) If a new side stay has been installed, retract and lower the landing gear 25 times (Ref.
29-10-00, 501) to make sure that the side stay mechanism has 'bedded down'.

WARNING: The door actuator clamps (25Y1491-31A) must be installed to the main door
actuator rams when you do work near the main landing gear.

(3) Lock the main gear down and release the hydraulic system pressure (Ref. 12-29-00, 301) and
manually open the main gear door and install the door actuator clamp (25Y1491-31A).

(4) Temporarily disconnect the extension lever from the lever assembly, and tie back the extension
lever to a suitable part of the airplane structure (Ref. Figure 501).

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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

Figure 501
Disconnection of Extension Lever

(5) At eccentric bolt # (Ref. 32-10-25, 401, Figure 402) unlock and loosen the slotted nut until
serrations on the bolt can be pushed clear of the locking plate. Rotate the eccentric bolt to
increase the clearance between the roller and cam face ‘A' to its maximum. (Rigging mark should
now be at 90° to and pointing away from cam face ‘A'). The eccentric bolt is now at the starting
position.

CAUTION: Do not adjust stop bolt ‘D’.

(a) With stop bolt ‘D' hard against the stop face on the lower arm, adjust the radial position of the
eccentric bolt away from the starting position moving the rigging mark inboard to obtain
dimension ‘B' (0.005 to 0.008 in. (0.127 to 0.20 mm.)) between cam face ‘A' and the roller.

(b) Tighten the slotted nut.

NOTE: The locking plates of both eccentric bolts can be turned over to give a half-serration
adjustment.

(6) Remove the split pin and loosen the slotted nut attaching eccentric bolt φ (Ref. 32-10-25, 401,
Figure 402) until the bolt can be pushed clear of the lockplate serrations. Make sure that the
serrations are engaged before retracting leg.

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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

DIMENSIONS IN INCHES
(MILLIMETERS IN BRACKETS)

OPERATING CON-ROD

PLUNGER
FLANGE
WIRELOCK NUT
PLUNGER TO CON-ROD
CLEARANCE VALVE BODY
0.050 in. (1.27 mm)
V2687/1
HA00B996054AA

Figure 502
Reversing Valve Plunger Adjustment

(7) Operating on one leg at a time, with ground locking pin in the other side, select gear UP and slowly
retract, using the airplane ground servicing hand pump until the side stay has unlocked and a
hydraulic pressure of 300 to 500 psi is shown on the flight compartment gauge.

NOTE: No additional external force must be applied to the side stay as this could increase the
side stay clearances.
Do not do the following checks and adjustments with the main gear in a condition other
than that specified in paragraph (8), or with a hydraulic pressure in excess of 500 psi.

(8) Make sure that the locking pin is hard against the unlocked end of the upper arm locking slot.
Disengage the serrations from the locking plate and adjust the eccentric bolt φ with rigging in range
shown to obtain dimension ‘C' (0.035 to 0.050 in. (0.889 to 1.27 mm.) between the cam face ‘B'
and the roller (Ref. 32-10-25, 401, Figure 402). Record the actual dimension.

(9) Select and pump the gear down until the side stay locks and make sure that clearance ‘X' (not less
than 0.020 in. (0.508 mm.)) exists between the roller and the upper side stay (Ref. 32-10-25, 401,
Figure 402).

(10) With both eccentric bolts fully engaged in their lockplates, tighten the nuts and lock with split pins.

(11) Reconnect the extension lever to the lever assembly and make sure that a nominal clearance of
0.050 in. (1.27 mm.) exists between the reversing valve body and the flange of its plunger (Ref.
Figure 502). Adjust the connecting rod if necessary.

NOTE: Due to an accumulation of tolerances the adjustable link may not be adjusted sufficiently
to allow the connection of the extension lever to the side stay. Mod.25G309A introduces
an extended adjustable link to ease the adjustment procedure and maintain the correct
clearances.

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(12) Carefully remove the strapping that attaches the bonding lead to the leg fairing strut. Disconnect
the fairing strut at the side stay end and unwrap the bonding lead, leave the lead connected at
both ends.

CAUTION: During leg retraction, make sure the free fork fitting on the leg from which the fairing
strut has been disconnected, is not carried round by the movement of the side stay so
that it points upwards when the leg is retracted. In this attitude the undercarriage bay
top shroud could be damaged. Support the weight of the leg fairing, by hand, to avoid
straining the bonding lead.

(13) With the gear in the locked down position, make an UP selection and operate the ground servicing
hand pump until the side stay is unlocked and the roller is just on the radial face of the cam as
shown (Ref. 32-10-25, 401, Figure 402). Insert packing of dimension ‘C' between the roller and the
cam face.

NOTE: Packing can be inserted by placing it on the radial face of the cam and allowing the roller
to roll over it.

(14) With the side stay positioned as described in paragraph (13) (Ref. Figure 503), accurately
measure the extension of the reversing valve plunger and record as dimension (E1). Continue
pumping until leg is fully UP and the roller is just about to leave the radial face of the cam. With
packing of dimension ‘C' again inserted between the roller and the cam, again check the extension
of the valve plunger. If this is greater than dimensions (E1) it must be measured and recorded as
dimension (E2).

(15) Select and pump the gear DOWN. Reselect the gear UP and pump until the side stay has
unlocked. Remove the main gear door jack clamp. With physical pressure applied to the door,
door tends to close, slowly extend the reversing valve plunger by raising the outboard end of the
cranked lever pivoting on the wing fitting until the door starts to close. Accurately measure the
plunger extension and record as dimension (F).

(16) The larger of the two dimensions (E1) and (E2) is to be used in the following calculations as (E):

• If dimension (F) minus (E) is greater than 0.030 in. (0.762 mm.), the reversing valve
rigging is satisfactory. Proceed to paragraph (17).
• If dimension (F) minus (E) is less than 0.030 in. (0.762 mm.), disconnect and shorten
the reversing valve operating con-rod by a half turn to achieve a dimension greater than
0.030 in. (0.762 mm.). With the gear locked down, make sure there is a minimum gap of
0.010 in. (0.254 mm.) between the plunger flange and the body of the reversing valve.

(17) Select gear UP and slowly retract, using airplane ground servicing hand pump. With the gear
locked UP make sure the total extension of the reversing valve plunger is not more than 0.870 in.
(22.098 mm.).

NOTE: If necessary, the 0.050 in. (1.27 mm.) clearance (Ref. Figure 502) with the gear locked
down may be reduced by shortening the reversing valve con-rod by a half turn to meet the
0.870 in. (22.098 mm.) requirement, provided a minimum clearance of 0.010 in.
(0.254 mm.) is retained.

(18) Wrap the bonding lead round the fairing strut and connect and lock the fairing connection. Replace
the strapping.

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Jun.13 32-10-25
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

Figure 503
Relative Positions of Side Stay Cam and Flange of Reversing Valve

Page 505
32-10-25 Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(19) Use the airplane ground servicing hand pump to do a function test of each leg separately. Insert
the locking pin in other leg.

(20) Do a check of the main gear down-lock electrical indicating system for correct operation (Ref.
32-60-00, 501).

(21) Do a check of all disturbed components for locking and safety.

(22) Release the residual hydraulic pressure (Ref. 12-29-00, 301).

(23) Remove the main gear door jack clamps. Door will close when pressure is subsequently applied.

(24) Connect the hydraulic ground test rig, remove the ground locking pins from the main and nose
gear and do a functional test of the landing gear retraction/extension system (Ref. 29-10-00, 501).

(25) Install the ground locking pins.

(26) Lower the airplane to the ground (Ref. 07-10-00, 201).

B. Close Up
(1) Make sure the work area is clean and clear of tools and other equipment.

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Jun.13 32-10-25
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LANDING GEAR
NOSE LANDING GEAR
NOSE LEG ASSEMBLY
32-20-12

ADJUSTMENT/TEST
500500

1. INFORMATION

Equipment/Material Part/Item No.

Wire, corrosion resistant 651 (Ref. AMM 125/H-20, 20-95-601)

2. NOSE GEAR DOOR OPERATING MECHANISM

NOTE: During the following rigging procedure, make sure that the outer door edges do not contact the
fuselage sides when doors are fully open.

A. Adjustment
(1) Raise the airplane on jacks (Ref. 07-10-00, 201). Make sure that all the landing gear locking pins
are installed.

(2) Make sure that the nose leg oleo strut is properly serviced (Ref. 12-32-00, 301).

(3) Open the nose leg doors (Ref. 32-20-42, 301).

NOTE: If the door hinges touch the fuselage skin contact Beechcraft Corporation.

(4) Adjust strut dimension “Y” to 2.79 ± 0.010 in., do not tighten the locknuts (Ref. Figure 501).

(5) Adjust dimension “S” on left and right nose gear doors to 0.500 +0.005/-0.0 in. measured from the
bottom of the cutout to the lower edge of the clevis (Ref. Figure 501). Tighten and install split pin to
right side locknut (this will make sure that the right side is not adjusted again). Hand tighten the left
side locknut.

NOTE: It may be necessary to install a different thickness of washers to make sure of the correct
alignment of the split pin hole.

(6) With the quick release strut closed and latched, adjust the quick release strut to 11.2 ± 0.010 in.
(dimension “Z”) and hand tighten the locknuts. It may be necessary to remove the quick release
strut to get the correct distance. If removed, install the quick release strut.

(7) Disconnect the left door from the operating strut.

(8) Remove the nose leg lock pin, select the landing gear UP and use the hydraulic hand pump to
slowly retract the nose leg fully up. Make sure the left door operating strut does not contact the
structure or nose leg assembly.

(9) Adjust the right door operating strut so that, when connected to the door, there is a gap of 0.30 in.
(dimension “X”) between the forward center corner of the door skin and the abutment flange on the
fuselage. It will be necessary to lower the nose leg to adjust the door operating strut as the strut
cannot be adjusted with the nose leg up and locked.

32-20-12
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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

NOTE: Do not adjust the right door operating rod again until step 2.A. (20).

(10) Slowly lower the nose leg to its locked down position and make sure the dimension “X” is between
0.30 in. and 0.34 in. (Ref. Figure 501). If outside these limits, adjust as follows:

(a) If dimension “X” is less than 0.30 in., do as follows:

1 Lengthen dimension “Y” to bring dimension “X” within limits. Approximately 1/8 turn is
required for each 0.015 in. variation in length.

2 Retract the nose leg until it is locked up and lengthen the quick release strut (dimension
“Z”) until dimension “X” is 0.30 in. “X”.

3 Lower the nose leg to the locked position and make sure the dimension “X” is between
0.30 in. and 0.34 in. If necessary, repeat paragraphs (10) (a) 1 to 3.

(b) If dimension “X” is greater than 0.30/0.34 in., follow the instructions above except shorten
dimensions “Y” and “Z”.

(11) Tighten and lock with wire (Item 651) both “Y” and “Z” adjusters, make sure that the “Z” adjuster
protrusion is between 0.55 in. and 0.60 in. Tighten the quick release strut securing nuts and install
split pins.

NOTE: It may be necessary to install a different thickness of washers to make sure of the correct
alignment of the split pin hole.

(12) Using the hydraulic hand pump, and slowly retract the nose leg and make sure the dimension “X”
is 0.30 in. Slowly extend the nose leg and make sure the dimension “X” is between 0.30 in. and
0.34 in.

(13) Fully retract the nose leg and adjust the left door operating strut so that, when connected to the
door, there is a gap of 0.30 in. (dimension “X”) between the forward center corner of the door skin
and the abutment flange on the fuselage. It will be necessary to lower the nose leg to adjust the
door operating strut as the strut cannot be adjusted with the leg up and locked.

(14) Connect the left door to the operating strut and make sure the spacer is positioned between the
operating strut and the hinge arm. Tighten the nut, do not install the split pin.

(15) Slowly lower the nose leg to its locked down position and make sure that dimension “X” for the left
door is between 0.30 in. and 0.45 in. It is preferred to have the gap as near to 0.30 in. as possible.
If outside these limits, do the following adjustments:

NOTE: Do not re-adjust dimension “Y”, dimension “Z”, the left door strut and dimension “S” on the
right torque shaft.

(16) Pre-mod.252971:

Adjust dimension “T” on the left torque shaft using adjuster nut as follows (Ref. Figure 501, Section
A-A):

(a) Remove the split pin and loosen the nut that secures the clevis to the torque shaft.

(b) Remove or add shims, as necessary. An increase in shimming of 0.005 in. will give an
increase in dimension “X” of 0.10 in. A decrease in shimming will decrease “X” by the
corresponding amount.

32-20-12
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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(c) Tighten the clevis nut to align with the nearest locking pin hole, and retract the leg to the fully
locked up position, adjust the door operating strut to give 0.20 in. at dimension “X”.

(d) Lower the nose gear to the fully locked down position and make sure that the dimension “X”
is between 0.20 in. and 0.35 in. If necessary, repeat the above paragraphs (a) to (d) until “X”
is within limits.

NOTE: To assist in the above procedure, a feeler gauge can be temporarily inserted at
paragraph (b) to simulate shims required.

(17) Mod.252971:

Adjust dimension “S” on the left torque shaft using adjuster nut as follows (Ref. Figure 501,
Section B-B):

(a) Remove the split pin and remove the nut and washer that attaches the clevis to the torque
shaft withdraw the locking pin to disengage the adjuster nut from the torque shaft.

(b) Rotate the adjuster nut as necessary. Clockwise rotation of the nut will increase dimension
“S”, and will give a corresponding increase in dimension “X”.

(c) Rotate the adjuster nut to align with the nearest locking pin hole, insert the locking pin and
install the washer and nut, tighten the nut to align split pin hole.

(d) Slowly retract the leg to the fully locked up position, adjust the door operating strut so that the
dimension “X” is 0.30 in.

(e) Lower the nose leg to the fully locked down position and make sure that dimension “X” is
between 0.30 in. and 0.45 in., If necessary, repeat the above paragraphs (17) (a) to (e) until
dimension “X” is within limits.

(18) With the left door adjustment complete, tighten the nut which attaches the clevis to the torque shaft
and install a split pin. Fully retract the nose leg and adjust the left door operating strut such that the
sealing compound seal on the door front face is just touching the fuselage abutment face. If
necessary, adjust the shim for adjustments of less than half a pitch (Ref. Figure 501). It will be
necessary to lower the nose leg to adjust the door operating strut as the strut cannot be adjusted
with the leg up and locked.

NOTE: It may be necessary to install a different thickness of washers to make sure of the correct
alignment of the split pin hole.

(19) Shorten the door operating strut by one additional turn. Tighten the locknut and lock the strut with
wire (Item 651).

(20) Repeat the paragraphs (18) and (19) for the right door operating strut.

(21) Lower the nose leg to its locked down position, unlatch and extend the door release strut.

(22) Reconnect both door operating struts to their respective doors, make sure that the spacer is
correctly positioned between the hinge arm and the operating strut. Install the washers, tighten the
nuts and install the split pins.

NOTE: It may be necessary to install a different thickness of washers to make sure of the correct
alignment of the split pin hole.

32-20-12
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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(23) Close the nose gear doors (Ref. 32-20-42, 301).

(24) Make sure both the doors are in contact with their front landings. Slowly retract the nose leg and
make sure:

• With doors fully open, a clearance exists between doors and fuselage.
• The nose wheels do not contact the doors and the door hinges.
• The door operating mechanism does not contact other surrounding structure or
components.
• With the nose leg locked up, both doors are firmly closed and in contact with their front
landings.
• Slowly lower the leg to the fully locked down position. Do a check of the above items
again.

(25) Make sure all the disturbed components are correctly locked with split pins and wire (Item 651).

(26) With the nose gear locked down, nose gear lock pin installed and d.c. busbars energized, make
sure the N.GEAR red annunciator comes ‘ON’ when the release lever is unlatched, but before the
lever is free to move.

(27) Fully latch the release strut and make sure the N.GEAR red annunciator goes ‘OFF’.

(28) Do a functional test of the landing gear (Ref. 29-10-00, 501).

(29) Lower the airplane to the ground (Ref. 07-10-00, 201).

B. Close Up
(1) Make sure the work area is clean and clear of tools and other equipment.

32-20-12
Page 504
Jun.13
HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

Figure 501
Forward Nose Gear Doors - Adjustment

32-20-12
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Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

LANDING GEAR
NOSE LANDING GEAR
32-20-12

NOSE LEG ASSEMBLY

INSPECTION/CHECK
600600

1. INFORMATION
WARNING: Take care when in the vicinity of landing gears that are being retracted or lowered. Severe
injury can result from being struck by the landing gears or the doors.
WARNING: You must install ground locking pins when the main and nose landing gear are in the
down and locked position.
CAUTION: Before you retract the landing gears, make sure that the landing gear bays are free from loose
articles and that the landing gear path is free from obstruction.

Equipment/Materials Part/Item No
Grease 078 (Ref. AMM 125/H-20, 20-95-11)
Cleaner, solvent 201 (Ref. AMM 125/H-20, 20-95-201)

NOTE: All items must be thoroughly cleaned with solvent cleaner (Item 201) before any checks of
dimensions or checks for damage are done.

2. TORQUE LINKS

A. Preparation
(1) Put notices in position to prevent the use of the landing gear and the airplane hydraulic system.

(2) Open, safety clip and tag the landing gear circuit breakers that follow (Ref. 24-01-00, 201).

Panel Label
DA-D GEAR LTS
DA-D GEAR LTS STBY
DA-D GEAR WARN CTL

(3) Make sure that the landing gear ground lock pins are installed (Ref. 10-00-00, 201).

(4) Raise the airplane on jacks (Ref. 07-10-00, 201). Make sure that the nose gear strut is fully
extended.

(5) Remove the two nose wheels (Ref. 32-40-21, 401).

B. Wear Checks
(1) Push the upper torque link to one side and measure the gap between the upper torque link
bushing and the torque link pick-up sleeve bushing:

Page 601
32-20-12 Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(a) Pre-Mod.25G168A&B maximum gap is equal to or less than 0.0125 in. (0.318mm).

(b) Mod.25G168A&B maximum gap is equal to or less than 0.002 in. (0.05 mm).

NOTE: Mod.25G168A&B introduces nose landing gear torque link replacement bushing.

(2) Do again paragraph 2.B.(1) for the lower torque link and the axle barrel assembly.

(3) For airplanes Pre-Mod.25G168A&B (Ref. Figure 601):

(a) If both of the gaps are equal to or less than 0.0125 in. (0.318 mm) do paragraph 2.C.

(b) If either gap is more than 0.0125 in. (0.318 mm) Mod.25G168A&B (SB 32-3516) should be
embodied.

(4) For airplanes with Mod.25G168A&B:

(a) If both gaps are equal to or less than 0.002 in. (0.05 mm) do paragraph 2.C.

(b) If either gap is more than 0.002 in. (0.0.5 mm) do paragraph 2.E.

(5) Push the upper and lower torque links apart and measure the gap at the knuckle joint:

(a) Make sure that the maximum gap is equal to or less than 0.0087 in. (0.221 mm).

C. Procedure For Correct Gaps

(1) Remove and discard the split pin from the upper torque pivot pin retaining nut and bolt. Remove
the nut, 2 washers and bolt from the upper torque link.

(2) Remove the upper torque link pivot pin and for Mod.25G168A&B airplanes remove and keep any
spacers.

(3) Clean the pivot pin and spacers (Mod.25G168A&B airplanes) with solvent cleaner (Item 201).

(4) Do a check of the pivot pin for:

Distortion
Do a check against the dimensions in the
Evidence of wear OM125-800, 32-20-35 for any of these, if any
Necking discrepancies are found the pin should be
replaced.
Ovality
Blockage of grease lubrication holes

(5) While the pin is removed, make sure that the lower torque link is free to turn in the axle barrel
assembly and that the upper torque link is free to move against the lower torque link. Make sure
there is no contact between the lower torque link and the axle barrel over the range of movement.

(6) Put the upper torque link in position between the bushings of the torque link pick-up sleeve (do not
install the pivot pin at this time) and make sure that the torque link is a tight fit.

Page 602
Jun.13 32-20-12
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

PIVOT PIN
TORQUE LINK
PICK-UP SLEEVE

BOLT
WASHER (2 OFF)
NUT
SPLIT (COTTER) PIN
A

PUSH BOTH TORQUE LINKS

UPPER TORQUE TO ONE SIDE AND MEASURE
LINK THE AXIAL GAP BETWEEN
BUSHINGS GAP TO BE EQUAL
TO OR LESS THAN 0.0125 (0.318)

BUSH

TORQUE
LINK

LOWER TORQUE
LINK
BUSH
BUSH
A (2 OFF)
A
DIMENSIONS IN INCHES
BOLT
(MILIMETERS IN BRACKETS)
WASHER (2 OFF)
NUT
SPLIT (COTTER) PIN AXLE BARREL ASSEMBLY

PIVOT PIN

M8390
HA00B987264AA

Figure 601
Upper and Lower Torque Link Clearances - Pre-Mod.25G168A&B

Page 603
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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(7) Install the upper torque link and the pivot pin and for Mod.25G168A&B airplanes the kept spacers
as follows:

(a) Lubricate the pivot pin, torque link bushes, torque link pick-up sleeve bushes and for
Mod.25G168A&B airplanes the spacers with grease (Item 078).

(b) Install the upper pivot pin assembly, chamfered end first, and the kept spacers, with plug end
of pin facing right.

(c) Install the bolt, 2 washers and nut to attach the pivot pin to the upper torque link. Install a new
split pin.

(8) Do again paragraphs 2.C.(1) thru (7) for the lower torque link and pivot pin. Install the lower pivot
pin with the plug end of pin facing left.

(9) Do the close up paragraph 2.F.

D. Procedure for Incorrect Gaps (Airplanes Pre-Mod.25G168A&B)

(1) For airplanes with a gap of greater than 0.0125 in. (0.318 mm) Mod.25G168A&B (SB 32-3516)
should be embodied.

(2) Do the close up paragraph 2.F.

E. Procedure for Incorrect Gaps (Airplanes Mod.25G168A&B)

(1) Remove and discard the split pin from the upper torque pivot pin retaining nut and bolt. Remove
the nut, 2 washers and bolt from the upper torque link.

(2) Remove the upper torque link pivot pin, remove and keep any spacers.

(3) Clean the pivot pin and spacers with solvent cleaner (Item 201).

(4) Do a check of the pivot pin for:

Distortion
Do a check against the dimensions in the
Evidence of wear OM125-800, 32-20-35 for any of these, if any
Necking discrepancies are found the pin should be
replaced.
Ovality
Blockage of grease lubrication holes

(5) While the pin is removed, make sure that the lower torque link is free to turn in the axle barrel
assembly and that the upper torque link is free to move against the lower torque link. Make sure
there is no contact between the lower torque link and the axle barrel over the range of movement.

(6) Install the upper torque link and the pivot pin and push the torque links to one side measure and
record the gap between the torque link bushing and the torque link pick-up bushings.

Page 604
Jun.13 32-20-12
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

PIVOT PIN
TORQUE LINK
PICK-UP SLEEVE

BOLT
WASHER (2 OFF)
NUT
SPLIT (COTTER) PIN
A

SELECT A MATCHING PAIR

UPPER TORQUE OF SPACERS (PER TORQUE LINK)
LINK THAT WILL LIMIT THE AXIAL GAP
BETWEEN THE BUSHINGS TO 0.001
(0.025) OR LESS EACH SIDE
0.002 (0.05) TOTAL.

BUSH

TORQUE
LINK

SPACERS
LOWER TORQUE
LINK
BUSH
BUSH
A (2 OFF)
A
DIMENSIONS IN INCHES
BOLT
(MILIMETERS IN BRACKETS)
WASHER (2 OFF)
NUT
SPLIT (COTTER) PIN AXLE BARREL ASSEMBLY

PIVOT PIN

M8380
HA00B987255AA

Figure 602
Upper and Lower Torque Link Clearances - Mod.25G168A&B

Page 605
32-20-12 Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(7) Install the pivot pins as follows:

(a) Temporarily remove upper pivot pin assembly that attaches the torque link to the nose
landing gear pick-up sleeve.

(b) Hand lubricate the pivot pin, torque link bushes, torque link pick-up sleeve bushes with
grease (Item 078).

NOTE: Make sure the lower torque link assembly is free to turn.

(c) Select a matching pair of spacers (per torque link) that will limit the axial gap between
bushings to 0.001 in. (0.025 mm) on each side (0.002 in (0.05 mm) total). Put a thin layer of
grease (Item 078) on each spacer before they are installed.

(d) Install the upper pivot pin assembly, chamfered end first, and the selected pair of lubricated
spacers (one on each side) with plug end of pin facing right.

(e) Align the bolt hole in the torque link with the existing hole in the pivot pin and install the bolt
washer and nut.

(8) Do again paragraphs 2.E.(1) thru (7) for the lower torque links and pivot pin. Install the lower pivot
pin with the plug end of pin facing left.

(9) Do the close up paragraph 2.F.

F. Close Up
(1) Lubricate the three grease nipples on the nose gear torque links with grease (Item 078).

(2) Install the two nose wheels (Ref. 32-40-21, 401).

(3) Remove the safety clips and tags and close the circuit breakers opened in paragraph 2.A.(2).

(4) Remove the safety notices put in position in paragraph 2.A.(1).

(5) Do a functional test of the nose wheel steering (Ref. 32-50-00, 501).

(6) Do a functional check of the airplane landing gear (Ref. 29-10-00, 501).

(7) Lower the airplane to the ground (Ref. 07-10-00, 201).

(8) Make sure that the work area is clean and clear of tools and other equipment.

Page 606
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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

LANDING GEAR
32-20-12

NOSE LANDING GEAR

NOSE LEG ASSEMBLY
32-20-12

APPROVED REPAIRS
800800

1. INFORMATION

Equipment/Materials Part/Item No.

Wrench, axle retaining nut 25Y239A (Ref. ITEM. 32-20-02)
Wrench, gland retaining nut 25Y237A (Ref. ITEM. 32-20-01)
Grease. extreme pressure (low temperature) 078 (Ref. AMM 125/H-20, 20-95-11)
Fluid, hydraulic 107 (Ref. AMM 125/H-20, 20-95-101)
Degreasing agent 230 (Ref. AMM 125/H-20, 20-95-201)
Polysulfide sealant, fillet grade (adhesive) 314 (Ref. AMM 125/H-20, 20-95-301)
Wire, corrosion resistant 651 (Ref. AMM 125/H-20, 20-95-601)

2. REPLACE GLAND SEALS IN SITU

A. Procedure
(1) Raise the airplane on jacks (Ref. 07-10-00, 201).

(2) Remove the nose wheels (Ref. 32-40-21, 401).

(3) Open the nose gear doors (Ref. 32-20-42, 301).

WARNING: Be careful when releasing pressurized nitrogen from the strut.

 Put on safety goggles and protective clothing.
 Release the pressure slowly.
 A sudden release of pressure is dangerous and can cause injury.
CAUTION: Failure to release the pressure slowly may result in damage to the strut internal stops.

(4) Slowly release the nitrogen pressure from the strut through the charging adapter (Ref. Figure 801).

(5) Remove one of the two bleed screws at the top of the leg to release any nitrogen pressure that
may be present due to leakage past the separator. Faulty separator seals must be changed in
accordance with instructions in the Component Maintenance Manual (CMM).

(6) Disconnect the upper torque link by removing the nut, bolt and pin.

(7) Remove the locking bolt and then unscrew the axle retaining nut, using special wrench (25Y239A).

(8) Remove the locking tab and unscrew the adapter, complete with charging valve, from the leg.

(9) Separate the axle assembly from the plunger tube. Remove any sealing compound adhering to
the plunger tube, taking care not to damage the chrome plate.

Page 801
32-20-12 Mar.16
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

Figure 801
Seal Removal and Installation

Page 802
Mar.16 32-20-12
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(10) Partially retract the leg and support it at a suitable angle, make provision for spilt hydraulic fluid.

(11) Remove the bolt locking the gland retaining nut and, using the special wrench (25Y237A),
unscrew and remove the retaining nut.

(12) Remove the spacer ring and the scraper ring. Hook out and remove the gland seal.

(13) Install a new gland seal. Assemble the seal with hydraulic fluid (Item 107). Examine the scraper
ring and renew as necessary. Install the spacer and scraper ring.

CAUTION: Make sure the gland seal is fitted correctly with the rubber/fabric face downwards
(Ref. Figure 801).

(14) Screw on the gland retaining nut, tighten using the special wrench (25Y237A) making sure that the
lock bolt holes align. Lock with the bolt and lock the bolt to the retaining nut with wire (Item 651).
Clean off excess fluid.

NOTE: Make sure that the ground earthing stud is in the forward facing position on the gland
retaining nut.

(15) Slide the axle assembly onto the plunger tube, locating the dogs on the plunger tube with the slots
in the axle. Make sure that the holes in the axle, plunger tube and the air head are aligned, install
a new sealing ring and screw in the adapter complete with charging valve. Install the locking tab;
secure the tab with the nut.

(16) Lightly apply grease (Item 078) to the threads of the retaining nut and assemble to the plunger
tube and tighten, using the special wrench (25Y239A). Lock with the bolt and lock the bolt to the
retaining nut with wire (Item 651).

(17) Insert the pin to connect the torque link to the upper casing and lock with the bolt, washer, nut and
split pin.

(18) Extend and lock the leg down.

(19) Make sure the strut is fully bottomed and fill the leg with hydraulic fluid (Item 107) (Ref.
12-32-00, 301).

(20) Pressurize the strut with nitrogen (Ref. 12-32-00, 301).

(21) Clean the joints with de-greasing agent (Item 230) and apply a fillet of sealing compound
(Item 314) in accordance with (Ref. AMM 125/H-20, 20-10-1002, 201), to the joint between the
plunger tube and the axle barrel, around the air charging valve adapter and the axle retaining nut.

(22) Install the nose wheels (Ref. 32-40-21, 401).

(23) Close the nose gear doors (Ref. 32-20-42, 301).

(24) Lower the airplane to the ground (Ref. 07-10-00, 201).

B. Close Up
(1) Make sure the work area is clean and clear of tools and other equipment.

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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

LANDING GEAR
NOSE GEAR AND DOORS
DRAG STAY ASSEMBLY
32-20-21

REMOVAL/INSTALLATION
400400

1. INFORMATION
WARNING: Take care when in the vicinity of landing gears being retracted or lowered. Severe injury
can result from being struck by the gear or doors.
WARNING: Ground locking pins must be installed when the main and nose landing gear are in the
down and locked position.
WARNING: Before any part of the landing gear hydraulic system is disassembled make sure that all
the hydraulic pressure is released (Ref. 12-29-00, 301).
CAUTION: Before you retract the landing gear, make sure that the landing gear bays are free from loose
articles and that the landing gear retraction path is free from obstruction.
CAUTION: Hydraulic fluid drained or bled from the hydraulic system is to be discarded. Use only new
hydraulic fluid to replenish the system or ground servicing rigs.
NOTE: Assemble all moving parts and charge all grease nipples with grease (Item 078).

Equipment/Materials Part/Item No.

Grease 078 (Ref. AMM 125/H-20, 20-95-11)
Wire, corrosion resistant 651 (Ref. AMM 125/H-20, 20-95-601)

2. REMOVAL

A. Procedure

MECH INSP
(1) Raise the airplane on jacks (Ref. 07-10-00, 201).
(2) Release the hydraulic pressure (Ref. 12-29-00, 301).
(3) Display warning notices in the flight compartment and the rear equipment bay
prohibiting the use of hydraulic power.
(4) Open the nose landing gear doors (Ref. 32-20-42, 301).
(5) Disconnect the door operating struts at the upper arms.
(6) Open, safety clip and tag the circuit breakers that follow (Ref. 24-01-00, 201):

Panel Label
DA-D GEAR LTS
DA-D GEAR WARN CTL
(7) Remove the leg-lock microswitch.

32-20-21
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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

MECH INSP
(8) Remove the split pin, nut, facing washer and remove the pin that attaches the
lower arm to the leg pick-up forging.
(9) Disconnect the hydraulic retraction actuator at the bridge casting.
WARNING
At its installed length the spring strut exerts a force of approximately 50 lbs.
(22.68 kg).

(10) Remove the split pin and nut and disconnect the spring strut at its forward
attachment on the nose bay structure.
(11) Remove the split pins, nuts, washers and bolts that attach the bellcrank to the
two link assemblies.
(12) Remove the split pin, nut, washer, and bolt that attaches the bellcrank to the
con rod.
(13) Support the drag stay assembly; remove the split pins, nuts, facing washers
and bolts that attach the end fittings to the pick-up fittings on the side walls of
the nose gear bay.
(14) Remove the drag stay assembly along with the bellcrank.
(15) If required, remove the bellcrank from the drag stay assembly as follows:

(a) Remove the split pin, nut, washer, two pins and bolt that attaches the
bellcrank to the drag stay assembly.

3. PRE-INSTALLATION CHECK

A. Procedure

MECH INSP
(1) With the drag stay in the fully locked position, do a check of the clearance
between the roller and the end face of the cam on the lower arm (clearance A).
The clearance should be 0.003 to 0.008 in. (0.076 to 0.203 mm.). Adjust the
shims under the stop bolt D to obtain this clearance. Tighten the nut and lock it
to the stop bolt with a split pin (Ref. Figure 401).
(2) Hold the locking lever to the fully unlocked position with the locking pin hard
against the end of the slots in the upper arms, fold the drag stay assembly. Do
a check of the clearance between the roller and the upper face of the cam on
the lower arm (clearance B). The clearance should be 0.005 to 0.012 in. (0.127
to 0.305 mm.). Adjust the length of the short link to obtain this clearance (Ref.
Figure 401).
(3) Make sure that the short link ends are in safety and lock with wire (Item 651).

32-20-21
Page 402
Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

MECH INSP
(4) Do a check of the tightness of the nuts and bolts that attach the drag stay
pick-up fittings to each side of the nose gear bay sidewall structure.

NOTE
If the tightness check makes the nut bind on the bolt thread run-out refer to the
Structural Repair Manual (Ref. SRM 125-800, 51-43-00) for the installation of
washers.
If on the installation of washers, the split pin holes are covered by the castellated nut
then Kaylock nuts may be used.

4. INSTALLATION

A. Procedure

MECH INSP
(1) Do the pre-installation check as per paragraph 3.A.
(2) If removed, install the bellcrank to the drag stay assembly as follows:

(a) Install the bellcrank to the drag stay assembly with the bolt, two pins,
washer, nut, and lock with split pin.
(3) Lubricate the bearing surfaces with grease (Item 078). Support the drag stay
assembly. Lubricate the bolts with grease (Item 078) and install the bolts,
facing washers and nuts that attach the end fittings to the pick-up fittings on
the side walls of the nose gear bay. Torque tighten the bolts to 200 ± 10
inch-pounds (22.6 ± 1.13 Nm). Lock the nuts and bolts with split pins.
(4) Connect the bellcrank to the con rod with the bolt, washer and nut. Tighten and
lock the nut with split pin. Lubricate the bearing surfaces with grease (Item
078).
(5) Connect the bellcrank to the two link assemblies with the bolts, washers and
nuts. Tighten and lock the nuts with split pin. Lubricate the bearing surfaces
with grease (Item 078).
(6) Connect the hydraulic retraction actuator to the bridge casting and secure with
the facing washer, nut and lock with the split pin.
CAUTION
If the spring strut has been completely removed make sure it is installed correctly
with the outer barrel forward and the bearing retaining ring facing the securing nuts
on each end (Ref. Figure 403). Incorrect installation may cause clearance problems
and retention problems should a failure of the retaining ring occur (Ref.
32-20-42, 301).

(7) Connect the spring strut (outer barrel forward) to the forward attachment point
on the nose bay structure and secure with the nut and lock with the split pin.

32-20-21
Page 403
Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

MECH INSP
(8) Install the leg-lock microswitch.

NOTE
When installing the microswitch it is important the electrical cable Conflex tubing is
positioned in the P-clip so the distance along the Conflex, between the edge of the
P-clip and the Conflex termination on the microswitch, is 6.75 in. (171.45 mm.) (Ref.
Figure 402).
(9) Remove the safety clip and tag and close the circuit breakers that follow (Ref.
24-01-00, 201):

Panel Label
DA-D GEAR LTS
DA-D GEAR WARN CTL
CAUTION
Make sure that the bolts that attach the door operating strut to the drag stay are
assembled with the bolt heads inboard.

(10) Reconnect the door operating struts and rig the door operating mechanism
(Ref. 32-20-12, 501).
(11) Adjust the nose gear leg lock microswitch (Ref. 32-60-00, 501).
(12) Adjust the mechanical indicating system (Ref. 32-66-00, 201).
(13) Remove the warning notices from the flight deck and the rear equipment bay.
(14) Do a functional test of the landing gear (Ref. 29-10-00, 501).
(15) Lower the airplane to the ground (Ref. 07-10-00, 201).

B. Close Up

MECH INSP
(1) Make sure that the work area is clean and clear of tools and other equipment.

32-20-21
Page 404
Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

ADJUST LINK TO GIVE 0.005 TO

0.012 IN. (0.127 TO 0.305 MM)
CLEARANCE AT `B` WITH STOP
BOLT `C` AGAINST UNLOCKED
END OF SLOTS

BELLCRANK
STOP BOLT C

A
B
CAM

ROLLER

STOP BOLT D
ARM

ADJUST SHIMS TO GIVE 0.003

TO 0.008 IN. (0.076 TO 0.203 MM)
CLEARANCE AT `A` WITH ARMS
AGAINST STOP BOLTS `D`

HA32B029019AA.AI

Figure 401
Nose Gear Drag Stay Adjustments

32-20-21
Page 405
Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

BAY ROOF

`P` CLIP

6.75 IN
(171.45 mm)

CONFLEX
TERMINATION

FWD

MICROSWITCH INCORPORATES
INTEGRAL FLYING LEADS AND
IS POTTED TO PREVENT
MOISTURE INGRESS

M1724/1
HA00B995680AA

Figure 402
Leg Lock Microswitch Cable Adjustment

32-20-21
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Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

SECURING NUT
AND SPLIT PIN (REF)
BEARING
RETAINING
CIRCLIP

BEARING
RETAINING
CIRCLIP
SECURING NUT
AND SPLIT PIN (REF)
FWD

NOTE:
BEARING RETAINING CIRCLIP MUST FACE THE
SECURING NUT AT BOTH ENDS OF THE SPRING STRUT.
HA32B988709AA.AI

Figure 403
Spring Strut Installation

32-20-21
Page 407
Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

LANDING GEAR
32-20-42

NOSE LANDING GEAR

NOSE GEAR DOORS
32-20-42

SERVICING
300300

1. UNIT SERVICING
The following operations apply to Pre and Post Modification 253030 struts except where stated otherwise.
NOTE: Airplanes with a connecting rod installed in lieu of the release strut (Mod.253009A) need to be jacked
and the nose gear partially retracted to enable disconnection of the rod at its lower fitting and opening
of the nose gear doors.

Equipment/Materials Part/Item No.

Wire, corrosion resistant 651 (Ref. AMM 125/H-20, 20-95-601)

A. Open Nose Gear Doors

WARNING: The manual door release strut is to be operated only when the leg is locked down.
The doors must be closed and the strut latched before the gear is retracted.
NOTE: Make sure that the doors drop a small amount initially, support to prevent damage to fuselage
outer skin, open with minimal force. If excessive force is required to open the doors investigate
to determine the cause.

(1) Move the latch assembly in the direction of the lower end of the strut to release the lever (Ref.
Figure 301).

(2) Pull the lever down and forward to its maximum extent which allows the hooks to lift clear of the
pins in upper end of strut and the doors to open by extension of the strut.

(3) Energize the airplane PE busbar (Ref. 24-01-00, 201, Figure 201) and make sure the N.GEAR red
annunciator is ‘ON’ (applicable Mod. 253030 struts only).

(4) De-energize the airplane PE busbar.

B. Close Nose Gear Doors

WARNING: Pre-Mod 253030 struts must have release levers locked with wire (Item 651) to strut
bodies in accordance with service bulletin 32-A203.

(1) Make sure the strut lever is fully forward in the release position (Ref. Figure 301).

(2) Close the doors by pressing firmly on the aft end of both doors and make sure the lever is
maintained in the fully forward position.

(3) Make sure that the hooks drop in front of the pins, then move the strut lever rearward until fully
closed and latched, this operation should not require great physical effort.

(4) Physically make sure doors are firmly closed.

Page 301
32-20-42 Sep.15
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(5) Energize the airplane PE busbar (Ref. 24-01-00, 201, Figure 201) and make sure the N.GEAR red
annunciator is ‘OFF’ (applicable Mod. 253030 struts only).

(6) De-energize the airplane PE busbar.

C. Close Up
(1) Make sure that the work area is clean and clear of tools and other equipment.

Page 302
Sep.15 32-20-42
HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

Figure 301
Nose Gear Door Release Struts

Page 303
32-20-42 Sep.15
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

LANDING GEAR
32-40-00

WHEELS AND BRAKES

32-40-00

ADJUSTMENT/TEST
500500

1. INFORMATION
WARNING: Ground locking pins must be installed whenever the main and nose landing gear are in
the down and locked position.
CAUTION: Hydraulic fluid drained or bled from the landing gear system is to be discarded. Use only new
hydraulic fluid when replenishing the system or ground servicing rigs.

Equipment/Materials Part/Item No.

Wire, corrosion resistant 651 (Ref. AMM 125/H-20 20-95-601)

2. ADJUSTMENT/TEST

A. Adjust the brake pressure

(1) Pressurize the main hydraulic system (Ref. 12-29-00, 301).

(2) Set the handbrake lever fully forward (normal).

(3) At each brake pedal, remove and discard the lockwire and loosen the locknut at the stopbolt.

(4) Adjust the stopbolt so that with the brake pedal fully applied, the pressure indicated on the related
brake pressure indicator is less than 1750 psi (120.7 bar).

(5) Adjust the stop bolt progressively until the maximum pressure with the brake pedal fully applied is
between 1750 and 1900 psi (120.7 and 131 bar). Tighten the locknut and lock with wire (Item 651).

(6) Do a test of the normal and emergency brake operation (paragraphs 2.B. and 2.C.).

B. Test of the normal brake system operation

(1) Raise the airplane on jacks (Ref. 07-10-00, 201).

(2) Energize the airplane busbars (Ref. 24-01-00, 201, Figure 201).

(3) Pressurize the main hydraulic system (Ref. 12-29-00, 301).

(4) Set the handbrake lever fully forward (normal).

(5) At the pilot’s position press both the brake pedals. Make sure that the pressure in each brake
progressively increases to a maximum of between 1750 and 1900 psi, as shown on the related
brake pressure indicator. Make sure that the wheels do not rotate.

(6) Release the brake pedals and make sure that the indicated brake pressure decreases and the
wheels are free to rotate.

(7) Do a test of the emergency and parking brake system operation (paragraph 2.C.).

32-40-00
Page 501
Dec.16
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(8) Do paragraphs 2.B. (5) and (6) again, using the copilot’s brake.

Figure 501
Foot brake control adjustment

C. Test of the emergency and parking brake system operation

(1) Raise the airplane on jacks (Ref. 07-10-00, 201).

(2) Energize the airplane busbars (Ref. 24-01-00, 201, Figure 201).

(3) Make sure that the emergency brake system accumulator is fully pressurized, and then release
the hydraulic pressure in the normal system accumulator (Ref. 12-29-00, 301).

(4) Set the handbrake lever to the emergency position (lever in first notch).

(5) Press the left and right brake pedals in turn at the pilot’s position, and make sure that the L and R
emergency brake annunciators come ‘ON’ and then go ‘OFF’ when the brakes are applied and
released.

(6) Make sure that the wheels are held by the brakes or free to rotate, as applicable, when the brakes
are applied or released.

(7) Do paragraph 2.C. (5) and (6) again for the copilot’s brake pedals.

(8) Set the handbrake lever to the park position, and make sure that both the L and R emergency
brake annunciators come ‘ON’ and the wheels do not rotate.

32-40-00
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Dec.16
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(9) With the handbrake lever in the park position, check that the accumulator pressure remains
steady. If the pressure drops, check the supply pressure from the Emergency Pressure Reducing
Valve to the Brake Control Valve. If the supply pressure is below 1900 psi go to step (11).

(10) If the supply pressure is above 1900 psi set the handbrake lever to the forward position and adjust
the cable to obtain 1850 psi. Repeat step (8).

(11) Set the handbrake lever fully forward, and make sure that both the L and R emergency brake
annunciators go ‘OFF’ and the wheels are free to rotate.

(12) De-energize the airplane busbars.

(13) Lower the airplane to the ground and remove the jacks (Ref. 07-10-00, 201).

D. Close up
(1) Make sure that the work area is clean and clear of tools and other equipment.

32-40-00
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Dec.16
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

LANDING GEAR
WHEELS AND BRAKES
32-40-00

INSPECTION/CHECK
600600

1. INFORMATION
WARNING: Ground locking pins must be installed whenever the main and nose landing gear are in
the down and locked position.
CAUTION: Hydraulic fluid drained or bled from the landing gear system is to be discarded. Use only new
hydraulic fluid when replenishing the system or ground servicing rigs.
NOTE: The Brake Control Valve will discharge the pressure to return when the brake pressure is above 1900
± 30 psi.

2. INSPECTION/CHECK

A. Check Operating Pressures at the Brake Units

(1) Use suitable adapters to connect a 0 to 3000 psi (0 to 207 bar) pressure gauge to a bleed point on
each of the wheel brake units.

(2) Pressurize the main hydraulic system (Ref. 12-29-00, 301).

(3) Set the handbrake lever fully forward (normal).

(4) Push both brake pedals. Make sure that the pressure at the relevant brake unit increases to
between 1750 and 1900 psi (120.7 and 131 bar).

(5) Release the main system pressure (Ref. 12-29-00, 301).

(6) Set the handbrake lever to the emergency position (lever in first notch). Gradually apply pressure
to the left and right brake pedals. Make sure that the related emergency brake annunciator comes
‘ON’ when the brake gauge units register between 1000 and 1100 psi (69 to 75.9 bar).

(7) Fully push both brake pedals. Make sure that the pressure at the relevant brake unit is between
1400 and 1500 psi (96.5 and 103.4 bar). Release the pedals slowly and make sure that the related
emergency brake annunciator goes ‘OFF’ at between 950 and 1000 psi (65.5 to 69 bar).

(8) Move the handbrake lever through the parking range, and make sure that there is a progressive
increase in brake pressure. When the lever is in the rearmost notch make sure that the pressure is
between1750 and 1900 psi (120.7 and 131 bar).

(9) Remove the gauges from the wheel brake units. Install the bleed screws. Bleed and prime the
brake system (Ref. 32-40-00, 301).

B. Normal Brake Drag Check

(1) Raise the airplane on jacks (Ref. 07-10-00, 201).

(2) Use suitable adapters and connect a 0 to 3000 psi (0 to 207 bar) pressure gauge to a bleed point
on each of the wheel brake units.

Page 601
32-40-00 Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(3) Pressurize the main hydraulic system (Ref. 12-29-00, 301).

(4) Set the handbrake lever fully forward (normal).

(5) Push both the brake pedals. Make sure that the pressure at the relevant brake unit increases to
between 1750 and 1900 psi (120.7 and 131 bar).

(6) Release both the brake pedals. Make sure that the pressure at the relevant brake unit decreases
to below 50 psi (3.45 bar). If the pressure is more than this, do the steps that follow:

(a) Do a check of the brake pedal linkages for binding and full return stroke. If no binding of the
brake pedals or linkage is found, do a rigging check of the hand brake control system (Ref.
32-40-51, 501).

(b) If pressure still does not fall below 50 psi (3.45 bar), replace the brake control valve (Ref.
32-40-71, 401).

(7) Make sure that the wheels are free to turn when the brake pedals have been released.

(8) Release the main hydraulic system pressure (Ref. 12-29-00, 301).

(9) Remove the gauges, install the bleed screws and bleed and prime the brake units (Ref. 32-40-00,
301).

(10) Lower the airplane to the ground (Ref. 07-10-00, 201).

C. Emergency Brake Drag Check

NOTE: This check is only required when the Emergency Pressure Reducing Valve has been disturbed
or replaced.

(1) Raise the airplane on jacks (Ref. 07-10-00, 201).

(2) Make sure that the emergency system is pressurized and release the main system pressure (Ref.
12-29-00, 301).

(3) Set the handbrake lever to the emergency position (lever in first notch).

(4) Apply the brakes by use of the foot pedals and make sure that the wheels do not rotate.

(5) Release the brakes and make sure that the wheels are free to rotate.

(6) Set the handbrake lever fully forward (normal).

(7) Lower the airplane to the ground (Ref. 07-10-00, 201).

D. Close Up
(1) Make sure that the work area is clean and clear of tools and other equipment.

Page 602
Jun.13 32-40-00
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

LANDING GEAR
WHEELS AND BRAKES
32-40-12

MAIN WHEEL
REMOVAL/INSTALLATION
400400

1. INFORMATION
CAUTION: Make sure that the correct main wheel is installed to the airplane. Refer to the Illustrated Parts
Catalogue (IPC) for the Part Number.
CAUTION: As it is physically possible to install a Series 1000 main wheel to a Series 800 airplane, it is
important to make sure that only wheels applicable to the Series 800 are installed.
CAUTION: Prior to removing the wheel assembly 'wheel retaining nut', visually make sure that the wheel tie
bolts are secure. If the wheel tie bolt security cannot be determined, deflate the tire prior to 'wheel
retaining nut' removal.

Equipment/Material Part/Item No.

Jack, wheel change Jacking and Trestling (Ref. 07-10-00, 201)
Alignment fixture, brake rotors AA1388 (Dunlop) or SA30088 (ITEM 32-40-05)
Extractor, wheel AA1388 (Dunlop) or SA30090 (ITEM 32-40-08)
Wrench, Maxaret retaining nut 25Y257A (ITEM 32-40-27)
Wrench, wheel retaining nut 25Y725A (ITEM 32-40-28)
Grease, anti-seize 002 (Ref. AMM 125/H-20, 20-95-11)
Wire, corrosion resistant 651 (Ref. AMM 125/H-20, 20-95-601)

2. MAIN WHEEL

A. Removal

MECH INSP
(1) Raise the complete airplane or the relevant main leg assembly on jacks (Ref.
07-10-00, 201).
(2) Make sure that the emergency brake accumulator is pressurized, and apply
the parking brake.
(3) Remove the bolts that attach the Maxaret unit drive plate to the wheel hub
and withdraw the flexible drive shaft assembly from the end of the Maxaret
unit (Ref. Figure 401).
CAUTION
The wheel retaining nut has a left-hand thread.

(4) Remove the locking bolt which passes through the wheel retaining nut, the
Maxaret retaining nut and axle, and remove the wheel retaining nut.

Page 401
32-40-12 Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

MECH INSP
(5) Use the wheel extractor to remove the wheel.

Figure 401
Main Wheel - Removal/Installation

B. Pre-installation Checks
NOTE: Should the wheel be rejected as a result of these checks, the wheel and tire should be
removed as an assembly for repair, in accordance with the Dunlop Component Maintenance
Manual (CMM) 32-40-92.

Page 402
Jun.13 32-40-12
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

MECH INSP
(1) Clean the wheel, examine the hub and flange for corrosion and damage.
Reject the wheel if corrosion extends below the metal surface of the wheel.
(2) Examine the wheel tie bolts and nuts. Reject the wheel if a tie bolt or related
nut is missing or a tie bolt is loose or damaged.
(3) Examine the inflation valve, make sure it is correctly assembled and not
damaged.
(4) Examine each fusible plug assembly (qty. 3 each wheel). Make sure the
fusible plug inserts are serviceable and the plugs are not damaged.
(5) Examine the tire (Ref. 32-40-41, 601).
(6) Make sure the tire pressure is correct (Ref. 12-32-00, 301).
(7) Make sure that the wheel bearings are correctly greased in accordance with
the Dunlop CMM, 32-40-92.

C. Installation
CAUTION: Make sure that the correct main wheel is installed to the airplane. Refer to the Illustrated
Parts Catalogue (IPC) for the Part Number.

MECH INSP
(1) Make sure that the wheel axle is clean.
(2) Make sure that the Maxaret unit is correctly installed (Ref. 32-40-101, 401).
Make sure a locking hole in the Maxaret retaining nut aligns with a hole in the
axle.
(3) Install the wheel to the axle, positioning the brake rotors so that their tenons
engage with the drive blocks on the wheel.

NOTE
If the brake rotors have been retained in position by brake application (refer to
wheel removal) release the brakes after installation of the wheel to the axle. If
necessary, use the alignment fixture to re-align the brake rotors.
CAUTION
The wheel retaining nut has a left-hand thread.

(4) Lightly apply grease (Item 002) to the threads and abutment face of the wheel
retaining nut. Install the wheel retaining nut. Use the special spanner (Part
No. 25Y725A) to tighten the nut to a torque load of 120 lb ft (162 Nm).
(5) Loosen the wheel retaining nut until the wheel can be freely turned.

Page 403
32-40-12 Jun.13
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

MECH INSP
(6) Retighten the nut to a torque load of 40 lb ft (54.24 Nm), at the same time turn
the wheel to make sure the bearing assemblies are seated correctly. If the nut
is not aligned for locking, continue tightening until the next locking position is
reached.

NOTE
The above torque figures are applicable to Dunlop wheels only. For torque figures
on other wheels refer to the relevant CMM.
(7) Make sure the locking bolt and its stiffnut are serviceable.
(8) Insert the locking bolt, with its head towards the axle center, through the axle,
the Maxaret retaining nut and the wheel retaining nut. Assemble and tighten
the nut to the locking bolt.
(9) Make sure that the nut is just tightened to prevent rotation of the locking bolt,
but is not over-tightened.
(10) Make sure that the locking bolt head does not foul the Maxaret unit.
(11) With the brakes released, make sure that the wheel is free to rotate.
(12) Apply grease (Item 002) to the splined portion of the flexible drive assembly.
(13) Install the drive assembly into the input shaft of the Maxaret unit. Align the
holes in the drive plate with the holes in the wheel and install and tighten the
bolts. Lock the bolts together with wire (Item 651).
(14) Lower the airplane from the jacks (Ref. 07-10-00, 201).

NOTE: For tire removal/installation refer to Chapter 32-40-41, 401.

D. Close Up

MECH INSP
(1) Make sure that the work area is clean and clear of tools and other equipment.

Page 404
Jun.13 32-40-12
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

LANDING GEAR
32-40-21

WHEELS AND BRAKES

NOSE WHEEL
32-40-21

REMOVAL/INSTALLATION
400400

1. INFORMATION

Equipment/Material Part/Item No.

Grease 078 ( Chapter 20-95-11)
Wire, corrosion resistant 651 (Chapter 20-95-601)
Torque wrench 60-160 lbf ft (81-217 Nm) Local supply

2. NOSE WHEEL

A. Removal

MECH INSP
(1) Raise the complete airplane on jacks or jack the nose leg assembly (Ref.
7-10-00, 201).
(2) Remove the bolts that secure the locking plate and remove the locking plate
(Ref. Figure 401).
(3) Unscrew the axle nut assembly, complete with the cone retained by the wire
ring and remove the wheel.

B. Installation
NOTE: The nose gear is sensitive to differing tire sizes (that is, one new, one part worn). The tire
configuration and/or any slight degree of wheel unbalance will result in nose wheel vibration.
NOTE: Tires must always be paired with a tire of the same part number (for details of approved tire
part numbers, refer to the Illustrated Parts Catalog (IPC).

MECH INSP
(1) Make sure that the bolts which retain the splined bush are secure and the tire
pressure is correct.
(2) Make sure that the valve assembly is attached and with the flanged nut
locked to the inflation valve stem with wire (Item 651).
(3) Make sure that the axle is clean and free from damage. Lubricate the axle
splines, cone faces and axle nut threads with grease (Item 078). Locate and
install the wheel on the axle splines.
(4) Install the axle nut and torque tighten to 70 lbf ft (95 Nm).

Page 401
32-40-21 Sep.15
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

Figure 401
Nose Wheel - Removal/Installation

Page 402
Sep.15 32-40-21
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

MECH INSP
(5) Install the locking plate and secure with locking bolts and nuts.

NOTE
To align the locking plate, additional tightening of the axle nut is permissible,
provided that the final torque figure does not exceed 150 lbf ft (203 Nm). In extreme
cases re-positioning of the wheel on the axle splines may be necessary in order to
keep within the torque limitations.
(6) Lower the airplane to the ground and remove the jack(s) (Ref. 7-10-00, 201).

C. Close Up
(1) Make sure that the work area is clean and clear of tools and other equipment.

Page 403
32-40-21 Sep.15
 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

LANDING GEAR
WHEELS AND BRAKES
32-40-71

BRAKE CONTROL VALVE

TROUBLESHOOTING
100100

1. TROUBLESHOOTING

A. Procedure

Fault Possible Cause Rectification

Leak from the joint faces. Loose attaching screws or faulty Tighten loose screws but not
joint face sealing ring. excessively. If the leak
continues after tightening,
replace the faulty seating ring.
See Dunlop Overhaul Manual
DM.1339.
Leak from the plunger orifice or Faulty sealing ring. Replace the sealing ring. See
adjusting screw threads. Dunlop Overhaul Manual
DM.1339.
Leak around the top of piston Faulty piston seals. Replace the piston seals. See
housings. Dunlop Overhaul Manual
DM.1339.
Loss of system pressure. Internal leak. To confirm, Check supply pressure from
disconnect the exhaust normal and emergency pressure
connection, and examine for a reducing valves. (If the pressure
continuous fluid seepage with is above 1900 psi the BCV may
pressure supplied to valve. bleed the excess to return
Repeat with hand brake lever at thereby causing a loss in system
full park position. Fluid seepage pressure).
will confirm internal leak. Adjust the pressure on the
emergency pressure reducing
valve only (Ref. 32-40-00, 501).
If the normal pressure is too
high replace the pressure
reducing valve.
If the pressures are correct
return the unit to overhaul base
for testing and rectification.

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LANDING GEAR
WHEELS AND BRAKES
BRAKE UNIT
32-40-114

INSPECTION/CHECK
600600

1. INFORMATION

Equipment/Materials Part/Item No.

Tenon wear gauge A0101795 (ITEM 32-40-11)
Rotor shrinkage gauge Dunlop A.12161

2. CYLINDER BLOCK AND TORQUE TUBE INSPECTION

A. Procedure
(1) Do a check for signs of leakage near the cylinder liners and pistons, indicating faulty sealing.

CAUTION: When blending out sharp edges it is essential to preserve the angular relationship of
the tenon faces and to avoid further decrease in overall width.

(2) Inspect the cylinder block for damage and corrosion. Superficial cuts and abrasions, and slight
surface corrosion may be polished out with a polishing hone or grade 00 carborundum cloth. After
polishing restore the protective treatment (Ref. AMM 125/H-20, 20-10-08, 201).

(3) Make sure that the torque tube is securely attached to the cylinder block.

(4) Do a check of the tenons for wear. The minimum permitted tenon width is 0.560 in. If a tenon is
unserviceable the tube must be withdrawn from service. Where a tenon is worn but still within
limits, blend out any sharp edges with a smooth file.

3. HEAT PACK INSPECTION

CAUTION: It is emphasized that the heat pack must at all times be kept as an assembly.
NOTE: Failure to obey any one of the following inspection procedures will make the complete heat pack
unserviceable. Inspect each stator assembly as follows:

A. Stator Assemblies
(1) The stator plate tenon slots are subject to shrinkage in the early stages of service, followed by
wear on the side faces in the later stages. Inspect each slot as follows.

(a) Do a check for shrinkage. The slot width must not be less than 0.656 in.

(b) Do a check for wear. If wear has occurred on one face only, use the tenon wear gauge to
make sure the slot width is not more than 0.681 in.

If wear has occurred on both faces, due to reversal of the stator to equalize wear, the
maximum permitted width is increased to 0.687 in.

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(2) Make sure that the bore clearance of each stator is not less than 5.436 in. when measured
between the slots and 6.060 in. when measured to the base of the slots.

NOTE: The dimensions for stator tenon slots and bore clearances given in paragraphs (1) and (2)
apply also to the pressure plate.

(3) Make sure that the stator plate outer diameter is not more than 10.468 in.

(4) Do a check of each stator plate for cracks. A cracked plate or one which fails to comply with the
checks given in paragraphs (1), (2) and (3), will make the heat pack unserviceable.

(5) Do a check of the brake pads for security of attachment. Limited looseness is permitted if the pad
does not rock and that the projections on the back of the pad backing plate are not disengaged
from the holes in the associated plate.

NOTE: It is stressed there will be no important loss of braking performance, if the stators are
retained in service up to the limit of permitted deterioration.

(6) Examine the pads for deterioration. At all stages of wear, surface deterioration such as edge
crumbling, cracking or 'crazing', can be ignored.

(7) A condition where any area of pad material has broken cleanly away, showing the bare backing
plate, indicates adhesion failure and makes the heat pack unserviceable; an advance stage of this
condition is illustrated in B, on (Ref. Figure 601).

(8) Do a check for material breakaway (Ref. Figure 601, Detail A). Where breakaway has occurred,
make sure of the adhesion of the remaining pad material by attempting to lift with the end of a
suitable tool. To avoid damage by excessive leverage the tool used should be of limited rigidity
and length e.g. a penknife. Remove any loose or crumbling pad material and assess serviceability
as follows:

(a) The total loss of pad material per stator face must not be more than 4.0 sq.in.

(b) The loss of material per pad must not exceed 1.5 sq.in.

NOTE: The total area of pad is approximately 5.33 sq.in.

(c) Where loss of material has occurred on any one pad, within the limits of paragraph (8)(b),
deterioration of the pads on either side of it can have edge crumbling, cracking or 'crazing'
(paragraph (6)), but breakaway of pad material (paragraphs (7) and (8)) is not permitted.

(9) Visually examine the outer edges of the backing plates for fractures. No fractures are permitted.

(10) Examine the pressure and thrust plates for damage, distortion and corrosion. Dishing in excess of
0.030 in. makes the heat pack unserviceable. Keep the distorted plates for possible reclaim as
given in the Dunlop Overhaul Manual DM1339 (Pre-Mod.257668A) and Dunlop CMM 32-43-26
(Post-Mod.257668A). Limited corrosion of pressure plates may be rectified as in the Dunlop
Overhaul Manual DM1339 (Pre-Mod.257668A) and Dunlop CMM 32-43-26 (Post-Mod.257668A).

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Figure 601
Typical Serviceable and Unserviceable Brake Pads

(11) Examine the thrust plate retaining bolts for damage and condition of threads.

4. ROTOR ASSEMBLY INSPECTION

NOTE: Failure to comply with any one of the following inspection procedures will make the complete heat
pack unserviceable.
Segments may distort and become tight after a period of service. This condition is normal and should
be ignored.

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A. Procedure
(1) Do a check of the width reduction of the segment tenons due to brinelling. The minimum permitted
width of the tenon is 0.965 in. Do not file or dress the abutment faces.

(2) Remove any adhering pad material by a suitable means.

(3) Visually examine the friction faces of the segments. Two types of defect may be found; the second
sometimes being a development of the first.

(a) Plate 1 of (Ref. Figure 602) shows deterioration in the form of a series of very fine surface
cracks similar to glazing cracks in pottery. The different areas illustrate the variety of ways
this fault may first develop. Comparatively extensive surface cracking of this nature is
permissible in the central areas of the segments and some degree of judgement must be
used in assessing the condition. A segment with a total area of surface cracking similar to
that shown on Plate 1 may be regarded as serviceable but any extension beyond this,
particularly to the areas above and below the slot may warrant rejection. The fine surface
cracks on the tongue and above and below the slots, shown in areas X, Y and Z on Plate 2,
are permitted, if the cracks do not extend to the edge of the segment in the general direction
of P and R.

(b) Plate 2 of (Ref. Figure 602) illustrates how the minute surface cracks shown on Plate 1 may
eventually join to form major cracks. Any one of the major cracks shown and major cracking
of any kind on the tongues and above and below the slot would make the assembly
unserviceable.

(c) Cracks similar to those shown on Plate 2 irrespective of whether they have developed from
minor surface cracks, or whether they are isolated, must be judged in accordance with the
following principles:

1 Cracks up to 0.375 in. long are permitted in the central area if they show no tendency to
join and form major cracks and if they cover only a limited area of the segment.

2 Short cracks similar in magnitude to those illustrated on Plate 2 but less than 0.375 in.
long still render the assembly unserviceable if within 0.375 in. of a segment edge or
slot.

Examples:
• The major cracks shown at A, C and D, because of their length, render the
assembly unserviceable.
• The crack shown at B, although short, renders the assembly unserviceable
because it is within 0.375 in. of the segment edge.
• The fine surface cracks at X, Y and Z are permitted, provided that the cracks
do not extend to the edge of the segment in the general direction of P and R.

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Figure 602
Cracks in Rotor Segments

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Figure 603
Rotor Shrinkage Gauge

(4) Check for excessive waisting. Assessment of condition must be based on service experience.
Waisting is a normal wear condition which has little detrimental effect.

(a) Subject to serviceability as given in the previous subparagraphs, place the assembly in the
shrinkage gauge. Select one segment for shrinkage check. Push the selected segment and
those at 90°, 180° and 270° in the directions indicated by arrows (Ref. Figure 603), using
light hand pressure. Do a check of the tenon engagement and bore clearance of the selected
segment. The pin gauge provided must not enter between the outer edge of the tenon and
the shrinkage gauge. The bore clearance must not be less than 0.062 in. and if necessary
may be restored by dressing the inner edge of the segment. Do these checks again on all
segments in turn.

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5. ACTION AFTER AN EMERGENCY STOP

WARNING: Exercise caution when approaching wheels after an emergency stop and allow an
adequate cooling period to elapse before attempting any removal of wheels or brake
units.

A. Procedure
NOTE: After an emergency stop has been reported by the pilot, let the brakes to cool, raise each
wheel in turn, and examine each wheel/brake combination in the following sequence.

(1) Brakes:

(a) Make sure that the brakes have cooled until they can be touched by hand.

(b) Pressurize the brake system for five minutes and do a check for leakage at the brake units. If
any leaks cannot be rectified renew the defective brake unit.

(c) Do a check of progress of the heat pack wear (Ref. paragraph 6).

(d) Check for freedom of rotation and indication of brake disintegration.

(e) Select the wheel/brake combination judged to have been the hottest and remove the wheel.
Carry out the complete brake inspection.

(f) Should either brake unit be unserviceable, the remaining brake units must be inspected in
the same way.

(g) Re-assemble a serviceable brake unit as detailed in (Ref. 32-40-114, 401).

(2) Wheels:

(a) Examine each wheel for visual signs of excessive heat or flange deformation. Renew any
wheel that shows such damage.

(b) Remove any wheel with a blown fusible plug and return it to base for the following
examinations (c) and (d).

(c) Aluminium alloy wheels - Do a check of the hardness of the brake side hub material at four
equal spaced points around the outer end face of the hub center. One point must be in the
area considered to have been the hottest as indicated by paint discoloration. If the hardness
at any point is less than Brinell 120 (or equivalent) reject the hub.

NOTE: If the hub center is inaccessible using the equipment available, apply the checks to
the end face of the flange.

(d) Examine the wheel in accordance with (Ref. 32-40-41, 601) make sure that the distortion
checks are done.

(3) Tires:

(a) Scrap a tire on a wheel with a blown fusible plug. The tire on the adjacent wheel will have
been overstressed and must be removed for examination (Ref. 32-40-41, 601).

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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

(b) Renew tires which show signs of overheating, that is, blistering, chafing, melting or incipient
bead failure indicated by irregularities in the moulding lines near the wheel flange.

6. CHECK BRAKE PACK WEAR

A. Pre-Mod.257668A
(1) Pressurize the brake and do a check of the progress of the heat pack wear by measuring the
distance from the front face of the cylinder block, or from the outer face of the slush guard through
the slot provided, to the central boss on the pressure plate, using the wear gauge. Renew the heat
pack when dimension X (Ref. Figure 604) reaches 2.150 in. (or 2.186 in.) with slush guard fitted.

CYLINDER BLOCK

PRESSURE PLATE

DIMENSION ‘X’

HEAT PACK WEAR MEASUREMENT (BRAKE PRESSURISED)

HA32B
029031AA.AI

Figure 604
Wear Checking Details

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B. Post-Mod.257668A
NOTE: A new or unworn brake heat pack is reflected by a 0.5 in. indicator pin protrusion.

(1) Pressurize the brake and do a check of the wear indicator pin. Wear is measured by the amount of
pin protrusion from the indicator bracket with the brake pressurized. Renew the heat pack when
the end face of the indicator pin is flush with face 'B' (Ref. Figure 605) of the indicator bracket with
the brake pressurized.

Figure 605
Wear Checking Details

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LANDING GEAR
STEERING

ADJUSTMENT/TEST
500500

1. INFORMATION
WARNING: Use care when in the vicinity of landing gear being retracted or lowered. Severe injury
can result from being struck by the landing gear or doors.
WARNING: Ground locking pins must be installed when the main and nose landing gear are in the
down and locked position.
WARNING: Before any part of the landing gear hydraulic system is disassembled make sure that all
hydraulic pressure is released (Ref. 12-29-00, 301).
CAUTION: Before the landing gear is retracted, make sure that the landing gear bays are free from loose
articles and the landing gear retraction path is free from obstruction.
CAUTION: Hydraulic fluid drained or bled from the hydraulic system is to be discarded. Use only new
hydraulic fluid to replenish the system or ground test rigs.

Equipment/Material Part/Item No.

Wire, corrosion resistant 651 (Ref. AMM 125/H-20, 20-95-601)
Cable tensiometer with 10 cwt cable riser Teleflex T5/2002/401/00 (Ref. ITEM 27-00-01)
Rigging pin set 25-8Y59-1A (Ref. ITEM 27-00-04)
Spring balance (to read 0.1 lb (0.05 kg) Local supply
Cord, to wrap around steering handwheel Local supply
Tape, to wrap over cord on steering handwheel Local supply

NOTE: For routine lubrication data (Ref. AFMS - 800, Part 7 - Lubrication).

2. ADJUSTMENT/TEST

A. Preparation
(1) Make sure that the ground locking pins are installed (Ref. 10-00-00, 201).

(2) Raise the airplane on jacks (Ref. 07-10-00, 201).

(3) Remove the fairing from the left side console in the flight compartment.

(4) Remove the center floor panel in the flight compartment.

(5) Connect a hydraulic test rig to the airplane (Ref. 12-29-00, 301).

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(6)

Figure 501
Nose Wheel Steering Adjustments

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B. Steering System Adjustment

(1) Install a rigging pin in the cable drum on the aft face of the nose gear bay rear wall (Ref. Figure
501).

(2) Do a check of the rigging marks on the handwheel assembly. With the white mark on the
handwheel at the top dead center position, make sure that the mark on the lower shaft stop aligns
with the mark on the inboard shaft mounting.

(3) Make sure that the tension of the endless chain appears normal.

NOTE: The chain tension is set on installation by adjustment of the shims between the lower shaft
mounting assemblies and the spacer blocks. Equal shim thickness is required at each of
the four securing bolts.

(4) Keep the handwheel in the center position, as in paragraph 2.B. (2), make sure that the larger
chain is equally positioned about its sprocket.

(5) Put the tensiometer in position midway along the longest cable run between the pulley and fixed
block. Adjust the cable tension to 20 lb.

(6) At the nose leg, remove the nose wheel steering disconnect pin.

WARNING: Take care when you release pressurized nitrogen from the strut.
• Put on safety goggles and protective clothing.
• Release the pressure slowly.
• A sudden release of pressure is dangerous and can cause injury.
CAUTION: Failure to release the pressure slowly may result in damage to the strut internal stops.

(7) Slowly release the nitrogen pressure from the strut through the charging adaptor and make sure
the strut is fully bottomed.

(8) Turn the nosewheel axle approximately 20 degrees horizontally to the left and make sure the
self-centering cam disengages. Turn the axle to the center and make sure the self-centering cam
engages. Turn the axle to the right and repeat the sequence.

(9) Pressurize the hydraulic system (Ref. 12-29-00, 301).

(10) Make sure that the cable drum rigging pin is in position, with the nose gear locked down and the
nose wheel centralized by the self-centering cam.

(11) Make sure that the steering sleeve and the torque link sleeve are aligned and that the steering
disconnect pin is easy to install.

NOTE: If the sleeves are not aligned, adjust the length of the connecting rod at the steering
actuator selector.

(12) Connect the adjustable connecting rod.

NOTE: When the connecting rod is connected to the bottom lever or the steering actuator valve,
make sure that the bolts are installed upwards with the head of the bolts below the fork
ends.

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(13) Make sure that the connecting rod ends are in safety and lock with wire (Item 651).

(14) Install the steering disconnect pin and remove the cable drum rigging pin.

(15) At the handwheel lower shaft assembly, loosen the adjustable stop locknuts and screw the
adjustable stops into the lugs to increase the clearance.

(16) Inflate the nose gear strut to a pressure of 25 psi (1.7 bar).

(17) Operate the handwheel slowly between full left and full right. Make sure that the steering actuator
operates smoothly over the full range.

(18) Make sure that the stroke of the actuator is between 2.84 and 2.88 in. (72.1 and 73.1 mm).

(19) Turn the handwheel slowly to full left until the steering actuator reaches the limit of its travel.
Release the handwheel to let the steering selector valve to return to neutral.

(20) Screw out the stop bolt at the handwheel lower shaft until contact is made with the mounting
assembly. Tighten the locknut.

(21) Do paragraphs 3.B. (19) and (20) with the handwheel turned full right.

(22) Lock the stop bolts to the stop with wire (Item 651).

(23) Lock the locknuts together with wire (Item 651).

(24) Make sure that the landing gear is locked down and the forked lever is located around the roller on
the drag stay.

(25) Stop the hydraulic test rig and release the hydraulic pressure (Ref. 12-29-00, 301).

(26) Do the steering on/off valve test (paragraph 2.C.) or close up (paragraph 2.D).

C. Steering On/Off Valve Test

(1) Do the preparation (para. 2.A.) as necessary.

(2) Adjust the connecting rod between the mechanical indicating fork and the steering on/off valve so
that the valve is between 0.05 and 0.07 in. (1.27 and 1.78 mm) short of maximum extension.

(3) Make sure that the connecting rod ends are in safety and lock with wire (Item 651).

(4) Remove the nosewheel landing gear ground locking pin.

(5) Set the landing gear control lever to UP. Pump on the airplane ground servicing handpump until
nose gear lock is just broken.

(6) Pull the PULL EMERG U/C handle to select the auxiliary hydraulic system.

(7) Set the landing gear control lever to DOWN.

(8) Start the hydraulic test rig and make sure that, with the nose gear unlocked, the nosewheel
steering does not operate.

(9) Push the PULL EMERG U/C handle to the normal (fully in) position to reset the auxiliary system
dump valve. Make sure that the landing gear moves to the locked down position.

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(10) Operate the nose wheel steering handwheel slowly between full left and full right. Make sure that
the system operates smoothly over the full range.

(11) Stop the hydraulic test rig and release the hydraulic pressure (Ref. 12-29-00, 301).

(12) Install the nosewheel landing gear ground locking pin.

D. Close Up
(1) Disconnect the test rig and install the protective caps on the quick release connectors.

(2) Make sure that the hydraulic reservoir level is correct and replenish as necessary (Ref.
12-29-00, 301). Close the rear equipment bay access door.

(3) Inflate the nose gear oleo to the correct pressure (Ref. 12-32-00, 301).

(4) Install the center floor panel in the flight compartment.

(5) Install the fairing on the left side console.

(6) Lower the airplane to the ground (Ref. 07-10-00, 201).

(7) Make sure that the work area is clean and clear of tools and other equipment.

3. STEERING SYSTEM FRICTION CHECK

WARNING: The ground locking pins must be installed when the main and nose landing gear are in
the down and locked position.
CAUTION: This check can be done with weight on wheels when the conditions that follow are applied:-
• Nose wheels centralized with the steering handwheel at neutral.
• Steering disconnect pin removed.

A. Procedure
(1) Make sure the ground locking pins are installed (Ref. 10-00-00, 201).

(2) Make sure the nose wheels are centralized and the steering handwheel is at the neutral position.

(3) Make sure the hydraulic system pressure is released (Ref. 12-29-00, 301).

(4) At the nose leg, remove the steering disconnect pin (Ref. 09-00-00, 201).

(5) Disconnect the adjustable connecting rod to the steering actuator selector valve (Ref. Figure 502).

(6) Do a check for freedom of movement of the bearing on the adjustable connecting rod and check
the bearing on the rod end of the selector valve.

NOTE: On completion of paragraph 3.A. (6), make sure the adjustable connecting rod is kept
clear of the operating lever.

(7) Use tape to secure one end of the cord to the steering handwheel, wind the cord around the rim of
the steering handwheel (as shown) and attach a spring balance to the cord.

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Figure 502
Component Location for Steering Friction Checks

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(8) Operate the steering handwheel through the full range of movement.Make sure that the load
required to operate the handwheel through the full range of movement does not exceed 0.75 lb
(0.34 kg). The load check is to be done in both directions.

NOTE: If the load exceeds 0.75 lb (0.34 kg), disconnect the steering spring strut to find where in
the circuit the friction exists. Further disassembly may be required to identify and correct
the cause of friction.

(9) If during paragraph 3.A. (8) backlash in the system is noted, then do a check of the tension of the
steering control cables.

(10) Install or connect the components that were disconnected or removed during paragraph 3.A. (8)
and/or (9).

(11) On completion of the check, remove the cord and spring balance from the steering handwheel.

(12) Connect the adjustable connecting rod.

NOTE: When the connecting rod is connected to the bottom lever or the steering actuator valve,
make sure that the bolts are installed upwards with the head of the bolts below the fork
ends.

(13) Install the steering disconnect pin.

B. Close Up
(1) Make sure the work area is clean and clear of tools and any other equipment.

4. SPRING STRUT BREAK-OUT LOAD TEST

For the break-out load test (Ref. OM 125-800, 32-50-00, 101).

5. STEERING FUNCTIONAL TEST

A. Procedure
(1) Make sure the ground locking pins are installed (Ref. 10-00-00, 201).

(2) Install a rigging pin in the cable drum on the aft face of the nose gear bay rear wall.

(3) Make sure that the white rigging mark on the handwheel is at top dead center.

(4) Remove the rigging pin from the cable drum.

(5) Remove the steering disconnect pin (Ref. 09-00-00, 201).

(6) Connect a test-rig to the airplane hydraulic system and pressurize the hydraulic system (Ref.
12-29-00, 301) or start the engine (Ref. 71-00-00, 501) and pressurize the hydraulic system if a
test-rig is not available.

(7) Operate the nose wheel steering handwheel slowly between the full left and full right. Make sure
that the steering actuator operates smoothly over the full range.

(8) Turn the handwheel slowly to full left until the steering actuator reaches the limit of its travel.
Release the handwheel to enable the steering selector valve to return to neutral.

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(9) Turn the handwheel slowly to full right until the steering actuator reaches the limit of its travel.
Release the handwheel to enable the steering selector valve to return to neutral.

(10) Stop the hydraulic test-rig and release hydraulic pressure (Ref. 12-29-00, 301) or stop the engine
(Ref. 71-00-00, 501) and release the hydraulic pressure (Ref. 12-29-00, 301) if required.

(11) Install the steering disconnect pin (Ref. 09-00-00, 201).

(12) Disconnect the test-rig and install the protective caps on the quick release connectors (Ref.
12-29-00, 301).

B. Close Up
(1) Make sure the work area is clean and clear of tools and any other equipment.

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LANDING GEAR
INDICATING SYSTEMS
32-66-00

MECHANICAL INDICATING SYSTEM

MAINTENANCE PRACTICES
200200

1. INFORMATION

Equipment/Materials Part/Item No.

Grease, extreme low temperature 034 (Ref. AMM 125/H-20, 20-95-11)
Grease, extreme pressure (low temperature) 078 (Ref. AMM 125/H-20, 20-95-11)
Cleaner, solvent 219 (Ref. AMM 125/H-20, 20-95-201)

2. PROCEDURE

A. Preparation

MECH INSP
(1) Raise the airplane on jacks (Ref. 07-10-00, 201).
(2) Release the main system hydraulic pressure (Ref. 12-29-00, 301).

B. Lubrication of the Nose Gear Mechanical Indicator Cable

MECH INSP
(1) Disconnect the Teleflex cable adjustable-end at the Teleflex lever (Ref.
Figure 201, Sheet 1 and Sheet 2).
(2) Clean the cable rod end and the cable outer sleeve with a lint-free cloth.
(3) Slide the rubber end seal back from the outer sleeve and make sure the seal
is clean and has no cracks.
(4) Put a thin layer of grease (Item 034) on the sliding portion of the rod end.
(5) Slide the rubber seal in to position over the outer sleeve.
(6) Push and pull the Teleflex cable in its outer sleeve and make sure the cable
has full and free movement.
(7) Connect the Teleflex cable adjustable-end to the Teleflex lever with the nut
washer and bolt. Lock the nut and bolt with a new split pin.
(8) Clean the bearing plate assembly with a lint-free cloth.
(9) Apply grease (Item 078) to the bearing plate assembly.
(10) Clean the lever assembly with a lint-free cloth.
(11) Apply grease (Item 078) to the lever assembly.

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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

MECH INSP
(12) Adjust the mechanical indicating system as required (paragraph 2.D.).

C. Lubrication of the Mechanical Indicator Shaft

MECH INSP
(1) Disconnect the Teleflex cable adjustable-end from the Teleflex lever by
removing and discarding the split pin and removing the nut, washer and bolt
(Ref. Figure 201, Sheet 1 and Sheet 2).

NOTE
Make sure the bush is retained in the Teleflex lever.
(2) Remove and discard the split pin, remove the Teleflex lever attachment nut
and washer.
(3) Remove the Teleflex lever from the mechanical indicator shaft.
(4) In the nose landing gear bay, on the left side, remove and discard the split
pin, and remove the nut with the washer from the forked lever. Remove the
clamp bolt.
CAUTION
A maximum of four shims can be installed between the forked lever and the drag
stay pick-up fitting. Make sure the shims are collected and retained for any required
adjustment during installation.

(5) Carefully remove the shaft from the forked lever and the drag stay pick-up
fitting. Collect and retain the shims.

NOTE
The shaft can only be removed from the flight deck side.
(6) Clean the shaft and the drag stay pick-up fitting hole with solvent (Item 219)
and lint-free cloth.
(7) Do a check of the shaft and the hole in the fitting for corrosion or damage.
Remove any damage or corrosion, or replace the shaft as necessary.
(8) Apply a thin layer of grease (Item 078) to the shaft and make sure the two
undercuts on the shaft are packed with grease.

NOTE
Apply grease to, but do not pack, the thread undercut or the clamp bolt groove.
(9) In the flight deck, install the shaft into the drag stay pick-up fitting.
(10) In the nose gear bay, align the forked lever and the square on the shaft.
(11) Install the retained shims and the forked lever to the indicator shaft. Install the
clamp bolt with the washer and nut. Tighten the nut.

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MECH INSP
(12) Align and install the Teleflex lever and secure with the washer and nut.
Tighten the nut and lock with a new split pin.
(13) Make sure there is a clearance of 0.010 to 0.020 in. (0.25 to 0.51 mm)
between the forked lever and the drag stay pick-up fitting. Adjust the shims,
installed at paragraph (11), as necessary to obtain the correct clearance.
(14) Tighten the clamp bolt nut and lock with a new split pin.
(15) Connect the Teleflex cable adjustable-end to the Teleflex lever with the bolt,
washer and nut. Lock the nut with a new split pin.
(16) Check and adjust the mechanical indicating system as required
(paragraph 2.D.).

D. Adjust Mechanical Indicating System

NOTE: Use the hydraulic system servicing hand pump to obtain landing gear movement during the
following adjustments.

MECH INSP
(1) Measure the clearance between the forked lever and the drag stay pick-up
fitting (Ref. Figure 201, Sheet 1 and Sheet 2). Adjust the shims as necessary
(Ref. para 2.C.(13)).
(2) Remove the nose gear ground locking pin.
(3) With the nose gear down, but unlocked, adjust the Teleflex cable so the
indicator in the flight compartment is 0.05 to 0.10 in. (1.27 to 2.54 mm) below
the face of the control pedestal.
(4) Retract the nose gear fully and make sure that, during retraction, the
mechanical indicator lever on the drag stay clears the fork lever. Make sure
there is no locked-down indication during retraction or at the completion of
retraction.
(5) Lower the gear, and make sure on locking down, the mechanical indicator
lever re-engages in the fork lever. Make sure the indicator in the flight
compartment moves up the correct minimum amount of 0.6 in. (15.24 mm)
from the unlocked position.
(6) Adjust the connecting rod from the forked lever to the nose wheel steering on/
off valve (Ref. 32-50-00, 501).
(7) Connect and lock all items that were disconnected.
(8) Install the ground locking pins and lower the airplane (Ref. 07-10-00, 201).

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 HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

Figure 201 (Sheet 1 of 2)

Mechanical Indicator System - Nose Gear

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HAWKER 800 AIRCRAFT MAINTENANCE MANUAL

Figure 201 (Sheet 2 of 2)

Mechanical Indicator System - Nose Gear

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