Raytheon Beech Baron E55 - Page 307

NaYNmea
Aircraft
Company
BARON
55
AND
58
SHOP
MANUAL
g.
If
the
landing
gear
failed
to retract
in the
preceding
step,
turn
the
master
switch
OFF
and
adjust
the
pressure
switch
(outboard
switch
of the
two
installed in
the
left
main
wheel
well)
as
follows:
1.
Secure
the rolled
up
tubing
so
that
it
will
hold the
airspeed
indicator
reading
at
70
mph.
2.
Connect
a
continuity
tester
across
the
contacts
of the
pressure
switch,
then
turn
the
adjustment
screw
until
the
switch
closes
at
the
70
mph
reading
on
the
airspeed
indicator.
h. Turn the
master
switch
ON;
roll
up
the
rubber
tubing
until the
airspeed
indicator
registers
130
mph;
then
secure
the
tubing
so
that
the
airspeed
indicator
will
hold
that
reading.
i. Retard the throttles.
j.
Slowly
bleed
off
pressure
until the
airspeed
indicator
registers
120
mph.
The
landing
gear
will
extend
immediately
if
the
pressure
switch is
properly
adjusted.
k.
Should
the
landing
gear
fail
to
extend,
turn
the
master
switch
OFF
and
adjust
the
pressure
switch
(inboard
switch
of the
two
installed in
the
left
main
gear
wheel
well)
as
follows:
1.
Secure
the
rolled
up
tubing
so
that
it
will hold
the
airspeed
indicator
reading
at
120
mph.
2.
Connect
a
continuity
tester
across
the
contacts
of
the
pressure
switch,
then
tum
the
adjustment
screw
until
the switch closes
at
the
120
mph
reading
on
the
airspeed
indicator.
i.
Turn the
master
switch
ON
and check the
landing
gear
safety
system
through
the
complete
cycle
of
operation.
RIGGING
THE
LANDING
GEAR
(PRIOR
TO TC-
1721;
TE-990;
AND
TH-493)
WARNING:
To
prevent
possible
injury,
the
emergency
landing
gear
actuator
handcrank
must
always
be
disengaged
when
operating
the
gear
electrically.
Before
starting
the
rigging
procedure,
place
the
airplane
on
jacks
and
start
the
retraction
cycle
enough
to
break
the
downlock
tension
(Ref.
Figure
6).
Apply
a
sharp
load
by
hand
in
an
ah direction
against
the
nose
gear
strut.
If
the
I
main
gear
wheels
move
approximately
1/2
to
1
in.,
it is
a
good
indication
that the
landing
gear
actuator
assembly
needs
overhaul
and/or
adjustment.
CAUTION:
Prior
to
jacking
the
airplane,
ensure
that
an
unbalanced
condition does
not
exist.
Fuel
should
be
distributed
evenly
in
both
wings
to
prevent
an
unbalanced condition which could
cause
the
airplane
to
be unstable
while
on
jacks.
NOTE:
KitNo.
55-8007-1,
Positive Down Lock
Mechanism,
is
available
for
airplanes
TC-251,
TC-344,
TC-355
thru
TC-1720,
except
TC-1402;
TE-1
thru
TE-989
and TH-1
thru
TH-492.
Kit
No.
55-8007-3,
Positive
Down
Lock
Mechanism,
is available for
airplanes
TC-1
thru
TC-354,
except
TC-251
and
TC-344. The
landing
gear
rigging
procedures
for
those
airplanes
having
complied
with
Service
Instructions No.
0724-211 and
installation
of
the
afore
mentioned
kits,
will
be
the
same
as
in
RIGGING
THE LANDING GEAR
(TC-1721
and
After;
TE-990
and
After;
TH-493 and
After).
Whenever
the
landing
gear
mechanism
or
doors
are
removed
or
disconnected,
retract
the
gear
and check
the
rigging.
The
following procedure
for
rigging
the
landing
gear
was
written
on
the
assumption
that
the entire
landing
gear
is
out
of
rig.
CAUTION:
Overtightening
the
nut
on
the bolt that
connects
the
retract
rod
to
the shock
strut
can
bind
the
strut
or
distort the
retract
rod
attach
points
on
the
strut.
Torque
the
nut
only
to
25
to
75
in.-lbs.
E22
SECTION
5
Jun
30/04Page
13