Beechcraft Manual Landing Gear Extension
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- เผยแพร่เมื่อ 21 ธ.ค. 2022
- In this episode of the ABS Hangar, Tom explains the Beechcraft manual landing gear procedure.
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Do we ever need to test/verify the hand-crank system?
Yes, it's a good idea to occasionally check the proper operation of the manual landing gear extension system. First, for the pilot’s own currency and preparedness he/she should perform a manual extension using the checklist procedure (and our suggested workload-reducing technique) every couple of years, both using the autopilot and while hand-flying the airplane to simulate extending the gear because of electrical failure.
Next, there are checks of the landing gear system that involve at least partial manual extension that are part of the 100 Hour/Annual Inspection checklist in the Beech maintenance manuals and expanded upon in the ABS Guide to Landing Gear Inspection, Maintenance and Repair, free to members on the ABS website.
Third, the ABS Technical Advisors suggest checking the dynamic brake tolerances perhaps halfway between annuals to ensure the limit switches stop the landing gear motor before the gear transmission reaches a mechanical stop. The transmission sector gear should stop just before it reaches the internal stop to prevent damage to the gear.
If you have additional questions, you can log in to the Tech Tips section of the ABS Member Forum on our website (www.bonanza.org/community/member-forum/) and ask your questions there!
Best two points from this excellent video: 1) fly the airplane and, 2) take your time. This is an ABNORMAL, so don’t make it an EMERGENCY. Thanks, Tom, for another great lesson.
Thank you for another nice instructional video, Mr. Turner!
I had to use manual heat extension on a F33A. To reach and function the gear you are put into a position that denies you the ability to fly the aircraft or see where you are. In my case we had no electrical power and I was going into a major airfield. I had a non pilot in the right seat who I had to get to turn the crank so I could fly the aircraft. At one point he said I can’t turn anymore my arm is done. I explained that now the gear was only part way down and it would be a catastrophe if we tried to land. It’s amazing how much strength he suddenly gained. We had to power so no green lights but thank God we made a beautiful landing. It would be nice if the pilot could manually extend the gear while flying the aircraft…ie…seeing. If you have no power you have no autopilot and in the traffic pattern of an international airport you better be able to have full visual on your surroundings
Great video - added to a recent flight review I conducted. Not an emergency is an excellent point - doing the extension a few turns at a time - use of autopilot is available- all solid advice. Thanks Tom and ABS
Had to hand crank mine down in my V35B quite a few years ago after the gear failed to come down during an ILS approach into Calgary, BC. Biggest thing while cranking is as the video says: Don't get distracted, fly the airplane, it's not an emergency situation. Great video,. Thanks ABS!
I have had to do it one time while airborne in my 1988 A36, when the gear motor quit. I had another pilot with me, so he cranked while I flew the airplane, following the POH checklist. It was much easier with two people. I had the electrical system operating, so we had the gear lights to confirm the gear was down and locked. As suggested in the video, we didn't entirely trust that, and cranked firmly until the crank would not turn any farther. Afterwards, I had my mechanic replace the gear motor. That solved the problem. I was new to the airplane at the time. I had been out with a CFI doing pattern work, practicing the various forms of landing... short field, etc. I suspect that all that gear up and down was the last straw for the gear motor, which was original to the airplane, and had about 1200 hours on it at the time. Our biggest challenge was convincing ATC that it wasn't an emergency, when it occurred while flying an ILS. We had to break off the approach and get a delaying vector to work the problem. They wouldn't leave us alone, constantly calling and wanting more info, which was quite distracting. BTW, Bonanza are awesome airplanes.
Good video. I have done it twice in my F35. Not really a big deal, just a pain in the butt. I cranked it down all at one time.
Had to do this about a month ago. The gear was almost all the way down. Only needed to crank about 5 turns to complete the extension and to get the green lights. Mechanic checked the gear parameters and didn't find anything wrong. Multiple gear retractions and extensions on the jacks without a problem. Two flights since and gear operated normally. Gear motor was overhauled about 100 hrs ago.
Great Video Tom! Best way to keep from ever having to do this, is overhaul the gear motor every 700 hrs. That’s how long it takes to wear the brushes to half their length
700 hrs of flying time, assuming one gear actuation occurs every 30 mins (probably conservative) and motor run time of 12s (again worst-case since newer models have 3-4s time) per actuation means only about 280 mins (let's round it up to 5 hrs) of total motor run time. I am trying to understand what causes such a rapid brush wear in such a short total run time.