King Air Landing Gear, Brakes & Steering Diagnostics
Explore the named components, make a prediction, then connect the supplied result to the system. This workshop adds coached practice alongside the course handbook and assessed lab.
King Air gear actuation, brake pressure and steering
Compare electric-pump and hand-pump gear paths, then keep wheel braking and nose steering tied to their own pressure sources and mechanical conditions.
The normal and alternate gear sources share required gear fluid but have distinct routes; the brake circuit is separate and steering depends on actual gear geometry.
Recorded state: before the supplied change
Green outlines identify components named in the selected exercise record; they do not indicate a healthy component.
Named connections and what each arrow means
- Normal electric power pack → Selector, shuttles and return routesPhysical relationship: Normal selected hydraulic pressure / return
- Normal electric power pack → Alternate hand pumpPhysical relationship: Required gear fluid through hand-pump suction
- Alternate hand pump → Selector, shuttles and return routesPhysical relationship: Alternate pressure shifts shuttles and opens dump return
- Selector, shuttles and return routes → Gear actuators and mechanical downlocksPhysical relationship: Actuator pressure plus displaced-fluid return
- Gear actuators and mechanical downlocks → Nose steering yoke and spring linkPhysical relationship: Actual nose-gear geometry changes steering relationship
- Separate brake circuit and parking valves → Nose steering yoke and spring linkPhysical relationship: Wheel braking can supplement steering when used
Normal electric power pack
Convert motor energy into directed hydraulic pressure for normal gear movement.
Supplied record: Motor unavailable
How it works with the rest
The left-wing power pack includes motor, pump, two-section reservoir and solenoid selector. Regulated reservoir air prevents cavitation. Motor power, selector command, hydraulic output and return flow are distinct requirements. Early and later/kit electrical protection branches differ; no universal protective time or motor-current value is assumed here. Normal motor loss alone does not establish whether the alternate fluid supply is available.
What the evidence must show
Record actual motor availability and task-qualified hydraulic preparation without inferring the hand-pump supply from a low-fluid warning alone.
Selected: Normal electric power pack
Follow the change through the system.
Fictional King Air hydraulic trainer: a DOWN request exists, the gears are not yet fully extended and normal electric drive is unavailable. The supplied record independently establishes adequate required fluid for the hand pump, qualified preparation, free actuators, serviceable alternate shuttle/dump routing and a maintenance service valve in its extension configuration. The next trainer record supplies hand-pump input and then full handle stow. No aircraft extension procedure or pump-stroke count is provided.
Before the recorded change
Normal motor unavailable; required alternate fluid and complete pressure/return routes available. Physical downlocks are not yet established.
Next observation
Choose your prediction before revealing the supplied result.
Reference: 130-590031-11 supplied Chapter 32: 32-30-00 pp.1-3 Apr 1/2018; 32-00-00 p.1 Apr 1/2018.
Course applicability and study references
Formative supplement to TM-068 Rev B using the supplied B300/B300C maintenance manual 130-590031-11 Chapter 32, list of effective pages Nov 1/2025 and individually dated tasks. The standard brake description is used; ER/CER five-piston equipment and its wear criteria are separate. Fictional trainer states introduce no cycle time, pressure limit, tow angle or maintenance sequence. Actual aircraft effectivity and tasks require applicable instructions. Existing assessed work and completion remain separate.
- Supplied King Air gear actuation and retention
B300/B300C maintenance manual 130-590031-11 Chapter 32, supplied list of effective pages Nov 1/2025. 32-00-00 p.1 and 32-30-00 pp.1-3 are dated Apr 1/2018. Normal pressure/return, distinct alternate shuttles and dump return, shared required gear fluid, hand-pump stow relief, and mechanical DOWN versus hydraulic UP retention. No universal early/later protection timing or fluid-reserve guarantee is inferred.
- Supplied King Air brake and steering descriptions
Same manual: 32-40-00 pp.1-2 32-41-00 p.1 and 32-50-00 p.1 Apr 1/2018; 32-50-03 pp.501-503 Apr 15/2023. Separate brake reservoir/master generation, parking retention and standard three-piston friction stacks; mechanical spring-link/yoke steering and its actual retracted relationship. ER/CER five-piston equipment and any numeric wear, inflation or tow criteria are outside these records.
Original learning diagrams and supplied training records explain the stated relationships. Current aircraft-effective instructions and authorization govern actual maintenance.