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(3) Operate the hand pump
up
and down until the down indicator
(green) light comes on, and continue pumping until the landing gear
handle returns to "down neutral". Allow 2 to 3 minutes for this
operation.
NOTE
If
the emergency hand pump cannot be operated and seems
to be "frozen, " it is because there is normal hydraulic pres
sure from the engine-driven pump, and the hand pump can
not be operated against
it.
In this event, refer to the in
structions in the following paragraphs.
LANDING WITHOUT POSITIVE INDICATION OF GEAR LOCKING.
If
during landing gear extension, the gear handle does not return to
neutral and the green light does not illuminate,
it
is possible that a mal
functiOning limit switch is preventing the transfer of hydraulic pressure
from the landing gear system to the gear door actuators.
In
this case the
landing gear doors would remain open. Observe that the main gear is ex
tended and have a tower operator or another airplane confirm that the
nose gear is extended. In the absence of outside help, a nose wheel shad
ow can be observed at low altitude in sunlight
by
banking so as to obtain a
side profile of the airplane.
At
nighttime the nose wheel shadow can be
seen
by
the copilot when the airplane is within 50 feet of the ground with
the landing light on. The landing should then be accomplished as in steps
(1) through (5) below.
(1) Make a normal full-flaps approach.
(2) Holding the landing gear handle in the "DOWN" position and
maintaining a minimum of 1000 RPM on the front engine, complete
the landing and taxi clear of the runway.
(3) Shut down the rear engine.
NOTE
Maintaining 1000 RPM on the front engine and holding the
gear handle "DOWN" secures the landing gear in the ex
tended position by hydraulic pressure. (When an optional
rear-engine hydraulic pump is installed, hydrauliC pres
sure is available from the rear engine also.)
(4) BEFORE reducing engine RPM or releaSing the gear handle, have
ground personnel depress the tail until the nose gear is off the ground.
NOTE
The nose gear requires hydraulic pressure to hold it
in the "DOWN" pOSition
if
it is not mechanically locked.
(5) Stop the engine and determine that the nose gear is mechanically
locked down BEFORE lowering the nose wheel to the ground.
LANDING WITH DEFECTIVE NOSE GEAR.
If
the nose gear does not extend or only partially extends, and ob
.ervers verify
it
is not down, prepare for a wheels-down landing as
follows:
(1) Transfer movable load to baggage area, and front seat passenger
to rear seat
if
a rear seat pOSition is unoccupied.
(2) Select a hard-surfaced or smooth sod runway.
NOTE
If
terrain is rough or soft, plan a wheels-up landing as
presented under "FORCED LANDING (Precautionary
Landing with Power)" in lieu of the following steps.
(3) Place landing gear handle "DOWN. "
(4) Extend flaps full down.
(5) Turn off master switch.
(6) Land in slightly tail-low attitude.
(7) Pull mixture controls to idle cut-off (ICO").
(8) Turn ignition/starter switches "OFF."
(9) Hold nose off the ground as long as possible.
(10) Turn fuel selectors to "FUEL OFF."
(11) Evacuate the airplane as soon as
it
stops.
LANDING WITH DHECTIVE MAIN GEAR.
If
the main gear does not extend or only partially extends, prepare
for
a wheels-up landing as follows:
(1) Landing Gear -- Retract.
(2) Select a hard-surfaced runway or a sod runway known to be
smooth and level.
(3) Feather the front propeller and position it horizontally with
the starter.
3-11
3-10
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