| AN 01-25CN-2 | PARAGRAPH 1 |
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22. Replace and tighten the filler plug caretully so as not to damage the threads or valve stem. The copper gasket should be replaced whenever a filler plug is reinstalled to guard against leakage at the filler plug. 23. With the fluid at the proper level, inflate the strut through the air valve with a high pressure hand pumv. Do not use compressed air. Rock the airplane while inflating the strut so that the strut will alternately extend and retract to overcome packing friction. When fully inflated, both struts must have under a full load the proper extension of two inches between the cylinder and piston collar.
24. After inflation, test the valvei valve core and filler plug carefully for leaks by brushing a mixture of soap and water around the unit. 25. Small amounts of air can be removed from the strut by depressing the valve core. Exercise extreme care to allow the air to escape slowly to avoid damaging the valve seat. Support the tool used to depress the valve core against the lip of the valve stem. Care should be exercised to prevent damage to the filler plug and air valve assembly by excessive tightening of the air hose connection with pliers or other tools. If leakage occurs at the hose connection to the air valve and cannot be stopped by hand tightening, replace the fitting gasket in the pump hose. (e) TO ADJUST THE WARNING SYSTEM. 1. LANDING GEAR ~ SWITCH. - This switch needs to be adjusted after installation of the retracting strut. The adjustable bolt at the bottom of the bell crank on each retracting strut, should be set to move the switch to the open of "'Off" position when the locks are fully engaged. 2. THROTTLE SWITCHT The location of the actuating cam on the throtde bellcrank on the forward side of the firewall should be adjusted to actuate the warning signal when |
the engine is throttle down to 1000 r.p.m. and the gear is not locked down. To adjust the cam, loosen the lock nut and turn it in or out to the desired position anti tighten the lock nut. (f) TO REMOVE THE MASTER BRAKE CYLINDER FROM THE AIRPLANE. 1. Bleed the brake system at the bleeder screw on the inner wheel fairing. 2. Disconnect the hydraulic hose at the tube connections on the armor plate at Station 2A. 3. Disconnect the clevis end of the brake treadle control rod. 4. Remove the four bolts securing the cylinder support assembly to the armor plate at Station 2A and remove the cylinder from the fuselage. (g) TO DISASSEMBLE THE MASTER BRAKE CYLINDER UNITS. 1. Remove either plug on the top of the cylinder and turn the cylinder upside down to drain the hydraulic fluid. (See Fig. 59.) 2. Remove the transfer valve assembly, using a 7/16-inch wrench. Then unscrew the disc retainer at the inner end of the transfer valve assembly with a 7/16-inch wrench. Remove the disc, wash, blow out, and clean all parts. 3. Remove the lock screws, one in the upper and one in the lower end fitting. In the manufacture of the unit, the end fittings are lined up and machined with the housing or cylinder to which they belong. Therefore, if disassembling more than one unit at a time, it is very important to keep the parts of the dif. ferent units separate. 4. Place the cylinder in a vise with aluminumcovered jaws and turn off the lower end fitting. 5. Turn the cylinder around in the vise so that the lower end is up and remove the cotter pin and nut on this end. After the nut has been removed, the two halves of the unit can.be pulled apart. The lower half is the "Housing-Complete Assembly"' containing the parking spring and ratchet. The upper half is the "Cylinder-Complete Assembly" and "Transfer Valve Assembly" containing all parts necessary for the hydraulic operation of the unit. |
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