CHAPTER 14 LANDING GEAR AND BRAKES CONTENTS INTRODUCTION LANDING GEAR....... Description Landing Gear Door: Control and Indication Operation ... Emergency Extension... Speedbrakes ... Nutcracker System. Brakes. General. Operation (Airplanes with Decelostats).. Operation (Airplanes with ASC 206).... Parking and Emergency Brake System... NOSEWHEEL STEERING... eevision 5—Apall 1997 FOR TRAINING PURPOSES ONLY 141Figure 14-1 14-2 14-3 14-4 14-5 14-6 14-7 14-8 14-9 14-10 14-11 14-12 14-13 14-14 14-15 14-16 14-17 14-18 14419 14-20 14-21 ILLUSTRATIONS Title Page Gear Handle Safety Lock Release... Main Landing Gear Components... Nose Landing Gear Components. Dowalock Pins and Safety Lock Clamp... Main Gear Door Nose Gear Doors... Gear Position Indictions.... Landing Gear Indications Schematic (Aisplanes SNs 1 through 74} » 14-8 Warming Horn Schematic (Airplanes SNs 75 through 93 and Earlier Airplanes with ASC 108A, Part I1).... and EaticeAupines wif ASE Wa a without ASC 108A, Part D Landing Gear Hydraulic System..... EMER LDG GEAR T-handle Speedbrake Controls and Indicators... Nutcracker System Simplified Schematic (Airplanes without ASC 206 and ASC 257)... Nutcracker System Simplified Schematic (Airplanes with ASC 206)... Brake Operation (Airplanes with Decelostats).... Brake Operation (Airplanes with ASC 206)... Antiskid Dual Indicator Switch. Antiskid Operation Profile Fvslon S—Apr 1807 FOR TRAINING PURPOSES ONLY 14114-22 14-23 14-24 14-25, 14-26 14-27 14-28 Table 14-1 14-lv ANTISKID TEST Switch .... Antiskid System Block Diagram .. Anmtiskid System Schematic Diagram... PARK/EMER BRAKE Handle... Brake Accumulator Air Gage... Nosewheel Steering System... Pip Pin... Title Page ++ 14-10 FOR TRAINING PURPOSES ONLY DECEMBER 1996FlightSafety CHAPTER 14 LANDING GEAR AND BRAKES INTRODUCTION Normal landing gear actuation on the Gulfstream I is hydraulic, but emergency extension is pneumatic. The main and nose gear doors are mechanically and hydraulically actuated. The main gear downlocks are an integral part of the main gear drag braces, while the nose gear is locked down by an overcenter device held in place by a spring-loaded bungee. All three gear retract forward and are locked up hydraulically and mechanically. The main landing gear can: be extended as speedbrakes. ‘The power brakes are initiated by toe pressure on the rudder pedals (normal and auxiliary) or by a manual control T-handle in the cockpit (emergency). Antiskid ensures shortest possible stops under all runway conditions, but is not available when auxiliary or emergency braking is used. Parking and emergency brakes are the same and are powered by the auxiliary hydraulic system or by an accumulator, DECEMBER 1998 FOR TRAINING PURPOSES ONLY e 14-1FlightSafety “A {7 G-I TRAINING MANUAL, LANDING GEAR GENERAL The landing gear consists of a forward-retracting conventional tricycle gear incorporating standard pneudraulic shock struts with dual wheels. In- dividual wheel braking with antiskid protection is available for each of the main wheels. The dual nosewheels are steerable, and, for towing, purposes, the nosewheel steering unit can be manually disconnected without the use of tools. ‘The landing gear is normally powered by the main hydraulic system at 1,500 psi. If the main hydraulic system fails, emergency extension of the gear is accomplished with stored nitrogen pressure (1,900 psi). The main landing gear can be extended to function as speedbrakes. A landing gear position indicating system and an audible warning system are incorporated to provide positive indication of gear position. The nutcracker system (to be discussed later) is also included in the landing gear system to furnish on-ground or in-flight reference information to certain electrical systems in the airplane. DESCRIPTION Each gear incorporates its own individual com- ponents which operate in unison, but indepen- dently of each other. In the event of a malfunction of one gear for reasons other than main hydrau- lic system pressure loss, the other gear will ex- tend and retract normally. If a mechanical or hydraulic failure occurs, the airplane is equipped with an emergency pneumatic system to extend the landing gear. Electrical power is utilized in the system for indication and warning and for the gear handle safety lock. The gear handle safety lock solenoid, located be- hind the copilot’s skirt panel, prevents inadver- tent movement of the mechanically connected 14-2 FOR TRAINING PURPOSES ONLY gear handles while the airplane is on the ground. ‘The safety lock solenoid receives power through the left main landing gear nutcracker system to remove the lock when the airplane becomes air borne. In the event of a malfunction, the safety lock release on the copilot’s gear handle (Figure 14-1) is provided to override (retract) the lock. SAFETY LOCK RELEASE COPILOT'S INBOARD ‘SKIRT PANEL Figure 14-1. Gear Handle Safety Lock Release ‘The major components of the main gear are three actuating cylinders (gear, uplock, and door), timer (sequence) valves, shock strut, drag brace, a brake assembly in each wheel, and four door segments (Figure 14-2). The main gear drag brace incorporates a me- chanically actuated mechanism that provides gear downlocking. Release of the downlock can be accomplished only by retraction hydraulic pressure ‘The major components of the nose gear are three actuating cylinders (gear, uplock, and door), shock strut, drag brace, steering unit, timer (se quence) valves, and two door segments (Figure 14-3). The nose gear downlock is a mechanical over- center device using a spring-loaded bungee and is installed on the aft side of the nose shock strut. DECEMBER 1986FlightSafety TIGHTEN BOLTS TO TORQUE VALUE SPECIFIED IN MAINTENANCE MANUAL. DETAILA 1. FAIRING ASSEMBLY 19. ARM ASSEMBLY 2. DRAG STRUT ASSEMBLY 34. HOOK ASSEMBLY 3. SHOCK STRUT ASSEMBLY 16. DOOR SEQUENCE SPRING ROD ASSEMBLY 4. UPLOCK HOOK ROLLER 17. CRANK ASSEMBLY. 5. DOORS: 18. NEUTRAL PIN BRACKET RROD ASSEMBLY 19. DOOR TIMER ROD ASSEMBLY 7. TIMER VALVE BUNGEE ASSEMBLY 20. GEAR ACTUATING CYLINDER 8. DOORS ACTUATING CYLINDER 21, DOOR TIMER ROD ASSEMBLY 9. TIE ROD ASSEMBLY 22, TRUNNION PIN 10. UPLOCK ACTUATING CYLINDER 23, DECELOSTAT ASSEMBLY 41. ROLLER, 24, DOOR WARNING SWITCH 12, SPRINGS Figure 14-2, Main Landing Gear Components DECEMBER 1988 FOR TRAINING PURPOSES ONLYFlightSafety Ce ee ee 8. UPLOGK CYLINDER 1. NOSE GEAR ACTUATING CYLINDER 2. DRAG BRACE 9, SPRING ROD ASSEMBLY 3. FAIRING 10. SHIM 4, FAIRING TO STRUT ROD ASSEMBLY (2) 11. DOOR ROD ASSEMBLY (2) | STRUT. 32. TIMER CHECK VALVE 18. UPLOCK ROD ASSEMBLY +4. WHEEL BEARING &. DOOR (2) 7. DOOR ACTUATING CYLINDER Figure 14-3. Nose Landing Gear Components FOR TRAINING PURPOSES ONLY 14-3Downlock pins are provided for the main gear; a safety lock clamps to the downlock mechanism, on the nose gear (Figure 14-4), ‘The downlock safety devices must be removed prior to flight. LANDING GEAR DOORS The main gear doors consist of four segments. The hydraulically actuated clamshell (forward) doors are closed with the gear extended or re- tracted, opening only during gear transit. The MAIN GEAR NOSE GEAR Figure 14-4. Downlock Pins and Safety Lock Clamp 14-4 FOR TRAINING PURPOSES ONLY FlightSafety G-I TRAINING MANUAL aft doors, mechanically actuated by gear move- ment, are closed when the gear is retracted. A fairing, also mechanically actuated by gear movement, completes gear enclosure at retrac- tion, Figure 14-5 shows the main gear clamshell doors closed and the aft doors open, which is the normal configuration with the gear extended. Figure 14-5. Main Gear Doors ‘The nose gear is enclosed at retraction by two hydraulically actuated forward doors and a fair- ing mechanically actuated by gear movement. ‘The forward doors are closed with the gear ex- tended or retracted and open only during gear transit. The forward nose gear doors are closed with the airplane on the ground (Figure 14-6) Landing Gear Doors Ground Operation ‘The main gear clamshell doors and the nose gear doors are closed with the gear down and locked. A ground service valve in the nose wheel well allows personnel to open the gear doors to fa- cilitate inspection or maintenance in the wheel well areas (Figure 14-7) DECEMBER 1986FlightSafety G.I TRAINING MANUAL WARNING | Prior to applying electrical power to the airplane ensure that the land- ing gear handle is down, nonessen- tial circuits are deenergized, and personnel are clear of both propel- Jers. Battery voltage through a failed generator reverse current re- lay could motorize the generator, rotating the engine and propeller. NOTE The main entrance (airstair) door must be open (or unlocked) for aux- iliary pump operation with the in- side door (AIRSTAIR) or OUTSIDE DOOR switch. Figure 14-6. Nose Gear Doors NOSE WHEEL WEL OUTSIDE DOOR SWITCH GROUND SERVICING VALVE (NOSE WHEEL WELL, “ (NOSE WHEEL WELL, RIGHT SIDE) (OUISIDE BATTERY SW RIGHT SIDE, AFT) LEFT NACELLE, OUTBOARD Figure 14-7. Gear Doors Ground Operation Controls Revision 3—February 1991 FOR TRAINING PURPOSES ONLY 14-5a_i as The wheel well clamshell doors can be opened from outside the airplane with the OUTSIDE, BATTERY SWitch, using the following procedure: 1. Connect the left battery. 2. Open the door on the outboard side of the left nacelle and turn on the OUTSIDE BATTERY SWitch. 3. In the nose wheel well, rotate the ground servicing valve lever to the DOOR OPEN position, and secure with a safety lockpin (Grumman tool 159GT1007). 4, If airstair door is open: a, Position OUTSIDE DOOR switch (on nosewheel J-box) to OPEN, and hold until all clamshell doors are fully open (auxiliary hydraulic pump will operate) b. Release OUTSIDE DOOR switch to OFF when doors are fully open. 5. If airstair door is closed: a, Unlatch and unlock airstair door (do not open door), using outside controls. b. Move the OUTSIDE DOOR switch to CLOSE (switch will remain in this position). ¢. The auxiliary hydraulic pump will op- erate, and the clamshell doors will open’ d. When doors are fully open, move OUTSIDE DOOR switch to OFF. e. Lock and latch airstair door. 6. Install the following ground safety struts, to prevent inadvertent door closing and possible injury to personnel: a, Grumman tool 159GT1011 (one re- quired for nose doors) b. Grumman tool 159GT1041 (two re- quired for main doors) 7. Position OUTSIDE BATTERY SWitch to off, and close access doors. Disconnect left battery, if desired. 14-6 FOR TRAINING PURPOSES ONLY FlightSafety Trewin! G-I TRAINING MANUAL, WARNING | The landing gear doors must be safetied in the open position prior to entering the wheel wells. With electrical power on the airplane, the gear doors can be opened from inside the airplane by using either EMERG. HYD. PUMP switch to start the auxiliary hydraulic pump. Continue to hold the ground service valve lever in the DOOR OPEN position. Figure 14-8 shows the gear doors opened ———— Figure 14-8. Gear Doors Open Revision 3—February 1981With the valve lever in FLIGHT position, the doors will automatically close when an engine is started. As an alternative, rotate either propeller until the doors are closed. CONTROL AND INDICATION ‘The LANDING GEAR control handles on the pilot’s and copilot’s inboard skirt panels (Fig ure 14-1) are mechanically connected and move WHEEL DOWNLOCK LIGHTS }( () \f }) N ) i( K\ ) za le HORN GUTOFE NORMAL INDICATIONS GEAR DOWN AND LOCKED y WHEEL DOWNLOCK LIGHTS. uP oe za Hi NORMAL INDICATIONS GEAR UP AND LOCKED Figure 14-9. Revision 3—February 1991 FOR TRAINING PURPOSES ONLY FlightSafety G-I TRAINING MANUAL in unison. The handles are mechanically con- nected to two selector valves—one for the main gear (speedbrakes) and one for the nose gear. Moving either handle positions both selector valves simultaneously Landing gear position is provided by three green position indicator lights on the landing gear con- trol panel and red lights in the control handles, Figure 14-9 presents lights indications for vari- ous gear configurations. WHEEL DOWNLOCK LIGHTS | | D S { HORN CUTOFF | NOSE GEAR NOT DOWN AND LOCK‘ 0 WHEEL DOWNLOCK LIGHTS | L | oim_arichr | INTENSITY Sw { HORN CUTOFF (ONE OR MORE GEAR DOORS, NOT FULLY CLOSED Gear Position Indications 14-7FlightSafety U Gl TRAINING MANUAL DOOR SWITCHES SAFE INDICATIONS—APPROACH 200R poor avoseo IN \ OPENED OR ON GROUND uP DOWN _ GEAR DOWNLOCK SWITCHES, wan oe PUP: L POWER OFF ore s_ HoRN CUTOFF RELAY DOOR SWITCHES LEGEND 209 [Bh ccan iwoicarion c103e8 BE car warn : = [Bo torn incur - DOWN GEAR DOWNLOCK SWITCHES a NT Down | oeneo MAIN DG BUS L POWER OFF POWER OFF HORN CUTOFF RELAY UNSAFE INDICATIONS—FLIGHT (DOOR NOT FULLY CLOSED) Figure 14-10. Landing Gear Indications Schematic (Airplanes SNs 1 through 74) 14-8 FOR TRAINING PURPOSES ONLY Revision 9—February 1991The indication circuit (Figure 14-10) consists of six switches—three switches actuated by the landing gear downlocks and three switches ac- tuated by the landing gear doors. A green light on the gear panel will illuminate only when its gear locks down. The red light in the handle can indicate one of two situations. With the landing ‘gear selected down, the red light, if illuminated, is a gear unsafe light. One or more green lights will not be illuminated in this condition. How- ever, with the landing gear lever handle selected up, the red light, if illuminated, is a door un- safe light—that is, one or more landing gear doors have not completely closed. When the LANDING GEAR HANDLE is maved to the DOWN position, the red handle light is illuminated as the gear is in transit. The cor- responding green indicator light illuminates as each gear locks down, and the red light goes out as the last gear locks down, If one gear does not lock down, its green indicator light does not come on and the red handle light remains illuminated. ‘The gear lights can be dimmed with the WHEEL LIGHT INTENSITY SWitch on the copilot’s gear control panel. In addition to gear position indicator lights, a warning horn is also provided. Three configu- rations of warning horn operation, depending on airplane serial number and ASC incorporation, are discussed in the following text. The three configurations are: © Airplanes SNs 1 through 74 * Airplanes SNs 75 through 93 and earlier air- planes with ASC 108A, Part I * Airplanes SNs 94 and subsequent and earlier airplanes with ASC 108A, Part I, exclud- ing SN 114 without ASC 108A, Part Airplanes SNs 1 through 74 On these airplanes, the warning horn sounds if both throttles are retarded below 11,000 rpm (approximately 30° of throttle travel) and all gear are not down and locked. The horn can be si- enced by depressing the HORN CUTOFF but- ton on the copilot’s gear control panel (the red DECEMBER 1988, FlightSafety NO HORN light comes on). Advancing either throttle rearms the system for subsequent oper- ation and extinguishes the NO HORN light. The intensity of the gear lights is controlled with the WHEEL LIGHT INTENSITY $Witch on the copilot’s gear control panel. Airplanes SNs 75 through 93 and Earlier Airplanes with ASC 108A, Part II ‘The warning horn sounds if all gear are not down and locked and either of the following condi- tions exist: * Both throttles are retarded below 11,000 rpm. Flaps are extended 20° or more. If the horn sounds because the throttles were retarded, it can be silenced with the HORN CUTOFF button. However, if it was activated by the flaps being extended 20° or more (with either the normal FLAPS handle or the EMER FLAP control), it cannot be silenced with the button. A continuous horn with flaps extended 20° or more is a warning that all three gear are not down and locked. The horn can be silenced only by all three gear down and locked or flaps retracted to less than 20°, The warning horn circuitry for these airplanes is shown in Figure 14-11. Airplanes SNs 94 and Subsequent and Earlier Air- lanes with ASC 108A, Part I, xcluding SN 114 without ASC. 108A, Part | On these airplanes, the warning horn sounds if ail gear are not down and locked and any of the following conditions exist: 1. Flaps are extended less than 20° (FLAPS lever in UP or TAKEOFF position) and both throttles are retarded below 11,000 rpm. (approximately 30° of quadrant travel). / FOR TRAINING PURPOSES ONLYFlightSafety GA TRAINING MANUAL, (ued ‘veol OSV YUM seuRdiy Jo}1e3 pue £6 yBnouu $2 SNS SeuRidiy) SReWaYog WOH BUIWEM “LL-p1 eanBig nant avid) Lindo NuOH oninuvan ava 4in940 NOH Nouvoiow uv30 fi QN3931 AVI 4OLN9 NYOH 0 NIV sna oa $83 ‘S3HOLINS YOOTNMOG EVES) HOW HO 002 O30NSIX3 Savid 30Hv13H STULLOBHL ORON31xa S34vuGGaaEs @ 371d STONVH ayvuBaaads “1 SNOILIGNOS ——__ Sorat HORC) aso10 Yooa <" 14-9 FOR TRAINING PURPOSES ONLYFlightSafety et q 5 Zz < 2 9 Z z < a E 8 (L ued ‘v80l OSV INoUWM HLL NS Buipnjoxg ‘1 wed “v80l OSV uum soueldiyy 491483 pue quanbasqns pue $6 SNS SauE|dily) oneWoYoS WOH BUIUIEM “zL-p1 oanBl4 Noutsou stayvH aiveaases aaivorant eC aisas 1O:NOO avT4 OL oninawnn wvao finouio nuoH fl noworaniwa0 [J ON3937 202 NVHL S831 Sdv14 “+ GSOuvIau STILIOUHL © [gating S1aNvH ayvuaaasas 2 ‘S_ GSQNALX3 S3¥¥HAGSSdS ‘b ‘SNOILIGNOO. Houims xosuva9 440 waMod 1 \ ‘a3so10 wooa SSHOLIMS XOOINMOG BY3B FOR TRAINING PURPOSES ONLY 14-102, The thromles are in any position and the nor- mal FLAPS handle is moved to cither the APPROACH or FULL position. 3. The throttles are in any position and the flaps have been lowered beyond 20° (or lowered by the use of the EMER FLAP handle). Ifthe hom sounds due to the throttles being retard- ‘ed below 11,000 rpm with the flaps at less than 20° extension (Jtem 1), depressing the HORN CUT- OFF button silences the hom (NO HORN light comes on). ‘The hom cannot be silenced when the condition explained in item 2 or 3 above exists. The contin- ‘20us hom serves as a waming that all three geac are not down and locked. ‘Warming hom circuitry is shown in Figure14-12. OPERATION Movement of the landing gear handle mechani- ‘cally positions the main gear (speedbrake) and nose | _gear selector valves (Figure 14-13), Main hydraulic FlightSafety ‘Sreatona system pressure is directed to the gear system to initiate an automatic sequence on all three gears as follows: GEAR UP 1, Doors open 2, Gear retracts 3. Uplocks close 4, Doors close GEAR DOWN 1. Doors open 2. Uplocks open 3. Gear extends 4. Doors close Since the hydraulically acovated nose gear an resin gear clamsheel doors are closed with the gear extended or retracted, opening only for gear transit, a system of doors sequencing is required. Three door control valves, one for each gear, are mechanical- ly actuated by uplock linkage and gear movement. ‘The valves direct pressure flow for door opening and closing and prevent door actuation during gear transit. Table 14-1 lists door control valve and door positions relative to gear handle and gear position. Table 14-1. GEAR DOORS SEQUENCING GEAR VALVE POSITION DOOR CONTROL CLAMSHELL DOORS: POSITION NOTE THE DOOR CONTROL VALVE IS A 4-PORT, S-POSITION VALVE OPERATED BY MECHAN- ICAL LINKAGE FROM THE LANDING GEAR, AND UPLOCK MECHANISM. FOR TRAINING PURFOSES ONLY 2! aN Revision 4—April $994FlightSafety Figure 14-13. Landing Gear H Revicion 4—April 1994 FOR TRAINING PURPOSES ONLYFlightSafety CETAIL A MAN LANDING GEAR CYLINDER, CONFIGURATION FOR AIRPLANES ‘SNe 25 AND SUBSEQUENT cures 1“ a aR 3 Geox waive 48 A BOTTLE PLEA Ve 1t NSSE GEAR Bowen ov. 15 An Buu valve 3 NOSE GEAT AGIUMTING GYLNDER 48 CANOING GEAR BUM VALVE (WATH MANUAL RESET & Sore valve 18 RAN Goan An ‘SeLecton wats 5: ROSE SEAR UnLock cvLNIOER 3. WAIN GEAR bOOA CrLMGER 4 feec Doors valve FF. MAIN GEAR ACTUATING EYENDER {fo ban wieEL boORe POA GROUND SERVICING) 2 MAN GEAR UPLOGK SYLRIDER 4. THeAWAL RELIEF VALE “BB. NAN GEAR Doon GontnoL VALVE 18, NOSE GEAR SELECTOR VAL BMA gear pace it Restcron 5: WAN SEAR powntoct CYLINDER 1b ROSE SEAM DOOR CONTROL VALVE 26 PRESSURE RELIEF VALVE Am nel eage VALVE Gear Hydraulic System FOR TRANNG PURPOSES ONLY 1411Operation of the gear uplocks in all the wheel wells is similar. The uplock consists of a small actuating cylinder with an integral shuttle valve (one side for hydraulic pressure, the other for pneumatic pressure). Also included is a J-hook arrangement with the lower latching unit actu- ated by the uplock roller installed on the strut, and the upper hook actuated by the uplock eyl- inder rod. A visual preflight check should be made to ascertain that all three up- locks are open. Ifany one of the uplocks is inadvertently closed when the airplane is on the ground, that partic ular gear will not retract normally because the timing sequence of that gear has been prema- turely interrupted. It will either not move or will cycle up and down, The other two gear will op- erate normally The function of the timer (sequence) valves is to hold back hydraulic pressure until another op- eration has taken place. In this case, movement of the gear in either direction is restrained until the landing gear doors are fully open The timer valves are controlled by mechanical linkage operated by direct action of the landing gear doors. When the landing gear doors are fully open, the timer valves will open to admit pressure and allow subsequent cylinder action. EMERGENCY EXTENSION In the event of main hydraulic system failure or malfunction of the gear control system, the gear can be extended pneumatically. The normal con- trol system will be bypassed: however, the nor- mal LANDING GEAR HANDLE should be placed in the DOWN position for proper pos tion lights indications, Emergency extension is initiated by pulling the EMER LDG GEAR T-handle located on the co- pilot’s side console (Figure 14-14) 14-12 FOR TRAINING PURPOSES ONLY FlightSafety TRAINING MANUAL RIGHT CONSOLE EMER LDG GEAR T-Handle Figure 14-14. When the handle is pulled, the normal control and sequencing system is completely bypassed, and the following actions take place si- multaneously: 1, Air pressure (1,900-2,000 psi) is directed to actuate the landing gear dump valve to completely isolate the landing gear system from main hydraulic system pressure. 2. The dump valve is actuated to direct dis- placed hydraulic fluid to the reservoir. 3. Air pressure is directed to: * The open side of all three door actuators © The open side of all three gear uplock actuators © The down side of the nose gear actuator Air pressure opens the doors and releases the uplocks on all three gear. Air pressure applied to the nose gear actuator powers the nose gear down. Pressure continues to be applied to the nose gear actuator to assure positive downlock- ing. The main gears free-fall and are assisted by the slipstream to the down-and-locked posi- tion. Since the timing sequence has been by- passed, the wheel well doors remain open. Rovision 2—October 1987After commitment to an emergency extension and all three gear have at- tained the down-and-locked posi- tion, the EMER LDG GEAR T-handle should not be reset until the airplane is prepared for inves- tigation of the malfunction and/or the landing gear is made safe. Un- der no circumstances is the handle to be stowed while the airplane is in flight. As noted above, the main gears free-fall. If during normal extension the main gears clear the doors but do not fully extend or lock down, pneumatic extension, the gear can- not be retracted or recycled except on airplanes SNs 87 and subsequent and airplanes modified by ASC 116, After landing, ensure that the normal LANDING GEAR handles are in the DOWN position. When the EMER LDG GEAR T-handle is returned to stow (during inspec- All personnel must be kept clear of this vent. On airplanes SNs 87 and subsequent and earlier airplanes with ASC 116, a reset ‘‘D’? ring lo- cated on the copio’s ste ofthe pedestal en- ables the gear to be returned to normal hydraulic operation after an emergency extension. On these airplanes, the gear can be pneumatically extended as many as three times, DECEMBER 1986 FOR TRAINING PURPOSES ONLY To return the landing gear to normal operation: Reset (push) the EMER LDG GEAR T-handle. * Pull the reset D ring. ‘On airplanes SNs 1 through 86 without ASC 116, the reset control is located in the nose wheel well and is tot accessible in ight. Therefore, ‘once the gear is pneumatically extended, it can- we reeanid SPEEDBRAKES General ‘The speedbrakes consist of both main gear ex- tended into the slipstream. When the main gear are extended as , the nose gear re- mains up and locked with its wheel well doors closed. A separate control is used for extension and retraction. It is ically linked to the main gear ( ) selector valve only. From the speedbrake configuration, the nose gear can be extended gear saan par cn esate Qa ea HANDLE to Eo DOWN! position, Speedbrake indication varies with airplane serial sumber and ASC incorporation. Operation the SPEED BRAKE handle on the ped- igure 14-1 14-15) mechanically positions the ea gee selector valve, directing main hydrau- lic system pressure to initiate an automatic se- quence on the main gear as follows: 1, Clamshell doors open. 2. Uplocks open. 3. Main gear extend. 4, Clamshell doors close. If complete gear extension is desired after the brakes are extended, move the LANDING GEAR HANDLE to DOWN. This mechanically positions the nose gear selector valve to extend the nose gear in the normal manner, let ing gear extension. ‘The SPEED BRAKE han- die ‘will automatically stow for subsequent speedbrake operation. 14-13a my 7 / Ae Figure 14-15. Speedbrake Controls and Indicators To retract the speedbrakes, depress the release button on the SPEED BRAKE handle and push to the stowed position. The following occurs: * Clamshell doors open. * Main gear retracts. * Uplocks engage. © Clamshell doors close. Indication ‘Three different landing gear indication and warn- ing systems are installed in various G-I airplanes and are identified as follows: * Airplanes SNs | through 74 including 114, without ASC 108A, Part I or Part IT * Airplanes SNs 75 through 93 and earlier air- planes with ASC 108A, Part II * Airplanes SNs 94 and subsequent and earlier airplanes with ASC 108A, Part I, exclud- ing SN 114 without ASC 108A, Part I 14-14 SPEEDBRAKE on ucHTs lg FOR TRAINING PURPOSES ONLY FlightSafety G-1 TRAINING MANUAL PILES SkAIRPLANES SNS ‘94 AND SUBSEQUENT AND EARLIER AIRPLANES WITH ASC 108A, PART | a = : Pee Earlier airplanes with ASC 108A, Part I (com- plete modification) are identified by the presence of two amber lights on the pilot's right skirt panel. Also, a nutcracker circuit breaker is added to the pilot’s circuit-breaker panel Airplanes SNs 1 through 74 Including 114, without ASC 108A, Part | or Il When the main gear are extended as speed brakes, the following indications occur: * The gear handle light (red) comes on as the first clamshell door starts to open. © The main gear position green indicator (L and R) lights come on as the main landing gear lock down. * The gear handle light goes out when the last gear door closes. DECEMBER 1986Ifthe power levers are retarded below 11,000 rpm after speedbrake extension, the warning horn sounds. Depressing the HORN CUTOFF button silences the horn. The NO HORN light illuminates to serve warning that all gear are not down and locked and that the horn has been purposely silenced. Nose gear not extended is confirmed by observin; foe tee eear ved potion inter Bate) 2 illuminated. If the NO HORN light is on during the descent with and the power levers are not advanced beyond 11,000 rpm, the light will remain on. When the power levers are advanced beyond 11,000 rpm, the light goes out but the horn does not sound. ‘The horn ceases (if it has been sounding), and the red “NO HORN?” light goes out. Xf complete gear extension is selected with the the red gear handle light comes on and the SPEED BRAKE handle automatically stows, When the nose gear has extended and locked, the green position indicator light (N) illuminates and the red gear handle light goes out. Retarding the power levers at this time will not sound the warning horn since all gear are down and locked. Alrplanes SNs 75 through 93 and Eater, Airplanes with ASC 108A, Whe he rin gare exc a sens, the following indications occur: + The geor handle light (red) comes on as the first clamshell door starts to open. + The main gear position green indicator (L and R) lights come on as the main landing gear lock down. + The gear handle light goes out when the last gear door closes. If the power levers are retarded below 11,000 rpm after speedbrake extension, the warning horn sounds, Depressing the HORN CUTOFF button silences the horn. Revision Apt 1997 FOR TRAINING PURPOSES ONLY FlightSatety ‘The NO HORN light illuminates to serve warning that all gear are not down and locked and that the horn has been purposely silenced. Nose gear not extended is confirmed by observing the now gear ground position indicator ight (N) oot illuminated. If complete gear extension is selected with the ‘extended, the red gear handle light comes on and the SPEED BRAKE handle automatically stows. ‘When the nose gear has extended and locked, the green position indicator light (N) illuminates and the red gear handle light goes out. The hom ceas- es (if it has been sounding) and the green N light comes on, ‘The landing gear warning hom sounds if all three gear are not down and locked and the throttles are Fetarded to 11,000 rpm (approximately 30 ° of quadrant travel), or if the wing flaps are extended 20° or more (approach or full down). ‘The flaps in the approach or full down position deen- ergize the horn silencing relay, extinguishing the NO HORN light, causing the horn to sound warning to the crew that all tee gear are not down and locked. ‘The horn, when reactivated by the flaps in approach or full down position without three gears down and locked, cannot be silenced by the HORN CUT- OFF button. This makes it virtually impossible to land in ‘configuration without a prioe wacn- ing with normal flap usage utilizing either normal or emergency flap extension. Aor earning switch assenbly installed wo let the crew that all three gear are not down and locked ‘when in approach or full down flap position, Tt con- sists of a switch attached to the structure and a cam fastened to the outboard side of the flap drive gear- box. This cam depresses the switch when the flaps are at 20° or more to accomplish the following: 1, Break the horn cutout relay holding circuit, deenergizing the relay. 2. Complete a hot feed from the L. G. HORN circuit breaker to the horn. 14-15If the flap gearbox switch is depressed by the cam and the hom silencing circult has been pre- viously activated (power retarded descent in configuration), the switch will break the horn cutout relay holding circuit, extinguish- ing the NO HORN LIGHT. Another set of con- tacts in the same switch wilt complete a parallel hot feed to the hom; if all three gear are not down and locked, the horn will sound. This oc- curs regardless of whether the throttles are retarded or not. The horn cannot be silenced with the flaps in this range by the use of the HORN CUTOFF button. The only conditions that will silence the hom are three gear down and locked or the flaps retracted to less than 20°, This horn ‘system alerts the crew to the gear down locked lights on speedbrake descent, ‘they have failed to lower the nose gear. The switch and cam action takes place during nor- mal or emergency flap extension. Airplangs SNs 94 and Subsequent and Earller Alrplanes with ASC 7 Part |, Excludin, SN 14 without ASC 108A, Part jlot’s. LANDING GEAR HANDLE (Figure 14-15). As the main gear ex- tend and lock, the amber lights illuminate. The main gear position indicator green lights (L. and R) are inoperative during speedbrake operation. When the main gear have been extended as speedbrakes, the following indications occur: * Fu gear handle light (ed comes ons the first gear door +The ae igh come oat ma a lock down. +The ger tan ed ight goss oto te last gear door clo If all three gear are not down and locked, the following conditions will cause the landing gear warning horn to sound: 14-16 FOR TRAINING PURPOSES ONLY FlightGafety 1, The flaps in up or takeoff position (less than 20°) and the throttles retarded below 11,000 rpm (approximately 30° of quad- rant travel) 2. The throttles in any position and the nor- imal ep Dandie mowed to the APPROACH or FULL down detent 3, The throttles in any position and the flaps at 20° or lower with the emergency flap extension system In item | above (throttles retarded and flaps less than 20°), the HORN CUTOFF button allows the crew to silence the horn, illuminating the NO HORN light. The horn will be reactivated when the FLAPS handle is placed in the APPROACH CUTOFF button (items 2 and 3 above). This makes it virtually impossible to and in an un- safe configuration without a prior waming with flap usage utilizing either normal flap or emer- gency flap extension. If the levers are retarded below 11,000 rpm (30° quadrant position), the warning horn will sound, and the HORN CUTOFF button may be utilized to silence the horn in the event of a power retarded letdown with speedbrakes extended. In the event the horn is cut off by the button, ared NO HORN light illuminates, indicating that all three gears are not down and locked and the thom is silenced. cheek on this unsafe condi- is confirmed by the fact that the amber speedbrake lights are iuminated and all land ing gear green indicator lights are out. If, in the configuration, the crew overlooks the fact that only two gears are down and locked and a landing is attempted, the fol- lowing will take place: The NO HORN light is a reminder for the crew that the horn has been deactivated. If landing is attempted with speedbrakes down and the hom DECEMBER 1988deactivated, the appropriate flap relay is ener- gized, completing a circuit to the horn and ex- tinguishing the NO HORN light when the flap handle is placed in either APPROACH or FULL position, In this mode of operation, the throttle position switches and the horn cutoff relay are bypassed. The flap gearbox switch is used to reactivate the warning horn when extending the flaps with the emergency system. In emergency extension or retraction of the flaps, the normal flap control handle is not used. If the flaps are extended us- ing the emergency method, the flap gearbox switch is activated by the gearbox cam sound- ing the horn and extinguishing the NO HORN light when the flaps reach the 20° approach po- sition or lower. If gear extension is selected with speedbrakes extended, the gear handle red light comes on, the SPEED BRAKE handle automatically stows, the amber speedbrake lights go out, and the main gear green lights come on. When the nose gear is down and locked, its green light will come ‘on. If the horn is sounding, it will cease when all gear are locked down. NUTCRACKER SYSTEM The nutcracker system provides on-ground and in-flight information to various systems on the airplane as required. The system consists of two nutcracker switches (squat switch, scissors switch), one on each main gear, relays, and a circuit breaker on the pilot’s circuit-breaker panel. The nutcracker switches are spring loaded to the ground (closed) position and are mnechani- cally positioned and held in the flight (open) position. ‘The nutcracker relays are spring loaded to the ‘ically energized to the Airplanes without ASC 206 have two relays; air- planes with ASC 206 have two additional relays that arm the antiskid system when mutcracker switches are in the on-ground condition. ‘The nutcracker switches are in series; the nut- cracker relays are in parallel. The nutcracker DECEMBER 1986 FOR TRAINING PURPOSES ONLY FlightSafety relays ae energized simultaneously when weight is on both main gear. The relays are deenersized when either of the nutcracker switches is in the airborne (open) position. Figures 14-16 and 14- 17 are simplified schematics of the nutcracker system. On airplanes SNs 1 through 93 without ASC 108A, Part 1, the nutcracker system receives power from the main DC bus through the L. G. HORN circuit breaker on the pilot's circuit- breaker panel (PCBP). On SNs 1 through 93 with ASC 108A, Part I, and SNs 94 and subsequent, power is received from the essential DC bus through the NUT- CRACKER CONT circuit breaker on the PCBP. With the exception of emergency DC operation, system function is the same on all airplanes. On airplanes SNs 1 through 93 without ASC 108A, Part I, the nutcracker system is not pow- ered during emergency DC operation. When the relays are in tthe airborne (deenergized) config- uration they have the following impact on sys- tems operation during landing: © The stall warning shaker motor continues to operate on the ground. © Pressurization does not dump at landing. © Nosewheel steering is inoperative on the ground. © The blower does not dump at landing. * The fuel filter heat circuits remain in bore operation on airplanes SNe &3 and subsequent and SNs ten ‘through 82 modified by ASC 117. * The monitor bus contro! system remains in airborne operation. ‘The landing gear locking solenoid is deener- gized to the lock position. If the gear is ex- tended, the safety lock release must be manually actuated if gear handle movement is required. ‘On airplanes SNs 94 and subsequent and earlier airplanes with ASC 108A, Part I, the nutcracker system functions normally for airborne ot ‘ound configuration since it receives power the essential DC bus. 14-17FlightSafety 4 < j 2 o zZ 2 < c - 6 (zsz oSW ino pue g0z OSV ynoyM seue|day) oneWaYdS payldus Wa}shg 4849E19INN “gI-p) eunBig cionsn0s 97 Ananoasans awy v6 sNs S3NYTdUIY ONY OLYHOsHOON! ‘itva'¥e01 Sv ONIAWH Now 08 HONOWHIL | ENS S3NVIGUIN Ak ok = onINtM s3sna 8S W3HO¥HOLON 7 Gea 90 WWiAN3SS3 ONY NIWA HL mS uaXaMUDLON anuoRuy sa M408 AG G383MOd SI N3ISAS SNaoee a MSNOWEOLNN SHA 252 O5W HIN vs \ awa weos - SY ANOHLIM ©5 HONOMHL ¥ SNS ‘OND NO NOUISOd 1HON SHA OL SAVY WaMOVEDLIN NOUISOd (035079) QNNOWO 3H OL (G30YOTON IHS SUY SIHOLIMS USHOFULNN BION laauino3e NaHM SNOWY TTWASN nvi39 Ni KINO 0380) © ON AvTaY WaOWHOLNN fF 2 ON AvTaH UaKORHOLNN + ON AY TaN waeOMEDINN annowo anon OL | amos 20 new aMos 90 WHINaSS: n3037 ones sna Dann sn. Sass3 89 1NOo yaO¥HOLNN muow ‘o1oL sre 30883 sna S0ss3 Fovision §~Apni 1997 FOR TRAINING PURPOSES ONLY 14-18FlightSafety Gl TRAINING MANUAL. (902 OSV UHM saue|diy NEWAaYOS PaylidUs WeISKs J949BJINN “Z1-pL eaNBiy s38n8 20 awunassa gunowo van 4, ONY MYM 344 Hu8 hE GaNNOG S cvoaino ows aus siouines anne M3HSAS HEDOWNOINN SHH 282 D8 HA Sarovaoian iow au. SNe salhan duvOpNl OmL 3H STOMINGD ananoasans anv 96 sys Sling uasovioutw vt non aionaros 97 = Now a ‘ONINHYAN ms uaxowwoinn | D104 aNuoauie naisas _ ies ONsiiny woo oa © ON AVTaU WaNOWUOINN + ON AvTIy waIOWUDINN ana GONa10s i eee Sneseaass | She a vamoa 90 uN35s3 fi anz037 14-19 FOR TRAINING PURPOSES ONLY Revision 5—April 1987BRAKES GENERAL Each main wheel is fitted with a single disc brake may Normally, the main hydraulic system surizes the brake system; however, the aux- hydraulic system can be the pressure source. All G-I airplanes are equipped with antiskid pro- tection, provided by one of two types of anti- skid systems. ‘Antiskid protectibn is available only when brak- ing with main system hydraulic pressure. On airplanes with ASC 206, the antiskid sys- tem also features touchdown protection that dumps all braking pressure inadvertently applied prior to touchdown. Pressure for setting the parking brakes and for emergency is supplied by the auxiliary hydraulic system and/or 1g brake ac- cumulator. Antiskid protection is not available during emergency braking. OPERATION (AIRPLANES STATS) WITH DECE! The antiskid system is inoperative if the auxiliary hydraulic system is pressurized. Each brake assembly on these airplanes is equipped with a ‘‘decelostat,” a mechanical device that senses abnormal wheel deceleration (skid). rhea acres activated, the decelostat momen- tarily dh pressure while simultane ously bloc! ng incosring preseure nil the skid condition passes. Pressure for normal operation of the brakes is lied by the main hydraulic system. The nor- and suailiry sections of power brake valves Figure 14-18) are positioned simultane- ously by toe pressure on the rudder pedals. The fy system is not pressurized; therefore, that section of the valve is dormant. 14-20 FOR TRAINING PURPOSES ONLY FlightSafety Wlemetonat Pressure is modified by the power brake valves, in direct proportion to toe pedal pressure through decelostats and shuttle valves to the brakes. Any abnormal wheel deceleration is detected by the decelostats which relieve braking pressure and block incoming pressure until wheel speed returms to normal. Releasing the toe pedals al- lows fluid pressure to flow through the brake valves to return, releasing the brakes. An indicator pin located on the top or bottom forward side of each decelostat must be checked at preflight. If the pin is extended above the sur- face of the unit, no braking is available from that wheel. If the pin will not extend and retract when the unit is manually rotated left then right, anti- skid protection is not available. If the main hydraulic system fails, switch on the auxiliary hydraulic system, The power brake valve, when positioned by the toe pedal’s move- ment, directs metered braking pressure through its auxiliary section through a shuttle valve to the brake (Figure 14-18). Braking is the same as with the main hydraulic system except that the decelostats have been bypassed and there is no antiskid protection. OPERATION (AIRPLANES WITH ASC 206) The antiskid system is inoperative if the auxiliary hydraulic system is pressurized. Power for antiskid operation on these airplanes is 28 VDC from the main DC bus. System cir- cuit breakers on the pilot’s circuit-breaker panel are ANTI-SKID CONT, OUTBD ANTISKID, INBD ANTI-SKID, and A/S WARN-TEST. The self-illuminating dual indicator switch for the system is labeled ‘‘ANTI-SKED”’ (red) and **A/S OFF” (amber). Pressure for the system is from the main hydraulic system. Left and right antiskid control valves are dual units—one for each gear inboard and outboard wheel. Flevision 3—February 1991Aan FlightSafety U = G-1 TRAINING MANUAL LEFT POWER RETURN (O, (0) BRAKE VALVE AUXILIARY cnecx VALVE ' + Gh PARKINGEMERGENCY BRAKE SELECTOR VALVE SHUTTLE +RELIEF VALVE CRAG! VALVE 1,650 PSI AND RE: 11450 PSI RESTRICTOR RESTRICTOR BRAKE ar CHECK ACCUMULATOR ae DECELOSTAT PRESSURE-OPERATED ‘SHUTOFF VALVE* (CLOSES 1,425-1,500 PS) LEET WAIN EAM To RIGHT = > Sean “AIRPLANES SNS 98 AND SUBSEQUENT AND BRAKES "EARUIEN AIRPLANES Witt ASC 137 LEGEND [id naw nvonauuic pressure BBE ionwat eraxins pressure [i nro BB sucuary nvorauuic pressure Auxuany saaxinc pressuac [J] reTurN Figure 14-18. Brake Operation (Airplanes with Decelostats) DECEMBER 1986 FOR TRAINNG PURPOSES ONLY 14-21FlightSafety G-I TRAINING MANUAL, LEFT POWER p 6) __(0) sree Vatve auxwiary | Baad NORMAL ] i CHECK i + VALVE | TO AGHT Gean RELIEF BRAKE YAWEst | PARKINGIEMERGENCY BRAKE SELECTOR VALVE SHUTTLE 4 VALVE i RESTAICTOR anmisxio fee F VALVE RESTRICTOR ea chow GENERATOR GENERATOR CHECK Z eal BRAKE s]—scotiittaTon owe VALVE PRESSUREOPERATED LEET MAIN SHUTOFF VALVE GEAR (CLOSES 1,425-1,500 SI) = To RIGHT — TORI ces _‘TRELIEF VALVE OPENS AT “AIRPLANES SN 68 AND SUBSEQUENT, EXCLUDING {/680 PSL AND CLOSES Ar 114, AND EARLIER AIRPLANES WITH ASC 137 * LEGEND (Ey wan wyoravuc PaessuRE BE sonal eraxina PRESSURE BB tonunny wvorauuic pressure i) AUXLARY BRAKNG Pressune jure 14-19. Brake Operation (Airplanes with ASC 206) 14-22 FOR TRAINING PURPOSES ONLY DECEMBER 1986,Tach generators at each wheel provide skid de- celeration signals to a control box. The control box contains analysis components for all four brakes, failure detection circuits for left and right systems, and a test receptacle for ground test equipment. It also contains one circuit board for the inboard wheels and one circuit board for the outboard wheels, Each main gear wheel incorporates a wheel speed sensor (tach generator) that provides wheel speed information to an antiskid control box. The control box processes wheel speed (deceleration) signals for actuation of the antiskid valve as re- quired for modulated wheel braking. Pressure for normal operation of the brakes is supplied by the main hydraulic system. The nor- mal and auxiliary sections of the power brake valves (Figure 14-19) are positioned simultane- ously by toe pressure on the rudder pedals. ‘The auxiliary system is not pressurized; there- fore, that section of the valve is dormant. Pres- sure is metered by the power brake valves in direct proportion to toe pedal force through the antiskid and shuttle valves to the brakes. If the antiskid system has been engaged by de- pressing the dual indicator switch, the amber A/S OFF light goes out (Figure 14-20). Figure 14-20. Antiskid Dual Indicator Switch DECEMBER 1985, FOR TRAINING PURPOSES ONLY FlightSafety G-I TRAINING MANUAL, Any abnormal deceleration of an individual wheel is detected by the applicable wheel speed sensor. The antiskid valve is energized to relieve braking pressure as required until the skid con- dition is past. Releasing the toe pedals allows fluid pressure to flow through shuttle and antiskid valves to return, releasing the brakes. A thorough descrip- tion of the antiskid system follows. Antiskid General The airplane has a modulating antiskid system. The pressure to each brake is modulated as a function of previous skid cycles to a level just below the skid threshold point throughout the complete stop. This, of course, occurs only if the pilot is metering sufficient pressure to the brakes to cause wheel skids. At metered pres- sure levels below the skid threshold point, the antiskid system has no effect on brake pressure. Each braked wheel is individually controlled with its own speed-sensing tachometer genera- tor, skid control circuitry, and brake pressure control valve. A skid cycle on one wheel only has no effect on the remaining three wheels. The system provides antiskid control from the point of touchdown to slightly below 10 mph. Below 10 mph, the system becomes inoperative; therefore, if sufficient brake pressure is applied at this time, the wheels lock up and skid until the airplane comes to a stop. A locked wheel skid in this speed range is of less concern since it does not cause severe tire damage. See Fig- ure 14-21 for a profile of antiskid operation. Threshold The threshold of each wheel control circuit is set at a wheel deceleration rate of 20 feet per second per second and a whicel differential speed of 6 mph. This means that the system will be- gin reducing brake pressure when the wheel de- celeration rate reaches 20 feet per second per second. The 6-mph differential is referred to when considering very fast wheel deceleration rates. Under this condition, a difference of at 14-23AIRBORNE ROLLOUT [ERAKES WITH ANTISKID PROTECTION TAXI [BRAKES.-NO ANTISNIO PROTECTION NOTES, + FEETSECONOSECOND OF 6 MPH DIFFERENTIAL 7 BESRIENON EASTER AROUND LINE. Figure 14-21. least 6 mph must exist between the airplane speed and the wheel speed before the system be- gins reducing brake pressure, During antiskid operation, threshold sensitivity is automatically adjusted downward from the values stated above by the use of feedback circuits which monitor the signal voltage to the control valve. This al- lows the system to adapt to existing runway con- ditions and modulate brake pressure to an optimum level. Touchdown Protection ‘A touchdown locked-wheel prevention feature is incorporated to prevent inadvertent applica- tion of brake pressure prior to wheel spin-up at touchdown. This feature is set into operation by the action of a nutcracker switch on each main landing gear. In the landing- (light) position these switches open Gata Pow signal te bo aplied wal of the sad control valves. This blocks pressure from the brakes. Wheel spin-up at touchdown overrides the action of the nutcracker switches and allows pressure to begin being applied as the wheel ac- 14-24 Locnsownse. prorecnon, ATWHEEL BELOW 13 MPH WHILE Sinvcanesteee above FOR TRAINING PURPOSES ONLY "NO HAZARD. Antiskid Operation Profile celerates through 13 mph. The nutcracker switches will close shortly after touchdown when gear compression occurs, and thereby render the ‘touchdown circuit inoperative for the remainder of the landing roll. The right gear nutcracker switch controls the two ‘wheel circuits; the left ee merece ow switch controls the two inboard wheel circuits. This arrangement is used. so that a failure to open in one switch will cause a loss of only 50% of the braking as the airplane Speed drope below 13 mph (at this speed, the override feature drops out). 1f the pilot applies pedal force prior to touch will be applied to the first set Of whetls that touch down Braking will occur on one side of the airplane before the other gear touches down. Noticeable yaw should not exist since the wheels that are in contact with the runway are lightly loaded and are not capable of producing high drag forces. In addition, the aerodynamic forces on the air- plane at this speed should resist any yaw tendencies. DECEMBER 1988Locked Wheel Protection Locked wheel protection is incorporated system as an auxiliary cireuit for dumping brake pressure whenever the wheel speed goes below 13 mph while the airplane speed is above 22 mph. This feature is deactivated at airplane speeds below 22 mph to prevent interference with taxiing and parking. The locked wheel fea- ture comes into operation only on extremely low coefficient runway surfaces where the wheel may come to a complete stop momentarily dur- ing a skid cycle. If this should occur, the locked wheel circuit will ensure that brake pressure is delayed to allow wheel recovery. Controls and Indicators Antiskid system controls and indicators consist of a dual indicator switch (Figure 14-20) and a system test switch and light on the pilot's con- sole (Figure 14-22) PILOT'S CONSOLE Figure 14-22. ANTI-SKID TEST Switch DECEMBER 1986 FOR TRAINING PURPOSES ONLY FlightSafety G-I TRAINING MANUAL, Dual Indicator Switch This push on/push off switch provides a means of engaging and disengaging the antiskid sys- tem. The amber A/S OFF light, when illumi- nated, indicates all of the following: © The dual indicator switch is in the off posi- tion, and no power is applied to the anti- skid circuits. ©The LANDING GEAR handle is in the DOWN position. © The essential 28-VDC bus is powered, ANTI-SKID Warning Light and Failure Protection The ANTI-SKID warning light indicates a failure of all or part of the antiskid system. The system is designed so that a single failure will not cause a complete loss of brakes or antiskid protection, When the landing gear lever is in the UP position, the ANTI-SKID warning light (Fig- ure 14-20) (Appendix B) will not illuminate. With the landing gear handle in the DOWN po- sition and the A/S OFF light out, any of the fol- lowing conditions will actuate the fail-safe circuit and turn on the ANTI-SKID warning light 1. Open circuit breaker (NBD ANTI-SKID, OUTBD ANTI-SKID, or both) 2. Any control valve energized for 2.5 sec- onds continuous after touchdown 3. 2.5 seconds after either nutcracker switch fails to open while the airplane is airborne 4. 2.5 seconds afier either nutcracker switch fails to close when speed is below 13 mph 5. 2.5 seconds after an electrical open occurs in any valve circuit while the airplane is on the ground 6. Immediately after a short to ground occurs in any control valve circuit 7. 2.5 seconds after an electrical open or short occurs in any generator circuit at speeds above 22 mph 14-258. Immediately after either inboard or out- board regulated voltage is lost within the control box Mlumination of the ANTI-SKID warning light signifies that there has been a failure within the system and that part or all of the system has reverted to manual control. NOTE Ifthe ANTI-SKID light illuminates prior to landing, the system may be left switched on. pp ligt brake ing on initial rot distance will result. ‘Ses the Perio mance section of the AFM. Normal te warning gh lumninating means that only half of the antiskid system is out, either cuits, With the present ‘ment, one tire on each side of the airplane (either inboard or out- will continue to be by the par- tially operable antiskid system. NOTE If the antiskid system is inoperative prior to takeoff, switch the system ff and obeerve te imitations inthe Ifthe ANTI-SKID light comes on prior to land- ing Qanding gear handle down), switching off = fypbem will override any condition supply voltage shorting to a valve circuit ahead of the fail-safe circuit, such as a control box connector. Additional’ landing distance should be anticipated since antiskid and touch- down protection is not available. ‘The fail-safe circuit incorporates a timing cir- cuit for each wheel to monitor the control valve signal. If the control valve is energized (full Se) cotcauely Tor 2: 5 seconds, indicating a failure, the timing circuit will cause the fail- 14-26 FOR TRAINING PURPOSES ONLY : safe circuit to energize and revert that portion of the system to manual control. Prior to touchdown, these timing circuits must be made inoperative since all of the control valves are continuously energized.’ This is ac- complished by the gear nutcracker switches which ground out the timing circuits for their respective wheels. If one gear remains off the ground for a period of time due to a bounce at touchdown, the tim- ing circuits for that gear will be held inactive as long as the nutcracker switch is open. If a nut- cracker switch fails to close after touchdown, the associated timing circuits will be inopera- tive throughout the landing and will not be capa- ble of detecting a failure in their respective antiskid control circuits. This nutcracker switch failure will be detected, however, after speed drops below 13 mph, where either the inboard or outboard brakes will be held off (depending on which nutcracker switch has failed). With one brake held off on each gear (control valves energized), the timing circuit for the wheel on the opposite gear from the failed nut- cracker switch will operate after 2.5 seconds and turn on the red ANTI-SKID light. A similar situation exists prior to touchdown if ‘one nutcracker switch is not open. Under this condition, one brake will be held off on each gear and the timing circuit on the gear with the failed nutcracker switch will not be therefore, it will time out and turn on the red. ANTE-SKID light. System Checkout A checkout feature has been incorporated which allows the pilot to make a functional check of the skid control circuits prior to both takeoff and landing. A test switch and green test light are provided on the pilot’s side console for this func- tion, The ANTI-SKID TEST toggle switch has a normally off center position and a momentary contact each side of center (Figure 14-22). DECEMBER 1865FightSafety When the switch is moved to the right position, a simulated 40-mph wheel speed signal is in- jected into both left gear antiskid circuits. Since no wheel speed signal is being eceived by the these sense a locked- J condition and. in turn, send a fall dump Signal to cach right gear valve, which turns on the green test light indicating thatthe right gear circuits are in operating condition. The left gear circuits are checked in the same manner by moving the test switch to the left po- right gear circuits. The brake pres: held off on the side being checked as long as Inve te option of making a check of the iy- s of a of draulic vowtion of tae system. This can accomplished by applying brakes and engine thoetlolening brake racnr on te edebe- gl ing te ‘The test switch can also be used during taxi runs to check out the antiskid system. When taxiing, moderate brake preamare should be epplied Ja junction with the test switch in use (i.¢., test meh left, left brake pedal switch right, right rae es pedal avoid airplane swerving. ‘The antiskid test light (green) will not illuminate when the airplane speed is above 10 mph. ‘When the test switch is returned to the center position, there is a Revision 3—February 1991 FOR TRAINING PURPOSES ONLY momentary one-second pressure dump at all four brakes. This is caused by the discharge time of the capacitors in the skid sensing cir- and the locked wheel preven- tion circuits. ‘Most malfunctions or failures are in- dicated by the red ANTT- aD light illuminat- or green anti failing to eee on tik five (9) seconde afer tie SKID TEST switch is moved to the L or R. sition, Troubleshooting is limited to the Re system, assuming that the brake and hydraulic systems, exclusive of the control valves, are op- erating within normal limits. During emergency DC operation, the aniskid Treumstaces, aniskd protection able, and additional tating di distance will be required. If the main hydraulic system fails, switch on the auxiliary hydraulic system. The power brake iliary sections throughs shuttle valve to the brake (Figure 14-19). Braking will be the same as with the main hydraulic system except that there will be no antiskid protection. Fi 14-23 nts a block ram of the Talskid “gystne "A ‘stmpliied electrical schematic of the system 16 shown in Figure 14-24, 14-27weiBeg 401g weIshs PPspUY “Ez-PL eanBi A woLvuaNaD FOR TRAINING PURPOSES ONLY DECEMBER 1968 14-28FlightSafety Figure 14-24. Antiskid System Schematic Diagram FOR TRAINING PURPOSES ONLY 14-29PARKING AND EMERGENCY BRAKE SYSTEM The parking brake system provides both park- ing brakes and emergency braking. The system receives operating pressure from the. parking brake accumulator, or directly from the auxil- jary hydraulic pump, if it is operating. If a malfunction occurs in both the normal and auxiliary brake systems, the parking brake is provided for normal and emergency uses. To apply the parking brakes for emergency brak- ing, pull the PARK/EMER BRAKE handle (Fig- ure’ 14-25) to position the parking/emergency brake selector valve (Figures 14-18 and 14-19) Lee Aa ad piftrs THROTTLE QUADRANT PARK/EMER BRAKE Handle Figure 14-25. Auxiliary hydraulic or brake accumulator pres- sure is directed through shuttle valves to apply the brakes. Returning the handle to the stowed position repositions the selector valve, direct- ing pressure to return and releasing the brakes. Using the parking brake system, pressure can- not be metered to the brakes. It is virtually im- possible to apply the brakes gently. Since antiskid is mot available during parking brake 14-30 FOR TRAINING PURPOSES ONLY FlightSafety operation, extreme care must be exercised to prevent blowing tires due to wheel skid. If the brake accumulator is properly charged with nitrogen and hydraulic pressure, it will pro- vide pressure for 5 to 6 brake applications: ‘To set the parking brakes, pull the PARK/EMER BRAKE handle and rotate it clockwise to lock ‘This action positions the parking/emergency brake selector valve to apply and hold brake ac: cumulator (or auxiliary hydraulic) pressure on the brakes. Release the parking brakes by pull- ing the handle and rotating it counterclockwise to unlock, then stow the handle. A brake accumulator pressure gage on the co- pilot’s outboard skirt panel (Figure 14-26) is plumbed into the air side of the brake ac- cumulator. GOPILOT'S OUTBOARD ‘SKIRT PANEL Figure 14-26. Brake Accumulator Air Gage With no hydraulic pressure in the accumulator, the gage reads 800 +25 psi (nitrogen preload). With the auxiliary hydraulic pump operating, the accumulator is hydraulically charged and the gage reflects hydraulic pressure. On airplanes SNs | through 87 without ASC 137, the gage may indicate as high as 1,900 psi. On SNs 88 and subsequent and airplanes with ASC 137, a pressure-operated shutoff valve (Figure 14-19) limits pressure to the accumulator, and the in- tation is 1,425 to 1,500 psi DECEMBER 1986NOSEWHEEL STEERING GENERAL The nosewheel steer damper unit is mounted on. the nose gear strut. The system is manually ac- tivated from the cockpit, electrically controlled, and hydraulically powered Steering is available up to 57° +2° either side of center. The system is operative only when the airplane is on the ground, is dependent on main DC power, and is inoperative when the airplane is in emergency DC mode. Nosewheel shimmy is dampened at all times, even with no pressure applied. OPERATION Placing the STEERING POWER switch to the ON position (guard down) opens the solenoid shutoff valve, provided both main and the nose gear nutcracker switches sense an on-ground condition and the nose gear is down and locked (Figure 14-27). Main hydraulic system pressure 1s directed to the servo Valve of the steer damper unit. Moving the tiller bar in the direction of desired steering mechanically positions the servo valve and steering begins. When nosewheel deflection equals tiller bar input, mechanical follow-up linkage nulls the servo valve and steering ceases. tiller bar incorporates a spring-loaded, self centering artificial feel device. When the tiller bar is released, it and the nosewheels return to the center position. Prior to towing the airplane, the steer damper unit must be discon- nected by removing a pip pin. Do not use tools for pin removal. To remove the pip pin (Figure 14-28), remove the safety clip, depress the button, and remove the pin. Raise the steering unit, and insert the Pip pin through the hole in the trunnion pin as- sembly and into the lug on the strut assembly. This prevents damage to the steering assembly during towing. DECEMBER 1986, ightSafety G4 TRAINING MANUAL When the pip pin is installed, check the posi- tion of the locking balls by attempting to with- draw the pin without depressing the plunger Ensure the locking balls move freely with the plunger depressed and are immovabie with the plunger released. Discard pins that do not meet these requirements or that have a .050-inch hole visible in the end of the plunger. Figure 14-28. Pip Pin With the steer damper unit disconnected, there is no nose gear deflection limit for towing. LIMITATIONS LANDING GEAR Landing Gear Operation Speed (Vio) Do not lower or raise the landing gear at speeds in excess of 193 KIAS. Landing Gear Extended Speed (VLE) Do not fly at speeds in excess of 193 KIAS with the landing gear extended Speedbrakes Speed (Vsp) Speedbrakes (main landing gear) can be lowered at speeds up to 310 KIAS, retracted at speeds up to 199 KIAS. FOR TRAINING PURPOSES ONLYFlightSafety G GA TRAINING MANUAL, STEERING POWER SWITCH ILTER sorexow (HEF SHUTOFF VALVE NOSEWHEEL NOSEWHEEL NOSEWHEEL . NOS nae NOSE SrecrING. STEEFING STO NO cen weet Gown NUTCRACKER SWITCH RELAY LOCK SWITCH ON GROUND i ne MAIN on own aa yi STEERING Bus CLoseD on RELAY L MAIN RMAIN” [GROUND NUTCRACKER NUTCRACKER a, Swirce Swrcn °c + MAIN OC BUS ON AIRPLANES SNs 1-28. ESSENTIAL OC BUS ON AIRPLANES 94-200 AND EARLIER AIRPLANES WITH ASC 108A, PART 1 Figure 14-27. FOR TRAINING PURPOSES ONLY LEGEND [0D av HyoRAULIC PRESSURE (D retuan — FLECTRICAL | == MECHANICAL Nosewheel Steering System 14-31BRAKES Antiskid Brakes If antiskid brakes are inoperative or not installed, the following limitations apply: © Takeoff field length—Add 325 feet (99m) to field length obtained from the Maximum 14-32 FOR TRAINING PURPOSES ONLY FlightSafety Allowable Gross Weight Base On Available Field Length chart in Section 4 of the Flight Manual. Use the same Vj, as with operative antiskid brakes. Landing Distance—Increase the landing dis- tance by using the Correction to Landing Distance chart, Section 4 of the Flight DECEMBER 1988