The CRJ200 Quicknotes Study Guide

LANDING GEAR AND BRAKES

REVIEW

The landing gear for the Bombardier CRJ200 is arranged in a standard retractable tricycle
configuration.

Associated subsystems include:

• proximity sensing system (PSS)
• nose gear doors
• nosewheel steering
• wheel brakes with anti-skid
• brake temperature monitoring
• main landing gear overheat detection

Hydraulic System 3 powers the landing gear, nosewheel steering and brake systems.

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 The CRJ200 Quicknotes Study Guide

• Main Gear – Hydraulically operated steel disc brakes electrically controlled through Anti-Skid
Control Unit (ASCU)
• PSEU controls NORMAL extension and retraction – Sequences landing gear and nose gear
doors
• Gear extension and retraction – HYDRAULIC SYSTEM #3 – Electrically controlled by
GEAR HANDLE and HYDRAULICALLY ACTUATED

BRAKES
• Dual brake control valves are attached to brakes via push-pull cables
• INBD = HYD #3, OUTBD = HYD #2 (That is why we single engine taxi on #2 engine and
HYD 3A ON)
• Loss of 1 of these HYD systems – Loss of 50% of braking (anti-skid will still work on
remaining brakes)
• Mechanically actuated by rudder pedals and hydraulically actuated
• 1 ACCUMU LATOR FOR EACH BRAKE SYSTEM (#2 and #3) – Gauges in NOSE
compartment
• ACCUMULATORS PROVIDE UP TO 6 APPLICATIONS with ANTI-SKID OFF
(Steady application-NO PUMPING)
• 2 WEAR PINS on each brake assembly – to check:
–– HYD 2 and 3 must be powered
–– PARKING BRAKE SET
–– Brakes replaced when pin flush with housing

NOSE-WHEEL STEERING
• Electrically controlled
• Steer-By-Wire or Free Castoring
• Must have W-ON-W signal from PSEU and nose gear down and locked indication for steering
to operate
• Powered by HYDRAULIC SYSTEM #3 through nose gear selector DOWN line
• Aircraft can be steered by tiller (7°) or rudder pedals (5° with 25° rudder travel or 7° with 33°
rudder travel) and if steering is armed
• Tiller spring loaded to center position
• When NWS armed – nose wheel WILL ALIGN WITH TILLER
• 2 push-pull actuators – 1 pushes and 1 pulls and turns via the torque link
• STEER INOP – ECU will revert to FREE CASTOR and allow ±70° deflection

LANDING GEAR CONTROL PANEL

• Gear Lever DOWNLOCK SOLENOID –
–– Used to prevent inadvertent landing gear UP selection on the ground
–– When airborne, a W-ON-W switch completes a circuit – releases DOWNLOCK and
allows gear retraction

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 The CRJ200 Quicknotes Study Guide

• DOWNLOCK RELEASE LEVER –

–– Used to release lock in case of a FAILED SOLENOID release circuit
–– Move the switch DOWN AND HOLD
• BTMS OVHT WARN RESET switch –
–– Resets the BTMS system
–– The system can only be reset once the brakes cool or when there is no longer a brake
temperature difference
–– When a BTMS indicator > 12 = RED ⇒ BTMS outline and readout will remain RED
until the system is reset
–– MUST HAVE MAINTENANCE INSPECT PRIOR TO RESETTING
• GEAR MUTE HORN SWITCH LIGHT –
–– MUTE white light illuminates to indicate that the gear horn is MUTED
–– HORN MUTED status message
• ANTI-SKID SWITCHES –
–– ARMED – ANTI-SKID is ARMED with a wheel speed spin up of 35 kts
–– TEST – Simulates a failure of the inboard and outboard channels of the anti-skid system;
Test must be done with W-ON-W, gear down and locked, system armed, and brakes
OFF
• MLG BAY OVHT TEST switch –
–– Simulates an overheat condition in the main landing gear bay
–– Aural Alert – “GEAR BAY OVERHEAT”
–– EICAS warning – MLG BAY OVHT
–– Triple chime and Master Warning
• OVHT TEST WARN FAIL switch –
–– Simulates a failure in the overheat detection system
–– EICAS Caution Message – “MLG OVHT FAIL”
–– Single chime and Master Caution

GEAR HORN LOGIC (With any gear not DOWN AND LOCKED)
• Speed ≤ 185 and 1 (or 2) TL at IDLE gear horn sounds, otherwise gear horn MUTED if
ONLY 1 TL at IDLE
• Speed ≤ 163, 1 (or 2) TL at IDLE, AND FLAPS > 0 gear horn sounds, otherwise MUTED if
ONLY 1 TL at IDLE
• Speed ≤ 163, Flap > 30, any TL SETTING ⇒ NO MUTING
• HORN IS INHIBITED FOR 2 MINUTES AFTER TAKEOFF

MAIN LANDING GEAR

• Main Beam Assembly connects main landing gear to center wing structure
• Shock strut charged with oil and nitrogen and acts as a shock absorber
• Side Stay Assembly is the extension and retraction actuator
• Gear retracts inward and into the main landing gear bay
• Gear doors are mechanically linked to the gear and are aerodynamically sealed with BRUSHES

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 The CRJ200 Quicknotes Study Guide

• DOWNLOCK ASSIST ACTUATOR

–– ONLY PRESSURIZED DURING MANUAL EXTENSION OF LANDING GEAR
–– POWERED BY HYDRAULIC SYSTEM #2
–– Only assists in LOCKING GEAR DOWN ⇒ gear will FREE FALL to the down
position
• Trailing Arm Assembly
–– Connects axle and wheels to Main Beam Assembly
–– Trails AFT of main beam and flexes vertically via a shock strut
• LANDING GEAR UPLOCKS
–– Located in main wheel well
–– UPLOCK ACTUATOR is used to release uplock and allow extension sequence
• LANDING GEAR DOWNLOCKS
–– Mechanical locks located in side stay assembly
–– Downlock is HYDRAULICALLY released to allow retraction sequence
• DOWNLOCK SAFETY PIN (GEAR PIN)
–– Prevents inadvertent retraction on the ground
–– Installed where side stay joins main assembly
–– ONCE PIN IS REMOVED – MOVE METAL COVER OVER HOLE TO
PREVENT FOD FROM ENTERING
• OVERHEAT PROTECTION
–– SINGLE LOOP installed on top of each main landing gear bay
–– Same indications as listed above for TEST switch
–– Likely caused by a hot brake
• STRUT COMPRESSION
–– Fully compressed – ½”
–– Fully extended – 10”

NOSE LANDING GEAR

• Retracts FORWARD
• DRAG-BRACE mechanically locks nose gear in the down position – over-center mechanism –
HYDRAULICALLY RELEASED upon retraction
• Mechanical UPLOCK engages in wheel well and holds the shock strut pin located on back of
the axle HYDRAULICALLY RELEASED upon extension
• 2 DOWNLOCK ASSIST SPRINGS
–– Used during alternate gear extension
–– Ensures drag brace is in the locked position
• STRUT
–– Charged with oil and nitrogen
–– CAM centers nose wheel on takeoff BEFORE WHEEL RETRACTION
–– Fully COMPRESSED = 0”, Fully EXTENDED = 14.5”
• TORQUE LINK ASSEMBLY
–– Disconnected for towing and will allow 360° rotation

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 The CRJ200 Quicknotes Study Guide

–– Referred to as the scissors quick disconnect

• PUSH-PULL ACTUATORS
–– 2 hydraulic actuators installed for steering
–– Provides shimmy damping
• NOSE GEAR DOORS
–– AFT doors are mechanically linked to nose gear
–– 2 FORWARD doors are HYDRAULICALLY ACTUATED BY SYSTEM #3 (also need
AC power)
–– Sequenced by PSEU
–– Operated INDEPENDENTLY from nose gear
–– DOORS CAN INADVERTENTLY CLOSE WHEN HYDRAULICS ARE APPLIED
(sagging overnight)

EICAS ANNUNCIATIONS
GEAR DISAGREE Warning Message means any deviation from selected gear configuration.

PSEU’S
• Located in main avionics compartment
• Reacts to proximity sensors and switches
• Controls sequencing of ALL gear and nose doors
• Landing gear proximity sensors
–– Landing gear uplocks and downlocks
–– Main and nose landing gear struts
–– Nose landing gear forward doors

NORMAL GEAR EXTENSION

1. Forward nose gear doors open
2. PSEU sends signal to activate selector valves
3. Selector valves route pressure to gear actuators
4. Actuators release UPLOCKS
5. HYDRAULIC PRESSURE (HYD #3) extends gear
6. DOWNLOCKS are engaged
7. PSEU senses downlock actuation
8. PSEU sends signal to forward gear doors to CLOSE

NORMAL RETRACTION
1. Virtually reverse order of above
2. As the landing gear retracts, hydraulic pressure from NOSE GEAR UP LINE is routed to the
brake control valves (BCV) to stop main tire rotation.

LANDING GEAR MANUAL RELEASE

1. Use in case of GEAR DISAGREE and/or complete loss of HYD #3
2. When pulling – 4 detent positions (Release NOSE DOORS, Nose gear, L Main, and R Main)

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 The CRJ200 Quicknotes Study Guide

3. Pull and HOLD until EICAS shows all 3 down and locked
4. PUSH FULLY TO STOW BUTTON – Push and retract handle
5. Nose gear will freefall and 2 tension springs will pull it to the down and locked position
–– DOORS STAY OPEN
–– NWS IS INOP
–– Get NOSE GEAR OPEN Warning Message
6. Main gear will FREEFALL and locked down with DOWNLOCK ASSIST ACTUATOR
(HYD #2)

BRAKE TEMPERATURE MONITORING SYSTEM (BTMS)

• Located in Main Avionics Compartment
• Monitors brake temperatures with 4 thermocouples – 1 in each brake
• Each index = 35°C
–– 0 - 5 = GREEN
–– 6 - 11.5 (11-12) = WHITE (WHITE to RED at temp between an 11 and 12)
–– > 12 - 20 = RED (3 minute warning until fuse plugs may blow – lead plugs melt – releasing
air pressure - so tire doesn’t explode)
• GEAR UP, FLAPS UP, BTMS 6 OR LESS + 30 SECONDS = GEAR / BRAKE / FLAP
INDICATIONS DISAPPEAR.
• An 11 on the BTMS covers a temperature range of 351 - 385°C.
• 360°C is the temperature when the BRAKE OVHT warning message appears and when the 11
will change from WHITE to RED.
• Brake Delta – Difference of 50°C between brakes

ANTI-SKID
• Conditions for operation:
–– ARMED
–– Parking brake OFF
–– Both MLG down and locked
–– Wheel speed > 35 kts (or 5 seconds after W-ON-W)
• ANTI-SKID inoperative < 10 KIAS
• OPERATION
–– Speed transducers monitor and compare wheel speed and signals sent to Dual Channel
Anti-Skid Control Unit (ASCU)
–– ASCU –
• Independently controls braking in EACH MAIN WHEEL
• Modulates hydraulic pressure to brakes
• Sends hydraulic pressure through Anti-Skid Control Valves to Dual Brake Control
Valves
–– Each wheel speed is compared with its’ neighbor’s speed (Within each main gear, and then
compares Inboard to Inboard and Outboard to Outboard)
–– If one wheel drops to 50% of the rotation of its neighbor –

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 The CRJ200 Quicknotes Study Guide

• Locked wheel is detected

• Brake pressure to that wheel is DUMPED
• Full brake dump when W-OFF-W – prevents locked wheel on touchdown

PARKING BRAKE
• Parking brake SOV – Handle traps pressure in brake lines – MUST APPLY BRAKES TO
SET
• Only INBD brakes (HYD 3) will hold pressure over extended period of time
• Pressure may still bleed off during extended parking – MAKE SURE AIRPLANE WHEELS
ARE CHOCKED
• “PARKING BRAKE” Warning Message
–– Set while airborne
–– Set when configured for takeoff
• W-ON-W
• N1 > 70%
• “CONFIG BRAKES” AURAL ALERT
• “PARKING BRAKE ON” Advisory Message
–– Set while on the ground
–– N1 < 70%
• External services panel has light to indicate whether parking brake is on or off

CRJ700 SYSTEM DIFFERENCES

• Nose Gear Assembly
–– Forward nose landing gear doors are mechanically actuated
–– Hydraulic System # 2 is used during alternate nose gear lowering
–– Forward nose gear doors remain open when the gear is down
–– No nose gear door hazards associated with activation of the hydraulic system # 3 during
ground operations
–– No mechanical uplock in nose wheel well
–– Hydraulic pressure from system # 3 unlocks the over-center mechanism
–– Nose Landing Light installed on gear
–– Spin down assembly made of 3 ply nylon straps with metal cleats to stop nose wheel
rotation
• When the manual landing gear release handle is pulled:
–– Hydraulic pressure from system # 2 unlocks the over-center mechanism of nose landing
gear
–– Gear free-falls to the down and locked position
• Main Landing Gear
–– Cantilever construction
–– Shimmy dampers
–– Structurally strengthened
• Skid Plate

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 The CRJ200 Quicknotes Study Guide

–– Installed just forward of the tail cone (bottom of aft fuselage)

• Max retraction speed - 200 KIAS (Same as CRJ200)
• Max extension speed - 220 KIAS vs. 250 KIAS in CRJ 200
• Anti-Skid is now tested by moving the switch to the OFF position, no separate test switch
• Tires
–– Increased tire pressure
–– Tire speed 182 KTS – same as CRJ 200
• Turning radius still 75’

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