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Gulfstream GV Landing Gear Systems Guide

The landing gear system consists of two main landing gears and a nose landing gear. It uses oleo-pneumatic shock struts and hydraulic power to retract and extend the landing gears. Side brace actuators extend the main landing gears and lock them in place while a separate actuator extends and retracts the nose landing gear. The system provides position indications and warnings to pilots.

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100% found this document useful (1 vote)
2K views42 pages

Gulfstream GV Landing Gear Systems Guide

The landing gear system consists of two main landing gears and a nose landing gear. It uses oleo-pneumatic shock struts and hydraulic power to retract and extend the landing gears. Side brace actuators extend the main landing gears and lock them in place while a separate actuator extends and retracts the nose landing gear. The system provides position indications and warnings to pilots.

Uploaded by

Gourav Das
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© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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OPERATING MANUAL
LANDING GEAR

2A-32-10: General Description:


The fully retractable, tricycle-type landing gear consists of two main gear, one in each
fuselage wing root area, and a nose gear in the forward section of the fuselage. The
main gear and the nose gear incorporate conventional oleo-pneumatic shock struts, with
dual wheels and tires. Individual wheel braking with anti-skid protection is provided for
each of the main wheels. The nose landing gear provides an attaching point for towing.
The nose landing gear is steerable, with a steering unit that is manually disconnected for
towing.
The landing gear normally receives hydraulic power from the Left Hydraulic system (L
SYS). Should the L SYS fail, but retain L SYS fluid, the Power Transfer Unit (PTU) pump
can provide pressurized L SYS fluid to the landing gear. With no L SYS fluid available,
the landing can be extended by intentional release of compressed nitrogen into the
landing gear extension system.
The Auxiliary Hydraulic (AUX) System can also be used to operate the landing gear on
the ground for maintenance purposes only.
The landing gear operates in a mechanically controlled sequence, with the components
of each landing gear operating in unison, but independently of the other landing gear. In
the event that one landing gear should malfunction, the other landing gear will continue
to operate normally.
A landing gear position indicating and audible warning system is incorporated to provide
positive indications of the position of the landing gear. A landing gear unsafe warning
horn will sound under unsafe landing gear conditions. A Weight-On-Wheels (WOW)
system is also included in the landing gear system to furnish on-ground (GROUND) or
airborne (AIR) reference signals (modes) to various aircraft systems and components.
The landing gear system is divided into the following subsystems:
• 2A-32-20: Landing Gear and Doors System
• 2A-32-30: Extension and Retraction System
• 2A-32-40: Wheels and Brakes System
• 2A-32-50: Nose Wheel Steering System

PRODUCTION AIRCRAFT SYSTEMS 2A-32-00


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OPERATING MANUAL

GV Landing Gear System:


Simplified Fluid Power
Diagram
Figure 1

2A-32-00
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OPERATING MANUAL
2A-32-20: Landing Gear and Doors System:
1. General Description:
The landing gear and doors system consists of two main landing gear assemblies
and a nose landing gear assembly. The major components of each main landing
gear assembly are two landing gear doors, a shock strut, a side brace actuator/
downlock mechanism and an uplock mechanism. The major components of the
nose landing gear assembly are three landing gear doors, a shock strut, an
extend/retract actuator, a downlock mechanism and an uplock mechanism.
Indication of landing gear position is provided to the flight crew through lights on
the landing gear control panel and in the form of displayed messages on the Crew
Alerting System (CAS).
All hydraulically operated components of the landing gear and doors system
receive power from the Left Hydraulic System (L SYS) pumps during normal
operations. If the L SYS pumps fail, but L SYS fluid is retained, the Power Transfer
Unit (PTU) pump can be used to supply pressurized L SYS fluid. The Auxiliary
Hydraulic System (AUX) pump can also be used to supply hydraulic pressure (on
the ground only). A visual depiction of the systems providing hydraulic power to
the landing gear can be viewed on the HYDRAULICS synoptic page. The landing
gear cannot be retracted if L SYS fluid is lost.
In the absence of L SYS pressure, nitrogen pressure from the emergency landing
gear extension system can be used to extend the landing gear one time. See
Section 2A-32-30, Extension and Retraction System, for a description of the
landing gear emergency extension system.
The main landing gear inboard doors and nose landing gear forward doors
normally remain closed except during extension and retraction cycles of the
landing gear. Provisions exist, however, to open and close the doors on the
ground. This function is available only on the ground and uses hydraulic power
from the AUX system pump through a ground service valve located adjacent to
the nose landing gear wheel well. See Section 03-01-20, Exterior Preflight
Inspection, for a description of opening and closing landing gear doors on the
ground.
2. Description of Subsystems, Units and Components:
(See Figure 2 and Figure 3.)
A. Landing Gear Doors:
When retracted, each main landing gear is enclosed by a hydraulically
operated inboard door and a fairing door mechanically attached to the
strut. The nose gear is enclosed by two hydraulically operated clamshell
doors and a fairing door mechanically attached to the strut. All hydraulically
operated doors are opened and closed through the use of door actuators
and are time-sequenced in order not to conflict with landing gear operation.
Indications as to whether the hydraulically operated doors are open or
closed are provided to the flight crew as a visual depiction on the DOORS
synoptic page and in the form of CAS messages.
B. Shock Struts:
A shock strut is installed on each landing gear. Each strut is an
independent oleo-pneumatic (gaseous nitrogen and hydraulic fluid
combination) unit designed to absorb the shock of landing, takeoff, and
taxiing. An air/oil filler valve is provided at the top of each strut for servicing.

PRODUCTION AIRCRAFT SYSTEMS 2A-32-00


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OPERATING MANUAL
During normal operations, approximately three to five inches of the inner
cylinder chrome is exposed at the bottom of each main landing gear strut,
depending on aircraft gross weight. A placard attached to the upper portion
of the nose landing gear strut indicates the correct extension for given strut
pressures.
C. Extension / Downlock Mechanisms:
(1) Main Landing Gear Side Brace Actuator / Downlock Mechanism:
The sidebrace actuator extends the main landing gear, locks the
landing gear in the down position using an internal downlock
mechanism located in the lower end of the actuator cylinder, and
retracts the landing gear. Once fully extended and locked, hydraulic
pressure is required to unlock the downlock.
(2) Nose Landing Gear Extend/Retract Actuator:
The extend/retract actuator extends and retracts the nose landing
gear assembly.
(3) Nose Landing Gear Downlock Mechanism:
The nose landing gear downlock mechanism consists of a downlock
actuator and hinged linkage. The downlock actuator causes the
hinged linkage to travel overcenter at the hinge point, locking the
nose landing gear down. Once fully extended and locked, hydraulic
pressure is required to unlock the downlock actuator.
(4) Downlock Switches:
Downlock switches are installed on each landing gear to provide
cockpit indication (green light on the landing gear control panel) that
the associated landing gear is down and locked. See Section 2A-32-
30, Extension and Retraction System, for a description of the main
landing gear position and warning system.
D. Uplock Mechanisms:
(See Section 2A-32-30, Extension and Retraction System, for a description
of the landing gear sequencing system.)
(1) Main Landing Gear Uplock Mechanisms:
Each main landing gear wheel well contains the main landing gear
uplock mechanism. Each mechanism consists of a hook mounted
on the wing structure that engages a roller installed on the forward
end of the main landing gear trailing arm as the landing gear moves
to the up and locked position. The hook is actuated to the lock
position by hook and roller engagement, which overrides a spring
latch mechanism. Any tendency of the uplock roller to rebound out
of the uplock hook will reset the spring latch mechanism, as will a
normal extension of the gear. Hydraulic pressure from the L SYS
remains applied to the uplock actuator while in the locked position.
Each main landing gear uplock actuator is also integrated into the
landing gear / landing gear door sequencing linkage (commonly
referred to as lost motion linkage). This integration serves to ensure
landing gear and landing gear door movement never conflict.
(2) Nose Landing Gear Uplock Mechanisms:
The nose landing gear wheel well contains the nose landing gear

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OPERATING MANUAL
uplock mechanism. It consists of a hook, mounted on the fuselage
nose structure, that engages a roller installed on the forward lower
portion of the nose landing gear strut as the landing gear moves to
the up and locked position. The hook is actuated to the lock position
by hook and roller engagement, which overrides a spring latch
mechanism. Any tendency of the uplock roller to rebound out of the
uplock hook will reset the spring latch mechanism, as will a normal
extension of the gear. Hydraulic pressure from the L SYS remains
applied to the uplock actuator while in the locked position.
The nose landing gear uplock mechanism is also integrated into the
operation of the door actuator and door sequencing valves. This
integration serves to ensure landing gear and landing gear door
movement never conflict.
(3) Manually Closing Uplock Assemblies:
During and after normal landing gear extension, the uplock is
maintained in the open position by a spring latch mechanism. No
hydraulic pressure is applied to the uplock actuator while in the open
position, therefore it is possible to manually close the uplock. All
uplocks shall be verified to be open during exterior preflight
inspection.

CAUTION

IF ANY LANDING GEAR UPLOCK HOOK IS NOT


OPEN, THAT LANDING GEAR WILL NOT LOCK
AFTER RETRACTION.
3. Controls and Indications:
See Figure 4, and Section 2A-32-30, Extension and Retraction System, for
landing gear and doors system controls and indications.

NOTE:
A full description of the DOORS and HYDRAULICS
synoptic pages can be found in Section 2B-03-00:
Engine Instruments and Crew Alerting System
Description.
4. Limitations:
A. Nose Strut Servicing:
Recommended nose strut servicing for operations at airfields with ambient
temperatures at or less than 0° F (-17.8° C) is shown in the following table:

PRODUCTION AIRCRAFT SYSTEMS 2A-32-00


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OPERATING MANUAL

Cold Day Service Std Day Service Hot Day Service


Service Temp:
(0° F / -18° C) (70° F / 21° C) (110° F / 43° C)
Piston Extension
Strut Pressure (psig)
(inches)
15.51 207 248 273
11.75 300 358 394
8.75 460 548 602
7.25 620 738 809
6.50 750 892 978
6.00 870 1034 1134
5.88 900 1070 1173
5.75 940 1117 1225
5.63 980 1164 1277
5.50 1030 1224 1342
5.38 1075 1277 1400
5.25 1130 1342 1472
5.13 1190 1413 1550
5.00 1260 1496 1640
4.75 1415 1680 1842
4.50 1610 1911 2095
4.25 1870 2220 2433
3.36 3860 4579 5017

NOTE(S):
(1) Piston extension is measured from the bottom surface of the gland nut
to the black circumferential line on the piston/axle.
(2) This table is for checking and adjusting strut service pressure and not
for full strut servicing.
(3) Interpolate between service temperatures for proper service pressure.

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OPERATING MANUAL

Main Landing Gear Components Layout


Figure 2

PRODUCTION AIRCRAFT SYSTEMS 2A-32-00


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OPERATING MANUAL

Nose Landing Gear Components Layout


Figure 3

2A-32-00 PRODUCTION AIRCRAFT SYSTEMS


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OPERATING MANUAL

Landing Gear Controls and Indications


Figure 4

2A-32-30: Extension and Retraction System:


1. General Description:
The landing gear extension and retraction system provides normal landing gear
extension and retraction, and emergency landing gear extension. Landing gear /
landing gear door sequencing is provided during both extension and retraction.
Landing gear position and warning information is provided through the use of
position switches. Weight-On-Wheels (WOW) control and status is provided
through the use of WOW switches.
The extension and retraction system is electronically controlled and hydraulically
actuated. Landing gear control functions receive power from the Right Emergency
DC bus. The hydraulic power to retract and extend landing gear is provided by the

PRODUCTION AIRCRAFT SYSTEMS 2A-32-00


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OPERATING MANUAL
Left Hydraulic system (L SYS) through the use of the L SYS pumps. Should the L
SYS fail, but retain fluid, the Power Transfer Unit (PTU) pump can be used to
supply hydraulic pressure. A visual depiction of the systems providing hydraulic
power to the landing gear can be viewed on the HYDRAULICS synoptic page.
The landing gear cannot be retracted if L SYS fluid is lost.
In the event that hydraulic pressure is not available to extend the landing gear, an
emergency landing gear extension system can be used to lower the landing gear
one time. The system consists of two pneumatically-charged nitrogen bottles and
a cable-operated valve; the cable handle being located on the side of the copilot’s
console.
2. Description of Subsystems, Units and Components:
A. Landing Gear Control Panel:
(See Figure 5.)
The landing gear control panel, located on the copilot’s flight panel,
provides the flight crew with a means to control the landing gear position
and configure landing gear-related systems. It consists of the following
units and components:
(1) Landing Gear Handle:
The landing gear handle is used to select the landing gear UP or
DOWN during normal operations. In order for the handle to be
moved up or down, it must first be moved to the left. Handle position
has no effect on the operation of the emergency landing gear
extension system, but still provides an electrical path for proper
landing gear position information, and anti-skid and braking
operation.
A red annunciator light in the landing gear handle illuminates to
indicate disagreements between handle position and the position of
the landing gear and/or landing gear doors. With the gear handle up,
the red light illuminates until all landing gear are up and locked and
all landing gear doors are closed. With the gear handle down, the
red light illuminates until all landing gear are down and locked.
(2) LOCK RELEASE Button:
With the landing gear DOWN and WOW in the GROUND mode, an
internal electromechanical lock prevents the landing gear handle
from being raised. The LOCK RELEASE button will be extended
outward from the panel to confirm this state. Depressing the LOCK
RELEASE button will allow the landing gear handle to be placed in
the UP position regardless of WOW mode. When WOW is in the AIR
mode, the LOCK RELEASE button is flush with the panel surface
(not extended).
(3) Down and Locked Lights:
Three light assemblies are located above the landing gear handle.
They are identical in size, shape and color, but are independent of
each other in terms of operation. The lights are labeled L (left main
landing gear), N (nose landing gear) and R (right main landing
gear), and are arranged on the panel to depict actual landing gear
location. The lights each illuminate green when the associated
landing gear is down and locked.

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OPERATING MANUAL
(4) HORN SILENCE Switch:
Fault Warning Computers (FWCs) #1 and #2 receive data indicating
the positions of the engine power levers, flaps and landing gear.
Radio altitude is also monitored. The FWC in control will generate a
klaxon tone (commonly referred to as a warning horn) to warn the
flight crew of the following conditions:
• Engine power levers at idle, flaps less than 22° and any
landing gear not down and locked at less than 350 feet AGL
(Radio Altitude).
• Engine power levers at any setting, flaps greater than 22°
and any gear not down and locked.
Depressing the switch HORN SILENCE silences the landing gear
warning horn provided the flaps position is less than 22°. If flap
position is greater than 22°, the warning horn can only be silenced
by either retracting the flaps or by extending the landing gear. When
the HORN SILENCE switch is depressed, an amber light illuminates
in the switch to remind the flight crew that the warning horn has
been silenced.
B. Normal Retraction and Extension System:
(See Figure 5.)
(1) Retraction Sequencing:
(a) Landing gear handle is placed in the UP position.
(b) Red light in the landing gear control handle is illuminated.
(c) Landing gear selector/dump valve is energized to the
RETRACT position.
(d) Hydraulic pressure is routed to the OPEN side of the landing
gear door actuators.
(e) Landing gear doors open.
(f) Hydraulic pressure is routed to the UNLOCK side of the
landing gear downlock actuators.
(g) Downlock actuators unlock.
(h) Hydraulic pressure is routed to the RETRACT side of the
main landing gear sidebrace actuators and nose landing gear
extend/retract actuator.
(i) Three green DOWN AND LOCKED lights on the landing gear
control panel are extinguished.
(j) Landing gear retracts and locks into the uplock hooks.
(k) Hydraulic pressure is routed to the CLOSE side of the landing
gear door actuators.
(l) Landing gear doors close.
(m) Red light in the landing gear control handle is extinguished.
(n) Electrical power is removed from the selector/dump valve.
(2) Extension Sequencing:
(a) Landing gear handle is placed in the DOWN position.
(b) Red light in the landing gear control handle is illuminated.

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OPERATING MANUAL
(c) Landing gear selector/dump valve is energized to the
EXTEND position.
(d) Hydraulic pressure is routed to the OPEN side of the landing
gear door actuators.
(e) Landing gear doors open.
(f) Hydraulic pressure is routed to the UNLOCK side of the
landing gear uplock actuators.
(g) Uplock actuators unlock.
(h) Hydraulic pressure is routed to the EXTEND side of the main
landing gear sidebrace actuators and nose landing gear
extend/retract actuator.
(i) Landing gear extends down and locks.
(j) Three green DOWN AND LOCKED lights on the landing gear
control panel are illuminated.
(k) Hydraulic pressure is routed to the CLOSE side of the landing
gear door actuators.
(l) Landing gear doors close.
(m) Red light in the landing gear control handle is extinguished.
(n) Electrical power is removed from the selector/dump valve.
C. Emergency Extension System:
(See Figure 5 and Figure 10.)
(1) Units and Components:
(a) Nitrogen Bottles:
Nitrogen used for emergency landing gear extension is
stored in two bottles; one bottle located on each side of the
nose wheel well. Nitrogen from the bottles is released by
actuation of an outlet valve. Once depleted, the bottles must
be recharged by maintenance personnel.
Fully serviced pressure is approximately 3100 psi at 70°F/
21°C, enough for only one extension of the landing gear.
Pressure readings are obtained from a direct-reading
pressure gauge adjacent to the left-side bottle. The pressure
reading may also be viewed on the SUMMARY synoptic
page.
(b) Gear Emergency Extension Cable and Handle:
The outlet valve is connected to a cable and handle
assembly. The handle is located on the side of the copilot’s
console and is labeled EMER LDG GEAR. Pulling the handle
fully upward opens the outlet valve, releasing compressed
nitrogen into the landing gear extension system. Pushing the
handle fully downward closes the outlet valve and allows any
nitrogen present in the emergency landing gear extension
system to be vented overboard. The venting process takes
approximately thirty seconds.
(c) Dump Valve:
As compressed nitrogen is released to the landing gear

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OPERATING MANUAL
selector/dump valve during emergency extension, the
pneudraulic pressure actuates the dump valve portion of the
landing gear selector/dump valve to isolate the landing gear
system from the remainder of hydraulic system. When
activated, a blue DUMP legend is illuminated on the LDG GR
DUMP V switch, located on the Cockpit Overhead Panel
(COP). The dump valve requires electrical power to be reset
to its original position.
(d) Dump Valve Reset Switch:
The landing gear dump valve reset switch is located on the
COP and is labeled LDG GR DUMP V. When the emergency
landing gear extension is used, the dump valve is
pneudraulically activated and a blue DUMP legend is
illuminated on the switch. Depressing the switch causes an
electrical solenoid to reset the dump valve and the DUMP
legend is extinguished.
(2) Emergency Extension Sequence:
(a) Landing gear handle is placed in the DOWN position.
(b) Red light in the landing gear control handle is illuminated.
(c) EMER LDG GEAR handle is pulled fully outward.
(d) Compressed nitrogen is released to the landing gear
selector/dump valve.
(e) Pneudraulic pressure actuates the dump valve portion of the
landing gear selector/dump valve.
(f) Blue DUMP legend is illuminated on the LDG GR DUMP V
switch.
(g) Landing gear system is isolated from the remainder of
hydraulic system.
(h) Pneudraulic pressure is routed to the OPEN side of the
landing gear door actuators, the UNLOCK side of the landing
gear uplock actuators and the EXTEND side of the main
landing gear sidebrace actuators and nose landing gear
extend/retract actuator.
(i) Landing gear doors open.
(j) Uplock actuators unlock.
(k) Landing gear extends down and locks.
(l) Three green DOWN AND LOCKED lights on the landing gear
control panel are illuminated.
(m) Landing gear doors remain open.
D. Landing Gear Position and Warning:
(See Figure 6 through Figure 8.)
Landing gear and landing gear door position information is provided by
each landing gear through the use of uplock switches, downlock switches
and gear door switches. The position of each switch is provided to the
indicators on the landing gear control panel and is also used to prompt
messages for display on CAS.

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OPERATING MANUAL
CAS messages are provided for landing gear not down and locked, not up
and locked, or doors not closed. After the landing gear handle has been
positioned by the pilot, CAS messages are delayed for a period of 10
seconds to allow for landing gear movement. Any gear that is not in the
down and locked position when the extension cycle is completed will
prompt an amber X GEAR NOT DN message. (X will either be L MN (Left
Main), R MN (Right Main), and/or N (Nose).) During landing gear
retraction, either a gear that is not up and locked, or a main door that is not
closed can cause the red landing gear handle light to illuminate. Since the
pilot cannot determine which situation has caused the red handle light,
CAS messages that determine the failure are provided. The amber X
GEAR NOT UP warning will be provided anytime the landing gear handle is
up and any gear is not up and locked. The amber X GEAR DOOR OPEN
message is provided anytime the respective gear is up and locked and the
door is not fully closed. Note that anytime the landing gear is prevented
from reaching up and locked, the landing gear door is mechanically
prevented from closing. Therefore if the gear is causing the red handle light
illumination, only the X GEAR NOT UP warning is provided and not the X
DOOR OPEN, since it is assumed that the door cannot close. Additional
information on the door position can be found on the DOORS synoptic
page.
E. Weight-On-Wheels System:
(See Figure 9.)
The Weight-On-Wheels (WOW) system provides AIR or GROUND mode
status to aircraft systems and components. A WOW switch is installed on
each landing gear.
In addition to providing mode status to aircraft systems and components
through associated relays, the NLG WOW switch provides an output for
ground use of the nose wheel steering system and an output to the AUX
system pressure control valve for airborne use of the standby rudder/yaw
damper system.
The left and right MLG WOW switches provide individual WOW and
Combined WOW (CWOW) mode status to aircraft systems and
components through associated relays. For all WOW relays to fail in the
GROUND mode, both MLG WOW switches must fail simultaneously. In
such a case, pulling the appropriate CBs would be required to shift the
WOW to the AIR mode.
The left MLG WOW system receives power from the Left Essential DC bus.
The right MLG WOW system receives power from the Right Essential DC
bus. The NLG WOW and CWOW systems receive power from the Left
Emergency DC bus.
The WOW system and its power sources are monitored at all times for fault
and failures using radio altitude and airspeed logic inputs. If radio altitude is
greater then 150 ft AGL, the aircraft is presumed by the Fault Warning
Computer (FWC) to be in the AIR mode. If airspeed is less than 50 knots,
the aircraft is presumed by the FWC to be in the GROUND mode. If the left
and right MLG WOW input signal disagrees with the presumed logic at any
time, an amber WOW FAULT message will be displayed on CAS. A blue
WOW FAULT message will be displayed on CAS for all other
disagreements with the presumed logic. A blue WOW PWR FAIL message

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OPERATING MANUAL
will be displayed on CAS when power to either of the MLG WOW switches
is not sensed.
3. Controls and Indications:
(See Figure 5 and Figure 10.)

NOTE:
A full description of the DOORS and SUMMARY
synoptic pages can be found in Section 2B-03-00:
Engine Instruments and Crew Alerting System
Description.
A. Circuit Breakers (CBs):
The extension and retraction system is protected by the following CBs:

Circuit Breaker Name: CB Panel: Location: Power Source:


LDG GEAR IND REER B-9 R EMER DC BUS
LDG GEAR CONT POP E-4 R EMER DC BUS
LEFT WOW POP C-1 L ESS DC BUS
COMBINED WOW POP C-2 L EMER DC BUS
RIGHT WOW CPOP C-1 R ESS DC BUS

B. Crew Alerting System (CAS) Messages:


CAS messages associated with the extension and retraction system are:

Area Monitored: CAS Message: Message Color:


Nose Landing Gear Doors N GEAR DOOR OPEN Amber
Left Main Landing Gear Doors L MN GEAR DR OPN Amber
Right Main Landing Gear Doors R MN GEAR DR OPN Amber
Nose Landing Gear N GEAR NOT DOWN Amber
Nose Landing Gear N GEAR NOT UP Amber
Left Main Landing Gear L MN GEAR NOT DN Amber
Left Main Landing Gear L MN GEAR NOT UP Amber
Right Main Landing Gear R MN GEAR NOT DN Amber
Right Main Landing Gear R MN GEAR NOT UP Amber
Honeywell Computed WOW FAULT Amber
Honeywell Computed WOW FAULT Blue
Honeywell Computed WOW PWR FAIL Blue

4. Limitations:
A. Landing Gear Extended Speed (VLE / MLE):
Do not exceed 250 KCAS / 0.70 MT with landing gear extended (gear
doors open or closed).
B. Landing Gear Operation Speeds (VLO / MLO):
(1) Normal Operation:
Do not lower or raise landing gear at speeds in excess of 225 KCAS
/ 0.70 MT.
(2) Alternate Operation:

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OPERATING MANUAL
Do not lower landing gear using alternate system at speeds in
excess of 175 KCAS.
C. Landing Gear Extension/Operation Altitudes:
Maximum operating altitude for extending landing gear or flying with
landing gear extended is 20000 ft MSL.
D. Speed Brakes Extension With Landing Gear Extended:
Speed brakes are not approved for extension with flaps at 39° (DOWN), or
with landing gear extended in flight.

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OPERATING MANUAL

Landing Gear System


Controls and Indications
Figure 5

2A-32-00
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OPERATING MANUAL

Landing Gear System


Control and Indication
Block Diagram (Sheet 1 of
3)
Figure 6

2A-32-00
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OPERATING MANUAL

Landing Gear System


Control and Indication
Block Diagram (Sheet 2 of
3)
Figure 7

2A-32-00
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OPERATING MANUAL

Landing Gear System


Control and Indication
Block Diagram (Sheet 3 of
3)
Figure 8

2A-32-00
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Landing Gear Weight-On-


Wheels System Block
Diagram
Figure 9

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Emergency Landing Gear System Controls and Indications


Figure 10

2A-32-40: Wheels and Brakes System:


1. General Description:
The wheels and brakes system provides the flight crew with a means of aircraft
movement, normal braking, emergency braking and locked wheel parking on the
ground. An anti-skid system is incorporated to provide anti-skid control, locked
wheel protection, touchdown/hydroplane protection and gear retract braking (main
wheel de-spin). A brake temperature monitoring system is also incorporated to
provide the flight crew with current and peak brake temperatures.

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2. Description of Subsystems, Units and Components:
A. Wheel and Tire Assemblies:
The Main Landing Gear (MLG) wheel is a conventional hub and flange
arrangement. A single-skin heat shield is installed inside each wheel. Four
fusible plugs are installed inside each wheel designed to melt, releasing air
pressure, upon reaching 390° F. One over-inflation safety plug is also
installed in each wheel, designed to deflate at approximately 450 psi. A
MLG tire, size H35x11.0-18 20 PR, is fitted on each wheel. The tire is
speed-rated to 225 mph and designed for up to 200 landings.
The Nose Landing Gear (NLG) wheel is a conventional two hub
arrangement. A NLG tire, size 21x7.25-10 12 PR, is fitted on each wheel.
The tire is speed rated to 225 mph.
B. Normal Braking System:
(See Figure 12, Figure 13 and Figure 15.)
The Normal Braking system receives hydraulic power from the Left
Hydraulic System (L SYS) through use of the L SYS pumps or Power
Transfer Unit (PTU) pump. The Auxiliary Hydraulic System (AUX) pump
can also be used to provide hydraulic power to the brakes. Depressing any
brake pedal more than 10° with the AUX pump selected to ARM will
automatically start the AUX pump if L SYS pressure is below 1500 psi. A
visual depiction of the AUX pump providing hydraulic power to the brakes
can be viewed on the HYDRAULICS synoptic page.
Normal brake operation is achieved by applying foot pressure on the upper
(toe) portion of either the pilot’s or copilot’s rudder pedals. The pilot’s and
copilot’s left brake pedal is connected to the left brake metering valve. The
pilot’s and copilot’s right brake pedal is connected to the right brake
metering valve. The amount of hydraulic pressure applied to the brake
assemblies is proportional to the amount of foot pressure applied to the
brake metering valves.
The two brake metering valves (left and right) function as pressure
regulators to control normal, emergency and de-spin braking. Leaving the
metering valves, hydraulic pressure is transmitted to the augmenter valve.
The augmenter valve provides a strong and steady flow of hydraulic
pressure to the anti-skid control valve. This ensures that anti-skid and
stopping efficiency is maximized.
Augmented hydraulic brake pressure is supplied to anti-skid control valves.
The valves are electronically controlled by the anti-skid control unit to
modulate brake pressure in order to prevent wheel skid or lockup. Leaving
the anti-skid control valves, hydraulic pressure is delivered to the brake
assemblies.
Each MLG wheel has a dedicated brake assembly. They function as
normal (toe) brakes, parking/emergency brakes and also provide main
wheel de-spin during retraction of the landing gear. The brakes are capable
of stopping the aircraft at maximum takeoff gross weight from 188 knots in
just over 3000 feet of dry runway, without the use of thrust reversers.
Each brake assembly contains four rotor and stator elements, collectively
known as a heat pack. When the heat pack reaches a determined level of
wear, a spacer is installed to extend the life of the heat pack. Total life
expectancy is approximately 1400 landings.

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Hydraulic pressure to the brakes is sensed by brake pressure sensors.
Data from the sensors is transmitted to the Fault Warning Computer (FWC)
and Data Acquisition Unit (DAU) for display on the BRAKES synoptic page
and as messages on the Crew Alerting System (CAS). Electrical power to
provide the brake pressure indication is received from the Left Essential
DC bus.
C. Parking/Emergency Brake System:
(See Figure 16 and Figure 17.)
In the unlikely event that the normal braking system has completely failed,
the emergency brake system can be used to stop the aircraft. This system
is independent of the normal braking system. Emergency braking, which is
meterable, is applied by partial extension the PARK/EMERG BRAKE
handle (located on the cockpit center pedestal), carefully modulating brake
pressure to all four wheel brakes. There is no anti-skid protection in this
mode of operation.
Parking brakes are applied by full extension and rotation of the PARK/
EMERG BRAKE handle, locking the handle in the extended position. This
applies full accumulator pressure to all four MLG brakes. When the handle
is extended, a blue PARKING BRAKE ON advisory message is displayed
on CAS.
The Parking/Emergency brake system uses an accumulator to store
hydraulic energy for parking or emergency brake application. The
accumulator consists of a cylinder containing two chambers. The upper
chamber is precharged with nitrogen to approximately 1200 psi. Hydraulic
pressure from the AUX pump charges the lower chamber. As the lower
chamber pressure increases, it expands increasing upper chamber
pressure until the two chamber pressures equalize at approximately 3000
psi. The pressure is retained in the accumulator until the parking /
emergency brake handle is actuated.
Use of the system will cause accumulator pressure to drop, eventually to
precharge pressure. A valve located adjacent to the accumulator can also
be used to manually bleed the accumulator down to precharge pressure.
When at precharge pressure, the accumulator must then be recharged
using the AUX pump.
Accumulator pressure is displayed on a dial indicator located on the
copilot’s flight panel and on the BRAKES synoptic page. Electrical power to
provide the accumulator pressure indication is received from the Right
Essential DC bus. A direct-reading gauge is also installed adjacent to the
accumulator.
D. Anti-Skid System:
(See Figure 11, Figure 13 and Figure 15.)
The Anti-Skid system provides anti-skid control, locked wheel protection,
touchdown/hydroplane protection and main wheel de-spin control. Each
braked wheel is individually controlled during anti-skid operation,
regardless of hydraulic power source.
The Anti-Skid Control Unit (ACU) is located on the Right Electronic
Equipment Rack (REER). It uses input data to provide an output signal that
releases or prevents hydraulic pressure to the brakes for anti-skid control,
locked wheel protection and touchdown/hydroplane protection. It also

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provides the signal for main wheel de-spin braking. The ACU contains
three internal circuit cards: an inboard anti-skid circuit card, an outboard
anti-skid circuit card and a Built-In-Test (BIT) circuit card. Each card
receives electrical power through a dedicated circuit breaker from the
Essential DC bus. The BIT card monitors all three circuit cards. Any faults
or failures are detected and stored internally. They are also transmitted to
the Built-In-Test Equipment (BITE) function of the ACU for display as CAS
messages and storage in the Maintenance Data Acquisition Unit (MDAU).
The BITE function of the ACU continuously tests the anti-skid system for
operational status and functional capability. An Operator Initiated Test (OIT)
can also be initiated by pressing the TEST switch on the front of the ACU.
OIT can be accomplished with or without hydraulic pressure but is only
functional when wheel speed is zero. Faults or failures detected by BITE
are sent via the ARINC 429 digital databus to CAS for display as messages
and to the MDAU for storage.
The Wheelspeed Monitor Unit (WMU) is also located on the REER.
Wheelspeed signals from each wheelspeed transducer are provided to
both the ACU and WMU through shared wiring. Signals are processed so
that either wheelspeed signal on one landing gear constitutes an output
signal, when that signal is greater than 47 knots. This logic provides two
wheelspeed signals: left and right. The two signals are used to control
ground spoiler and thrust reverser deployment, each system requiring both
signals to operate. If one or both signals are not present, ground spoiler
and thrust reverser deployment can still occur based upon a Weight-On-
Wheels (WOW) GROUND mode signal. CAS messages are prompted for
display if the WMU loses power or the left and right wheelspeed signals
disagree for longer than three seconds. The WMU receives electrical
power through a dedicated circuit breaker from the Left Essential DC bus.
Each MLG wheel has a wheelspeed transducer installed in the adjacent
axle. The transducers are driven by rotation of the hubcap and provide a
wheel rotation speed signal to the ACU and WMU.
The anti-skid system is separated into two paired wheel system anti-skid
circuits which are controlled by the ANTI SKID switch located on the
cockpit center pedestal. When the ANTI SKID switch is selected ON, the
inboard and outboard anti-skid circuits are enabled. The two paired wheel
systems are designated as the inboard system (wheel #2 and #3) and the
outboard system (wheel #1 and #4). This designation is such that most
malfunctions will only affect one set of paired wheels, inboard or outboard.
The inboard system circuit receives inputs from following components:
• Inertial Reference System (IRS) #2
• Right MLG WOW Switch
• Right MLG Downlock Switch
• Landing Gear Handle
The outboard system circuit receives inputs from following components:
• IRS #1
• Left MLG WOW Switch
• Left MLG Downlock Switch
• Landing Gear Handle

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The functions provided by the anti-skid system are as follows:
(1) Basic Anti-Skid Protection:
The anti-skid system reduces brake pressure to a wheel when
sensed speed is less than IRS ground speed. This protection is in
effect from wheel spin up until 8 knots IRS ground speed. Below 8
knots there is no anti-skid protection.
(2) Touchdown/Hydroplane (TD/HP) Protection:
TD/HP protection prevents hydraulic pressure from being applied to
brakes prior to aircraft touchdown and during hydroplane conditions.
Aircraft ground speed derived from the two independent IRS ground
speed signals is used to calculate a hydroplane reference speed.
The IRS #1 signal is used to control the outboard system and the
IRS #2 signal is used to control the inboard system.
TD/HP protection has a primary and backup mode of operation:
(a) Primary Mode:
When the ACU has IRS inputs, TD/HP protection is active
under following conditions:
• Wheel speed is at least 50 knots less than IRS ground
speed.
• Landing gear handle is DOWN or landing gear
downlock is completed.
(b) Backup Mode:
If IRS data to the ACU is faulty or not available, HP protection
is not active. TD protection is active under following
conditions:
• WOW is in the AIR mode.
• Wheel speed is less than 8 knots.
• Landing gear handle is DOWN or landing gear
downlock is completed.
TD protection in the backup mode holds the anti-skid valve
open until seven seconds after WOW shift to the GROUND
mode occurs. This allows the wheels sufficient time to spin
up. Once TD protection is removed, locked wheel protection
is active.
(3) Locked Wheel Protection:
Locked wheel protection is provided on a paired-wheel basis,
inboard or outboard. This prevents sustained wheel lockups of
individual wheels at ground speeds of greater than 25 knots. If one
wheel’s speed drops below 30% of its paired wheel’s speed, the
anti-skid valve opens and dumps brake pressure to the underspeed
wheel. This protection underlies basic anti-skid protection and is not
utilized unless basic anti-skid protection system fails.
(4) Gear Retract Braking:
The anti-skid system decelerates the MLG wheels for three seconds
upon retraction before entering wheel wells. Gear retract braking is
initiated when the landing gear handle is moved to the UP position
or when a landing gear unlocks. The anti-skid valves are closed and

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landing gear retract pressure is ported to the brakes. Gear retract
braking has priority over TD protection to ensure MLG wheels are
stopped before they are retracted into the wheel wells. If the ACU is
still receiving a wheelspeed signal of ten knots or greater for three
seconds after the landing gear is retracted, an amber WHEEL
DESPIN FAIL caution message is displayed on CAS.
It is possible to have the anti-skid system for one pair of wheels functioning
normally (i.e., primary TD/HP protection and basic anti-skid protection, and
have other pair of wheels operating in backup mode (backup TD protection
and locked wheel protection)). In this case, braking would still be
symmetric and effective. CAS messages, and possibly vibrations, would
alert crew to malfunctioning anti-skid system.
E. Brake Temperature Monitoring System:
(See Figure 14.)
The temperature of each brake is sensed by brake temperature sensors.
Data from the sensors is transmitted to the FWC and DAU for display on
the BRAKES synoptic page and as messages on CAS.
3. Controls and Indications:
(See Figure 15 through Figure 17.)

NOTE:

A full description of the HYDRAULICS and BRAKES


synoptic pages can be found in Section 2B-03-00:
Engine Instruments and Crew Alerting System
Description.
A. Circuit Breakers (CBs):
The wheels and brakes system is protected by the following CBs:

Circuit Breaker Name CB Panel Location Power Source


WHEEL SPEED POP C-3 L ESS DC BUS
APPLIED BRK PRESS LEER B-16 L ESS DC BUS
OTBD ANTI-SKID LEER B-18 L ESS DC BUS
INBD ANTISKID REER B-6 R ESS DC BUS
ANTI-SKID MONITOR REER B-7 R ESS DC BUS
WHEEL BRK ACCUM REER B-8 R ESS DC BUS
PRESS

B. Crew Alerting System (CAS) Messages:


CAS messages associated with the wheels and brakes system are:

Area Monitored: CAS Message: Message Color:


ACU ANTISKID FAIL Amber
ON/OFF Switch ANTISKID OFF Amber
BTMS BRAKE OVHT Amber
ACU TCHDN PROT UNAVAIL Amber
ACU WHEEL DESPIN FAIL Amber
ACU WHEELSPEED MONITOR Amber

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Area Monitored: CAS Message: Message Color:


ACU BRAKE MAINT REQD Blue
WMU WHEELSPEED MONITOR Blue

4. Limitations:
A. Takeoff With Anti-Skid Inoperative:
Takeoff is permitted with Anti-Skid inoperative, provided Ground Spoilers
are operative, 20° Flaps are used, and the Cowl and Wing Anti-Ice systems
are not used.
B. Maximum Tire Speed:
Maximum tire ground speed is 195.5 knots.

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Wheelspeed Monitoring
System Simplified Block
Diagram
Figure 11

2A-32-00
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OPERATING MANUAL

Brake Control and


Indication Block Diagram
(Sheet 1 of 2)
Figure 12

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OPERATING MANUAL

Brake Control and


Indication Block Diagram
(Sheet 2 of 2)
Figure 13

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Brake Temperature Monitoring System Block Diagram


Figure 14

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Brakes / Anti-Skid Simplified Block Diagram


Figure 15

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Brakes / Anti-Skid Controls and Indications


Figure 16

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Emergency Brake Accumulator Controls and Indications


Figure 17

2A-32-50: Nose Wheel Steering System:


1. General Description:
The Nose Wheel Steering (NWS) system provides controllable inputs to nose
wheels for safe and predictable directional steering of the aircraft during taxi,
takeoff and landing.
The NWS system is an electro-hydraulic steer-by-wire system that is electrically
controlled, hydraulically powered and mechanically actuated. The pilot has full
directional control of NWS (up to ±80°) by use of a tiller located on the pilot’s left
console. Limited actuation of NWS (±7°) is also available through use of the pilot’s
and copilot’s rudder pedals.

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Operation of the NWS system is possible in both normal and degraded modes. In
the unlikely event of a complete failure, the NWS system reverts to a fail-passive
(free-caster / shimmy damper) mode. In this mode, rudder and asymmetric brakes
/ thrust are used to control the aircraft.
2. Description of Subsystems, Units and Components:
A. NWS Control Panel:
(See Figure 18 and Figure 19.)
The NWS control panel is located on the pilot’s left console and is labeled
NOSE WHEEL STEERING. It is an integrated unit containing the following
units and components:
(1) NWS Power Switch:
Power to the NWS system is controlled by the POWER switch,
located on the face of the control panel. The switch has two
positions, ON and OFF, and is guarded to the ON position. The
switch (and thus the NWS system) receives power from the Right
Essential DC bus, through the STEER BY WIRE Circuit Breaker
(CB), through the Nose Landing Gear (NLG) downlock switch.
When the NLG is down and locked, power is allowed through the
downlock switch to the POWER switch. Selection of the POWER
switch to OFF, or complete failure, causes a message to be
displayed on the Crew Alerting System (CAS) and disables the NWS
system. When selected OFF, or failed, the NWS system reverts to
the free-caster / shimmy damper mode.
(2) Rudder Pedal Steering Disconnect Switch:
The rudder pedal steering disconnect switch, labeled PEDALS
DISC, is a guarded two-function switch also located on the face of
the control panel. Its normal function is to enable (no switch legends
illuminated) and disable (blue OFF legend illuminated) rudder pedal
steering.
When rudder pedal steering is enabled, pilot or copilot movement of
the rudder pedals rotates a Rotary Variable Differential Transducer
(RVDT) connected to the rudder control linkage. RVDT rotation
outputs an electrical signal to the Electronic Control Module (ECM)
to be used for the steering command.
A second function is incorporated in the PEDALS DISC switch for
maintenance personnel to perform maintenance and automatic
rigging of the NWS system. In this mode, it is possible for the switch
to display an amber “M” legend for maintenance or an amber “R”
legend for rigging.
(3) Tiller Assembly:
The tiller assembly translates the pilot’s steering inputs into
electronic steering commands. It is spring-loaded to the straight-
ahead position and is hydraulically damped to provide artificial feel.
Rotation of the tiller rotates a RVDT connected to the tiller. RVDT
rotation outputs an electrical signal to the ECM to be used for the
steering command. If rudder pedals and tiller are both used to
operate the NWS, the ECM will sum the inputs into one output. The
tiller is monitored for failures and, if detected, a message is
prompted for display on CAS.

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(4) Electronic Control Module (ECM):
The ECM is located inside the NWS control panel. The “heart” of the
NWS system, the ECM receives and analyzes input data and
provides output signals to control the turn rate and angle range of
NWS.
The ECM receives inputs from following sources:
• POWER Switch
• PEDALS DISC Switch
• Tiller RVDT Position
• Rudder Pedal RVDT Position
• Nose Wheel Position Feedback RVDT Position
• Electro-Hydraulic Servo Valve (EHV) Position
• NLG WOW

NOTE:
Although physically connected to the ECM, ground
speed signals from Inertial Reference Units 1 and 2
are not enabled for use at this time.
The ECM provides outputs to the following NWS unit components:
• EHV Control
• Solenoid Operated Valve (SOV) #1
• SOV #2
The ECM also performs a power-up Built-In-Test (BIT) and
continuous BIT. If faults or failures are detected, they are validated
by the ECM. Valid faults or failures are transmitted via the ARINC
429 digital databus for display on CAS and for storage in the
Maintenance Data Acquisition Unit (MDAU). Depending on the
severity of the fault or failure, the ECM will continue to allow steering
in the normal mode, allow steering in the degraded mode, or shut
down the NWS system, reverting the system to the free-caster /
shimmy damper mode.
B. NWS Unit:
(See Figure 19 and Figure 20.)
The NWS unit is a self-contained unit installed on the NLG strut, closely
monitored and controlled by the ECM. It receives hydraulic power from the
landing gear extension system (Left Hydraulic System (L SYS) through use
of the L SYS pumps or Power Transfer Unit (PTU) pump). The Auxiliary
Hydraulic System (AUX) pump can also be used to provide hydraulic
power if the L SYS pumps or PTU pumps are not available. A visual
depiction of the AUX pump providing hydraulic power to the NWS system
can be viewed on the HYDRAULICS synoptic page.
The NWS unit contains the following units and components:
(1) Solenoid Operated Valves (SOVs):
Two hydraulic SOVs (#1 and #2) control the flow of hydraulic
pressure within the NWS unit. The SOVs are electrically controlled

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by an output signal from the ECM and both are required for
operation of the NWS system. SOV #1 is opened when the NLG
downlock switch is energized and the POWER switch is selected
ON, and allows hydraulic pressure to SOV #2. SOV #2 is opened
when NLG WOW shifts to the GROUND mode and allows hydraulic
pressure to the EHV.
(2) Electro-Hydraulic Servo Valve (EHV):
The EHV is controlled by the ECM and receives hydraulic pressure
from SOV #2. Based on the steering command, it ports pressure to
either side of the NWS actuator to steer the nose wheels.
(3) Attachment To NLG Axle:
The NWS unit is attached to the NLG axle by means of a torque link
set. The upper torque link is disconnected from the NWS collar by
removal of a quick-release pin. Disconnecting the torque link from
the NWS unit during towing ensures the NWS unit will not be
damaged by overtravel.
If towing is attempted with the torque links connected and the NWS
system ON, the ECM will recognize the power-on towing attempt
and shut down the NWS system.
(4) Overtravel Indicator:
The NWS unit uses an overtravel indicator (red pop-up indicator) to
visually indicate NWS unit travel has exceeded its designed ±80°
operating range. The indicator is located on the left forward portion
of the NWS unit collar and is flush under normal conditions. Collar
travel past 80° to 84° causes the indicator to pop up, exposing the
red portion of the indicator. Further travel to 85° causes the collar to
contact a stop pin. The stop pin can be sheared if excessive force is
applied, therefore it is necessary for maintenance personnel to
inspect the system any time the indicator has popped up.
C. System Operational Logic:
(See Figure 19.)
(1) Ground Operation:
With hydraulic and electrical power available and the NWS system
ON, the EHV performs BIT. If no faults or failures are detected, the
ECM allows normal use of the NWS system. Steering commands
are made by the flight crew, analyzed by the ECM and sent to the
EHV for NWS movement.
(2) Takeoff / Landing Gear Retraction:
As the aircraft rotates, NLG WOW shifts to the AIR mode. The ECM
senses the AIR mode, commands the NWS to the straight-ahead
position, then closes SOV #2, removing hydraulic power from the
EHV. Hydraulic fluid still circulates through the NWS unit to keep the
unit warm. When the landing gear is retracted, the NLG downlock
switch opens, removing power from the ECM and SOV #1.
(3) Landing Gear Extension / Landing:
When the landing gear is extended, the NLG downlock switch
closes, allowing electrical power to the ECM and SOV #1. Hydraulic
fluid begins circulating through the NWS unit to warm the system.

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The ECM performs BIT, tests the EHV, then waits for touchdown.
When the aircraft touches down, NLG WOW shifts to the GROUND
mode. The EHV opens SOV #2, commands a straight-ahead
position for 0.80 seconds and then allows use of the NWS system.
If the aircraft should bounce on landing, the ECM will temporarily
inhibit use of the NWS system and activate a watchdog timer. As the
aircraft settles to the runway, the timer times out and nose wheel
position is brought into agreement with crew-commanded position.
This is known as fade-in.
3. Controls and Indications:
(See Figure 18.)

NOTE:

A full description of the HYDRAULICS synoptic pages


can be found in Section 2B-03-00: Engine Instruments
and Crew Alerting System Description.
A. Circuit Breakers (CBs):
The nose wheel steering system is protected by the STEER BY WIRE CB.
It is located on the Right Electronic Equipment Rack at position C-8. This
CB receives power from the Right Essential DC bus.
B. Crew Alerting System (CAS) Messages:
CAS messages associated with the nose wheel steering system are:

Area Monitored: CAS Message: Message Color:


NWS ECM RUDDER STRG FAIL Amber
NWS ECM STEER BY WIRE FAIL Amber
NWS ECM TILLER STRG FAIL Amber
NWS ECM RUDDER STRG OFF Blue
NWS POWER Switch STEER BY WIRE OFF Blue

4. Limitations:
There are no limitations for the nose wheel steering system at the time of this
revision.

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Nose Wheel Steering Control Panel


Figure 18

PRODUCTION AIRCRAFT SYSTEMS 2A-32-00


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Nose Wheel Steering


System Block Diagram
Figure 19

2A-32-00
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Nose Wheel Steering Unit


Figure 20

PRODUCTION AIRCRAFT SYSTEMS 2A-32-00


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