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The manual selector valve, when activated by the MLG quadrant, admits pressure from the right hydraulic system (sup-ported by an accumulator) to both auxiliary extend actuators to assist the main landing gear into downlock. The mechanical locks in the side brace actuator then engage and lock the gear down. During normal operation, the auxiliary extend actuators are bypassed to the right hydraulic system return and the piston moves freely as the landing gear extend and retract.
Manual release handle movement is transmitted from the main quadrant to the manual release lever on the NLG uplock. The uplock releases and the NLG extends to the down and locked position.
By moving the manual release handle to the stowed position the landing gear extension and retraction system is reset for normal operation. However, landing gear retraction will only be initiated when the landing gear handle is moved to the UP position. After an actual gear failure situation, the manual release handle should be stowed only after landing and the gear pins are installed.
Volume 2 Flight Crew Operating Manual Sep 13/2004 CSP 100-6 REV 1
15-01-10 TIRES AND BRAKES
DESCRIPTION
The Challenger 300 uses dual wheel assemblies and brakes on each main landing gear. The speed limit of all tires is 182 kt.
The nose gear has two wheels and uses chine tires to eject the ground water away from the aircraft engines.
To prevent tire burst, each main wheel has four heat sensitive fusible plugs. They melt when heat buildup in the wheel/tire
assembly exceeds a preset value, permitting the tire to deflate safely.
The PARK/EMER BRAKE handle, located on center pedestal, is controlled from within the flight compartment. Anti-skid is not available when utilizing emergency brakes. Wheel and brake overheat protection is provided by the MLG bay overheat detection system and indicated by CAS mes-
sages.
COMPONENTS AND OPERATION
Each wheel of the main landing gear is equipped with self-adjusting multidisc carbon brakes that provide stable braking control under all operating conditions.
The brake control system is partitioned into two separate braking channels. One channel controls the braking and anti-skid operation for the inboard wheels while the second controls the outboard wheels. Each braking channel is powered by an independent hydraulic system and an independent electrical power source. The brake control system provides brake pres-sure application, antiskid protection, touchdown protection, locked wheel crossover protection, gear retract braking and pressure control functions.
The system is armed when the landing gear is selected down or when ground mode is detected, by energizing the inboard and outboard shutoff valves, permitting hydraulic pressure to reach the inboard and outboard brake control valves. Ground mode is established by confirmation of either left or right weight on wheels inputs from the proximity sensors that indicates ground for more than 5 seconds or when wheel spin-up of greater than 50 kts is achieved. Full braking authority and dif-ferential braking is available to both the pilot and copilot. The brake control unit (BCU) uses the greater input of the two for the pedal brake command. The system provides low initial pressure gain to provide suitable pedal force to brake torque characteristics for adequate directional control during taxi.
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本文链接地址：庞巴迪挑战者300公务机机组操作手册 Bombardier Challenger-起落架(8)
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