曝光台 注意防骗 网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
Each braked wheel is fitted with a wheel speed transducer. The BCU monitors the wheel speed transducers to provide in-dependent ant-skid protection down to 10 kts to each of the main wheels and to determine wheel speed thresholds for spin-up override and locked wheel crossover protection. The BCU also uses the wheel speed transducers to provide wheel speed outputs for spoiler and thrust reverser deployment.
The BCU commands a brake pressure of 350 psi for 4 seconds during gear retraction to ensure the main wheels have stopped spinning as they enter the main landing gear bay.
The shutoff valves hydraulically disarm the BCS by removing hydraulic pressure to the brake control valves during flight when the following requirements have been met:
-Weight-off -wheel on both main landing gears
-Landing gear handle is up
-Wheel speeds and velocity reference equal zero
Two brake wear indicator pins installed on each brake assembly provide a visual indication of brake wear. Before conduct-ing the visual indication of the brake wear indicator pins, the parking brake must be set. Service the brakes when the end of the wear indicator pin is flush with the top of the indicator housing.
NOTE: The brake wear indicator pins must be checked with the brakes applied and the left and right hydraulic systems pressurized.
Sep 13/2004 Flight Crew Operating Manual Volume 2 REV 1 CSP 100-6
15-01-11 TIRES AND BRAKES (Cont)
PARK/EMER BRAKE
The aircraft is equipped with an emergency/parking brake system for parking or braking the aircraft when the normal brakes are inoperative. The PARK/EMER BRAKE handle, when set will prevent the aircraft from rolling.
The emergency/parking brake control system is a hydro-mechanical system controlled by the PARK/EMER BRAKE handle mounted on the cockpit center pedestal. The PARK/EMER BRAKE handle increases brake pressure when pulled up and decreases brake pressure when allowed to return down. The park brake function is initiated by pulling the handle up until it latches. The handle is released from this position by pulling up, pushing and holding the button on the end, and allowing the handle to retract down.
The emergency/parking brake valve meters hydraulic system pressure to all four main wheel brakes as commanded by the flight crew through the handle. Hydraulic pressure from the emergency/parking brake valve is connected to each of the main wheel brakes by shuttle valves. Differential braking is not possible with PARK/EMER BRAKE handle, and does not provide anti-skid protection.
To prevent hydraulic fluid migration from the right system to the left system, setting and releasing the PARK/EMER BRAKE must be done in a specific sequence. If the toe brake pedals are depressed prior to setting the PARK/EMER brake, then the toe brake pedals should be depressed again prior to releasing the PARK/EMER BRAKE. If this sequence is not followed, eventually the left hydraulic system will become over-full and the right hydraulic system will be low. The reason for this is that if the toe brake pedals are depressed and then the PARK/EMER BRAKE is set, hydraulic fluid from the right system is used to pressurize the outboard brakes. If the toe brakes are released and then the PARK/EMER BRAKE is re-leased, the trapped hydraulic fluid will return to the left hydraulic system.
中国公务机网 www.gongwuji.com
公务机翻译 www.aviation.cn
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(9)
|
