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landing gear are down and locked). In the event of a failure that causes loss of braking,
manual braking is restored by selecting the anti-skid system off.
By monitoring each wheel speed individually, the ASCU can detect tire skidding. The
ASCU independently reduces the braking pressure at the skidding wheel by modulating
the pressure outputs of the appropriate anti-skid control valve. This modulation is
controlled by the individual wheel speed and deceleration monitored through the wheel
speed transducers.
In the air, with no weight-on-wheels signal, the anti-skid control valves dump pressure
to prevent wheel lock-up on touchdown. The system becomes operational once a
35 knots wheel spin-up signal is present or a weight-on-wheels signal is present after a
5 second delay.
The ASCU continuously monitors the anti-skid system and any detected faults are
displayed on the EICAS in the form of a visual message.
Vol. 1 16--40--9
LANDING GEAR
Brake System REV 3, May 03/05
Flight Crew Operating Manual
CSP C--013--067
Anti---Skid System Controls
Figure 16---40---7
ANTI--SKID
Used to arm anti--skid system.
System is activated with
wheel spin--up (35 kt).
Landing Gear Control Panel
Center Pedestal
Vol. 1 16--40--10
LANDING GEAR
Brake System REV 3, May 03/05
Flight Crew Operating Manual
CSP C--013--067
Anti---Skid System EICAS Indications <1001>
Figure 16---40---8
A/SKID INBD
A/SKID OUTBD
A/SKID INBD caution (amber)
Indicates that the inboard channel
of the anti--skid system has failed,
parking brake shut--off valve failed
closed or loss of ASCU output.
A/SKID OUTBD caution (amber)
Indicates that the outboard channel of
the anti--skid system has failed or loss
of ASCU output.
A/SKID FAULT status (White)
Indicates loss of redundancy of ASCU,
loss of weight--on--wheels input, spin down
fail or loss of internal communication.
A/SKID FAULT
BRT
Status Page
Primary Page
Vol. 1 16--40--11
LANDING GEAR
Brake System REV 3, May 03/05
Flight Crew Operating Manual
CSP C--013--067
D. System Circuit Breakers
SYSTEM SUB--SYSTEM CB NAME BUS BAR CB
PANEL
CB
LOCATION
NOTES
Pressure
BRAKE
PRESS APPL DC BUS 1 1 E13
Brakes
BRAKE
PRESS IND DC BUS 2 2
G3
Anti Skid
ANTI SKID
G4
Anti-ANTI SKID DC BUS 1 1 G4
Vol. 1 16--40--12
LANDING GEAR
Brake System REV 3, May 03/05
Flight Crew Operating Manual
CSP C--013--067
THIS PAGE INTENTIONALLY LEFT BLANK
Vol. 1 16--50--1
LANDING GEAR
Nose Wheel Steering System REV 3, May 03/05
Flight Crew Operating Manual
CSP C--013--067
1. NOSE WHEEL STEERING SYSTEM
The nose wheel steering system is controlled by a steering control unit and powered by
hydraulic system No. 3. The nosewheel steering arming switch is located on the pilots left
side panel. Selecting the switch to the ARMED position activates the steering system
control unit.
The steering control unit controls the nose wheel position based on inputs from either the
steering tiller on the pilot’s side console or the rudder pedals. The steering tiller turns the
nose wheel up to 80 degrees either side of center, and is intended for low speed taxiing.
Steering with the rudder pedals is limited to 8 degrees either side of center and is intended
for high speed taxi and take-off and landing rolls.
After take-off, the steering control unit generates a straight ahead command, which centers
the nose wheel prior to landing gear retraction. A centering cam on the nose wheel strut
maintains the nose wheel center position when hydraulic power is shut down.
Powered steering using the steering tiller is available when the steering switch on the pilot’s
side panel is armed and a nose weight-on-wheels signal is present.
If a failure is detected by the steering control unit, the system reverts to free castoring mode.
The pilot then maintains ground directional control through rudder control and differential
braking.
In the event of failure of hydraulic system No. 3, the nose wheel is centered mechanically by
the centering cams. Rudder, differential braking and differential thrust will be used for
directional control.
The steering control unit continuously monitors the nose wheel steering system, and any
detected faults are annunciated on EICAS in the form of a visual messages. Fault detection
will result in steering system shutdown which will revert the system to free castoring mode.
NOTE
Prior to landing, the “STEERING INOP” caution
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