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S Locked wheel protection: -- Allows a wheel to recover from a deep skid.
Selecting the anti--skid switch, on the landing gear control panel, to the ARMED
position enables the ASCU (provided the parking brake is not set and both main
landing gear are down and locked).
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. On the ground, 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 anti--skid function is operational to a
minimum wheel speed of 10 knots.
NOTE
In the event of a failure that causes loss of braking,
manual braking is restored by selecting the anti-skid
system off.
The ASCU continuously monitors the anti-skid system and any detected faults are
displayed on the EICAS primary page.
REV 56, Jan 31/03
Vol. 1 16--40--10
LANDING GEAR
Brake System
Flight Crew Operating Manual MASTER
CSP A--013
Anti Skid System <MST>
Figure 16---40---7
A/SKID INBD Caution (amber)
Indicates that the inboard channel
of the anti skid system has failed.
A/SKID OUTBD Caution (amber)
Indicates that the Outboard channel
of the anti skid system has failed.
NOTE
Both the A/SKID INBD and A/SKID
OUTBD caution messages will come on
if one of the main landing gear fails to
downlock.
Anti skid Test Switch (Spring--loaded to normal position)
TEST -- simulates a failure (alternately) in the outboard and
inboard channels of the anti skid system.
Results are displayed on EICAS.
BTMS OVHT HORN
WARN RESET
OFF
ARMED
ANTI SKID
OVHT TEST
WARN FAIL
MLG BAY
OVHT
MUTED
TEST
Anti skid Armed Switch
ARMED -- Anti skid system is armed. System is activated
with wheel spin--up (35 kt).
OFF -- Anti skid system is disabled.
A/SKID INBD
Primary Page
<0039>
<0006>
A/SKID OUTBD
NOTE
Anti skid test must be performed with the anti skid system
armed and landing gear down and locked.
Landing Gear Control Panel
Center Instrument Panel
Vol. 1 16--40--11
REV 56, Jan 31/03
LANDING GEAR
Brake System
Flight Crew Operating Manual
CSP A--013
MASTER
D. System Circuit Breakers
SYSTEM SUB--SYSTEM CB NAME BUS BAR CB
PANEL
CB
LOCATION
NOTES
Brakes
BRAKE
PRESS IND DC BUS 2 2 G3
Landing Gear
BRAKE TEMP
MON DC BUS 1
1
G3
Anti Skid
ANTI SKID DC BUS 1
G4
Anti-ANTI SKID DC BUS 2 2 G4
REV 56, Jan 31/03
Vol. 1 16--40--12
LANDING GEAR
Brake System
Flight Crew Operating Manual MASTER
CSP A--013
THIS PAGE INTENTIONALLY LEFT BLANK
Vol. 1 16--50--1
REV 56, Jan 31/03
LANDING GEAR
Nose Wheel Steering System
Flight Crew Operating Manual
CSP A--013
MASTER
1. NOSE WHEEL STEERING SYSTEM
The nose wheel steering system is a steer--by--wire system which is electrically controlled
and hydraulically actuated through dual steering actuators on the nose landing gear. The
system is controlled by a steering electronic control unit (ECU) and powered by No. 3
hydraulic system.
The steering ECU is armed through a N/W STRG ARMED switch, located on the pilots left
side panel, and activated by a weigh--on--wheels and nose gear down--and--locked signal
from the proximity sensing electronic unit (PSEU).
The steering ECU controls the nose wheel position based on inputs from either the steering
tiller on the pilot’s side console or the rudder pedals. Steering commands are processed by
the the ECU which electrically controls an electrohydraulic servo valve to modulate hydraulic
pressure to the steering actuators. The steering tiller turns the nose wheel up to 70 degrees
either side of center, and is intended for low speed taxiing. Steering with the rudder pedals
is limited to 7 degrees either side of center and is intended for high speed taxi and take-off
and landing rolls. Nose wheel position feedback is sent to the ECU from two position
transducers mounted on the steering actuators.
After take-off, the ECU generates a signal to center the nose wheel prior to landing gear
　
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