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forward avionics bay. The lower half comprises compartments for the brake
accumulators and brake valve control mechanism, the air-driven generator,
the flight control forward mechanisms and the nose wheel well and mounting
structure.
A weather radar antenna pedestal, mounted in front of the upper and lower
nose section halves, is enclosed by a cone-shaped radome made of Kevlar.
The radome is provided with a system of conductive paths to reduce risk of,
and damage from, lightning strikes.
The nose landing gear (NLG) assembly, mounted on the underside of the nose
section lower half at the rear of a well, is a conventional oleo-pneumatic,
shock-absorbing strut fitted with two steerable wheels. The NLG retracts
forward into a well and is enclosed within the well by hydraulically
actuated doors.
B. Centre Section
The centre section is divided by a single-level floor into the pressurized
passenger compartment (cabin area) and the underfloor area. The passenger
compartment incorporates the passenger/crew entrance door and the baggage
door on the left side, an overwing emergency exit door on the right side,
and six windows each side including one in the emergency exit door. The
underfloor area is divided by pressure bulkheads into three sections as
follows:
The pressurized avionics bay which houses various electronic components
The unpressurized main landing gear wheel bay, which is provided with
bins to accept the wheels when retracted and which houses the reservoir
and other components of No. 3 hydraulic system
The pressurized rear fuselage underfloor area.
SECTION 1
Page 2
Mar 01/85
canadair
chauencjer
OPERATING MANUAL
PSP 606
C. Tail Section
The unpressurized tail section comprises the rear equipment bay, the
vertical stabilizer/rear fuselage frame structure and the tail cone. The
rear equipment bay houses the auxiliary power unit (APU), two air
conditioning cooling units, the reservoirs and other components of
hydraulic systems No. 1 and No. 2 and the aircraft battery. An access door
is provided at the bottom of the rear equipment bay towards the rear.
An engine pylon is secured to the rear equipment bay above the horizontal
centreline each side, and the engine attaches to a yoke extension on each
pylon. A pressure bulkhead is built into the front of the rear equipment
bay to withstand the pressure in the fuselage centre section.
The vertical stabilizer/rear fuselage frame structure is secured to the
rear of the rear equipment bay. A fully cantilevered, swept-back vertical
stabilizer projects upward from the rear fuselage structure and is
surmounted by a swept-back horizontal stabilizer. A single rudder is
hinged to the rear of the vertical stabilizer and an elevator is hinged tc
each side of the horizontal stabilizer trailing edge. To streamline the
rear of the fuselage, a tail cone is attached to the rear of the rear
fuselage frame structure.
AIRCRAFT DIMENSIONS (Figure 2)
All basic dimensions, including ground clearances, are given in Figure 2.
AIRCRAFT TURNING RADII (Figure 3)
By arming the nose wheel steering system and using the nose wheel steering
quadrant, the aircraft can be turned without the use of differential braking.
Figure 3 shows the turning radii with the nose wheel at the maximum nose wheel
steering angle of 55 degrees and at the maximum free castoring angle of 90
degrees. The radius shown for the maximum nose wheel steering angle of 55
degrees is equal to the minimum taxi strip width required for a 180-degree turn
with the nose wheel steering system engaged.
Using the nose wheel steering control wheel, the pilot can turn the aircraft
during taxiing, without differential braking, through a steering angle range of
55 degrees left and right. However, it is not possible to steer beyond 55
degrees using hydraulic power because the rack and pinion disengages.
The nose wheels are free to castor up to approximately 90 degrees left and
right for towing or taxiing with differential braking provided nose wheel
steering is disarmed to shut off the hydraulic supply. Hydraulic power must
not be used to re-engage the rack and pinion. If the nose wheels are at an
angle greater than 55 degrees left or right, they must be brought to a lesser
angle by towing or by differential braking before arming the hydraulic nose
wheel steering system.
SECTION 1
Page 3
Mar 01/85
cacntiaaciiteanirQ er
OPERATING MANUAL
PSP 606
7. DANGER AREAS (Figure 4)
It is essential that persons involved with engine running are aware of the
danger areas in front of and to the rear of the engine(s). Before running an
　
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