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- Emergency Brake – smoothly apply pressure and hold it / don’t pump
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Anti-skid – normally ON (means dark on panel)
- limits brake action to prevent locking up and maintaining brake integrity
- hold brake pressure – DON’T PUMP
Brake Control Unit (BCU) – Brain for Brakes
- provides touchdown protection by preventing brake pressure from being applied inflight
- you can’t touch down with brakes on
- won’t allow brakes to be accuated until wheel speed ? 50 kts
- brakes are paired up inboards and outboards on main gear
- brake pairs work together (or fail together)
- inhibit mode automatically engaged at 10 KIAS to maintain brake integrity
- turn off anti-skid if brakes seem to fail while taxiing AND/OR use emergency brake
handle
CAS Messages:
EMER/PARK BRK shows brake valve not fully open with thrust application
BRAKE FAULT minor system degradation (increase T.O./Ldg distances 300’)
L INBD BRK FAIL inboard normal system brake has failed (not going to prevent differential braking)
NORM BRK FAIL BCU failure, no normal brake action (wire problem) – Emergency Brake is all
that is left – no other help available
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Flight Controls
Ailerons
- conventional cable and pulley system
- Auto Pilot uses Roll servo
- Jammed ailerons – ROLL DISC lever (red lever pilot yoke) disconnects ailerons from pilot’s
control column (fly using spoileron control – really mushy – easy to over control)
- Trim tab located on left aileron only (electric) / balance tabs on both
Elevator
- Separated control cables for safety with up/down spring
- Auto Pilot uses Pitch servo
- ELEV DISC (red lever on pilot side center pedestal) mechanically disconnects or disengages
control clutch which allows elevators to be operated individually by respective control yoke (left
yoke works left elevator – right yoke works right elevator) Very strange.
Rudder
- Conventional split cable system
- Auto Pilot uses Rudder servo
- Rudder Boost works through pedal pressure sensor to increase rudder torque beyond 30 lbs of
pressure to 90 lbs of pressure
- Over rides Yaw Damp only if Service Bulletin has been complied with
- Rudder Boost and Yaw Damp should not both be on at the same time
Trim
- Trim status is always shown on EICAS
- If outside of limits for Takeoff it will be boxed
- Barrel on yoke with an arm button in center (pain in the butt) / both have to be pressed at same
time to work
- Redundant but doesn’t operate at same speed (SEC Trim much slower)
- Auto Pilot won’t work if in the OFF position
Mach Trim is a function of Pitch Trim (IC 1) to avoid Mack Tuck
Mack Tuck – nose wants to lower as lift moves aft
- Becomes active at 0.725 Mach and is required to operate above 0.78 Mach
-
Pitch Trim changes horizontal stabilizer position controlled through 2 systems independent motors
operated by the IC computers. IC 1 is primary, IC 2 is secondary
- Elevator over ride (pitch trim bias) is back up for pitch trim system if horizontal stabilizer jams
in the up position
- Desensitized pitch control (spring absorbs oscillations)
- Augments pitch stability at cruise speeds
- Maintains pitch nose up at slow speeds
- If it breaks then you can over ride the Bias with pedestal switch to facilitate aircraft control at
slower speeds (move it till CAS warning goes out)
Configuration Trim – automatically adjusts trim for changes of flaps, spoilers and gear.
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PIT TRIM MSCP disagreement between IC’s on location of Stabilizer Trim
(white CAS on ground / red CAS if thrust levers are advanced)
MACH TRIM FAIL white in flight when Mach is <0.76
Amber in flight and Mach > Mmo (limited to 0.78 Mach)
PRI TRIM FAULT bypass operation slower than normal based on flap an gear position
SEC TRIM FAULT stabilizer actuator fault detected by self test at power up
PRI TRIM FAIL problem detected by IC 1 – takes pitch trim off
SEC TRIM FAIL same as above
Flaps operated by the flap control unit (FCU)
- Fowler single slot type
- Detents only work
- Electrical monitoring to detect split flap and stops command
- Hydraulic motor actuates screw jacks to extend or retract flaps
- Limitations
o Vfe 8° - 250 KIAS
o 20° - 200 KIAS
o 40° - 150 KIAS
o restricted to 20° with HYD XFLOW in use
o restricted to below 18,000’ due to the effect of flaps which lower critical mach speed by
increasing camber of wing
Spoiler Panel
- spoileron computer controls hydraulic system for extension and retraction during normal
　
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