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include DC power that is off or below operational
levels, or shorts or opens in the antiskid
system wiring.
This message also appears when the rotary
TEST knob is selected to ANTI SKID.
HYD PRESS LO
When brake system pressure drops below operational
levels, the amber HYD PRESS LO
message appears. Use of the emergency brake
system for braking is required after the landing
gear is extended manually. The HYD
PRESS LO message also incorporates a 15-second
delay in flight.
HYD PUMP ON
The HYD PUMP ON message indicates that
the hydraulic pump has been operating for
more than a minute. See the AFM procedure
for responding to this message, and prepare to
use the emergency brake handle for braking.
(This message also indicates the need to prepare
for emergency gear extension; refer to the
“Landing Gear” section of this chapter). For
more information, refer to Chapter 13—
“Hydraulic System.”
510OM-00 14-19
CITATION MUSTANG OPERATING MANUAL
NO TIRE SPINDOWN
Ten seconds after gear retraction begins, if
either tire is spinning above 10 knots, the
white NO TIRE SPINDOWN message appears,
indicating failure of the tire spindown
function of the antiskid system. This could
cause damage to the wheel wells from loose
tire tread and debris.
This message also appears when the rotary
TEST knob is selected to ANTI SKID.
Rotary TEST Knob
The rotary TEST knob is at the top of the copilot
panel. This knob tests the antiskid system.
OPERATION
Antiskid Touchdown Protection
During landing, the antiskid system “touchdown
protection” feature prevents the aircraft
from touching down with locked brakes.
Touchdown protection mode is active anytime
all three of the following conditions exist:
• The ANTI SKID switch is ON.
• Both squat switches indicate that the
aircraft is in flight.
• The gear is extended.
Under these conditions (regardless of pilot
or copilot pedal position), the touchdown
protection mode releases all brake pressure
from the brakes.
To ensure adequate wheel spinup on contaminated
runways, the touchdown protection mode
stays active for 3 seconds after the first wheel
touches down (either left or right squat switch
indicates weight-on-wheels).
Under normal conditions, the wheels spinup
almost immediately; therefore, a spinup override
feature is incorporated. Anytime wheel
speed is above 50 knots (regardless of squat
switch position), touchdown protection is
overridden and normal antiskid braking is
available.
Power Braking (Antiskid ON)
For normal operation of the power brake and
antiskid system, all three of the following
conditions must exist:
• The ANTI SKID switch is up (on).
• Both wheels are rotating at aircraft
groundspeed.
• Either squat switch (left wheel or right
wheel) senses weight on wheel.
Maximum braking technique is obtained by:
1. Lowering the nose to the ground
2. Firmly applying and holding the brakes
until the desired speed has been reached
3. Extending the speedbrakes while applying
the wheel brakes
NOTE
Do not pump the brakes.
NOTE
The antiskid system is not operative
during emergency braking.
Depressing the brake pedals moves cables attached
to the power brake metering valve,
which meters hydraulic pressure to the brake
assemblies in direct proportion to pedal force.
With the ANTI SKID switch on and a ground
speed of at least 12 knots, maximum braking
with skid protection is available. Any tendency
of a wheel to rapidly decelerate (skid)
is detected by the wheel speed transducer, and
the antiskid control valve is signaled to momentarily
dump pressure from affected brakes.
As wheel speed returns to normal, dumping
ceases and pressure is once again increased in
the brake assemblies. When wheel speed drops
below approximately 12 knots, the antiskid
function disengages.
14-20 510OM-00
Braking on each main wheel is controlled by
the corresponding pedal; therefore, differential
braking is available.
Power Braking (Antiskid OFF)
The ANTI SKID switch is normally in the up
(on) position. In the OFF position, the antiskid
system deactivates and the amber ANTISKID
FAIL message appears. The power brakes,
powered by the hydraulic system, still function
without the assistance of the antiskid system.
With the loss of the antiskid system,
touchdown protection and tire spin-down are
　
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