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4. The pilot should smoothly apply brakes to approximately 300 psi as
advised by the copilot. In an anti-skid inoperative situation, the pilot
should devote his attention to airplane control and the copilot
should monitor applied brake pressure and advise the pilot of
corrections needed to maintain 300 psi.
CAUTION: IT IS NORMAL FOR DECELERATION TO INCREASE AS
THE STOP PROGRESSES. IT IS EXTREMELY IMPORTANT TO
MAINTAIN 300 PSI TO AVOID LOCKED WHEELS AND BLOWN TIRES.
THERE WILL BE A SIGNIFICANT INCREASE IN LANDING DISTANCE
WITH ANTI-SKID INOPERATIVE.
NOTE: An increase in landing distance will result if landing rollout is
made with anti-skid inoperative. For landing distances with anti-skid
inoperative, refer to Landing Field Length, Anti-Skid Inoperative charts in
Performance section of GIV AFM. Use of reverse thrust reduces landing
distances.
END
Quick Reference Handbook
ABNORMAL / EMERGENCY PROCEDURES REVISION 7
Page EB - 14 (BRAKE BY WIRE) May 30/02
Notes
Quick Reference Handbook
REVISION 7 ABNORMAL / EMERGENCY PROCEDURES
May 30/02 (HMAB) Page EB - 1
Brakes / Anti-Skid (HMAB) Index
Hydraulic System Diagram............................................................EB-2
Emergency Brakes (HMAB)....................................................... EB-3
Wheel Brake Failure (HMAB)........................................................EB-3
Auxiliary Braking (HMAB)..............................................................EB-4
BRAKE FAIL Message (HMAB)....................................................EB-4
BRAKE MAINT REQ’D Message (HMAB) ....................................EB-5
BTMS OVHT Light On or BRAKE OVHT Message (HMAB).........EB-5
Anti-Skid Failure (HMAB)..............................................................EB-7
Anti-Skid Off Braking (HMAB).......................................................EB-8
Related Topics In QRH
Brake Kinetic Energy and Carbon Brake Cooling Chart ............ PC-14
Quick Reference Handbook
ABNORMAL / EMERGENCY PROCEDURES REVISION 7
Page EB - 2 (HMAB) May 30/02
Hydraulic System Diagram
ACCUM
ACCUM
AUX
PUMP
FLT
COMB
AUX
AUX PUMP
OFF/ARM ON
NOT
ARM ON
ELECT CONT
MECH CONT
COMBINED
FLIGHT
AUX
COMB/UTIL
COMB/UTIL/AUX
LEFT
ENG
PUMP
RIGHT
ENG
PUMP
FIRE
HANDLE
DISCH
1 2
FIRE
HANDLE
DISCH
2 1

UTILITY
PUMP MOTOR
UTILITY PUMP
OFF/ARM ON
NOT
ARM ON
GND SPLR SERVO
WING FLAPS
LANDING GEAR
BRAKES
STALL BARRIER
NOSEWHEEL STEERING
CARGO DOOR (ASC 213/354)
MAIN ENTRANCE DOOR
PARKING BRAKES
N2
ACCUM
BOOTSTRAP
BOOTSTRAP
STBY ELEC
ON
HMG
MOTOR
ELEVATORS ELEVATORS
RUDDER RUDDER / YAW DAMP
AILERONS AILERONS
FLIGHT SPOILERS/
SPEED BRAKES
FLIGHT SPOILERS/
SPEED BRAKES
GROUND SPOILERS
COMB OR UTIL OR AUX PRESS
SIGNAL REQ’D FOR FLT USE
GROUND SPOILERS
FLIGHT POWER
SHUT OFF
LEFT
REVERSER
RIGHT
REVERSER
NITROGEN
CHECK VALVE SHUTOFF VALVE
SHUTOFF VALVE (CAA CERT ONLY)
GROUND SERVICE VALVE
Quick Reference Handbook
REVISION 7 ABNORMAL / EMERGENCY PROCEDURES
May 30/02 (HMAB) Page EB - 3
Emergency Brakes (HMAB) AFM 4-05-20
FOR AIRPLANES SN 1183, SN 1214 AND SUBSEQUENT WITH
HYDROMECHANICAL ANALOG BRAKE (HMAB) SYSTEM
INCORPORATED
CAUTION: ANTI-SKID PROTECTION IS NOT AVAILABLE WHEN
USING THE EMERGENCY BRAKE SYSTEM. USE OF THE EMERGENCY
BRAKE SYSTEM WHILE THE AIRPLANE IS MOVING IS STRICTLY AN
EMERGENCY PROCEDURE. THE EMERGENCY BRAKE PRESSURE CAN
BE METERED. CAUTION SHOULD BE USED NOT TO EXTEND HANDLE
BEYOND THE POSITION WHERE BRAKING IS FIRST FELT (1/4 TO 1/2
INCH [0.635 TO 1.27 CM]). AS THE AIRPLANE DECELERATES,
REPOSITIONING (METERING) OF HANDLE (EASING IN) MIGHT BE
NECESSARY TO PREVENT SUDDEN STOPPING OR TIRE SKIDDING.
The following procedure should be used to stop the airplane with
emergency brakes:
1. Applied Brake Pressure Display.........................SELECT ON DU 4
2. Auxiliary Hydraulic Pump............................................................ON
3. Parking Brake Handle ......................................................................
.....................................APPLY (DO NOT EXCEED 300 PSI MAX)
When using emergency braking the pilot should devote his
attention to airplane control and the copilot should monitor applied
pressure advising the pilot of corrections required to maintain 300
　
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