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OPERATING MANUAL
PSP 606
SECTION 13
HYDRAULICS
TABLE OF CONTENTS
Subject
GENERAL
NO. 1 AND NO. 2 HYDRAULIC SYSTEMS
Engine-Driven Pump
AC Electric Pump
Reservoir
Accumulator
Heat Exchanger
No. 3 HYDRAULIC SYSTEM
AC Electric Pumps
Reservoir
Accumulator
Fuel/Oil Heat Exchanger
Air-Driven Generator
LANDING GEAR
Landing Gear Control Unit
Landing Gear Control Lever
MAIN LANDING GEAR BAY OVERHEAT DETECTION SYSTEM
NOSE WHEEL STEERING
BRAKES
ANTI-SKID SYSTEM
PARKING BRAKE
LIST OF ILLUSTRATIONS
Figure
Number Title
1 Hydraulic System Controls and Indicators
2 Hydraulic System - Schematic
cacnhaadiiaetnr tjer
OPERATING MANUAL
PSP 606
LIST OF ILLUSTRATIONS
Figure
Number Title Page
3 Hydraulic System Control Panel 13
4 Hydraulic Control Panel 14
5 Components - No- 1 and No. 2 Hydraulic Systems 15
6 Components - No- 3 Hydraulic System 16
7 Landing Gear Control Panel 17
8 Landing Gear Manual Release Handle, WOW Fail Lights
and Nose Gear Door Unlocked Light 18
9 Main Landing Gear Bay Overheat Warning Lights 19
10 Nose Wheel Steering Controls 20
11 Anti-Skid Panel and Brake Accumulator Pressure Gauges 21
12 Brake Controls and Indicators 22
13-CONTENTS
Page 2
Jun 12/86
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OPERATING MANUAL
PSP 606
SECTION 13
HYDRAULICS
GENERAL (Figure 1)
Hydraulic power for operation of the flight controls, landing gear, nose wheel
steering and brakes is furnished by three independent hydraulic systems,
designated No. 1, No. 2 and No. 3.
No. 1 system is pressurized by the left engine-driven pump or by an ac electric
motor-driven pump located at the left side of the rear equipment bay.
No. 2 system is similar and is pressurized by the right engine-driven pump or
by a second ac electric motor-driven pump located at the right side of the rear
equipment bay.
No. 3 system is pressurized by either of two ac electric motor-driven pumps,
designated 3A and 3B and located on either side of the fuselage.
NO. 1 AND NO. 2 HYDRAULIC SYSTEMS (Figures 2, 3, 4 and 5)
NOTE: No. 1 system is described; No. 2 system is similar except where noted.
A. Engine-Driven Pump
The No. 1 system engine-driven pump (EDP) is mounted on the accessory
gearbox of the left engine. The pump automatically varies its displacement
to control fluid outlet pressure at a nominal 3000 psi. A motor-driven
shutoff valve, located on the engine mounting beam, closes the EDP supply
line when the LH ENG FIRE PUSH switch/light on the glareshield is pressed
in.
B. AC Electric Pump
An ac electric motor-driven pump is mounted on the left side of the rear
fuselage equipment bay and has the same mechanical operation as the EDP.
The pump is supplied with electric power from the ac main bus No. 2. The
pump is manually controlled by a switch on the hydraulic system control
panel in the flight compartment. The No. 2 system ac pump is supplied with
electric power from the ac main bus No. 1.
If the left engine fails or is shut down, the left engine-driven pump fails
and the normal source of electrical power for ac main bus No. 1 is
removed. When this occurs, the right EDP supplies hydraulic pressure to
the No. 2 hydraulic system and ac main bus No. 2 powers the No. 1 hydraulic
system ac electric pump. Although electric power is automatically
distributed from the right engine generator to both ac main busses by the
generator transfer contactors, the No. 1 generator line
contactor (GLC-1) opens when the left engine generator fails, removing
SECTION 13
Page 1
Jun 12/86
OPERATING MANUAL
PSP 606
power from the No- 2 hydraulic system ac electric pump.
The failure or shutdown of the right engine causes a similar chain of
events involving GLC-2 and the No- 1 hydraulic system ac electric pump.
Reservoir
The hydraulic system reservoir is of the self-pressurizing, bootstrap
type. A suction pressure of 55 psi is maintained by system pressure acting
on a piston within the reservoir- The reservoir has direct reading fluid
level indicator, a fluid temperature probe and an overflow line connected
to an overflow tank.
Accumulator
A piston-type accumulator, located below the reservoir, maintains pressure
when rapid increases in demand are made on the system. The accumulator is
precharged with nitrogen. A nitrogen pressure gauge is located on the
No. 1 system ground service panel inside the aircraft to the left of the
rear equipment bay door.
Heat Exchanger
A ram air heat exchanger, with separate cores for No. 1 and No. 2 systems,
is located aft of the rear equipment bay door. Ram air from the dorsal fin
inlet cools the cores in flight. An automatic, temperature-controlled,
electric blower cools the cores if an overheat condition occurs.
3 HYDRAULIC SYSTEM (Figure 6)
AC Electric Pumps
Two identical ac electric-motor-driven pumps designated 3A and 3B, mounted
on either side of the fuselage, supply hydraulic power to the No- 3
hydraulic system. Each pump varies its displacement automatically to
control its fluid outlet pressure to a nominal 3000 psi.
Reservoir
The No. 3 system reservoir is located between the main wheel bins in the
main landing gear bay and is similar to the No. 1 and No. 2 system
reservoirs.
Accumulator
The No. 3 system accumulator is located forward of the right main landing
gear bin in the main landing gear bay and is similar to the No. 1 and No. 2
system accumulators. The accumulator nitrogen pressure gauge is located
forward and outboard of the right main landing gear bin. If a double
engine failure occurs this accumulator caters for flight control requirements
until the air-driven generator comes on line.
SECTION 13
Page 2
Jun 12/86
OPERATING MANUAL
PSP 606
D. Fuel/Oil Heat Exchanger
On aircraft that do not incorporate Canadair SB 600-0318,
a fuel/oil heat exchanger, located in the right wing root forward of the
main landing gear well, ensures adequate heat transfer from the hydraulic
fluid to the fuel.
E. Air-Driven Generator
If both primary ac electric systems fail, the air-driven generator (ADG)
automatically deploys and the ADG ac emergency transfer contactor, ADG AC
ENER TC energizes, connecting ac electric pump 3B directly to the ADG bus,
bypassing the pump ON/OFF control switch- Thus, No- 3 hydraulic system
continues to operate in the normal manner, powered by the ADG bus, using
pump 3B only.
LANDING GEAR (Figures 7 and 8)
The main landing gear retracts inward into a recess in the wing and centre
fuselage and the nose landing gear retracts forward beneath the flight
compartment. Normal extension and retraction is electrically controlled and
hydraulically operated. Hydraulic pressure for normal landing gear operation
is supplied by No. 3 hydraulic system.
For emergency landing gear operation, the gear may be extended by pulling the
landing gear manual release T-handle in the flight compartment. The handle
mechanically releases the landing gear uplocks and dumps hydraulic pressure,
allowing the gear to free-fall. The gear is assisted by a combination of
airflow and spring pressure on the nose gear, and by a down-lock assist
actuator, supplied by No. 2 hydraulic system, on the main gear.
The landing gear control lever is positioned on the right side of the centre
instrument panel and is normally operated by the copilot, but is within reach
of the pilot. Landing gear down and locked indications are given by three
green lights on the landing gear selector panel. Landing gear unsafe red
lights, in the landing gear handle, flash when the gear is in transit or any
landing gear leg is not locked in the selected position. An aural warning
occurs if the landing gear is not down and locked and either of the throttles
is retarded to HIGH IDLE or the wing flaps are extended more than 30 degrees.
The warning horn may be muted, with the throttles retarded, by pushing the MUTE
HORN button on the selector panel. The horn, however, cannot be muted when the
flaps are extended more than 30 degrees.
SECTION 13
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OPERATING MANUAL
PSP 606
A* Landing Gear Control Unit
The landing gear control unit is located in the underfloor avionics bay and
contains two circuits: a landing gear control circuit and a
weight-on-wheels circuit.
The landing gear control circuit processes landing gear control information
using inputs from the landing gear proximity switches, the landing gear
control lever and the throttle levers- Outputs from the circuit consist of
landing gear command signals, landing gear control lever indicator/interlock
signals and aural warning signals.
The weight-on-wheels (WOW) circuit provides two independent outputs
designated WOW 1 and WOW 2. Each WOW output circuit receives proximity
switch signals and passes either a weight-on-wheels or a weight-off-wheels
signal to the other aircraft systems using WOW information- A comparator
circuit causes the amber WOW OP FAIL light on the centre instrument panel
to come on if a disagreement exists among the various weight-on-wheels
outputs or if power is removed from either WOW circuit. A similar circuit
causes the amber WOW IP FAIL light on the centre instrument panel to come
on if a disagreement exists among the various inputs to either of the WOW
channels.
B- Landing Gear Control Lever
The landing gear control lever has a solenoid-operated downlock which
prevents inadvertent selection of gear UP with a weight-on-wheels signal
input. The downlock may be mechanically overridden by displacing the
release button adjacent to the control lever. The override permits the
landing gear to be retracted, if the downlocks fail to disengage normally
due to a fault in the solenoid circuit or due to a WOW switch giving a
weight-on-wheel signal after take-off when a gear UP selection is attempted.
MAIN LANDING GEAR BAY OVERHEAT DETECTION SYSTEM (Figure 9)
Overheat and fire detection is provided for the main landing gear bay by
fire-sensing cables, which are routed around the top inner surface of each main
wheel bin and connected to a detection control unit in the flight compartment.
A panel with two switch/lights marked OVHT and OVHT WARN FAIL, is located on
the centre instrument panel above the landing gear control panel.
The detection control unit, which has two channels, overheat and
short-to-ground, discriminates between an actual overheat condition and a short
circuit. If an overheat condition occurs, the resistance change in the sensing
cable is detected by the overheat channel and the red OVHT light comes on. The
control unit resets automatically when the cable resistance increases above the
alarm point, as a result of a temperature decrease in the main wheel bay. A
short circuit is detected by the short-to-ground channel, which causes the
amber OVHT WARN FAIL light to come on.
SECTION 13
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OPERATING MANUAL
PSP 606
Pressing the OVHT switch/light checks the integrity of the circuit and causes
the red OVHT light to come on. When the OVHT WARN FAIL switch/light is
pressed, the MLG BAY OVHT FAIL light on the annunciator panel comes on, the
MASTER CAUTION and WARNING lights flash and the OVHT WARN FAIL light comes on.
NOSE WHEEL STEERING (Figure 10)
Airplanes that do not incorporate Canadair SB 600-0380 have a mechanically
controlled, hydraulically operated nose wheel steering system electrically
armed by the N/W STEER switch on the pilot's facia panel. The pi lot1s steering
quadrant provides 53 to 55 degrees nose wheel steering each side of centre.
Normal hydraulic steering is available when the N/W STEER switch, above the
steering quadrant, is in the ARMED position, the nose landing gear is down and
locked, and one or both weight-on-wheels signals is present. When the N/W
STEER switch is set to OFF, hydraulic pressure is removed from the nose wheel
steering actuator.
Using the nose wheel steering control wheel, the pilot can turn the aircraft
during taxiing without differential braking. However, it is not possible to
steer beyond the maximum range of 55 degrees using hydraulic power because the
rack and pinion disengages. For towing or taxiing with differential braking,
the N/W STEER switch must be set to OFF to shut off the hydraulic supply and
permit the nose wheels to castor up to approximately 90 degrees. Hydraulic
power must not be used to re-engage the rack and pinion. If the nose wheels
are at an angle greater then 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 13
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Jun 12/86
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OPERATING MANUAL
PSP 606
Airplanes that incorporate Canadair SB 600-0380 have an electro-mechanical nose
wheel steering system, (also described as a steer-by-wire system), controlled
by an electronic control module (ECM). With the nose gear down and locked,
weight on wheels and the N/W STEER switch set to ARMED, nose wheel steering is
available through the steering quadrant or the pilot's and copilot's rudder
pedals- Full movement of the steering quadrant commands 55 degrees of nose
wheel steering and full deflection of the rudder pedals commands 7 degrees of
nose wheel steering. The ECM adds the steering signals from the steering
quadrant and the rudder pedals to produce the desired nose wheels rotation but
will not command nose wheel steering angles greater than 55 degrees- Thus, if
the steering controls are crossed, the ECM commands nose wheels rotation equal
to the difference between the two steering signals. If the steering controls
are coordinated, the nose wheels rotate to an angle equal to the sum of the
steering commands until a nose wheels angle of 55 degrees is obtained. At this
point, any further increase in the steering command has no effect on the
position of the nose wheels. During operation of the system with the nose
wheels near the maximum commanded steering angle, steering angles greater than
55 degrees can be obtained on rough terrain or when normal steering inputs are
augmented by differential application of brakes or engine thrust. In this
case, the ECM automatically places the system in the free castoring mode and
steering can only be re-engaged by reducing the steering angle to below 55
degrees and cycling the N/W STEER switch between OFF and ARMED.
When the N/W STEER switch is off, if hydraulic power is removed from the system
or if an automatic shutdown has been commanded by the ECM, the system reverts a
free castoring mode. In this mode, the nose wheels are free to turn up to 99
degrees from the centered position. Free castoring is used during towing or
when asymmetric thrust and braking must be used to obtain a low aircraft
turning radius.
The ECM monitors the system and automatically places it in the free castoring
mode if an electrical or mechanical fault is detected. After the fault is
detected, the N/W STEER FAIL light comes on and the system remains in the free
castoring mode, regardless of the position of the N/W STEER switch, until the
fault is corrected and the system is reset.
On all aircraft, a centering cam in the nose wheel strut centers the nose wheel
when the strut is extended during take-off.
BRAKES
Each main wheel is fitted with a hydraulic disc brake unit. The inboard brakes
are powered by the No. 3 hydraulic system and the outboard brakes by the No. 2
hydraulic system. Each hydraulic system has a nitrogen-charged brake
accumulator which provides sufficient hydraulic pressure for approximately
eight brake applications following system failure or shutdown. A hydraulic
fuse in each brake line prevents complete loss of fluid because of a leak in
the brake area. Nitrogen pressure gauges, for both brake system accumulators,
are located in the nose landing gear bay on the forward left-hand side.
SECTION 13
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Jun 12/86
OPERATING MANUAL
PSP 606
ANTI-SKID SYSTEM (Figure 11)
The anti-skid system consists of a skid control unit, two dual anti-skid
control valves and wheel speed sensors located in the axle of each main wheel.
The system independently controls the braking of each main wheel by
automatically varying the hydraulic pressure output of each dual brake control
valve before these outputs reach the brakes.
An arming switch on the anti-skid panel controls power to the skid control unit
from the 28-volt dc main bus via the anti-skid inboard and outboard relays and
the parking brake microswitch. The system therefore cannot be armed when the
parking brake is on (parking brake shutoff valve closed). When the parking
brake is applied, the INBD FAIL anti-skid caution light comes on.
Inputs received by the control unit are weight-on-wheels and wheel velocity
information. The control unit outputs consist of control signals to the
anti-skid valves, warning signals to failure indication lights and a logic
wheel spin-up signal to the ground spoiler control unit.
The anti-skid system has the following features:
Modulated skid prevention of each wheel through the primary anti-skid
circuits.
Locked wheel prevention, which provides a pressure dump signal in the event
of a deep skid or failure of a wheel to spin-up at touchdown, and which
also provides a coarse backup circuit in the event of failure of the
primary anti-skid circuit.
Pre-landing protection which, via input from the weight-on-wheels
circuitry, dumps all brake pressure at all wheels while the aircraft is
still airborne, but is overridden to allow normal skid-controlled braking
as soon as the wheels have spun up.
Built-in test equipment to provide a check of virtually all the system
circuits both on the ground (pre-take-off) and in the air (pre-landing).
PARKING BRAKE (Figure 12)
The parking brake system consists of a parking brake handle mounted at the
lower right edge of the pilot's instrument panel connected via a push-pull
cable assembly to the lever of the dual brake valve control mechanism.
SECTION 13
Page 7
Jun 12/86
OPERATING MANUAL
PSP 606
The parking brake is applied by fully depressing both brake pedals on either
the pilot's or copilot's rudder pedals and pulling the brake handle out to
engage a pair of latches in the brake valve control mechanism, securing both
dual brake valves in the on position. With the brake pedals depressed to
contact stops, the handle is rotated 90 degrees in either direction to seat the
handle in the locked position; pedal pressure may then be released, observing
§ that the pressure remains trapped on the inboard brakes. The parking brake is
released by applying brake pressure on the pedals until the parking brake is
unloaded. The handle is then rotated 90 degrees to unlock the latches and
release the handle to the stowed position when the pressure on the brake pedals
may be released.
On applying the parking brake, the following occur:
- PARKING BRAKE light comes on
Parking brake shutoff valve closes
Anti-skid system relays de-energize
The INBD FAIL anti-skid light comes on if the parking brake shutoff valve fails
to open when the parking brake is released and the anti-skid system is armed.
SECTION 13
Page 8
Oun 12/86
OPERATING MANUAL
PSP 606
Hi TEMP HI TEMP HI TEMP
ELECT
PUMP
OFF ft
ON>
ELECT PUMP
| A B|
OFF ft
ONN
JOFF
ON
L.ENG|
PUMP
ELECT |
PUMP
ELECTPUMP
ELECT
PUMP
JOFF
' ON
R.ENG
PUMP
ELECTPUMP
HYDRAULIC SYSTEM PANEL
©
NW
STEER
FAIL
EFFECTIVITY
[22 A/C incorporating Canadair Service Bulletin 600-0380.
©
INBD
FAIL
INBD
TEST
ANTI-SKID
i 1
ARM TEST
JOFF
©
OUTBO
FAIL
OUTBO
TEST
-©—! 0
BRAKE PRESSURE INDICATOR
© ANTI-SKID PANEL
OB
NOSE WHEEL STEERING ARMING SWITCH
NOSE WHEEL STEERING
FAIL LIGHT
O 0H NOSE WHEEL STEERING QUADRANT PARKING BRAKE HANDLE
©
Hydraulic System Controls and Indicators
Figure 1
SECTION 13
Page 9/10
Mar 01/85
MAIN LANDING GEAR BAY
OVERHEAT WARNING LIGHTS
IUAAKSNCI
•J SHAKE
PARKING BRAKE LIGHT
© NOSE
[j LEFT jTltlGHTll
[ 0 LOG GEAR 0 1
<£ / y i l o
O
fONLCK
REL
[ 0
\ ° N 1
IMUTEI
HORN 1 P TEST 1
'©1
LANDING GEAR CONTROL PANEL
WEIGHT ON WHEELS FAIL LIGHTS
NOSE LANDING GEAR DOOR UNLOCKED
LIGHT
LANDING GEAR MANUAL RELEASE HANDLE
O
crcatnsaad/iaeinr qer
OPERATING MANUAL
PSP 606
FROM RIGHT ENGINE AC GENERATOR FROM LEFT ENGINE AC GENERATOR
/ l \ Generator Line Contactor 2 (GLC 21; only energized (contact
madel when right engine generator is powering AC Bus 2 or when
a weight-on-wheels signal is present.
/ 2 \ Generator Line Contactor 1 (GLC 1); only energized (contact
madel when left engine generator is powering AC Bus 1 or when a
weight-on-wheels signal is present.
j/S^ADG AC Emergency Transfer Contactor (ADG AC EMER TO;
automatically connects ADG Bus to No. 3 hydraulic system pump
3B when both primary AC busses fail.
/W\Manual release system also mechanically connected to main and
nose gear uplocks, nose gear doors closed lock and dump valves.
LEGEND
NO. 1 HYDRAULIC SYSTEM
NO. 2 HYDRAULIC SYSTEM
NO. 3 HYDRAULIC SYSTEM
ACC PRESS IND
ACC PRESS IND
Hydraulic System - Schematic
Figure 2
SECTION 13
Page 11/12
Mar 01/85
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OPERATING MANUAL
PSP 606
II HI TEMP 1
I I
II HI TEMP i
Hydraulic System Control Panel
Figure 3
SECTION 13
Page 13
Mar 01/85
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OPERATING MANUAL
PSP 606
HIGH TEMPERATURE WARNING LIGHT
Light comes on to indicate that hydraulic fluid temperature
has exceeded upper limit.
AC ELECTRIC PUMP LOW PRESSURE WARNING LIGHT
O
NO. 1
Warning light comes on at 1800 psi decreasing pump
discharge pressure and goes out at 2300 psi increasing pump
discharge pressure. Warning light is armed when AC electric
pump control switch is set to ON and/or wing flaps are
extended.
HYDRAULIC SYSTEM PRESSURE INDICATOR
Gauge indicates hydraulic pressure in the system. Norma!
operating pressure is 3000 psi + 150 psi. Gauge indicates 0
psi when electrical power is removed.
RESERVOIR QUANTITY INDICATOR
Gauge indicates the hydraulic fluid quantity in the system
reservoir. Normal quantity, with the system operating, is
40% to 80% full (green band). Gauge indicates 0% when
electrical power is removed.
AC ELECTRIC PUMP ON-OFF SWITCH
Switch provides control of AC pump.
ENGINE DRIVEN PUMP LOW PRESURE WARNING LIGHT
Warning light comes on at 1800 psi decreasing pump
discharge pressure and goes out at 2300 psi increasing pump
discharge pressure. Warning light is armed when master
caution and warning system is activated
Hydraulic Control Panel SECTION 13
Figure 4 page 14
Gun 12/86
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OPERATING MANUAL
PSP 606
MECHANICAL RESERVOIR QUANTITY INDICATOR
Mechanical gauge indicates hydraulic fluid quantity in the No. 1
system reservoir.
NOTE
System No. 1 shown
System No. 2 similar
Components - No. 1 and No. 2
Hydraulic Systems
Figure 5
SECTION 13
Page 15
Mar 01/85
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OPERATING MANUAL
PSP 606
MECHANICAL RESERVOIR QUANTITY INDICATOR
Mechanical gauge indicates hydraulic fluid quantity in the No. 3
system reservoir.
Components - No.3 Hydraulic System
Figure 6
SECTION 13
Page 16
Mar 01/85
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OPERATING MANUAL
PSP 606
LANDING GEAR SAFE LIGHTS
NOSE, LEFT AND RIGHT lights come on when
respective landing gear legs are down and locked.
LANDING GEAR HANDLE
Two-position handle. Controls landing gear hydraulic
operation.
UP - Pulling handle out then up retracs landing gear,
applies main wheel brakes and closes nose wheel doors.
DN - Pulling handle out then down opens nose wheel
doors and extends and locks nose and main landing
gear legs.
[ NOSE J
G-EFT J 1 RIGHT I
LDG GEAR
DOWN LOCK RELEASE BUTTON
For manual override of landing gear handle solenoid
lock.
Pushing and holding DN LCK REL button down
allows normal landing gear retraction with landing
gear handle.
LANDING GEAR UNSAFE LIGHTS
Two flashing lights in landing gear handle come on
when landing gear leg position does not agree with
landing gear handle position and while gear is in transit.
GEAR WARNING MUTE HORN SWITCH
Landing gear warning horn sounds when either throttle
is retarded to HIGH IDLE and down and locked
signals are not received from all three landing gear
downlocks.
Pressing push-button switch mutes landing gear
warning horn. Push-button amber light comes on
to indicate mute condition and will remain so until
one or both throttles are advanced beyond HIGH
IDLE.
Aural warning also sounds when 30 degree flap position
is selected in absence of down and locked signals
from all three downlocks. Under these conditions,
warning cannot be muted by pressing MUTE HORN
button.
LANDING GEAR TEST SWITCH
When TEST push-button is pressed, LEFT, NOSE
and RIGHT green lights, landing gear selector handle
red lights, MUTE HORN amber light and NO SMOKING
and FASTEN SEAT BELT lights come on.
Landing Gear Control Panel SECTION 13
Figure 7 Page 17
Oun 12/86
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OPERATING MANUAL
PSP 606
WEIGHT-ON-WHEELS (WOW) FAIL LIGHTS
The appropriate caption comes on to indicate a failure in either the WOW
input or WOW output system. The WOW input system receives a WOW signal
from independent sensors, two on each landing gear shock strut
NOSE LANDING GEAR DOORS OPEN LIGHT
Light comes on when hydraulicaliy operated nose landing gear doors are
unlocked.
O
LANDING GEAR MANUAL RELEASE HANDLE
Pulling handle releases landing gear legs and nose wheel door up-locks, to
allow landing gear to free-fall and also supplies No. 2 hydraulic system
pressure to the main landing gear free-fall down lock assist actuators. Landing
gear position indicators and warnings operate normally and gear cannot
be retracted.
Landing Gear Manual Release Handle, WOW Fail
Lights and Nose Gear Door Unlocked Light
Figure 8
SECTION 13
Page 18
Mar 01/85
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OPERATING MANUAL
PSP 606
OVERHEAT (OVHT) LIGHT
Red light comes on when overheat
condition is detected by fire sensing
cables in main landing gear bay.
PUSH TO TEST V -^
OVERHEAT WARNING FAILED (OVHT WARN FAIL) LIGHT
Amber light comes on when a short in the system is detected
by the detection control unit.
Main Landing Gear Bay Overheat Warning Lights SECTION 13
Figure 9 Page 19
Mar 01/85
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OPERATING MANUAL
PSP 606
EFFECTIVITY
( 7 ! Aircraft incorporating Canadair
t -= Service Bulletin 600-0380.
NW
STEER
FAIL
Qm
NW STEER FAIL LIGHT
Amber light comes on when electronic control module of steer-by-wire system
detects electronic or mechanical fault in steering system. Light stays on and
system remains in free castoring mode until fault is corrected and system reset.
NOSE WHEEL STEERING ARM SWITCH
Switch provides ARMED-OFF control of the hydraulic nose wheel steering.
ARMED - Nose wheel steering will operate when the landing gear is down
and locked and weight-on-wheels signals are present from one or both
WOW systems.
OFF - Nose wheel hydraulic steering off. Nose wheel will castor for towing
or for steering by differential braking.
NOSE WHEEL STEERING QUADRANT
Steering quadrant rotates the nose wheel when landing gear is down and locked,
weight-on-wheels signals are present from one or both WOW systems and
the N/W STEER switch is in the ARMED position. The nose wheel is
automatically centered when the nose landing gear strut is extended on
take-off •
Nose Wheel Steering Controls SECTION 13
Figure 10 page 20
Mar 01/85
canadair
chauencjer
OPERATING MANUAL
PSP 606
ANTI-SKID SYSTEM FAIL LIGHTS
Caution lights indicate the failure of the inboard an<j o*
the outboard brake anti-skid systems.
ANTI-SKID TEST BUTTON
Pressing momentary puv> bunor switch tests the anti-skid
circuitry and INBD *A:W OUTBD FAIL, INBD TEST and
OUTBD TEST j<r»Ti Or- r«tea»mg push button ail four lights
go out.
ANTI-SKID ARM S W T CM
Switch provides ARM O** control of anti-skid system.
ARM - Anti sktc »****»** #r*nec Parking brake must be off
for anti-skid protector Ant. **<• will cycle as required.
OFF - Am»-skic »v»»»^ ©•• Am» »*<j must be selected OFF if
both WOW svste^n» ta* ex &*•*•* wM become inactive below
30kts.
BRAKE ACCUMULATOR NJTROGEN PRESSURE GAUGES
Upper and lowe* gauges »no»cate nitrogen pressure in inboard and
outboard main wneei orane accumulators respectively.
Anti-Skid Panel and Brake Accumulator Pressure Gauges
Figure 11
SECTION 13
Page 21
Jun 12/86
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OPERATING MANUAL
PSP 606
BRAKE PRESSURE INDICATOR
Indicates hydraulic pressure in the inner and outer main wheel
independent brake systems. Normal brake pressure is 3000 psi.
Indicates 0 psi when electrical power is removed.
PARKING BRAKE LIGHT
Light comes on when parking brake is applied.
C PARKING BRAKE J
PARKING BRAKE HANDLE
PARKING BRAKE ON — Apply and maintain full brake pedal travel. Pulling
parking brake handle then causes a pair of latches in the brake valve control
mechanism to engage, securing both dual brake valves in the brake applied
condition. Rotating the handle locks the latches at which point pedal
pressure may be relaxed.
PARKING BRAKE OFF — Parking brake is released by applying pressure
to brake pedals until parking brake unloads. Handle is then rotated
90 degrees to release it to stowed position. Pressure on brake pedals is
then released.
Brake Controls and Indicators SECTION 13
Figure 12 page 22
tor 01/85

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