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Wheel and brake overheat protection is provided by the MLG bay overheat detection system and indicated by CAS messages.
COMPONENTS AND OPERATION
Each wheel of the main landing gear is equipped with self-adjusting multidisc carbon brakes that provide stable braking
control under all operating conditions.
The brake control system is partitioned into two separate braking channels. One channel controls the braking and anti-skid
operation for the inboard wheels while the second controls the outboard wheels. Each braking channel is powered by an
independent hydraulic system and an independent electrical power source. The brake control system provides brake pressure
application, antiskid protection, touchdown protection, locked wheel crossover protection, gear retract braking and
pressure control functions.
The system is armed when the landing gear is selected down or when ground mode is detected, by energizing the inboard
and outboard shutoff valves, permitting hydraulic pressure to reach the inboard and outboard brake control valves. Ground
mode is established by confirmation of either left or right weight on wheels inputs from the proximity sensors that indicates
ground for more than 5 seconds or when wheel spin-up of greater than 50 kts is achieved. Full braking authority and differential
braking is available to both the pilot and copilot. The brake control unit (BCU) uses the greater input of the two
for the pedal brake command. The system provides low initial pressure gain to provide suitable pedal force to brake torque
characteristics for adequate directional control during taxi.
Each braked wheel is fitted with a wheel speed transducer. The BCU monitors the wheel speed transducers to provide independent
ant-skid protection down to 10 kts to each of the main wheels and to determine wheel speed thresholds for spinup
override and locked wheel crossover protection. The BCU also uses the wheel speed transducers to provide wheel speed
outputs for spoiler and thrust reverser deployment.
The BCU commands a brake pressure of 350 psi for 4 seconds during gear retraction to ensure the main wheels have
stopped spinning as they enter the main landing gear bay.
The shutoff valves hydraulically disarm the BCS by removing hydraulic pressure to the brake control valves during flight
when the following requirements have been met:
- Weight-off -wheel on both main landing gears
- Landing gear handle is up
- Wheel speeds and velocity reference equal zero
Two brake wear indicator pins installed on each brake assembly provide a visual indication of brake wear. Before conducting
the visual indication of the brake wear indicator pins, the parking brake must be set. Service the brakes when the end
of the wear indicator pin is flush with the top of the indicator housing.
NOTE: The brake wear indicator pins must be checked with the brakes applied and the left and right hydraulic systems
pressurized.
REV 1
LANDING GEAR
Volume 2 Flight Crew Operating Manual Sep 13/2004
15-01-12 CSP 100-6 REV 1
TIRES AND BRAKES (Cont)
PARK/EMER BRAKE
The aircraft is equipped with an emergency/parking brake system for parking or braking the aircraft when the
normal brakes are inoperative. The PARK/EMER BRAKE handle, when set will prevent the aircraft from rolling.
The emergency/parking brake control system is a hydro-mechanical system controlled by the PARK/EMER
BRAKE handle mounted on the cockpit center pedestal. The PARK/EMER BRAKE handle increases brake pressure when
pulled up and decreases brake pressure when allowed to return down. The park brake function is initiated by pulling the
handle up until it latches. The handle is released from this position by pulling up, pushing and holding the button on the
end, and allowing the handle to retract down.
The emergency/parking brake valve meters hydraulic system pressure to all four main wheel brakes as commanded by the
flight crew through the handle. Hydraulic pressure from the emergency/parking brake valve is connected to each of the
main wheel brakes by shuttle valves. Differential braking is not possible with PARK/EMER BRAKE handle, and does not
provide anti-skid protection.
To prevent hydraulic fluid migration from the right system to the left system, setting and releasing the PARK/EMER
BRAKE must be done in a specific sequence. If the toe brake pedals are depressed prior to setting the PARK/EMER brake,
then the toe brake pedals should be depressed again prior to releasing the PARK/EMER BRAKE. If this sequence is not
followed, eventually the left hydraulic system will become over-full and the right hydraulic system will be low. The reason
for this is that if the toe brake pedals are depressed and then the PARK/EMER BRAKE is set, hydraulic fluid from the right
　
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