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the extend position upon selection. The handle will lock in a given
detent position if released during extension only.
When the handle is selected to stow following a full extension, the
handle will not ratchet (lock) if released. When the “PUSH FULLY TO
STOW” button is pushed, care should be taken to guide the handle
(under spring tension) to its full stowed position.
LANDING GEAR
Flight Crew Operating Manual Rev 2A, Apr 11, 2005
CSP 700−5000−6
Volume 2
15−10−20
MANUAL LANDING GEAR EXTENSION (CONT'D)
Manual Release Sequence
The following is a sequence of events which occur during manual landing gear extension.
· Landing gear manual release handle “PULL” to full extension.
· System #3 shutoff valve blocks pressure to all hydraulically operated gear door uplocks and
the landing gear uplocks.
· Dump valve opens, transferring No. 3 hydraulic pressure from all gear and door actuators to
return.
· The main gear doors and uplocks are mechanically released.
GEAR
MAIN GEAR IN TRANSIT
UP
GF1510_020
· Both main landing gear retract/extend actuators are pressurized by hydraulic system No. 2
(through the action of the system #2 alternate power valve) to assist main gear downlock.
Within approximately one to two seconds following full extension of the manual release handle:
· The nose landing gear door and gear uplocks are mechanically released.
GEAR
ALL GEAR IN TRANSIT
GF1510_021
· The nose landing gear is permitted to freefall
and is assisted by springs within the drag
brace to achieve downlock.
NOTE
With all gear indicating down and locked, the left and right main and
nose gear doors remain open. A “L−R MAIN GEAR DOOR” and
“NOSE DOOR” caution message will be displayed.
DOWN AND LOCKED
GEAR
DN DN DN
GF1510_022
· Upon successful completion of manual gear extension, the manual release handle is to
remain fully extended.
LANDING GEAR
Rev 2A, Apr 11, 2005 Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
15−10−21
LANDING GEAR MANUAL RELEASE SCHEMATIC
The following schematic is an overview of the manual gear extension system.
NOSE GEAR
UPLOCK
RELEASE
NOSE DOOR
UPLOCK
RELEASE
MAIN AND NOSE
SYSTEM #2
ALTERNATE
POWER VALVE
DOOR
UPLOCK
RELEASE
GEAR
UPLOCK
RELEASE
DOOR
UPLOCK
RELEASE
GEAR
UPLOCK
RELEASE
SYSTEM #3
SHUTOFF
LEGEND
Cable Circuit
LEFT MAIN
GEAR ASSEMBLY
RIGHT MAIN
GEAR ASSEMBLY
NOSE GEAR
ASSEMBLY
DUMP VALVE
EXT/RETRACTION
ACTUATORS
MAIN GEAR
Control Linkage
GF1510_023
LANDING GEAR
Flight Crew Operating Manual Rev 2A, Apr 11, 2005
CSP 700−5000−6
Volume 2
15−10−22
BRAKE CONTROL SYSTEM
The main wheels have carbon disk brakes. They are controlled by the Brake Control Unit (BCU)
using an antiskid
system, with autobraking
capability.
Refer to BRAKE CONTROL SCHEMATIC in this Chapter to support the information that follows.
The brake control system provides hydraulic services to the outboard brakes (hydraulic system 2)
and the inboard braking systems (hydraulic system 3). Hydraulic system 3 will also provide pressure
to all brakes via shuttle valves for parking/emergency brake application. Brake systems 2 and 3 have
an accumulator (backup) for emergency operation in case of hydraulic system failure. The system 3
accumulator is also monitored to provide flight compartment indication of available
parking/emergency accumulator pressure. Hydraulic volumetric fuses are installed at each brake
supply line to provide system protection against line rupture.
Two brake shutoff valves control the inlet pressure to the brake control valves and are used to:
· Turn off hydraulic power to the brake control valves during flight.
· Shut off pressure in the event of uncommanded braking.
The hydraulic inlet porting of the brakes has a shuttle valve. Brake shuttle valves are used to isolate
brake control function from park/emergency brake function. Four shuttle valves are used, one for
each brake. The shuttle valve provides the higher of the two input pressures (either brake
control/antiskid
or parking/emergency brake) to the brake.
Pilot and/or copilot brake input is provided by four brake pedal transducers. The signal is processed
by the BCU and commands appropriate brake pressure. If a failure or unreliable signal is present, a
　
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