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MLB Bay Overheat Test
The MLG overheat detection system can be tested at the LDG GEAR control panel. The MLG
BAY OVHT TEST switches simulate an overheat or failed condition, and generate EICAS
messages as explained above.
MLG BAY OVHT TEST Switches
Figure 15−10−6
NOSE WHEEL STEERING SYSTEM
Description
The nosewheel steering system is hydraulically actuated through a steering actuator mounted on
the nose landing gear assembly. There is no mechanical connection between the flight deck
controls and the steering actuator. Nosewheel steering commands are transmitted electronically
using “steer-by-wire” technology.
Components and Operation
The nosewheel steering system is armed by the NOSE STEER switch, located on the LDG GEAR
control panel. The system is activated when hydraulic system 3 is pressurized, the nose landing
gear is down and locked, and the PSEU “ground” mode is satisfied.
Steering control is initiated via the steering tiller and/or by the rudder pedals. Nosewheel deflection
up to 55 degrees on either side of center is possible when using the steering tiller. Rudder pedal
movement will deflect the nosewheel up to 7 degrees either side of center.
LANDING GEAR/BRAKES
Description
Vol. 2 15−10−14
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
NOSE WHEEL STEERING SYSTEM (CONT'D)
With the NOSE STEER switch selected to ARMED, the 55-degree limit may inadvertently be
exceeded, if sufficient differential braking is applied in the direction of the turn. When the
55-degree angle is exceeded , the nosewheel steering system is automatically disabled, and the
nosewheel casters freely to a maximum of 99 degrees.
NOTE
The nosewheel steering system cannot be reengaged unless the
steering angle is less than 55 degrees, and the NOSE STEER switch is
selected to OFF and then to ARMED again.
Electronic Control Unit (ECU)
The nose steering electronic control unit (ECU) controls the electrohydraulic valve, that directs
hydraulic system 3 pressure to the steering actuator to turn the nosewheels. Nosewheel position
feedback is sent to the ECU from transducers mounted on the steering actuator assembly.
In the air, the nose wheel is centered electronically by the ECU, and mechanically by centering
cams as the oleo extends.
The ECU continuously monitors the nosewheel steering system. Any faults detected are
annunciated on EICAS . Fault detection will result in steering system shutdown. When the
steering system is shut down due to fault, or manually disarmed, nosewheel steering reverts to
the free-castering mode (which allows nosewheel deflection up to 99 degrees either side of
center), and the STEERING INOP caution EICAS message is displayed.
LANDING GEAR/BRAKES
Description
Vol. 2 15−10−15
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
NOSE WHEEL STEERING SYSTEM (CONT'D)
WARNING
ENSURE THAT THE NOSEWHEEL ASSEMBLY IS CLEAR OF
PERSONNEL AND TOWING EQUIPMENT BEFORE
SELECTING THE NOSEWHEEL STEERING SWITCH TO THE
ARMED POSITION.
Steering Tiller
Figure 15−10−7
LANDING GEAR/BRAKES
Description
Vol. 2 15−10−16
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
WHEELS AND BRAKES
Description
Dual-wheel assemblies are installed on each main landing gear strut, and each main wheel is
equipped with a carbon brake disc assembly. The nose gear has two wheels, and uses chine tires
to eject ground water away from the aircraft engines.
Components and Operation
Each wheel of the main landing gear is equipped with self-adjusting multidisc carbon brakes.
Hydraulic system 3 powers the brakes of the inboard wheels, and hydraulic system 2 powers the
brakes of the outboard wheels. Anti-skid protection is provided.
Each main wheel has four fusible plugs that melt to prevent tire burst, in the event of an
overheated wheel or brake condition.
Brake application is initiated by pressing the brake pedals, which are mechanically linked to the
four associated brake control valves. The brake control valves meter hydraulic pressure to the
brakes through anti-skid control valves.
During gear retraction, hydraulic pressure from the nose landing gear is directed to the brake
control valves to stop main wheel rotation (in-flight braking).
In case of failure of hydraulic systems 2 or 3, accumulators in both hydraulic brake systems
provide pressure for approximately six brake applications with the anti-skid selected off. Loss of
either hydraulic system 2 or 3 results in a 50% reduction in braking capability. Braking remains
　
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