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wheel assembly to relieve tire pressure and thus avert a
blowout because of hot brakes if the local wheel temperatum
exceeds 428 OF.
The capacities of the wheelbrake assemblies are sufficient
to restrain the a&rat? in a static condition on a
dry surface with MIL power set on both engines. The
minimum hydroplaning speed forthemain tires on a wet
runway is approximately 90 knots.
ORIGINAL 2-120
NAVAIR OI-Fl4AAD1
NOMENCLATURE
0 Parking brake handle
3
BRAKES warning light
0
Brake Pedals
@
Hand pump
0
BRAKE PRESSURE gage
@
ANTI SKID SPOILER BK
switch
FUNCTION
Forward - Parking brake released. Modulated braking action available
with brake pedal depression.
4ft - Parking brake set. No modulation of control, locks both
main wheel brakes.
Indicates parking brake handle is pulled, antiskid has failed, or operation is
in auxiliary brake mode when brake pedals are depressed.
Press top of rudder pedals to command normal or auxiliary braking.
Recharges auxiliary and parking brake accumulators with gear handle down.
With REFUEL PROBE switch in FUS or ALL EXTD, provides emergency
extension or retraction of refueling probe regardless of gear handle position.
With the gear handle down priority is given to brake accumulator pressure.
Provides pilot indication of brake accumulator pressure remaining which is
indicative of auxiliary and emergency brake cycles remaining.
BOTH - Antiskid activated. Spoiler brakes operative with weight on
wheels and both throttles in IDLE.
OFF - Antiskid deactivated, spoiler brakes inoperative.
SPOILER BK - Spoiler brakes operate with weight on wheels and both
throttles IDLE. Antiskid is deactivated.
Figure 2-70. Wheelbrake Controls and Indicators
2-121 ORIGINAL
NAVAIR 0%F14AAD-1
2.26.1 Brake Charactariatica. Became~nbrakerakes
contain solid disk-shapedc arbonr otors and stators, they
cannot shingle. The thermal characteristics prevent
them from fusing together during or following heavy
braking.
Carbon brakes may produce a sudden increase in
brake torque as brake pedal force is smoothly increased.
This can produce grabbing at low brake pedal force
inputs. This grabbing is caused by excessive air in the
combined hydraulic system. Open-loop bleeding of the
combined hydraulic system by maintenance personnel
will reduce the amount of air in the system and should
eliminate any associatedg rabbing.I f grabby brakes are
experienced, smooth modulation to higher braking
forces is easily accomplished after the initial grabbing.
The sudden increase in torque is most noticeable at moderatet
o slow taxi speeds.A s groundspeedin creases,t he
kinetic energy of the aircraft increases and the effect of
the sudden torque increase is significantly reduced. Normal
braking technique should be used during normal
rollout.
The pilot must apply maximum pressure on the brake
pedals to hold the aircraft static at MIL. If carbon brakes
haveb eenh eatedu p by a full-stop landing, and for about
45 minutes thereafter, they will probably not hold the
aircraft static with military power set on both engines
even with the parking brake set. In this ease, 7.5 to 100
pounds of pedal force will hold the aircraft static with
afterburner set on one engine and idle power set on the
olher. In all cases, holding the aircraf? static at high
power settings depends on adequate runway and tire
conditions. Degraded conditions such as wet runways
or worn tires may result in tire skid at high power
settings.
When the antiskid system becomes inoperative
at 15 knots during a maximum-effort
stop, carbon brakes can lock the wheels and
pedal pressure should be relaxed as the aircraft
deceleratest hrough 15 knots during a
maximum-effort antiskid stop.
2.26.2 Normal Braking. In the normal mode of operation,
wheelbrake application is modulated by brake
pedal depressionu sing pressurizedf luid f+om the combined
hydraulic system through the brake module and
through the normal brake line to the brake assembly. In
the normal mode of operation, the brake pressure gauge
indication should continue to indicate a full charge on
the brake accumulators since this fluid energy is maintained
by the combined hydraulic system. Normal
combined-system operations can result in pressure excursions
that will be trapped in the brake system. This
can cause the brake pressure indicators to read beyond
the full range of the gauges. This will not affect system
performance.
After heavy or repeated braking or if hot
　
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