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11.25 Gs).
2.7.2 Wheel Brake System. Main landing gear wheels have disc hydraulic brakes. The self-contained self-adjusting system is operated by the pilot’s and copilot’s tail rotor pedals. The brakes have a visual brake puck wear indicator. Each wheel brake consists of two steel rotating discs, brake pucks and a housing that contains the hydraulic pistons. The parking brake handle, marked PARKING BRAKE, is on the right side of the lower console (Figure 2-7). A hand-operated parking brake handle allows brakes to be locked by either pilot or copilot after brake pressure is applied. The parking brakes are applied by pressing the toe brake pedals, pulling the parking brake handle to its fully extended position, and then releasing the toe brakes while holding the handle out. An advisory legend will go on, indicating PARKING BRAKE ON. Pressing either pilot or copilot left brake pedal will release the parking brakes, the handle will return to the off position and the advisory

Table 2-1. Weight-On-Wheels Functions
WOW SWITCH FUNCTION  ON GROUND  IN FLIGHT 
Backup Pump Automatic Operation  Disabled (Except when APU  Enabled 
accumulator is low) 
Hydraulic Leak Test System  Enabled  Disabled 
Backup Pump Thermal Switch  Enabled  Disabled 
Low % RPM R Audio Warning  Disabled  Enabled 
SAS/FPS Computer  Degraded  Enabled 
Generator Underfrequency Protection  Enabled  Disabled 
IFF Mode 4 Operation  Disabled Automatic Zeroize  Enabled Automatic Zeroize 
External Stores Jettison ES  Disabled  Enabled 
M130 Control  Disabled  Enabled 

Change 4 2-9

legend will go off. Power for the advisory legend comes from the No. 1 dc primary bus through a circuit breaker marked LIGHTS ADVSY.
2.7.3 Tail Landing Gear. The tail landing gear (Figure 2-1) is below the rear section of the tail cone. It has a two-stage oleo shock strut, tailwheel lock system fork as-sembly, yoke assembly, and a wheel and tire. The fork assembly is the attachment point for the tailwheel and al-lows the wheel to swivel 360°. The tailwheel can be locked in a trail position by a TAILWHEEL switch in the cockpit indicating LOCK or UNLK (Figure 2-7). The fork is locked by an electrical actuator through a bellcrank and locking pin. When the pin is extended, the switch will in-dicate LOCK. When the pin is retracted, the switch will indicate UNLK. Power to operate the locking system is by the dc essential bus through a circuit breaker marked TAILWHEEL LOCK.
2.8 INSTRUMENT PANEL.
Engine and dual .ight instruments are on the one-piece instrument panel (Figure 2-8). The panel is tilted back 30°. The master warning panels are mounted on the upper in-strument panel below the glare shield, to inform the pilot of conditions that require immediate action.
2.8.1 Vertical Instrument Display System (VIDS).
The VIDS (Figure 2-8) consists of a vertical strip central display unit (CDU), two vertical strip pilot display units (PDU), and two signal data converters (SDC). Those read-ings are shown by ascending and descending columns of multicolored lights (red, yellow, and green) measured against vertical scales which operate in this manner: the segments will light in normal progression and remain on as the received signal level increases. Those scales will go off in normal progression as the received signal level decreases. Scales with red-coded and/or amber-coded segments below green-coded segments operate in this manner: When the received signal level is zero or bottom scale, the segments will light in normal progression and will remain on. When the .rst segment above the red or amber range goes on, all red-coded or amber-coded segments will go off. These seg-ments will remain off until the received signal level indi-cates a reading at or within the red or amber range. At that time all red-coded or amber-coded segments will go on and the scale display will either go on or go off in normal pro-gression, depending upon the received signal level. The CDU and PDUs contain photocells that automatically ad-just lighting of the indicators with respect to ambient light. If any one of the three photocells should fail, the lights on the vertical scales of the PDU’s or CDU may not be at the optimum brightness for the ambient conditions. The DIM knob on the CDU contains an override capability which allows the pilot to manually set the display light level. The SDCs receive parameter data from the No. 1 and No. 2 engines, transmission, and fuel system; provides processing and transmits the resulting signal data to the instrument display. The No. 1 engine instruments on the CDU and copilot’s PDU, receive signal data from the No. 1 SDC (CHAN 1). The No. 2 engine and main transmission instru-ments on the CDU and pilot’s PDU, receives signal data from the No. 2 SDC (CHAN 2). If either SDC fails, the corresponding CHAN 1 or 2 light will go on, and it is likely the pilot’s or copilot’s PDU and the corresponding instruments will fail. Failure of a lamp power supply within an SDC will cause every second display light on the CDU to go off. Both SDCs receive % RPM 1 and 2, % RPM R and % TRQ information from both engines. Therefore if one SDC fails only one PDU will provide % RPM 1 and 2 and % TRQ for both engines.
　
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