Landing Gear And Brakes Flashcards
The landing gear is:
- Electrically controlled and actuated
- Electrically controlled and hydraulically actuated.
- Mechanically controlled and hydraulically actuated
- Hydraulically controlled and actuated
- Electrically controlled and hydraulically actuated.
The PSEU:
- Controls numerous functions relative to landing gear extension and retraction.
- Controls the operating sequence of landing gear doors.
- Receives inputs only from the landing gear proximity
switches. - A and B
- A and B
Main gear down-locking is accomplished by:
- Hydraulically actuated stabiliser struts moving over-center.
- Ground lock-pins.
- A mechanically engaged down lock mechanism.
- Constantly applied hydraulic pressure.
Hydraulically actuated stabiliser struts moving over-center.
The main gear uplock is:
- Hydraulically engaged and disengaged.
- Mechanically engaged and disengaged.
- Mechanically engaged and hydraulically disengaged.
- Hydraulically engaged and mechanically disengaged.
- Mechanically engaged and hydraulically disengaged.
With the landing gear in transit:
- The amber light in the handle of the selector lever and the red unsafe lights illuminate.
- No lights illuminate
- The red unsafe lights and the amber DOOR advisory lights
illuminate.
- All of the coloured lights on the landing gear control panel
illuminate.
- The amber light in the handle of the selector lever and the red unsafe lights illuminate.
If the LDG GEAR INOP light illuminates after gear retraction:
A. The normal extension system may be used to extend the
gear.
B. The alternate extension system must be used to extend the
gear.
C. Extension with the normal system may force the gear
through closed doors.
D. B and C.
- B and C
A gear warning horn sounds:
- Any time the gear does not lock down.
- When the gear is not down and locked with the aircraft in
the landing configuration. - When the gear fails to uplock on retraction.
- Only when the HORN switch is positioned to test.
- When the gear is not down and locked with the aircraft in
the landing configuration.
During alternate extension of the landing gear:
- The main gears free fall and lock down.
- All three gears partially free-fall but must be locked down with hand
pump pressure.
- The main gears partially free-fall but may need to be locked down with
hand pump pressure.
- The main gears free-fall and lock down, but the nose gear extension
must be completed with hand pump pressure.
- The main gears partially free-fall but may need to be locked down with
hand pump pressure.
Concerning nose-wheel steering:
- The nose-wheels are hydraulically deflected up to 60° either side of centre.
- The system is armed for operation by placing the steering
control switch in STEERING - Reverse steering is not approved.
- All the above.
- All the above.
The normal and emergency/park brake systems are powered : - By separate hydraulic systems - By the same hydraulic system - By a hand-pump charged accumulator - Pneumatically
- By separate hydraulic systems
The brake control valves in the normal braking system:
- Also function as anti-skid valves
- Apply full braking pressure to the brake units regardless of the amount
of pedal defection. - Meter brake pressure in direct proportion to force applied to the pedals.
- Are solenoid operated.
- Meter brake pressure in direct proportion to force applied to the pedals.
Differential braking is available:
- With the emergency/park brake system.
- With the normal brake system.
- With either the normal brake or emergency/park brake
system. - Only when one hydraulic system is inoperative.
- With the normal brake system
Pressure for the emergency/park brake system is supplied by:
- A hand pump only.
- The No.2 hydraulic system only.
- The No.1 hydraulic system or a hand pump/accumulator.
- The No.2 hydraulic system or a hand pump/accumulator.
- The No.2 hydraulic system or a hand pump/accumulator
The minimum pressure for setting the park brake overnight is:
- 1,500 psi
- 2,000 psi
- 1,000 psi
- 2,500 psi
- 2,500 psi
