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WARNING SYSTEMS
INTRODUCTION
Pilots of today's complex aircraft can no longer fly by the seats of their pants. The pilot receives indications of
what the aircraft is doing through instruments and warning systems. These include airspeed indicators, unsafe
system warnings, and remote position indicators. Some systems, such as antiskid brake systems, allow the pilot
to obtain maximum performance, which may be impossible without mechanical assistance. This section covers
some of these systems and the hardware necessary to operate them.
SYSTEM OPERATION
You use a simple form of manual antiskid control
when driving on ice. For the most effective stopping, you pump the brakes. They are applied only
enough to slow the wheel, then released before the
wheel decelerates enough to lock up. This same
on-and-off type of operation was employed in some
of the early aircraft antiskid systems. However,
this
In figure 10-1, the brakes are applied and the pressure rises until the wheel starts to slip, but not skid,
at point A. This is the ideal condition, but the pilot,
having no indication that a slip has been reached,
continues to increase the force on the brake pedal.
Sufficient pressure is soon reached to produce
enough friction in the brake to cause the tire to start
to skid on the runway, as shown at point B. The
wheel now decelerates fast enough to be felt, so the
pilot reduces pressure on the pedal. Since the braking force that is needed lessens as the wheel slows,
the wheel continues to decelerate even though the
brake pressure decreases. At point C, the wheel has
completely locked up, even though the pressure
continues to drop. At point D, the pressure is low
enough for the friction between the tire and the runway surface to start the wheel rotating again, and
soon after, the brake pressure drops to zero. The
wheel then comes back up to speed.
A successful antiskid system requires two features
that early on-and-off systems did not have. There
must be some form of wheel-speed sensor that can
detect a change in the rate of deceleration and send a
signal for the pressure to be released before the wheel
10-3
WHEEL-SPEED SENSORS
There are two types of systems in use, an AC system
and a DC system. They are essentially alike except
for the wheel-speed sensors and one circuit in the
control unit. The AC sensor is a variable-reluctance
AC generator in the axle of the landing gear that
uses a permanent magnet surrounded by a pickup
coil. The outside of this sensor has four equally
spaced poles with teeth cut into their periphery.
A soft iron exciter ring with internal teeth is
mounted in the hubcap of the wheel so that it
rotates around the sensor. The two sets of teeth are
separated by a small gap, and as the exciter ring
rotates, the teeth approach each other and then
move apart. As the distance between the teeth
changes, the reluctance of the magnetic circuit is
alternately increased and decreased. This causes the
amount of magnetic flux cutting across the pickup
coil to change and induces an alternating current in
the coil. The faster the wheel turns, the higher the
frequency of the induced current. [Figure 10-3]
SYSTEM COMPONENTS
An antiskid system consists of three basic components: wheel-speed sensors, an antiskid computer,
and control valves. [Figure 10-2]
70-4
Figure 10-5. The antiskid control unit operates a brake control valve.
CONTROL VALVES
A three-port antiskid control valve is located in the
pressure line between the brake valve and the brake
cylinder, with the third line connecting the control
valve to the system-return manifold. During normal
operation of the brakes, with no indication of a skid,
the valve serves only as a passage and allows the
brake fluid to flow into and out of the brake. When
a wheel begins to decelerate fast enough to cause a
skid, the control unit detects the changing output
voltage of the wheel-speed sensor. The control unit
sends a DC signal to the control valve, which closes
off the pressure port and opens the passage between
the brake and the system return. This rapidly operating valve maintains an output pressure that is
directly proportional to the amount of signal current
from the control unit. [Figure 10-5]
The DC signal from the control unit flows through a
coil around the armature of the flapper valve. This
armature is free to pivot and is centered between
two permanent magnets. [Figure 10-6]
When the signal from the control unit indicates that
no skid is impending, and the braking action should
be normal, the magnetic field of the coil reacts with
the fields of the permanent magnets and holds the
flapper centered between the nozzles. [Figure 10-7]
10-5
Figure 10-7. When the flapper is centered between the nozzles, the pressure-drops across orifices O, and O 2 are
equal, resulting in output pressure P 1 equaling P 2.
Figure 10-8. When the armature of the flapper valve is energized, the flapper moves over and restricts the flow through
orifice O 1 while increasing it through O 2 . The increased
pressure drop across O2 causes P 1 to be greater than P2 .
from the left nozzle and opening the flow from the
one on the right. There is now more flow through
orifice O 2 and therefore a greater pressure drop
across it, leaving P a greater than P 2 . This imbalance
of pressures moves the second-stage spool over,
shutting off the flow of fluid from the brake valve to
the brake, and opening a passage from the brake to
the return manifold.
vents
the
pilot from
landing
the brakes applied. [Figure 10-9]
with
70-6
The control unit for antiskid systems using AC sensors operates in the same way as those using DC
generators, the only difference being the addition of
a converter circuit. This circuit receives the
varying-frequency alternating current and converts
it into a varying voltage of direct current. The
changes in the DC voltage exactly follow the
frequency changes of the AC. [Figure 10-13]
SYSTEM TESTS
Because it is vitally important that a pilot know the
exact condition of the brake system before using it,
antiskid systems include test circuits and control
switches. These allow the pilot to test the entire system, and if any faults are found, disable the system
without affecting normal braking action. There is an
anti-skid warning light in the flight deck to warn
pilots whenever the system is off or has failed.
GROUND TEST
The integrity of the antiskid system can be tested on
the ground before flight. The pilot turns on the anti-
10-7
the
airplane by removing the wheel hubcap to
expose the blade of the sensor. With your finger,
give the blade a sharp spin in its normal direction of
rotation with the brakes applied and the antiskid
switch on. It will not turn more than 180 degrees.
It is not the amount of rotation that is important,
but the rate at which it is turned. If the system is
operating
properly,
the
brakes
should
momentarily release and then reapply. Watch the
brake disk stack for relaxation then tightening, this
will confirm proper system operation. If this
"tweak" test does not cause the brakes to release,
consult the maintenance manual for the specific
type of airplane on which you are working to
determine the correct test procedures. [Figure
IN-FLIGHT TEST
The antiskid system is included in the pilot's
pre-landing checklist. With the airplane configured
for landing, the pilot depresses the brake pedals.
The brake lights should remain off, which indicates
the control valves are holding the brakes in the fully
released position.
The pilot then presses the test switch, which should
illuminate the brake lights for as long as the switch
is held down. The test switch sends a signal through
the wheel speed sensors, simulating a wheel speed
greater than 20 m.p.h. If the system is operating
properly, the control valve will direct normal pressure to the brake.
SYSTEM MAINTENANCE
If a flight crew reports an antiskid or brake malfunction, verify that there is no air in the brake sys-
10-14]
70-8
CONTROL UNIT
CONTROL VALVE
Figure 10-15. The two leads on the antiskid control unit may
be switched as a part of the troubleshooting procedure.
70-70
ANGLE-OF-ATTACK INDICATORS
All stall warning systems provide an indication of
an impending stall that is related to the
angle-of-attack. For precision flying, the pilot needs
to know the actual angle-of-attack during various
stages of the flight. One system for measuring and
displaying the angle-of-attack uses a slotted probe
sticking out of the side of the aircraft fuselage. The
slots carry impact air into the housing of the probe
where it moves a set of paddles connected to a
variable resistor. The change in resistance moves
a pointer around the indicator dial, which is
calibrated in percent of the stall-speed
angle-of-attack, or color-coded with a qualitative
indication of angle-of-attack. [Figure 10-17]
Another method of measuring angle-of-attack utilizes a vane-type sensor. A thin, wedge-shaped vane
is mounted on a short arm that is free to rotate. In
flight, the vane streamlines with the relative wind.
As the angle-of-attack changes, the arm pivots and a
potentiometer connected to the arm transmits a position signal to the stall warning system. The vane is
heated to prevent ice formation. [Figure 10-18]
The pilot can set a reference bug to show the desired
ratio of the airspeed to the stall airspeed. For example, if the pilot wants to make an approach to landing at an airspeed of 30% over the stall speed, the
reference bug would be set on 1.3. The pilot then
maintains the attitude needed to center the
angle-of-attack needle on the reference bug and the
approach speed will automatically be correct. If the
angle-of-attack goes above or below the desired
value, the indicator will move away from the bug.
10-11
AUTOSYN SYSTEMS
The synchronous motors in the indicator and transmitter are identical. The rotors are connected in parallel and supplied with 28-volt, 400-hertz AC. The
three-phase stators are also connected in parallel,
and in most installations, one side of the rotor is
connected to one of the terminals of the stator.
Whatever position is being monitored physically
moves the rotor of the transmitter. This could be the
flap position, landing gear position, or oil or fuel
quantity, as well as many of the pressure measurements made with bourdon tubes or pressure capsules.
The AC magnetic field in the rotor induces a voltage
in the three windings of the stator, and because the
two stators are connected in parallel, the magnetic
field in the indicator will be exactly the same as that
70-72
CONFIGURATION
WARNING SYSTEMS
The number and complexity of modern aircraft systems require various warning systems to alert the
pilot of malfunctions or incorrect aircraft configuration for a particular flight mode. Most warnings are
visual, aural, tactile, or some combination.
Warnings alert the aircrew to conditions that require
some sort of action to ensure proper and safe operation of the aircraft. The type of signal depends upon
the degree of urgency. One type of warning system
is the fire warning system, which will be covered in
Figure 10-22. A Magnesyn -type AC remote indicating system uses the paired relationship of two permanent magnets
to transfer transmitter position information to an indicator.
depth in Chapter 16. Other types of warning systems include takeoff configuration warning, landing
gear configuration warning, Mach/airspeed warning, stall warning, ground proximity warning system (GPWS), and the engine indication and crew
alerting system (EICAS).
TAKEOFF CONFIGURATION
WARNING SYSTEM
The takeoff configuration warning system is armed
when the aircraft is on the ground and one or more
thrust levers are advanced to the takeoff power position. A warning light and/or aural warning will
sound if the stabilizer trim is not properly set, trailing edge flaps are not in the correct position, any
leading edge devices are not properly set, or the
speed brake is not properly stowed. The warning
signal stops when all monitored devices are properly set.
LANDING GEAR CONFIGURATION
WARNING SYSTEM
The landing gear indication lights are activated
according to signals from each gear and the landing
gear lever. The particular gear indications may vary
slightly, but the FAA requires positive indication of
"up and locked" and "down and locked" gear positions. A typical system might indicate the landing
gear down and locked with an illuminated green
light for each individual gear. Another may use a
single green light for the entire gear configuration
"down and locked" indication. If a single green light
is used, the switches at each gear are connected in
series so that the "down and locked" light only illuminates when all gear are in the proper position.
10-13
70-74
Figure 10-23. A simplified system diagram of the EICAS installed in the Boeing 757 shows its typically required components.
EICAS provides an improved level of maintenance data for the ground crew without causing
the flight crew any extra workload. This has been
achieved by designing a system that will automatically record subsystem parameters when malfunctions are detected. The system also provides
the flight crew with the capability for manual data
recording with the push of a single button. This
eliminates the need for extensive hand recording
of systems and performance data. These features
increase the accuracy of maintenance data recordings and improve the communication between the
aircrew and ground maintenance crews.
upper display unit shows primary engine parameters and crew alerting messages, and the lower display unit shows secondary engine parameters.
[Figure 10-24]
EICAS monitors inputs from airplane subsystems
and sensors. When an abnormal condition is
detected, EICAS will generate and display an alert,
status, or maintenance message.