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Experiment 6
ABSTRACT .................................................................................................................. 3
INTRODUCTION ......................................................................................................... 4
OBJECTIVES................................................................................................................ 5
EXPIREMENT RESULT.............................................................................................. 7
TEST 1................................................................................................................... 7
DISCUSSION OF RESULT........................................................................................ 10
CONCLUSION............................................................................................................ 11
REFERENCE .............................................................................................................. 12
APPENDIX.................................................................................................................. 13
2
Abstract
This experiment provides an overview of the aircraft anti-skid system, which is design
to provide training on functional aircraft anti-skid braking system. The major features
of the system are its multiple disc braking system and associated anti-skid controls.
Introduction
An aircraft anti-skid system is to prevent the wheel from locking while applying
brakes. This system will allow the wheel continue to roll forward and create a lateral
control as directed by the pilot during take off or landing.
The primary function of antiskid control is to reduce the force applied to the brakes
when a skid condition is detected. The antiskid system detects an incipient skid of the
aircraft tires on the runway during braking. The goal of the antiskid system is to
control braking such that braking efficiency is maximized, tire damage is minimized,
and loss of aircraft control is prevented.
As the pilot applies pressure to the brake pedals, in the absence of an incipient skid,
the antiskid system does not interfere. When an incipient skid is detected, the antiskid
system overrides the pilot commanded pressure and reduces brake pressure by
dumping hydraulic pressure through an antiskid control valve, allowing the wheel to
spin up. When tire slip is reduced, the controller allows brake pressure to be
reapplied.
4
Objectives
To
provide
training
on
a
functional
aircraft
anti-‐skid
braking
system.
Experimental Procedure
6
5.
Before
Landing
[Squat
Switch
is
still
closed]
5.1
Move
landing
gear
selector
to
the
gear
down
position.
5.2
This
system
features
Touchdown
Protection
which
prevents
the
application
of
pressure
to
the
brakes
until
the
wheels
have
spun
up.
This
prevents
inadvertent
(unknowingly)
brake
application
at
touch
down.
5.3
To
illustrate
this
feature,
press
the
brake
pedals.
No
pressure
should
register
on
the
brake
pressure
gauge.
5.4
With
the
brake
pedals
depressed,
select
the
Normal/Test/Reset
position
on
the
anti-‐skid
system
switch.
Brake
pressure
should
register
on
the
brake
pressure
gauge.
5.5
In
this
position
the
switch
sends
a
signal
through
the
wheel
speed
sensors,
simulating
a
wheel
speed
of
greater
than
20
mph.
5.6
If
the
system
is
operating
properly,
this
will
cause
the
control
valve
to
direct
normal
pressure
to
the
brake.
5.7
The
warning
light
should
remain
on
as
long
as
the
test
switch
is
in
the
Normal/test/
reset
position.
Normal
brake
pressure
should
be
shown
on
the
pressure
gauge.
5.8
When
the
anti-‐skid
system
switch
is
returned
to
Anti-‐Skid
mode
brake
pressure
will
drop
to
zero,
indicating
that
the
anti-‐skid
system
is
releasing
pressure
off
the
brakes.
The
antiskid
warning
light
should
go
out,
indicating
that
the
system
is
in
the
anti-‐skid
operation
mode.
6.
Landing
6.1
To
simulate
landing,
turn
the
drive
motor
on
and
engage
the
drive
motor
on
and
engage
the
drive
wheel,
causing
the
aircraft
wheel
and
tyre
assembly
to
rotate.
6.2
Move
the
squat
switch
to
the
on
ground
position.
[Squat
Switch
Open]
6.3
Apply
maximum
pressure
to
the
brake
pedal.
Note
that
it
is
impossible
to
stop
the
rotation
of
the
wheel
to
induce
a
skid.
6.4
The
brake
pressure
rises
until
the
wheel
starts
to
slow.
The
system
senses
the
slowing
of
the
wheel
and
opens
the
brake
valve
and,
releasing
the
brake
pressure.
6.5
The
wheel
then
accelerates
to
94%
of
the
simulated
aircraft
speed.
The
brake
valve
closes
and
the
cycle
starts
again.
[Note:
If
the
warning
light
comes
on,
increases
drive
wheel
tension.]
6.6
This
continues
until
the
speed
of
the
aircraft
is
less
than
20
mph.
At
this
point
the
brake
valve
closes.
Skidding
is
no
longer
a
significant
operation
factor.
6.7
At
this
point
the
anti-‐skid
system
is
automatically
deactivated
to
give
the
pilot
full
control
of
the
brakes
for
maneuvering
and
parking.
Note:
As
soon
as
the
airplane
touches
down,
the
squat
switch
opens
and
the
wheel
starts
to
spin
up.
By
the
time
it
reaches
a
speed
of
about
20
mph,
the
voltage
being
sent
by
the
wheel
speed
sensor
is
high
enough
to
cause
the
locked
wheel
detector
to
remove
the
touchdown
control
signal
from
the
amplifier,
and
the
control
valve
will
allow
full
pressure
to
be
applied
to
the
brakes.
Discussion of Result
Reports
I.
Observations
1.
What
are
the
three
fluid
lines
that
connect
to
the
power
brake
valve?
The
three
fluid
lines
are
System
Pressure
Line,
Brake
Line
and
Return
Line.
2.
When
you
are
testing
the
brake
[Before
Takeoff,
step
2.2
and
step
2.3],
discuss
where
the
output
flow
from
the
pump
goes
to,
with
reference
to
the
movement
of
the
spool
of
the
power
brake
valve,
when
the
brake
pedal
is
(i) Depressed
and
held
steady
-‐
When the brake pedal is depressed, the
plunger spring moves the spool to the left, shutting off the passage to the
return line and connecting the pressure port to the brake line. If the brake
pedal is pressed continuous steady, the combined force from the return
spring and fluid pressure on the spool moves the spool to the right just
enough to shut off the passage to the pressure line. Thus it maintains a
constant pressure to set the brakes
(ii) Released
-‐
When
the brake pedal is released, the spool moves to the right,
opening the passage between the brake and return line, thus releasing the
brakes.
3.
In
step
3.2,
did
you
observe
any
pressure
reading
in
the
brake
pressure
gauge
when
you
depressed
the
brake
pedal?
Give
reason.
In the airborne mode, the squat switch closes there deactivating the anti-skid. There is
no pressure reading in the brake pressure gauge when you depressed the brake pedal.
4.
During
step
5
[Before
Landing],
which
mode
is
the
anti-‐skid
switch
set?
It
is
set
to
“
Touchdown
Protection
Mode”.
8
5.
(i)
When
you
are
performing
step
5.3,
what
did
you
observe?
There is no pressure indication on the brake pressure gauge
ii)What
do
you
think
the
possible
causes
are?
When the aircraft is in the air mode, the brakes are deactivated to prevents
inadvertently setting of brakes on at touchdown. The lock-wheel detector circuit to
send a signal through the amplifier to the antiskid control valve to port the hydraulic
pressure to the return manifold until the wheels have spun up minimum speed of
20mph.
(iii)What
system
feature
is
illustrated
in
this
operation?
It
is
set
to
“
Touchdown
Protection
Mode”.
6.
In
steps
6.1
to
6.5,
what
function
does
the
anti-‐skid
control
system
perform?
It
performs
the
Normal
Skid
Control
and
the
Locked
Wheel
Skid
Control.
II.
Write
down
the
answers
to
the
following
questions:
1.
Write
down
the
names
of
the
three
basic
components
of
an
Anti-‐Skid
Control
System.
a) Wheel-‐Speed
Sensor
(Wheel
Driven
Generator)
b) Control
Box
c) Anti-‐Skid
Solenoid
Valve
2.
Draw
a
block
diagram
for
the
above
three
components
only,
showing
the
direction
of
signal
flows
in
the
right
order.
3.
Name
FOUR
functions
performed
by
anti-‐skid
control
system
on
an
aircraft.
a) Locked
Wheel
Skid
Control
b) Touchdown
Protection
c) Normal
Skid
control
d) Fail-‐Safe
Protection.
4.
What
is
a
squat
switch?
Briefly
explain
its
function/s.
Squat switch is an electrical device which senses the weight on wheel ( hence, it is
sometimes known as WOW switch ) to find out whether the aircraft is on the ground
or in flight.
III.
From
the
internet
or
any
other
appropriate
source,
find
out
about
the
new
development
in
aircraft
anti
skid
braking
technology.
The latest development on the anti-skid is to use a Pulse Width Modulated (PWM)
anti-skid control valve.
The conventional approach to aircraft antiskid control is to use a servo valve to
control brake pressure. The latest development in Anti skid uses a Pulse Width
Modulated (PWM) antiskid valve. The resulting system gives state of the art
performance at less weight and cost. Internally developed control algorithms drive
the PWM valve, perform the antiskid function, and incorporate features for safety,
performance, and maintainability.
• Shorter stop distance by optimizing tire slip force during braking and cornering
• Excellent reliability through reduced mechanical complexity in the control valve
• Fault Detection with modes for power up and operation as well as data storage
• Fail Safe Design through redundancies and if-then fault response
• Compact size controller, antiskid valve and wheel speed transducer
• Light Weight overall system through reduced power and complexity
10
Reference
1. “Anti Skid” Goodrich
<http://www.fus.goodrich.com/productlines/brakecontrol/antiskid.html.> 5th
October 2008.
4.
Appendix
12