Cessna Citation XLS-Power Brake and Antiskid System

Cessna Citation XLS - Power Brake & Anti-Skid System
POWER BRAKE AND ANTI-SKID SYSTEM

GENERAL
The power brake and anti-skid installation is a closed center, phosphate-ester fluid based system
with its own separate independent powerpack assembly, accumulator and reservoir. These
components provide pressurized hydraulic fluid to the brake metering valve and anti-skid valve,
regulated to a maximum of 1050 PSI pressure to the brakes. This pressure is based upon pilot/co-
pilot input through the brake pedals, and electronic inputs from the digital anti-skid control unit.
RPM transducers at each wheel sense the beginning of a skid and transmit this information to the
digital anti-skid control unit. A hand operated pneumatic emergency brake valve is provided in the
event of a power brake failure. Pneumatic pressure is transmitted to brakes through a shuttle valve
integral to each brake assembly. Additionally, a parking brake is included in the basic hydraulic brake
system. Specific components are described below.
POWER PACK, ACCUMULATOR, RESERVOIR

The powerpack, accumulator, and reservoir are located on the left side of the fuselage, forward of the
battery compartment . The powerpack assembly contains the pump, electric motor, filter and
associated plumbing. The motor is of fixed displacement, delivering approximately 0.3 gallons per
minute at 7000 RPM. The motor runs only when the gear lever in the down position and a pressure
switch mounted at the accumulator outlet is closed. The switch contacts are normally closed, and
open on increasing pressure at 1500 PSI. The contacts close after pressure decreases a minimum of
170 PSI and above 1230 PSI
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If the gear is extended and pressure drops below 900 PSI, a pressure switch installed on the pump
manifold will activate the LO BRK PRESS light and the ANTISKID INOP light on the annunciator.
Pressure relief is provided by a pump housing mounted valve at 1700 PSI.
ACCUMULATOR AND RESERVOIR

The accumulator is pre-charged with compressed nitrogen gas per servicing placard located on the
inside panel of the brake compartment access door. The reservoir contains a sight gage to indicate
fill level. If the accumulator is pressurized, rotate the handle to relieve the pressure and then read the
pre-charge pressure.
TEMP F -65 10 50 70 95 130

PRESS PSI 500 600 650 675 700 750
WHEEL BRAKES
The power brake and anti-skid system are designed independent of the main hydraulic system. Toe-
actuated multiple disc carbon brakes are installed on the main gear wheels. Braking can be
accomplished by either of two independent systems: the power brake hydraulic system or the
backup pneumatic system. Normal braking can be applied from either cockpit seat. The emergency
brake control is installed under the left instrument panel only.
PARKING BRAKE VALVE

The parking brake is a part of the normal brake system and employs controllable check valves that
can prevent the return of fluid after the brakes have been set. Parking brakes are set by depressing
the toe brakes and pulling out the black parking brake handle located under the lower left side of the
instrument panel. The parking brake should not be set if the brakes are very hot. This increases
brake cool down time due to decreased airflow, and may result in sufficient heat transfer from the
brakes to cause the parking brake thermal relief valves to open or to melt the thermal relief plugs in
the wheel, causing deflation of the tire.
DIGITAL ANTISKID SYSTEM

The brake control system provides power assisted braking with skid protection. It is designed to
provide maximum braking efficiency on all runway surfaces. The system consists of two wheel speed
transducers, brake metering valve/antiskid valve, digital antiskid control unit, pressure and control
switches and two indicator lights.
System operation is conventional with power braking available at all speeds while antiskid protection
is available at speeds between 10 and 175 knots. The antiskid protection feature is designed to
operate with maximum pilot brake applied pressure.
The wheel speed transducer is bolted in the main gear axle with the drive shaft connected through a
drive cap to the main wheel. As the wheel turns, the transducer generates a signal for each wheel
revolution that is sent to the antiskid control unit as a variable frequency. The control unit accepts the
output of the left and right wheel speed transducers independently and converts these signals to a
direct current (DC) voltage directly proportional to wheel speed. Any significant variation between
either wheel speed voltage produces an error signal that activates the antiskid valve which controls
the amount of brake pressure being applied to each wheel. The system incorporates a feature called
touchdown protection. Touchdown protection inhibits brake pressure to the brakes prior to
touchdown.
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Touchdown protection is inactive with wheel speed above 59 knots or until three seconds after
touchdown. When excessive deceleration of a wheel occurs, transducer voltage suddenly drops. An
error signal is generated which energizes the antiskid valve. The antiskid valve will modulate the
brake pressure as required to prevent the skid condition. When the airplane speed drops below
approximately 10 knots, the antiskid function disengages.
To ensure proper braking on water, snow and ice covered, hard surface runways and all unimproved
surfaces, it is necessary for the pilot to apply maximum effort to the brake pedals throughout the
braking run. When the system anticipates a skid and releases the applied brake pressure, any
attempt by the pilot to modulate braking can result in an interruption of the applied brake signal and
may increase stopping distance significantly.
A switch on the instrument panel allows the pilot to select antiskid ON or OFF. When the switch is in
the ON position, the antiskid function is operational. With the control switch in the OFF position, the
ANTISKID INOP light on the annunciator panel will illuminate and the pilot will have power braking
available without the antiskid function. If the power system should fail, braking will only be available
through the backup pneumatic system. The antiskid control module incorporates test circuitry which
continually monitors the antiskid system. If a fault is detected, the ANTISKID INOP light will
illuminate on the annunciator panel. Certain faults in the system are displayed on a B.I.T.E.
indicator (fault display unit), which is located in the nose compartment.
EMERGENCY BRAKING
In the event of normal hydraulic braking system failure, a pneumatic system is available. The
pneumatic pressure required is contained in the emergency air bottle and is controlled by a lever with
a red knob located to the left of the AUX GEAR CONTROL T-handle. Pulling the lever aft will apply
equal pressure to both main landing gear brake assemblies. Releasing the back pressure on the
lever and allowing it to move forward will relieve the pressure. The air pressure to the brakes may be
modulated to provide any braking rate desired, but differential braking and antiskid will not be
available. The emergency air bottle, when fully charged, contains sufficient pressure for 6 or more full
brake applications. For the most efficient use of the system, apply sufficient air pressure to the
brakes to obtain the desired deceleration rate. Maintain that pressure until airplane is stopped. When
the handle is released, residual air pressure from the brakes is exhausted overboard. Normal
braking should not be applied while using the pneumatic brakes. Depressing the pedals may
reposition the shuttle valves in the brake lines, which could allow high pressure air from the brake
housing to enter the brake hydraulic reservoir. Adequate emergency braking for most conditions will
be available from a properly serviced air bottle, even if the landing gear have been extended
pneumatically. After stopping and clearing the runway, it is probably best to shut down the engines
and have the airplane towed to the ramp, as there is no warning in the cockpit when the air bottle is
depleted.
BRAKE SYSTEM ELECTRICAL POWER

The brake system receives electrical power through two circuit breakers on the left circuit breaker
panel. The 5 ampere SKID CONTROL circuit breaker provides power to the anti-skid system and the
15 ampere PWR BRKS circuit breaker provides power to the power brake motor/pump.
CAUTION
DO NOT PULL THE PWR BRKS CIRCUIT BREAKER TO PREVENT THE
POWER BRAKE PUMP FROM CYCLING. WITH THE CIRCUIT BREAKER
DISENGAGED, THE POWER BRAKE SYSTEM IS INOPERATIVE AND THE
RUDDER PEDAL TOE BRAKES ARE DISABLED. BRAKING IS THEN
AVAILABLE ONLY BY USE OF THE PNEUMATIC BRAKE SYSTEM.
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Cessna Citation XLS-Power Brake and Antiskid System

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Cessna Citation XLS-Power Brake and Antiskid System

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Cessna Citation XLS - Power Brake & Anti-Skid System

POWER BRAKE AND ANTI-SKID SYSTEM

POWER PACK, ACCUMULATOR, RESERVOIR

ACCUMULATOR AND RESERVOIR

TEMP F -65 10 50 70 95 130

PARKING BRAKE VALVE

DIGITAL ANTISKID SYSTEM

BRAKE SYSTEM ELECTRICAL POWER

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