Velocity Edge GX570 Manual de usuario descargar pdf (Pagina 10)

August 2011, Preliminary

7. LANDING GEAR

The main and nose landing gear each use a single

wheel assembly. The landing gear retraction system is

electrically controlled and hydraulically actuated and

takes less than 6 seconds to cycle. Each main gear is a

trailing link type and retracts inboard into the wing. The

nose gear retracts forward into the fuselage nose sec-

tion and, when retracted, is enclosed by doors. The nose

wheel has a chined tire for water and slush deflection.

Emergency landing gear extension is accomplished by

manual release of the uplocks for free fall followed by

use of the pneumatic blow-down system.

The landing gear may be extended at speeds up to 186

KIAS. A warning horn will sound with the gear retracted

if airspeed is below 130 KIAS and either throttle is

retarded below approximately 85% N

. The nose gear is

mechanically steered by the rudder pedals to 20

degrees either side of center. For ground handling max-

imum deflection of the nosewheel is 95 degrees either

side of center.

Multiple disc anti-skid brakes are installed on the main

gear wheels. An independent, electrically driven

hydraulic system provides the power for braking with a

pneumatic system for back-up. Anti-skid protection is

available at speeds above 12 knots.

8. POWERPLANTS

Two Williams FJ44 turbofan engines are installed, one

on each side of the rear fuselage in easily accessible

nacelles. This engine is a 2.58:1 bypass, twin-spool

design with 3 compression stages and 3 turbine stages

and produces 1,965 pounds (8.74 kN) of takeoff thrust at

sea level, static conditions, flat rated up to 72° F (22° C).

Dual channel Full Authority Digital Engine Controls

(FADECs) provide automation and efficiency in engine man-

agement. Detents in the throttle quadrant for takeoff (TO),

maximum continuous (MCT), high speed cruise (CRU) give

pilots the optimal power settings for each phase of flight

based on ambient conditions. The system also provides

time-limited dispatch (TLD) and diagnostics. Electrical

power for the FADECs comes from engine driven perma-

nent magnet alternators (PMAs) rectified to DC. There are

two PMAs mounted to each engine. In the event that both

PMAs fail on one engine, the FADEC on that side will draw

from main DC power.

The FJ44 engine incorporates a modular design and

multiple borescope ports for easier maintenance and

inspections. Engine overhaul is required at 3,500 hour

intervals. A continuous loop fire detection system moni-

tors the nacelle area to detect and warn if a fire occurs.

A fire extinguishing system is supplied.

9.1 Flight Controls

Dual flight controls are provided consisting of control

wheel columns, adjustable rudder pedals, brakes and

mechanical nose wheel steering. Pushrod, bellcrank, sec-

tor, and cable systems are used to actuate the rudder, ele-

vator, and ailerons. Corrosion resistant stainless steel

cables are used in all primary and secondary systems.

Trim wheels installed on the pedestal control mechanical

trim tabs for the left aileron, elevators and rudder. The ele-

vator trim also has an electric actuator controlled by

switches on each pilots' control wheel. A yaw damper sys-

tem in the tail works with the autopilot to augment stabili-

ty at high altitudes, however, it is not required for dispatch.

An integral control lock below the pilot's panel holds the

rudder, elevators, ailerons, and throttles during storage.

Wide span flaps are controlled by a handle on the

pedestal with detents at 15, 35, and 60 degrees. Any

intermediate position from zero to 35 degrees may be

selected in flight. The 60 degree position, or ground flaps,

is for lift dump and increased drag only during landing

and will automatically cause the speed brakes to deploy.

Speed brakes extend above and below each wing and

may be extended in flight at any speed. However, they

will automatically retract anytime either engine’s throttle

lever is in a high thrust position. The flaps and the speed

brakes are electrically controlled and hydraulically actu-

ated.

9.2 Fuel System

The M2 has two integral fuel tanks, one per wing, pro-

viding a total of 3,302 pounds (1,497 kg) of usable fuel.

System operation is fully automatic throughout the nor-

mal flight profile with each engine receiving fuel from its

respective wing tank. Fuel is heated through an oil heat

exchanger and anti-ice additives are not required.

One electric boost pump in each tank sump delivers fuel

during engine start, fuel transfer, and as activated by low

fuel pressure. Each engine has an engine driven fuel

pump and a fuel delivery unit (FDU) controlled by the

9. SYSTEMS

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