DOCSLIB.ORG

Chapter 14 Landing Gear and Brakes

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Chapter 14 Landing Gear and Brakes CITATION MUSTANG OPERATING MANUAL CHAPTER 14 LANDING GEAR AND BRAKES INTRODUCTION This chapter describes the landing gear, nosewheel steering, and brake system of the Citation Mustang. GENERAL The Citation Mustang has retractable tricycle In the event of hydraulic gear extension sys- landing gear that is electrically controlled and tem failure, an independent mechanical uplock hydraulically actuated. Each gear is retracted release and pneumatic system provide for by its own hydraulic actuator. When retracted, emergency gear extension. the nose gear and the struts of the main gear are enclosed by mechanically actuated doors Nosewheel steering is mechanically actuated connected to the gear struts. The trailing-link through linkage from the rudder pedals. A fric- main gear wheels remain uncovered in the tion shimmy damper is contained within the wheel wells. Gear position and warning are nose gear strut. A bungee allows tighter turns provided by colored indicator lights and an with differential power and braking. The aircraft aural warning. is towed by connections on the nosewheel strut. 510OM-00 14-1 CITATION MUSTANG OPERATING MANUAL Power braking (hydraulically actuated) is pro- vided with or without antiskid protection. A “touchdown protection” feature is provided to prevent landing with brakes locked. A spin- down feature stops tires from spinning before retracting into the wheel wells. In the event of a hydraulic brake system failure, an independ- ent pneumatic system provides for emergency braking. A parking brake system is available to temporarily lock the brakes on the ground. Crew alerting system (CAS) messages report the status of the braking and hydraulic systems and related systems. The rotary test switch tests all indications of the landing gear and brakes. LANDING GEAR Figure 14-1. Left Main Landing Gear and Door DESCRIPTION The main landing gear struts are trailing-link struts, supporting the wheels with a trunnion and air-oil (oleo) strut, connected by a trail- ing link (Figure 14-1). The nose landing gear strut is a conventional air-oil (oleo) strut ex- tending from the trunnion (Figure 14-2). Normally, the landing gear is hydraulically actuated, but if the normal gear actuation sys- tem fails, the gear can be mechanically and pneumatically released and extended. At air- speeds up to 250 KIAS, the gear can be ex- tended (VLO). The aircraft can be flown with the gear extended at airspeeds up to 250 KIAS (VLE). However, the gear cannot be retracted when the airspeed is above 185 KIAS. It takes 6 seconds to extend the landing gear. At airspeeds between 100 and 160 KIAS, it takes 11–14 seconds to retract the landing gear. At airspeeds between 160 and185 KIAS, retraction takes 18–20 seconds. Each inboard-retracting main gear uses two hy- draulic actuators (one for uplock release and one for gear actuation). Three more hydraulic actu- ators perform these duties for the forward-re- tracting nose gear. An electrically positioned Figure 14-2. Nose Landing Gear gear-control valve directs hydraulic pressure and Doors 14-2 510OM-00 CITATION MUSTANG OPERATING MANUAL for gear extension or retraction. If hydraulic free of the uplock roller, and the gear strut is extension fails, the emergency gear T-handle al- unlocked to start extension. lows the landing gear to mechanically release and free fall. A bottle of compressed nitrogen, Extension activated by the knob behind the T-handle, pro- vides pressure to ensure gear extension and When the uplock actuator is fully retracted, downlock (Figure 14-3). fluid passes through the uplock actuator to the gear-extend side of the gear actuator. Hydraulic pressure is then applied to the actuators, which extend until the gear is down- and-locked. To speed gear extension and improve free-fall ca- pability of the gear, a regenerative shuttle valve allows fluid to flow from the retract side of the actuators to the extend side. Abnormal Main Gear Extension System Two backup gear-extension systems are pro- vided in addition to normal gear extension: • The T-handle operates a cable system to mechanically release the uplock hooks from the struts. The gear should free-fall into position, aided by the pilot yawing the aircraft. NOTE It may require an acceleration above 150 KIAS to lock the nose landing gear into place. Figure 14-3. Emergency Gear Release Handle (Cover Removed) • The round knob behind the T-handle re- leases pneumatic pressure (high-pres- sure nitrogen) from a bottle in the nose Main Gear System compartment to pneumatically operate the uplock actuators and release the up- Main Gear Extension System lock hooks, then extend the gear actua- Figure 14-4 displays the landing gear actu- tors, which extend the gear. ation during gear extension. Figure 14-5 displays the landing gear actuation during abnormal/emergency extension. Once Uplocks the uplock hooks are released, the pneumatic The main landing gear struts are mechanically pressure is applied to ensure that the gear ac- locked in the retracted position by a spring- tuators properly extend and lock the gear. loaded, hydraulically released uplock hook. Without using the pneumatic gear-extension system, it is still possible to lock the gear down In normal operation, to release a strut from its by yawing the aircraft to force the gear into po- uplock, the gear-control solenoid valve routes sition. However, mechanical release and down- fluid to the uplock hook actuator, retracting the lock should always be followed by the piston into the actuator. When the piston re- pneumatic extension procedure to ensure com- tracts completely, it pulls the uplock hook plete and proper extension of the gear. 510OM-00 14-3 14-4 EMERGENCY GEAR EXTENSION HANDLE NOSE DOWNLOCK NOSE GEAR RELEASE ACTUATOR UPLOCK ACTUATOR UPLOCK HOOK NOSEGEAR ACTUATOR ACTUATOR EMERGENCY MUSTANG CITATION BLOWDOWN MAIN LANDING BOTTLE REGENERATIVE GEAR SHUTTLE ACTUATOR VALVE MAIN LANDING GEAR ACTUATOR TO BRAKE METERING VALVE MANUAL OPERATING UPLOCK RETRACT EXTEND UPLOCK ACTUATOR LINE LINE ACTUATOR ASSEMBLY ASSEMBLY SHUTTLE VALVE CABIN AIR NORMAL-PRESSURE SWITCH P GEAR RETRACT PRESSURE SWITCH P CONTROL HYDRAULIC LOW-PRESSURE SWITCH P MANIFOLD RESERVOIR PNEUMATIC DUMP VALVE GEAR CONTROL LEGEND SOLENOID VALVE SYSTEM PRESSURE FROM BRAKES RETURN ACCUMULATOR BLEED STATIC VALVE ACCUMULATOR NITROGEN 510OM-00 CABIN AIR TO BRAKES Figure 14-4. Landing Gear Schematic—Extension 510OM-00 EMERGENCY GEAR EXTENSION HANDLE NOSE DOWNLOCK NOSE GEAR RELEASE ACTUATOR UPLOCK ACTUATOR UPLOCK HOOK NOSEGEAR ACTUATOR ACTUATOR EMERGENCY MUSTANG CITATION BLOWDOWN MAIN LANDING BOTTLE REGENERATIVE GEAR SHUTTLE ACTUATOR VALVE MAIN LANDING GEAR ACTUATOR TO BRAKE METERING VALVE MANUAL OPERATING UPLOCK RETRACT EXTEND UPLOCK ACTUATOR LINE LINE ACTUATOR ASSEMBLY ASSEMBLY SHUTTLE VALVE CABIN AIR NORMAL-PRESSURE SWITCH P GEAR RETRACT PRESSURE SWITCH P CONTROL HYDRAULIC LOW-PRESSURE SWITCH P MANIFOLD RESERVOIR PNEUMATIC DUMP VALVE GEAR CONTROL SOLENOID VALVE LEGEND SYSTEM PRESSURE FROM BRAKES RETURN ACCUMULATOR BLEED STATIC VALVE ACCUMULATOR NITROGEN CABIN AIR TO BRAKES 14-5 Figure 14-5. Landing Gear Emergency Extension CITATION MUSTANG OPERATING MANUAL Main Gear Downlock Mechanism On takeoff, with weight off wheels, the nose- wheel steering remains engaged until retrac- Each main gear has a mechanical downlock tion. During retraction, nosegear steering is mechanism (integral to the gear actuator), disengaged and the nose gear is mechani- which locks the main landing gear in the down cally centered. In the wheel well, a spring- position. loaded mechanical uplock hook catches the uplock roller on the gear when it retracts. A Applying hydraulic pressure is the only way position-sensor switch in the uplock indi- to release the downlocks; therefore, no blocks cates up-and-locked. or external downlock pins are required. Main Gear Retraction System Nose Gear Door System Nose gear movement actuates two doors to com- Figure 14-6 shows landing gear actuation dur- pletely enclose the nose gear and wheel at re- ing retraction. The main gear retracts when hy- traction. The doors open during gear extension draulic pressure is applied to the retract side and remain open after the gear is extended. of the actuators. This first releases the down- locks, then forces the actuators to retract, pulling the gear into the wheel wells. Before COMPONENTS the wheels enter the wheel wells, an auto- matic braking feature (spindown) stops the Main Gear wheels from spinning to prevent loose wheel tread or debris from striking the interior of the Each main gear assembly includes (see wheel well. When the gear is fully retracted Figure 14-1): into the uplocks, a switch in each uplock de- • Trunnion tects that the main gear is up-and-locked. • Trailing link Nose Gear System • Oleo strut • Main gear actuators with integral Nose Gear Extension System downlocks Nose gear extension is similar to the main • Uplock assembly landing gear. In the wheel well, the uplock hook is hydraulically retracted, releasing the • Main wheel tire and brake assembly uplock roller on the gear. The nosewheel ro- • Squat switch tates down and aft from the nose wheel well. The nose gear is mechanically locked in the extended position by a spring-actuated down- Trunnion lock. A position switch on the drag brace in- A trunnion is the main support (leg) for each dicates down-and-locked. main gear. It connects to the wheel through the oleo strut and the trailing link and is extended Whenever the nosewheel is extended, nose- or retracted by the main gear actuator. During wheel steering is engaged, regardless of whether extension, the trunnion (with the main gear the aircraft is in flight or on the ground. components attached) rotates down-and-out- board on pivots attached to the forward and aft Nose Gear Retraction System wing spars. During nose gear retraction, a hydraulic actu- ator releases the nose gear downlock. The nose Trailing Link gear actuator extends, causing the nose gear to The trailing link connects the trunnion to the retract forward into the nosewheel well.
Load more

Recommended publications
  • Mcdonnell Douglas (Boeing) MD-83
    Right MLG failure on landing, Douglas (Boeing) MD-83, EC-FXI Micro-summary: The right main landing gear of this Douglas (Boeing) MD-83 failed immediately on landing. Event Date: 2001-05-10 at 1232 UTC Investigative Body: Aircraft Accident Investigation Board (AAIB), United Kingdom Investigative Body's Web Site: http://www.aaib.dft.gov/uk/ Note: Reprinted by kind permission of the AAIB. Cautions: 1. Accident reports can be and sometimes are revised. Be sure to consult the investigative agency for the latest version before basing anything significant on content (e.g., thesis, research, etc). 2. Readers are advised that each report is a glimpse of events at specific points in time. While broad themes permeate the causal events leading up to crashes, and we can learn from those, the specific regulatory and technological environments can and do change. Your company's flight operations manual is the final authority as to the safe operation of your aircraft! 3. Reports may or may not represent reality. Many many non-scientific factors go into an investigation, including the magnitude of the event, the experience of the investigator, the political climate, relationship with the regulatory authority, technological and recovery capabilities, etc. It is recommended that the reader review all reports analytically. Even a "bad" report can be a very useful launching point for learning. 4. Contact us before reproducing or redistributing a report from this anthology. Individual countries have very differing views on copyright! We can advise you on the steps to follow. Aircraft Accident Reports on DVD, Copyright © 2006 by Flight Simulation Systems, LLC All rights reserved.
    [Show full text]
  • Tilt Rotor Research Aircraft Familiarization Document
    '. NASA TECHNICAL NASA TMX-62.407 MEMORANDUM -PTING Y. a c NASA/ARMY TILT ROTOR RESEARCH AIRCRAFT FAMILIARIZATION DOCUMENT Prepared by .Tilt Rotor Project Office .. .. -\ Coordinated by Martin Maid .. Ames Research Center ._ I rJ - ,.. -1 and , 1-1 c. U.S. Amy Air Mobility R&D Laboratory %\\-'?. \ Moffett Field, Calif. 94035 .-, 7 / --_ ---*_ c-, : January 1975 NASMARMY XV-15 TILT ROTOR RESEARCH AIRCRAFT FAMl LIARIZATION DOCUMENT Prepared by: Tilt Rotor Research Aircraft Project Office Staff Coordinated by: Martin D. Maisel Tilt Rotor Research Aircraft Project Office Approved by : - Dean C. Borgman Deputy Manager, Technical Tilt Rotor Research Aircraft Project Office David D. Few Manager Tilt Rotor Research Aircraft Project Office 1. Report No. 2. Ganmnmt hionNo. 3. Recipient's Catalog No. TM X-62,407 4. Titlr md Subtitlo 5. Rqwn D~te NASA/ARMY XV-15 TILT ROTOR RESEARCH AIRCRAFT FAMILIARIZATION DOCUMENT 7. Author(s) 8. PerformingOrgnizrtion Report No. Prepared by Tilt Rotor Project Office Staff, A-5870 coordinated by Martin Maisel 10. Work Unit No. 9. paforming ororriatia, "and MdNI 744-01-01 NASA Ames Research Center and 11. Canmct or Grant No. U.S. Army Air Mobility R&D Laboratory Moffett Field, Calif. 94035 13. Typ of RIpon and hid &ard 12. -nuring N.m md Addnr Technical Memorandum National Aeronautics and Space Administration 1;. Sponsoring Agmcy Code Washington, D.C. 20546 16. Abmrcr , The design features and general characteristics of the NASA/Army XV-15 Tilt Rotor Research Aircraft are described. This aircraft was conceived as a proof-of-concept vehicle and a V/STOL research tool for integrated wind tunnel, flight-simulation, and flight-test investigations.
    [Show full text]
  • Large Capacity Oblique All-Wing Transport Aircraft
    f Large Capacity Oblique All-Wing Transport Aircraft Thomas L. Galloway James A. Phillips Robert A. Kennelly, Jr. NASA Ames Research Center Moffett Field, CA Mr. Mark H. Waters Thermosciences Institute, ELORET Corp. Palo Alto, CA Transportation Beyond 2000: Engineering Design for the Future September 26-28, 1995 461 INTRODUCTION Dr. R. T. Jones first developed the theory for oblique wing aircraft in 1952, and in subsequent years numerous analytical and experimental projects conducted at NASA Ames and elsewhere have established that the Jones' oblique wing theory is correct. Until the late 1980's all proposed oblique wing configurations were wing/body aircraft with the wing mounted on a pivot. With the emerging requirement for commercial transports with very large payloads, 450 - 800 passengers, Jones proposed a supersonic oblique flying wing in 1988. For such an aircraft all payload, fuel, and systems are carded within the wing, and the wing is designed with a variable sweep to maintain a fixed subsonic normal Mach number. Engines and vertical tails are mounted on pivots supported from the primary structure of the wing. The oblique flying wing transport has come to be known as the Oblique All-Wing transport (OAW). Initial studies of the OAW were conducted by Van der Velden first at U.C. Berkeley(l) in 1989 and then at Stanford in collaboration with Kroo(2) in 1990. A final document summarizing this work is given in the thesis by Van der Velden(3). Many issues regarding the design were identified in these studies, among them the need for the OAW to be an unstable aircraft.
    [Show full text]
  • Technical Characteristics Exterior Interior & Comfort
    TECHNICAL CHARACTERISTICS GL - Automatiic Gearbox GLX - Automatiic Gearbox GLX - Automatiic Gearbox SLDA ENGINE Number of cylinders 4 4 4 Valves/cylinder 4 4 4 Fuel type Petrol Petrol Petrol Displacement (cc) 1462 1462 1462 Max power HP/rpm 95 / 6000 95 / 6000 95 / 6000 Max torque Nm 130 / 4400 130 / 4400 130 / 4400 Fuel System multipoint injection multipoint injection multipoint injection DIMENSIONS Dimensions (Lxwxh) in mm 4490*1730*1475 4490*1730*1475 4490*1730*1475 Wheelbase (mm) 2650 2650 2650 Ground clearance (mm) 160 160 160 TRANSMISSION Gearbox Automatic Automatic Automatic WEIGHT/CAPACITIES Fuel tank capacity (L) 43 43 43 Curb weight (kg) 1020 1020 1020 Gross vehicle weight (kg) 1500 1500 1500 Number of seats 5 5 5 BRAKES Rear brake Drums Drums Drums Front brake Ventilated discs Ventilated discs Ventilated discs SUSPENSIONS Rear suspension Torsion bar Torsion bar Torsion bar Front suspension Coil type Coil type Coil type TYRES Tyre dimension 195/55R16 195/55R16 195/55R16 EXTERIOR GL - Automatiic Gearbox GLX - Automatiic Gearbox GLX - Automatiic Gearbox SLDA Wheels Steel with hubcap Aluminium Steel with hubcap Door mirrors Body colour Body colour Body colour Adjustable side mirrors Electrics Electrics Electrics Folding side mirrors Manuals Electrics Electrics INTERIOR & COMFORT GL - Automatiic Gearbox GLX - Automatiic Gearbox GLX - Automatiic Gearbox SLDA Upholstery Fabric Semi leather Semi leather Power Steering Parking sensor - Rear Rear Videocamera - - Rear Steering wheel Urethane Leather Leather Keyless entry system -
    [Show full text]
  • ATINER's Conference Paper Series IND2013-0819
    ATINER CONFERENCE PAPER SERIES No: IND2013-0819 Athens Institute for Education and Research ATINER ATINER's Conference Paper Series IND2013-0819 Optimally Adaptive Oleo Strut Damping for Aircraft and UAV Using MR Fluid Ajinkya A. Gharapurkar Graduate Research Assistant Dept. of Mechanical and Industrial Engineering, Concordia University Canada Chandra B. Asthana Affiliate Associate Professor Dept. of Mechanical and Industrial Engineering, Concordia University Canada Rama B. Bhat Professor Dept. of Mechanical and Industrial Engineering, Concordia University, Canada 1 ATINER CONFERENCE PAPER SERIES No: IND2013-0819 Athens Institute for Education and Research 8 Valaoritou Street, Kolonaki, 10671 Athens, Greece Tel: + 30 210 3634210 Fax: + 30 210 3634209 Email: [email protected] URL: www.atiner.gr URL Conference Papers Series: www.atiner.gr/papers.htm Printed in Athens, Greece by the Athens Institute for Education and Research. All rights reserved. Reproduction is allowed for non-commercial purposes if the source is fully acknowledged. ISSN 2241-2891 23/1/2014 2 ATINER CONFERENCE PAPER SERIES No: IND2013-0819 An Introduction to ATINER's Conference Paper Series ATINER started to publish this conference papers series in 2012. It includes only the papers submitted for publication after they were presented at one of the conferences organized by our Institute every year. The papers published in the series have not been refereed and are published as they were submitted by the author. The series serves two purposes. First, we want to disseminate the information as fast as possible. Second, by doing so, the authors can receive comments useful to revise their papers before they are considered for publication in one of ATINER's books, following our standard procedures of a blind review.
    [Show full text]
  • T-45C Aircraft
    VIRTUAL NATOPS FLIGHT MANUAL NAVY MODEL T-45C AIRCRAFT for Microsoft Flight Simulator by IndiaFoxtEcho Visual Simulations Version 1.00 – March 2021 NOTICE – Although this manual and the simulated aircraft closerly resemble their real-world counterparts in many aspects, neither should be used as source of real-world information about the aircraft. This package is not endorsed or supported by The Boeing Company or by the United States Navy. CHANGE LOG VERSION 1.10 22-Mar-2021 - Redone external engine sounds - Replaced internal engine sound main loop sample - Fixed bug preventing setting the CRS on TACAN (Nav2) - Created "Lite" versions of all aircrafts, with simplified XML code and geometry - Implemented VR mouse collision model - Fixed environmental occlusion geometry - Fixed missing details in rear cockpit harnessing - Fixed bug causing cockpit sounds from other T-45 to play in multiplayer - Fixed formation light switch INOP - Fixed bug causing the HUD throttle indicator not to work - Fixed external lights not working after Sim Update 3 - Changed animation of retractable footstep so that automatically retracts when the canopy closes - Changed HUD ILS logic so that ILS steering bar will only show if ILS is selected on the HSI-MFD - Added TAWS Below Glideslope warning - Added TAWS Check Gear warning - Added TAWS Power Power warning INITIAL RELEASE 8-Mar-2021 WELCOME The T-45 Goshawk is a fully carrier-capable version of the British Aerospace Hawk Mk.60. It was developed as a jet flight trainer for the United States Navy and United States Marine Corps. The Hawk had not originally been designed to perform carrier operations; numerous modifications were required, such as the extensive strengthening of the airframe to withstand the excessive forces imposed by the stresses involved in catapult launches and high sink-rate landings, both scenarios being routine in aircraft carrier operations.
    [Show full text]
  • Introduction to Airplane Performance Prof. AK Ghosh Department Of
    NOC: Introduction to Airplane Performance Prof. A. K. Ghosh Department of Aerospace Engineering Indian Institute of Technology, Kanpur Module - 01 Lecture - 03 Introduction to airplane and its components (Refer Slide Time: 00:09) This is Sinus 912 aircraft which is a motor glider and its manufacturer is Pipistrel. So, we will today we will discuss about the structure and the instrument panel of this motor glider. This is an all made its construction is of composite material. This is the spinner of the aircraft having a 2 bladed propeller which is vireo. Then, it has a rotex 912 engine installed in it which is a 4 cylinder engine and it is a piston engine 4 stroke. Moving ahead we come to the wing. This is the starboard wing of the aircraft which is containing a pitot tube. This is the pitot tube which senses the pitot pressure and the static pressure from the static veins located just beneath it. It senses the dynamic pressure and gives to the pitot instruments like ASI, altimeter and vertical speed indicator. (Refer Slide Time: 00:59) Then, it has a wing span of 15 meters. For this wing contains a flaperon. Normally all aircrafts have either aileron and a flap, but in this varying motor glider the 2 control surfaces are combined in one and then that is of flaperon which consist of a flap and aileron that helps in rolling and as well as at the time of takeoff and landing. (Refer Slide Time: 01:24) So, this is the impeller section of the aircraft this is the tail section which consist of the vertical stabilizer, the horizontal stabilizer; attached to it is the moving part that is the elevator and the rudder.
    [Show full text]
  • The Wing Is the Principal Structural Unit of the Airplane. It Has Several Functions Beyond That of Providing Lift. for a Wing To
    1 WING The wing is the principal structural unit of the airplane. It has several functions beyond that of providing lift. For a wing to produce "lift", it must be oriented at a suitable angle of attack relative to the flow of air past the wing. In aerodynamics, angle of attack (AOA) specifies the angle between the chord line of the wing of a fixed-wing aircraft and the vector representing the relative motion between the aircraft and the atmosphere. On larger airplanes the engines are mounted in nacelles either attached to the wing or mounted in the wing. The nacelles also provide a housing for the landing gear when it is retracted. The space within the wing is usually used for fuel storage. The main geometrical features of a wing are its span; the area of the wing; its dihedral angle; its sweepback angle; and the wing section. Dihedral angle is the upward angle of an aircraft's wing, from the wing root to the wing tip. The amount of dihedral determines the amount of inherent stability along the roll axis. Although an increase of dihedral will increase inherent stability, it will also decrease lift, and increase drag. The design of the wing depends on the size, weight, and use of the airplane. Generally, there are two kinds of wing design: cantilever and semi-cantilever. The semi-cantilever usually has one, or perhaps two, supporting wires or struts attached to each wing and the fuselage. As far as the internal structure is concerned, there are three general types of conventional wings: monospar, two-spar, and multispar.
    [Show full text]
  • The Achilles Heel That Wasn't
    Issue 91 – June, 2010 THE ACHILLES HEEL THAT WASN’T The Silver Shadow as most of us know was the Factory’s first real sortie into the Brave New World. Sales of the staid but beautiful Cloud and ‘S’ series cars were falling through competition from much less expensive vehicles who through the impetus of technical development that was burgeoned by the Second World War were able to offer everything that Rolls-Royce could fit to their cars. The American market was finally recognized as the Company’s salvation. No longer could they rely on beautiful tasteful finishes quiet engines and sumptuous rides to keep the bottom line healthy. The vee eight engine that was jammed into the Cloud chassis greatly improved performance but then they had to have noisier clocks! By then the ancient ‘Jerkomatic’ transmission as it is fondly known in other circles, was retired after some 15 years service to be replaced by the pan-automotive transmission the GM400 a three speed that enjoyed production numbers in the millions; but providing a means of communicating with the unit was a challenge. The transition from a floor mounted change lever for the last of a long line of manual gearboxes to a lever on the steering column was indeed a quantum leak. By then millions of vehicles around the world had, for over half a century got by with a central 1230 change speed lever that was stuffed through the lid of the box and worked very well. One drawback was engaging low gear with a reserved lady in the centre of the front seat which could present some embarrassing situations but they were not a major consideration.
    [Show full text]
  • Preset by Meritor Hub Assemblies for Trailer Axles
    Maintenance Manual MM-0637 PreSet by Meritor Hub Assemblies for Trailer Axles, and Steer and Drive Axles Revised 07-12 Service Notes About This Manual If Tools and Supplies are Specified in This manual provides maintenance and service procedures for This Manual PreSet by Meritor hub assemblies. Contact Meritor’s Commercial Vehicle Aftermarket at 888-725-9355. Before You Begin 1. Read and understand all instructions and procedures before Warranty Information you begin to service components. Refer to brochure SP-95155, Commercial Vehicle Systems 2. Read and observe all Warning and Caution hazard alert Warranty, for complete warranty information. For instructions to messages in this publication. They provide information that can return warrantable parts to Meritor for reimbursement help prevent serious personal injury, damage to components, consideration, contact Meritor’s OnTrac Technical Support Center at or both. 866-668-7221 for assistance. 3. Follow your company’s maintenance and service, installation, and diagnostics guidelines. 4. Use special tools when required to help avoid serious personal injury and damage to components. Hazard Alert Messages and Torque Symbols WARNING A Warning alerts you to an instruction or procedure that you must follow exactly to avoid serious personal injury and damage to components. CAUTION A Caution alerts you to an instruction or procedure that you must follow exactly to avoid damage to components. @ This symbol alerts you to tighten fasteners to a specified torque value. How to Obtain Additional Maintenance, Service and Product Information Visit Literature on Demand at meritor.com to access and order additional information. Contact the OnTrac Customer Service Center at 866-668-7221 (United States and Canada); 001-800-889-1834 (Mexico); or email [email protected].
    [Show full text]
  • The KIC Group Product Catalog CATALOG INDEX
    ® The KIC Group Product Catalog CATALOG INDEX Hub & Drum Assemblies - Cast Spokes - Hub/Rotors KIC Hub & Drum Assembly Part Numbering System ............................................................................................................. 2 Icon Legend............................................................................................................................................................................2 Hub Dynamic Capacities ........................................................................................................................................................ 3 Ductile & Gray Iron Properties................................................................................................................................................ 3 Assembly Part Number by Application ................................................................................................................................... 4 Hub Series Index by SAE Designation ................................................................................................................................... 8 Assembly Part Number Index............................................................................................................................................... 0 Assembly Part Number Index by Gunite Hub PN................................................................................................................. 4 Assembly Part Number Index by Webb Hub PN .................................................................................................................
    [Show full text]
  • Technical Characteristics Exterior
    TECHNICAL CHARACTERISTICS 1.4L Access 5-Manual 1.4L High 5-Manual Manufacturer Code NSP150L-AEMDK 4D NSP150L-AEMRK 4G ENGINE Number of cylinders 4 4 Engine Type Cylinder in line Cylinder in line Fuel type Petrol Petrol Displacement (cc) 1329 1329 Max power kW/rpm 73/6000 73/6000 Max power HP/rpm 99/6000 99/6000 Max torque Nm 123/4200 123/4200 Fuel System External injection External injection BODY Body style Sedan Sedan Number of doors 4 doors 4 doors DIMENSIONS Ground clearance (mm) 133 133 Wheelbase (mm) 2550 2550 Dimensions (Lxwxh) in mm 4420 x 1730 x 1475 4420 x 1730 x 1475 TRANSMISSION Gearbox Manual Manual WEIGHT/CAPACITIES Fuel tank capacity (L) 42 42 Curb weight (kg) 1075 1090 Gross vehicle weight (kg) 1550 1550 Number of seats 5 5 BRAKES Front brake Ventilated discs Ventilated discs Rear brake Drums Drums Parking brake Manual Manual SUSPENSIONS Front suspension MacPherson strut Coil type Rear suspension Torsion bar Torsion bar TYRES Tyre dimension 185/60 R15 185/60 R15 EXTERIOR 1.4L Access 5-Manual 1.4L High 5-Manual Wheels Steel with hubcap Alloy Door mirrors Body colour Body colour Adjustable side mirrors Electric Electric Folding side mirrors Manuals Manuals Bumper - Front&Rear Colored Colored INTERIOR & COMFORT 1.4L Access 5-Manual 1.4L High 5-Manual CFAO reserves the right to modify its visuels without notice, likewise their characteristics, equipment and accessories. Pictures are not contractual. Touchscreen Radio Radio CD Radio CD Connections Aux , USB , Apple CarPlay , Android Auto USB , Apple CarPlay , Android Auto Steering
    [Show full text]