MIL-F-18372(Aer)
c. Brake pressure sufficient to hold the wheels locked shall be available at all
positions of the rudder pedal or rudder linkage and the seat assuming a co-
efficient of friction of 0.55 between the tires and the ground at the maximum
alternate weight. It shall be possible to meet this condition with the
brakes at a temperature of 21°C (70°).
d. The travel of the pedal shall be as indicated in Figure 2. It shall be between
15 and 20° to meet the requirements of subparagraph b above.
3.2.2.3 Emergency Brake Control - The location and actuation of the emergency brake control
shall be as indicated in MIL-STD-203.
3.2.2.4 Parking Brake Control - The location and actuation of the parking brake control
shall be as indicated in MIL-STD-203.
3.2.3 Control Surface Locks - Locks shall be provided for all primary control surfaces,
other than those which are actuated by irreversible control systems, to lock the surfaces in neutral,
when the airplane is parked. If built-in locks are incorporated, they shall either engage the surfaces
directly, or lock the controls as near to each surface as practicable. These locks shall be so
arranged that they cannot be engaged during flight for any reason, such as inadvertent operation of
the cockpit control lever, relative deflections between the lock control system and the aircraft,
component failure, combat damage, etc.
3.2.3.1 Pilot's Control - The pilot's control for the surface locks shall be so arranged as
to make it impossible for the pilot to take off with the locks engaged. Means shall also be provided
to lock the pilot's control in the unlock position.
3.2.3.1.1 Locking Range - The range of movement of the pilot's control and lock control system
shall be sufficient to insure complete locking or unlocking of the control surface under the most
adverse conditions of structural and system deflections. In unlocking the surface locks, a maximum
of 50% of the range of motion of the pilot's control shall directly and positively unlock the control
surfaces. This means the first 50% of the range.
3.2.4 Flight Path Angle and Speed Controls
3.2.4.1 High Lift Controls - A suitable control. system shell be provided for actuating the
non-automatic high lift devices (flaps, slats, etc)
3.2.4.1.1 Emergency Operation - An emergency means for operating the high lift devices shall be
provided on aircraft, where safe operational landings cannot be accomplished without use of the high
lift device. The emergency system shall be completely independent of the primary system up to, but
not necessarily including, the actuator.
3.2.4.1.2 Operating Time - At the maximum limiting aircraft speed for which the device may be
operated, the time of operation for power operated landing flaps shall be as follows:
TYPE OF AIRCRAFT
TIME TO COMPLETELY EXTEND
TIME TO COMPLETELY RETRACT
Not
less
than
three (3) seconds
VP, VR, vu
Not
less
than
five (5) seconds
Not
more
than
twelve (12) seconds
Not
more
than
twelve (12) seconds
Not
less
than
three (3) seconds
All Others
Not
less
than
three (3) seconds
Not
more
than
eight (8) seconds
Not
more
than
eight (8) seconds
3.2.4.1.3 Synchrozation - High lift devices shall be mechanically interconnected, unless it
can be demonstrated that no hazardous flight attitude will result from unsynchronized operation. In
the event of a failure of the high lift control system actuators, such as a screw jack, hydraulic
cylinder, etc., the high lift device shall maintain synchronization, or remain synchronized without.
motion.
11
For Parts Inquires submit RFQ to Parts Hangar, Inc.
© Copyright 2015 Integrated Publishing, Inc.
A Service Disabled Veteran Owned Small Business