Subject Code AKD 20403 / AAB 30403

UNIVERSITI KUALA LUMPIR Page 1

Malaysian Institute of Aviation Technology

Antiskid Brake Control Systems

By the end of this lesson the students should be able to:
State the safety precautions to be observed whilst working on or rear
antiskid systems.
Discuss antiskid systems using the appropriate terminology:
Slip
Skid
aquaplane.
Identify typical antiskid system components:
wheel speed sensors,
control valves,
control box.
Explain the principles of operation of antiskid system:
normal operation,
ground test,
in flight test.
Describe typical maintenance procedures
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

INTRODUCTION

The amount of braking the pilot uses has always been of concern.
With a tail wheel airplane too much braking could result in a nose-
over, and with large diameter tires on small wheels, there was
always the possibility of the tires slipping on the rim and pull out the
valve of the tube.

The problem of brake control still exists on large modern aircraft, but
the reason is different. Modern high speed jet aircraft usually have
more than one wheel on each side and all of the brakes on one side
controlled from one pedal.

With this arrangement the pilot can in no way tell when one of these
wheels begins to skid so he can take corrective action. If corrective
action is not taken within a few seconds, the tires will be blown and
control of the aircraft will be lost.
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

INTRODUCTION

To compound this problem these high speed aircraft have

restricted space so that the wheels must be small and the tires are
generally inflated to a high pressure.

When the aircraft then lands on a wet runway and the pilot applies
the brakes the friction on the runway surface is so much less than
that generated within the brake resulting in locked wheels and the
aircraft hydroplaning down the runway with all braking action and
directional control lost for that wheel.

Hydroplaning is a condition that exists when two contacting

surfaces in relative motion are separated by a fluid layer. In the
case of aircraft, the fluid layer separates the tire from the runway.
There must also exists a speed above which a given aircraft tire
will hydroplane because hydroplaning will not occur below a
certain minimum speed irrespective of other conditions in the
contact area
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

Maximum drag, which is optimum braking, requires just enough brake

pressure to cause the tire to slip across the surface of the runway
without skidding.
 Subject Code AKD 20403 / AAB 30403
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Thus, for maximum braking effectiveness, the friction between the

tires and the runway should relate closely to the friction in the brake
so that the peripheral speed of the tire will be just slightly less than the
aircraft speed. This will create maximum tire drag.

Maintaining this optimum friction is no simple manner since if the

brake pressure is held constant and the wheel starts to slip, brake
friction increases rapidly to lock up the wheel.

Early antiskid systems operated by consecutively applying and

releasing the brakes, but this system generates problems if the control
valves do not operate fast enough.
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

A successful antiskid system requires two (2) features the early “on and
off” systems did not have.

There must be some form of wheel speed sensor that can detect a
change in the rate of deceleration and

There must be a signal when the pressure is supposed to be

released before the wheel gets into a skid. (wheel locks up)

The valves must also act fast enough so that not all of the pressure is
released before the next application.

This controlled amount of maintained pressure prevents the brake return

system from pulling the pressure plate all the way back and allows the
brakes to be reapplied almost instantaneously.
 Subject Code AKD 20403 / AAB 30403
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Antiskid Brake System

Components

a. Wheel Sensor b. Control Valve c. Control Box

The modern modulated antiskid system provides the fastest wheel speed recovery and
produces the minimum stopping distance on any kind of runway surface
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

A. Wheel Speed Sensor

There are two types of systems in use, an AC system and a DC

system.

The AC sensor is a variable reluctance AC generator, which uses

1. A permanent magnet (stator) surrounded by
2. A pickup coil (sensor) in the axle of the landing gear.
3. A soft iron exciter ring (rotor) with internal teeth

The outside of this sensor has four equally spaced poles with teeth
cut into their periphery. The exciter ring with the internal teeth mounted
in the hub cup of the wheel rotates around the sensor.
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

AC Sensor
As the exciter ring rotates, the teeth
approach each other and then
separate varying the distance between
the teeth, thus will also change the
reluctance of the magnetic circuit .

Each time it changes, the amount of

magnetic flux cutting across the coil
changes and induces an alternating
current in the pickup coil.
low reluctance ( teeth are close) will increase magnetic field and
high reluctance (teeth are apart) will decrease the magnetic field
output frequency depend on wheel speed, speed increase frequency
increase and vice versa
 Subject Code AKD 20403 / AAB 30403
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AC Sensor
The faster the wheel turns, the higher
the frequency of the induced current.

The control box used with the AC

sensor converts the varying
frequency into a DC signal whose
voltage is proportional to the
frequency of the AC.

What is sensed in an AC wheel speed sensor to determine the rate of

deceleration of a wheel?
 Subject Code AKD 20403 / AAB 30403
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Low reluctance, High magnetic High reluctance, Low magnetic

field field
Increase output Decrease output
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

DC sensor
Essentially a small permanent magnet DC generator whose voltage
output is directly proportional to the rotational speed of its
armature.

Rotational speed is sensed in a DC wheel speed sensor to determine

the rate of deceleration of a wheel.

When this type of sensor is used, there is no need for the converter
in the control box, and there is less danger of stray voltages
induced into the system causing brake interference.

The shaft of the armature is fitted with a blade driven by a bracket in

the wheel hubcap, and rotates with the wheel.

The generator output is usually in the range of one volt for each
ten miles per hour of wheel speed
 Subject Code AKD 20403 / AAB 30403
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Fig 7.3: Typical Antiskid Detector Assembly

 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

B. Control Valves
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

Control Valves
A three port antiskid
control valve is located flapper de- energized
in the pressure line
between the brake
valve and brake
cylinder with a third line
connecting the control
valve to the system
return manifold.
For normal operation of
the brakes when no
skid is being indicated,
the control valve allows
brake fluid to flow in
and out of the brake
with the valve serving
only as a passage.
return manifold brake
valve
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

flapper de- energized

 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

• Fluid from the brake valve

flows through the filter and
discharges equally from flapper de- energized

each nozzle.

•Since the amount of flow

is the same through each
orifice the pressure drop
across the orifices will be
the same, and the second
stage spool valve will
assume a position that
allows free passage
between the brake valve
and the brake - normal
braking action is being
provided. return manifold brake
valve
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

But if the wheel

speed sensor
determines that one flapper energized
wheel is beginning to
decelerate fast enough 1
to cause a skid, its
changing output voltage
is measured in the
control box and a DC
signal is sent to the
control valve to close
off the pressure port
and open the passage
between the brake and
the system return.

brake
return manifold valve
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

-When the control box

receives a signal from the
wheel speed sensor that a
flapper energized
skid is impending, it sends a
current through the coil of the
armature to pivot the armature
and unbalance the flow from
the two nozzles. N1 N2
-The flow from N2 will be
greater than the flow from N1
and so the pressure at P1 will
be higher than the pressure at
P2. This causes the second
stage control valve to move to
the right which:
a) - closes off the flow from
the brake valve to the brake
b) - opens the passage from
the brake to the return return manifold brake valve
manifold.
Brake pressure being dumped to return line
 Subject Code AKD 20403 / AAB 30403
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flapper energized flapper de- energized

N1 N2

When skid impending, signal from When no signal from the control box,
control box energized flapper and open flapper de-energized cause the 2nd stage
passage from the brake to the return spool open the passage to allow brake fluid
(when wheel speed decreasing) to flow in and out of the brakes
 Subject Code AKD 20403 / AAB 30403
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Pressure P1 is same as P2 Pressure P1 is higher than P2

Action of flapper on spool pressures

 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

c. Control Box
- The control box coverts the AC output into a DC signal whose voltage is proportional to
the frequency of the signal from the speed sensor.

Regulate/to change

AC DC

Fig 7.5
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

Control Box
The main functions of the control box are to generate electrical signals
usable by the control valve to control brake pressure to prevent a
skid during landing deceleration, and to prevent brake pressure
being applied prior to touch down.

flapper
sent signal energized

open passage
between brake
and system
return
manifold

Fig 7.8: Control Box - prior to landing

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Control Box

Before the aircraft touches down, the locked wheel detector sends a
signal to the amplifier causing the control valve to open the passage
between the brakes and the system return manifold. This makes it
impossible to land with the brakes applied;

Refer to figure 7.8.

 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

flapper de-
Remove power
energized
20mph from the amp

allow brake
fluid in and
out of brakes
full pressure

Fig 7.9: Control Box – at touch down

 Subject Code AKD 20403 / AAB 30403
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Control Box

As soon as the aircraft touches down,

 the squat switch opens and
 the wheel spins up

By the time the wheel speed reaches 20 mph the

voltage generated in 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 now allows full pressure to be applied to the brakes.
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

A/C on the ground and the wheels spinning more than 20 mph, almost all of
the antiskid control is done by the skid detector and modulator.

A deceleration threshold of about 6mph @ 20 fps, (with a wheel speed that

is at least 6 mph below A/C’s speed) is designed inside the skid
detector circuit as a reference).
<6mph (20ft/sec)

Regulate/to change

flapper
energized

> 20mph Dump the brake

pressure

Fig 7.10: Control Box – Aircraft on ground – Wheel speed > 20 mph
 Subject Code AKD 20403 / AAB 30403
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Any time a wheel decelerates at a rate higher than this threshold value, a
signal is sent to the amplifier and then to the control valve to dump the
brake pressure to avoid skidding.

At this same time, the skid detector sends a signal to the modulator
which by measuring the width of the skid detector signal, automatically
establishes the amount of current that will continue to flow through the
valve after the wheel has recovered from the skid

When the amplifier receives its signal from the modulator, it maintains this
current which is just high enough to hold the flapper over to prevent the
pressure from being completely dumped, BUT the pressure maintained
is slightly less than that which caused the skid.

A timer circuit in the modulator then allows this pressure to increase

slowly until another skid starts to occur and the cycle repeats itself.
Refer Fig 7.10
 Subject Code AKD 20403 / AAB 30403
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When the aircraft is operating on a wet or icy runway, the antiskid

system will hold the wheels in the slip area. But if one of the wheels

 hits a patch of ice or

 begins to hydroplane and
 slows down to less than 10 mph,

while it’s mated reference wheel is still rolling more than 20 mph,
the locked wheel detector operates.

The timer measures the width of the skid detector signal and if it is
more than about one tenth of a second (0.1sec), it will send a full
dump signal to the valve, and the valve will be held in Full Dump
[zero brake pressure] until the wheel spins up to more than 10 mph
 Subject Code AKD 20403 / AAB 30403
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When all of the wheels are turning at less than 20 mph,the

locked wheel arming circuit becomes inoperative giving the
pilot full braking action for low speed taxing and parking.

Refer to figure 7.11.

What are 3 main functions of the control unit?

To generate electrical signals usable by the control valve.

To regulate brake pressure to prevent a skid during landing deceleration.
To prevent application of brake pressure prior to touchdown
 Subject Code AKD 20403 / AAB 30403
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flapper de-
energized

< 20 mph

allow pilot full

braking action for
taxing and parking

Inoperative

Fig 7.11: Control Box – Aircraft on ground – Wheel speed < 20 mph
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PRINCIPLE OF OPERATION
When the pilot wants to stop the aircraft in the minimum
distance he depresses the brake pedals to call for
maximum braking. All of the brakes receive the maximum
pressure, but if any wheel should start to decelerate at a
rate which would indicate an impending skid, the
pressure in that brake is dumped into the system return
manifold.
Now the control circuit measures the amount of time
required for the wheel to spin back up and then applies a
slightly reduced pressure to the brake, a pressure
determined by the time required for the wheel to spin back
up.
 Subject Code AKD 20403 / AAB 30403
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If this reduced pressure causes a skid, the pressure will be

released to allow the wheel to spin back up.

This application and release process continues with

progressively decreasing pressure until the wheel is held
in the slip area, but not allowed to decelerate fast enough to
produce a skid.

It produces the proper amount of braking for any runway

surface condition with the pilot only having to call for
maximum braking, the rest is done automatically by the
system.
 Subject Code AKD 20403 / AAB 30403
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When the aircraft has slowed down to below 20 mph there is

no further danger of skidding and the antiskid system
automatically deactivates giving the pilot full control of the
braking system for maneuvering and parking.
As with most auxiliary systems in modern aircraft the
antiskid system has built in test circuits and may in the
event of a malfunction be deactivated so that the pilot will
have normal braking without antiskid protection.
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PRINCIPLE OF OPERATION

In the simplest sense, an antiskid brake controller compares

the speed of a vehicle (e.g., automobile, aircraft, etc.) derived
from a wheel speed sensor to the vehicle speed derived from
a secondary or reference source.

If the wheel is determined to be slipping an excessive amount

(i.e., skidding), then brake pressure applied to the wheel is
released and the wheel is allowed to spin back up to the
appropriate speed.
 Subject Code AKD 20403 / AAB 30403
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PRINCIPLE OF OPERATION
In the case of an aircraft, the antiskid controller is intended to
prevent tire skidding during a landing event or during taxi
operations.

A skidding tire has at least three detrimental effects which are

commonly known. For example, drag at the wheel/runway
surface interface is lost and the length of the runway needed
for the aircraft to stop is increased. Moreover, lateral (or side)
wheel friction is reduced during a deep skid, so the ability of
the pilot to steer the aircraft is diminished. Finally, tire life is
reduced when the wheel skids because patches of rubber are
torn from the tire.
 Subject Code AKD 20403 / AAB 30403
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Malaysian Institute of Aviation Technology

PRINCIPLE OF OPERATION
A wheel slips (i.e., the rotational speed times the wheel
radius is less than the translational speed of the wheel)
whenever brake torque is applied to a rotating wheel. The
amount of slip determines the drag that is produced at the
tire/runway surface interface. There is an optimum amount
of slip that generates a maximum tire drag as defined by
the well known mu-slip curve. A wheel experiencing slip
beyond the optimum amount is considered to be
excessively skidding.
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SYSTEM TESTS
Because it is so important that the pilot know exactly the
condition of the aircraft brake system before it is used, all
antiskid systems are equipped with test circuits.

This allows the pilot to test the integrity and operation of the
entire system and disable the antiskid system if any fault is
found without affecting the normal operation of the brakes
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Ground Tests
With the antiskid control switch on, depress the brake pedals: both the
left and right brake lights should ‘come on’. [Brake pressure is there]
NO signal to amplifier thus NO signal to control valve because locked wheel
detector inoperative due to speed is zero (ground test) and the locked
wheel arming circuit is not grounded.
Servo valve is fully open –all pressure go to the brake.

Flapper de-
energized

no signal servo valve

fully open
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Now with the brakes still applied, press the test switch. This sends a signal
through the wheel speed sensors to the control boxes to simulate a wheel
speed in excess of 20 mph. This signal voltage is enough to arm the locked
wheel detector and also high enough to keep them from sending a signal
to the amplifier [> 20 mph]

signal
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Since there is still no signal from the amplifier,

the control valve is not energized  flapper de-energized  all
pressure from brake valve go to brake  THUS the lights stay ‘ON’.

While the test switch is held down, the capacitor in the arming
system is being charged.

capacitor charge
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Release the test switch,  two brake ‘lights should go out’ and
stay out for a couple of seconds and then ‘come back on’.

When the switch is released, the signal voltage drops to zero, indicating
a complete lock up of the wheels. The capacitor holds the voltage
on the arming circuit so the locked wheel detectors can work, signal
produced and then energizing the amplifiers. Current is sent to control
valve, dumping all of the pressure into the return causing the lights to go
out.

signal

capacitor charge
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As soon as the capacitor in the arming circuit becomes discharged, the

locked wheel detectors can no longer work, so the signal is removed
from the amplifier and the control valves returns to its normal condition
and the brakes are re-applied. The brake ‘lights come back on’.

This tests will check the continuity of all the wiring and the operation of
the locked wheel circuits, the amplifiers and the control valves.

signal
dump all
pressure
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In Flight Test
Part of the pre landing cockpit check gives an indication of the entire antiskid
system
With the aircraft configured for landing
 depress the brake pedals -- ‘brake lights should remain off’.
NO voltage from the WSS, but squat switch is holding the LWA circuit energized
and a signal from the LWD is causing the amplifier to send sufficient current to
control valves to hold the brakes fully released.

signal
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Press the test switch and the ‘brake lights should come on’.
Pressing this switch sends a signal though the WSS simulating a
wheel speed in excess of 20 mph.

Wheel
Speed
Sensor
signal
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If the system is operating correctly, this voltage will override the signal
from the squat switch and disable the LWA circuit so the LWD can
remove the signal from the amplifier and the control valve will restore
normal operation to the brake.

The light should remain ON as long as the test switch is depressed

When the switch is released, the two brake lights should go out
indicating that the antiskid system is holding all of the pressure off of
the brakes.

Any time a system fails one of these tests, the antiskid system may be
disabled without affecting the normal braking in any way. This is done
by opening the antiskid switch which removes all of the current from the
control valve, allowing the spool valve to remain in the position for full
flow of fluid from the brake valve into the brake.
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SYSTEM MAINTENANCE
Before condemning the antiskid system for a brake
malfunction, be sure that
 There is no air in the brakes. If they is spongy air, it must
be removed by bleeding the brakes.
 Checks must be made for
 warped discs,
 malfunctioning return systems,
 and any other signs of damage.
As important as antiskid systems are, their inspection and
maintenance require mainly logical fault diagnosis to
locate a fault. If one of the tests shows a malfunction each
component in the system should be checked, the wheel
speed sensor being the most likely defective component.
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Wheel Speed Sensor

DC type wheel speed sensors can be checked by

removing the hubcap to expose the sensor blade.

With the brakes applied, and the antiskid switch ON

give the blade a spin in the normal direction.
It should not turn more than about 180 degrees, but the
rate at which it turns is important.
This should cause the brakes to momentarily release and then
reapply.
Observe this by watching the disc stack which should relax
(loosen) then tighten back up.
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Wheel Speed Sensor

If this test (spin the blades) does not cause the brakes
to release, then the resistance of the wheel speed
sensor armature must be checked.

Remove the connector from the wheel speed sensor

and measure the armature resistance while rotating the
blade through 360 degrees.

Armature resistance must be within specified limits.

Next check the polarity of the output from the wheel

speed sensor in accordance with specified instructions.
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Control Box

Remove both of the connector plugs from the control box

and swap them over. Retest the system.

If the system fault remains on the same side, then the

control box is serviceable. If the fault changes sides then
the control box should be replaced.

Be sure that the connectors are reinstalled in their correct

receptacles.
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Control Valve

Last component to be checked - most difficult to be changed

The resistance of the coil can be checked, and if

this is within specified limits the problem is a hydraulic one.

In either case the control valve is usually replaced.

If the control valve can be serviced in the field, then it must

be done in an area free from any contamination as they are
very susceptible to damage from contaminated fluids.
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Review Questions
1. During touch down, what 2 inputs must the anti-skid
control box see, in order to de-energize the control valve
and allow full brake pressure?
2. What circuitry in the control box provides most of the
control when the aircraft wheel is spinning more than 20
MPH, and on the ground.
3. What is the function of the skid detector circuit?
4. What is the function of the modulation circuit?
5. How can wheel speed sensors be checked during
maintenance?
6. How can wheel control unit be checked during
maintenance?
7. How can the control valves be checked for
maintenance?
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Review Questions
8. What is the circuit inside a control unit that prevents the
pilot from landing with the brakes applied.
9. What is the most logical place to begin troubleshooting
an anti-skid system?
10. What is meant by hydroplaning?
11. Why does a modulated antiskid brake system hold some
pressure in the brake, rather than releasing it all?
12. What is the function of the antiskid brake valve for
normal brake operation?
13. What is the function of the flapper valve in the brake
control valve?
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Wassalam