Originally Posted by
NGDriver
But nothing is impossible, and you may certainly have a point there. All I'm saying is that until yesterday I haven't heard about a case of inadvertent E/P brake lever movement in flight in this type. And if that lever was not released fully before taxy, it would be very hard to get it moving, wouldn't it?
Well, after you got engine(s) started, dropped the brake, advanced the TL's and it seemed sluggish to move, not to hard to figure out, eh? If the aircraft was one of the ones with the weak return springs you'd just push on it to make sure it was all the way down.
Originally Posted by
NGDriver
You are right about the difference between the prop and the jet. The prop had one main system and one auxiliary sytem. The two were connected through the E/P brake. By selecting a manual selector valve and pumping with a hand pump hydraulic fluid could be transferred in case of a loss of the main system.
The jet version had two, but it's coming up on 5 years since I flew the plane (sniff sniff) and things are starting to fade. I believe one of the systems had less consumers than the other and I think the E/P brake was on the lower consumer system. I can't remember if there was a back up accumulator for it but I thought there was. I'll have to go home and look in my Schreiner manual when I get home. But I remember there being a hydraulic interconnect valve on the overhead that was a guarded switch, but no hand pump to manually transfer fluid between the two. The hydraulic pumps for each system were electrically powered with an "auto seek" function. So if you lost power, from an engine driven gen it would just get it form the other one.