What is the purpose of the elongated hole incorporated in the Main Landing Gear (MLG) emergency extension link rod end fitting?, To ensure the MLG main door opens before the MLG uplock is released, To delay hydraulic pressure application until the MLG folding brace is fully locked, To allow the gear uplock to release before hydraulic pressure is dumped to return, During normal braking, what pedal-position logic controls energization and de-energization of the brake Shut-Off Valves (SOVs)?, Either pedal above 8% energizes the SOVs, and both pedals below 6% de-energize them, Both pedals above 6% energize the SOVs, and either pedal below 8% de-energizes them, Either pedal above 6% energizes the SOVs, and both pedals below 8% de-energize them, During landing gear retraction, under which conditions is the brake Shut-Off Valve energized for wheel spindown?, Following a gear-handle retraction transition, with the gear not downlocked and an air condition determined by two of three Weight-Off-Wheels signals, Following a gear-handle extension transition, with all landing gears downlocked and an air condition determined by one Weight-Off-Wheels signal, Following any gear-handle transition, provided wheel speed remains above the antiskid reference speed, What is the function of the retraction delay valve within the Landing Gear Control Hydraulic Module?, It delays opening of the MLG main doors until hydraulic pressure has fully unlocked the gear uplocks, It delays MLG uplock engagement until hydraulic pressure has been removed from the folding brace, It delays hydraulic pressure to the MLG retract actuators so the folding brace can unlock before MLG retraction begins, Following completion of an emergency free-fall extension, what condition should exist?, The MLG main doors hydraulically close after all three gears mechanically downlock, The MLG main doors remain open, but all three landing gears require hydraulic pressure to achieve downlock, The MLG main doors remain open, with the NLG downlocking aided by aerodynamic loads and the MLG downlocking aided by aerodynamic loads and load factors, Why is the shutoff/bypass valve of the Landing Gear Control Hydraulic Module placed in the emergency position before the mechanical unlocking sequence during emergency extension?, To retain hydraulic pressure in the gear actuators while the uplocks are mechanically released, To improve evacuation of hydraulic fluid toward the reservoir return line and facilitate gravity extension, To hydraulically power the MLG main doors open before allowing the gears to free-fall, The landing gear is confirmed down and locked, but the LH MLG main door remains open and is displayed amber. Which group contains only possible defects identified for this condition?, Incorrectly rigged MLG main door actuator, damaged MLG main door uplock, or misaligned/damaged MLG main door uplock proximity switches, Damaged hydraulic control module, failed Brake Control Unit, or defective Weight-On-Wheels proximity switch, Failed Tire Pressure Monitoring Unit, damaged MLG retract actuator, or failed steering control module, What indication is expected when landing gear position information is unavailable because of an LGSCU or electrical system failure?, All landing gear symbols remain green but the associated CAS message is displayed, Amber Xs replace the unavailable landing gear position information, The affected landing gear indication flashes cyan until valid position information returns, How does the Nose Wheel Steering system transition from ground steering to the airborne condition?, Commanded steering is replaced by a straight-ahead reference, with the selector/bypass valve remaining energized for four seconds to power the nose wheels toward center, Rudder pedal steering commands remain active until the NLG uplock proximity switches confirm engagement, The steering actuator is immediately depressurized at Weight-Off-Wheels and mechanical centering alone initially centers the wheels, Why is maximum nose-wheel steering angle reduced as aircraft speed increases?, To prevent the Brake Control Unit from receiving wheel-speed information during high-speed taxi, To provide a smooth transition of directional control from Nose Wheel Steering to the rudder, To increase rudder-pedal steering gain as the antiskid reference speed increases

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