An additive manufacturing system and process for manufacturing aircraft parts is disclosed. The process applying an additive manufacturing process to a build tube formed around a longitudinal axial direction of the build tube by rotating the build tube around a longitudinal axis. Then, translating, by the additive manufacturing process, a print-head in a parallel configuration to the longitudinal axis to enable the print-head to deposit an aerospace grade material on a surface of the build tube to form a manufactured component. After completion of the additive manufacturing process, applying another process using a device wherein the device applies a machining process in the longitudinal axial direction to remove the build tube wherein the machining process comprising machining an interior surface of the manufactured component to expose the interior surface of the manufactured component.
B33Y 30/00 - ADDITIVE MANUFACTURING, i.e. MANUFACTURING OF THREE-DIMENSIONAL [3D] OBJECTS BY ADDITIVE DEPOSITION, ADDITIVE AGGLOMERATION OR ADDITIVE LAYERING, e.g. BY 3D PRINTING, STEREOLITHOGRAPHY OR SELECTIVE LASER SINTERING - Details thereof or accessories therefor
B29C 64/40 - Structures for supporting 3D objects during manufacture and intended to be sacrificed after completion thereof
G05B 19/4099 - Surface or curve machining, making 3D objects, e.g. desktop manufacturing
A system is disclosed comprising a carbon/carbon brake disk comprising a carbon fiber having a crystal orientation (CO) between 80% and 100% and a coefficient of friction of more than 0.183 in response to a rejected takeoff condition.
An air-impermeable fabric is disclosed. The air-impermeable fabric has a fabric substrate, which may also be referred to as a base fabric. Disposed over the fabric substrate is a barrier layer comprising a polymer binder and at least 20 weight percent graphene nanoplatelets, based on the total weight of the barrier layer. A barrier underlayer, which may or may not also include graphene nanoplatelets, is disposed between the fabric substrate and the barrier layer. A barrier overlayer, which may or may not also include graphene nanoplatelets, is disposed on the opposite side of the barrier layer from the barrier underlayer.
B32B 5/24 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by the presence of two or more layers which comprise fibres, filaments, granules, or powder, or are foamed or specifically porous one layer being a fibrous or filamentary layer
A62B 1/20 - Devices for lowering persons from buildings or the like by making use of sliding-ropes, sliding-poles or chutes, e.g. hoses, pipes, sliding-grooves, sliding sheets
B32B 5/30 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by the presence of two or more layers which comprise fibres, filaments, granules, or powder, or are foamed or specifically porous one layer comprising granules or powder
B32B 27/14 - Layered products essentially comprising synthetic resin next to a particulate layer
B32B 27/26 - Layered products essentially comprising synthetic resin characterised by the use of special additives using curing agents
B32B 27/42 - Layered products essentially comprising synthetic resin comprising condensation resins of aldehydes, e.g. with phenols, ureas or melamines
An air-impermeable fabric is disclosed. The air-impermeable fabric has a fabric substrate, which may also be referred to as a base fabric. Disposed over the fabric substrate is a barrier layer comprising a polymer binder and graphene nanoplatelets. The graphene nanoplatelets have been pre-treated by contacting with a liquid organophosphorus flame retardant before incorporating them into a coating composition.
B32B 5/24 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by the presence of two or more layers which comprise fibres, filaments, granules, or powder, or are foamed or specifically porous one layer being a fibrous or filamentary layer
A62B 1/20 - Devices for lowering persons from buildings or the like by making use of sliding-ropes, sliding-poles or chutes, e.g. hoses, pipes, sliding-grooves, sliding sheets
B32B 5/30 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by the presence of two or more layers which comprise fibres, filaments, granules, or powder, or are foamed or specifically porous one layer comprising granules or powder
B32B 27/14 - Layered products essentially comprising synthetic resin next to a particulate layer
B32B 27/26 - Layered products essentially comprising synthetic resin characterised by the use of special additives using curing agents
B32B 27/42 - Layered products essentially comprising synthetic resin comprising condensation resins of aldehydes, e.g. with phenols, ureas or melamines
B32B 27/12 - Layered products essentially comprising synthetic resin next to a fibrous or filamentary layer
B32B 27/20 - Layered products essentially comprising synthetic resin characterised by the use of special additives using fillers, pigments, thixotroping agents
A method and apparatus for packing an aircraft evacuation slide is disclosed. The apparatus includes a bottom plate (102) for receiving a section of the aircraft evacuation slide and a top plate (104) coupled to the bottom plate (104), configured to apply a pressure and or temperature to the received section to form a fold in the received section. The apparatus is provided in a substantially open configuration and a section of the aircraft evacuation slide is placed on the bottom plate (102). The apparatus is closed to sandwich the section of the aircraft evacuation slide between the bottom plate (102) and the top plate (104) to create a fold useful for packing the aircraft evacuation slide. The compression also may remove wrinkles, thereby allowing the aircraft evacuation slide to be packed into a smaller space.
An aircraft cargo handling system has a pair of load restraining rail assemblies, each of which has a shaft assembly running substantially parallel to the longitudinal axis of the aircraft. The shaft assembly has a plurality of lock pawls, each of which comprises a body having a cylindrical pallet-engaging surface. The pallet engaging surfaces of the lock pawls have increasing included angles at stations moving toward the front of the aircraft (or vice versa). This enables the pallets to be locked in place sequentially by rotating the shaft assembly and predetermined angular rotation each time a pallet is loaded. Unloading of the aircraft is carried out in the reverse order, by rotating the shaft assembly in the opposite direction in steps to unlock reach pallet individually as the aircraft is unloaded.
Wide field of view optical systems are disclosed for an infrared aerial reconnaissance camera. The optical systems include a curved focal surface and a wide field of view monocentric lens system. The monocentric lens system includes front and rear lens shell elements and a core lens element, with the number of front and rear shell lens elements depending on the IR band of interest (LWIR, MWIR or SWIR). Infrared radiation entering the monocentric lens passes sequentially through the front shell lens element(s), the core lens element, and the rear shell lens element(s) and is focused onto the curved focal surface. The front shell lens element(s) and the rear shell lens element(s) are made of material having a relatively higher refractive index or a relatively higher optical dispersion, or both, in the band of interest, as compared to the core lens element. The materials are carefully selected to minimize chromatic and spherical aberration as well as secondary chromatic aberration and spherochromatism, and pass radiation in the band of interest. The core lens element is made from a material having a relatively lower refractive index or a relatively lower optical dispersion or both, in the band of interest, and is carefully selected to compensate for spherical and chromatic aberration as well as secondary chromatic aberration and spherochromatism.
Fiber-reinforced polymer composites possessing improved damping ability are provided. In one aspect, the fibers provide the composite with a relatively high dynamic modulus over a broad range of frequencies for a given temperature. In another aspect, the polymer may comprise a viscoelastic polymer possessing a relatively high loss factor for a given frequency and temperature. The polymer may be further tailored to control the center frequency at which the maximum loss factor of the polymer is achieved. The composite so formed exhibits a relatively small reduction in loss factor with significant increase in dynamic modulus over a broad range of frequencies for a given temperature. As a result, a structure damped by the composite exhibits a relatively high, constant loss factor as compared to conventional damping materials. Thus, embodiments of the disclosed composites dissipate significantly more energy during each vibration cycle than conventional damping materials.
A high- strength, lightweight inflatable structure (10) is formed of at least one flexible fabric member (24, 26) that, in an inflated condition, forms a self-supporting structure. The flexible fabric member (24, 26) is formed from a bare fabric (62) having an areal weight of less than 4.5 oz/yd2. The fabric is coated with air-impervious resin coating (64) comprising a polyurethane resin having a mixture of graphene nanoplatelets and a phosphorus-based flame retardant added thereto. The thermally exfoliated graphene nanoplatelets contain residual graphene oxide. Graphene oxide, which is a polar molecule, has an affinity for the polar molecules that make up the phosphorus based flame retardant. Accordingly, in addition to its inherent flame -retardant properties, the phosphorus based flame retardant acts as a dispersant to improve the uniform dispersion of the graphene nanoplatelets within the matrix, thus reducing or eliminating the need to use additional dispersants.
D06N 3/00 - Artificial leather, oilcloth, or like material obtained by covering fibrous webs with macromolecular material, e.g. resins, rubber or derivatives thereof
D06N 3/14 - Artificial leather, oilcloth, or like material obtained by covering fibrous webs with macromolecular material, e.g. resins, rubber or derivatives thereof with macromolecular compounds obtained otherwise than by reactions only involving carbon-to-carbon unsaturated bonds with polyurethanes
A62B 1/20 - Devices for lowering persons from buildings or the like by making use of sliding-ropes, sliding-poles or chutes, e.g. hoses, pipes, sliding-grooves, sliding sheets
An electro-mechanical fuse integrated into the enclosure of a bearing assembly of a generator or like component. Under normal operation, the electro-mechanical fuse provides continuity through a bearing sensing circuit. However, ball cage damage causes the fuse to open and, in turn, the bearing sensing circuit indicates bearing wear. Thus, damage to other generator components is greatly reduced because the generator is removed for maintenance in a timely manner.
F16C 19/52 - Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions
G01B 7/14 - Measuring arrangements characterised by the use of electric or magnetic techniques for measuring distance or clearance between spaced objects or spaced apertures
11.
AERIAL RECONNAISSANCE CAMERA SYSTEM WITH ATMOSPHERIC DISPERSION CORRECTION
An aerial reconnaissance camera system is disclosed which compensates for atmospheric dispersion. The dispersion is principally a function of the observing altitude and slant range and occurs in the camera depression direction only. The effective spectral dispersion of the atmosphere is shown to be about 15 microradians over the visible/near infrared spectrum (500 to 900 nanometers) at typical long range oblique photography (LOROP) imaging ranges. Consequently, dispersion is compensated by means of a fixed optical wedge incorporated into the optical path of the reconnaissance camera, e.g., in a fixed reconnaissance window. The wedge has dispersive qualities opposite to the effective net dispersion of the atmosphere for an expected reconnaissance mission using the camera.
A sensing device (10) is provided for sensing whether an electrically- conductive fluid (14) has reached a predetermined level within a container (12). In this device (10), a first electrode (22) is electrically connected to a source (20) and a second electrode (24) is electrically connected to ground. When the electrode gap (26) is filled with the fluid (14), the sensing circuitry causes the electrodes (22, 24) to switch roles as the anode depending upon whether a positive voltage pulse or negative voltage pulse is being received from the source (20).
G01F 23/24 - Indicating or measuring liquid level or level of fluent solid material, e.g. indicating in terms of volume or indicating by means of an alarm by measuring physical variables, other than linear dimensions, pressure or weight, dependent on the level to be measured, e.g. by difference of heat transfer of steam or water by measuring variations of resistance of resistors due to contact with conductor fluid
A shock strut (11) includes a relief device (70) that reduces the internal pressure within a sealed chamber (42) of the shock strut when a load condition that exceeds a maximum operating load condition is encountered. The reduced pressure permits a telescopically moving piston (30) of the shock strut (11) to be received into a corresponding cylinder (32) to an amount that increases the structural capability of the shock strut (11), especially with respect to applied side loads that generate bending and shearing stresses in the shock strut (11). In one embodiment, the reduced pressure permits the piston to "bottom out" relative to the cylinder (32), which is a condition not otherwise achievable without the relief device. This additional stroke achievable by the piston (30) reduces or eliminates the need to reinforce and thus add weight to the shock strut because of higher load condition design requirements.
A method and computer workstation to determine the location in the ground space of a selected point in a digital image of the earth obtained by an airborne camera The image is associated with data indicating the geo-location coordinates for the points in the ground space corresponding to the image The method includes the steps of performing independently and in parallel a recursive partitioning of the image space and the ground space into successively smaller quadrants until a pixel coordinate in the image assigned to the selected point is within a predetermined limit of the center of a final recursively partitioned quadrant in the image space The method further includes a step of calculating a geo-location of the point in the ground space corresponding to the selected point in the image space The methods are also applied for determining geo-location from oblique reconnaissance imagery.
An aircraft component (200) includes a first segment (110) having a first leading edge surface that extends to a first end (222) of the first segment. The aircraft component also includes a second segment (112) having a second leading edge surface that extends to a second end of the second segment. The second end (226) is substantially adjacent to the first end of the first segment, and is connected to the first end. The first leading edge surface includes electrical resistance heating (223) that extends to the first end of the first segment. In addition, the second leading edge surface includes electrical resistance heating (227) that extends to the second end of the second segment. The electrical resistance heating is capable of providing ice protection heating immediately on either side of a juncture (211) between the connected first and second ends.
F02C 7/045 - Air intakes for gas-turbine plants or jet-propulsion plants having provisions for noise suppression
H05B 3/28 - Heating elements having extended surface area substantially in a two-dimensional plane, e.g. plate-heater non-flexible heating conductor embedded in insulating material
B64D 15/14 - De-icing or preventing icing on exterior surfaces of aircraft by electric heating controlled cyclically along length of surface
Α method and. device for supporting a torque bar (24) at a mid-span location in a wheel and 'brake assembly. 'A spacer block (150) interposed between the wheel well (18) and the torque bar generally restricts relative motion between the wheel well and the torque bar. The torque bar can be pre-loaded against spacer block.
A compact objective lens is disclosed which is particularly suitable for infrared optical systems. The lens features a simple design with only two lens elements, namely a first lens element receiving incident radiation and having front and rear surfaces, and a second lens element receiving incident radiation from the first element and having front and rear surfaces. The lens forms an image of a scene on a focal plane. At least three of the four surfaces of the elements are aspheric surfaces. The lens has an f-number less than about 2, a field-of-view less than about 30 degrees, and an effective focal length less than about 6 inches. The elements are made from a material selected to pass radiation in the infrared band of the electromagnetic spectrum, e.g., germanium. The lens is suitable for use as an objective lens for a long-wave infrared sight for small arms.
A brake comprising a brake disk stack including stators alternating with rotors that are rotatable relative to the stators about an axis of the disk stack, an annular torque plate at one axial end of the brake disk stack, and a circumferential arrangement of actuators at the other axial end of the brake disk stack for urging the brake disk stack against the torque plate thereby to effect a braking force on the rotors. A back leg (33) of the annular torque plate includes a plurality of apertures (110a-110f) arranged asymmetrically around the axis of the brake disk stack.
A method for providing anti-skid braking control for a vehicle having a plurality of wheels, each wheel including a corresponding wheel speed sensor and brake, wherein when velocity data from at least one wheel speed sensor is lost, velocity data from a wheel speed sensor coupled to a different wheel is used as the wheel speed for the wheel with the non-operational sensor.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/88 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
20.
AIRCRAFT BRAKE CONTROL ARCHITECTURE HAVING IMPROVED ANTISKID REDUNDANCY
An electromechanical braking system includes first and second electromechanical actuator controllers (EMACs) that each independently generate a complete set of drive control signals for an associated set of electromechanical actuators (EMAs). The drive control signals are generated in accordance with an antiskid algorithm to impart antiskid control to the braking of wheels associated with the EMAs. Drive signals for some of the EMAs from the set of EMAs are output by drivers of the first EMAC and drive signals for the other EMAs from the set of EMAs are output by drivers of the second EMAC. Drive control signals from one of the EMACs are used to control output the drive signals for all the EMAs from the set of EMAs, regardless of the EMAC in which the associated drivers are present. The drive control signals from the other of the EMACs are used as a backup set of drive control signals.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/88 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
21.
INDEPENDENT BRAKE CONTROL OF A COMMON AIRCRAFT GEAR
A brake control system for a landing gear of an aircraft is provided. The system includes a first control channel for providing brake control signals to one or more brakes on the landing gear, and a second control channel for providing brake control signals to another one or more brakes on the landing gear. At least one of the first control channel and the second control channel is configured to act as an executive in monitoring braking efforts applied by the one or more brakes as compared to braking efforts applied by the another one or more brake, and to cause the braking efforts of at least one of the one or more brakes or the another one or more brakes to be modified in an effort to equalize the braking efforts.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/32 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
A method for enabling removal and replacement of a failed actuator module of a brake assembly that includes multiple actuators (27) for compressing a brake disk stack (12), wherein the failed actuator has failed in an extended position applying compressive force to the brake disk stack and at least one of the other actuators remains operative. The method comprises the steps of causing one or more of the operative actuators to apply to the brake disk stack a compressive force greater than the compressive force exerted by the failed actuator whereby the reactionary force acting on the failed actuator will be reduced, and removing the failed actuator after the reactionary load on the failed actuator has been reduced.
According to the present invention, an electromechanical braking system (10) is provided. The braking system (10) includes at least one brake system control unit (BSCU (20)) for converting an input brake command signal into a brake clamp force command signal. In addition, the braking system (10) includes a first electromechanical actuator controller (EMAC (26)) and a second electromechanical actuator controller (EMAC) configured to receive the brake clamp force command signal from the at least one BSCU (20) and. to convert the brake clamp force command signal to at least one electromechanical actuator drive control signal. Further, the braking system (10) includes at least one electromechanical actuator (18) configured to receive the at least one drive control signal and to apply a brake clamp force to at least one wheel (12-15) to be braked in response to the at least one drive control signal. Moreover, the first EMAC (24) and the second EMAC (26) are configured to perform antiskid control in relation to the at least one wheel (12-15) to be braked.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/1761 - Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
B64C 25/46 - Brake regulators for preventing skidding or aircraft somersaulting
24.
AIRCRAFT BRAKE CONTROL ARCHITECTURE HAVING IMPROVED POWER DISTRIBUTION AND REDUNDANCY
An electromechanical braking system for an aircraft, including a first power conversion module (PCM) and a second power conversion module (PCM), each configured to receive power from a respective independent power source on the aircraft. The system further includes at least one brake system control unit (BSCU) for converting an input brake command signal into a brake clamp force command signal. At least a first brake control module (BCM) and a second brake control module (BCM) are provided, each configured to receive the brake clamp force command signal from the at least one BSCU and to output a primary brake clamp force command signal and an alternate brake clamp force command signal based on the received brake clamp force command signal. A first electromechanical actuator controller (EMAC) and a second electromechanical actuator controller (EMAC) are provided, each configured to convert a brake clamp force command signal to at least one electromechanical actuator drive control signal. The first EMAC is operative based on the primary brake clamp force command signal from the first BCM or, in the event of a failure disabling the first BCM, based on the alternate brake clamp force command signal from the second BCM. The second EMAC is operative based on the primary brake clamp force command signal from the first BCM or, in the event of a failure disabling the first BCM, based on the alternate brake clamp force command signal from the second BCM. The first EMAC receives its operating power from the first PCM, and the second EMAC receives its operating power from the second PCM.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/88 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
A heat shield assembly for a wheel and brake assembly (10) wherein the heat shield (40) is securable to the wheel and brake assembly (10) by one or more slots formed in a torque bar (24). The slots (44) secure the heat shield (40) against radial and circumferential movement. The heat shield (40) can be axially inserted and removed from the wheel and brake assembly (10) without removal of the torque bars (24).
A compact aircraft brake actuation measurement unit (5) mountable between left and right brake pedals for measuring the position of each pedal. The unit (5) can generate a signal indicative of a position of a pedal that can be used to control a brake assembly. The unit (5) can be mounted to a floor, bulkhead, forward wall, or any other suitable surface of a cockpit. The unit (5) includes sensors (20; 22), such as linear variable transducers (LVDTs), connectable to the pedals for sensing the position of the pedals.
An aircraft shock strut (12) includes a titanium cylinder (32) and a piston (30) telescopically movable within the titanium cylinder (32). A first bearing (40) is mounted to the piston (30), and includes a non-metallic bearing surface (50) for providing sliding engagement with the titanium cylinder (32). The aircraft shock strut (12) provides weight savings along with durability.
Surface films, paints, or primers can be used in preparing aircraft structural composites that may be exposed to lightning strikes. Methods for making and using these films, paints or primers are also disclosed. The surface film. can include a thermoset resin or polymer, e.g., an epoxy resin and/or a thermoplastic polymer, which can be cured, bonded, or painted on the composite structure. Low- density electrically conductive nanoparticles are disclosed, such as carbon nanofiber, copper powder, metal coated microspheres, metal -coated carbon nanotubes, single wall carbon nanotubes, graphite nanoplatelets and the like, that are uniformly dispersed throughout or on the film. Low density conductive materials can include metal screens, optionally in combination with carbon nanofibers.
B32B 5/16 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by features of a layer formed of particles, e.g. chips, chopped fibres, powder
An electromechanical system (30) and method are provided where a controller (44) generates an electrical drive signal for an actuator (84) using power from a power source (110). A capacitor (64, 66, 120) stores electrical energy and avails the stored energy to the controller when a voltage potential of the store electrical energy is higher than the supply voltage of the power source. The stored electrical energy may originate from the power source and/or regenerative energy produced by the actuator.
B60T 1/10 - Arrangements of braking elements, i.e. of those parts where braking effect occurs acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
30.
MODIFICATION OF REINFORCING FIBER TOWS USED IN COMPOSITE MATERIALS BY USING NANOREINFORCEMENTS
Methods for enhancing the strength and stiffness of fibers, including nanoreinforced fibers and fiber tows, composite materials including the nanoreinforced fibers and tows, and articles of manufacture including the composite materials, are disclosed. The methods involve adhering random or aligned nanoreinforcement materials, such as carbon nanotubes, nanofibers, graphene plates, nanowires, nanoparticles, into or onto a spread carbon tow or yarn to form modified fibers wherein nanoreinforcement is adhered or trapped within the carbon tow. The carbon nanotubes or nanofibers can be aligned. Carbon fiber tows including the modified carbon fibers can be processed or woven for impregnation with a thermoset resin or thermoplastic to form a composite structure. The performance increase of the modified fibers relative to the unmodified fibers can be greater than the weight increase caused by the modification. Increased fiber stiffness and strength can result in a significant weight saving.
D06M 11/74 - Treating fibres, threads, yarns, fabrics or fibrous goods made from such materials, with inorganic substances or complexes thereof; Such treatment combined with mechanical treatment, e.g. mercerising with carbon or compounds thereof with graphitic acids or their salts
D06M 23/08 - Processes in which the treating agent is applied in powder or granular form
A system and method for limiting peak power demand of a controller (26) for an electromechanical actuator. A motor current command is limited to at least one of a positive current limit or a negative current limit, the positive and negative current limits being a function of motor velocity. A motor drive signal is output to the motor in accordance with the limited motor current command.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
A wheel and brake assembly (10) having a torque bar (24) supported at a mid-span location. The torque bar (24) can be pre-loaded at a mid-span location. The pre-load can be effected by a spacer block (150) that is interposed between the wheel well and the torque bar (24). The method and device of the present invention can be used with existing wheel and brake assemblies. The spacer block can be a two-part spacer block.
An optical device (100) includes a substrate (110), a reflecting stack (120) and optionally, a cap layer (130). The reflecting stack has a first plurality (RH, RL) of optical thin film layers and a second plurality (AR1, AR2) of optical thin film layers. The first plurality of optical thin film layers are carried by the substrate, and are configured and adapted to be highly reflective of light of a first predetermined wavelength incident upon the optical device at a first predetermined angle (RH, RL). The second plurality of optical thin film layers are carried by the substrate and are configured and adapted to be substantially antireflective of light of a second predetermined wavelength incident upon the optical device at a second predetermined angle (AR1, AR2). The second plurality of layers are interposed between individual layers of the first plurality of layers. The cap layer, if provided, is carried by the reflecting stack.
A system and method for establishing a running clearance position for an electromechanical actuator (28), wherein the running clearance is based on an actuator ram (34) position attained during a force application to a brake stack (30). In particular, a running clearance calibrator (66) determines a position value corresponding to a position of the force applicator when retraction from an application of force on the brake stack commences. The running clearance calibrator also generates a running clearance position as a function of the position value.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
F16D 65/14 - Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
A carbon/carbon part and a process for making carbon/carbon parts is provided. The process involves forming steps, carbonization steps and densification steps. The forming steps may include needling fibrous layers to form fibers that extend in three directions. The carbonization steps may include applying pressure to increase the fiber volume ratio of the fibrous preform. The densification steps may include filling the voids of the fibrous preform with a carbon matrix.
A method of correction of load-induced optical distortion in an optical device includes subjecting an optical device having a first morphology to a predetermined loading condition, determining a deformation to a second morphology of the optical device under said predetermined loading condition, and removing material from at least one surface of said optical device to compensate for said deformation. In accordance with another aspect of the invention, the method can include the steps of subjecting the optical device to a predetermined loading condition, determining a deformation of the optical device under a predetermined loading condition, defining a surface contour across a surface of the optical device to substantially reduce wavefront error due to said deformation across a field of regard when the optical device is subject to said predetermined loading condition, and removing material from a surface of said optical device to create the defined surface contour.
B24B 13/00 - Machines or devices designed for grinding or polishing optical surfaces on lenses or surfaces of similar shape on other work; Accessories therefor
G02B 7/00 - Mountings, adjusting means, or light-tight connections, for optical elements
G02B 27/00 - Optical systems or apparatus not provided for by any of the groups ,
G02B 3/02 - Simple or compound lenses with non-spherical faces
37.
AIRCRAFT SHOCK STRUT AND IMPROVED BEARINGS THEREFOR
An aircraft shock strut (12) includes a cylinder (32) and a piston (30) telescopically movable within the cylinder (32). A first bearing (40; 46) is mounted to one of the cylinder (32) and the piston (30). The first bearing (40; 46) includes a support structure (52; 64) and a first bearing surface (56; 62) formed by a lead-free PTFE material layer for providing sliding engagement with the other of the cylinder (32) and the piston (30).
A portable fire extinguishing device (10) capable of suppressing a fire in a room or other enclosed area comprises a housing (12) containing a pyrotechnic composition (14) and a delay fuze (18). Upon initiation, the pyrotechnic composition (14) burns and generates combustion byproducts that include an inorganic halogen compound that is dispersed as a aerosol of fine particles, or a gas that rapidly condenses into an aerosol of fine particles, the particle size of which is so small that the free-fall velocity of the particles is less than the average air currents in the room. Accordingly, the fire suppression aerosol remains suspended for several hours to act as a fire suppressant and because of its persistence will seek out and suppress even hidden fires.
The disclosed invention relates to a method and a composition for treating a porous carbon-carbon composite with an oxidation inhibiting composition. The oxidation inhibiting composition comprises at least one phosphate glass. In one embodiment, the method optionally further comprises pretreating the composite with a pretreating composition prior to application of the oxidation inhibiting composition. Carbon-carbon composites treated by the foregoing method are disclosed.
A brake assembly and system (202) characterized by the use of a flexible force transfer member (230) to enable an electric motor (220) to be mounted remotely from other brake components and preferably at a location shielded from the elements and/or more easily accessible for maintenance and repair. By mounting the electric motor (220) in a less confining area, and using a force distribution device (350) to distribute force to a plurality of rams (342,344) , one larger motor (220) may be used to drive multiple disk engagement members rather than several smaller motors mounted on the brake assembly. Since larger motors are typically more efficient than smaller motors, using one larger motor increases the overall efficiency of the brake.
F16D 55/24 - Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with a plurality of axially-movable discs, lamellae, or pads, pressed from one side towards an axially-located member
F16D 65/14 - Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
F16D 65/28 - Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged apart from the brake
A wheel assembly (10) is disclosed, including a wheel base (14) and a wheel rim member (16) . The wheel base (14) has along at least a portion of its length a non-circular cross sectional outer surface (86) . The wheel rim member (16) has along at least a portion of its length a mating non-circular cross sectional inner surface (88) . The inner surface (88) of the wheel rim member (16) interacts with the outer surface (86) of the wheel base (14) to restrict relative rotation of the wheel rim member (16) on the wheel base (14) .
An. electrothermal deicing apparatus comprises: at least one heater conductor (12) formed into a predetermined pattern for application to a structure, each conductor of the pattern coated with at least one layer (14) of a material active to absox-b electromagnetic energy, the pattern of the at least one coated heater conductor (12) is operative to attenuate radar wave transmissions incident thereon to reduce the radar cross-section of the structure; and a heater controller coupled to the pattern of at least one coated heater conductor for controlling the deicing of the structure.
A landing gear (10) is equipped with a mechanism (66) that isolates a hydraulic pitch trimmer (72) outside of the landing loop thereby eliminating the need for complex hydraulics normally associated with articulated landing gear designs equipped with pitch or trimmers or other articulating actuators. The mechanism comprises an articulated strut (68) connected between a bogie beam (18) and a shock strut cylinder (24) for controlling the pitch of the bogie beam, an over-center linkage (70) connected between the articulated strut and the shock strut cylinder, and an externally powered actuator (72) connected to the over-center linkage for moving the over-center linkage between the over-center locked position and other another position articulating the bogie beam from an end of take-off position to a stowage position, whereby the bogie beam can be properly angularly positioned relative to the shock strut for retraction into an aircraft landing gear bay.
A landing gear system for an aircraft comprises a truck beam (22); at least one steerable axle (42) mounted to the truck beam for pivotal steering movement; a steering actuator (46) connected to the steerable axle; and a locking mechanism (60) including a locking groove member (62) provided on the steerable axle for pivotal movement therewith, and a locking wedge member (64) engageable with the locking groove member to prevent pivotal movement of the steerable axle. The locking groove member includes a slot (63) having opposed sides converging towards one another, and the locking wedge member has correspondingly converging sides for mating engagement in the slot. The locking wedge member is resiliently biased (66, 69) into engagement with the locking groove member and the locking wedge member is mounted to the truck beam for pivotal movement (70).
A landing gear for an aircraft, characterized by upper and lower pintle frame members (38, 40) being connected to a telescoping shock strut (14) in a non-rigid manner that tolerates twisting when reacting to torsional loads applied to the landing gear, and/or by a pitch trim actuator (30) that positions a landing gear truck (16) proportionally to the retraction angle of a shock strut (14) during retraction and extension.
An electric brake assembly and method are characterized by a brake disk stack (12) and an actuator assembly (11) for applying braking force to the brake disk stack, the actuator assembly including an actuator mounting member (18), and at least one actuator module (27) removably mounted to the actuator mounting member, each actuator module including an electric motor (80) and a ram (26) carried by a respective housing (34), the housing of each actuator module having at least one mounting flange (36) for abutting an axially outwardly facing mounting surface on the actuator mounting member when in a first rotated position within an aperture (42) in the actuator mounting member, and the mounting flange having a configuration for axial passage through the aperture when in a second rotated position, thereby to facilitate easy disassembly of the actuator module from the mounting member. In addition, an electric brake assembly and method are characterized by a brake disk stack (12) having a center axis, and a plurality electro-mechanical actuators (27) for applying braking pressure to the brake disk stack, the actuators being circumferentially arranged around the center axis and each actuator including a housing (34), a linearly movable ram (26), a screw (94) for linearly moving the ram, a nut (90) mounted for rotation in the housing and operatively engaged with the screw such that rotation of the nut effects linear movement of the screw for urging the ram into forceful engagement with the brake disk stack, an electric motor (80) for rotating the nut, and a sleeve (98) telescoped over the ram nut and movable with the screw, for preventing foreign material from entering the actuator.
A modified alkali silicate composition for forming an inorganic network matrix. The modified alkali silicate matrix is made by reacting an alkali silicate (or its precursors such as an alkali hydroxide, a SiO?2#191 source and water), an acidic inorganic composition, such as a reactive glass, water and optional fillers, additives and processing aids. An inorganic matrix composite can be prepared by applying a slurry of the modified aqueous alkali silicate composition to a reinforcing medium and applying the temperature and pressure necessary to consolidate the desired form. The composite can be shaped by compression molding as well as other known fabrication methods. A notable aspect of the invention is that, although composite and neat resin components prepared from the invention can exhibit excellent dimensional stability to 1000°C and higher, they can be prepared at the lower temperatures and pressures typical to organic polymer processing.
C03C 3/064 - Glass compositions containing silica with less than 40% silica by weight containing boron
C03C 1/00 - Ingredients generally applicable to manufacture of glasses, glazes or vitreous enamels
C04B 28/00 - Compositions of mortars, concrete or artificial stone, containing inorganic binders or the reaction product of an inorganic and an organic binder, e.g. polycarboxylate cements
B32B 33/00 - Layered products characterised by particular properties or particular surface features, e.g. particular surface coatings; Layered products designed for particular purposes not covered by another single class
E04B 1/94 - Protection against other undesired influences or dangers against fire
48.
ELECTRIC BRAKE POSITION AND FORCE SENSING AND CONTROL
A brake system (10) including an electromechanical brake actuator (12) having an actuator ram (18) for exerting a brake force on a brake stack (14) of a wheel to be braked in response to a control signal. In addition, the brake system includes a force sensor (32) for sensing the brake force exerted on the brake stack by the actuator ram and outputting a force feedback signal based thereon; and a position sensor (30) for sensing a position of the actuator ram and outputting a position feedback signal based thereon. Moreover, the brake system includes a controller (26) for providing the control signal to the electromechanical brake actuator based on the force feedback signal and the position feedback signal.
F16D 65/18 - Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together
F16D 65/14 - Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
49.
METHOD AND APPARATUS FOR PROTECTING A FRICTION BRAKE DISC
A protective lug cap assembly for protection of a lug (30) of a friction brake disc (10) comprises a lug cap (35), and a load bearing fastening device (37). The disc has a periphery (13), with a plurality of circumferentially spaced slots (40), separating a plurality of circumferentially spaced lugs (30). The slots are separated by a distance, and disposed for engagement by a spline (80) of a torque device. Each of the slots have two generally radially extending wall portions (42), wherein each wall portion has a top (41), a bottom (43), and opposing sides (45), and a bottom surface (44) extending between and interconnecting the wall portion bottoms (43). The lug cap has a lug cap face (33), wherein the lug cap covers one of the slot wall portions (42) and extends circumferentially away from the slot on the slot wall top and the slot wall opposing sides, covering a portion of the lug. The lug cap face is a portion of the lug cap which covers the slot wall portion. The load bearing fastening device is operative to fasten the lug cap to the lug, such that said lug cap face does not contact the slot wall portion.
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