Abstract: An aircraft brake piston housing (10) has a composite body (14) including a plurality of fibers embedded in a matrix, the body (14) including a central bore (18) and a plurality of circumferentially disposed openings (23) surrounding the bore (18), at least some of the circumferentially disposed openings (23) being configured to receive a brake piston (26), and a frame (12) embedded in the composite body (14) and formed from a material different than the matrix. Also a method of forming such a brake piston housing.

Abstract: A brake actuator includes a carrier (10) having a centerline (11), a periphery and a radial slot (16) in the periphery, and an EMA (20), including an electric motor (30) having a longitudinal centerline (31) and a ram (34) having a longitudinal centerline (35) operatively connected to the electric motor (30), where the electric motor (30) is designed to move the ram (34) in the direction of the ram longitudinal centerline (35), the EMA (20) being mounted on the carrier (10) in the slot (16) with the ram longitudinal centerline radially (35) inward of the periphery and the motor longitudinal centerline (31) radially outward of the periphery. Also the EMA (20) used in the brake actuator.

Abstract: An aircraft brake piston housing (10) has a composite body (14) including a plurality of fibers embedded in a matrix, the body (14) including a central bore (18) and a plurality of circumferentially disposed openings (23) surrounding the bore (18), at least some of the circumferentially disposed openings (23) being configured to receive a brake piston (26), and a frame (12) embedded in the composite body (14) and formed from a material different than the matrix. Also a method of forming such a brake piston housing.

Abstract: A convertible aircraft brake assembly (10, 60, 77, 78, 83, 85, 96, 120, 130) designed as original equipment to have heat sinks comprising a steel heat sink (20, 70, 80, 90, 91, 100, 110, 122) aircraft brake assembly and a carbon-carbon composite heat sink (40) aircraft brake assembly. When the aircraft brake assembly is converted from one type of heat sink to the other, the conversion is accomplished with minimal changes in component parts. The conversion can be accomplished without any changes in the piston housing (14), torque tube (12), and wheel (30) because the heat sinks include therein respective components which enable each heat sink to be utilized with the commonly used piston housing (14), torque tube (12), and wheel (30).

Abstract: A convertible aircraft brake assembly (10, 60, 77, 78, 83, 85, 96, 120, 130) designed as original equipment to have heat sinks comprising a steel heat sink (20, 70, 80, 90, 91, 100, 110, 122) aircraft brake assembly and a carbon-carbon composite heat sink (40) aircraft brake assembly. When the aircraft brake assembly is converted from one type of heat sink to the other, the conversion is accomplished with minimal changes in component parts. The conversion can be accomplished without any changes in the piston housing (14), torque tube (12), and wheel (30) because the heat sinks include therein respective components which enable each heat sink to be utilized with the commonly used piston housing (14), torque tube (12), and wheel (30).

Abstract: A convertible aircraft brake assembly (10, 60, 77, 78, 83, 85, 96, 120, 130) designed as original equipment to have heat sinks comprising a steel heat sink (20, 70, 80, 90, 91, 100, 110, 122) aircraft brake assembly and a carbon-carbon composite heat sink (40) aircraft brake assembly. When the aircraft brake assembly is converted from one type of heat sink to the other, the conversion is accomplished with minimal changes in component parts. The conversion can be accomplished without any changes in the piston housing (14), torque tube (12), and wheel (30) because the heat sinks include therein respective components which enable each heat sink to be utilized with the commonly used piston housing (14), torque tube (12), and wheel (30).

Abstract: A convertible aircraft brake assembly (10, 60, 77, 78, 83, 85, 96, 120, 130) designed as original equipment to have heat sinks comprising a steel heat sink (20, 70, 80, 90, 91, 100, 110, 122) aircraft brake assembly and a carbon-carbon composite heat sink (40) aircraft brake assembly. When the aircraft brake assembly is converted from one type of heat sink to the other, the conversion is accomplished with minimal changes in component parts. The conversion can be accomplished without any changes in the piston housing (14), torque tube (12), and wheel (30) because the heat sinks include therein respective components which enable each heat sink to be utilized with the commonly used piston housing (14), torque tube (12), and wheel (30).

Abstract: A convertible aircraft brake assembly (10, 60, 77, 78, 83, 85, 96, 120, 130) designed as original equipment to have heat sinks comprising a steel heat sink (20, 70, 80, 90, 91, 100, 110, 122) aircraft brake assembly and a carbon—carbon composite heat sink (40) aircraft brake assembly. When the aircraft brake assembly is converted from one type of heat sink to the other, the conversion is accomplished with minimal changes in component parts. The conversion can be accomplished without any changes in the piston housing (14), torque tube (12), and wheel (30) because the heat sinks include therein respective components which enable each heat sink to be utilized with the commonly used piston housing (14), torque tube (12), and wheel (30).

Abstract: A convertible aircraft brake assembly (10) designed as original equipment to have heat sinks comprising a steel heat sink (20) aircraft brake assembly and a carbon-carbon composite heat sink (40) aircraft brake assembly. When the aircraft brake assembly is converted from one type of heat sink to the other, the conversion is accomplished with minimal changes in component parts. The conversion can be accomplished without any changes in the piston housing (14), torque tube (12), and wheel (30) because the heat sinks include therein respective components which enable each heat sink to be utilized with the commonly used piston housing (14), torque tube (12), and wheel (30).

Abstract: A convertible aircraft brake assembly (10, 60, 77, 78, 83, 85, 96, 120, 130) designed as original equipment to have heat sinks comprising a steel heat sink (20, 70, 80, 90, 91, 100, 110, 122) aircraft brake assembly and a carbon--carbon composite heat sink (40) aircraft brake assembly. When the aircraft brake assembly is converted from one type of heat sink to the other, the conversion is accomplished with minimal changes in component parts. The conversion can be accomplished without any changes in the piston housing (14), torque tube (12), and wheel (30) because the heat sinks include therein respective components which enable each heat sink to be utilized with the commonly used piston housing (14), torque tube (12), and wheel (30).

Abstract: An aircraft brake assembly (10) comprises a torque tube (12) connected with a piston housing (14), and a heat sink (50) comprising friction material stator discs (22, 24, 26, 28, 30) connected non-rotatably with the torque tube (12) and friction material rotor discs (40) for connection with a wheel. The piston housing (14) includes a plurality of circumferentially spaced-apart pistons (16) for compressing the heat sink (50) during braking. Because of size limitations imposed upon the piston housing (14), fluid passages (23) in the piston housing (14) are offset or cross-drilled and terminate at piston housing bosses (15) located circumferentially between the pistons (16) and facing the pressure plate or adjacent friction material stator disc (30).