Abstract: A control arrangement for a fuel system having a fuel pump (13) for supplying fuel through a variable orifice flow metering valve (15) to an engine main fuel control (45), the control (45) controlling the fuel pressure differential across the orifice of the metering valve (15). A head sensor includes a movable diaphragm (51), a bypass valve (47) for diverting fuel from the fuel pump away from the metering valve (15), and a coupling between the diaphragm (51) and the bypass valve (47) whereby the bypass valve (47) opens and closes in response to diaphragm (51) motion. The metering valve orifice fuel pressure differential is applied across the diaphragm (51) so that a valve spool (55) may open and close to maintain the pressure differential across the metering valve (15) substantially constant. A bias spring (54) normally biases the spool (55) closed.

Abstract: A fluid powered rotary actuator (10) having a stator (13) and a rotor (15) journalled with limited rotary motion within the stator includes at least one arcuate chamber defined between the rotor and stator and has an angularly movable vane (16) fixed to the rotor. There is a seal member (21, 23) at the vane for slidingly sealing a cylindrical sidewall surface of the stator thereby subdividing the arcuate chamber into two variable volume subchambers (25, 29; 27, 31). Pressurized fluid is ported selectively to one of the subchambers while a fluid egress path for fluid from the other of the subchambers allows the rotor to move angularly within the stator. There is a fail-safe aperture (22) in the cylindrical stator surface in a region traversed by the seal member and for conveying fluid from a selected one of the subchambers, as determined by the position of the vane, and a fail safe valve (24) coupled to and normally blocking the egress of fluid from a subchamber through the aperture (22).

Abstract: This invention describes the infiltration methods used to incorporate ceramic additives in carbon/carbon brake disc preforms. Aqueous vacuum infiltration techniques were employed. Both methods were effective in achieving homogeneous dispersion of ceramic additives throughout brake disc thickness. Heat treatment processes were developed to convert oxide additives to more refractory phases. Both temperature and N.sub.2 overpressure were precisely controlled during conversion. By using the additives, infiltration routes, and heat treatment schedules, brake disc friction material performance properties such as friction coefficient, friction coefficient stability, and brake disc wear rate are improved. The disclosed carbon/carbon brake discs can be used in aerospace, automotive and other friction material applications.

Abstract: The integrated aircraft wheel, brake and axle comprises a hollow wheel and brake axle (16, 116) having longitudinal splines (17, 117) about its outer periphery, the longitudinal splines (17, 117) engaging splines (62, 162) of a piston housing (60, 160) to effect a non-rotatable connection therebetween. In one embodiment, the piston housing (60) is connected by way of a spline sleeve (70) with a backing plate (80). A wheel (45) is rotatably mounted upon an end of the brake axle (16) and includes a drum drive (52) which extends axially to a drum drive end (52A) having at its inner diameter a bearing assembly (55, 56) between the drum drive end (52A) and an outer diameter of the piston housing (60). In another embodiment, the drum drive (152) may include a thrust flange (151) engaging a rotor disc backing plate (192A).

Abstract: A drive key (10) for an aircraft wheel comprises a hardened and tempered steel member (10) having improved wear and corrosion resistance. The steel member (10) is coated selectively with a tungsten carbide-cobalt coating (22) to provide wear resistance at side portions (18) where the drive key (10) is engaged by portions of an aircraft brake, and the entire steel member (10) including the tungsten carbide-cobalt coating can be plated with electroless nickel to provide improved corrosion resistance.

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 multi-disc brake comprises a piston housing (12) attached to a torque tube (16), a plurality of stator discs (18) engaging the torque tube (16) and a plurality of rotor discs (20) positioned about the torque tube (16) for engagement with a wheel. The torque tube (16) includes a flange (17) having a plurality of over-sized openings (31) with each opening (31) receiving therein a bushing (33, 55). A fastener (40) comprising a nut (44) and bolt (40) extends through each over-sized opening (31) and bushing (33, 55), and compresses a bearing plate (38, 48) against the bushing (33, 55) which is captured between the bearing plate (38, 48) and piston housing (12). The slightly over-sized openings (31) in the torque tube flange (17) allow tangential and radial slippage at the area where the torque tube flange (17) contacts the bearing plate (38, 48) during braking, so as to dampen vibrations which occur during braking. The bearing plate (48) may be segmented into arcuate segments (48a, 48b, 48c).