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, 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 anchor bolt is provided having a shank which is retained within a recess via peak to peak reaction forces rather than a plurality of peak to base arrangements. This is accomplished through the use of one or more continuous "S" bends or undulations intermediate the shank ends. The "S" bends each create two peaks which extend outwardly from the shank surface with a continuous curve therebetween. That curve includes an inflection point, preferably on the longitudinal axis of the shank, but the slope of the curve at the inflection point is not parallel to that longitudinal axis. Thus, when the shank is inserted within the recess compressive pressure applied to one such peak is directly opposed by such forces applied to the other peak. These peaks can be disposed on opposite sides of the shank or, for example, disposed in a helical or other such pattern about three or more sides of the shank. Serration and/or an abrasive surface can also be provided on the shank to increase retention.

Abstract: A wheel rim assembly (10) includes a first bead flange, and a separable second bead flange (16), the separable second bead flange (16) maintained on a wheel rim (12) of the wheel rim assembly (10) by a retaining ring assembly (20). The retaining ring assembly (20) includes an outboard portion (22) which is partially disposed within an axial opening (18) between the second bead flange (16) and wheel rim (12). The second bead flange (16) and the wheel rim (12) each include an oppositely disposed complementary shaped lobe groove (13, 17) communicating with the axial opening (18). Disposed within the axial opening (18) is a flexible composite corrosion seal (30) comprising a generally rectangularly shaped central flexible member (32) joined with a radially extending flexible base member (35) having a plurality of axially extending protrusions (40) and oppositely disposed, spaced apart flexible lobe members (38, 39) each received within a respective lobe groove (13, 17).

Abstract: The aircraft brake torque transfer assembly comprises an aircraft axle (10) having at one axial location an axle flange (18) which includes a plurality of radially extending slots (19, 119) about the circumference thereof, and at an opposite axial location a nut assembly (14) which engages the inner cone of a tapered roller bearing assembly (15) for an associated aircraft wheel (20). The aircraft wheel (20) engages another tapered roller bearing assembly (17) maintains in axial position a bushing assembly (21) and a foot (25) of a torque tube (24) which abuts against the axle flange (18). The aircraft brake (30) includes a piston housing (35) attached to the torque tube (24), and the torque tube (24) includes a plurality of openings (27) receiving key members (60) bolted to the torque tube (24). The key members (60) extend axially to be received in the respective slots (19) of the axle flange (18).

Abstract: The aircraft brake retention mechanism (40) comprises a retractable mechanism (41) having an enlarged circular head (42) , and a threaded shaft (43) received threadedly in an end part (50) biased by a resilient mechanism (60). The head (42), shaft (43), end part (50) and resilient mechanism (60) are received within a radial opening (33) of a piston housing (30), with the end part (50) extending through the radial opening (33) and into abutting engagement with a flange (13A) of the axle (13) . The piston housing (30) is connected fixedly with a torque tube (20) so that the piston housing (30)/torque tube (20) and associated brake discs (34, 36) are retained axially by the axle flange (13A) which is captured axially between the end part (50) and torque tube (20) . The retractable mechanism (41) may be retracted manually and rotated to engage a surface (37A) of the piston housing (30) and be retained in the; retracted position, so that the brake assembly (10) may be disengaged from the axle (13).

Abstract: An expansion-type wall anchor having a generally hollow body, a nut element, at least one, and preferably two, retention elements and an actuating element. The retention elements are pivotally connected to the nut element and transition from an orientation substantially parallel to the body to an extended position substantially perpendicular to the body once positioned behind a wall in a rearward cavity. At the end of the body opposite the nut element, the body includes an anchor head which is of greater dimension than the remainder of the hollow body. The anchor head is positioned generally transverse to the longitudinal axis of the body and secures the body to the exterior surface of the wall. The actuating element is positioned in an opening in the anchor head and extends within the length of the body to engage the nut element. Flanges extending from the anchor head preclude rotation of the anchor once it is embedded in the exterior surface of the wall.

Abstract: An article retention arrangement utilizing a drive-in expansion fastener having a generally cylindrical, hollow body with a tapered end formed from an angular truncation of the body. The body is reinforced by one longitudinal rib so as to permit drive-in penetration from the tapered end even if the fastener is formed from plastic materials. The fastener is retained within the wall by at least one pair of hinged flanges which expand circumferentially in response to the installation of an insertion element within the hollow portion of the body. The insertion element engages an inclined surface within the body to cam the expansion flanges circumferentially outward. The expansion flanges engage the back surface of the wall while the longitudinally slit portion of the body expands within the hole created by drive-in penetration. The insertion element preferably includes an enlarged head projecting from the fastener when the insertion element is fully installed within the fastener.

Abstract: A drive-in expansion fastener is provided having a generally cylindrical, hollow body with a tapered end formed from an angular truncation of the body. The body is reinforced by at least one longitudinal rib so as to permit drive-in penetration from the tapered end even if the fastener is formed from plastic materials. The fastener is retained within the wall by at least one pair of hinged flanges which expand circumferentially in response to the threaded insertion of an ordinary screw within the hollow portion of the body. That screw engages an inclined surface within the body to cam the flanges outwardly. The flanges engage the back surface of the wall while a longitudinally slit portion of the body expands within the hole created by drive-in penetration.

Abstract: A drive-in expansion fastener is provided having a generally cylindrical, hollow body with a tapered end formed from an angular truncation of the body. The body is reinforced by at least one longitudinal rib so as to permit drive-in penetration from the tapered end even if the fastener is formed from plastic materials. The fastener is retained within the wall by at least one pair of hinged flanges which expand .Iadd.or move .Iaddend.circumferentially .Iadd.apart .Iaddend.in response to the threaded insertion of an ordinary screw within the hollow portion of the body. That screw engages an inclined surface within the body to cam the flanges outwardly. The flanges engage the back surface of the wall while a longitudinally .[.slit portion.]. .Iadd.split length .Iaddend.of the body expands within the hole created by drive-in penetration.