Abstract: A brake system for an aircraft is provided according to various embodiments. The system may include a left pedal arrangement comprising a left pedal, a first left sensor to generate a first left signal in response to translation of the left pedal. The system also includes a right pedal arrangement comprising a right pedal, a first right sensor to generate a first right signal in response to translation of the right pedal. Normal brake control logic controls the brake system in response to a normal condition being set. The normal brake control logic commands a left brake based on the left signal, and a right brake based on the first right signal. Emergency brake control logic controls the brake system in response to an emergency condition being set. The emergency brake control logic commands a same force to the left and right brakes based the left and right signals.

Abstract: A brake system comprises an inboard brake and an outboard brake. A primary control channel includes a primary outboard (POB) channel coupled to the outboard brake. The primary control channel includes a primary inboard (PIB) channel coupled to the inboard brake. A secondary control channel includes a secondary outboard (SOB) channel coupled to the outboard brake. The secondary control channel includes a secondary inboard (SIB) channel coupled to the inboard brake. The primary control channel is in communication with the secondary control channel.

Abstract: A system for controlling a parking brake system on an aircraft is provided. The system includes a switch interface comprising an enable switch and an activate switch. The parking brake system is configured to switch the state of a parking brake in response to the enable switch and the activate switch being engaged at the same time. A second switch interface also includes an enable switch and an activate switch with the parking brake system configured to switch the state of the parking brake system in response to the second enable switch and the second activate switch being engaged at the same time. The system may also be controlled from a remote and/or virtual location.

Abstract: A system for controlling a parking brake system on an aircraft is provided. The system includes a switch interface comprising an enable switch and an activate switch. The parking brake system is configured to switch the state of a parking brake in response to the enable switch and the activate switch being engaged at the same time. A second switch interface also includes an enable switch and an activate switch with the parking brake system configured to switch the state of the parking brake system in response to the second enable switch and the second activate switch being engaged at the same time. The system may also be controlled from a remote and/or virtual location.

Abstract: A brake system for an aircraft is provided according to various embodiments. The system may include a left pedal arrangement comprising a left pedal, a first left sensor to generate a first left signal in response to translation of the left pedal. The system also includes a right pedal arrangement comprising a right pedal, a first right sensor to generate a first right signal in response to translation of the right pedal. Normal brake control logic controls the brake system in response to a normal condition being set. The normal brake control logic commands a left brake based on the left signal, and a right brake based on the first right signal. Emergency brake control logic controls the brake system in response to an emergency condition being set. The emergency brake control logic commands a same force to the left and right brakes based the left and right signals.

Abstract: A brake system may comprise an inboard brake and an outboard brake. A primary control channel may include a primary outboard (POB) channel coupled to the outboard brake. The primary control channel may include a primary inboard (PIB) channel coupled to the inboard brake. A secondary control channel may include a secondary outboard (SOB) channel coupled to the outboard brake. The secondary control channel may include a secondary inboard (SIB) channel coupled to the inboard brake. The primary control channel may be in communication with the secondary control channel.

Abstract: Methods for testing the operation of an aircraft braking system utilize the steps of applying a predetermined electrical energy level to an electromechanical actuator attached to a brake assembly, followed by discontinuing electrical energy to the electromechanical actuator. In some test methods, an actuation level of the electromechanical actuator is determined and used to evaluate braking performance. In other tests, a voltage generated by an electric motor in an actuator is measured and used to evaluate braking performance.

Abstract: A clamp-hubcap assembly is provided. The assembly may include a clamp, a hubcap, and a retaining device. The retaining device may be any suitable structure capable of coupling the clamp and the hubcap together.

Abstract: Methods for testing the operation of an aircraft braking system utilize the steps of applying a predetermined electrical energy level to an electromechanical actuator attached to a brake assembly, followed by discontinuing electrical energy to the electromechanical actuator. In some test methods, an actuation level of the electromechanical actuator is determined and used to evaluate braking performance. In other tests, a voltage generated by an electric motor in an actuator is measured and used to evaluate braking performance.

Abstract: Methods for testing the operation of an aircraft braking system utilize the steps of applying a predetermined electrical energy level to an electromechanical actuator attached to a brake assembly, followed by discontinuing electrical energy to the electromechanical actuator. In some test methods, an actuation level of the electromechanical actuator is determined and used to evaluate braking performance. In other tests, a voltage generated by an electric motor in an actuator is measured and used to evaluate braking performance.

Abstract: Methods for testing the operation of an aircraft braking system utilize the steps of applying a predetermined electrical energy level to an electromechanical actuator attached to a brake assembly, followed by discontinuing electrical energy to the electromechanical actuator. In some test methods, an actuation level of the electromechanical actuator is determined and used to evaluate braking performance. In other tests, a voltage generated by an electric motor in an actuator is measured and used to evaluate braking performance.

Abstract: Tire pressure monitoring systems and methods for detecting a tire burst are disclosed. The system may include a tire pressure sensor, a tire pressure monitor, and a tire burst indicator. The tire pressure sensor may measure tire pressure in an aircraft tire. The tire pressure monitor may analyze data from the tire pressure sensor to detect a tire burst. A tire burst may be detected in response to a rapid decrease in tire pressure. In response to detecting a tire burst, the tire pressure monitor may transmit a tire burst message to the tire burst indicator. The tire burst indicator may indicate to a pilot that a tire burst has been detected.

Abstract: A non-contact sensor system is provided that comprises a first sensor element and a rotary member disposed proximate the first sensor element without physically contacting the first sensor element. The rotary member may be configured to be rotated about an axis Y by a shaft configured to pass through the rotary member along the axis Y at a value X. The non-contact sensor system further comprises a second sensor element disposed on the rotary member proximate the first sensor element without physically contacting the first sensor element, and the first sensor element and the second sensor element may be operatively coupled to facilitate sensing the value X.

Abstract: A non-contact sensor system is provided that comprises a first sensor element and a rotary member disposed proximate the first sensor element without physically contacting the first sensor element. The rotary member may be configured to he rotated about an axis Y by a shaft configured to pass through the rotary member along the axis Y at a value X. The non-con act sensor system further comprises a second sensor element disposed on the rotary member proximate the first sensor element without physically contacting the first sensor element, and the first sensor element and the second sensor element may be operatively coupled to facilitate sensing the value X.

Abstract: A clamp-hubcap assembly is provided. The assembly may include a clamp, a hubcap, and a retaining device. The retaining device may be any suitable structure capable of coupling the clamp and the hubcap together.

Abstract: Tire pressure monitoring systems and methods for detecting a tire burst are disclosed. The system may include a tire pressure sensor, a tire pressure monitor, and a tire burst indicator. The tire pressure sensor may measure tire pressure in an aircraft tire. The tire pressure monitor may analyze data from the tire pressure sensor to detect a tire burst. A tire burst may be detected in response to a rapid decrease in tire pressure. In response to detecting a tire burst, the tire pressure monitor may transmit a tire burst message to the tire burst indicator. The tire burst indicator may indicate to a pilot that a tire burst has been detected.

Abstract: A non-contact sensor system is provided that comprises a first sensor element disposed on an outside surface of a chamber. The chamber comprises an inside surface configured to receive a piston, and the piston is configured to move a value X within the chamber without physically contacting the first sensor element. The non-contact sensor system further comprises a second sensor element disposed on the piston and separated from the first sensor element by a wall of the chamber. The first sensor element and the second sensor element are operatively coupled to facilitate sensing the value X. The non-contact sensor system may be configured to sense velocity, acceleration, volume, and other values.

Abstract: A non-contact sensor system is provided that comprises a first sensor element and a rotary member disposed proximate the first sensor element without physically contacting the first sensor element. The rotary member may be configured to he rotated about an axis Y by a shaft configured to pass through the rotary member along the axis Y at a value X. The non-con act sensor system further comprises a second sensor element disposed on the rotary member proximate the first sensor element without physically contacting the first sensor element, and the first sensor element and the second sensor element may be operatively coupled to facilitate sensing the value X.

Abstract: A non-contact sensor system is provided that comprises a first sensor element and a rotary member disposed proximate the first sensor element without physically contacting the first sensor element. The rotary member may he configured to be rotated about an axis Y by a shaft configured to pass through the rotary member along the axis Y at a value X. The non-contact sensor system further comprises a second sensor element disposed on the rotary member proximate the first sensor element without physically contacting the first sensor element, and the first sensor element and the second sensor element may be operatively coupled to facilitate sensing the value X.

Abstract: A non-contact sensor system is provided that comprises a first sensor element and a rotary member disposed proximate the first sensor element without physically contacting the first sensor element. The rotary member may be configured to be rotated about an axis Y by a shaft configured to pass through the rotary member along the axis Y at a value X. The non-contact sensor system further comprises a second sensor element disposed on the rotary member proximate the first sensor element without physically contacting the first sensor element, and the first sensor element and the second sensor element may be operatively coupled to facilitate sensing the value X.