Abstract: A hydraulic lock for an actuator having a movable shaft includes a lock cylinder having a first end and a second end. A slot is defined through a perimeter of the lock cylinder adjacent to the second end, and a bore is defined through a portion of the lock cylinder at the second end to extend towards the first end. The hydraulic lock includes at least one pawl having a first pawl end and a second pawl end. The first pawl end is releasably coupled to a groove defined in the shaft, and the second pawl end is coupled to the slot. The pawl is movable relative to the slot between a first, locked position in which the first pawl end is coupled to the groove to inhibit movement of the shaft, and a second, unlocked position in which the first pawl end is released from the groove.

Abstract: A hydraulic lock for an actuator having a movable shaft includes a lock cylinder having a first end and a second end. A slot is defined through a perimeter of the lock cylinder adjacent to the second end, and a bore is defined through a portion of the lock cylinder at the second end to extend towards the first end. The hydraulic lock includes at least one pawl having a first pawl end and a second pawl end. The first pawl end is releasably coupled to a groove defined in the shaft, and the second pawl end is coupled to the slot. The pawl is movable relative to the slot between a first, locked position in which the first pawl end is coupled to the groove to inhibit movement of the shaft, and a second, unlocked position in which the first pawl end is released from the groove.

Abstract: A hydraulic lock for a thrust vector actuator includes a lock cylinder. The lock cylinder includes at least one slot and at least one bore. The slot is defined through a perimeter of the lock cylinder, and the bore is defined through a portion of the lock cylinder at a second end to extend towards a first end. The hydraulic lock includes at least one biasing member coupled to the bore. The hydraulic lock includes at least one pawl having a first pawl end and a second pawl end. The first pawl end is releasably coupled to the shaft of the thrust vector actuator. The second pawl end is coupled to the slot. The pawl is movable relative to the slot between a first, locked position in which the first pawl end is coupled to inhibit movement of the shaft, and a second, unlocked position.

Abstract: A hydraulic lock for a thrust vector actuator includes a lock cylinder. The lock cylinder includes at least one slot and at least one bore. The slot is defined through a perimeter of the lock cylinder, and the bore is defined through a portion of the lock cylinder at a second end to extend towards a first end. The hydraulic lock includes at least one biasing member coupled to the bore. The hydraulic lock includes at least one pawl having a first pawl end and a second pawl end. The first pawl end is releasably coupled to the shaft of the thrust vector actuator. The second pawl end is coupled to the slot. The pawl is movable relative to the slot between a first, locked position in which the first pawl end is coupled to inhibit movement of the shaft, and a second, unlocked position.

Abstract: A fluid accumulator includes a tank, a piston, and a valve. The piston is movably disposed within the tank and divides the tank volume into a first fluid volume and a second fluid volume. The valve is coupled to the tank and includes a valve body, a valve element, a valve spring, a piston contact element, and a load limiter spring. The valve element is disposed within the valve body and is movable between an open position and a closed position. The valve spring has a first spring constant and supplies a force to the valve element that urges the valve element toward the open position. The piston contact element is spaced apart from, and is movable relative to, the valve element. The load limiter spring engages the valve element and the piston contact element, and has a second spring constant that is greater than the first spring constant.

Abstract: An aircraft electric brake actuator assembly includes an actuator housing, a motor housing, an actuator, an electric motor, and an actuator brake. The actuator housing is configured to be mounted on an aircraft landing gear. The motor housing is coupled to the actuator housing and is removable therefrom. The motor housing is also accessible when the actuator housing is mounted on an aircraft. The electric motor is disposed within the motor housing and is coupled to the actuator. The actuator brake is disposed within the motor housing and is removably coupled to the motor.

Abstract: Air Turbine Starters (ATSs) having oil feed shutoff valves are provided, as are gas turbine engines including ATSs. In one embodiment, the ATS includes an ATS housing assembly containing a sump chamber, an oil inlet, and a valve cavity. A rejected oil return passage is further formed in the ATS housing assembly and fluidly coupled to the valve cavity. An oil feed shutoff valve is positioned in the valve cavity and contains a valve element movable between open and closed positions. In the open position, the valve element permits oil flow from the oil inlet, through the valve cavity, and into the sump chamber. In the closed position, valve element blocks oil flow from the oil inlet into the sump chamber, while redirecting the oil flow into rejected oil return passage to reduce the loss of engine oil through the ATS in the event of an ATS housing breach.

Abstract: An actuator includes a housing assembly, a ball nut, a ball screw, and a ball screw stop. The ball nut is rotationally mounted in the housing assembly, is adapted to receive an input torque, and is configured, upon receipt thereof, to rotate and supply a drive force. The ball screw is mounted within the housing assembly and extends through the ball nut. The ball screw has a first end and a second end, and is coupled to receive the drive force from the ball nut. The ball screw is configured, upon receipt of the drive force, to selectively translate between a stow position and a deploy position. The ball screw stop is mounted on the ball screw to translate therewith and is configured to at selectively engage the housing assembly while the ball screw is translating, and engage the ball nut when the ball screw is in the deploy position.

Abstract: Air Turbine Starters (ATSs) having oil feed shutoff valves are provided, as are gas turbine engines including ATSs. In one embodiment, the ATS includes an ATS housing assembly containing a sump chamber, an oil inlet, and a valve cavity. A rejected oil return passage is further formed in the ATS housing assembly and fluidly coupled to the valve cavity. An oil feed shutoff valve is positioned in the valve cavity and contains a valve element movable between open and closed positions. In the open position, the valve element permits oil flow from the oil inlet, through the valve cavity, and into the sump chamber. In the closed position, valve element blocks oil flow from the oil inlet into the sump chamber, while redirecting the oil flow into rejected oil return passage to reduce the loss of engine oil through the ATS in the event of an ATS housing breach.

Abstract: An apparatus includes a shaft, a device, a fastener, and an anti-rotation clip. The shaft is configured for rotation. The device is mounted on, and surrounds at least a portion of, the shaft, and has first and second protrusions that are formed on one side and are spaced apart to define a tab space. The fastener is rotationally mounted relative to the shaft, and includes a tab slot formed in its outer surface that extends radially inwardly and is disposed radially inwardly of the tab space. The anti-rotation clip includes a main body portion and a head portion that has a first tab portion and a second tab portion. At least a portion the main body portion is disposed between the device and the fastener, the first tab is disposed in the tab space, and the second tab is disposed in the tab slot.

Abstract: An electric taxi system (ETS) for an aircraft may include an articulated driven sub-assembly coupled circumferentially with a wheel of the aircraft, the articulated driven sub-assembly being provided with a plurality of torque transmitting pockets; and a rotatable driver with a plurality of teeth, the driver being selectively engageable with the articulated driven sub-assembly so that successive ones of the teeth engage with successive ones of the torque transmitting pockets to transmit torque from a motor of the ETS to the wheel. Transmission of torque through the ETS may not interfere with normal deflection of the wheel which results from movement of the aircraft.

Abstract: An aircraft brake system electromechanical actuator is provided. The actuator is configured with features that allow the electric motor to be a line replaceable unit. One such feature is a foreign-object-damage shield that inhibits dust, debris, and/or other particulate contaminants from entering the electromechanical actuator during electric motor removal and replacement.

Abstract: An apparatus includes a shaft, a device, a fastener, and an anti-rotation clip. The shaft is configured for rotation. The device is mounted on, and surrounds at least a portion of, the shaft, and has first and second protrusions that are formed on one side and are spaced apart to define a tab space. The fastener is rotationally mounted relative to the shaft, and includes a tab slot formed in its outer surface that extends radially inwardly and is disposed radially inwardly of the tab space. The anti-rotation clip includes a main body portion and a head portion that has a first tab portion and a second tab portion. At least a portion the main body portion is disposed between the device and the fastener, the first tab is disposed in the tab space, and the second tab is disposed in the tab slot.

Abstract: An actuator includes a housing assembly, a ball nut, a ball screw, and a ball screw stop. The ball nut is rotationally mounted in the housing assembly, is adapted to receive an input torque, and is configured, upon receipt thereof, to rotate and supply a drive force. The ball screw is mounted within the housing assembly and extends through the ball nut. The ball screw has a first end and a second end, and is coupled to receive the drive force from the ball nut. The ball screw is configured, upon receipt of the drive force, to selectively translate between a stow position and a deploy position. The ball screw stop is mounted on the ball screw to translate therewith and is configured to at selectively engage the housing assembly while the ball screw is translating, and engage the ball nut when the ball screw is in the deploy position.

Abstract: An actuation assembly is provided. The actuation assembly includes a casing, a plurality of linear actuators coupled to the casing, each of the linear actuators having first and second components and being configured to move the second component thereof relative to the first component thereof along a respective first axis, and a plurality of translational member sets, each being coupled to the second component of a respective one of the linear actuators and the casing and being configured such that when the second component of the respective linear actuator moves along the respective first axis, a selected portion of the translational member set moves substantially along a respective second axis.

Abstract: An actuation assembly is provided. The actuation assembly includes a casing, a plurality of linear actuators coupled to the casing, each of the linear actuators having first and second components and being configured to move the second component thereof relative to the first component thereof along a respective first axis, and a plurality of translational member sets, each being coupled to the second component of a respective one of the linear actuators and the casing and being configured such that when the second component of the respective linear actuator moves along the respective first axis, a selected portion of the translational member set moves substantially along a respective second axis.

Abstract: Electromechanical actuators (EMAs) include an output disposed at a location that is axially central between two EM devices. The EMAs include either one or two motors and an output mechanism. The motors are adapted to be energized and are operable, upon being energized, to either generate torques about a first axis or drive forces along a first axis. The output mechanism is responsive to the torques or forces to translate along a second axis that is perpendicular to the first axis.

Abstract: A modular electromechanical actuation system assembly is provided that includes an electronic control unit housing having a plurality of motor receptacles and a plurality of battery receptacles formed in an outer surface thereof. Each of the motor receptacles has an associated motor electrical interface, and each of the battery receptacles has an associated battery electrical interface. An electronic control unit is disposed within the electronic control unit housing and is electrically coupled to each of the motor electrical interfaces and each of the battery electrical interfaces. A plurality of motors are supported, one each, within one of the motor receptacles, and a plurality of batteries are supported, one each, within one of the battery receptacles.

Abstract: A linear actuator includes a thrust bearing that is integral to the actuation member. The actuator includes a translation member and an actuation member. The actuation member is responsive to a drive force to rotate. The translation member is configured to translate in response to actuation member. The thrust bearing is coupled to the actuation member and includes an inner race, an outer race, and a plurality of balls. The thrust bearing is configured as a zero lead ballscrew, with the inner race integrally formed on the actuation member, and the plurality of balls disposed between the inner and outer races.

Abstract: An aircraft electric brake actuator assembly includes an actuator housing, a motor housing, an actuator, an electric motor, and an actuator brake. The actuator housing is configured to be mounted on an aircraft landing gear. The motor housing is coupled to the actuator housing and is removable therefrom. The motor housing is also accessible when the actuator housing is mounted on an aircraft. The electric motor is disposed within the motor housing and is coupled to the actuator. The actuator brake is disposed within the motor housing and is removably coupled to the motor.