Abstract: A shaped-charge liner for a shaped-charge assembly is provided. The shaped-charge assembly includes a housing, a single liner, and explosive material between the housing and the liner. The single liner includes an apex portion constructed from a first material and a skirt portion made from a second material that is different than the first material.

Abstract: A method for controlling brakes is provided. The method comprises detecting an imminent skid by an anti-skid controller/deceleration controller (ASK/DK). The ASK/DK outputs at least one of a negative desired pressure command to a pressure control unit (PK) in response to detecting the imminent skid and causes a current command output from the PK to be reduced to release braking pressure if the negative desired pressure command minus a measured feedback pressure is greater than a deadband of the PK or outputs a negative desired force command to a force control unit (ForK) in response to detecting the imminent skid and causing a current command output from the ForK to be reduced to release braking force if the negative desired force command minus a measured feedback force is greater than a deadband of the Fork. A brake control system is also provided.

Abstract: A system for two-stage determination of a brakefail of an aircraft brake system includes an aircraft brake. The aircraft brake is configured to receive a current command value, convert the current command value to a braking pressure and output a detected pressure value corresponding to the braking pressure. The system also includes a brake control unit (BCU) configured to determine a pressure command value, convert the pressure command value to the current command value and to determine whether a brakefail event has occurred based on the pressure command value, the current command value and the detected pressure value.

Abstract: A method for controlling brakes is provided, The method comprises detecting an imminent skid by an anti-skid controller/deceleration controller (ASK/DK). The ASK/DK outputs at least one of a negative desired pressure command to a pressure control unit (PK) in response to detecting the imminent skid and causes a current command output from the PK to be reduced to release braking pressure if the negative desired pressure command minus a measured feedback pressure is greater than a deadband of the PK or outputs a negative desired force command to a force control unit (ForK) in response to detecting the imminent skid and causing a current command output from the ForK to be reduced to release braking force if the negative desired force command minus a measured feedback force is greater than a deadband of the Fork. A brake control system is also provided.

Abstract: A system for two-stage determination of a brakefail of an aircraft brake system includes an aircraft brake. The aircraft brake is configured to receive a current command value, convert the current command value to a braking pressure and output a detected pressure value corresponding to the braking pressure. The system also includes a brake control unit (BCU) configured to determine a pressure command value, convert the pressure command value to the current command value and to determine whether a brakefail event has occurred based on the pressure command value, the current command value and the detected pressure value.

Abstract: A method for controlling brakes is provided. The method may include the steps of detecting an aircraft speed, determining the aircraft speed is within a range from an antiskid-dropout speed to a locked-wheel-protection-engagement speed, and determining an input of a pressure controller has a value less than a pressure maximum threshold. A current command that is output from the pressure controller may be detected at or above a threshold value. The states of the pressure controller and pressure controller input may be reset in response to the current command being at or above the threshold value for a predetermined duration.

Abstract: In various embodiments, a method associating received coefficient of friction data to runway friction estimation map elements. Also, the method may include aggregating the received determined coefficient of friction data into a friction estimation map.

Abstract: In various embodiments, a method for utilizing a determined coefficient of friction along a portion of a runway is disclosed. The method may include receiving, by a brake control unit, friction estimation map data for a specific runway. The method may include setting, by the brake control unit, a condition of the braking control algorithm based on the received friction estimation map data. The method may include initiating, by the brake control unit, a brake control system to slow a wheel of an aircraft based on the braking control algorithm.

Abstract: An explosive charge assembly comprises a housing, a liner disposed on a face of an explosive charge, an opening through the liner disposed at the apex, and a lip disposed around the perimeter of the opening. The liner forms an apex and a mouth opposite the apex, and the liner and the explosive charge are disposed in the housing. The explosive charge is disposed between the liner and the housing, and the lip extends from the liner in a direction towards the mouth.

Abstract: A shaped-charge liner for a shaped-charge assembly is provided. The shaped-charge assembly includes a housing, a liner, and explosive material between the housing and the liner. The liner includes an apex portion that has an opening and that defines a fold around the opening. The explosive material supports the apex portion.

Abstract: A shaped-charge liner for a shaped-charge assembly is provided. The shaped-charge assembly includes a housing, a single liner, and explosive material between the housing and the liner. The single liner includes an apex portion constructed from a first material and a skirt portion made from a second material that is different than the first material.

Abstract: A runway traction estimation and reporting method and computer readable medium is provided. Upon detection of a landing event, a runway traction estimation and reporting method provides for various measurements and calculations to estimate the traction of the runway and create a traction map of the runway. A computer readable medium may contain instructions for a runway traction estimation and reporting processor directing the processor to perform various measurements and calculations to estimate the traction of the runway. The processor may communicate with a ground station or with other aircraft to produce collaborative results.

Abstract: A runway traction estimation and reporting method and computer readable medium is provided. Upon detection of a landing event, a runway traction estimation and reporting method provides for various measurements and calculations to estimate the traction of the runway and create a traction map of the runway. A computer readable medium may contain instructions for a runway traction estimation and reporting processor directing the processor to perform various measurements and calculations to estimate the traction of the runway. The processor may communicate with a ground station or with other aircraft to produce collaborative results.

Abstract: Systems and methods for a tire/runway friction property estimation method based on measured wheel speed, calculated acceleration, wheel reference and tire normal force estimation are disclosed. Based on the resulting estimations, a map and/or function of position for the friction properties may be formed and transmitted to external systems after an aircraft stop is completed.

Abstract: In various embodiments, a method for utilizing a determined coefficient of friction along a portion of a runway is disclosed. The method may include receiving, by a brake control unit, friction estimation map data for a specific runway. The method may include setting, by the brake control unit, a condition of the braking control algorithm based on the received friction estimation map data. The method may include initiating, by the brake control unit, a brake control system to slow a wheel of an aircraft based on the braking control algorithm.

Abstract: In various embodiments, a method associating received coefficient of friction data to runway friction estimation map elements. Also, the method may include aggregating the received determined coefficient of friction data into a friction estimation map.

Abstract: Systems and methods for a tire/runway friction property estimation method based on measured wheel speed, calculated acceleration, wheel reference and tire normal force estimation are disclosed. Based on the resulting estimations, a map and/or function of position for the friction properties may be formed and transmitted to external systems after an aircraft stop is completed.

Abstract: Systems and methods for detecting the onset of wheel skids and controlling brake torque to achieve efficient and smooth braking performance are described herein. A brake control system may utilize an algorithm, along with substantially real-time measured values to assist with controlling brake torque to achieve efficient and smooth braking performance. A history of wheel speed information, such as wheel speed information associated with one or more landing event, may also be used to iteratively estimate tire/runway friction properties.

Abstract: A flange adapter for interfacing two different diameters of piping is provided. This flange adapter allows for the integration of a component, such as a magmeter, having a narrower diameter into a system. Such a flange adapter allows for a simple seamless weld that provides relatively smooth interior walls within the system so as to maintain the integrity of the chemical or biochemical processes taking place within the system.