Abstract: A wireless landing gear monitoring system for an aircraft. The monitoring system includes a radio frequency (RF) wireless hubcap transceiver powered by a rechargeable battery combined with a super-capacitor, all mounted to an inside surface of a wheel hubcap of the aircraft. Additionally, the system includes a permanent magnet generator (PMG) mounted to the inside surface of the hubcap that charges the battery when the wheel is rotating. The hubcap transceiver communicates with at least one distant, or remote, transceiver inside the aircraft, a tire pressure sensor mounted to a wheel rim, and a Hall-effect wheel speed transducer mounted to the hubcap. The tire pressure sensor uses an extremely low power RF transmitter to communicate with the hubcap transceiver, which then sends wheel speed and tire pressure data to the distant transceiver.

Abstract: A mobile platform seat electrical connection system includes an electrical bus having multiple conductors. A C-shaped trough includes an insulating medium to fix the conductors in a parallel configuration. Each of the conductors has a bulbous or male shaped head and a neck connected to the head supporting the conductor within the trough. A neck width is smaller than a head width. Seats are positioned in the mobile platform, each having multiple C-shaped female contact members. The contact members are biased to releasably engage the head of the conductors and transfer electrical energy between the conductor and the seat. The seats can be positioned at any location along the bus.

Abstract: A wireless landing gear monitoring system for an aircraft. The monitoring system includes a wireless, e.g. radio frequency (RF), hubcap transceiver powered by a rechargeable battery combined with a super-capacitor, all mounted to an inside surface of a wheel hubcap of the aircraft. Additionally, the system includes a permanent magnet generator (PMG) mounted to the inside surface of the hubcap that charges the battery when the wheel is rotating. The hubcap transceiver communicates with at least one distant, or remote, transceiver inside the aircraft, a tire pressure sensor mounted to a wheel rim, and a Hall-effect wheel speed transducer mounted to the hubcap. The tire pressure sensor uses an extremely low power wireless transmitter to communicate with the hubcap transceiver, which then sends wheel speed and tire pressure data to the distant transceiver.

Abstract: The braking control system provides dual redundant control of hydraulically operated wheel braking for an aircraft. A primary hydraulic system provides hydraulic power for normal operation of the plurality of wheel brakes, and a secondary hydraulic system provides hydraulic power for alternate operation of the plurality of wheel brakes. The primary hydraulic system comprises at least one primary hydraulic fluid control channel and at least one secondary hydraulic fluid control channel, the primary and secondary fluid channels being redundant and partitioned among the plurality of wheel brakes so that even if one of the primary hydraulic fluid control channels and one of the secondary channels fail to apply pressure, braking will be lost to only a portion of the wheel brakes and the loss will be in a symmetrical pattern.

Abstract: A wireless landing gear monitoring system for an aircraft. The monitoring system includes a wireless, e.g. radio frequency (RF), hubcap transceiver powered by a rechargeable battery combined with a super-capacitor, all mounted to an inside surface of a wheel hubcap of the aircraft. Additionally, the system includes a permanent magnet generator (PMG) mounted to the inside surface of the hubcap that charges the battery when the wheel is rotating. The hubcap transceiver communicates with at least one distant, or remote, transceiver inside the aircraft, a tire pressure sensor mounted to a wheel rim, and a Hall-effect wheel speed transducer mounted to the hubcap. The tire pressure sensor uses an extremely low power wireless transmitter to communicate with the hubcap transceiver, which then sends wheel speed and tire pressure data to the distant transceiver.

Abstract: A wireless landing gear monitoring system for an aircraft. The monitoring system includes a radio frequency (RF) wireless hubcap transceiver powered by a rechargeable battery combined with a super-capacitor, all mounted to an inside surface of a wheel hubcap of the aircraft. Additionally, the system includes a permanent magnet generator (PMG) mounted to the inside surface of the hubcap that charges the battery when the wheel is rotating. The hubcap transceiver communicates with at least one distant, or remote, transceiver inside the aircraft, a tire pressure sensor mounted to a wheel rim, and a Hall-effect wheel speed transducer mounted to the hubcap. The tire pressure sensor uses an extremely low power RF transmitter to communicate with the hubcap transceiver, which then sends wheel speed and tire pressure data to the distant transceiver.

Abstract: A brake system for use on a mobile platform such as a commercial aircraft. The brake system includes an electromechanical actuator (EMA) subsystem and a piezoelectric actuator subsystem. The EMA subsystem is used to urge a brake piston into contact with a pressure plate, and the pressure plate into contact with a brake rotor. The piezoelectric actuator subsystem is then used as a high frequency means to more effectively modulate the pressure plate into contact with the brake rotor to effect a braking action on the brake rotor. The invention allows smaller, less complex DC motors to be employed, that in turn results in significantly smaller wire bundles being needed on each wheel assembly of an aircraft where the invention is employed. The invention even more effectively modulates the pressure plate to better apply anti-skid braking signals to the brake rotor.

Abstract: The braking control system provides dual redundant control of hydraulically operated wheel braking for an aircraft. A primary hydraulic system provides hydraulic power for normal operation of the plurality of wheel brakes, and a secondary hydraulic system provides hydraulic power for alternate operation of the plurality of wheel brakes. A control unit is provided for controlling brake pressure communicated to the wheel brakes through the primary and secondary hydraulic systems, and a monitor channel is operatively connected to the primary hydraulic system for detecting faults in the primary and secondary hydraulic systems and for selecting between the primary and secondary hydraulic systems for providing braking pressure. The monitor channel detects occurrence of loss of pressure in the primary hydraulic system, if any brake has unwanted pressure applied, and if a fault is detected on the primary or secondary channels that affects more than one wheel brake on each landing gear.

Abstract: The braking control system provides dual redundant control of hydraulically operated wheel braking for an aircraft. A primary hydraulic system provides hydraulic power for normal operation of the plurality of wheel brakes, and a secondary hydraulic system provides hydraulic power for alternate operation of the plurality of wheel brakes. A control unit is provided for controlling brake pressure communicated to the wheel brakes through the primary and secondary hydraulic systems, and a monitor channel is operatively connected to the primary hydraulic system for detecting faults in the primary and secondary hydraulic systems and for selecting between the primary and secondary hydraulic systems for providing braking pressure. The monitor channel detects occurrence of loss of pressure in the primary hydraulic system, if any brake has unwanted pressure applied, and if a fault is detected on the primary or secondary channels that affects more than one wheel brake on each landing gear.

Abstract: An aircraft automatic braking system processes the flight crew selected stopping position of the aircraft on the runway via a control display unit (30) and the aircraft's actual position, provided by a global positioning system (34), to generate a stop-to-position deceleration control signal in a provided control logic (36). If the flight crew selects the stop-to-position autobraking mode, the system determines whether or not a stop-to-position autobraking mode meets several predetermined criteria and, if the criteria are met, applies a control signal to the aircraft's braking system (62, 66) such that the aircraft is smoothly braked tending it to stop at the selected runway stopping position. The system eliminates the need for pilot lookup in a manual to determine a desired autobraking setting to choose based on altitude, temperature, approach speed and runway conditions and also operates to reduce pilot workload during limited visibility conditions.