Abstract: A control system for a cam phaser can include a cam phaser coupled to a cam shaft, the cam phaser to adjust a position of the cam shaft, an actuator in mechanical communication with the cam phaser, and a controller in electrical communication with the actuator, the controller including a processor and a memory. In one example, the processor is configured to calculate a first hysteresis position of the actuator with respect to a hysteresis band, determine if the actuator is within a first threshold distance of a first edge of the hysteresis band, and if the actuator is not within the first threshold distance of the first edge of the hysteresis band, command the actuator to displace across the hysteresis band.

Abstract: An automatic braking system controller automatically decelerates an aircraft on a runway according to a brake-to-exit or a constant deceleration function. The automatic braking system controller determines whether the aircraft can decelerate to a selected velocity prior to reaching a target location along the runway. In response to determining that the aircraft can decelerate to the selected velocity prior to reaching the target location, the automatic braking system controller automatically decelerates the aircraft with a comfortable deceleration profile such that the aircraft reaches the selected velocity at the target location.

Abstract: A system, method, and apparatus for brake load alleviation amongst at least one first brake and at least one second brake is disclosed. The method involves sensing an amount of brake pedal application in response to engagement of at least brake pedal. The method further involves determining whether the amount of brake pedal application is greater than a brake pedal application threshold value. Also, the method involves generating a brake application profile, when it is determined that the amount of brake pedal application is greater than the brake pedal application threshold value. The brake application profile indicates that actuation of at least one first brake is delayed by a first time delay, and that actuation of at least one second brake is delayed by a second time delay. Further, the method involves actuating at least one first brake and at least one second brake according to the brake application profile.

Abstract: A system, method, and apparatus for brake load alleviation amongst at least one first brake and at least one second brake is disclosed. The method involves sensing an amount of brake pedal application in response to engagement of at least brake pedal. The method further involves determining whether the amount of brake pedal application is greater than a brake pedal application threshold value. Also, the method involves generating a brake application profile, when it is determined that the amount of brake pedal application is greater than the brake pedal application threshold value. The brake application profile indicates that actuation of at least one first brake is delayed by a first time delay, and that actuation of at least one second brake is delayed by a second time delay. Further, the method involves actuating at least one first brake and at least one second brake according to the brake application profile.

Abstract: An automatic braking system controller automatically decelerates an aircraft on a runway according to a brake-to-exit or a constant deceleration function. The automatic braking system controller determines whether the aircraft can decelerate to a selected velocity prior to reaching a target location along the runway. In response to determining that the aircraft can decelerate to the selected velocity prior to reaching the target location, the automatic braking system controller automatically decelerates the aircraft with a comfortable deceleration profile such that the aircraft reaches the selected velocity at the target location.

Abstract: A system, method, and apparatus for brake load alleviation amongst at least one first brake and at least one second brake is disclosed. The method involves sensing an amount of brake pedal application in response to engagement of at least brake pedal. The method further involves determining whether the amount of brake pedal application is greater than a brake pedal application threshold value. Also, the method involves generating a brake application profile, when it is determined that the amount of brake pedal application is greater than the brake pedal application threshold value. The brake application profile indicates that actuation of at least one first brake is delayed by a first time delay, and that actuation of at least one second brake is delayed by a second time delay. Further, the method involves actuating at least one first brake and at least one second brake according to the brake application profile.

Abstract: An electric brake system architecture for an aircraft with two or more electrical braking subsystems including brake system controls configured to communicate pilot pedal commands to electric brake actuator controllers that apply or release brakes in wheel groups. The system allows independent brake activation of wheel groups through a plurality of brake system controls and electric brake actuator controllers. The electric braking system further includes remote data consolidators to collect and transmit wheel data to brake system controls through a digital data communication bus. The system reduces aircraft weight, prevents inadvertent braking, and prevents error propagation between subsystems.

Abstract: Systems, methods, and apparatus for optimizing real-time antiskid control initialization for a vehicle on a travel surface are disclosed. In one or more embodiments, a method involves determining when at least one wheel of the vehicle touches ground. The method further involves calculating a rate of wheel spin up for at least one wheel. Also, the method involves determining whether the rate of wheel spin up exceeds a wheel spin up rate threshold. In addition, the method involves applying a high level of brake force when the rate of wheel spin up exceeds the wheel spin up rate threshold, and applying a low level of brake force when the rate of wheel spin up does not exceed the wheel spin up rate threshold.

Abstract: A system and procedures for setting a parking brake for an aircraft having an electric brake system are disclosed. Electric activation of a parking brake as described herein mimics the sequence of events that is performed to engage the parking brake of legacy hydraulic brake systems. The electric activation process obtains brake pedal deflection data and parking brake lever status data, and determines whether to set the parking brake mechanism based upon the received data. Once the electric brake actuators are set, the electric brake system engages a friction brake to hold the brake actuators in place without having to physically lock or latch the brake pedals in a depressed position.

Abstract: A collapsible colander includes a bowl portion and a base portion. The bowl portion is made from a plurality of triangular panels that are pivotally secured together around a central pivot, and slidably joined two adjacent panels by sliding fasteners. Mating fastener components secured to the end panels permit the bowl to be assembled into a bowl shape. The base is a continuous band that is positioned in a generally circular configuration underneath of the bowl to support the bowl when the colander is in use. When the colander is collapsed, the collapsed bowl fits within the substantially flattened base.

Abstract: Systems, methods, and apparatus for optimizing real-time antiskid control initialization for a vehicle on a travel surface are disclosed. In one or more embodiments, a method involves determining when at least one wheel of the vehicle touches ground. The method further involves calculating a rate of wheel spin up for at least one wheel. Also, the method involves determining whether the rate of wheel spin up exceeds a wheel spin up rate threshold. In addition, the method involves applying a high level of brake force when the rate of wheel spin up exceeds the wheel spin up rate threshold, and applying a low level of brake force when the rate of wheel spin up does not exceed the wheel spin up rate threshold.

Abstract: A system and method for determining a predicted stopping performance of an aircraft moving on a runway. A predicted stopping force acting on the aircraft to stop the aircraft is determined by a processor unit as the aircraft is moving on the runway. A predicted deceleration of the aircraft moving on the runway is determined by the processor unit using the predicted stopping force acting on the aircraft to stop the aircraft. The predicted stopping performance of the aircraft on the runway is determined by the processor unit using the predicted deceleration of the aircraft.

Abstract: A system and method for determining a predicted stopping performance of an aircraft moving on a runway. A predicted stopping force acting on the aircraft to stop the aircraft is determined by a processor unit as the aircraft is moving on the runway. A predicted deceleration of the aircraft moving on the runway is determined by the processor unit using the predicted stopping force acting on the aircraft to stop the aircraft. The predicted stopping performance of the aircraft on the runway is determined by the processor unit using the predicted deceleration of the aircraft.

Abstract: A system, method, and apparatus for brake load alleviation amongst at least one first brake and at least one second brake is disclosed. The method involves sensing an amount of brake pedal application in response to engagement of at least brake pedal. The method further involves determining whether the amount of brake pedal application is greater than a brake pedal application threshold value. Also, the method involves generating a brake application profile, when it is determined that the amount of brake pedal application is greater than the brake pedal application threshold value. The brake application profile indicates that actuation of at least one first brake is delayed by a first time delay, and that actuation of at least one second brake is delayed by a second time delay. Further, the method involves actuating at least one first brake and at least one second brake according to the brake application profile.

Abstract: An electric autobrake interlock system for an aircraft includes an autobrake power interlock mechanism that prevents inadvertent (uncommanded) application of brakes. The autobrake power interlock removes operating power from the brake actuators whenever the autobrake actuation data does not indicate a legitimate autobrake application condition. The interlock processing occurs in parallel with the autobrake command processing such that even if an inadvertent autobrake command is generated, the brake actuators will be enable to act upon the inadvertent autobrake command. In this regard, the brake actuators are unable to apply brakes automatically unless the following two actions happen concurrently: the operating power is provided to enable the electric brake actuators and autobrake actuation control is commanded in response to the legitimate autobrake application condition.

Abstract: A system and procedures for adjusting brake mechanisms for an aircraft having an electric brake system are disclosed. The brake actuator mechanisms are controlled to achieve different parking brake actuation states as a function of the current engine run status (e.g., engine off, engine idle, or engine above idle). Procedures for adjusting an aircraft parking brake as disclosed herein include setting the brake actuator mechanisms to achieve a relatively low clamping force when the aircraft engines are off or idling, and setting the brake mechanisms to achieve a relatively high clamping force when the aircraft engines are running above idle, and to maintain commanded brake force without active or battery power by engaging a mechanical clutch or latch to the brake actuator.

Abstract: A rifle rest is structured to be utilized in conjunction with standard, readily available tripods, for example, camera tripods. Some examples of the rifle rest include a rear stock support that is secured to two of the three tripod legs at its lower portion, and to the shoulder stock of the rifle at its upper portion. Other embodiments of the rifle rest include an elastomeric recoil reducer secured between the tripod and the shoulder stock.

Abstract: An electric autobrake interlock system for an aircraft includes an autobrake power interlock mechanism that prevents inadvertent (uncommanded) application of brakes. The autobrake power interlock removes operating power from the brake actuators whenever the autobrake actuation data does not indicate a legitimate autobrake application condition. The interlock processing occurs in parallel with the autobrake command processing such that even if an inadvertent autobrake command is generated, the brake actuators will be unable to act upon the inadvertent autobrake command. In this regard, the brake actuators are unable to apply brakes automatically unless the following two actions happen concurrently: the operating power is provided to enable the electric brake actuators and autobrake actuation control is commanded in response to the legitimate autobrake application condition.

Abstract: An automatic fore/aft detection procedure as described herein may be implemented in connection with an aircraft brake control system that utilizes wheel-mounted accelerometers that detect landing gear acceleration for purposes of antiskid control. The fore/aft detection procedure automatically determines that the aircraft is moving in a forward direction based upon the current wheel speed and rotational direction of the wheels. Once detected, forward direction is assigned to the rotational direction of each wheel (clockwise or counterclockwise) and a fore/aft orientation can be assigned to the accelerometer for each wheel.

Abstract: A system is disclosed for the graphical entry of knowledge information in Task-Method-Knowledge (TMK) notation into a computer system. The system comprises methods for entering the TMK hierarchy, defining new tasks 510, methods 512, procedures 522, and subtasks 518. Defined elements may be reviewed, modified, or deleted. Inputs to the tasks may be defined and the outputs of methods and procedures may be assigned. The hierarchy may be processed towards a solution. The entered hierarchy is displayed with visual clues as to the state and progress of the solution process.