The present disclosure provides a method for coating a composite structure, comprising forming a first slurry by combining a first pre-slurry composition comprising a first phosphate glass composition, with a primary flow modifier and a first carrier fluid, wherein the primary flow modifier comprises at least one of cellulose or calcium silicate; applying the first slurry on a surface of the composite structure to form a base layer; and heating the composite structure to a temperature sufficient to adhere the base layer to the composite structure.

The present disclosure provides a method for coating a composite structure, comprising forming a first slurry by combining a first pre-slurry composition comprising a first phosphate glass composition, with a primary flow modifier and a first carrier fluid, wherein the primary flow modifier comprises at least one of cellulose or calcium silicate; applying the first slurry on a surface of the composite structure to form a base layer; and heating the composite structure to a temperature sufficient to adhere the base layer to the composite structure.

A braking force control apparatus has an upstream braking actuator for generating an upstream pressure common to four wheels, a downstream braking actuator individually controlling braking pressures supplied to braking force generating devices of the wheels using the upstream pressure, and a control unit. When the downstream braking actuator is abnormal and the upstream pressure can be supplied to the braking force generating devices, but a braking pressure of any one of the wheels cannot be normally reduced, the control unit selects higher one of the target braking pressures of the left and right front wheels and higher one of the left and right rear wheels, determines lower one of the two selected target braking pressures as a backup target upstream pressure, and controls the upstream braking actuator such that the upstream pressure becomes the backup target upstream pressure.

A brake system for a vehicle is disclosed and includes an energy storage device configured to store and discharge energy, a plurality of wheels having an observer wheel, one or more processors operatively coupled to the energy storage device, and a memory coupled to the one or more processors. The memory stores data comprising a database and program code that, when executed by the one or more processors, causes the brake system to determine the brake system is operating in a backup mode of operation. In response to determining the brake system is operating in the backup mode of operation, the brake system is caused to apply a first brake pressure command to the observer wheel. In response to determining the observer wheel is starting the skid condition, the brake system is caused to determine a second brake pressure command based on a target slip value.

A method for brake health monitoring may include sending, by a brake control unit (BCU), a brake command signal to initiate a braking maneuver, and receiving a first wheel speed signal and a second wheel speed signal corresponding to the speed of first and second wheels, respectively, during the braking maneuver. The BCU may detect that the speed of the first wheel is greater than the speed of the second wheel by a predetermined threshold, and, in response thereto, post an alert indicating a failure in a brake control component associated with the first wheel based upon the detection of the speed of the first wheel being greater than the speed of the second wheel by the predetermined threshold.

A retaining clip for constraining a heat shield for use with an aircraft wheel assembly. The retaining clip includes a first end and a second end axially opposite the first end, the first end being opposite the second end along a longitudinal axis. The retaining clip further includes a first side and a second side each having a curvature forming a U-shaped cross section such that an outer edge of each of the first side and the second side extends back towards the longitudinal axis. The retaining clip further includes a migration stop defined by the first side at the first end, the migration stop extending past the outer edge of the second side and configured to interface with hooks of the heat shield to resist axial movement of the retaining clip relative to the heat shield.

A retaining clip for constraining a heat shield for use with an aircraft wheel assembly. The retaining clip includes a first end and a second end axially opposite the first end, the first end being opposite the second end along a longitudinal axis. The retaining clip further includes a first side and a second side each having a curvature forming a U-shaped cross section such that an outer edge of each of the first side and the second side extends back towards the longitudinal axis. The retaining clip further includes a migration stop defined by the first side at the first end, the migration stop extending past the outer edge of the second side and configured to interface with hooks of the heat shield to resist axial movement of the retaining clip relative to the heat shield.

In some examples, an assembly includes a rotor drive key configured to be positioned over a wheel boss defined by a wheel. A drive key body defines a trough configured to receive the wheel boss. An inner surface of the drive key body is configured to establish a conforming contact with an outer profile of the wheel boss and oppose relative motion of the rotor drive key in a radial direction of the wheel. The rotor drive key includes a tab having a tab aperture configured to receive a fastener extending in an axial direction of the wheel and engaging the wheel boss.

A method for controlling the application of aircraft wheel brakes including: controlling the application of a first wheel brake of an aircraft and a second wheel brake of the aircraft in dependence upon a determined relationship to control the time taken for the first wheel brake and the second wheel brake to reach respective specified temperatures. The relationship is determined between a first cooling characteristic of the first wheel brake, according to which the first wheel brake cools when in a first retracted position within the aircraft, and a second cooling characteristic of the second wheel brake, according to which the second wheel brake cools when in a second retracted position within the aircraft.

A method for controlling the application of aircraft wheel brakes including: controlling the application of a first wheel brake of an aircraft and a second wheel brake of the aircraft in dependence upon a determined relationship to control the time taken for the first wheel brake and the second wheel brake to reach respective specified temperatures. The relationship is determined between a first cooling characteristic of the first wheel brake, according to which the first wheel brake cools when in a first retracted position within the aircraft, and a second cooling characteristic of the second wheel brake, according to which the second wheel brake cools when in a second retracted position within the aircraft.