An aircraft landing event system including a processor communicatively coupled with memory storing aircraft landing event data. The processor is configured to receive environment information representative of an environmental condition of a runway approached by an aircraft and receive retardation information representative of a retardation demand of the aircraft during an anticipated landing event of the aircraft on the runway. The processor is further configured to select aircraft landing event data from the memory based on the environment information and the retardation information and determine a performance indicator for the landing event based on the aircraft landing event data selected by the processor. The processor is further configured to communicate the performance indicator to a landing system of the aircraft.

An aircraft braking controller for an aircraft, the aircraft braking controller configured to determine a position of at least a part of a landing gear of the aircraft during retraction of the landing gear into the aircraft, and control braking of a wheel of the landing gear based on the position determined.

A torque bar assembly for use in an aircraft wheel is disclosed. In various embodiments, the assembly includes a torque bar; and a spacer configured for positioning between the torque bar and a wheel well of the aircraft wheel and to thermally insulate the wheel well from the torque bar, wherein the spacer includes a first anodized metal oxide layer on a first surface of the spacer configured to contact the torque bar. In various embodiments, the spacer includes a second anodized metal oxide layer on a second surface of the spacer configured to contact the wheel well.

A torque bar assembly for use in an aircraft wheel is disclosed. In various embodiments, the assembly includes a torque bar; and a spacer configured for positioning between the torque bar and a wheel well of the aircraft wheel and to thermally insulate the wheel well from the torque bar, wherein the spacer includes a first anodized metal oxide layer on a first surface of the spacer configured to contact the torque bar. In various embodiments, the spacer includes a second anodized metal oxide layer on a second surface of the spacer configured to contact the wheel well.

An aircraft landing gear assembly including a plurality of noise-inducing elements, at least one of the noise-inducing elements comprising a brake assembly or electric drive assembly, and a noise reduction fairing arranged to shield only at least a portion of the brake assembly from incident airflow.

A brake for an aircraft includes a housing, a shaft defining an axis (X) and extending into the housing, a floating brake disk on the shaft, the brake disk fixed for rotation with the shaft and arranged to be axially movable within the housing, a static brake pad arranged on a first side of the floating brake disk, a movable brake pad arranged on a second, opposite, side of the floating brake disk and biasing means for moving the movable brake pad relative to the housing to press the movable brake pad against the floating brake disk. The biasing means press the floating brake disk against the static brake pad to apply braking force to the floating brake disk. The brake also includes a thermal fuse in thermal contact with the static brake pad. The thermal fuse has a fusing temperature, T, above which the thermal fuse fuses.

An apparatus for an aircraft having one or more aircraft wheel brakes, and a brake wear sensor configured to measure a wear state of a brake of the one or more aircraft wheel brakes, is disclosed. The apparatus includes a processor configured to determine a wear relationship between a wear state of the brake and a number of use cycles of the brake, determine a predicted wear state of the brake based on the wear relationship; determine a number of future use cycles of the brake based on a predicted condition of the brake, the predicted condition comprising the predicted wear state of the brake; and provide an indication of the determined number of the future use cycles to ground crew and/or a pilot of the aircraft, wherein the number of future use cycles is the number of use cycles for which the brake is allowed to be used, and a use cycle comprises all uses of the brake relating to a flight undertaken by the aircraft.

An apparatus for an aircraft having one or more aircraft wheel brakes, and a brake wear sensor configured to measure a wear state of a brake of the one or more aircraft wheel brakes, is disclosed. The apparatus includes a processor configured to determine a wear relationship between a wear state of the brake and a number of use cycles of the brake, determine a predicted wear state of the brake based on the wear relationship; determine a number of future use cycles of the brake based on a predicted condition of the brake, the predicted condition comprising the predicted wear state of the brake; and provide an indication of the determined number of the future use cycles to ground crew and/or a pilot of the aircraft, wherein the number of future use cycles is the number of use cycles for which the brake is allowed to be used, and a use cycle comprises all uses of the brake relating to a flight undertaken by the aircraft.

A brake actuator for an aircraft braking system, comprising a housing, a sleeve, an annular member mounted to the housing extending radially inwardly for engagement with the ratchet teeth of the sleeve, a piston slidable along an axis (X), a piston head disposed at a first end of the pin portion, a cap disposed at a second end of the pin portion for operative engagement with a brake element of the housing, and a second position in which the piston head is drivingly disengaged from the sleeve.

A method of removing hydraulic fluid from an aircraft hydraulic system is disclosed including a hydraulically actuated mechanism that is actuated by an electrohydraulic servo valve, a hydraulic fluid port through which hydraulic fluid can escape, and a hydraulic fuse with a closed state and an open state between the electrohydraulic servo valve and the hydraulic fluid port. The hydraulic fluid port is opened, and then the activation of the electrohydraulic servo valve is controlled to force hydraulic fluid to escape from the hydraulic system via the hydraulic fluid port, the control being so that the hydraulic fuse does not enter and remain in the closed state.