A landing gear assembly may include a first wheel and a second wheel, a first wheel sensor coupled to the first wheel and a second wheel sensor coupled to the second wheel, and a controller coupled to the first wheel sensor and the second wheel sensor. A tangible, non-transitory memory may have instructions for detecting a dragging brake. The controller may perform operations including receiving data from the first wheel sensor and the second wheel sensor, calculating a wheel speed characteristic for each of the first wheel and the second wheel based on the data, identifying a lowest value for the wheel speed characteristic, determining a moving average for the wheel speed characteristic, comparing the lowest value to the moving average, and whether the lowest value for the wheel speed characteristic indicates a dragging brake.

A landing gear assembly may include a first wheel and a second wheel, a first wheel sensor coupled to the first wheel and a second wheel sensor coupled to the second wheel, and a controller coupled to the first wheel sensor and the second wheel sensor. A tangible, non-transitory memory may have instructions for detecting a dragging brake. The controller may perform operations including receiving data from the first wheel sensor and the second wheel sensor, calculating a wheel speed characteristic for each of the first wheel and the second wheel based on the data, identifying a lowest value for the wheel speed characteristic, determining a moving average for the wheel speed characteristic, comparing the lowest value to the moving average, and whether the lowest value for the wheel speed characteristic indicates a dragging brake.

A method for detecting an erroneous velocity data using a controller in communication with a velocity sensor onboard a vehicle includes receiving a time-series velocity data from the velocity sensor, calculating a time-series acceleration data using the time-series velocity data, calculating a time-series jerk data using the time-series acceleration data, calculating a saturated (numerically bounded) jerk data using the time-series jerk data, calculating an estimated acceleration data using the saturated jerk data, calculating a difference between the estimated acceleration data and the time-series acceleration data, and determining whether the difference is greater than a threshold value. The erroneous velocity data is detected in response to the difference being greater than the threshold value.

A method for detecting an erroneous velocity data using a controller in communication with a velocity sensor onboard a vehicle includes receiving a time-series velocity data from the velocity sensor, calculating a time-series acceleration data using the time-series velocity data, calculating a time-series jerk data using the time-series acceleration data, calculating a saturated (numerically bounded) jerk data using the time-series jerk data, calculating an estimated acceleration data using the saturated jerk data, calculating a difference between the estimated acceleration data and the time-series acceleration data, and determining whether the difference is greater than a threshold value. The erroneous velocity data is detected in response to the difference being greater than the threshold value.

A heat shield assembly for a wheel is disclosed. The heat shield assembly includes a heat shield having a pair of heat shield ends. A bifurcated seam mounting bracket includes a first bracket section that is fixed relative one of the heat shield ends, along with a second bracket section that is fixed relative to the other of the heat shield ends. The second bracket section may be directly mounted to the heat shield. A seam clasp section may be directly mounted to both the heat shield and the first bracket section such that the first bracket section is indirectly mounted to the heat shield.

A heat shield assembly for a wheel is disclosed. The heat shield assembly includes a heat shield having a pair of heat shield ends. A bifurcated seam mounting bracket includes a first bracket section that is fixed relative one of the heat shield ends, along with a second bracket section that is fixed relative to the other of the heat shield ends. The second bracket section may be directly mounted to the heat shield. A seam clasp section may be directly mounted to both the heat shield and the first bracket section such that the first bracket section is indirectly mounted to the heat shield.

An aircraft includes a fuselage with one or more wings coupled thereto. One or more wheels are also coupled to the fuselage and are configured to allow the aircraft to taxi, take off, and land. A propulsor is used to provide thrust to the fuselage and airflow over the wings. The wings may be fixed in position or may be configured to fold along a line via a hinged system or pivot along an axis. The folding allows the wings to store in a smaller footprint. The fuselage may include one or more safety features. These may include indicator lights configured to illuminate or reflect an amount of light. Additionally, the aircraft may include an occupant safety system with the likes of an airbag and even an anti-lock brake system coupled to the one or more wheels.

A system including a sensor, a computing device and a Wireless Access Point (WAP). The sensor in response to receipt of an initiation signal, via a first communication channel, from a relatively proximal computing device, is arranged to generate and store first security information and to transmit, wirelessly via a second communications channel, a first message comprising information representing at least a part of the first security information. The WAP, which is remote from the sensor is arranged to receive and store the first message. The WAP is arranged to generate second security information and to transmit wirelessly to the computing device, via a third communications channel when the computing device is within range of the WAP, a second message comprising information representing at least a part of the second security information. The sensor is arranged to receive at least the second message via only the first communications channel.

The disclosed non-limiting embodiment provides important improvements in aircraft performance in short rejected takeoff systems by automatically detecting whether the speed of the aircraft does not exceed Vshort, where Vshort>V1; automatically detecting whether one of said plural engines has failed during takeoff while the aircraft is still in contact with the ground; and if the aircraft speed does not exceed vshort and an engine has failed, automatically performing an autonomous abort takeoff sequence to allow an improved takeoff weight in case of a single engine failure autonomously rejected takeoff. The aircraft's take off weight increase leads to increased payload or fuel quantity. The Payload increase allows for increased passenger and/or cargo capability. The fuel quantity increased allows the aircraft to achieve greater ranges. An aircraft provided with the proposed system, which reduces accelerate-stop distance, may then operate in shorter runways as compared to the prior art.

A magnetic brake assembly for use with a wheel rim is described. The brake assembly includes a rotor secured to rotate with the rim and a stator secured to be rotationally stationary relative to the rotor. One of the rotor and stator has an electrically conductive body and the other of the rotor and stator has a magnetic array including a plurality of magnets configured to generate a magnetic flux. An actuator is connected to at least one of the electrically conductive body and magnetic array to selectively effect a brake mode and a non-brake mode. In the brake mode, the magnetic array induces eddy currents in the electrically conductive body to generate a magnetic braking force when the rim rotates above a threshold speed and in the non-brake mode, the induced eddy currents cause a negligible or no magnetic braking force as the rim rotates above the threshold speed.