A brake actuator system may comprise a brake actuator comprising a ball screw, a ball nut coupled to the ball screw, and a ram coupled to a ram end of the ball nut; a position sensor coupled to the brake actuator; a processor in electronic communication with the brake actuator and the position sensor; and a tangible, non-transitory memory configured to communicate with the processor, the tangible, non-transitory memory having instructions stored thereon that, in response to execution by the processor, cause the processor to perform operations. The operations may comprise commanding the brake actuator to translate the ball nut in a first direction toward a brake stack; detecting the pusher reaching a furthest forward position; and commanding the brake actuator to translate the ball nut in a second direction opposite the first direction for a predetermined retraction distance.

An aircraft controller 5, aircraft braking system 13 and method for determining braking parameters. The aircraft controller 5 is configured to determine information associated with an aircraft taxiing route associated with an aircraft 1. On the basis of the information, the aircraft controller 5 determines a first braking parameter for a first main landing gear 8 of the aircraft 1 and a second braking parameter for a second main landing gear 9 of the aircraft 1 during a landing event. The first and second braking parameters are determined to result in asymmetrical braking between the first 8 and second 9 main landing gears during the landing event.

A method of taxiing an aircraft may comprise: determining, via a brake controller, whether the aircraft is taxiing with a first thrust provided from a first side of the aircraft, a second thrust from a second side of the aircraft, or both the first thrust and the second thrust; and modifying, via the brake controller, a first brake pressure supplied to a first brake disposed on the first side of the aircraft as a function of pedal deflection in response to the taxiing with the first thrust only.

A method of taxiing an aircraft may comprise determining, via a controller, whether the aircraft is taxiing with fewer brakes active than a total number of brakes; and modifying, via the controller, a brake pressure supplied to an active brake of the aircraft as a function of pedal deflection in response to determining the aircraft is taxiing with fewer brakes active relative to the total number of brakes.

A non-transitory computer readable storage medium is disclosed having stored thereon instructions which, when executed by a processor, cause the processor to: determine whether an aircraft wheel brake is capable of performing a future rejected take-off event. The determination includes determining from a rejected take-off energy parameter and a set of brake parameters whether a predicted mass of the brake is sufficient to perform the future rejected take-off event. Further, a method for determining whether an aircraft wheel brake is capable of performing a future rejected take-off event is disclosed.

An aircraft system having a first set of components for performing a function of the aircraft system, and a second, alternative, set of components for performing the function of the aircraft system. The aircraft system has and a controller configured to receive scenario data indicative of a scenario during which the function of the aircraft system is to be performed, and, where each of the first and second sets of components are operational, the controller is configured to select between the first or the second set of components to perform the aircraft system function during the scenario based on the received scenario data. The controller is configured to control the selected set of components to perform the function during the scenario.

A method of controlling a braking device includes receiving a braking torque instruction, on the basis of the received braking torque instruction, setting a first braking torque set point for a first brake and a second braking torque set point for a second brake, measuring a first value of a first parameter representative of the first braking torque and modifying the first braking torque set point as a function of the first value with the aid of a first servocontrol loop, and measuring a second value of a second parameter representative of the second braking torque and modifying the second braking torque set point as a function of the second value with the aid of a second servocontrol loop.

Guide systems for installing aircraft structures are disclosed. An example apparatus includes a first guide system structured to removably couple to a first aircraft structure having a first hinge component. A second guide system is structured to removably couple to a second aircraft structure having a second hinge component. The first guide system is to engage the second guide system to enable alignment between the first hinge component and the second hinge component during assembly of the first aircraft structure and the second aircraft structure.

A chin ring heat shield for a wheel assembly arranged to provide a shield between convection and radiation heat from braking components and a tire of the wheel assembly, the chin ring comprising a first, radially extending, flat portion extending from a first chin ring end and a second, concave portion extending generally axially away from the first portion to a second chin ring end, wherein the axial length from the first chin ring end to the second chin ring end is sufficient to block a line of sight between the braking components and the tire when the chin ring is mounted between the braking components and the tire.

A bogey undercarriage having at least two axles, each carrying at least two wheels, wherein at least one of the axles carries a wheel fitted with a rotary drive device and no brake device, while the other wheels are provided with brake devices and no movement devices is provided. A braking method applied to such an undercarriage is also provided.