Systems and methods disclosed herein may be useful for use in landing identification. In this regard, a method is provided comprising receiving pulse information over a first time period, wherein the pulse information is indicative of an angular distance traveled by a first wheel, comparing the pulse information to a threshold value, and determining a likelihood of a landing event based upon the comparison. In various embodiments, a system is provided comprising a monstable multivibrator in electrical communication with a metal-oxide-semiconductor field-effect transistor (MOSFET), a resistor-capacitor network in electrical communication with the MOSFET, and a comparator that receives a voltage from the resistor-capacitor network and a reference voltage.

An antiskid controller for controlling braking operation of a wheel of a vehicle based on an output signal provided by a wheel speed sensor coupled to the wheel may comprise a delay toggle, a switch logic for switching between an initial rate and a running rate, and a linear control used for calculating an antiskid correction signal, wherein the linear control receives one of the initial rate and the running rate, depending on a state of the switch logic. The linear control receives the initial rate upon initialization of the antiskid controller. The linear control receives the running rate after a predetermined duration or after the linear control has converged on a desired solution.

Aircraft braking system architecture comprising: a brake comprising electromechanical actuators (1, 2); a principal control channel (6) and an alternative control channel (7) comprising electrical components that are at least partly different and adapted to provide respectively a principal braking control function and an alternative braking control function that are at least partly different; power modules (15, 16) comprising electrical components that are at least partly different and adapted to generate electrical power supply currents (I1, I2) on the basis of principal control signals or alternative control signals; a surveillance unit (8) adapted to ensure that in normal operation the principal control signals are used and that in the event of a fault the alternative control signals are used to generate the electrical power supply currents.

Aircraft braking system architecture comprising: a brake comprising electromechanical actuators (1, 2); a principal control channel (6) and an alternative control channel (7) comprising electrical components that are at least partly different and adapted to provide respectively a principal braking control function and an alternative braking control function that are at least partly different; power modules (15, 16) comprising electrical components that are at least partly different and adapted to generate electrical power supply currents (I1, I2) on the basis of principal control signals or alternative control signals; a surveillance unit (8) adapted to ensure that in normal operation the principal control signals are used and that in the event of a fault the alternative control signals are used to generate the electrical power supply currents.

An aircraft brake control system for controlling antiskid braking of an aircraft wheel is disclosed including a control assembly having a mode controller which sets the mode of operation of an antiskid brake calculator, configured to set a first mode, when an input of the indication of a brake energy supply configuration indicates a first brake energy supply being used, in which the antiskid brake calculator applies a first restriction level on a rise rate of the antiskid brake command, and a second mode, when the input 305 indicates a second brake energy supply being used, in which the antiskid brake calculator applies a second, lower, restriction level on a rise rate of the antiskid brake command.

An aircraft brake control system for controlling antiskid braking of an aircraft wheel is disclosed including a control assembly having a mode controller which sets the mode of operation of an antiskid brake calculator, configured to set a first mode, when an input of the indication of a brake energy supply configuration indicates a first brake energy supply being used, in which the antiskid brake calculator applies a first restriction level on a rise rate of the antiskid brake command, and a second mode, when the input 305 indicates a second brake energy supply being used, in which the antiskid brake calculator applies a second, lower, restriction level on a rise rate of the antiskid brake command.

Systems and methods for aircraft autobraking are disclosed. The systems and methods may allow for autobraking in both manned and autonomous aircrafts, and may assist in maintaining a desired course during autobraking. The systems and methods may include an aircraft control mode executive module configured to receive manual and/or autonomous brake signal inputs and deceleration signal inputs. The systems and methods may also include various modules configured to aid in calculating, transmitting, and executing pedal brake commands on a braking system, such as, an autobrake controller, a pedal balance controller, an autobrake pedal executive module, a pedal executive module, and/or a pedal braking controller.

Systems and methods for aircraft autobraking are disclosed. The systems and methods may allow for autobraking in both manned and autonomous aircrafts, and may assist in maintaining a desired course during autobraking. The systems and methods may include an aircraft control mode executive module configured to receive manual and/or autonomous brake signal inputs and deceleration signal inputs. The systems and methods may also include various modules configured to aid in calculating, transmitting, and executing pedal brake commands on a braking system, such as, an autobrake controller, a pedal balance controller, an autobrake pedal executive module, a pedal executive module, and/or a pedal braking controller.

Braking control systems and methods, such as for an aircraft, use a dump valve to rapidly decrease hydraulic pressure applied to a brake actuator during a wheel skid condition. In response to the wheel speed recovering, the dump valve is commanded closed and the brake control system returns to normal braking. The dump valve and a servo-valve may work harmoniously for locked wheel brake control.

Braking control systems and methods, such as for an aircraft, use a dump valve to rapidly decrease hydraulic pressure applied to a brake actuator during a wheel skid condition. In response to the wheel speed recovering, the dump valve is commanded closed and the brake control system returns to normal braking. The dump valve and a servo-valve may work harmoniously for locked wheel brake control.