A deceleration feedback algorithm for an aircraft braking system is provided. The algorithm prevents the aircraft brakes for releasing to clearance during a braking operation, while maintaining differential pilot/co-pilot braking inputs. The method and system determine an actual rate of deceleration of the aircraft and calculate the required rate of deceleration of the aircraft, thereafter making a comparison of the actual and required rates of deceleration. It then controls the application and release of brake pressure to the right and left brakes of the aircraft as a function of that comparison, while precluding the discs of the heat stacks from going into separation as a consequence of non-braking activities. Additionally, a minimum brake pressure is provided, ensuring the capability of differential braking between the right and left brake pedals and associated right and left brakes.

A deceleration feedback algorithm for an aircraft braking system is provided. The algorithm prevents the aircraft brakes for releasing to clearance during a braking operation, while maintaining differential pilot/co-pilot braking inputs. The method and system determine an actual rate of deceleration of the aircraft and calculate the required rate of deceleration of the aircraft, thereafter making a comparison of the actual and required rates of deceleration. It then controls the application and release of brake pressure to the right and left brakes of the aircraft as a function of that comparison, while precluding the discs of the heat stacks from going into separation as a consequence of non-braking activities. Additionally, a minimum brake pressure is provided, ensuring the capability of differential braking between the right and left brake pedals and associated right and left brakes.

A nose landing gear system is disclosed. In various embodiments, the nose landing gear system includes an electro-hydraulic actuator configured to raise and lower a nose shock strut assembly; a first electro-mechanical actuator configured to steer the nose shock strut assembly; and a second electro-mechanical actuator configured to open and close a fairing door.

A landing gear system includes an axle having an internal cavity and a wheel rotatably coupled to the axle. A drive shaft is mounted within the cavity to be rotatable about an axis. The landing gear system further includes a rod slidably mounted within the drive shaft and a clutch. The clutch has a first portion that is coupled to the rod and rotates with the drive shaft. A second portion of the clutch is fixedly coupled to the wheel. The rod selectively reciprocates along the axis between a first position and a second position to engage and disengage the clutch.

There is provided a pivot turn load alleviation (PTLA) brake system for alleviating structural loads on a pivoting main landing gear of an aircraft in a pivot turn maneuver. The PTLA brake system includes a brake control system operatively coupled to at least two main landing gear, each having two or more wheels. The PTLA brake system further includes a PTLA brake inhibit subsystem coupled to the brake control system. The subsystem inhibits braking of one or more of the two or more wheels of the pivoting main landing gear, in the pivot turn maneuver, so that at least one wheel of the two or more wheels is in an unbraked state, and a remaining number of the two or more wheels are in a braked state. The PTLA brake system alleviates structural loads, and reduces wear on the at least one wheel that is in the unbraked state.

There is provided a pivot turn load alleviation (PTLA) brake system for alleviating structural loads on a pivoting main landing gear of an aircraft in a pivot turn maneuver. The PTLA brake system includes a brake control system operatively coupled to at least two main landing gear, each having two or more wheels. The PTLA brake system further includes a PTLA brake inhibit subsystem coupled to the brake control system. The subsystem inhibits braking of one or more of the two or more wheels of the pivoting main landing gear, in the pivot turn maneuver, so that at least one wheel of the two or more wheels is in an unbraked state, and a remaining number of the two or more wheels are in a braked state. The PTLA brake system alleviates structural loads, and reduces wear on the at least one wheel that is in the unbraked state.

A nose landing gear system is disclosed. In various embodiments, the nose landing gear system includes an electro-hydraulic actuator configured to raise and lower a nose shock strut assembly; a first electro-mechanical actuator configured to steer the nose shock strut assembly; and a second electro-mechanical actuator configured to open and close a fairing door.

A method for controlling brakes includes receiving, by a controller, a first wheel speed from a first wheel speed sensor of a first wheel arrangement, receiving, by the controller, a second wheel speed from a second wheel speed sensor of a second wheel arrangement, calculating, by the controller, a pressure correction, and adjusting, by the controller, a pressure command for at least one of the first wheel arrangement and the second wheel arrangement.

A method for controlling brakes includes receiving, by a controller, a first wheel speed from a first wheel speed sensor of a first wheel arrangement, receiving, by the controller, a second wheel speed from a second wheel speed sensor of a second wheel arrangement, calculating, by the controller, a pressure correction, and adjusting, by the controller, a pressure command for at least one of the first wheel arrangement and the second wheel arrangement.

A system for controlling a lateral trajectory of an aircraft includes a rudder bar. Each pedal of the rudder bar is movable between a neutral position (p.sub.n) and an end-of-travel position (p.sub.f) along a unique travel. A movement of the pedal between the neutral position (p.sub.n) and an activation position (p.sub.act) commands a lateral movement by actuating a lateral movement device of a first set including a nose gear wheel, the different braking of the aircraft being nonactive. A movement of the pedal from the activation position (p.sub.act) to the end-of-travel position (p.sub.f) commands a lateral movement by actuating a device of the first set and the differential braking. A haptic feedback generator applies a first haptic profile to each pedal between the neutral position (p.sub.n) and the activation position (p.sub.act) and a second haptic profile from the activation position (p.sub.act) toward the end-of-travel position (p.sub.f).