Interference No. 102,755
12. We determined that we could
introduce the concept on a new program for
commercial aircraft in which the airframe
manufacturer accepted carbon brakes for the
wheel and brake system. We also knew that
the aircraft would require at least four
brake wheels so that a pair of wheels (one
on each side of the aircraft) could be
actuated during the selective braking
process. Alternatively, we considered
implementing the concept on an existing
aircraft that had four braked wheels
employing carbon brakes. However, the
retrofitting of one brake assembly for
another on an aircraft is something not
easily done in the aircraft industry and
this situation would have been further
complicated by the fact that, since carbon
brakes for aircraft were relatively new at
this time, we would necessarily be
retrofitting carbon brakes onto an aircraft
which had previously employed steel brakes.
The likelihood of convincing any aircraft
owner to allow such a retrofit was
extremely minimal.
13. In further considering how to
verify Nedelk's concept, we determined that
the best type of aircraft for testing the
concept would be one having eight braked
wheels, comprising two 4-wheel trucks. We
were concerned that aircraft employing 2-
wheel trucks (a four braked wheel aircraft)
would give rise to torsion on the landing
gear strut, since the selective braking
approach would necessarily activate the
brakes on a wheel on one side of the strut,
while leaving the wheel on the other side
of the strut free-wheeling. We were most
interested in proving that the selective
braking concept would result in improved
carbon utilization, and did not want our
test to be aggravated by any ancillary
problem such as strut torsion.
- 21 -
Page: Previous 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 Next
Last modified: November 3, 2007