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The scope of the test method is to provide stakeholders including fluid manufacturers, brake manufacturers, aircraft constructors, aircraft operators and airworthiness authorities with a relative assessment of the effect of deicing chemicals on carbon oxidation. This test is designed to assess the relative effects of runway deicing chemicals by measuring mass change of contaminated and bare carbon samples tested under the same conditions.

This document was requested by the FAA to provide a technical update of TSO-C26d to address Electric Brake Actuation, standardize with TSO-C135a and address any remaining concerns with the current technical requirements in AIR5381.

This SAE Aerospace Standard (AS) prescribes the Minimum Performance Standards (MPS) for environmental conditions that wheel, brake, and wheel and brake assemblies to be used on aircraft certificated under 14 CFR Parts 23, 25, 27, and 29. The environmental requirements in this document shall be used in conjunction with other MPS defined in Technical Standard Orders for the applicable equipment.

This AS applies to the cavity design and the selection of O-rings for tubeless tire wheels.

This AS applies to the cavity design and the selection of O-rings for tubeless tire wheels.

This standard applies to the cavity design and the selection of O-rings for tubeless tire wheels.

This standard applies to the cavity design and the selection of O-rings for tubeless tire wheels.

This SAE Aerospace Recommended Practice (ARP) provides recommendations for the function, design, construction, and testing of an on-aircraft Brake Temperature Monitoring System (BTMS), sometimes referred to as a Brake Temperature Indication System (BTIS). NOTE: This ARP does not address: Cockpit ergonomics and Aircraft operating procedures. Various handheld methods of temperature sensing or readouts, as these are not associated with transport aircraft during normal operation. Temperature sensitive paints as a means to indicate exceedance of a landing gear axle temperature threshold due to brake temperature.

The aircraft landing gear is a complex multi-degree of freedom dynamic system, and may encounter vibration or dynamic response problems induced by braking action. The vibratory modes can be induced by brake and tire-ground frictional characteristics, antiskid operation, brake design features, landing gear design features, and tire characteristics. The impact of this vibration can range from catastrophic failure of critical system components or entire landing gears, to fatigue of small components, to passenger annoyance. It is therefore important that the vibration is assessed during the design concept phase, and verified during the development and testing phases of the system hardware. This SAE Aerospace Information Report (AIR) has been prepared by a panel of the A-5A Subcommittee to present an overview of the landing gear problems associated with aircraft braking system dynamics, and the approaches to the identification, diagnosis, and solution of these problems.

To recommend supplementary design criteria to enhance the endurance, reliability, and dependability of transport aircraft wheels and brakes.

The focus of this SAE Aerospace Standard (AS) is the integration of thermally actuated pressure release devices, hereafter referred to as fuse plugs, with the wheel and brake assembly. It does not address the manufacturing, quality or acceptance test requirements pertaining to the production of these fuse plugs. It establishes minimum design, installation, qualification, and operational requirements for fuse plugs which are used only in tubeless tire type aircraft braked wheels. Fuse plugs are designed to completely release the contained inflation pressure from a tubeless tire and wheel assembly when brake generated heat causes the tire or wheel to exceed a safe temperature level. The objective is to prevent tire or wheel rupture due to brake generated heat that could cause an unsafe condition for personnel or the aircraft. (Reference: U.S. Department of Transportation FAA Advisory Circular No. 23-17C; Title 14, Code of Federal Regulations (14 CFR) Part 25.735 (j); U.S.

The focus of this SAE Aerospace Standard (AS) is the integration of thermally actuated pressure release devices, hereafter referred to as fuse plugs, with the wheel and brake assembly. It does not address the manufacturing, quality or acceptance test requirements pertaining to the production of these fuse plugs. It establishes minimum design, installation, qualification, and operational requirements for fuse plugs which are used only in tubeless tire type aircraft braked wheels. Fuse plugs are designed to completely release the contained inflation pressure from a tubeless tire and wheel assembly when brake generated heat causes the tire or wheel to exceed a safe temperature level. The objective is to prevent tire or wheel rupture due to brake generated heat that could cause an unsafe condition for personnel or the aircraft. (Reference: U.S. Department of Transportation FAA Advisory Circular No. 23-17C; Title 14, Code of Federal Regulations (14 CFR) Part 25.735 (j); U.S.

The scope of the test method is to provide stakeholders including fluid manufacturers, brake manufacturers, aircraft constructors, aircraft operators and airworthiness authorities with a relative assessment of the effect of deicing chemicals on carbon oxidation. This simple test is only designed to assess the relative effects of runway deicing chemicals by measuring mass change of contaminated and bare carbon samples tested under the same conditions. It is not possible to set a general acceptance threshold oxidation limit based on this test method because carbon brake stack oxidation is a function of heat sink design and the operating envirnoment.

This SAE Aerospace Recommended Practice (ARP) specifies the minimum design and qualification test recommendations for aircraft wheel overpressurization release devices used with tubeless aircraft tires to protect from possible explosive failure of the contained inflation chamber due to overinflation. Devices of this type provide a means, but not the only means, for showing compliance to Subsection 25.731(d) of Part 25 of Title 14 of the Code of Federal Regulations. Devices of this type will not protect against flash fire explosive conditions within the inflation chamber which may occur due to extremely overheated brakes or spontaneous combustion caused by a foreign substance within the inflation chamber. To help protect against this condition, nitrogen (N2) or other inert gas should be used for inflation.

This document outlines the development process and makes recommendations for total antiskid/aircraft systems compatibility. These recommendations encompass all aircraft systems that may affect antiskid brake control and performance. It focuses on recommended practices specific to antiskid and its integration with the aircraft, as opposed to more generic practices recommended for all aircraft systems and components. It defers to the documents listed in Section 2 for generic aerospace best practices and requirements. The documents listed below are the major drivers in antiskid/aircraft integration: 1 ARP4754 2 ARP4761 3 RTCA DO-178 4 RTCA DO-254 5 RTCA DO-160 6 ARP490 7 ARP1383 8 ARP1598 In addition, it covers design and operational goals, general theory, and functions, which should be considered by the aircraft brake system engineer to attain the most effective skid control performance, as well as methods of determining and evaluating antiskid system performance.

This document recommends minimum requirements for antiskid brake control to provide total aircraft systems compatibility. Design and operational goals, general theory, and functions, which should be considered by the aircraft brake system engineer to attain the most effective skid control performance, are covered in detail. Methods of determining and evaluating antiskid system performance are discussed. While this document specifically addresses antiskid systems which are a part of a hydraulically actuated brake system, the recommended practices are equally applicable to brakes actuated by other means, such as electrically actuated brakes.

This document covers the general requirements for aircraft skid control systems and their components. Methods of defining skid control system performance criteria for design and evaluation purposes are outlined and recommended. Design and operational goals, general theory, and functions, which should be considered by the aircraft brake system engineer to attain the most effective skid control performance, are covered in detail. Recommended methods for measuring performance of a skid control system are included.

This document outlines the development process and makes recommendations for total antiskid/aircraft systems compatibility. These recommendations encompass all aircraft systems that may affect antiskid brake control. It focuses on recommended practices specific to antiskid and its integration with the aircraft as opposed to more generic practices recommended for all aircraft systems and components. It defers to the documents listed in Section 2, for generic aerospace best practices and requirements.

This SAE Aerospace Standard (AS) prescribes the Minimum Performance Standards (MPS) for wheel, brake, and wheel and brake assemblies to be used on aircraft certificated under 14 CFR Parts 23, 27, and 29. Compliance with this specification is not considered approval for installation on any aircraft.

This SAE Aerospace Standard (AS) prescribes the Minimum Performance Standards (MPS) for wheel, brake, and wheel and brake assemblies to be used on aircraft certificated under 14 CFR Parts 23, 27, and 29. Compliance with this specification is not considered approval for installation on any aircraft.