DC systems do not require an input converter since DC is received from the wheel sensors, and the control unit circuitry operates primarily with DC. As hydraulic pressure is increased, greater friction develops. Multiple-disc brakes are heavy duty brakes designed for use with power brake control valves or power boost master cylinders, which is discussed later in this chapter. In the cutaway view, the number and locations of the auto adjustment retraction mechanisms can been seen. A brake caliper is positioned to sandwich the rotor with an inner lining of brake pads that have contact with the rotor itself. As a result, the pressure and return ports are closed and pressure proportional to the foot pressure on the pedal is held on the brakes. single-disk brake translation in English-German dictionary. The latest iteration of the multiple-disc brake is the carbon-disc brake. Large aircraft with power brakes require anti-skid systems. The grip must move with the force specified and must move through its full range of travel. New seals should be used to replace all seals in the brake assembly. Glazing can occur when a disc or part of a disc is overheated. Yamaha FZS FI double disc is lunched by ACI Motors which is the sub-brand of Yamaha. These units work together without human interference. Ground tests and in-flight tests are used. The typical post-overheat brake inspection involves removal of the brake from the aircraft and disassembly of the brakes. They have wearable brake lining material riveted or adhered to each side to make contact with adjacent rotors. Brakes are bled when the pedals feel spongy or whenever the brake system has been opened. The stem of the pin protruding through the cylinder head serves as a wear indicator. As pressure is adjusted to the brakes, deceleration slows to within the range that provides the most effective braking without skidding. Brake system maintenance is performed both while the brakes are installed on the aircraft and when the brakes are removed. Rotors are slit or segmented discs that have notches or tangs in the external circumference that key to the rotating wheel. Since the brake shoes are completely covered by the brake drums, the extreme heat caused by the friction between the shoes and the drums has nowhere to escape. The seal is only effective in the forward direction. Other aircraft may have different logic to achieve similar end results. It sends this voltage to the summing amplifier as well. The backing plate is a heavy steel plate bolted to the housing or torque tube at a fixed dimension from the carrier housing. A great amount of heat is developed and forces on the brake system components are demanding. When the rudder/brake pedal is depressed, the slide in the metering valve moves to the left. As the electromagnetic field changes, a variable frequency AC is induced in the stator coil. Three more linings are located opposite of these pucks on the inboard side of the caliper. It pushes the fluid through the brake system to displace any air that may be present. Two independent wear indicators are used on the brake illustrated. [Figure 23]. Single diaphragm brake boosters are generally less expensive than the dual diaphragm models. The pressure plate slides off the anchor bolts and linings can be replaced by riveting on the pressure plate and back plate. Depressing the top of a pedal causes the piston rod to push the piston into the cylinder forcing the fluid out to the brake assembly. As a back-up and when the aircraft is on the ground with the strut not compressed enough to open the squat switch, a minimum wheel speed sensor signal can override and allow braking. As pressure is increased on the brake pedal, more fluid is directed to the brake causing a higher pressure and greater braking action. Moreover, carbon brakes last twenty to fifty percent longer than steel brakes, which results in reduced maintenance. Little damage is allowed before replacement is required. They also have a tendency to swell with temperature and leak. Accessing the wheel speed sensor and spinning it by hand or other recommended device to ensure brakes apply and release via the anti-skid system is common practice. This enables more fluid to flow to the brakes due to the narrowing shape of the slide. The exposed flat surface of the expander tube is lined with brake blocks similar to brake lining material. They are positioned on the side of the O-ring away from the fluid pressure. A brake input shaft, connected to the rudder/brake pedal through mechanical linkages, provides the position input to the metering valve. At the same time, the 11” might fit somewhere that the 9” dual won’t and vice versa. When the brakes are not applied, fluid must be allowed to expand safely without causing these issues. Inspection and servicing of aircraft brakes while installed on the aircraft is required. Brake drag is a condition caused by the linings not retracting from the brake disc when the brakes are no longer being applied. All of the seals must be replaced. Yes, generally dual disc will be superior. Figure 35. [Figure 18]. 9/16 Master Cylinder. The hardware should be what is specified in the brake manufacturer’s parts manual. Minimal material should be removed when doing so. The pedals do not feel firm when pushed down due to the air compressing. The presence of air in the brake system fluid causes the brake pedal to feel spongy. The floating caliper brake is a frequently used type of brake for many vehicles. Brakes are bled by one of two methods: top down, gravity bleeding or bottom up pressure bleeding. The bolts holding the backplate to the cylinder assembly must be torqued according to manufacturer specifications and safetied. There is one control valve for each brake assembly. An exploded detail view of the same type of brake is shown in Figure 5. The only impediment to carbon brakes being used on all aircraft is the high cost of manufacturing. An alternative common arrangement of independent braking systems incorporates two master cylinders, each with its own integral fluid reservoir. The means of keeping contamination out of the sensor, such as sealant or a hub cap, should be in place and in good condition. MS flareless fitting are particularly sensitive to over-tightening. This provides clearance so the wheel can turn unimpeded by contact friction between the brake parts, but keeps the units in close proximity for rapid contact and braking when the brakes are applied. As it does, a return spring in the master cylinder move the piston, piston rod and rudder pedal back to the original position (brake off, pedal not depressed). In most brake actuating systems, the pilot pushes on the tops of the rudder pedals to apply the brakes. A brake metering valve from a Boeing 737. A dual-disc brake is similar to a single-disc brake. It uses a center carrier to hold brake linings against each of the discs, Large, heavy aircraft require the use of multiple-disc brakes. System hydraulic fluid used to boost brake pressure returns through the port. Heat causes the air to expand, which pushes the brake linings against the disc prematurely. This provides feel back through the mechanical linkages consistent with the amount of rudder/ brake pedal applied. The majority of the rudder/brake pedal feel is supplied by the brake control or brake metering valve in a power brake system. When pedal pressure is released, the return springs in the brake assembly retract the brake pistons back into the brake housing. The master cylinders are mechanically linked to the rudder pedals as before. In case of hydraulic system failure or brake failure, each is independently supplied to adequately slow and stop the aircraft without the other. The pads may be replaced if worn beyond limits as long as the stationary disc upon which they mount passes inspection. A flat, fabric-reinforced neoprene tube is fitted around the circumference of a wheel-like torque flange. The caliper housing also contains a bleed port used by the technician to remove unwanted air from the system. After a thorough inspection, new linings are riveted to the pressure plate and backplate using a rivet clinching tool [Figure 46] Kits are sold that supply everything needed to perform the operation. The accumulator is pre-charged with air or nitrogen on one side of its internal diaphragm. Consult the manufacturer’s maintenance manual for the correct clearance setting. The stress experience by the landing gear and brake system requires that all bolts are properly torqued. Many brakes use back-up rings in the seal groove to support the O-ring seals and reduce the tendency of the seal to extrude into the space which it is meant to seal. 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