WHEELS, BRAKES AND BRAKE CONTROL MAKING IT ALL WORK TOGETHER

For all the millions of foot pounds of kinetic energy our brakes absorb and all the dynamics we control in an emergency, here’s what gets the most applause: a control system that performs in normal circumstances, braking so smoothly passengers hardly know they’ve landed. A smooth ride for passengers can be just one of our customers’ priorities.

AEROSPACE CAPABILITIES CAPABILITIES

• Wheels, brakes and brake control • Thermal management and fluid control • Fire protection and control • Ice protection • Polymer solutions • Fuel containment

Through the interplay of structural design, thermal management and materials technology, we balance weight, life span, life-cycle cost, dispatchability, ease of maintenance, short field performance and turnaround times, delivering the best solution to the technical performance and operating economics needed for a given aircraft.

• Secondary composite structures • Sensing systems - Engine health monitoring - Sensing and data acquisition - Fluid gauging - Flight test - Tyre pressure monitoring - Air data measurement • Power management • Smart electronic control • Aircraft security and safety • Ignition • Flight displays • Linear motion management • Countermeasure deployment • Automatic ammunition handling

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WHAT IT TAKES TO MAKE A BRAKE Our technologies • All of them: hydraulic or electric actuation, steel or carbon friction materials. All the parts • Wheels, brakes, heatsink, control systems with multiple options and monitoring capabilities Making them work together • Our mature system integration capability is based on a simulation and modelling capability using the most advanced techniques available in the industry.

BRAKE CONTROL AND SIMULATION Landing in the lab before the aircraft gets built When an electrical signal leaves the pedal sensor and enters the controller, hydraulic pressure is unleashed throughout the system starting with valves, progressing to the brakes and setting up torque in the wheels, tyres and the landing gear. When the tyre touches the runway, those springs could be on the move at over 100 metres per second, generating brake temperatures up to 1700ºC, with loads over, say, 200,000 Newtons and perhaps only 1000 metres in which to stop safely. If a system doesn’t work, it’s not hard to imagine the landing gear being damaged—worse, breaking off. And given the speeds and loads involved, if a wheel locks up for less than a second, its tyre will blow. We been in the business long enough to know that effective brake control is down to more than each braking system component meeting its spec. To achieve optimum stopping performance without dynamic instability, they must work in perfect harmony. We know what to do A critical part of what makes Meggitt a standout in the field of braking system integration is the simulation capability we’ve pioneered and refined for 40 years over many diverse programmes. We’ve covered the gamut of commercial transports, business aircraft and military jets—even UAVs—and made it our business to understand anything that could adversely affect braking system performance across all its elements. Predicting performance To predict how a braking system will perform on the runway, we use key data covering everything from tyre dynamics,

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fore and aft spring rates and the twist of the landing gear under load and how the aircraft as a whole is loaded. We match this complex array of data to the transfer functions of our parts and simulate takeoffs and landings in our laboratories long before an aircraft gets built. Reducing risk Our simulation and modelling activity forms the basis of our high quality, highly capable software found in our brake control units. It is also powerful tool that significantly reduces technical risk across all elements. This means more programme certainty and less commercial exposure— advantages that never go out of fashion. Core system integration services • Aircraft simulation • Multi-wheel simulation – Pitch rotation – Longitudinal and vertical motion – Aerodynamic properties • Landing gear modelling – Longitudinal and rotational effects of drag force and brake torque – Twist, bogie pitch and shimmy mode options • Brake torque modelling – Torque/pressure gain • Tyre modelling – Dynamic spring and damping rates • Hydraulics and brake modelling • System modelling

EXPANDING CONTROL RESPONSIBILITY EXPANDING RESPONSIBILITY FOR AIRCRAFT SAFETY AND MONITORING Cutting our teeth on anti-skid In terms of difficulty, designing a successful anti-skid system takes some beating. Maximising performance means achieving the minimum stopping distance based on a seemingly irreconcilable set of variables. These include a range of runway conditions and the unique characteristics of the aircraft, its landing gear, wheels and tyres and associated components. Optimising the algorithm for one condition can compromise performance in another. Why we are successful We have been marshalling highly divergent forces to work in harmony within our anti-skid systems since 1948, applying them successfully to over 90 different aircraft. We test our solutions extensively in advanced simulation facilities, minimising on-aircraft iteration to reduce technical and commercial risk.

Systems integration We were the first to create a landing gear sequencing and control unit for a military jet—the Eurofighter Typhoon. That design continues to operate successfully in one of the most testing environments in aerospace, including exposure to the entire spectrum of gunfire vibration. However, it is the maximisation of limited space and minimisation of weight that’s the envy of the commercial aircraft industry today—nine sub-systems in one compact unit. Now we are sharing this experience with commercial aircraft manufacturers seeking more efficient ways of integrating essential control and monitoring functions than has been carried out to date. As our brake control unit can be regarded as the crucible for extreme control, most other control functions are easy in comparison. Instead, we are focusing on systems integration within smart packaging. Smart packaging We can use a variety of options to deliver our technology easily and effectively to a given aircraft. However, we are deploying our expanded control and monitoring responsibility through innovative line replaceable modules in on multi-functional control unit that is scaleable and easy to maintain. What we control We can now integrate ten electronic control, monitoring and indication functions. 1. Digital brake control 2. Analogue brake control 3. Autobraking 4. Nose wheel steering 5. Brake temperature monitoring 6. Landing gear and door indication 7. Landing gear and door extension and retraction 8. Hydraulic system monitoring 9. Hydraulic system control 10. Tyre pressure monitoring

Nine sub-systems 1 Emergency extension monitoring 2 Anti-skid control 3 Pre-retraction braking 4 Park brake monitor 5 Gear status indication 6 Gear sequencing 7 Brake parachute and arrestor hook monitoring 8 Weight-on wheels 9 Brake pressure metering Sequencing critical functions Our unit is as robust as it is safe. Critical functions and the way they are sequenced are split between processes in a push-pull system where events are confirmed by inputs from several sensors. There’s no danger of activating a main gear extension, for example, if the main doors haven’t opened properly. Controlling cost When you combine nine sub-systems with nose wheels, main wheels and carbon brakes—all controlled by one compact unit—you use less space and less weight and one easy-to-manage system integrator contract. Locating faults Dedicated monitoring circuitry and software algorithms don’t just detect faults but tell the pilot and maintenance teams exactly where they are. This advanced system bids farewell to complex maintenance and testing procedures and replacing key components whether they’ve failed or not. Whatever our customer’s vision of landing gear systems architecture, our demonstrable integration capability is ready to support it.

INNOVATING IN CARBON 1,000 MORE CYCLES.

INTEGRATING MILITARY LANDING GEAR SUB-SYSTEMS Complete control Meggitt Aircraft Braking Systems was the first to create a landing gear sequencing and brake and skid control unit for a military aircraft. That’s nine sub-systems with nose wheels, main wheels and carbon brakes—all controlled by one compact unit. It is operating effectively in one of the most testing environments in aerospace there is—next to the Eurofighter Typhoon’s 27 mm Mauser where the system functions after being subjected to the entire spectrum of gunfire vibration.

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Depending on the operation, that’s 3,000 landing cycles before overhaul on a carbon brake such as the one installed on aircraft like the Embraer 190. The industry standard is 2000—and you can still refurbish ours. Our high-performance NUCARB® is critical to these landing per overhaul values but it’s what we do with the overall brake design that allows us to realise the potential of this really exceptional carbon.

Any design defect will show up long before Meggitt carbon wears out so we make sure that we take a holistic view of all elements in any brake assembly, ensuring our system stays on-aircraft for as long as possible. Five superior brake frame features supporting the Embraer 190 business jet’s carbon disks • well-designed hydraulic seals • a self-adjusting back plate to help maintain the optimum disk pressure distribution • anti-nesting grooves to prevent vibration • clever carbon reinforcement clips to ensure the disks run correctly • a design that creates the greatest net space possible for the carbon heatsink within the customer’s space envelope

STILL INVESTING IN STEEL UP TO 8,000 LANDINGS. As carbon is lighter, steel heatsink might be seen to fly in the face of effective aircraft economics. But regional jet owners will be flying shorter stage-lengths, landing three times more often than your average wide-body, commercial transport. That’s when the economics of brake life really come into their own. Operators of the CRJ 700 own, straight off, 8,000 landings – 2000 for each of the four positions a steel heatsink rotor occupies throughout its life on this aircraft. The rotor can be refurbished after performing duty at outside position one, moving through the stack until it completes its fourth and most demanding tour.

NO 1 IN HELICOPTER WHEELS AND BRAKES It takes a Meggitt wheel and brake to safely land—and park— the heaviest lifting Western helicopter on challenging terrain: load and force on raw dirt and sand surfaces. We designed the tandem rotor Boeing CH47 Chinook’s first wheel and brake in the 1960s, winning every new production contract since with equipment that deftly integrates the design parameters of static torque, parking performance and longevity with low operating cost. True grit With the strength to absorb unevenly distributed loads, Meggitt wheels help stabilise rotorcraft on descent, backed by brakes robust enough to absorb the impact of rapid vertical landings, with the static torque needed to park these versatile, life-saving machines for long periods on extreme gradients or pitching and rolling aircraft carrier decks. More pressure Meggitt pioneered lightweight helicopter wheels, wheel brakes and rotor brakes in the 1950s. Since then, we have evolved our designs for a variety of platforms from single to multi-disk, pushing braking pressures higher to accommodate greater payloads and utility. Longer life Today, we are known for designing low-cost helicopter wheels and steel brakes that approach the life requirements of our commercial fixed wing aircraft systems. This reflects the high operating tempo of all rotorcraft in theatre, demanding equipment with even greater reliability and safety, higher load capacity and faster, longer taxi capability.

How we do it As with everything we do, structural design integrated with materials technology comes into play.

Who we work with We are the No 1 supplier of wheels, brakes and rotor brakes for world-leading helicopter producers Bell, Boeing, Sikorsky and AgustaWestland.

• Using advanced segment forging, we made rotating steel disks thick enough to withstand four runs in the brake without having to be scrapped at the industry norm – a second or third refurbishment stage.

AgustaWestland Attack, transport Bell Helicopters Attack, transport Boeing Transport Sikorsky Transport, anti-submarine

• We optimised the brake frame and heatsink structurally, incorporating brake features you could find on the most modern carbon equivalent—such as the floating end-plate design. This has enabled maintainers to breathe new life into a disk that would otherwise bite the dust long before it should.

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TYRE PRESSURE MONITORING

ELECTRIC BRAKING

All pumped up A burst tyre has been described as a rubber bomb releasing the energy of four to five sticks of dynamite. At worst, this can result in loss of control, catastrophic fire and engine damage. At best, tyres operating at incorrect pressures become degraded before their time. Maintaining correct tyre pressure, which deflates through temperature variations and the impact of landing and braking, is a matter of safety and effective aircraft economics.

ALL ELECTRIC – BUT NOT LARGER

Meggitt’s tyre pressure monitoring system can be used to ensure that line maintenance procedures are fully and accurately carried out to avoid the very serious dangers associated with under-inflated tyres. At the same time, it will reduce the cost of maintenance associated with tyres exhibiting poor wear and tear after use at sub-optimal pressures. Bombardier was the first to select Meggitt’s next generation tyre pressure indicating system (TPIS) for its C-Series 110 to 130-seat narrow-body airliner and Global 7000 and 8000 business jets. Extreme ignition After calculating temperature-compensated tyre pressure, anomalies will be indicated via the aircraft’s engine indication and crew alerting system (EICAS) system before take-off and landing, enabling flight crews to make informed safety-critical decisions. Ground crews will be alerted to the requirement to inflate a given tyre correctly via the aircraft’s health and monitoring system, reducing the frequency of manual pressure checks and extending tyre life as operators maintain correct pressure levels more easily. Tyre pressure data is transmitted across the stationary axleto-rotational wheel interface using Meggitt’s short-distance wireless technology, making the product lighter and more reliable than previous generation TPIS system.

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That’s important when you consider that electric brake actuators are bigger than hydraulic piston assemblies. How they work Electric brakes don’t suffer from the potentially long system delays like hydraulic ones, which improves anti-skid efficiency. Environmentally-unfriendly hydraulic fluid is a thing of the past, along with brake hydraulic leaks disrupting scheduled flights. Installation and removal is easy. Superior prognostic systems mean that maintenance and brake wear can be managed conveniently and economically. Making them work We pioneered this technology, overcoming EMI compliance, system survival during high vibration, fluid and debris contamination, rough handling during ground manoeuvres and maintenance and the thermal cycling experienced during high energy stops combined with the actuator’s own internal heat. Making them small And then there was the packaging. In a little over two years, we achieved a degree of compactness and efficiency in our electro-mechanical actuator that the industry took around 70 years to deliver in hydraulics. Our electric brake’s actuator remains one of the most compact, yet efficient of its kind. Making history Meggitt’s Ebrake® was the first electric braking system to have flown successfully on a commercial aircraft with no hydraulic fall-backs and is the basis for the even more advanced system on the Bombardier C-series.

SYSTEMS FOR UNMANNED AIRCRAFT

WHO WE WORK WITH

No man’s land Meggitt is at the forefront of the European UAV developments as unmanned air vehicles progress towards operational capability in reconnaissance and combat operations alongside traditional military aircraft.

Who don’t we work for? Meggitt Aircraft Braking Systems is the No 1 supplier of wheels, brakes and brake control systems to the world’s business, regional and military aircraft. We also have a substantial presence across large jets and in general aviation. We are at the forefront of brake control systems for unmanned air vehicles in Europe.

For BAE Systems Meggitt’s wheels, brakes and brake control systems are on Taranis, the BAE Systems’ led unmanned air vehicle (UAV) technology programme demonstrating how emerging technologies and systems can deliver battle-winning capabilities for the UK’s armed forces. For EADS In 2006, our electrically-actuated Ebrake® and anti-skid control system became the first to fly successfully on an autonomous UAV. With no pilot to react to landing conditions and control braking, Meggitt delivered a system for EADS that was reliable and responsive enough for safe, remote operation, integrating it with flight controls managed by pre-programmed computers.

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CONTACT [email protected] www.meggitt.com WHEELS, BRAKES AND BRAKE CONTROL Just one of the Meggitt capabilities covered in Meggitt in a Minute, the group’s e-tour.