Metal working – Method of mechanical manufacture – Converting
Reexamination Certificate
1999-05-28
2001-03-27
Hughes, S. Thomas (Department: 3726)
Metal working
Method of mechanical manufacture
Converting
C188S01800A, C188S01800A
Reexamination Certificate
active
06205633
ABSTRACT:
The present invention relates generally to aircraft brakes, and in particular to aircraft brake assemblies that are convertible from a first type of heat sink to a second type of heat sink.
Steel heat sink aircraft brake assemblies have proven to be economical, reliable, and desirable for aircraft that fly relatively short distances. Steel heat sink aircraft brake assemblies are still state of the art in the aerospace industry. Such brake assemblies typically include either steel rotor or stator disks and a corresponding plurality of friction material rotor or stator disks. Carbon—carbon composite heat sink aircraft brake assemblies are increasing in their usage as the size of commercial aircraft and their flying distance has increased. As disclosed in co-owned Massing et al. U.S. Pat. No. 5,321,876, commercial aircraft flying long distances or long hauls may increase revenue and/or reduce operating costs by utilizing the significant weight benefits offered by a carbon—carbon composite heat sink as compared to a generally heavier steel heat sink. However, if an aircraft with carbon—carbon composite heat sinks is scheduled to fly a short haul, the use of such heat sinks may not be cost effective. Massing et al. U.S. Pat. No. 5,321,876 discloses a method of converting aircraft brake assemblies from a first heat sink to a second heat sink, wherein different piston bushing assemblies, backing plate connectors and heat shields are utilized for the respective heat sinks. It is highly desirable that an aircraft brake assembly suitable for utilization of either a carbon—carbon composite heat sink or a steel heat sink can be easily converted from one heat sink to the other. It is an object of the present invention to simplify the method of converting aircraft brake assemblies, and thus avoid the distinct disadvantages of converting or retrofitting an existing brake assembly from a carbon—carbon composite heat sink to a steel heat sink which could result in a heavier steel aircraft brake assembly than a brake assembly designed originally to be only a steel aircraft brake assembly. With the present invention, an airline would be able to utilize any of several methods for converting the aircraft brake assemblies and thus can order a group or fleet of aircraft suitable for long and short hauls, with the long haul aircraft utilizing carbon—carbon composite heat sink brake assemblies while the short haul aircraft utilize steel heat sink aircraft brake assemblies. Other reasons for converting may include airline maintenance cost and capabilities, fluctuating fuel costs or flight weight limitations. Also, should changes in aircraft scheduling occur, the particular type of heat sink utilized in the brake assemblies can be converted easily to a different type of heat sink. The present invention provides solutions to the above problems by providing a method of converting an-aircraft brake assembly designed as original equipment to be convertible from a first heat sink of one of carbon and steel brake assemblies to a second heat sink of the other of carbon and steel brake assemblies, the aircraft brake assembly for connection with a surrounding wheel via rotor disks of the respective heat sink, each heat sink including a plurality of rotor disks and stator disks, the brake assembly comprising the first heat sink, a torque tube connected with the stator disks of the first heat sink and including a backing plate having pad means for engaging an adjacent disk, and a piston housing connected with the torque tube wherein pistons of the housing are located a distance from said backing plate, comprising the steps of: disassembling the piston housing, first heat sink, and torque tube, and assembling the second heat sink with the torque tube and connecting the piston housing with the torque tube via an intermediate member which extends the distance the pistons are located from the backing plate.
REFERENCES:
patent: 3887041 (1975-06-01), Malone
patent: 5107968 (1992-04-01), Delpassand
patent: 5205382 (1993-04-01), Edmisten
patent: 5255761 (1993-10-01), Zaremsky
patent: 5321876 (1994-06-01), Massing et al.
patent: 5485898 (1996-01-01), Patko
patent: 5540305 (1996-07-01), Hammond
patent: 0716244 (1996-06-01), None
patent: 0 840 029 A1 (1997-10-01), None
Harker Brian G.
Harris Esaw
Haynes Andrew S.
May Stanley W.
Niespodziany David A.
Allied-Signal Inc.
Hong John C.
Hughes S. Thomas
Palguta Larry J.
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