Harrier Brake Exercise (AV8B)

Determine
Brake Torque Aircraft Brake Drag Number of aircraft landings if the new brake had a carbon mass of 6kg
Additional Information Harrier Mass = 11tonnes Density of Carbon = 1882kg/m3 Specific heat of Carbon = 1180 J/Kg.K System hydraulic pressure = 2100psi Ineffective pressure = 280psi Rolling radius = 95% undeflected tyre radius Tyre = 26.5x8-13 Brake wear rate = 0.0015mm/face/stop Conversion : 1psi = 6895Pa Dynamic friction coefficient of Carbon = 0.3
316SE Aerospace Systems Design

Heat Sink Temperature Variation

Heat Sink Temperature
Impact of repeated brake applications Qualification testing Limited cooling periods between stops Temperature rise more significant than the single worse case scenario Temperature rise greater with a smaller heat sink mass
Worn brake

316SE Aerospace Systems Design

Heat Sink Temperature Variation

Typical heat sink temperature variation

316SE Aerospace Systems Design

Mass, Rate & Area Loading

Comparison metrics against which to assess your brake design
Heat Sink Mass Loading Heat Sink Area Loading Heat Sink Rate Loading Metrics provide increased confidence in your design

316SE Aerospace Systems Design

Heat Sink Mass Loading

Mass Loading
Energy / Heat Sink Mass
Indicator of mean temperature achieved by the heat sink as a whole
Simple metric

Brake surface temperature will be significantly higher

Calculation of brake surface temperature much more involved

Metric works on basis that similar existing in-service brakes achieve acceptable performance, then new design should not suffer problems with too high surface temperatures Guide (for normal energy stops)
Steel brakes 350-400 kJ/kg Carbon brakes 850-950 kJ/kg
316SE Aerospace Systems Design

Heat Sink Area Loading

Area Loading
Energy / (Contact Area * Working Faces)
Indicator of the amount of heat sink area available to absorb the kinetic energy Distinguishes between brakes of identical heat sink mass but different numbers of discs
Design aim to minimise cost results in minimum number of rotors & stators

Guide (for normal energy stops)

Steel brakes 8000-10,000 J/cm2 Carbon brakes 3000-5000 J/cm2

316SE Aerospace Systems Design

Heat Sink Rate Loading

Rate Loading
Area Loading / Stopping Time
Indicator of how rapidly the heat sink must be capable of absorbing the kinetic energy Measure of the capability of the heat sink to dissipate heat from the brake interface surface Guide (for normal energy stops)
Carbon brakes 100 W/cm2

316SE Aerospace Systems Design

Brake Wear
Mass, Area & Rate Loadings provide a rapid method to compare brake designs. Measures of good brake design
Low life cycle cost Impact on brake design
Low capital cost Low running cost
Maintenance interval (replacement)

Brake wear
Strongly influenced by amount of energy Also influenced by pilot technique during landing Brakes incorporate wear indicators
(Spring loaded pins pressing on pressure plate)

Typical wear figure

Steel brakes 0.005 mm/face/landing Carbon brakes 0.002 mm/face/landing
316SE Aerospace Systems Design

Harrier Brake Exercise (AV8B)

Determine
Mass, Area and Rate Loadings
Additional Information Harrier Mass = 11tonnes RTO Velocity = 50m/s Density of Carbon = 1882kg/m3 Specific heat of Carbon = 1180 J/Kg.K System hydraulic pressure = 2100psi Ineffective pressure = 280psi Rolling radius = 95% undeflected tyre radius Tyre = 26.5x8-13 Conversion : 1psi = 6895Pa Dynamic friction coefficient of Carbon = 0.3
316SE Aerospace Systems Design

Question
BAe 146 Aircraft information
Main Wheel Designation Rolling Radius Brake Unit Rotor & Stator Outer Diameter Rotor & Stator Inner Diameter Dynamic Coefficient of Friction for Carbon Density of Carbon Specific Heat Capacity of Carbon Wear Rate of Carbon for normal energy stops Hydraulic System Pressure Hydraulic Ineffective Pressure Number of Hydraulic Pistons per brake Aircraft Landing Speed RTO Speed MTOW Maximum Landing Mass Empty Mass Number of braked wheels 3913-17 95% of Undeflected Radius 375mm 147.75mm 0.25 1865kg/m3 1900 J/kg.K 0.002mm/face/stop 23.5bar 15bar 5 120knots 180knots 42184kg 37510kg 23897kg 4

a) Calculate the maximum energy that would need to be absorbed by the braking system of the BAe 146 aircraft.

316SE Aerospace Systems Design

Question
b) Determine the mass of the carbon heat sink of a brake unit, if it is designed with a mass loading of 746.43kJ/kg. c) Determine the number of rotors and stators that each brake unit must comprise if the aircraft is slowed at a constant deceleration during the ground run of 927.2m and the brake unit is designed with a rate loading of 80W/cm2. d) Determine the life of a new brake if the brake has deemed to life expire when the temperature of the heat sink exceeds 1500K on an ISA+25 day. e) Calculate the diameter of the hydraulic pistons necessary to provide the clamping force to achieve the required brake drag of 19321N during a normal energy stop and comment upon the practicality of its value.

316SE Aerospace Systems Design

Brake Design Methodology Brake design should be tuned to achieve the following performance features
Sufficient brake heat sink mass to give acceptable temperature rise under repeated normal stops and any one off maximum energy condition Sufficient brake torque to give the aircraft the required deceleration rate and hold it with sufficient torque when parked Achieve acceptable levels of mass, area and rate loadings compatible with proven brake designs Demonstrate analytically that the levels of brake pad wear will be satisfactory for the required life.
316SE Aerospace Systems Design

Brake Design
Friction brake dynamic torque case
use braking force for whole aircraft tyre rolling radius gives torque required brake radius gives braking force required use brake friction co-efficient to give piston force use pressure to give brake piston area

316SE Aerospace Systems Design

Mechanical Design
Torque developed by brake must be transferred to axle. Three main methods of transferring brake torque to axle
Flange and ring of bolts Pin and bush Torque arm
High torque loads

316SE Aerospace Systems Design

Brake System Architecture

Independent Brake System
Low braking force requirement Pilot pedal power Hydrostatic pressure force amplification

Boosted (Power Assisted) Brake System

Hydraulic system power assisted pilot pedal

Fully Powered Brake System

Large braking force requirement Hydraulic system power brake force

316SE Aerospace Systems Design

Brake Hydraulic System Architecture

Left Brake On
Pilot Valve

Safety
Over-Pressurisation Accumulator

316SE Aerospace Systems Design

Brake Hydraulic System Architecture

Left Brake On
Copilot Valve Either Operate

316SE Aerospace Systems Design

Brake Hydraulic System Architecture

Left Brake Off
Pilot AND Copilot operate

316SE Aerospace Systems Design

Brake Hydraulic System Architecture

Redundancy
Emergency Supply

316SE Aerospace Systems Design

Brake Hydraulic System Architecture

Left & Right Brake

316SE Aerospace Systems Design

Skid Control Systems

Requirement
Prevent wheel skid Improve dynamic stability and braking performance More critical with high landing velocities

System
Wheel speed sensor to detect skid Electro-hydraulic servo-valve to vent brake pressure to free skidding wheel and reapply
High bandwidth requirement Typical control system performance
<15 phase lag @ 15Hz

316SE Aerospace Systems Design

Skid Control Valve

Skid Control Valve Deboosters Emergency Brake Supply

316SE Aerospace Systems Design

Debooster Valve

316SE Aerospace Systems Design

Brake Testing
Tests required
Static (structural torque) Dynamic torque
rejected take-off (RTO) in-service stops

Hydraulic endurance Overpressure Parking brake

316SE Aerospace Systems Design

316SE Aerospace Systems Design