Aircraft Parking Brake Implementations

CRANE HYDRO-AIRE

Parking Brake Implementation Options

Hydro-Aire Antiskid Systems are installed on the following Commercial and Military aircraft: Boeing B717 B727 B737 B747 B757 B767 B777 Douglas DC-8 DC-9 Military C-17 C-130 KC-135 B-47 B-52 F-4 F-15 F/A-18 Shuttle X-33 Other aircraft equipped with Hydro-Aire systems not shown include: MD-80 A-6F A-7 AV-8 B-1A/B C-5A/B C-9B C-27 MB-339 PQM-102 Tier II X-34

FOREWORD
Hydro-Aire was established in 1943 and started the antiskid industry in 1947 with development of the Hytrol Mark I antiskid system for the Boeing/USAF B-47. From that initial installation, Hydro-Aire has continuously developed more refined and sophisticated, analog, digital and brake-by-wire systems for the majority of the worlds aircraft fleets. With the single exception of Airbus Industries, Hydro-Aire brake control systems are provided for all major airframe manufacturers.

COMMERCIAL & MILITARY AIRCRAFT APPLICATIONS

F-5TechnicalProposal.P65 January, 1999

Since this proposal is submitted in a competitive environment, the contents shall be maintained CONFIDENTIAL

CRANE HYDRO-AIRE

Parking Brake Implementation Options

Hydro-Aire Antiskid Systems are installed on the following Regional & Commuter and Business aircraft: Bombardier RJ-100/ 200 DHC-8 Raytheon/ Beech 1900 ATR ATR-72 Saab S-2000 Embraer ERJ-135 ERJ-145 Bombardier Global Express Beech Starship Cessna Citation II Citation III Bravo Citation X Lear Jet Lear 35 Lear-45 Gulfstream G-V Other aircraft equipped with Hydro-Aire systems not shown include: Excel CitationJet EMB-120 ATR-42 SF-340 CL-602

The surrounding aircraft illustrate a sample of the depth of Hydro-Aires product coverage in all Aerospace market segments including the evolving Unmanned sector. The experience gained, with more commercial, regional, business, and military airframes, and brakes, materials and landing gear than any other supplier, provides the expertise to solve problems, and provide the best, most adaptive, safe and reliable antiskid, autobrake, and brake control systems. Hydro-Aire provides on-time delivery of the highest value system that gives the customer the right performance for the application. Hydro-Aire brings more experience, expertise, and excellence to the aircraft or landing gear team than any other brake control supplier. The result is on-time delivery of quality product that ensures improved stopping performance; higher landing weights with shorter certified stopping distances. Hydro-Aire is a Crane Co. company. Crane Co. is a diversified manufacturer supporting the Aerospace, Fluid Handling, Merchandising, Engineered Materials, and Wholesale Distribution segments.

REGIONAL & COMMUTER AND BUSINESS AIRCRAFT APPLICATIONS

F-5TechnicalProposal.P65 January, 1999

Since this proposal is submitted in a competitive environment, the contents shall be maintained CONFIDENTIAL

CRANE HYDRO-AIRE Table of Contents

Parking Brake Implementation Options

FOREWORD .......................................................................................................................................... 1
COMMERCIAL & MILITARY AIRCRAFT APPLICATIONS...................................................... 1 REGIONAL & COMMUTER AND BUSINESS AIRCRAFT APPLICATIONS ......................... 2

AIRCRAFT PARKING BRAKE IMPLEMENTATIONS ........................................................................... 4 1. INTRODUCTION ......................................................................................................................... 4 Long Term Parking ........................................................................................................................ 4 The Pedal Latching Approach ........................................................................................................ 4 Figure 1 - Typical Pedal Latching Implementation ............................................................... 4 Figure 2 - Typical Brake System with Pedal Latching Park Brake ...................................... 5 Figure 3 Typical Independent Parking Brake System for Long Duration Holding (with Emergency Brake Option) ...................................................................................................... 6 The Independent Approach ............................................................................................................ 6 Short Term Parking .......................................................................................................................... 6 Figure 4 - Typical Park Brake System for Short Duration Holding ..................................... 7 Figure 5 - Simplified Parking Brake Valve Functional Detail ............................................... 8

F-5 Proposal.P65

Since this proposal is submitted in a competitive environment, the contents shall be maintained CONFIDENTIAL

CRANE HYDRO-AIRE

Parking Brake Implementation Options

AIRCRAFT PARKING BRAKE IMPLEMENTATIONS

1. INTRODUCTION
On commercial airplanes there are three main reasons for installing a parking brake function. The first reason is that the regulations require a means of holding the airplane on the brakes during emergency evacuation of the passengers and crew. This requires that the brakes stay applied for a minimum of five minutes with sufficient force to stop the airplane from rolling on a sloping runway. The second reason is for convenience so that the airplane can be parked without the need for wheel chocks. Most operators of commercial jetliners require the parking brake to hold the airplane for a minimum of eighteen hours. Commercial pilots will sometimes set the parking brake when the airplane is standing in traffic waiting for the runway to become available. The third reason is to provide short term measure for holding the airplane while chocks are put in place.

REVIEW NOTES

Long Term Parking For long term parking, there are two approaches that are commonly used for applying a parking brake. The first method is most often used for conventional brake systems where the brake pedals are connected to the brake metering valve through a mechanical linkage or cable system. We call this the pedal latching approach. The second method is used on brake-by-wire systems where the brake pedals transmit an electrical signal to a control unit that actuates the brake pressure control valves. This second method can also be used for conventional brakes and it uses a system of valves to apply pressure to the brakes independently of the brake pedals. We call this the independent approach.
The Pedal Latching Approach This method is shown in Figure 1 . It relies on a spring returned locking pawl that holds both left and right brake pedals in the fully depressed position. A mechanical linkage attached to a small lever in the flight deck operates the pawl. To set the brake, the pilot fully depresses both pedals and then pulls on the parking brake lever. When he removes his feet, the pedals remain locked in the fully applied position. To release the parking brake, the pilot pushes on both Figure 1 - Typical Pedal Latching Implementation pedals without touching the parking brake lever.
PAW L LATCHING PIN METERING BRAKE PEDAL BRAKE IN SET PO SITION

PAW L PARK BRAKE ACTUATION CABLE

If the parking brake is intended for use without an active source of hydraulic pressure such as an enginedriven or electrically driven pump, then an accumulator must be provided to maintain pressure in the brake system. A check valve is used to isolate the accumulator from the main supply system. The size of the accumulator is driven by several fac-

F-5TechnicalProposal.P65 January, 1999

Since this proposal is submitted in a competitive environment, the contents shall be maintained CONFIDENTIAL

CRANE HYDRO-AIRE
SY ST EM SU P PLY

Parking Brake Implementation Options

REVIEW NOTES

NO R M A L AC CU M U LAT O R

BRAKE METERING VALVE

L R
BRAK E P E DA LS (W ITH LA TC HING )

SY ST EM RE T U RN

PA RK ING BR AK E V ALV E

BRAKE CONTROL VALVE

RELIEF VALVE

SET UNSET

Figure 2 - Typical Brake System with Pedal Latching Park Brake

tors, the dominant consideration being the required holding time for the parking brake. Parking brakes that must hold for eighteen hours use large accumulators and in addition the parking brake system uses a valve or valves to block leakage from the brake system components. On airplanes equipped with antiskid, the antiskid valves leak to the return side of the hydraulic system at a significant rate It is impractical to install a parking brake system that does not block this source of leakage when the parking brake is set. Another factor that sizes the accumulator is the minimum brake pressure required for holding a maximum
F-5TechnicalProposal.P65 January, 1999

weight airplane on a sloping surface. Figure 2 shows a typical parking brake system. The approach shown in Figure 2 typically uses a dc motor operated, parking brake valve to block the return line. A motor operated shutoff valve, with a very low leakage level, is used because it does not change position when power is removed or applied. It responds to a switch that senses the position of the parking brake pawl. When the pawl moves into the locked position, the switch closes and commands the valve to move to the pressure blocked position. After the

brake is set the accumulator continues to supply fluid to the brake return lines through system leakage until the entire system has reached pressure equilibrium. After that system pressure slowly falls owing to leakage through the parking brake valve and the brake metering valves. A thermal relief valve must be installed to bleed off pressure if the parking brake system pressure exceeds normal working pressure of the system because of thermal effects, such as heat from the brakes soaking back through the pistons. Varying levels of indication are provided in park5

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CRANE HYDRO-AIRE
SY ST EM SU P PLY

Parking Brake Implementation Options

REVIEW NOTES

CHECK VAL VE

CHECK VAL VE

NO R M AL AC CU MUL AT O R

BRAKE MERTERING VALVE

L R
BR AK E P E DA LS (W ITH LA TC HIN G )

EME R G E NC Y PA R K IN G AC CU MUL AT O R

SY ST EM RE T U RN

BRAKE CONTROL VALVE

R
EMERGENCY PARK BRAKE VALVE

Figure 3 Typical Independent Parking Brake System for Long Duration Holding (with Emergency Brake Option)
ing brake systems. As a minimum, the pilot is provided with a pressure gauge in the flight deck that indicates the level of charge in the accumulator, and an indicator light that illuminates when the parking brake is properly set. The parking brake light is usually wired through the pawl switch and a position switch in the parking brake valve. This arrangement tells the pilot that the brakes pedals are locked down, and the leakage path has been blocked, so that he can be sure the airplane is safely parked. Some operators request further indication for added confidence. On some airplane models, parking brake indication is provided both in the cockpit and at the nose gear to assist the tow tug operator during towing operations. This minimizes the possibility of disconnecting the tug without the airplane brakes being set or attempting to tow an airplane with the brakes on. For airplanes equipped with antiskid, the antiskid system is inoperative when the parking brake valve is closed. An indication can be provided to warn the pilot if the parking brake valve fails to open when the parking brake is released.

The Independent Approach Figure 3 shows a typical arrangement. As in the pedal latching approach an accumulator is used to provide pressure when there is no source of active hydraulics. Accumulator pressure is applied to the brakes by opening an electrically or mechanically actuated parking brake valve. Shuttle valves are used to provide isolation

F-5TechnicalProposal.P65 January, 1999

Since this proposal is submitted in a competitive environment, the contents shall be maintained CONFIDENTIAL

CRANE HYDRO-AIRE
SY ST EM SU PPLY

Parking Brake Implementation Options

REVIEW NOTES

NO R M AL AC CU M ULAT O R

BRAKE METERING VALVE

L R
BR AK E PE DA LS (W ITH LA TCHIN G)

SYST EM RE T URN

BRAKE CONTROL VALVE

SIMPLE PARKING VALVE

ACTU ATION CABL E

ACTUATOR

Figure 4 - Typical Park Brake System for Short Duration Holding

between the normal means of applying brake pressure and the parking brake system. The shuttle valve selects the higher pressure and provides it to the brake. The only leakage path is through the shuttle valves and the parking brake valve. Both types of valves are designed to have very low leakage. Fuses can be added to restrict hydraulic fluid loss through a failed brake hose which improves fire safety. This implementation has the additional advantage of providing an additional level of redundancy to the system since the parking brake can also be used as an emergency braking system if the normal system accumulator is inoperative. The disadvantage of this system is that significant additional components are required.

Short Term Parking Figure 4 shows a typical arrangement for shortterm parking. A simple two-way, two position valve is installed between the brake control valve and the brakes. Figure 5 shows the functional arrangement of this device. In the non-parking mode the valve has straight through passages. In the parking mode a combination check/relief valve is placed in the brake line. Once the valve is placed in

F-5TechnicalProposal.P65 January, 1999

Since this proposal is submitted in a competitive environment, the contents shall be maintained CONFIDENTIAL

CRANE HYDRO-AIRE
BRAKE CONTROL VALVE

Parking Brake Implementation Options

REVIEW NOTES
RELIEF VALVE

CHECK VALVE

PARKING BRAKE UNSET

BRAKE CONTROL VALVE

RELIEF VALVE

CHECK VALVE

PARKING BRAKE SET

Figure 5 - Simplified Parking Brake Valve Functional Detail

this position the pilot can apply the parking brake by fully depressing the brake pedals. The check valve opens and full metered pressure is applied to the brake. When the pilot releases the brake pedal, the parking brake valve traps the pressure at the brake. If the trapped brake pressure exceeds the normal working pressure of the system, because of thermal effects such as heat from the brakes soaking back through the pistons, the relief device bleeds off this
F-5TechnicalProposal.P65 January, 1999

excessive pressure. As the brakes cool-down, the pressure can fall below that required to hold the airplane and this limits the holding time provided by this method. This approach will typically maintain required pressure for a 30 minutes or so. The advantage of this approach is its simplicity.

Since this proposal is submitted in a competitive environment, the contents shall be maintained CONFIDENTIAL