Mark IV Antiskid Brake Control System Upgrade Randy Williams Crane Aerospace & Electronics

Mark IV Antiskid
Brake Control System Upgrade
Randy Williams
Crane Aerospace & Electronics
818-288-7620
[email protected]
Purpose
Provide an overview of Hydro-AireTM Mark IV
Antiskid Brake Control System
Overview
• Crane Aerospace Introduction
• Brake Control Experience & Technology
Evolution
• Mark IV as part of USAF WBSI program
• C-130 Antiskid Configurations
• System Components and Installation
• Mark IV Background & Benefits
• Aero Precision Distribution Partner
Who is Crane?
A Diversified Manufacturer of Engineered Products
• Founded 1855
• 11,000 employees
• Over 120 locations
in 25 countries
• Headquarters –
Stamford, CT, USA
• $2.6B sales (2012)
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Fluid
Handling
$1,196M
Controls
$94M
Aerospace & Electronics
$701M
Merchandising
Systems
$372M
Engineered
Materials
$217M
Crane Aerospace &
Electronics
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2,800 employees globally
12 Manufacturing sites in 8 countries
Global product support
Seven core solutions focused on niche technologies
2012
$701M Sales
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Crane Aerospace &
Electronics – Heritage Brands
 Hydro-Aire - legacy supplier of all C-130 brake control systems
 Lear Romec
 ELDEC
 Interpoint
 Signal Technology
 Keltec
 P.L. Porter
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 Merrimac Industries
Segment Solutions
AEROSPACE
Cabin
Systems
Fluid
Management
ELECTRONICS
Power
Microwave
Landing
Systems
Microelectronics
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Sensing &
Utility Systems
Landing Systems
Solutions
Brands: Hydro-Aire, Eldec
Locations: Burbank CA, Lynnwood WA
In-axle functionality
Brake control
Remote data concentrators and integrated modular avionics packaging
Landing gear indication and control systems
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Crane Brake Control
Experience
• Crane is the undisputed leader in aircraft brake
control systems
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60+ years experience
65% market share commercial programs
Crane
80% market share military programs
Over 15,000 systems delivered and in service
Most experienced engineering staff in the industry
Crane can work with any wheel & brake
manufacturer and provide an independent
perspective on brake system architecture
All
Others
Crane Innovation in
Brake Control
Mk1 Crane introduces first antiskid in 1947
Electronics to drive rate sensing &
Mk2 First wheel speed transducer linear four-way pressure control valves
Mk3 First adaptive control
Higher response hydraulic control
valves; Improved brake control,
smoothness and efficiency
Mk4 First microprocessor based
digital system
Improved control algorithms;
efficiencies >95% ; Unigain antiskid
valve; Improved system performance
under variable pilot pedal input
Complete brake-by-wire
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Mk5
system
Very high performance digital brake
control; used on B787 (electric brake)
USAF WBSI
Program Overview
• USAF Wheel and Brake System Improvement – “WBSI”
• Reliability and performance improvement program
Major Components of System Upgrade
• 3000 psi Brake Metering Valve (Eaton)
• Mark IV Antiskid Brake Control System (Crane)
• Wheels and Carbon Brakes (UTC Aerospace Systems)
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USAF
Antiskid Upgrade
Drivers
• Mark II brake control system limitations
• Older analog technology with obsolete
components
• Low braking efficiency by today’s standards
• Control limitations prevent efficient control of
carbon brakes to allow inherent operational and
life improvement characteristics
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• Similar J model antiskid configuration and
performance characteristics
• Provides Fault Isolation
© 2011 Crane Aerospace & Electronics
Mark IV
System Upgrade
• Provides Digital Brake Control
– Velocity Control / High Efficiency braking
• Proven Technology
– Military: C-130J, C-17
– Civil: 737, 747, 757, 767, 777, 717, most
business and regional jets
• Enables maximum braking performance
– 20% efficiency gain on wet or icy runways
– 8% efficiency gain on dry runways
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© 2011 Crane Aerospace & Electronics
Mark IV Antiskid
Upgrade Timeline
Qualified ….July 2010
Production Contract awarded …..August 2010
Functional Fit Check….September 2010
Flight Test…. June 2011 to August 2011
Deliveries….October 2010 to November 2012
USAF TCTO ….. October 2012
USAF Legacy Fleet Retrofit Underway
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USAF WBSI TCTOs
1. Brake Metering Valve – 1C-130-2096
• replaces 2030 psi with 3000 psi
2. Mark IV Antiskid Brake Control System –
1C-130-2095
• replaces Mark II system
3. Wheels and Carbon Brakes – 1C-130-2098
• replaces wheels and steel brakes
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Antiskid Configurations
C-130 Brake Control Configurations
Application
C-130A/B
Brake
Control
Mark I
Brake
Material
Steel
C-130E/H
Mark II
Steel
Electronic
Digital Velocity Control
Maximum Brake
C-130J
Mark IV
Steel
C-130 E/H
WBSI upgrade
Mark IV
Carbon
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Key Performance
Factor
Rate detection
Performance: Life,
Torque, Wear
Mark IV Upgrade
Components
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Mark IV Upgrade
Components
• Digital Antiskid Control Unit (DACU)
– One per ship set
– P/N 142-151
• Fault Display Unit (FDU)
– One per ship set
– P/N 140-15520
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Mark IV Upgrade
Components
• Dual Brake Control Valves (BCV)
– Two per ship set
– Includes Park Brake Function
– P/N 39-941
• Wheel Speed Transducers (WST)
– Four per ship set
– P/N 140-325
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Mark IV Upgrade
Components
• Cable Assembly Adaptor
– Connects Aircraft Electrical Plugs, DACU and
FDU
– One per ship set
– P/N 142-15512
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Mark IV Upgrade
Components
• Mounting Plate Assembly
– Mounts DACU and FDU onto overhead “hog
trough” channel
– One per ship set
– P/N 142-16110 (flat)
or
– P/N 142-15530 (shelf)
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Mark IV
Installation
• 3000 psi Brake Metering Valve Prerequisite
– TCTO 1C-130-2096
• One to one replacement Components
– Wheel Speed Transducers
– Brake Control Valves
– Digital Antiskid Control Unit
• Additional Components
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– Fault Display Unit
– Cable Assembly Adaptor
– Mounting Bracket
Mark IV
Installation
• Remove Mark II Press Test Console (Cockpit)
– Cap and Stow wiring
– Install Blank Faceplate
• Installation takes approximately 24 hours
– USAF Standards
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Mark IV Background
&
Benefits
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Background
• World's first microprocessor based digital antiskid systems
• New methods for implementing software to generate
improved antiskid control algorithms improving adaptability
and allowing very high efficiencies on all runway conditions
• Digital systems offer faster response, faster skid recovery
and better control.
• Tuning optimization is easier and faster due to the great
flexibility software adjustments allow
• Improved Built-in-Test with fault isolation to the LRU Level
Airplanes With
Hydro-Aire MK IV
Antiskid Systems
Steel Brakes
C-130J
C-17
717
737
757
767
Cessna Citation
Carbon Brakes
C-130H
757
767
737
C-17
747-8, 747-400
777
Gulfstream V
Proven Benefits in antiskid systems with
either steel or carbon brakes
Evolution of Antiskid
Technology
~15% Efficiency Improvement
Skid Control
Performance
Mark II
Mark IV
Why is performance
important?
A wheel lock-up for 300 mS will scrub through 28 plies and blow the tire
• If the tire is operated past the peak of the mu-slip curve, tire heating,
ablation, and scrubbing forces can destroy the tire
• The tire-runway interface and
brake torque are not constants
• MKIV is extremely adaptive
to these dynamic varying
conditions
MK IV will stop shorter, optimize tire wear and brake life
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Digital vs Analog
Features
Digital MK IV
Analog MK II
Component
Technology
High speed
Microprocessor
Accuracy and
Consistency
Fully adaptive - not
affected by environment
Transistors/Operational
Amplifiers
- Obsolete Technology
Dependent on stability and
accuracy of components
Control
Functions
Performance
optimization and
flexibility
Built-In-Test
Resident in processor
memory
Easily accomplished
through software
Continuous BIT w/Fault
Dependent on physical
circuit configuration
Hardware component
selection and values must
physically change
Crude Brake Release
Analog Obsolescence
• Crane no longer supports Mark II
• Decreased demand
• Diminishing sources of supply
• Increased manufacturing costs
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Improved Maintenance
Features
• Built-In-Test
• Continuous monitoring capable of detecting
antiskid system failures
• Provides an Antiskid INOP indication of antiskid
system failure
• Verifies system operational integrity
• Collects and evaluates data for correctness
• Failures detected result in activating the INOP
indicator in the flight deck
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Improved Maintenance
Features
• Fault Isolation
• Isolation to the Component LRU Level
• Remote Maintenance Fault Display Unit
identifies the failed LRU
• Failures within the Digital Antiskid Control
Unit
• Short or Open detected within the wiring of
the Antiskid Valves
• Short or Open detected within the wiring of
the Wheelspeed Transducers
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Reduced troubleshooting
Field Level Tester Required
 Mark II:
 Single Cockpit Light
activated
 Perform Press Test – cockpit
control panel
 Perform Continuity Checks:
 Pull each hubcap to
check wheel speed
transducer
 Antiskid Control Unit –
access “hog trough”
 Check Brake Control Valves
– pull panels
 Replace faulty part
 Mark IV w/FDU:

Single Cockpit Light activated
 Visually check FDU “flags”
 Go directly to source of
fault(s)
 Replace faulty part – cockpit
indicator light automatically
resets.
Why upgrade?
 Improved performance & safety
 Improved Brake Control Efficiency
 Improved Wet and Icy Performance
 Shorter Stopping Distances/Improved Tire & Brake Wear
 Eliminate Obsolescence
 Improved maintenance with BIT Fault isolation
 Eliminates need for field level tester
 Reduce Operational and Maintenance Cost
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Sales and Distribution
• Favorable pricing and payment terms
• Dedicated Sales Representatives
• Available stock
• Timely delivery
• Installation and integration support
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Points of Contact
Noreen Kabra – International
Randy Williams – Regional
Business Development Director
30 Lindbergh Avenue
Livermore, CA 94551
Stop It!
Business Mgr.
5962 Zebulon Road,
Suite 328
Macon, GA 31210
Office: +1 925-579-8037
Mobile: +1 925-519-1393
[email protected]
Office: +1 478-477-6684
Mobile: +1 818-288-7620
randy.williams@craneae.
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com
STOP IT!
with
Mark IV Antiskid Brake Control System
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