Navi Mumbai, Maharashtra, India
Our product range comtains a wide range of Push-Type Master Cylinder, Reservoir Master Cylinders, Multiple-disc carbon brake assembly, Multi-Rotor Steel Brake Assembly and External Floating Caliper Brake Assemblies
Parker’s push-type master cylinders utilize hardened steel rods, aluminum housings, and pistons that have low seal friction, which means they are designed for long, reliable service life.
Master cylinders are located in the cockpit on each of the pilot’s rudder pedals. They are used to turn a force into a pressure to actuate the brakes on an aircraft. By integrating the reservoir directly into the master cylinder housing, Parker has eliminated the need for a separate, remotely mounted reservoir. There are several advantages to this fewer fittings translates into fewer possible leak paths and the elimination of the need to find a remote location for a reservoir in a space-limited aircraft. This also means there are fewer parts to inspect and maintain, no need for a hydraulic line between the remote reservoir and the master cylinder, and weight savings. Parker offers a version with a reservoir designed into the cylinder. It eliminates the need for a remote reservoir located in the firewall area, giving easier control over the system and less line from the brake assembly. The reservoir capacity ranges from 2 to 3.4 cubic inches with strokes from 1.2 to 1.75 inches. Total volumetric output is 0.36 to 0.77 cubic inches. Ports are 18-27 NPT thread, which is common in the general aviation market.
The original application for carbon brakes was high-performance military aircraft applications. Although carbon brakes can come at a higher price, the gain in higher energy-absorption capability and lower weight are attractive alternatives to steel brakes. Recent improvements in carbon materials and more efficient manufacturing methods have increased the application of carbon brakes to commercial aircraft. Carbon brakes can offer twice the life of steel brakes, and are therefore more cost-effective. From a technical standpoint, the carbon material is more lightweight, has greater energy absorption, and a lower wear rate than the steel counterpart. The lighter weight of carbon reduces aircraft weight and fuel consumption, thereby reducing carbon-dioxide emissions being released into the environment.
Each multi rotor steel brake assembly is composed of one brake cylinder, one pressure-plate assembly with replaceable steel wear pads, two or more rotating discs (rotors) with sintered-friction material on a steel core, one or more stationary discs (stators) with replaceable wear pads, one torque-tube assembly with replaceable wear pads, along with necessary nuts, washers, and bolts. Braking action begins to occur when hydraulic pressure is applied to the brake via the pilot’s or co-pilot’s master cylinders. As the hydraulic pressure reaches the brake it forces the pistons outward against the pressure plate assembly (with wear pads), which compresses the brake stack (rotors and stationary discs) against the torque tube assembly (with wear pads). This generated frictional force is transferred to the wheeltire through the rotors, which have drive slots to engage the main wheel, and thus slows the aircraft.
The brake assembly and disc combination (part of the main wheel assembly) are designed and qualification tested to properly and safely decelerate the aircraft under various conditions. Unauthorized substitution of components can compromise brake effectiveness, is a violation of the qualification basis, and is prohibited. The brake assembly is an external floating caliper-type design and can be made of either cast magnesium or aluminum. The brake assembly consists of one or more pistons depending upon the aircraft requirements. A brake assembly can also consist of multiple calipers, one forward and one aft of the landing gear, and contain multiple pistons in each caliper. To actuate the brake assembly, hydraulic pressure, applied via the pilot’s and co-pilot’s master cylinders, enters the brake via lines connected to an inlet fitting on the caliper. The pressure then flows through the cylinder and forces the pistons outward against the pressure plate. The caliper should be free to slide on the torque plate assembly bushings allowing both pressure and back plate linings to contact the brake, which will contact the brake disc at precisely the same time. The braking action generates a torque which transmits a braking force converting the kinetic energy into heat, which is absorbed by the brake disc and surrounding components. This braking force is transmitted to the wheel and into the tire, bringing the aircraft to a stop. Releasing the toe pedal relieves the hydraulic pressure from the brake caliper, thereby removing pressure from the disc.
Each rotor brake assembly is composed of a brake disc, friction surfaces, and two pistons opposing against the brake disc. The pistons will have spring retracts for positive clearance when the brake is not operational. The brake assembly uses a split-brake cylinder with a single inlet port. Wear indicator pins provide a visual or tactile indication of usable lining remaining. The disc, which is a wear component, is not part of the rotor brake assembly.