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o MIL-B-85B4C
12 Auxust 1970
BUPERSSD2NG
MIL-B-85B4B
29 my’ 1963

FIXL3TASY SPECIFICATION

BsASE SYSTFMS, WHEEL, A2RCSAFI!,DESIGN OF

This specification is mandatory for use by all Departments

and Agencies of the Depnrtm.mt of Defense.

1. SCOPE

1.1 _ l%is specification covore the broke system deeign requirements

for aircraft equipped with whee l-type landing gear.

1.2 C laasification. The brake systems shal 1 ba either hydraulic or pneumatic;

manually operated, power operated , manual-power operated; and shal 1 be of the
folloviqgtypes:

Type I - Hanuol preseura generating: The control unit generates prea.mre

by manuo 1 actuation.

o Type 11 - Power pressure generating:

frem a power generating system.
The control unit meters pressure

Type III - 14mual pover pressure generating: Pre.ssurais manua 1ly gene-
rated in a slave control unit which in turn operates the main control
unit which meters fluid from n pre.sauregenerating system.

~pe IV - Pewer-boosred manual preesure generating: The control unit

generates preesure by manual actuation and, in addition, the manually
generated pressure ie boosted by pressure from a por..er
generating system.

~pe V - Pover brake valve with emergency maeter cylinder: One part of
the control unit meters pressure from R power generating syetem,
and another part of the control unit eervee as a standby manual
pressure generating unit when the power system ie inoperative.

PSC 1630

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,.11 L,- D -0> ,y+b

2. APPLICASLR DOCUMSNTS

* 2.1 The following documents of the issue in effect on date of invitation

for bids or request for proposal. form a Dart of this specification to the
extent specifi~d herein:-

SPECIFICATIONS

Military

MIL-T-781 Terminal; Wire Rope, Swa8ing

MIL-W-5013 Wheel and Brake Assemblies: Aircraft
MIL-w-5424 Wire Rope, Steel, (Corrosion Resisting) Flexible,
PrefOmed (For Aeronautical Use)
MIL-H-5440 Hydraulic Systems, Aircraft, Types I and 11, Design,
Installation, and Data Requirements for
MIL-P-5518 Pneumatic Systems, Aircraft; Design, Installation, and
Data Requirement for
MIL-v-5525 Valves, Aircraft Power Brake
MIL-C-6026 Control Unit, Pressure Generating, Manually Operated,
Aircraft Hydraulic Brake System
MIL-P-703& Pulleys, Groove, Antifriction-Bearing, Grease-Lubricated ,
Aircraft
MIL-S-7742 Screw Threads, Standard, Optimum Selected Series: Gene-

MIL-C-7979
MIL-B-8075
ral Specification for
Cylinders; Hydraulic Brake, Master, Power Assisted
Brake Control Systems, Antiskid, Aircraft wheels: In-
●
structions for Preparation of Specifications for
MIL-H-8775 Hydraulic System Components, Aircraft and Missiles,
General Specification for
MIL-H-8794 Hose, Rubber, Hydraulic, Fuel and Oil Resistant
MIL-H-8891 Hydraulic Systems, Manned Flight Vehicles, Type III,
Design, Installation, and Data Requirements for
MIL-F-9490 Flight Control Systeme - Design, Installation and Teat
of, Piloted Aircraft, General Specification for
MIL-F- 18372 Flight Control Systems, Design, Installation and Test of,
Aircraft (General Specification for)
MIL-c-25427 Coupling Assembly, Hydraulic, Self-Sealing, Quick Dis-
connect

STANDARDS

Military

MIL-STD-203 Aircrew Station Controls and Displays for Fixed Wing

Aircraft
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o UIL-B-8584C

MIL-s2’o-250 Aircrew StationControls and Oisplays for Rotary Wing

Aircraft
!4s33540 Safety Wiring and Cotter Pinning, Ganernl Praccicef3for

Air Force-Naw Aeronautical

AN6204 Valve, Hydraulic B lcedcr

(Copies of specifications, standards, drawings, end publicetione required by

suppliers in-conncccion with specific procurement functione ehouId be obtained
from che procuring activity or as directed by chc contracting officer).

3. RSQUIREHSNTS

*
3.1 General requirements. The brake syetems covered by this specification
she11 be operable under al 1 conditione of weather and compatible with the type
(temperature range) and c lass (pressure limits) of hydraulic or pneumatic sys-
tems as specified in MIL-H-5440, MIL-P-5518, or HIL-H-BB91, whichever is
applicable.

3.2 Selection of materials. Specificntione and standards for all materials,

parte, and Government certiftcntf.onand approval of processes and equipment,
which are not specifically deeignaced herein and which ore necessary for the
o execution of this specification, ehnll be selected in accordance with procedures
establishedby the procuringactivity,except as provided in the follwing
peragraph.
*
3.2.1 Standard parts. Standardparts (MS or AN) shn11 be used vherever they
are euitable for the purpose and shall bo identifiedon the drawing by their
part numbers. In the event there ia no euitablecorrespondingetandardpart in
effect on dote of invitationfor bide, commercialporte may be used provided
they conform to al 1 requirement of this specificetion and mre than one source
is available for replacement.

*
3.3 Design. The deeign and installation of circraft brokfng systems shall be
in accordance with the applicable requirements of MIL-H-5440, MIL-P-5518,
MIL-H-8775, MIL-H-8891, or MIL-F-18372 and MIL-F-9490 and shell employ to the
fulleet possible extent the stnndord components listed therein. TYpO IV brake
systems @hall be used on all carrier-baead oircraft for which the type I system
wwld be inadequate to hold tha aircraft on a 10” alope at maximum design gross
weight. A type II brake system IMY be used for carrier-boeed nircroft which
have an antiskid control Wstem. Where type
. . I or type
. . IV manual eyatems alone
will not meet the 10° slope requirements, a type 11, III, or V sys_temshall be
used, but epecial provisions sho11 be incorpor~ted to hold the aircroft on the
10” slope without the uee of normal pOwer-generatin8 eystems. All detachable
3

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MIL-B-8584c

components and parts shall be safetied in accordance with MS33540 or secured

by an approved method that wi 11 prevent loosening.

3.3.1 Wheels and brakes. Wheel and brake aeaemb lies shall conform to the
requirements of MIL-W-5013 and the applicable standards.

* 3.3.2 Normal brake controls. Right and left brakes shall “be separately
actuated and shall be so designed that they can be applied by toe force on
brake pedals on the rudder controls except for bicycle gear or quadricycle
gear, where other suitable brake controle may be used s“b ject to approval of
the procuring activity. Pedal location shall conform to the requireme”ta of
MIL-STO-203 or MIL-STO-250, as applicable. The brake pedal linkages shall be so
designed that a comfortable angle of approximately 90” betw”een the pilot’s foot
and his lower leg is maintained throughout the full range of movement of the
rudder pedals and seat. Strength sha 11 be provided in the brake pedal and as-
sociated linkage to withstand 300 pounds applied at the tip of the pedal with
no yielding. The desired shape and travel of the brake pedals and the brake
control device shall be as free as possible of friction and lo~t motion (Bee
figures l-and 2) . Means shall be provided to positively return the brake ped-
als to the off position when toe force is removed from the pedals. No pumping
sha 11 be allowed 1“ order to meet the deceleration and parking requirements.

* 3.3.2.1 Manual Iy operated systems, type 1. Manual hydraulic braking control

systems shall incorporate a brake control unit or units which shall conform to
MIL-C-6026. The total displacement of the control unit shall be at least 25
●
percent greater than the maximum displacement, including line expansion re-
quired to hold the wheels locked against a 33° slope for aircraft at maximum
design gross weight and a 20° slope for helicopters at design alternate gross
weight. The control unit shall preferably be connected directly to the brake
pedal lever. The compressible medium of the temperature compensating device
in the concrol unit shall be designed with a minimum preload of 50 percent and
a minimum bottoming load of 125 percent of the parking pressure required to
hold aircraft on an lB” slope at maximum design gross weight and to hold heli-
copters on a 10° slope at design alternate gross weight. This device shall
have fluid displacement equivalent to the change in volume of the fluid in the
brake system, neglecting the reservoir, under a temperature change of 44 .4°C
(112”F) . Manual braking control systems shall be such that:

(a) A foot force of between 15 and 20 pounds at the tip of the pedal shall be
required to cause initial movement of the brake pedal.

* (b) A foot force of between 75 and 125 pounds at the tip of the pedal shall
develop the torque required on the landplane landing design gross weight or
at design alternate gross weight brake stop conditions of the table entitled

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o MIL-B-8584C

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T
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~fi
16 9 MAX
RAD S MIN

3
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——- —.--—
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———
,

+ M6.X RCtD
FuLCRUM /

DIMENSIONS IN INCHES

FIGURE 1. Brake PedalShape

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MIL-B-8584C

MAX TRAVEL PARKING BRAKE

ON -MANUAL SYSTEM ONLY
MAX SERVICE TRAVEL
/ MANuAL SYSTEM

RANGE OF TRAVEL FOR MAXIMUM

BRAKE PRESSURE- POWER SYSTEM

BRAKE OFF POSITION - MANUAL

OR POWER SYSTEM

BRAKE PEDAL

J
FuLCRUM 3

FLOOR LINE

FIGURE 2. Brake Pedal Travel

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0 tlIbfI-8584C

“wheel Brake Cnpncity Rcquirementa”of UIL-W-5013. ‘Rv3brake pressure thus

obtained shall be connisccnt with the ttvernge of the repeated dynamometer
tests of the brako in the lmdplnno hnding dcalgn gross wei8ht condition or
at deafen alternnte Sross woi8ht.

(c) The trcive 1 of tho pednl for full brnko application ahnll ba an indicated
on fi8ure 2. It shall not exceed 30” whilo mcacin8 the requircmmnta of sub-
paragraph (b) nbovc.

* (d) In all positions of the brake pedal or ch.?rudder linkage and the seat,
ic ahal 1 bo possible for tho pilot to apply sufficient stack brake torque to
hold the wheels locked tigainata 33” slops for nircrnfc at maximum design gross
wei8ht and a 20” S1OPC for hcllcoptera at d@si8n alternnce groan weight. It
shall be possible to meet thin requirement with tho brakes at n temperature of
21°C (70”F).

3.3.2.2 Power-opcrntcd syntems, CYPCS 11 and III. Power-operated brake con-

trol ayetems shall exhibitno objectionable cimc lag between pedal movement and
braka reapon.se. Such systems shnl 1 dcvalop “feel” at the pedale, in proportion
to the amount of enorgizin8 force npplicd to the brake. Rydrnu lic p0UC3rbrake
vnlves @hall conform to MIL-V-5525. l’honormal brnkc sys tam, including nccumu -
latore if used, shal 1 be daslgncd to prevant depletion of brake prtissuresupply
due to pi 10C operation durin8 normal lnndin8 run or ground hmd ling of the aLr-
craft. Conaidorarion ahouId bo given co appropriatehydraulic pump operating

0 apeede.

3.3.2 .2.1 Pow? brakin8 ayatems shall be tmxh chat:

(a) A foot forco of botwcen 15 and 20 pounds at the tip of the pedal shall be
required to cauea initial mntcring throush tho povcr broke valve.

* (b) A fmcforce of betwcah 65 to 85 pounds at chc tip of the pedal shall

develop the torque required on the landplane landing design Srosa weisht or at
design alternate 8ross weight brake stop conditions of the table entitled “Wheel
Brake Capacity Requirements” of WL-W-5013. The brake prcseure thus obtained
shall be consistent with the nverase of the repented dynanwme.cer tests of the
brake Ln the landplane landing design gross weight condition or at desisn
alternate 8roas waisht.

* (c) Brnkc pressure sufficient to hold the wheels locked shall be available at
the upper ranges of travel of the brake pedal or rudder linkage and the seat to
hold against a 33” S1OPC for aircr4ft at maximum desi8n gross wei8ht and a 20°
slope for helicopters at design oltcrnnte cross weight. It shall be possibIe
co meet this condition with the brakes at a temperature of 21*C (70”F).

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MIL-B-8584C
●
-1

(d) The travel of the pedals shall be as shown on figure 2. It shall be be-
tween 15° and 25° to produce the maximum available brake pressure.

* 3.3.2.3 Controls of carrier-based aircraft, tvpes II. IV, and V systems.

On those carrier-based aircraft where power brake systems are required, the
brake control shall conform to MIL-c-7979. as applicable. With the Power sYe-
ternoperative, the brakes shall meet the requirement for power-operated systems.
With the power system inoperative, the systernshall meet the requirements for
manually operated systems, except the deceleration capability at 175 pounds
maximum foot force shall be consistent with the aircraft operational require-
ments as approved by the procuring activity. For helicopters, 175 pounds
wximum foot force shall produce a 5 foot per second per second deceleration
at basic design gross weight. The braking capability must be adequate for a
minimum aircraft braking coefficient of friction of 0.2.

* 3.3.3 Emergency brake control system. All aircraft using types II and III
b~ake systems shall be provided with an emergency brake system capable of
decelerating the aircraft under the conditions specified in 3.3.2 .2.l(b).
If an emergency hydraulic system is used, metered differential brake control
shall be provided. The emergency system shall be completely independent of
the normal system up to the shuttle valve or equivalent unit at the brake.
A system wherein a failure of one-half of the normal system still allows the
specified decelerations with differential control is considered equivalent
to a separate emergency system. When accumulators or air bottles are used
for the emergency braking, they shall have s“fficient capacity to provide ac
least 10 full brake applications, assuming brakes are adjusted to recommended
clearances, and of which the last shall provide a coefficient of 0.18 minimum
between tire and runway recommended clearances. The volume of hydraulic fluid
required should be based on pressures and displacements required to meet the
specified deceleration applications considering three of the applications are
with cold brakes and seven are with hot brakes . If air bottles are used for
the emergency system, the lines between the air bottle control valve and the
shuttle valve shall be automatically vented to the atmosphere when not in use.
Whenever feasible, emergency brake systems shall function by continued pres-
sure on the brake pedal. Emergency systems shall be designed to facilitate
operational checks. The emergency brake system shall be designed to preclude
entrapment of the normal system fluid within any of the components which
could prevent the brake system from going into an emergency mode.

3.3.4 General design requirements

* 3.3.4.1 Brake t!ystemscm all aircraft shall be provided “ith a parking brake
control located a“d actwated in accordance with MI L-STO-203 a“d MIL-STO-250,
aS applicable , exc”ept that the parking lock may be omitted from jet-powered

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c) M23,-B-85s4c

interceptors, jet-powered fightere, and carrier-baeed aircraft. The parking

mechanism nhnl 1 provido sufficicnt prcaaure in the brake system to develop a
torque to hold on an 18” B lope for nircrafc at maximum design gross weight .md
n 10” Blopc for he licoptcre ticn doaign altcrnnto groan weight. TIIQ parking
lock system tihnl1 incI“dc means to compensate for predicted leakage a“d temp.ara-
cure vnriatio” .SOthnt at Iaast 75 percent of the parking brake torque defined
above is maintained over n minimum period of 1 hour with enginesoff and a 40”F
drop fn Cemperacurc. A 40” increneo above the i“icinl parking temperature shall
not result in exceaaivo prcaaurc in the braka system.

3.3.6.2 Op@rntinR media. Brnkes shrillbe designed for une with the operating
medium mutually determined by the procuring activities and the aircroft manufac-
turer for the particu Inr application (hydraulic, pneumatic, ❑echanical).

* 3.3.4.3 Brnko linas . Brake llncs ahal 1 be rout.ed co facilitate proper bleed-
ing. Traps or bends in hydrnu Iic lines which might C4USC air pockets shall be
avoided. S!fmrevcr prnccicablo, the lines shnl 1 hnve a continuous drop from the
brake valve or control unit to the brnkeo, If trnpa or bends cannot be avoided,
then n scpnrate AN6204 , or cquivnlcnt, blcodcr valve ehnl 1 be instal led to ac-
complish proper bleeding in occordancc with 1.IIL-H-5440.

3.3.4.4 Provisions for removol of brnkas. Brakoe which must be removed before
wheels are removed sho 11 braconnected with flcxlbI@ hose conforming to MIL-H-B794,
as determined by the brake operating pressura and volumetric expansion r@quire-

o menca. Self-sen ling couplings conformin8 to ?uL-c-25427 ahn 11 be used on all

brakes which must be removed before chc wheel can be reme.d.

3.3.4.5 Control cnblen. Brake control cab les aholl conform co HIL-u-5424.
.%aged cerminnls conforming to HIL-T-7B1 ahnl 1 be used on tha ends of brake
c.mcrol cnbles. Pullcyn conforming to K!IL-P-7034 shall be ueod wherever brake
control cablft
B chnngc direccion more than 5“

3.3.4.6 Accessibility. ?mfficicnt clearance or openings shall be provided

in order that brake ad justmcnta and bleeding of hydrnulic brakes may be ensilY
accomplished . Reservoirs, brake accuncora, valves, or cy llndera sh411 be
locaced outside the cockpit or cabin enclosure.

3.3.4.7 Plller PIUR. The brake control unit or external rc.servoir, as appli-
cable, shall be provided with a readily acceasiblc filler plug. Space and means
shall be provided for easily checking the fluid level in che unit. ‘Ihe thread
shall be selected from M2L-S-7742 with the mnximum pitch practicable.

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MIL-B-8584c

* 3.3.5 Antiskid control requirements. Unless otherwise specified in the air-

craft detail specification, an antiskid system shall be piovided on all aircraft,
except helicopters, equipped with type II, III, or V brake systems. Antiskid
control devices shall be in accordance with MIL-B-8075.

* 3.3.5.1 Hydraulic response time. Hydraulic brake systems with an integrated

antiskid control syacem sha11 be designed to produce the minimum hydraulic re-
sponse time within practical limits for improved antiskid control performance.
Minimum response time shall be achieved by minimization of major response
contributors such aa brake displacement, line expansion, line length, and flow
restrictions.

* 3.3.6 Brake system flow. It shall be shown by analysis of the hydraulic flaw
transferred to and from the brakes during the most adverae conditions, in addi-
tion to the nmbrake flow through valvea and modylacora, that adequate capacity
is provided to prevent any degradation of the brake system performance.

* 3.3.7 Brake system maximum pressure. The maximum metered brake pressure may
be any value up to the maximum hydraulic pressure available at the inlet of the
pressure ❑etering control unit. The strength of the brake subsystem components
shall be based on the factors of safety specifled by the procucing activity.

* 3.3.8 Pressure ❑etering control unit. The ports and internal fluid passages
shall be sized to permit adequate flow to and from the antiskid control valve.
Considerations shall include tbe desired initial brake response from the fully
released position against residual pressure to the brake applied p~ition in
addition to subsequent cyc lic application of pressure by the antiskid control
valve.

* 3.3.9 Hydraulic lines

(
* 3.3.9.1 m Hydraulic lines for supply and return shall be selected ‘LO
provide minimum pressure drops compatible with flow requirements of the preamre
metering control units, antiskid control valves , and brake assemblies under in-
stalled environmental co”ditio”s.

* 3.3.9.2 Flex hoee. The utilization of flex hoses between the control ““it a“d
the wheel shall be held to a minimum to minimize accumulation effect during
pressure changea.

* 3.3.10 Antiskid control valve. The valves shall be located as clone as practi-
cable to the brake assemblies to improve hydraulic coupling.
!
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o HIL-B-8584C

* 3.3.11 Parkinx requirements. System parking requirementsshall recognize

internal leakage of the antiskid control valve. Shutoff valves may be used to
block quiescent flow to system return. A skid control valve shall be designed
to be suitable for the pressures generated with the shutoff valve actuated.

* 3.3.12 Svstem reverse bleedin~ Reverse bleeding of the brake system shall be
limited to those installationswhich provide adequate internal or external means
to prevent entry of contminante into hydraulic components. Sone antiskid can-
trol valves, for example, can be rendered inoperative if concam.inanca
reach valve
6POO1O and orifices. Self-containedinlet filters in these control valves are
not ef fectfvo during reverse bleedl~.

* 3.3.13 Contamination level of hvdraulic fluide. Flltrnt Lon 8hnll be provided

as required co ensure satisfactory anti.skidcontrol valve performance. The fil-
ter shall retain all particles which can ndvcraely affect valve operation,
I
Capacity nhnll be consistent with escabllahcd overhaul Periods. If the anti-
skid control valve has a eel f-contnined inlet filter, the absolute particle
size ratingof the upstreamfiltershallbe not largerthan the nominalparticle
size rating of the aclf-containedfilter.

3.3.14 Brnke design reauirementa

3.3.14.1 Response. Unless otherwise spccif ied, miniuonnbrake release response

time shall be a design goal. The need for specificrequirements shall be de-
termined by the air frnmc contractor.

3.3.1.4.2 Fluid displncermtt. Hydraulic fluid volume change shall be a mini-

from residual pressure to maxicmm operating pressure for both new and fu~ly worn
brake condicfona. A relatively high brake Btructur+l OPriW rate ad self-
adjusters shall be considered to accomplish this.

* 3.3.14.3 Ports and pnsaneee. Porte and internal fluid passages shall be
designed co assure minimum air entrapment and minimum flow restrictions and
to minimize asycnnatric actuating force chrmgcs around the brake periphery.

* 3.3.15 Deoiun nnalvsin. A hydraulic annlysis shall be performed to assure

capable Of
that the components of the brake system and the antiskid control valve are
achievins the requfred brake application and antiskid control response.
The characteristics and the effects of the following items during aircraft brak-
ing shall also be considered in the analysis:

(a) Fluid supply to che brake system

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MIL-B-8584C

(b) Fluid return to the hydraulic system reservoir including fluid entering
the return line from the operation or leakage of hydraulic components other
than those in the brake or antiskid control systems

(c) Minimum ambient and fluid temperatures which wi 11 be encountered.

3.4 Workmanship. Workmanship shall be of the quality necessary to produce

brake systems free from defects which affect proper functioning in service.

4. QUALITY ASSUWiNCE PROVISIONS

4.1 This eection 16 not applicable to this specification.

5. PREPARATION FOR DELIVERY

5.1 This section is not applicable to this specification.

6. NWI!ES

6.1 Intended uae. The design requirements specified herein are intended
for use in the design of brake systems used on aircraft equipped
.. with wheel-
type lading gear.

6.2 The margins of this specification are marked with an asterisk to indi-
cete where changes (additions, modifications, corrections, deletions) from
the previous issue were made. This waa done aa a convenience OnlY, and the
Government assumes no liability whatsoever for any inaccuracies in these
I notations. Bidders and contractors are cautioned to evaluate the requirements
of this document based on the entire content irrespective of tbe marginal
notations and relationship to the last previous issue.

CU8t0di.E!IM: Preparing activity:

Armv - AV Air Force - 11
Na~ - AS
Air Force - 11 Project No. 1630-0040

Review activities:
Army - AV
NaYY - AS
Air Force - 70

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