A shock absorber assembly configured to be operatively connected, between first and second torque brakes (410, 402), to a drive shaft of a power drive unit, PDU, of an aircraft, the shock absorber assembly comprising: a first hub; a second hub; a brake lining between a bull gear and the first and second hubs (204, 265); and the bull gear having at least a portion sandwiched between the first and second hubs (204, 265), wherein the bull gear and the first and second hubs (204, 265) are concentric with a central longitudinal axis of the shock absorber assembly, wherein the central longitudinal axis extends axially, wherein a radially extending outer annular edge of the bull gear is configured to operatively connect to at least one pinion gear, each of which is operatively connected to at least one motor, wherein, when the shock absorber assembly is secured to the drive shaft, the bull gear is rotated during normal operation of the shock absorber assembly, by the at least one motor, and is configured to rotate independently of the first and second hubs (204, 265) a controlled distance in response to a mechanical malfunction of the PDU when the drive shaft immediately ceases moving, locks, or otherwise stops while the at least one motor continues to operate and generate torque; wherein the brake lining is secured to one or more of the first hub, the second hub, and the bull gear, wherein the brake lining provides a frictional interface between the bull gear and one or both of the first and second hubs (204, 265), wherein the brake lining provides a coefficient of friction that causes the bull gear to rotate along with the first and second hubs (204, 265) during the normal operation of the PDU such that rotation of the first hub, the second hub and the bull gear is in synchronization, and wherein the brake lining dissipates at least a portion of torque energy during the mechanical malfunction. a first hub; a second hub; a brake lining between a bull gear and the first and second hubs (204, 265); and the bull gear having at least a portion sandwiched between the first and second hubs (204, 265), wherein the bull gear and the first and second hubs (204, 265) are concentric with a central longitudinal axis of the shock absorber assembly, wherein the central longitudinal axis extends axially, wherein a radially extending outer annular edge of the bull gear is configured to operatively connect to at least one pinion gear, each of which is operatively connected to at least one motor, wherein, when the shock absorber assembly is secured to the drive shaft, the bull gear is rotated during normal operation of the shock absorber assembly, by the at least one motor, and is configured to rotate independently of the first and second hubs (204, 265) a controlled distance in response to a mechanical malfunction of the PDU when the drive shaft immediately ceases moving, locks, or otherwise stops while the at least one motor continues to operate and generate torque; wherein the brake lining is secured to one or more of the first hub, the second hub, and the bull gear, wherein the brake lining provides a frictional interface between the bull gear and one or both of the first and second hubs (204, 265), wherein the brake lining provides a coefficient of friction that causes the bull gear to rotate along with the first and second hubs (204, 265) during the normal operation of the PDU such that rotation of the first hub, the second hub and the bull gear is in synchronization, and wherein the brake lining dissipates at least a portion of torque energy during the mechanical malfunction.