An aircraft brake assembly comprising a support leg, a main wheel rotatably mounted on the support leg, a brake comprising a first sub-assembly fixed to the main wheel and a second sub-assembly moveably mounted on the support leg and a ground reaction wheel coupled to the second sub-assembly, wherein on application of the brake, the first sub-assembly engages with the second sub-assembly to exert a braking force on the second sub-assembly; and wherein the ground reaction wheel is arranged to transfer the braking force from the second sub-assembly to the ground.
A quenching agent delivery apparatus is provided for delivering a quenching agent to a component to be quenched. The delivery apparatus comprises an inlet through which the quenching agent is configured to be delivered into the apparatus, a first outlet configured to deliver quenching agent in a first direction to an inner surface of the component, and a second outlet configured to deliver quenching agent in a second direction to an inner surface of the component.
An aircraft landing gear including wheels and a fairing arranged to be moveable between a first and a second configuration, wherein in the first configuration the fairing is arranged to shield an element of the landing gear from incident airflow and wherein in the second configuration the fairing is arranged to deflect debris or spray propelled from one or more of the wheels.
A mechanical lock (10) for a vehicle assembly such as an aircraft landing gear assembly. The lock is either pivotally mounted and substantially mass balanced, or part of an aircraft landing gear assembly (30) and arranged to be mechanically operated from the ground by a mechanical actuation device.
An apparatus (110), comprising a first part (114) arranged to receive a second part (112); and a sealing element (116) disposed between the first part (114) and the second part (112) and in contact with the second part (112), the second part (112) arranged to be moveable relative to the first part (114) and the sealing element (116), wherein the sealing element (116) comprises a wear indicator (123), and the first part (114) is configured such that the wear indicator (123) is visible external to the apparatus (110) in normal use.
An aircraft landing gear having a strut having an upper portion for mechanically coupling to an aircraft and a lower portion movably mounted with respect to the upper portion. A bogie beam is pivotally coupled to the lower strut. A bogie control linkage is mechanically coupled to the bogie at a first connection point, and to the strut at a second connection point. The bogie control linkage has: an actuator including a locking system that inhibits actuation of the actuator; a sensor linkage mechanically coupled to the lower strut and arranged to change between first and second conditions in accordance with movement of the upper strut relative to the lower strut; and an actuator control linkage arranged to operate the locking system when the sensor linkage is in the first condition and arranged not to operate the locking system when the sensor linkage is in the second condition.
An actuator (10) arranged to be movable between an extended condition and a compressed condition and being biased to an intermediate condition between and distinct from the extended condition and the compressed condition. The actuator includes a damping device (40) arranged to define the damping coefficient of the actuator. The damping device is arranged to provide a relatively low damping coefficient when the actuator is in a first condition distinct from the intermediate condition, and a relatively high damping coefficient when the actuator is in a second condition, the second condition being distinct from the first condition and being equal or adjacent to the intermediate condition.
A dynamic bearing (10) for an aircraft landing gear. The bearing comprises a lug (12); a shaft (16) comprising a first material; and a bearing surface (14) comprising a second material that is softer than the first material. The bearing surface defines a bore and is arranged to support the shaft when the shaft is movably housed within the bore in use. The bearing surface is defined by the lug or a coating applied to the lug.
Apparatus configured to deform a tubular work piece having a longitudinal axis, the apparatus comprising a support for supporting a tubular work piece to be deformed;rotation means for rotating the tubular work piece about its longitudinal axis; a nozzle for directing a stream of pressurised fluid at the tubular work piece in a direction transverse to the longitudinal axis of the tubular work piece;and means for moving one or both of the tubular work piece and the nozzle relative to one another such that the stream of pressurised fluid can be aimed at a plurality of locations along the tubular work piece;wherein the pressure of the fluid directed at the tubular work piece is great enough to cause deformation of the tubular work piece, but not so great that cutting of the tubular work piece can occur.
A pitch trimmer assembly for an aircraft landing gear comprises a telescopic pitch trimmer actuator (12) arranged to be connected between a first and a second element of an aircraft landing gear and arranged to exert a first damping force when in a first state in which the pitch trimmer actuator (12) is not fully retracted and a second damping force greater than the first damping force in a second state in which the pitch trimmer actuator (12) is fully retracted, the damping element being switchable between the first and second states in dependence on the relative positions of the first and second landing gear elements.
A tool for detecting deformation of a nominally straight element includes a first body element having first straight edge, means for biasing the first straight edge against the straight element, and a light source arranged to illuminate any space present between the straight element and the first straight edge of the first body element.
A pin joint assembly for an aircraft landing gear comprising: an elongate joint pin (106); at least one first lug (102,102a) through which the joint pin passes; and at least one second lug (104,104a) through which the joint pin passes; wherein the joint pin includes first and second retaining elements (107) located at opposite ends of the joint pin and arranged to maintain the location of the joint pin relative to the first and second lugs, wherein at least portion of the pin joint is elastically deformable.
A landing gear assembly comprising a first part (12b) movable relative to a second part (14b), and a spring (26) coupled to the first and second parts via first and second anchor points. A lost motion assembly (30, 31) is provided to enable one of the anchor points to translate along one of the parts. As such, the spring extends less as the first part moves relative to the second part than it would if each anchor point was fixed to a respective part.
An airflow modification patch (14) for reducing aeroacoustic noise generated by an aircraft assembly. The patch has a substrate (14a) and a plurality of airflow disruption elements (14b).
A landing gear assembly (10) having first and second parts (12b, 14b) movably mounted with respect to one another. The landing gear assembly includes a critical space (32). A spring assembly (26) is arranged to bias the first and second parts to move relative to one another. A spring support (30) is provided to inhibit a broken portion of the spring assembly entering or contacting the critical space following a spring failure.
A brake assembly for a vehicle comprising a wheel (2) comprising a hollow section (4) and a rim (6), the rim (6) comprising a first portion (9) comprising an electrically conductive material (8) and a second portion (10) adjacent to the first portion (9) comprising a plurality of a permanent magnets and a stator (12) comprising at least one electromagnetic coil (15) arranged to be located within the hollow section (4) of the wheel (2), wherein the stator (12) is moveable between a first position in which the at least one electromagnetic coil (15) is inductively coupled to the first portion (9) of the rim (6) when the wheel (2) is rotating relative to the stator (12), and a second position in which the at least one electromagnetic coil (15) is inductively coupled to the second portion (10) of the rim (6).
B64C 25/40 - Alighting gear characterised by elements which contact the ground or similar surface the elements being rotated before touch-down
F16D 61/00 - Brakes with means for making the energy absorbed available for use
F16D 63/00 - Brakes not otherwise provided forBrakes combining more than one of the types of groups
B60K 7/00 - Disposition of motor in, or adjacent to, traction wheel
B60T 1/10 - Arrangements of braking elements, i.e. of those parts where braking effect occurs acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
H02K 7/12 - Structural association with clutches, brakes, gears, pulleys or mechanical starters with auxiliary limited movement of stators, rotors or core parts, e.g. rotors axially movable for the purpose of clutching or braking
H02K 49/04 - Dynamo-electric clutchesDynamo-electric brakes of the asynchronous induction type of the eddy-current hysteresis type
A landing gear assembly for an aircraft, the landing gear assembly including: an elongate bogie beam; a first axle bearing having an outer part rotatably coupled to an inner part, the outer part being coupled to the bogie beam, the inner part including a mounting aperture; and an elongate axle provided through the mounting aperture of the inner part and coupled thereto, wherein the axle is coupled to the inner part of the first axle bearing in a configuration such that the longitudinal axis of the axle is spaced from the axis of rotation of the inner part, such that rotation of the inner part causes a change in the orientation of the axle relative to the bogie beam.
A mechanical position indicator for providing a visual indication that a first part of an aircraft landing gear has assumed a predetermined position relative to a second part, the position indicator being arranged to be coupled to a first one of the first and second parts and in a first state arranged to hold an indicator element in a deployed position, the position indicator being arranged such that upon the first part assuming the predetermined position relative to the second part, a second one of the first and second parts changes the position indicator from the first state to a second state in which the indicator element is displaced from the deployed position, the position indicator being arranged to inhibit the indicator element thereafter returning to the deployed position.
An aircraft landing gear assembly comprising a bogie beam (2), an axle (4) extending through the bogie beam and a jacking dome fitting (6) extending through a sidewall (8) of the bogie beam and arranged to transfer vertical loads applied to the jacking dome fitting to the axle.
An aircraft brake assembly comprising a support leg (3), a main wheel (4) rotatably mounted on the support leg (3), a brake (2) comprising a first sub-assembly fixed to the main wheel (4) and a second subassembly (6) moveably mounted on the support leg (3) and a ground reaction wheel (8) coupled to the second sub-assembly (6), wherein on application of the brake (2), the first sub-assembly engages with the second sub-assembly (6) to exert a braking force on the second sub-assembly (6); and wherein the ground reaction wheel (8) is arranged to transfer the braking force from the second sub-assembly (6) to the ground.
A stop pad (11) for an aircraft landing gear arranged to provide protection against impact between first and second elements of the landing gear, the stop pad being arranged to provide an indication that it is been subject to an impact against one of the first or second landing gear elements, the impact having an impact load above a predetermined threshold level.
An aircraft landing gear (10) which includes a noise-inducing region (12) and a cover (14). The cover comprises a cover portion (14a) arranged to enclose the noise-inducing region to inhibit an airflow negotiating the noise-inducing region when the landing gear is in use.
An aircraft landing gear including: a main strut having an upper portion arranged to be coupled to the underside of an aircraft and a lower portion telescopically mounted with respect to the upper portion; a bogie including a bogie beam pivotally coupled to the lower portion of the main strut, the bogie beam having a plurality of axles mounted on it, each axle carrying one or more wheel assemblies; an actuator arranged such that a change in its effective length causes a change in the angular position of the bogie relative to the main strut, and a control port arranged to be coupled to a control fluid supply system, wherein the aircraft landing gear includes or is in combination with a control valve having a first configuration in which it permits control fluid to be supplied to the control port of the actuator at a first pressure and a second configuration in which the control valve permits the supply of control fluid to the control port at a second pressure less than the first pressure so as to reduce loads experienced by components of the actuator during taxiing.
A landing gear (10) for an aircraft having a main fitting (12) arranged to be coupled to the aircraft and arranged to move between a stowed condition and a deployed condition and a trailing arm (14) movably coupled to the main fitting (12). A torsion spring (24) is coupled to the trailing arm (14) such that the movement of the trailing arm (14) causes torsion loading of the torsion spring (24). A stay assembly (24,26) is provided which comprises the torsion spring (24), the stay assembly (24,26) having a first condition in which it is arranged to react axial loading thereof so as to maintain the main fitting (12) in the deployed condition and a second condition in which it is arranged to permit the main fitting (12) to move between the stowed condition and the deployed condition.
An aircraft landing gear including wheels and a fairing arranged to be moveable between a first and a second configuration, wherein in the first configuration the fairing is arranged to shield an element of the landing gear from incident airflow and wherein in the second configuration the fairing is arranged to deflect debris or spray propelled from one or more of the wheels.
A landing gear, including an elongate axle pivotally connected to a bogie beam, the landing gear further including a locking device for locking the axle at a substantially fixed orientation with respect to the bogie beam, the locking device including first and second barrier arms that are movable between a first configuration, in which they define a barrier so as to maintain the maintain the axle in the substantially fixed orientation with respect to the bogie beam, and a second configuration, in which the axle may pivot about the bogie beam.
b) are within the swept volume on opposing sides of the locking member (40) and in which position the locking mechanism (60) is arranged to lock the locking member (40) in a predetermined position, and non-locking positions, where the locking mechanism (60) is arranged permit movement of the locking member (40).
An apparatus for supporting one or more metal components during heat treatment comprising: a support platform; an elongate member extending from the support platform and removably attached to the support platform; and a locking mechanism which locks the elongate member to the platform, wherein the locking mechanism comprises a plurality of engagement portions pivotally mounted at a first end of the elongate member and arranged to engage with the interior of a bore in the support platform.
A gauge for indicating whether the oil level in an oleo-pneumatic shock absorber requires modification. The gauge comprises a substrate for positioning relative to the oleo- pneumatic shock absorber. The substrate has a first region arranged to encompass a range of possible oil levels within the shock absorber, a second region corresponding to a range of possible extension states of the shock absorber and a third region comprising one or more traces. Each trace corresponds to a temperature value and is indicative of an optimum relationship between the oil levels and the range of extension states at the respective temperature value associated with the trace.
F16F 9/06 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
F16F 9/32 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium Details
An aircraft landing gear (10) comprising: a strut (12) having an upper portion (12a) arranged to be mechanically coupled to an aircraft and a lower portion (12b) movably mounted with respect to the upper portion; a bogie beam (14) pivotally coupled to the lower portion of the strut; a bogie control linkage (20, 22, 24) mechanically coupled to the bogie at a first connection point and to the strut at a second connection point, the bogie control linkage comprising an actuator (24), the actuator including a locking system (24a) operable to inhibit actuation of the actuator; a sensor linkage (26) mechanically coupled to the lower portion of the strut and arranged to change between a first condition and a second condition in accordance with movement of the upper portion of the strut relative to the lower portion of the strut; and an actuator control linkage (28, 30, 32) arranged to operate the locking system when the sensor linkage is in the first condition and arranged not to operate the locking system when the sensor linkage is in the second condition.
Embodiments of the present invention provide a method of manufacturing a complex aircraft landing gear (2) component having a plurality of sub-components (4, 4a, 6, 6a), the method comprising forming first (4, 4a) and second (6, 6a) sub-components from dissimilar materials wherein each sub-component is formed to final or near final shape, and welding said sub-components together to form the complex landing gear component (2a).
B64F 5/00 - Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided forHandling, transporting, testing or inspecting aircraft components, not otherwise provided for
B23K 20/12 - Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by frictionFriction welding
A pin joint assembly for an aircraft landing gear comprising: an elongate joint pin (206); at least one first lug (202a, 202) through which the joint pin passes; and at least one second lug (204) through which the joint pin passes; wherein the joint pin includes first (212) and second (212a) retaining elements located at opposite ends of the joint pin and arranged to maintain the location of the joint pin relative to the first and second lugs, and wherein the pin joint assembly further comprises a respective resilient member (214, 214a) located between each of the retaining elements and a respective one of the first and second lugs, each resilient element being elastically deformable.
A bearing (10) arranged to receive a shaft (8) therein, the bearing including a contact surface (12) having a curved surface profile, the surface profile being arranged to conform to the curvature of the shaft (8) when the shaft is subject to a predetermined load.
Aircraft landing gear including an axle pivotally connected to a bogie beam and a locking device. The locking couples the axle to the bogie beam, and has a movable member and a follower. The movable member is movable between first and second configurations. Movement of the movable member towards the second configuration causes corresponding movement of the follower so as to transfer a steering force to the axle through the follower which causes the axle to rotate in a first direction. With the movable member in the first configuration, the follower is in a first configuration that inhibits the movable member being moved by an external force applied to the axle. With the movable member in the second configuration, the follower in a second configuration that permits the movable member to be moved by an external force applied to the axle.
An aircraft landing gear including a fairing (12) arranged to be moveable between first and second configurations, wherein in the first configuration the fairing shields an element of the landing gear from an incident airflow, the fairing being arranged to be in the first configuration when the landing gear is deployed but unloaded, and wherein in the second configuration the fairing exposes the landing gear element to the incident airflow, the fairing being arranged to be in the second configuration when the landing gear is deployed and loaded.
An aircraft landing gear (10) including: a bogie beam (14) coupled to a main strut (12); a first axle (18a) mounted on the bogie beam, the first axle carrying a first brake assembly (22a) and a first wheel assembly (20a); a second axle (18b) mounted on the bogie beam, the second axle carrying a second brake assembly (22b) and a second wheel assembly (20b); first stabilising arm (24a) arranged to mechanically couple the first brake assembly to a first anchor point (28) on the landing gear so as to react a first brake torque generated as the first brake assembly applies a braking force to the first wheel assembly; and a second stabilising arm (24b) arranged to mechanically couple the second brake assembly to a second anchor point (28) on the landing gear so as to react a second brake torque generated as the second brake assembly applies a breaking force to the second wheel assembly, wherein the first and second stabling arms couple the respective first and second brake assemblies to the respective first and second anchor points such that the first and second brake torques result in both stabilising arms experiencing a tensile force or both stabilising arms experiencing a compressive force.
An aircraft landing gear assembly includes a bogie beam, a landing gear strut and a stop. The landing gear strut has a first end arranged to be pivotally coupled to an aircraft and a second end pivotally coupled to the bogie beam. The stop is arranged to limit pivotal movement of the bogie beam relative to the landing gear strut The stop includes an elongate member arranged to be deflectable in bending when the bogie beam reaches a pivotal limit.
An aircraft landing gear (10) comprising a noise-inducing component region (12) and an airflow disruption element (16) having a first configuration in which it is spaced from, and arranged in an upstream relationship with respect to, the noise-inducing component region such that, in use with the landing gear deployed, the airflow disruption element faces, and at least partially disrupts, an airflow(A) moving towards the noise-inducing component region, wherein the cross-sectional area of the airflow disruption element is less than the cross-sectional area of the noise-inducing component region.
An aircraft landing gear includes at least one load bearing longitudinal structural element. The longitudinal structural element is hollow and is arranged to have a non-structural element located inside.
The present invention provides a method and system of determining the ground-to-tyre friction coefficient for an aircraft landing event, the method comprising:providing a plurality of aircraft data parameters including aircraft vertical acceleration to an aircraft computational model and repeatedly modelling the landing event using the aircraft computational model by varying one or more initial conditions of the aircraft model until a best match between a modelled value of aircraft vertical acceleration and the provided value of aircraft vertical acceleration is determined;providing the aircraft computational model initial conditions associated with the best match of modelled and provided aircraft vertical acceleration values to a landing gear computational model and also providing a strain value derived from a first sensor located on the aircraft landing gear to the landing gear computational model, the landing gear computational model having a value for the ground-to-tyre friction coefficient as a variable condition;modelling the landing gear to generate a modelled strain value and comparing the modelled strain value with the measured strain value; andrepeating the landing gear modelling step with a different value for the ground-to-tyre friction coefficient until a best match between the modelled strain value and the measured strain value is determined and outputting the respective friction coefficient value.
The present invention provides a method and system of determining the ground-to-tyre friction coefficient for an aircraft landing event, the method comprising: • providing a plurality of aircraft data parameters (2) including air craft vertical acceleration to an aircraft computational model and repeatedly modelling the landing event using the aircraft computational model (4) by varying one or more initial conditions of the aircraft model until a best match between a modelled value of aircraft vertical acceleration and the provided value of aircraft vertical acceleration is determined; • providing the aircraft computational model (4) initial conditions associated with the best match of modelled and provided aircraft vertical acceleration values to a landing gear computational model (12) and also providing a strain value (14) derived from a first sensor located on the aircraft landing gear to the landing gear computational model (12), the landing gear computational model (12) having a value for the ground-to-tyre friction coefficient as a variable condition; • modelling the landing gear to generate a modelled strain value and comparing the modelled strain value with the measured strain value; and • repeating the landing gear modelling step with a different value for the ground-to-tyre friction coefficient until a best match between the modelled strain value and the measured strain value is determined and outputting the respective friction coefficient value.
A main landing gear assembly for an aircraft comprising: an elongate beam pivotally coupled about its longitudinal axis to the aircraft such that the axis of rotation of the elongate beam is generally parallel to the longitudinal axis of the aircraft fuselage; a shock strut pivotally coupled at a first end to the elongate beam and coupled at a second end to a wheel assembly; a folding forward stay pivotally coupled at a first end to the elongate beam and pivotally coupled at a second end to the shock strut; and a rigid rear stay pivotally coupled at a first end to the aircraft and pivotally coupled at a second end to the shock strut, the rigid rear stay being arranged to restrain the path of the shock strut when moving between a deployed and a retracted position such that the wheel assembly is located forward and inboard in the retracted position in comparison with its location in the deployed position.
An aircraft landing gear including a shock absorber and a fluid replenishment device, the shock absorber having a compression chamber containing hydraulic fluid and the fluid replenishment device including a recuperator chamber for providing hydraulic fluid to the compression chamber of the shock absorber, the recuperator chamber including: a closed container defining an internal space and having: a first port coupled in a fluid tight manner to the compression chamber of the shock absorber; a second port arranged to be coupled in a fluid tight manner to a pressurised source of auxiliary hydraulic fluid; and a third port arranged to be coupled in a fluid tight manner to a second source of pressurised fluid; a movable element movably mounted within the container and arranged to divide the internal space into first and second subspaces, the first and second ports being in fluid communication with the first subspace and the third port being in fluid communication with the second subspace; and a valve having a open configuration in which the auxiliary hydraulic fluid may pass into the first subspace and a closed configuration wherein the second port is sealed in a fluid tight manner, wherein the fluid replenishment device is arranged such that, when the pressure of fluid within the second subspace is greater than the pressure of fluid within the first subspace, the movable element moves towards the valve such that it can mechanically couple with the valve so as to open the valve.
A landing gear assembly (10) for an aircraft, the landing gear assembly including: an elongate bogie beam (2); a first axle bearing (16a) having an outer part (16a) rotatably coupled to an inner part (16a), the outer part being coupled to the bogie beam, the inner part including a mounting aperture; and an elongate axle provided through the mounting aperture (18a) of the inner part and coupled thereto, wherein the axle is coupled to the inner part of the first axle bearing in a configuration such that the longitudinal axis (A) of the axle is spaced from the axis of rotation (B)of the inner part, such that rotation of the inner part causes a change in the orientation of the axle relative to the bogie beam.
An apparatus includes a fitting connected to a body. The fitting has an engagement portion including a channel formed into a peripheral surface of it and an axis. The body includes an axial layer provided around at least some of the peripheral surface of the engagement portion of the end fitting and a hoop layer provided around the axial layer at a location corresponding to at least some of the channel so as to urge at least some of the axial layer into a portion of the channel. The channel is arranged such that at least some of it defines a pathway that is non-orthogonal with respect to the axis of the fitting, such that at least some of the surface area of the channel defines a load bearing surface for the transfer of torque between the fitting and body when a rotational force is applied to one of them.
F16B 11/00 - Connecting constructional elements or machine parts by sticking or pressing them together, e.g. cold pressure welding
B29C 70/86 - Incorporating in coherent impregnated reinforcing layers
B29C 70/30 - Shaping by lay-up, i.e. applying fibres, tape or broadsheet on a mould, former or coreShaping by spray-up, i.e. spraying of fibres on a mould, former or core
F16C 7/02 - Constructions of connecting-rods with constant length
B29C 53/58 - Winding and joining, e.g. winding spirally helically
B29C 70/48 - Shaping or impregnating by compression for producing articles of definite length, i.e. discrete articles using matched moulds, e.g. for deforming sheet moulding compounds [SMC] or prepregs and impregnating the reinforcements in the closed mould, e.g. resin transfer moulding [RTM]
A mechanical position indicator (9a) for providing a visual indication that a first part of an aircraft landing gear (1) has assumed a predetermined position relative to a second part, the position indicator (9a) being arranged to be coupled to a first one of the first and second parts and in a first state arranged to hold an indicator element (15a) in a deployed position, the position indicator (9a) being arranged such that upon the first part assuming the predetermined position relative to the second part, a second one of the first and second parts changes the position indicator (9a) from the first state to a second state in which the indicator element (15a) is displaced from the deployed position, the position indicator (9a) being arranged to inhibit the indicator element (15a) thereafter returning to the deployed position.
A bearing assembly (2′) comprising a housing (3′) supporting first and second bearing ring portions (4, 4′) with bearing surfaces to engage an inner tubular member (1′) at axially spaced regions, characterized in that either: the bearing ring portions are provided by separate bearing rings (4′) supported in the housing member (3′) with bearing surfaces of different diameters; or the bearing ring portions are provided by a single bearing ring (4″) that is free to flex radially and is supported so that the second bearing ring portion is free to flex radially under load and its bearing surface than assumes a position with a greater diameter than that of the first bearing ring portion (4″).
An aircraft landing gear assembly comprising a bogie beam (2), an axle (4) extending through the bogie beam and a jacking dome fitting (6) extending through a sidewall (8) of the bogie beam and arranged to transfer vertical loads applied to the jacking dome fitting to the axle.
An aircraft landing gear assembly comprising a bogie beam (2), an axle (4) extending through the bogie beam and a jacking dome fitting (6) extending through a sidewall (8) of the bogie beam and arranged to transfer vertical loads applied to the jacking dome fitting to the axle.
An aircraft landing gear (10, 50) including: a main strut (12) having an upper portion (12a) arranged to be coupled to the underside of an aircraft and a lower portion (12b) telescopically mounted with respect to the upper portion; a bogie including a bogie beam (14) pivotally coupled to the lower portion of the main strut, the bogie beam having a plurality of axles (16a, 16b) mounted on it, each axle carrying one or more wheel assemblies; an actuator (20, 60) arranged such that a change in its effective length causes a change in the angular position of the bogie relative to the main strut, and a control port arranged to be coupled to a control fluid supply system, wherein the aircraft landing gear includes or is in combination with a control valve (40) having a first configuration (42b) in which it permits control fluid to be supplied to the control port of the actuator at a first pressure (p) and a second configuration (42a) in which the control valve permits the supply of control fluid to the control port at a second pressure (R) less than the first pressure so as to reduce loads experienced by components of the actuator during taxiing.
An aircraft landing gear (10, 50) including: a main strut (12) having an upper portion (12a) arranged to be coupled to the underside of an aircraft and a lower portion (12b) telescopically mounted with respect to the upper portion; a bogie including a bogie beam (14) pivotally coupled to the lower portion of the main strut, the bogie beam having a plurality of axles (16a, 16b) mounted on it, each axle carrying one or more wheel assemblies; an actuator (20, 60) arranged such that a change in its effective length causes a change in the angular position of the bogie relative to the main strut, and a control port arranged to be coupled to a control fluid supply system, wherein the aircraft landing gear includes or is in combination with a control valve (40) having a first configuration (42b) in which it permits control fluid to be supplied to the control port of the actuator at a first pressure (p) and a second configuration (42a) in which the control valve permits the supply of control fluid to the control port at a second pressure (R) less than the first pressure so as to reduce loads experienced by components of the actuator during taxiing.
An overload detecting assembly comprising a lateral probe (18) which cooperates with a first load bearing member (10) as it moves towards a second load bearing member (11) and in turn deflects an indicator member (20) which may take a permanent set when a yield point is exceeded. Ready inspection of the indicator member reveals whether or not it has been bent. The indicator member may comprise a cantilevered beam (24) formed in a sleeve (20) coaxial with the load bearing members (10, 11). Alternatively, an extension (25) of the probe (18) may deflect laterally at a midpoint under overload conditions. Alternatively, the probe (18) may form an impression in an indicator member (30) under overload conditions.
A landing gear (10), including: a bogie beam (12); an axle (14) pivotally connected to the bogie beam (12); a locking member (40) coupled to the axle (14) such that movement of the axle (14) invokes movement of the locking member (40), said movement of the locking member (40) defining a swept volume; and a locking mechanism (60) coupled to the bogie beam (12) and including first (65a) and second glide members, (65a, 65b) the locking mechanism (60) being arranged to move the glide members (65a, 65b) between locking positions, where glide members (65a, 65b) are within the swept volume on opposing sides of the locking member (40) and in which position the locking mechanism (60) is arranged to lock the locking member (40) in a predetermined position, and non- locking positions, where the locking mechanism (60) is arranged permit movement of the locking member (40).
A landing gear (10), including: a bogie beam (12); an axle (14) pivotally connected to the bogie beam (12); a locking member (40) coupled to the axle (14) such that movement of the axle (14) invokes movement of the locking member (40), said movement of the locking member (40) defining a swept volume; and a locking mechanism (60) coupled to the bogie beam (12) and including first (65a) and second glide members, (65a, 65b) the locking mechanism (60) being arranged to move the glide members (65a, 65b) between locking positions, where glide members (65a, 65b) are within the swept volume on opposing sides of the locking member (40) and in which position the locking mechanism (60) is arranged to lock the locking member (40) in a predetermined position, and non- locking positions, where the locking mechanism (60) is arranged permit movement of the locking member (40).
A stop pad (11) for an aircraft landing gear arranged to provide protection against impact between first and second elements of the landing gear, the stop pad being arranged to provide an indication that it is been subject to an impact against one of the first or second landing gear elements, the impact having an impact load above a predetermined threshold level.
A stop pad (11) for an aircraft landing gear arranged to provide protection against impact between first and second elements of the landing gear, the stop pad being arranged to provide an indication that it is been subject to an impact against one of the first or second landing gear elements, the impact having an impact load above a predetermined threshold level.
There is described a landing gear having a bogie including a elongated beam (2) for accommodating at least two axles receiving each a pair of ground engaging wheels, at least one axle (5) being pivotally mounted on the elongated beam. The landing gear further includes axle travel limitation means (10) extending between said pivotable axle and said elongated beam to be hitched up thereto, said travel limitation means being deformable one way starting from an stable and lockable state thereof corresponding to a landing position of said pivotable axle. There are also described independently lockable and actuatable telescopic struts.
A landing gear (10), including an elongate axle (16a) pivotally (18) connected to a bogie beam (14), the landing gear further including a locking device (30) for locking the axle at a substantially fixed orientation with respect to the bogie beam, the locking device including first and second barrier arms (32c, 34c) that are movable between a first configuration, in which they define a barrier so as to maintain the maintain the axle in the substantially fixed orientation with respect to the bogie beam, and a second configuration, in which the axle may pivot about the bogie beam.
There is described a landing gear having a bogie including a elongated beam (2) for accommodating at least two axles receiving each a pair of ground engaging wheels, at least one axle (5) being pivotally mounted on the elongated beam. The landing gear further includes axle travel limitation means (10) extending between said pivotable axle and said elongated beam to be hitched up thereto, said travel limitation means being deformable one way starting from an stable and lockable state thereof corresponding to a landing position of said pivotable axle. There are also described independently lockable and actuatable telescopic struts.
A landing gear (10), including an elongate axle (16a) pivotally (18) connected to a bogie beam (14), the landing gear further including a locking device (30) for locking the axle at a substantially fixed orientation with respect to the bogie beam, the locking device including first and second barrier arms (32c, 34c) that are movable between a first configuration, in which they define a barrier so as to maintain the maintain the axle in the substantially fixed orientation with respect to the bogie beam, and a second configuration, in which the axle may pivot about the bogie beam.
A landing gear (70) for an aircraft, the landing gear including an axle (14) pivotally connected to a bogie beam (12) and a locking device (11c), the locking device being arranged to couple the axle to the bogie beam, the locking device including a movable member and a follower (22), the movable member (60) being arranged to be moved by an actuator between first and second configurations, the locking device being arranged such that movement of the movable member towards the second configuration causes corresponding movement of the follower so as to transfer a steering force to the axle through the follower which causes the axle to rotate in a first direction, wherein, with the movable member in the first configuration, the locking device is arranged with the follower in a first configuration that inhibits the movable member being moved by an external force applied to the axle and, with the movable member in the second configuration, the locking device is arranged with the follower in a second configuration that permits the movable member to be moved by an external force applied to the axle.
A landing gear (70) for an aircraft, the landing gear including an axle (14) pivotally connected to a bogie beam (12) and a locking device (11c), the locking device being arranged to couple the axle to the bogie beam, the locking device including a movable member and a follower (22), the movable member (60) being arranged to be moved by an actuator between first and second configurations, the locking device being arranged such that movement of the movable member towards the second configuration causes corresponding movement of the follower so as to transfer a steering force to the axle through the follower which causes the axle to rotate in a first direction, wherein, with the movable member in the first configuration, the locking device is arranged with the follower in a first configuration that inhibits the movable member being moved by an external force applied to the axle and, with the movable member in the second configuration, the locking device is arranged with the follower in a second configuration that permits the movable member to be moved by an external force applied to the axle.
An aircraft landing gear including a fairing (12) arranged to be moveable between first and second configurations, wherein in the first configuration the fairing shields an element of the landing gear from an incident airflow, the fairing being arranged to be in the first configuration when the landing gear is deployed but unloaded, and wherein in the second configuration the fairing exposes the landing gear element to the incident airflow, the fairing being arranged to be in the second configuration when the landing gear is deployed and loaded.
An aircraft landing gear including a fairing (12) arranged to be moveable between first and second configurations, wherein in the first configuration the fairing shields an element of the landing gear from an incident airflow, the fairing being arranged to be in the first configuration when the landing gear is deployed but unloaded, and wherein in the second configuration the fairing exposes the landing gear element to the incident airflow, the fairing being arranged to be in the second configuration when the landing gear is deployed and loaded.
An aircraft landing gear assembly including a bogie beam, a landing gear strut (1) having a first end arranged to be pivotally coupled to an aircraft and a second end pivotally coupled to the bogie beam (3), and a stop (13) arranged to limit pivotal movement of the bogie beam relative to the landing gear strut, wherein the stop comprises at least one elongate member arranged to be deflectable in bending when the bogie beam reaches a pivotal limit.
Aircraft landing gear including at least one load bearing longitudinal structural element (116) wherein said longitudinal structural element is hollow and is arranged to have at least one non-structural element (118) located inside.
An aircraft landing gear assembly including a bogie beam, a landing gear strut (1) having a first end arranged to be pivotally coupled to an aircraft and a second end pivotally coupled to the bogie beam (3), and a stop (13) arranged to limit pivotal movement of the bogie beam relative to the landing gear strut, wherein the stop comprises at least one elongate member arranged to be deflectable in bending when the bogie beam reaches a pivotal limit.
A main landing gear assembly for an aircraft comprising: an elongate beam pivotally coupled about its longitudinal axis to the aircraft such that the axis of rotation of the elongate beam is generally parallel to the longitudinal axis of the aircraft fuselage; a shock strut pivotally coupled at a first end to the elongate beam and coupled at a second end to a wheel assembly; a folding forward stay pivotally coupled at a first end to the elongate beam and pivotally coupled at a second end to the shock strut; and a rigid rear stay pivotally coupled at a first end to the aircraft and pivotally coupled at a second end to the shock strut, the rigid rear stay being arranged to restrain the path of the shock strut when moving between a deployed and a retracted position such that the wheel assembly is located forward and inboard in the retracted position in comparison with its location in the deployed position.
Product (10) comprising a fitting (12) connected to a body (14). The fitting (12) has an engagement portion (12b) including a channel (18) formed into a peripheral surface of it and an axis. The body (14) includes an axial layer (20) provided around at least some of the peripheral surface of the engagement portion (12b) of the end fitting (12) and a hoop layer (30) provided around the axial layer (20) at a location corresponding to at least some of the channel (IS) so as to urge at least some of the axial layer (20) into a portion of the channel (18). The channel (18) is arranged such that at least some of it defines a pathway that is non-orthogonal with respect to the axis of the fitting (12), such that at least some of the surface area of the channel (18) defines a load bearing surface for the transfer of torque between the fitting (12) and body (14) when a rotational force is applied to one of them.
B29C 53/58 - Winding and joining, e.g. winding spirally helically
B29C 70/30 - Shaping by lay-up, i.e. applying fibres, tape or broadsheet on a mould, former or coreShaping by spray-up, i.e. spraying of fibres on a mould, former or core
B29C 70/86 - Incorporating in coherent impregnated reinforcing layers
A main landing gear assembly for an aircraft comprising: an elongate beam pivotally coupled about its longitudinal axis to the aircraft such that the axis of rotation of the elongate beam is generally parallel to the longitudinal axis of the aircraft fuselage; a shock strut pivotally coupled at a first end to the elongate beam and coupled at a second end to a wheel assembly; a folding forward stay pivotally coupled at a first end to the elongate beam and pivotally coupled at a second end to the shock strut; and a rigid rear stay pivotally coupled at a first end to the aircraft and pivotally coupled at a second end to the shock strut, the rigid rear stay being arranged to restrain the path of the shock strut when moving between a deployed and a retracted position such that the wheel assembly is located forward and inboard in the retracted position in comparison with its location in the deployed position.
Product (10) comprising a fitting (12) connected to a body (14). The fitting (12) has an engagement portion (12b) including a channel (18) formed into a peripheral surface of it and an axis. The body (14) includes an axial layer (20) provided around at least some of the peripheral surface of the engagement portion (12b) of the end fitting (12) and a hoop layer (30) provided around the axial layer (20) at a location corresponding to at least some of the channel (IS) so as to urge at least some of the axial layer (20) into a portion of the channel (18). The channel (18) is arranged such that at least some of it defines a pathway that is non-orthogonal with respect to the axis of the fitting (12), such that at least some of the surface area of the channel (18) defines a load bearing surface for the transfer of torque between the fitting (12) and body (14) when a rotational force is applied to one of them.
B29C 70/30 - Shaping by lay-up, i.e. applying fibres, tape or broadsheet on a mould, former or coreShaping by spray-up, i.e. spraying of fibres on a mould, former or core
B29C 70/86 - Incorporating in coherent impregnated reinforcing layers
B29C 53/58 - Winding and joining, e.g. winding spirally helically
A bearing assembly (2') comprising a housing (3') supporting first and second bearing ring portions (4, 4') with bearing surfaces to engage an inner tubular member (1') at axially spaced regions, characterised in that either: said bearing ring portions are provided by separate bearing rings (4') supported in the housing member (3') with bearing surfaces of different diameters; or said bearing ring portions are provided by a single bearing ring (4'') that is free to flex radially and is supported so that the second bearing ring portion is free to flex radially under load and its bearing surface than assumes a position with a greater diameter than that of the first bearing ring portion (4'').
A bearing assembly (2') comprising a housing (3') supporting first and second bearing ring portions (4, 4') with bearing surfaces to engage an inner tubular member (1') at axially spaced regions, characterised in that either: said bearing ring portions are provided by separate bearing rings (4') supported in the housing member (3) with bearing surfaces of different diameters;or said bearing ring portions are provided by a single bearing ring (4") that is free to flex radially and is supported so that the second bearing ring portion is free to flex radially under load and its bearing surface than assumes a position with a greater diameterthan that of the first bearing ring portion (4").
A load indicator comprises a load bearing assembly of first and second load bearing members (23, 22) connected together to bear a lateral load applied to the first member (23), the first load bearing member defining a cavity (25) with the second load bearing member such that it is frangible above an indicator load, and the cavity (25) containing an indicator liquid which escapes from the cavity once the first load bearing member is fractured by said load. The load bearing members (22, 23) comprise cylindrical members arranged concentrically with the outer member (23) having a portion of reduced thickness to render it frangible and to define the cavity (25). The cavity (25) includes an internal volume within the second load bearing member (22). The load indicator may be configured as a load bearing pin to connect two components.
G01L 5/13 - Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring the tractive or propulsive power of vehicles
An overload detecting assembly comprises a first load bearing member (10) adapted to flex laterally in response to a load to be monitored, a second load bearing member (11) spaced from the first under normal load conditions and which is contacted and loaded by the first load bearing member (10) when it is loaded beyond a load limit. Preferably, the first load bearing member (10) has a yield point below the load limit and takes a permanent set once the yield point has been exceeded. A lateral probe (18) cooperates with the first load bearing member as it moves towards the second load bearing member and in turn deflects an indicator member (20) which takes a permanent set when a yield point is exceeded. Ready inspection of the indicator member then reveals whether or not it has been bent.
An overload detecting assembly comprising a lateral probe (18) which cooperates with a first load bearing member (10) as it moves towards a second load bearing member (11) and in turn deflects an indicator member (20) which may take a permanent set when a yield point is exceeded. Ready inspection of the indicator member reveals whether or not it has been bent. The indicator member may comprise a cantilevered beam (24) formed in a sleeve (20) coaxial with the load bearing members (10, 11). Alternatively, an extension (25) of the probe (18) may deflect laterally at a midpoint under overload conditions. Alternatively, the probe (18) may form an impression in an indicator member (30) under overload conditions.
A landing gear for an aircraft comprises: a shock absorber strut (1) with upper and lower telescoping portions (2, 3), the upper portion (2) being connectable to the airframe of the aircraft; an arm (4) to extend fore and aft relative to the aircraft and carrying a landing wheel, (7, 71), and pivotally connected by a main pivot (5) to the lower portion (3) of the shock absorber strut; and a load reacting unit (9) connected between the arm (4) and the shock absorber strut (1) for reacting to load applied between the arm and shock absorber strut on landing, and an indicator (60) for monitoring the load applied to the load reacting unit (9) on landing. The load reacting unit (9) may be connected between a forward end of the arm (4) and the upper portion (2) of the shock absorber strut to make the gear act as a semi-levered landing gear. Alternatively, the load reacting unit (9) may be connected between the arm (4) and the lower portion (3) of the shock absorber strut to act as a pitch trimmer. The arm (4) may comprise a bogie beam with fore and aft landing wheels (7, 71) with the main pivot (5) therebetween. The load reacting unit (9) preferably comprises a fluid pressure unit and the indicator (60) comprises a mechanical indicator that operates at a predetermined pressure threshold.
F16F 9/06 - Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
A load indicator comprises a load bearing assembly of first and second load bearing members (23, 22) connected together to bear a lateral load applied to the first member (23), the first load bearing member defining a cavity (25) with the second load bearing member such that it is frangible above an indicator load, and the cavity (25) containing an indicator liquid which escapes from the cavity once the first load bearing member is fractured by said load. The load bearing members (22, 23) comprise cylindrical members arranged concentrically with the outer member (23) having a portion of reduced thickness to render it frangible and to define the cavity (25). The cavity (25) includes an internal volume within the second load bearing member (22). The load indicator may be configured as a load bearing pin to connect two components.
B64F 5/00 - Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided forHandling, transporting, testing or inspecting aircraft components, not otherwise provided for
An overload detecting assembly comprises a first load bearing member (10) adapted to flex laterally in response to a load to be monitored, a second load bearing member (11) spaced from the first under normal load conditions and which is contacted and loaded by the first load bearing member (10) when it is loaded beyond a load limit. Preferably, the first load bearing member (10) has a yield point below the load limit and takes a permanent set once the yield point has been exceeded. A lateral probe (18) cooperates with the first load bearing member as it moves towards the second load bearing member and in turn deflects an indicator member (20) which takes a permanent set when a yield point is exceeded. Ready inspection of the indicator member then reveals whether or not it has been bent.
B64F 5/00 - Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided forHandling, transporting, testing or inspecting aircraft components, not otherwise provided for
An auxiliary actuator (49) comprises a two stage telescopic hydraulic unit comprising first (59, 63) and second (56, 50) stage piston and cylinder actuators operating coaxially within an outer casing (50). A respective actuator is connected to a respective one of the strut (1) and bogie beam (4). The second stage actuator (56, 60) serves to control the tilt position of the bogie beam (4) relative to the strut (1). The second stage actuator (56. 60), when in the retracted position with the first stage actuator (59, 63) in the extended position, limits the length ol the auxiliary actuator (9) between its connections (62,67) to the strut (1) and bogie beam (4), so as to assume a predetermined intermediate length in which the bogie beam (4) is restrained to tilt about the auxiliary pivot (14) and thereby lengthens the landing gear during take-off.
An auxiliary mechanism includes a lever, a spring unit and a positioning unit. The lever is pivotally connected to the upper portion of the main shock absorber strut so as to pivot between a predetermined lower position for take-off and landing and an upper position. The spring unit is pivotally connected at an upper end to the upper portion of the main shock absorber smit and pivotally connected at a lower end to the lever. The positioning unit is pivotally connected at a lower end to the bogie beam at an auxiliary pivot and connected at an upper end to the lever and assumes contracted state for taxiing, take-off and landing, and an extended state for stowing the landing gear after take-off and transfers to the lever and to the spring unit, pivotal movements of the bogie beam about the main pivot during taxiing. The positioning unit and lever restrain the bogie beam to tilt about the auxiliary pivot and to lengthen the landing gear during take-off
An auxiliary actuator mechanism includes a lever, a spring unit and a control linkage. The lever is pivotally connected to the upper portion of a main shock absorber strut, and pivotable between an upper position for take-off, and a lower position. The spring unit is pivotally connected at an upper end to the lever and at a lower end to the bogie at an auxiliary pivot forward of the main pivot. The control linkage is connected between the lever and the upper portion of the main shock absorber strut to define the upper predetermined position of the lever. The control linkage is connectable to an anchor point that moves relative to the upper portion of the main shock absorber strut during stowing, and is operated by initial stowing movement of the stowing mechanism to lower the lever from the upper position to a stowing position and whereby the spring unit is arranged to hold one end of the bogie beam in a raised position when the landing gear is deployed for landing.
A semi-levered landing gear for an aircraft comprises a main shock absorber strut (1) connected to the airframe; a bogie beam (4) extending fore and aft of the airframe with forward and aft wheels (J, T) and a main pivot connection (5) to the strut (1) between the forward and aft wheels (7, T) and an auxiliary actuator (49) connected between the strut (1) and the front of the bogie beam (4) at an auxiliary pivot (14). The auxiliary actuator (49) comprises a two stage telescopic hydraulic unit comprising a first stage piston and cylinder actuator (59, 63) and a second stage piston and cylinder actuator (56, 50) operating coaxially within an outer casing (50). A respective piston rod (65, 60) each extends from each end of the casing (50) and is connected to a respective one of said (strut 1) and bogie beam (4). The first stage actuator (59, 63) is operable to an extended position, and the second stage actuator (56, 60) is operable between a retracted position (Fig. 11) and an extended position (Fig. 12) defined by respective end stops (75, 77) within the outer casing (50) and serves to control the tilt position of the bogie beam (4) relative to the strut (1). The second stage actuator (56, 60), when in the retracted position with the first stage actuator (59, 63) in the extended position, limits the length of the auxiliary actuator (9) between its connections (62, 67) to the strut (1) and bogie beam (4), so as to assume a predetermined intermediate length in which the bogie beam (4) is restrained to tilt about the auxiliary pivot (14) and thereby lengthens the landing gear during take-off. The second stage actuator (56, 60), when in the extended position with the first stage actuator (59, 63) in the extended position, allows the length of the auxiliary actuator (49) to assume a predetermined maximum length in which the bogie beam (4) is tilted about the main pivot (5) to a stowing position for stowing the landing gear in the aircraft.
A semi-levered landing gear for an aircraft includes a main shock absorber strut, a bogie beam and an auxiliary actuator mechanism. The bogie beam extends fore and aft of an airframe of the aircraft with forward and aft axles for respective forward and aft wheels, and a main pivot between the forward and aft axle pivotally connected to the lower portion of the main shock absorber strut. The auxiliary actuator mechanism includes a spring unit pivotally connected at a lower end to an auxiliary pivot on the bogie forward of the main pivot, and at an upper end to an anchor point offset from the pivot connection of the upper portion to the aircraft fuselage. During stowing the strut and spring unit pivot together about different pivot points, causing an effective lengthening of the spring unit that further tilts the bogie beam into a more horizontal stowing position.
Aircraft landing gear includes a retractable housing comprising an upper leg (11); a lower leg (15) including a wheel axle (16) slidingly disposed within the upper leg (11) and resiliently biassed to an extended condition; a turning collar (18) rotatably disposed about the housing and having connection means for a drag stay (17); and a steering collar (19) operatively connected to a steering motor (41) and connected to the lower leg (15) by a torque link (21, 22); in which the turning collar (18) is provided with a cam surface (24) which cooperates in use with the torque link (21, 22) to maintain the lower leg (15) with the wheel in the fore-and-aft position when in the extended condition.
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