A method is disclosed for docking and undocking a hyperloop vehicle in a station. The method includes the step of extending a support system to a first position, wherein the support system engages a surface to support the hyperloop vehicle at a first elevation. The method further includes the steps of moving the hyperloop vehicle to a predetermined docking position and engaging a coupler to fixedly position the hyperloop vehicle relative to a docking platform.

An aircraft assist system described herein includes an aircraft coupling counterpart attached to a strut of a landing gear of an aircraft, and an assist vehicle. The assist vehicle includes a frame, ground-engaging wheels mounted to the frame, a power source for driving one or more of the ground-engaging wheels, and a vehicle coupling counterpart for engagement with the aircraft coupling counterpart. The aircraft coupling counterpart and the vehicle coupling counterpart define a swivel connection for transferring a propulsive force from the takeoff assist vehicle to the aircraft. The aircraft coupling counterpart is disengageable from the vehicle coupling counterpart by upward movement of the aircraft coupling counterpart relative to the vehicle coupling counterpart.

A drive system 20, 20′ for rotating a wheel 11, 11′ of an aircraft landing gear 10, 10′, is disclosed having a drive element 24, 24′, a motor 21, 21′ operable to rotate the drive element, and a driven gear 25, 25′ adapted to be attached to the wheel. The drive system has a drive configuration in which the drive element is capable of meshing with the driven gear to drive the driven gear, wherein the drive system further comprises a transmission error measurement apparatus 30, 40, the apparatus configured to obtain, over time, measurement data of one or more characteristics of the drive system when in the drive configuration, the measurement data providing an indication of a transmission error between a torque commanded by the motor and a resulting torque at the driven gear. An aircraft 100 and a method of providing an indication of a transmission error in a drive system is disclosed.

An architecture for an aircraft comprises two air-conditioning systems, two converters, each intended to supply one of the air-conditioning systems, and at least one first electric machine which starts up a first main engine of the aircraft. The electrical architecture is configured such that the two converters can together supply the first electric machine. A method of operating the architecture is also provided.

One variation of a tram system includes: a chassis; a latch configured to selectively engage a latch receiver mounted to an aircraft; an alignment feature adjacent the latch and configured to engage an alignment receiver mounted to the aircraft and to communicate acceleration and braking forces from the chassis into the aircraft; an optical sensor facing upwardly from the chassis; a drivetrain configured to accelerate and decelerate the chassis along a runway; and a controller configured to detect an optical fiducial arranged on the aircraft in optical images recorded by the optical sensor adjust a speed of the drivetrain to longitudinally align the alignment feature with the alignment receiver based on positions of the optical fiducial detected in the optical images, trigger the latch to engage the latch receiver once the aircraft has descended onto the chassis, and trigger the drivetrain to actively decelerate the chassis during a landing routine.

A landing gear system includes an axle having an internal cavity and a wheel rotatably coupled to the axle. A drive shaft is mounted within the cavity to be rotatable about an axis. The landing gear system further includes a rod slidably mounted within the drive shaft and a clutch. The clutch has a first portion that is coupled to the rod and rotates with the drive shaft. A second portion of the clutch is fixedly coupled to the wheel. The rod selectively reciprocates along the axis between a first position and a second position to engage and disengage the clutch.

An aircraft landing gear arrangement (1, 101) on an aircraft, the arrangement including a wheel (2, 22), a brake (6) operable to inhibit rotation of the wheel, one or more fan blades (7a, 7b) rotatable to cool the brake, and a brushless DC motor (8) operable to rotate the one or more fan blades.

An electronic pressure compensated hydraulic motor pump is controlled to provide variable output power based on a variable input signal. The variable output power feature allows the motor pump to be used with a power management system to better match the output power of the motor pump with the available power of an electrical system. The ability to provide variable output power provides beneficial power management for electrical systems that switch between different power modes, e.g., between a generator power mode and a battery power mode.

A piece of electrical equipment for connecting both to at least one electromechanical braking actuator and also to at least one electromechanical drive actuator, the piece of electrical equipment (13a) comprising a housing (30), means for fastening the housing to the undercarriage, and inside the housing: a processor unit (32) arranged to generate a braking motor control signal and a drive motor control signal; a power supply unit (37) arranged to generate an equipment power supply voltage, a braking power supply voltage, and a drive power supply voltage; a power converter unit (40) arranged to generate a braking control voltage and a drive control voltage; and a distribution unit arranged to distribute the braking control voltage to the electromechanical braking actuator and the drive control voltage to the electromechanical drive actuator.

A torque bar assembly for use in an aircraft wheel is disclosed. In various embodiments, the assembly includes a torque bar; and a spacer configured for positioning between the torque bar and a wheel well of the aircraft wheel and to thermally insulate the wheel well from the torque bar, wherein the spacer includes a first anodized metal oxide layer on a first surface of the spacer configured to contact the torque bar. In various embodiments, the spacer includes a second anodized metal oxide layer on a second surface of the spacer configured to contact the wheel well.