Shield assemblies for an aircraft landing gear include an aerodynamic shield, a first support bracket assembly, and a second support bracket assembly. The first support bracket assembly is configured to couple with a structural member of the aircraft landing gear, to support a first end of the aerodynamic shield, and to have a first position that is fixed relative to the structural member in an x-direction, a y-direction, and a z-direction. The first support bracket assembly has a first clamp that is configured to fix the first support bracket assembly relative to the structural member in the x-direction. The second support bracket assembly is configured to support a second end of the aerodynamic shield and to have a second position that is fixed relative to the structural member in the y-direction and the z-direction.

A thin-skin support member is provided. The thin-skin support member may include a semi-circular edge and a flat edge that define a hollow cavity. A cylindrical cavity may be adjacent the hollow cavity and at least partially defined by the semi-circular edge. The cylindrical cavity may be configured to retain a strut assembly. A mounting interface may be coupled to the semi-circular edge and the flat edge. A torsion interface may be disposed adjacent the cylindrical cavity and configured to receive a torsion link. The thin-skin support member may be made using additive manufacturing and thus may have a grain structure grown in the direction of material being added.

[Object] To provide a noise reduction apparatus, an aircraft, and a noise reduction method capable of increasing the amount of noise reduction.

[Solving Means] The noise reduction apparatus 1 includes a porous plate 2 disposed to face a fluid flow, the porous plate 2 including a bend region 5 bent toward an upstream side of the fluid flow. The bend region 5 is provided at the end portion 6 of the porous plate 2, and has a concave R-shape on an upstream side of the fluid flow. Although the direction of the fluid flow is typically deflected toward the outside from the center of the porous plate 2 due to the porous plate 2, the deflected fluid easily passes through the porous plate 2 since the porous plate has the bend region 5. Thus, the shear layer of the fluid flow is weakened, the noise induced by the vortex is reduced, and it is possible to increase the reduction amount of noise.

A wheel well fairing for reducing drag on an aircraft fuselage configured with an open wheel well for stowing landing gear of the aircraft. The wheel well fairing includes a Coanda fairing having a convex-shaped lower portion and an upper portion. The upper portion is configured for positioning adjacent an interior vertically-orientated sidewall of the wheel well, and the convex-shaped lower portion has a bottom surface configured to extend substantially parallel to and positioned adjacent with an outer hull surface of the fuselage. The convex-shaped lower portion is curved inwardly within the wheel well between the upper portion and bottom surface. The Coanda fairing is positioned at an aft portion of the wheel well to redirect airflow out of the wheel well in a rearward direction along the bottom hull surface of the fuselage.

A thin-skin support member is provided. The thin-skin support member may include a semi-circular edge and a flat edge that define a hollow cavity. A cylindrical cavity may be adjacent the hollow cavity and at least partially defined by the semi-circular edge. The cylindrical cavity may be configured to retain a strut assembly. A mounting interface may be coupled to the semi-circular edge and the flat edge. A torsion interface may be disposed adjacent the cylindrical cavity and configured to receive a torsion link. The thin-skin support member may be made using additive manufacturing and thus may have a grain structure grown in the direction of material being added.

Pressure oscillations or acoustic loads over an open type cavity having a front face an upper edge of which constitutes a leading edge and having a rear face an upper edge of which constitutes a trailing edge are reduced by applying curvature to the rear face so as to present a convex curved surface internal to the cavity. In one embodiment, a cross-section through a longitudinal axis of the convex curved surface describes part of an ellipse.

An aircraft fairing includes a fairing body having an exterior fairing wall and at least one wheel bin. The at least one wheel bin has a side wall extending from an opening in the exterior fairing wall to an end wall. The side wall and the end wall define a cavity of the at least one wheel bin in fluid communication with the opening in the exterior fairing wall. An acoustic resonator is mounted to an outer surface of the side wall of the at least one wheel bin and is in fluid communication with the cavity. The acoustic resonator has a resonant frequency substantially similar to a cavity modal frequency of the at least one wheel bin at an aircraft flight condition.

A noise attenuation element can be arranged for connection to an air directing structure such as a wing flap. The element has a non-uniform lattice density across at least a portion of the body of the element.

An aircraft assembly having landing gear with a known deployment value, apparatus for permitting landing gear deployment, down-lock sensing apparatus, a navigation system, a landing gear control system, a flight control system, and a deployment controller. The deployment controller is configured to: calculate a touch down value using the aircraft position and speed information provided by the aircraft navigation system; command the landing gear control system to provide the deploy signal when the touch down value reaches a deployment threshold value which is greater than the landing gear deployment value; and command the flight control system to execute a landing abort sequence if the controller does not receive the down-lock signal from the landing gear sensing apparatus within a deployment value window which is greater than or equal to the known deployment value for the landing gear but less than the touch down value.

A method 300 for deploying an aircraft landing gear including: receiving an aircraft landing gear deployment signal 310, receiving an aircraft position signal indicative of a distance of the aircraft from an aircraft landing site 320, receiving one or more flight signals indicating one or more dynamic conditions or parameters relating to the flight of the aircraft 330, determining, based at least on the one or more flight signals, a first aircraft position, relative to the aircraft landing site, at which the landing gear deployment should commence 340, and deploying the landing gear (a) when the aircraft reaches the first aircraft position, in the event that the deployment signal is received before the aircraft reaches the first aircraft position, or (b) immediately, in the event that the deployment signal is received when the aircraft has passed the first aircraft position 350.