The invention provides methods and systems for controlling speed of an aircraft during an autonomous pushback maneuver, i.e. under the aircraft's own power without a pushback tractor. The method includes applying a torque to at least one landing gear wheel of the aircraft, the torque being in a direction opposite to the backwards rolling direction of rotation of the landing gear wheel. The torque applied does not exceed a limit for ensuring aircraft longitudinal stability. For longitudinal stability the torque applied should not cause the aircraft to risk a tip-over event.

An aircraft comprising a fuselage and an undercarriage dependent from the fuselage, the undercarriage including at least one caster assembly mounting a landing wheel to provide vertical support for the aircraft when on land and able to caster relative the fuselage.

An aircraft comprising a fuselage and an undercarriage dependent from the fuselage, the undercarriage including at least one caster assembly mounting a landing wheel to provide vertical support for the aircraft when on land and able to caster relative the fuselage.

A rack assembly for a rack and pinion gear system may comprise: a rack housing; and a rack disposed within the rack housing, the rack and the rack housing at least partially defining a first hydraulic chamber disposed between a first side of the rack and the rack housing, a second hydraulic chamber disposed between a second side of the rack and the rack housing, a third hydraulic chamber disposed within the rack proximal the first hydraulic chamber, and a fourth hydraulic chamber disposed within the rack proximal the second hydraulic chamber.

A rack assembly for a rack and pinion gear system may comprise: a rack housing; and a rack disposed within the rack housing, the rack and the rack housing at least partially defining a first hydraulic chamber disposed between a first side of the rack and the rack housing, a second hydraulic chamber disposed between a second side of the rack and the rack housing, a third hydraulic chamber disposed within the rack proximal the first hydraulic chamber, and a fourth hydraulic chamber disposed within the rack proximal the second hydraulic chamber.

A shimmy damper assembly may comprise: a damper piston including a piston head, the piston head comprising a first permanent magnet, a shimmy cylinder including a second permanent magnet disposed on an axial surface of the shimmy cylinder, and a gland nut coupled to the shimmy cylinder, the gland nut including a third permanent magnet spaced apart axially from the second permanent magnet, the piston head disposed between the first permanent magnet and the second permanent magnet.

A system including a sensor, a computing device and a Wireless Access Point (WAP). The sensor in response to receipt of an initiation signal, via a first communication channel, from a relatively proximal computing device, is arranged to generate and store first security information and to transmit, wirelessly via a second communications channel, a first message comprising information representing at least a part of the first security information. The WAP, which is remote from the sensor is arranged to receive and store the first message. The WAP is arranged to generate second security information and to transmit wirelessly to the computing device, via a third communications channel when the computing device is within range of the WAP, a second message comprising information representing at least a part of the second security information. The sensor is arranged to receive at least the second message via only the first communications channel.

The invention relates to an aircraft landing gear equipped with a steering device (7) for orienting the wheels (5), the steering device (7) comprising a body (8) in which is incorporated an electromechanical actuator (41) equipped with an electric motor (42). The landing gear is further equipped with damping means intended to limit the transmission of vibration from the wheel (5) to the rest of the landing gear (1) when the aircraft is on the ground. The body (8) of the steering device (7) is mounted with the ability to rotate with a limited amplitude of rotation. The damping means are mounted between the body (8) of the steering device (7) and the strut assembly (2) of the landing gear to damp the vibration between the body (8) of the steering device (7) and the strut assembly (2).

A slip-reduction control unit for an aircraft having a steerable landing gear. The control unit receives steering input signals from which a target steering command output may be ascertained and additional input signals (a) the motion of the aircraft, (b) a steering angle, or (c) a parameter relating to the slip sustained by the steerable landing gear. The slip-reduction control unit determines, based on the additional input signals, reduces the rate of change of steering angle that would otherwise be commanded. The reduction in the rate of change may reduce vibration on the aircraft that might be caused by a greater rate of change in the steering angle.

A slip-reduction control unit for an aircraft having a steerable landing gear. The control unit receives steering input signals from which a target steering command output may be ascertained and additional input signals (a) the motion of the aircraft, (b) a steering angle, or (c) a parameter relating to the slip sustained by the steerable landing gear. The slip-reduction control unit determines, based on the additional input signals, reduces the rate of change of steering angle that would otherwise be commanded. The reduction in the rate of change may reduce vibration on the aircraft that might be caused by a greater rate of change in the steering angle.