The landing gear for a Piper Cub® light aircraft, comprises at least two wheels, is attached to a part of the fuselage in front of the center of gravity, and has a fixed tubular reinforcement that is generally triangular in shape, of which the apex is turned downwards, the ends of the base of the reinforcement and the apex of same being coupled, with articulation capability, to a suspension system linked to the wheels. Each end of the base of the reinforcement is angularly coupled to a wheel, by means of a damping member, while the apex of said reinforcement is coupled symmetrically to each of the wheels, by means of a connecting rod.

A takeoff and landing control method of a multimodal air-ground amphibious vehicle includes: receiving dynamic parameters of the multimodal air-ground amphibious vehicle; processing the dynamic parameters by a coupled dynamic model of the multimodal air-ground amphibious vehicle to obtain dynamic control parameters of the multimodal air-ground amphibious vehicle, wherein the coupled dynamic model of the multimodal air-ground amphibious vehicle comprises a motion equation of the multimodal air-ground amphibious vehicle in a touchdown state; and the motion equation of the multimodal air-ground amphibious vehicle in a touchdown state is determined by a two-degree-of-freedom suspension dynamic equation and a six-degree-of-freedom motion equation of the multimodal air-ground amphibious vehicle in the touchdown state; and controlling takeoff and landing of the multimodal air-ground amphibious vehicle according to the dynamic control parameters of the multimodal air-ground amphibious vehicle. The method is used for takeoff and landing control of a multimodal air-ground amphibious vehicle.

Landing gear for an aircraft, the landing gear having at least one pair of shock absorbers comprising a first shock absorber and a second shock absorber, each shock absorber comprising a cylinder defining an inside space and a rod carrying a piston, the inside space being subdivided at least into a “primary” chamber and into a “secondary” chamber, the shock absorber including at least one throttling orifice putting the secondary chamber into fluid flow communication with the primary chamber. The primary chamber of the first shock absorber is connected to the secondary chamber of the second shock absorber of the pair by a first pipe, and the secondary chamber of the first shock absorber of the pair is connected to the primary chamber of the second shock absorber of the pair by a second pipe.

Landing gear for an aircraft, the landing gear having at least one pair of shock absorbers comprising a first shock absorber and a second shock absorber, each shock absorber comprising a cylinder defining an inside space and a rod carrying a piston, the inside space being subdivided at least into a “primary” chamber and into a “secondary” chamber, the shock absorber including at least one throttling orifice putting the secondary chamber into fluid flow communication with the primary chamber. The primary chamber of the first shock absorber is connected to the secondary chamber of the second shock absorber of the pair by a first pipe, and the secondary chamber of the first shock absorber of the pair is connected to the primary chamber of the second shock absorber of the pair by a second pipe.

An example method includes receiving pitch angle sensor information indicative of a pitch angle of a vehicle, wherein the vehicle comprises a main landing gear having a strut and a pitch control surface configured to control the pitch angle of the vehicle; determining a trailing-edge-up limit for upward movement of the pitch control surface to control a de-rotation rate of the vehicle as the vehicle lands; receiving load sensor information indicative of a load on the strut of the main landing gear of the vehicle; based on the pitch angle of the vehicle being below a pitch angle threshold, determining an updated trailing-edge-up limit based on the load on the strut; and controlling the pitch control surface based on the updated trailing-edge-up limit.

An example method includes receiving pitch angle sensor information indicative of a pitch angle of a vehicle, wherein the vehicle comprises a main landing gear having a strut and a pitch control surface configured to control the pitch angle of the vehicle; determining a trailing-edge-up limit for upward movement of the pitch control surface to control a de-rotation rate of the vehicle as the vehicle lands; receiving load sensor information indicative of a load on the strut of the main landing gear of the vehicle; based on the pitch angle of the vehicle being below a pitch angle threshold, determining an updated trailing-edge-up limit based on the load on the strut; and controlling the pitch control surface based on the updated trailing-edge-up limit.

A rotorcraft and a connecting structure for an arm and an airframe of a rotorcraft are provided. The connecting structure includes: a fixed sleeve pipe configured to extend out from a circumferential edge of the airframe; an insertion head configured to be disposed to the first end of the arm and configured to be inserted into the fixed sleeve pipe; a lock sleeve configured to be fitted over the arm and having an insertion portion configured to be embedded into the insertion groove; and a lock nut configured to be fitted over the arm and configured for being in threaded connection with the fixed sleeve pipe.

A rotorcraft and a connecting structure for an arm and an airframe of a rotorcraft are provided. The connecting structure includes: a fixed sleeve pipe configured to extend out from a circumferential edge of the airframe; an insertion head configured to be disposed to the first end of the arm and configured to be inserted into the fixed sleeve pipe; a lock sleeve configured to be fitted over the arm and having an insertion portion configured to be embedded into the insertion groove; and a lock nut configured to be fitted over the arm and configured for being in threaded connection with the fixed sleeve pipe.

An information processing device (10) includes a sensing section (140) that senses a pressure variation of a fluid filling a deformable filled section (130) that is provided to a portion of a leg of a mobile body (100) that is in either a contact state or a non-contact state at which portion the leg contacts an external environment, and a determining section (150) that determines a state of the leg of the mobile body (100) on the basis of the pressure variation of the fluid sensed by the sensing section (140).

A flexible landing gear system for a vertical take-off and landing (VTOL) aircraft is disclosed. The flexible landing gear system may comprise a mounting bracket, a plurality of flexible supports, and plurality of surface contactors. The mounting bracket may be configured to couple to the VTOL aircraft. Each of the plurality of flexible supports comprising a proximal end and a distal end. The plurality of flexible supports may be coupled to the mounting bracket at a proximal end. A surface contactor may be positioned at the distal end of each of the plurality of flexible supports. The low-friction contactor may be a lightweight spherical ball, while the flexible support may be a flexible semi-rigid wire comprising a tempered high-carbon steel.