A landing gear assembly is disclosed having a trailing arm for carrying a wheel, a shock absorber pivotally coupled to the arm for damping movement of the arm, and an articulated lock mechanism. The mechanism includes an upper and lower lock links each with a distal end respectively pivotally coupled to the shock and arm. Proximal ends of the lock links are pivotally coupled about a common axis to enable a distance between the distal ends to vary. The mechanism is lockable to lock the assembly in an extended or retracted configuration. When the assembly is in the extended or retracted configuration, the mechanism is locked respectively in an extended or retracted locking configuration, such that the distance between the distal ends of the lock links is substantially the same in either extended or retracted locking configuration.

An aircraft landing gear assembly is disclosed including a leg assembly having a trailing arm configured to rotate about an axis and carry a wheel, a shock absorber coupled to the arm and enabled to dampen rotation of the arm about the axis within a normal operating range, and to limit the rotation of the arm about the first trailing arm axis to the normal operating range, and a fuse member coupled to the shock absorber. The fuse member is configured to fail in the event a vertical load on the wheel exceeds a pre-determined threshold, wherein failure of the fuse member allows the first trailing arm to rotate about the first trailing arm axis beyond the normal operating range.

An aircraft landing gear assembly is disclosed including a leg assembly having a trailing arm configured to rotate about an axis and carry a wheel, a shock absorber coupled to the arm and enabled to dampen rotation of the arm about the axis within a normal operating range, and to limit the rotation of the arm about the first trailing arm axis to the normal operating range, and a fuse member coupled to the shock absorber. The fuse member is configured to fail in the event a vertical load on the wheel exceeds a pre-determined threshold, wherein failure of the fuse member allows the first trailing arm to rotate about the first trailing arm axis beyond the normal operating range.

A method for monitoring a dual-stage shock strut may include measuring a first primary chamber pressure when the dual-stage shock strut is in a first state, measuring a first secondary chamber pressure when the dual-stage shock strut is in the first state, measuring a shock strut stroke when the dual-stage shock strut is in the first state, measuring a first temperature, measuring a second temperature, measuring a second primary chamber pressure when the dual-stage shock strut is in a second state, measuring a second secondary chamber pressure when the dual-stage shock strut is in the second state, and determining a servicing condition of the shock strut based upon at least the first primary chamber pressure, the first secondary chamber pressure, the shock strut stroke, the first temperature, the second temperature, the second primary chamber pressure, and the second secondary chamber pressure.

A method for monitoring a dual-stage shock strut may include measuring a first primary chamber pressure when the dual-stage shock strut is in a first state, measuring a first secondary chamber pressure when the dual-stage shock strut is in the first state, measuring a shock strut stroke when the dual-stage shock strut is in the first state, measuring a first temperature, measuring a second temperature, measuring a second primary chamber pressure when the dual-stage shock strut is in a second state, measuring a second secondary chamber pressure when the dual-stage shock strut is in the second state, and determining a servicing condition of the shock strut based upon at least the first primary chamber pressure, the first secondary chamber pressure, the shock strut stroke, the first temperature, the second temperature, the second primary chamber pressure, and the second secondary chamber pressure.

An aircraft tail skid energy absorption indicator including a crushable indicator cartridge disposed within the an outer shock absorber canister of the aircraft tail skid, and an indicator rod coupled to the crushable indicator cartridge so as to move with a portion of the crushable indicator cartridge as a unit, where the indicator rod extends through an aperture in a wall of the outer shock absorber canister, where the indicator rod includes at least one graduation that indicates an amount of remaining energy absorption of the aircraft tail skid energy absorption indicator.

An aircraft tail skid energy absorption indicator including a crushable indicator cartridge disposed within the an outer shock absorber canister of the aircraft tail skid, and an indicator rod coupled to the crushable indicator cartridge so as to move with a portion of the crushable indicator cartridge as a unit, where the indicator rod extends through an aperture in a wall of the outer shock absorber canister, where the indicator rod includes at least one graduation that indicates an amount of remaining energy absorption of the aircraft tail skid energy absorption indicator.

A system for shrinking landing gear includes a shock strut having a cylinder and a piston to be received by the cylinder. The system further includes a collar coupled to a brace linkage and the piston, a torque arm configured to resist rotation between the collar and the piston, and a shrink linkage coupled between the torque arm and the cylinder. The collar rotates relative to the cylinder in response to retraction of the landing gear. Rotation of the collar rotates the piston and the torque arm relative to the cylinder. The rotation of the collar relative to the cylinder forces, via the shrink linkage, the piston towards the aircraft attachment within the cylinder.

A system for shrinking landing gear includes a shock strut having a cylinder and a piston to be received by the cylinder. The system further includes a collar coupled to a brace linkage and the piston, a torque arm configured to resist rotation between the collar and the piston, and a shrink linkage coupled between the torque arm and the cylinder. The collar rotates relative to the cylinder in response to retraction of the landing gear. Rotation of the collar rotates the piston and the torque arm relative to the cylinder. The rotation of the collar relative to the cylinder forces, via the shrink linkage, the piston towards the aircraft attachment within the cylinder.

A system for use with a landing gear of an aircraft includes a drag brace assembly having an upper end configured to be rotatably coupled to the aircraft and a lower end configured to be rotatably coupled to a shock strut of the landing gear. The system further includes a jury linkage having a brace portion configured to be pivotally coupled to the drag brace assembly and a strut portion pivotally coupled to the brace portion and configured to be rotatably coupled to the shock strut.