Aircraft, auto speed brake control systems, and methods for controlling drag of an aircraft are provided. In one example, an aircraft includes an aircraft structure. A drag device is operatively coupled to the aircraft structure between a stowed and a deployed position and/or an intermediate deployed position. A speed brake controller is in communication with the drag device to control movement. An autothrottle-autospeedbrake controller is in communication with the speed brake controller and is configured to receive data signals. The autothrottle-autospeedbrake controller is operative to direct the speed brake controller to control movement of the drag device between the stowed position and the deployed position and/or the intermediate deployed position in response to at least one of the data signals.

Aircraft, auto speed brake control systems, and methods for controlling drag of an aircraft are provided. In one example, an aircraft includes an aircraft structure. A drag device is operatively coupled to the aircraft structure between a stowed and a deployed position and/or an intermediate deployed position. A speed brake controller is in communication with the drag device to control movement. An autothrottle-autospeedbrake controller is in communication with the speed brake controller and is configured to receive data signals. The autothrottle-autospeedbrake controller is operative to direct the speed brake controller to control movement of the drag device between the stowed position and the deployed position and/or the intermediate deployed position in response to at least one of the data signals.

An aircraft landing gear assembly including structural members coupled via a coupling including a bearing. The bearing has a body defining a first bearing surface arranged to contact a first counter-face of the coupling. The first bearing surface is defined by a first tubular layer of fibre reinforced polymer of a first type having an axis and containing synthetic fibres of a first type wound around and along the axis of the bearing. The bearing body further has a second tubular layer of fibre reinforced polymer of a second type containing synthetic fibres of a second type wound around and along the axis of the bearing.

An aircraft landing gear assembly including structural members coupled via a coupling including a bearing. The bearing has a body defining a first bearing surface arranged to contact a first counter-face of the coupling. The first bearing surface is defined by a first tubular layer of fibre reinforced polymer of a first type having an axis and containing synthetic fibres of a first type wound around and along the axis of the bearing. The bearing body further has a second tubular layer of fibre reinforced polymer of a second type containing synthetic fibres of a second type wound around and along the axis of the bearing.

A landing gear support arrangement may comprise a cylinder, a pin pivotally coupled to the cylinder, a head attached to the pin having a portion extending radially from the pin, and a bracket coupled to the portion of the head configured to axially support the pin.

A landing gear support arrangement may comprise a cylinder, a pin pivotally coupled to the cylinder, a head attached to the pin having a portion extending radially from the pin, and a bracket coupled to the portion of the head configured to axially support the pin.

An aircraft spring assembly includes a helical spring having a hollow core. A polymer damping member is confined within the core and is narrower than the internal spring diameter so as to be free to move along the core.

An aircraft spring assembly includes a helical spring having a hollow core. A polymer damping member is confined within the core and is narrower than the internal spring diameter so as to be free to move along the core.

A landing gear includes structural parts arranged to connect a wheel to a structure of an aircraft, each structural part including two or more interfaces for connection to one or more other of the structural parts or to the structure of the aircraft and two or more webs which extend so as to face one another while delimiting between them a free space and which connect the two interfaces in order to transmit the forces from one to the other.

Aerial vehicles are provided with one or more transformable arms (110, 310, 410, 510, 910). The one or more transformable arms (110, 310, 410, 510, 910) may support one or more propulsion units, and transform between a flight configuration where the propulsion units of the arms effect flight of the aerial vehicle, and a landing configuration, wherein the transformable arms (110, 310, 410, 510, 910) are used as a landing support that bears weight of the aerial vehicle when the aerial vehicle is not in flight. Using the transformable arms (110, 310, 410, 510, 910) as legs when the UAV is in a landed state permits the UAV to reduce weight and reduce obstruction to a payload carried by the UAV when the UA is in flight.