A landing-gear assembly (1) for an aircraft, the landing-gear assembly comprising: an axle shaft (2); a leg (3) presenting a first portion (3a) carrying said axle shaft (2) and a second portion (3b) connected to a carrier structure of the aircraft; a main damper (5); and a first secondary damper (6a) distinct from the main damper (5).

The first secondary damper (6a) is carried by the axle shaft (2) and comprises: an inertial mass (M); and connection means (7a) between the inertial mass (M) and the axle shaft (2) damping movements of the inertial mass (M) along a first axis (X1) of movement of the inertial mass (M) relative to the axle shaft (2), said first axis of movement (X1) extending in a plane (P) perpendicular to said steering axis (Z).

An aircraft undercarriage having a sliding rod slidably mounted in a strut-leg, and a scissors linkage (4) having one branch (4a) hinged to the strut-leg or to a turning element of a control for steering the sliding rod mounted to turn in the strut-leg, and one branch (4b) hinged to the sliding rod, the branches being hinged to each other by a pivot pin (12), the undercarriage being fitted with a shimmy-attenuator device (10a, 10b) placed on the pivot pin of the shimmy-attenuator, the attenuator device including threshold resilient return means generating a force returning the branches towards a rest position, and at least damping means generating a damping force when the branches move axially along the pivot pin. The attenuator device comprises two modules (10a, 10b) placed on either side of the scissors linkage in order to co-operate with the pivot pin, each of the modules performing at least one of the damping function and the threshold resilient return function.

Aircraft landing gear (1) comprising: an axle shaft (2); a strut (3) extending along a main strut axis (Z) and having a first part (3a) carrying the said axle shaft (2) and a second part (3b); a main damper (5) designed to damp axial movements of the first strut part (3a) with respect to the second strut part (3b); a first secondary damper (6a) distinct from the said main damper and designed to damp a movement of angular oscillation, about the axis (Z).

The first secondary damper (6a) is carried by the first strut part (3a) and comprises: an inertial mass (M); and means (7a) of connecting the inertial mass (M) to the first strut part (3a) which means are designed to damp rotational movements of this inertial mass (M) about the axis (Z).

An aircraft landing gear shimmy damping device for aircraft landing gear with castering may include a centering cam engaged in a curvic slot in an internal diameter of an aircraft landing gear wheel spindle when the landing gear wheel is aligned with forward ground travel of the aircraft, engaging a landing gear wheel shimmy dampener. The centering cam may be pushed out of the curvic slot when the aircraft begins to turn, disengaging the landing gear wheel shimmy dampener, and may slide back into the curvic slot and (re)engage the shimmy dampener, when the landing gear wheel is realigned with forward ground travel of the aircraft.

The present disclosure provides a stator assembly comprising a high damping core, a low damping core coaxially aligned with the high damping core, a plurality of slots defined in at least one of the high damping core and the low damping core and extending between a first axial end face and a second axial end face of the at least one of the high damping core and the low damping core, and a control winding being integrally continuous and successively wound through the plurality of slots, such that the control winding enters the plurality of slots from at least one of the first axial end face and the second axial end face. In various embodiments, the control winding is configured to receive a current.

The present disclosure provides an axial engagement-controlled variable damper comprising a rotor assembly coupled to a rotor shaft and disposed about an axis of rotation and a stator, coaxially aligned with the rotor assembly. The axial engagement-controlled variable damper may further comprise a flux sleeve, axially movable relative to the rotor assembly between at least a first position and a second position. The flux sleeve may comprise a circumferential flange portion disposed radially between the rotor assembly and the stator, and may be configured to alter magnetic coupling between the stator and the rotor assembly in response being moved axially. The axial-engagement controlled variable damper may be configured to generate a first drag torque in response to the flux sleeve being in the first position and a second drag torque in response to the flux sleeve being in the second position.

The present disclosure provides an axial engagement-controlled variable damper comprising a rotor assembly coupled to a rotor shaft and disposed about an axis of rotation and a stator, coaxially aligned with the rotor assembly. The axial engagement-controlled variable damper may further comprise a flux sleeve, axially movable relative to the rotor assembly between at least a first position and a second position. The flux sleeve may comprise a circumferential flange portion disposed radially between the rotor assembly and the stator, and may be configured to alter magnetic coupling between the stator and the rotor assembly in response being moved axially. The axial-engagement controlled variable damper may be configured to generate a first drag torque in response to the flux sleeve being in the first position and a second drag torque in response to the flux sleeve being in the second position.

An aircraft drive system having a fully electric speed-proportional control and drive system for the nose wheel of an aircraft in which variable steering authority is accomplished by monitoring of the signal from a tiller and rudder pedals by a nose wheel controller in conjunction with the speed of the aircraft, in order to command and power an electromechanical steering, actuator to achieve speed-proportional variable steering authority. This provides a system with a quicker response time than current hydraulic-based systems which can help reduce nose wheel shimmy, eliminate certain nose wheel steering failure modes associated with hydraulic systems, and reduce weight when used in small-to-medium sized aircraft.

An aircraft landing gear shimmy damping device for aircraft landing gear with castering may include a centering cam engaged in a curvic slot in an internal diameter of an aircraft landing gear wheel spindle when the landing gear wheel is aligned with forward ground travel of the aircraft, engaging a landing gear wheel shimmy dampener. The centering cam may be pushed out of the curvic slot when the aircraft begins to turn, disengaging the landing gear wheel shimmy dampener, and may slide back into the curvic slot and (re)engage the shimmy dampener, when the landing gear wheel is realigned with forward ground travel of the aircraft.

A damper for an aircraft landing gear includes a housing with an internal cavity. A weight is slidingly disposed within the cavity and positioned between and engages a first pneumatic spring and a second pneumatic spring. The shimmy damper includes at least one mounting feature to fixedly mount the housing to a component of the aircraft landing gear.