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.

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.

A landing gear includes: a wheel support member including a first portion for rollably supporting a wheel, and a second portion extending from the first portion toward a fuselage in a direction of an axis of the first portion and supporting the first portion such that the first portion is rotatable about the axis; a swing support member for supporting the second portion of the wheel support member such that the second portion is swingable relative to the fuselage; a retraction actuator for swinging the wheel support member to retract the wheel into the fuselage and deploy the wheel from the fuselage; a brace attached to the fuselage and supporting the wheel support member; and a joint connecting the brace to the first portion of the wheel support member. The joint is disposed closer to the wheel than to the swing support member.

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.

The embodiments disclosed herein are broadly concerned with aircraft nose wheel strut assemblies that include an integral (i.e., internal) shimmy damper. In preferred embodiments, the strut assemblies will include a central cylinder defining an interior fluid-filled (e.g., oil-filled) cylinder chamber adapted to being connected to frame structure of an aircraft and a piston tube telescopically received within the central cylinder for relative coaxial and rotational movements therebetween. A piston tube is provided with at least one shimmy damper fin extending into the interior fluid-filled cylinder and/or piston chambers to thereby create a drag force upon interaction with fluid in the interior fluid-filled cylinder and/or piston chambers in response to rotational movements of the piston tube relative to the central cylinder thereby providing shimmy damping of the nose wheel assembly.