A diaphragm holder for an oleo-pneumatic-type shock absorber includes a tubular body made of thermoplastic material, having a first end arranged to hold a diaphragm provided with flow restricting orifices and an opposite second end defining an arched bottom for withstanding pressure forces. Each of the two ends is provided with a localised mechanical reinforcement element forming an axial stop arranged to allow tensile stressing of the tubular body.

A diaphragm holder for an oleo-pneumatic-type shock absorber includes a tubular body made of thermoplastic material, having a first end arranged to hold a diaphragm provided with flow restricting orifices and an opposite second end defining an arched bottom for withstanding pressure forces. Each of the two ends is provided with a localised mechanical reinforcement element forming an axial stop arranged to allow tensile stressing of the tubular body.

A tow bar fitting for towing an aircraft is disclosed. The tow bar fitting includes a mount, a pin support, and a tow pin. The mount includes an upper attachment and a lower attachment for affixing the tow bar fitting to a landing gear of the aircraft. The pin support extends from the mount away from the landing gear. The tow pin is positioned in the pin support such that a tow pin plane that horizontally bisects the tow pin is lower than a mount plane that horizontally bisects the upper attachment and the lower attachment when the aircraft is right-side-up on the ground.

A tow bar fitting for towing an aircraft is disclosed. The tow bar fitting includes a mount, a pin support, and a tow pin. The mount includes an upper attachment and a lower attachment for affixing the tow bar fitting to a landing gear of the aircraft. The pin support extends from the mount away from the landing gear. The tow pin is positioned in the pin support such that a tow pin plane that horizontally bisects the tow pin is lower than a mount plane that horizontally bisects the upper attachment and the lower attachment when the aircraft is right-side-up on the ground.

The invention relates to an aircraft for takeoff and landing on water or on land. The aircraft comprises a fuselage and a spring-mounted landing gear. Landing gear wheels are mountable on the landing gear for takeoff and landing on land. Furthermore, the aircraft comprises a floating device coupleable to the landing gear of the aircraft via a connecting device. The floating device is configured such that the hydrostatic lifting force of the floating device is greater than the maximum takeoff weight of the aircraft.

The invention relates to an aircraft for takeoff and landing on water or on land. The aircraft comprises a fuselage and a spring-mounted landing gear. Landing gear wheels are mountable on the landing gear for takeoff and landing on land. Furthermore, the aircraft comprises a floating device coupleable to the landing gear of the aircraft via a connecting device. The floating device is configured such that the hydrostatic lifting force of the floating device is greater than the maximum takeoff weight of the aircraft.

A method of monitoring the condition of an aircraft landing gear shock absorber, the shock absorber including at least one spring chamber containing a gas, the method comprising taking a plurality of measurements of the gas pressure and temperature, each gas pressure and temperature measurement pair being taken of at the same instant relative to an operating cycle of the shock absorber; calculating, based on each pair of gas pressure and temperature measurements, a first value; storing the first value in a log; determining a value trend based on the log; and in response to determining that the value trend is outside a first range of values, generating a first notification signal.

A method of monitoring the condition of an aircraft landing gear shock absorber, the shock absorber including at least one spring chamber containing a gas, the method comprising taking a plurality of measurements of the gas pressure and temperature, each gas pressure and temperature measurement pair being taken of at the same instant relative to an operating cycle of the shock absorber; calculating, based on each pair of gas pressure and temperature measurements, a first value; storing the first value in a log; determining a value trend based on the log; and in response to determining that the value trend is outside a first range of values, generating a first notification signal.

An aircraft safety lifesaving system, disclosing an aircraft body, wherein an openable safety cabin is provided at the top of the aircraft body, a deceleration device is provided in the safety cabin, and the deceleration device is capable of being ejected from the safety cabin to enable the aircraft body to decelerate and land; a damping and buffering mechanism provided at the bottom of the aircraft body, the damping and buffering mechanism is telescopically provided in the vertical direction, and the damping and buffering mechanism is capable of extending to the position below the aircraft wheel body. A safety cabin is provided at the top of the aircraft body, and a deceleration device in the safety cabin is ejected in an emergency to assist the aircraft body to decelerate; the damping and buffering mechanism extends below the wheel body, and the damping and buffering mechanism contacts with the ground first.

An aircraft safety lifesaving system, disclosing an aircraft body, wherein an openable safety cabin is provided at the top of the aircraft body, a deceleration device is provided in the safety cabin, and the deceleration device is capable of being ejected from the safety cabin to enable the aircraft body to decelerate and land; a damping and buffering mechanism provided at the bottom of the aircraft body, the damping and buffering mechanism is telescopically provided in the vertical direction, and the damping and buffering mechanism is capable of extending to the position below the aircraft wheel body. A safety cabin is provided at the top of the aircraft body, and a deceleration device in the safety cabin is ejected in an emergency to assist the aircraft body to decelerate; the damping and buffering mechanism extends below the wheel body, and the damping and buffering mechanism contacts with the ground first.