A structural assembly for an aircraft having pairs of main gantries distributed in the longitudinal direction, two transverse panels fixed to the front and the rear of the pairs of main gantries to together define a compartment for a landing gear of the aircraft, at least one pair of secondary gantries between the main gantries, at least one crossmember parallel to the transverse panels and that straddles at least one secondary gantry, and, for each secondary gantry and each crossmember straddling the secondary gantry, a connecting rod mounted to be able to freely rotate, via a first end, on a lower part of the crossmember and, via a second end, on an outer lateral part of the secondary gantry. Such an arrangement reduces the vertical bulk of the structural assembly.

A structural assembly for an aircraft having pairs of main gantries distributed in the longitudinal direction, two transverse panels fixed to the front and the rear of the pairs of main gantries to together define a compartment for a landing gear of the aircraft, at least one pair of secondary gantries between the main gantries, at least one crossmember parallel to the transverse panels and that straddles at least one secondary gantry, and, for each secondary gantry and each crossmember straddling the secondary gantry, a connecting rod mounted to be able to freely rotate, via a first end, on a lower part of the crossmember and, via a second end, on an outer lateral part of the secondary gantry. Such an arrangement reduces the vertical bulk of the structural assembly.

A retractable landing gear for an aircraft. The landing gear comprises a rocker arm hinged to a structure of the aircraft and carrying at least one wheel that is able to move between a deployed position and a retracted position, a shock-absorber hinged to the structure, a connecting rod connecting the rocker arm and the shock-absorber, a strut provided with two connecting links that are hinged to each other and respectively hinged to shock-absorber and connected to an actuator fastened to the structure. The connecting rod is out of alignment with the shock-absorber when a force applied to the shock-absorber is less than a predetermined force, and the landing gear comprises a locking device provided with an elastic return member and a stop device for locking the strut when the wheel is in the deployed position, and then for securing the wheel in the deployed position.

A fitting assembly includes a fitting with at least one a pocket. The pocket includes a web extending inward from a perimeter of the pocket, and the web has cutout that defines an inner edge. A stiffener is mounted within the pocket. The stiffener includes a lattice and a coupler that is configured to engage at least a portion of the web to mount the lattice to the fitting.

A fitting assembly includes a fitting with at least one a pocket. The pocket includes a web extending inward from a perimeter of the pocket, and the web has cutout that defines an inner edge. A stiffener is mounted within the pocket. The stiffener includes a lattice and a coupler that is configured to engage at least a portion of the web to mount the lattice to the fitting.

Methods of moving an aircraft undercarriage that is movable between a retracted position and a deployed position generally include: using a rotary electromechanical type drive actuator coupled to a portion of the aircraft undercarriage to raise it from the deployed position to the retracted position; disengaging the drive actuator during a descent of the undercarriage from the retracted position to the deployed position and using a hydraulic linear shock absorber coupled to a portion of the undercarriage to regulate the rate of descent and to absorb shock on arrival of the undercarriage in the deployed position; and neutralizing the shock absorber while raising the undercarriage.

Methods of moving an aircraft undercarriage that is movable between a retracted position and a deployed position generally include: using a rotary electromechanical type drive actuator coupled to a portion of the aircraft undercarriage to raise it from the deployed position to the retracted position; disengaging the drive actuator during a descent of the undercarriage from the retracted position to the deployed position and using a hydraulic linear shock absorber coupled to a portion of the undercarriage to regulate the rate of descent and to absorb shock on arrival of the undercarriage in the deployed position; and neutralizing the shock absorber while raising the undercarriage.

A fitting assembly includes a fitting with at least one a pocket. The pocket includes a web extending inward from a perimeter of the pocket, and the web has cutout that defines an inner edge. A stiffener is mounted within the pocket. The stiffener includes a lattice and a coupler that is configured to engage at least a portion of the web to mount the lattice to the fitting.

A fitting assembly includes a fitting with at least one a pocket. The pocket includes a web extending inward from a perimeter of the pocket, and the web has cutout that defines an inner edge. A stiffener is mounted within the pocket. The stiffener includes a lattice and a coupler that is configured to engage at least a portion of the web to mount the lattice to the fitting.

An aerial vehicle includes a fuselage situated at the center and a main wing body having a pair of half-wings extending on transversely opposite sides of the fuselage. Each half-wing includes an orientable horizontal surface or plane, which acts as an aerodynamic control, and a fixed winglet.