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.

An aircraft landing gear assembly having a reinstating geometry in which a lock link can be moved to assume a first locking condition to inhibit movement of a stay when a main strut is in a deployed condition and a second locking condition to inhibit movement of the main strut when in a stowed condition. An unlock actuator is coupled between a first element of the stay and the lock link such that the actuator can break the lock link from the first locking condition and force it to assume the second locking condition by operational force in a single direction.

In order to assist fitting of doors to the landing gear housing and adjusting their position, an aircraft nose is provided comprising a connecting frame between the landing gear housing and the outer skin of the fuselage, the connecting frame extending around an opening in the outer skin and comprising a skirt bearing against the outer skin of the fuselage and attached thereto, the skirt defining a passage for landing gear which is configured to be closed off by doors when the landing gear are in a closed position, and supporting members extending between the fuselage and the doors.

In order to assist fitting of doors to the landing gear housing and adjusting their position, an aircraft nose is provided comprising a connecting frame between the landing gear housing and the outer skin of the fuselage, the connecting frame extending around an opening in the outer skin and comprising a skirt bearing against the outer skin of the fuselage and attached thereto, the skirt defining a passage for landing gear which is configured to be closed off by doors when the landing gear are in a closed position, and supporting members extending between the fuselage and the doors.

Nose landing gear arrangements for aircrafts, aircrafts including such nose landing gear arrangements, and methods for making such nose landing gear arrangements are provided. In one example, a nose landing gear arrangement includes a wheel assembly and a main strut. The main strut is operatively coupled to the wheel assembly and is configured to move between an extended position and a retracted position. The main strut in the extended position extends outside of the fuselage substantially along a generally vertical plane to position the wheel assembly for takeoff and/or landing of the aircraft. The main strut in the retracted position is disposed inside the fuselage. A flexible sheet is disposed adjacent to the main strut and is configured such that when the main strut is in the extended position the flexible sheet is positioned substantially around the main strut.

Nose landing gear arrangements for aircrafts, aircrafts including such nose landing gear arrangements, and methods for making such nose landing gear arrangements are provided. In one example, a nose landing gear arrangement includes a wheel assembly and a main strut. The main strut is operatively coupled to the wheel assembly and is configured to move between an extended position and a retracted position. The main strut in the extended position extends outside of the fuselage substantially along a generally vertical plane to position the wheel assembly for takeoff and/or landing of the aircraft. The main strut in the retracted position is disposed inside the fuselage. A flexible sheet is disposed adjacent to the main strut and is configured such that when the main strut is in the extended position the flexible sheet is positioned substantially around the main strut.

An aircraft landing gear including: a sprung arm mounted to a main pivot and carrying one or more wheels; leaf springs; a transfer arm attached to each of the leaf springs; and a swinging link with a first end which is pivotally coupled to the sprung arm via a first swinging link pivot and a second end which is pivotally coupled to the transfer arm via a second swinging link pivot. The leaf springs are arranged to provide a resilient biasing force via the transfer arm and the swinging link which opposes rotation of the sprung arm about the main pivot. Each leaf spring only absorbs a portion of the landing loads, so load and stress levels in each individual spring are lower. The swinging link enables the leaf springs to be positioned remotely from the sprung arm, in a suitable position to optimize the use of space and distribute loads efficiently into the airframe.

An aircraft landing gear including: a sprung arm mounted to a main pivot and carrying one or more wheels; leaf springs; a transfer arm attached to each of the leaf springs; and a swinging link with a first end which is pivotally coupled to the sprung arm via a first swinging link pivot and a second end which is pivotally coupled to the transfer arm via a second swinging link pivot. The leaf springs are arranged to provide a resilient biasing force via the transfer arm and the swinging link which opposes rotation of the sprung arm about the main pivot. Each leaf spring only absorbs a portion of the landing loads, so load and stress levels in each individual spring are lower. The swinging link enables the leaf springs to be positioned remotely from the sprung arm, in a suitable position to optimize the use of space and distribute loads efficiently into the airframe.

The present disclosure describes methods for anodizing aluminum alloys, including 7000 series aluminum alloys, and creating metal components, including aircraft landing gear components, from the aluminum alloys.