A landing gear controller (120) to control extension and retraction of a landing gear for an aircraft, the landing gear controller (120) configured to cause, during an aircraft take-off or landing procedure, a landing gear extension and retraction system (110) to perform only a first portion of a landing gear extension or retraction process, on the basis of a status of the aircraft and prior to receiving a command for the landing gear to be extended or retracted.

A landing gear controller (120) to control extension and retraction of a landing gear for an aircraft, the landing gear controller (120) configured to cause, during an aircraft take-off or landing procedure, a landing gear extension and retraction system (110) to perform only a first portion of a landing gear extension or retraction process, on the basis of a status of the aircraft and prior to receiving a command for the landing gear to be extended or retracted.

The present invention relates to an actuator in a landing gear system of an aircraft, comprising: an electric drive for driving the actuator and first drive electronics for controlling the electric drive that are connected to the drive via an electric line, with second drive electronics for controlling the electric drive that are connected to the drive via an electric line, with the first drive electronics and the second drive electronics being redundant with respect to one another.

The present invention relates to an actuator in a landing gear system of an aircraft, comprising: an electric drive for driving the actuator and first drive electronics for controlling the electric drive that are connected to the drive via an electric line, with second drive electronics for controlling the electric drive that are connected to the drive via an electric line, with the first drive electronics and the second drive electronics being redundant with respect to one another.

A truck beam for an aircraft landing gear assembly is provided. The truck beam includes an elongate hub having first and second ends. The hub is rotatably mountable to a shock strut of the landing gear assembly. A first leg extends radially in a first direction from the first end of the hub. The first leg has an inner side facing the second end of the hub and is configured to have a first wheel rotatably mounted to the inner side about a first wheel axis. A second leg extends radially in a second direction from the second end of the hub and has an inner side facing the first end of the hub. The second leg is configured to have a second wheel rotatably mounted to the inner side of the second leg about a second wheel axis.

A truck beam for an aircraft landing gear assembly is provided. The truck beam includes an elongate hub having first and second ends. The hub is rotatably mountable to a shock strut of the landing gear assembly. A first leg extends radially in a first direction from the first end of the hub. The first leg has an inner side facing the second end of the hub and is configured to have a first wheel rotatably mounted to the inner side about a first wheel axis. A second leg extends radially in a second direction from the second end of the hub and has an inner side facing the first end of the hub. The second leg is configured to have a second wheel rotatably mounted to the inner side of the second leg about a second wheel axis.

A vertical take-off and landing (VTOL) unmanned aerial vehicle having a foldable fixed wing and a twin-ducted fan power system (7) arranged at a tail portion of a fuselage in a transverse and tail propulsion arrangement provides lift for vertical take-off and landing and propulsion for horizontal flight. By means of deflection of a control servo plane arranged at a duct exit, a vectored thrust is provided to enable a fast attitude change. When the aerial vehicle takes off and lands vertically/flies at a low speed, the wing is folded to reduce the frontal area exposure to crosswind. When the aerial vehicle is flying horizontally, the wing is expanded to obtain larger lift. A Coanda effect is created at a trailing edge of the wing by suction of the duct to improve performance.

Systems and methods for folding landing gear of a cargo aircraft. One embodiment is a main landing gear of an aircraft that includes a shock strut coupled to a truck with one or more wheels, and a yoke pivotally coupled with the shock strut via a lower trunnion, and pivotally coupled with an aircraft structure via an upper trunnion. The yoke is configured to pivot about the upper trunnion in a direction back toward a tail of the aircraft and up toward a fuselage of the aircraft, and the shock strut is configured to pivot about the lower trunnion in a direction forward toward a nose of the aircraft and up toward the fuselage of the aircraft to retract the one or more wheels.

Systems and methods for folding landing gear of a cargo aircraft. One embodiment is a main landing gear of an aircraft that includes a shock strut coupled to a truck with one or more wheels, and a yoke pivotally coupled with the shock strut via a lower trunnion, and pivotally coupled with an aircraft structure via an upper trunnion. The yoke is configured to pivot about the upper trunnion in a direction back toward a tail of the aircraft and up toward a fuselage of the aircraft, and the shock strut is configured to pivot about the lower trunnion in a direction forward toward a nose of the aircraft and up toward the fuselage of the aircraft to retract the one or more wheels.

Systems and methods for wide set retracting landing gear of a cargo aircraft. One embodiment is an aircraft that includes a fuselage including a nose, and a pair of main landing gears comprising a pair of main posts disposed across the fuselage, each main post having a main wheel and configured to pivot forward toward the nose to retract the main wheel. The aircraft also includes a pair of nose landing gears comprising a pair of nose posts disposed across the fuselage, each nose post having a nose wheel and configured to pivot inboard to retract the nose wheel.