A leg mechanism includes an articulated leg system (100), a passive device (130) and a cable (134). The articulated leg system (100) has a leg portion (128). The passive device (130) is coupled to the articulated leg system and is configured to apply a first force to a portion thereof. The cable (134) is coupled to the articulated leg system (100) and is configured to apply a second force, in opposition to the first force, to a portion thereof. When the cable (134) is drawn away from the articulated leg system (100), the second force moves the leg portion (128) in a first direction. When tension is released from the cable (134), the passive device (130) exerts the first force so as to move the leg portion (128) a second direction that is opposite the first direction.

A leg mechanism includes an articulated leg system (100), a passive device (130) and a cable (134). The articulated leg system (100) has a leg portion (128). The passive device (130) is coupled to the articulated leg system and is configured to apply a first force to a portion thereof. The cable (134) is coupled to the articulated leg system (100) and is configured to apply a second force, in opposition to the first force, to a portion thereof. When the cable (134) is drawn away from the articulated leg system (100), the second force moves the leg portion (128) in a first direction. When tension is released from the cable (134), the passive device (130) exerts the first force so as to move the leg portion (128) a second direction that is opposite the first direction.

Systems and methods for mechanically rotating an aircraft about its center-of-gravity (C.sub.G) are disclosed. The system can enable the rear, or main, landing gear to squat, while the nose landing gear raises to generate a positive pitch angle for the aircraft for takeoff or landing. The system can also enable the nose gear and main gear to return to a relatively level fuselage attitude for ground operations. The system can include one or more hydraulically linked hydraulic cylinders to control the overall height of the nose gear and the main gear. Because the hydraulic cylinders are linked, a change on the length of the nose cylinder generates a proportional, and opposite, change in the length of the main cylinder, and vice-versa. A method and control system for monitoring and controlling the relative positions of the nose gear and main gear is also disclosed.

A landing gear is disclosed having a main strut being connected to a first attachment point located on the aircraft. The landing gear includes an inboard sidestay and outboard sidestays. The inboard sidestay has a first end connected to the main strut for movement along the main strut and is connected at a second end to a second attachment point located on the aircraft. The outboard sidestay has a first end connected to the main strut for movement along the main strut and is connected at a second end to a third attachment point located on the aircraft. When the landing gear is in a deployed configuration, the connection between the first end of each of the inboard and outboard sidestays and the main strut allows for movement of each first end along at least a portion of the length of the main strut.

A landing gear is disclosed having a main strut being connected to a first attachment point located on the aircraft. The landing gear includes an inboard sidestay and outboard sidestays. The inboard sidestay has a first end connected to the main strut for movement along the main strut and is connected at a second end to a second attachment point located on the aircraft. The outboard sidestay has a first end connected to the main strut for movement along the main strut and is connected at a second end to a third attachment point located on the aircraft. When the landing gear is in a deployed configuration, the connection between the first end of each of the inboard and outboard sidestays and the main strut allows for movement of each first end along at least a portion of the length of the main strut.

An aircraft landing gear structure includes a strut assembly and a wheel assembly operatively coupled to the strut assembly. The strut assembly includes an upper tubular housing and a lower tubular housing configured to be longitudinally translated with respect to the upper tubular housing such that the overall length of the strut assembly is transitioned between an extended configuration and a retracted configuration for stowage during flight. The wheel assembly includes a forward link pivotally coupled to the upper tubular housing and a truck beam that is pivotally coupled to the lower tubular housing such that translation of the lower tubular housing with respect to the upper tubular housing causes pivoting of the forward link and the truck beam with respect to one another, thereby tilting and/or raising a wheel of the wheel assembly with respect to the upper tubular housing.

An aircraft landing gear structure includes a strut assembly and a wheel assembly operatively coupled to the strut assembly. The strut assembly includes an upper tubular housing and a lower tubular housing configured to be longitudinally translated with respect to the upper tubular housing such that the overall length of the strut assembly is transitioned between an extended configuration and a retracted configuration for stowage during flight. The wheel assembly includes a forward link pivotally coupled to the upper tubular housing and a truck beam that is pivotally coupled to the lower tubular housing such that translation of the lower tubular housing with respect to the upper tubular housing causes pivoting of the forward link and the truck beam with respect to one another, thereby tilting and/or raising a wheel of the wheel assembly with respect to the upper tubular housing.

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.

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.

An aircraft landing gear component having first and second base members, separated along a first longitudinal axis, a plurality of first parallel hoops, each first hoop lying along the first longitudinal axis and aligned in a plane oriented at a first non-zero angle to the first longitudinal axis, and a plurality of second parallel hoops, each second hoop lying along the first longitudinal axis and aligned in a plane oriented at a second non-zero angle to the first longitudinal axis, the second non-zero angle being different from the first non-zero angle, wherein each of the first hoops intersects with and is fixed to at least one of the second hoops, and wherein each of the second hoops intersects with and is fixed to at least one of the first hoops, such that the first and second hoops form a rigid structure extending between the first and second base members.