A landing support assembly to at least partially support an aerial vehicle on a surface may include a strut extendable to a deployed state and retractable to a stowed state during flight. The strut may be configured to pivot with respect to a bracket coupled to the aerial vehicle between the deployed state and the stowed state. The landing support assembly further may include a strut actuator coupled to the strut via a linkage to cause the strut to pivot relative to the bracket. The landing support assembly also may include a foot coupled to an end of the strut remote from the bracket. The foot may be configured to change between a retracted state during flight having a first cross-sectional area and an at least partially splayed state for at least partially supporting the aerial vehicle and having a second cross-sectional area greater than the first cross-sectional area.

A noise abatement system for an aircraft landing gear is provided. The system may have a retention member and a covering member. In this regard, the system may be configured to block the airflow through a structural void to abate noise. Moreover, the system may be shaped to diminish aerodynamic drag.

A method for controlling an aircraft taxiing system, comprising the steps of: generating a nominal load command (Comm_nom); generating an acceleration setpoint (Cons_a); implementing, in parallel with the generation of the nominal load command, a processing chain (7) comprising a regulation loop (Br), the regulation loop (Br) having for its setpoint the acceleration setpoint (Cons_a) and for its command an acceleration command (Comm_a), the acceleration command being converted into an acceleration load (Eff_a), a maximum load threshold being equal to the maximum of the acceleration load (Eff_a) and a minimum load threshold (Seuil_min); and generating an optimised load command (Comm_opt) equal to the minimum of the nominal load command and the maximum load threshold.

A method for controlling an aircraft taxiing system, comprising the steps of: generating a nominal load command (Comm_nom); generating an acceleration setpoint (Cons_a); implementing, in parallel with the generation of the nominal load command, a processing chain (7) comprising a regulation loop (Br), the regulation loop (Br) having for its setpoint the acceleration setpoint (Cons_a) and for its command an acceleration command (Comm_a), the acceleration command being converted into an acceleration load (Eff_a), a maximum load threshold being equal to the maximum of the acceleration load (Eff_a) and a minimum load threshold (Seuil_min); and generating an optimised load command (Comm_opt) equal to the minimum of the nominal load command and the maximum load threshold.

Methods and devices to measure an angular deflection of an aircraft member. The devices are configured to be attached to the aircraft member. The devices are configured to obtain an orientation of the device about three separate axes. The methods use initial orientation values and dynamic orientation values to calculate an axis of rotation. Using the axis of rotation, the deflection angle can be calculated for the aircraft member.

A mechanical lock for a vehicle assembly such as an aircraft landing gear assembly. The lock is either pivotally mounted and substantially mass balanced, or part of an aircraft landing gear assembly and arranged to be mechanically operated from the ground by a mechanical actuation device.

A mechanical lock for a vehicle assembly such as an aircraft landing gear assembly. The lock is either pivotally mounted and substantially mass balanced, or part of an aircraft landing gear assembly and arranged to be mechanically operated from the ground by a mechanical actuation device.

The invention provides a method of moving an aircraft undercarriage comprising a leg (1) that is movable between a deployed position and a retracted position in which the leg is held stationary by means of a strut (2) held in an aligned position by a stabilizer member (4), the method including using a drive actuator (10) for raising the undercarriage from the deployed position to the retracted position. According to the invention, the actuator is coupled firstly to the leg and secondly to the stabilizer member in such a manner that on being activated the actuator begins by causing the stabilizer member to unlock and then moves the undercarriage leg towards the retracted position.

The invention provides a method of moving an aircraft undercarriage comprising a leg (1) that is movable between a deployed position and a retracted position in which the leg is held stationary by means of a strut (2) held in an aligned position by a stabilizer member (4), the method including using a drive actuator (10) for raising the undercarriage from the deployed position to the retracted position. According to the invention, the actuator is coupled firstly to the leg and secondly to the stabilizer member in such a manner that on being activated the actuator begins by causing the stabilizer member to unlock and then moves the undercarriage leg towards the retracted position.

An aircraft assembly having: a first part; a second part, the second part being movably mounted with respect to the first part; an electro-hydraulic actuator coupled between the second part and a first anchor point, the actuator comprising a cylinder defining a bore and a piston and rod assembly slidably mounted within the bore and an active chamber within which an increase in fluid pressure causes the actuator to change during a first phase between first and second extension states to move the second part relative to the first part. The electro-hydraulic actuator further includes a hydraulic fluid supply circuit comprising a piezo-electric pump operable to supply pressurised fluid to the active chamber to change the actuator between first and second extension states.