An aircraft system for an aircraft, the aircraft system including a controller configured, during a take-off procedure, to determine that a one engine inoperative condition is met and determine that a predetermined take-off criterion is met. The controller is configured, on the basis of a determination that the one engine inoperative condition is met, and prior to receiving a command to retract a landing gear of the aircraft, to initiate automatic opening of a landing gear bay door associated with the landing gear from a closed position towards an open position when the controller determines that the predetermined take-off criterion is met, and inhibit the automatic opening when the controller determines that the predetermined take-off criterion is not met.

An aircraft landing gear control system 1000 configured to be operably connected to one or more landing gear systems 30, 40 of an aircraft. The aircraft landing gear control system includes a controller 20 configured to: send at least one output for initiating operation of the one or more landing gear systems; determine whether at least one landing gear system of the one or more landing gear systems has failed to operate correctly in response to the at least one output; and determine at least one remedial action to be taken, when the controller determines that the at least one landing gear system has failed to operate correctly.

An aircraft landing gear control system 1000 configured to be operably connected to one or more landing gear systems 30, 40 of an aircraft. The aircraft landing gear control system includes a controller 20 configured to: send at least one output for initiating operation of the one or more landing gear systems; determine whether at least one landing gear system of the one or more landing gear systems has failed to operate correctly in response to the at least one output; and determine at least one remedial action to be taken, when the controller determines that the at least one landing gear system has failed to operate correctly.

Systems and methods for enabling aircraft shock strut shrink are provided. The system may comprise a shock strut comprising a shrink piston, an accumulator comprising a gas piston and a hydraulic chamber, wherein the gas piston is configured to apply gas pressure to the hydraulic chamber, and a first valve in fluid communication with the accumulator. The system may further comprise a second valve, wherein the second valve is in fluid communication with a vent, the pneumatic cylinder, and the gas piston, wherein the first valve is in fluid communication with the hydraulic chamber and the shrink piston.

Systems and methods for enabling aircraft shock strut shrink are provided. The system may comprise a shock strut comprising a shrink piston, an accumulator comprising a gas piston and a hydraulic chamber, wherein the gas piston is configured to apply gas pressure to the hydraulic chamber, and a first valve in fluid communication with the accumulator. The system may further comprise a second valve, wherein the second valve is in fluid communication with a vent, the pneumatic cylinder, and the gas piston, wherein the first valve is in fluid communication with the hydraulic chamber and the shrink piston.

A breakaway support configured to selectively release an actuator from a fitting and a method of providing the breakaway support. The breakaway support includes a race positioned between the actuator and the fitting. The second end of the actuator is connected to the fitting via a ball joint is positioned within the race. The ball joint permits the actuator to pivot about the ball joint in a vertical plane between a first position and a second position. The breakaway support includes a first knuckle that causes the actuator to release from the fitting when the actuator moves in a first direction beyond the first position. A portion of the fitting or a second knuckle may cause the actuator to release from the fitting when the actuator moves in a second direction beyond the second position. A portion of the actuator may break to release the actuator from the fitting.

An adjustment tool for adjusting a maneuvering mechanism of a main landing gear of an aircraft, the landing gear having a plurality of wheels. The tool includes a telemeter, a locking system for locking the telemeter on the external face of a wheel, a wireless communication unit that is connected to the telemeter and makes it possible, when the tool is being used, to connect the telemeter with a control device provided with a display screen.

An adjustment tool for adjusting a maneuvering mechanism of a main landing gear of an aircraft, the landing gear having a plurality of wheels. The tool includes a telemeter, a locking system for locking the telemeter on the external face of a wheel, a wireless communication unit that is connected to the telemeter and makes it possible, when the tool is being used, to connect the telemeter with a control device provided with a display screen.

Fault prediction improvements are provided herein via pruning a dataset by selecting a subset of the dataset for use as a pruned dataset, wherein the pruned dataset includes pressure data for a hydraulic system correlated in time with command signals for a plurality of deployment events of the hydraulic system, and in response to determining that a given pressure value for a given deployment event in the pruned dataset satisfies a low pressure threshold and that a change in pressure values over time during the given deployment event satisfies a pressure slope threshold, generating a service message for the hydraulic system that indicates that the hydraulic system is in a prefault state.

A control system for controlling a landing gear drive system for driving rotation of an aircraft wheel is disclosed having a control panel with a controller having a forward motion setting and a zero speed setting, a control unit for receiving a control input from the controller, and for providing a torque command to be applied to the wheel, and a speed sensor for sensing an aircraft taxi speed and for providing an indication of the aircraft taxi speed to the control unit. When the controller is moved from the forward motion setting to the zero speed setting, the control unit provides a torque command to the drive system to provide zero forwards driving torque to the wheel, and a braking command to apply a braking torque to the wheel.