Described are systems and methods for a nacelle auxiliary landing gear to be utilized as an alternative landing gear in the event of main landing gear non-deployment. The systems described herein include a nacelle auxiliary landing gear that includes a nacelle auxiliary landing gear strut and a nacelle auxiliary landing gear wheel, coupled to the nacelle auxiliary landing gear strut, wherein at least a first portion of the nacelle auxiliary landing gear wheel is configured to be disposed outside of a nacelle of an aircraft propulsor. The nacelle auxiliary landing gear strut is coupled to a core engine. Techniques for use of the nacelle auxiliary landing gear are also described herein.

The emergency landing gear actuator for aircraft utilizes a pair of airbags for rapid emergency deployment of landing gear when the conventional hydraulic actuator fails. In the retracted position, the at least one wheel of the landing gear is stored in a first cavity formed in the lower portion of the wing. The shock strut and the side strut are stored in an adjacent second cavity formed in the lower portion of the wing. First and second airbags are respectively mounted in the first and second cavities. The first airbag and the second airbag are each selectively inflatable for emergency deployment of the at least one wheel, the shock strut and the side strut. When the hydraulic actuator fails to deploy the landing gear, the first and second airbags are inflated, forcing the shock strut to rotate and position the at least one wheel in its deployed position.

The emergency landing gear actuator for aircraft utilizes a pair of airbags for rapid emergency deployment of landing gear when the conventional hydraulic actuator fails. In the retracted position, the at least one wheel of the landing gear is stored in a first cavity formed in the lower portion of the wing. The shock strut and the side strut are stored in an adjacent second cavity formed in the lower portion of the wing. First and second airbags are respectively mounted in the first and second cavities. The first airbag and the second airbag are each selectively inflatable for emergency deployment of the at least one wheel, the shock strut and the side strut. When the hydraulic actuator fails to deploy the landing gear, the first and second airbags are inflated, forcing the shock strut to rotate and position the at least one wheel in its deployed position.

An emergency extension system for extending at least one aircraft undercarriage, the emergency extension system comprising both electromechanical actuators, each electromechanical actuator having an identification component arranged to allocate an identifier to said electromechanical actuator, which identifier depends in particular on a function performed by said electromechanical actuator, and also an electrical card having a delay component arranged to delay actuation of a the electromechanical actuator by an actuation delay that depends on the identifier allocated to the electromechanical actuator, the electromechanical actuators of the emergency extension system thus being arranged to be actuated in succession in an actuation sequence that is defined by the actuation delays.

An emergency extension system for extending at least one aircraft undercarriage, the emergency extension system comprising both electromechanical actuators, each electromechanical actuator having an identification component arranged to allocate an identifier to said electromechanical actuator, which identifier depends in particular on a function performed by said electromechanical actuator, and also an electrical card having a delay component arranged to delay actuation of a the electromechanical actuator by an actuation delay that depends on the identifier allocated to the electromechanical actuator, the electromechanical actuators of the emergency extension system thus being arranged to be actuated in succession in an actuation sequence that is defined by the actuation delays.

An emission-capturing apparatus includes a tank having an inlet and an outlet. The apparatus further includes a muffler fluidly coupled with the outlet to intercept fluid exiting the outlet, permit passage of gas through the muffler, and inhibit passage of liquid through the muffler. The apparatus further includes a hose having a tank end and a distal end. The tank end is coupled to the inlet. The apparatus further includes a fitting fluidly coupled to the distal end of the hose. The fitting is configured to be fluidly coupled to an end section of an ejection port of a vehicle to receive an emission from the ejection port.

An emission-capturing apparatus includes a tank having an inlet and an outlet. The apparatus further includes a muffler fluidly coupled with the outlet to intercept fluid exiting the outlet, permit passage of gas through the muffler, and inhibit passage of liquid through the muffler. The apparatus further includes a hose having a tank end and a distal end. The tank end is coupled to the inlet. The apparatus further includes a fitting fluidly coupled to the distal end of the hose. The fitting is configured to be fluidly coupled to an end section of an ejection port of a vehicle to receive an emission from the ejection port.

An air mobility control system is provided. The system includes one or more shock absorbing units that are mounted in an aircraft and are configured to absorb a vertical force impacting on the air mobility vehicle. A distance sensor is mounted in the air mobility vehicle and is configured to sense the distance to a ground or an approaching object. A safety controller is configured to detect an abnormal descent of the air mobility vehicle and to operate the one or more shock absorbing units to be deployed according to the distance sensed by the distance sensor.

An air mobility control system is provided. The system includes one or more shock absorbing units that are mounted in an aircraft and are configured to absorb a vertical force impacting on the air mobility vehicle. A distance sensor is mounted in the air mobility vehicle and is configured to sense the distance to a ground or an approaching object. A safety controller is configured to detect an abnormal descent of the air mobility vehicle and to operate the one or more shock absorbing units to be deployed according to the distance sensed by the distance sensor.

Methods of moving an aircraft undercarriage that is movable between a retracted position and a deployed position generally include: using a rotary electromechanical type drive actuator coupled to a portion of the aircraft undercarriage to raise it from the deployed position to the retracted position; disengaging the drive actuator during a descent of the undercarriage from the retracted position to the deployed position and using a hydraulic linear shock absorber coupled to a portion of the undercarriage to regulate the rate of descent and to absorb shock on arrival of the undercarriage in the deployed position; and neutralizing the shock absorber while raising the undercarriage.