The invention relates to an aircraft undercarriage having a leg (2) pivotally mounted on a structure of the aircraft to pivot about a pivot axis (X1) between a deployed position and a retracted position, the undercarriage including a foldable brace (3a, 3b) comprising two hinged-together elements, one of which is hinged to the leg and the other of which is hinged to the structure of the aircraft, in such a manner that when the leg is in the deployed position, the two brace elements are locked together in a substantially aligned position, the undercarriage also being provided with a rotary drive actuator (10) having an outlet shaft acting on one of the elements of the foldable brace in order to cause the leg to pivot between its two positions. The drive actuator is pivotally mounted on the structure of the aircraft to pivot about an axis of rotation (X3) of the outlet shaft, the drive actuator having a casing (12) connected by a reaction rod (13) to the leg in order to take up the torque developed by the drive actuator when driving the undercarriage.

Aspects related to aircraft for commercial air travel and methods of manufacture. An aircraft includes a blended wing body, a single deck located within the blended wing body, wherein the single deck additionally includes a passenger compartment located in a lateral middle portion of the blended wing body and at least a cargo store located laterally outside the passenger compartment, and a landing gear, wherein the landing gear includes at least a nose gear located substantially forward of the single deck and at least a main gear located substantially aft of the single deck, wherein one or more of the at least a nose gear and the at least a main gear occupies a gear housing that overlaps with a plane coincident with at least a portion of the single deck.

An aircraft landing gear includes: a strut assembly hinged by its upper end to a structure element of the aircraft to pivot between deployed and retracted states; an interlocking system having a stay including an arm hinged to the strut assembly via a lifting pin carried by two lugs of a clevis of the strut assembly, this arm being terminated by a head through which the pin passes and which is located between the lugs; and a lifting jack having one end connected to a first end of the pin which is located outside the clevis, a first end stop carried by the pin at its first end beyond the jack, and a second end stop carried by the pin at its second end. The landing gear includes a system for translationally locking the lifting pin in the event of the pin breaking between its first end and the clevis.

An aircraft landing gear includes: a strut assembly hinged by its upper end to a structure element of the aircraft to pivot between deployed and retracted states; an interlocking system having a stay including an arm hinged to the strut assembly via a lifting pin carried by two lugs of a clevis of the strut assembly, this arm being terminated by a head through which the pin passes and which is located between the lugs; and a lifting jack having one end connected to a first end of the pin which is located outside the clevis, a first end stop carried by the pin at its first end beyond the jack, and a second end stop carried by the pin at its second end. The landing gear includes a system for translationally locking the lifting pin in the event of the pin breaking between its first end and the clevis.

A folding trailing arm landing gear assembly having a main fitting configured to couple to a hinge positioned at a proximal end; a swing arm rotatably coupled at a proximal end to a distal end of the main fitting; a shock coupled at a distal end to a distal end of the swing arm; a bellcrank coupled at a distal end to a proximal end of the shock, and coupled at a proximal end to the main fitting; and a wheel coupled to the swing arm.

An aircraft having a fuselage and a front landing gear; both sides of the rear bottom of the fuselage are fixedly connected with the rear landing gear; one end of the front landing gear is rotatably connected to the front bottom of the fuselage. When the front landing gear rotates to the first position, the second position and the third position, the connecting line between the end of the front landing gear away from the fuselage and the end of the rear landing gear away from the fuselage intersects with the plane, where the fuselage is located, on the side close to the front of the fuselage, parallel to and intersect on the side close to the rear of the fuselage.

A coupled landing gear apparatus for an aircraft including at least a nose gear disposed forward of a neutral point of an aircraft by a first distance and at least a main gear disposed aft of the neutral point of the aircraft by a second distance. The at least a nose gear and the at least a main gear are in communication with one another.

A coupled landing gear apparatus for an aircraft including at least a nose gear disposed forward of a neutral point of an aircraft by a first distance and at least a main gear disposed aft of the neutral point of the aircraft by a second distance. The at least a nose gear and the at least a main gear are in communication with one another.

A system for use with a tripod landing gear assembly of an aircraft may comprise: a tension strut assembly having a tension strut extending from an upper end to a lower end; a drag brace assembly having an upper brace and a lower brace, the upper brace pivotably coupled to the lower brace at a center point, the lower brace rotatably coupled to the lower end of the tension strut; and a jury linkage pivotally coupled to the drag brace assembly at the center point rotatably coupled to a middle portion of the tension strut, the middle portion between the upper end and the lower end.

An aircraft includes a landing gear having a shock strut, an outer sleeve at least partially surrounding the shock strut, and a shrink mechanism coupled to both the outer sleeve and the shock strut, where the shrink mechanism moves the shock strut relative to the outer sleeve. The shrink mechanism includes a shaft rotatably coupled to the outer sleeve, an anchor arm coupled to the shaft, a shrink arm coupled to the shaft, the shrink arm and the anchor arm being coupled to the shaft so as to rotate as a unit with the shaft about a shaft rotation axis, relative to the outer sleeve, at least 180° when the anchor arm is coupled to the structure within the wing of the aircraft, and a shrink link rotatably coupled to the shrink arm, the shrink link being configured to rotatably couple to the shock strut.