The present invention concerns a landing gear (1) for a light aircraft, i.e. weighing less than 5.7 tonnes, the landing gear consisting of at least one wheel (3) attached to a chassis or to a fuselage of the aircraft by means of a connecting element (2). According to the invention, the wheel (3) is connected to the connecting element (2) via a system (4) of two damping cylinders arranged between the wheel (3) and the connecting element (2).

The present invention concerns a landing gear (1) for a light aircraft, i.e. weighing less than 5.7 tonnes, the landing gear consisting of at least one wheel (3) attached to a chassis or to a fuselage of the aircraft by means of a connecting element (2). According to the invention, the wheel (3) is connected to the connecting element (2) via a system (4) of two damping cylinders arranged between the wheel (3) and the connecting element (2).

A method for monitoring a shock strut may comprise measuring a first shock strut pressure, measuring an ambient temperature, measuring a shock strut stroke, measuring a second shock strut pressure, and determining a servicing condition of the shock strut based upon the first shock strut pressure, the ambient temperature, the shock strut stroke, and the second shock strut pressure, wherein the servicing condition indicates whether it is desirable for the shock strut to be serviced with at least one of a liquid and a gas. The first shock strut pressure and the shock strut stroke may be measured before the takeoff event with a weight of an aircraft supported by the shock strut.

A method for monitoring a shock strut may comprise measuring a first shock strut pressure, measuring an ambient temperature, measuring a shock strut stroke, measuring a second shock strut pressure, and determining a servicing condition of the shock strut based upon the first shock strut pressure, the ambient temperature, the shock strut stroke, and the second shock strut pressure, wherein the servicing condition indicates whether it is desirable for the shock strut to be serviced with at least one of a liquid and a gas. The first shock strut pressure and the shock strut stroke may be measured before the takeoff event with a weight of an aircraft supported by the shock strut.

An encapsulated shock absorber of an aircraft undercarriage includes a sliding rod slidably mounted in a leg strut of the undercarriage and an inner cylinder extending inside the strut. The inner cylinder is fastened to the strut via a top end, and the rod slides around the inner cylinder. The inner cylinder is terminated inside the sliding rod by a diaphragm that defines an oil chamber in the shock absorber and inside the sliding rod. A mixed oil/gas chamber is located in the inner cylinder, and an expansion chamber extends between the sliding rod and the inner cylinder. A hole being made in the inner cylinder in register with the expansion chamber is connected by a pipe to a pressure sensor situated outside the strut. The pipe extends inside the inner cylinder from the hole to the top end of the inner cylinder.

An encapsulated shock absorber of an aircraft undercarriage includes a sliding rod slidably mounted in a leg strut of the undercarriage and an inner cylinder extending inside the strut. The inner cylinder is fastened to the strut via a top end, and the rod slides around the inner cylinder. The inner cylinder is terminated inside the sliding rod by a diaphragm that defines an oil chamber in the shock absorber and inside the sliding rod. A mixed oil/gas chamber is located in the inner cylinder, and an expansion chamber extends between the sliding rod and the inner cylinder. A hole being made in the inner cylinder in register with the expansion chamber is connected by a pipe to a pressure sensor situated outside the strut. The pipe extends inside the inner cylinder from the hole to the top end of the inner cylinder.

Disclosed is a personal flying machine using compressed air as power source, and an operation method thereof, the flying machine including a stationary rotor lift device in a cyclone duct, a seat frame and a compressed air supply device; wherein the stationary rotor lift device in a cyclone duct includes a cyclone duct, in-duct stationary rotors and in-duct compressed air artificial wind blowing ports; wherein the in-duct stationary rotor includes a stationary propeller hub and a plurality of stationary blades fixed connected around the stationary propeller hub and arranged radially; wherein the stationary blade is shaped as an airplane's wing having an airfoil, an angle of attack, a leading edge and a trailing edge; wherein the compressed-air supply device supplies compressed air to the in-duct compressed-air artificial wind blowing ports to eject airflows towards the leading edges of the stationary blades and form a cyclone to generate lift. The present application solves the problems of efficiency limitation, high cost, heavy structure and energy-environment issues related to the traditional personal flying machines of burning fossil fuels to do work, and overcomes their shortcomings and problems with the wingless or wing-movement to generate lift in relatively static air.

An aircraft landing gear having a shock absorbing strut and a shortening mechanism coupled between an elongate beam and a shortening portion of a shock absorber. The shortening mechanism is arranged such that when the elongate beam is at a first position due to a first extension state of the retraction actuator the shortening mechanism is in a locked condition in which it inhibits axial movement of the shortening portion within the strut element in the first direction axial direction, and as the retraction actuator changes in extension state from the first extension state towards a second extension state, the retraction actuator moves the elongate beam which in turn causes the shortening mechanism to move the shortening portion within the strut element in the first axial direction to shorten the shock absorbing strut.

An aircraft landing gear having a shock absorbing strut and a shortening mechanism coupled between an elongate beam and a shortening portion of a shock absorber. The shortening mechanism is arranged such that when the elongate beam is at a first position due to a first extension state of the retraction actuator the shortening mechanism is in a locked condition in which it inhibits axial movement of the shortening portion within the strut element in the first direction axial direction, and as the retraction actuator changes in extension state from the first extension state towards a second extension state, the retraction actuator moves the elongate beam which in turn causes the shortening mechanism to move the shortening portion within the strut element in the first axial direction to shorten the shock absorbing strut.

A shrink mechanism for use with a landing gear of an aircraft. The landing gear includes an outer cylinder rotatably coupled to a frame of an aircraft about a trunnion axis of rotation and a shock strut assembly movably coupled to the outer cylinder so as to reciprocate along a longitudinal axis of the outer cylinder. The shrink mechanism incudes a first shrink link member pivotally coupled to the outer cylinder, a second shrink link member coupling the first shrink link member to the shock strut assembly, a crank member pivotally coupled to the outer cylinder, a drive member coupling the crank member to a walking beam of a landing gear retract mechanism, and a driven member coupling the crank member to the first shrink link member.