AIRCRAFT LANDING GEAR

Abstract

An aircraft landing gear 100 includes a structural main leg 110, having a substantially circular cross-section and defining a front side for facing upstream in use and a rear side for facing downstream in use. The landing gear includes a shaped element 151 attached to an attachment point located on the rear side of the structural main leg. The shaped element extends rearwards from the structural main leg to provide a combined cross-sectional shape of the structural main leg and shaped element that is elongated in the upstream-downstream direction compared to the structural main leg.

Claims

1. An aircraft landing gear attached to an aircraft, the aircraft landing gear comprising: a structural main leg which is substantially circular in cross-section and defines a front side configured to face upstream with respect to a flight direction of the aircraft and a rear side configured to face downstream with respect to the flight direction, and a shaped element attached to an attachment point located on the rear side of the structural main leg, wherein the shaped element extends rearwards from the structural main leg to form a combined cross-sectional shape of the structural main leg and the shaped element elongated in the downstream direction compared to the structural main leg.

2. The aircraft landing gear as claimed in claim 1, wherein the shaped element has a height corresponding to at least 50% of a height of the structural main leg.

3. The aircraft landing gear as claimed in claim 1, wherein the shaped element has a maximum width that is no more than 110% of a maximum width of the structural main leg.

4. The aircraft landing gear as claimed in claim 3, wherein the shaped element has a maximum width that is no more than the maximum width of the structural main leg.

5. The aircraft landing gear as claimed in claim 1, wherein the shaped element is a solid element.

6. The aircraft landing gear as claimed in claim 5, wherein the solid element comprises a front profile shaped to correspond to the rear side of the structural main leg.

7. The aircraft landing gear as claimed in claim 1, wherein the shaped element is formed by fairings.

8. The aircraft landing gear as claimed in claim 1, wherein the shaped element is non-structural.

9. The aircraft landing gear as claimed in claim 1, wherein the shaped element has a length in an upstream direction or a downstream direction that is more than a maximum width of the structural main leg.

10. The aircraft landing gear as claimed in claim 1, wherein the shaped element has a tapered cross-section.

11. The aircraft landing gear as claimed in claim 1, wherein the shaped element is substantially triangular in cross-section.

12. The aircraft landing gear as claimed in claim 1, wherein the shaped element has a cross-section having a rounded in rear profile.

13. The aircraft landing gear as claimed in claim 12, wherein the shaped element provides a cross-section corresponding to an end of an ellipse.

14. An aircraft landing gear as claimed in claim 13, wherein the landing gear further comprises a front shaped element attached to an attachment mechanism located on the front side of the structural main leg, and wherein the front shaped element extends forwards from the structural main leg to provide an combined cross-sectional shape of the structural main leg and front shaped element that is elongated in the upstream-downstream direction compared to the structural main leg.

15. The aircraft landing gear as claimed in claim 14, wherein the combined cross-sectional shape of the structural main leg, front shaped element and rear shaped element is an ellipse.

16. The aircraft landing gear arrangement including: the aircraft landing gear of claim 1, and an aircraft landing gear bay, wherein the landing gear is pivotally mountable in relation to the aircraft landing gear bay between a stowed and a deployed position, and comprising a number of landing gear wheels arranged to roll in a fore/aft direction when in the deployed position.

17. An aircraft comprising the aircraft landing gear or aircraft landing gear arrangement of claim 1.

18. A method of operating an aircraft, including the step of using the aircraft landing gear, the aircraft landing gear arrangement or aircraft of claim 1.

19. A method of operating an aircraft comprising: deploying a landing gear including a structural main leg, and providing a shaped element positioned on a rear side of the structural main leg, the shaped element causing air flow past the structural main leg to be directed around an elongated cross-section.

20. A method of reducing noise generated by a landing gear on landing approach comprising: deploying a landing gear including a structural main leg, and positioning a shaped element on a rear side of the structural main leg causing air flow past the structural main leg to be directed around an elongated cross-section.

Description

DESCRIPTION OF THE DRAWINGS

[0046] Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which:

[0047] FIG. 1 shows a schematic plan view of a landing gear arrangement according to a first embodiment of the invention;

[0048] FIG. 2 shows a schematic plan view of a landing gear arrangement according to a second embodiment of the invention;

[0049] FIG. 3a shows a rear perspective view of the landing gear arrangement according to the first embodiment of the invention;

[0050] FIG. 3b shows a front perspective view of the landing gear arrangement of FIG. 3a;

[0051] FIG. 3c shows a plan view of the landing gear arrangement of FIG. 3a; and

[0052] FIG. 4 shows a schematic front view of an aircraft with a nose landing gear arrangement and two main landing gear arrangements, the landing gear arrangements being suitable for being in accordance with the first or second embodiments of the invention.

DETAILED DESCRIPTION

[0053] FIG. 1 shows a schematic plan view of a landing gear arrangement 100 according to a first embodiment of the invention. FIG. 3a shows a rear perspective view of the landing gear arrangement 100. FIG. 3b shows a front perspective view of the landing gear arrangement 100. FIG. 3c shows a plan view of the landing gear arrangement 100.

[0054] The arrangement 100 comprises a landing gear main leg 110, which, in use, is pivotally connected to an aircraft by a pivot mechanism 113 at the top 111 of the leg. At the bottom of the leg is an axle 130, which mounts two landing gear wheels (one of which can be seen and is labelled as 131). The wheels 131 roll in a fore/aft (or longitudinal) direction. A side stay 120 is pivotally mounted on the leg 110 and also to the aircraft, in use.

[0055] The arrangement 100 also includes a landing gear bay door 140. The door 140 has an outer side 142 (facing away from the leg 110) and an inner side 141 (facing the leg 110). The door 140 is attached to the leg 110 and pivotally moves relative to the aircraft as the landing gear leg 110 deploys.

[0056] The landing gear main leg 110, side stay 120, axle/wheels 130 and door 140 are entirely conventional and comprise various other elements/features, such as oleo struts, support arms/braces, electrical installations, brake assemblies, actuators etc. which will not be described here.

[0057] The arrangement 100 further comprises a leg shape modifier 150 that is attached to the rear of the leg 110 (i.e., behind the leg in relation to oncoming longitudinal airflow 1001).

[0058] The leg shape modifier 150, here, is a substantially triangular piece 151, with a concavely curved front side 156, which correspond to and is attached with adhesive to the rear of the leg 110, and a rear tipped point 157 which extends backwards from the leg 110. The overall plan shape formed by the leg 110 and modifier 150 is a droplet.

[0059] In FIG. 3c, pivot mechanism 113 of the landing gear arrangement 100 is blocking sight of the modifier 151 and hence side 156 appears flat in this view. However, as mentioned above side 156 is a concavely curved side that corresponds to the part-circular shape of the rear of the main leg 110.

[0060] As can be seen in FIG. 3a, the leg modifier 150,151 extends from near the top of the leg 111 at a top 154 of the modifier to a location approximately ¾ of the length of the leg 110 to a bottom 155 of the modifier 151. The bottom 155 of the modifier 151 is roughly in line with the connection of the side stay 120 to the leg 110 and the lowest point (not shown) of the door 140.

[0061] The leg modifier 151 is a solid piece that provides two tapering airflow surfaces 158, 159 that taper to point 157. This acts to prevent the airflow from becoming turbulent behind the leg 110 as the two surfaces 158, 159 act to block the air from entering the space behind the leg 110 and so prevent eddies from forming. Instead, the airflow is guided smoothly around the leg 110.

[0062] FIG. 2 shows a schematic plan view of a landing gear arrangement 100 according to a second embodiment of the invention. The second embodiment is very similar to the first embodiment, and only the differences will be described below.

[0063] Here, the leg 110 is provided with two leg shape modifiers 150.

[0064] The first is, in plan view, a left-handed crescent shaped element 152. It has a rear side that corresponds to and is attached to the front side of the leg 110 (similar to side 156 of the first embodiment). A front side of the modifier 152 is also curved and has the shape of a half ellipse.

[0065] The second leg shape modifier is, in plan view, a right-handed crescent shaped element 153. It has a front side that corresponds to and is attached to the rear side of the leg 110 (similar to side 156 of the first embodiment). A rear side of the modifier 153 is also curved and has the shape of a half ellipse 157. This half ellipse is the opposite half to that provided by modifier 152.

[0066] Hence, both modifiers 152, 153 attached around the leg 110 provide an overall ellipse shape for the airflow 1001.

[0067] The leg modifiers 152, 153 are two solid pieces that provide a fairing around the leg 110. They act to prevent the airflow from becoming turbulent behind the leg 110 as they block the air from entering the space behind the leg 110 and so prevent eddies from forming. Instead, the airflow is guided smoothly around the leg 110.

[0068] FIG. 4 shows a schematic front view of an aircraft 1000 with a nose landing gear arrangement 300 and two main landing gear arrangements 100, 200, the landing gear arrangements being suitable for being in accordance with the first or second embodiments of the invention.

[0069] Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. By way of example only, certain possible variations will now be described.

[0070] In the above examples, the leg modifiers are solid. However, instead, the airflow surfaces could be provided by a number of linked fairings.

[0071] The leg modifiers may be any suitable shape and size. It may be that a leg modifier that extends along the leg over a distance that is less than half the height of the main leg could still be of benefit. There may be modifiers located on the aft or both fore and aft sides of the leg. The shape of the leg plus modifiers when viewed in cross-section may be other shapes, for example tear-drop shaped, aerofoil-shaped or other generally streamlined shapes.

[0072] There may be any suitable number of leg modifiers used on the leg.

[0073] The modifiers may be attached to the leg by any suitable means, such as using a bracket, rivets, or made integrally.

[0074] The leg modifiers may be made of any suitable material. They may be 3D printed. They may be made from material different from the door for example. They may comprise a carbon fibre composite.

[0075] The leg modifiers may be a fixed element, as in the above examples. Alternatively, they may take up the deployed position when the door is open and the landing gear is deployed and may take up a stowed position at other times. The leg modifier may be actuated to move (for example, to the deployed position) or may be biased to move (for example it may be biased to move to the deployed position when another element, such as the aircraft body, moves relatively out of the way).

[0076] The door 140 may be attached directly to an aircraft (not via the leg 110). For example, at a door top edge, there may be an attachment mechanism to pivotally mount the door 140 to an aircraft, in use.

[0077] The outline of the door may be differently shaped for a different aircraft in view of the shape of the opening of the landing gear bay required to allow the deployment therethrough of the landing gear, which may be differently configured depending on the design of the aircraft concerned. For example, not all landing gear legs are provided with a side stay.

[0078] It will be appreciated that the landing gear leg 110 may have any suitable number of wheels, for example being greater than two.

[0079] Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some embodiments of the invention, may not be desirable, and may therefore be absent, in other embodiments.

[0080] It should be noted that throughout this specification, “or” should be interpreted as “and/or”, unless stated otherwise.

[0081] Although the invention has been described above mainly in the context of a fixed-wing aircraft application, it may also be advantageously applied to various other applications, including but not limited to applications on vehicles such as helicopters, drones, trains, automobiles and spacecraft.