Abstract: An aircraft assembly having a first body connected to a second body via a flexible coupling arranged to limit separation of the bearing faces while permitting relative rotational movement between the bodies in a movement plane so as to define a joint between the bodies.

Abstract: The invention relates to a method for controlling the torque of a drive device (1) for rotating wheels (2) of an aircraft comprising actuators for selectively driving rotating wheels of the aircraft to ensure its movement on the ground, comprising the step of regulating a torque generated by the drive device according to a torque setpoint (4) issued by the pilot. According to the invention, the method involves the step of generating, as long as the torque setpoint is not sufficient to guarantee a stable movement speed of the aircraft, a replacement torque setpoint (5) to allow the aircraft to move at a stable speed, and substituting the replacement torque setpoint for the torque setpoint generated by the pilot.

Abstract: A method of speed control of a wheel rotation drive device carried by aircraft landing gears, comprising the step of regulating an aircraft speed in accordance with a pilot-generated speed command, wherein the speed of the regulated aircraft is a speed (V) measured or estimated at a nose tip of the aircraft

Abstract: The invention relates to a hydraulic circuit for operating an aircraft landing gear comprising: a general valve (1) for admitting a supply pressure into the circuit; distributors (4, 6) for supplying undercarriages and/or landing gear doors operating actuators (3) or release actuators for hooks (5) maintaining the undercarriages and/or the doors in the retracted position; a depressurization valve (102) for, in an open position, allowing the selective distribution of supply pressure to an extension chamber (3A) or a retraction chamber (3B) of each operating actuator by the distributors, and, in a depressurization position, forcing the return of a retraction chamber of each operating cylinder. According to the invention, the depressurization valve is returned (105) in a stable manner to the depressurization position, and is moved into the open position only in response to the presence of supply pressure downstream of the general valve.

Abstract: An aircraft assembly having a first region, a second region spaced from the first region by a flexible region, and a deflection sensor. The first region has greater positional stability than the second region such that the second region deflects further from its default position than the first region during in-use loads. The deflection sensor includes a first gyroscope at the first region to generate a first signal representing rotation of the first region about one or more orthogonal axes, and a second gyroscope at the second region to generate a second signal representing rotation of the second region about the one or more axes. The second gyroscope is synchronised in time with the first. A controller subtracts one of the first and second signals from the other to obtain a differential signal representing deflection of the second region relative to the first due to flexing of the flexible region.

Abstract: A method for securing an aircraft landing gear wheel drive actuator in an open position of the wheel, the drive actuator being movably mounted on the landing gear between said open position in which it is remote from the wheel and an engaged position in which it cooperates with the wheel to ensure its rotational drive, a displacement actuator being coupled to the drive actuator to move same between the two positions, and a locking member being provided to lock the drive actuator in the open position. The method includes holding the controlled displacement actuator to move the drive actuator to the open position, while the drive actuator is locked in the open position.

Abstract: Several examples are provided that relate to components or component parts of an electrical harness, such as an electrical conduit, for routing electrical signals to an electromechanical actuator. These components may benefit from additive manufacturing techniques or methodologies. In these examples, the component parts can have non-standard shapes and sizes, as well as one or more additional beneficial attributes, such as shielding properties, anti-chafing properties, reduced weight, integral attachment interfaces, condensation drainage holes, etc. Some embodiments of the present disclosure may be suitably manufactured with any powder bed or direct deposition technology using the melting of rods/wire/powder, such as selective laser sintering (SLS). Other Solid Freeform Fabrication (SFF) technology, such as Fused Deposition Modeling (FDM) technology, can be employed to manufacturer one or more components parts of the present disclosure.

Abstract: An aircraft landing gear assembly having: a bogie beam coupled to a strut; a steerable axle mounted on the bogie beam, first and second wheel assemblies, mounted on the axle, each wheel assembly including a wheel and a brake disc attached to each wheel and arranged to rotate with the wheel; first and second brake plates mounted on the axle arranged to provide a braking force to the wheels upon contact with the first and second brake discs; a cross member coupled between the first and second brake plates; a brake rod, pivotally connected to the cross member at a first end and arranged to be attached to an anchor point on the aircraft landing gear at a second end; wherein the pivot axis of the axle and the pivot axis of the cross member are generally coaxial.

Abstract: A shock absorber assembly having a wheel assembly including first and second coupling points, and first and second shock absorber elements. Each shock absorber element includes a housing portion defining a bore, and a rod slidably coupled within the bore such that the shock absorber element has a variable length. Each rod is coupled to a respective coupling point of the wheel assembly. The shock absorber assembly is arranged to maintain the relative positions of the first and second housing portions such that the longitudinal axis of the first bore has a generally fixed relationship with respect to the longitudinal axis of the second bore.

Abstract: An aircraft landing gear shock absorber assembly having an outer casing having a bore which extends through the outer casing. The bore has a first opening and a second opening. A rod is slidably coupled within the bore such that a first end of the rod projects out of the first opening of the bore, the first end of the rod being arranged to be attached to a wheel assembly. A closure is provided for the second opening of the bore. The bore has a reduced width portion relative to the second opening of the bore, and the rod includes a radially enlarged portion that is wider than the reduced width portion of the bore.

Abstract: A method of reducing the cooling time of disks of a brake (5) of an aircraft wheel (1) fitted with a heat screen (10) extending between the wheel and the disks of the brake and mounted to rotate on an aircraft undercarriage about an axis of rotation, the method including making obstacles (11) on the heat screen, which obstacles project from a face of the heat screen that faces towards the brake disks.

Abstract: An aircraft braking system comprising: a first group (Ga) of actuators and a second group (Gb) of actuators. A first control module (105a) is adapted, in a nominal mode, to control the first group, and in a reconfigured mode, to control the first group and the second group. A second control module (105b) is adapted, in a nominal mode, to control the second group, and in a reconfigured mode, to control the first group and the second group. A monitoring unit adapted is adapted to monitor the first control module and the second control module, and to put the first control module into the reconfigured mode of operation when the monitoring unit detects a failure of the second control module, and to put the second control module into the reconfigured mode when the monitoring unit detects a failure of the first control module.

Abstract: Aircraft braking system architecture comprising: a brake comprising electromechanical actuators (1, 2); a principal control channel (6) and an alternative control channel (7) comprising electrical components that are at least partly different and adapted to provide respectively a principal braking control function and an alternative braking control function that are at least partly different; power modules (15, 16) comprising electrical components that are at least partly different and adapted to generate electrical power supply currents (I1, I2) on the basis of principal control signals or alternative control signals; a surveillance unit (8) adapted to ensure that in normal operation the principal control signals are used and that in the event of a fault the alternative control signals are used to generate the electrical power supply currents.

Abstract: A braking system architecture for aircraft, the architecture comprising: a brake including friction members and electromechanical actuators for exerting a braking torque on the wheel; a computer situated in the fuselage of the aircraft and arranged to produce first control signals; and a junction box situated on the undercarriage, the junction box being connected to the computer and to the electromechanical actuators, the junction box being configured to receive the first control signals and to use the first control signals to produce second control signals for application to the electromechanical actuators in order to control the electromechanical actuators.

Abstract: A landing-gear assembly (1) for an aircraft, the landing-gear assembly comprising: an axle shaft (2); a leg (3) presenting a first portion (3a) carrying said axle shaft (2) and a second portion (3b) connected to a carrier structure of the aircraft; a main damper (5); and a first secondary damper (6a) distinct from the main damper (5). The first secondary damper (6a) is carried by the axle shaft (2) and comprises: an inertial mass (M); and connection means (7a) between the inertial mass (M) and the axle shaft (2) damping movements of the inertial mass (M) along a first axis (X1) of movement of the inertial mass (M) relative to the axle shaft (2), said first axis of movement (X1) extending in a plane (P) perpendicular to said steering axis (Z).

Abstract: A shock absorber with lubricated bearings for an aircraft landing gear includes a piston that is received in a cylinder, and an upper bearing fixed to the piston that slidably engages an inner surface of the cylinder. A lower bearing extends inwardly from a lower portion of the cylinder and engages an outer surface of the piston. The lower bearing has a center axis and defines an annular bearing surface configured to slidably engage the piston outer surface. The annular bearing surface has a first portion that extends circumferentially more than one hundred eighty degrees about the center axis at a constant radius, defining a circular annular segment. A second portion closes the circular annular segment and defines a shallow channel or pocket in the annular bearing surface. In some embodiments the lower bearing further comprises oppositely disposed frustoconical thrust portions.

Abstract: A landing gear (0) for an aircraft comprising a wheel (R), a system (1) for rotationally driving the wheel that is mobile between a clutched position and a safety position by passing through a declutched position, and a manoeuvring system (3) to displace the driving system (1) between its declutched and clutched positions. The gear comprises an elastic return (4) for returning the driving system (1) to its safety position and first and second abutments (51a, 52a) that are separated as long as the driving system (1) is away from its safety position and in contact with one another when the driving system (1) is in safety position. The first and second abutments (51a, 52a) oppose the passing of the driving system (1) from its safety position to its declutched position when the abutments are in contact with one another.

Abstract: The invention relates to a method for engaging a first gear element with a second gear element, at least the second gear element being mounted to be mobile between a meshing position and a position of disengagement using an actuator. The method comprises the step of driving at least one of the gear elements in rotation to form a non-zero rotation speed difference between said gear elements and the step of controlling the actuator to successively: displace at least the second gear element to the meshing position, when an intermediate position of the second gear element is detected, stop the displacement of the second gear element, when an angular position of engagement of said gear elements is detected, displace the second gear element to the meshing position.

Abstract: A method for generating a tooth space profile between two teeth of a wheel engaging with a roller pinion in a reference plane perpendicular to a central axis (X1) whose intersection with the reference plane defines a centre (C). The method comprises defining a nominal tooth space with symmetrical first and second profiles so that the space is suitable for receiving a roller which comes into contact, without clearance, with the facing active portions of the first and second profiles at the level of a primitive diameter. The method further comprises the steps of deforming the bottom portion of the first profile so that the bottom point is brought nearer to the centre by an amount equal to a given radial clearance, and moving the first profile angularly through a given angular half-clearance around the centre to shift it away from the radial axis.

Abstract: An aircraft landing gear shock absorbing strut having an outer cylinder and a sliding tube coupled within the cylinder bore to move between compressed and extended conditions. The cylinder and tube define a variable-volume internal chamber. The internal chamber is divided into a first spring chamber and a second spring chamber. The first spring chamber is a pneumatic chamber containing a first gas that is compressed when the strut moves from the extended condition to the compressed condition to provide compression damping. The second spring chamber contains a second gas and a hydraulic liquid, and is configured to compress the second gas when the strut moves from the extended condition to the compressed condition. The second spring chamber contains one or more damping orifices through which the oil passes as the strut extends to provide recoil damping during extension of the strut.