Abstract: 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.

Abstract: A system for use with a landing gear of an aircraft includes a drag brace assembly having an upper end configured to be rotatably coupled to the aircraft and a lower end configured to be rotatably coupled to a shock strut of the landing gear. The system further includes a jury linkage having a brace portion configured to be pivotally coupled to the drag brace assembly and a strut portion pivotally coupled to the brace portion and configured to be rotatably coupled to the shock strut.

Abstract: 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

Abstract: A system for use with a landing gear of an aircraft includes a drag brace assembly having an upper end configured to be rotatably coupled to the aircraft and a lower end configured to be rotatably coupled to a shock strut of the landing gear. The system further includes a jury linkage having a brace portion configured to be pivotally coupled to the drag brace assembly and a strut portion pivotally coupled to the brace portion and configured to be rotatably coupled to the shock strut.

Abstract: A landing gear arrangement may comprise a lever configured to be coupled between an axle and a strut piston of a shock strut, a load damper configured to be externally coupled between the shock strut and the lever, wherein the load damper is configured to increase a length of the landing gear arrangement in response to an extension force of the load damper increasing above a ground force reacted through the landing gear arrangement. The load damper may be located externally from the strut piston.

Abstract: A landing gear arrangement may comprise a lever configured to be coupled between an axle and a strut piston of a shock strut, a load damper configured to be externally coupled between the shock strut and the lever, wherein the load damper is configured to increase a length of the landing gear arrangement in response to an extension force of the load damper increasing above a ground force reacted through the landing gear arrangement. The load damper may be located externally from the strut piston.

Abstract: A strut assembly includes a piston and a bearing housing around the piston. The bearing housing may also comprise a groove and a tapered surface opposite the groove. A bearing may be in the groove and proximate the piston. An outer cylinder may be around the bearing housing. The angle of the tapered surface may be based on a deflection angle between the outer cylinder and the piston. A wear plate may be around the tapered surface. An elastic material may be disposed between the tapered surface and the wear plate. The bearing housing may comprise a titanium alloy. The bearing housing may be configured to flex towards the wear plate.

Abstract: A landing gear support arrangement may comprise a cylinder, a pin pivotally coupled to the cylinder, a head attached to the pin having a portion extending radially from the pin, and a bracket coupled to the portion of the head configured to axially support the pin.

Abstract: A shock strut includes a first cylinder defining a first volume. The shock strut includes a first piston head moveably positioned within the first volume and defining a first fluid chamber and a third fluid chamber within the first volume. The shock strut includes a second cylinder defining a second volume. The shock strut includes a second piston head moveably positioned within the second volume and defining a second fluid chamber and a fourth fluid chamber within the second volume. The fourth fluid chamber is in fluid communication with the third fluid chamber. The shock strut also includes a bleed port. The shock strut also includes a tube extending from the fourth fluid chamber through the second piston head and the second fluid chamber to the bleed port.

Abstract: A strut assembly includes a piston and a bearing housing around the piston. The bearing housing may also comprise a groove and a tapered surface opposite the groove. A bearing may be in the groove and proximate the piston. An outer cylinder may be around the bearing housing. The angle of the tapered surface may he based on a deflection angle between the outer cylinder and the piston. A wear plate may he around the tapered surface. An elastic material may be disposed between the tapered surface and the wear plate. The bearing housing may comprise a titanium alloy. The bearing housing may be configured to flex towards the wear plate.

Abstract: In various embodiments, a two stage shock strut for use in a landing gear assembly may comprise a first cylinder, a fill port, a first stage piston head, a second cylinder, a second stage piston head, and a bleed tube. The first cylinder may define a first volume. The fill port valve may be in fluid communication with the first cylinder and configured to receive hydraulic fluid. The first stage piston head may be in fluid communication with the first volume. The second cylinder may comprise a metering pin. The metering pin may be in fluid communication with the first volume and a second volume defined by the second cylinder. The metering pin may be configured to receive the hydraulic fluid from the first volume and purge gas from the second volume. The second stage piston head may be in fluid communication with the second volume.

Abstract: A strut assembly includes a piston and a bearing housing around the piston. The bearing housing may also comprise a groove and a tapered surface opposite the groove. A bearing may be in the groove and proximate the piston. An outer cylinder may be around the bearing housing. The angle of the tapered surface may be based on a deflection angle between the outer cylinder and the piston. A wear plate may be around the tapered surface. An elastic material may be disposed between the tapered surface and the wear plate. The bearing housing may comprise a titanium alloy. The bearing housing may be configured to flex towards the wear plate.

Abstract: In various embodiments, a two stage shock strut for use in a landing gear assembly may comprise a first cylinder, a fill port, a first stage piston head, a second cylinder, a second stage piston head, and a bleed tube. The first cylinder may define a first volume. The fill port valve may be in fluid communication with the first cylinder and configured to receive hydraulic fluid. The first stage piston head may be in fluid communication with the first volume. The second cylinder may comprise a metering pin. The metering pin may be in fluid communication with the first volume and a second volume defined by the second cylinder. The metering pin may be configured to receive the hydraulic fluid from the first volume and purge gas from the second volume. The second stage piston head may be in fluid communication with the second volume.

Abstract: A side articulating main landing gear assembly for an aircraft is disclosed which includes a wheel axle fitting oriented in a horizontal plane when the landing gear is in an extended condition deployed from a landing gear bay of the aircraft, a tire supported on the wheel axle fitting and oriented in a vertical plane when the landing gear is in the extended condition, a shock absorber adapted to stroke between an extended state and a compressed state upon landing the aircraft, a set of articulating links connected to the wheel axle fitting, the shock absorber and the aircraft, and configured to maintain the tire in a vertical plane as the shock absorber strokes between the extended state and the compressed state, a set of tire planing links connected to the wheel axle fitting and the articulating links, and configured to maintain the wheel axle fitting in a horizontal plane as the shock absorber strokes between the extended state and the compressed state, and a drive crank connected to the shock absorber, the

Abstract: A landing gear support arrangement may comprise a cylinder, a pin pivotally coupled to the cylinder, a head attached to the pin having a portion extending radially from the pin, and a bracket coupled to the portion of the head configured to axially support the pin.

Abstract: A shock strut includes a first cylinder defining a first volume. The shock strut includes a first piston head moveably positioned within the first volume and defining a first fluid chamber and a third fluid chamber within the first volume. The shock strut includes a second cylinder defining a second volume. The shock strut includes a second piston head moveably positioned within the second volume and defining a second fluid chamber and a fourth fluid chamber within the second volume. The fourth fluid chamber is in fluid communication with the third fluid chamber. The shock strut also includes a bleed port. The shock strut also includes a tube extending from the fourth fluid chamber through the second piston head and the second fluid chamber to the bleed port.

Abstract: A landing gear system comprises a bogie beam, a landing gear axle pivotally mounted to the bogie beam, a steering rack, a linear actuator assembly, and a steering control link. The steering rack is secured transversely to the bogie beam and is longitudinally spaced apart from the landing gear axle. The linear actuator assembly is operable to laterally translate the steering rack. The steering control link is longitudinally extendable and has an actuator end secured to the steering rack, and an axle end of the steering control link engaged with the landing gear axle. The steering control link and the landing gear axle are pivotable relative to the bogie beam about a common axis.

Abstract: A bearing housing may comprise a cylindrical body and a groove formed in an inner surface of the cylindrical body. The groove may be configured to interface with a bearing. A tapered surface may be formed on an outer diameter of the cylindrical body. A wear plate may be disposed over the tapered surface. An elastic material may be between the tapered surface and the wear plate. The tapered surface may be conical. A length of the tapered surface may be less than half the length of the bearing housing. The tapered surface may be tapered at an angle based on a deflection angle of the piston. A second tapered surface may be formed on the outer diameter of the cylindrical body. An elastic material may be between the second tapered surface and the wear plate.

Abstract: A side articulating main landing gear assembly for an aircraft which includes a wheel axle fitting oriented in a horizontal plane when the landing gear assembly is in an extended condition deployed from a landing gear bay of the aircraft, a shock absorber adapted to stroke between an extended state and a compressed state upon landing the aircraft, a first linkage for maintaining a tire supported on the wheel axle fitting in a substantially vertical plane as the shock absorber strokes between the extended state and the compressed state, and a second linkage for maintaining the wheel axle fitting in the horizontal plane as the shock absorber strokes between the extended state and the compressed state. The first and second linkages are adapted and configured to minimize lateral tire scuffing during shock absorber stroking.

Abstract: A bias steered landing gear system comprises a bogie beam, a first landing gear axle pivotally mounted to the bogie beam, and a steering actuator assembly. The first landing gear axle is pivotable through an axle steering range which includes a maximum inboard steering angle and a maximum outboard steering angle. The steering actuator assembly is operable to apply a steering force to steer the first landing gear axle through the axle steering range between the maximum inboard steering angle and the maximum outboard steering angle. The maximum inboard steering angle is substantially larger than the maximum outboard steering angle.