Abstract: A method of positioning landing gear of an airplane is provided that includes providing the landing gear including a shock strut, a truck beam operatively pivotally connected to the shock strut, first and second interconnected links operatively connected to the truck beam and a third link extending between the shock strut and the first and second links with the third link pivotally connected to the second link at a third pivot. When the landing gear is commanded to a lowered position, the third pivot is positioned in a first position to support a taxi mode, a take-off mode and a landing mode if the landing gear is operational and in a second position to support an alternate landing mode if the landing gear is not fully operational. When the landing gear is commanded to a raised position, the third pivot is in the second position to support a stow mode.

Abstract: A method of positioning landing gear of an airplane is provided that includes providing the landing gear including a shock strut, a truck beam operatively pivotally connected to the shock strut, first and second interconnected links operatively connected to the truck beam and a third link extending between the shock strut and the first and second links with the third link pivotally connected to the second link at a third pivot. When the landing gear is commanded to a lowered position, the third pivot is positioned in a first position to support a taxi mode, a take-off mode and a landing mode if the landing gear is operational and in a second position to support an alternate landing mode if the landing gear is not fully operational. When the landing gear is commanded to a raised position, the third pivot is in the second position to support a stow mode.

Abstract: A method of positioning landing gear of an airplane is provided that includes providing the landing gear including a shock strut, a truck beam operatively pivotally connected to the shock strut, first and second interconnected links operatively connected to the truck beam and a third link extending between the shock strut and the first and second links with the third link pivotally connected to the second link at a third pivot. When the landing gear is commanded to a lowered position, the third pivot is positioned in a first position to support a taxi mode, a take-off mode and a landing mode if the landing gear is operational and in a second position to support an alternate landing mode if the landing gear is not fully operational. When the landing gear is commanded to a raised position, the third pivot is in the second position to support a stow mode.

Abstract: A method of positioning landing gear of an airplane is provided that includes providing the landing gear including a shock strut, a truck beam operatively pivotally connected to the shock strut, first and second interconnected links operatively connected to the truck beam and a third link extending between the shock strut and the first and second links with the third link pivotally connected to the second link at a third pivot. When the landing gear is commanded to a lowered position, the third pivot is positioned in a first position to support a taxi mode, a take-off mode and a landing mode if the landing gear is operational and in a second position to support an alternate landing mode if the landing gear is not fully operational. When the landing gear is commanded to a raised position, the third pivot is in the second position to support a stow mode.

Abstract: A semi-levered landing gear is provided that includes a shock strut, a truck beam pivotally connected to the shock strut and a semi-levered landing gear mechanism including at least three links configured to angularly orient the truck beam and a truck pitch actuation system operatively connected to at least one of the three links. The landing gear mechanism may be configured to cooperate with an extension of a shock strut by positioning the truck pitch actuator in a retracted position, thereby positioning a forward end of the truck beam in a raised position relative to the aft end of the truck beam. The landing gear mechanism may also be configured to cooperate with a retraction of the shock strut into the wheel well by extending the truck pitch actuator to position a forward end of the truck beam in a lower position relative to the aft end of the truck beam.

Abstract: A semi-levered landing gear is provided that includes a shock strut, a truck beam pivotally connected to the shock strut and a semi-levered landing gear mechanism including at least three links configured to angularly orient the truck beam and a truck pitch actuation system operatively connected to at least one of the three links. The landing gear mechanism may be configured to cooperate with an extension of a shock strut by positioning the truck pitch actuator in a retracted position, thereby positioning a forward end of the truck beam in a raised position relative to the aft end of the truck beam. The landing gear mechanism may also be configured to cooperate with a retraction of the shock strut into the wheel well by extending the truck pitch actuator to position a forward end of the truck beam in a lower position relative to the aft end of the truck beam.

Abstract: A latch-lock mechanism for an airplane cargo door (34) is disclosed. The latch-lock mechanism includes straight-through drive shafts rotated by a common powered drive unit (61). Affixed to the outer ends of the drive shafts are pull-in hooks (67) that co-act with pull-in pins affixed to the fuselage of the airplane adjacent to the sides of the cargo door opening. The co-action between the pull-in hooks and the pull-in pins pulls the cargo door into a closed position against a distorted fuselage cargo door opening. During opening, the co-action between the pull-in hooks and the pull-in pins force the door open against ice jams. After being pulled into a closed position, latch cams (89) rotated by the drive shafts are closed around latch pins (131). Thereafter, lock pawls (159) are moved into a closed position. The latch-lock mechanism also includes witness ports (193) located in the cargo door (34) that enable a mechanic to verify that the lock pawls (159) are in the closed position.

Abstract: A latch lock mechanism (20) for opening and closing a translating motion-type aircraft door (22). The latch lock mechanism (20) of this invention includes a latch shaft (38) that is mounted to the door (22) by a set of follower bearings (98) that are axially offset from the shaft. The shaft (38) is rotated by a lift lock mechanism (44) that includes a lift lock cam (106) and a cam follower (108) that tracks the cam, and a door drive linkage (1 10) that is attached to the cam follower for rotating the latch shaft. The lift lock cam (106) is rotated by a handle shaft (42) that is actuated by a handle (40). When the handle (40) is rotated, the lift lock cam (106) is similarly rotated so as to cause the upward movement of the door drive linkage (110) in the rotation of the latch shaft (38).

Abstract: A hinge assembly (14) for attaching a translating-motion-type aircraft door (10) to an aircraft fuselage (12) is disclosed. The hinge assembly (14) includes a fitting (28) that is pivotally attached to the portion of the aircraft fuselage (14) adjacent the door opening (16) in the fuselage in which the door (10) is normally seated. The door is attached to the hinge fitting (28) by way of a universal shaft (30) that is rotatably attached to the free end of the hinge fitting (28). A drivebelt (32) is anchored at one end to the aircraft fuselage (12) and is attached at the opposed end to the universal shaft (30) so as to move in unison with the shaft. When the hinge assembly (14) of this invention is opened, the hinge fitting (28) pulls on the drivebelt (32) so as to cause its movement and the subsequent movement of the universal shaft (30).

Abstract: A hinge arrangement between a lifting foil and a flap. The flap comprises a plurality of sections. Each section is mounted by one coupling restraining hinge device to the foil, the hinge device has a hinge pin that extends into a socket located in an adjacent section so that both sections are supported by the hinge. In addition, each two sections are interconnected by a shear key protruding from one section into the same socket of the adjacent section.