Abstract: A method is provided for optimizing requirements for brake size, complexity, and heat dissipation capability in an aircraft, wherein the aircraft is powered during ground travel by an onboard wheel drive assembly, including controllable drive means, mounted on at least one aircraft wheel, and ground travel is controlled by the pilot to move the aircraft on the ground without relying on the operation of the aircraft engines, while substantially minimizing brake use between landing and takeoff. Brakes can be optimally sized and configured to meet landing and taxi requirements, resulting in reduced brake size and complexity and increased effective heat dissipation. Substantially minimizing brake use during taxi produces improved brake cooling, substantially eliminating delays caused by slow brake heat shedding and enables rapid aircraft turnaround between landing and takeoff.

Abstract: A method for reducing both an aircraft's scheduled and unscheduled maintenance costs and an aircraft's time out of service for maintenance, repair, and overhaul is provided. The present method is implemented by providing onboard drive means on an aircraft capable of translating torque through aircraft wheels and controllable to move the aircraft independently on the ground without reliance on the aircraft's engines or external tow vehicles. Substantially eliminating the use of an aircraft's main engines and tow vehicles to move the aircraft on the ground between landing and takeoff significantly reduces and may substantially eliminate aircraft maintenance requirements and aircraft time out of service and produces quantifiable substantial cost savings.

Abstract: The invention provides means to prevent high-performance brakes from overheating by delivering coolant to the heat-generating brake components. As a result of implementing the invention, the brakes can then be used more effectively to control an aircraft during aborted landing after touchdown. After the aircraft completed the braking action, the risk of damaging tire explosions and undercarriage fires is minimized. The aircraft does not require an extensive post-incident overhaul and can be back in service much faster than when and if the invention is not implemented. Another component of the invention reduces the wear and tear of aircraft tires by providing self-propelled rotation before touchdown.

Abstract: At least one energy storage system is provided for receiving and releasing at least a part of the converted kinetic energy from a landing aircraft. The system has a high degree of multiple utilisation and enables, for example, manoeuvring of a landed aircraft on the taxiway independently of the engines, where the aircraft is substantially moved with the braking energy recovered during the landing process. As a result of the main engines no longer being required for manoeuvring, there is a considerable potential for saving energy and the use of motor-operated tow vehicles is eliminated. The apparatus also contributes in the sense of a “green” and economical technology to saving aircraft fuel and better fulfils future requirements of airports, particularly with a view to noise and pollutant reduction. In addition, the invention has as its subject matter a method for recovering braking energy of an aircraft.

Abstract: A hydraulic ground propulsion system for an aircraft. The system comprises a wheel, axel, an aircraft power interface device, an electric motor, a hydraulic system, a drive assembly and a controller. The wheel is rotatably coupled to the wheel axel. The aircraft power interface device interfaces an aircraft power source. The electric motor is coupled to the aircraft power interface device and receives power from the aircraft power source through the aircraft power interface device. The hydraulic system is driven by the electric motor. The drive assembly mechanically couples the wheel axel to the hydraulic system. The drive assembly is mechanically driven by the hydraulic system. The drive assembly transfers energy from the hydraulic system to the wheel axel. The controller controls the electric motor and the hydraulic system based upon a pilot torque command.

Abstract: The invention provides a method of taxiing an aircraft having at least one nose undercarriage at the front of the aircraft and main undercarriages, each undercarriage having wheels, the method comprising the steps of: fitting at least one of the wheels carried by the nose undercarriage with a main taxiing motor member, and fitting at least one of the wheels carried by the main undercarriages with an auxiliary taxiing motor member; and in response to a taxiing order, powering the main taxiing motor member to cause the aircraft to taxi, and in particular if the driving force developed by the main taxiing motor member on the aircraft is insufficient, powering the auxiliary taxiing motor member, as required.

Abstract: A method for enhancing pilot and cockpit crew efficiency and increasing aircraft safety during aircraft ground travel between landing and takeoff is provided. The present method is most effective in enhancing pilot efficiency and aircraft safety in an aircraft equipped with at least one powered, self-propelled drive wheel that drives the aircraft on the ground independently of the aircraft main engines or external tow vehicles that is controlled by the pilot and cockpit crew to maneuver the aircraft during ground travel.

Abstract: The invention relates to a method of feeding energy to actuators associated with the undercarriages forming the landing gear of an aircraft, the aircraft comprising: a main power supply that operates independently of rotation of wheels carried by the landing gear; and a local power supply comprising one or more local generators, each driven by rotation of a wheel carried by an undercarriage; the method of the invention comprising the following steps: in a nominal mode of operation, powering said actuators by the local power supply; and in an additional mode of operation, when the delivery of energy by the local power supply is not sufficient, providing additional energy or all of the energy required by said actuators by means of the main power supply.

Abstract: A split circumference wheel assembly is provided for an aircraft landing gear wheel configured to maximize the space available within a landing gear wheel well to support a motor driver assembly with drive means that drives the aircraft wheel on the ground. The split circumference wheel assembly includes separable inboard and outboard support walls that are spaced axially apart a maximized distance so that the motor driver assembly is completely contained within the maximized space defined. A preferred wheel assembly employs a demountable flange and a locking ring to integrally and removably support the motor driver assembly within the maximized wheel volume to drive one or more aircraft wheels and move the aircraft independently on the ground. The wheel and motor driver assembly described herein are designed to be retrofitted in an existing aircraft wheel.

Abstract: A landing gear system for an aircraft comprises a truck beam (22); at least one steerable axle (42) mounted to the truck beam for pivotal steering movement; a steering actuator (46) connected to the steerable axle; and a locking mechanism (60) including a locking groove member (62) provided on the steerable axle for pivotal movement therewith, and a locking wedge member (64) engageable with the locking groove member to prevent pivotal movement of the steerable axle. The locking groove member includes a slot (63) having opposed sides converging towards one another, and the locking wedge member has correspondingly converging sides for mating engagement in the slot. The locking wedge member is resiliently biased (66, 69) into engagement with the locking groove member and the locking wedge member is mounted to the truck beam for pivotal movement (70).

Abstract: An aircraft taxi drive system includes a motor that is configured to transfer power to an aircraft wheel via a drive chain, such that the motor rotates the aircraft wheel via the drive chain. In some examples, the drive chain is movable between first and second positions. In the first position, the drive chain, such as an exterior surface of the drive chain, is engaged with a driven sprocket that is mechanically connected to an aircraft wheel. In the second position, the drive chain is disengaged from the driven sprocket.

Abstract: The undercarriage for aircraft comprises: at least one wheel provided with a rim; a hub carrying the rim; and a motor and gearing for driving the wheel, the motor and the gearing being received, preferably completely, inside the hub.

Abstract: A method for extending the useful and economic life of an aircraft and improving aircraft efficiency is provided. This method produces significant fuel savings on the ground and in flight as well as cost-effective and efficient operation of and reduced maintenance requirements for older aircraft. The increased economic viability of the continued use of older aircraft is achieved by equipping an aircraft with at least one onboard drive wheel assembly controllably powered to drive the aircraft during ground travel independently of aircraft engines or external tow vehicles. The substantial elimination of damage to an aircraft's airframe, brakes, landing gear, and engine components resulting from tow vehicle attachment, brake application during ground travel with operating aircraft engines, or by FOD produces cleaner, more efficient engine operation during flight. Significant and substantial potential cost savings realized by the present method makes the continued use of older aircraft a viable option.

Abstract: There is described a landing gear having a bogie including a elongated beam (2) for accommodating at least two axles receiving each a pair of ground engaging wheels, at least one axle (5) being pivotally mounted on the elongated beam. The landing gear further includes axle travel limitation means (10) extending between said pivotable axle and said elongated beam to be hitched up thereto, said travel limitation means being deformable one way starting from an stable and lockable state thereof corresponding to a landing position of said pivotable axle. There are also described independently lockable and actuatable telescopic struts.

Abstract: The invention relates to a method of managing the steering of aircraft undercarriage wheels carried by a steerable bottom portion of the undercarriage, the bottom portion being associated with steering control including a steering member suitable for steering the bottom portion of the undercarriage in response to a steering order. According to the invention, the method comprises the steps of: monitoring the pressures of the tires carried by the wheels, and in response to detecting at least one of the following events: the pressure of one of the tires is less than a first predetermined threshold; and the difference between the pressures of two of the tires is greater than a second determined threshold; activating the steering control, if the steering control is not activated; and implementing a steering control relationship that is modified compared with a nominal control relationship used when the tires are properly inflated.

Abstract: A method for reducing the amount of fuel required to be carried in flight by an aircraft is provided that substantially reduces the taxi margin amount of fuel required by an aircraft, thereby reducing the aircraft's weight and producing significant increases in fuel use efficiency and savings in fuel costs. The substantially reduced taxi margin amount of fuel is produced by equipping an aircraft with at least one drive wheel powered by at least one onboard drive means that cooperatively drive the aircraft on the ground during taxi between takeoff and landing without reliance on the operation of the aircraft main engines.

Abstract: Aircraft landing gear including an axle pivotally connected to a bogie beam and a locking device. The locking couples the axle to the bogie beam, and has a movable member and a follower. The movable member is movable between first and second configurations. Movement of the movable member towards the second configuration causes corresponding movement of the follower so as to transfer a steering force to the axle through the follower which causes the axle to rotate in a first direction. With the movable member in the first configuration, the follower is in a first configuration that inhibits the movable member being moved by an external force applied to the axle. With the movable member in the second configuration, the follower in a second configuration that permits the movable member to be moved by an external force applied to the axle.

Abstract: A braking system for an aircraft provided with undercarriage, wherein an axial-flux reversible electric machine is set between the wheel and the frame of the undercarriage; current-dissipating resistors are provided, which can be connected to the windings of the axial-flux reversible electric machine during rotation of said wheel for dissipating by the Joule effect the induced currents generated by the axial-flux electric machine, which behaves as current generator, and producing a braking effect that slows down the movement of the wheel, thus exerting a braking action.

Abstract: An actuator, comprises a housing, a first prime mover for producing rotary motion, a first gearbox arranged to convert in use the rotary motion from the first prime mover into rotary motion having higher torque and lower speed. The first gearbox comprises a casing mounted for rotation relative to the housing of the actuator and a second gearbox arranged to convert rotary motion of the casing of the first gearbox into rotary motion having lower torque and higher speed. A brake is arranged to act on the rotary motion having lower torque and higher speed from the second gearbox. In use when the first gearbox is not jammed, the brake may be applied to resist relative rotation between the casing of the first gearbox and the housing of the actuator. When the first gearbox is jammed, the brake may be released thereby allowing the casing of the first gearbox to rotate relative to the housing of the actuator. The actuator may thereby be jam-tolerant. A second motor may also be provided.

Abstract: A failsafe system and method for ensuring the safe operation of an aircraft with a ground movement system to drive the aircraft independently on the ground is provided. The system includes at least one aircraft nose or main drive wheel powered by an onboard wheel driver responsive to sensed aircraft and ground movement system operating parameters to continue operation in response to parameters within normal limits or to prevent continued operation if sensed parameters are outside normal limits and indicate continued operation to be unsafe. The onboard wheel driver includes a locking assembly responsive automatically or manually to signals indicating sensed parameters to lock the onboard wheel driver in an activated or an inactivated condition, depending on whether operation of the ground movement system can be continued safely.

Abstract: The invention relates to a motorizing system for powering a wheel (5) associated with a suspension, the system comprising a motor unit (3) and a drive member (4) secured to the wheel (5). According to the invention, the motor unit is secured to the sprung part of the suspension strut (2) and a clutch device (6) connects the output shaft (7) of the motor unit (3) to the drive member (4).

Abstract: An apparatus for controlling the movement of an aircraft having a self-propelled nosewheel, on the ground, is disclosed. The apparatus comprises a control arm; a control unit; means for transmitting information to said self-propelled nosewheel; means for receiving information at said self-propelled nosewheel; and means for controlling at least one of the speed and direction of said nosewheel; whereby airport ground staff can intuitively control the movements of said aircraft by holding said arm and moving it in the direction of required movement of said aircraft.

Abstract: A retractable nose landing gear assembly for an aircraft is disclosed, which includes an elongated strut cylinder defining a longitudinal axis, an elongated strut piston mounted for reciprocal movement relative to the strut cylinder between a shrunk condition when the landing gear is retracted into a wheel well of an aircraft and a fully extended condition when the landing gear is deployed from the wheel well for landing the aircraft, and wherein the strut piston is mounted for rotation about the axis of the strut cylinder for steering the aircraft while taxiing on the ground, and a locking mechanism operatively associated with the strut cylinder for preventing rotation of the strut piston about the axis of the strut cylinder when the landing gear is in a shrunk condition retracted within the wheel well of the aircraft during flight.

Abstract: An aircraft ground control system that moves an aircraft on the ground between landing and take off without external mechanical assistance from airport tugs or tow vehicles or reliance on thrust produced by the aircraft's engines is provided. The aircraft ground control system interfaces only with an aircraft auxiliary power unit or other aircraft power supply, but otherwise operates independently of aircraft systems. A system integrator and controller links cockpit controls designed to actuate the transmission of power to system components and to activate system components only under predetermined conditions with selectively activatable drivers in driving connection with one or more aircraft wheels to move the aircraft on the ground at selected torques and speeds.

Abstract: The invention concerns a device and a method to cause the rotation of at least one wheel of the landing gear of aircraft, according to which between the supporting structure (12) of the landing gear and the brake group of the wheel is placed at least an actuator element with variable geometry (35) controlled and managed to develop such a force in order to impose an intermittent angular rotation of the wheel (15) when the brake group is operated.

Abstract: An aircraft landing gear comprising: a shock-absorbing main leg having a sprung part for attachment to an aircraft and an un-sprung part including a slider and an axle carrying at least one wheel, the wheel having a toothed ring gear; a drive transmission mounted externally on the sprung part, or on the un-sprung part, of the main leg, the drive transmission having at least one motor and a drive pinion for meshing with the toothed ring of the wheel; and an actuator for lifting the drive transmission into and out of driving engagement with the toothed ring and for maintaining the driving engagement as the landing gear deflects during a ground taxiing operation. Also, a method of operating the aircraft landing gear.

Abstract: Methods, non-transitory computer readable media, and aircraft for aircraft taxiing are provided. A particular method determines a location of an aircraft relative to a taxiway having a curved section. The method determines a first nose gear steering angle to steer the aircraft through at least a first portion of the curved section. The first nose gear steering angle is selected to cause nose gear of the aircraft to depart a taxiway centerline. The first nose gear steering angle is selected to keep a steering point of the aircraft substantially over the taxiway centerline as the aircraft traverses at least the first portion of the curved section. The steering point is located between the nose gear and main gear of the aircraft.

Abstract: The invention relates to a device for braking/driving an aircraft wheel mounted tO rotate on an undercarriage axle, the device comprising: a stack of disks comprising disks that are constrained in rotation with the wheel and that alternate with disks that are constrained in rotation with a torsion tube; a support member mounted to rotate on the axle and constrained in rotation with the torsion tube; braking actuators carried by the support member for selectively pressing the disks together; and a drive member for selectively driving the support member in rotation; the support member carrying a secondary of a transformer having a primary arranged facing the support member while being stationary in rotation, the secondary being electrically connected to the actuators and the primary being adapted to being connected to a non-DC voltage source.

Abstract: A hydraulic ground propulsion system for an aircraft. The system comprises a wheel, axel, an aircraft power interface device, an electric motor, a hydraulic system, a drive assembly and a controller. The wheel is rotatably coupled to the wheel axel. The aircraft power interface device interfaces an aircraft power source. The electric motor is coupled to the aircraft power interface device and receives power from the aircraft power source through the aircraft power interface device. The hydraulic system is driven by the electric motor. The drive assembly mechanically couples the wheel axel to the hydraulic system. The drive assembly is mechanically driven by the hydraulic system. The drive assembly transfers energy from the hydraulic system to the wheel axel. The controller controls the electric motor and the hydraulic system based upon a pilot torque command.

Abstract: An electric taxi system (ETS) for an aircraft may comprise drive motors mounted coaxially with wheels of the aircraft. A clutch assembly may be interposed between the drive motor the wheel. The clutch assembly may transmit torque from the motor to the wheel when the wheel and a rotor of the motor rotate at the same rotational speed. The clutch assembly may selfdisengage a rotor of the motor from the wheel when the wheel rotates faster than the rotor.

Abstract: A self-propelled aircraft undercarriage is disclosed, comprising: an axle; a strut supporting said axle; at least one wheel rotatably mounted on said axle; a pneumatic tire mounted on said wheel; a valve stem connected to said tire for enabling measurement of the pressure of said tire; and drive means for driving said at least one wheel, mounted externally to said wheel; characterized in that the shape of said drive means accommodates said valve stem. Said undercarriage may be any aircraft undercarriage and specifically may be a nosewheel or main landing gear of an aircraft.

Abstract: An unmanned airplane transfer system, comprising: a transfer module adapted to transfer an airplane; a landing gear holder, adapted to firmly grip a landing gear of the airplane; wherein the landing gear holder is pivotally coupled to a structural element of the unmanned transfer system; and a controller, coupled to the transfer module, adapted to control the transfer module in response to a steering induced movement of the landing gear holder.

Abstract: A clutch arrangement, especially adapted for use in an aircraft nose wheel landing gear steering arrangement, includes a rotatable drive input, a rotatable output, and an epicyclic gear arrangement, and a carrier upon which the planet gears are mounted, the drive input being connected to the ring gear of the gear arrangement or the carrier, the output being connected to the other of the ring gear or the carrier, and a clutch operable to control relative rotation between the ring gear and the sun gear and to direct the major portion of the torque being transmitted therethrough the first of two transmission paths.

Abstract: A electric taxi system (ETS) for an aircraft may comprise drive units mounted coaxially with wheels of the aircraft and dedicated motor control units for the drive units. The motor control units may be operable independently of one another so that a first one of the drive units can be operated at a speed different from an operating speed of a second one of the drive units. Independent operability of the drive units may provide enhanced maneuverability of the aircraft during taxiing.

Abstract: The aerodyne, e.g. an airplane, includes: an auxiliary power unit suitable for producing electricity; a first electricity distributor connected to the unit; at least one flight propulsion engine including an electricity generator; at least one undercarriage motor, the motor enabling the aerodyne to taxi; and a second electricity distributor connected to the generator and to the undercarriage motor in order to transmit electricity from the generator to the motor independently of the first distributor.

Abstract: A electric taxi system (ETS) for an aircraft may comprise drive units mounted coaxially with wheels of the aircraft and dedicated motor control units for the drive units. The motor control units may be operable independently of one another so that a first one of the drive units can be operated at a speed different from an operating speed of a second one of the drive units. Independent operability of the drive units may provide enhanced maneuverability of the aircraft during taxiing.

Abstract: The invention relates to a device for selectively transmitting force, the device comprising a first element and a second element that is movably mounted on the first element, a friction member being arranged between the first element and the second element to exert a friction force between them, which force presents a maximum value that depends on prestress imparted by a presser member. The device includes control means for varying the prestress imparted by the presser member to the friction member and arranged, where appropriate, to substantially release the prestress imparted by the presser member so that the prestress becomes substantially zero.

Abstract: A landing gear assembly comprises a wheel support housing rotatably connected to a support member, the wheel support housing containing an electrically powered motor operable to adjust the angular position of the wheel support housing relative to the support member.

Abstract: A steering device for a landing gear of an aircraft, including at least one actuator and at least one rack, located alongside the landing gear strut, outside and parallel to an upper tube of the landing gear. The steering device includes bevel pinions having a first conical pinion with an axis perpendicular to an axis of the landing gear strut and which meshes with a second conical pinion coaxial with a rotary annulus so that movement of the rack parallel to the strut is transferred to the annulus perpendicular to an axis of the landing gear through the bevel pinions having an axis perpendicular to the landing gear.

Abstract: In a self-propelled wheel apparatus of an aircraft, a drive mechanism composed of a wave gear drive and a motor is coaxially linked to an axle of a wheel via a one-way clutch, and rotational force in the reverse direction of the aircraft is transmitted to the wheel axle via the one-way clutch. When the aircraft moves forward, the link between the wheel axle and an output shaft of the wave gear drive is cut off by the one-way clutch, and motor rotational force is transmitted to the wheel axle, causing the wheel to rotate, only when the aircraft moves backward.

Abstract: An on board secondary propulsion system for an aircraft provides the capability of taxiing the aircraft on the ground without using the main aircraft engine(s). The power system includes a small taxi engine mounted on or in the aircraft at a location suitable to provide a thrust sufficient only to taxi the aircraft. Such a suitable system may be provided as original equipment to an aircraft or retrofitted to existing aircraft. The on board secondary propulsion system, in addition to the taxiing function, can provide electrical power, an environmental control unit, power for the aircraft hydraulic system and an emergency power unit as desired. The system can also be used to supplement the main aircraft engines as necessary during takeoff and climb to further reduce fuel consumption, noise, engine emissions, maintenance costs and extend the life of the main aircraft engines, reduce the required takeoff distance of an aircraft when used in conjunction with the main engines and provide emergency glide support.

Abstract: An undercarriage wheel is disclosed comprising an axle member that supports a drive member, for example but not limited to a compact high torque electric motor, a wheel member driven by said drive member, and a tire attached to the wheel member, wherein the tire bulges in the width dimension of the wheel, wherein the drive member protrudes from the wheel member and thus occupies at least some of the additional width made available by the bulge of the tire. A further aspect of the invention is an undercarriage wheel that comprises an axle member that supports a drive member, for example but not limited to a compact high torque electric motor, a wheel member driven by said drive member, and a low-profile tire attached to the wheel member. Since the profile of the tire is low, additional space is available inside the wheel for the drive member.

Abstract: A shimmy damper for aircraft landing gear is provided. The shimmy damper comprises a housing, a rotor with a vane provided within the housing, and first and second fluid chambers, connected by a control orifice and separated from one another by the vane.

Abstract: This application describes the software invented to control an electric motor system. The electric motor system is mounted on one or more aircraft main wheels or nose wheels to drive an aircraft independently on the ground without aircraft engines or tow vehicles. The software uses closed-loop control together with several other control laws to operate the drive motor or motors. Knowledge of the current operating state of the drive motor, together with knowledge of the commands given to taxi forward, taxi in reverse, or brake in reverse, is used to configure the motors to optimal operating parameters. The software architecture is described along with the pilot interface and many details of software implementation.

Abstract: An on board secondary propulsion system for an aircraft provides the capability of taxiing the aircraft on the ground without using the main aircraft engine(s). The power system includes a small taxi engine mounted on or in the aircraft at a location suitable to provide a thrust sufficient only to taxi the aircraft. Such a suitable system may be provided as original equipment to an aircraft or retrofitted to existing aircraft. The on board secondary propulsion system, in addition to the taxiing function, can provide electrical power, an environmental control unit, power for the aircraft hydraulic system and an emergency power unit as desired. The system can also be used to supplement the main aircraft engines as necessary during takeoff and climb to further reduce fuel consumption, noise, engine emissions, maintenance costs and extend the life of the main aircraft engines, reduce the required takeoff distance of an aircraft when used in conjunction with the main engines and provide emergency glide support.

Abstract: An integral motor and wheel assembly for aircraft landing gear is provided that includes an electric motor packaged within at least one gear wheel and configured to fit completely within the space provided in an existing aircraft for the landing gear components. The motor is positioned within the wheel to minimize the spin-up weight and to maximize the space within a given volume allocated for the motor. Installation of this motor and gear wheel assembly in an existing aircraft landing gear is designed to permit the continued use of existing landing gear components, including tires, axles, and pistons, so that the assembly can be easily retrofitted into existing aircraft.

Abstract: A device for controlling an aircraft during non-flying operations has a retractable tiller that extends with the nose landing gear of the aircraft. Ground crew use the control device to maneuver the aircraft for various ground-based operations. The tiller provides left and right directional input to the steering of the nose wheel. The tiller also provides throttle and brake controls, such as a twist-grip handle on the tiller. The throttle and brake controls are spring-loaded to an engine idle and braked position. Separate brakes also may be provided for additional braking control. The control device also includes various auxiliary controls for additional operations such as wing fold, tail hook extension and retraction, launch bar extension and retraction, etc. Other functions including engine start, engine shutdown, a vehicle system built in test and other functions and tests also may be provided on the control device.

Abstract: The invention relates to an aircraft having wheels fitted with hydraulically-actuating friction brake means and also hydraulically-actuated independent drive means for driving the wheels in rotation and enabling the aircraft to move in stages of independent drive in which the engines of the aircraft are inactive, wherein the aircraft is fitted simultaneously with a main hydraulic circuit including a pressure source that powers the brake means when said pressure source is active; with an alternative braking circuit for enabling brake means to be actuated at least when the engines of the aircraft are stopped, the alternative braking circuit including an accumulator that is normally used for parking braking and that is kept under pressure by the pressure source of the main circuit when said pressure source is active; and with an auxiliary hydraulic circuit pressurized by auxiliary pump means activated by an auxiliary power unit of the aircraft to enable the independent drive means to be actuated; the auxiliary h

Abstract: The aircraft includes at least one engine suitable for propelling the aircraft in flight, at least one motor of an undercarriage, and automatic means arranged to cause the aircraft to taxi under drive directly from the engine, while simultaneously using the motor for taxiing, other than during takeoff or landing.

Abstract: An apparatus for moving parked aircraft with an omni-directional tractor via an aircraft lift dolly that is revolvably coupled thereto. The aircraft lift dolly may be removably coupled to the omni-directional tractor or may be integral to it. The aircraft lift dolly includes a lift mechanism having a lift carriage which is selectively elevated. The lift carriage includes a fixed forward chock and a rear chock that moves longitudinally and laterally with respect to the forward chock. The chocks are positioned about the aircraft nose gear without movement of the aircraft. Elevating the lift cradle elevates the chocks and the nose gear cradled therebetween.