Multi-positional landing gear assemblies

• US 6,651,931 B1
• Filed: 09/04/2002
• Issued: 11/25/2003
• Est. Priority Date: 09/04/2002
• Status: Active Grant

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: Simpson, Mark N., Fox, Stephen J.
• Primary Examiner(s): Carone, Michael J.
• Assistant Examiner(s): MATZ, DANIEL R
• Application Number:
  US10/236,748
• Time in Patent Office: 447 Days
• Field of Search: 244/100.R, 244/102.R, 244/117.R, 244/102.A, 244/102.SS
• US Class Current: 244/104.00R
• CPC Class Codes: B64C 25/12 sideways
• CPC Class Codes: B64C 25/14 fore-and-aft
• CPC Class Codes: B64C 25/26 Control or locking systems therefor

Abstract

Aircraft landing gear assemblies having multiple deployed static positions. In one embodiment, a landing gear assembly usable with a wing includes a wheel truck and a strut having a first strut end and a second strut end. The first strut end is configured to be pivotally connected to the wing, and the second strut end is configured to be pivotally connected to the wheel truck. In one aspect of this embodiment, the strut is configured to be connected to a first brace extending between the strut and the wing for positioning the wheel truck in a first deployed static position. In another aspect of this embodiment, the strut is further configured to be connected to a second brace extending between the strut and the wing for positioning the wheel truck in a second deployed static position different than the first deployed static position.

Claims

1. A landing gear assembly for use with an aircraft wing, the aircraft wing configured for use with a first aircraft having a first CG position and a second aircraft having a second CG position, the landing gear assembly comprising:

a wheel truck;

a strut configured to be pivotally connected between the wing and the wheel truck;

a first brace configured to be pivotally coupled between the wing and the strut to position the wheel truck in a first deployed static position relative to the wing, wherein the wheel truck supports a portion of the weight of the first aircraft when in the first deployed static position; and

a second brace configured to be pivotally connected between the wing and the strut in place of the first brace to position the wheel truck in a second deployed static position relative to the wing different than the first deployed static position, wherein the wheel truck supports a portion of the weight of the second aircraft when in the second deployed static position.

2. The landing gear assembly of claim 1, wherein the first brace extends between the strut and the wing defining a first brace length when the wheel truck is in the first deployed static position, and wherein the second brace extends between the strut and the wing defining a second brace length less than the first brace length when the wheel truck is in the second deployed static position, the second deployed static position being forward of the first deployed static position.

3. The landing gear assembly of claim 1, wherein the first aircraft configuration has a first CG position relative to the wing and the second aircraft configuration has a second CG position relative to the wing forward of the first CG position, and wherein the second deployed static position of the wheel truck is forward of the first deployed static position of the wheel truck.

4. The landing gear assembly of claim 1, wherein the first deployed static position of the wheel truck is longitudinally offset from the second deployed static position of the wheel truck.

5. The landing gear assembly of claim 1, wherein the first and second braces are foldable drag braces.

6. The landing gear assembly of claim 1, wherein the first and second braces are interchangeably connectable to the strut at the same location on the strut.

7. The landing gear assembly of claim 1, wherein the first and second braces are interchangeably connectable to the wing at the same location on the wing.

8. The landing gear assembly of claim 1, wherein the first and second braces are interchangeably connectable to the strut at a first location on the strut, and wherein the first and second braces are interchangeably connectable to the wing at a second location on the wing.

9. The landing gear assembly of claim 1, wherein the first and second braces are interchangeably connectable to the wing at a first location on the wing, and wherein the strut is configured to be pivotally connected to the wing at a second location on the wing aft of the first location.

10. The landing gear assembly of claim 1, wherein the first brace extends between the strut and the wing defining a first brace length when the wheel truck is in the first deployed static position, and wherein the second brace extends between the strut and the wing defining a second brace length different than the first brace length when the wheel truck is in the second deployed static position.

11. The landing gear assembly of claim 1, wherein the first aircraft configuration has a first fuselage length and the second aircraft configuration has a second fuselage length greater than the first fuselage length, wherein the second deployed static position of the wheel truck is forward of the first deployed static position of the wheel truck.

12. The landing gear assembly of claim 1, wherein the strut is configured to pivot forwardly and upwardly relative to the wing to move the wheel truck from at least the first deployed static position to a retracted static position at least proximate to the wing.

13. The landing gear assembly of claim 1, wherein the strut is configured to pivot forwardly and upwardly relative to the wing to move the wheel truck from at least the first deployed static position to a retracted static position at least proximate to the wing, and wherein the wheel truck is oriented upside down in the retracted static position.

14. The landing gear assembly of claim 1, wherein the wheel truck includes six landing wheels.

15. The landing gear assembly of claim 1, further comprising an actuator configured to move the strut between at least the first deployed static position and a retracted static position, the retracted static position being at least proximate to the wing.

16. The landing gear assembly of claim 1, wherein the strut is configured to be pivotally connected to the wing at a pivot point, and wherein the landing gear assembly further comprises an actuator configured to pivot the strut forwardly and upwardly about the pivot point between at least the first deployed static position and a retracted static position, the retracted static position being at least proximate to the wing.

17. A landing gear assembly for use with an aircraft wing, the landing gear assembly comprising:

a wheel truck;

a strut configured to be pivotally connected between the wing and the wheel truck;

a first brace configured to be connected between the strut and the wing to position the wheel truck in a first weight bearing position relative to the wing; and

a second brace configured to be connected between the strut and the wing to position the wheel truck in a second weight bearing position relative to the wing different than the first weight bearing position, wherein the strut is further configured to pivot forwardly and upwardly relative to the wing to move the wheel truck from at least the first weight bearing position to a retracted static position at least proximate to the wing.

18. The landing gear assembly of claim 17, wherein the first weight bearing position of the wheel truck is longitudinally offset from the second weight bearing position of the wheel truck.

19. The landing gear assembly of claim 17, wherein the strut is configured to be pivotally connected to the first and second braces, the first and second braces being foldable drag braces.

20. The landing gear assembly of claim 17, wherein the strut is configured to be pivotally connected to the first and second braces, the first and second braces being interchangeably connectable to the strut at a first location on the strut, the first and second braces being interchangeably connectable to the wing at a second location on the wing.

21. The landing gear assembly of claim 17, wherein the strut is configured to be pivotally connected to the wing at a first location, and wherein the first and second braces are interchangeably connectable to the wing at a second location forward of the first location.

22. The landing gear assembly of claim 17, wherein the first brace extends between the strut and the wing defining a first brace length when the wheel truck is in the first weight bearing position, and wherein the second brace extends between the strut and the wing defining a second brace length different than the first brace length when the wheel truck is in the second weight bearing position.

23. The landing gear assembly of claim 17, wherein the first brace extends between the strut and the wing defining a first brace length when the wheel truck is in the first weight bearing position, and wherein the second brace extends between the strut and the wing defining a second brace length less than the first brace length when the wheel truck is in the second weight bearing position, the second weight bearing position being forward of the first weight bearing position.

24. The landing gear assembly of claim 17, wherein the aircraft wing is configured for use with a first aircraft configuration and a second aircraft configuration, the first aircraft configuration having a first CG position relative to the wing and the second aircraft configuration having a second CG position relative to the wing forward of the first CG position, wherein the second weight bearing position of the wheel truck is forward of the first weight bearing position of the wheel truck.

25. The landing gear assembly of claim 17, wherein the aircraft wing is configured for use with a first aircraft configuration and a second aircraft configuration, the first aircraft configuration having a first fuselage length and the second aircraft configuration having a second fuselage length greater than the first fuselage length, wherein the second weight bearing position of the wheel truck is forward of the first weight bearing position of the wheel truck.

26. A landing gear assembly for use with an aircraft wing, the aircraft wing configured for use with a first aircraft configuration and a second aircraft configuration, the landing gear assembly comprising:

a wheel truck;

a strut configured to be pivotally connected between the wing and the wheel truck;

a first member configured to position the wheel truck in a first deployed static position relative to the wing when the wing is used with the first aircraft configuration; and

a second member configured to position the wheel truck in a second deployed static position relative to the wing different than the first deployed static position when the wing is used with the second aircraft configuration, wherein the strut is further configured to pivot upwardly relative to the wing to move the wheel truck from at least the first deployed static position to a retracted static position at least proximate to the wing.

27. The landing gear assembly of claim 26, wherein the wing includes a trunnion having a first trunnion position relative to the wing and a second trunnion position relative to the wing different than the first trunnion position, wherein the strut is configured to be pivotally connected to the trunnion and position the wheel truck in the first deployed static position when the trunnion is in the first trunnion position, and wherein the strut is configured to be pivotally connected to the trunnion and position the wheel truck in the second deployed static position when the trunnion is in the second trunnion position.

28. The landing gear assembly of claim 27, wherein the first trunnion position is longitudinally offset from the second trunnion position.

29. The landing gear assembly of claim 27, wherein the first trunnion position is longitudinally aft of the second trunnion position.

30. The landing gear assembly of claim 27, wherein the first trunnion position is longitudinally aligned with the second trunnion position, and wherein the first trunnion position is aft of the second trunnion position.

31. The landing gear assembly of claim 27, wherein the first trunnion position is angularly offset from the second trunnion position.

32. The landing gear assembly of claim 26, wherein the first aircraft configuration has a first CG position relative to the wing and the second aircraft configuration has a second CG position relative to the wing forward of the first CG position, wherein the strut is configured to support a portion of the weight of the first aircraft configuration when the wheel truck is in the first deployed static position, and wherein the strut is configured to support a portion of the weight of the second aircraft configuration when the wheel truck is in the second deployed static position forward of the first deployed static position.

33. The landing gear assembly of claim 26, wherein the first aircraft configuration has a first fuselage length and the second aircraft configuration has a second fuselage length greater than the first fuselage length, wherein the second deployed static position of the wheel truck is forward of the first deployed static position of the wheel truck.

34. The landing gear assembly of claim 26, wherein the first deployed static position of the wheel truck is longitudinally offset from the second deployed static position of the wheel truck.

35. The landing gear assembly of claim 26, wherein the strut is configured to be connected to a first brace extending between the strut and the wing to position the wheel truck in the first deployed static position, and wherein the strut is further configured to be connected to a second brace extending between the strut and the wing to position the wheel truck in the second deployed static position.

36. An aircraft wing for use with a first aircraft configuration and a second aircraft configuration, the aircraft wing comprising:

at least a portion of a wheel well;

a trunnion positioned at least proximate to the wheel well; and

a landing gear assembly, the landing gear assembly including;

a wheel truck configured to be received by the wheel well;

a strut pivotally connected between the trunnion and the wheel truck;

a first brace configured to extend between the strut and the wheel well for positioning the wheel truck in a first deployed static position relative to the wing when used with the first aircraft configuration; and

a second brace configured to extend between the strut and the wheel well for positioning the wheel truck in a second deployed static position relative to the wing different than the first deployed static position when used with the second aircraft configuration.

37. The aircraft wing of claim 36, wherein the strut is configured to pivot forwardly and upwardly relative to the trunnion to move the wheel truck from at least the first deployed static position to a retracted static position at least proximate to the wheel well, and wherein the wheel truck is orientated upside down in the retracted static position.

38. The aircraft wing of claim 36, wherein the landing gear assembly further comprises an actuator configured to pivot the strut forwardly and upwardly about the trunnion between at least the first deployed static position and a retracted static position, the retracted static position being at least proximate to the wheel well.

39. The aircraft wing of claim 36, wherein the first and second braces are interchangeably connectable to the strut at the same location on the strut.

40. The aircraft wing of claim 36, wherein the first deployed static position of the wheel truck is longitudinally offset from the second deployed static position of the wheel truck.

41. The aircraft wing of claim 36, wherein the second deployed static position of the wheel truck relative to the wing is forward of the first deployed static position of the wheel truck relative to the wing.

42. A first aircraft and a second aircraft, the first and second aircraft comprising:

a first wing;

a first wheel truck;

a first strut configured to be pivotally connected between the first wing and the first wheel truck;

a first brace configured to position the first wheel truck in a first deployed static position relative to the first wing to support at least a portion of the weight of the first aircraft;

a second wing;

a second wheel truck;

a second strut, wherein the second strut is at least generally similar to the first strut and is configured to be pivotally connected between the second wing and the second wheel truck; and

a second brace configured to position the second wheel truck in a second deployed static position relative to the second wing to support at least a portion of the weight of the second aircraft, wherein the second deployed static position relative to the second wing is different than the first deployed static position relative to the first wing.

43. The first and second aircraft of claim 42, further comprising:

a first fuselage having a first length, wherein the first wing is fixedly attached to the first fuselage; and

a second fuselage having a second length longer than the first length, wherein the second wing is fixedly attached to the second fuselage, and wherein the second deployed static position of the second wheel truck relative to the second wing is forward of the first deployed static position of the first wheel truck relative to the first wing.

44. The first and second aircraft of claim 42, wherein the second wing is at least generally similar to the first wing.

45. The first and second aircraft of claim 42, wherein the second wheel truck is at least generally similar to the first wheel truck.

46. The first and second aircraft of claim 42, wherein the second wing is at least generally similar to the first wing, and wherein the second wheel truck is at least generally similar to the first wheel truck.

47. A landing gear assembly for use with an aircraft wing, the aircraft wing configured for use with a first aircraft configuration and a second aircraft configuration, the landing gear assembly comprising:

roller means for moveably supporting at least a portion of the weight of the first aircraft configuration and the second aircraft configuration;

means for deploying the roller means;

first positioning means having first brace configured to position the roller means in a first deployed static position relative to the wing when the wing is used with the first aircraft configuration; and

second positioning means having second brace configured to position the roller means in a second deployed static position relative to the wing different than the first deployed static position relative to the wing when the wing is used with the second aircraft configuration.

48. The landing gear assembly of claim 47, wherein the first aircraft configuration has a first CG position relative to the wing and the second aircraft configuration has a second CG position relative to the wing forward of the first CG position, wherein the second deployed static position of the roller means relative to the wing is forward of the first deployed static position of the roller means relative to the wing.

49. The landing gear assembly of claim 47, wherein the first aircraft configuration has a first fuselage length and the second aircraft configuration has a second fuselage length greater than the first fuselage length, wherein the second deployed static position of the roller means relative to the wing is forward of the first deployed static position of the roller means relative to the wing.

50. The landing gear assembly of claim 47, wherein the first deployed static position of the roller means is longitudinally offset from the second deployed static position of the roller means.

51. The landing gear assembly of claim 47, wherein the means for deploying the roller means includes a strut configured to be pivotally connected between the wing and the roller means, wherein the strut is configured to be connected to the first brace extending between the strut and the wing to position the roller means in the first deployed static position, and wherein the strut is configured to be connected to the second brace extending between the strut and the wing to position the roller means in the second deployed static position.

52. A method for manufacturing a second aircraft configuration derived from a first aircraft configuration, the first aircraft configuration having a first fuselage with a first length, a first wing fixedly attached to the first fuselage and having a first pivot location, and a first landing gear assembly pivotally connected to the first wing at the first pivot location, the first landing gear assembly including a first brace configured to position a first wheel truck in a first deployed static position relative to the first wing to support a portion of the weight of the first aircraft configuration, the method for manufacturing the second aircraft comprising:

providing a second fuselage having a second length different than the first length;

providing a second wing, the second wing being at least generally similar to the first wing and having a second pivot location at least generally similar to the first pivot location on the first wing;

fixedly attaching the second wing to the second fuselage;

providing a second landing gear assembly, the second landing gear assembly including a second brace configured to position a second wheel truck in a second deployed static position relative to the second wing to support a portion of the weight of the second aircraft configuration, the second deployed static position of the second wheel truck relative to the second wing being different than the first deployed static position of the first wheel truck relative to the first wing; and

pivotally connecting the second landing gear assembly to the second wing at the second pivot location.

53. The method of claim 52, wherein providing the second fuselage includes extending the second fuselage length beyond the first fuselage length.

54. The method of claim 52, wherein providing the second landing gear assembly includes longitudinally offsetting the second deployed static position of the second wheel truck relative to the first deployed static position of the first wheel truck.

55. The method of claim 52, wherein the first aircraft configuration has a first CG location and the second aircraft configuration has a second CG location offset from the first CG location in an offset direction, and wherein providing the second landing gear assembly includes offsetting the second deployed static position of the second wheel truck in the offset direction relative to the first deployed static position of the first wheel truck.

56. The method of claim 52, wherein the first landing gear assembly is configured to pivot the first wheel truck about the first pivot location between the first deployed static position and a first retracted static position, and wherein providing the second landing gear assembly includes configuring the second landing gear assembly to pivot the second wheel truck about the second pivot location between the second deployed static position and a second retracted static position, the second retracted static position being at least generally similar to the first retracted static position.

57. The method of claim 52, wherein the first landing gear assembly is configured to pivot the first wheel truck forwardly and upwardly about the first pivot location between the first deployed static position and a first retracted static position, and wherein providing the second landing gear assembly includes configuring the second landing gear assembly to pivot the second wheel truck forwardly and upwardly about the second pivot location between the second deployed static position and a second retracted static position, the second retracted static position being at least generally similar to the first retracted static position.

58. A method for manufacturing a second aircraft configuration derived from a first aircraft configuration, the first aircraft configuration having a first CG location and the second aircraft configuration having a second CG location different than the first CG location, the first aircraft configuration further having a first wing and a first landing gear assembly, the first wing having a first pivot location and the first landing gear assembly being pivotally connected to the first wing at the first pivot location, the first landing gear assembly including a first brace configured to position a first wheel truck in a first deployed static position relative to the first wing to support a portion of the weight of the first aircraft configuration, the method for manufacturing the second aircraft comprising:

providing a second wing, the second wing being at least generally similar to the first wing and having a second pivot location;

providing a second landing gear assembly, the second landing gear assembly including a second brace configured to position a second wheel truck in a second deployed static position relative to the second wing to support a portion of the weight of the second aircraft configuration, the second deployed static position of the second wheel truck relative to the second wing being different than the first deployed static position of the first wheel truck relative to the first wing; and

pivotally connecting the second landing gear assembly to the second wing at the second pivot location, the second landing gear assembly being configured to pivot upwardly about the second pivot location to stow the second landing gear assembly in a static retracted position.

59. The method of claim 58, wherein providing the second wing includes positioning the second pivot location at least generally similar to the first pivot location on the first wing.

60. The method of claim 58, wherein providing the second wing includes longitudinally offsetting the second pivot location on the second wing relative to the first pivot location on the first wing.

61. The method of claim 58, wherein the second CG location is forward of the first CG location, and wherein providing the second wing includes positioning the second pivot location on the second wing forward relative to the first pivot location on the first wing.

62. The method of claim 58, wherein providing the second wing includes axially aligning the second pivot location on the second wing relative to the first pivot location on the first wing.

63. The method of claim 58, wherein providing the second wing includes angularly offsetting the second pivot location on the second wing relative to the first pivot location on the first wing.

64. The method of claim 58, wherein providing the second landing gear assembly includes longitudinally offsetting the second deployed static position of the second wheel truck relative to the first deployed static position of the first wheel truck.

65. The method of claim 58, wherein the first landing gear assembly is configured to pivot the first wheel truck about the first pivot location between the first deployed static position and a first retracted static position, and wherein providing the second landing gear assembly includes configuring the second landing gear assembly to pivot the second wheel truck about the second pivot location between the second deployed static position and a second retracted static position, the second retracted static position, being at least generally similar to the first retracted static position.

66. A method for manufacturing a second aircraft configuration derived from a first aircraft configuration, the first aircraft configuration having a first fuselage with a first fuselage forward portion and a first fuselage aft portion, the first aircraft configuration further having a first wing and a first landing gear assembly, the first wing being fixedly attached to the first fuselage aft portion and having a first pivot location, the first landing gear assembly being pivotally connected to the first wing at the first pivot location, the first landing gear assembly including a first brace configured to position a first wheel truck in a first deployed static position offset from the first wing to support a portion of the weight of the first aircraft configuration, the method for manufacturing the second aircraft configuration comprising:

providing a second fuselage forward portion, the second fuselage forward portion being at least generally similar to the first fuselage forward portion;

providing a second fuselage aft portion, the second fuselage aft portion being at least generally similar to the first fuselage aft portion;

providing a fuselage extension;

attaching the fuselage extension to the second fuselage forward portion and the second fuselage aft portion;

providing a second wing, the second wing being at least generally similar to the first wing and having a second pivot location;

attaching the second wing to the second fuselage aft portion;

providing a second landing gear assembly, the second landing gear assembly including a second brace configured to position a second wheel truck in a second deployed static position offset from the second wing to support a portion of the weight of the second aircraft configuration; and

pivotally connecting the second landing gear assembly to the second wing at the second pivot location.

67. The method of claim 66, wherein the first aircraft configuration has a first CG location and the second aircraft configuration has a second CG location offset from the first CG location in an offset direction, and wherein providing the second landing gear assembly includes offsetting the second deployed static position of the second wheel truck in the offset direction relative to the first deployed static position of the first wheel truck.

68. The method of claim 66, wherein the first landing gear assembly is configured to pivot the first wheel truck forwardly and upwardly about the first pivot location between the first deployed static position and a first retracted static position, and wherein providing the second landing gear assembly includes configuring the second landing gear assembly to pivot the second wheel truck forwardly and upwardly about the second pivot location between the second deployed static position and a second retracted static position.