Landing gear assembly, rotorcraft and rotorcraft method

Abstract

Landing gear assemblies, rotorcrafts, and rotorcraft methods are disclosed. A landing gear assembly of a rotorcraft includes a shock absorber, a ground support assembly, and a fuselage coupling assembly. The shock absorber comprises a force sensor for detecting the pressure of incompressible fluid in the shock absorber and a temperature sensor for detecting the temperature of the fluid. The ground support assembly is connected to the shock absorber and includes a shaft and a ground contact element movable relative to the shaft. The coupling assembly is coupled to the shock absorber and / or the ground support assembly and includes a position sensor that detects movement of the shaft between a compressed state and an uncompressed state of the shock absorber. Various rotorcrafts include one, two, three or more landing gear assemblies and an attitude control system. Various rotorcraft methods process sensor signals from one, two, three or more landing gear assemblies at an attitude control system to provide various rotorcraft functions.

Description

Technical Field

[0001] The present disclosure relates generally to landing gear assemblies for rotorcraft, and more particularly to landing gear sensors for determining ground contact and no ground contact. In addition, various rotorcraft methods process signals from various combinations of landing gear sensors to provide or improve various rotorcraft functions. Background Art

[0002] An erroneous rotorcraft ground mode can be a catastrophic safety hazard, requiring additional weight, cost, and complexity to mitigate. The severity of the hazard of an erroneous ground mode depends on the aircraft configuration. Incorrectly entering an air mode of a rotorcraft on the ground can result in catastrophic aerodynamic instability because the landing gear provides additional resistance to attitude changes. Therefore, it is common practice to implement a rotorcraft to reduce the flight control attitude feedback gains at ground contact. In addition, it is another common practice to implement a rotorcraft to disable the outer loops and the trim integrator at ground contact. For example, it is common practice to disable the position holding mode at ground contact to avoid hazards that could result in rotor whip or roll because the rotor generates side forces and rolling moments to counter the landing gear side forces in an attempt to offset small position errors.

[0003] Inadvertently entering ground mode while airborne disables the rotorcraft flight mode, resulting in poor or unsafe operation, which could lead to an accident. Unintended joystick response from using ground gain while airborne could result in dangerous pilot-induced oscillations (PIO), leading to an accident. Position hold mode helps the pilot maintain a level position, especially during dust storms or snowstorms. In poor visibility environments, the position hold function may not activate properly after takeoff due to errors in the ground contact sensors, which could lead to unintended collisions with other nearby aircraft, buildings, trees, or terrain.

[0004] Accordingly, those skilled in the art continue research and development efforts to improve techniques for reliably detecting landing gear ground contact and lack of ground contact in rotorcraft. Summary of the invention

[0005] Examples of landing gear assemblies, rotorcraft, and rotorcraft methods are disclosed.The following is a non-exhaustive list of examples that may or may not be claimed according to the subject matter of the present disclosure.

[0006] In an embodiment, a landing gear assembly of a rotorcraft is disclosed that includes a shock absorber, a ground support assembly, and a fuselage coupling assembly. The shock absorber includes a force sensor that detects a pressure of an incompressible fluid within the shock absorber and a temperature sensor that detects a temperature of the incompressible fluid. The ground support assembly is pivotally connected to the shock absorber and includes a shaft and a ground contacting element that can be rotationally or pivotally moved relative to the shaft. The fuselage coupling assembly is pivotally connected to at least one of the shock absorber and the ground support assembly and includes a position sensor that detects movement of the shaft between a compressed state and an uncompressed state of the shock absorber.

[0007] In an embodiment, a disclosed rotorcraft includes a first landing gear assembly, a second landing gear assembly, and an attitude control system. When the first landing gear assembly is in contact with a landing surface, the first landing gear assembly supports a first portion of the rotorcraft. The first landing gear assembly includes: a first force sensor for detecting a pressure of an incompressible fluid within a first shock absorber of the first landing gear assembly; a first temperature sensor for detecting a temperature of the incompressible fluid within the first shock absorber; and a first position sensor for detecting movement of a first shaft in a first ground support assembly of the first landing gear assembly between a compressed state and an uncompressed state of the first shock absorber. When the second landing gear assembly is in contact with the landing surface, the second landing gear assembly supports at least a second portion of the rotorcraft. The second landing gear assembly includes: a second force sensor for detecting a pressure of an incompressible fluid within a second shock absorber of the second landing gear assembly; a second temperature sensor for detecting a temperature of the incompressible fluid within the second shock absorber; and a second position sensor for detecting movement of a second shaft in a second ground support assembly of the second landing gear assembly between a compressed state and an uncompressed state of the second shock absorber. The attitude control system controls flight dynamics of the rotorcraft based at least in part on a first force signal received from a first force sensor, a first temperature signal received from a first temperature sensor, a first position signal related to a position of a first axis received from a first position sensor, a second force signal received from a second force sensor, a second temperature signal received from a second temperature sensor, and a second position signal related to a position of a second axis received from a second position sensor.

[0008] In an embodiment, a disclosed rotorcraft method includes: (1) receiving a force signal from a force sensor of a shock absorber in a landing gear assembly of the rotorcraft in response to the force sensor detecting a pressure of an incompressible fluid in the shock absorber; (2) receiving a temperature signal from a temperature sensor of the shock absorber in response to the temperature of the incompressible fluid being detected by the temperature sensor; and (3) processing the force signal and the temperature signal to determine a force measurement value indicative of a static compressive force in the shock absorber.

[0009] Other examples of the disclosed landing gear assembly, rotorcraft, and rotorcraft method will become apparent from the following detailed description, the accompanying drawings, and the appended claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 is a side view showing an example of a landing gear assembly for a rotorcraft; Figure 2 It is shown in the included Figure 1 An example front elevation view of a landing gear assembly of a rotorcraft on an uneven landing surface; Figure 3 are side views showing two examples of landing gear assemblies having articulated landing gear geometry; Figure 4A is a side view showing an example of a landing gear assembly having a telescoping landing gear geometry; Figure 4B are side views showing two examples of landing gear assemblies having semi-articulated landing gear geometry; Figure 5 It is shown Figure 1 A cross-sectional view of an example of a shock absorber of a landing gear assembly; Figure 6 is a perspective view showing another example of a landing gear assembly for a rotorcraft; Figure 7 It is shown for Figure 2 Rotorcraft Figure 1 Functional block diagram of the landing gear assembly; Figure 8 is a perspective view of another example of a rotorcraft illustrating flight dynamics and an example of the location of the center of gravity of the rotorcraft; Fig. 9 It is shown Figure 1 a graph of an example of a predetermined force versus position characteristic of a landing gear assembly with respect to a predetermined temperature; Fig.10 It shows that Figure 1 Example of a landing gear assembly Figure 2 Functional block diagram of a rotorcraft; Fig.11 is a flow chart illustrating an example of a rotorcraft method; Fig.12 Combination Fig.11 is a flow chart of another example of a rotorcraft method; Fig.13 Combination Fig.11 is a flowchart of yet another example of a rotorcraft method; Fig.14 Combination Fig.11 and Fig.13is a flowchart of yet another example of a rotorcraft method; Fig.15 Combination Fig.11 is a flowchart of yet another example of a rotorcraft method; Fig.16 Combination Fig.11 is a flow chart of another example of a rotorcraft method; Fig.17 Combination Fig.11 is a flowchart of yet another example of a rotorcraft method; Fig.18 Combination Fig.11 and Fig.17 is a flowchart of yet another example of a rotorcraft method; Fig.19 Combination Fig.11 , Fig.17 and Fig.18 is a flowchart of yet another example of a rotorcraft method; Fig. 20 Combination Fig.11 and Fig.17 is a flowchart of yet another example of a rotorcraft method; Fig.21 Combination Fig.11 , Fig.17 and Fig. 20 is a flowchart of yet another example of a rotorcraft method; Fig. 22 Combination Fig.11 , Fig.17 , Fig. 20 and Fig.21 is a flow chart of another example of a rotorcraft method; Fig.23 Combination Fig.11 , Fig.17 , Fig. 20 and Fig.21 is a flowchart of yet another example of a rotorcraft method; Fig.24 Combination Fig.11 is a flowchart of yet another example of a rotorcraft method; Fig.25 Combination Fig.11 and Fig.24 is a flowchart of yet another example of a rotorcraft method; Fig.26 Combination Fig.11 and Fig.24 is a flow chart of another example of a rotorcraft method; Fig. 27 Combination Fig.11 , Fig.24 and Fig.26is a flowchart of yet another example of a rotorcraft method; Fig.28 Combination Fig.11 , Fig.24 and Fig.26 is a flowchart of yet another example of a rotorcraft method; Fig.29 is a block diagram of a rotorcraft production and service method that implements one or more examples of the rotorcraft method disclosed herein; and Fig.30 is a schematic diagram illustrating another example of a rotorcraft incorporating one or more examples of landing gear assemblies disclosed herein. DETAILED DESCRIPTION

[0011] Various examples of landing gear assemblies, rotorcraft, and rotorcraft methods provide techniques for providing sensors on a landing gear assembly of a rotorcraft that provide signals for processing by an attitude control system that is used to control various rotorcraft functions. For example, detection of ground contact of one or more landing gear assemblies with a landing surface and the absence of ground contact of one or more landing gear assemblies can be determined by processing sensor signals to determine whether to switch the rotorcraft from an air mode to a ground mode during a landing procedure and from a ground mode to an air mode during a takeoff procedure. Similarly, the sensor signals can be processed during takeoff and landing procedures for consideration in controlling the flight dynamics of the rotorcraft. In addition, the sensor signals can be processed to determine the health of the landing gear assembly and to determine the position of the center of gravity of the rotorcraft.

[0012] Various processing examples disclosed herein replace conventional dynamic flight control based on discrete ground contact switching that generates binary signals with improved dynamic flight control that uses analog sensors that detect a range of conditions and generate high-resolution analog or digital signals. Analog sensors are embedded in the landing gear to provide landing gear shaft position and shock absorber force. The use of sensors and signal processing techniques disclosed herein provides reliable ground contact sensing, health monitoring of sensors and shock absorbers, improved handling performance, automatic load balancing of the landing gear using primary flight controls, and rotorcraft weight and balance measurement when the rotor is stopped.

[0013] The landing gear assembly, rotorcraft and rotorcraft method disclosed herein solve multiple problems, including unreliable ground mode, detection of dangerous shock absorber failure conditions, dangerous difficult handling performance for takeoff and landing that cannot be achieved in strong winds and sloped terrain, and destructive structural loads caused by force competition between the rotor and the landing gear. For example, compared with traditional articulated rotors with moderate flap hinge offsets, rotorcraft with modern hingeless rotors are more sensitive to wind on the ground. For soft landing gear, the direct moment from the hingeless rotor in the wind can cause unacceptable excessive attitude changes, so rotor control input is required. Excessive rotor control input may cause structural damage to the rotor when constrained by the ground, especially during slope operation. By measuring the landing gear force using the landing gear assembly, rotorcraft and rotorcraft method disclosed herein, the attitude maintenance enhancement function can remain active to reduce the pilot's workload while limiting the rotor control input to prevent rotor damage.

[0014] Improper nitrogen pre-charge pressure in the shock absorbers of a landing gear assembly due to improper maintenance or seal failure can change the spring rate and preload. This can cause unusual attitudes or catastrophic aerodynamic instability on the ground. The landing gear assembly, rotorcraft, and rotorcraft method disclosed herein detect faults in the shock absorbers to alert the maintainer and crew.

[0015] The landing gear assembly, rotorcraft, and rotorcraft method disclosed herein also improve landing gear reliability and maintainability, which is a challenge faced by rotorcraft. Data from the landing gear sensors are recorded to provide a history of landing loads and allow monitoring of changes over time. Using this data, maintenance personnel can easily determine whether design limits are exceeded and what unplanned maintenance is required in the event of a hard landing / crash. This data can also be used to determine when shock absorbers need to be repaired or if there is damage. Prediction algorithms can be used to replace shock absorbers before failure.

[0016] With a simple binary ground contact switch, it is not possible to distinguish between an airborne state (open switch) and a broken wire or sensor. For example, with a variable differential transformer (VDT) sensor, an electrical fault in the sensor and wiring can be immediately detected using an online monitor, whether in the airborne state or on the ground. The landing gear assembly, rotorcraft, and rotorcraft method disclosed herein also enable the rotorcraft to be weighed while the rotorcraft is supported by the landing gear. The landing gear assembly, rotorcraft, and rotorcraft method disclosed herein create the possibility of reducing the impact load of the drive weight by feeding the landing gear load back to the main rotor assembly to cushion a hard landing.

[0017] Current field rotorcraft employ mechanical contact switches or inductive proximity switches to detect ground contact at the initial displacement of the shock absorber position. Low actuation forces avoid false air modes on the ground. Low actuation forces are achieved using soft short-stroke spring mechanisms called "lost motion mechanisms" in the landing gear load path or mechanical rebound springs in hydro-pneumatic shock absorbers to mitigate the gas spring preload at full shock absorber extension. Adding a lost motion mechanism wastes travel without attenuating landing loads, adds weight and is susceptible to foreign object debris (FOD) and possible plugging. Adding a rebound spring to the shock absorber introduces the problem of achieving full shock absorber extension as spring and friction forces change over time and temperature. When paired with a discrete binary ground contact sensor, failure to achieve full shock absorber extension will result in a false ground mode when airborne. Using only the binary zero (0) or one (1) state from the sensor, the flight control software cannot discern whether it is airborne or on the ground. With an analog sensor, there is no velocity or position change to indicate an airborne state when approaching full extension, so the system is better able to reliably discern ground contact. For example, some rotorcraft may use oil-pneumatic shock absorbers, elastic rebound springs to reduce preload and inductive proximity switches to detect ground contact. When the shock absorber pressure is insufficient to overcome the friction and elastic rebound spring force, the crew of such rotorcraft will lower the landing gear to achieve air mode. Implementation of the landing gear assembly, rotorcraft and rotorcraft method disclosed herein will eliminate this problem.

[0018] Some existing examples of ground contact sensing utilize load pins (usually connected to shock absorbers) in the landing gear load path. The pins are hollow and equipped with strain gauges. The disadvantage of this configuration is that strain gauges are often considered unreliable in production environments, and the pins are highly dependent on manufacturing. In some cases, such as cantilever landing gear, multiple load sensors will be required. In another example, the rotorcraft can feature a hingeless rotor, and a mast moment sensor and display can be used for the pilot to monitor during landing and takeoff. The disadvantages of this approach are the need for the pilot to observe the strain gauge internally during the critical landing phase, the constraints of the rotorcraft design on the load path for placing such sensors, and the inaccuracy when there are multiple load paths between the rotor and the landing gear. The system can be single redundant, and failures can limit the ability to complete the mission. In another example, the rotorcraft can have an advanced flexible beam type hingeless rotor, and can easily produce tilt (rolling motion) on the soft landing gear in crosswinds. Since attitude hold is disabled on the ground (as with most rotorcraft), the pilot must apply control stick inputs to level the rotorcraft. This is sometimes viewed as requiring more work to fly a rotorcraft on the ground than to fly it in the air.

[0019] The landing gear assembly, rotorcraft, and rotorcraft method disclosed herein use embedded position and force sensors in the landing gear assembly. Temperature sensors can also be used in conjunction with force sensors. For example, the force-position characteristic of an oil-gas shock strut is typically flat (low spring constant) when approaching full extension. The force sensor is affected by the landing gear position (spring) and velocity (damper). Therefore, the landing gear position is the preferred flight-critical primary sensor for detecting ground contact. The force sensor can be used to measure the force-position characteristic of the shock strut to detect faulty maintenance of preload pressure, gross seal failure, and rotorcraft weight and balance data. The shock strut temperature sensor can be used to adjust the force-position characteristic based on temperature.

[0020] After detecting the compression (speed or position) of the landing gear that limits pitch motion, roll motion or yaw motion, the attitude control system activates the appropriate ground mode logic. For example, the front and main landing gear contact limits pitch but not roll, so the pitch axis uses the ground mode, and the roll axis uses the air mode. After detecting that the landing gear is close to fully extended and does not move, the attitude control system activates the appropriate ground mode logic. When the inclined terrain or crosswind causes misalignment between the rotorcraft attitude and the plane of the landing area, the landing gear is compressed asymmetrically. This asymmetric compression introduces pitch and roll moments opposite to the rotor on the rotorcraft, resulting in stable and vibrating structural loads. As the landing gear is compressed, the advanced control principles of the rotorcraft method disclosed in this article automatically command pitch and roll rates to reduce structural loads when appropriate. During a slope landing, the uphill landing gear will first contact the ground. When further descending, the uphill landing gear will provide a significant downhill roll moment, which will be offset by the rotor. As rotor thrust is further reduced, the rotorcraft method disclosed herein automatically commands a downhill roll rate to alleviate force conflicts between the rotor and the landing gear.

[0021] The landing gear assembly, rotorcraft, and rotorcraft methods disclosed herein replace simple binary open / close switches with analog sensors that measure landing gear compression, force, and temperature. Signals from the analog sensors are used to monitor faults, reliably identify ground contact, and automatically reduce loads. For example, the landing gear compression sensor may include a linear variable differential transformer (LVDT), a rotary variable differential transformer (RVDT), or a potentiometer. The landing gear force sensor may use a strain gauge type device to directly measure the force in the load path or use a strain gauge on a diaphragm or a piston-spring mechanism with an LVDT to measure fluid pressure.

[0022] Overall reference Figure 1-Figure 3 , Figure 4A-4B and Figure 5-Figure 10 As an example, the present disclosure relates to a landing gear assembly 100 for a rotorcraft 200 . Figure 1A side view of an example of a landing gear assembly 100 is provided. Figure 2 A front elevation view of an example of rotorcraft 200 is provided. Figure 3 A side view of a landing gear assembly having an articulated landing gear geometry is provided. Figure 4A and Figure 4B A side view of a landing gear assembly having telescoping and semi-articulated landing gear geometry is provided. Figure 5 Provides Figure 1 FIG. 1 is a cross-sectional view of an example of a shock absorber 102 of a landing gear assembly 100 . Figure 6 A perspective view of another example of a landing gear assembly 100 is provided. Figure 7 is used for Figure 2 Rotorcraft 200 Figure 1 1 is a functional block diagram of a landing gear assembly 100. Figure 8 A perspective view of another example of rotorcraft 200 is provided, illustrating examples of flight dynamics 802 and center of gravity location 804 for rotorcraft 200 . Fig. 9 Shows Figure 1 9 is a graph of an example of a predetermined force-position characteristic 902 of a landing gear assembly relative to a predetermined temperature. Fig.10 Is has Figure 1 Example of a landing gear assembly 100 Figure 2 A functional block diagram of rotorcraft 200 is shown.

[0023] See again Figure 1-Figure 3 , Figure 4A-4B and Figure 5-Figure 10 In one or more examples, a landing gear assembly 100 of a rotorcraft 200 includes a shock absorber 102, a ground support assembly 108, and a fuselage connection assembly 114. The shock absorber 102 includes a force sensor 104 that detects a pressure of an incompressible fluid within the shock absorber 102 and a temperature sensor 106 that detects a temperature of the incompressible fluid. The ground support assembly 108 is pivotally coupled to the shock absorber 102 and includes a shaft 110; a ground contacting element 112 that is rotatably or pivotally movable relative to the shaft 110. The fuselage connection assembly 114 is pivotally coupled to at least one of the shock absorber 102 and the ground support assembly 108 and includes a position sensor 116 for detecting movement of the shaft 110 between a compressed state and an uncompressed state of the shock absorber 102.

[0024] In another example of the landing gear assembly 100, the fuselage coupling assembly 114 defines a geometry of the landing gear assembly 100. The geometry includes a telescopic landing gear geometry 402, an articulated landing gear geometry 302, 304, a semi-articulated landing gear geometry 404, 406, or any other suitable landing gear geometry. In yet another example of the landing gear assembly 100, the rotorcraft 200 includes a helicopter, a vertical take-off and landing rotorcraft, a tiltrotor aircraft, a rotor drone, a rotor unmanned aerial vehicle, a remotely piloted unmanned aerial vehicle, an autonomous unmanned aerial vehicle, a helicopter drone, a quadcopter drone, a multi-rotor drone, or any other suitable rotorcraft. In yet another example of the landing gear assembly 100, the shock absorber 102 also includes an oil-gas-pneumatic shock absorber, a single-stage oil-gas-pneumatic shock absorber, a dual-stage oil-gas-pneumatic shock absorber, or any other suitable shock absorber. In yet another example of the landing gear assembly 100 , the force sensor 104 includes a pressure sensor, a force transmitter, a load sensor, a capacitive load sensor, a strain gauge load sensor, a hydraulic load sensor, or any other suitable force sensor.

[0025] In another example of the landing gear assembly 100, the incompressible fluid includes hydraulic fluid, hydraulic oil, or any other suitable incompressible fluid. In yet another example of the landing gear assembly 100, the temperature sensor 106 includes a thermocouple, a thermistor, a resistance temperature detector, or any other suitable temperature sensor. In yet another example of the landing gear assembly 100, the ground contacting element 112 includes a wheel, a ski, or any other suitable ground contacting element. In yet another example of the landing gear assembly 100, the fuselage coupling assembly 114 also includes a retraction actuator 602 having an extended position and a retracted position. The landing gear assembly 100 is extended as the retraction actuator 602 reaches the extended position, and the landing gear assembly 100 is retracted as the retraction actuator 602 reaches the retracted position.

[0026] In another example of the landing gear assembly 100, the position sensor 116 includes a linear position sensor, a rotational position sensor, an angular position sensor, or any other suitable position sensor. In yet another example of the landing gear assembly 100, after the preload force on the shock absorber 102 is overcome, the compressed state of the shock absorber 102 indicates that the ground support assembly 108 is in contact with the landing surface 208. In yet another example of the landing gear assembly 100, the uncompressed state of the shock absorber 102 indicates that the ground support assembly 108 is not in contact with the landing surface 208 before the preload force on the shock absorber 102 is overcome.

[0027] In yet another example of landing gear assembly 100, force sensor 104 is configured to provide a force signal 702 indicating a pressure of an incompressible fluid within shock absorber 102 to an attitude control system 704 in a fuselage 706 of rotorcraft 200. In another example, temperature sensor 106 is configured to provide a temperature signal 708 indicating a temperature of the incompressible fluid within shock absorber 102 to an attitude control system 704 of rotorcraft 200. In yet another example, attitude control system 704 is configured to process force signal 702 and temperature signal 708 to determine a force measurement indicating a static compressive force within shock absorber 102. In yet another example, attitude control system 704 is configured to process the force measurement to determine a vertical force measurement indicating a static vertical force on ground support assembly 108. In another even further example, attitude control system 704 is configured to determine whether ground-contacting element 112 of ground support assembly 108 is in contact with landing surface 208 or not in contact with landing surface 208 based at least in part on the force measurements. In yet another even further example, attitude control system 704 is configured to control flight dynamics 802 of rotorcraft 200 in conjunction with a takeoff procedure or a landing procedure of rotorcraft 200 based at least in part on the force measurements.

[0028] In yet another example of landing gear assembly 100, position sensor 116 is configured to provide position signal 710 related to the position of shaft 110 to attitude control system 704 of rotorcraft 200. In another example, attitude control system 704 is configured to process position signal 710 relative to a predetermined reference point on rotorcraft 200 to determine a position measurement indicating the position of shaft 110 relative to the position between the compressed state and the uncompressed state of shock absorber 102. In yet another example, attitude control system 704 is configured to process force measurements and position measurements to determine whether ground contacting element 112 of ground support assembly 108 is in contact with landing surface 208 or not in contact with landing surface 208. In another even further example, attitude control system 704 is configured to control flight dynamics 802 of rotorcraft 200 in conjunction with a takeoff procedure or a landing procedure of rotorcraft 200 based at least in part on the force measurements and the position measurements.

[0029] In yet another further example, attitude control system 704 is configured to determine a series of force measurements and a corresponding series of position measurements during a takeoff procedure or a landing procedure of rotorcraft 200, to compare the series of force measurements and the series of position measurements to predetermined force-position characteristics 902 of landing gear assembly 100, and to determine a health condition of landing gear assembly 100. In another example, the health condition of landing gear assembly 100 includes an acceptable condition, a degraded condition, an out-of-tolerance condition, or any other suitable health condition.

[0030] In another example of landing gear assembly 100, position sensor 116 is configured to provide position signal 710 related to the position of shaft 110 to attitude control system 704 in fuselage 706 of rotorcraft 200. In a further example, attitude control system 704 is configured to process position signal 710 relative to a predetermined reference point on rotorcraft 200 to determine a position measurement indicating the position of shaft 110 relative to a position between a compressed state and an uncompressed state of shock absorber 102. In yet another example, attitude control system 704 is configured to process the position measurement to determine whether ground contacting element 112 of ground support assembly 108 is in contact with landing surface 208 or not in contact with landing surface 208. In another even further example, attitude control system 704 is configured to control flight dynamics 802 of rotorcraft 200 in conjunction with a takeoff procedure or a landing procedure of rotorcraft 200 based at least in part on the position measurement.

[0031] See again Figure 5 , the shock absorber 102 includes a force sensor 104 and a temperature sensor 106. The shock absorber 102 also includes an incompressible fluid 502 (e.g., oil) in an upper chamber 512 and a lower chamber 514, a pressure-operated valve 504 for variable damping, and a check valve 506 for asymmetric rebound damping. In addition, the shock absorber 102 includes a compressible fluid 508 (e.g., nitrogen) in a third chamber 516 below a floating piston 518, which separates the oil 502 in the lower chamber 514 from the nitrogen 508 in the third chamber 516 to prevent nitrogen bubbles from reducing damping.

[0032] Overall reference Figure 1-Figure 3 , Figure 4A-4B and Figure 5-Figure 10 , as an example, the present disclosure relates to rotorcraft 200 . Figure 1 A side view of an example of a landing gear assembly 100 is provided. Figure 2 A front elevation view of an example of rotorcraft 200 is provided. Figure 3 A side view of a landing gear assembly having an articulated landing gear geometry is provided. Figure 4A and Figure 4BA side view of a landing gear assembly having telescoping and semi-articulated landing gear geometry is provided. Figure 5 Provides Figure 1 FIG. 1 is a cross-sectional view of an example of a shock absorber 102 of a landing gear assembly 100 . Figure 6 A perspective view of another example of a landing gear assembly 100 is provided. Figure 7 is used for Figure 2 Rotorcraft 200 Figure 1 1 is a functional block diagram of a landing gear assembly 100. Figure 8 A perspective view of another example of rotorcraft 200 is provided, illustrating examples of flight dynamics 802 and center of gravity location 804 for rotorcraft 200 . Fig. 9 Shows Figure 1 9 is a graph of an example of a predetermined force-position characteristic 902 of a landing gear assembly relative to a predetermined temperature. Fig.10 Is has Figure 1 Example of a landing gear assembly 100 Figure 2 A functional block diagram of rotorcraft 200 is shown.

[0033] See again Figure 1-Figure 3 , Figure 4A-4B and Figure 5-Figure 10In one or more examples, rotorcraft 200 includes a first landing gear assembly 100, 202, a second landing gear assembly 100, 204, and an attitude control system 704. When first landing gear assembly 100, 202 contacts landing surface 208, first landing gear assembly 100, 202 supports a first portion of rotorcraft 200. First landing gear assembly 100, 202 includes: a first force sensor 104 for detecting a pressure of an incompressible fluid within a first shock absorber 102 of first landing gear assembly 100, 202; a first temperature sensor 106 for detecting a temperature of the incompressible fluid within first shock absorber 102; and a first position sensor 116 for detecting movement of a first shaft 110 in a first ground support assembly 108 of first landing gear assembly 100, 202 between a compressed state and an uncompressed state of first shock absorber 102. When second landing gear assembly 100, 204 contacts landing surface 208, second landing gear assembly 100, 204 supports at least a second portion of rotorcraft 200. Second landing gear assembly 100, 204 includes second force sensor 104 for detecting pressure of an incompressible fluid within second shock absorber 102 of second landing gear assembly 100, 204, second temperature sensor 106 for detecting temperature of the incompressible fluid within second shock absorber 102, and second position sensor 116 for detecting movement of second shaft 110 in second ground support assembly 108 of second landing gear assembly 100, 204 between a compressed state and an uncompressed state of second shock absorber 102. Attitude control system 704 controls flight dynamics 802 of rotorcraft 200 based at least in part on first force signal 702 received from first force sensor 104, first temperature signal 708 received from first temperature sensor 106, first position signal 710 related to the position of first axis 110 received from first position sensor 116, second force signal 1002 received from second force sensor 104, second temperature signal 1004 received from second temperature sensor 106, and second position signal 1006 related to the position of second axis 110 received from second position sensor 116.

[0034] In another example of rotorcraft 200, attitude control system 704 processes first force signal 702 and first temperature signal 708 to determine a first force measurement indicating a first static compressive force within first shock absorber 102 of first landing gear assembly 100, 202. Attitude control system 704 uses the first force measurement to determine whether first ground-contacting element 112 in first ground support assembly 108 of first landing gear assembly 100, 202 is in contact with landing surface 208 or not in contact with landing surface 208. Attitude control system 704 processes second force signal 1002 and second temperature signal 1004 to determine a second force measurement indicating a second static compressive force within second shock absorber 102 of second landing gear assembly 100, 204. Attitude control system 704 uses the second force measurement to determine whether second ground-contacting element 112 in second ground support assembly 108 of second landing gear assembly 100, 204 is in contact with landing surface 208 or not in contact with landing surface 208.

[0035] In another example, attitude control system 704 processes the first force measurement to determine a first vertical force measurement indicating a first static vertical force on first ground support assembly 108. Attitude control system 704 processes the second force measurement to determine a second vertical force measurement indicating a second static vertical force on second ground support assembly 108.

[0036] In another example, during a landing procedure of rotorcraft 200 that begins with first landing gear assembly 100, 202 and second landing gear assembly 100, 204 not in contact with landing surface 208, attitude control system 704 determines that first landing gear assembly 100, 202 begins to contact landing surface 208 based at least in part on the first force measurement, and controls flight dynamics 802 of rotorcraft 200 to bring second landing gear assembly 100, 204 into contact with landing surface 208 based at least in part on the first force measurement and the second force measurement, and manages the first static compression force within first shock absorber 102 to avoid or mitigate damage to rotorcraft 200 due to the first static compression force during the landing procedure.

[0037] In yet another example, during a takeoff procedure of rotorcraft 200 that begins with first landing gear assembly 100, 202 and second landing gear assembly 100, 204 in contact with landing surface 208, attitude control system 704 determines that first landing gear assembly 100, 202 is no longer in contact with landing surface 208 based at least in part on the first force measurement, and controls flight dynamics 802 of rotorcraft 200 to disengage second landing gear assembly 100, 204 from contact with landing surface 208 and manage a second static compression force within second shock absorber 102 to avoid or mitigate damage to rotorcraft 200 due to the second static compression force during the takeoff procedure based at least in part on the first force measurement and the second force measurement.

[0038] In yet another example, attitude control system 704 processes first position signal 710 relative to a first predetermined reference point on rotorcraft 200 to determine a first position measurement indicating a position of first shaft 110 relative to a position between a compressed state and an uncompressed state of first shock absorber 102. Attitude control system 704 determines whether first ground-contacting element 112 is in contact with landing surface 208 or not in contact with landing surface 208 using the first force measurement and the first position measurement. Attitude control system 704 processes second position signal 1006 relative to a second predetermined reference point on rotorcraft 200 to determine a second position measurement indicating a position of second shaft 110 relative to a position between a compressed state and an uncompressed state of second shock absorber 102. Attitude control system 704 determines whether second ground-contacting element 112 is in contact with landing surface 208 or not in contact with landing surface 208 using the second force measurement and the second position measurement.

[0039] In yet another example, during a landing procedure of rotorcraft 200 that begins with first landing gear assembly 100, 202 and second landing gear assembly 100, 204 not in contact with landing surface 208, attitude control system 704 determines that first landing gear assembly 100, 202 begins to contact landing surface 208 based at least in part on the first force measurement and the first position measurement, and controls flight dynamics 802 of rotorcraft 200 based at least in part on the first force measurement, the first position measurement, the second force measurement, and the second position measurement to bring second landing gear assembly 100, 204 into contact with landing surface 208, and manages the first static compression force within first shock absorber 102 to avoid or mitigate damage to rotorcraft 200 due to the first static compression force during the landing procedure.

[0040] In another even further example, during a takeoff procedure of rotorcraft 200 that begins with first landing gear assembly 100, 202 and second landing gear assembly 100, 204 in contact with landing surface 208, attitude control system 704 determines that first landing gear assembly 100, 202 is no longer in contact with landing surface 208 based at least in part on the first force measurement and the first position measurement, and controls flight dynamics 802 of rotorcraft 200 based at least in part on the first force measurement, the first position measurement, the second force measurement, and the second position measurement to disengage second landing gear assembly 100, 204 from contact with landing surface 208 and manage the second static compression force within second shock absorber 102 to avoid or mitigate damage to rotorcraft 200 due to the second static compression force during the takeoff procedure.

[0041] In yet another example, attitude control system 704 processes first position signal 710 relative to a first predetermined reference point on rotorcraft 200 to determine a first position measurement indicating a position of first shaft 110 relative to a position between a compressed state and an uncompressed state of first shock absorber 102. Attitude control system 704 uses the first position measurement to determine whether first ground-contacting element 112 is in contact with landing surface 208 or not in contact with landing surface 208. Attitude control system 704 processes second position signal 1006 relative to a second predetermined reference point on rotorcraft 200 to determine a second position measurement indicating a position of second shaft 110 relative to a position between a compressed state and an uncompressed state of second shock absorber 102. Attitude control system 704 uses the second position measurement to determine whether second ground-contacting element 112 is in contact with landing surface 208 or not in contact with landing surface 208.

[0042] In yet another example, during a landing procedure of rotorcraft 200 that begins with first landing gear assembly 100, 202 and second landing gear assembly 100, 204 not in contact with landing surface 208, attitude control system 704 determines that first landing gear assembly 100, 202 begins to contact landing surface 208 based at least in part on the first position measurement, controls flight dynamics 802 of rotorcraft 200 to bring second landing gear assembly 100, 204 into contact with landing surface 208 based at least in part on the first position measurement and the second position measurement, and manages the first static compression force within first shock absorber 102 to avoid or mitigate damage to rotorcraft 200 due to the first static compression force during the landing procedure.

[0043] In another even further example, during a takeoff procedure of a rotorcraft (200) that begins with the first landing gear assembly (100, 202) and the second landing gear assembly (100, 204) in contact with the landing surface (208), the attitude control system (704) determines that the first landing gear assembly (100, 202) is no longer in contact with the landing surface (208) based at least in part on the first position measurement, and controls flight dynamics (802) of the rotorcraft (200) based at least in part on the first position measurement and the second position measurement to disengage the second landing gear assembly (100, 204) from contact with the landing surface (208) and manage a second static compression force within the second shock absorber (102) to avoid or mitigate damage to the rotorcraft (200) due to the second static compression force during the takeoff procedure.

[0044] In yet another example, rotorcraft 200 further includes a third landing gear assembly 100, 206 that supports at least a third portion of rotorcraft 200 when the third landing gear assembly 100, 206 contacts landing surface 208. Third landing gear assembly 100, 206 includes: a third force sensor 104 for detecting a pressure of an incompressible fluid within a third shock absorber 102 of the third landing gear assembly 100, 206; a third temperature sensor 106 for detecting a temperature of the incompressible fluid within the third shock absorber 102; and a third position sensor 116 for detecting movement of a third shaft 110 in a third ground support assembly 108 of the third landing gear assembly 100, 206 between a compressed state and an uncompressed state of the third shock absorber 102. Attitude control system 704 controls flight dynamics 802 of rotorcraft 200 based at least in part on third force signal 1008 received from third force sensor 104 , third temperature signal 1010 received from third temperature sensor 106 , and third position signal 1012 related to the position of third shaft 110 received from third position sensor 116 .

[0045] In another example, the attitude control system 704 processes the first force signal 702 and the first temperature signal 708 to determine a first force measurement indicating a first static compression force within the first shock absorber 102 of the first landing gear assembly 100, 202. The attitude control system 704 uses the first force measurement to determine whether the first ground-contacting element 112 in the first ground-supporting assembly 108 of the first landing gear assembly 100, 202 is in contact with the landing surface 208 or is not in contact with the landing surface 208. The attitude control system 704 processes the second force signal 1002 and the second temperature signal 1004 to determine a second force measurement indicating a second static compression force within the second shock absorber 102 of the second landing gear assembly 100, 204. The attitude control system 704 uses the second force measurement to determine whether the second ground-contacting element 112 in the second ground-supporting assembly 108 of the second landing gear assembly 100, 204 is in contact with the landing surface 208 or is not in contact with the landing surface 208. Attitude control system 704 processes third force signal 1008 and third temperature signal 1010 to determine a third force measurement value indicative of a third static compressive force within third shock absorber 102 of third landing gear assembly 100, 206. Attitude control system 704 uses the third force measurement value to determine whether third ground-contacting element 112 in third ground supporting assembly 108 of third landing gear assembly 100, 206 is in contact with landing surface 208 or is not in contact with landing surface 208.

[0046] In yet another example, attitude control system 704 processes the first force measurement to determine a first vertical force measurement indicating a first static vertical force on first ground support assembly 108. Attitude control system 704 processes the second force measurement to determine a second vertical force measurement indicating a second static vertical force on second ground support assembly 108. Attitude control system 704 processes the third force measurement to determine a third vertical force measurement indicating a third static vertical force on third ground support assembly 108.

[0047] In another even further example, during ground operation of rotorcraft 200 with the rotor stopped, attitude control system 704 determines that first landing gear assembly 100, 202 is in contact with landing surface 208 based at least in part on the first force measurement, determines that second landing gear assembly 100, 204 is in contact with landing surface 208 based at least in part on the second force measurement, determines that third landing gear assembly 100, 206 is in contact with landing surface 208 based at least in part on the third force measurement, and determines a current center of gravity position of rotorcraft 200 based at least in part on the first force measurement, the second force measurement, and the third force measurement.

[0048] In yet another even further example, attitude control system 704 processes first position signal 710 relative to a first predetermined reference point on rotorcraft 200 to determine a first position measurement indicating a position of first shaft 110 relative to a position between a compressed state and an uncompressed state of first shock absorber 102. Attitude control system 704 determines whether first ground-contacting element 112 is in contact with landing surface 208 or not in contact with landing surface 208 using the first force measurement and the first position measurement. Attitude control system 704 processes second position signal 1006 relative to a second predetermined reference point on rotorcraft 200 to determine a second position measurement indicating a position of second shaft 110 relative to a position between a compressed state and an uncompressed state of second shock absorber 102. Attitude control system 704 determines whether second ground-contacting element 112 is in contact with landing surface 208 or not in contact with landing surface 208 using the second force measurement and the second position measurement. Attitude control system 704 processes third position signal 1012 relative to a third predetermined reference point on rotorcraft 200 to determine a third position measurement indicating a position of third shaft 110 relative to a position between the compressed state and the uncompressed state of third shock absorber 102. Attitude control system 704 uses the third force measurement and the third position measurement to determine whether third ground-contacting element 112 is in contact with landing surface 208 or is not in contact with landing surface 208.

[0049] In yet another example, during ground operation of rotorcraft 200 with rotors stopped, attitude control system 704 determines that first landing gear assembly 100, 202 is in contact with landing surface 208 based at least in part on the first force measurement and the first position measurement, determines that second landing gear assembly 100, 204 is in contact with landing surface 208 based at least in part on the second force measurement and the second position measurement, determines that third landing gear assembly 100, 206 is in contact with landing surface 208 based at least in part on the third force measurement and the third position measurement, and determines a current center of gravity position of rotorcraft 200 based at least in part on the first force measurement, the first position measurement, the second force measurement, the second position measurement, the third force measurement, and the third position measurement.

[0050] In another example, attitude control system 704 processes first position signal 710 relative to a first predetermined reference point on rotorcraft 200 to determine a first position measurement indicating a position of first shaft 110 relative to a position between a compressed state and an uncompressed state of first shock absorber 102. Attitude control system 704 uses the first position measurement to determine whether first ground-contacting element 112 is in contact with landing surface 208 or not in contact with landing surface 208. Attitude control system 704 processes second position signal 1006 relative to a second predetermined reference point on rotorcraft 200 to determine a second position measurement indicating a position of second shaft 110 relative to a position between a compressed state and an uncompressed state of second shock absorber 102. Attitude control system 704 uses the second position measurement to determine whether second ground-contacting element 112 is in contact with landing surface 208 or not in contact with landing surface 208. Attitude control system 704 processes third position signal 1012 relative to a third predetermined reference point on rotorcraft 200 to determine a third position measurement indicating a position of third shaft 110 relative to a position between the compressed state and the uncompressed state of third shock absorber 102. Attitude control system 704 uses the third position measurement to determine whether third ground-contacting element 112 is in contact with landing surface 208 or is not in contact with landing surface 208.

[0051] In yet another example, during ground operation of rotorcraft 200 with rotors stopped, attitude control system 704 determines that first landing gear assembly 100, 202 is in contact with landing surface 208 based at least in part on the first position measurement, determines that second landing gear assembly 100, 204 is in contact with landing surface 208 based at least in part on the second position measurement, determines that third landing gear assembly 100, 206 is in contact with landing surface 208 based at least in part on the third position measurement, and determines a current center of gravity position of rotorcraft 200 based at least in part on the first position measurement, the second position measurement, and the third position measurement.

[0052] Overall reference Figure 1-Figure 3 , Figure 4A-4B and Figure 5-Figure 28 As examples, the present disclosure relates to rotorcraft methods 1100 , 1200 , 1300 , 1400 , 1500 , 1600 , 1700 , 1800 , 1900 , 2000 , 2100 , 2200 , 2300 , 2400 , 2500 , 2600 , 2700 , 2800 . Figure 1 A side view of an example of a landing gear assembly 100 is provided. Figure 2 A front elevation view of an example of rotorcraft 200 is provided. Figure 3 A side view of a landing gear assembly having an articulated landing gear geometry is provided. Figure 4A and Figure 4B A side view of a landing gear assembly having telescoping and semi-articulated landing gear geometry is provided. Figure 5 Provides Figure 1 FIG. 1 is a cross-sectional view of an example of a shock absorber 102 of a landing gear assembly 100 . Figure 6 A perspective view of another example of a landing gear assembly 100 is provided. Figure 7 is used for Figure 2 Rotorcraft 200 Figure 1 1 is a functional block diagram of a landing gear assembly 100. Figure 8 A perspective view of another example of rotorcraft 200 is provided, illustrating examples of flight dynamics 802 and center of gravity location 804 for rotorcraft 200 . Fig. 9 Shows Figure 1 9 is a graph of an example of a predetermined force-position characteristic 902 of a landing gear assembly relative to a predetermined temperature. Fig.10 Is has Figure 1 Example of a landing gear assembly 100 Figure 2 A functional block diagram of rotorcraft 200 is shown.

[0053] Fig.11 An example of a rotorcraft method 1100 is disclosed. Fig.12 Combination Fig.11 Another example of a rotorcraft method 1200 is disclosed. Fig.13 Combination Fig.11 Yet another example of rotorcraft method 1300 is disclosed. Fig.14 Combination Fig.11 and Fig.13 Yet another example of a rotorcraft method 1400 is disclosed. Fig.15 Combination Fig.11 Yet another example of rotorcraft method 1500 is disclosed. Fig.16 Combination Fig.11 Another example of rotorcraft method 1600 is disclosed. Fig.17 Combination Fig.11 Yet another example of rotorcraft method 1700 is disclosed. Fig.18 Combination Fig.11 and Fig.17 Yet another example of rotorcraft method 1800 is disclosed. Fig.19 Combination Fig.11 , Fig.17 and Fig.18 Yet another example of rotorcraft method 1900 is disclosed. Fig. 20 Combination Fig.11 and Fig.17 Yet another example of rotorcraft method 2000 is disclosed. Fig.21 Combination Fig.11 , Fig.17 and Fig. 20 Yet another example of rotorcraft method 2100 is disclosed. Fig. 22 Combination Fig.11 , Fig.17 , Fig. 20 and Fig.21 Another example of rotorcraft method 2200 is disclosed. Fig.23 Combination Fig.11 , Fig.17 , Fig. 20 and Fig.21 Yet another example of rotorcraft method 2300 is disclosed. Fig.24 Combination Fig.11 Yet another example of rotorcraft method 2400 is disclosed. Fig.25 Combination Fig.11 and Fig.24 Yet another example of rotorcraft method 2500 is disclosed. Fig.26 Combination Fig.11 and Fig.24 Another example of rotorcraft method 2600 is disclosed. Fig. 27 Combination Fig.11 , Fig.24 and Fig.26 Yet another example of rotorcraft method 2700 is disclosed. Fig.28 Combination Fig.11 , Fig.24 and Fig.26 Yet another example of rotorcraft method 2800 is disclosed.

[0054] See again Figure 1 , Figure 2 , Figure 7 and Fig.11 In one or more examples, rotorcraft method 1100 (see Fig.11 ) includes, at 1102, receiving a force signal 702 from a force sensor 104 of a shock absorber 102 in a landing gear assembly 100, 202 of a rotorcraft 200 in response to the force sensor 104 detecting a pressure of an incompressible fluid within the shock absorber 102. At 1104, receiving a temperature signal 708 from a temperature sensor 106 of the shock absorber 102 in response to the temperature sensor 106 detecting a temperature of the incompressible fluid. At 1106, processing the force signal 702 and the temperature signal 708 to determine a force measurement value indicative of a static compressive force within the shock absorber 102. In another example, the rotorcraft method 1100 also includes processing the force measurement value to determine a vertical force measurement value indicative of a static vertical force on a ground support assembly 108 of the rotorcraft 200.

[0055] Reference again Figure 1 , Figure 2 , Fig.11 and Fig.12In one or more examples, rotorcraft method 1200 (see Fig.12 )include Fig.11 The method 1200 continues from 1106 to 1202, where a series of force measurements are determined during a takeoff procedure or a landing procedure of the rotorcraft 200. At 1204, the series of force measurements are compared to a predetermined force characteristic of the landing gear assembly 100, 202. At 1206, a health condition of the landing gear assembly 100, 202 is determined based at least in part on the comparison 1204. In another example of the rotorcraft method 1200, the health condition of the landing gear assembly 100, 202 includes an acceptable condition, a degraded condition, an out of tolerance condition, or any other suitable health condition.

[0056] Reference again Figure 1 , Figure 2 , Figure 7 , Fig. 9 , Fig.11 and Fig.13 In one or more embodiments, rotorcraft method 1300 (see Fig.13 )include Fig.11 The method 1300 continues from 1106 to 1302, where a position signal 710 is received from a position sensor 116 of a fuselage coupling assembly 114 in the landing gear assembly 100, 202 in response to the position sensor 116 detecting movement of a shaft 110 of a ground support assembly 108 in the landing gear assembly 100, 202 between a compressed state and an uncompressed state of the shock absorber 102. The position signal 710 is related to a position of the shaft 110. At 1304, the position signal 710 is processed relative to a predetermined reference point on the rotorcraft 200 to determine a position measurement indicating a position of the shaft 110 relative to a position between a compressed state and an uncompressed state of the shock absorber 102. In another example, the method 1300 also includes, at 1306, determining a series of force measurements and a corresponding series of position measurements during a takeoff procedure or a landing procedure of the rotorcraft 200. At 1308, the series of force measurements and the series of position measurements are compared to the predetermined force-position characteristic 902 of the landing gear assembly 100, 202. At 1310, a health condition of the landing gear assembly 100, 202 is determined based at least in part on the comparison 1308. In another example, the health condition of the landing gear assembly 100, 202 includes an acceptable condition, a degraded condition, an out of tolerance condition, or any other suitable health condition.

[0057] Reference again Figure 1 , Figure 2 , Fig.11 , Fig.13 and Fig.14In one or more embodiments, rotorcraft method 1400 (see Fig.14 )include Fig.11 Method 1100 and Fig.13 The method 1400 continues from 1304 to 1402, where a series of position measurements are determined during a takeoff procedure or a landing procedure of the rotorcraft 200. At 1404, the series of position measurements are compared to a predetermined position characteristic of the landing gear assembly 100, 202. At 1406, a health condition of the landing gear assembly 100, 202 is determined based at least in part on the comparison 1404. In another example, the health condition of the landing gear assembly 100, 202 includes an acceptable condition, a degraded condition, an out of tolerance condition, or any other suitable health condition.

[0058] Reference again Figure 1 , Figure 2 , Figure 8 , Fig.11 and Fig.15 In one or more embodiments, rotorcraft method 1500 (see Fig.15 )include Fig.11 Method 1500 continues from 1106 to 1502 for determining whether ground-contacting element 112 of ground support assembly 108 in landing gear assembly 100, 202 is in contact with landing surface 208 or not in contact with landing surface 208 based at least in part on the force measurements. Method 1500 continues from 1106 to 1504 for controlling 1504 flight dynamics 802 of rotorcraft 200 in conjunction with a takeoff procedure or a landing procedure of rotorcraft 200 based at least in part on the force measurements.

[0059] Reference again Figure 1 , Figure 2 , Figure 7 , Figure 8 , Fig.11 and Fig.16 In one or more embodiments, rotorcraft method 1600 (see Fig.16 )include Fig.11Method 1600 continues from 1106 to 1602, where a position signal 710 is received from a position sensor 116 of a fuselage coupling assembly 114 in a landing gear assembly 100, 202 in response to the position sensor 116 detecting movement of a shaft 110 of a ground support assembly 108 in a landing gear assembly 100, 202 between a compressed state and an uncompressed state of a shock absorber 102. The position signal 710 is associated with a position of the shaft 110. At 1604, the position signal 710 is processed relative to a predetermined reference point on the rotorcraft 200 to determine a position measurement indicating a position of the shaft 110 relative to a position between a compressed state and an uncompressed state of the shock absorber 102. In another example, method 1600 further includes determining, at 1606, whether ground-contacting element 112 of ground-support assembly 108 in landing gear assembly 100, 202 is in contact with landing surface 208 or not in contact with landing surface 208 based at least in part on force measurements and position measurements. In yet another example, method 1600 further includes controlling flight dynamics 802 of rotorcraft 200 in conjunction with a takeoff procedure or a landing procedure of rotorcraft 200 based at least in part on force measurements and position measurements, at 1608. In yet another example, method 1600 further includes determining, at 1610, whether ground-contacting element 112 of ground-support assembly 108 in landing gear assembly 100, 202 is in contact with landing surface 208 or not in contact with landing surface 208 based at least in part on position measurements. In yet another example, method 1600 further includes controlling flight dynamics 802 of rotorcraft 200 in conjunction with a takeoff procedure or a landing procedure of rotorcraft 200 based at least in part on the position measurements, at 1612 .

[0060] Reference again Figure 1 , Figure 2 , Fig.10 , Fig.11 and Fig.17 In one or more examples, rotorcraft method 1700 (see Fig.17 )include Fig.11The method 1700 continues from 1106 to 1702, where a second force signal 1002 is received from a second force sensor 104 of a second shock absorber 102 in a second landing gear assembly 100, 204 of the rotorcraft 200 in response to the second force sensor 104 detecting a pressure of an incompressible fluid within the second shock absorber 102. At 1704, a second temperature signal 1004 is received from a second temperature sensor 106 of the second shock absorber 102 in response to the second temperature sensor 106 detecting a temperature of the incompressible fluid. At 1706, the second force signal 1002 and the second temperature signal 1004 are processed to determine a second force measurement value indicating a second static compressive force within the second shock absorber 102. In another example, the method 1700 further includes processing the second force measurement value to determine a second vertical force measurement value indicating a second static vertical force on a second ground support assembly 108 of the rotorcraft 200.

[0061] Reference again Figure 1 , Figure 2 , Fig.11 , Fig.17 and Fig.18 In one or more embodiments, rotorcraft method 1800 (see Fig.18 )include Fig.11 Method 1100 and Fig.17 The method 1800 continues from 1106 to 1802 for determining whether a ground-contacting element 112 in a ground-supporting assembly 108 of a landing gear assembly 100, 202 is in contact with a landing surface 208 or is not in contact with the landing surface 208 based at least in part on the force measurement. The method 1800 continues from 1706 to 1804 for determining whether a second ground-contacting element 112 in a second ground-supporting assembly 108 of a second landing gear assembly 100, 204 is in contact with a landing surface 208 or is not in contact with the landing surface 208 based at least in part on the second force measurement.

[0062] Reference again Figure 1 , Figure 2 , Figure 8 , Fig.11 , Fig.17 , Fig.18 and Fig.19 In one or more embodiments, rotorcraft method 1900 (see Fig.19 )include Fig.11 Method 1100, Fig.17 Method 1700 and Fig.18Method 1900 continues from 1802 and 1804 to 1902 during a landing procedure of rotorcraft 200 that begins with landing gear assembly 100, 202 and second landing gear assembly 100, 204 not in contact with landing surface 208. At 1902, method 1900 determines that landing gear assembly 100, 202 begins to contact landing surface 208 based at least in part on the force measurements. At 1904, flight dynamics 802 of rotorcraft 200 are controlled based at least in part on the force measurements and the second force measurements to bring second landing gear assembly 100, 204 into contact with landing surface 208 and to manage static compression forces within shock absorber 102 to avoid or mitigate damage to rotorcraft 200 due to the static compression forces during the landing procedure. The method continues from 1802 and 1804 to 1906 during a takeoff procedure of rotorcraft 200 beginning with landing gear assembly 100, 202 and second landing gear assembly 100, 204 in contact with landing surface 208. At 1906, the method determines that landing gear assembly 100, 202 is no longer in contact with landing surface 208 based at least in part on the force measurement. At 1908, flight dynamics 802 of rotorcraft 200 are controlled based at least in part on the force measurement and the second force measurement to disengage second landing gear assembly 100, 204 from contact with landing surface 208 and to manage a second static compression force within second shock absorber 102 to avoid or mitigate damage to rotorcraft 200 due to the second static compression force during the takeoff procedure.

[0063] Reference again Figure 1 , Figure 2 , Figure 7 , Fig.10 , Fig.11 , Fig.17 and Fig. 20 In one or more embodiments, rotorcraft method 2000 (see Fig. 20 )include Fig.11 Method 1100 and Fig.17Method 2000 continues from 1706 to 2002, where a position signal 710 is received from a position sensor 116 of a fuselage coupling assembly 114 in a landing gear assembly 100, 202 in response to the position sensor 116 detecting movement of a shaft 110 of a ground support assembly 108 in a landing gear assembly 100, 202 between a compressed state and an uncompressed state of a shock absorber 102. The position signal 710 is associated with a position of the shaft 110. At 2004, the position signal 710 is processed relative to a predetermined reference point on the rotorcraft 200 to determine a position measurement indicating a position of the shaft 110 relative to a position between a compressed state and an uncompressed state of the shock absorber 102. At 2006, in response to the second position sensor 116 detecting movement of the second shaft 110 of the second ground support assembly 108 in the second landing gear assembly 100, 204 between the compressed state and the uncompressed state of the second shock absorber 102, a second position signal 1006 is received from the second position sensor 116 of the second fuselage attachment assembly 114 in the second landing gear assembly 100, 204. The second position signal 1006 is related to the position of the second shaft 110. At 2008, the second position signal 1006 is processed relative to a second predetermined reference point on the rotorcraft 200 to determine a second position measurement value indicating the position of the second shaft 110 relative to the position between the compressed state and the uncompressed state of the second shock absorber 102.

[0064] Reference again Figure 1 , Figure 2 , Fig.11 , Fig.17 , Fig. 20 and Fig.21 In one or more embodiments, rotorcraft method 2100 (see Fig.21 )include Fig.11 Method 1100, Fig.17 Method 1700 and Fig. 20 The method 2100 continues from 2004 to 2102 for determining 2102 whether a ground-contacting element 112 in a ground-supporting assembly 108 of a landing gear assembly 100, 202 is in contact with a landing surface 208 or is not in contact with the landing surface 208 based at least in part on the force measurement and the position measurement. The method 2100 continues from 2008 to 2104 for determining 2104 whether a second ground-contacting element 112 in a second ground-supporting assembly 108 of a second landing gear assembly 100, 204 is in contact with a landing surface 208 or is not in contact with the landing surface 208 based at least in part on the second force measurement and the second position measurement.

[0065] Reference again Figure 1 , Figure 2 , Figure 8 , Fig.11 , Fig.17 , Fig. 20 , Fig.21 and Fig. 22 In one or more embodiments, rotorcraft method 2200 (see Fig. 22 )include Fig.11 Method 1100, Fig.17 Method 1700, Fig. 20 Method 2000 and Fig.21 Method 2100 of the present invention is provided. During a landing procedure of rotorcraft 200 that begins with landing gear assembly 100, 202 and second landing gear assembly 100, 204 not in contact with landing surface 208, method 2200 continues from 2102 and 2104 to 2202. At 2202, the method determines that landing gear assembly 100, 202 begins to contact landing surface 208 based at least in part on the force measurement and the position measurement. At 2204, flight dynamics 802 of rotorcraft 200 are controlled based at least in part on the force measurement, the position measurement, the second force measurement, and the second position measurement to bring second landing gear assembly 100, 204 into contact with landing surface 208, and static compression forces within shock absorber 102 are managed to avoid or mitigate damage to rotorcraft 200 due to the static compression forces during the landing procedure. Method 2200 continues from 2102 and 2104 to 2206 during a takeoff procedure of rotorcraft 200 beginning with landing gear assembly 100, 202 and second landing gear assembly 100, 204 in contact with landing surface 208. At 2206, method 2200 determines 2206 that landing gear assembly 100, 202 is no longer in contact with landing surface 208 based at least in part on the force measurement and the position measurement. At 2208, flight dynamics 802 of rotorcraft 200 are controlled based at least in part on the force measurement, the position measurement, the second force measurement, and the second position measurement to disengage second landing gear assembly 100, 204 from contact with landing surface 208 and to manage a second static compression force within second shock absorber 102 to avoid or mitigate damage to rotorcraft 200 due to the second static compression force during the takeoff procedure.

[0066] Reference again Figure 1 , Figure 2 , Figure 8 , Fig.11 , Fig.17 , Fig. 20 , Fig.21 and Fig.23 In one or more embodiments, rotorcraft method 2300 (see Fig.23 )include Fig.11 Method 1100, Fig.17 Method 1700, Fig. 20 Method 2000 and Fig.21 Method 2300 proceeds from 2102 and 2104 to 2302 during a landing procedure of rotorcraft 200 that begins with landing gear assembly 100, 202 and second landing gear assembly 100, 204 not in contact with landing surface 208. At 2302, method 2300 determines that landing gear assembly 100, 202 begins to contact landing surface 208 based at least in part on the position measurements. At 2304, flight dynamics 802 of rotorcraft 200 are controlled based at least in part on the position measurements and the second position measurements to bring second landing gear assembly 100, 204 into contact with landing surface 208 and to manage static compression forces within shock absorber 102 to avoid or mitigate damage to rotorcraft 200 due to the static compression forces during the landing procedure. The method also continues from 2102 and 2104 to 2306 during a takeoff procedure of rotorcraft 200 beginning with landing gear assembly 100, 202 and second landing gear assembly 100, 204 in contact with landing surface 208. At 2306, method 2300 determines that landing gear assembly 100, 202 is no longer in contact with landing surface 208 based at least in part on the position measurement. At 2308, flight dynamics 802 of rotorcraft 200 are controlled based at least in part on the position measurement and the second position measurement to disengage second landing gear assembly 100, 204 from contact with landing surface 208 and manage the second static compression force within second shock absorber 102 to avoid or mitigate damage to rotorcraft 200 due to the second static compression force during the takeoff procedure.

[0067] Reference again Figure 1 , Figure 2 , Fig.10 , Fig.11 and Fig.24 In one or more embodiments, rotorcraft method 2400 (see Fig.24 )include Fig.11Method 2400 continues from 1106 to 2402, where a second force signal 1002 is received from a second force sensor 104 of a second shock absorber 102 in a second landing gear assembly 100, 204 of rotorcraft 200 in response to the second force sensor 104 detecting a pressure of an incompressible fluid within the second shock absorber 102. At 2402, a second temperature signal 1004 is received from a second temperature sensor 106 of the second shock absorber 102 in response to the second temperature sensor 106 detecting a temperature of the incompressible fluid. At 2406, the second force signal 1002 and the second temperature signal 1004 are processed to determine a second force measurement value indicative of a second static compressive force within the second shock absorber 102. At 2408, a third force signal 1008 is received from a third force sensor 104 of a third shock absorber 102 in a third landing gear assembly 100, 206 of the rotorcraft 200 in response to the third force sensor 104 detecting a pressure of the incompressible fluid within the third shock absorber 102. At 2410, a third temperature signal 1010 is received from a third temperature sensor 106 of the third shock absorber 102 in response to the third temperature sensor 106 detecting a temperature of the incompressible fluid. At 2412, the third force signal 1008 and the third temperature signal 1010 are processed to determine a third force measurement value indicative of a third static compressive force within the third shock absorber 102. In another example, the method 2400 further includes processing the second force measurement value to determine a second vertical force measurement value indicative of a second static vertical force on a second ground support assembly 108 of the rotorcraft 200, and processing the third force measurement value to determine a third vertical force measurement value indicative of a third static vertical force on the third ground support assembly 108 of the rotorcraft 200.

[0068] Reference again Figure 1 , Figure 2 , Fig.11 , Fig.24 and Fig.25 In one or more embodiments, rotorcraft method 2500 (see Fig.25 )include Fig.11 Method 1100 and Fig.24 Method 2500 continues from 2412 to 2502 during ground operation of rotorcraft 200 with powered descent of the rotors. At 2502, it is determined that landing gear assembly 100, 202 is in contact with landing surface 208 based at least in part on the force measurements. At 2504, it is determined that a second landing gear assembly 100, 204 is in contact with landing surface 208 based at least in part on the second force measurements. At 2506, it is determined that a third landing gear assembly 100, 206 is in contact with landing surface 208 based at least in part on the third force measurements. At 2508, a current center of gravity position of rotorcraft 200 is determined based at least in part on the force measurements, the second force measurements, and the third force measurements.

[0069] Reference again Figure 1 , Figure 2 , Figure 7 , Fig.10 , Fig.11 , Fig.24 and Fig.26 In one or more embodiments, rotorcraft method 2600 (see Fig.26 )include Fig.11 Method 1100 and Fig.24 Method 2600 continues from 2412 to 2602, wherein, in response to position sensor 116 detecting movement of shaft 110 of ground support assembly 108 in landing gear assembly 100, 202 between a compressed state and an uncompressed state of shock absorber 102, position signal 710 is received from position sensor 116 of fuselage coupling assembly 114 in landing gear assembly 100, 202, position signal 710 being related to a position of shaft 110. At 2604, position signal 710 is processed relative to a predetermined reference point on rotorcraft 200 to determine a position measurement indicating a position of shaft 110 relative to a position between a compressed state and an uncompressed state of shock absorber 102. At 2606, in response to second position sensor 116 detecting movement of second shaft 110 of second ground support assembly 108 in second landing gear assembly 100, 204 between the compressed state and the uncompressed state of second shock absorber 102, second position signal 1006 is received from second position sensor 116 of second fuselage attachment assembly 114 in second landing gear assembly 100, 204, second position signal 1006 being related to the position of second shaft 110. At 2608, second position signal 1006 is processed relative to a second predetermined reference point on rotorcraft 200 to determine a second position measurement indicating the position of second shaft 110 relative to the position of second shock absorber 102 between the compressed state and the uncompressed state. At 2610, in response to third position sensor 116 detecting movement of third shaft 110 of third ground support assembly 108 in third landing gear assembly 100, 206 between the compressed state and the uncompressed state of third shock absorber 102, third position signal 1012 is received from third position sensor 116 of third fuselage attachment assembly 114 in third landing gear assembly 100, 206, third position signal 1012 being related to the position of third shaft 110. At 2612, third position signal 1012 is processed relative to a third predetermined reference point on rotorcraft 200 to determine a third position measurement value representing the position of third shaft 110 relative to the position between the compressed state and the uncompressed state of third shock absorber 102.

[0070] Reference again Figure 1 , Figure 2 , Fig.11 , Fig.24 , Fig.26 and Fig. 27 In one or more embodiments, rotorcraft method 2700 (see Fig. 27 )include Fig.11 Method 1100, Fig.24 Method 2400 and Fig.26 Method 2700 continues from 2612 to 2702 during ground operation of rotorcraft 200 with the rotors powered down. At 2702, it is determined that landing gear assembly 100, 202 is in contact with landing surface 208 based at least in part on the force measurement and the position measurement. At 2704, it is determined that a second landing gear assembly 100, 204 is in contact with landing surface 208 based at least in part on the second force measurement and the second position measurement. At 2706, it is determined that a third landing gear assembly 100, 206 is in contact with landing surface 208 based at least in part on the third force measurement and the third position measurement. At 2708, a current center of gravity position of rotorcraft 200 is determined based at least in part on the force measurement, the position measurement, the second force measurement, the second position measurement, the third force measurement, and the third position measurement.

[0071] Reference again Figure 1 , Figure 2 , Fig.11 , Fig.24 , Fig.26 and Fig.28 In one or more embodiments, rotorcraft method 2800 (see Fig.28 )include Fig.11 Method 1100, Fig.24 Method 2400 and Fig.26 Method 2800 continues from 2612 to 2802 during ground operation of rotorcraft 200 with rotors stopped. At 2802, it is determined that landing gear assembly 100, 202 is in contact with landing surface 208 based at least in part on the position measurement. At 2804, it is determined that a second landing gear assembly 100, 204 is in contact with landing surface 208 based at least in part on the second position measurement. At 2806, it is determined that a third landing gear assembly 100, 206 is in contact with landing surface 208 based at least in part on the third position measurement. At 2808, a current center of gravity position of rotorcraft 200 is determined based at least in part on the position measurement, the second position measurement, and the third position measurement.

[0072] Examples of landing gear assembly 100, rotorcraft 200, and rotorcraft methods 1100, 1200, 1300, 1400, 1500, 1600, 1700, 1800, 1900, 2000, 2100, 2200, 2300, 2400, 2500, 2600, 2700, 2800 may be related to or used in the context of rotorcraft manufacturing. Although rotorcraft examples are described, the examples and principles disclosed herein may be applied to other products in the aerospace industry and other industries, such as the automotive industry, the space industry, the construction industry, and other design and manufacturing industries. Thus, in addition to rotorcraft, the examples and principles disclosed herein may be applied to detecting loads on shock absorbers and other equipment in various types of vehicles and in the construction of various types of buildings.

[0073] The foregoing detailed description refers to the accompanying drawings, which illustrate specific examples described by the present disclosure. Other examples with different structures and operations do not deviate from the scope of the present disclosure. In different drawings, the same reference numerals may refer to the same features, elements or parts. Throughout the present disclosure, any one of a plurality of projects may be referred to as a project individually, and a plurality of projects may be referred to as projects collectively, and may be represented by the same reference numerals. In addition, as used herein, the features, elements, parts or steps before the word "a" or "an" should be understood as not excluding a plurality of features, elements, parts or steps, unless such exclusion is explicitly stated.

[0074] The above provides illustrative, non-exhaustive examples that may be, but not necessarily claim to be, the subject matter according to the present disclosure. Reference to "example" herein means that one or more features, structures, elements, components, characteristics, and / or operating steps described in conjunction with the example are included in at least one aspect, embodiment, and / or implementation of the subject matter according to the present disclosure. Therefore, throughout this disclosure, the phrases "example," "another example," "one or more examples," and similar language may, but not necessarily, refer to the same example. Further, the subject matter characterizing any one example may, but not necessarily, include the subject matter characterizing any other example. In addition, the subject matter characterizing any one example may (but not necessarily) be combined with the subject matter characterizing any other example.

[0075] As used herein, a system, device, equipment, structure, article, element, component or hardware that is "configured to" perform a specified function is indeed able to perform the specified function without any change, rather than only having the possibility of performing the specified function after further modification. In other words, a system, device, equipment, structure, article, element, component or hardware that is "configured to" perform a specified function is specifically selected, created, implemented, utilized, programmed and / or designed for the purpose of performing the specified function. As used herein, "configured to" represents an existing characteristic of a system, device, structure, article, element, component or hardware that enables the system, device, structure, article, element, component or hardware to perform the specified function without further modification. For the purposes of this disclosure, a system, device, equipment, structure, article, element, component or hardware that is described as "configured to" perform a specific function may be additionally or alternatively described as "adapted to" and / or "operated for" performing the function.

[0076] Unless otherwise indicated, the terms "first," "second," "third," etc. are used herein merely as labels and are not intended to impose ordinal, positional, or hierarchical requirements on the items to which these terms refer. Further, reference to an item, such as "second," does not require or preclude the presence of an item, such as "first," or lower-numbered, and / or an item, such as "third," or higher-numbered.

[0077] As used herein, when used with a list of items, the phrase "at least one of" means that different combinations of one or more of the listed items may be used, and only one of each item in the list may be required. For example, "at least one of item A, item B, and item C" may include, but is not limited to, item A or item A and item B. This example may also include item A, item B, and item C or item B and item C. In other examples, "at least one" may be, for example, but not limited to, two items A, one item B, and ten items C; four items B and seven items C; and other suitable combinations. As used herein, the terms "and / or" and the " / " symbol include any and all combinations of one or more of the associated listed items.

[0078] As used herein, the terms "coupled," "coupled," and similar terms refer to two or more elements that are joined, connected, fastened, attached, connected, communicated, or otherwise associated (e.g., mechanically, electrically, fluidically, optically, electromagnetically) with each other. In different examples, the elements may be associated directly or indirectly. As an example, element A may be directly associated with element B. As another example, element A may be indirectly associated with element B, such as via another element C. It will be understood that it is not necessary to represent the association between each disclosed element. Therefore, there may also be couplings other than those depicted in the figures.

[0079] As used herein, the term "approximately" refers to or represents a condition that is close to (but not exactly) a stated condition that still performs a desired function or achieves a desired result. As an example, the term "approximately" refers to a condition that is within an acceptable predetermined tolerance or accuracy, such as a condition within 10% of the stated condition. However, the term "approximately" does not exclude a condition that is exactly the stated condition. As used herein, the term "substantially" refers to a condition that is substantially a stated condition that performs a desired function or achieves a desired result.

[0080] In the above mentioned Figure 1-Figure 3 , Figure 4A-4B and Figure 5-Figure 10 In the above description, it can represent its functional elements, features or components and does not necessarily imply any specific structure. Therefore, the structure shown can be modified, added and / or omitted. In addition, it should be understood by those skilled in the art that it is not the above mentioned Figures 1 to 3 , FIG. 4A to FIG. 4B as well as Figures 5 to 10 All elements, features, and / or components described and shown in the present disclosure need to be included in every example, and not all elements, features, and / or components described herein must be depicted in every illustrative example. Figures 1 to 3 , FIG. 4A to FIG. 4B as well as Figures 5 to 10 Some elements, features and / or components described and shown in the drawings may be combined in different ways without necessarily being included in the drawings. Figures 1 to 3 , FIG. 4A to FIG. 4B as well as Figures 5 to 10 , other drawings and / or other features described and shown in the accompanying disclosure, even if such combination or combinations are not explicitly shown herein. Similarly, additional features not limited to the examples presented may be combined with some or all of the features shown and described herein. Figure 1-Figure 3 , Figure 4A-4B and Figure 5-Figure 10 The schematic illustrations of the examples described in the drawings are not meant to imply structural limitations with respect to the illustrative examples. On the contrary, although an illustrative structure is indicated, it should be understood that the structure can be modified when appropriate. Therefore, modifications, additions and / or omissions may be made to the structure shown. In addition, elements, features and / or components serving similar or at least substantially similar purposes may be used in the drawings. Figures 1 to 3 , FIG. 4A to FIG. 4B as well as Figures 5 to 10 Each of the figures in the drawings is labeled with the same reference numerals, and such elements, features and / or components may not be referred to herein. Figures 1 to 3 , FIG. 4A to FIG. 4B as well as Figures 5 to 10 Each of the figures in the drawings is discussed in detail. Similarly, all elements, features and / or components may not be Figures 1 to 3 , FIG. 4A to FIG. 4B as well as Figures 5 to 10 , but for consistency, the reference numerals associated therewith may be utilized herein.

[0081] In the above mentioned Figure 11-Figure 28 In the disclosure, the blocks may represent operations, steps and / or parts thereof, and the lines connecting the various blocks do not imply any particular order or dependency of the operations or parts thereof. It will be understood that not all dependencies between the various disclosed operations are necessarily represented. Figures 11 to 28 The attached disclosure describing the operation of the disclosed method set forth in this article should not be interpreted as necessarily determining the order in which the operations will be performed. On the contrary, although an illustrative order is indicated, it should be understood that the order of operations can be modified when appropriate. Therefore, the illustrated operations can be modified, added and / or omitted, and certain operations can be performed in different orders or simultaneously. In addition, those skilled in the art will recognize that not all described operations need to be performed.

[0082] Further, references throughout this specification to features, advantages, or similar language used herein do not mean that all features and advantages that can be implemented with the examples disclosed herein should be, or are, in any single example. Rather, language referring to features and advantages is understood to mean that a particular feature, advantage, or characteristic described in conjunction with an example is included in at least one example. Thus, discussions of features, advantages, and similar language used throughout this disclosure may, but do not necessarily, refer to the same example.

[0083] Examples of the subject matter disclosed herein can be found in Fig.29 Rotorcraft manufacturing and maintenance method 2900 as shown and as Fig.30 3000 is described in the context of the rotorcraft 3000 shown. In one or more embodiments, the disclosed method and system for associating test data of a component to be tested with an end-article coordinate system can be used in rotorcraft manufacturing. During pre-production, manufacturing and maintenance method 2900 may include specification and design of rotorcraft 3000 (block 2902) and material procurement (block 2904). During production, component and subassembly manufacturing (block 2906) and system integration (block 2908) of rotorcraft 3000 may be performed. Thereafter, rotorcraft 3000 may undergo certification and delivery (block 2910) to be put into service (block 2912). In use, rotorcraft 3000 may be scheduled for routine maintenance and service (block 2914). Routine maintenance and service may include modification, reconfiguration, refurbishment, etc. of one or more systems of rotorcraft 3000.

[0084] Each process of manufacturing and maintenance method 2900 may be performed or carried out by a system integrator, a third party, and / or an operator (e.g., a customer). For purposes of this description, a system integrator may include, but is not limited to, any number of rotorcraft manufacturers and major system subcontractors; a third party may include, but is not limited to, any number of vendors, subcontractors, and suppliers; and an operator may be an airline, a leasing company, a military entity, a service organization, etc.

[0085] like Fig.30 As shown, rotorcraft 3000 produced by manufacturing and maintenance method 2900 may include fuselage 3002 having multiple high-level systems 3004 and interior 3006. Examples of high-level systems 3004 include one or more of propulsion system 3008, electrical system 3010, hydraulic system 3012, and environmental system 3014. Any number of other systems may be included. Although an aerospace example is shown, the principles disclosed herein may be applied to other industries, such as the automotive industry. Therefore, in addition to rotorcraft 3000, the principles disclosed herein may be applicable to other vehicles, such as land vehicles, marine vehicles, space vehicles, etc.

[0086] The disclosed systems and methods for associating test data for a tested component with an end-article coordinate system may be employed during any one or more stages of manufacturing and service method 2900. For example, components or subassemblies corresponding to component and subassembly manufacturing (block 2906) may be fabricated or manufactured in a manner similar to components or subassemblies produced when rotorcraft 3000 is placed in service (block 2912). Moreover, one or more examples of the system(s), method(s), or a combination thereof may be utilized during the production stage (blocks 2906 and 2908), for example, by significantly speeding up assembly of rotorcraft 3000 or reducing the cost of rotorcraft 3000. Similarly, for example, but not limited to, one or more examples of system or method implementations or a combination thereof may be utilized when rotorcraft 3000 is placed in service (block 2912) and / or during maintenance and service (block 2914).

[0087] The described features, advantages and characteristics of an example may be combined in one or more other examples in any suitable manner. Those skilled in the relevant art will recognize that the examples described herein may be practiced without one or more specific features or advantages of a specific example. In other examples, additional features and advantages may be identified in certain examples that may not be present in all examples. In addition, although various examples of landing gear assembly 100, rotorcraft 200 and rotorcraft method 1100, 1200, 1300, 1400, 1500, 1600, 1700, 1800, 1900, 2000, 2100, 2200, 2300, 2400, 2500, 2600, 2700, 2800 have been shown and described, modifications may be conceived by those skilled in the art when reading the specification. The present application includes such modifications and is limited only by the scope of the claims.

Claims

1. A landing gear assembly for a rotorcraft, comprising: a shock absorber, the shock absorber comprising a force sensor for detecting a pressure of an incompressible fluid within the shock absorber; and a temperature sensor, the temperature sensor being used to detect the temperature of the incompressible fluid; a ground support assembly pivotally coupled to the shock absorber and comprising a shaft and a ground contacting element rotationally or pivotally movable relative to the shaft; as well as A fuselage linkage assembly is pivotally coupled to at least one of the shock absorber and the ground support assembly and includes a position sensor for detecting movement of the shaft between a compressed state and an uncompressed state of the shock absorber.

2. The landing gear assembly according to claim 1, wherein: The fuselage attachment assembly defines a geometry of the landing gear assembly, the geometry comprising at least one of a telescoping landing gear geometry, an articulated landing gear geometry, and a semi-articulated landing gear geometry.

3. The landing gear assembly of claim 1, the fuselage coupling assembly further comprising a retraction actuator having an extended position and a retracted position, wherein: As the retraction actuator reaches the extended position, the landing gear assembly extends, and as the retraction actuator reaches the retracted position, the landing gear assembly retracts.

4. The landing gear assembly according to claim 1, wherein: The compressed state of the shock absorber indicates that the ground support assembly is in contact with a landing surface after overcoming the preload force on the shock absorber.

5. The landing gear assembly according to claim 1, wherein: The uncompressed state of the shock absorber indicates that the ground support assembly is not in contact with a landing surface until a preload force on the shock absorber is overcome.

6. The landing gear assembly according to claim 1, wherein: The force sensor is configured to provide a force signal indicative of a pressure of the incompressible fluid within the shock absorber to an attitude control system in a fuselage of the rotorcraft.

7. The landing gear assembly according to claim 6, wherein: The temperature sensor is configured to provide a temperature signal indicative of a temperature of the incompressible fluid within the shock absorber to the attitude control system of the rotorcraft.

8. The landing gear assembly according to claim 7, wherein: The attitude control system is configured to process the force signal and the temperature signal to determine a force measurement indicative of a static compressive force within the shock absorber.

9. The landing gear assembly according to claim 8, wherein: The attitude control system is configured to process the force measurements to determine a vertical force measurement indicative of a static vertical force on the ground support assembly.

10. The landing gear assembly according to claim 8, wherein: The attitude control system is configured to determine whether the ground-contacting element of the ground-support assembly is in contact or out of contact with a landing surface based at least in part on the force measurements.

11. The landing gear assembly according to claim 8, wherein: The attitude control system is configured to control flight dynamics of the rotorcraft in conjunction with a takeoff procedure or a landing procedure of the rotorcraft based at least in part on the force measurements.

12. The landing gear assembly according to claim 8, wherein: The position sensor is configured to provide a position signal related to the position of the shaft to the attitude control system of the rotorcraft.

13. The landing gear assembly according to claim 12, wherein: The attitude control system is configured to process the position signal relative to a predetermined reference point on the rotorcraft to determine a position measurement indicative of a position of the shaft relative to a position between the compressed and uncompressed states of the shock absorber.

14. The landing gear assembly according to claim 13, wherein: The attitude control system is configured to process the force measurements and the position measurements to determine whether the ground-contacting element of the ground-support assembly is in contact with a landing surface or is not in contact with the landing surface.

15. The landing gear assembly according to claim 13, wherein: The attitude control system is configured to control flight dynamics of the rotorcraft in conjunction with a takeoff procedure or a landing procedure of the rotorcraft based at least in part on the force measurements and the position measurements.

16. The landing gear assembly of claim 13, wherein: The attitude control system is configured to determine a series of force measurements and a corresponding series of position measurements during a takeoff procedure or a landing procedure of the rotorcraft, to compare the series of force measurements and the series of position measurements to a predetermined force-position characteristic of the landing gear assembly, and to determine a health condition of the landing gear assembly.

17. The landing gear assembly of claim 1, wherein: The position sensor is configured to provide a position signal related to the position of the shaft to an attitude control system in a fuselage of the rotorcraft.

18. The landing gear assembly of claim 17, wherein: The attitude control system is configured to process the position signal relative to a predetermined reference point on the rotorcraft to determine a position measurement indicative of a position of the shaft relative to a position between the compressed and uncompressed states of the shock absorber.

19. The landing gear assembly of claim 18, wherein: The attitude control system is configured to process the position measurements to determine whether the ground-contacting element of the ground-support assembly is in contact with a landing surface or is not in contact with the landing surface.

20. The landing gear assembly of claim 18, wherein: The attitude control system is configured to control flight dynamics of the rotorcraft based at least in part on the position measurements and in conjunction with a takeoff procedure or a landing procedure of the rotorcraft.

21. A rotorcraft, comprising: a first landing gear assembly supporting a first portion of the rotorcraft when the first landing gear assembly contacts a landing surface, the first landing gear assembly comprising a first force sensor for detecting a pressure of an incompressible fluid within a first shock absorber of the first landing gear assembly; a first temperature sensor for detecting a temperature of the incompressible fluid within the first shock absorber; and a first position sensor for detecting movement of a first shaft in a first ground support assembly of the first landing gear assembly between a compressed state and an uncompressed state of the first shock absorber; a second landing gear assembly that supports at least a second portion of the rotorcraft when the second landing gear assembly contacts the landing surface, the second landing gear assembly including a second force sensor that senses a pressure of an incompressible fluid within a second shock absorber of the second landing gear assembly; a second temperature sensor, the second temperature sensor being used to detect the temperature of the incompressible fluid in the second shock absorber; and a second position sensor for detecting movement of a second shaft in a second ground support assembly of the second landing gear assembly between a compressed state and an uncompressed state of the second shock absorber; as well as an attitude control system for controlling flight dynamics of the rotorcraft based at least in part on a first force signal received from the first force sensor, a first temperature signal received from the first temperature sensor, a first position signal related to a position of the first shaft received from the first position sensor, a second force signal received from the second force sensor, a second temperature signal received from the second temperature sensor, and a second position signal related to a position of the second shaft received from the second position sensor.

22. The rotary wing aircraft according to claim 21, wherein: the attitude control system processing the first force signal and the first temperature signal to determine a first force measurement indicative of a first static compressive force within the first shock absorber of the first landing gear assembly, wherein the attitude control system uses the first force measurement to determine whether a first ground-contacting element in the first ground support assembly of the first landing gear assembly is in contact with the landing surface or not in contact with the landing surface, wherein the attitude control system processes the second force signal and the second temperature signal to determine a second force measurement value indicative of a second static compressive force within the second shock absorber of the second landing gear assembly, and Wherein, the attitude control system uses the second force measurement to determine whether a second ground-contacting element in the second ground supporting assembly of the second landing gear assembly is in contact with the landing surface or not in contact with the landing surface.

23. The rotary wing aircraft according to claim 22, wherein: the attitude control system processing the first force measurement to determine a first vertical force measurement indicative of a first static vertical force on the first ground support assembly, and Wherein the attitude control system processes the second force measurement to determine a second vertical force measurement indicative of a second static vertical force on the second ground support assembly.

24. The rotary wing aircraft according to claim 22, wherein: During a landing procedure of the rotorcraft that begins with the first landing gear assembly and the second landing gear assembly not in contact with the landing surface, the attitude control system determines that the first landing gear assembly begins to contact the landing surface based at least in part on the first force measurement, and controls flight dynamics of the rotorcraft based at least in part on the first force measurement and the second force measurement to bring the second landing gear assembly into contact with the landing surface and manage the first static compression force within the first shock absorber to avoid or mitigate damage to the rotorcraft during the landing procedure due to the first static compression force.

25. The rotary wing aircraft of claim 22, wherein: During a takeoff procedure for the rotorcraft that begins with the first landing gear assembly and the second landing gear assembly in contact with the landing surface, the attitude control system determines that the first landing gear assembly is no longer in contact with the landing surface based at least in part on the first force measurement, and controls flight dynamics of the rotorcraft based at least in part on the first force measurement and the second force measurement to break the second landing gear assembly out of contact with the landing surface and manage the second static compression force within the second shock absorber to avoid or mitigate damage to the rotorcraft during the takeoff procedure due to the second static compression force.

26. The rotary wing aircraft of claim 22, wherein: the attitude control system processing the first position signal relative to a first predetermined reference point on the rotorcraft to determine a first position measurement indicative of a position of the first shaft relative to a position between a compressed state and an uncompressed state of the first shock absorber, wherein the attitude control system uses the first force measurement and the first position measurement to determine whether the first ground-contacting element is in contact with the landing surface or not in contact with the landing surface, wherein the attitude control system processes the second position signal relative to a second predetermined reference point on the rotorcraft to determine a second position measurement indicating a position of the second shaft relative to a position between a compressed state and an uncompressed state of the second shock absorber, and Wherein the attitude control system uses the second force measurement and the second position measurement to determine whether the second ground-contacting element is in contact with the landing surface or not in contact with the landing surface.

27. The rotorcraft of claim 26, wherein: During a landing procedure of the rotorcraft beginning with the first landing gear assembly and the second landing gear assembly not in contact with the landing surface, the attitude control system determines that the first landing gear assembly is in contact with the landing surface based at least in part on the first force measurement and the first position measurement, and controls flight dynamics of the rotorcraft based at least in part on the first force measurement, the first position measurement, the second force measurement, and the second position measurement to bring the second landing gear assembly into contact with the landing surface and manage the first static compression force within the first shock absorber to avoid or mitigate damage to the rotorcraft due to the first static compression force during the landing procedure.

28. The rotorcraft of claim 26, wherein: During a takeoff procedure for the rotorcraft beginning with the first landing gear assembly and the second landing gear assembly in contact with the landing surface, the attitude control system determines that the first landing gear assembly is no longer in contact with the landing surface based at least in part on the first force measurement and the first position measurement, and controls flight dynamics of the rotorcraft based at least in part on the first force measurement, the first position measurement, the second force measurement, and the second position measurement to break the second landing gear assembly out of contact with the landing surface and manage the second static compression force within the second shock absorber to avoid or mitigate damage to the rotorcraft during the takeoff procedure due to the second static compression force.

29. The rotary wing aircraft of claim 22, wherein: the attitude control system processing the first position signal relative to a first predetermined reference point on the rotorcraft to determine a first position measurement indicative of a position of the first shaft relative to a position between a compressed state and an uncompressed state of the first shock absorber, wherein the attitude control system uses the first position measurement to determine whether the first ground-contacting element is in contact with the landing surface or not in contact with the landing surface, wherein the attitude control system processes the second position signal relative to a second predetermined reference point on the rotorcraft to determine a second position measurement indicating a position of the second shaft relative to a position between a compressed state and an uncompressed state of the second shock absorber, and Wherein the attitude control system uses the second position measurement to determine whether the second ground-contacting element is in contact with the landing surface or not in contact with the landing surface.

30. The rotary wing aircraft according to claim 29, wherein: During a landing procedure of the rotorcraft that begins with the first landing gear assembly and the second landing gear assembly not contacting the landing surface, the attitude control system determines that the first landing gear assembly is in contact with the landing surface based at least in part on the first position measurement, and controls flight dynamics of the rotorcraft based at least in part on the first position measurement and the second position measurement to bring the second landing gear assembly into contact with the landing surface and manage the first static compression force within the first shock absorber to avoid or mitigate damage to the rotorcraft during the landing procedure due to the first static compression force.

31. The rotorcraft of claim 29, wherein: During a takeoff procedure for the rotorcraft that begins with the first landing gear assembly and the second landing gear assembly in contact with the landing surface, the attitude control system determines that the first landing gear assembly is no longer in contact with the landing surface based at least in part on the first position measurement, and controls flight dynamics of the rotorcraft based at least in part on the first position measurement and the second position measurement to move the second landing gear assembly out of contact with the landing surface and manage the second static compressive force within the second shock absorber to avoid or mitigate damage to the rotorcraft during the takeoff procedure due to the second static compressive force.

32. The rotorcraft of claim 21, further comprising: a third landing gear assembly supporting at least a third portion of the rotorcraft when the third landing gear assembly is in contact with the landing surface, the third landing gear assembly including a third force sensor for sensing a pressure of an incompressible fluid within a third shock absorber of the third landing gear assembly; a third temperature sensor, the third temperature sensor being used to detect the temperature of the incompressible fluid in the third shock absorber; and a third position sensor for detecting movement of a third shaft in a third ground support assembly of the third landing gear assembly between a compressed state and an uncompressed state of the third shock absorber, The attitude control system controls the flight dynamics of the rotorcraft at least in part based on a third force signal received from the third force sensor, a third temperature signal received from the third temperature sensor, and a third position signal related to the position of the third axis received from the third position sensor.

33. The rotorcraft of claim 32, wherein: the attitude control system processing the first force signal and the first temperature signal to determine a first force measurement indicative of a first static compressive force within the first shock absorber of the first landing gear assembly, wherein the attitude control system uses the first force measurement to determine whether a first ground-contacting element in the first ground support assembly of the first landing gear assembly is in contact with the landing surface or not in contact with the landing surface, wherein the attitude control system processes the second force signal and the second temperature signal to determine a second force measurement value indicative of a second static compressive force within the second shock absorber of the second landing gear assembly, wherein the attitude control system uses the second force measurement to determine whether a second ground-contacting element in the second ground support assembly of the second landing gear assembly is in contact with the landing surface or not in contact with the landing surface, wherein the attitude control system processes the third force signal and the third temperature signal to determine a third force measurement indicative of a third static compressive force within the third shock absorber of the third landing gear assembly, and Wherein the attitude control system uses the third force measurement to determine whether a third ground-contacting element in the third ground support assembly of the third landing gear assembly is in contact with the landing surface or not in contact with the landing surface.

34. The rotorcraft of claim 33, wherein: the attitude control system processing the first force measurement to determine a first vertical force measurement indicative of a first static vertical force on the first ground support assembly, wherein the attitude control system processes the second force measurement to determine a second vertical force measurement indicative of a second static vertical force on the second ground support assembly, and Wherein the attitude control system processes the third force measurement to determine a third vertical force measurement indicative of a third static vertical force on the third ground support assembly.

35. The rotorcraft of claim 33, wherein: During ground operation of the rotorcraft with the rotors stopped, the attitude control system determines that the first landing gear assembly is in contact with the landing surface based at least in part on the first force measurement, determines that the second landing gear assembly is in contact with the landing surface based at least in part on the second force measurement, determines that the third landing gear assembly is in contact with the landing surface based at least in part on the third force measurement, determines a current weight of the rotorcraft based at least in part on the first force measurement, and determines a current center of gravity position of the rotorcraft.

36. The rotorcraft of claim 33, wherein: the attitude control system processing the first position signal relative to a first predetermined reference point on the rotorcraft to determine a first position measurement indicative of a position of the first shaft relative to a position between a compressed state and an uncompressed state of the first shock absorber, wherein the attitude control system uses the first force measurement and the first position measurement to determine whether the first ground-contacting element is in contact with the landing surface or not in contact with the landing surface, wherein the attitude control system processes the second position signal relative to a second predetermined reference point on the rotorcraft to determine a second position measurement indicating a position of the second shaft relative to a position between a compressed state and an uncompressed state of the second shock absorber, wherein the attitude control system uses the second force measurement and the second position measurement to determine whether the second ground-contacting element is in contact with the landing surface or not in contact with the landing surface, wherein the attitude control system processes the third position signal relative to a third predetermined reference point on the rotorcraft to determine a third position measurement indicating a position of the third shaft relative to a position between a compressed state and an uncompressed state of the third shock absorber, and Wherein the attitude control system uses the third force measurement and the third position measurement to determine whether the third ground-contacting element is in contact with the landing surface or not in contact with the landing surface.

37. The rotorcraft of claim 36, wherein: During ground operation of the rotorcraft with the rotors stopped, the attitude control system determines that the first landing gear assembly is in contact with the landing surface based at least in part on the first force measurement and the first position measurement, determines that the second landing gear assembly is in contact with the landing surface based at least in part on the second force measurement and the second position measurement, determines that the third landing gear assembly is in contact with the landing surface based at least in part on the third force measurement and the third position measurement, determines a current weight of the rotorcraft based at least in part on the first force measurement, the first position measurement, the second force measurement, the second position measurement, the third force measurement, and the third position measurement, and determines a current center of gravity position of the rotorcraft.

38. The rotorcraft of claim 32, wherein: the attitude control system processing the first position signal relative to a first predetermined reference point on the rotorcraft to determine a first position measurement indicative of a position of the first shaft relative to a position between a compressed state and an uncompressed state of the first shock absorber, wherein the attitude control system uses the first position measurement to determine whether the first ground-contacting element is in contact with the landing surface or not in contact with the landing surface, wherein the attitude control system processes the second position signal relative to a second predetermined reference point on the rotorcraft to determine a second position measurement indicating a position of the second shaft relative to a position between a compressed state and an uncompressed state of the second shock absorber, wherein the attitude control system uses the second position measurement to determine whether the second ground-contacting element is in contact with the landing surface or not in contact with the landing surface, wherein the attitude control system processes the third position signal relative to a third predetermined reference point on the rotorcraft to determine a third position measurement indicating a position of the third shaft relative to a position between a compressed state and an uncompressed state of the third shock absorber, and Wherein the attitude control system uses the third position measurement to determine whether a third ground-contacting element is in contact with the landing surface or not in contact with the landing surface.

39. The rotorcraft of claim 38, wherein: During ground operation of the rotorcraft with the rotors stopped, the attitude control system determines that the first landing gear assembly is in contact with the landing surface based at least in part on the first position measurement, determines that the second landing gear assembly is in contact with the landing surface based at least in part on the second position measurement, determines that the third landing gear assembly is in contact with the landing surface based at least in part on the third position measurement, determines a current weight of the rotorcraft based at least in part on the first position measurement, the second position measurement, and the third position measurement and determines a current center of gravity position of the rotorcraft.

40. A rotorcraft method comprising: receiving a force signal from a force sensor of a shock absorber in a landing gear assembly of a rotorcraft in response to the force sensor detecting a pressure of an incompressible fluid within the shock absorber; in response to a temperature sensor of the shock absorber detecting a temperature of the incompressible fluid, receiving a temperature signal from the temperature sensor; as well as The force signal and the temperature signal are processed to determine a force measurement indicative of a static compressive force within the shock absorber.

41. The rotorcraft method of claim 40, further comprising: The force measurements are processed to determine a vertical force measurement indicative of a static vertical force on a ground support assembly of the rotorcraft.

42. The rotorcraft method of claim 40, further comprising: determining a series of force measurements during a takeoff procedure or a landing procedure of the rotorcraft; comparing the series of force measurements to a predetermined force characteristic of the landing gear assembly; as well as A health of the landing gear assembly is determined based at least in part on the comparison.

43. The rotorcraft method of claim 40, further comprising: receiving a position signal from a position sensor of a fuselage attachment assembly in the landing gear assembly, the position signal being related to a position of the shaft, in response to the position sensor of the position sensor detecting movement of a shaft of a ground support assembly in the landing gear assembly between a compressed state and an uncompressed state of the shock absorber; as well as The position signal is processed relative to a predetermined reference point on the rotorcraft to determine a position measurement indicative of a position of the shaft relative to a position between a compressed state and an uncompressed state of the shock absorber.

44. The rotorcraft method of claim 43, further comprising: determining a series of force measurements and a corresponding series of position measurements during a takeoff procedure or a landing procedure of the rotorcraft; comparing the series of force measurements and the series of position measurements to a predetermined force-position characteristic of the landing gear assembly; as well as A health of the landing gear assembly is determined based at least in part on the comparison.

45. The rotorcraft method of claim 43, further comprising: determining a series of position measurements during a takeoff procedure or a landing procedure of the rotorcraft; comparing the series of position measurements to a predetermined position characteristic of the landing gear assembly; as well as A health of the landing gear assembly is determined based at least in part on the comparison.

46. ​​The rotorcraft method of claim 40, further comprising: A determination is made based at least in part on the force measurements whether a ground contacting element of a ground support assembly in the landing gear assembly is in contact with a landing surface or not in contact with the landing surface.

47. The rotorcraft method of claim 40, further comprising: Flight dynamics of the rotorcraft are controlled in conjunction with a takeoff procedure or a landing procedure of the rotorcraft based at least in part on the force measurements.

48. The rotorcraft method of claim 40, further comprising: receiving a position signal from a position sensor of a fuselage attachment assembly in the landing gear assembly, the position signal being related to a position of the shaft, in response to the position sensor of the position sensor detecting movement of a shaft of a ground support assembly in the landing gear assembly between a compressed state and an uncompressed state of the shock absorber; as well as The position signal is processed relative to a predetermined reference point on the rotorcraft to determine a position measurement indicative of a position of the shaft relative to a position between a compressed state and an uncompressed state of the shock absorber.

49. The rotorcraft method of claim 48, further comprising: A determination is made whether a ground-contacting element of the ground-supporting assembly in the landing gear assembly is in contact with a landing surface or not in contact with the landing surface based at least in part on the force measurements and the position measurements.

50. The rotorcraft method of claim 48, further comprising: Flight dynamics of the rotorcraft are controlled in conjunction with a takeoff procedure or a landing procedure of the rotorcraft based at least in part on the force measurements and the position measurements.

51. The rotorcraft method of claim 48, further comprising: A determination is made based at least in part on the position measurements whether a ground-contacting element of the ground-supporting assembly in the landing gear assembly is in contact with a landing surface or not in contact with the landing surface.

52. The rotorcraft method of claim 48, further comprising: Flight dynamics of the rotorcraft are controlled in conjunction with a takeoff procedure or a landing procedure of the rotorcraft based at least in part on the position measurements.

53. The rotorcraft method of claim 40, further comprising: receiving a second force signal from a second force sensor of a second shock absorber in a second landing gear assembly of the rotorcraft in response to the second force sensor of the second shock absorber detecting a pressure of an incompressible fluid within the second shock absorber; in response to a second temperature sensor of the second shock absorber detecting a temperature of the incompressible fluid, receiving a second temperature signal from the second temperature sensor; as well as The second force signal and the second temperature signal are processed to determine a second force measurement indicative of a second static compressive force within the second shock absorber.

54. The rotorcraft method of claim 53, further comprising: The second force measurement is processed to determine a second vertical force measurement indicative of a second static vertical force on a second ground support assembly of the rotorcraft.

55. The rotorcraft method of claim 53, further comprising: determining whether a ground-contacting element in a ground support assembly of the landing gear assembly is in contact with a landing surface or not in contact with the landing surface based at least in part on the force measurements; as well as A determination is made based at least in part on the second force measurement whether a second ground-contacting element in a second ground supporting assembly of the second landing gear assembly is in contact with the landing surface or not in contact with the landing surface.

56. The rotorcraft method of claim 55, during a landing procedure of the rotorcraft beginning with the landing gear assembly and the second landing gear assembly not in contact with the landing surface, the method further comprising: determining that the landing gear assembly has initiated contact with the landing surface based at least in part on the force measurements; as well as and controlling flight dynamics of the rotorcraft based at least in part on the force measurement and the second force measurement to bring the second landing gear assembly into contact with the landing surface and to manage the static compression force within the shock absorber to avoid or mitigate damage to the rotorcraft due to the static compression force during the landing procedure.

57. The rotorcraft method of claim 55, during a takeoff sequence of the rotorcraft beginning with the landing gear assembly and the second landing gear assembly contacting the landing surface, the method further comprising: determining that the landing gear assembly is no longer in contact with the landing surface based at least in part on the force measurements; as well as and controlling flight dynamics of the rotorcraft based at least in part on the force measurement and the second force measurement to disengage the second landing gear assembly from contact with the landing surface and to manage the second static compression force within the second shock absorber to avoid or mitigate damage to the rotorcraft during the takeoff procedure due to the second static compression force.

58. The rotorcraft method of claim 53, further comprising: receiving a position signal from a position sensor of a fuselage attachment assembly in the landing gear assembly, the position signal being related to a position of the shaft, in response to the position sensor of the position sensor detecting movement of a shaft of a ground support assembly in the landing gear assembly between a compressed state and an uncompressed state of the shock absorber; processing the position signal relative to a predetermined reference point on the rotorcraft to determine a position measurement indicative of a position of the shaft relative to a position between a compressed state and an uncompressed state of the shock absorber; receiving a second position signal from a second position sensor of a second fuselage attachment assembly in the second landing gear assembly, the second position signal being related to a position of the second shaft, in response to the second position sensor of the second fuselage attachment assembly in the second landing gear assembly detecting movement of a second shaft of a second ground support assembly in the second landing gear assembly between a compressed state and an uncompressed state of the second shock absorber; as well as The second position signal is processed relative to a second predetermined reference point on the rotorcraft to determine a second position measurement indicative of a position of the second shaft relative to a position between a compressed state and an uncompressed state of the second shock absorber.

59. The rotorcraft method of claim 58, further comprising: determining whether a ground-contacting element in the ground support assembly of the landing gear assembly is in contact with a landing surface or not in contact with the landing surface based at least in part on the force measurements and the position measurements; as well as A determination is made whether a second ground-contacting element in the second ground-supporting assembly of the second landing gear assembly is in contact with the landing surface or not in contact with the landing surface based at least in part on the second force measurement and the second position measurement.

60. The rotorcraft method of claim 59, during a landing procedure of the rotorcraft beginning with the landing gear assembly and the second landing gear assembly not in contact with the landing surface, the method further comprising: determining that the landing gear assembly is in contact with the landing surface based at least in part on the force measurements and the position measurements; as well as and controlling flight dynamics of the rotorcraft based at least in part on the force measurement, the position measurement, the second force measurement, and the second position measurement to bring the second landing gear assembly into contact with the landing surface and to manage the static compression force within the shock absorber to avoid or mitigate damage to the rotorcraft due to the static compression force during the landing procedure.

61. The rotorcraft method of claim 59, during a takeoff procedure for the rotorcraft beginning with the landing gear assembly and the second landing gear assembly contacting the landing surface, the method further comprising: determining that the landing gear assembly is no longer in contact with the landing surface based at least in part on the force measurement and the position measurement; as well as and controlling flight dynamics of the rotorcraft based at least in part on the force measurement, the position measurement, the second force measurement, and the second position measurement to disengage the second landing gear assembly from contact with the landing surface and to manage the second static compression force within the second shock absorber to avoid or mitigate damage to the rotorcraft during the takeoff procedure due to the second static compression force.

62. The rotorcraft method of claim 59, during a landing procedure of the rotorcraft beginning with the landing gear assembly and the second landing gear assembly not in contact with the landing surface, the method further comprising: determining that the landing gear assembly has initiated contact with the landing surface based at least in part on the position measurements; as well as and controlling flight dynamics of the rotorcraft based at least in part on the position measurement and the second position measurement to bring the second landing gear assembly into contact with the landing surface and to manage the static compression forces within the shock absorber to avoid or mitigate damage to the rotorcraft due to the static compression forces during the landing procedure.

63. The rotorcraft method of claim 59, during a takeoff procedure for the rotorcraft beginning with the landing gear assembly and the second landing gear assembly contacting the landing surface, the method further comprising: determining that the landing gear assembly is no longer in contact with the landing surface based at least in part on the position measurement; as well as and controlling flight dynamics of the rotorcraft based at least in part on the position measurement and the second position measurement to disengage the second landing gear assembly from contact with the landing surface and to manage the second static compression force within the second shock absorber to avoid or mitigate damage to the rotorcraft during the takeoff procedure due to the second static compression force.

64. The rotorcraft method of claim 40, further comprising: receiving a second force signal from a second force sensor of a second shock absorber in a second landing gear assembly of the rotorcraft in response to the second force sensor of the second shock absorber detecting a pressure of an incompressible fluid within the second shock absorber; in response to a second temperature sensor of the second shock absorber detecting a temperature of the incompressible fluid, receiving a second temperature signal from the second temperature sensor; processing the second force signal and the second temperature signal to determine a second force measurement indicative of a second static compressive force within the second shock absorber; receiving a third force signal from a third force sensor of a third shock absorber in a third landing gear assembly of the rotorcraft in response to the third force sensor of the third shock absorber detecting a pressure of an incompressible fluid within the third shock absorber; In response to a third temperature sensor of the third shock absorber detecting a temperature of the incompressible fluid, receiving a third temperature signal from the third temperature sensor; and The third force signal and the third temperature signal are processed to determine a third force measurement indicative of a third static compressive force within the third shock absorber.

65. The rotorcraft method of claim 64, further comprising: processing the second force measurement to determine a second vertical force measurement indicative of a second static vertical force on a second ground support assembly of the rotorcraft; as well as The third force measurement is processed to determine a third vertical force measurement indicative of a third static vertical force on a third ground support assembly of the rotorcraft.

66. The rotorcraft method of claim 64, during ground operation of the rotorcraft with rotors stopped, the method further comprising: determining that the landing gear assembly is in contact with a landing surface based at least in part on the force measurements; determining that the second landing gear assembly is in contact with the landing surface based at least in part on the second force measurement; determining that the third landing gear assembly is in contact with the landing surface based at least in part on the third force measurement; as well as A current weight and a current center of gravity position of the rotorcraft are determined based at least in part on the force measurement, the second force measurement, and the third force measurement.

67. The rotorcraft method of claim 64, further comprising: receiving a position signal from a position sensor of a fuselage attachment assembly in the landing gear assembly, the position signal being related to a position of the shaft, in response to the position sensor of the position sensor detecting movement of a shaft of a ground support assembly in the landing gear assembly between a compressed state and an uncompressed state of the shock absorber; processing the position signal relative to a predetermined reference point on the rotorcraft to determine a position measurement indicative of a position of the shaft relative to a position between a compressed state and an uncompressed state of the shock absorber; receiving a second position signal from a second position sensor of a second fuselage attachment assembly in the second landing gear assembly, the second position signal being related to a position of the second shaft, in response to the second position sensor of the second fuselage attachment assembly in the second landing gear assembly detecting movement of a second shaft of a second ground support assembly in the second landing gear assembly between a compressed state and an uncompressed state of the second shock absorber; processing the second position signal relative to a second predetermined reference point on the rotorcraft to determine a second position measurement indicating a position of the second shaft relative to a position between a compressed state and an uncompressed state of the second shock absorber; receiving a third position signal from a third position sensor of a third fuselage attachment assembly in the third landing gear assembly, the third position signal being related to a position of the third shaft, in response to the third position sensor of the third fuselage attachment assembly in the third landing gear assembly detecting movement of a third shaft of a third ground support assembly in the third landing gear assembly between a compressed state and an uncompressed state of the third shock absorber; as well as The third position signal is processed relative to a third predetermined reference point on the rotorcraft to determine a third position measurement indicative of a position of the third shaft relative to a position between a compressed state and an uncompressed state of the third shock absorber.

68. The rotorcraft method of claim 67, during ground operation of the rotorcraft with rotors stopped, the method further comprising: determining that the landing gear assembly is in contact with a landing surface based at least in part on the force measurements and the position measurements; determining that the second landing gear assembly is in contact with the landing surface based at least in part on the second force measurement and the second position measurement; determining that the third landing gear assembly is in contact with the landing surface based at least in part on the third force measurement and the third position measurement; as well as A current weight and a current center of gravity position of the rotorcraft are determined based at least in part on the force measurement, the position measurement, the second force measurement, the second position measurement, the third force measurement, and the third position measurement.

69. The rotorcraft method of claim 67, during ground operation of the rotorcraft with rotors stopped, the method further comprising: determining that the landing gear assembly is in contact with a landing surface based at least in part on the position measurements; determining that the second landing gear assembly is in contact with the landing surface based at least in part on the second position measurement; determining that the third landing gear assembly is in contact with the landing surface based at least in part on the third position measurement; as well as A current weight and a current center of gravity position of the rotorcraft are determined based at least in part on the position measurement, the second position measurement, and the third position measurement.

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