Landing gear with variable length and rotating wheel assembly

Abstract

A landing gear assembly for a vehicle having a fuselage includes an outer cylinder rotatably coupled to the fuselage about a first axis and having a longitudinal axis. An inner cylinder is partially disposed within the outer cylinder and is configured for reciprocating motion relative to the outer cylinder along the longitudinal axis. The landing gear assembly further includes a piston partially disposed within the inner cylinder and configured for reciprocating motion relative to the inner cylinder along the longitudinal axis. A link has a first end pivotally or rotatably coupled to the inner cylinder and a second end that is rotatably coupled to a trunnion fitting. Rotation of the outer cylinder about the first axis drives translation of the inner cylinder relative to the outer cylinder along the longitudinal axis and rotation of the inner cylinder relative to the piston about the longitudinal axis.

Description

LANDING GEAR WITH VARIABLE LENGTH AND ROTATING WHEEL ASSEMBLYBACKGROUND

[0001] Modem aircraft landing gear is typically retractable, i.e., reciprocal between a deployed position and a stowed position. In the deployed position, the landing gear extends downward from the aircraft to engage a ground surface and support the aircraft during takeoff, landing, and taxiing maneuvers. To improve aerodynamic efficiency, the landing gear is retracted to a stowed position when the aircraft is in flight. More specifically, the landing gear is stowed within a landing gear bay of the wing and / or the fuselage of the aircraft during flight. Maglev vehicles are known to use retractable landing gear in a similar manner to enable the landing gear to support the vehicle at a docking station and while limiting drag when the vehicle is travelling in the levitated state.

[0002] FIGURES 1 and 2 show an example of a known retractable landing gear assembly 30 for a vehicle 20, such as an aircraft, wherein FIGURE 1 shows the assembly in a deployed (extended) state, and FIGURE 2 shows the assembly in a stowed (retracted) position. The illustrated landing gear assembly 30 is disclosed in U.S. Patent Publication No. 2024 / 0367780, which published on November 7, 2024, and is assigned to Safran Landing Systems Canada Inc., the disclosure of which is incorporated herein, in its entirety, by reference.

[0003] The landing gear assembly 30 (referred to hereafter as “the landing gear” or “the landing gear 30”) includes a shock stmt 32, one end of which is rotatably coupled about an axis 90 to the fuselage 22. The shock stmt includes a piston 34, a portion of which is slidingly disposed within a cylinder 36. One or more wheels 40 are rotatably associated with the shock stmt 32 about an axis 92 so that the wheels are in rolling engagement with the ground when the landing gear 30 is extended and supporting the vehicle 20. A torque link assembly 38 is connected at one end to the piston 34 and at the other end to thecylinder 36 to prevent rotation of the piston and associated wheel(s) 40 relative to the cylinder.

[0004] A linear actuator 42 is coupled at one end to the fuselage 22 for rotation about an axis 96. A second end of the actuator 42 is rotatably coupled to the cylinder 36 about axis 94. Extension of the actuator 42 rotates the shock strut 32 about axis 90 in a counterclockwise direction (as shown in FIGURES 1 and 2) to move the landing gear 30 toward the stowed position. Conversely, retraction of the actuator 42 rotates the shock strut 32 about axis 90 in a clockwise direction (as shown in FIGURES 1 and 2) to move the landing gear 30 toward the deployed position.

[0005] The landing gear 30 includes an uplock assembly 50 that mechanically locks the landing gear in the stowed position during flight. The uplock assembly 50 includes a pin 52 mounted to the shock strut 32 and oriented to be parallel to the axis 90 of rotation of the shock strut. An uplock 54 is mounted within the landing gear bay and includes a rotatable uplock fitting 56 with a slot 58. As the landing gear 30 nears the stowed position, the slot 58 receives the pin 52. With the pin 52 disposed within the slot 58, the uplock fitting 56 rotates as the landing gear 30 continues toward the stowed position. When the landing gear 30 is in the stowed position, the uplock fitting 56 has rotated to and locked in a position wherein engagement of the pin 52 with the slot 58 maintains the landing gear 30 in stowed position, even in the event of an actuator 42 failure. When the landing gear 30 is to be deployed, the uplock fitting 56 rotates in the opposite direction, releasing the pin 52 from the slot 58, thereby disengaging the landing gear 30 from the uplock assembly 50.

[0006] Space within landing gear bays can be limited. For example, blended wing body aircraft utilize much of the fuselage space for cargo and passengers, particularly near the center of gravity of the aircraft. As a result, blended wing body aircraft typically lack area below the cabin to stow the main landing gear (“MLG”) tires, particularly at the center of gravity of the aircraft. As such an option is to position the landing gear such that the tires of the stowed landing gear are aft of the cabin. However, design criteria governing thelength and attachment location of a landing gear assembly often do not allow for positioning the tires of the stowed landing gear in this manner.

[0007] Space limitations in landing gear bays are further exacerbated by the orientation of the wheels when the landing gear assembly is stowed. Even if the landing gear assembly is designed to be positioned aft of the cabin, the diameter of the wheels may be such that the diameter of the wheels is greater than the depth, i.e., vertical height, of the landing gear bay.SUMMARY

[0008] Embodiments of retractable landing gear assembly with a variable length are set forth below according to technologies and methodologies of the present disclosure. When in a deployed position, the landing gear assembly is in a retracted state, i.e., the landing gear assembly has a shorter length. When in a stowed position, the landing gear assembly is in an extended state such that the landing gear has a longer length and the wheels are in a rotated position having a reduced height.

[0009] While the present disclosure describes various embodiments of retractable landing gear with respect to aircraft, it will be appreciated that the use of such landing gear is not limited to aircraft, and that other implementations, such as on maglev vehicles or any other suitable vehicles, should be considered within the scope of the present disclosure.

[0010] A representative embodiment of a landing gear assembly for a vehicle having a fuselage includes an outer cylinder rotatably coupled to the fuselage about a first axis and having a longitudinal axis. An inner cylinder is partially disposed within the outer cylinder and is configured for reciprocating motion relative to the outer cylinder along the longitudinal axis. The landing gear assembly further includes a piston partially disposed within the inner cylinder and configured for reciprocating motion relative to the inner cylinder along the longitudinal axis. A link has a first end pivotally or rotatably coupled to the inner cylinder and a second end that is rotatably coupled to a trunnion fitting. Rotation of the outer cylinder about the first axis drives translation of the inner cylinder relative tothe outer cylinder along the longitudinal axis and rotation of the inner cylinder relative to the piston about the longitudinal axis.

[0011] In any embodiment, the link extends in an inboard and aft direction from the inner cylinder when the landing gear is in the deployed position.

[0012] In any embodiment, the longitudinal trunnion axis extends in an inboard and aft direction from the second end of the link when the landing gear assembly is in the stowed position.

[0013] In any embodiment, the link extends in an outboard and aft direction from the inner cylinder when the landing gear is in the deployed position.

[0014] In any embodiment, the trunnion fitting is fixed in translation along the longitudinal trunnion axis.

[0015] In any embodiment, the first end of the link is rotatably coupled to the inner cylinder about a first link axis.

[0016] In any embodiment, the inner cylinder comprises a clevis, the first end of the link being rotatably coupled to the clevis about the second link axis.

[0017] In any embodiment, the second end of the link is rotatably coupled to the trunnion fitting about a second link axis.

[0018] In any embodiment, the second end of the link comprises a clevis, the second end of the trunnion fitting being rotatably coupled to the clevis about the second link axis.

[0019] In any embodiment, the landing gear assembly further includes a torque link, a first end of the torque link being rotatably to the inner cylinder, a second end of the torque link being rotatably coupled to the piston, wherein the torque link assembly restricts rotation of the piston about the longitudinal axis relative to the inner cylinder.

[0020] In any embodiment, the landing gear assembly further includes an actuator configured to rotate the outer cylinder about the first axis.

[0021] In any embodiment, the actuator is a linear actuator having a first end rotatably coupled to the fuselage and a second end rotatably coupled to the outer cylinder,wherein extension of the actuator rotates the outer cylinder in a first direction about the first axis, and retraction of the actuator rotates the outer cylinder in a second direction about the first axis.

[0022] In any embodiment, extension of the linear actuator drives the landing gear assembly toward the stowed position.

[0023] In any embodiment, retraction of the inner cylinder relative to the outer cylinder drives the landing gear toward the deployed position.

[0024] In any embodiment, the vehicle is a blended wing aircraft.

[0025] This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This summary is not intended to identify key features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.DESCRIPTION OF THE DRAWINGS

[0026] The foregoing aspects and many of the attendant advantages of the disclosed subject matter will become more readily appreciated as the same become better understood by reference to the following detailed description, when taken in conjunction with the accompanying drawings, wherein:

[0027] FIGURE 1 shows a side view of a known landing gear assembly in a deployed position;

[0028] FIGURE 2 shows a side view of the landing gear assembly of FIGURE 1 in a stowed position;

[0029] FIGURE 3 shows a side view of an embodiment of a landing gear assembly according to aspects of the present disclosure, wherein the landing gear assembly is in a deployed position;

[0030] FIGURE 4 shows an enlarged view thereof, wherein the actuator and wheel are removed for clarity;

[0031] FIGURE 5 shows a side cross-section view thereof through a centerline of an outer cylinder of the landing gear assembly;

[0032] FIGURE 6 shows a top plan view of the landing gear assembly of FIGURE 3;

[0033] FIGURE 7 shows an enlarged perspective view of an upper end of a drag link of the landing gear assembly of FIGURE 3;

[0034] FIGURE 8 shows a cross-sectional view of the landing gear assembly as indicated in FIGURE 4;

[0035] FIGURE 9 shows a side view of the landing gear assembly of FIGURE 3, wherein the landing gear assembly is in a deployed position; and

[0036] FIGURE 10 shows a top plan view thereof.DETAILED DESCRIPTION

[0037] Referring to FIGURES 3-10, a representative embodiment of a landing gear assembly 130 according to aspects of the present disclosure will be described. FIGURES 3-8 show the landing gear assembly 130 in a deployed position, and FIGURES 9 and 10 show the landing gear assembly 130 in a stowed position. In the deployed position, the landing gear assembly is rotated downward relative to the stowed position and supports the vehicle when on the ground.

[0038] In the stowed position of FIGURES 9 and 10, the landing gear assembly 130 is rotated upward relative to the deployed position and is disposed within the landing gear bay 124. In the illustrated embodiment, the landing gear bay 124 includes a forward section delimited by a first upper limit 126 and an aft section delimited by a second upper limit 128. Such a configuration may, for example, be present in a blended wing aircraft, wherein the first upper limit 126 is below the cabin, while the second upper limit 128 is aft of the cabin.

[0039] As will be explained in further detail, when the landing gear assembly 130 is in the stowed position, the landing gear assembly is in an extended state, and the landing gear wheel (or wheels) 132 is rotated about the longitudinal axis 302 of the shock strut. As a result of the extension, the wheel 132 is positioned further aft than if the landing gear assembly 130 had a fixed length, i.e., was not extendable. Accordingly, when the landinggear assembly 130 is stowed, the wheel 132 is positioned in the portion of the landing gear bay 124 under the second upper limit 128, where the landing gear bay has more room to accommodate the wheel. Further, in the stowed state, the landing gear wheel 132 has rotated relative to the deployed state such that the axle of the wheel 132 has rotated from the horizontal position of the deployed state to a position that includes a vertical component. That is, in the stowed state, the wheel 132 has been rotated such that the height of the wheel is less than the diameter of the wheel.

[0040] As disclosed herein, the landing gear assembly 130 is described as being mounted to an aircraft 120. However, it will be appreciated that the disclosed landing gear assembly 130 is not limited to aircraft and can be used with other vehicles. In this regard, embodiments of the disclosed landing gear assembly 130 may be used with a maglev vehicle or any other suitable vehicle that can utilize a retractable landing gear assembly.

[0041] Referring to FIGURES 3-5, the landing gear assembly 130 includes an elongate outer cylinder 140 rotatably mounted at a first end 142 to the aircraft 120 about an axis 300. A first end 152 of an elongate inner cylinder 150 is disposed within a cavity 146 of the outer cylinder 140, and a second end 154 of the inner cylinder 150 extends from a second end 144 of the outer cylinder 140. The inner cylinder 150 is configured for sliding translation relative to the outer cylinder 140 along the longitudinal axis 302. The inner cylinder 150 is also rotatable about longitudinal axis 302 relative to the outer cylinder 140.

[0042] A first end 162 of an elongate piston 160 is disposed within a cavity 156 formed in the inner cylinder 150, and a second end 164 of the piston 160 extends from the inner cylinder 150. The piston 160 is configured for sliding translation relative to the inner cylinder 150 along the longitudinal axis 302. The inner cylinder 150 and the piston 160 cooperate to function as a known shock strut, e.g., an oleo or air / oil strut. When the landing gear assembly 130 is deployed and supporting the aircraft 120 on the ground, the inner cylinder 150 and the piston 160 cooperate to absorb and to dissipate shock toads on the landing gear assembly 130.

[0043] The described embodiment provides an inner cylinder slidably disposed within an outer cylinder along an axis and a piston slidably disposed within the inner cylinder. It will be appreciated that the disclosed embodiment is exemplary only and should not be considered limiting. In this regard, any suitable configuration that allows slidable engagement of the inner cylinder within the outer cylinder along the central (longitudinal) axis may be utilized and should be considered within the scope of the present disclosure. In any embodiment, any suitable configuration that allows slidable engagement of the piston within the inner cylinder along a central (longitudinal) axis may be utilized and should be considered within the scope of the present disclosure.

[0044] A piston fitting 134 is mounted to or is integrally formed with the second end 164 of the piston 160. One or more wheels 132 is rotatably mounted to the piston fitting 134 about an axis 304. In any embodiment, the wheel or wheel 132 are mounted to an axle that is associated with the piston fitting 134. In any embodiment, the landing gear assembly includes a single wheel in line with or offset from the longitudinal axis 302. In any embodiment, a plurality of wheels 132 are mounted to multiple-axle bogies that are associated with the piston fitting 134. It will be appreciated that the disclosed landing gear is not limited to a particular number of wheels or mounting configurations for the one or more wheels.

[0045] As best shown in FIGURE 4, a torque link 180 includes an upper link 182 and a lower link 184. A first end of the upper link 182 is rotatably coupled about an axis 308 to the inner cylinder 150, and a second end of the upper link is rotatably coupled to a first end of a lower link 184 about an axis 306. A second end of the lower link 184 is rotatably coupled to the piston fitting 134 about an axis 310. Similar to known torque links, the disclosed torque link 180 prevents rotation of the piston 160 relative to the inner cylinder 150 about longitudinal axis 302, while allowing translational movement of the piston 160 relative to the inner cylinder 150 along longitudinal axis 302. As a result, the wheel 132 maintains a fixed orientation relative to the inner cylinder 150.

[0046] In the illustrated embodiment, the upper link 182 is rotatably coupled about axis 308 to a collar 170 that is mounted to the second end 154 of the inner cylinder 150. As shown in FIGURE 8, the collar 170 includes a first clevis 172 extending forward from the inner cylinder 150. The first clevis 172 provides a mounting feature to which a lug of the upper link 182 is rotatably mounted. The collar 170 further includes a second clevis 174 extending in an aft and inboard direction and forms an angle a relative to the first clevis 172. As will be described below, the second clevis 174 provides a mounting feature to which the lower end 194 of the drag link 190 is rotatably mounted about an axis 316.

[0047] It will be appreciated that illustrated embodiment is exemplary only. In any embodiment, the collar 170 or a portion thereof is integrally formed with the inner cylinder 150. In any embodiment, the upper link 182 and the drag link 190 are rotatably associated with the inner cylinder 150 in any suitable manner. In any embodiment, the angle a of the second clevis 174 relative to the first clevis 172 is any suitable angle. In any embodiment, the second clevis 174 extends in an aft and inboard direction from the inner cylinder 150 at any suitable angle.

[0048] Referring now to FIGURES 3, 4, and 6-8, an upper end 192 of the drag link 190 is coupled to the fuselage 122 by a trunnion fitting 200. A first end 202 of the trunnion fitting 200 is coupled to the fuselage to be rotatable about a central axis 312, which is fixedly positioned relative to the fuselage 122. The trunnion fitting 200 is also fixed in translation along axis 312. As second end 204 of the trunnion fitting 200 is rotatably coupled to the upper end 192 of the drag link 190 about axis 314.

[0049] In any embodiment, the axes 308 and 312 at the ends of the drag link 190 may be parallel to axis 300. In any embodiment, one end of the drag link 190 is pivotally coupled to the inner cylinder 150 about a pivot point and / or the other end of the drag link is pivotally coupled to the fuselage 122 about a pivot point.

[0050] The landing gear assembly 130 further includes an actuator 210 configured to selectively drive the landing gear assembly between the deployed position ofFIGURE 3 and the stowed position of FIGURE 9. In the illustrated embodiment, the actuator 210 is a linear actuator that includes a rod 214 partially disposed within a housing 212 and configured to selectively extend from and retract into the housing to drive reciprocating movement of the landing gear assembly 130.

[0051] In the illustrated embodiment, a first end of the actuator 210 is rotatably coupled to the fuselage 122 about a first axis 318, and a second end of the actuator is rotatably coupled to the outer cylinder 140 about a second axis 320. As best shown in FIGURE 10, the outer cylinder 140 includes an actuator fitting 148 coupled to or integrally formed with the outer cylinder. The second end of the actuator 210 is rotatably coupled to the actuator fitting 148 about an axis 320. In the illustrated embodiment, the first end of the actuator is the housing 212, and the second end of the actuator is the rod 214. In any embodiment, the first end of the actuator is the rod 214, and the second end of the actuator is the housing 212. In any embodiment, the first and / or second ends of the actuator 210 are pivotally coupled to the fuselage 122 and outer cylinder 140, respectively, by a ball joint or other suitable configuration.

[0052] Extension of the linear actuator 210 drives rotation of the outer cylinder 140 in a clockwise direction about axis 300 as viewed in FIGURES 3 and 9, i.e., toward the deployed position. Retraction of the linear actuator 210 drives rotation of the outer cylinder 140 in a counter-clockwise direction about axis 300 as viewed in FIGURES 3 and 9, i.e., toward the stowed position. It will be appreciated that the illustrated linear actuator 210 is exemplary only and should not be considered limiting. In any embodiment, retraction of the linear actuator 210 drives rotation of the outer cylinder 140 in a clockwise direction about axis 300 as viewed in FIGURES 3 and 9, and extension of the linear actuator drives rotation of the outer cylinder 140 in the counter-clockwise direction. In any embodiment, the actuator is a rotary actuator configured to selectively drive reciprocating motion of the outer cylinder 140 about axis 300. In any embodiment, the actuator is internal to the outer cylinder 140 and / or inner cylinder 150 and drives extensions and retraction of the landing gear by selectively driving translation of the inner cylinder relative to the outer cylinderalong longitudinal axis 302. In any embodiment, the actuator is any suitable actuator and / or configuration that provide selective rotation of the outer cylinder about axis 300 in both the clockwise and counter-clockwise direction as viewed in FIGURES 3 and 9.

[0053] In operation, the outer cylinder 140, the inner cylinder 150, the drag link 190, and the fuselage 122 operate in a manner similar to a four-bar linkage with a slider. To begin moving the landing gear assembly 130 from the deployed position of FIGURE 3 to the stowed position of FIGURE 9, the actuator 210 drives rotation of the outer cylinder 140 in a counter-clockwise direction as viewed in FIGURE 3. As the actuator 210 rotates the outer cylinder 140 in the counter-clockwise direction. As the outer cylinder 140 moves toward the stowed position, the drag link 190 drives extension of the inner cylinder 150 relative to the outer cylinder 140 along longitudinal axis 302. As the outer cylinder 140 moves toward the stowed position of FIGURE 6, the drag link 190 also drives rotation of the inner cylinder 150 and, thus, the piston 160 and the wheel 132, about longitudinal axis 302.

[0054] The outer cylinder 140 continues to rotate until the landing gear assembly 130 reaches the stowed position shown in FIGURE 9. In any embodiment, when the landing gear assembly reaches the stowed position of FIGURE 9, an uplock assembly similar to the uplock assembly of FIGURES 1 and 2 or any other suitable uplock secures the landing gear assembly 130 in the stowed position until the uplock is disengaged.

[0055] To move the landing gear assembly 130 from the stowed position of FIGURE 4 to the deployed position of FIGURE 9, the uplock, if present, disengages, and the actuator 210 extends to drive rotation of the outer cylinder 140 about axis 300 in the clockwise direction as viewed in FIGURE 9. As the outer cylinder 140 rotates in the clockwise direction, the drag link 190 drives retraction of the inner cylinder 150 relative to the outer cylinder 140 along longitudinal axis 302. During extension, the drag link 190 also drives rotation of the piston 160 and the wheel 132 about longitudinal axis 302.

[0056] Embodiments of the disclosed landing gear assembly 130 are in a retracted state when the landing gear is in the deployed position and an extended state when the landing gear is in the stowed position. As a result, the distance between the axis 300 of rotation ofthe outer cylinder 140 and the axis 304 of rotation of the wheel 132 is greater when the landing gear assembly 130 is in the stowed position of FIGURE 8 than in the deployed position of FIGURE 3. This allows the landing gear to have an operational length when deployed and a longer length when stowed. Changing the length of the landing gear assembly in this enables optimal placement of the wheels when the landing gear assembly is stowed.

[0057] The detailed description set forth above in connection with the appended drawings, where like numerals reference like elements, are intended as a description of various embodiments of the present disclosure and are not intended to represent the only embodiments. Each embodiment described in this disclosure is provided merely as an example or illustration and should not be construed as preferred or advantageous over other embodiments. The illustrative examples provided herein are not intended to be exhaustive or to limit the disclosure to the precise forms disclosed. Similarly, any steps described herein may be interchangeable with other steps, or combinations of steps, in order to achieve the same or substantially similar result.

[0058] In the foregoing description, specific details are set forth to provide a thorough understanding of representative embodiments of the present disclosure. It will be apparent to one skilled in the art, however, that the embodiments disclosed herein may be practiced without embodying all of the specific details. In some instances, well-known process steps have not been described in detail in order not to unnecessarily obscure various aspects of the present disclosure.

[0059] Throughout this specification, terms of art may be used. These terms are to take on their ordinary meaning in the art from which they come, unless specifically defined herein or the context of their use would clearly suggest otherwise.

[0060] The drawings in the FIGURES are not to scale. Similar elements are generally denoted by similar references in the FIGURES. For the purposes of this disclosure, the same or similar elements may bear the same references. Furthermore, the presence of reference numbers or letters in the drawings cannot be considered limiting, even when such numbers or letters are indicated in the claims.

[0061] The present application may reference quantities and numbers. Unless specifically stated, such quantities and numbers are not to be considered restrictive, but exemplary of the possible quantities or numbers associated with the present application. Also, in this regard, the present application may use the term “plurality” to reference a quantity or number. In this regard, the term “plurality” is meant to be any number that is more than one, for example, two, three, four, five, etc. The terms “about,” “approximately,” “near,” etc., mean plus or minus 5% of the stated value. For the purposes of the present disclosure, the phrase “at least one of A, B, and C,” for example, means (A), (B), (C), (A and B), (A and C), (B and C), or (A, B, and C), including all further possible permutations when greater than three elements are listed.

[0062] Where a range of values is provided, it is understood that each intervening value, to the tenth of the unit of the lower limit (unless the context clearly dictates otherwise), between the upper and lower limit of that range, and any other stated or intervening value in that stated range, is encompassed within the disclosure. The upper and lower limits of these smaller ranges may independently be included in the smaller ranges and are also encompassed within the disclosure, subject to any specifically excluded limit in the stated range. While the stated range includes one or both of the limits, ranges excluding either or both of those included limits are also included in the disclosure

[0063] The principles, representative embodiments, and modes of operation of the present disclosure have been described in the foregoing description. However, aspects of the present disclosure which are intended to be protected are not to be construed as limited to the particular embodiments disclosed. Further, the embodiments described herein are to be regarded as illustrative rather than restrictive. It will be appreciated that variations and changes may be made by others, and equivalents employed, without departing from the spirit of the present disclosure. Accordingly, it is expressly intended that all such variations, changes, and equivalents fall within the spirit and scope of the present disclosure, as claimed.

Claims

CLAIMSThe embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. A landing gear assembly for a vehicle having a fuselage, the landing gear assembly comprising:an outer cylinder rotatably coupled to the fuselage about a first axis and having a longitudinal axis;an inner cylinder partially disposed within the outer cylinder and configured for reciprocating motion relative to the outer cylinder along the longitudinal axis, the inner cylinder being selectively rotatable about the first axis relative to the outer cylinder; a piston partially disposed within the inner cylinder and configured for reciprocating motion relative to the inner cylinder along the longitudinal axis;a wheel rotatably coupled to the piston about a second axis;a trunnion fitting rotatably coupled to the fuselage about a longitudinal trunnion axis, anda drag link having a first end pivotally or rotatably coupled to the inner cylinder, a second end of the drag link being pivotally or rotatably coupled to the trunnion fitting, wherein rotation of the outer cylinder about the first axis drives translation of the inner cylinder relative to the outer cylinder along the longitudinal axis and rotation of the inner cylinder relative to the piston about the longitudinal axis.

2. The landing gear assembly according to Claim 1, wherein the drag link extends in an inboard and aft direction from the inner cylinder when the landing gear is in the deployed position.

3. The landing gear assembly according to Claim 1, wherein the longitudinal trunnion axis extends in an inboard and aft direction from the second end of the drag link when the landing gear assembly is in the stowed position.

4. The landing gear assembly according to Claim 1, wherein the drag link extends in an outboard and aft direction from the inner cylinder when the landing gear is in the deployed position.

5. The landing gear assembly according to Claim 1, wherein the trunnion fitting is fixed in translation along the longitudinal trunnion axis.

6. The landing gear assembly according to Claim 1, wherein the first end of the drag link is rotatably coupled to the inner cylinder about a first link axis.

7. The landing gear assembly according to Claim 6, wherein the inner cylinder comprises a clevis, the first end of the drag link being rotatably coupled to the clevis about a second link axis.

8. The landing gear assembly according to Claim 6, wherein the second end of the drag link is rotatably coupled to the trunnion fitting about a second link axis.

9. The landing gear assembly according to Claim 8, wherein the second end of the drag link comprises a clevis, the second end of the trunnion fitting being rotatably coupled to the clevis about the second link axis.

10. The landing gear assembly of Claim 1, further comprising a torque link, a first end of the torque link being rotatably to the inner cylinder, a second end of the torque link being rotatably coupled to the piston, wherein the torque link assembly restricts rotation of the piston about the longitudinal axis relative to the inner cylinder.

11. The landing gear assembly of Claim 1, further comprising an actuator configured to rotate the outer cylinder about the first axis.

12. The landing gear assembly of Claim 1, wherein the actuator is a linear actuator having a first end rotatably coupled to the fuselage and a second end rotatably coupled to the outer cylinder, wherein extension of the actuator rotates the outer cylinderin a first direction about the first axis, and retraction of the actuator rotates the outer cylinder in a second direction about the first axis.

13. The landing gear assembly of Claim 12, wherein extension of the linear actuator drives the landing gear assembly toward the stowed position.

14. The landing gear assembly of Claim 13, wherein retraction of the inner cylinder relative to the outer cylinder drives the landing gear toward the deployed position.

15. The landing gear assembly of Claim 1, wherein the vehicle is a blended wing aircraft.

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