Wheel Arrangements TRIZ Cases

An integrated mounting arm and angled link fixation let fixed rotorcraft landing gear cut weight and installation volume while improving load distribution.

A shearable fuse pin lets the landing gear collapse aft into the bay under critical load, reducing passenger-area penetration risk.

A shear fuse pin lets the landing gear collapse aft into the bay under critical load, reducing passenger-area penetration risk.

Modular split couplings let landing gear fairings be installed without wheel removal, cutting maintenance time, cost, drag, and noise.

An adjustable four-bar linkage lets aircraft landing gear stow in narrow wings while preserving wheel contact, ride comfort, and braking performance.

Multiple shock-absorber fixations distribute fuselage loads while keeping rotorcraft landing gear compact and accessible.

A forward-canted body landing gear aligns its ground contact point with wing gear while a folding tension drag brace clears the stowage path.

An elastic pin locks pivoting landing gear and permits unlocking only below a shear threshold for safer, more reliable operation.

A passive link mechanism lets taller aircraft landing gear shrink for existing wheel wells while preserving static ride height.

A lever and adjustable damping cylinder reduce landing gear complexity while fitting retracted gear into smaller aircraft holds.

An articulating truss frame coordinates link pivots and rotation to fit constrained landing gear bays while reducing tire scuffing.

Rotating yoke joints accommodate assembly tolerance stacks while distributing loads between aircraft landing gear sidestays.

Rounded corner portions optimize stress distribution in the tubular box beam, reducing weight while maintaining structural strength.

A rotorcraft landing gear uses a vertical mounting pin to connect the shock absorber tube directly to the inner floor.

A single rotary actuator with dual cranks drives aircraft undercarriage legs and braces between deployed and retracted positions.

Friction coatings and engagement formations in landing gear joints inhibit pivotal movement, reducing structural member weight by preventing buckling.

A semi-levered shrink landing gear mechanism rotates a shaft to translate shock strut motion for retraction.

A nested spring assembly integrates multiple members to reduce working stress and improve fatigue life in aircraft landing gear systems.

A centering cam in the wheel spindle selectively engages a shimmy dampener, resolving fixed spring rate limits in 360-degree caster mechanisms.

A release link disengages the drive shaft from the landing gear coupler while an override driver forces the assembly to the deployed position.

Shrink linkage converts collar rotation into tensile force, compressing the piston into the cylinder to reduce stowed volume without external actuation.

Asymmetric lever angles ensure rear wheel touchdown first, reducing dynamic airframe loads and resonance during level landings.

Segmented guard prevents jack strikes on jacking dome, avoiding bogie beam replacement and reducing weight.

Split tube spring eliminates complex linkage components to reduce weight and maintenance while maintaining reliable locking.

Rack and pinion steering replaces heavy push-pull mechanisms to reduce weight while maintaining axle torque and accurate angle feedback.

A tripod landing gear assembly uses a drag brace and jury linkage to constrain position without toggle locks.

Electronic control system replaces mechanical valves to center aircraft nose landing gear wheels, reducing weight and complexity.

Cam surface and follower transfer steering force to the axle, eliminating jamming and noise from traditional recess-based locking elements.

Active semi-levered landing gear uses a pressure boost mechanism to extend the main strut piston and increase aircraft height during takeoff.

Linear actuator moves a transverse rack to pivot the aft axle via control links, eliminating gear teeth and reducing maintenance frequency.

Inclined wheel undercarriages mitigate ground resonance by increasing lateral stiffness without compromising landing comfort or tire service life.

Walking beams pivot on a common fixed axis while a mobile central rocker pulls telescopic rods to retract the undercarriage, resolving complexity trade-offs.

Spacers with land regions and voids accommodate angular movement in landing gear assemblies, reducing fixing weight while managing moment imbalances.

Reaction rods absorb actuator torque to reduce structural stress and prevent foldable brace unlocking.

A semi-levered landing gear uses a pivot arm and shrink links to fold the truck assembly for compact stowage.

A bogie articulation mechanism uses a bell crank to convert linear actuator motion into controlled rotational movement of the landing gear beam.

Sliding collars on strut legs pull hinged arms inward during retraction, reducing wheel spread and minimizing volume in the aircraft wheel well.

Reciprocating shock absorber combined with coil spring cushions runway impact, reducing structural stress and eliminating shimmy.

Sliding sidestays on a main strut distribute loads across three attachment points, reducing reinforcement needs for composite wings.

A slotted strut arm guides a leg-mounted finger to unify drive and unlocking functions, reducing linkage complexity in aircraft undercarriages.

A strut assembly uses a mechanical shrink mechanism to reduce length for stowage.

Dual movable supports with guiding racks accommodate curvature changes in hydraulic and electrical lines, preventing contact damage during movement.