Leverage-Reducing Landing Gear with Constant Angle Suspension
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Solution Overview
Problem
Existing aircraft landing gear systems face challenges in efficiently absorbing landing impact energy and reducing drag, while also addressing issues like tail wheel shimmying.
Innovation Solution
The introduction of a leverage-reducing system for low profile energy absorption and a constant angle suspension mechanism for secondary landing gear, which together enhance energy absorption and stability during landing.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If conventional landing gear with shock absorbers is used, then impact energy can be absorbed, but the system occupies significant interior volume and creates aerodynamic drag
Solution Approach 1:
The patent repositions the shock absorber from a vertical orientation (occupying interior cabin volume) to a horizontal orientation along the landing gear leg. This dimensional change allows the shock absorber to be positioned externally or in the gear bay without encroaching on interior cabin space, thereby resolving the contradiction between energy absorption capability and interior volume preservation
Solution Approach 2:
The shock absorber is extracted from the interior cabin space and relocated to the landing gear structure itself. By moving the energy absorption function to the external gear leg position, the system eliminates the need for interior volume occupation while maintaining the shock absorption function
2Force
If shock absorbers are positioned at steep angles for effective energy absorption, then impact forces are reduced, but the system occupies more interior volume and increases drag
Solution Approach 1:
The shock absorber is reoriented from a steep vertical angle to a shallow horizontal angle along the landing gear leg. This angular repositioning in a different dimensional orientation maintains the force absorption vector while dramatically reducing the projected area facing the slipstream, thereby minimizing aerodynamic drag
Solution Approach 2:
The shock absorber is positioned at a location and angle optimized for each specific function: the horizontal orientation minimizes drag in the local aerodynamic environment, while the mechanical linkage maintains the necessary force absorption characteristics through the leverage-reducing mechanism
3Use of energy by moving object
If conventional tail gear with vertical springs is used, then impact energy is absorbed, but the system allows tail wheel shimmying
Solution Approach 1:
The tail wheel spring is repositioned from a vertical orientation to a horizontal orientation perpendicular to the tail wheel axis. This dimensional change in spring placement fundamentally alters the force application geometry, providing both energy absorption and inherent anti-shimmy stability through the horizontal force vector
Solution Approach 2:
The horizontally positioned spring acts as an intermediary force element that transfers energy absorption function while simultaneously providing stabilizing forces against shimmy. The spring's horizontal orientation creates a mechanical intermediary action that couples energy absorption with stability control
4Device complexity
If main gear legs are positioned forward of center of gravity, then landing gear geometry is simplified, but leverage forces increase impacting shock absorber requirements
Solution Approach 1:
The patent modifies the mechanical parameters of the shock absorber system through a leverage-reducing mechanism. By changing the mechanical advantage ratio in the force transmission path, the system compensates for the increased leverage forces resulting from forward gear positioning, allowing simplified geometry without compromising structural requirements
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
These improvements result in a more efficient energy absorption system that reduces drag and pilot workload, while minimizing tail wheel shimmying and maintaining structural integrity.
Implementation Method 1
at least one first shock absorber functionally connected to the first primary landing gear leg and at least one second shock absorber functionally connected to the second primary landing gear leg
Implementation Method 2
The shock absorbers are angled upward from their respective primary landing gear legs toward the central vertical longitudinal plane at an angle less than 30 degrees
Data Source
AI summary
Improved landing gear systems include a leverage-reducing landing gear system, a constant angle suspension landing gear system, or a combination of both systems. Preferred leverage-reducing landing gear systems include shock absorbers angled upward from their respective primary landing gear legs toward a central vertical longitudinal plane at an angle less than 30 degrees. Preferred constant angle suspension landing gear systems include a four-bar suspension mechanism.