Anti-flip landing gear for aircraft

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#The invention disclosed broadly relates to the field of light-sport aircraft design and more particularly relates to the field of landing gear for amphibious aircraft.

#The subject matter, which is regarded as the invention, is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features and also the advantages of the invention will be apparent from the following detailed description taken in conjunction with the accompanying drawings. Additionally, the left-most digit of a reference number identifies the drawing in which the reference number first appears.

#FIG. 1 is an illustration of a landing gear system for preventing flipping of an amphibious aircraft during water landing, in one embodiment of the present invention.

#FIG. 2 is a block diagram showing an anti-flipping landing gear control system in accordance with one embodiment of the present invention.

#FIG. 1 is an illustration of a landing gear system 100 for preventing flipping of an amphibious aircraft during water landing, in one embodiment of the present invention. The landing gear system 100 of FIG. 1 is situated along the underside of an aircraft, such as an amphibious light-sport aircraft. FIG. 1 shows vertical strut 102, which is a structural member that sustains tension or compression loads along its length axis. Vertical strut 102 attaches to the landing gear wheel 104 at its center point 106 and serves to connect the landing gear to the aircraft. Also shown is diagonal strut 108 which connects to vertical strut 102 and sustains tension or compression loads along its length axis. Diagonal strut 108 is positioned diagonally and connects the vertical strut 102 to the aircraft.

#Disposed along the length of diagonal strut 108 is locking mechanism 110, which serves to lock the landing gear in place during use. In one embodiment of the present invention, the locking mechanism 110 may be implemented mechanically, electrically or any combination thereof. For example, the locking mechanism may be a pneumatic cylinder including a pneumatic release valve.

#FIG. 1 also shows a water sensor 112 that may be an electrical conductivity sensor that detects the presence of water based on electrical conductivity readings. The information from water sensor 112 may be used to trigger an action that prevents the flipping of the aircraft during water landing. For example, the locking mechanism 110 that holds the landing gear in place may be released. Alternatively, the landing gear 100 may be retracted fully or only enough to prevent flipping. Depending on the design chosen, the landing gear 100 may self-retract under its own power (e.g., electrical or hydraulic), or use the force of the water contact to retract the landing gear 100 or move it to a safer position. Complete retraction may not be necessary to prevent aircraft flipping or damage.