Office Action 1: Non-Final Rejection (2024-09-23)
Rejection types: 102 - Lack of Novelty, 103 - Obviousness

CLAIMS:
WHAT IS CLAIMED IS:

claims 10,

wherein the hinge axis and the single hinge axis are atleast approximately arranged in parallel.

1\. A non-retractable wheel-type landing gear for a rotorcraft, comprising:
at least one wheel;
a shock absorber with a length axis and a circumferential direction, the shock absorber being connected to the at least one wheel and comprising:a shock absorber tube; and
a shock absorber rod telescopically mounted to the shock absorber tube;
a mounting arm extending laterally from the shock absorber tube, the mounting arm being integrally formed with the shock absorber tube and adapted for attachment to a first fitting of a rotorcraft; and
a link fixation extending laterally from the shock absorber tube, the link fixation being arranged in the circumferential direction of the shock absorber at an angle in a range from 450 to 1200 with respect to the mounting arm and adapted for connection to a second fitting of the rotorcraft.

2\. The non-retractable wheel-type landing gear of The non-retractable wheel-type landing gear of
wherein the link fixation is integrally formed with the shock absorber tube and provided for attachment to a linear link component adapted for linking the shock absorber tube to the second fitting of the rotorcraft.

3\. The non-retractable wheel-type landing gear of claim 1, further comprising another link fixation extending laterally from the shock absorber tube, the other link fixation

being arranged in the circumferential direction of the shock absorber at an angle in a range from 450 to 1200 with respect to the link fixation and adapted for connection to a third fitting of the rotorcraft.

4\. The non-retractable wheel-type landing gear of The non-retractable wheel-type landing gear of
wherein the other link fixation is integrally formed with the shock absorber tube and provided for attachment to a triangular link component adapted for linking the shock absorber tube to the third fitting of the rotorcraft.

5\. The non-retractable wheel-type landing gear of The non-retractable wheel-type landing gear of
wherein the link fixation and the other link fixation span a horizontal plane that is positioned at an angle in a range from 800 to 1000 with respect to the length axis of the shock absorber.

6\. The non-retractable wheel-type landing gear of The non-retractable wheel-type landing gear of
wherein the mounting arm and the other link fixation span a vertical plane that is oriented at least approximately perpendicular to the horizontal plane.

7\. The non-retractable wheel-type landing gear of The non-retractable wheel-type landing gear of
wherein the shock absorber tube comprises a closed end and an axially opposed open end, wherein the mounting arm is provided close to the closed end, and wherein the link fixation is provided close to the open end.

8\. The non-retractable wheel-type landing gear of The non-retractable wheel-type landing gear of
wherein the shock absorber tube comprises a closed end and an axially opposed open end, wherein the mounting arm is provided close to the closed end, and wherein the link fixation and the other link fixation are provided close to the open end.

9\. The non-retractable wheel-type landing gear of The non-retractable wheel-type landing gear of
wherein the other link fixation forms a hinge axis that is at least approximately arranged perpendicular to the mounting arm.

10\. The non-retractable wheel-type landing gear of The non-retractable wheel-type landing gear of wherein the mounting arm is rigidly attachable via a single hinge to a single attachment point provided on the first fitting of the rotorcraft, and wherein the single hinge forms a single hinge axis that is at least approximately arranged perpendicular to the mounting arm.

11\. The non-retractable wheel-type landing gear of

12\. A rotorcraft comprising:
a fuselage forming a cabin with a cabin floor, the fuselage comprising a lower shell, a side shell, and at least one lateral longeron which together delimit at least one lower lateral fuselage compartment with an opening; and

at least one non-retractable wheel-type landing gear rigidly attached in the at least one lower lateral fuselage compartment and extending at least partly through the opening,
comprising:
at least one wheel;
a shock absorber with a length axis and a circumferential direction, the shock absorber being connected to the at least one wheel and comprising:
a shock absorber tube, and
a shock absorber rod telescopically mounted to the shock absorber tube;
a mounting arm extending laterally from the shock absorber tube, the mounting arm being integrally formed with the shock absorber tube and rigidly attached to a first fitting mounted to the cabin floor and the at least one lateral longeron; and
a link fixation extending laterally from the shock absorber tube, the link fixation being arranged in the circumferential direction of the shock absorber at an angle in a range from 450 to 1200 with respect to the mounting arm and rigidly attached via a linear link component to a second fitting mounted to the lower shell of the rotorcraft.

13\. The rotorcraft of The rotorcraft of
wherein the at least one non-retractable wheel-type landing gear further comprises another link fixation extending laterally from the shock absorber tube, the other link fixation being arranged in the circumferential direction of the shock absorber at an angle in a range from 450 to 1200 with respect to the link fixation and rigidly attached via a triangular link component to a third fitting mounted to the lower shell of the rotorcraft.

14\. The rotorcraft of The rotorcraft of wherein the triangular link component is arranged tangentially to the lower shell.

15\. The rotorcraft of The rotorcraft of
wherein the linear link component is arranged tangentially to the lower shell.

OFFICE ACTION:
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Claim Objections
Claims 5-6 and 12 are objected to because of the following informalities:
In claim 5 line 4, “…span a horizontal…” should read “…span in a horizontal…”.
In claim 6 line 4, “…span a vertical…” should read “…span in a vertical…”.
In claim 12 lines 8-9, “…opening, comprising:” should read “…opening, the at least one non-retractable wheel type landing gear comprising:” for the purpose of clarity.
Appropriate correction is required.
Claim Rejections - 35 USC § 102
In the event the determination of the status of the application as subject to AIA  35 U.S.C. 102 and 103 (or as subject to pre-AIA  35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA  to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of the appropriate paragraphs of 35 U.S.C. 102 that form the basis for the rejections under this section made in this Office action:
A person shall be entitled to a patent unless –
(a)(2) the claimed invention was described in a patent issued under section 151, or in an application for patent published or deemed published under section 122(b), in which the patent or application, as the case may be, names another inventor and was effectively filed before the effective filing date of the claimed invention.
Claim(s) 1-2 and 7 is/are rejected under 35 U.S.C. 102(a)(2) as being anticipated by Brand et al. (US 2023/0278701).
Regarding claim 1, Brand et al. ‘701 teaches (figures 1A-1B, 3B, 5A-5C) a non-retractable wheel-type landing gear (26) for a rotorcraft (10) comprising:
at least one wheel (30) (Para 0019);
a shock absorber/oleo strut (210) with a length axis (clearly shown in the figure below) and a circumferential direction/direction around the shock absorber, the shock absorber being connected to the at least one wheel (Para 0027) and comprising:
a shock absorber tube (clearly shown in the figure below); and
a shock absorber rod telescopically mounted to the shock absorber tube (clearly shown in the figure below) (shock absorber is an oleo strut which telescopes);
a mounting arm extending laterally from the shock absorber tube, the mounting arm being integrally formed with the shock absorber tube and adapted for attachment to a first fitting of a rotorcraft (clearly shown in the figure below) (mounting arm is an essential/integral part of the shock absorber tube which makes the shock absorber tube complete; mounting arm is adapted for attachment); and
a link fixation extending laterally from the shock absorber tube, the link fixation being arranged in the circumferential direction of the shock absorber at an angle in a range from 45 degree to 120 degree with respect to the mounting arm and adapted for connection to second fitting of the rotorcraft (clearly shown in the figure below; link fixation is at an angle ~90 degrees with respect to the mounting arm; link fixation is adapted for connection).
Regarding claim 2, Brand et al. ‘701 teaches (figures 1A-1B, 3B, 5A-5C) the non-retractable wheel-type landing gear wherein the link fixation is integrally formed with the shock absorber tube and provided for attachment to a linear link component adapted for linking the shock absorber tube to the second fitting of the rotorcraft (Col. 2 Line 3; link fixation is an essential/integral part of the shock absorber tube which makes the shock absorber tube complete; link fixation can be attached to a linear component).
Regarding claim 7, Brand et al. ‘701 teaches (figures 1A-1B, 3B, 5A-5C) the non-retractable wheel-type landing gear wherein the shock absorber tube comprises a closed end and an axially opposed open end (clearly shown in the figure below; open end is opposite the closed end through which shock absorber rod protrudes), wherein the mounting arm is provided close to the closed end, and wherein the link fixation is provided close to the open end (clearly shown in the figure below).
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Claim Rejections - 35 USC § 103
In the event the determination of the status of the application as subject to AIA  35 U.S.C. 102 and 103 (or as subject to pre-AIA  35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA  to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
The factual inquiries for establishing a background for determining obviousness under 35 U.S.C. 103 are summarized as follows:
1. Determining the scope and contents of the prior art.
2. Ascertaining the differences between the prior art and the claims at issue.
3. Resolving the level of ordinary skill in the pertinent art.
4. Considering objective evidence present in the application indicating obviousness or nonobviousness.
This application currently names joint inventors. In considering patentability of the claims the examiner presumes that the subject matter of the various claims was commonly owned as of the effective filing date of the claimed invention(s) absent any evidence to the contrary.  Applicant is advised of the obligation under 37 CFR 1.56 to point out the inventor and effective filing dates of each claim that was not commonly owned as of the effective filing date of the later invention in order for the examiner to consider the applicability of 35 U.S.C. 102(b)(2)(C) for any potential 35 U.S.C. 102(a)(2) prior art against the later invention.
Claim(s) 3-6, and 8-11 is/are rejected under 35 U.S.C. 103 as being unpatentable over Brand et al. (US 2023/0278701) as applied to claim 1 above, and further in view of Hinton (US 2006/0237584).
Regarding claim 3, Brand et al. ‘701 teaches (figures 1A-1B, 3B, 5A-5C) the non-retractable wheel-type landing gear of claim 1 but it is silent about the non-retractable wheel-type landing gear further comprising another link fixation extending laterally from the shock absorber tube, the other link fixation being arranged in the circumferential direction of the shock absorber at an angle in a range from 45 degree to 120 degree with respect to the link fixation and adapted for connection to a third fitting of the rotorcraft.
Hinton ‘584 teaches (figures 1-3) an upper portion of a main landing gear comprising a shock strut (10) comprising a mounting arm and two link fixations extending laterally from the shock strut (10) (clearly shown in the figure below) wherein a side brace (12) and a drag brace (14) are attached to shock strut (10) via two link fixations wherein the angle between two link fixations is in a range from 45 degree to 120 degree (clearly seen in figure 3) (Para 0012)
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Therefore, it would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Brand et al. ‘701 to incorporate the teachings of Hinton ‘584 to configure the non-retractable wheel-type landing gear further comprising another link fixation extending laterally from the shock absorber tube, the other link fixation being arranged in the circumferential direction of the shock absorber at an angle in a range from 45 degree to 120 degree with respect to the link fixation and adapted for connection to a third fitting of the rotorcraft (other link fixation can be connected to a third fitting) (one of the link fixation/other link fixation is arranged vertically below the mounting arm).
One of ordinary skill in art would recognize that doing so would distribute ground impact load to different parts of the fuselage and enhance stability.
Regarding claim 4, modified Brand et al. ‘701 teaches (figures 1A-1B, 3B, 5A-5C) the non-retractable wheel-type landing gear wherein the other link fixation is integrally formed with the shock absorber tube and provide for attachment to a triangular link component adapted for linking the shock absorber tube to the third fitting of the rotorcraft (as modified by Hinton ‘’584; other link fixation is an essential/integral part of the shock absorber tube which makes the shock absorber tube complete; other link fixation can be attached to a triangular link component).
Regarding claim 5, modified Brand et al. ‘701 teaches (figures 1A-1B, 3B, 5A-5C) the non-retractable wheel-type landing gear wherein the link fixation and the other link fixation span in a horizontal plane that is positioned at an angle in a range from 80 degree to 100 degree with respect to the length axis of the shock absorber (as modified by Hinton ‘584; clearly seen in above with respect to Hinton ‘584).
Regarding claim 6, modified Brand et al. ‘701 teaches (figures 1A-1B, 3B, 5A-5C) the non-retractable wheel-type landing gear wherein the mounting arm and the other link fixation span in a vertical plane that is oriented at least approximately perpendicular to the horizontal plane (as modified by Hinton ‘584; other link fixation is vertically below the mounting arm).
Regarding claim 8, modified Brand et al. ‘701 teaches (figures 1A-1B, 3B, 5A-5C) the non-retractable wheel-type landing gear wherein the shock absorber tube comprises a closed end and an axially opposed open end, wherein the mounting arm is provided close to the closed end, and wherein the link fixation and the other link fixation are provided close to the open end (clearly shown in the figure above with respect to Brank et al. ‘701; link fixation and the other link fixation are on the horizontal plane).
Regarding claim 9, modified Brand et al. ‘701 teaches (figures 1A-1B, 3B, 5A-5C) the non-retractable wheel-type landing gear wherein the other link fixation forms a hinge axis that is at least approximately arranged perpendicular to the mounting arm (as modified by Hinton ‘584; other link fixation is oriented similar to link fixation, thus the hinge axis formed by the other link fixation is on a horizontal plane whereas the mounting arm is vertically above the horizontal plane).
Regarding claim 10, modified Brand et al. ‘701 teaches (figures 1A-1B, 3B, 5A-5C) the non-retractable wheel-type landing gear wherein the mounting arm is rigidly attachable via a single hinge to a single attachment point provide on the first fitting of the rotor craft, and wherein the singe hinge forms a single hinge axis that is at least approximately arranged perpendicular to the mounting arm (clearly shown in the figure above with respect to Brand et al. ‘701; mounting arm can be attached to a single attachment point).
Regarding claim 11, modified Brand et al. ‘701 teaches (figures 1A-1B, 3B, 5A-5C) the non-retractable wheel-type landing gear wherein the hinge axis and the single hinge axis are at least approximately arrange in parallel (as modified by Hinton ‘584; other link fixation and mounting arm span on a vertical plane, thus single hinge axis and hinge axis are approximately parallel).
Allowable Subject Matter
Claims 12-15 are allowed.
Conclusion


NEXT OFFICE ACTION: Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
EXAMINER’S AMENDMENT
An examiner’s amendment to the record appears below. Should the changes and/or additions be unacceptable to applicant, an amendment may be filed as provided by 37 CFR 1.312. To ensure consideration of such an amendment, it MUST be submitted no later than the payment of the issue fee.
Authorization for this examiner’s amendment was given in an interview with Michael S. Brodbine on 8th January 2024.
The application has been amended as follows:
In claim 13 line 3, change “…comprises another link…” to “…comprises an other link…”.
In claim 25 line 19, change “…and the lateral longeron;…” to “…and the longeron;…”.
In claim 26 line 3, change “…comprises another link…” to “…comprises an other link…”.
In claim 30 line 1, change “… of claim 263,” to “…of claim 26,”.
REASONS FOR ALLOWANCE
Claims 12 and 25 are allowed.
The following is an examiner’s statement of reasons for allowance:
Brand et al. (US 2023/0278701) teaches a non-retractable wheel-type landing gear as explained in the non-final rejection mailed 23rd September 2024.
Sikorsky (US 2,843,345) teaches a main landing gear of a helicopter secured to the fuselage by linkages.
Nannoni et al. (US 2011/0147518) teaches landing gear having mounting means fitted to the fuselage.
However, it would not have been obvious to modify these references to arrive at the claimed invention without the use of impermissible hindsight. The attachment of a mounting arm of a landing gear to a first fitting mounted to a cabin floor and a lateral longeron, and arrangement of  link fixation at an angle in a range from 45 degrees to 120 degrees with respect to the mounting arm and its attachment to a second fitting is a novel concept.
Claims 13-24 are allowable due to dependency on claim 12.
Claims 26-31 are allowable due to dependency on claim 25.
Any comments considered necessary by applicant must be submitted no later than the payment of the issue fee and, to avoid processing delays, should preferably accompany the issue fee.  Such submissions should be clearly labeled “Comments on Statement of Reasons for Allowance.”
Conclusion

CITED REFERENCE SUMMARIES: Ref US20230278701A1: Claims:
A landing wheel assembly for a rotorcraft having a light on gear phase during takeoff and landing, the landing wheel assembly comprising: a tire including first and second side walls each having a vertical length, the tire forming a center aperture; and an anti-roll oscillation rim comprising: a center disc disposed in the aperture of the tire; a first side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the first side wall of the tire; and a second side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the second side wall of the tire; wherein, the first and second side wall support plates support the first and second side walls, respectively, to stiffen the tire in the light on gear phase of takeoff and landing, thereby reducing roll oscillations of the rotorcraft.
a tire including first and second side walls each having a vertical length, the tire forming a center aperture; and
an anti-roll oscillation rim comprising:
a center disc disposed in the aperture of the tire;
a first side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the first side wall of the tire; and
a second side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the second side wall of the tire;
wherein, the first and second side wall support plates support the first and second side walls, respectively, to stiffen the tire in the light on gear phase of takeoff and landing, thereby reducing roll oscillations of the rotorcraft.
The landing wheel assembly as recited in claim 1 wherein the center disc comprises first and second center disc halves, the first side wall support plate protruding from the first center disc half and the second side wall support plate protruding from the second center disc half.
The landing wheel assembly as recited in claim 2 wherein the first center disc half is coupled to the second center disc half to sandwich the tire therebetween.
The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates are curved to contour the first and second side walls.
The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates comprise flat side wall support plates.
The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates are integral with the center disc.
The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates are separable from the center disc and coupled to the center disc with one or more fasteners.
The landing wheel assembly as recited in claim 7 wherein each first and second side wall support plate comprises a center interface portion, the center interface portion coupled to the center disc with the one or more fasteners.
The landing wheel assembly as recited in claim 7 wherein the anti-roll oscillation rim comprises a plurality of side wall support plates including the first and second side wall support plates, the side wall support plates interchangeably attachable to the center disc.
The landing wheel assembly as recited in claim 7 wherein the first and second side wall support plates are formed from a different material than the center disc.
The landing wheel assembly as recited in claim 10 wherein the first and second side wall support plates are formed from steel and the center disc is formed from aluminum.
The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates extend at least 50 percent of the vertical lengths of the first and second side walls of the tire, respectively.
The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates extend at least 75 percent of the vertical lengths of the first and second side walls of the tire, respectively.
The landing wheel assembly as recited in claim 1 wherein each first and second side wall has a surface area, the first side wall support plate covering at least 25 percent of the surface area of the first side wall and the second side wall support plate covering at least 25 percent of the surface area of the second side wall.
The landing wheel assembly as recited in claim 1 wherein the proximal end of each first and second side wall forms a bead; and wherein, each first and second side wall support plate has a tire-facing surface forming a bead rest, the bead rests receiving the beads of the tire to secure the tire to the anti-roll oscillation rim.
wherein, each first and second side wall support plate has a tire-facing surface forming a bead rest, the bead rests receiving the beads of the tire to secure the tire to the anti-roll oscillation rim.
The landing wheel assembly as recited in claim 15 wherein the bead rests are closer to the proximal ends of the first and second side wall support plates than the distal ends of the first and second side wall support plates.
A helicopter having a light on gear phase during takeoff and landing, the helicopter comprising: a fuselage; and a landing gear system coupled to an underside of the fuselage, the landing gear system including port and starboard landing wheel assemblies, each landing wheel assembly comprising: a tire including inboard and outboard side walls each having a vertical length, the tire forming a center aperture; and an anti-roll oscillation rim comprising: a center disc disposed in the aperture of the tire; an inboard side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the inboard side wall of the tire; and an outboard side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the outboard side wall of the tire; wherein, the side wall support plates support the side walls to stiffen the tires in the light on gear phase of takeoff and landing, thereby reducing roll oscillations of the helicopter.
a landing gear system coupled to an underside of the fuselage, the landing gear system including port and starboard landing wheel assemblies, each landing wheel assembly comprising:
a tire including inboard and outboard side walls each having a vertical length, the tire forming a center aperture; and
an inboard side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the inboard side wall of the tire; and
an outboard side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the outboard side wall of the tire;
wherein, the side wall support plates support the side walls to stiffen the tires in the light on gear phase of takeoff and landing, thereby reducing roll oscillations of the helicopter.
The helicopter as recited in claim 17 wherein the underside of the fuselage forms port and starboard wheel bays, the port and starboard landing wheel assemblies retractable into the port and starboard wheel bays, respectively.
The helicopter as recited in claim 17 wherein the side wall support plates are configured to increase a roll oscillation mode frequency of the helicopter in the light on gear phase of takeoff and landing.
The helicopter as recited in claim 17 wherein the side wall support plates reduce lateral flexibility of the tires in the light on gear phase of takeoff and landing.
Ref US20060237584A1: [content unavailable]
Ref US20230278701: Claims:
1. A landing wheel assembly for a rotorcraft having a light on gear phase during takeoff and landing, the landing wheel assembly comprising:
a tire including first and second side walls each having a vertical length, the tire forming a center aperture; and an anti-roll oscillation rim comprising: a center disc disposed in the aperture of the tire; a first side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the first side wall of the tire; and a second side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the second side wall of the tire; wherein, the first and second side wall support plates support the first and second side walls, respectively, to stiffen the tire in the light on gear phase of takeoff and landing, thereby reducing roll oscillations of the rotorcraft.
2. The landing wheel assembly as recited in claim 1 wherein the center disc comprises first and second center disc halves, the first side wall support plate protruding from the first center disc half and the second side wall support plate protruding from the second center disc half.
3. The landing wheel assembly as recited in claim 2 wherein the first center disc half is coupled to the second center disc half to sandwich the tire therebetween.
4. The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates are curved to contour the first and second side walls.
5. The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates comprise flat side wall support plates.
6. The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates are integral with the center disc.
7. The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates are separable from the center disc and coupled to the center disc with one or more fasteners.
8. The landing wheel assembly as recited in claim 7 wherein each first and second side wall support plate comprises a center interface portion, the center interface portion coupled to the center disc with the one or more fasteners.
9. The landing wheel assembly as recited in claim 7 wherein the anti-roll oscillation rim comprises a plurality of side wall support plates including the first and second side wall support plates, the side wall support plates interchangeably attachable to the center disc.
10. The landing wheel assembly as recited in claim 7 wherein the first and second side wall support plates are formed from a different material than the center disc.
11. The landing wheel assembly as recited in claim 10 wherein the first and second side wall support plates are formed from steel and the center disc is formed from aluminum.
12. The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates extend at least 50 percent of the vertical lengths of the first and second side walls of the tire, respectively.
13. The landing wheel assembly as recited in claim 1 wherein the first and second side wall support plates extend at least 75 percent of the vertical lengths of the first and second side walls of the tire, respectively.
14. The landing wheel assembly as recited in claim 1 wherein each first and second side wall has a surface area, the first side wall support plate covering at least 25 percent of the surface area of the first side wall and the second side wall support plate covering at least 25 percent of the surface area of the second side wall.
15. The landing wheel assembly as recited in claim 1 wherein the proximal end of each first and second side wall forms a bead; and
wherein, each first and second side wall support plate has a tire-facing surface forming a bead rest, the bead rests receiving the beads of the tire to secure the tire to the anti-roll oscillation rim.
16. The landing wheel assembly as recited in claim 15 wherein the bead rests are closer to the proximal ends of the first and second side wall support plates than the distal ends of the first and second side wall support plates.
17. A helicopter having a light on gear phase during takeoff and landing, the helicopter comprising:
a fuselage; and a landing gear system coupled to an underside of the fuselage, the landing gear system including port and starboard landing wheel assemblies, each landing wheel assembly comprising: a tire including inboard and outboard side walls each having a vertical length, the tire forming a center aperture; and an anti-roll oscillation rim comprising: a center disc disposed in the aperture of the tire; an inboard side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the inboard side wall of the tire; and an outboard side wall support plate protruding from the center disc and extending at least 25 percent of the vertical length of the outboard side wall of the tire; wherein, the side wall support plates support the side walls to stiffen the tires in the light on gear phase of takeoff and landing, thereby reducing roll oscillations of the helicopter.
18. The helicopter as recited in claim 17 wherein the underside of the fuselage forms port and starboard wheel bays, the port and starboard landing wheel assemblies retractable into the port and starboard wheel bays, respectively.
19. The helicopter as recited in claim 17 wherein the side wall support plates are configured to increase a roll oscillation mode frequency of the helicopter in the light on gear phase of takeoff and landing.
20. The helicopter as recited in claim 17 wherein the side wall support plates reduce lateral flexibility of the tires in the light on gear phase of takeoff and landing.
Ref US20060237584: Claims:
1. An airplane main landing gear assembly moveable between a retracted stowed position and a down and locked position, said landing gear assembly having four mounting members for attaching the landing gear assembly to the airplane, each of said mounting means being attached to the airplane by an associated attachment fixture, said main landing gear assembly comprising: 
a shock strut having a first end and a second end, said shock strut extending in a substantially vertical direction when said landing gear is down and locked, said first end of said shock strut being pivotally attachable to a landing gear wheel and tire assembly;  a foldable drag strut for forming the first mounting member of said four mounting members, said foldable drag strut having first and second ends, the first end of said drag strut being pivotally attached to said shock strut, said second end of said foldable drag strut being adapted for pivotal attachment to said attachment fixture that is associated with said first mounting member;  a foldable side strut for forming the second one of said four mounting members for attachment of the landing gear assembly to the airplane, said foldable side strut having first and second ends, the first end of said foldable side strut being pivotally attached to said shock strut, said second end of said side strut being adapted for pivotal connection to said attachment fixture that is associated with said second mounting member;  a mounting lug extending longitudinally from the second end of said shock strut, said mounting lug being dimensioned and arranged for trunnion mounting one side of said second end of said shock strut to said airplane, said shock strut and said lug transferring vertical and torsional forces to said airplane when the airplane touches down during a landing procedure and when the airplane is on the ground;  a trunnion link, said trunnion link having first and second ends, the first end of said trunnion link being pivotally mounted to the second end of said shock strut at a position that is oppositely disposed to the location of said mounting lug, said second end of said trunnion link being dimensioned and arranged for trunnion mounting to the airplane, the stiffness and rigidity of said trunnion link being insufficient for transferring vertical loads to the airplane at landing touchdown and when the airplane is on the ground, but being sufficient to transfer torsional forces to the airplane; and  an actuator operatively interconnected with said trunnion link, said actuator operable to increase the stiffness and rigidity of said trunnion link when said landing gear assembly is not down and locked to thereby provide structural stabilization of said landing gear assembly during extension, retraction and stowage.
2. The landing gear assembly of claim 1 further comprising a cantilever support that extends from the rear spar of the airplane wing, said cantilever support including an aft trunnion and a forward trunnion, said aft trunnion for receiving said mounting lug of said shock strut and having a trunnion pin for rotatably securing said mounting lug in said aft trunnion, said forward trunnion being aligned with and spaced apart from said aft trunnion, said forward trunnion for receiving said second end of said trunnion link.
3. The landing gear assembly of claim 2 wherein said trunnion pin of said aft trunnion is a fuse pin that causes separation of said mounting lug of said shock strut from said aft trunnion during landing gear breakaway.
4. The landing gear assembly of claim 3 wherein said shock strut and said first end of said trunnion link each include a pair of spaced apart mounting lugs, each mounting lug of said trunnion link and each lug of said shock strut including a central opening for receiving a mounting pin, each mounting lug of said trunnion link being positioned alongside a lug of said shock strut with said central openings being in alignment with one another and being rotatably interconnected by a mounting pin; 
each said lug of said trunnion link and said lug of said shock strut including stop surfaces that are forced together when said trunnion link reaches a predetermined pivotal position, continued pivotal movement of said trunnion link that is encountered under overload conditions causing said trunnion link to break free of said shock strut.