Patent Publication Number: US-2015069178-A1

Title: Fuselage-mounted landing gear assembly for use with a low wing aircraft

Description:
BACKGROUND 
     The field of the present disclosure relates generally to an aircraft, and, more specifically, to fuselage-mounted landing gear for use with a low wing aircraft. 
     An effective landing gear design for an aircraft should provide an optimum combination of sufficient overall functional strength, a geometric arrangement for adequate ground maneuvering and landing stability, a lowest possible weight, and a highest possible wing efficiency when retracted. On any low wing or other aircraft in which the main landing gear is stored or attached to a wing of the aircraft, at least one of the above goals may be at risk and may be difficult to optimize. In the case of wing-mounted landing gear configurations, for example, the wing efficiency goal may be compromised. 
     To enhance stability and to prevent wallowing during ground maneuvers, an aircraft&#39;s main landing gear must be placed sufficiently outboard of the side of the body of the aircraft. On low wing aircraft this is usually not a problem because a gear post can be attached to the wing, outboard of the side of the body of the aircraft. However, wing-mounted landing gear assemblies generally require a large physical footprint in the inboard area of the wing for storage when retracted, which significantly increases the overall area of the wing root. The increased area of the wing root increases the overall weight of the aircraft and may decrease the potential efficiency of the wing. 
     In addition, fuselage mounted landing gear (FMLG) designs, common on high and middle wing aircraft, may be heavy and create significant drag relative to a low wing aircraft. Typically, to ensure the landing gear is sufficiently outboard of the aircraft body, the frame of the landing gear is extended beyond the side of the body of the aircraft. More specifically, the top of the gear struts are coupled to trunnions mounted to the gear frames. The gear assembly pivots around these trunnions and is stowed inside the body. However, the increased gear components increase the weight and frontal area of the wing. The increased area increases the drag induced on the aircraft. 
     To minimize the drag associated with the increase in frontal area, at least some aircraft includes a fairing that extends about the external structure, which also increases the structural weight of the gear assembly. Despite streamlining efforts, total drag is still dependent upon frontal area and surface area, both of which are increased by the fairings. Large fairings increase aircraft wetted and frontal areas, and, accordingly, increases the parasite drag, which adversely effects the efficiency of the aircraft. Moreover, for middle wing configurations, the main landing gear fairing may be positioned adjacent to the lower wing surface, which may create additional interference drag. Similarly, the main landing gear doors may interfere with the trailing edge flap of the wing. To overcome the increased drag, a multi-part flap may be needed. However such flap assemblies increase aircraft weight and reduce efficiency. 
     Other configuration with lower wing and body mounted main landing gear have not addressed the significant impact to aft cargo volume, ability to deploy without power, or the adjacent wing flap interference issues. 
     Therefore, it would be advantageous to have a fuselage mounted landing gear assembly for a low wing aircraft that takes into account one or more of the issues discussed above, as well as possibly other issues. 
     BRIEF DESCRIPTION 
     In one aspect, a landing gear assembly for use with a low wing aircraft is provided. The landing gear assembly comprises a truck assembly and a shock strut coupled to and configured to support the truck assembly. The landing gear assembly further comprises a retraction assembly coupled to the shock strut and to the truck assembly. The retraction assembly is configured to selectively move the landing gear assembly between a retracted position and a deployed position. The retraction assembly comprises a main trunnion brace having a first end and a second end, wherein the first end is coupled to a fuselage of the aircraft at a first pivot point and the second end is coupled to the truck assembly. The main trunnion brace is configured to position the truck assembly, the shock strut, and the retraction assembly fully within the fuselage of the aircraft with a side pivoting motion. 
     In another aspect, an aircraft is provided. The aircraft comprises at least one wing comprising a trailing edge flap that is selectively moveable between a stowed position and an extended position. The aircraft also includes a fuselage comprising a first gear door on a side of the fuselage and a second gear door on a bottom of the fuselage. The first gear door is moveable in a gear door envelope between a closed position and an open position. The wing is coupled to the fuselage in a low-wing configuration. A landing gear assembly is coupled to the fuselage and is selectively moveable between a retracted position and a deployed position. The trailing edge flap may be extended simultaneously with, before, or after deployment of the landing gear assembly and opening of the first gear door. 
     In yet another aspect, a method of enhancing the maneuverability and efficiency of an aircraft is provided. The method comprises providing a fuselage including a first gear door on a side of the fuselage and a second gear door on a bottom of the fuselage. The first gear door is moveable in a gear door envelope between a closed position and an open position. The method further comprises coupling a landing gear assembly to the fuselage, wherein the landing gear assembly is selectively moveable between a retracted position and a deployed position. At least one aft swept wing is coupled to the fuselage in a low wing configuration. The at least one aft swept wing includes a trailing edge flap that is coupled adjacent a rear spar of a wing main box. The trailing edge flap is selectively moveable between a stowed position and an extended position, wherein the trailing edge flap may be extended simultaneously with, before, or after deployment of the landing gear assembly and opening of the first gear door. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a flow diagram of an exemplary aircraft production and service methodology; 
         FIG. 2  is a block diagram of an exemplary aircraft; 
         FIG. 3  is a block diagram of an exemplary fuselage mounted landing gear (FMLG) assembly that may be used with the aircraft shown in  FIG. 2 ; 
         FIG. 4  is an overlay of a known low wing aircraft wing planform with an exemplary low wing aircraft wing planform that may be used with the aircraft shown in  FIG. 2 ; 
         FIG. 5  is an isometric view of an exemplary FMLG assembly in a deployed position; 
         FIG. 6  is a rear view of the FMLG assembly shown in  FIG. 5  in both the deployed and retracted positions in accordance with the exemplary embodiment shown in  FIG. 5 ; 
         FIG. 7  is a side view of the FMLG assembly shown in  FIG. 5  in both the deployed and retracted positions and looking inwardly towards the aircraft; 
         FIGS. 8A-8D  are rear views of a retraction process for the FMLG assembly shown in  FIGS. 5 ; and 
         FIG. 9  is a side view of the FMLG assembly interface along a wing of a low wing aircraft. 
     
    
    
     DETAILED DESCRIPTION 
     The implementations described herein relate to assemblies and methods that facilitate improving the efficiency of an aircraft wing by reducing the interference between the wing, landing gear doors, and landing gear assembly of a low wing aircraft. In an exemplary implementation, the aircraft includes at least one wing that includes a trailing edge flap that is selectively moveable between a stowed position and an extended position. The aircraft also includes a fuselage that includes a first gear door on a side of the fuselage and a second gear door on a bottom of the fuselage. The first gear door defines a first gear door envelope between a closed position and an open position. A landing gear assembly is coupled to the fuselage and is selectively moveable between a retracted position and a deployed position. The trailing edge flap may be extended simultaneously with, before, or after deployment of the landing gear assembly and opening of the first gear door, such that the trailing edge flap and first gear door are operable between their stowed and extended positions, and between their closed and open positions without interfering with one another. 
     Referring to the drawings,  FIG. 1  is a flow diagram of an aircraft manufacturing and service method  100  that may be used with an aircraft (not shown in  FIG. 1 ). During pre-production, aircraft manufacturing and service method  100  may include specification and design data  104  associated with the aircraft being manufactured. Other materials associated with the airframe may be procured  106 . During production, component and subassembly manufacturing  108  and system integration  110  of the aircraft occurs, prior to the aircraft entering its certification and delivery process  112 . Upon successful satisfaction and completion of airframe certification, the aircraft may be placed in service  114 . While in service by a customer, the aircraft is scheduled for periodic, routine, and scheduled maintenance and service  116 , including any modification, reconfiguration, and/or refurbishment, for example. 
     Each portion and process associated with aircraft manufacturing and/or service method  100  may be performed or completed by a system integrator, a third party, and/or an operator (e.g., a customer). For the purposes of this description, a system integrator may include without limitation any number of aircraft manufacturers and major-system subcontractors; a third party may include without limitation any number of venders, subcontractors, and suppliers; and an operator may be an airline, leasing company, military entity, service organization, and so on. 
     As shown in  FIG. 2 , an aircraft  102  produced via method  100  may include an airframe  118  including a plurality of systems  120  and an interior  122 . Examples of high-level systems  120  may include a propulsion system  124 , an electrical system  126 , a hydraulic system  128 , and/or an environmental system  130 . Any number of other systems may be included. Although aircraft  102  is illustrated, in alternative implementations, the technology may be used with non-aviation industries, such as the automotive and/or automotive industries. 
     Moreover, the apparatus and methods described herein may be employed during any one or more of the stages of method  100 . For example, components or subassemblies corresponding to component production process  108  may be fabricated or manufactured in a manner similar to components or subassemblies produced while aircraft  102  is in service. Also, one or more apparatus implementations, method implementations, or a combination thereof may be utilized during the production stages  108  and  110 , for example, by substantially expediting assembly of, and/or reducing the cost of assembly of an aircraft. Similarly, one or more of apparatus implementations, method implementations, or a combination thereof may be utilized while the aircraft is being serviced or maintained, for example, during scheduled maintenance and service  116 . 
     As used herein, the term “aircraft” may include, but is not limited to only including, airplanes, unmanned aerial vehicles (UAVs), gliders, helicopters, and/or any other object that travels thorough airspace. 
       FIG. 3  is a block diagram of an exemplary landing gear  300  that may be used with an aircraft  302 . In the exemplary embodiment, landing gear  300  is a fuselage mounted landing gear (FMLG) that is mounted to and that is stored within an aircraft body  304  of aircraft  302 . In the exemplary implementation, a fairing  308  extends from fuselage  306  to define a landing gear storage area  310  for storing landing gear  300  in a retracted position. Alternatively, landing gear  300  is selectively moveable between a deployed position and a retracted position when stored in landing gear storage area  310 . 
     In the exemplary implementation, landing gear  300  includes a truck assembly  312 , a retraction assembly  316  and a shock strut  315  that connects truck assembly  312  to retraction assembly  316 . Truck assembly  312  includes a plurality of wheels  314 . For example, in the exemplary implementation, assembly  312  includes between two to four wheels. Retraction assembly  316  is coupled to truck assembly  312  and to aircraft body  304 . 
     Retraction assembly  316  may include any number of components, such as a main trunnion brace  320 , a forward and aft trunnion  322 , a drag link  324 , at least one main actuator  326 , a set of drag braces  328  and  330 , a side brace  332 , a pair of lock links  334  and  336 , and a shrink link  338 . The various components of retraction assembly  316  function together to selectively move truck assembly  312  and landing gear  300  as a whole between the deployed position and the retracted position. When in the retracted position, landing gear assembly  300  may be stored in landing gear storage area  310  within aircraft body  304 . More specifically, in the exemplary embodiment, landing gear assembly  300  is mounted to fuselage  306  and is stored entirely within landing gear storage area  310  within fuselage  306  such that landing gear assembly  300  is not stored within either wing  362  extending from fuselage  306 . 
     In the exemplary embodiment, a fuselage structure  350  releasably secures landing gear  300  within storage area  310 , and a backup structure  360  couples landing gear  300  to aircraft body  304 . 
       FIG. 4  illustrates an overlay comparison of a known low wing aircraft wing planform  400  and an exemplary low wing planform  402  for use with low wing aircraft  302  (not shown in  FIG. 4 ). More specifically, wing planform  400  is an aft-swept wing planform for a low wing aircraft (not shown) that includes a wing-mounted landing gear assembly, and wing planform  402  is a wing planform for low wing aircraft  302  including fuselage mounted landing gear assembly  300  located in storage area  310  of fuselage  306 . Wing planform  400  includes a trailing edge  404 , illustrated in broken lines, an inboard portion  406 , and an outboard portion  408 . Wing planform  402  is an aft-swept wing that includes a trailing edge  410 , an inboard portion  412 , and an outboard portion  414 . Planforms  400  and  402  have a common leading edge  416  and a similar main structural load carrying box  426  with a front spar  428  and a rear spar  430 . Moreover, planform  402  includes a wing root  418  that is shorter than a wing root  420  of planform  400 . Also, planform  402  includes a wing tip chord  422  that is longer than a wing tip chord  424  of planform  400 . 
     In the exemplary embodiment, inboard portion  406  is larger than inboard portion  412  and wing root  420  is longer than wing root  418  to enable storage of a wing-mounted landing gear. However, as is shown, larger inboard areas of aircraft wings increate additional drag and increase the overall weight by storing the landing gear in the wing. As such, the larger inboard area of current aircraft wings is generally less efficient that wing  402 . In the exemplary embodiment, outboard portion  414  is larger than outboard portion  408 . However, because wing planform  400  and wing planform  402  have substantially similar total areas, a difference in the area defined between inboard portion  406  and inboard portion  412  is approximately equal to a difference in the areas defined between outboard portion  408  and outboard portion  414 . 
     Generally, increasing the area of outboard portion  414  by lengthening wing tip chord  424  to create wing tip chord  422  and decreasing the area of inboard portion  412  by shortening wing root  420  to create wing root  418  facilitates increasing the overall efficiency of wing planform  402  and aircraft  302 . More specifically, an increased outboard portion  414  area and an decreased inboard portion  412  area of exemplary wing planform  402  facilitates reducing wave drag created by thicker inboard portion  406  and facilitates reducing induced drag at the same or higher span loading of wing planform  400  with a more efficient outboard wing load distribution. Inboard portion  406  is not required for wing planform  402  because planform  402  does not include a storage area in the wing for a landing gear assembly or added inboard wing area  406  to mount an inboard wing flap  432  with space behind wing box  426  to clear the deployed gear and gear doors (not shown in  FIG. 4 ). Inboard wing flap  432  for planform  402  is generally mounted adjacent rear spar  430  of wing box  426 . As a result, the area of inboard portion  406  is redistributed to outboard portion  414  to facilitate increasing wing planform  402  efficiency over planform  400  efficiency of a substantially similar total wing area. 
       FIGS. 5-7  illustrate an exemplary landing gear assembly  500  that may be used with aircraft  302 . In particular,  FIG. 5  is an isometric view of a fuselage mounted landing gear (FMLG) assembly  500  for use with a low wing aircraft (not shown in  FIG. 5 ),  FIG. 6  is a rear view of FMLG assembly  500  with a deployed position  501  illustrated in solid lines and a retracted position  503  illustrated in broken lines, and  FIG. 7  is a side view of FMLG assembly  500  looking inwardly towards the aircraft with deployed position  501  illustrated in solid lines and retracted position  503  illustrated in broken lines. Landing gear assembly  500  may be a FMLG assembly. In the exemplary embodiment, FMLG assembly  500  includes a shock strut  502  for supporting a truck assembly  504 , and a retraction assembly  506  for selectively moving shock strut  502  and truck assembly  504  about a longitudinal hingeline  522  in a primarily sideways motion between deployed position  501  for use in take-off/landing/taxiing and retracted position  503  for storage in a landing gear storage area  508  in a fuselage  510  of an aircraft  512 . 
     Truck assembly  504  may include a plurality of wheels  514 . In the exemplary embodiment, truck assembly  504  has two wheels. Alternatively, truck assembly  504  may have a different number of wheels, for example, four wheels or six wheels. Generally, truck assembly  504  has any number of wheels that facilitate operation of FMLG assembly  500  as described herein. 
     Truck assembly  504  is deployed sufficiently outboard of the side of fuselage  510  of aircraft  512  to prevent aircraft  512  from tipping over during ground maneuvering, and will remain stable throughout all aircraft  512  operations. On an aircraft where it is not practical to use wing-mounted landing gear, the landing gear is usually mounted to and completely stored within the body of the aircraft (as will be explained hereinafter, the body of aircraft  512  may include fuselage  510  alone or fuselage  510  as expanded by a fairing). Retraction assembly  506  illustrated in  FIGS. 5-7  enables truck assembly  504  to be moved between deployed position  501  that is sufficiently outboard of fuselage  510  to meet all stability requirements and, at the same time, enables complete or substantially complete storage of FMLG assembly  500  within fuselage  510  when FMLG assembly  500  is in retracted position  503 . 
     Retraction assembly  506  may include a main trunnion brace  516  that is positioned at an angle to the vertical when FMLG assembly  500  is in deployed position  501 . A first end  518  of main trunnion brace  516  may be coupled to fuselage  510  by a forward and aft trunnion  520  at a first pivot line  522 . Forward and aft trunnion  520  includes a forward portion  524  and an aft portion  526  separated from forward portion  524  sufficiently to handle the torsional loads of FMLG assembly  500 . A second end  528  of main trunnion brace  516  is pivotally coupled to a drag link  530  at a pivot point  532 . Drag link  530  is also pivotally coupled to truck assembly  504 . In the exemplary embodiment, retraction assembly  506  also includes drag braces  534  and  536  that are configured to support shock strut  502  and forward and aft trunnion  520 . Drag braces  534  and  536  are supported by a side brace  538 , which is coupled to main trunnion brace  516  at a first position by a pair of lock links  540  and  542 . Side brace  538  includes a first end  544  coupled to second end  528  of main trunnion brace  516  at a second position, wherein the second position is pivot point  532 . A second end  546  of side brace  538  is pivotally coupled to a support  548  of aircraft fuselage  510  at a pivot point  550 . 
     FMLG assembly  500  further includes a shrink link  552  having a first end  554  pivotally coupled to main trunnion brace  516  and a second end  556  pivotally coupled to telescoping shock strut  502 . In the exemplary embodiment first end  554  is operates to extend or retract shock strut  502  by a parallel linkage  566 . Alternatively, first end  554  may be operated by an actuator (not shown). A main gear actuator  558  is coupled between main trunnion brace  516  and fuselage  510  and is configured to retract FMLG assembly  500  into storage area  508  after take-off A lock actuator  560  is operable to facilitate locking and unlocking lock links  540  and  542  during retraction and deployment of FMLG assembly  500 . 
     When FMLG assembly  500  is in deployed position  501 , it is far enough outboard of the side of fuselage  510  to ensure stability during taxi and landing. FMLG assembly  500  also provides stable 3-dimensional support which effectively resists loads and moments from any direction. When FMLG assembly  500  is retracted by operation of main actuator  558 , FMLG assembly  500  is retracted well within fuselage  510  when lock links  540  and  542  are unlocked. The size and weight of FMLG assembly  500  is minimized by limiting variation in the mechanical advantage of the retract actuator. 
     As shown in  FIG. 6 , fuselage  510  also includes a fairing  562  to encompass FMLG assembly  500  in retracted position  503 , when necessary. In accordance with the exemplary embodiment, however, fairing  562  may be much closer to fuselage  510  as compared to current fuselage mounted landing gear. Large aircraft commonly have increased fuselage sizes, which may reduce the need for fairing  562 . Fuselage  510  may also include at least one FMLG trunnion fusing option to prevent FMLG assembly  500  from damaging the fuel tanks (not shown) or entering the passenger compartment (not shown) of aircraft  512 . In the exemplary embodiment, fuselage  510  includes a fusing track  564  coupled to fuselage  510  proximate forward portion  524  of forward and aft trunnion  520 . Fusing track  564  is configured to guide forward portion  524  and main trunnion brace  516  outboard from fuselage  510  in the aft direction in the case of a vertical or drag event. Aft portion  526  of forward and aft trunnion  520  is coupled to fuselage at an aft wheel well bulkhead (not shown) in a ball joint to facilitate outboard rotation of forward and aft trunnion  520 . Alternatively, fusing track  564  may be located at aft portion  526  of forward and aft trunnion  520  and forward portion  524  may be coupled to fuselage  510  by a ball joint to facilitate outboard rotation of forward and aft trunnion  520 . 
       FIGS. 8A-8D  illustrate FMLG assembly  500  during the deployment process on approach of aircraft  512  prior to landing. In particular,  FIG. 8A  shows FMLG assembly  500  in retracted position  503  within storage area  508  of fuselage  510 ,  FIGS. 8B and 8C  show FMLG assembly  500  in subsequent stages of deployment, and  FIG. 8D  shows FMLG assembly  500  in deployed position  501 . The reduced length when retracted enables a similar body storage volume  508  as a wing mounted gear design, reducing aft cargo storage volume impact. 
     In the exemplary embodiment, fuselage  510  includes a first gear door  600  located on the side of fuselage  510  and a second gear door  602  located on the bottom of fuselage  510 . In cases where aircraft  512  includes fairing  562  (not shown in  FIGS. 8A-8D ), doors  600  and  602  may be part of fairing  562 . Doors  600  and  602  are configured to facilitate self-deployment of FMLG assembly  500  when doors  600  and  602  are opened. Side door  600  includes a connecting link  604  coupled to a portion of FMLG assembly  500 . In the exemplary embodiment, link  604  is coupled to shock strut  502 . Alternatively, link  604  may be coupled to any portion of FMLG assembly  500  that facilitates assembly  500  operation as described herein. When side door  600  is opened from release of the main landing gear locks (not shown), side door  600  rotates sufficiently about pivot line  522  to provide an added outward aerodynamic force on door  600 . Moreover, link  604  pulls shock strut  502  such that forward and aft trunnion  520  pivots about line  522  and FMLG assembly  500  is pulled from storage area  508  into the wind stream simultaneously with the opening of door  600 . In the exemplary embodiment, door  600  is a solid, one-piece door. Alternatively, door  600  may be a hinged folding door to enable landing without closing. 
     When FMLG assembly is fully deployed, rotation of FMLG assembly  500  about line  522  causes extension of shrink link  552  (not shown in  FIGS. 8A-8D ) and also causes lock actuator  560  (not shown in  FIGS. 8A-8D ) to lock lock links  540  and  542  in place. Removal of FMLG assembly  500  from storage area  508  further causes main actuator  558  to extend to allow for deployment, but main actuator  558  does not cause FMLG assembly  500  to be self-deployed. That is, main actuator  558  may typically be used but is not required to push FMLG assembly  500  from storage area  508  into the wind stream, as gravity with the side deploy gear motion and side door  600  aerodynamic load provide required alternate FMLG assembly  500  extension methods. 
     During the retraction process, lock links  540  and  542  unlock via lock actuator  560  allowing main actuator  558  to retract causing main trunnion brace  516  to pivot about line  522  and rotate relative to fuselage  510 . Rotation of main trunnion brace  516  about line  522  also causes retraction of shrink link  552  and telescoping shock strut  502  until FMLG assembly  500  is fully retracted within storage area  508  of fuselage  406 . During retraction, connecting link  604  is configured to pull door  600  closed as main actuator  558  retracts FMLG assembly  500  into storage area  508 . In the exemplary embodiment door  602  is closed by an actuator (not shown) extending between door  602  and fuselage  510 . Alternatively, door  602  may be closed in a manner similar to that of door  600 , where a connecting link (not shown) extends between FMLG assembly  500  and door  602  to facilitate closing door  602  by FMLG assembly  500  motion. 
     In the exemplary embodiment, the range of motion of side door  600  during retraction and deployment of FMLG assembly  500  between when FMLG assembly  500  is in retracted position  503  (shown in  FIG. 8A ) and when FMLG assembly is in deployed position  501  (shown in  FIG. 8D ) is defined as door envelope  606 , as shown in  FIG. 8A . Door envelope  606  illustrates the range of movement of first door  600  between an open position  608  when FMLG assembly  500  is deployed and a closed position  610  when FMLG assembly  500  is retracted. Door envelope  606  facilitates door  600  clearance of FMLG assembly  500  in deployed position  501  and a trailing edge wing flap (not shown in  FIGS. 8A-8D ) in an extended position (not shown in  FIGS. 8A-8D ). Truck assembly  504  may also include a rotary or other actuator (not shown) to assist in placing FMLG assembly  500  in a fully stowed position such that wheels  514  of truck assembly  504  are rotated to occupy less space in storage area  508 . 
       FIG. 9  is a side view of aircraft  512  having a low wing configuration  700  that includes FMLG assembly  500  and wing  402 . Low wing configuration  700  facilitates deployment of FMLG assembly  500  and opening of doors  600  and  602  without interfering with any portion of wing  402 . In the exemplary embodiment, configuration  700  includes a trailing edge flap  702  on inboard portion  412  (not shown in  FIG. 9 ) of wing  402  configured to reduce the speed at which aircraft  512  can be safely flown and to increase the angle of descent approach for landing. Flap  702  is shown in an extended position  704  with solid lines and in a stowed position  706  with broken lines. In the exemplary embodiment, flap  702  is a solid-bodied, single-piece flap that is selectively moveable between stowed positioned  706  and extended position  704  without impeding with door envelope  606  (not shown in  FIG. 9 ) or contacting door  600  or FMLG assembly  500 . More specifically, when in extended position  704 , flap  702  is aft of door envelope  606  and aft of an aft edge  612  of door  600 . Known trailing edge flaps are commonly multi-part flaps that require folding or contracting to allow landing gear to deploy, and further require complex sequencing to avoid flap/gear interference. However, single-piece flap  702  does not require the components to facilitate such folding or contracting, and, as such, has a reduced weight, which contributes to increasing aircraft  512  efficiency. 
     In the exemplary embodiment, configuration  700  facilitates coupling FMLG assembly  500  to fuselage  510  in a position forward of flap  702  such that when FMLG assembly  500  is deployed and door  600  is open, flap  702  extends in the aft direction around door  600 . More specifically, in the exemplary embodiment, side brace  538  (not shown in  FIG. 9 ) extends in a forward direction and is coupled to support  548  (not shown in  FIG. 9 ) in a position that is forward from known low wing landing gear configurations. Furthermore, because FMLG assembly  500  is coupled to fuselage  510  as opposed to wing  402 , as in known low wing configurations, FMLG assembly  500  may be installed onto fuselage  510  prior to installing wings  402  during the aircraft build assembly process. In the exemplary embodiment, the shape of door  600  is optimized to facilitate flap  702  clearance and to provide a minimum profile in the wind stream outboard of fuselage  510  when in open position  608  (not shown in  FIG. 9 ). Alternatively, door  600  may be sized larger, as shown by an alternate aft edge  614  in broken lines, to facilitate increased compression stroke of shock strut  502  that facilitates minimizing the size of fairing  562  to increase aircraft  512  efficiency. In the exemplary embodiment, configuration  700  facilitates isolating flap  702  from door envelope  606  and FMLG assembly  500  such that flap  702  may be deployed simultaneously with, before, or after deployment of FMLG assembly  500  and opening of door  600 . 
     The assemblies and methods described herein facilitate increasing the efficiency of a low wing aircraft wing. More specifically, the assemblies described herein include a fuselage mounted landing gear and wing configuration on a low wing aircraft that facilitates decreasing the inboard area of the wing to improve wing efficiency as compared to known low wing aircraft configurations. Furthermore, the fuselage mounted landing gear is coupled to the fuselage of the aircraft in a minimum sized forward stowed wheel position as compared to known fuselage landing gears. The relative position of the fuselage mounted landing gear assembly described herein enables the aircraft wing to use a multi or simple single-piece trailing edge flap that extends around a minimized deployment envelope defined by the landing gear doors. The assemblies and methods described herein are used with a low wing configuration that enables integrating and assembling a fuselage mounted landing gear on a low wing aircraft such that the efficiency of the aircraft is facilitated to be increased by reducing the inboard area of the wing, by reducing the weight of the landing gear assembly and wing, and by enabling a simplified trailing edge flap deployment that prevents conflict between the flap and landing gear doors. 
     This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to practice the invention, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.