Patent Description:
Aircraft include landing gear that is extended for takeoff and landing and retracted during flight. The landing gear absorbs landing impact energy and prevents/reduces them from reaching the airframe. The landing gear also provides braking and steering capability, assists in stopping the aircraft after touchdown, provides adequate rotation clearance during takeoff and landing, and provides a stable support for the aircraft while it is on the ground.

Some aircraft include the use of composite materials in their airframe. These materials can include carbon fiber reinforced plastic and other composites. These composite materials provide various advantages, including a reduction in weight over metallic materials, such as aluminum. The ability of the landing gear to absorb the landing forces facilitates the use of these composite materials. However, the use of composite materials for the airframe requires that the landing gear be attached in a manner to distribute the loads into the composite airframe to protect the airframe.

An issue with aircraft design is providing adequate space to stow the landing gear during flight. This is a particular issue with smaller aircraft that have space constraints in the area of the wing immediately adjacent to the fuselage on the aft half of the wing plan (commonly referred to as the Yehudi area). Current landing gear is relatively large and includes a main cylinder, wheel assembly, and dual braced gear beam configuration. This landing gear requires a relatively large amount of space to integrate with the wing structure of the aircraft and also to stow the landing gear during flight. The enlarged stowage area can cause the aircraft design to increase the Yehudi area that may result in a reduction of aircraft efficiency. There is, therefore, a desire for improved support structures and methods of mounting landing gear to a wing spar of an aircraft.

Unless explicitly identified as such, no statement herein is admitted to be prior art merely by its inclusion in the Background section.

<CIT>, in accordance with its abstract, states an aircraft landing gear forward trunnion support assemblies and related methods are described. An example aircraft wing includes a rear spar having a rear side and a front side opposite the rear side and a forward trunnion support assembly. The forward trunnion support assembly includes first and second vertical support fittings coupled to the rear side of the rear spar, a trunnior housing with a bearing, and first and second vertical backup fittings on the front side of the rear spar.

The trunnion housing is coupled between the first and second vertical support fittings via a plurality of fuse pins. A central axis of the bearing is perpendicular to the rear side of the rear spar. The forward trunnion support assembly also includes a side load fitting disposed on the rear side of the rear spar. A first end of the side load fitting is coupled to the second vertical support fitting, and a second end of the side load fitting is coupled to the rear spar. <CIT>, in accordance with its abstract, states an aircraft main landing gear drag brace backup fitting assemblies and related methods are described. An example aircraft wing disclosed herein includes a rear spar having a rear side and a front side opposite the rear side, a side-of-body rib coupled to the rear spar, a rib post disposed on the front side of the rear spar, where the rib post is to couple a second rib to the rear spar, a side-of-body fitting coupled to the side-of-body rib, an intercostal member coupled between the side-of-body fitting and the rib post, and a drag brace fitting disposed on the rear side of the rear spar. The drag brace fitting is coupled to the rib post and the side-of-body fitting via a first plurality of fasteners extending through the rear spar.

<CIT>, in accordance with its abstract, states a retractable, main landing gear for aircraft weighing over a half million pounds comprises four trucks for four oleo struts or three trucks for three oleo struts, all trucks being on a transverse line, both when extended for loading up each oleo strut equally from the instant of touchdown, and when retracted for being positioned contiguous with each other for requiring the least amount of wheel well space. Further, all struts are mounted on trunnions secured to the rear and mid wing spars for providing a minimum of landing gear structural weight.

The subject matter of the present application provides examples of support structures and methods of mounting landing gear to a wing spar of an aircraft. These devices overcome the above-discussed shortcomings of existing structures and methods.

There is provided herein a support structure to mount landing gear to a wing spar of an aircraft, the support structure comprising: a trunnion support assembly comprising a first trunnion assembly part and a second trunnion assembly part that are configured to be connected together with the first trunnion assembly part positioned on a first side of the wing spar and a second trunnion assembly part positioned on an opposing second side of the wing spar, wherein the trunnion support assembly is configured to support a first section of the landing gear and further comprises a fuse pin block connected to the first trunnion assembly part that is configured to receive a first end of a pin of the first section of the landing gear; and a frame that is attached to and extends from the trunnion support assembly and is configured to support a second end of the pin of the landing gear, wherein the pin is configured to be rotatably mounted so as to pivot when the landing gear moves between a retracted and an extended orientation.

There is also provided herein a wing comprising a wing spar, landing gear, and a support structure to mount landing gear to a wing spar of an aircraft, the support structure comprising: a trunnion support assembly comprising a first trunnion assembly part and a second trunnion assembly part that are configured to be connected together with the first trunnion assembly part positioned on a first side of the wing spar and a second trunnion assembly part positioned on an opposing second side of the wing spar, wherein the trunnion support assembly is configured to support a first section of the landing gear and further comprises a fuse pin block connected to the first trunnion assembly part that is configured to receive a first end of a pin of the first section of the landing gear; and a frame that is attached to and extends from the trunnion support assembly and is configured to support a second end of the pin of the landing gear, wherein the pin is configured to be rotatably mounted so as to pivot when the landing gear moves between a retracted and an extended orientation.

There is also provided herein, an aircraft comprising at least one wing comprising a wing spar, landing gear, and a support structure to mount landing gear to a wing spar of an aircraft, the support structure comprising: a trunnion support assembly comprising a first trunnion assembly part and a second trunnion assembly part that are configured to be connected together with the first trunnion assembly part positioned on a first side of the wing spar and a second trunnion assembly part positioned on an opposing second side of the wing spar, wherein the trunnion support assembly is configured to support a first section of the landing gear and further comprises a fuse pin block connected to the first trunnion assembly part that is configured to receive a first end of a pin of the first section of the landing gear; and a frame that is attached to and extends from the trunnion support assembly and is configured to support a second end of the pin of the landing gear, wherein the pin is configured to be rotatably mounted so as to pivot when the landing gear moves between a retracted and an extended orientation.

There is also provided herein a method of mounting a landing gear to a wing spar of an aircraft, the method comprising: positioning a first trunnion assembly part on a first side of the wing spar; positioning a second trunnion assembly part on an opposing second side of the wing spar; connecting together the first and second trunnion assembly parts with the wing spar positioned therebetween; connecting a fuse pin block to the first trunnion assembly part; positioning a frame that is connected to the first trunnion assembly part outward in a rear direction away from the wing spar and connecting the landing gear to the first trunnion assembly part and the frame, such that a first end of a pin of a first section of the landing gear is received by the fuse pin block and a second end of the pin of the landing gear is supported by the frame.

<FIG> illustrates one example of an aircraft <NUM> that includes a fuselage <NUM> and wings <NUM>. Engines <NUM> are mounted to the wings <NUM> for propelling the aircraft <NUM>. Structurally, the aircraft <NUM> includes a center wing box <NUM> positioned in the fuselage <NUM> that is connected to and supports wing boxes <NUM> that form the structural framework of the wings <NUM>. The center wing box <NUM> is positioned between and connected to the wing boxes <NUM>. The center wing box <NUM> experiences stresses such as tension, compression, shear and torsion due to aerodynamic forces from the wings <NUM> while in flight, and due to the weight of the wings <NUM> themselves and from the fuel contained within the wings <NUM> when the aircraft <NUM> is on the ground. In addition, the center wing box <NUM> transmits forces from the wings <NUM> to the fuselage <NUM>.

Landing gear <NUM> is mounted to the underside of the aircraft <NUM>. The landing gear <NUM> is configured to transition between a deployed configuration (as illustrated in <FIG>) when the aircraft <NUM> is landing or taxiing about the runway, and a retracted configuration positioned in a compartment <NUM> within the aircraft <NUM>. In some examples, like the example as illustrated in <FIG>, the compartment <NUM> is positioned within the wings <NUM> and fuselage <NUM>.

The landing gear <NUM> includes a cylinder <NUM> that extends downward from the underside of the aircraft <NUM> when the landing gear <NUM> is deployed. The cylinder <NUM> includes a shock strut (sometimes referred to as a main support or main member) that carries a wheel assembly <NUM>. A single brace <NUM> is pivotably coupled to the cylinder <NUM>. The landing gear <NUM> can also include various other components, including but not limited to spring assemblies and actuators configured to transition the landing gear <NUM> between the retracted and deployed configurations.

The landing gear <NUM> is mounted to the wing box <NUM> of the wing <NUM> in a manner to be movable between the retracted and deployed configurations. A support structure for mounting and integrating the landing gear <NUM> to the wing box <NUM> is illustrated schematically in <FIG>. As shown in <FIG>, the support structure <NUM>' for mounting and integrating the landing gear <NUM> to the wing box <NUM> includes a trunnion support assembly <NUM>, also referred to herein as a trunnion assembly. The trunnion assembly <NUM> includes first and second trunnion assembly parts <NUM>, <NUM>, also referred to herein as first and second trunnions. The first trunnion <NUM> is mounted to a first side <NUM> of a wing spar <NUM> that forms part of the wing box <NUM>. The second trunnion <NUM> is mounted to a second side <NUM> of the wing spar <NUM> opposite from the first trunnion <NUM>. The first and second trunnions <NUM>, <NUM> are connected together with fasteners <NUM> that extend through the wing spar <NUM>. A fuse pin block <NUM> is connected to the first trunnion <NUM> and is configured to receive a forward end of the pin <NUM> of the landing gear <NUM>. The trunnion assembly <NUM> provides for attaching and integrating a first section <NUM> the landing gear <NUM> to the wing box <NUM>. As illustrated in <FIG>, the first section <NUM> includes a leading end of the pin <NUM>. Other examples can include various components of a forward section of the landing gear <NUM> connected to the first trunnion <NUM>. A rear section of the landing pin <NUM> can be supported in various manners as described below.

<FIG> illustrates an example support structure for mounting and integrating the landing gear <NUM> to the wing box <NUM>. As illustrated in <FIG>, the support structure <NUM> includes a frame <NUM> attached to the trunnion assembly <NUM>. The frame <NUM> has an elongated shape that is attached to the trunnion assembly <NUM> and extends outward to support a second end of the pin <NUM> of the landing gear <NUM>. The frame <NUM> is attached to the trunnion assembly <NUM> with fasteners <NUM> to transfer forces applied to the frame <NUM> to the trunnion assembly <NUM> and wing spar <NUM>.

The support structures include a cantilever design that is supported by and extends outward from the rear side <NUM> of the wing spar <NUM>. This structure eliminates a main gear beam in previous structures that supports the opposing side of the landing gear.

As illustrated in <FIG>, the first and second trunnions <NUM>, <NUM> are in an overlapping arrangement on the opposing sides of the wing spar <NUM>. The overlapping arrangement provides for one or more fasteners <NUM> to extend through both of the first and second trunnions <NUM>, <NUM> as well as the intermediate wing spar <NUM>. In some examples, the faces <NUM>, <NUM> of the first and second trunnions <NUM>, <NUM> are parallel. In other examples, the faces <NUM>, <NUM> are non-parallel.

In some examples. like the example illustrated in <FIG>, the frame <NUM> includes a rib <NUM> that is attached with one or more fasteners <NUM> to the first trunnion <NUM>. A second rib <NUM> (also referred to herein as an outward rib) is positioned outward from the rib <NUM> is connected to the wing spar <NUM>. The frame <NUM> also includes lug <NUM> that is supported by one or both of the ribs <NUM>, <NUM> and that connects to a rear of the pin <NUM>.

<FIG> and <FIG> illustrates an example that includes a support structure <NUM> having both the trunnion assembly <NUM> and the frame <NUM> supporting the landing gear <NUM>. As illustrated in <FIG>, the wing box <NUM> includes front and rear wing spars <NUM> that extend along the length of the wing <NUM>. Ribs <NUM> extend across the width of the wings <NUM> transverse to the wing spars <NUM>. The number and positioning of the wing spars <NUM> and ribs <NUM> can be vary depending upon the design of the wing box <NUM>. The wings <NUM> also include an upper wing panel <NUM> and lower wing panel <NUM> (see <FIG>) that extend over the spars <NUM> and ribs <NUM> as will be explained in more detail later.

In some examples, one or more of the wing spars <NUM>, ribs <NUM>, and panels <NUM>, <NUM> are constructed from fiber-reinforced resin materials referred to as composite materials. Composite materials have relatively high strength-to-weight ratios, good corrosion resistance, and other beneficial properties that make them particularly well suited for use in aerospace applications. Conventional composite materials typically include glass, carbon, or polyaramid fibers in woven and non-woven configurations. In the raw material stage, the fibers can be formed into tapes, filaments, and fabric sheets that are pre-impregnated with uncured resin. The raw materials can be manufactured into parts by laminating them onto a mold surface, and then applying heat and pressure to cure the resin and harden the laminate. Composite sandwich structures can be manufactured by laminating a core material (e.g., a foam or honeycomb material) between two face sheets composed of laminated plies, tapes, and/or filaments. Face sheets can also include one or more metallic layers. In some examples, at least the rear wing spar <NUM> is constructed from composite materials. In other examples, at least the wing spars <NUM> and ribs <NUM> are constructed from composite materials. In other examples, the entire wing box <NUM> is constructed from composite materials. In other examples, one or more of the wing components, including the wing spars <NUM>, ribs <NUM>, and upper and lower wing panels <NUM>, <NUM> are constructed from metals, such as aluminum.

The example of <FIG> and <FIG> include a support structure <NUM> for supporting and integrating the landing gear <NUM> that includes both a trunnion assembly <NUM> and a frame <NUM>. The trunnion assembly <NUM> is mounted to the rear wing spar <NUM>. The frame <NUM> is mounted to the trunnion assembly <NUM> and extends rearward away from the rear wing spar <NUM>. The pin <NUM> of the landing gear <NUM> is mounted to the trunnion assembly <NUM> and frame <NUM>. The pin <NUM> is rotatably mounted to pivot when the landing gear <NUM> moves between the retracted and extended orientations.

The trunnion assembly <NUM> includes the first trunnion <NUM> and the second trunnion <NUM>. The first trunnion <NUM> is mounted to the first side <NUM> of the rear wing spar <NUM>. The second trunnion <NUM> is mounted to the second side <NUM> of the rear wing spar <NUM> opposite from the first trunnion <NUM>. The first and second trunnions <NUM>, <NUM> are connected together with the rear wing spar <NUM> positioned between and spacing apart the first and second trunnions <NUM>, <NUM>. Each of the first and second trunnions <NUM>, <NUM> is sized to extend along a section of the wing spar <NUM> and fit between adjacent ones of the ribs <NUM>. In some examples, including the example as illustrated in <FIG>, the second trunnion <NUM> is wider than the first trunnion <NUM>. The second trunnion <NUM> is attached with fasteners <NUM> to each of the adjacent ribs <NUM>.

<FIG> illustrate the first trunnion <NUM> and <FIG> illustrate the second trunnion <NUM>. Each of the first and second trunnions <NUM>, <NUM> respectively include a face <NUM>, <NUM> with a front side <NUM>, <NUM> shaped to abut against the wing spar <NUM> and an opposing rear side <NUM>, <NUM>. In some examples, the faces <NUM>, <NUM> are flat or substantially flat. Other examples include various curvatures, indentations, extensions, etc. to conform to the wing spar <NUM>. Perimeter sides <NUM>, <NUM> are positioned along the perimeter and extend outward away from the rear sides <NUM>, <NUM>. The perimeter sides <NUM>, <NUM> provide structure to connect with other components of the wing box <NUM> as will be explained below. In some examples, including the example as illustrated in <FIG>, the first trunnion <NUM> includes three perimeter sides <NUM> that extend around three of the four outer sides. The perimeter wall does not extend around the fourth side because this side is spaced away from the wing structures and is not positioned to be connected with a fastener to the wing structures. In some examples, including the example as illustrated in <FIG>, a pair of opposing perimeter sides <NUM> of the second trunnion <NUM> include wings <NUM> that are wider than an intermediate section. Stiffener plates <NUM>, <NUM> are positioned along the rear sides <NUM>, <NUM> of the face <NUM>, <NUM> and perimeter sides <NUM>, <NUM> to strengthen and stiffen the respective first and second trunnions <NUM>, <NUM>. The stiffener plates <NUM> can extend in a horizontal and/or vertical orientation.

In some example, the first and second trunnions <NUM>, <NUM> are constructed from composite materials. In other examples, the first and second trunnions <NUM>, <NUM> are constructed from metal, such as aluminum. The first and second trunnions <NUM>, <NUM> can be constructed from the same or different materials.

<FIG> illustrates additional detail of the first trunnion <NUM> mounted to the rear wing spar <NUM>. The first trunnion <NUM> is sized to fit between the upper and lower wing panels <NUM>, <NUM>. The three perimeter sides <NUM> abut against and/or are positioned in proximity to the upper and lower wing panels <NUM>, <NUM> and the first trunnion <NUM>. Fasteners <NUM> connect the perimeter sides <NUM> to the upper and lower wing panels <NUM>, <NUM> and first trunnion <NUM>.

The fuse pin block <NUM> that receives the pin <NUM> of the landing gear <NUM> is secured to the first trunnion <NUM>. The fuse pin block <NUM> is sized to fit between a pair of vertical stiffener plates 23a, 23b. Fuse pins <NUM> attach the fuse pin block <NUM> to the stiffener plates 23a, 23b. The fuse pins <NUM> are configured to maintain the fuse pin block <NUM> attached to the first trunnion <NUM> during normal landing events when the forces applied by the landing gear <NUM> are below a predetermined amount. In the event of an excessive force F above the predetermined amount that is applied to the fuse pin block <NUM> through the landing gear <NUM>, the fuse pins <NUM> are configured to shear. In some examples, this includes one or more of the fuse pins <NUM> shearing into multiple pieces. The shearing releases the fuse pin block <NUM> and allows for its movement relative to the first trunnion <NUM> with the first trunnion <NUM> remaining attached to the wing spar <NUM>. This movement prevents an excessive amount of force to be applied to the wing box <NUM> by the landing gear <NUM>.

<FIG> illustrates the first and second trunnions <NUM>, <NUM> mounted to the wing spar <NUM>. The first trunnion <NUM> is positioned on a first side (i.e., aft side) of the wing spar <NUM>. The first trunnion <NUM> is sized to fit between the upper and lower wing panels <NUM>, <NUM> with the face <NUM> abutting against the rear side of the wing spar <NUM>. The perimeter sides <NUM> are positioned against the upper and lower wing panels <NUM>, <NUM> and connected with fasteners <NUM>.

The second trunnion <NUM> is positioned on a second side (i.e., fore side) of the wing spar <NUM>. The second trunnion <NUM> is sized to fit between the upper and lower wing panels <NUM>, <NUM> with the face <NUM> abutting against the wing spar <NUM>. The perimeter sides <NUM> are positioned against the upper and lower wing panels <NUM>, <NUM> and connected with fasteners <NUM>. The perimeter sides <NUM> of the second trunnion <NUM> are further connected with fasteners <NUM> to the ribs <NUM> of the wing <NUM>. The faces <NUM>, <NUM> are positioned on opposing sides of the wing spar <NUM> with the faces <NUM>, <NUM> being spaced apart from one another. In some examples, the faces <NUM>,<NUM> are parallel to one another. Fasteners <NUM> extend through the wing spar <NUM> and the faces <NUM>, <NUM> to connect together the first and second trunnions <NUM>, <NUM>.

The frame <NUM> supports the opposing side of the pin <NUM> of the landing gear <NUM> (i.e., the rear section of the pin <NUM>). <FIG> and <FIG> illustrate one example of the frame <NUM> that includes an inward rib <NUM>, and outward rib <NUM>, and a mounting lug <NUM>. The frame <NUM> provides for the loads exerted on the landing gear to be transferred to the wing <NUM>.

The inward rib <NUM> is mounted to the first trunnion <NUM> and extends outward away from the wing spar <NUM>. The inward rib <NUM> includes an elongated shape with a first end <NUM> mounted to the first trunnion <NUM> and a second end <NUM> mounted to the outward rib <NUM> and/or mounting lug <NUM>. As illustrated in <FIG>, the inward rib <NUM> is sized to fit between the upper and lower wing panels <NUM>, <NUM> and abut against the outer side of the first trunnion <NUM>. The inward rib <NUM> abuts against the outer side of the perimeter side <NUM> of the first trunnion <NUM>. Fasteners <NUM> extend through the inward rib <NUM> and perimeter side <NUM> to connect the inward rib <NUM> to the first trunnion <NUM>. The connection of the inward rib <NUM> to the first trunnion <NUM> provides for the load applied by the landing gear <NUM> to be transferred to the first trunnion <NUM>. The inward rib <NUM> can be spaced apart from or in contact against one or more of the upper and lower wing panels <NUM>, <NUM> and the wing spar <NUM>.

The outward rib <NUM> is mounted to the wing spar <NUM> at a point spaced away from the inward rib <NUM> (i.e., on an outboard side that is farther away from the fuselage <NUM>). The outward rib <NUM> includes an elongated shape with a first end <NUM> mounted to the wing spar <NUM> and the second end <NUM> connected to one or both of the inward rib <NUM> and the mounting lug <NUM>. The first end <NUM> is connected with fasteners <NUM> to one or more of the wing spar <NUM>, ribs <NUM>, and upper and lower panels <NUM>, <NUM> of the wing box <NUM>. In some examples, including the example as illustrated in <FIG>, the first end <NUM> connects the wing <NUM> at one of the ribs <NUM>.

The outward rib <NUM> has a greater length (measured between the ends <NUM>, <NUM>) than the inward rib <NUM> (measured between ends <NUM>,<NUM>). The outward rib <NUM> is aligned at an angle α relative to the wing spar <NUM>. In some examples, the angle α is between <NUM>°- <NUM>° (or about <NUM>°- <NUM>°). The inward rib <NUM> is aligned at an angle relative to the wing spar <NUM> of between <NUM>°- <NUM>° (or about <NUM>°- <NUM>°). In some examples, the inward rib <NUM> is aligned at angle of <NUM>°. In some examples, the inward rib <NUM> is aligned perpendicular to the face <NUM> of the first trunnion <NUM>.

In some examples, the second end <NUM> of the inward rib <NUM> connects to the outward rib <NUM> at the second end <NUM>. In other examples, the second end <NUM> connects to the outward rib <NUM> inward from and away from the second end <NUM>. In other examples as illustrated in <FIG>, each of the inward and outward ribs <NUM>, <NUM> connect to the mounting lug <NUM>.

The mounting lug <NUM> includes a mount <NUM> to connect with the rear end of the pin <NUM> of the landing gear <NUM>. The mount <NUM> is positioned between a first end <NUM> of the mounting lug <NUM> that is connected to one or both of the ribs <NUM>, rib <NUM>, and an opposing second end <NUM>. The mount <NUM> is configured to support the pin <NUM> and provide for rotation between the extended and retracted orientations.

A tension rod <NUM> is attached to the mounting lug <NUM>. The tension rod <NUM> includes a first end <NUM> mounted to the mounting lug <NUM> and a second end <NUM> mounted to the fuselage <NUM>. The tension rod <NUM> is pivotably connected to the lug <NUM> with the tension rod <NUM> extending between the lug <NUM> and a center wing box <NUM> of the aircraft <NUM>. As illustrated in <FIG>, the first end <NUM> forms a hinge <NUM> to pivotably connect to the lug <NUM>. In some examples, the first end <NUM> includes a clevis that is connected to the mounting lug <NUM> to form the hinge <NUM>. The tension rod <NUM> applies a force on the mounting lug <NUM> in a plane that extends along the length of the wing <NUM>. The tension rod <NUM> is configured to provide for movement of the mounting lug <NUM> and landing gear within a fore-aft plane and in a vertical plane.

Fasteners <NUM> connect together various components of the support structure <NUM> and/or mount the support structure to the aircraft <NUM>. The fasteners <NUM> can include a variety of different mechanical structures, including but not limited to rivets, screws, and bolts.

<FIG> illustrates one method of mounting a landing gear <NUM> to a wing spar <NUM> of an aircraft <NUM>. The method includes positioning a first trunnion <NUM> on a first side of the wing spar <NUM> (block <NUM>) and positioning a second trunnion <NUM> on an opposing second side of the wing spar <NUM> (block <NUM>). The method includes connecting together the first and second trunnions <NUM>, <NUM> with the wing spar <NUM> positioned therebetween (block <NUM>). The first and second trunnions <NUM>, <NUM> provide for integrating the landing gear <NUM> and to distribute the forces applied to the landing gear <NUM> to the wing box <NUM>.

<FIG> illustrates another method of mounting a landing gear <NUM> to a wing spar <NUM> of an aircraft <NUM>. The method includes positioning a first trunnion <NUM> on a first side of the wing spar <NUM> (block <NUM>) and positioning a second trunnion <NUM> on an opposing second side of the wing spar <NUM> (block <NUM>). The first and second trunnions <NUM>, <NUM> are connected together with the wing spar <NUM> positioned between (block <NUM>). The method further includes positioning a frame <NUM> that is connected to the first trunnion <NUM> outward in a rear direction away from the wing spar <NUM> (block <NUM>). The method also includes connecting the landing gear <NUM> to the first trunnion <NUM> and the frame <NUM> (block <NUM>).

The disclosed support structure provides numerous advantages over existing designs. The support structure enables a single braced cantilever main landing gear configuration to integrate with the aircraft <NUM>. The single braced cantilever main landing gear results in reduced Yehudi which results in increased aircraft performance. The cantilever landing gear design provides for making other architectural modifications to the aircraft <NUM> that can provide for other efficiency increases. The support structure further eliminates the forward drag brace and gear beam from existing support designs. The support structure also reduces peak loads in the body joint area and provides for a more basic wing to body joint.

By the term "substantially" with reference to amounts or measurement values, it is meant that the recited characteristic, parameter, or value need not be achieved exactly. Rather, deviations or variations, including, for example, tolerances, measurement error, measurement accuracy limitations, and other factors known to those skilled in the art, may occur in amounts that do not preclude the effect that the characteristic was intended to provide.

The present examples may be carried out in other ways than those specifically set forth herein without departing from essential characteristics of the support structure concept, as defined in the claims.

Claim 1:
A support structure (<NUM>) for mounting landing gear (<NUM>) to a wing spar (<NUM>) of an aircraft (<NUM>), the support structure comprising:
a trunnion support assembly (<NUM>) comprising a first trunnion assembly part (<NUM>) and a second trunnion assembly part (<NUM>) that are configured to be connected together with the first trunnion assembly part (<NUM>) positioned on a first side (<NUM>) of the wing spar (<NUM>) and the second trunnion assembly part (<NUM>) positioned on an opposing second side (<NUM>) of the wing spar (<NUM>), wherein the trunnion support assembly (<NUM>) is configured to support a first section (<NUM>) of the landing gear (<NUM>) and further comprises a fuse pin block (<NUM>) connected to the first trunnion assembly part (<NUM>) that is configured to receive a first end of a pin (<NUM>) of the first section (<NUM>) of the landing gear (<NUM>); and
a frame (<NUM>) that is attached to and extends from the trunnion support assembly (<NUM>) and is configured to support a second end of the pin (<NUM>) of the landing gear (<NUM>), wherein the pin (<NUM>) is configured to be rotatably mounted so as to pivot when the landing gear (<NUM>) moves between a retracted and an extended orientation.