As a best practice - "toes down" truck orientation is to be avoided .. this is because if you draw a free body diagram of the post and gear you will see that this orientation contributes to landing gear strut "windup" & "springback" loading which binds the inner & outer cylinders - IE side loads the hell out of the post causing premature strut bearing failures & ladder crecking.& creates wierd dynamics. The only reason to do it is to correct the touch down wheel geometry so as to put all wheels that touch down first on the same longitudinal centerline in the vicinity of the centroid. As with a big swept wing aircraft, the swept wing & body gears are oriented in different locations about the centroid - possibly the body gear forward of the centroid & the wing gears aft of the centroid -& -therfore not on the same centerline - but all will have to contact the earth on landing in concert. Using a toeup & toes down configuration is a trick to solve this problem - exploiting the truckbeam length to put the trailing wheels of the leading trucks "toes up" will place them inline with the trailing trucks nose wheels "toes down" configuration" - otherwise - the airplane on landing will experiance an abrupt pitching moment on landing due to whatever truck touches down first as a result of being either fore or aft of the centerline.