Abstract: A trailing link landing gear (6) has a main arm (20) which extends from a proximal end (22) attachable to an aircraft (2) to a distal end (24), and a trailing arm (30) which extends from a pivotable connection at the distal end (24) of the main arm (20) to one or more wheels (39). A shock absorber (40) extends between the main arm (20) and the trailing arm (30). An adjustment member (50) mounted to one of the arms can be moved to move an end of the shock absorber (40) and thereby change the angle that the trailing arm (30) makes with the main arm (20). This, in turn, changes the height of the landing gear (6) and in doing so changes the angle of attack (10) of an aircraft (2) including the landing gear (6).

Abstract: An aircraft landing gear assembly is disclosed including a leg assembly having a trailing arm configured to rotate about an axis and carry a wheel, a shock absorber coupled to the arm and enabled to dampen rotation of the arm about the axis within a normal operating range, and to limit the rotation of the arm about the first trailing arm axis to the normal operating range, and a fuse member coupled to the shock absorber. The fuse member is configured to fail in the event a vertical load on the wheel exceeds a pre-determined threshold, wherein failure of the fuse member allows the first trailing arm to rotate about the first trailing arm axis beyond the normal operating range.

Abstract: An aircraft is disclosed having a landing gear with a main support supporting one or more wheels. The landing gear has at least two sidestays by which landing gear loads can be propagated from the landing gear to the body of the aircraft. The sidestays are attached at one end to a rotatable yoke via joints which allow relative movement between the sidestays and the yoke so that the yoke can rotate about a yoke axis. Rotation of the yoke about the yoke axis, permitted by the joints, can help distribute loads between the two sidestays and/or combat negative effects resulting from an unfavourable tolerance stack during assembly, for example.

Abstract: A landing gear assembly is disclosed having a trailing arm for carrying a wheel, a shock absorber pivotally coupled to the arm for damping movement of the arm, and an articulated lock mechanism. The mechanism includes an upper and lower lock links each with a distal end respectively pivotally coupled to the shock and arm. Proximal ends of the lock links are pivotally coupled about a common axis to enable a distance between the distal ends to vary. The mechanism is lockable to lock the assembly in an extended or retracted configuration. When the assembly is in the extended or retracted configuration, the mechanism is locked respectively in an extended or retracted locking configuration, such that the distance between the distal ends of the lock links is substantially the same in either extended or retracted locking configuration.

Abstract: A spoiler for an aircraft wing is movable between a stowed configuration and a deployed configuration in a “pop-up” manner. The spoiler includes a hinged top flap movable between a first position and a second position, wherein in the first position the hinged top flap is constrained by an actuator, and in the second position the hinged top flap is unconstrained by the actuator. When the hinged top flap is in the second position, airflow over the top surface of the aircraft wing acts to pull the spoiler into the deployed position.

Abstract: An aircraft wing with a wing structure and a spoiler movable between a stowed configuration and a deployed configuration are disclosed. The spoiler includes an actuator configurable between an engaged mode and a disengaged mode. When the actuator is in the engaged mode, the actuator can restrict movement of the spoiler and move the spoiler between the stowed configuration and deployed configuration. In the disengaged mode, the actuator allows free movement of the spoiler, such that the spoiler may pop up due to reduced air pressure on the aircraft wing.

Abstract: A system of and method for facilitating on-device training and creating, updating, and disseminating micro-leaning simulations is provided. The system utilizes a trio of core tools, which are Simulator tool, a Creation tool, and a management and monitoring tool. These tools are utilized to develop tracks, modules, and lessons for users to complete and demonstrate proficiency. The system provides for recreation of native mobile applications from screenshots and utilizing these recreations for the development of sandboxed lessons without need to access the native application during training. The system also includes utilizing mobile device features and peripherals to create a realistic training simulation.

Abstract: A system of and method for facilitating on-device training and creating, updating, and disseminating micro-leaning simulations is provided. The system utilizes a trio of core tools, which are Simulator tool, a Creation tool, and a management and monitoring tool. These tools are utilized to develop tracks, modules, and lessons for users to complete and demonstrate proficiency. The system provides for recreation of native mobile applications from screenshots and utilizing these recreations for the development of sandboxed lessons without need to access the native application during training. The system also includes utilizing mobile device features and peripherals to create a realistic training simulation.

Abstract: A spoiler actuation apparatus for moving an aircraft spoiler. The spoiler is moveable between a stowed configuration and a deployed configuration. The spoiler actuation apparatus includes a guide member, a rack mounted on the guide member and slideable along a longitudinal axis of the guide member, and a gear coupled to the rack, the gear arranged to move the spoiler in response to sliding of the rack. The rack is held at a first position when the spoiler is in the stowed configuration. An actuator moves the rack from the first position to a second position along the longitudinal axis. When the rack is at the second position, the rack is operable to accelerate relative to the guide member away from the second position by an aerodynamic force acting on the spoiler.

Abstract: A method of manufacturing an aerodynamic structure, for example, an aircraft wing tip, is disclosed. The method includes providing an upper cover having a plurality of lugs, providing a lower cover having a plurality of lugs, measuring the distance between a lug on the upper cover and corresponding lug on the lower cover, selecting, from the plurality of different sized links, a link suitably sized to correspond to the measured distance between the lug on the upper cover and corresponding lug on the lower cover, connecting the selected link to the lug on the upper cover and corresponding lug on the lower cover; and repeating those steps such that each lug on the upper cover is joined to a corresponding lug on the lower cover.

Abstract: An aircraft wing (1) including a fixed wing (3) and a wing tip device (4) at the tip of the fixed wing (3), the wing tip device (4) being rotatable relative to the fixed wing (3) between a flight configuration (4a) for use during flight, and a ground configuration (4b) for use during ground-based operations, in which ground configuration the wing tip device (4) is rotated relative to the fixed wing (3) such that the span of the wing (1) is reduced. The aircraft wing (1) has a gear assembly (31) that couples the wing tip device (4) to an actuator (30) such that the actuator (30) drives the rotation of the wing tip device (4) between the flight and ground configurations, the gear assembly (31) comprising a worm drive (32).

Abstract: A wing assembly is disclosed. The wing assembly includes a main structure having a first contact face and a first recess arranged to receive a portion of a tension bolt; and a modular edge having a second contact face and a second recess arranged to receive a portion of the tension bolt. The modular edge is pivotally mounted on the main structure for rotation between an installation position and an operational position in which the modular edge is aligned with the main structure to form at least part of an edge of the wing assembly. The wing assembly is arranged such that, when the modular edge is in the operational position, tension in a tension bolt received in the first and second recesses acts to press the first and second contact faces together, thereby forming a tension joint that resists pivoting of the modular edge relative to the main structure.

Abstract: A spoiler for an aircraft wing is movable between a stowed configuration and a deployed configuration in a “pop-up” manner. The spoiler includes a hinged top flap movable between a first position and a second position, wherein in the first position the hinged top flap is constrained by an actuator, and in the second position the hinged top flap is unconstrained by the actuator. When the hinged top flap is in the second position, airflow over the top surface of the aircraft wing acts to pull the spoiler into the deployed position.

Abstract: An aircraft wing with a wing structure and a spoiler movable between a stowed configuration and a deployed configuration are disclosed. The spoiler includes an actuator configurable between an engaged mode and a disengaged mode. When the actuator is in the engaged mode, the actuator can restrict movement of the spoiler and move the spoiler between the stowed configuration and deployed configuration. In the disengaged mode, the actuator allows free movement of the spoiler, such that the spoiler may pop up due to reduced air pressure on the aircraft wing.

Abstract: A system of and method for facilitating on-device training and creating, updating, and disseminating micro-leaning simulations is provided. The system utilizes a trio of core tools, which are Simulator tool, a Creation tool, and a management and monitoring tool. These tools are utilized to develop tracks, modules, and lessons for users to complete and demonstrate proficiency. The system provides for recreation of native mobile applications from screenshots and utilizing these recreations for the development of sandboxed lessons without need to access the native application during training. The system also includes utilizing mobile device features and peripherals to create a realistic training simulation.

Abstract: An aircraft having a wing, including a fixed wing with a wing tip device movably mounted at the outer end thereof is disclosed. The wing tip device is movable between: a flight configuration; and a ground configuration. The wing tip device and the fixed wing are separated along an oblique primary cut plane. The wing tip device and the fixed wing meet along an interfacing cut line. The wing tip device and fixed wing comprise a wing skin with a thickness, and end faces extending across the thickness of the wing skin provide interfacing surfaces corresponding to the interfacing cut line, wherein the interfacing surfaces are angled at a first orientation towards the front of the wing and a second, opposite, orientation towards the rear of the wing.

Abstract: An aircraft (1002) including a wing (1001), having a fixed wing (1005) with a wing tip device (1003) moveably mounted at the outer end thereof. The wing tip device (1003) is moveable between: a flight configuration; and a ground configuration about an axis of rotation. The wing tip device (1003) and the fixed wing (1005) meet along an interfacing cut line (1035). The interfacing cut line (1035) includes a curved section (1039) cent red on the axis of rotation (1011), the radius of the curved section constantly increasing as the cut line passes around the axis (for example a spiral shape).

Abstract: An aircraft (1002) including a wing (1001), having a fixed wing (1005) with a wing tip device (1003) moveably mounted at the outer end thereof. The wing tip device (1003) is moveable between: a flight configuration; and a ground configuration. The wing tip device (1003) and the fixed wing (1005) are separated along an oblique primary cut plane (1013). The wing tip device (1003) and the fixed wing (1005) meet along an interfacing cut line (1035). The interfacing cut line (1035) includes a first length (1037) offset from the primary cut plane (1013) in a first direction; a second length (1041) that extends within a plane (P) containing the axis of rotation (1011), or a plane parallel thereto; and a transition section (1039) over which the interfacing cut line (1035) transitions from the first length to the second length. The second length may extend around the upper surface, around the leading edge and onto the lower surface.

Abstract: An aircraft (102) having a wing assembly (101) including a fixed wing (105) with a wing tip device (103). The wing tip device (103) is moveable between: a flight configuration; and a ground configuration. The outer end of the fixed wing (105) terminates at an outer rib (115), and the inner end of the wing tip device (103) terminates at an inner rib (117). The outer and inner ribs (115, 117) are located on opposing sides of an interface between the fixed wing (105) and the wing tip device (103). The fixed wing-skin (119) terminates inwardly of the interface, but the outer rib (115) has a surface-forming portion (127) forming an extension of the fixed wing-skin towards the interface. The wing tip device-skin (121) terminates outwardly of the interface, but the inner rib has a surface-forming portion (129) forming an extension of the wing tip device-skin towards the interface.

Abstract: An aircraft (102) including a wing (101), having a fixed wing (105) with a wing tip device (103) moveably mounted at the outer end thereof. The wing tip device (103) is moveable between: a flight configuration; and a ground configuration. The wing tip device (103) and the fixed wing (105) are separated along an oblique primary cut plane (113). The wing tip device (103) and the fixed wing (105) meet along an interfacing cut line (135). The interfacing cut line (135) comprises a first length (137) offset from the primary cut plane (113) in a first direction; a second length (141) offset from the primary cut plane (113) in a second direction, opposite to the first direction; and a transition section (139) over which the interfacing cut line (135) transitions from the first length to the second length.