Abstract: A landing gear for use on an aircraft, the landing gear including a shock strut and an anti-rotation linkage. The shock strut is positioned at least partially within and guided in movement by a guide member coupled to a frame of the aircraft. The shock strut including an outer cylinder that is shaped and sized to engage the guide member where the guide member guides sliding movement of the outer cylinder, and where the outer cylinder is configured so as to be driven in the sliding movement relative to the guide member, and an inner cylinder disposed at least partly within the outer cylinder. The anti-rotation linkage including a connector plate coupled to the outer cylinder of the shock strut, and an anti-rotation link assembly coupled to both the guide member and the connector plate, the anti-rotation link assembly being configured to maintain the shock strut in a fixed rotational orientation relative to the guide member.

Abstract: A landing gear for use on an aircraft, the landing gear including a shock strut and an anti-rotation linkage. The shock strut is positioned at least partially within and guided in movement by a guide member coupled to a frame of the aircraft. The shock strut including an outer cylinder that is shaped and sized to engage the guide member where the guide member guides sliding movement of the outer cylinder, and where the outer cylinder is configured so as to be driven in the sliding movement relative to the guide member, and an inner cylinder disposed at least partly within the outer cylinder. The anti-rotation linkage including a connector plate coupled to the outer cylinder of the shock strut, and an anti-rotation link assembly coupled to both the guide member and the connector plate, the anti-rotation link assembly being configured to maintain the shock strut in a fixed rotational orientation relative to the guide member.

Abstract: An aircraft includes a landing gear having a shock strut, an outer sleeve at least partially surrounding the shock strut, and a shrink mechanism coupled to both the outer sleeve and the shock strut, where the shrink mechanism moves the shock strut relative to the outer sleeve. The shrink mechanism includes a shaft rotatably coupled to the outer sleeve, an anchor arm coupled to the shaft, a shrink arm coupled to the shaft, the shrink arm and the anchor arm being coupled to the shaft so as to rotate as a unit with the shaft about a shaft rotation axis, relative to the outer sleeve, at least 180° when the anchor arm is coupled to the structure within the wing of the aircraft, and a shrink link rotatably coupled to the shrink arm, the shrink link being configured to rotatably couple to the shock strut.

Abstract: Flap actuation systems for aircraft are described herein. An example flap actuation system includes a fixed beam coupled to and extending downward from a fixed wing portion of an aircraft wing and a rocking lever plate pivotably coupled to the fixed beam. The rocking lever plate is coupled to a forward end of a flap bracket disposed on a bottom side of a flap of the wing. The flap actuation system also includes a crank arm, a crank rod coupled between the crank arm and the rocking lever plate, and a flap link coupled between the rocking lever plate and an aft end of the flap bracket, such that actuation of the crank arm pivots the rocking lever plate to move the flap between a stowed position and a deployed position relative to the fixed wing portion.

Abstract: An aeroseal comprises a substantially straight portion having a first engagement end and a second engagement end opposite the first engagement end. The aeroseal also comprises a first engagement extension extending transversely from the first engagement end of the substantially straight portion and having a distal end. The aeroseal further comprises a second engagement extension extending transversely from the second engagement end of the substantially straight portion and having a distal end. The aeroseal also comprises a substantially curved portion interconnecting the distal end of the first engagement extension and the distal end of the second engagement extension to form an acute angle between the first and second engagement extensions and facing away from the substantially straight portion.

Abstract: A method of forming a monolithic aircraft structure having multiple aerodynamic surfaces includes forming a body component to have a body skin defining a body skin outer surface, and a body side wall integrally formed with the body skin and defining a body mating surface, the body skin outer surface providing a first aerodynamic surface. A cover component is formed to have a cover mating surface and a cover outer surface opposite the cover mating surface, the cover outer surface defining a second aerodynamic surface. The body component is positioned relative to the cover component so that the body mating surface engages the cover mating surface. At least portions of the cover mating surface are friction stir welded to the body mating surface to form friction stir welded joints between the body component and the cover component.

Abstract: A trailing edge flap actuation mechanism has a flap drive link with a first end pivotally coupled to a fore flap structure of a flap and a second end pivotally coupled to an underwing support structure. An aft tension link has a leading end pivotally coupled proximate an aft end of the underwing support structure and a trailing end coupled to a mid-section structure of the flap. An actuator, when actuated, rotates the flap drive link about a first pivot axle to move the flap between a retracted position and a deployed lowered position. The actuator, including a ball-screw drive shaft having a universal joint, is positioned in a cove above the underwing support structure whereby the extent that the underwing support structure protrudes below the wing is reduced.

Abstract: Flap actuation systems for aircraft are described herein. An example flap actuation system includes a fixed beam coupled to and extending downward from a fixed wing portion of an aircraft wing and a rocking lever plate pivotably coupled to the fixed beam. The rocking lever plate is coupled to a forward end of a flap bracket disposed on a bottom side of a flap of the wing. The flap actuation system also includes a crank arm, a crank rod coupled between the crank arm and the rocking lever plate, and a flap link coupled between the rocking lever plate and an aft end of the flap bracket, such that actuation of the crank arm pivots the rocking lever plate to move the flap between a stowed position and a deployed position relative to the fixed wing portion.

Abstract: An aircraft includes a landing gear having a shock strut, an outer sleeve at least partially surrounding the shock strut, and a shrink mechanism coupled to both the outer sleeve and the shock strut, where the shrink mechanism moves the shock strut relative to the outer sleeve. The shrink mechanism includes a shaft rotatably coupled to the outer sleeve, an anchor arm coupled to the shaft, a shrink arm coupled to the shaft, the shrink arm and the anchor arm being coupled to the shaft so as to rotate as a unit with the shaft about a shaft rotation axis, relative to the outer sleeve, at least 180° when the anchor arm is coupled to the structure within the wing of the aircraft, and a shrink link rotatably coupled to the shrink arm, the shrink link being configured to rotatably couple to the shock strut.

Abstract: An aeroseal comprises a substantially straight portion having a first engagement end and a second engagement end opposite the first engagement end. The aeroseal also comprises a first engagement extension extending transversely from the first engagement end of the substantially straight portion and having a distal end. The aeroseal further comprises a second engagement extension extending transversely from the second engagement end of the substantially straight portion and having a distal end. The aeroseal also comprises a substantially curved portion interconnecting the distal end of the first engagement extension and the distal end of the second engagement extension to form an acute angle between the first and second engagement extensions and facing away from the substantially straight portion.

Abstract: A shrink mechanism for use with a landing gear of an aircraft is provided. The landing gear includes an outer sleeve at least partially surrounding a shock strut, the shrink mechanism has a shaft rotatably coupled to the outer sleeve about a shaft rotation axis, the shaft being disposed perpendicular to a centerline of the shock strut, an anchor arm coupled to the shaft, the anchor arm being configured to couple to a structure within a wing of the aircraft, a shrink arm coupled to the shaft, the shrink arm and the anchor arm being coupled to the shaft so as to rotate as a unit with the shaft about the shaft rotation axis, and a shrink link rotatably coupled to the shrink arm, the shrink link being configured to rotatably couple to the shock strut.

Abstract: A trailing edge flap actuation mechanism has a flap drive link with a first end pivotally coupled to a fore flap structure of a flap and a second end pivotally coupled to an underwing support structure. An aft tension link has a leading end pivotally coupled proximate an aft end of the underwing support structure and a trailing end coupled to a mid-section structure of the flap. An actuator, when actuated, rotates the flap drive link about a first pivot axle to move the flap between a retracted position and a deployed lowered position. The actuator, including a ball-screw drive shaft having a universal joint, is positioned in a cove above the underwing support structure whereby the extent that the underwing support structure protrudes below the wing is reduced.

Abstract: A method of forming a monolithic aircraft structure having multiple aerodynamic surfaces includes forming a body component to have a body skin defining a body skin outer surface, and a body side wall integrally formed with the body skin and defining a body mating surface, the body skin outer surface providing a first aerodynamic surface. A cover component is formed to have a cover mating surface and a cover outer surface opposite the cover mating surface, the cover outer surface defining a second aerodynamic surface. The body component is positioned relative to the cover component so that the body mating surface engages the cover mating surface. At least portions of the cover mating surface are friction stir welded to the body mating surface to form friction stir welded joints between the body component and the cover component.

Abstract: A shrink mechanism for use with a landing gear of an aircraft is provided. The landing gear includes an outer sleeve at least partially surrounding a shock strut, the shrink mechanism has a shaft rotatably coupled to the outer sleeve about a shaft rotation axis, the shaft being disposed perpendicular to a centerline of the shock strut, an anchor arm coupled to the shaft, the anchor arm being configured to couple to a structure within a wing of the aircraft, a shrink arm coupled to the shaft, the shrink arm and the anchor arm being coupled to the shaft so as to rotate as a unit with the shaft about the shaft rotation axis, and a shrink link rotatably coupled to the shrink arm, the shrink link being configured to rotatably couple to the shock strut.

Abstract: An aircraft flap system and an associated method are provided to facilitate ground roll breaking without compromising in-flight performance. The aircraft flap system includes a first flap and a panel pivotally attached to the first flap, such as to a rearward portion of the first flap. The aircraft flap system also includes an actuator configured to controllably position the panel in a stowed position and in a deployed position. In the stowed position, the panel serves as a continuation of the first flap, thereby contributing to the lift provided by the first flap during flight. Conversely, in the deployed position, a panel is articulated relative to the first flap, thereby reducing or eliminating the lift otherwise provided by the flap, following landing of the aircraft.

Abstract: An aircraft flap system and an associated method are provided to facilitate ground roll breaking without compromising in-flight performance. The aircraft flap system includes a first flap and a panel pivotally attached to the first flap, such as to a rearward portion of the first flap. The aircraft flap system also includes an actuator configured to controllably position the panel in a stowed position and in a deployed position. In the stowed position, the panel serves as a continuation of the first flap, thereby contributing to the lift provided by the first flap during flight. Conversely, in the deployed position, a panel is articulated relative to the first flap, thereby reducing or eliminating the lift otherwise provided by the flap, following landing of the aircraft.

Abstract: A roller assembly comprises a first race and a second race. The second race is coaxial with the first race and is axially movable relative to the first race. The first and second races are movable between a static axial position and a dynamic axial position relative to one another. The roller assembly includes at least one biasing member that is operative to bias the first and second races from the dynamic axial position toward the static axial position.

Abstract: A roller assembly comprises a first race and a second race. The second race is coaxial with the first race and is axially movable relative to the first race. The first and second races are movable between a static axial position and a dynamic axial position relative to one another. The roller assembly includes at least one biasing member that is operative to bias the first and second races from the dynamic axial position toward the static axial position.