Abstract: A high-lift device surface and associated method of designing the high-lift device surface is described. The flap can be attached to a wing on aircraft. The method can involve determining a manufactured shape of the flap. The manufactured flap shape can be deflected in some manner, such as bent or twisted, so that under selected flight conditions, such as cruise, the manufactured flap shape morphs into a second desired shape that satisfies specified constraints, such as geometric and sealing constraints. An advantage of the approach is that the flap doesn't have to be mechanically forced, using mechanical elements, into the second desired shape. The elimination of the mechanical elements results in weight and cost savings to aircraft on which the flap is deployed.

Abstract: Methods and apparatus to control a gap between movable aircraft wing components are disclosed. An example apparatus includes spoiler including a first panel and a second panel, a flexible tip extending from an intersection of the first and second panels; and a rub block coupled to a surface of the second panel, the rub block positioned to engage a flap to maintain a distance between the spoiler and the flap and to enable the flexible tip to perform deform to change aerodynamic properties of the spoiler.

Abstract: A wing flap includes a flap body. The flap body includes an upper skin, a lower skin opposite the upper skin, and a plurality of spars that extend between the upper skin and the lower skin. The wing flap also includes a torque member that is coupled to the flap body. A portion of the torque member is contiguous with at least one of the upper skin and the lower skin.

Abstract: A wing flap includes a flap body. The flap body includes an upper skin, a lower skin opposite the upper skin, and a plurality of spars that extend between the upper skin and the lower skin. The wing flap also includes a torque member that is coupled to the flap body. A portion of the torque member is contiguous with at least one of the upper skin and the lower skin.

Abstract: A wing flap includes a flap body and a torque member. The torque member is integrally formed with at least a portion of the flap body.

Abstract: An apparatus and method of a wing fold system may include a latch assembly rotating an unfixed portion of a wing, with respect to a fixed portion of the wing, between a flight position of the wing and a folded position of the wing. A first portion of the wing may hold a rotating portion of the latch assembly. A second portion of the wing may hold a secured portion of the latch assembly. The rotating portion of the latch assembly may rotate between an open position and a closed position. A slot in the rotating portion may receive the secured portion of the latch assembly. A securing portion of the rotating portion may secure a secured portion of the latch assembly. The latch assembly may prevent rotation of the second portion when the wing may be in the flight position.

Abstract: A methodology for designing spoilers or droop panels and aerodynamic systems including the designed spoilers or the designed droop panels are described. In one embodiment, the spoilers and the droop panels can be deployed on a wing with a flap system which provides for trailing edge variable camber (TEVC) system. During flight, the fixed portions of the wing, the flaps, the spoilers and droop panels can all deform. The spoilers or the droop panels can each be pre-deformed to a first shape on the ground such that in flight the spoilers or the droop panels deform to a second shape under aerodynamic loads. In the second shape, the spoilers or the droop panels are configured to seal better against the flaps. The spoilers or the droop panels can be configured to seal to the flaps during all of the positions the flaps take as part of the TEVC system.

Abstract: A high-lift device surface and associated method of designing the high-lift device surface is described. The flap can be attached to a wing on aircraft. The method can involve determining a manufactured shape of the flap. The manufactured flap shape can be deflected in some manner, such as bent or twisted, so that under selected flight conditions, such as cruise, the manufactured flap shape morphs into a second desired shape that satisfies specified constraints, such as geometric and sealing constraints. An advantage of the approach is that the flap doesn't have to be mechanically forced, using mechanical elements, into the second desired shape. The elimination of the mechanical elements results in weight and cost savings to aircraft on which the flap is deployed.

Abstract: Aircraft wings, aircraft, and related methods. Aircraft wings include a spoiler constructed substantially of a monolithic structural body with an upper side that defines a portion of an airfoil surface of an aircraft wing. The monolithic structural body further includes a lower side, opposite the upper side, that includes a plurality of stiffening ribs that define a plurality of open voids. Methods of constructing a spoiler for an aircraft wing include forming a monolithic structural body of the spoiler.

Abstract: A bell crank mechanism is configured to at least indirectly link movement of an aircraft wing spoiler-like hinge panel to the movement of a primary flight control device on an aircraft wing trailing edge. The aircraft wing is configured to be fixed to and to extend from an aircraft fuselage, the wing including a leading edge and a trailing edge. The primary flight control device is attached to the trailing edge, and any movement of the control device is directly subject to an aircraft input controller by a linear actuator. The moveable aerodynamic hinge panel, a secondary control device, is situated proximally to the primary flight control device, and the hinge panel is separately attached to the trailing edge. The bell crank mechanism slaves any hinge panel motion to movements of the primary control device.

Abstract: Methods and apparatus to control a gap between movable aircraft wing components are disclosed. An example apparatus includes spoiler including a first panel and a second panel, a flexible tip extending from an intersection of the first and second panels; and a rub block coupled to a surface of the second panel, the rub block positioned to engage a flap to maintain a distance between the spoiler and the flap and to enable the flexible tip to perform deform to change aerodynamic properties of the spoiler.

Abstract: Methods and apparatus to control a gap between movable aircraft wing components are disclosed. An example apparatus includes a body having a trailing edge and a leading edge. The leading edge is to be coupled to an aircraft wing. The trailing edge is to engage a flap of the aircraft wing. The body includes a structure located between the trailing edge and the leading edge. The structure is to engage the flap to maintain a distance between the body and the flap.

Abstract: An apparatus and method of a wing fold system may include a latch assembly rotating an unfixed portion of a wing, with respect to a fixed portion of the wing, between a flight position of the wing and a folded position of the wing. A first portion of the wing may hold a rotating portion of the latch assembly. A second portion of the wing may hold a secured portion of the latch assembly. The rotating portion of the latch assembly may rotate between an open position and a closed position. A slot in the rotating portion may receive the secured portion of the latch assembly. A securing portion of the rotating portion may secure a secured portion of the latch assembly. The latch assembly may prevent rotation of the second portion when the wing may be in the flight position.

Abstract: A primary flight control device for an aircraft, such as a flaperon attached to an aircraft wing, utilizes independent yet interactive airgap control systems designed to avoid weight penalties associated with conventionally used cam and track systems. An actuator directly controls movements of the flaperon; the flaperon motion is then used to slave separate movements of secondary flight control devices, such as a flaperon hinge panel and a cove lip door, to various positions of the flaperon for indirect control of aerodynamic air gaps during flight. The use of a bell crank for indirectly slaving the flaperon hinge panel movements to the flaperon avoids conventionally used cam and track systems. Although the cove lip door utilizes a separate linkage system, the bell crank and cove lip door linkage systems work in conjunction to assure desired aerodynamic airflows over the aircraft wing and flaperon structures.

Abstract: An aircraft comprising: a flight control surface and a rigid hinged panel both pivotably coupled to a wing; a drive linkage which links the flight control surface to the panel so that rotation of the former drives rotation of the latter, the drive linkage comprising first and second links, a first joint which pivotably couples the first and second links to each other, and a second joint which pivotably couples the first link to the flight control surface; and a cam track structure mounted to the wing, the cam track structure comprising first and second cam surfaces having extra run-out space at both ends thereof to prevent jamming. At least one of the links comprises a weakened portion which is designed to fail when a structural overload is produced due to jamming. Additional features can be added to the mechanism to block, shield, and shed other obstruction avenues.

Abstract: An apparatus and method of a wing fold system may include a latch assembly rotating an unfixed portion of a wing, with respect to a fixed portion of the wing, between a flight position of the wing and a folded position of the wing. A first portion of the wing may hold a rotating portion of the latch assembly. A second portion of the wing may hold a secured portion of the latch assembly. The rotating portion of the latch assembly may rotate between an open position and a closed position. A slot in the rotating portion may receive the secured portion of the latch assembly. A securing portion of the rotating portion may secure a secured portion of the latch assembly. The latch assembly may prevent rotation of the second portion when the wing may be in the flight position.

Abstract: Latching apparatus and methods are disclosed herein. An example apparatus includes a first latch portion including a first tooth and a first pin disposed in a first aperture defined by the first tooth and a second latch portion including a second tooth and a second pin disposed in an second aperture defined by the second tooth. The second tooth of the second latch portion is to mesh with the first tooth of the first latch portion to substantially orient the first pin and the second pin along an axis. The example apparatus further includes an actuator adjacent a first end of one of the first latch portion or the second latch portion to move the first pin and the second pin along the axis to lock the first latch portion to the second latch portion.

Abstract: A bell crank mechanism is configured to at least indirectly link any movement of an aircraft wing spoiler-like hinge panel to the movement of an aircraft wing trailing edge flight control device. The aircraft wing is configured to be fixed to and to extend from an aircraft fuselage, the wing including a leading edge and a trailing edge. The flight control device is attached to the trailing edge, and any movement of the control device is directly subject to an aircraft input controller. The moveable aerodynamic hinge panel is situated proximally to the control device, and the hinge panel is separately attached to the trailing edge. As configured, the bell crank mechanism assures that any hinge panel motion is slaved to the control device in a manner intended to optimize aerodynamic performance and efficiency.

Abstract: Movement of an aerodynamic cove lip door is directly slaved to real time movement of a trailing edge control device operably secured to an aircraft wing. The cove lip door is adapted to move relative to the movement of the control device for managing aerodynamic air gaps. For this purpose, a cove lip door mechanism is defined to include an actuator and an aircraft input controller, wherein movement of the control device is subject to the actuator via the input controller. A bell crank mechanism is coupled to the control device to link movement of the actuator directly to movement of the control device. The cove lip door is separately attached to the trailing edge, positioned proximal to the control device. The actuator is configured to also control movement of the cove lip door as a function of movement of the control device to optimize operational aerodynamic performance and efficiency.

Abstract: A wing fold system of a wing of an aircraft. The system may include a first lock of a latch to prevent movement of a latch pin of the latch to prevent movement of an unfixed portion of the wing with respect to a fixed portion of the wing, the first lock may include a first cam configured to prevent the second lock from transitioning to a second engaged position until the first lock may be in a first engaged position via contact with a second cam of the second lock. A second lock of the latch, the second lock may include the second cam configured to prevent the first lock from transitioning away from the first engaged position until the second lock transitions away from the second engaged position.