Abstract: A flap actuation mechanism incorporates a flap bracket attached to a flap and coupled to an underwing structure with a pivotal coupling. A crankshaft is configured for over center rotation has aligned inboard and outboard crank arms extending from axially spaced inboard and outboard journals disposed in the underwing structure and configured to rotate about a rotation axis of the inboard and outboard journals. A crank pin connected between the inboard and outboard crank arms. An actuating rod has a first end rotatably coupled to the crank pin and a second end coupled to the flap bracket. Rotation of the crankshaft displaces the actuating rod to cause rotation of the flap bracket and the flap.

Abstract: A flap support fairing system incorporates a fairing attached to a flap and deployed downward with the flap during flap extension. The fairing has an inboard butterfly portion mounted with an inboard hinge and an outboard butterfly portion mounted with in outboard hinge. A fairing deployment mechanism is responsive to flap extension and is configured to rotate the inboard butterfly portion laterally inboard about the inboard hinge relative to an airflow direction and to rotate the outboard butterfly portion laterally outboard about the outboard hinge relative to the airflow direction. Upon flap extension, rotation of the inboard and outboard butterfly portions reduces impingement of a core engine plume on the deployed fairing.

Abstract: A camber adjustment system for a wing of an aircraft includes a droop panel that is configured to moveably couple to a portion of the wing, a flap, a cam rod moveably coupled to the droop panel, a bell crank cam arm moveably coupled to the flap, and a jackscrew interface between the cam rod and the bell crank cam arm. The droop panel is configured to move in response to movement of the flap via the jackscrew interface.

Abstract: An articulating flap support housing includes a flap connected to a wing with the flap having a range of deployed positions. An aft fairing is connected to the flap and configured to rotate with the flap through the range of deployed positions. A forward fairing is rotatably connected to the aft fairing. The forward fairing acts as a counterbalance to the aft fairing and flap.

Abstract: A flap actuation system employed in an aircraft wing with a flap having an internal structure employs a drive link pivotally attached at a top end with a drive axle to a forward lug on the internal structure and pivotally attached at a bottom end with a first pivot axle to a flap support element. An actuator is operably coupled to the drive link intermediate the top end and bottom end. A trailing link is pivotally attached at a leading end with a second pivot axle to the flap support element and pivotally attached at a trailing end with a reaction axle to an aft fitting on the internal structure. A catcher link is pivotally attached at a bottom end to the flap support element and at a top end to an intermediate fitting engaged to the internal structure.

Abstract: An aircraft wing has a flap arrangement with an inboard flap configured to move in a chordwise extension direction relative to the wing, the inboard flap having an outboard side, and an outboard flap adjacent to the inboard flap and configured to move in the chordwise extension direction relative to the wing, the outboard flap including an inboard side. A flap interconnect between the inboard flap and outboard flap has a roller mounted to a pin extending from the outboard side of the inboard flap and a guide track extending from the inboard side of the outboard flap. The guide track engages the roller on the inboard flap to limit deflection of the outboard flap relative to the inboard flap during movement of the inboard flap in the chordwise extension direction and movement of the outboard flap in the chordwise extension direction, to provide relative alignment of the inboard flap and outboard flap.

Abstract: A system to arrest flap over-travel employs a track extending from a flap and engaging an auxiliary support. The track has a deployment profile determining flap motion relative to the support structure during travel between an extended position and a normal retracted position. The deployment profile has a transition portion extending beyond the normal retracted position and terminating in a detent. A resiliently mounted catcher is configured to be displaced by the transition portion during over-travel of the flap beyond the normal retracted position and captured in the detent in a maximum retracted position thereby restraining the flap.

Abstract: A system to arrest flap over-travel employs a track engaging a flap to a support structure. The track has a deployment profile determining flap motion relative to the support structure during travel between an extended position and a normal retracted position. The deployment profile has a transition portion extending beyond the normal retracted position and terminating in a detent. A resiliently mounted catcher is configured to be displaced by the transition portion during over-travel of the flap beyond the normal retracted position and captured in the detent in a maximum retracted position thereby restraining the flap.

Abstract: A camber adjustment system for a wing of an aircraft includes a droop panel that is configured to pivotally couple to a portion of a main body of a wing, a flap, and a coupler having a track that moveably couples the droop panel to the flap. The droop panel is configured to move in response to movement of the flap via the coupler.

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 trailing edge flap mechanism for an aircraft incorporates a flap actuator 28 and a fore flap link 30 that pivots by actuation of the flap actuator. The fore flap link has a hinged end 32 pivotally coupled to a fore flap structure 34 and a clevis end 36 pivotally coupled to a fixed wing structure 18 at a first hinge axle 38. A rocking lever 40 is pivotally coupled to a second hinge axle 42 on the fixed wing structure. A connector bar 44 has a first end 46 pivotally coupled to the fore flap link at a first connection axle 48 and a second end 50 pivotally coupled to the rocking lever at a second connection axle 52.

Abstract: An under-wing flap support mounting structure incorporates a clevis on a forward end of an underwing beam. A spherical bearing support assembly carrying a spherical bearing is mounted to a fixed wing structure proximate a lower wing skin. A joint coupling has a lug pivotally coupled to the clevis and a longitudinal pin extending from the lug. The longitudinal pin is slidably received in the spherical bearing. The lug has a bore in which a fuse pin is disposed to secure the lug to the clevis and inhibit the lug from pivoting relative to the clevis. A force applied to an aft portion of the underwing beam that is sufficient to urge separation from the wing causes the clevis to apply a shear force to shear the fuse pin and enable the lug to pivot and cause the longitudinal pin to slide out of the spherical bearing. The underwing flap support separates from the wing without resulting damage to the underside of the wing structure.

Abstract: A collapsible flap deployment system for an aircraft wing that includes a support beam pivotably connected to a carrier beam, which is connected to a wing flap. A rear spar fitting is connected to a wing rear spar by a first plurality of fasteners and a second plurality of fasteners connects the support beam to the rear spar fitting. A fuse pin connects a link to the rear spar fitting. The fuse pin is configured to shear upon the application of a first predetermined force. An impact load to the bottom of the support beam puts the link into compression applying a force to the fuse pin until the fuse pin shears releasing the link from the rear spar fitting. The impact load rotates the support beam and carrier beam causing the second plurality of fasteners to fail releasing the support beam and carrier beam from the wing rear spar.

Abstract: A camber adjustment system for a wing of an aircraft includes a droop panel that is configured to moveably couple to a portion of the wing, a flap, a cam rod moveably coupled to the droop panel, a bell crank cam arm moveably coupled to the flap, and a jackscrew interface between the cam rod and the bell crank cam arm. The droop panel is configured to move in response to movement of the flap via the jackscrew interface.

Abstract: The present disclosure provides a slotted entry gimbal including an inner ring with a first side and a second side. The inner ring includes a first pin extending from the first side of the inner ring and a second pin extending from the second side of the inner ring. The slotted entry gimbal also includes an outer ring including a first side and a second side. The outer ring includes a first opening on the first side configured to receive the first pin and a second opening on the second side configured to receive the second pin. The outer ring includes a first slotted entry opening on the first side extending from a first edge of the outer ring to the first opening, and the outer ring includes a second slotted entry opening on the second side extending from a second edge of the outer ring to the second opening.

Abstract: A camber adjustment system for a wing of an aircraft includes a droop panel that is configured to pivotally couple to a portion of a main body of a wing, a flap, and a coupler having a track that moveably couples the droop panel to the flap. The droop panel is configured to move in response to movement of the flap via the coupler.

Abstract: A system for operating a droop panel on an air vehicle, the droop panel positioned between a fixed structure and a trailing edge flap on the wing. The system includes a pin joint linkage assembly coupled between and to the fixed structure, the droop panel, and the trailing edge flap. The assembly has a first link attached to the fixed structure; and a second link coupled to the first link, and pivotably connected to a third pin joint, connected to a fourth pin joint, and an angled portion pivotably connected to a second pin joint. The assembly has a third link coupled to the second link, and coupled to the fourth pin joint and to a fifth pin joint attached to the trailing edge flap. The assembly is configured to operate the droop panel by concurrently moving the droop panel and the trailing edge flap in a single coordinated motion.

Abstract: A system for operating a droop panel on an air vehicle, the droop panel positioned between a fixed structure and a trailing edge flap on the wing. The system includes a pin joint linkage assembly coupled between and to the fixed structure, the droop panel, and the trailing edge flap. The assembly has a first link attached to the fixed structure; and a second link coupled to the first link, and pivotably connected to a third pin joint, connected to a fourth pin joint, and an angled portion pivotably connected to a second pin joint. The assembly has a third link coupled to the second link, and coupled to the fourth pin joint and to a fifth pin joint attached to the trailing edge flap. The assembly is configured to operate the droop panel by concurrently moving the droop panel and the trailing edge flap in a single coordinated motion.