Abstract: Assemblies for air vehicle control surfaces and related methods are disclosed. An example apparatus includes a control surface; a bullnose carried by the control surface, the bullnose moveable relative to the control surface; a first actuator operatively coupled to the control surface to cause the control surface to rotate; and a second actuator operatively coupled to the control surface, the second actuator to cause the bullnose to move from a first position to a second position to cause an opening to be formed relative to the control surface, the movement of the bullnose independent of rotation of the control surface.

Abstract: An aerial vehicle control surface actuation system comprises a rotary actuator having opposing output shaft ends that are coupled to first and second torque tubes via actuator universal joints. The first and second torque tubes extend angularly from the rotary actuator. The system further comprises first and second pivot joints that are coupled to a hinged end of a control surface. The first and second pivot joints are coupled to the first and second torque tubes, respectively, via control surface universal joints. In this configuration, rotation of the first and second torque tubes causes rotation of the control surface relative to a hinge axis.

Abstract: A compact aircraft control surface track mechanism is disclosed. A disclosed example aerodynamic body includes a support structure, a control surface movable relative to the support structure, the control surface including at least two rollers spaced apart along at least a spanwise direction of the aerodynamic body, and at least two tracks associated with the support structure, wherein a first track is to guide a first roller along a first movement pathway, and wherein a second track is to guide a second roller along a second movement pathway shaped differently than the first movement pathway.

Abstract: An actuation mechanism includes a control surface having a hinged end pivotally coupled to a wing structure, a first pivot arm and a second pivot arm coupled to the control surface, a first drive rod coupled to the first pivot arm, and a second drive rod coupled to the second pivot arm. A first bell crank is coupled via a first pivot pin to the wing structure at a first position and to the first drive rod. A second bell crank is coupled via a second pivot pin to the wing structure at a second position spaced apart from the first position and to the second drive rod. A coupling rod extends between the first bell crank and the second bell crank such that a rotation of the first bell crank is synchronized with a rotation of the second bell crank.

Abstract: A three piece failsafe clevis includes a center portion having a center top surface, a planar first outer surface and a planar second outer surface. The second outer surface is oppositely oriented to the first outer surface. A channel in the center portion is configured to receive a tension and compression member. A left lateral portion is connected adjacent the first outer surface. The left lateral portion has a planar first inner surface received against the first outer surface and a left top surface coplanar with the center top surface. A right lateral portion is connected adjacent the second outer surface. The right lateral portion has a planar second inner surface received against the second outer surface and a right top surface coplanar with the center top surface.

Abstract: Provided is a germ-repellent polymer structure including a base plastic selected from polypropylene homopolymer, polypropylene impact copolymer, or acrylonitrile butadiene styrene; and a hydration layer, the hydration layer including one or more hydrophilic additives formed on the base plastic optionally in the presence of an intermediate plastic that is compatible to both the base plastic and hydrophilic additives for stabilizing the hydration layer on some base plastics. In some embodiment, the introduction of hydration layer to the base plastic through the intermediate plastic imparts germ repellency by introducing sufficient hydroxyl groups onto the surface of the base plastic in order to trap water molecules into a polymer matrix of the base plastic.

Abstract: Example implementations relate to simple to manufacture flap assemblies with failsafe jam-resistant flap tracks. An example flap assembly may include a track having an elongate structure and a flap carriage configured to move along a length of the track. The track is configured to couple to an aircraft wing and the flap carriage includes a primary roller and a pair of secondary rollers configured to secure the flap carriage to the track. A top portion of the flap carriage is configured to couple to a flap such that movement of the flap carriage along the length of the track enables movement of the flap relative to the aircraft wing.

Abstract: Methods, apparatus, and articles of manufacture for actuating control surfaces of an aircraft are disclosed. An example apparatus to control a control surface of an aerodynamic body includes a track rotatable about a pivot of a support structure of the aerodynamic body, the control surface slidably coupled to the track, a first actuator operatively coupled to the track, the first actuator to cause rotation of the track and the flaperon about the pivot, and a second actuator operatively coupled to the control surface, the second actuator to cause translation of the control surface along the track.

Abstract: Methods, apparatus, and articles of manufacture for actuating control surfaces of an aircraft are disclosed. An example apparatus to control a control surface of an aerodynamic body includes a track rotatable about a pivot of a support structure of the aerodynamic body, the control surface slidably coupled to the track, a first actuator operatively coupled to the track, the first actuator to cause rotation of the track and the flaperon about the pivot, and a second actuator operatively coupled to the control surface, the second actuator to cause translation of the control surface along the track.

Abstract: Assemblies for air vehicle control surfaces and related methods are disclosed. An example apparatus includes a control surface; a bullnose carried by the control surface, the bullnose moveable relative to the control surface; a first actuator operatively coupled to the control surface to cause the control surface to rotate; and a second actuator operatively coupled to the control surface, the second actuator to cause the bullnose to move from a first position to a second position to cause an opening to be formed relative to the control surface, the movement of the bullnose independent of rotation of the control surface.

Abstract: A compact aircraft control surface track mechanism is disclosed. A disclosed example aerodynamic body includes a support structure, a control surface movable relative to the support structure, the control surface including at least two rollers spaced apart along at least a spanwise direction of the aerodynamic body, and at least two tracks associated with the support structure, wherein a first track is to guide a first roller along a first movement pathway, and wherein a second track is to guide a second roller along a second movement pathway shaped differently than the first movement pathway.

Abstract: Example implementations relate to simple to manufacture flap assemblies with failsafe jam-resistant flap tracks. An example flap assembly may include a track having an elongate structure and a flap carriage configured to move along a length of the track. The track is configured to couple to an aircraft wing and the flap carriage includes a primary roller and a pair of secondary rollers configured to secure the flap carriage to the track. A top portion of the flap carriage is configured to couple to a flap such that movement of the flap carriage along the length of the track enables movement of the flap relative to the aircraft wing.

Abstract: Linkage assemblies for moving tabs on control surfaces of aircraft are disclosed herein. An example aircraft includes a wing including a fixed wing portion and a trailing edge control surface. The trailing edge control surface includes a fore panel rotatably coupled to the fixed wing portion and an aft panel rotatably coupled to the fore panel. The wing also includes a linkage assembly including a rocking lever rotatably coupled to a bottom side of the fore panel, a trailing edge link having a first end rotatably coupled to the fixed wing portion and a second end rotatably coupled to the rocking lever, and an aft panel link having a first end rotatably coupled to the rocking lever and a second end rotatably coupled to a bottom side of the aft panel.

Abstract: Truncated flap support fairings with active flow control system for aircraft and related methods are disclosed herein. An example aircraft includes a wing having a fixed wing portion, a flap moveably coupled to the fixed wing portion, a flap support fairing coupled to a bottom of the flap, the flap support fairing having an aft end, and an active flow control system including a nozzle. The nozzle is to eject high velocity air in a streamwise direction from the aft end of the flap support fairing.

Abstract: An actuation mechanism includes a control surface having a hinged end pivotally coupled to a wing structure, a first pivot arm and a second pivot arm coupled to the control surface, a first drive rod coupled to the first pivot arm, and a second drive rod coupled to the second pivot arm. A first bell crank is coupled via a first pivot pin to the wing structure at a first position and to the first drive rod. A second bell crank is coupled via a second pivot pin to the wing structure at a second position spaced apart from the first position and to the second drive rod. A coupling rod extends between the first bell crank and the second bell crank such that a rotation of the first bell crank is synchronized with a rotation of the second bell crank.

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: Example aircraft spoiler actuation systems and related methods are disclosed herein. An example spoiler actuation system includes a rotary actuator, a first output shaft coupled to the rotary actuator, a second output shaft coupled to the rotary actuator, the first output shaft opposite the second output shaft, a first actuator rod coupled to the spoiler at a first location, and a second actuator rod coupled to the spoiler at a second location, the second location spaced apart from the first location. The rotary actuator is operatively coupled to the first actuator rod via the first output shaft and to the second actuator rod via the second output shaft to cause the spoiler to move between one of a stowed position and a raised position or the stowed position and a drooped position.

Abstract: An aerial vehicle control surface actuation system comprises a rotary actuator having opposing output shaft ends that are coupled to first and second torque tubes via actuator universal joints. The first and second torque tubes extend angularly from the rotary actuator. The system further comprises first and second pivot joints that are coupled to a hinged end of a control surface. The first and second pivot joints are coupled to the first and second torque tubes, respectively, via control surface universal joints. In this configuration, rotation of the first and second torque tubes causes rotation of the control surface relative to a hinge axis.

Abstract: A gimbal having a split design, which can be used in an assembly for actuating an aerodynamic high lift device, is described. The gimbal enables a rotating load path when a force is transferred from the actuator to the high lift device via the gimbal. In particular, the split design can include two receivers which can be coupled to posts extending from a nut. The nut can be secured to a shaft which receives a force generated by the actuator. In one embodiment, the actuator can rotate the shaft to cause the gimbal to translate along the shaft. The split design provides a more compact form factor and is lighter in weight than traditional gimbal designs.

Abstract: A method and apparatus for positioning a control surface. An apparatus comprises an arm, first link, and second link. The arm has first and second ends, the first end of the arm rotatably coupled to a wing structure to define a first pivot point. The first link has first and second ends, the first end being rotatably coupled to the second end of the arm. The second link has first and second ends, the first end rotatably coupled to the first end of the arm. When the second end of the first link is rotatably coupled to a first control surface and the second end of the second link is rotatably coupled to a second control surface, movement of the first control surface away from the wing structure rotates the arm about the first pivot point such that the second control surface moves in coordination with the first control surface.