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: Techniques are described for a social networking system to enable multiple users to collaboratively create, publish, receive attribution, and/or edit content. In some cases, the social networking system may be configured to distribute the collaborative content and feedback associated therewith based on metrics and relationships between collaborators of the collaborative content and users of the social networking system.

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: Vehicular maintenance is predicted using real time telematics data and historical maintenance data. Different statistical models are used, and an intersecting set of results is generated. Environmental weather may also be used to further refine predictions.

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.

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: Vehicular maintenance is predicted using real time telematics data and historical maintenance data. Different statistical models are used, and an intersecting set of results is generated. Environmental weather may also be used to further refine predictions.

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: A container, such as a suitcase, can be used to safely and securely transport bottles, such as wine bottles. The suitcase can open about a central longitudinal axis to provide top open suitcase halves, where one or both of the halves can include a foam insert with receptacles for the placement of bottles therein. The foam can support and separate the bottles so that breakage is minimized or eliminated during transport. A lid, a strap, or both, may be provided to cover at least the receptacles. In some cases, a tunnel may be formed into the foam, extending from one end of the receptacle, for insertion of a neck portion of the bottle therein, thereby further supporting the bottle in the foam. The foam can fit snugly into each half of the suitcase and the number of bottles may be dependent upon user needs and/or size of the suitcase.

Abstract: Disclosed herein is a system for actuating a flap coupled to a wing of an aircraft in a streamwise direction. The system comprises a geared rotary actuator comprising a drive gear that is rotatable about a first rotational axis. The system also comprises a crank shaft comprising a driven gear in gear meshing engagement with the drive gear of the geared rotary actuator to rotate the crank shaft about a second rotational axis. The second rotational axis is angled relative to the first rotational axis. The system further comprises a crank arm co-rotatably coupled to the crank shaft and configured to be coupled to the flap. Rotation of the crank shaft about the second rotational axis rotates the crank arm in a direction perpendicular to the second rotational axis.

Abstract: An aircraft spoiler mechanism includes a spoiler fore-section, a spoiler aft-section, and a reverse-motion linkage arm. The spoiler fore-section includes a forward end, a hinge end, an actuator coupling, and a pivot coupling to couple to a wing structure of an aircraft to enable rotation of the spoiler fore-section relative to the wing structure. The spoiler aft-section includes a hinge portion coupled to the hinge end of the spoiler fore-section and a crank-arm. The reverse-motion linkage arm includes a first end, a second end, and a pivot point coupled to the forward end of the spoiler fore-section. The spoiler mechanism also includes a first linkage to couple the first end of the reverse-motion linkage arm to the wing structure and a second linkage coupled to the second end of the reverse-motion linkage arm and to the crank-arm on the spoiler aft-section.

Abstract: An aircraft including a flap support assembly for a flap support. An aircraft includes a fuselage comprising a pressure deck, where at least a portion the pressure deck is substantially horizontal. The aircraft further includes a wing extending from the fuselage, where the wing includes a leading edge and a trailing edge. The wing additionally includes a flap assembly on the trailing edge of the wing, where the flap assembly is configured to move between an extended position and a retracted position. The aircraft further includes a flap support coupled to the flap assembly comprising a plurality of load-bearing connection points, where at least one of the load-bearing connection points is coupled to the pressure deck.

Abstract: Methods and apparatus to control camber are disclosed. A disclosed example apparatus includes a flap support to be coupled to a flap of an aircraft, where the flap is rotatable relative to an aerodynamic surface, a drive arm linkage rotatably coupled to the flap support at a first pivot of the flap support, where the drive arm linkage includes a second pivot at an end opposite the first end, and a flap support actuator operatively coupled to the flap support, where the flap support actuator is to rotate the drive arm linkage. The example apparatus also includes a camber control actuator rotatably coupled to the flap support at a third pivot of the flap support, where the camber control actuator is to be rotatably coupled to the flap at a fourth pivot.

Abstract: An aircraft including a flap support assembly for a flap support. An aircraft includes a fuselage comprising a pressure deck, where at least a portion the pressure deck is substantially horizontal. The aircraft further includes a wing extending from the fuselage, where the wing includes a leading edge and a trailing edge. The wing additionally includes a flap assembly on the trailing edge of the wing, where the flap assembly is configured to move between an extended position and a retracted position. The aircraft further includes a flap support coupled to the flap assembly comprising a plurality of load-bearing connection points, where at least one of the load-bearing connection points is coupled to the pressure deck.

Abstract: A landing gear for an aircraft comprising a truck support strut, a landing gear retract mechanism coupling the truck support strut to a frame of the aircraft, so that the truck support strut is suspended from the frame by the landing gear retract mechanism, at least one wheel support arm rotatably coupled to the truck support strut, a carrier member coupled to the landing gear retract mechanism and to the truck support strut so that the landing gear retract mechanism drives the carrier member along the truck support strut, and at least one shock absorber, each of the at least one shock absorber being coupled to both a respective one of the at least one wheel support arm and the carrier member so that movement of the carrier member effects rotation of the at least one wheel support arm relative to the truck support strut.