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: Methods and apparatus to measure multiple control surfaces with a sensor are disclosed. A disclosed example apparatus for determining a condition associated with first and second control surfaces includes a sensor to measure a rotation of a shaft operatively coupled thereto. The apparatus also includes a first differential operatively coupled between the shaft and a first pivot of the first control surface, and a second differential operatively coupled between the first differential and a second pivot of the second control surface.

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: Certain aspects of the present disclosure provide techniques for an aerodynamic surface actuation system, including: a plurality of outer tracks, wherein each outer track of the plurality of outer tracks include: an inner roller channel; and an outer roller channel positioned above the inner roller channel; an aerodynamic surface connected to a carrier, wherein the carrier includes: a plurality of rollers configured to move within inner roller channels of the plurality of outer tracks; and a carrier rack; a plurality of fixed rollers mounted to a plurality of longitudinal structural elements in an aerodynamic structure, wherein the plurality of fixed rollers are disposed within outer roller channels of the plurality of outer tracks; and a plurality of fixed racks, wherein each fixed rack of the plurality of fixed racks is mounted to a longitudinal structural element of the plurality of longitudinal structural elements.

Abstract: Certain aspects of the present disclosure provide techniques for an aerodynamic surface actuation system, including: a plurality of outer tracks, wherein each outer track of the plurality of outer tracks include: an inner roller channel; and an outer roller channel positioned above the inner roller channel; an aerodynamic surface connected to a carrier, wherein the carrier includes: a plurality of rollers configured to move within inner roller channels of the plurality of outer tracks; and a carrier rack; a plurality of fixed rollers mounted to a plurality of longitudinal structural elements in an aerodynamic structure, wherein the plurality of fixed rollers are disposed within outer roller channels of the plurality of outer tracks; and a plurality of fixed racks, wherein each fixed rack of the plurality of fixed racks is mounted to a longitudinal structural element of the plurality of longitudinal structural elements.

Abstract: Example methods and apparatus for mitigating aerodynamic flutter of aircraft wing flaps are disclosed. An example apparatus includes a fairing, an actuator, and a damper. The fairing is located on a bottom side of a wing of an aircraft. The actuator is disposed in the fairing. The actuator is coupled to and extends between the wing and a flap of the wing. The damper is disposed in the fairing. The damper is coupled to and extends between the fixed wing and the moveable flap.

Abstract: Example methods and apparatus for mitigating aerodynamic flutter of aircraft wing flaps are disclosed. An example apparatus includes a fairing, an actuator, and a damper. The fairing is located on a bottom side of a wing of an aircraft. The actuator is disposed in the fairing. The actuator is coupled to and extends between the wing and a flap of the wing. The damper is disposed in the fairing. The damper is coupled to and extends between the fixed wing and the moveable flap.

Abstract: Methods and apparatus to measure multiple control surfaces with a sensor are disclosed. A disclosed example apparatus for determining a condition associated with first and second control surfaces includes a sensor to measure a rotation of a shaft operatively coupled thereto. The apparatus also includes a first differential operatively coupled between the shaft and a first pivot of the first control surface, and a second differential operatively coupled between the first differential and a second pivot of the second control surface.

Abstract: An actuation system for controlling flight control members of a vehicle. Each flight control member is controlled by two or more linear hydraulic actuators. Synchronization members extend between the hydraulic actuators on the same flight control members to synchronize the movements of the hydraulic actuators for consistent movement across the length of the flight control members. Brakes can maintain the positions of the synchronization members and thus the flight control members. Motors can provide for moving the synchronization members to control the positioning of the hydraulic actuators and flight control members.

Abstract: A system for mechanical operation of an aircraft wing includes a torque tube rotatable at a first rate of rotation to cause a downward rotation of a control surface relative to the aircraft wing. A gearing assembly including an output shaft is coupled to the torque tube. The torque tube is configured to rotate the output shaft, via the gearing assembly, at a second rate of rotation less than the first rate of rotation. A rotational member is coupled to the output shaft, and the output shaft is configured to drive a rotation of the rotational member. A first end of a linear actuator is coupled to the rotational member at a forward attach point, which is eccentric to a rotational center of the rotational member. The rotational member is rotatable to cause a translation of the forward attach point relative to the aircraft wing.

Abstract: An actuation system for controlling flight control members of a vehicle. Each flight control member is controlled by two or more linear hydraulic actuators. Synchronization members extend between the hydraulic actuators on the same flight control members to synchronize the movements of the hydraulic actuators for consistent movement across the length of the flight control members. Brakes can maintain the positions of the synchronization members and thus the flight control members. Motors can provide for moving the synchronization members to control the positioning of the hydraulic actuators and flight control members.

Abstract: A wing assembly comprises a raked wing tip having an outboard portion hinged to one of a main wing having at least one moveable control surface and an inboard raked wing tip portion. The outboard portion of the raked wing tip does not carry any moveable flight control surfaces.

Abstract: A folding wing comprises a fixed section, a folding section, and a latch system for latching the folding section to the fixed section. The latch system includes a plurality of latch pins, and a corresponding plurality of non-backdriveable mechanical actuators for extending the latch pins to engage the folding section.

Abstract: A system for mechanical operation of an aircraft wing includes a torque tube rotatable at a first rate of rotation to cause a downward rotation of a control surface relative to the aircraft wing. A gearing assembly including an output shaft is coupled to the torque tube. The torque tube is configured to rotate the output shaft, via the gearing assembly, at a second rate of rotation less than the first rate of rotation. A rotational member is coupled to the output shaft, and the output shaft is configured to drive a rotation of the rotational member. A first end of a linear actuator is coupled to the rotational member at a forward attach point, which is eccentric to a rotational center of the rotational member. The rotational member is rotatable to cause a translation of the forward attach point relative to the aircraft wing.

Abstract: Described herein is a system that includes an actuator with a movable input, a first summing mechanism with an input, a first output, and a second output. The input of the first summing mechanism is movably driven by the movable input of the actuator and the first output of the first summing mechanism is movably coupled to a first actuatable element. The system also includes an end mechanism with an input and a first output. The input of the end mechanism is movably driven by the second output and the first output of the end mechanism is movably coupled to a second actuatable element. The system further includes a sensor that senses a position of the rotational input of the actuator. A status of the first and second actuatable elements is based on a sensed position of the movable input of the actuator.

Abstract: A folding wing tip system of an aircraft includes a latch pin actuator having a primary mechanical lock and a secondary hydraulic lock. The mechanical lock may include a lock cam movable between a lock position, in which the lock cam engages the latch pin, and an unlock position, in which the lock cam is disengaged from the latch pin, and a first lock actuator mechanically coupled to the lock cam and configured to provide a bias force pushing the lock cam toward the lock position. The hydraulic lock may be disposed in an unlatching hydraulic line and has an initial state, in which fluid flow through the unlatching hydraulic line is blocked thereby to hold the latch pin in the latched position, and an open state, in which fluid flow through the unlatching hydraulic line is permitted thereby to permit retraction of the latch pin to the unlatched position.

Abstract: A folding wing tip system of an aircraft includes a latch pin actuator having a primary mechanical lock and a secondary hydraulic lock. The mechanical lock may include a lock cam movable between a lock position, in which the lock cam engages the latch pin, and an unlock position, in which the lock cam is disengaged from the latch pin, and a first lock actuator mechanically coupled to the lock cam and configured to provide a bias force pushing the lock cam toward the lock position. The hydraulic lock may be disposed in an unlatching hydraulic line and has an initial state, in which fluid flow through the unlatching hydraulic line is blocked thereby to hold the latch pin in the latched position, and an open state, in which fluid flow through the unlatching hydraulic line is permitted thereby to permit retraction of the latch pin to the unlatched position.

Abstract: Disclosed is a method of enhancing aerodynamic performance of an aircraft wing assembly including a fixed section and a foldable section. The foldable section is hinged to the fixed section at a hinge axis. The method includes turning a torque box extending from the foldable section to rotate the foldable section about the hinge axis from a stowed position to a deployed position.