Abstract: A linear actuator driven flap mechanism for an aircraft wing is contained within a wing support and fairing of the aircraft wing. The rib frame of the flap mechanism is attached to the wingbox structure of the aircraft wing at a first and second point. The rib frame of the flap mechanism defines a width with a first and second web. A linear actuator and a motion linkage are positioned with the width between the first and second webs of the rib frame. The linear actuator is not mechanically driven rotary actuation or mechanically driven linear actuation. As a result of the compact construction, the flap mechanism can be employed in thinner, smaller aircraft wings being designed today.

Abstract: A nut cap assembly for securing an internal component to an external component includes a seal cap having a base and a shroud extending from the base. The base includes a mounting flange configured to be mounted to the internal component. The base includes an opening at a mounting end of the base configured to be mounted to the internal component. The base includes a seal groove surrounding the opening configured to receive a seal. The seal groove is open at the mounting end to interface the seal with the internal component. The shroud includes a nut pocket has a cap anti-rotation feature. The nut cap assembly includes a nut received in the nut pocket. The nut includes a threaded bore configured to threadably receive a threaded fastener used to secure the internal component to the external component. The nut includes a nut anti-rotation feature interfacing with the cap anti-rotation feature.

Abstract: An auxiliary flap assembly includes a base fixable to an aircraft wing, a track, a first pair of rollers, and a second pair of rollers. The base includes a first plate and a second plate. The track is coupled to the base and includes a first half defining a non-linear first roller path and a second half defining a non-linear second roller path in a back-to-back configuration. Both halves extend between a free end portion and a fixed end portion of the track. At least a portion of the first and second roller paths is interposed between the first plate and the second plate of the base. The fixed end portion is attachable to the flap. The track is movable along the first and the second pairs of rollers to move the flap between, and inclusive of, a stowed position and a deployed position.

Abstract: An auxiliary flap assembly includes a track, a wingbox attachment, and a flap carriage. The wingbox attachment is attached to an aircraft wing and to the track such that the track is pivotable relative to the aircraft wing. The flap carriage is movably engaged with the track such that the flap carriage is retained by and movable along a length of the track. The flap carriage includes a top portion, a bottom portion, and an intermediate portion. The top portion includes a spherical bearing coupled to the flap. The bottom portion includes a pair of primary rollers configured to roll along the bottom surface of the track and the intermediate portion includes a pair of secondary rollers configured to roll along opposing C-shaped channels of the track.

Abstract: A jam detection system for a flap of a wing of an aircraft includes a linkage coupled to the flap and a support of the wing, and a sensor configured to detect a position of at least a portion of the linkage. The sensor is further configured to compare the position of the least a portion of the linkage to a jam threshold to determine if a jam condition exists. The linkage can also be coupled to a carriage moveably coupled to the support.

Abstract: A linear actuator driven flap mechanism for an aircraft wing is contained within a wing support and fairing of the aircraft wing. The rib frame of the flap mechanism is attached to the wingbox structure of the aircraft wing at a first and second point. The rib frame of the flap mechanism defines a width with a first and second web. A linear actuator and a motion linkage are positioned with the width between the first and second webs of the rib frame. The linear actuator is not mechanically driven rotary actuation or mechanically driven linear actuation. As a result of the compact construction, the flap mechanism can be employed in thinner, smaller aircraft wings being designed today.

Abstract: An underwing flap support mounting structure is disclosed that includes an underwing beam comprising an integral clevis at a forward end of the underwing beam and mounted to a lower skin of a wingbox, wherein the integral clevis comprises a first clevis bore and second clevis bore; and a wingbox lug fitting comprising a wingbox lug and a spherical bearing support assembly carrying a race and a spherical bearing, the wingbox lug having a wingbox lug bore and the spherical bearing having a spherical bearing bore, wherein a forward-aft oriented fuse pin is slidably received in the spherical bearing bore, the first clevis bore, and the second clevis bore to inhibit relative linear-vertical motion of the underwing beam and the integral clevis relative to a wingbox lug fitting that is mounted to the lower skin of the wingbox.

Abstract: An underwing flap support mounting structure is disclosed that includes an underwing beam comprising an integral clevis at a forward end of the underwing beam and mounted to a lower skin of a wingbox, wherein the integral clevis comprises a first clevis bore and second clevis bore; and a wingbox lug fitting comprising a wingbox lug and a spherical bearing support assembly carrying a race and a spherical bearing, the wingbox lug having a wingbox lug bore and the spherical bearing having a spherical bearing bore, wherein a forward-aft oriented fuse pin is slidably received in the spherical bearing bore, the first clevis bore, and the second clevis bore to inhibit relative linear-vertical motion of the underwing beam and the integral clevis relative to a wingbox lug fitting that is mounted to the lower skin of the wingbox.

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: 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: A jam detection system for a flap of a wing of an aircraft includes a linkage coupled to the flap and a support of the wing, and a sensor configured to detect a position of at least a portion of the linkage. The sensor is further configured to compare the position of the least a portion of the linkage to a jam threshold to determine if a jam condition exists. The linkage can also be coupled to a carriage moveably coupled to the support.

Abstract: A nut cap assembly for securing an internal component to an external component includes a seal cap having a base and a shroud extending from the base. The base includes a mounting flange configured to be mounted to the internal component. The base includes an opening at a mounting end of the base configured to be mounted to the internal component. The base includes a seal groove surrounding the opening configured to receive a seal. The seal groove is open at the mounting end to interface the seal with the internal component. The shroud includes a nut pocket has a cap anti-rotation feature. The nut cap assembly includes a nut received in the nut pocket. The nut includes a threaded bore configured to threadably receive a threaded fastener used to secure the internal component to the external component. The nut includes a nut anti-rotation feature interfacing with the cap anti-rotation feature.

Abstract: A fastening system to couple a first aircraft structure and a second aircraft structure is disclosed. The fastening system includes a fastener, a nutplate having a body defining an opening to receive the fastener, a flange extending from the body to engage an outer surface of the first structure, and a first sleeve protruding from the flange in a direction away from the body, the first sleeve to couple to a first bore formed in the first structure and prevents rotation of the nutplate relative to the first structure.