Abstract: An airfoil and method with a main wing and high-lift body on the leading edge of the main wing movable between an initial adjusting position and a maximally changed adjusting position referred to the initial adjusting position, with at least one guide mechanism. The high-lift body is movably coupled to the main wing and with a driving device. An adjusting lever arrangement and adjusting lever are coupled to the high-lift body. A first main wing lever coupled to the main wing is formed between the first adjusting lever pivot joint and the high-lift body, and a second main wing lever is coupled to the main wing such that an effective lever arm is formed between a second adjusting lever pivot joint and a first adjusting lever pivot joint.

Abstract: The present disclosure relates to an aircraft high lift system with at least one load station for actuating a flap of a wing, preferably a landing flap and/or a leading-edge flap, at least one transmission with transmission portions located between branch transmissions, wherein by means of the branch transmissions actuating energy can be branched off from the transmission to the load station, and to a method for determining an operating condition of an aircraft high lift system.

Abstract: An edge morphing arrangement for an airfoil having upper and lower control surfaces is provided with an elongated edge portion that overlies the edge of the airfoil, the edge portion having a surface element having first and second edges that communicate with, and form extensions of, respective ones of the upper and lower control surfaces of the elongated airfoil. The surface elements are formed of deformable compliant material that extends cross-sectionally from the first surface element edge to an apex of the edge portion, and to the second surface element edge. There is additionally provided a driving link having first and second driving link ends, the first driving link end being coupled to the interior of one of the first and second rib portions. The second end is arranged to receive a morphing force, and the rib element is deformed in response to the morphing force.

Abstract: An improved actuator arrangement for operating a driven element with different actuators. The actuator arrangement comprises a first actuator that drives a driven element in a first direction via a first output member and a second actuator that drives the driven element in a second direction opposite to the first direction via a second output member. The first and second actuators are configured to work in a counter-acting manner to move the driven element in the first and second directions. An additional connecting and supporting device is connected between the first and second output members to support the output members to bear transversal forces transversal to the moving direction and/or to bear pre-load force for pre-loading the actuators.

Abstract: The present invention includes: a slat 3; and a position adjustment mechanism that adjusts an attachment position of the slat 3 to a main wing 1 by causing the slat 3 to swing, the position adjustment mechanism including: a pivot shaft S1 as a center of the swing motion of the slat 3; and a driving shaft S2 that is rotatably supported on a rail 12, and induces the swing motion of the slat 3. The driving shaft S2 includes: a main shaft 30 that causes the slat 3 to swing by acting thereon; an inner-side eccentric bushing 31 that is fixed to the main shaft 30, and eccentric with respect to the main shaft 30; and an outer-side eccentric bushing 32 that is eccentric with respect to the inner-side eccentric bushing 31, rotatably arranged therearound, and supported rotatably with respect to the rail 12.

Abstract: A wing flap control system on a wing comprising at least two control plates having an opening sized to accommodate a drive shaft, a drive shaft that engages each of the openings in each of the plurality of plates, a sprocket rotatively affixed the drive shaft with the drive shaft penetrating the other control plate, at least two idler sprockets between the control plates, a chain wrapped around the sprocket and idler sprockets, a support arm rotatively coupled to the chain by a chain shoe and to a foreflap, a link arm rotatively coupled to the support arm and to a flap, where movement of the drive shaft causes the foreflap and flap to extend and retract to increase or decrease the surface area of the wing.

Abstract: An aircraft flap actuator assembly includes at least one fixed support, at least one track having a curvilinear track surface connected to the fixed support, at least one flap support adapted to traverse the curvilinear track surface, a trailing edge flap connected to the at least one flap support and a flap actuator engaging the at least one flap support.

Abstract: The flap deploying device deploys a flap provided at a leading edge or a trailing edge of a main wing of the aircraft, the deploying device including: a drive source; a moving mechanism with a moving body advancing and retracting by power of the drive source; a carriage mechanism that carries advancing and retracting motion of the moving body to the flap so as to deploy the flap between a retracted position and a deployed position; and a rail that guides the carriage mechanism. Since the moving mechanism is arranged lateral to the rail in the wingspan direction of the main wing, the dimension of the wing in a thickness direction can be reduced at least by a dimension corresponding to the moving mechanism. Therefore, the wing can be made thinner, or the projecting height of a flap track fearing can be reduced.

Abstract: To provide an actuator device for a flight control surface which can reduce a stress applied to the flight control surface when one of two actuators is operated. The present invention relates to a hydraulically-operated actuator device 30 which drives a flight control surface of an aircraft 1, including a first actuator 31A that is provided with a first piston rod 39A, and drives an aileron body 11; a second actuator 31B that is provided with a second piston rod 39B, and drives the aileron body 11 when the function of the first actuator 31A is lost or reduced; and a single second connection fitting 41 to which the first piston rod 39A and the second piston rod 39B are both connected, wherein the first actuator 31A and the second actuator 31B are connected to the aileron body 11 via the second connection fitting 41.

Abstract: An actuator includes a plurality of cylinder units each including a cylinder and a rod, and is pivotably attached, at a first end thereof, to a control surface. A reaction link is pivotably attached, at a first end thereof, to a fulcrum shaft rotatably supporting the control surface. The reaction link is pivotably attached, at a second end thereof, to a second end of the actuator between the plurality of cylinder units.

Abstract: A support assembly for guiding a flap on an aircraft wing during deployment of the flap. The assembly includes an arcuate guide track mountable to an aircraft wing and defining a two-dimensional path, a carriage mounted on the guide track so as to slide along the track during flap deployment, a part-spherical bearing, and a shaft having one end attachable to a flap and the opposite end coupled to the carriage via said part-spherical bearing. The shaft is free to pivot relative to the carriage about a center of the part-spherical bearing in all directions, as the carriage slides along the track.

Abstract: An assembly to support a wing leading or trailing edge device during deployment and retraction of the device includes a fixed support member attachable to the support structure of an aircraft wing, an intermediate link arm having one end pivotally mounted for rotation relative to the support member about a first axis and, a primary link arm having a first end pivotally mounted to the opposite end of the intermediate link arm for rotation relative to the intermediate link arm about a second axis. A second end of the primary link arm is for attachment to the device via a bearing element so that the device can move relative to the primary link arm in any direction when the intermediate and primary link arms rotate about the first and second axes, respectively, during deployment or retraction of the device from the aircraft wing.

Abstract: A method for actuating at least one positioning flap on each wing of an aircraft, which positioning flap is actuated by at least two flap coupling devices each including a flap actuator device, where at least on one flap actuator device for each positioning flap a brake mechanism is arranged by means of whose actuation an adjustment state of the respective flap actuator device can be locked, including the steps of: actuating each brake mechanism of a positioning flap individually, subsequently actuating the flap actuator device by means of the drive motor, in the case of a change in the adjustment state of the positioning flap by a predetermined extent, terminating actuation of the positioning flap concerned, and a system for implementing the method.

Abstract: A hinged panel operation system is provided having a mechanical linkage assembly coupled between a fixed structure and a trailing edge device. The mechanical linkage assembly has a first link operatively coupled to the trailing edge device, a second link pivotably connected at a first end to the first link and pivotably connected at a second end to a third link, and an eccentric attachment connecting the second link to the third link. The hinged panel operation system further has a hinged panel positioned forward of the trailing edge device and being operatively coupled to the mechanical linkage assembly. The hinged panel is movable by the mechanical linkage assembly between a stowed position and a drooped position. The mechanical linkage assembly provides a load path to the hinged panel.

Abstract: A bias gain system for aircraft rudder comprises a pair of connector ends receiving an actuation force from a bias actuator. A rudder bar interface is positioned between the connector ends. The interface rotates about the rudder bar as a function of the actuation forces from the bias actuators. A mechanism comprises links and joints between the connector ends and the rudder bar is actuatable between a contracted configuration, in which first moment arms are defined between the connector ends and the rudder bar interface, and an expanded gain configuration, in which second moment arms have a greater dimension than the first moment arms. An actuator is connected to the mechanism to actuate the mechanism to actuate the mechanism independently from the actuation forces from the bias actuators, to move the mechanism between configurations. An aircraft and a method for controlling a torque on a rudder bar of an aircraft are also provided.

Abstract: The invention provides a deployment mechanism 60 for deploying an auxiliary wing surface device 30 from an aircraft wing body 20, the deployment mechanism providing a first connector portion 75, 576 for connecting the deployment mechanism to the aircraft wing body, a second connector portion 65 for connecting the deployment mechanism to the auxiliary wing surface device, and a telescopic rod 61 linking the first and second connector portions, the telescopic rod comprising an inner rod 64 extendable from inside of an outer rod 63 to increase the length of the telescopic rod, such that the distance between the first and second connector portions can be increased. The invention also provides an aircraft wing 10, 510, an aircraft and a method of operating an aircraft.

Abstract: A high-lift system on a wing of an aircraft is provided. The wing includes a right-hand and a left-hand wing half with movably held high-lift flaps and the right-hand and left-hand wing half are attached to an aircraft fuselage, thus forming a wing root. Each wing half in a region in close proximity to the wing root, includes a drive unit. In each case this drive unit is joined to a transmission shaft mechanically connected to the respective drive unit, which transmission shaft extends from the drive unit in the direction of the end of the respective wing half and is designed to mechanically move the high-lift flaps arranged in the respective wing half. By means of such an arrangement it is possible to do without deflection gear arrangements from a central drive unit to the individual wing halves.

Abstract: An apparatus for adjusting a surface of an aircraft model includes, but is not limited to a first linear adjustment unit with a first retaining body that is movable along a first axis, a second linear adjustment unit with a second retaining body that is movable along a second axis, and an angle adjustment unit. The second linear adjustment unit is arranged on the first retaining body, and the angle adjustment unit is arranged on the second retaining body and is configured to adjust and lock an angle between an attachment surface and a retaining surface. Consequently, precise positioning of surfaces of a wind-tunnel aircraft model does not require specially manufactured and individually adapted fittings for each setting position to be moved to.

Abstract: An electrical conductor for a bearing defines an annular base and is manufactured from an electrically conductive material. The electrical conductor includes a first electrical connector positioned proximate a radially outer peripheral area of the annular base. The electrical conductor includes a second electrical connector positioned proximate a radially inner peripheral area of the annular base. The second electrical connector defines one or more contact edges extending away from the annular base. The contact edge is configured for sliding electrical contact with the bearing.

Abstract: The mechanism includes a primary load path element having at least one slot. A pin-key within the primary load path element slot allows freedom of movement in a rotational direction orthogonal to a positioning direction. A secondary load path element includes at least one secondary load path element slot. A key is positioned between the load path elements. A compression cam is positioned within an opening in the secondary load path element that defines a grooved cam seat. A tension cam is positioned within the opening in the secondary load path element. The tension cam has a defined pivot and stop. A cam follower rests on lobe surfaces of the cams. The cam follower applies a preload force to both cams opposing the cam's rotation. A push rod is seated in a hole in the cam follower and extends through a respective hole in the secondary load path element.

Abstract: The disclosure relates to a device for testing means of detecting the loading of the secondary path of a flight control actuator of the type including a primary path and a secondary path able to take up the effort of the primary path in the event of a breakdown of the latter, wherein a tool is able to press against at least one zone of at least one element of the secondary path, as well as a lever arm which by tilting allows the tool to press against the zone so that it exerts a traction and/or compression force on the secondary path, the lever arm being mounted pivotingly on a support able to be fastened on a structure that is mechanically independent of the secondary path.

Abstract: A cable support apparatus for an aircraft cable control system comprises at least one cable support unit. The cable support unit includes a pulley adapted to carry a cable of the aircraft cable control system, a support link with a first joint between the pulley and the support link and a second joint between the support link and the structure of the aircraft, and a compensation link connected with the structure of the aircraft. The thermal expansion of the compensation link causes a displacement of the support link. An aircraft and a method for maintaining a tension of a cable of a cable control system of an aircraft are also provided.

Abstract: A trailing edge flap mechanism incorporates a support beam, a flap carrier beam supporting an aerodynamic flap, a first link interconnecting a first and second rotation points and a second link interconnecting third and fourth rotation points. The support beam has a ground connection on a first fixed axis of rotation. A connecting link has a ground connection on a second fixed axis of rotation and is connected to the first link intermediate the first and second rotation points. An actuator is connected with a drive link pivotally engaged to the first link for initial forward and aft movement of a nose profile of the Fowler flap substantially parallel to the wing lower surface with extending aft movement providing a rapidly changing angle of the flap with respect to the wing upper surface.

Abstract: An actuation system for deploying and retracting a lift assisting device of a leading edge of a wing of an aircraft including a track pivotally coupled to the lift assisting device. The track has first and second outer surfaces and side surfaces. The actuation system includes a shaft rotationally coupled within the wing of the aircraft and operable, in response to flight control signals, to deploy or retract the lift assisting device. The actuation system includes an actuator for actuating the lift assisting device, coupled to the shaft, between a retracted position to a deployed position along an arcuate path. The actuation system includes a plurality of track roller bearings rotatably contacting the first and second outer surfaces of the track to guide the track along the arcuate path. The plurality of track roller bearings includes one or more lined track roller assembly.

Abstract: A modularized airplane includes two separably interconnected modules. A first module, incorporating substantial airplane styles, includes a fuselage portion and at least one wing or stabilizer with an associated control surface. A second module carries a set of essential flight components sufficing airplane operations, including propulsion unit, servo for moving control surface, and power source. Magnetic connectors affixed on the modules facilitate inter-modular structural connection. A control linkage assembly, linking control surface on first module and associated servo on second module, is formed with two portions longitudinally movable and separably connected by two magnetic connectors oppositely affixed on each portion. The structural connection and the servo-to-control surface linkage assembly facilitate substantially effortless inter-modular connections to form a functional airplane, as well as nondestructive inter-modular disconnection.

Abstract: A drive system for driving control surfaces of an aircraft includes at least one drive unit, at least one main shaft connectable to the at least one drive unit and at least two adjusting units for each control surface to be driven. Each adjusting unit includes a differential, two rotary actuators and an adjustment lever. The differential has at least one input means and two output means and is adapted to transfer torque from the at least one input means to the two output means. The input means is connectable to the main shaft, the two rotary actuators each have a rotation input means and a motion output means. The rotation input means is connectable to one of the output means of the differential each and the adjustment lever is connected to the motion output means of both rotary actuators.

Abstract: A support strut for use as a primary load-bearing structural component for the hinged coupling of at least one additional primary load-bearing structural component. The support strut includes: a rod-shaped base body extending in a longitudinal direction, a fiber composite with an annular cross section, central hole originating from the first end of the base body, and with annular holes spaced apart relative to each other in the circumferential direction of the annular cross section and originating from the first end of the base body as well as running along the longitudinal direction in the base body; roving bundles imbedded in a matrix material that fills up the respective annular hole; and a hinged connecting body with a bearing receptacle for holding a swivel joint; as well as a guiding system with such a support strut and a method for manufacturing such a support strut.

Abstract: A high-lift device track 5 comprising a first track end 6 comprising attachment points for the high-lift device 4, two vertical flanges 16 connected by a horizontal web 17, a set of raceways 10,11,12 for guiding rollers 13 or glide pads, and a gear rack 7 installed between said flanges 16 over a first track segment 18. This first track segment 18 presents an inverted-U, or cross-section. However, between said first track segment 18 and a second track end 20 opposite to said first track end 6, the track 5 comprises a second track segment 21 presenting a depth d between the horizontal web 17 and lower edges 25 of the vertical flanges 16 which decreases towards said second track end 20, so that, at said second track end, the track presents an H cross-section. FIG. 4.

Abstract: The invention relates to a control system and to a method of operating such a control system, particularly to a control system for pilot command inputs for a helicopter, with a mechanical input signal (2), at least one electric position sensor (21, 21?) for said input signal (2), at least one electric power supply (25, 25?) and at least one controllable, electromechanical actuator (27, 27?) fed by the at least one electric power supply (25, 25?) and controlled by the at least one electric position sensor (21, 21?). The mechanical input signal (2) is applied mechanically to the at least one controllable electromechanical actuator (27, 27?).

Abstract: A device for mechanically connecting a control surface to a fixed structural element of an aircraft, including a rotary actuator for driving an element that is securely connected to the control surface in rotation in relation to an element securely connected to the fixed structural element, around an articulation axis, as well as articulation elements for articulating this control surface around this axis. These articulation elements are able to support the control surface independently of the rotary actuator. This arrangement permits taking benefit from the advantageous properties of rotary actuators while allowing removal of the rotary actuator without having first to remove the control surface.

Abstract: A slat support assembly is disclosed. It comprises a slat support arm which is movable to deploy a slat from a leading edge of an aircraft wing about an axis of rotation of the arm and a slat mount on a slat which is coupled to one end of said slat support arm by a joint. The joint is configured to allow the slat mount to slide in a direction of the axis of rotation of the arm.

Abstract: An aircraft control system is presented. The system includes a wing including a flap track, and a shuttle connected to the flap track and configured to slide along a length of the flap track. The system includes a flap panel pivotally attached to the shuttle at a flap pivot. The flap panel is configured to rotate about the flap pivot. When the shuttle is deployed along a length of the flap track, the shuttle is configured to prevent rotation of the flap panel about the flap pivot, and when the shuttle is withdrawn into a stowed position, the shuttle is configured to allow the flap panel to rotate about the flap pivot.

Abstract: The invention concerns a device for a adjustable flap adjustably mounted on a main wing surface of an aeroplane wing, in particular, a landing flap, with at least one adjustment unit for purposes of adjustment of the adjustable flap, which has an actuator arranged, or that can be arranged, on the main wing surface, and has a kinematic adjustment mechanism running between the actuator and the adjustable flap, wherein the adjustable flap is mechanically coupled with the actuator via the kinematic adjustment mechanism. At least one damping unit for purposes of damping a dynamic loading effected by the adjustable flap on the adjustment unit, which can occur as a result of a critical malfunction event occurring in the region of the adjustable flap, is arranged, or can be arranged, between the main wing surface and the adjustable flap.

Abstract: A rotary actuated high lift gapped aileron system and method are presented. A high lift gapped aileron couples to an airfoil at a hinge line and changes a camber of the airfoil. A rotary actuator coupled to the high lift gapped aileron produces a rotary motion of the high lift gapped aileron in response to an actuation command. A droop panel positioned over the hinge line enhances lift of the high lift gapped aileron. A cove lip door positioned under the hinge line provides an airflow over the high lift gapped aileron. A deployment linkage mechanism coupled to the high lift gapped aileron positions the droop panel and the cove lip door in response to the rotary motion.

Abstract: A plurality of tandem actuators including piston rods in each of which two pistons are provided in series are disposed in parallel. A rod end portion couples the piston rods of the plurality of tandem actuators on the outside of case portions and can be rotatably linked to a control surface. For each of the tandem actuators, first hydraulic chambers on the side opposite to the rod end portion side are in communication with each other in the two piston movement areas, respectively, and second hydraulic chambers on the rod end portion side are in communication with each other in the two pistons areas, respectively.

Abstract: A stabilizer actuator has a first end for connecting to an aircraft support structure and a second end for connecting to a stabilizer. The actuator includes a primary load path for transmittal of loads acting on the stabilizer to the aircraft support structure, and a secondary load path for transmittal of loads acting on the stabilizer to the aircraft support structure upon failure of the primary load path. The secondary load path includes a tie rod extending along a longitudinal axis, a load path locking mechanism coupled to the tie rod, a lock housing having a central bore for receiving the locking mechanism, and at least one radially movable segment that, upon failure of the primary load path, moves radially to lock the tie rod to the lock housing against axial and/or radial movement.

Abstract: An aircraft control surface actuation system including a wing member and an aircraft control surface hingedly connected to the wing member along a pivot axis, wherein the aircraft control surface is configured to axially move along the pivot axis when the aircraft control surface pivots relative to the wing member about the pivot axis.

Abstract: A high-lift system for a wing of an aircraft is provided. The high-lift system includes movably held high-lift flaps, at least one drive unit, at least one transmission shaft connected to the drive unit, and several actuator devices, distributed on the transmission shaft and connected to the high-lift flaps, for moving the high-lift flaps. The actuator devices each comprise a driven element and a torque limiting means. In one example, the driven elements of two adjacent actuator devices are interconnected in a non-rotational manner with the use of a separate torque transmitting means. If one actuator device is blocked, for example as a result of a defective tooth arrangement or some other defect, the torque to be produced by the intact actuator device increases and triggers its torque limiting means. This ensures synchronous operation and in the case of malfunction prevents damage to or detachment of a flap.

Abstract: A flight control system includes a dual stage actuator for moving a control surface. Each stage includes several control valves that are controlled independently to provide a desired redundancy. A flight controller generates a position command that is indicative of the position desired for the control surface. A first communication link is provided between several flight controllers to share information. Each of the flight controllers forwards the position command to actuator remote processing unit. The actuator remote processing unit receives position commands and generates a command signal that controls movement of the actuator using the control valves. Each of the actuator remote processing units is linked through a second communication link. Feedback and balancing of the different control valves is provided by the visibility accorded each actuator remote processing unit by the second communication link.

Abstract: A linkage guides a flexible cable between two structures. The linkage includes a proximal arm with a proximal pivot joint for coupling the proximal arm to a first one of the two structures; and a distal arm which is coupled to the proximal arm by one or more intermediate pivot joints. The distal arm is shaped to follow a three-dimensional curve along a majority of its length. Shaping the distal arm to form a three-dimensional curve along a majority of its length enables the distal arm to pass through a relatively small aperture as the linkage is adjusted between its retracted and extended positions. It also enables the proximal arm to move in a locus of movement which does not interfere with other system components. The linkage can be used to guide a flexible cable between any two structures, for instance a fixed aircraft wing and a slat.

Abstract: An actuator for use in driving the leading edge slats or other control surfaces of an aircraft includes a carrier element which is translatable and angularly moveable about a first fixed axis relative to an aircraft wing structure, an actuator arm pivotally mounted to the carrier element, and a support arm pivotally mounted to the wing structure about a second, fixed pivot axis, such that the first and second fixed axes are not perpendicular to one another.

Abstract: An aerodynamic body with at least one ancillary flap on the aerodynamic body so it can be moved with a guide mechanism, and with a drive device for actuating the ancillary flap. The guide mechanism has a connecting lever, which at its first end is articulated on the aerodynamic body by a first pivotal articulation, and which at its second end is articulated on the ancillary flap by a second pivotal articulation. The second pivotal articulation is located at some distance from a trailing edge of the ancillary flap, and from a leading edge of the ancillary flap. The guide mechanism has an actuation element, which is coupled with the drive device. The actuation element is articulated on the ancillary flap by a third pivotal articulation. The third pivotal articulation is arranged such that it can be moved in the chordwise direction of the aerodynamic body.

Abstract: An aircraft slat deployment mechanism including a first drive member coupled to a slat at a first pivot point and a second drive member coupled to the slat at a second pivot point offset from the first pivot point. A first rack is provided on the first drive member, and a first pinion is carried by the drive shaft. The first pinion is arranged to transmit mechanical power from the drive shaft to the first drive member via the first rack. A second rack is provided on the second drive member, and a second pinion is carried by the drive shaft. The second pinion has a different radius to the first pinion. The second pinion is arranged to transmit mechanical power from the drive shaft to the second drive member via the second rack, such that the first and second drive members move at a different speed.

Abstract: A method and apparatus for controlling a movement of a control surface comprises a first linkage system, a second linkage system, and an actuator system. The first linkage system is connected to a first location of a control surface. The second linkage system is connected to a second location of the control surface. The first location is closer to a leading edge of the control surface than the second location. The actuator system is configured to move the first linkage system and the second linkage system.

Abstract: A system and method to enable natural laminar flow over a fluid-dynamic body using a variable camber Krueger flap is disclosed. A sequence of flap positions is deployed where the variable camber Krueger flap is below and aft of the wing leading edge before reaching a configured takeoff and landing position. The variable camber Krueger flap is positioned in a high position relative to a wing leading edge when the variable camber Krueger flap is fully deployed.

Abstract: The invention provides a control box for selectively delivering orders to receivers (8, 12), the control box comprising: a shaft (14) mounted to turn about an axis of rotation (X), while being capable of sliding along said axis (X) between a rest position towards which it is urged by return means (24), and an active position; order delivery means (16, 11) co-operating with the shaft (14) to deliver orders as a function of the angular position of the shaft (14); rotary drive means (15) for causing the shaft to turn; and safety actuation means (23) for causing the shaft to slide from the rest position in which anti-rotation means (27, 28) prevent the shaft from turning to the active position in which the anti-rotation means (27, 28) leave the shaft free to turn under drive from the rotary drive means (15).

Abstract: An adjustment system of an aeroplane, having: at least one adjustable flap on each of the wing of an aeroplane, adjustable with an adjustment device, a drive device for purposes of driving the adjustment devices, and a load sensor for purposes of recording the load occurring in the load path between the actuator and the adjustable flap of the respective adjustment device. The load sensor is embodied as a sensor for purposes of measuring the longitudinal force occurring in a drive rod along its longitudinal direction.

Abstract: The invention provides a wing control system aimed at countering the aeroelastic effect of twisting of a length of wing of an aircraft due to dynamic air pressure acting on an aileron of the wing. The wing control system includes a shaft extending along the length of wing and actuation means responsive to aileron control inputs to induce a variable torque T in the shaft. Outboard of the length of wing, the system operatively transfers T partially to the aileron to pivot the aileron and partially to the wing at an outboard end of the length of wing to counter twisting of the length of wing due to dynamic air pressure on the aileron. Inboard of the length of wing, the system operatively transfers T to the aircraft, e.g. to its fuselage, thereby effectively balancing the sum of the moments transferred respectively to the aileron and the wing.

Abstract: An aerodynamic wing load distribution control apparatus for increasing flight performance of an aircraft. The apparatus may include an aileron uprigger connectable to left and right ailerons of an aircraft and configured to uprig the left and the right wing ailerons of such aircraft. An operator interface communicates operator command inputs to the aileron uprigger. The aileron uprigger includes left and right actuators actuable in response to command inputs received from an operator through the operator interface and are connectable into respective left and right aileron control linkages of an aileron actuator assembly.

Abstract: A deployment mechanism is disclosed for deploying a deployable member supported on tracks relative to a base member and comprising a brake system operable in response to relative skewing of the tracks.