Systems, methods, and apparatus to control aircraft roll operations are disclosed herein. An example system includes a control wheel position determiner to determine a control wheel position based on an input from a control wheel of the aircraft, a control wheel force determiner to determine a first control wheel force based on a sensor measurement, and a spoiler controller to map the control wheel position to a second control wheel force, the second control wheel force based on nominal characteristics of the aircraft, determine a first difference between the first control wheel force and the second control wheel force, and in response to determining that the first difference does not satisfy a threshold, move a flight control surface based on a third control wheel force, the third control wheel force based on a second difference between the first difference and the threshold.

Methods and apparatus for enhancing aircraft flight control surface effectiveness via forced oscillation are described. An example control system of an aircraft includes a flight control surface, an actuator, and one or more processors. The actuator is configured to move the flight control surface. The one or more processors are configured to determine a current position of the flight control surface. The one or more processors are further configured to determine whether the current position exceeds a position threshold. The one or more processors are further configured to generate a forced oscillation signal in response to determining that the current position exceeds the position threshold. The one or more processors are further configured to command the actuator to move the flight control surface based on the forced oscillation signal.

A wing (5) for an aircraft (1) and include a fixed wing (7), a high lift system (9) including a high lift surface (27) movably mounted to the fixed wing (7), and a high lift actuation system (29) for moving the high lift surface (27) relative to the fixed wing (7) between a retracted position and at least one deployed position, a foldable wing tip portion (11) mounted to the fixed wing (7) pivotally about an axis of rotation (35) between an extended position and a folded position, a tip actuation unit (13) for moving the foldable wing tip portion (11) between the extended position and the folded position. The object to provide a simple, cost-efficient and light-weight wing, is achieved in that the high lift actuation system (29) is drivingly coupled to the tip actuation unit (13) to provide power to the tip actuation unit (13)

A wing (5) for an aircraft (1) and include a fixed wing (7), a high lift system (9) including a high lift surface (27) movably mounted to the fixed wing (7), and a high lift actuation system (29) for moving the high lift surface (27) relative to the fixed wing (7) between a retracted position and at least one deployed position, a foldable wing tip portion (11) mounted to the fixed wing (7) pivotally about an axis of rotation (35) between an extended position and a folded position, a tip actuation unit (13) for moving the foldable wing tip portion (11) between the extended position and the folded position. The object to provide a simple, cost-efficient and light-weight wing, is achieved in that the high lift actuation system (29) is drivingly coupled to the tip actuation unit (13) to provide power to the tip actuation unit (13)

A method for generating an optimum vertical trajectory of a flight trajectory of an aircraft in the descent/approach phase. The trajectory is defined between a current state and a target state of the aircraft on the basis of a speed profile of the aircraft as a function of a curvilinear abscissa of the aircraft along a flight plan. The profile corresponds to a transition between the current and target states and is broken down into successive segments each corresponding to a different aerodynamic configuration that the aircraft may adopt during the descent/approach phase. The method is based on defining a set of flight strategies, each strategy of the set being defined using for each segment of the speed profile flight parameters chosen randomly in ranges of values compatible with the aerodynamic configuration corresponding to that segment. Optimum vertical trajectory is generated on the basis of the strategy of the set.

A method for generating an optimum vertical trajectory of a flight trajectory of an aircraft in the descent/approach phase. The trajectory is defined between a current state and a target state of the aircraft on the basis of a speed profile of the aircraft as a function of a curvilinear abscissa of the aircraft along a flight plan. The profile corresponds to a transition between the current and target states and is broken down into successive segments each corresponding to a different aerodynamic configuration that the aircraft may adopt during the descent/approach phase. The method is based on defining a set of flight strategies, each strategy of the set being defined using for each segment of the speed profile flight parameters chosen randomly in ranges of values compatible with the aerodynamic configuration corresponding to that segment. Optimum vertical trajectory is generated on the basis of the strategy of the set.

An actuator system for controlling movement of a plurality of panels. The system includes two lifting mechanisms connected to each panel at two separate locations on the panel, and, for each panel: an actuator in engagement with a first of the lifting mechanisms to drive the lifting mechanism to move the panel, and a torque tube having a first end in engagement with the actuator so as to be rotated by the actuator as the actuator drives the lifting mechanism, the torque tube having a second end in engagement with the other of the two lifting mechanisms to drive the lifting mechanism due to rotation of the torque tube.

An actuator system for controlling movement of a plurality of panels. The system includes two lifting mechanisms connected to each panel at two separate locations on the panel, and, for each panel: an actuator in engagement with a first of the lifting mechanisms to drive the lifting mechanism to move the panel, and a torque tube having a first end in engagement with the actuator so as to be rotated by the actuator as the actuator drives the lifting mechanism, the torque tube having a second end in engagement with the other of the two lifting mechanisms to drive the lifting mechanism due to rotation of the torque tube.

Systems, methods, and apparatus to control aircraft roll operations are disclosed herein. An example system includes a control wheel position determiner to determine a control wheel position based on an input from a control wheel of the aircraft, a control wheel force determiner to determine a first control wheel force based on a sensor measurement, and a spoiler controller to map the control wheel position to a second control wheel force, the second control wheel force based on nominal characteristics of the aircraft, determine a first difference between the first control wheel force and the second control wheel force, and in response to determining that the first difference does not satisfy a threshold, move a flight control surface based on a third control wheel force, the third control wheel force based on a second difference between the first difference and the threshold.

Systems, methods, and apparatus to control aircraft roll operations are disclosed herein. An example system includes a control wheel position determiner to determine a control wheel position based on an input from a control wheel of the aircraft, a control wheel force determiner to determine a first control wheel force based on a sensor measurement, and a spoiler controller to map the control wheel position to a second control wheel force, the second control wheel force based on nominal characteristics of the aircraft, determine a first difference between the first control wheel force and the second control wheel force, and in response to determining that the first difference does not satisfy a threshold, move a flight control surface based on a third control wheel force, the third control wheel force based on a second difference between the first difference and the threshold.