An aircraft wing is provided having a wing leading edge, a wing leading edge slat positioned forwardly of the wing leading edge having an internal duct extending in a spanwise direction of the wing leading edge, a cut-out opening in the wing leading edge, a telescopic tube extending through the cut-out opening and connected to the internal duct of the wing leading edge to establish fluid communication with heated air associated with an aircraft anti-icing system, wherein the telescopic tube is moveable between retracted and extended conditions in response to the wing leading edge slat being moved between slat retraction and deployment positions, respectively, and a shuttering mechanism synchronously connected to the telescopic tube to close the cut-out opening in response to the telescopic tube being moved from the retracted condition to the extended condition thereof.

An aircraft wing is provided having a wing leading edge, a wing leading edge slat positioned forwardly of the wing leading edge having an internal duct extending in a spanwise direction of the wing leading edge, a cut-out opening in the wing leading edge, a telescopic tube extending through the cut-out opening and connected to the internal duct of the wing leading edge to establish fluid communication with heated air associated with an aircraft anti-icing system, wherein the telescopic tube is moveable between retracted and extended conditions in response to the wing leading edge slat being moved between slat retraction and deployment positions, respectively, and a shuttering mechanism synchronously connected to the telescopic tube to close the cut-out opening in response to the telescopic tube being moved from the retracted condition to the extended condition thereof.

Systems and methods are provided for decoupling movable control surfaces. Such systems may detect that a movable control surface is in a non-responsive state, such as a hard-over, and decouple the movable control surface from the main, fixed, control surface. The control surfaces may be coupled to an aircraft. A controller of the aircraft may detect the nonresponsive movable control surface, provide instructions to decouple the movable control surface, and compensate for the decoupling of the movable control surface in instructions provided to flight systems of the aircraft.

Systems and methods are provided for decoupling movable control surfaces. Such systems may detect that a movable control surface is in a non-responsive state, such as a hard-over, and decouple the movable control surface from the main, fixed, control surface. The control surfaces may be coupled to an aircraft. A controller of the aircraft may detect the nonresponsive movable control surface, provide instructions to decouple the movable control surface, and compensate for the decoupling of the movable control surface in instructions provided to flight systems of the aircraft.

A deformable aerospace structure includes a first layer and a second layer spaced from the first layer and defining a space therebetween. The space includes one or more reinforcement elements extending between the first layer and the second layer. The ends or portions of the reinforcement element(s) proximate to the first layer are connected thereto and ends or portions of the reinforcement element(s) proximate to the second layer are moveable with respect to ends or portions of adjacent reinforcement element(s) proximate to the second layer.

A deformable aerospace structure includes a first layer and a second layer spaced from the first layer and defining a space therebetween. The space includes one or more reinforcement elements extending between the first layer and the second layer. The ends or portions of the reinforcement element(s) proximate to the first layer are connected thereto and ends or portions of the reinforcement element(s) proximate to the second layer are moveable with respect to ends or portions of adjacent reinforcement element(s) proximate to the second layer.

An actuator system for controlling a flight surface of an aircraft includes a first actuator having a first actuator input and a first linear translation element that moves based on rotational motion received at the first actuator input and a first sensor coupled to the first linear translation element that generates a first output based on a displacement of the first linear translation element. The system also includes a second actuator having a second actuator input and a second linear translation element that moves based on rotational motion received at the second actuator input and a second sensor coupled to the second linear translation element that generates a second output based on a displacement of the second linear translation element. The system also includes a control unit that receives the first and second outputs and determines if an error condition exists for the system based on first and second output.

An actuator system for controlling a flight surface of an aircraft includes a first actuator having a first actuator input and a first linear translation element that moves based on rotational motion received at the first actuator input and a first sensor coupled to the first linear translation element that generates a first output based on a displacement of the first linear translation element. The system also includes a second actuator having a second actuator input and a second linear translation element that moves based on rotational motion received at the second actuator input and a second sensor coupled to the second linear translation element that generates a second output based on a displacement of the second linear translation element. The system also includes a control unit that receives the first and second outputs and determines if an error condition exists for the system based on first and second output.

An aircraft empennage, comprising a rear fuselage section, a trimmable horizontal tail plane comprising a first and a second lateral torsion box), each comprising a front spar and a rear spar, a front fitting and a rear fitting, an actuator acting on the front fitting for a rotation of the trimmable horizontal tail plane around a hinge axis passing through the rear fitting, the front fitting comprising a first and a second front fitting units being joined to the front spars of the lateral torsion boxes, and the actuator comprising first and a second actuator units, each acting on the first front fitting unit and the second front fitting unit respectively.

An aircraft empennage, comprising a rear fuselage section, a trimmable horizontal tail plane comprising a first and a second lateral torsion box), each comprising a front spar and a rear spar, a front fitting and a rear fitting, an actuator acting on the front fitting for a rotation of the trimmable horizontal tail plane around a hinge axis passing through the rear fitting, the front fitting comprising a first and a second front fitting units being joined to the front spars of the lateral torsion boxes, and the actuator comprising first and a second actuator units, each acting on the first front fitting unit and the second front fitting unit respectively.