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 includes: an inner outer roller channel; and an outer inner roller channel positioned above the inner outer roller channel; an aerodynamic surface connected to a carrier, wherein the carrier includes rollers configured to move within inboard inner roller channels of the plurality of outer tracks; and a plurality of fixed rollers mounted to one or more longitudinal structural elements in an aerodynamic structure, wherein the plurality of fixed rollers are disposed within the outer roller channels of the plurality of outer tracks.

A control surface system is disclosed having at least one body provided on an air vehicle; at least one wing flap for controlling air flow by moving relative to the body located thereon and thus allowing the air vehicle to maneuver; at least one actuator made of an electro-active polymer material located between the body and the wing flap, wherein the actuator changes shape depending on electrical energy and thus triggering the wing flap; at least one holder located on the actuator and attached to the actuator from at least a part; at least one housing on which the holder is removably attached and which can moves together with the holder by way of the action of the actuator.

A control surface system is disclosed having at least one body provided on an air vehicle; at least one wing flap for controlling air flow by moving relative to the body located thereon and thus allowing the air vehicle to maneuver; at least one actuator made of an electro-active polymer material located between the body and the wing flap, wherein the actuator changes shape depending on electrical energy and thus triggering the wing flap; at least one holder located on the actuator and attached to the actuator from at least a part; at least one housing on which the holder is removably attached and which can moves together with the holder by way of the action of the actuator.

An aircraft system monitors health of passive safety brakes on a plurality of auxiliary lift wing devices of an aircraft wing. The wing includes an actuator driveline, and a plurality of actuators are secured to the driveline for extending and retracting the auxiliary lift wing devices. Each actuator incorporates a passive safety brake, and a flight computer enables the actuators to synchronously extend and retract the auxiliary lift wing devices. Torque sensors are fixed to the actuator driveline, each torque sensor being positioned adjacent an actuator for sensing static torque values at that actuator location. When an aerodynamic load acting on any one extended auxiliary lift wing device creates a higher static torque value at one actuator location relative to others, the aircraft system generates a warning signal and/or message to indicate occurrence of a potential safety brake failure within the one actuator.

An aircraft has a boom, a propulsion assembly coupled to a first end of the boom, and a first wing coupled to a second end of the boom. The propulsion assembly is coupled to the boom by a rotating joint. A second wing is optionally coupled to the rotating joint. The first wing is coupled to the boom by a rotating joint. The first wing is coupled to the rotating joint by a hinge. A vehicle with roll, pitch, and yaw maneuverability able to mirror the aircraft movements may be coupled to the second end of the boom. The vehicle body may be picked up with a vehicle chassis disconnected from the vehicle body. The boom houses an energy source to power the propulsion assembly. A rudder is coupled to the second end of the boom. A paddle is disposed between the propulsion assembly and the boom.

An aircraft has a boom, a propulsion assembly coupled to a first end of the boom, and a first wing coupled to a second end of the boom. The propulsion assembly is coupled to the boom by a rotating joint. A second wing is optionally coupled to the rotating joint. The first wing is coupled to the boom by a rotating joint. The first wing is coupled to the rotating joint by a hinge. A vehicle with roll, pitch, and yaw maneuverability able to mirror the aircraft movements may be coupled to the second end of the boom. The vehicle body may be picked up with a vehicle chassis disconnected from the vehicle body. The boom houses an energy source to power the propulsion assembly. A rudder is coupled to the second end of the boom. A paddle is disposed between the propulsion assembly and the boom.

A component is provided that includes a monolithic structure and a fitting element. The monolithic structure includes first and second outer panels, and spars disposed between the first and second outer panels. The width of the monolithic structure extends between a fitting end and a distal end. The spars extend widthwise between the first and second outer panels. The spar fitting end of each spar has a Y-shaped configuration with first and second finger walls, and a channel disposed there between. Both the first and second finger walls have a divergent end and a distal end. The channel has a closed end and an open end defined at the finger wall distal ends. The fitting element has a body with one or more blades extending outwardly therefrom. Each blade is received in and mates with a spar fitting end channel and is bonded to the spar fitting end.

A system and method are provided that enable joined materials to expand and contract at different rates while maintaining a structurally sound connection. A system for joining structures with differing coefficients of thermal expansion includes: a first structural element of a first material having a first coefficient of thermal expansion (CTE); a plurality of flexures each defining a first portion and a second portion and attached at the first portion to the first structural element; and a second structural element of a second material having a second CTE, where the second structural element is attached to the second portion of each of the plurality of flexures, where in response to relative movement between the first structural element and the second structural element, the plurality of flexures bend to accommodate the relative movement.

A split-flap wing assembly having a wing with a flap frame, a flap having a lateral pivot axis, and one, two or more flap sweep members having a forward end attached at a hinge in a forward end of the flap frame of the wing, and a rearward end attached pivotally to a flap hinge of the flap along the lateral pivot axis. The flap sweep members are pivotable at the forward end from a neutral sweep position within the flap frame, to a deployment angle at which the rearward end of the flap sweep members are farther away from the wing's camber line, to form a slot between the flap frame and a forward edge of the flap that allows airflow from along the lower surface of the wing to flow through the slot and to the interior surface of the flap.

A split-flap wing assembly having a wing with a flap frame, a flap having a lateral pivot axis, and one, two or more flap sweep members having a forward end attached at a hinge in a forward end of the flap frame of the wing, and a rearward end attached pivotally to a flap hinge of the flap along the lateral pivot axis. The flap sweep members are pivotable at the forward end from a neutral sweep position within the flap frame, to a deployment angle at which the rearward end of the flap sweep members are farther away from the wing's camber line, to form a slot between the flap frame and a forward edge of the flap that allows airflow from along the lower surface of the wing to flow through the slot and to the interior surface of the flap.