A drive apparatus for differentially actuating a plurality of high-lift surfaces of an aircraft may include a common rotary and a plurality of clutches incorporated into the common driveline. The plurality of clutches may include a first clutch provided between a first outboard driveline section and a central driveline section of the common driveline, and a second clutch provided between a second outboard driveline section and the central driveline section of the common driveline. A first and second power drive unit (PDU) may be arranged remote from a fuselage of the aircraft and mechanically coupled to the common driveline at a drive connection disposed in a region of the first clutch and the second clutch, respectively. The first clutch and the second clutch may mechanically connect and disconnect the first and second outboard driveline section from the central driveline section, respectively.

A drive apparatus for differentially actuating a plurality of high-lift surfaces of an aircraft may include a common rotary and a plurality of clutches incorporated into the common driveline. The plurality of clutches may include a first clutch provided between a first outboard driveline section and a central driveline section of the common driveline, and a second clutch provided between a second outboard driveline section and the central driveline section of the common driveline. A first and second power drive unit (PDU) may be arranged remote from a fuselage of the aircraft and mechanically coupled to the common driveline at a drive connection disposed in a region of the first clutch and the second clutch, respectively. The first clutch and the second clutch may mechanically connect and disconnect the first and second outboard driveline section from the central driveline section, respectively.

A control system of a hovercraft that includes one engine and one propulsion fan enclosed in a duct in which swivel side flaps are located is described. The control system includes, downstream of the duct, at least three rudders. Each of the rudders operates in the full range of angular position, regardless of the position of the swivel side flaps. A control method of such a hovercraft is also described.

Linkage assemblies for aircraft wing hinged panels are described herein. An example linkage assembly includes a flap follower arm coupled between a spoiler support beam and a flap, a rocker, a panel link coupled between the hinged panel and the rocker, and a cross-bar link coupled between the flap follower arm and the rocker. The flap follower arm, the rocker, the panel link, and the cross-bar link are configured to coordinate adjustment of positions of the hinged panel and the flap relative to each other.

A braking force generation device has: a first mode in which a deflector and a blocker door are retracted with respect to a wing; a third mode in which, while the leading edge and the trailing edge of the deflector are separated from the wing and the blocker door is retracted, a second flow path is formed in which fluid flows via a fan from an opening on the leading edge side of the deflector to an opening on the trailing edge side; and a second mode in which, while the leading edge of the deflector is separated from the wing with the trailing edge being close to the wing and the blocker door is deployed, a first flow path is formed in which fluid flows via the fan from an opening on the blocker door side to the opening on the leading edge side of the deflector.

Systems and methods for controlling a fixed-wing aircraft during flight are disclosed. The aircraft comprises first and second flight control surfaces of different types. The method comprises determining that a pilot command of the first flight control surface will excite a structural flexible mode of the aircraft and then executing the pilot command of the first flight control surface in conjunction with a command of the second flight control surface to mitigate the effect of the excitation of the structural flexible mode of the aircraft.

Systems and methods for controlling a fixed-wing aircraft during flight are disclosed. The aircraft comprises first and second flight control surfaces of different types. The method comprises determining that a pilot command of the first flight control surface will excite a structural flexible mode of the aircraft and then executing the pilot command of the first flight control surface in conjunction with a command of the second flight control surface to mitigate the effect of the excitation of the structural flexible mode of the aircraft.

A wing spoiler actuator mechanism includes an upper spoiler having a free end and a hinge end pivotally coupled to a wing structure at a first fixed axis, a door pivotally coupled to the wing structure at a second axis, and an actuator pivotally mounted to the wing structure between the upper spoiler and the door, the actuator having an extendable first end coupled to the upper spoiler and an opposite second end. Extension of the first end of the actuator rotates the upper spoiler to a deployed position and rotates the actuator such that the second end of the actuator induces downward rotation of the door from a closed position to an open position and the second end of the actuator extends below the wing structure during spoiler deployment.

A variable camber system for an aircraft wing including a wing bracket extending downward from a wing, a flap bracket pivotably coupled to the wing bracket, and a flap pivotably coupled to the flap bracket such that the flap pivots around an axis of rotation through the flap. The variable camber system is configured to adjust position of both the flap and the flap bracket relative to the wing while maintaining position of the flap relative to the flap bracket. The variable camber system is also configured to adjust position of the flap relative to the flap bracket.

A variable camber system for an aircraft wing including a wing bracket extending downward from a wing, a flap bracket pivotably coupled to the wing bracket, and a flap pivotably coupled to the flap bracket such that the flap pivots around an axis of rotation through the flap. The variable camber system is configured to adjust position of both the flap and the flap bracket relative to the wing while maintaining position of the flap relative to the flap bracket. The variable camber system is also configured to adjust position of the flap relative to the flap bracket.