A wing for an aircraft is disclosed having a main wing, a high lift body, and a connection assembly movably connecting the high lift body to the main wing, such that the high lift body can be moved between a retracted position and at least one extended position. The connection assembly includes a drive system having a first drive unit and a second drive unit, wherein the first drive unit has a first input section coupled to a drive shaft, a first gear unit and a first output section drivingly coupled to the high lift body. The second drive unit has a second input section coupled to the drive shaft, a second gear unit, and a second output section drivingly coupled to the high lift body. The first output section includes a first drive arm drivingly coupled to the high lift body via at least one first link element rotatably coupled to the first drive arm and mounted to the high lift body.

A control surface for an aircraft may comprise an outer skin and a core coupled to the outer skin. The core may include a plurality of corrugations. A height of the core may decrease in a direction extending from a leading edge of the control surface to a trailing edge of the control surface.

Systems and methods for deploying adjacent trailing edge flaps that are part of different flap assemblies of different stiffnesses are disclosed. An exemplary method comprises: deploying a first flap of a first flap assembly having a first stiffness by a first deployment amount and deploying a second flap adjacent the first flap by a second deployment amount where the deployment amount of the first flap part of the flap assembly of lower stiffness is greater than the second deployment amount of the second flap part of the flap assembly of higher stiffness. The difference in deployment amounts may be adapted to improve continuity between the first flap and the second flap when the first and second flaps are deployed and subjected to an aerodynamic load.

Systems and methods for deploying adjacent trailing edge flaps that are part of different flap assemblies of different stiffnesses are disclosed. An exemplary method comprises: deploying a first flap of a first flap assembly having a first stiffness by a first deployment amount and deploying a second flap adjacent the first flap by a second deployment amount where the deployment amount of the first flap part of the flap assembly of lower stiffness is greater than the second deployment amount of the second flap part of the flap assembly of higher stiffness. The difference in deployment amounts may be adapted to improve continuity between the first flap and the second flap when the first and second flaps are deployed and subjected to an aerodynamic load.

A ducted fan assembly includes a duct having an inlet, an inner surface, an expanding diffuser and an outlet. A fan disposed within the duct between the inlet and the expanding diffuser is configured to rotate about a fan axis to generate airflow. An active flow control system includes a plurality of injection zones circumferentially distributed about the inner surface. The expanding diffuser has a diffuser angle configured to create flow separation when the airflow is uninfluenced by the active flow control system such that the airflow has a thrust vector with a first direction that is substantially parallel to the fan axis. Injection of pressurized air from one of the injection zones asymmetrically reduces the flow separation between the airflow and the expanding diffuser downstream of that injection zone such that the thrust vector of the airflow has a second direction that is not parallel to the first direction.

A process and machine configured to predict and preempt an undesired load and/or bending moment on a part of a vehicle resulting from an exogenous or a control input. The machine may include a predictor with an algorithm for converting parameters from a state sensed upwind from the part into an estimated normal load on the part and a prediction, for a future time, of a normal load scaled for a weight of the aerospace vehicle. The machine may: produce, using a state upwind from the part on the aerospace vehicle and/or a maneuver input, a predicted state, load and bending moment on the part at a time in the future; derive a command preempting the part from experiencing the predicted load and bending moment; and actuate the command just prior to the part experiencing the predicted state, thereby alleviating the part from experiencing the predicted load and bending moment.

A flexible pillar for a variable geometry flight control surface including upper skin and lower skins includes an elongate shape elastic element having an and at least a first end and a second end. The flexible pillar can be disposed between the upper skin and the lower skin so the elastic element can be fixed to the upper skin at the first end of the flexible pillar and fixed to the lower skin at the second end of the flexible pillar. The flexible pillar has a rigidity along the longitudinal axis of the flexible pillar that is greater than a rigidity of the flexible pillar in shear along a transverse axis of the flexible pillar, the flexible pillar making it possible to obtain a support having a longitudinal direction and able to transmit forces between its ends without, or with little, deformation longitudinally and to be easily deformed in a transverse direction.

A flexible pillar for a variable geometry flight control surface including upper skin and lower skins includes an elongate shape elastic element having an and at least a first end and a second end. The flexible pillar can be disposed between the upper skin and the lower skin so the elastic element can be fixed to the upper skin at the first end of the flexible pillar and fixed to the lower skin at the second end of the flexible pillar. The flexible pillar has a rigidity along the longitudinal axis of the flexible pillar that is greater than a rigidity of the flexible pillar in shear along a transverse axis of the flexible pillar, the flexible pillar making it possible to obtain a support having a longitudinal direction and able to transmit forces between its ends without, or with little, deformation longitudinally and to be easily deformed in a transverse direction.

A jam detection system for a flap of a wing of an aircraft includes a linkage coupled to the flap and a support of the wing, and a sensor configured to detect a position of at least a portion of the linkage. The sensor is further configured to compare the position of the least a portion of the linkage to a jam threshold to determine if a jam condition exists. The linkage can also be coupled to a carriage moveably coupled to the support.

A method and apparatus for positioning a control surface. An apparatus comprises an arm, first link, and second link. The arm has first and second ends, the first end of the arm rotatably coupled to a wing structure to define a first pivot point. The first link has first and second ends, the first end being rotatably coupled to the second end of the arm. The second link has first and second ends, the first end rotatably coupled to the first end of the arm. When the second end of the first link is rotatably coupled to a first control surface and the second end of the second link is rotatably coupled to a second control surface, movement of the first control surface away from the wing structure rotates the arm about the first pivot point such that the second control surface moves in coordination with the first control surface.