An apparatus for supporting a wing flap of an aircraft includes a support fitting configured to be coupled to a wing of the aircraft. The apparatus also includes a first link, pivotably coupled to the support fitting and configured to be pivotably coupled to the wing flap, and a second link, separably coupled to the support fitting and configured to be pivotably coupled to the wing flap.

Example double-blown wing vertical takeoff and landing aircraft are disclosed. An example apparatus includes a wing having a leading edge and a trailing edge, a mounting rib having a first end and a second end, the mounting rib coupled to the wing, the first end forward of the leading edge, the second end aft of the trailing edge, the mounting rib including: a first rotor having a first propeller, the first rotor coupled to the first end of the mounting rib below the leading edge, the first propeller having a first axis of rotation, and a second rotor having a second propeller, the second rotor coupled to the second end of the mounting rib above the trailing edge, the second propeller having a second axis of rotation substantially perpendicular to the first axis of rotation.

Example double-blown wing vertical takeoff and landing aircraft are disclosed. An example apparatus includes a wing having a leading edge and a trailing edge, a mounting rib having a first end and a second end, the mounting rib coupled to the wing, the first end forward of the leading edge, the second end aft of the trailing edge, the mounting rib including: a first rotor having a first propeller, the first rotor coupled to the first end of the mounting rib below the leading edge, the first propeller having a first axis of rotation, and a second rotor having a second propeller, the second rotor coupled to the second end of the mounting rib above the trailing edge, the second propeller having a second axis of rotation substantially perpendicular to the first axis of rotation.

A device for damping rotary motion of a component. The device comprises a first part adapted to be mounted to the component so as to rotate therewith, and a second part adapted to be fixed such that the first part moves towards the second part when the component rotates in a first direction (D1). At least one surface of the first part and a corresponding at least one surface of the second part are angled such that, as the first part moves towards the second part, the at least one surface of the first part will move into contact with and then move along the corresponding at least one surface of the second part such that friction between the at least one surface of the first part and the corresponding at least one surface of the second part acts against the movement of the first part.

A system architecture for operation of aircraft flaps. The system architecture includes a first pair of motor drive units, the first pair comprising a first motor drive unit (MD1) and a second motor drive unit (MD3), and a second pair of motor drive units, the second pair comprising a third motor drive unit (MD2) and a fourth motor drive unit (MD4). The system further includes a first plurality of switches connected between the first motor drive unit (MD1) and the second motor drive unit (MD3), the first plurality of switches configured to operate a first electric motor and a second electric motor, and a second plurality of switches connected between the third motor drive unit (MD2) and the fourth motor drive unit (MD4), the second plurality of switches configured to operate a third electric motor and a fourth electric motor.

A flap support for supporting a flap of a wing for an aircraft is disclosed and includes a load bearing fairing shell and a reinforcement structure at least partially received in the interior space of the fairing structure and mounted to the first and second side wall portions of the fairing shell. The fairing shell includes a front attachment device configured for attachment to a main wing, and the reinforcement structure includes an aft attachment device configured for attachment to the main wing. The flap support further includes a hinge device configured for forming an articulated connection to the flap.

A bell crank mechanism is configured to at least indirectly link movement of an aircraft wing spoiler-like hinge panel to the movement of a primary flight control device on an aircraft wing trailing edge. The aircraft wing is configured to be fixed to and to extend from an aircraft fuselage, the wing including a leading edge and a trailing edge. The primary flight control device is attached to the trailing edge, and any movement of the control device is directly subject to an aircraft input controller by a linear actuator. The moveable aerodynamic hinge panel, a secondary control device, is situated proximally to the primary flight control device, and the hinge panel is separately attached to the trailing edge. The bell crank mechanism slaves any hinge panel motion to movements of the primary control device.

A bell crank mechanism is configured to at least indirectly link movement of an aircraft wing spoiler-like hinge panel to the movement of a primary flight control device on an aircraft wing trailing edge. The aircraft wing is configured to be fixed to and to extend from an aircraft fuselage, the wing including a leading edge and a trailing edge. The primary flight control device is attached to the trailing edge, and any movement of the control device is directly subject to an aircraft input controller by a linear actuator. The moveable aerodynamic hinge panel, a secondary control device, is situated proximally to the primary flight control device, and the hinge panel is separately attached to the trailing edge. The bell crank mechanism slaves any hinge panel motion to movements of the primary control device.

Systems and methods are provided for a track roller failure detection system. The system may include a main aerodynamic device and a secondary aerodynamic device including a track supported by one or more rollers and a marker. Failure of the one or more rollers may result in the track contacting the marker. Operation of the secondary aerodynamic device when one or more of the rollers have failed may result in the marker leaving a mark and/or a trail on a portion of the main aerodynamic device and/or a portion of the secondary aerodynamic device. Failure of the one or more rollers may then be determined from the mark and/or trail.

Disclosed herein is a system for actuating a flap coupled to a wing of an aircraft in a streamwise direction. The system comprises a geared rotary actuator comprising a drive gear that is rotatable about a first rotational axis. The system also comprises a crank shaft comprising a driven gear in gear meshing engagement with the drive gear of the geared rotary actuator to rotate the crank shaft about a second rotational axis. The second rotational axis is angled relative to the first rotational axis. The system further comprises a crank arm co-rotatably coupled to the crank shaft and configured to be coupled to the flap. Rotation of the crank shaft about the second rotational axis rotates the crank arm in a direction perpendicular to the second rotational axis.