A flap actuation mechanism incorporates a flap bracket attached to a flap and coupled to an underwing structure with a pivotal coupling. A crankshaft is configured for over center rotation and has aligned inboard and outboard crank arms extending from axially spaced inboard and outboard journals disposed in the underwing structure and configured to rotate about a rotation axis of the inboard and outboard journals. A crank pin is connected between the inboard and outboard crank arms. An actuating rod has a first end rotatably coupled to the crank pin and a second end coupled to the flap bracket. Rotation of the crankshaft displaces the actuating rod to cause rotation of the flap bracket and the flap.

A system and method of controlling one or more flaps of an aircraft may include receiving first and second sensor signals from respective first and second sensors coupled to respective first and second actuators that are moveably secured to a first flap of a first wing of the aircraft. The first and second sensor signals relate to one or both of the position or the speed of the respective first and second actuators. The system and method may also include comparing the first and second sensor signals to determine a difference between the first and second sensor signals, and adjusting the speed of one or both of the first or second actuators based on the difference between the first and second sensor signals. A system and method may include determining a difference between one or both of speed or position of the first and second flaps, and adjusting the speed of one or both of the first and second flaps based on the difference between one or both of the speed or the position of the first and second flaps.

A system and method of controlling one or more flaps of an aircraft may include receiving first and second sensor signals from respective first and second sensors coupled to respective first and second actuators that are moveably secured to a first flap of a first wing of the aircraft. The first and second sensor signals relate to one or both of the position or the speed of the respective first and second actuators. The system and method may also include comparing the first and second sensor signals to determine a difference between the first and second sensor signals, and adjusting the speed of one or both of the first or second actuators based on the difference between the first and second sensor signals. A system and method may include determining a difference between one or both of speed or position of the first and second flaps, and adjusting the speed of one or both of the first and second flaps based on the difference between one or both of the speed or the position of the first and second flaps.

An aircraft including a flap support assembly for a flap support. An aircraft includes a fuselage comprising a pressure deck, where at least a portion the pressure deck is substantially horizontal. The aircraft further includes a wing extending from the fuselage, where the wing includes a leading edge and a trailing edge. The wing additionally includes a flap assembly on the trailing edge of the wing, where the flap assembly is configured to move between an extended position and a retracted position. The aircraft further includes a flap support coupled to the flap assembly comprising a plurality of load-bearing connection points, where at least one of the load-bearing connection points is coupled to the pressure deck.

Methods and devices to measure an angular deflection of an aircraft member. The devices are configured to be attached to the aircraft member. The devices are configured to obtain an orientation of the device about three separate axes. The methods use initial orientation values and dynamic orientation values to calculate an axis of rotation. Using the axis of rotation, the deflection angle can be calculated for the aircraft member.

Methods and apparatus to control a gap between movable aircraft wing components are disclosed. An example apparatus includes spoiler including a first panel and a second panel, a flexible tip extending from an intersection of the first and second panels; and a rub block coupled to a surface of the second panel, the rub block positioned to engage a flap to maintain a distance between the spoiler and the flap and to enable the flexible tip to perform deform to change aerodynamic properties of the spoiler.

Methods and apparatus to control a gap between movable aircraft wing components are disclosed. An example apparatus includes spoiler including a first panel and a second panel, a flexible tip extending from an intersection of the first and second panels; and a rub block coupled to a surface of the second panel, the rub block positioned to engage a flap to maintain a distance between the spoiler and the flap and to enable the flexible tip to perform deform to change aerodynamic properties of the spoiler.

A shape memory structure includes a plurality of bases directly attached to a composite structure and arranged along a first line at a first edge of the composite structure. A plurality of buckle-shaped shape memory structures are attached to corresponding ones of the plurality of bases, such that first ends of the plurality of buckle-shaped shape memory structures are raised relative to the composite structure. Second ends of the plurality of buckle-shaped shape memory structures are directly attached to the composite structure along a second line at a second edge of the composite structure, the second edge being opposite the first edge. When activated, the shape memory structure changes from a buckled shape to an original shape to cause the composite structure to assume a deployed shape; when deactivated, the shape memory structure to resumes a buckled shape and the composite structure an undeployed shape.

A shape memory structure includes a plurality of bases directly attached to a composite structure and arranged along a first line at a first edge of the composite structure. A plurality of buckle-shaped shape memory structures are attached to corresponding ones of the plurality of bases, such that first ends of the plurality of buckle-shaped shape memory structures are raised relative to the composite structure. Second ends of the plurality of buckle-shaped shape memory structures are directly attached to the composite structure along a second line at a second edge of the composite structure, the second edge being opposite the first edge. When activated, the shape memory structure changes from a buckled shape to an original shape to cause the composite structure to assume a deployed shape; when deactivated, the shape memory structure to resumes a buckled shape and the composite structure an undeployed shape.

A load-bearing fairing element for a flap adjustment mechanism of an aircraft comprises a shell-shaped fairing housing with an at least partly U-shaped profile with an open side, a closed side, and a direction of main extension, at least one first cover panel that along the direction of main extension covers part of the open side, and a load-bearing bridge element. The bridge element is arranged in the fairing housing and with a base area conforms so as to be flush against an internal surface of the fairing housing and extends towards the open side. The bridge element comprises an essentially planar cover area that covers the base area on the open side in order to produce a closed profile contour that is circumferential on the direction of main extension. The bridge element comprises means for holding a shaft feed-in of a central flap drive and means for holding an adjustment mechanism that is couplable to the shaft feed-in. Consequently there is no need to provide complex stiffening structures within the fairing element.