One embodiment is a rotor system comprising a duct ring; a hub disposed centrally to the duct ring; first and second stators each connected between the duct ring and the hub; first and second control vanes rotatably connected to the first and second stators, respectively; and a structural hoop having a first end connected to the first control vane and a second end connected to the second control vane, the structural hoop for translating rotation of the first control vane about a vane axis to the second control vane.

One embodiment is a rotor system comprising a duct ring; a hub disposed centrally to the duct ring; first and second stators each connected between the duct ring and the hub; first and second control vanes rotatably connected to the first and second stators, respectively; and a structural hoop having a first end connected to the first control vane and a second end connected to the second control vane, the structural hoop for translating rotation of the first control vane about a vane axis to the second control vane.

An aircraft control system includes: a motor with a rotating shaft; a pilot control input; a linear actuator connecting the pilot control input to the rotating shaft; a sensor identifying a position of the pilot control input; and a transmitter transmitting the pilot control input position to a controller, the controller adjusting an aircraft performance device based on the received pilot control input position.

Flight control surface actuation systems including skew detection systems and associated methods. A flight control surface actuation system includes a skew detection system configured to generate a skew detection signal that represents a skew condition of a flight control surface. In some examples, the skew detection system includes a skew lanyard and a detection mechanism assembly (DMA) configured to detect a lanyard displacement of the skew lanyard and to generate an analog lanyard displacement signal. In some examples, the skew detection system includes a hybrid sensing actuator that includes an actuator output and an actuator output position sensor directly coupled to the actuator output. Methods of utilizing a flight control surface actuation system include detecting a skew condition in the flight control surface utilizing DMAs and/or hybrid sensing actuators.

Flight control surface actuation systems including skew detection systems and associated methods. A flight control surface actuation system includes a skew detection system configured to generate a skew detection signal that represents a skew condition of a flight control surface. In some examples, the skew detection system includes a skew lanyard and a detection mechanism assembly (DMA) configured to detect a lanyard displacement of the skew lanyard and to generate an analog lanyard displacement signal. In some examples, the skew detection system includes a hybrid sensing actuator that includes an actuator output and an actuator output position sensor directly coupled to the actuator output. Methods of utilizing a flight control surface actuation system include detecting a skew condition in the flight control surface utilizing DMAs and/or hybrid sensing actuators.

An aircraft wing is disclosed including a main wing element and a movable wing tip device attached to a tip end of the main wing element. The movable wing tip device can move relative to the main wing element to vary a span of the aircraft wing. An inductive coupler is arranged to inductively transmit data and/or power between the main wing element and the movable wing tip device. The inductive coupler removes the need for wires and cables to pass across a joint between the main wing element and a movable wing tip device. Additional embodiments include a method of maintenance, and a method of operating the aircraft wing to transmit data and/or power between the main wing element and the movable wing tip device.

An aircraft wing is disclosed including a main wing element and a movable wing tip device attached to a tip end of the main wing element. The movable wing tip device can move relative to the main wing element to vary a span of the aircraft wing. An inductive coupler is arranged to inductively transmit data and/or power between the main wing element and the movable wing tip device. The inductive coupler removes the need for wires and cables to pass across a joint between the main wing element and a movable wing tip device. Additional embodiments include a method of maintenance, and a method of operating the aircraft wing to transmit data and/or power between the main wing element and the movable wing tip device.

A foldable wing with foldable trailing edge flap, that includes a main wing and a foldable trailing edge flap. The main wing includes a wing supporting skeleton and a plurality of skin supporting ribs. The foldable trailing edge flap includes a plurality of crank-shaped flap supporting ribs, a flexible flap skin, a connecting shaft, and a return spring. The plurality of crank-shaped flap supporting ribs are hinged with lower surfaces of corresponding plurality of skin supporting ribs through the connecting shaft to form a foldable trailing edge flap supporting skeleton that relies on the plurality of skin supporting ribs. The return spring makes an upper surface of a long side of each crank-shaped flap supporting rib attach closely to a lower surface of each skin supporting rib. The flexible flap skin is attached to an upper surface of the foldable trailing edge flap supporting skeleton.

A foldable wing with foldable trailing edge flap, that includes a main wing and a foldable trailing edge flap. The main wing includes a wing supporting skeleton and a plurality of skin supporting ribs. The foldable trailing edge flap includes a plurality of crank-shaped flap supporting ribs, a flexible flap skin, a connecting shaft, and a return spring. The plurality of crank-shaped flap supporting ribs are hinged with lower surfaces of corresponding plurality of skin supporting ribs through the connecting shaft to form a foldable trailing edge flap supporting skeleton that relies on the plurality of skin supporting ribs. The return spring makes an upper surface of a long side of each crank-shaped flap supporting rib attach closely to a lower surface of each skin supporting rib. The flexible flap skin is attached to an upper surface of the foldable trailing edge flap supporting skeleton.

Inerters with friction disk assemblies, and aircraft hydraulic systems and aircraft including the same. An inerter comprises an inerter housing containing an inerter fluid, a threaded shaft extending within the inerter housing and fixed relative to the first terminal, and an inerter rod extending at least partially within the inerter housing and fixed relative to the second terminal. The inerter further includes a friction disk assembly that, together with the inerter fluid, is configured to damp a motion of the second terminal relative to the first terminal. The friction disk assembly includes a fixed portion and a rotating portion, and is configured such that rotation of the rotating portion generates a frictional torque that opposes the rotation of the rotating portion. In some examples, the inerter is a component of a hydraulic actuator, an aircraft hydraulic system including the hydraulic actuator, and/or an aircraft including the aircraft hydraulic system.