Methods and apparatus for operating flight control systems of aircrafts are disclosed. An example apparatus includes a flight control system including a processor to: based on data from first and second sensors, determine first and second values; based on the first and second values, determine a location of a jam in the flight control system, the location of the jam being determined based on a summation of the first and second values.

The present disclosure relates to a system for monitoring and/or detecting an operational state of a movable component of an aircraft, wherein the system has a movable component and a monitoring device, wherein the system also has a combination sensor connected to the monitoring device, which is designed and arranged to detect a kinematic and/or kinetic state of the component, wherein the monitoring device is designed to monitor and/or detect an operational state of the component.

A flap skew detection system is configured to detect flap skew of one or more flaps moveably secured to one or more wings of an aircraft. The flap skew detection system includes a flap support assembly that couples a flap to a wing. The flap support assembly includes a fixed portion that is configured to secure to the wing, a moveable portion that is moveably coupled to the fixed portion and configured to securely support the flap, and a link moveably coupled to the fixed portion and the moveable portion. The link includes a cylinder defining an internal chamber including a hydraulic fluid chamber, a piston having a piston head within the internal chamber, and hydraulic fluid retained within the hydraulic fluid chamber. A pressure detector is fluidly coupled to the hydraulic fluid chamber. The pressure detector is configured to detect a fluid pressure of the hydraulic fluid pressure within the hydraulic fluid chamber. The fluid pressure detected by the pressure detector is used to determine existence of flap skew.

The invention relates to a flap system for an aircraft high lift system or an engine actuation with a rotary shaft system, one or more drive stations as well as elements for transmitting the drive energy from the rotary shaft system to the one or more drive stations, wherein at least one drive station includes at least two independent load paths with at least one rotational transmission each for actuating the flap kinematics, and per load path at least one mechanically coupling-free synchronization unit is provided for compensating regular load fluctuations between the load paths. The invention furthermore relates to a method for monitoring a flap system with at least two redundant load paths which each comprise at least one rotational transmission, wherein it is cyclically checked whether the difference of the output-side torques of the at least two load paths exceeds a defined threshold value and/or lies within a defined limit range.

A signal transmitter apparatus configured for use in an aircraft moveable element monitoring system. The signal transmitter apparatus comprising a signal transmitter circuit. The signal transmitter circuit comprises: a first electrical path between a voltage input and a first node, the first electrical path comprising an inductor; a second electrical path between the first node and a second node, the second electrical path comprising a signal transmitter coil and a first capacitor, wherein the signal transmitter coil is electrically connected in series with the first capacitor; a third electrical path between the first node and the second node, the third electrical path comprising a second capacitor, such that the second capacitor is electrically connected in parallel to the signal transmitter coil and the first capacitor; and a fourth electrical path between the second node and the voltage input.

An aircraft wing comprising a main wing, a high lift element, and at least two spaced connecting systems for moveably connecting the high lift element to the main wing, wherein each connecting system comprises a track element provided on the main wing, and having a first support surface and a first track side wall, an actuator device, a drive rod, and a carriage device connected to the high lift element and having an engagement portion. The object is to provide an aircraft wing which is configured in such a manner that when the connecting system for connecting the high lift element to the main wing fails the high lift element can still be held in a possibly unskewed position.

An electromechanical differential motion sensor is disposed to detect transverse motion of a first piece relative to a second piece. The sensor includes a base anchored to the first piece, a lever arm that engages the second piece, a hinge, a retention mechanism, and a fuse wire. The hinge connects the lever arm to the base, such that the lever arm rotates relative to the base when the second piece displaces laterally with respect to the first piece. The retention mechanism retains the electromechanical differential motion sensor in a closed position wherein a first jaw of the base is aligned with a second jaw of the lever arm. The fuse wire carries an electrical signal current, and extends through the jaws such that transverse motion of the second piece relative to the first piece deflects the sensor from the closed position to an open position, thereby severing the first fuse wire.

A method for determining the position of a component in a high lift system of an aircraft, the high lift system comprising a central power control unit for providing rotational power by means of a transmission shaft; and actuator drive stations coupled with the power control unit and movable high lift surfaces. The method comprises the steps of acquiring a first rotational position of a first position pick-off unit mechanically coupled with the power control unit by means of a first gear having a first gear ratio, acquiring at least one second rotational position of at least one second position pick-off unit mechanically coupled with a driven element in at least one drive station, and determining the number of full rotations the first position pick-off unit has already accomplished between a neutral position and an intended maximum number of rotations.

An integrated torque limiter/no-back device for use in an actuator with an input shaft, an output, and a gear reduction. The device includes an input ramp, an output ramp coupled to the gear reduction, a combined ramp disposed between the input ramp and the output ramp, a first plurality of balls arranged between the input ramp and the combined ramp, a second plurality of balls arranged between the combined ramp and the output ramp, a pin, and a brake. The pin extends from the input ramp to the combined ramp and coupled to the input shaft. The combined ramp, the output ramp, and the second plurality of balls therebetween are configured to operate as a torque limiter by causing the combined ramp and the output ramp to separate and the output ramp to engage the brake when the torque from the input shaft exceeds a torque threshold.

A method for determining a state of a component in a high lift system of an aircraft is proposed, the high lift system comprising a central power control unit for providing rotational power by means of a transmission shaft; and drive stations coupled with the power control unit and movable high lift surfaces.