Certain aspects of the present disclosure provide techniques for an aerodynamic surface actuation system, including: a plurality of outer tracks, wherein each outer track of the plurality of outer tracks includes: an inner outer roller channel; and an outer inner roller channel positioned above the inner outer roller channel; an aerodynamic surface connected to a carrier, wherein the carrier includes rollers configured to move within inboard inner roller channels of the plurality of outer tracks; and a plurality of fixed rollers mounted to one or more longitudinal structural elements in an aerodynamic structure, wherein the plurality of fixed rollers are disposed within the outer roller channels of the plurality of outer tracks.

A wing (5) for an aircraft (1) including a main wing (11) and a high lift assembly (13) having a high lift body (15), and a connection assembly (17) movably connecting the high lift body (15) to the main wing (11), wherein the connection assembly (17) includes a first connection element (19) and a second connection element (21) movably mounted to the main wing (11) and mounted to the high lift body (15), wherein the connection assembly (17) includes a first drive unit (27) drivingly coupled to the first connection element (19), a second drive unit (29) drivingly coupled to the second connection element (21) and a third connection element (57) movably mounted to the main wing (11) and mounted to the high lift body (15), the third connection element (57) is arranged between the first connection element (19) and the second connection element (21).

A wing (5) for an aircraft (1) including a main wing (11) and a high lift assembly (13) having a high lift body (15), and a connection assembly (17) movably connecting the high lift body (15) to the main wing (11), wherein the connection assembly (17) includes a first connection element (19) and a second connection element (21) movably mounted to the main wing (11) and mounted to the high lift body (15), wherein the connection assembly (17) includes a first drive unit (27) drivingly coupled to the first connection element (19), a second drive unit (29) drivingly coupled to the second connection element (21) and a third connection element (57) movably mounted to the main wing (11) and mounted to the high lift body (15), the third connection element (57) is arranged between the first connection element (19) and the second connection element (21).

A wing for an aircraft is disclosed including a fixed wing, a high-lift device and a hold-down arrangement arranged between two supports of the high lift device having a first hold-down element attached to the high-lift device and a second hold-down element attached to the fixed wing. The first hold-down element contacts the second hold-down element when the high-lift device is in a retracted position in which it prevents a trailing edge of the high-lift device from detaching from an upper surface of the fixed wing when the fixed wing bends in the spanwise direction. One of the hold-down elements is a load-limited hold-down element which comprises a biasing means. When the load transmitted through the hold-down arrangement exceeds an operational threshold, elastic deformation of the biasing element results in the hold-down arrangement no longer preventing the trailing edge high-lift device from detaching from the upper surface of the fixed wing.

A wing for an aircraft is disclosed including a fixed wing, a high-lift device and a hold-down arrangement arranged between two supports of the high lift device having a first hold-down element attached to the high-lift device and a second hold-down element attached to the fixed wing. The first hold-down element contacts the second hold-down element when the high-lift device is in a retracted position in which it prevents a trailing edge of the high-lift device from detaching from an upper surface of the fixed wing when the fixed wing bends in the spanwise direction. One of the hold-down elements is a load-limited hold-down element which comprises a biasing means. When the load transmitted through the hold-down arrangement exceeds an operational threshold, elastic deformation of the biasing element results in the hold-down arrangement no longer preventing the trailing edge high-lift device from detaching from the upper surface of the fixed wing.

A wing for an aircraft is disclosed including a fixed wing, a high-lift device and a hold-down arrangement arranged between two supports of the high lift device having a first hold-down element attached to the high-lift device and a second hold-down element attached to the fixed wing. The first hold-down element contacts the second hold-down element when the high-lift device is in a retracted position in which it prevents a trailing edge of the high-lift device from detaching from an upper surface of the fixed wing when the fixed wing deforms in the spanwise direction. One of the hold-down elements is a load-limited hold-down element which comprises a hydraulic element that is configured to allow the high-lift device to move away from the fixed wing when a load acting through the hold-down arrangement exceeds an operational threshold.

A wing for an aircraft is disclosed including a fixed wing, a high-lift device and a hold-down arrangement arranged between two supports of the high lift device having a first hold-down element attached to the high-lift device and a second hold-down element attached to the fixed wing. The first hold-down element contacts the second hold-down element when the high-lift device is in a retracted position in which it prevents a trailing edge of the high-lift device from detaching from an upper surface of the fixed wing when the fixed wing deforms in the spanwise direction. One of the hold-down elements is a load-limited hold-down element which comprises a hydraulic element that is configured to allow the high-lift device to move away from the fixed wing when a load acting through the hold-down arrangement exceeds an operational threshold.

A brake device for braking rotation of an input shaft includes a selectively operable trigger brake that includes: a static element; a trigger brake shaft mounted for rotational and axial movement relative to the static element and the input shaft; a preloaded torsion spring rotationally coupled to the input shaft but permitting a limited rotational movement between the trigger brake shaft and the input shaft; a roller jamming mechanism operable upon the relative rotation between the trigger brake shaft and the input shaft exceeding a predetermined amount to stop rotation of the input shaft upon operation of the trigger brake; and a brake actuator for selectively moving the trigger brake shaft into and out of engagement with a contact surface of the static element. Engagement of the contact surface of the static element and the trigger brake shaft overcomes the preload of the torsion spring.

A brake device for braking rotation of an input shaft includes a selectively operable trigger brake that includes: a static element; a trigger brake shaft mounted for rotational and axial movement relative to the static element and the input shaft; a preloaded torsion spring rotationally coupled to the input shaft but permitting a limited rotational movement between the trigger brake shaft and the input shaft; a roller jamming mechanism operable upon the relative rotation between the trigger brake shaft and the input shaft exceeding a predetermined amount to stop rotation of the input shaft upon operation of the trigger brake; and a brake actuator for selectively moving the trigger brake shaft into and out of engagement with a contact surface of the static element. Engagement of the contact surface of the static element and the trigger brake shaft overcomes the preload of the torsion spring.

Disclosed herein are methods for fabricating a composite structure by forming, via additive manufacturing, a solid-phase component; positioning the solid-phase component and a reinforcement into a mold cavity; and consolidating, in the mold cavity, the solid-phase component, the reinforcement, and a liquid-phase component to form the composite structure.