An accessory gearbox for a turboshaft engine of an aircraft, the gearbox including a casing, an aircraft wing flap control rod arranged so as to slide axially inside the gearbox and an actuator for driving the control rod which is mounted on the casing, the actuator including a hollow body, a piston which is arranged so as to move in translation inside the body and a piston rod which is connected to the piston and extends at least in part outside the body of the actuator the piston rod being connected to the control rod, wherein the actuator is arranged between the connection of the piston rod and the control rod, and the casing of the gearbox.

An actuation system for a control surface for an aircraft includes a first, second, third and fourth actuator, a first and second bell crank, and at least one push pull rod system. Each of the first and second bell cranks comprises a first and a second crank arm, the first and second crank arms intersect with and are joined to each other at an intersection, the first and second crank arms extend from the intersection at an angle to each other, the first bell crank is pivotally connected to the sub-structure by a first pivot extending through the first bell crank's intersection, and the second bell crank is pivotally connected to the sub-structure by a second pivot extending through the second bell crank's intersection.

An actuation system for a control surface for an aircraft includes a first, second, third and fourth actuator, a first and second bell crank, and at least one push pull rod system. Each of the first and second bell cranks comprises a first and a second crank arm, the first and second crank arms intersect with and are joined to each other at an intersection, the first and second crank arms extend from the intersection at an angle to each other, the first bell crank is pivotally connected to the sub-structure by a first pivot extending through the first bell crank's intersection, and the second bell crank is pivotally connected to the sub-structure by a second pivot extending through the second bell crank's intersection.

An actuator control arrangement comprising: a hydraulic actuator having a housing and a piston rod axially moveable within the housing between a neutral position, a retracted position and an extended position with respect to the housing in response to application of pressure to the piston rod; the arrangement further comprising a check valve moveable between a first position providing a flow path between a pressure source and the actuator, and a second position in which the flow path is closed off; and characterised by a mechanical link between the piston rod and the check valve, actuated in response to the piston rod passing a predetermined retracted position in a negative stroke direction, to set the check valve to the first position.

An actuator control arrangement comprising: a hydraulic actuator having a housing and a piston rod axially moveable within the housing between a neutral position, a retracted position and an extended position with respect to the housing in response to application of pressure to the piston rod; the arrangement further comprising a check valve moveable between a first position providing a flow path between a pressure source and the actuator, and a second position in which the flow path is closed off; and characterised by a mechanical link between the piston rod and the check valve, actuated in response to the piston rod passing a predetermined retracted position in a negative stroke direction, to set the check valve to the first position.

A method for controlling a control surface multirod actuator arrangement and the arrangement including: a first and a second multirod actuator configured to move or clamp around a first set of piston rods; a third multirod actuator configured to move or clamp around a second set of piston rods; a control unit configured to control motion of the first set of piston rods in a first motion mode and to control motion of the second set of piston rods in a second motion mode. Steps are moving at least one piston rod of first set of piston rods and/or clamping in parked position at least one piston rod of the second set of piston rods.

A variable camber trim unit (100) comprises a housing (124), an input gear (102), and an output gear (108). The input gear (102) and the output gear (108) are rotatably supported by the housing (124). The variable camber trim unit (100) is selectively configurable to one of a coupled configuration or a decoupled configuration. When the variable camber trim unit (100) is in the coupled configuration, rotation of the input gear (102) relative to the housing (124) causes rotation of the output gear (108) relative to the housing (124). When the variable camber trim unit (100) is in the decoupled configuration, rotation of the input gear (102) relative to the housing (124) does not cause rotation of the output gear (108) relative to the housing (124), and the output gear (108) is capable of at least 5° and no more than 15° of rotation relative to the housing (124).

A variable camber trim unit (100) comprises a housing (124), an input gear (102), and an output gear (108). The input gear (102) and the output gear (108) are rotatably supported by the housing (124). The variable camber trim unit (100) is selectively configurable to one of a coupled configuration or a decoupled configuration. When the variable camber trim unit (100) is in the coupled configuration, rotation of the input gear (102) relative to the housing (124) causes rotation of the output gear (108) relative to the housing (124). When the variable camber trim unit (100) is in the decoupled configuration, rotation of the input gear (102) relative to the housing (124) does not cause rotation of the output gear (108) relative to the housing (124), and the output gear (108) is capable of at least 5° and no more than 15° of rotation relative to the housing (124).

A variable camber trim unit (100) comprises a housing (124), an input gear (102), and an output gear (104). The input gear (102) and the output gear (108) are rotatably supported by the housing (124). The variable camber trim unit (100) is selectively configurable to one of a coupled configuration or a decoupled configuration. When the variable camber trim unit (100) is in the coupled configuration, rotation of the input gear (102) relative to the housing (124) causes rotation of the output gear (108) relative to the housing (124). When the variable camber trim unit (100) is in the decoupled configuration, rotation of the input gear (102) relative to the housing (124) does not cause rotation of the output gear (108), and the output gear (108) is rotationally fixed relative to the housing (124).

A variable camber trim unit (100) comprises a housing (124), an input gear (102), and an output gear (104). The input gear (102) and the output gear (108) are rotatably supported by the housing (124). The variable camber trim unit (100) is selectively configurable to one of a coupled configuration or a decoupled configuration. When the variable camber trim unit (100) is in the coupled configuration, rotation of the input gear (102) relative to the housing (124) causes rotation of the output gear (108) relative to the housing (124). When the variable camber trim unit (100) is in the decoupled configuration, rotation of the input gear (102) relative to the housing (124) does not cause rotation of the output gear (108), and the output gear (108) is rotationally fixed relative to the housing (124).