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

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

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

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

An aircraft hydraulic actuation system for retracting an aircraft landing gear. The actuation system includes a supply line arranged to carry hydraulic fluid pressurized by a pump, a return line arranged to return hydraulic fluid to a reservoir, and a hydraulic actuator 128. In a first mode of operation, a first chamber 130 of the actuator 128 is supplied with pressurized hydraulic fluid from the supply line such that a piston 134 is moved in a first direction so as to move a load such as a landing gear. In a second mode of operation, the first chamber 130 is taken out of fluid communication with the supply line and a second chamber 132 is in fluid communication with the return line, such that the piston 134 is able to be moved under the influence of the load, for example when the landing gear extends under gravity.

An actuator pressure intensifying assembly includes a mode valve and a gear motor assembly, the mode valve arranged to receive, at an input port, a supply pressure and to provide, at an output port, a control pressure to an actuator, the mode valve further configured to move, in response to the supply pressure exceeding a predetermined activation threshold, from a first mode in which the supply pressure flows directly from the input port to the output port in a first fluid flow path, and a second mode in which the supply pressure flows from the input port to the output port in a second fluid flow path which includes the gear motor assembly between the input port and the output port which intensifies the supply pressure such that the control pressure is higher than the supply pressure.

An actuator pressure intensifying assembly includes a mode valve and a gear motor assembly, the mode valve arranged to receive, at an input port, a supply pressure and to provide, at an output port, a control pressure to an actuator, the mode valve further configured to move, in response to the supply pressure exceeding a predetermined activation threshold, from a first mode in which the supply pressure flows directly from the input port to the output port in a first fluid flow path, and a second mode in which the supply pressure flows from the input port to the output port in a second fluid flow path which includes the gear motor assembly between the input port and the output port which intensifies the supply pressure such that the control pressure is higher than the supply pressure.

A system and method for deploying a flight control surface. The method includes displacing actuators engaged with the flight control surface during an initial period wherein each actuator displaces from zero speed to a deployment speed, and during a deployment period after the initial period. The method includes during the deployment period, controlling displacement of at least one of the actuators in response to actuator status information received therefrom. The method includes during the initial period, limiting an acceleration of said actuator from the zero speed to the deployment speed. The system has a control unit with a force fight controller and an acceleration limiter.

A system and method for deploying a flight control surface. The method includes displacing actuators engaged with the flight control surface during an initial period wherein each actuator displaces from zero speed to a deployment speed, and during a deployment period after the initial period. The method includes during the deployment period, controlling displacement of at least one of the actuators in response to actuator status information received therefrom. The method includes during the initial period, limiting an acceleration of said actuator from the zero speed to the deployment speed. The system has a control unit with a force fight controller and an acceleration limiter.

A hybrid fly/drive vehicle capable of being converted between a flying mode in which it is capable of flying in air and a road riding mode in which it is capable of driving on a road in normal traffic, includes an arrangement to allow the engine to be pedal-controlled in road riding mode and lever-controlled in flying mode, and further includes pedals for engine control and possibly clutch actuation in road riding mode and for rudder control in flying mode, which pedals also actuate the brakes in flying mode.