The present disclosure relates to an apparatus for a torque limiter, comprising an indication device configured to provide an indication that the torque limiting device has tripped, and of the direction of torque applied to the torque limiting device when the torque limiting device tripped, in use.

Methods and systems according to one or more examples are provided for reducing chatter in a no-back brake during aiding load operations. In one example, an apparatus comprises a no-back brake, disposed within an actuator coupled to an aircraft, including a shaft, and a ball ramp plate, coupled to the shaft, to receive a force comprising an air loading force and is displaced responsive to the force. The apparatus further comprises a brake, coupled to the shaft and coupled to the ball ramp plate, and displaced by the ball ramp plate corresponding to a distance the ball ramp plate is displaced. The apparatus further comprises a modulating spring, coupled to the shaft and coupled to the brake, configured to compress in response to the brake being displaced, and the modulating spring is configured to apply a selective compressive force at the brake corresponding to a distance the brake is displaced.

Methods and systems according to one or more examples are provided for reducing chatter in a no-back brake during aiding load operations. In one example, an apparatus comprises a no-back brake, disposed within an actuator coupled to an aircraft, including a shaft, and a ball ramp plate, coupled to the shaft, to receive a force comprising an air loading force and is displaced responsive to the force. The apparatus further comprises a brake, coupled to the shaft and coupled to the ball ramp plate, and displaced by the ball ramp plate corresponding to a distance the ball ramp plate is displaced. The apparatus further comprises a modulating spring, coupled to the shaft and coupled to the brake, configured to compress in response to the brake being displaced, and the modulating spring is configured to apply a selective compressive force at the brake corresponding to a distance the brake is displaced.

A trim actuator for a horizontal stabilizer comprises a power screw, a rotary actuator, configured to rotate the power screw, and a nut, configured to translate along the power screw when the power screw is rotated. Trim actuator also comprises an anti-back-drive mechanism, configured to prevent the power screw from rotating in a first rotational direction when a first force is applied to the nut in a first axial direction and to prevent the power screw from rotating in a second rotational direction, opposite the first rotational direction, when a second force is applied to the nut in a second axial direction. Trim actuator further comprises a sensor, configured to measure internal loading of the anti-back-drive mechanism when the first force is applied to the nut in the first axial direction or when the second force is applied to the nut in the second axial direction.

A trim actuator for a horizontal stabilizer comprises a power screw, a rotary actuator, configured to rotate the power screw, and a nut, configured to translate along the power screw when the power screw is rotated. Trim actuator also comprises an anti-back-drive mechanism, configured to prevent the power screw from rotating in a first rotational direction when a first force is applied to the nut in a first axial direction and to prevent the power screw from rotating in a second rotational direction, opposite the first rotational direction, when a second force is applied to the nut in a second axial direction. Trim actuator further comprises a sensor, configured to measure internal loading of the anti-back-drive mechanism when the first force is applied to the nut in the first axial direction or when the second force is applied to the nut in the second axial direction.

Wing assemblies comprise a three-position Krueger flap and an actuation assembly that comprises a drive linkage assembly, a primary linkage assembly coupled between the drive linkage assembly and the three-position Krueger flap, and a secondary linkage assembly. The primary linkage assembly comprises a dual linkage that is pivotally and translationally coupled relative to a wing support structure. The secondary linkage assembly comprises a cam, a follower, and a dual-linkage axle that is coupled to the follower and to the dual linkage and that defines a dual-linkage pivot axis of the dual linkage.

Wing assemblies comprise a three-position Krueger flap and an actuation assembly that comprises a drive linkage assembly, a primary linkage assembly coupled between the drive linkage assembly and the three-position Krueger flap, and a secondary linkage assembly. The primary linkage assembly comprises a dual linkage that is pivotally and translationally coupled relative to a wing support structure. The secondary linkage assembly comprises a cam, a follower, and a dual-linkage axle that is coupled to the follower and to the dual linkage and that defines a dual-linkage pivot axis of the dual linkage.

A rotary device assembly is provided and includes an input shaft coupled to a torque generating device, an output shaft and a rotary device disposed to transmit first torque from the input shaft to the output shaft and configured with no-back capability to prevent second torque applied to the output shaft from being transmitted to the input shaft in an event the second torque deceeds a torque-limiting threshold and the no-back capability and torsional lock-up capability to prevent an overload of the torque generating device in an event the second torque exceeds the torque-limiting threshold.

A wing for an aircraft includes a main wing, slat, and connection assembly movable connecting the slat and main wing. The connection assembly includes an elongate slat track, a front end of which is mounted to the slat. The rear end and intermediate portion of the slat track are mounted to the main wing by a roller bearing including a guide rail mounted to the main wing and a first roller unit mounted to the rear end of the slat track and engaging the guide rail. The roller bearing includes a second roller unit mounted to the main wing and engaging an engagement surface at the intermediate portion of the slat track. The slat track profile has upper and lower flange portions and a web portion connecting them. The second roller unit is in a recess between upper and lower flange portions and engages the engagement surface at the upper flange portion and/or at the lower flange portion.

A wing for an aircraft includes a main wing, slat, and connection assembly movable connecting the slat and main wing. The connection assembly includes an elongate slat track, a front end of which is mounted to the slat. The rear end and intermediate portion of the slat track are mounted to the main wing by a roller bearing including a guide rail mounted to the main wing and a first roller unit mounted to the rear end of the slat track and engaging the guide rail. The roller bearing includes a second roller unit mounted to the main wing and engaging an engagement surface at the intermediate portion of the slat track. The slat track profile has upper and lower flange portions and a web portion connecting them. The second roller unit is in a recess between upper and lower flange portions and engages the engagement surface at the upper flange portion and/or at the lower flange portion.