A trailing edge flap mechanism for an aircraft incorporates a flap actuator 28 and a fore flap link 30 that pivots by actuation of the flap actuator. The fore flap link has a hinged end 32 pivotally coupled to a fore flap structure 34 and a clevis end 36 pivotally coupled to a fixed wing structure 18 at a first hinge axle 38. A rocking lever 40 is pivotally coupled to a second hinge axle 42 on the fixed wing structure. A connector bar 44 has a first end 46 pivotally coupled to the fore flap link at a first connection axle 48 and a second end 50 pivotally coupled to the rocking lever at a second connection axle 52. Pivotal movement of the fore flap link causes movement of the connector bar that is translated into rotational movement of the rocking lever about second hinge axle 42 to move an aft flap link 54 pivotally coupled to an aft flap structure 56 at a first pivot axle 58 and pivotally coupled to the rocking lever at a second pivot axle 60, thereby deploying the flap to a lowered position relative to a trailing edge portion of the wing.

A system and method for preventing back-drive in a braking system for a rotary actuator. The braking system comprises a housing and split cam design. A driving cam located within the housing is associated with an upstream side of the braking system. The driving cam is configured to rotate when a torque is applied to the upstream side. The braking system has a wedging cam and a plurality of cylindrical rollers. The wedging cam located within the housing and is associated with a downstream side of the braking system. The wedging cam is configured to react and prevent back-drive motion when torque is applied to the downstream side. The plurality of cylindrical rollers is positioned between the wedging cam and the housing. The plurality of cylindrical rollers is configured to wedge between a surface of the wedging cam and the housing when the torque is applied to the downstream side.

A system comprising an aerial vehicle or an unmanned aerial vehicle (UAV) configured to control pitch, roll, and/or yaw via airfoils having resiliently mounted trailing edges opposed by fuselage-house deflecting actuator horns. Embodiments include one or more rudder elements which may be rotatably attached and actuated by an effector member disposed within the fuselage housing and extendible in part to engage the one or more rudder elements.

A system comprising an aerial vehicle or an unmanned aerial vehicle (UAV) configured to control pitch, roll, and/or yaw via airfoils having resiliently mounted trailing edges opposed by fuselage-house deflecting actuator horns. Embodiments include one or more rudder elements which may be rotatably attached and actuated by an effector member disposed within the fuselage housing and extendible in part to engage the one or more rudder elements.

An assembly comprising a first part and a second part, the assembly comprising a disconnectable coupling system provided with a mechanical fuse for securing the first part and the second part according to an axis of movement up to a breaking threshold. The assembly comprises at least one single-use friction brake interposed between the first part and the second part, the friction brake braking a movement of the first part with respect to the second part after the mechanical fuse has broken.

An actuation unit for actuating a foldable wing tip portion of a wing for an aircraft is disclosed including a motor configured to be mounted to a fixed wing for an aircraft, a drive pinion driven rotationally by the motor, a first rack configured to be mounted to the fixed wing, a second rack configured to be mounted to the foldable wing tip portion, a third rack configured to be mounted to the fixed wing movably along a defined first movement path and drivingly engaged by the drive pinion, and a transfer pinion mounted to the third rack rotatably about an axis of rotation extending perpendicular to the first movement path.

An actuation unit for actuating a foldable wing tip portion of a wing for an aircraft is disclosed including a motor configured to be mounted to a fixed wing for an aircraft, a drive pinion driven rotationally by the motor, a first rack configured to be mounted to the fixed wing, a second rack configured to be mounted to the foldable wing tip portion, a third rack configured to be mounted to the fixed wing movably along a defined first movement path and drivingly engaged by the drive pinion, and a transfer pinion mounted to the third rack rotatably about an axis of rotation extending perpendicular to the first movement path.

A rotary actuator has a stop module configured to mechanically link two gear stages travelling at different rotational speeds when an end-of-stroke travel limit is reached, thereby causing the rotary actuator to bind because relative motion between the gear stages is impeded.

A rotary actuator has a stop module configured to mechanically link two gear stages travelling at different rotational speeds when an end-of-stroke travel limit is reached, thereby causing the rotary actuator to bind because relative motion between the gear stages is impeded.

A control surface restraining system for variably preventing movement of a control surface imparted by a control actuation shaft of a control actuation section of a tactical flight vehicle includes a power take-off shaft operably connected to the control actuation shaft with a power take-off gear train and a control surface restraint. The control surface restraint is configured to variably engage the power take-off shaft, thereby locking the power take-off gear train and preventing the control actuation shaft from imparting the movement of the control surface. The control surface restraint is also configured to variably disengage the power take-off shaft, thereby unlocking power take-off gear train and allowing the control actuation shaft from imparting the movement of the control surface.