A method for adjusting play in a high-lift system of an aircraft with several flaps, moved by a drive unit with the aid of driving stations connected to a driveshaft, includes disengaging the mechanical connections between the driveshaft and the driving stations in the first position, displacing the individual drive levers by mechanically driving a gear input of the associated rotary actuator such that the individual drive levers come into mechanical contact with a stop in a second position, spaced apart from the first position, and are pretensioned by a certain torque, rotationally fixing the gear inputs of the rotary actuators, adapting the length of connecting links between the respective drive levers and a support arm carrying the associated flap such that a position of the associated flap corresponding to the position of the stop is reached, and reconnecting the driving stations to the driveshaft pretensioned to have no play.

The invention relates to an actuator (4) for a flight control surface (3) of an aircraft, comprising: —a fixed annulus (9, 10) which can be fixed to a fuselage (2) of the aircraft, —an annulus (11) capable of rotating with respect to the fixed annulus (9, 10) about an axis of rotation (X), —an output ring (12) which can be fixed to the control surface (3), and —a coupling mechanism (30) comprising a disc (31, 32) with translational mobility with respect to the mobile annulus (11) in a direction parallel to the axis of rotation (X), the disc (31, 32) being able to move between an engaged position, in which the disc (31, 32) is engaged both with the mobile annulus (11) and the output ring (12) so as to connect the output ring (12) to the mobile annulus (11), and a disengaged position, in which the disc (31, 32), is disengaged from the mobile annulus (11) so as to disconnect the output ring (12) from the mobile annulus (11), a retaining piece (47, 48) capable of keeping the disc (31, 32) in the engaged position, and a rupture member (34) which can be activated in order to break the retaining piece (47, 48) so as to allow the disc (31, 32) to be moved into the disengaged position.

The invention relates to an actuator (4) for a flight control surface (3) of an aircraft, comprising: —a fixed annulus (9, 10) which can be fixed to a fuselage (2) of the aircraft, —an annulus (11) capable of rotating with respect to the fixed annulus (9, 10) about an axis of rotation (X), —an output ring (12) which can be fixed to the control surface (3), and —a coupling mechanism (30) comprising a disc (31, 32) with translational mobility with respect to the mobile annulus (11) in a direction parallel to the axis of rotation (X), the disc (31, 32) being able to move between an engaged position, in which the disc (31, 32) is engaged both with the mobile annulus (11) and the output ring (12) so as to connect the output ring (12) to the mobile annulus (11), and a disengaged position, in which the disc (31, 32), is disengaged from the mobile annulus (11) so as to disconnect the output ring (12) from the mobile annulus (11), a retaining piece (47, 48) capable of keeping the disc (31, 32) in the engaged position, and a rupture member (34) which can be activated in order to break the retaining piece (47, 48) so as to allow the disc (31, 32) to be moved into the disengaged position.

A flight control actuator for actuating an aircraft flight control system is provided. The flight control actuator comprises a gearbox, an output shaft attached to the gearbox and an output lever provided on the output shaft. The output lever is declutchable from the output shaft.

A flight control actuator for actuating an aircraft flight control system is provided. The flight control actuator comprises a gearbox, an output shaft attached to the gearbox and an output lever provided on the output shaft. The output lever is declutchable from the output shaft.

A splined coupling comprises a radially inner shaft and a radially outer shaft having a cavity for receiving the inner shaft. First splines are provided on a radially outwardly facing surface of the inner shaft. Second splines are provided on a radially inwardly facing surface of the cavity of the outer shaft. The first splines are slidably engaged with the second splines. At least one biasing element, for example a diaphragm is arranged to act between the radially inner and radially outer shafts for locating the first splines in a desired axial position relative to the second splines and to provide a biasing force resisting the axial movement of the first splines relative to the second splines upon relative axial movement of the inner and outer shafts.

A transmission device, comprising an offset gearbox assembly coupling rotatable input and output shafts extending in respective input and output axial directions. An output gear is mounted in the offset gearbox assembly and is rotatable in a drive direction about an output gear axis to rotate the output shaft coupled therewith. An idler gear coupled to the output gear is rotatable about an idler gear axis in association with the output gear. An input gear assembly is coupled to the idler gear, is rotatable about an input gear axis in association with the idler gear, and is coupled to the input shaft such that rotation of the input shaft causes rotation of the output gear in the drive direction. The input gear assembly has the input shaft coupled therewith such that the input axial direction is nonparallel to the output axial direction. An associated method is also provided.

A high-lift actuation system for differentially actuating a plurality of high-lift surfaces of an aircraft is disclosed. An exemplary high-lift actuation system includes a centralized drive device for centralized actuation control of an inboard high-lift surface of a first wing and a second wing, respectively, and at least two independent drive devices for individual actuation control of an outboard high-lift surface of the first wing and the second wing, respectively. The centralized drive device may include a central power drive unit (PDU) operably coupled to a common central driveline for driving the inboard high-lift surfaces, and the common central driveline may be separate and spaced apart from a respective driveline of the independent drive devices. The common central driveline may mechanically synchronize movement of the inboard high-lift surfaces, and a controller may electronically coordinate synchronized movement and controlled differential movement of the plurality of high-lift surfaces.

A high-lift actuation system for differentially actuating a plurality of high-lift surfaces of an aircraft is disclosed. An exemplary high-lift actuation system includes a centralized drive device for centralized actuation control of an inboard high-lift surface of a first wing and a second wing, respectively, and at least two independent drive devices for individual actuation control of an outboard high-lift surface of the first wing and the second wing, respectively. The centralized drive device may include a central power drive unit (PDU) operably coupled to a common central driveline for driving the inboard high-lift surfaces, and the common central driveline may be separate and spaced apart from a respective driveline of the independent drive devices. The common central driveline may mechanically synchronize movement of the inboard high-lift surfaces, and a controller may electronically coordinate synchronized movement and controlled differential movement of the plurality of high-lift surfaces.

A method of securing a lower trailing edge panel of an aircraft wing. The wing includes a wingbox with an upper cover, a lower cover, and a rear spar. A leading edge of the lower trailing edge panel is attached to the wingbox. A support structure is also attached to the wingbox and a connector is mounted to the trailing edge panel. A link is provided, with a first end and a second end. The second end of the link is pivotally attached to the support structure at a pivot joint. A biasing arrangement biases the link towards an upright orientation in which the first end of the link is higher than the pivot joint. The link is held in its upright orientation with the biasing arrangement; and then the first end of the link is attached to the connector.