In one embodiment, an apparatus includes a first deflector configured to couple to a shaft of a wing of an aircraft and form part of a top surface of the wing when in a first closed position, and a second deflector configured to couple to the shaft and form part of a bottom surface of the wing when in a second closed position. The first deflector and the second deflector may be configured to be positioned proximate to the tip of the wing. The first deflector and the second deflector may be configured to simultaneously pivot from the closed positions to respective first and second open positions upon actuation of the shaft.

In one embodiment, an apparatus includes a first deflector configured to couple to a shaft of an aircraft. The first deflector may form part of a top surface of the aircraft when in a first closed position. The apparatus may further include a second deflector configured to couple to the shaft and form part of a bottom surface of the aircraft when in a second closed position. The first deflector and the second deflector may be configured to be positioned at a junction of a body of the aircraft and a wing of the aircraft. The first deflector and the second deflector may be configured to simultaneously pivot from the closed positions to respective first and second open positions upon actuation of the shaft.

A method is provided for verifying proper operation of a left elevator tab disposed at an end portion of a left elevator of an aircraft and a right elevator tab disposed at an end portion of a right elevator of the aircraft. Because proper operation of the elevator tabs cannot be directly verified by existing aircraft instrument, the operation of the elevator tabs can be indirectly verified by analyzing flight data of the aircraft. After identification of a verification event, in which the elevator tabs move relative to the elevators, the positions of the left elevator and right elevator can be measured, and differences in the positions of the left elevator and right elevator can indicate proper operation of the left and right elevator tabs.

Closed loop control of control surfaces is described herein. One disclosed example method includes measuring a flight metric of an aircraft during flight and calculating, using a processor, a deflection of a control surface of the aircraft based on the flight metric. The disclosed example method also includes adjusting the deflection to an effective deflection level based on the calculated deflection to reduce a drag coefficient of the aircraft.

Closed loop control of control surfaces is described herein. One disclosed example method includes measuring a flight metric of an aircraft during flight and calculating, using a processor, a deflection of a control surface of the aircraft based on the flight metric. The disclosed example method also includes adjusting the deflection to an effective deflection level based on the calculated deflection to reduce a drag coefficient of the aircraft.

Methods and devices to measure an angular deflection of an aircraft member. The devices are configured to be attached to the aircraft member. The devices are configured to obtain an orientation of the device about three separate axes. The methods use initial orientation values and dynamic orientation values to calculate an axis of rotation. Using the axis of rotation, the deflection angle can be calculated for the aircraft member.

Methods and devices to measure an angular deflection of an aircraft member. The devices are configured to be attached to the aircraft member. The devices are configured to obtain an orientation of the device about three separate axes. The methods use initial orientation values and dynamic orientation values to calculate an axis of rotation. Using the axis of rotation, the deflection angle can be calculated for the aircraft member.

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.

An aircraft wing including a wingbox with an upper cover, a lower cover, and a rear spar. A lower trailing edge panel is provided with a leading edge attached to the wingbox. The wing includes a flap, a flap deployment mechanism which is configured to deploy the flap, and a fairing which covers the flap deployment mechanism. A first end of a link is pivotally attached to the lower trailing edge panel at a first pivot joint, and a second end of the link is pivotally attached to the fairing at a second pivot joint. The second pivot joint is lower than the first pivot joint.

An aircraft wing including a wingbox with an upper cover, a lower cover, a forward spar and a rear spar. A leading edge of a trailing edge panel is attached to the wingbox. A support structure is attached to the wingbox. A kinked link includes a first arm, a second arm, and a corner where the first and second arms meet. The first arm of the kinked link is pivotally attached to the trailing edge panel at a first pivot joint, and the second arm of the kinked link is pivotally attached to the support structure at a second pivot joint.