The present disclosure relates to a flight control device that can be mounted to a body of a wing of an aircraft to reduce or eliminate backlash in electromechanical actuators (EMAs). The flight control device can include a flight control member and first and second actuators for moving the flight control member relative to the wing of the aircraft. The first and second actuators can be mechanically isolated from one another except for their mutual connection to the flight control member. The first and second actuators can cooperate to apply torsional loading to the flight control member about an axis of the flight control member to reduce or eliminate backlash.

An example computing system is configured to: (i) receive, from one or more sensors of a vehicle in motion over a body of water, a set of sensor data, (ii) based on the set of sensor data, determine (a) an instantaneous distance between the vehicle and a surface of the body of water and (b) an instantaneous slope of the surface of the body of water, (iii) based on at least one of the instantaneous distance or the instantaneous slope, determine a statistical representation of the surface of the body of water, and (iv) based on the determined statistical representation of the surface of the body of water, adjust one or more control surfaces of the vehicle to change one or more of a speed, altitude, heading, or attitude of the vehicle.

An electrical power distribution network (306) of an electric power system (300) of an aircraft is operated in at least one normal operation mode such that it provides for load sharing across electrical power sources (A, B, C, D) with respect to electrical loads (AA, BB, CC, DD), wherein the electrical power distribution network (306), in case of an electrical fault, is operated in at least one electrical failure mitigating operation mode, which provides for electric fault isolation, such that a network portion of the electrical power distribution network (306) including the electrical fault is isolated from at least one other network portion of the of the electrical power distribution network.

An electrical power distribution network (306) of an electric power system (300) of an aircraft is operated such that it sequentially adopts a plurality of different partial load sharing modes in a time variable manner, which provide for partial load sharing across electrical power sources (A, B, C, D) with respect to associated electrical loads (AA, BB, CC, DD), by sequentially switching between a plurality of different partial load sharing configurations of the electrical power distribution network, each partial load sharing configuration being associated to a particular one of the partial load sharing modes.

A noise attenuation element can be arranged for connection to an air directing structure such as a wing flap. The element has a non-uniform lattice density across at least a portion of the body of the element.

A noise attenuation element can be arranged for connection to an air directing structure such as a wing flap. The element has a non-uniform lattice density across at least a portion of the body of the element.

A flap support mechanism includes a track rotatably connected to an aft fitting of a wing. A forward roller and an aft roller extend laterally from a flap structure, the forward roller and aft roller constrained in a slot in the track. The slot has a profile configured to induce both translation and rotation in the flap, in concert with rotation of the track about the aft fitting, thereby passively mirroring motion of the flap induced by an actuator driven primary main flap support.

A flap support mechanism includes a track rotatably connected to an aft fitting of a wing. A forward roller and an aft roller extend laterally from a flap structure, the forward roller and aft roller constrained in a slot in the track. The slot has a profile configured to induce both translation and rotation in the flap, in concert with rotation of the track about the aft fitting, thereby passively mirroring motion of the flap induced by an actuator driven primary main flap support.

Linkage assemblies for moving tabs on control surfaces of aircraft are disclosed herein. An example aircraft includes a wing including a fixed wing portion and a trailing edge control surface. The trailing edge control surface includes a fore panel rotatably coupled to the fixed wing portion and an aft panel rotatably coupled to the fore panel. The wing also includes a linkage assembly including a rocking lever rotatably coupled to a bottom side of the fore panel, a trailing edge link having a first end rotatably coupled to the fixed wing portion and a second end rotatably coupled to the rocking lever, and an aft panel link having a first end rotatably coupled to the rocking lever and a second end rotatably coupled to a bottom side of the aft panel.

Linkage assemblies for moving tabs on control surfaces of aircraft are disclosed herein. An example aircraft includes a wing including a fixed wing portion and a trailing edge control surface. The trailing edge control surface includes a fore panel rotatably coupled to the fixed wing portion and an aft panel rotatably coupled to the fore panel. The wing also includes a linkage assembly including a rocking lever rotatably coupled to a bottom side of the fore panel, a trailing edge link having a first end rotatably coupled to the fixed wing portion and a second end rotatably coupled to the rocking lever, and an aft panel link having a first end rotatably coupled to the rocking lever and a second end rotatably coupled to a bottom side of the aft panel.