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.

A system and method of controlling one or more flaps of an aircraft may include receiving first and second sensor signals from respective first and second sensors coupled to respective first and second actuators that are moveably secured to a first flap of a first wing of the aircraft. The first and second sensor signals relate to one or both of the position or the speed of the respective first and second actuators. The system and method may also include comparing the first and second sensor signals to determine a difference between the first and second sensor signals, and adjusting the speed of one or both of the first or second actuators based on the difference between the first and second sensor signals. A system and method may include determining a difference between one or both of speed or position of the first and second flaps, and adjusting the speed of one or both of the first and second flaps based on the difference between one or both of the speed or the position of the first and second flaps.

A sensor package for sensing rotational positional data includes a stack of separated printed circuit boards that includes a first position target printed board, a second printed circuit board having a rotary sensor and a third printed circuit board having power supply components. The sensor package is included in a skew detection system for an aircraft control system, which includes a control surface having opposed first and second ends. A first drive mechanism is operatively connected to the first end of the control surface by a first rack and pinion assembly and a second drive mechanism is operatively connected to the second end of the control surface by a second rack and pinion assembly. Each rack and pinion assembly includes a respective sensor package operatively connected to the pinion thereof. A processing component is operatively connected to both sensor packages to determine presence of skew in the control surface.

A high lift control system for an aircraft having at least one high lift surface includes a selector having a predetermined number of discrete positions, at least one of the predetermined positions corresponding to different positions of the at least one high lift surface.

A system and method for controlling one or more flaps of a wing of an aircraft include a first flap moveably secured to a first wing of the aircraft. The first flap is moveable between an extended position and a retracted position. First and second actuators are coupled to the first flap. A flap control unit is in communication with the first and second actuators. The flap control unit is configured to operate the first and second actuators to move the first flap between retracted and extended positions, monitor a first electrical signal provided to the first actuator, monitor a second electrical signal provided to the second actuator, and determine that the first and second actuators are synchronized by monitoring the first and second electrical signals.

An actuator system for controlling a flight surface of an aircraft includes a first actuator having a first actuator input and a first linear translation element that moves based on rotational motion received at the first actuator input and a first sensor coupled to the first linear translation element that generates a first output based on a displacement of the first linear translation element. The system also includes a second actuator having a second actuator input and a second linear translation element that moves based on rotational motion received at the second actuator input and a second sensor coupled to the second linear translation element that generates a second output based on a displacement of the second linear translation element. The system also includes a control unit that receives the first and second outputs and determines if an error condition exists for the system based on first and second output.

A high lift system for an aircraft, comprises a drive unit, a high lift surface, at least one primary drive station, each primary drive station having a shaft connection couplable with the drive unit and a primary lever couplable with the high lift surface. The high lift system further comprises at least one secondary unit, each secondary unit having a secondary lever couplable with the high lift surface. Each one of the at least one primary drive station is adapted for moving the respective primary lever on driving the shaft connection, and each one of the at least one secondary unit comprises a selectively activatable brake, such that the secondary lever follows the motion of the one of the at least one high lift surface when the brake is deactivated.

An apparatus for detecting skew in a slat of an aircraft wing includes an elongated track moveably supported in the wing for longitudinal movement toward and away from a leading edge of the wing. The slat is coupled to a forward end of the track for conjoint movement therewith. An actuator is configured to selectably drive the track and slat between retracted and extended positions relative to the leading edge of the wing. A pinion gear is rotatably mounted in the wing and disposed in rolling engagement with a rack gear disposed on the track, and a sensor is coupled to the pinion gear and configured to sense the longitudinal position of the slat as a function of a rotational position of the pinion gear.

A motionless skew detection system for an aircraft is disclosed, and includes a flight control surface of an aircraft wing, two drive mechanisms for operating the flight control surface, a first load sensor and a second load sensor for each of the two drive mechanisms, and a control module. Each of the two drive mechanisms are located on opposing sides of the flight control surface and each of the two drive mechanisms include at least a first linkage including a first outer surface and a second linkage including a second outer surface. The first load sensor is disposed along the first outer surface of the first linkage and the second load sensor is disposed along the second outer surface of the second linkage. The control module is in signal communication with the first load sensor and the second load sensor of each drive mechanism.

An integrated asymmetric brake system for an aircraft includes a housing and a control surface actuator arranged in the housing. The control surface actuator includes a torque limiter output member and is operable to selectively deploy and retract a control surface. An asymmetry brake system is arranged in the housing and is operably connected to the control surface actuator and the torque limiter output member. The asymmetry brake system is selectively operable to prevent deployment of the control surface by activating the torque limiter output member upon detecting an asymmetry event. An asymmetry brake test monitor switch is mounted in the housing and operably coupled to the asymmetry brake system. The asymmetry brake test monitor switch is monitored to confirm functionality of the asymmetry brake system prior to flight.