The Boeing Company

Bret Alan Bowers

Kevin Raylin Tsai

Lisa G Schleuter

Seiya Sakurai

Samuel L Block

Robert Erik Grip

Jan A Kordel

Paul W Dees

Bryan Gruner

Neal A Harrison

William M Sampedro-Thompson

Emily Georgia Rayner

Alan C Simonini

Christopher G Glassmoyer

Mirela Isic

Scott Thomas Evoy

Ramón Augustin Burin

Theodore K Rothaupt

Kevin Christopher Klohe

Darren B Williams

Michael Yan Ye

Chris Glassmoyer

Apparatus and articles of manufacture are disclosed of an aircraft comprising: a brace to support a wing of the aircraft, the brace including a first end coupled to the wing and a second end coupled to a fuselage of the aircraft, the brace including: a strut extending between the first end and the second end; and an airfoil having a cavity containing the strut.

Transonic aircraft with tension-based wing support

Multi-functional trailing edge apparatus and methods for aircraft are disclosed herein. An example wing of an aircraft disclosed herein includes an aft edge supporting a trailing edge device. The trailing edge device has a control surface and a side surface. A linkage is rotatably coupled to the side surface and the aft edge, and a rotary actuator is operatively coupled to the linkage to move the control surface.

Multi-functional trailing edge apparatus and methods for aircraft

The illustrative examples provide a slat movement system for use in an aircraft. An aircraft comprises a wing having a fixed edge and a wing front spar, and a moveable slat connected to the wing by a four bar linkage and a slat arm, the slat arm movable along a track comprising a slot terminating prior to the wing front spar.

Slat movement system for aircraft

A jam detection system for a flap of a wing of an aircraft includes a linkage coupled to the flap and a support of the wing, and a sensor configured to detect a position of at least a portion of the linkage. The sensor is further configured to compare the position of the least a portion of the linkage to a jam threshold to determine if a jam condition exists. The linkage can also be coupled to a carriage moveably coupled to the support.

Systems and methods for detecting a jam of a flap of a wing of an aircraft

An actuation apparatus for a control surface rotatably coupled to a swept-wing includes a pivot arm coupled to the control surface and proximate the hinged end of the control surface, a drive rod oriented normal to the trailing edge of the swept-wing, the drive rod having an aft end coupled to the pivot arm, a pivot fitting pivotally coupled to a lower surface of the swept-wing by a pivot pin, the pivot fitting having an aft portion coupled to a forward end of the drive rod, and an actuator disposed on the lower surface of the swept-wing. The actuator is coupled to the pivot fitting such that an applied force by the actuator in the streamwise direction rotates the pivot fitting such that the applied force is translated to the drive rod to rotate the control surface.

Actuation apparatus for control of thin wing aircraft surfaces

A gimbal having a split design, which can be used in an assembly for actuating an aerodynamic high lift device, is described. The gimbal enables a rotating load path when a force is transferred from the actuator to the high lift device via the gimbal. In particular, the split design can include two receivers which can be coupled to posts extending from a nut. The nut can be secured to a shaft which receives a force generated by the actuator. In one embodiment, the actuator can rotate the shaft to cause the gimbal to translate along the shaft. The split design provides a more compact form factor and is lighter in weight than traditional gimbal designs.

Split gimbal

An actuation system for a control surface of an aircraft includes a drive lever. The drive lever includes a coupling end configured to pivotably couple to a plurality of wing attach fittings and a lever end. The lever end includes a first actuator fitting configured to pivotably couple to a first actuator on a forward side of the drive lever; a second actuator fitting configured to pivotably couple to a second actuator on an aft side of the drive lever; a first drive link fitting configured to couple, via a first drive link, to a control surface of an aircraft; and a second drive link fitting configured to couple, via a second drive link, to the control surface of the aircraft.

Aerodynamic redundant actuation system for aircraft

Methods and apparatus to control camber are disclosed. A disclosed example apparatus includes a flap support to be coupled to a flap of an aircraft, where the flap is rotatable relative to an aerodynamic surface, a drive arm linkage rotatably coupled to the flap support at a first pivot of the flap support, where the drive arm linkage includes a second pivot at an end opposite the first end, and a flap support actuator operatively coupled to the flap support, where the flap support actuator is to rotate the drive arm linkage. The example apparatus also includes a camber control actuator rotatably coupled to the flap support at a third pivot of the flap support, where the camber control actuator is to be rotatably coupled to the flap at a fourth pivot.

Methods and apparatus to control camber

Systems and methods for hydraulic droop control of an aircraft wing. One embodiment is a hydraulic droop panel system for an aircraft wing. The hydraulic droop panel system includes a first hydraulic actuator attached to a flap of the aircraft wing, and a second hydraulic actuator attached to a droop panel of the aircraft wing and fluidly coupled with the first hydraulic actuator. The second hydraulic actuator is configured to move the droop panel to a droop position corresponding with movement of the flap and the first hydraulic actuator.

Hydraulic droop control for aircraft wing

A camber adjustment system for a wing of an aircraft includes a droop panel that is configured to moveably couple to a portion of the wing, a flap, a cam rod moveably coupled to the droop panel, a bell crank cam arm moveably coupled to the flap, and a jackscrew interface between the cam rod and the bell crank cam arm. The droop panel is configured to move in response to movement of the flap via the jackscrew interface.

Camber adjustment systems and methods for aircraft wings

Described herein is an auxiliary support system for a flap coupled to a wing of an aircraft. The auxiliary support system comprises a base fixable relative to the wing. The auxiliary support system also comprises a first track engagement assembly fixed to the base. The auxiliary support system further comprises a second track engagement assembly fixed to the base. The auxiliary support system additionally comprises a track arm attachable to the flap and comprising a first rail, movably engaged with the first track engagement assembly, and a second rail, movably engaged with the second track engagement assembly. The first rail is spaced apart from and non-parallel to the second rail.

Auxiliary support system for a flap of an aircraft wing

A load path status detection system comprising a primary fastener, a load sensor, a primary structural link, and a secondary structural link. The primary fastener extends through the primary structural link. The load sensor is associated with the primary structural link. The primary structural link carries a load when a primary load path, formed by the primary fastener and the primary structural link, is functioning. The secondary structural link is parallel to the primary structural link, wherein the secondary structural link does not carry a load when the primary load path is functioning.

Load path status detection system

A fastener status detection system is presented. The fastener status detection system comprises a primary fastener, a secondary fastener, and a sensor. The secondary fastener is configured to be a back-up to the primary fastener. The sensor is positioned to measure at least a portion of a load between the primary fastener and the secondary fastener.

Fastener Status Detection System

Aerodynamic seals for use with control surfaces on aircraft are described herein. In one embodiment, a seal assembly for use with an aircraft includes a first seal member and a second seal member. The first seal member has a first proximal portion configured to be attached to a fixed airfoil portion of the aircraft, and a first distal portion configured to extend outwardly from the fixed airfoil portion toward a movable control surface. The second seal member has a second proximal portion configured to be attached to the movable control surface, and a second distal portion configured to extend outwardly from the control surface toward the fixed airfoil portion. In this embodiment, the second distal portion is further configured to movably contact the first distal portion to at least partially seal the gap between the fixed airfoil portion and the movable control surface as the control surface moves relative to the fixed airfoil portion.

Growing community of inventors

Langley, WA, United States of America

Bret Alan Bowers