The Boeing Company

Theboeing Company

Ths Boeing Company

Bryan Gruner

Kevin Raylin Tsai

Jan A Kordel

Ross Westermeier

Kyle J Johnson

Donald Drew Reinhart

Gary A Bond

John Thomas B Homrich

Tom Mark Balut

Eric Milligan

Seiya Sakurai

Mark Steven Good

Gregory M Santini

Bret Alan Bowers

Samuel L Block

Bruce Alfin Dahl

Lisa G Schleuter

Kwan-Ho Bae

Patrick M Fahey

Gregor William Dempster

Peter Schupp

Erin Ahern

Gregory P Leigh

Clifford Hellman

Rene T Nguyen

Gregor W Dempster

Tom M Balut

The present disclosure provides a brace having a first leg and a second leg offset from the first leg. The brace also has a pivot assembly having a bar pivotably coupled with the first leg to define a first pivot point and pivotably coupled with the second leg to define a second pivot point. The brace further includes first and second attachment assemblies coupled with the first leg and the second leg, respectively, and each arranged to couple to a portion of a structure. In addition, the brace includes an actuator assembly coupling the first leg with the second leg and having an actuator arranged to pivot, or maintain a position of, the first leg relative to the first pivot point and to pivot, or maintain the position of, the second leg relative to the second pivot point so as to control a load on, and deflection of, the structure.

Brace for fuselage repairs

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

A self-aligning support incorporates a support attachment fitting and a rotatable pin assembly having a primary load pin coupling the support attachment fitting to an attachment support, and inboard and outboard attachment claws engaged to end portions of the primary load pin. The rotatable pin assembly is configured to rotate relative to the support attachment fitting. At least one fuse pin extends through the primary load pin to limit translation of the primary load pin relative to the inboard and outboard claws.

Self-aligning low load shear out joint

A system to arrest flap over-travel employs a track engaging a flap to a support structure. The track has a deployment profile determining flap motion relative to the support structure during travel between an extended position and a normal retracted position. The deployment profile has a transition portion extending beyond the normal retracted position and terminating in a detent. A resiliently mounted catcher is configured to be displaced by the transition portion during over-travel of the flap beyond the normal retracted position and captured in the detent in a maximum retracted position thereby restraining the flap.

Track over-travel arrestment mechanism

Structural composite airfoils include a primary structural element and a secondary structural element defining the trailing edge of the structural composite airfoil. The primary structural element includes an upper skin panel, a lower skin panel, and a middle C-channel spar that is coupled to the upper skin panel and the lower skin panel. The upper skin panel extends from an upper leading edge end to an upper trailing edge end, and the lower skin panel extends from a lower leading edge end to a lower trailing edge end. The lower leading edge end of the lower skin panel is coupled to the upper leading edge end of the upper skin panel within the leading edge region of the primary structural element.

Structural composite airfoils with a single spar, and related methods

Structural composite airfoils include a primary structural element, a secondary structural element defining the trailing edge of the structural composite airfoil, and a discrete leading edge structure defining the leading edge of the structural composite airfoil. The primary structural element includes an upper skin panel, a lower skin panel, and a middle C-channel spar that is coupled to the upper skin panel and the lower skin panel. The discrete leading edge structure is coupled to the upper leading edge end of the upper skin panel and to the lower leading edge end of the lower skin panel. The upper skin panel may include a first panel bend adjacent the discrete leading edge structure, and the lower skin panel may include a second panel bend adjacent the discrete leading edge structure.

Structural composite airfoils include a front C-channel spar having an upper flange coupled to an upper skin panel, and a lower flange coupled to a lower skin panel. The lower skin panel includes a joggle adjacent a lower leading edge end, with the joggle being positioned forward of the front C-channel spar. An upper skin surface of the lower leading edge end faces an internal volume defined between the upper skin panel and the lower skin panel. A lower skin surface of the lower leading edge end faces an internal surface of the upper leading edge end of the upper skin panel, and the lower leading edge end of the lower skin panel is coupled to the upper leading edge end of the upper skin panel forward of the front C-channel spar. The leading edge has a bullnose shape defined by the upper skin panel.

Structural composite airfoils with an improved leading edge, and related methods

A flap support structure incorporates an auxiliary flap support attachment fitting and an auxiliary flap support track. A primary load pin couples the auxiliary support track to the auxiliary flap support attachment fitting and reacts operating loads on the flap. At least one fuse pin extends through the primary load pin to limit translation of the primary load pin relative to the attachment fitting.

Low load shear out auxiliary support joint

Structural composite airfoils include a primary structural element and a secondary structural element defining a trailing edge of the structural composite airfoil. The primary structural element includes an upper skin panel, a lower skin panel, and a middle C-channel spar that is coupled to the upper skin panel and the lower skin panel. An upper flange of the middle C-channel spar is coupled to the upper skin panel, while a lower flange of the middle C-channel spar is coupled to the upper skin panel and the lower skin panel. An internal volume is defined by the upper skin panel and the lower skin panel aft of the middle C-channel spar, and is defined by the upper skin panel forward of the middle C-channel spar. The leading edge region of the primary structural element defines the leading edge of the structural composite airfoil.

A flap actuation mechanism incorporates a flap bracket attached to a flap and coupled to an underwing structure with a pivotal coupling. A crankshaft is configured for over center rotation and has aligned inboard and outboard crank arms extending from axially spaced inboard and outboard journals disposed in the underwing structure and configured to rotate about a rotation axis of the inboard and outboard journals. A crank pin is connected between the inboard and outboard crank arms. An actuating rod has a first end rotatably coupled to the crank pin and a second end coupled to the flap bracket. Rotation of the crankshaft displaces the actuating rod to cause rotation of the flap bracket and the flap.

Double over center crankshaft flap mechanism

Disclosed herein is a system for actuating a flap coupled to a wing of an aircraft in a streamwise direction. The system comprises a geared rotary actuator comprising a drive gear that is rotatable about a first rotational axis. The system also comprises a crank shaft comprising a driven gear in gear meshing engagement with the drive gear of the geared rotary actuator to rotate the crank shaft about a second rotational axis. The second rotational axis is angled relative to the first rotational axis. The system further comprises a crank arm co-rotatably coupled to the crank shaft and configured to be coupled to the flap. Rotation of the crank shaft about the second rotational axis rotates the crank arm in a direction perpendicular to the second rotational axis.

Flap actuation system for aircraft

A system to arrest flap over-travel employs a track extending from a flap and engaging an auxiliary support. The track has a deployment profile determining flap motion relative to the support structure during travel between an extended position and a normal retracted position. The deployment profile has a transition portion extending beyond the normal retracted position and terminating in a detent. A resiliently mounted catcher is configured to be displaced by the transition portion during over-travel of the flap beyond the normal retracted position and captured in the detent in a maximum retracted position thereby restraining the flap.

Track over-travel arrestment mechanism for auxiliary supports

An aircraft control structure includes first and second outer surfaced joined to a side wall. Stiffening webs extends between the first and second outer surfaces, each stiffening web at least partially surrounding an associated aperture formed in either the first or second outer surface and defining a stiffening recess. Skin plates are sized to extend over an associated stiffening recess and are shaped to conform to an associated aperture. Each skin plate is joined to an associated stiffening web by a friction stir welded seam.

Friction stir welded aircraft structure and method

Example methods and apparatus for mitigating aerodynamic flutter of aircraft wing flaps are disclosed. An example apparatus includes a fairing, an actuator, and a damper. The fairing is located on a bottom side of a wing of an aircraft. The actuator is disposed in the fairing. The actuator is coupled to and extends between the wing and a flap of the wing. The damper is disposed in the fairing. The damper is coupled to and extends between the fixed wing and the moveable flap.

Methods and apparatus for mitigating aerodynamic flutter of aircraft wing flaps

An aeroseal comprises a substantially straight portion having a first engagement end and a second engagement end opposite the first engagement end. The aeroseal also comprises a first engagement extension extending transversely from the first engagement end of the substantially straight portion and having a distal end. The aeroseal further comprises a second engagement extension extending transversely from the second engagement end of the substantially straight portion and having a distal end. The aeroseal also comprises a substantially curved portion interconnecting the distal end of the first engagement extension and the distal end of the second engagement extension to form an acute angle between the first and second engagement extensions and facing away from the substantially straight portion.

Growing community of inventors

Bellevue, WA, United States of America

Bryan Gruner