Abstract:
An aircraft engine variable area fan nozzle structure disposed abaft a thrust reverser, including a sleeve translatable over a cascade array, comprises two semi cylindrical segments that can be axially translated and radially tilted to enlarge the fan duct exhaust area in order to optimize exhaust pressure and associated noise in high thrust circumstances such as on take-off, and to constrict that area under lower thrust conditions such as cruise. The segments are moved by actuators anchored to the fixed engine framework and independently of the thrust reverser translating sleeve. Each actuator incorporates a linear variable differential transformer acting as a fan nozzle position sensor. The tilting movement is imposed by the pivoting links of each segment to carriages that ride in a non-linear trackway secured to a thrust reverser translating sleeve slider. In an alternate embodiment of the invention, the thrust reverser sleeve actuator and the variable area fan nozzle actuator are coaxially mounted in a compact assembly anchored to stationary components of the nacelle.

Description:
PRIOR APPLICATION 
     This application claims the benefit of U.S. Provisional Patent Application Ser. No. 61/811,071, filed 2013 Apr. 11, and U.S. Provisional Patent Application Ser. No. 61/832,666, filed 2013 Jun. 7, both of which are incorporated herein by reference. 
    
    
     FIELD OF THE INVENTION 
     The instant invention relates to gas turbine aircraft engines, and more particularly to systems for selectively controlling the fan duct bypass flow in order to optimize the engine performance and minimize noise under varying flight conditions. 
     BACKGROUND OF THE INVENTION 
     An aircraft gas turbine engine thrust reverser (T/R) functions to slow the forward speed of an aircraft either upon landing or during an aborted takeoff. The thrust reverser lessens wear to the landing gear brakes and allows for shorter runway length. 
     A translating sleeve style T/R features a sleeve structure that radially encapsulates a series of airflow vanes, commonly known as a cascade array, radially inward and outward with respect to the engine centerline. The trailing edge of the T/R on traditional embodiments forms the outer surface of the annular fan duct nozzle. 
     When the T/R is stowed the inner translating sleeve surface forms the outer wall of the engine fan duct and the outer surface forms part of the outer nacelle airflow surface. 
     When the T/R is deployed the sleeve structure translates aft while deploying blocking features into the fan duct. The blocking features, usually petal-style hinged panels, drop into the fan duct and force fan air radially through the cascade array which turns the flow outward and partially into the direction of aircraft travel thereby slowing forward motion. 
     A T/R generally comprises two semi-circular half segments, left and right, that operate in unison to generate reverse thrust. 
     On traditional engine designs the fan nozzle is fixed and generally designed to supply optimal efficiency at cruise speed and altitude. This creates engine noise and engine inefficiency during high thrust and low altitude operations. 
     In today&#39;s economic climate, fuel efficiency is of paramount importance and a need exists to customize an aircraft engine fan nozzle for all operational environments. Also, low aircraft noise is desirable as airline operations move away from large commercial hubs to smaller regional airports adjacent to population centers. Finally, dynamic pressures within the fan duct at high engine power can present a design challenge for aircraft engine designers. A Variable Area Fan Nozzle (VAFN) remedies these issues. 
     Current VAFN designs for practical use with translating sleeve thrust reversers introduce a new moving structure disposed on the trailing edge of the T/R that translates forward and aft in relation to the fan duct conical inner surface creating a variance in exit area. This structure can either be infinitely positionable between its two extremes or have discrete positions depending on functional requirements. As with the T/R, two semicircular VAFN half segments, left and right, operate in unison to create the complete fan duct exhaust nozzle. 
     As a translating VAFN forms the engine fan nozzle exit it must be located aft of the T/R translating sleeve. Also, in order to avoid interference when the T/R deploys the VAFN must also have a capability to move either in unison with or out of the way of the T/R translating sleeve for a plurality of positions between close and open. 
     Prior art VAFN designs have located actuation components on the T/R translating sleeve as disclosed in U.S Publication No. 2010/0229528 Ramlaoui et al. incorporated herein by reference in this specification. The sleeve is generally a relatively soft structure which slides on loose tracks and thus presents a high vibration environment. These designs also require many degrees of freedom in order to prevent binding of the actuator which is attached to the fixed engine structure, translating sleeve and VAFN. This adds unnecessary complexity and weight while reducing reliability and maintainability. 
     These prior art designs have only been able to sense nozzle position across the full VAFN stroke by using a dedicated position sensing system connected between the nozzle and the fixed structure where the control system is located, thus incurring a high weight penalty. 
     Thus prior art actuators, such as in Ramlaoui et al., have used multiple components in order to transmit motive force developed on the fixed T/R structure to the T/R translating sleeve and finally to the VAFN. This increases weight and makes for poor maintainability and higher complexity resulting in lower reliability. 
     Due to the layout of those actuation designs, large components can be located at the back of the driveline forcing the need for exaggerated aerodynamic fairings to house the actuation system. This increases both weight and aircraft drag. 
     Other VAFN embodiments of the prior art feature a plurality of sliding trackways disposed radially on a conic surface as disclosed in U.S. Pat. No. 8,127,531 Parham. This arrangement creates a bind rather than a free functioning system as the guides disposed circumferentially on the conic surface are not parallel to one another. 
     There have been attempts to integrate the VAFN and thrust reverser actuators into one unit as taught in French Patent Publication No. 2,922,059 Vauchel et al., and US Publication No. 2012/0137654 Burgess among others. This requires redundancy in components to isolate one system from the other in order to prevent a common mode, dual system failure. This yields no weight savings compared to separate actuation systems. Separate VAFN and T/R actuators allow for aircraft dispatch with one system failed while retaining the function of the other. This reduces maintenance time and cost because actuator replacement only requires one system to be repaired while the other remains unaffected. Also, this approach requires transmission of power from the fixed part of the T/R structure to the translating sleeve, then to the VAFN which requires more degrees of freedom resulting in increased weight. 
     Previous designs have attempted to pivot the entire thrust reverser translating sleeve in order to vary exit area as disclosed in U.S. Pat. No. 8,127,532 Howe incorporated herein by reference in this specification. This results in a significant weight penalty by introducing an intermediate pivoting structure between the thrust reverser translating sleeve and fixed nacelle structure. 
     The instant invention results for efforts to address one or more of the above identified problems. 
     SUMMARY OF THE INVENTION 
     The principal and secondary objects of the invention are to provide an improved jet engine. These and other objects are achieved by a VAFN nozzle that can both translate and tilt about shifting axes in order to increase nozzle exhaust area using a relatively short actuator stroke. 
     In some embodiments the nozzle is made of two half-frusto-conical segments, each rockingly linked to a pair of spaced-apart carriages rolling along a non-linear trackway which imposes a tilting movement to the segment as the carriages shift axially when reaching an outwardly bent section of the trackway. 
     In some embodiments the actuators are anchored to two components of the nacelle stationary structure, namely the torque box girder and longitudinal beams. In some embodiments these actuators effect both the axial translation of the segments and their tilting movement. 
     In some embodiments the actuator is a single unit and is easily replaceable. 
     In some embodiments, attaching the actuators to the fixed nacelle structure eliminates the increased component sizing needed to survive vibration on the thrust reverser translating sleeve. 
     In some embodiments the combination of the actuator and position sensor in one integrated unit allows for reduced fairing size due to the minimized design of aft end configuration, and forgoing the need for supplemental sensing systems. 
     In some embodiments the VAFN nozzle structure&#39;s ability to tilt as well as translate reduces actuator weight and fairing size by allowing for shorter actuator stroke required to obtain comparable nozzle exit area with a purely translating design. 
     In some embodiments the translating/tilting concept allows the trackway to be customized to allow for the specifics of each nacelle shape and performance envelope. 
     In some embodiments, the trackway guide profile may be of any shape even allowing for the forward portion of the nozzle to travel radially inward in relation to engine centerline in order to improve T/R sleeve clearance while the aft portion is rotating radially outward. 
     In some embodiments the design transmits torque from fixed structure directly to the VAFN nozzle and is simply axially slaved to the thrust reverser translating sleeve. 
     In some embodiments the integrated full-stroke sensing in the actuator precludes the need for another dedicated VAFN position sensing system. 
     In some embodiments the VAFN position sensing system operates in absence of a VAFN position sensor not integrated with the actuator. 
     In some embodiments due to the actuator aft VAFN attach configuration, mating VAFN attach structure may be smaller than on previous designs. 
     In some embodiments compared with “pivoting beam” designs no intermediate pivoting beam structure is require to make the nozzle tilt radially outward from the engine centerline. 
     In some embodiments the actuation system works with all three known VAFN configurations, that is, ported, non-ported, and sleeved as commonly characterized in the art. 
     In some embodiments it is provided that in an aircraft gas turbine nacelle assembly having a fore-and-aft central axis, a stationary structure, including an annular torque box girder, at least two longitudinal beams and a transversal crosstie ring, said assembly further including a thrust reverser cascade array between said girder and said ring, a movable sleeve having axial sliders shaped and dimensioned to translate said sleeve across and close said array, and a plurality of movable fan nozzle segments abaft said sleeve, an improvement which comprises: at least one of said segments being slidingly and rockingly connected to at least two of said sliders, whereby said nozzle can be axially translated and radially varied; and wherein said sleeve and said one of said segments are axially translated by first and second actuators both anchored to said stationary structure. 
     In some embodiments the improvement further comprises: a guiding trackway secured along one of said axial sliders; a carriage riding on said trackway; and, said segment being rotatively connected to said carriage. 
     In some embodiments the segment is rotatively connected to said carriage about at least one axis substantively normal to said central axis. 
     In some embodiments the trackway is attached to said sleeve. 
     In some embodiments the first actuator comprises a body anchored to said girder and an extensible arm connected to said sleeve; and, said second actuator has a body anchored to said girder and an extensible arm connected to said segment. 
     In some embodiments the trackway has an outwardly curving section. 
     In some embodiments the section is bent to induce said segment into a tilting movement in reference to one of said sliders. 
     In some embodiments the improvement further comprises a position sensor integrated within said second actuator. 
     In some embodiments the second actuator comprises a ballscrew and ballnut coupling. 
     In some embodiments the position sensor comprises a linear variable differential transformer. 
     In some embodiments said first and second actuators are coaxially mounted in an assembly anchored to said stationary structure. 
     In some embodiments said assembly is fixedly attached to said girder and to one of said beams. 
     In some embodiments said assembly is attached to said girder and to one of said beams by one or more components which allow supplemental degrees of freedom to accommodate structural deflections. 
     In some embodiments said assembly comprises: a translatable first ballnut attached to said sleeve; and a non-translatable tubular first ballscrew engaging said first ballnut. 
     In some embodiments said assembly further comprises: a translatable second ballnut; a torque tube coaxially mounted within said first ballscew and secured to said second ballnut; and a translatable second ballscrew engaging said second ballnut and having a distal end attached to said segment. 
     In some embodiments said assembly further comprises a gear box including: a rotatable input shaft; a first output shaft rotatively driving said first ballscrew; and a second output shaft rotatively driving said torque tube via an intermediate output shaft. 
     In some embodiments said gearbox comprises: a clutch mechanism and a rotation reverser mechanism between said input shaft and each of said output shafts. 
     In some embodiments said assembly further comprises: a slide tube coaxially surrounding said first ballscrew; and, a bearing attached to one of said beams and slidingly supporting said slide tube. 
     In some embodiments said assembly further comprises: an arm extending axially from said second ballscrew distally outside said bearing; and a bracket connecting said arm to said segment. 
     In some embodiments there is provided an aircraft gas turbine nacelle assembly having a fore-and-aft central axis and comprising: a stationary structure including an annular torque box girder, a transversal crosstie ring and at least two longitudinal beams; a thrust reverser cascade array between said girder and said ring; a movable sleeve having at least two lateral sliders shaped and dimensioned to carry said sleeve axially across and close said array; a plurality of movable fan nozzle segments abaft said sleeve; each of said segments being slidingly and tiltingly connected to at least one of said sliders by an assembly including: a non-linear trackway; at least two spaced apart carriages riding in said trackway; and, each of said carriages comprising a pivoting link to said segment. 
     In some embodiments the trackway includes a section bent radially and outwardly. 
     In some embodiments the assembly further comprises at least one pair of segment actuators for each of said segments, said at least one pair of segment actuators being anchored at one end to said stationary structure, and at an opposite end to one of said segments. 
     In some embodiments at least one of said at least one pair of segment actuators comprises: a linkage to said sleeve, said linkage having sufficient degrees of freedom and clearance to allow relative motion between said at least one of said at least one pair of segment actuators and said sleeve. 
     In some embodiments at least one of said at least one pair of segment actuators comprises a segment position sensor. 
     In some embodiments said sensor comprises a linear variable differential transformer integral with said at least one of said at least one pair of segment actuators. 
     In some embodiments the assembly further comprises: at least one sleeve actuator anchored at one extremity to said girder and at an opposite extremity to said sleeve; whereby said sleeve can be actuated independently from said segment. 
     In some embodiments at least one of said at least one pair of segment actuators further comprises: a jackscrew extender having an axially translatable shaft and a linkage between said shaft and said segment; whereby said segment can be axially translated along with said sleeve. 
     In some embodiments at least one of said at least one pair of segment actuators comprises an attachment to one of said beams. 
     In some embodiments said assembly further comprises a gimbaled link between said sleeve and a first one of said at least one pair of segment actuators. 
     The content of the original claims is incorporated herein by reference as summarizing features in one or more exemplary embodiments. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  is a perspective view of a nacelle housing an aircraft gas turbine engine. 
         FIG. 2  is a schematic of the VAFN control and actuation system. 
         FIG. 3  is a perspective view of a left portion of a VAFN. 
         FIG. 4  is a cross-sectional view of a carriage to trackway attachment in the un-translated and un-tilted position of the VAFN segment. 
         FIG. 5  is a similar view in the translated and tilted position. 
         FIG. 6  is a perspective partial view of the carriage to trackway attachment in the un-translated and un-tilted position of the VAFN segment. 
         FIG. 7  is a similar view in the translated and tilted position. 
         FIG. 8  is a cross-sectional view taken along line  8 - 8  of  FIG. 5  and  FIG. 6 . 
         FIG. 9  is partial inside perspective view of the fan duct flow blocker assembly from the outside of the fan duct. 
         FIG. 10  is a similar inside view. 
         FIG. 11  is a diagrammatical view of the movement of a VAFN segment. 
         FIG. 12  is a diagrammatical view of the upper fairing split. 
         FIG. 13  is a diametrical view of the lower fairing split. 
         FIG. 14 a    is a side view of a segment actuator in a withdrawn position. 
         FIG. 14 b    is a view thereof in a partial (VAFN only) extended position. 
         FIG. 14 c    is a view thereof in the fully (VAFN and T/R sleeve) extended position. 
         FIG. 15  is a cross-sectional view taken along line  15 - 15  of  FIG. 14  when the VAFN segment is fully open and tilted and the T/R closed. 
         FIG. 16  is a cross-sectional view taken along line  16 - 16  of  FIG. 15  when the VAFN segment is fully open and tilted, and the T/R open. 
         FIG. 17  is a cross-sectional view of the position sensor and gearbox. 
         FIG. 18  is a perspective view of the actuator attachments. 
         FIG. 19  is a perspective view of a dual actuator. 
         FIG. 20  is a perspective view of the dual actuator connected to a T/R sleeve and a VAFN segment showing the TR in the open position and the VAFN in the closed position. 
         FIG. 21  is a side view of the dual actuator. 
         FIG. 22  is a cross-sectional view taken along line  17 - 17  of  FIG. 21 . 
         FIG. 23  is diagram of the torque control and switching module. 
         FIG. 24  is a diagram of the T/R sleeve and VAFN segment control and actuation system. 
     
    
    
     DETAILED DESCRIPTION 
     Referring now to the drawing, there is shown in  FIG. 1  the nacelle  10  of an aircraft gas turbine engine  11  supported by a pylon  12  integrating a trust reverser (T/R)  17  including a stationary frame including an annular torque box girder  13 , fore-to-aft upper beam  14  and lower beam  15  and a transversal crosstie ring  16 . Between the girder and the ring, the T/R further includes a cascade array  21 . A semi-circular translatable sleeve  22  enshrouds the cascade array inwardly and outwardly. The sleeve can be shifted aftward by actuators  23  to open the T/R. Abaft of the sleeve is a variable area fan nozzle (VAFN)  18  divided into a left half portion  19  and a right half portion  20  by the upper and lower beams. Each half portion has a frusto-conical segment  24  that can be axially translated and tilted to increase or decrease the fan exhaust area  25  by actuators  26 . 
     It should be noted that both sets of actuators  23 ,  26  are anchored on components of a stationary structure, namely the torque box girder  13 , and one actuator  26  is also anchored to a longitudinal beam. Each one of the segment actuators  26  incorporates a position sensor  27  as will be further described below. 
     The schematic of  FIG. 2 , illustrates the control elements of one half portion  19  in the preferred two actuator configuration. 
     The control system described below is intended to control both segment half portions  19 ,  20  simultaneously and synchronously. A motor  28  drives both VAFN portions  19 , 20 . In practice the control system can either control one motor with splitting outputs to a plurality of actuators acting on both VAFN half portions, or the control system can send signals to a plurality of motors which are coordinated to move both VAFN halves in unison. The outputs  29  of the sensors are fed to a control unit  30  which can be integral with the engine controller which also receives engine and aircraft data  31 , and generates control signals  32  for the motor that in turn drives the actuators. The placement of the actuators  26  adjacent to T/R fixed upper and lower beams  15 ,  16  allows actuators to be located within the upper and lower T/R slider track fairings. This in turn results in negligible enlargement of aforementioned fairings depending on nacelle shape. 
     An alternate configuration illustrated in  FIG. 3 , positions two actuators in the midspan area equally spaced circumferentially about the VAFN segment centerplane and attached to both the girder  13  and the transversal crosstie ring  16 . This allows the actuators to apply load to the VAFN close to the VAFN center of pressure. Also, in this configuration the segment actuators may be co-located with the T/R sleeve actuators  23  and reduces the amount of interruption to the cascade array  21 . This also has a benefit of allowing common access panels (not shown) for the T/R sleeve mechanism and for the VAFN mechanism as well, reducing overall weight. As compared with prior art actuation systems, the fairing size required to house actuators away from the longitudinal beams is relatively small. 
     It should be noted that in  FIG. 1 , the VAFN portions are shown in their withdrawn, that is closed, minimum exhaust area position; while in  FIG. 3  the segment  24  is fully deployed, that is in an open, maximum exhaust position effected by a relatively short stroke of the actuators  26 . 
     A second alternate configuration (not illustrated) employs three actuators with two actuators located as per the preferred configuration and a third actuator evenly spaced circumferentially between the two at the VAFN segment midspan. This is beneficial on large aircraft engines where the large VAFN segment panel may be relatively soft. As compared with prior art designs, the fairing size required to house the actuator in a midspan mount configuration is relatively small. 
     As illustrated in  FIGS. 4-8 , each circumferential edge  32  of the VAFN segment is rotatively connected to a pair of spaced-apart double-roller carriages  33  by pins  34 . The rollers  35  of the carriages are captured by and run along a trackway  36  which is attached to one of the sliders. 
     The trackway follows a non-linear path substantially located within the plane of the axial edge  32  of the VAFN segment. More specifically, the trackway has an outwardly bent trailing portion  38  that, when the segment approaches its most extended position, as illustrated in  FIG. 7 , causes the most rearwardly positioned carriage to force the rear of the segment to tilt radially outward and broaden the exhaust area  25 . 
     The upper and lower trackways  36  are disposed parallel to one another about the horizontal midplane of the VAFN segment structure. The upper and lower pins  34  are coaxial at both forward and aft locations. Their pivot axes are normal to the trackway center planes. The trackways may be lined with a sacrificial material (not shown). Their cross section may accommodate crowned rollers to allow for roller/track self-alignment and VAFN segment flex. The trackway path may be customized to engine requirements. The trackway  36  may be designed in such a way that the forward roller link translates inward to improve the T/R sleeve clearance or allow the VAFN segment to pivot outward at an earlier stroke extension or both. Further, the trackway path can be customized to suit nozzle area versus stroke requirements. 
     Each roller linkage features rollers that can contact either the inboard or outboard side of the trackway in order to accommodate reversing structural loads. Attachments of the roller linkage to VAFN may be of a failsafe or waiting failsafe design. The roller attachment to roller linkages can be designed in such a way that a failure to one roller lug or roller pin will not cause the carriage to become disengaged from the trackway. There can be means (not shown) to prevent the rollers from wedging down into the trackway when the VAFN structure is not loaded against the inboard or outboard trackway surfaces such as when the engine is not operating. This may be accomplished by a protrusion in the roller pin or a boss at the bottom of the trackway or both or some other equivalent means. 
     As shown in  FIGS. 9 and 10 , the angle of tilt A is usually in the range of several degrees. The gap between the beam  14 ,  15  and the VAFN segment  24  in the tilted position is covered by a blocker plate extension  39  of the sleeve in order to prevent premature duct leakage upstream of the nozzle exit plane. 
     Recesses  46  in VAFN segments allow for structural features on thrust reverser translating sleeve to prevent fan duct leakage upstream of the nozzle exit plane. In practice, flow blockers  39  as shown in  FIGS. 9 and 10 , and/or seals shall accompany these structures in order to minimize fan duct airflow losses. 
     The enlarging of the fan exhaust area  25  can be varied by adjusting the tilting movement  63  and/or translating movement  64  of the segment  24  relative to the conical fixed structure  11  as illustrated in the diagram of  FIG. 11 . A compressible seal  40  between the rear transversal edge  41  of the sleeve and the leading edge  42  of the segment prevents any premature escape of the fan duct airflow. 
     It should be understood that the VAFN structure may be of any of the currently known configurations: ported, non-ported or sleeved. In the case of non-ported or sleeved VAFN configurations, the seal  40  shall accommodate the marginally-increased gap developed when the VAFN segments are tilted. 
     As illustrated in  FIGS. 12 and 13 , upper and lower fairing splits  44  are disposed primarily perpendicular to the segment tilting axis  45  in order to prevent interference between them. 
     Having each VAFN mechanical actuator  26  and a position sensor combined in one integral unit anchored on the fixed torque box girder  13  and longitudinal beam  14 ,  15  simplifies installation and maintenance, reduces weight, and locates the actuator in a low vibration environment compared with anchoring it to the T/R sleeve. 
     The VAFN actuator  26  is illustrated in greater detail in  FIGS. 14-18 . The actuator comprises a ballscrew/ballnut coupling also called a jackscrew. At the aft end  43  an eyelet is provided at the extremity of the translating arm for attachment to a bracket  59  on the VAFN segment  24 . The front end of the main body  47  houses a linear variable differential transformer  48 , as shown in  FIG. 17 , which senses the position of the associated VAFN segment, and generates the signal  29  sent to the control unit  30 . Behind the sensor, a gearbox  49 , which may be a variety of configurations, is attached to the torque box girder  13 . The gearbox can accept the rotating force  50  of the motor  28  and apply it through gears  51  to an output shaft  60 . The output shaft is slidingly and rotationally connected to a torque tube  52  by way of a sliding spline  61 , or other equivalent means. The torque tube houses a ballnut  55  fixedly journalled into the torque tube which captures and extends a ballscrew  54 . The ballscrew is linked to the pushing arm  56  of the actuator. The torque tube is slaved to the T/R sleeve by a gimbaled linkage  57  with sufficient degrees of freedom and clearance to the torque tube to accommodate relative motion between the actuator and translating sleeve. A bearing  58  secured to one of the beams  14 ,  15  and slidingly and rotatively connected to the torque tube holds the aft end of the actuator. The output shaft  60  houses a sensor shaft  53  connected to the ballscrew  54  for relaying the position of the VAFN segment via sensor element  62  to the linear variable differential transformer sensor  48 . 
     Given the fact that each VAFN actuator has two external thrust linkages as seen in  FIG. 18 ; first by a pushing rod  56  to a bracket  59  connected to a VAFN segment, and second by a gimbaled linkage  57  to the T/R sleeve  22 , it has two motions. First, it delivers the translating force to move the VAFN segment to any axial location within the range of the actuator in relation to the T/R sleeve. The second motion is the slidably-free ability to position the segment at any location within that range while being axially coupled to the moving T/R sleeve  22  allowing the two structures to move in unison under the sleeve actuation mechanism. Accordingly, the segment  24  can be axially translated independently of the sleeve  22  by its actuator  26 , but the sleeve actuators  23  can also act on the segment. 
     Though the gimbaled linkage  57  is depicted in  FIG. 15-16  as containing a pair of bearings in front and a gimbal in back, many equivalent configurations are possible that incorporate such components, such as thrust bearings, roller bearings, spherical bearings, spherical roller bearings or any combination thereof and other means known in the art. Similarly, though the gearbox  49  and aft support  58  are shown rigidly fixed to the torque box girder  13  and beams  14 , 15  respectively, these attachments may include components to allow supplemental degrees of freedom such as gimbals or other structures commonly known in the art to accommodate structural deflections. 
     The aft end configuration of the actuator translating arm link  43 ,  59  obviates the need for exaggerated fairings to house the VAFN actuation mechanism. 
     Compared with previous designs this actuator embodiment can be used as a midspan actuator away from the upper/lower fixed structure beams either as a center actuator in a group of 3 or as a dual actuator system with actuators co-located with the thrust reverser actuators thereby reducing obstruction of the thrust reverser cascade array. 
     The disadvantages mentioned earlier in the Background associated with prior art attempts to integrate the VAFN and T/R actuators in one unit can be largely overcome by the alternate design described below. 
     Referring now to  FIGS. 19-24 , there is illustrated combined dual actuators  98  adapted to control the translations of both the T/R sleeve and the VAFN. The T/R sleeve actuator  63  comprises a hollow first ballscrew, referred to as the T/R ballscrew  64  engaged by a first ballnut, referred to as the T/R ballnut  65  attached by a gimbaled linkage  66  to the T/R sleeve  67 . While the gimbaled linkage  57  of the previously described embodiments was intended to transmit the movement supplied by the actuator of the T/R sleeve to the VAFN actuator assembly, the instant linkage transmits the translating movement of the T/R ballscrew  64  to the sleeve and synchronized movement to the VAFN. 
     The VAFN segment actuator  68  comprises a second ballscrew, referred to as the VAFN ballscrew  69  engaging a second ballnut, referred to as the VAFN ballnut  70  fixedly journalled into a torque tube  71  which is slidably and rotatively connected to the VAFN gearbox output shaft  96  by way of a sliding spline  97 . The VAFN gearbox output shaft  96  is rotatively supported by bearings  100  to the gearbox  79  and to the T/R ballscrew  64 . 
     The segment actuator further comprises a slide tube  72  which coaxially surrounds the first ballscrew, and the torque tube. The distal portion of the torque tube which fixedly mounts the second ballnut is supported within the slide tube by bearings  73 . The bearings allow rotation of the torque tube within the rotationally fixed slide tube which is fixedly linked to the first non-rotating ballnut in order to accommodate the VAFN segment following the translating movement of the sleeve actuator. A key  93  running along the slide tube attaches the rotation of the slide tube to the first ball nut  65  in order to generate axial motion when the slide tube and first ballnut are acted upon by the first ballscrew  64 . 
     The VAFN ballscrew  69  driven by the rotation of the torque tube  71  and second ballnut  70  extends into the distal section  74  of the slide tube and is linked to a pushing arm  75  which connects to a bracket  76  mounted on the VAFN segment  19 . The distal section of the slide tube is supported by a bearing  77  secured to one of the longitudinal beams  14 ,  15 . 
     Accordingly, the translation of the T/R sleeve results from the rotation of the first ballscrew  64 , and the movement of the VAFN segment follows the rotation of the VAFN ballnut  70  in conjunction with or independently from the first ballscrew  64 . These rotational movements are driven and controlled by a gearbox  79  secured to the torque box girder  13 , a stationary structure with respect to the assembly, at the proximal end of the actuator. As described in the previous embodiments, though the gearbox  79  and bearing  77  are shown rigidly fixed to the structure, these attachments may contain components commonly known in the art to allow supplemental degrees of freedom. 
     As shown in  FIGS. 22 and 23 , the gearbox accept a rotational force from a motor  80  on its input shaft  81  and transmits the rotation to a T/R shaft  82  and to a VAFN shaft  83 . These shafts penetrate a torque control and switching module  84  that contains clutches  85 , and various mechanisms  86 , that may include locking mechanisms, lock sensors, load/torque limiters, anti-backdrive devices, manual drive units, rotation sensors, and other sensing and conditioning mechanisms common in the art. A T/R output shaft  87  is geared to the first ballscrew  64 , and a VAFN output shaft  88  is geared to the VAFN output shaft  96 . As in the previously described embodiments, a linear variable differential transformer  90  can sense the axial position of the VAFN via a sensor element  89  mounted upon the proximal end of a sensing shaft  91  connected to the back of the second ballscrew  69 . 
     Torque output shafts  92  are provided out of the gearbox to drive auxiliary independent or combined T/R and VAFN actuators operating on other parts of the T/R and VAFN via flexshafts. The output shafts and flexshafts are thus synchronized to the movements of the T/R output shaft  87  VAFN output shaft  88 . 
       FIG. 24  illustrates the overall operating system for the T/R sleeve and of the VAFN. The master actuator control unit  84  incorporates a plurality of drivers and sensors used in managing the operation of both the T/R actuation system (TRAS) and the VAFN actuation system. Each respective TRAS and VAFN actuation system lock/unlock supplies positive locking to their respective system when the motive force is not provided by the drive system or in case of failure of the input torque transmission flexshaft. As illustrated in  FIG. 24 , if the output flexshaft fails, the system will result in a top/bottom skew of the VAFN segment due to aerodynamic loads and because the slave actuator lacks a controlled locking mechanism. This skew may be mitigated by adding another locking mechanism into the slave actuator. The TRAS and VAFN lock/unlock sensors provide an indication to the controller that the T/R sleeve lock or the VAFN lock is engaged. The TRAS and VAFN position sensors relay the positions of the sleeve and segment and compare the output from all actuators to ensure that no skew condition exists. The motive force switch comprises an electromechanical device that shuttles motive force from the dual use input  81  between the TRAS and VAFN drive channels. 
     While the preferred embodiment has been described and alternate arrangements have been suggested, other embodiments and modification may be devised without departing from the spirit of the invention and the scope of the appended claims.