Patent Publication Number: US-10759516-B2

Title: Wing flap with torque member and method for forming thereof

Description:
FIELD 
     The present disclosure is generally related to aircraft and, more particularly, to an aircraft wing flap having a torque member that is integrally formed with at least a portion of a flap body and a method for forming the wing flap. 
     BACKGROUND 
     Fixed-wing aircraft typically include various flight control surfaces that enable adjustment and control of the aircraft&#39;s flight. For example, flaps mounted on trailing edges of wings modify the effective contour of the wings and, thus, modify the lift characteristics of the wings. In certain types of flap systems, an inboard flap includes a torque member that is used to move the flap between stowed and deployed positions. Typically, the torque member extends into the side of the fuselage, or into a wing fairing structure of the fuselage, and is coupled to a flap support mechanism that controls movement of the flap. 
     In many flap systems, the torque member is a tubular structure having a circular cross-sectional shape, commonly referred to as a torque tube. The torque tube is typically coupled to a structural member of the flap, such as an inboard rib. However, achieving appropriate structural and load-bearing performance can require a heavy torque tube and large and complex couplings that increase the weight and cost of the aircraft. Additionally, some flap systems utilize a failsafe torque tube that includes a dual torque tube design that further increases the cost, weight, and complexity of the aircraft. 
     Accordingly, those skilled in the art continue with research and development efforts in the field of aircraft wing flap actuation. 
     SUMMARY 
     In an example, the disclosed wing flap includes a flap body and a torque member being integrally formed with at least a portion of the flap body. 
     In an example, the disclosed wing of an aircraft includes a wing body and a wing flap. The wing flap includes a flap body movably coupled to the wing body and a torque member being integrally formed with at least a portion of the flap body. 
     In an example, the disclosed method includes a step of integrally forming a torque member with at least a portion of a flap body to form a wing flap. The flap body is configured to be movably coupled with a wing of an aircraft. The torque member is configured to be coupled to a flap actuator of the aircraft. 
     Other examples of the disclosed wing flap and method will become apparent from the following detailed description, the accompanying drawings and the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic, perspective view of an example of an aircraft; 
         FIG. 2  is a schematic, perspective view of an example of a wing of the aircraft; 
         FIG. 3  is a schematic, perspective view of an example of a disclosed wing flap; 
         FIG. 4  is a schematic, interior, perspective view of an example of a portion of the aircraft showing an example of a torque member of the disclosed wing flap extending through an opening in a fuselage of the aircraft; 
         FIG. 5  is a schematic, partial, perspective view of an example of the disclosed wing flap; 
         FIG. 6  is a schematic, elevation, cross-sectional view of an example of a disclosed wing flap; 
         FIG. 7  is a schematic, partial, plan view of an example of the disclosed wing flap; 
         FIG. 8  is a schematic, plan view of an example of the disclosed wing flap; 
         FIG. 9  is a schematic, partial, plan view of an example of the disclosed wing flap; 
         FIG. 10  is a schematic, partial, plan view of an example of the disclosed wing flap; 
         FIG. 11  is a schematic, partial, plan view of an example of the disclosed wing flap; 
         FIG. 12  is a schematic, partial, plan view of an example of the disclosed wing flap; 
         FIG. 13  is a schematic, partial, plan view of an example of the disclosed wing flap; 
         FIG. 14  is a schematic, partial, plan view of an example of the disclosed wing flap; 
         FIG. 15  is a schematic, partial, plan view of an example of the disclosed wing flap; 
         FIG. 16  is a schematic, partial, plan view of an example of the disclosed wing flap; 
         FIG. 17  is a schematic, partial, plan view of an example of the disclosed wing flap; 
         FIG. 18  is a schematic, partial, plan view of an example of the disclosed wing flap; 
         FIG. 19  is a schematic, perspective view of an example of the disclosed wing flap; 
         FIG. 20  is a flow diagram of an example of a disclosed method; and 
         FIG. 21  is a flow diagram of an example aircraft production and service methodology. 
     
    
    
     DETAILED DESCRIPTION 
     The following detailed description refers to the accompanying drawings, which illustrate specific examples described by the disclosure. Other examples having different structures and operations do not depart from the scope of the present disclosure. Like reference numerals may refer to the same feature, element, or component in the different drawings. 
     Illustrative, non-exhaustive examples, which may be, but are not necessarily, claimed, of the subject matter according the present disclosure are provided below. 
       FIG. 1  is an illustrative example of an aircraft  200 . In the illustrative example, the aircraft  200  is a fixed-wing aircraft. The aircraft  200  includes a fuselage  202 , a pair of wings  214  (also referred to individually as wing  214 ), and a propulsion system  216 . The aircraft  200  also includes a plurality of high-level systems, such as, but not limited to, an electrical system  226 , a hydraulic system  228 , and/or an environmental system  230 . Any number of other systems may also be included. 
     The fuselage  202  is the main body of the aircraft  200  and includes any suitable central structure configured to hold a crew, one or more passengers, and/or cargo. In the illustrative example, the fuselage  202  is an elongate, generally cylindrical fuselage. The fuselage  202  includes a nose portion at a forward end of the fuselage  202  and a tail portion at an aft end of the fuselage  202 . As used herein, the terms “forward” and “aft” have their ordinary meaning as known to those skilled in the art and refer to positions relative to a direction of movement of the aircraft  200 . The tail portion may also include a vertical stabilizer  240  and horizontal stabilizers  238 . 
     The fuselage  202  includes an airframe  222  that defines an interior  224 , which may include a passenger compartment and/or a cargo compartment. A wing fairing structure  220  (e.g., fuselage/wing fairing) may also be provided at each interface between the fuselage  202  and the wing  214  and may extend from proximate (at or near) the fuselage  202  to proximate the wing  214  associated therewith. 
     The wings  214  include any suitable airfoil structures that are configured to provide lift to the aircraft  200 . In the illustrative example, the wings  214  are elongate structures extending from a lower portion of the fuselage  202  in a swept wing, tapered planform. In other examples, the wings  214  are straight or delta-shaped. In still other examples, the wings  214  are trapezoidal, constant, elliptical, semi-elliptical, or other configurations known in the art. 
     In the illustrative example, the propulsion system  216  includes two turbofan engines mounted to the wings  214 , for example, by pylons. In an example, each engine is housed in a nacelle, which includes an inlet and a nozzle. In other examples, the engines may be mounted to the fuselage  202  or other aircraft structures, such as the tail portion. In various other examples, the propulsion system  216  may include more or fewer engines and other types of engines (e.g., turboprop engines) may be used. 
     The aircraft  200  includes various flight control surfaces  232 . The flight control surfaces  232  include any pivoting aerodynamic device that is used to adjust and control flight and aerodynamic characteristics of the aircraft  200 . Examples of the flight control surfaces  232  include an inboard flap  208  and/or an outboard flap  218  that are located on the trailing end of the wings  214 , an elevator  234  that is located on the trailing end of the horizontal stabilizers  238 , a rudder  236  that is located on the trailing end of the vertical stabilizer  240 , and other control surfaces, such as leading end flaps, ailerons, and spoilers. As used herein, the terms “inboard” and “outboard” have their ordinary meaning as known to those skilled in the art and refer to positions relative to a center line of the aircraft  200 . 
     In an example, the inboard flap  208  (also referred to collectively as inboard flaps  208 ) and/or the outboard flap  218  (also referred to collectively as outboard flaps  218 ) include any suitable structure mounted on the trailing edge of the wing  214  and configured to pivot, rotate, and/or translate (e.g., forward and aft) relative to the wing  214 . The inboard flaps  208  and/or the outboard flaps  218  are configured to alter the lift characteristics of the wing  214 . The inboard flaps  208  and/or the outboard flaps  218  are movable between at least a raised (stowed, retracted, or “flaps up”) position and a lowered (deployed, extended, or “flaps down”) position. In an example, the inboard flaps  208  and/or the outboard flaps  218  are pivotable about a fixed axis. In an example, the inboard flaps  208  and/or the outboard flaps  218  pivot through a predetermined path, which is generally arcuate of curved. 
     In an example, the aircraft  200  also includes a flap actuator  260 . The flap actuator  260  is associated with each wing  214  for actuating the inboard flap  208 . In an example, the flap actuator  260  includes a motorized arm that is located, or housed, within the fuselage  202 , or the wing fairing structure  220 . 
     In an example, a torque member  210  couples the flap actuator  260  with the associated inboard flap  208  to transfer an actuating/de-actuating (e.g., lowering/raising) force from the flap actuator  260  to the associated inboard flap  208 . The torque member  210  extends through an opening  206  in the aircraft  200  (e.g., an opening  206  in the fuselage  202  or the wing fairing structure  220 ). The opening  206  in the aircraft  200  is sized and shaped to accommodate a travel path of the torque member  210  as the inboard flap  208  is lowered and raised. 
       FIG. 2  is an illustrative example of the wing  214 . The wing  214  is any one of various wing structures that includes a wing body  258 . The wing body  258  is formed of various structural members including, but not limited to, an upper wing skin  246 , a lower wing skin  248 , a plurality of wing spars  250  that extend between the upper wing skin  246  and the lower wing skin  248 , and a plurality of wing ribs  252  that extend between the upper wing skin  246  and the lower wing skin  248 . These structural members are coupled together by any one of various methods including, but not limited to, connection by various kinds of fasteners, co-curing, or integrally forming. The wing spars  250  extend in a span-wise direction between a wing root  254  of the wing  214  and a wing tip  256  of the wing  214 . The wing ribs  252  extend in a chord-wise direction between a leading edge  244  of the wing  214  and a trailing edge  242  of the wing  214 . The wing  214  further includes a wing flap  100 . An example of the disclosed wing flap  100  is movably coupled with the wing  214  at the trailing edge  242  of the wing  214  proximate to the wing root  254 . 
     Referring to  FIGS. 3-19 , disclosed are various examples of the wing flap  100 . The disclosed wing flap  100  includes a flap body  164  and a torque member  108  that is integrally formed with at least a portion of the flap body  164 . The torque member  108  extends from the inboard end  124  of the flap body  164  in an inboard direction. As used herein, the phrase “integrally formed” refers to parts (e.g., constituents or components) being of, pertaining to, or belonging as a part of a unitary whole, in which the parts are organically joined or linked during formation to form the unitary whole, and requires more than mere interconnected parts. 
     In an example, the torque member  108  is integrally formed with at least one structural member  198  ( FIGS. 6 and 7 ) of the flap body  164 . As used herein, the phrase “structural member,” with reference to any one of a plurality of structural members  198  that partially form the wing flap  100 , refers to a load-bearing element that is configured to carry a load or react to stresses applied to the wing flap  100 . Generally, the structural members  198  that partially form the wing flap  100  include, but are not limited to, spars, ribs, stringers, and the like. For example, the flap body  164  and the torque member  108  share a common structural member  198 , such as a spar  106  that extends along the wing flap  100  in a span-wise direction. In an example, the flap body  164  includes outer skins (e.g., an upper skin  102  and a lower skin  104 ) and a plurality of spars  106  and the torque member  108  is integrally formed by a portion of at least one of the plurality of spars  106  that extends from the flap body  164  in an inboard direction. Accordingly, and as discussed in more detail below, the wing flap  100  includes the upper skin  102  and the lower skin  104 . The wing flap  100  further includes a plurality of spars  106  extending between the upper skin  102  and the lower skin  104 . 
     The torque member  108  being integrally formed with at least a portion of the flap body  164  may reduce the cost, complexity, and/or weight of the wing flap  100  by utilizing a portion of the existing structure of the flap body  164  to form at least a portion of the torque member  108 . As an example, the torque member  108  being integrally formed with at least a portion of the flap body  164  may reduce the complexity and costs typically associated with coupling a torque member, such as a conventional torque tube, with an inboard flap of an aircraft wing. For example, forming the torque member  108  from a portion of an existing structural member  198  (e.g., a spar  106 ) of the wing flap  100  is less costly than fabricating a metal (e.g., titanium or steel) torque tube, reduces the components and time as compared to that required to assemble and join the metal torque tube to the wing flap, and reduces concentrated loading locations formed at joints. 
     As another example, the torque member  108  being integrally formed with at least a portion of the flap body  164  may reduce the weight of the aircraft wing and reduce the costs associated with production of the aircraft wing and/or the aircraft. For example, forming the torque member  108  from a portion of an existing structural member  198  (e.g., a spar  106 ) of the wing flap  100  requires fewer joints than coupling the metal torque tube to the wing flap. As another example, forming the torque member  108  from a portion of an existing structural member  198  made of carbon fiber reduces a risk of corrosion and offers increases durability as compared to a metal torque tube. As yet another example, the torque member  108  being integrally formed with at least a portion of the flap body  164  is stiffer than the metal torque tube that is coupled to the wing flap, which advantageously reduces structural deflection. 
     The wing flap  100  is an example of the inboard flap  208  of the wing  214  of the aircraft  200  and the torque member  108  is an example of the torque member  210  of the inboard flap  208  ( FIG. 1 ). In other examples, the teachings of the present disclosure may be applied to one or more other flight control surfaces  232  of the aircraft  200 . 
     In an example, the wing flap  100  includes any suitable pivoting structure that is mounted on, or is otherwise movably coupled with, the wing body  258  of the wing  214  at the trailing edge  242  of the wing  214  ( FIGS. 1 and 2 ). In an example, the wing flap  100  is located adjacent to the wing fairing structure  220  of the fuselage  202  of the aircraft  200 . During operation of the wing flap  100 , the wing flap  100  is movable between at least a raised (stowed, retracted, or “flaps up”) position and a lowered (deployed, extended, or “flaps down”) position to alter the lift characteristics of the wing. 
     Referring to  FIG. 3 , the flap body  164  includes an inboard end  124  and an outboard end  126  opposite the inboard end  124 . The flap body  164  also includes a leading end  112  and a trailing end  116  opposite the leading end  112 . The torque member  108  includes an inboard end  180  and an outboard end  178  opposite the inboard end  180 . In an example, the torque member  108  is integrated with the inboard end  124  of the flap body  164  and extends outward from the inboard end  124  of the flap body  164  in an inboard direction. 
     In an example, the torque member  108  is located toward or proximate to (e.g., at or near) the leading end  112  of the flap body  164 . In an example, the torque member  108  is located toward or proximate to the trailing end  116  of the flap body  164 . In an example, the torque member  108  is located between the leading end  112  and the trailing end  116  of the flap body  164 , such as proximate to a middle portion of the flap body  164 . 
     In an example, the torque member  108  has a cross-sectional shape that at least partially matches, or matches a portion of, a cross-sectional shape of the flap body  164  as viewed from the inboard end  124 . The cross-sectional shape of the torque member  108  at least partially matching the cross-sectional shape of the flap body  164  at the inboard end  124  of the flap body  164  may reduce complexity associated with coupling the torque member  108  to the flap body  164  and may reduce the impact the torque member  108  has on the aerodynamic characteristics of the wing flap  100  and/or the aircraft  200 . As used herein, components having at least partially matching cross-sectional shapes may have, but do not require, matching sizes and/or dimensions. 
     In an example, the torque member  108  has a non-circular cross-sectional shape. As an example, the torque member  108  has a polygonal cross-sectional shape. In the illustrative example, the torque member  108  has a rectangular cross-sectional shape. In another illustrative example, the torque member  108  has a cross-sectional shape including a combination of linear and arcuate sides, such as three substantially linear sides and a fourth arcuate side connecting two linear sides to form a generally rectangular cross-sectional shape. 
     In an example, the torque member  108  includes, or is at least partially formed by, a front wall  156 , a rear wall  158  that is opposite the front wall  156 , an upper wall  160 , and a lower wall  162  that is opposite the upper wall  160 . At least one of the front wall  156 , the rear wall  158 , the upper wall  160 , and the lower wall  162  is integrally formed with the flap body  164 . In an example, at least one of the upper wall  160  and the lower wall  162  has a profile shape that matches a portion of the flap body  164  as viewed from the inboard end  124 . 
     A profile shape of each one of the front wall  156 , the rear wall  158 , the upper wall  160 , and the lower wall  162 , as viewed from the inboard end  124 , defines the cross sectional shape of the torque member  108 . In an example, the profile shape of one or more of the front wall  156 , the rear wall  158 , the upper wall  160 , and the lower wall  162  is planar. In an example, the profile shape of one or more of the front wall  156 , the rear wall  158 , the upper wall  160 , and the lower wall  162  is curved. 
     Referring to  FIG. 4 , the flap body  164  of the wing flap  100  is actuated or moved between the raised and lowered positions by way of the torque member  108 , which extends through the opening  206  formed in the fuselage  202 . The opening  206  is configured to enable a full range of motion for the torque member  108  and the associated flap body  164  during operation. In an example, the flap actuator  260  includes a flap support mechanism  212 , also commonly referred to as a flap carriage mechanism, and a motorized actuator (not shown) that is operatively coupled with the flap support mechanism  212 . In an example, the inboard end  180  of the torque member  108  is coupled to the flap support mechanism  212 . 
       FIG. 4  shows the wing flap  100  in a generally raised position with the torque member  108  extending through the opening  206  in the fuselage  202  and coupled to the flap support mechanism  212 . In an example, the torque member  108  is configured to rotate, or is configured to be rotated, about an axis of rotation  184  to pivot or rotate the flap body  164  relative to the wing  214 . Alternatively, or in addition to, in an example, the torque member  108  is configured to translate, or is configured to be translated, forward and aft along a travel path  186  to move the flap body  164  between a forward/raised position and an aft/lowered position. In an example, the travel path  186  is arcuate and, thus, the opening  206  is elongate and arcuate to enable a full range of motion of the wing flap  100  (the torque member  108  and the flap body  164  associated therewith) during operation. Rotation of torque member  108  enables the flap body  164  to pivot about the axis of rotation  184  during actuation of the wing flap  100 . In an example, the axis of rotation  184  is a central longitudinal axis of the torque member  108 . 
     In an example, the torque member  108  also includes a mounting flange  182  that is located at the outboard end  178  of the torque member  108  and that is configured to be coupled to the flap support mechanism  212 . In an example, the flap support mechanism  212  includes a carrier mechanism  262 , which is also commonly referred to as a carrier beam. The carrier mechanism  262  is coupled to the inboard end  180  of the torque member  108  and transfers motion to the torque member  108  during actuation of the flap support mechanism  212 . In an example, the carrier mechanism  262  includes one or more link members that are pivotally coupled to the mounting flange  182  to enable rotational and translational movement of the torque member  108 , in which an instantaneous center of rotation of the torque member  108  varies along the travel path  186 . 
     Referring to  FIG. 5 , in an example, the wing flap  100  includes an inboard flap fairing  190  that is coupled to the flap body  164  proximate to the inboard end  124  of the flap body  164 . The inboard flap fairing  190  moves with the wing flap  100  relative to the fuselage  202  during actuation of the wing flap  100 . In an example, the wing flap  100  also includes a door  188  that is coupled to the torque member  108 . The door  188  moves with the torque member  108  and is located relative to the fuselage  202  such that the door  188  covers at least a portion of the opening  206  ( FIG. 4 ) in the fuselage  202  during actuation of the wing flap  100 . 
     Referring to  FIGS. 6-8 , in an example, the wing flap  100  includes an upper skin  102  (the upper skin  102  is not shown in  FIGS. 7 and 8 ), a lower skin  104  that is opposite the upper skin  102 , and a plurality of spars  106  (also referred to individually as spar  106  and collectively as spars  106 ) that extend between the upper skin  102  and the lower skin  104 . In an example, the torque member  108  is integrally formed with at least one of the spars  106 . In an example, the torque member  108  is integrally formed with at least one of the upper skin  102  and the lower skin  104 . 
     In an example, the upper skin  102  and/or the lower skin  104  are permanently coupled with the spars  106 . As examples, one or both of the upper skin  102  and the lower skin  104  may be connected to the spars  106  by various kinds of fasteners (not shown), the spars  106  may be co-cured with one or both of the upper skin  102  and/or the lower skin  104 , the spars  106  may be structurally bonded (e.g., adhesively bonded) with one or both of the upper skin  102  and/or the lower skin  104 , or a combination thereof. 
     Referring to  FIG. 6 , in an example, each one of the spars  106  includes an upper spar cap  170 , a lower spar cap  172  that is opposite the upper spar cap  170 , and a spar web  174  that extends between the upper spar cap  170  and the lower spar cap  172 . The upper spar cap  170  is coupled to the upper skin  102  and the lower spar cap  172  is coupled to the lower skin  104 . Each one of the spars  106  has one of various cross-sectional shapes defined by the relative configuration of the upper spar cap  170 , the lower spar cap  172 , and the spar web  174 . In an example, at least one of the spars  106  has a constant cross-sectional shape along a longitudinal axis of the spar  106 . In an example, at least one of the spars  106  has a variable, or non-constant, cross-sectional shape along the longitudinal axis of the spar  106 . 
     In an example of the spar  106 , one end of the spar web  174  is connected to an end of the upper spar cap  170  and the other end of the spar web  174  is connected to an end of the lower spar cap  172  and both the upper spar cap  170  and the lower spar cap  172  project from the same side of the spar web  174  (commonly referred to as having a C-shape or U-shape in cross-section). 
     In an example of the spar  106 , one end of the spar web  174  is connected to a middle portion of the upper spar cap  170  (e.g., between the ends of the upper spar cap  170 ) and the other end of the spar web  174  is connected to a middle portion of the lower spar cap  172  (e.g., between the ends of the lower spar cap  172 ) and both the upper spar cap  170  and the lower spar cap  172  project from the both sides of the spar web  174  (commonly referred to as having a I-shape or H-shape in cross-section). 
     Referring to  FIGS. 7 and 8 , the torque member  108  of the disclosed wing flap  100  is at least partially formed by an integrally formed extension of at least one structural member  198  ( FIG. 7 ) of the wing flap  100  that also at least partially forms the flap body  164 . In an example, at least one of the spars  106  includes a spar major portion  148  and a spar extension portion  150  that extends coaxially from the spar major portion  148 . The flap body  164  is partially formed by the spar major portion  148  of the at least one of the spars  106  and the torque member  108  is partially formed by the spar extension portion  150  of the at least one of the spars  106 . In an example, the spar major portion  148  and the spar extension portion  150  have the same cross-sectional shape and the same dimensions. In an example, the spar major portion  148  and the spar extension portion  150  have different same cross-sectional shapes and/or different dimensions. 
     In an example, the spar major portion  148  extends in a span-wise direction between the outboard end  126  of the flap body  164  and the inboard end  124  of the flap body  164 . The spar major portion  148  is a structural member, or load-bearing element, of the flap body  164 . The spar extension portion  150  extends from the inboard end  124  of the flap body  164  in the inboard direction. The spar extension portion  150  is a structural member, or load-bearing element, of the torque member  108 . 
     The spar major portion  148  and the spar extension portion  150  are integrally formed as a single part, or single piece, that forms a unitary structure or body of the spar  106 . The spars  106  may be formed of any suitable structural material. In an example, the spars  106  are formed of a metallic material. In an example, the spars  106  are formed of a composite material. An example of a composite material is a fiber-reinforced polymer that includes a polymer matrix (e.g., a thermoset resin or a thermoplastic polymer) that is reinforced with fibers (e.g., glass, carbon, aramid, etc.). As an example, the composite material is a carbon fiber reinforced polymer. 
     In an example, at least one of the upper skin  102  and the lower skin  104  includes a skin major portion  152  and a skin extension portion  154  that extends from the skin major portion  152 . The flap body  164  is partially formed by the skin major portion  152  and the torque member  108  is partially formed by the skin extension portion  154 . 
     In an example, the skin major portion  152  extends in a span-wise direction between the outboard end  126  and the inboard end  124  of the flap body  164  and in the chord-wise direction between the leading end  112  and the trailing end  116  of the flap body  164 . The skin extension portion  154  extends from the inboard end  124  of the flap body  164  in the inboard direction. 
     The skin major portion  152  and the skin extension portion  154  are integrally formed as a single part, or single piece, that forms a unitary body of the upper skin  102  an/or the lower skin  104 . The upper skin  102  an/or the lower skin  104  may be formed of any suitable structural material. In an example, the upper skin  102  an/or the lower skin  104  are formed of a metallic material. In an example, the upper skin  102  an/or the lower skin  104  are formed of a composite material. An example of a composite material is a fiber-reinforced polymer that includes a polymer matrix (e.g., a thermoset resin or a thermoplastic polymer) that is reinforced with fibers (e.g., glass, carbon, aramid, etc.). As an example, the composite material is a carbon fiber reinforced polymer. 
     In an example, the torque member  108  is formed by the spar extension portion  150  of one of the spars  106 . In an example, the torque member  108  is formed by the spar extension portion  150  of two of the spars  106 . In an example, the torque member  108  is formed by the spar extension portion  150  of three of the spars  106 . In an example, the torque member  108  is formed by the spar extension portion  150  of one of the spars  106  and an extension member  146  ( FIG. 14 ) that is coupled to the flap body  164 . In an example, the torque member  108  is formed by the spar extension portion  150  of two of the spars  106  and the extension member  146 . In an example, the torque member  108  is formed by the spar extension portion  150  of two of the spars  106  and at least one extension rib  176  ( FIG. 13 ) that is coupled to the spar extension portion  150  of two of the spars  106 . In an example, the torque member  108  is formed by the spar extension portion  150  of one of the spars  106 , the spar extension portion  150 , and at least one extension rib  176 . In any of these examples, the torque member  108  may also be formed by the skin extension portion  154  of at least one of the upper skin  102  and/or the lower skin  104 . 
     In an example, and as best illustrated in  FIG. 3 , the spar extension portion  150  of a first one of the spars  106  forms the front wall  156  of the torque member  108 , the spar extension portion  150  of a second one of the spars  106  forms the rear wall  158  of the torque member  108 , the skin extension portion  154  of the upper skin  102  forms the upper wall  160  of the torque member  108 , and the skin extension portion  154  of the lower skin  104  forms the lower wall  162  of the torque member  108 . The spar major portion  148  of the first one of the spars  106  and the second one of the spars  106  (not visible in  FIG. 3 ) and the skin extension portion  154  of the upper skin  102  and the lower skin  104  at least partially form the flap structure of the flap body  164 . 
     Referring to  FIG. 8 , in an example, the flap body  164  also includes additional structural elements. In an example, the flap body  164  also includes additional ones of the spars  106  extending between the outboard end  126  and the inboard end  124  of the flap body  164 . In an example, the flap body  164  also includes a plurality of ribs  166  (also referred to individually as rib  166 ) extending between the upper skin  102  and the lower skin  104 . In an example, the ribs  166  extend in a chord-wise direction between adjacent pairs of the spars  106 . 
     Referring to  FIGS. 9-18 , in an example, the plurality of spars  106  includes a front spar  110  that is located proximate to the leading end  112  of the flap body  164 . In an example, the plurality of spars  106  also includes a rear spar  114  that is located proximate to the trailing end  116  of the wing flap  100 . In an example, the plurality of spars  106  also includes a middle spar  118  that is located between the front spar  110  and the rear spar  114 . In  FIGS. 9-18 , the upper skin  102  is not shown. 
     Referring to  FIGS. 9-14 , in examples of the disclosed wing flap  100 , the front spar  110  includes a front-spar major portion  120  and a front-spar extension portion  122  that extends coaxially from the front-spar major portion  120  in the inboard direction. The flap body  164  is partially formed by the front-spar major portion  120 . The torque member  108  is partially formed by the front-spar extension portion  122 . In an example, the front-spar major portion  120  extends between the inboard end  124  and the outboard end  126  of the flap body  164  and the front-spar extension portion  122  extends between the outboard end  178  and the inboard end  180  of the torque member  108 . Utilization of the front spar  110  as a common structural member of the wing flap  100  that integrally forms the torque member  108  with the flap body  164  naturally positions the torque member  108  toward or proximate to the leading end  112  of the flap body  164 . 
     Referring to  FIG. 9 , in an example, the wing flap  100  includes the front spar  110 , the middle spar  118 , and the rear spar  114 . The flap body  164  is partially formed by the front-spar major portion  120 . The torque member  108  is partially formed by the front-spar extension portion  122 . In an example, the front-spar major portion  120  extends between the inboard end  124  and the outboard end  126  of the flap body  164  and the front-spar extension portion  122  extends between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     In an example, the middle spar  118  includes a middle-spar major portion  132  and a middle-spar extension portion  134  that extends coaxially from the middle-spar major portion  132  in the inboard direction. The flap body  164  is partially formed by the middle-spar major portion  132 . The torque member  108  is partially formed by the middle-spar extension portion  134 . In an example, the middle-spar major portion  132  extends between the inboard end  124  and the outboard end  126  of the flap body  164  and the middle-spar extension portion  134  extends between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     In an example, the rear spar  114 , and/or any additional ones of the spars  106 , terminates at the inboard end  124  of the flap body  164 . In an example, the rear spar  114  extends between the outboard end  126  and the inboard end  124  of the flap body  164  and terminates at the inboard end  124  of the flap body  164 . The flap body  164  is partially formed by the rear spar  114 . 
     In an example, the wing flap  100  also includes one or more inboard ribs  168  (also referred to individually as inboard rib  168 ) located at the inboard end  124  of the flap body  164 . The inboard rib  168  is an example of one of the ribs  166  ( FIG. 8 ). In an example, the inboard rib  168  extends between adjacent pairs of the spars  106 . In an example, the inboard rib  168  is located proximate to a transition between the spar major portion  148  and the spar extension portion  150  of the adjacent pair of spars  106 . The inboard ribs  168  are configured to redistribute loads between the spars  106 . 
     In an example, the wing flap  100  includes a first one of the inboard ribs  168  that extends between and that is coupled to the front spar  110  and the middle spar  118 . For example, the first one of the inboard ribs  168  has one end that is located proximate to a transition of the front-spar major portion  120  and the front-spar extension portion  122  and an opposite end that is located proximate to a transition of the middle-spar major portion  132  and the middle-spar extension portion  134 . In an example, the wing flap  100  also includes a second one of the inboard ribs  168  that extends between and that is coupled to the middle spar  118  and the rear spar  114 . For example, the second one of the inboard ribs  168  has one end that is located proximate to a transition of the middle-spar major portion  132  and the middle-spar extension portion  134  and an opposite end that is located proximate to a terminal end of the rear spar  114  (e.g., at the inboard end  124  of the flap body  164 ). 
     In an example, two or more of the spars  106  are parallel to one another. In an example, adjacent pairs of the spars  106  are parallel to each other. As used herein, the term “parallel” has its ordinary meaning as known to those skilled in the art and refers to a condition in which a first line, extending longitudinally through the one of the spars  106 , and a second line, extending longitudinally through the another one of the spars  106 , share a common plane and the first line and the second line being equidistant from one another. As used herein, the term “parallel” includes exactly parallel and approximately parallel (i.e., close to parallel that still performs the desired function or achieves the desired result). 
     Referring to  FIGS. 10 and 11 , in an example, the wing flap  100  includes the front spar  110 , the middle spar  118 , and the rear spar  114 . The flap body  164  is partially formed by the front-spar major portion  120  and the middle-spar major portion  132 . The torque member  108  is partially formed by the front-spar extension portion  122  and the middle-spar extension portion  134 . In an example, the front-spar major portion  120  and the middle-spar major portion  132  extend between the inboard end  124  and the outboard end  126  of the flap body  164  and the front-spar extension portion  122  and the middle-spar extension portion  134  extend between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     In an example, the rear spar  114  includes a rear-spar major portion  128  and a rear-spar extension portion  130  that extends coaxially from the rear-spar major portion  128 . The flap body  164  is partially formed by the rear-spar major portion  128 . The torque member  108  is partially formed by the rear-spar extension portion  130 . In an example, the rear-spar major portion  128  extends between the inboard end  124  and the outboard end  126  of the flap body  164  and the rear-spar extension portion  130  extends from the outboard end  178  to the inboard end  180  of the torque member  108 . 
     In an example, two or more of the spars  106  are not parallel to one another. In an example, adjacent pairs of the spars  106  are not parallel to each other. In an example, two or more of the spars  106  converge toward each other proximate to (e.g., at or near) the inboard end  180  of the torque member  108 . For example, at least two of the front spar  110 , the middle spar  118 , and the rear spar  114  converge toward one another proximate to the inboard end  180  of the torque member  108 . 
     In an example, the front spar  110 , the middle spar  118 , and the rear spar  114  converge toward one another proximate to the inboard end  180  of the torque member  108 . The front spar  110 , the middle spar  118 , and the rear spar  114  converging toward one another reduces the distance between the front spar  110  and the middle spar  118  and reduces the distance between the middle spar  118  and the rear spar  114  at the inboard end  124  of the flap body  164  and at the inboard end  180  of the torque member  108 . Reducing the distance between the front spar  110  and the middle spar  118  may eliminate the need for the inboard rib  168  extending between the front spar  110  and the middle spar  118  ( FIG. 9 ). Reducing the distance between the middle spar  118  and the rear spar  114  may eliminate the need for the inboard rib  168  extending between the middle spar  118  and the rear spar  114  ( FIG. 9 ). 
     Referring to  FIG. 10 , in an example, the middle spar  118  is oriented at an acute angle relative to a line that is normal to and that extends from the front spar  110  such that the middle spar  118  is directed toward the front spar  110  proximate to the inboard end  180  of the torque member  108 . The rear spar  114  is oriented at an acute angle relative to a line that is normal to and that extends from the middle spar  118  such that the rear spar  114  is directed toward the middle spar  118  proximate to the inboard end  180  of the torque member  108 . 
     Referring to  FIG. 11 , in an example, the middle spar  118  is oriented at an acute angle relative to a line that is normal to and that extends from the front spar  110  such that the middle spar  118  is directed toward the front spar  110  proximate to the inboard end  180  of the torque member  108 . A first segment  114 A of the rear spar  114  is oriented parallel to the front spar  110 . A second segment  114 B of the rear spar  114  is oriented at an acute angle relative to a line that is normal to and that extends from the middle spar  118  such that the second segment  114 B of the rear spar  114  is directed toward the middle spar  118  proximate to the inboard end  180  of the torque member  108 . 
     In an example, the spars  106  converge toward the leading end  112  of the flap body  164 , as illustrated in  FIGS. 10 and 11 . In some other examples, the spars  106  converge toward the trailing end  116  of the flap body  164 . 
     In an example, the wing flap  100  includes the front spar  110 , the middle spar  118 , and the rear spar  114 . The flap body  164  is partially formed by the front-spar major portion  120 , the middle spar  118 , and the rear-spar major portion  128 . The torque member  108  is partially formed by the front-spar extension portion  122  and the rear-spar extension portion  130 . In an example, the front-spar major portion  120 , the middle spar  118 , and the rear-spar major portion  128  extend between the inboard end  124  and the outboard end  126  of the flap body  164  and the front-spar extension portion  122  and the rear-spar extension portion  130  extend between the outboard end  178  and the inboard end  180  of the torque member  108 . The front spar  110  and the rear spar  114  converge toward one another proximate to the inboard end  180  of the torque member  108 . The front spar  110  and the rear spar  114  converging toward one another reduces the distance between the front spar  110  and the rear spar  114  at the inboard end  124  of the flap body  164  and at the inboard end  180  of the torque member  108 . 
     In an example, the wing flap  100  includes the front spar  110  and the rear spar  114 . The flap body  164  is partially formed by the front-spar major portion  120  and the rear-spar major portion  128 . The torque member  108  is partially formed by the front-spar extension portion  122  and the rear-spar extension portion  130 . In an example, the front-spar major portion  120  and the rear-spar major portion  128  extend between the inboard end  124  and the outboard end  126  of the flap body  164  and the front-spar extension portion  122  and the rear-spar extension portion  130  extend between the outboard end  178  and the inboard end  180  of the torque member  108 . The front spar  110  and the rear spar  114  converge toward one another proximate to the inboard end  180  of the torque member  108 . The front spar  110  and the rear spar  114  converging toward one another reduces the distance between the front spar  110  and the rear spar  114  at the inboard end  124  of the flap body  164  and at the inboard end  180  of the torque member  108 . 
     Referring to  FIG. 12 , in an example, the wing flap  100  includes the front spar  110 , the middle spar  118 , and the rear spar  114 . The flap body  164  is partially formed by the front-spar major portion  120 , the middle-spar major portion  132 , and the rear spar  114 . The torque member  108  is partially formed by the front-spar extension portion  122  and the middle-spar extension portion  134 . In an example, the front-spar major portion  120 , the middle-spar major portion  132 , and the rear spar  114  extend between the inboard end  124  and the outboard end  126  of the flap body  164  and the front-spar extension portion  122  and the middle-spar extension portion  134  extend between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     In an example, the wing flap  100  also includes the extension member  146  that is coupled to the flap body  164  and that is located between the front-spar extension portion  122  of the front spar  110  and the middle-spar extension portion  134  of the middle spar  118 . The torque member  108  is partially formed by the extension member  146 . 
     In an example, the extension member  146  extends outward from the inboard end  124  of the flap body  164  in the inboard direction to the inboard end  180  of the torque member  108 . The extension member  146  is coupled to the flap body  164  in any suitable manner sufficient to transfer actuation forces from the flap support mechanism  212  ( FIG. 1 ) to the flap body  164  via the torque member  108 . 
     In an example, the extension member  146  is coupled to the inboard rib  168  that extends between and that is coupled to the front spar  110  and the middle spar  118 . In an example, the inboard rib  168  includes a stiffener, or flange, that is vertically oriented and that is located on an inboard face of the inboard rib  168 . The extension member  146  is fastened (e.g., bolted) to the stiffener of the inboard rib  168 . Any other suitable joint may be used to couple an outboard end of the extension member  146  to the inboard rib  168 . The extension member  146  and the inboard rib  168  may be formed of any suitable structural material. In an example, one or both of the extension member  146  and the inboard rib  168  are formed of a metallic material. In an example, one or both of the extension member  146  and the inboard rib  168  are formed of a composite material (e.g., carbon fiber reinforced polymer). 
     Referring to  FIG. 13 , in an example, the wing flap  100  includes the front spar  110 , the middle spar  118 , and the rear spar  114 . The flap body  164  is partially formed by the front-spar major portion  120 , the middle-spar major portion  132 , and the rear spar  114 . The torque member  108  is partially formed by the front-spar extension portion  122  and the middle-spar extension portion  134 . In an example, the front-spar major portion  120 , the middle-spar major portion  132 , and the rear spar  114  extend between the inboard end  124  and the outboard end  126  of the flap body  164  and the front-spar extension portion  122  and the middle-spar extension portion  134  extend between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     In an example, the wing flap  100  also includes an extension rib  176  that extends between and that is coupled to the front-spar extension portion  122  of the front spar  110  and the middle-spar extension portion  134  of the middle spar  118 . The torque member  108  is partially formed by the extension rib  176 . 
     In an example, the extension rib  176  is located at any one of various locations between the outboard end  178  and the inboard end  180  of the torque member  108 . The extension rib  176  is configured to redistribute loads between the front-spar extension portion  122  of the front spar  110  and the middle-spar extension portion  134  of the middle spar  118  during actuation of the wing flap  100 . In an example, the extension rib  176  extends between and/or is coupled to the upper skin  102  and/or the lower skin  104 . 
     In an example, the wing flap  100  includes a plurality of extension ribs  176 , as illustrated in  FIG. 13 . In an example, the extension ribs  176  are equally spaced along the torque member  108  between the outboard end  178  and the inboard end  180  of the torque member  108 . The number of extension ribs  176  may vary depending, for example, on the loads applied to the torque member  108 , failsafe requirements of the torque member  108 , and required stiffness of the torque member  108 . In an example, one of the extension ribs  176  is located proximate to the inboard end  180  of the torque member  108 . In an example, at least one other of the extension ribs  176  is located between the outboard end  178  and the inboard end  180  of the torque member  108 , for example, between the one of the extension ribs  176  located at the inboard end  180  of the torque member  108  and the inboard rib  168 . 
     Referring to  FIG. 14 , in an example, the wing flap  100  includes the front spar  110  and the rear spar  114 . The flap body  164  is partially formed by the front-spar major portion  120  and the rear spar  114 . The torque member  108  is partially formed by the front-spar extension portion  122 . In an example, the front-spar major portion  120  and the rear spar  114  extend between the inboard end  124  and the outboard end  126  of the flap body  164  and the front-spar extension portion  122  extends between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     In an example, the wing flap  100  also includes the inboard rib  168  that extends between the front spar  110  and the rear spar  114  at the inboard end  124  of the flap body  164 . In an example, the wing flap  100  also includes the extension member  146  that is coupled to the inboard rib  168 . The torque member  108  is partially formed by the extension member  146 . 
     While not illustrated in  FIG. 14 , in an example, the wing flap  100  also includes at least one extension rib  176  ( FIG. 13 ) that extends between the front-spar extension portion  122  of the front spar  110  and the extension member  146 . The torque member  108  is partially formed by the extension rib  176  and the extension member  146 . 
     Referring to  FIGS. 15-18 , in examples of the disclosed wing flap  100 , the rear spar  114  includes the rear-spar major portion  128  and the rear-spar extension portion  130  that extends coaxially from the rear-spar major portion  128  in the inboard direction. The flap body  164  is partially formed by the rear-spar major portion  128 . The torque member  108  is partially formed by the rear-spar extension portion  130 . In an example, the rear-spar major portion  128  extends between the inboard end  124  and the outboard end  126  of the flap body  164  and the rear-spar extension portion  130  extends between the outboard end  178  and the inboard end  180  of the torque member  108 . Utilization of the rear spar  114  as a common structural member of the wing flap  100  that integrally forms the torque member  108  with the flap body  164  naturally positions the torque member  108  toward or proximate to the trailing end  116  of the flap body  164 . 
     Referring to  FIG. 15 , in an example, the wing flap  100  includes the front spar  110 , the middle spar  118 , and the rear spar  114 . The flap body  164  is partially formed by the rear-spar major portion  128 . The torque member  108  is partially formed by the rear-spar extension portion  130 . In an example, the rear-spar major portion  128  extends between the inboard end  124  and the outboard end  126  of the flap body  164  and the rear-spar extension portion  130  extends between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     In an example, the middle spar  118  includes the middle-spar major portion  132  and the middle-spar extension portion  134  that extends coaxially from the middle-spar major portion  132  in the inboard direction. The flap body  164  is partially formed by the middle-spar major portion  132 . The torque member  108  is partially formed by the middle-spar extension portion  134 . In an example, the middle-spar major portion  132  extends between the inboard end  124  and the outboard end  126  of the flap body  164  and the middle-spar extension portion  134  extends between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     In an example, the front spar  110 , and/or any additional ones of the spars  106 , terminates at the inboard end  124  of the flap body  164 . In an example, the front spar  110  extends between the outboard end  126  and the inboard end  124  of the flap body  164  and terminates at the inboard end  124  of the flap body  164 . The flap body  164  is partially formed by the front spar  110 . 
     In an example, the wing flap  100  also includes one or more of the inboard ribs  168  located at the inboard end  124  of the flap body  164 . In an example, the wing flap  100  includes a first one of the inboard ribs  168  that extends between and that is coupled to the rear spar  114  and the middle spar  118 . For example, the first one of the inboard ribs  168  has one end that is located proximate to a transition of the rear-spar major portion  128  and the rear-spar extension portion  130  and an opposite end that is located proximate to a transition of the middle-spar major portion  132  and the middle-spar extension portion  134 . In an example, the wing flap  100  also includes a second one of the inboard ribs  168  that extends between and that is coupled to the middle spar  118  and the front spar  110 . For example, the second one of the inboard ribs  168  has one end that is located proximate to a transition of the middle-spar major portion  132  and the middle-spar extension portion  134  and an opposite end that is located proximate to a terminal end of the front spar  110  (e.g., at the inboard end  124  of the flap body  164 ). 
     Referring to  FIG. 16 , in an example, the wing flap  100  includes the front spar  110 , the middle spar  118 , and the rear spar  114 . The flap body  164  is partially formed by the rear-spar major portion  128 , the middle-spar major portion  132 , and the front spar  110 . The torque member  108  is partially formed by the rear-spar extension portion  130  and the middle-spar extension portion  134 . In an example, the rear-spar major portion  128 , the middle-spar major portion  132 , and the front spar  110  extend between the inboard end  124  and the outboard end  126  of the flap body  164  and the rear-spar extension portion  130  and the middle-spar extension portion  134  extend between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     In an example, the wing flap  100  also includes the extension member  146  that is coupled to the flap body  164  and that is located between the rear-spar extension portion  130  of the rear spar  114  and the middle-spar extension portion  134  of the middle spar  118 . The torque member  108  is partially formed by the extension member  146 . 
     In an example, the extension member  146  extends outward from the inboard end  124  of the flap body  164  in the inboard direction to the inboard end  180  of the torque member  108 . In an example, the extension member  146  is coupled to the inboard rib  168  that extends between and that is coupled to the rear spar  114  and the middle spar  118 . The extension member  146  is coupled to the flap body  164  in any suitable manner sufficient to transfer actuation forces from the flap support mechanism  212  ( FIG. 1 ) to the flap body  164  via the torque member  108 . 
     Referring to  FIG. 17 , in an example, the wing flap  100  includes the front spar  110 , the middle spar  118 , and the rear spar  114 . The flap body  164  is partially formed by the rear-spar major portion  128 , the middle-spar major portion  132 , and the front spar  110 . The torque member  108  is partially formed by the rear-spar extension portion  130  and the middle-spar extension portion  134 . In an example, the rear-spar major portion  128 , the middle-spar major portion  132 , and the front spar  110  extend between the inboard end  124  and the outboard end  126  of the flap body  164  and the rear-spar extension portion  130  and the middle-spar extension portion  134  extend between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     In an example, the wing flap  100  also includes the extension rib  176  that extends between and that is coupled to the rear-spar extension portion  130  of the rear spar  114  and the middle-spar extension portion  134  of the middle spar  118 . The torque member  108  is partially formed by the extension rib  176 . 
     In an example, the extension rib  176  is located at any one of various locations between the outboard end  178  and the inboard end  180  of the torque member  108 . The extension rib  176  is configured to redistribute loads between the rear-spar extension portion  130  of the rear spar  114  and the middle-spar extension portion  134  of the middle spar  118  during actuation of the wing flap  100 . In an example, the wing flap  100  includes a plurality of extension ribs  176 , as illustrated in  FIG. 17 . In an example, the extension ribs  176  are equally spaced along the torque member  108  between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     Referring to  FIG. 18 , in an example, the wing flap  100  includes the front spar  110  and the rear spar  114 . The flap body  164  is partially formed by the rear-spar major portion  128  and the front spar  110 . The torque member  108  is partially formed by the rear-spar extension portion  130 . In an example, the rear-spar major portion  128  and the front spar  110  extend between the inboard end  124  and the outboard end  126  of the flap body  164  and the rear-spar extension portion  130  extends between the outboard end  178  and the inboard end  180  of the torque member  108 . 
     In an example, the wing flap  100  also includes the inboard rib  168  that extends between the front spar  110  and the rear spar  114  at the inboard end  124  of the flap body  164 . In an example, the wing flap  100  also includes the extension member  146  that is coupled to the inboard rib  168 . The torque member  108  is partially formed by the extension member  146 . 
     While not illustrated in  FIG. 18 , in an example, the wing flap  100  also includes at least one extension rib  176  ( FIG. 17 ) that extends between the rear-spar extension portion  130  of the rear spar  114  and the extension member  146 . The torque member  108  is partially formed by the extension rib  176  and the extension member  146 . 
     In the examples shown in  FIGS. 9,12, and 13 , the front-spar extension portion  122  of the front spar  110  forms the front wall  156  ( FIG. 3 ) of the torque member  108  and the middle-spar extension portion  134  of the middle spar  118  forms the rear wall  158  ( FIG. 3 ) of the torque member  108 . In the examples shown in  FIGS. 10 and 11 , the front-spar extension portion  122  of the front spar  110  forms the front wall  156  of the torque member  108  and rear-spar extension portion  130  of the rear spar  114  forms the rear wall  158  of the torque member  108 . In the example shown in  FIG. 14 , the front-spar extension portion  122  of the front spar  110  forms the front wall  156  of the torque member  108  and the extension member  146  forms the rear wall  158  of the torque member  108 . 
     In the examples shown in  FIGS. 15-17 , the rear-spar extension portion  130  of the rear spar  114  forms the rear wall  158  ( FIG. 3 ) of the torque member  108  and the middle-spar extension portion  134  of the middle spar  118  forms the front wall  156  ( FIG. 3 ) of the torque member  108 . In the example shown in  FIG. 18 , the rear-spar extension portion  130  of the rear spar  114  forms the rear wall  158  of the torque member  108  and the extension member  146  forms the front wall  156  of the torque member  108 . 
     In the examples shown in  FIGS. 9-18 , the skin extension portion  154  of the upper skin  102  (not visible), also referred to as upper-skin extension portion, forms the upper wall  160  ( FIG. 3 ) of the torque member  108  and the skin extension portion  154  of the lower skin  104 , also referred to as lower-skin extension portion, forms the lower wall  162  of the torque member  108 . The skin major portion  152  of the upper skin  102 , also referred to as upper-skin major portion, forms an upper skin panel of the flap body  164  and the skin major portion  152  of the lower skin  104 , also referred to as lower-skin major portion, forms a lower skin panel of the flap body  164 . 
     Referring to  FIG. 19 , in an example, one or both of the upper skin  102  and/or the lower skin  104  partially form only the flap body  164 . In an example, one or both of the upper skin  102  and/or the lower skin  104  extends between the outboard end  126  and the inboard end  124  of the flap body  164  and terminates at the inboard end  124  of the flap body  164 . 
     In an example, the wing flap  100  also includes an upper-skin extension member  194  that takes the place of the upper-skin extension portion. In an example, the upper-skin extension member  194  extends between the inboard end  180  and the outboard end  178  of the torque member  108  and is coupled to the spar extension portion  150  of at least one of the spars  106 , for example, an adjacent pair of the spars  106  or the spar  106  and the extension member  146 . The torque member  108  is partially formed by the upper-skin extension member  194 . 
     In an example, the wing flap  100  also includes a lower-skin extension member  196  that takes the place of the lower-skin extension portion. In an example, the lower-skin extension member  196  extends between the inboard end  180  and the outboard end  178  of the torque member  108  and is coupled to the spar extension portion  150  of at least one of the spars  106 , for example, an adjacent pair of the spars  106  or the spar  106  and the extension member  146 . The torque member  108  is partially formed by the lower-skin extension member  196 . 
     In the illustrated examples, the skin extension portion  154  of the upper skin  102  and the lower skin  104 , the upper-skin extension member  194 , and the lower-skin extension member  196  extend all the way to and terminate at the inboard end  180  of the torque member  108 . In other examples, one or more of the skin extension portion  154  of the upper skin  102  and the lower skin  104 , the upper-skin extension member  194 , and/or the lower-skin extension member  196  terminates prior to the inboard end  180  of the torque member  108 . In an example, the skin extension portion  154  of the upper skin  102  and the lower skin  104 , the upper-skin extension member  194 , and/or the lower-skin extension member  196  extends at least to a point on the torque member  108  in which the torque member  108  enters the fuselage  202  through the opening  206  ( FIG. 4 ). 
     In some aerospace implementations, failsafe measures may be beneficial to ensure continued safe flight and landing. An example of a failsafe measure is to have a redundant load path that is not utilized until failure of a primary load path. Another example of a failsafe measure is to have two or more load paths in which failure of any one of the load paths redistributes the load to another one of the load paths, each of which is capable of reacting to the entire load. Another example of a failsafe measure is to have adequate reserve loading capability in each of the structural members defining a given load path such that the load path is capable to react to the entire load after failure, damage, or other impairment to one of the structural members. 
     In some examples, such as the illustrative examples shown in  FIGS. 10-12 and 16 , the torque member  108  of the disclosed wing flap  100  includes a failsafe configuration. In an example, the spar extension portion  150  of two adjacent spars  106  may form redundant load paths. In an example, the extension member  146  and the spar extension portion  150  of an adjacent spar  106  may form redundant load paths. In an example ( FIGS. 10 and 11 ), the front-spar extension portion  122  and the middle-spar extension portion  134  define a first load path, the middle-spar extension portion  134  and the rear-spar extension portion  130  define a second load path, and the front-spar extension portion  122  and the rear-spar extension portion  130  define a third load path. In an example ( FIG. 12 ), the front-spar extension portion  122  and the extension member  146  define a first load path, the extension member  146  and the rear-spar extension portion  130  define a second load path, and the front-spar extension portion  122  and the rear-spar extension portion  130  define a third load path. In an example ( FIG. 16 ), the middle-spar extension portion  134  and the extension member  146  define a first load path, the extension member  146  and the rear-spar extension portion  130  define a second load path, and the middle-spar extension portion  134  and the rear-spar extension portion  130  define a third load path. In these examples, each one of the load paths is capable of reacting to the entire load applied to the wing flap  100  and a failure in one of the load paths (e.g., resulting from damage to one of the spars  106 ) may be redistributed to the other load path. In an example, one of the redundant load paths is loaded and another one of the redundant load paths is unloaded. Upon a failure in the loaded load path, the load is distributed to the unloaded load path. In an example, each one of the redundant load paths is loaded and either one of the loaded load paths is capable of reacting to the entire load upon failure of the other. 
     In some examples, such as the illustrative examples shown in  FIGS. 9, 13-15, 17 , and  18 , the torque member  108  of the disclosed wing flap  100  may also include a failsafe configuration. In an example, the spar extension portion  150  of each one of the spars  106  has a reserve loading capacity that exceeds the entire load applied to the wing flap  100 . In an example, the spar extension portion  150  of the spar  106  and the extension member  146  each has a reserve loading capacity that exceeds the entire load applied to the wing flap  100 . In an example ( FIGS. 9 and 13 ), the front-spar extension portion  122  and the middle-spar extension portion  134  define the load path and each one of the front-spar extension portion  122  and the middle-spar extension portion  134  has a reserve loading capacity that exceeds the entire load applied to the wing flap  100 . In an example ( FIGS. 15 and 17 ), the middle-spar extension portion  134  and the rear-spar extension portion  130  define the load path and each one of the middle-spar extension portion  134  and the rear-spar extension portion  130  has a reserve loading capacity that exceeds the entire load applied to the wing flap  100 . In an example ( FIG. 14 ), the front-spar extension portion  122  and the extension member  146  define the load path and each one of the front-spar extension portion  122  and the extension member  146  has a reserve loading capacity that exceeds the entire load applied to the wing flap  100 . In an example ( FIG. 18 ), the rear-spar extension portion  130  and the extension member  146  define the load path and each one of the rear-spar extension portion  130  and the extension member  146  has a reserve loading capacity that exceeds the entire load applied to the wing flap  100 . 
     Referring to  FIG. 20 , also disclosed is an example method  1000 . In an example, the method  1000  is utilized for forming the wing flap  100 . In an example, the method  1000  includes a step of integrally forming the torque member  108  with at least a portion of the flap body  164  to form the wing flap  100  (Block  1002 ). The flap body  164  is configured to be movably coupled with the wing  214  of the aircraft  200 . The torque member  108  is configured to be operatively coupled with the flap actuator  260  of the aircraft  200 . 
     In an example, the method  1000  includes a step of providing the lower skin  104 , the upper skin  102 , and the plurality of spars  106  (Block  1004 ). As used herein, the term “providing” does not require any particular delivery or receipt of the provided item. Rather, the term “providing” is used to refer to items that are available for use or that are otherwise in a state or condition of being ready for use. At least one of the plurality of spars  106  includes the spar major portion  148  and the spar extension portion  150  that extends from the spar major portion  148 . 
     In an example, the method  1000  includes a step of joining the lower skin  104 , the upper skin  102 , and the plurality of spars  106  together (Block  1006 ). Various methods or operations may be utilized to join the lower skin  104 , the upper skin  102 , and the plurality of spars  106  including, but not limited to, fastening, co-curing, bonding, or combinations thereof. 
     In an example, the method  1000  includes steps of partially forming the flap body  164  with the spar major portion  148  of a first one of the plurality of spars  106  (Block  1008 ) and partially forming the torque member  108  with the spar extension portion  105  of the first one of the plurality of spars  106  (Block  1010 ). 
     In an example, the method  1000  includes steps of partially forming the flap body  164  with the spar major portion  148  of a second one of the plurality of spars  106  (Block  1012 ) and partially forming the torque member  108  with the spar extension portion  150  of the second one of the plurality of spars  106  (Block  1014 ). Alternatively, the method  10000  includes steps of partially forming the flap body  164  with a third one of the plurality of spars  106  (Block  1016 ) and partially forming the torque member  108  with the extension member  146  that is coupled to the flap body  164  (Block  1020 ). In an example, the method  1000  includes a step of partially forming the flap body  164  with a fourth one of the plurality of spars  106 . 
     In an example, the method  1000  includes steps of partially forming the flap body  164  with the skin major portion  152  of the upper skin  102  (Block  1022 ) and partially forming the torque member  108  with the skin extension portion  154  of the upper skin  102  (Block  1024 ). Alternatively, the method  1000  includes steps of partially forming the flap body  164  with the upper skin  102  (Block  1026 ) and partially forming the torque member  108  with the upper-skin extension member  194  (Block  1028 ). 
     In an example, the method  1000  includes steps of partially forming the flap body  164  with the skin major portion  152  of the lower skin  104  (Block  1030 ) and partially forming the torque member  108  with the skin extension portion  154  of the lower skin  104  (Block  1032 ). Alternatively, the method  1000  includes steps of partially forming the flap body  164  with the lower skin  104  (Block  1034 ) and partially forming the torque member  108  with the lower-skin extension member  196  (Block  1036 ). 
     In an example, the method  1000  is further utilized for forming the wing  214  of the aircraft  200 . In an example, the method  1000  includes a step of movably coupling the flap body  164  of the wing flap  100  to the wing body  258  of the wing  214  at the trailing edge  242  of the wing  214  (Block  1038 ). In accordance with the method  1000 , the wing flap  100  may be coupled to the wing  214  during manufacture of the wing  214 . Alternatively, in accordance with the method  1000 , a conventional inboard flap of the aircraft  200  may be replaced with the wing flap  100 , such as during maintenance or repair of the aircraft  200 . 
     In an example, the method  1000  is further utilized for forming the aircraft  200 . In an example, the method  1000  includes a step of coupling the wing  214  to the fuselage  202  of the aircraft  200  (Block  1040 ). In an example, the method  1000  includes a step of operatively coupling the inboard end  180  of the torque member  108  with the flap actuator  260  (Block  1042 ). In an example, the torque member  108  extends into the fuselage  202  through the opening  206  in the fuselage  202 . 
     In an example, the method  1000  is also utilized for operating the wing flap  100 . In an example, the method  1000  includes a step of actuating the wing flap  100  between the raised and lowered positions (Block  1044 ). In an example, the flap actuator  260  pivots and/or translates the flap body  164  of the wing flap  100  relative to the wing  214  via the torque member  108 . 
     Examples of the wing flap  100  and method  1000  disclosed herein may find use in a variety of potential applications, particularly in the transportation industry, including for example, aerospace applications. Referring now to  FIGS. 1 and 21 , examples of the wing flap  100  and method  1000  may be used in the context of an aircraft manufacturing and service method  1100 , as shown in the flow diagram of  FIG. 21 , and the aircraft  200 , as shown in  FIG. 1 . Aircraft applications of the disclosed examples may include formation of the wing flap  100  and use of the wing flap  100  as a flight control surface of the aircraft  200 . 
     As shown in  FIG. 21 , during pre-production, the illustrative method  1100  may include specification and design of the aircraft  200  (Block  1102 ) and material procurement (Block  1104 ). During production of the aircraft  200 , component and subassembly manufacturing (Block  1106 ) and system integration (Block  1108 ) of the aircraft  200  may take place. Thereafter, the aircraft  200  may go through certification and delivery (Block  1110 ) to be placed in service (Block  1112 ). The disclosed wing flap  100  and method  1000  may form a portion of component and subassembly manufacturing (Block  1106 ) and/or system integration (Block  1108 ). Routine maintenance and service (Block  1114 ) may include modification, reconfiguration, refurbishment, etc. of one or more systems of the aircraft  200 , such as repair and/or replacement of inboard wing flaps. 
     Each of the processes of illustrative method may be performed or carried out by a system integrator, a third party, and/or an operator (e.g., a customer). For the purposes of this description, a system integrator may include, without limitation, any number of aircraft manufacturers and major-system subcontractors; a third party may include, without limitation, any number of vendors, subcontractors, and suppliers; and an operator may be an airline, leasing company, military entity, service organization, and so on. 
     Examples of the wing flap  100  and method  1000  shown or described herein may be employed during any one or more of the stages of the manufacturing and service method  1100  shown in the flow diagram illustrated by  FIG. 21 . For example, components or subassemblies, such as the wing flap  100  or the wing  214 , corresponding to component and subassembly manufacturing (Block  1106 ) may be fabricated or manufactured in a manner similar to components or subassemblies produced while the aircraft  200  is in service (Block  1112 ). Also, one or more examples of the wing flap  100 , method  1000 , or combinations thereof may be utilized during system integration (Block  1108 ) and/or certification and delivery (Block  1110 ). Similarly, one or more examples of the wing flap  100 , method  1000 , or a combination thereof, may be utilized, for example and without limitation, while the aircraft  200  is in service (Block  1112 ) and during maintenance and service (Block  1114 ). 
     Although an aerospace example is shown, the principles disclosed herein may be applied to other industries, such as the automotive industry. Accordingly, in addition to aircraft, the principles disclosed herein may apply to other vehicles, (e.g., land vehicles, marine vehicles, space vehicles, etc.). 
     Reference herein to “example” means that one or more feature, structure, element, component, characteristic and/or operational step described in connection with the example is included in at least one embodiment and or implementation of the subject matter according to the present disclosure. Thus, the phrase “an example” and similar language throughout the present disclosure may, but do not necessarily, refer to the same example. Further, the subject matter characterizing any one example may, but does not necessarily, include the subject matter characterizing any other example. 
     As used herein, a system, apparatus, structure, article, element, component, or hardware “configured to” perform a specified function is indeed capable of performing the specified function without any alteration, rather than merely having potential to perform the specified function after further modification. In other words, the system, apparatus, structure, article, element, component, or hardware “configured to” perform a specified function is specifically selected, created, implemented, utilized, programmed, and/or designed for the purpose of performing the specified function. As used herein, “configured to” denotes existing characteristics of a system, apparatus, structure, article, element, component, or hardware that enable the system, apparatus, structure, article, element, component, or hardware to perform the specified function without further modification. For purposes of this disclosure, a system, apparatus, structure, article, element, component, or hardware described as being “configured to” perform a particular function may additionally or alternatively be described as being “adapted to” and/or as being “operative to” perform that function. 
     Unless otherwise indicated, the terms “first”, “second”, etc. are used herein merely as labels, and are not intended to impose ordinal, positional, or hierarchical requirements on the items to which these terms refer. Moreover, reference to a “second” item does not require or preclude the existence of lower-numbered item (e.g., a “first” item) and/or a higher-numbered item (e.g., a “third” item). 
     As used herein, “coupled”, “coupling”, and similar terms refer to two or more elements that are joined, linked, fastened, connected, put in communication, or otherwise associated (e.g., mechanically, electrically, fluidly, optically, electromagnetically) with one another. In various examples, the elements may be associated directly or indirectly. As an example, element A may be directly associated with element B. As another example, element A may be indirectly associated with element B, for example, via another element C. It will be understood that not all associations among the various disclosed elements are necessarily represented. Accordingly, couplings other than those depicted in the figures may also exist. 
     As used herein, the phrase “at least one of”, when used with a list of items, means different combinations of one or more of the listed items may be used and only one of each item in the list may be needed. For example, “at least one of item A, item B, and item C” may include, without limitation, item A or item A and item B. This example also may include item A, item B, and item C, or item B and item C. In other examples, “at least one of” may be, for example, without limitation, two of item A, one of item B, and ten of item C; four of item B and seven of item C; and other suitable combinations. 
     In  FIGS. 20 and 21 , referred to above, the blocks may represent operations and/or portions thereof and lines connecting the various blocks do not imply any particular order or dependency of the operations or portions thereof. Blocks represented by dashed lines indicate alternative operations and/or portions thereof. Dashed lines, if any, connecting the various blocks represent alternative dependencies of the operations or portions thereof. It will be understood that not all dependencies among the various disclosed operations are necessarily represented.  FIGS. 20 and 21  and the accompanying disclosure describing the operations of the disclosed methods set forth herein should not be interpreted as necessarily determining a sequence in which the operations are to be performed. Rather, although one illustrative order is indicated, it is to be understood that the sequence of the operations may be modified when appropriate. Accordingly, modifications, additions and/or omissions may be made to the operations illustrated and certain operations may be performed in a different order or simultaneously. Additionally, those skilled in the art will appreciate that not all operations described need be performed. 
     Although various embodiments and/or examples of the disclosed antenna, aerospace vehicle and method have been shown and described, modifications may occur to those skilled in the art upon reading the specification. The present application includes such modifications and is limited only by the scope of the claims.