Patent ID: 12252238

DETAILED DESCRIPTION

The illustrative embodiments recognize and take into account one or more different considerations. A vehicle in motion through a fluid may have surfaces configured to control a flow of the fluid over and/or around the vehicle in a manner that generates forces that control a motion of the vehicle. Aircraft components may produce lift and drag. As a non-limiting example, the illustrative embodiments recognize and take into account that reducing a value of aerodynamic drag (drag for short) for any component of an aircraft may increase the fuel efficiency of the aircraft. A lift producing component may produce an induced drag due to lift production and a profile drag due to the profile (also known as a shape, a size, or a form) of the component. Generally, the amount of profile drag a component produces increases as the airspeed of the aircraft increases. Therefore, to lower profile drag contributed by a component of the aircraft it may be desirable to reduce a size of a component, such as without limitation a wing and/or flap of the aircraft.

Without limitation, reducing a cost can include reducing a cost to manufacture, maintain, retrofit, and/or operate the vehicle. Without limitation, improving the performance of the vehicle can include an improvement in at least maneuverability, stability, responsiveness, efficiency, and/or an increase in reliability for the vehicle and/or a component thereof. Without limitation, improving the efficiency of the vehicle may include reducing a weight and/or a drag of the vehicle, and/or improving

To reduce profile drag for aircraft designed to fly at higher airspeeds such as without limitation, transonic speeds, it is desirable to reduce a thickness of the wing. Currently, reduction in wing thickness may be limited by a size of flap needed to provide adequate takeoff and landing performance for an aircraft, particularly for large transport aircraft.

Reducing a size of an aircraft component may also reduce a weight of the component and thus reduce a weight of the aircraft. Reducing the weight of the aircraft may increase the fuel efficiency of the aircraft. Thus, it may be desirable, for any particular aircraft model to reduce a size and/or weight of a wing and/or flap system, and thereby reduce the drag and increase fuel efficiency of the aircraft. As used herein, a particular aircraft model may refer to a particular aircraft type, such as without limitation a B777, or to a particular series of a type aircraft, such as without limitation B777-300, or to a generation of an aircraft design, such as without limitation, the B737 MAX.

The illustrative embodiments also recognize and take into considerations, that sizing requirements for a flap system may be impacted at least by a size of a wing and an expected operating speed of an aircraft. The requirements may be driven by an airspeed near, at, or above a transonic region. Thus, at least as explained herein, a size and/or shape (also known as form or profile) as well as the weight of a flap system may create technical inefficiencies at least of increased drag and fuel consumption of the aircraft in flight, and particularly so at higher airspeeds.

Additionally, the illustrative embodiments recognize and take into account that fly-by wire control systems using buses, such as those used in computers, are becoming more common in aircraft. For example, special flight control programs in a computer processor may send commands to special actuator control programs in processors that control devices in the aircraft. Actuator control programs may control, for example, a flight control surface, an engine, or some other suitable device in the aircraft that may affect a change a lift and/or a drag of an aircraft.

Thus, embodiments illustrated herein improve a process, machine, manufacture, and/or composition of matter for controlling a lift and/or a drag for an aircraft and/or a flap system thereon provide the technical effect of improving responsiveness, efficiency, and/or reliability for the vehicle. Moreover, the illustrative embodiments provide a method and apparatus for controlling flight control surfaces and thus a lift and a drag on an aircraft. Such methods and apparatus may include a data bus system, and actuator control programs and/or flight control programs specially programmed in processors. A data bus system may be located in an aircraft. The actuator control programs may be in communication with the data bus system.

An actuator control program may control positioning of a group of flight control surfaces on the aircraft using commands on the data bus system that are directed to the actuator control program. Control of flight control actuators may be commanded by a flight control system that may contain flight control programs that may be connected to the data bus system.

The flight control programs may generate and send the commands onto the bus system to control the flight control surfaces on the aircraft. The commands for a flight control surface may be directed towards a group of actuator control programs on processors assigned to the actuators of the flight control surfaces.

A “group of,” as used herein with reference to items, means one or more items. For example, a “group of actuator control modules” is one or more actuator control modules.

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. In other words, at least one of means any combination of items and number of items may be used from the list but not all of the items in the list are required. The item may be a particular object, thing, or a category.

For example, without limitation, “at least one of item A, item B, or item C” may include item A, item A and item B, or item B. This example also may include item A, item B, and item C or item B and item C. Of course, any combinations of these items may be present. 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; or other suitable combinations.

With reference now to the figures, and in particular, with reference toFIG.1, an illustration of a perspective view of an aircraft with a flap is depicted in accordance with an illustrative embodiment. In this illustrative example, aircraft100is shown with wings102that have flaps104attached to trailing edges106of wings102. Trailing edges106of wings102are edges of wings102closest to tail108of aircraft100.

Forces generated by flaps104may produce a lift and a drag for aircraft100. Current flap systems typically include a large activation screw housed in pylons110attached beneath wings102of aircraft100, respectively for each flap of flaps104. Operation of flaps104may be directed and/or coordinated by flight control computer112.

A large activation screw housed in pylon110may be commanded by actuators to extend and/or retract flaps104from a position flush with a trailing edge of trailing edges106a wing of wings102. Each wing of wings102will include at least one flap of flaps104located along a trailing edge of trailing edges106.

With reference toFIG.2, an illustration of a flap, flap actuators, and attachment anchors, for the flap in a fully retracted position is depicted in accordance with an illustrative embodiment. In this illustrative example, flap200represents a non-limiting embodiment of one of flaps104on aircraft100as shown inFIG.1. Flap200shown is not meant to be limiting, but is representative of any of flaps104on aircraft100. One of ordinary skill in the art recognizes that without limitation, a specific curvature, span, and/or other particular characteristics of a flap on wings102may vary depending upon a location of flap200along a span of wings102and/or a type for aircraft100. Specifically, flap200(may be referred to as an airfoil and/or a foil) is shown in a fully retracted position with: upper surface202, lower surface204, leading edge206, trailing edge208, inboard edge210, outboard edge212, track housing214with opening216in leading edge206, foil clevis218that extends below lower surface204of flap200, and track housing220with opening222and foil clevis224that extends below lower surface204of flap200. Herein, inboard refers as closest to a body of a vehicle, such as without limitation, closest to a fuselage/airframe of aircraft100. Fully retracted position shown inFIG.2is defined by flap200being in its closest position to spar254of wing246because actuator226and actuator230are both at retracted to their shortest length.

Actuator226connects to foil clevis218and to anchor plate228. Actuator230connects to foil clevis224and to anchor plate232. Track housing lug234extends from opening216. Track housing lug236extends from opening222.

Anchor plate228also attaches to track238. Anchor plate232also attaches to track240. Anchor plate228and anchor plate232are each shown with a height that fits between upper skin242and lower skin244of wing246(shown in dashed/cutaway portion). Anchor plate228and anchor plate232are each shown as configured to conform with and attached to spar254at aft end (nearest tail108of aircraft100) within wing246between upper skin242and lower skin244.

Strut248connects to anchor plate228and to track238. Strut250connects to anchor plate232and to track240. Strut248and/or strut250may each be configured to resist either and/or both compressive and/or tensile forces generated between track238and/or track240and anchor plate228and/or anchor plate232. Strut248and/or strut250may each be a formed of many members formed as a single forged unit or as connected members. Items other than flap200and wing246may be collectively referred to as flap mounting and actuation system252.

Extension and/or retraction of actuator226and actuator230may be controlled by flight control computer112. Flight control computer112may be configured to activate in coordination with each other actuator226and actuator230. Actuator226and actuator230may have similar or distinct mechanisms and/or power sources. Without limitation, actuator226and actuator230may be pistons that extend and retract under hydraulic power, electric power, pneumatic power, and/or other means of pushing foil clevis218and foil clevis224, respectively away from and pulling foil clevis218and foil clevis224, respectively toward wing246.

Track housing214is shown with slot256open in upper surface202. Slot256may be an opening in upper surface202that extends any distance above track housing214when (as further described below) a desired thickness for flap200would conflict with a movement of flap200along track238.FIG.2does not intend to show that slot256must be present.FIG.2does not intend to show that slot256can only be present near an outboard edge212of flap200.FIG.2does not intend to show that slot256can only be present above track housing214, and not above track housing220. In other words, (as further described below) because of the technological benefits provided by actuation system252and associated flap200, flap200may be designed with a thickness that allows slot256to be present in upper surface202of flap200wherever desired to provide for of flap200without conflict with any component of actuation system252.

Further, one of ordinary skill in the art recognizes thatFIG.2shows only a single flap200of flaps104for aircraft100. Flight control computer112for aircraft100may without limitation be configured to activate in coordination or separately, each individual flap of flaps104. Hence, novel machine and process embodiments herein may be activated to control lift and drag generated by each flap of flaps104to produce a desired performance of aircraft100. Hence, while novel machine and process embodiments herein may be incorporated into new aircraft designs with flight deck controls and/or indications tailored thereto, they may also be retrofit onto existing aircraft and controlled by existing flight control computers with slight modifications using existing flight deck controls and/or indications on currently existing aircraft. No modifications are needed to existing flight deck controls and/or indications on currently existing aircraft if an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10is retrofit on to the currently existing aircraft.

Hence, activation of flaps104by a flight control system of aircraft100may be controlled by inputs from an aircraft operator and/or may be dynamic, and driven by determinations from a scheduler within flight control computer112based upon conditions input to the scheduler. Thus, as a non-limiting example, degrees of extension of any individual flap may be scheduled to vary as an airspeed of aircraft100changes. flight control computer112may also have an algorithm/filter that functions dynamically in real-time, such that acceptable ranges for any individual condition input and/or output may change dependent upon a current value of other conditions input to the filter. The filter may be configured as program code stored in a processor.

Flight control computer112may process control of flaps104via hardware, a specially programed code in a processor, ACSI circuits, and other equipment and methods and/or combinations thereof. In an embodiment, a filter may be within a flight control computer in communication with flaps104. In an embodiment, the filter may each be a partition within flight control computer112.

With reference now toFIG.3.FIG.3is an illustration of a perspective view of: a flap, flap actuators, and attachment anchors, for the flap in an initially extended position depicted in accordance with an illustrative embodiment. All of the same item numbering present inFIG.2may be considered present and applicable to similar elements inFIG.3andFIG.4, but some item numbers fromFIG.2may be left off inFIG.3andFIG.4to emphasize the item numbers shown inFIG.3andFIG.4.

Arrow302shows a direction of extension of flap200when actuator226and actuator230extend to move flap200along track238and track240respectively away from wing246. It is significant that initial movement of flap200is along, an extension of chord line304of wing246. An initial path of extension of flap200may be essentially parallel to chord line304of wing246.

One of ordinary skill in the art recognizes that initial extension of flap200as shown inFIG.3essentially increases a length of an effective chord of the combination of wing246and flap200without significantly increasing a camber of the combination of wing246and flap200. Hence, one of ordinary skill in the art recognizes that initial extension of flap200as shown inFIG.3essentially increases a lift value for the combination of wing246and flap200without significantly increasing a drag value for the combination of wing246and flap200. Accordingly, initial extension of flap200produces a technological benefit of a significant increase in a lift-over-drag ratio for the combination of wing246and flap200.

With reference now toFIG.4,FIG.4is an illustration of a perspective view of: a flap, flap actuators, and attachment anchors, for the flap in a fully extended position depicted in accordance with an illustrative embodiment.FIG.4shows actuator226and actuator230each fully extended, and flap200moved aft in track238and track240to a fully extended position. In addition to the fully extended position shown inFIG.4, actuator226and actuator230may be controlled to extend flap200to any position between a fully retracted position as shown inFIG.2, and a fully extended position as shown inFIG.4. Extending actuator226and actuator230to their full length, moves flap200along track238and track240to a fully extended position of flap200.

Line402indicates that when flap200is in fully extended position as shown inFIG.4, that an effective camber of the combination of wing246and flap200significantly increases over an effective camber of the combination of wing246and flap200as shown for flap200in a fully retracted as shown inFIG.2or an initially extended position as shown inFIG.3. The increased effective camber indicated by line402will increase lift produced by the combination of wing246and flap200. The increased effective camber indicated by line402will also significantly increase induced drag and profile drag for the combination of wing246and flap200as compared to the initially extended position shown inFIG.3, and even more so as compared to the fully retracted position shown inFIG.2.

Line404indicates that flap200in fully extended position as shown inFIG.4does lengthen an effective chord of the combination of wing246and flap200over an effective chord of the combination of wing246and flap200as shown for flap200in an initially extended position as inFIG.3. An increase in a length of the effective chord of the combination of wing246and flap200also provides an increase in the lift produced by the combination of wing246and flap200.

With reference now toFIG.5A,FIG.5Ais an illustration of a perspective view of a flap mounting and actuation system depicted in accordance will an illustrative embodiment.FIG.5Apresents a closer view representing a portion of flap mounting and actuation system252introduced inFIG.2. Depictions and discussion of actuator226, track238, and anchor plate228shown inFIGS.5A and5Bfor apply as well for actuator230, track240, and anchor plate232shown at least inFIG.2.

Anchor plate228has foil side502and spar side504. Anchor clevis506, track lug508, strut lug510, and strut lug512each extend from foil side502of anchor plate228. Actuator226connects to anchor plate228at anchor clevis506.

Piston514is configured to extend and retract from actuator226. Piston lug516is sized to rotatably mate with foil clevis218(not shown inFIG.5A). One of ordinary skill in the art recognizes that actuator may have a mechanism other than piston226that extends and retracts piston lug516away from and toward anchor plate228. Piston lug516is representative of any device that connects actuator226to foil clevis218.

Strut248connects to strut lug510with strut clevis518and may also connect to strut lug512with strut clevis520. End of strut248with strut clevis520and/or strut clevis518may be referred to as anchor end of strut248. Strut clevis522attaches onto track238at track pin524and an identical track pin540(shown inFIG.5B) on other side (outboard side shown inFIG.5B) of track238. End of strut248with strut clevis522may be referred to as a track end of strut248. As shown at least inFIG.5B, anchor end of strut248may be broader than track end of strut248.

Alternatively, track248may be connected to anchor plate228and braced by a strut248configured as a single beam (not shown) that connects to strut lug510. In such a configuration, anchor plate228may lack strut lug512.

Track238has bracket portion526and dual channel portion528. Dual channel portion528has inboard channel530on side of track238that faces toward actuator226and outboard channel532on side of track238that faces away from actuator226. Dual channel portion528may have an initial extension section534that has a slight curvature, and full extension section536that has a greater and opposite curvature from initial extension section534. Track clevis538is located on bracket portion526at forward end of track238and connects to track lug508. End of track238mounted closest to spar254in wing246on anchor plate228pay be referred to as the forward end of track238.

Track238may be a single continuous element with a reversing curved shape. Curved shape of track238provides a necessary Fowler motion and rotation for an extension of flap200to provide wing246and aircraft100desired takeoff and landing performance characteristics. One of ordinary skill in the art recognizes that the length and curvature of each portion of track238may be adjusted in design to meet specific performance characteristics for a least a lift and a drag produced by flap200at each point of extension and retraction along track238. Track238may be configured to support loads in tension and/or compression. Without limitation, track238may be forged of hardened iron and nickel based alloy 4330 steel.

With reference now toFIG.5B,FIG.5Bis an illustration of an alternate perspective view of a flap mounting and actuation system depicted in accordance will an illustrative embodiment.FIG.5Bshows an alternate perspective view of a flap mounting and actuation system as depicted inFIG.5A. Numbering inFIG.5Amay be considered applicable (although not shown to emphasize numbering shown onFIG.5B) and present as well to similar elements shown inFIG.5B.FIG.5Badds track pin540on side of bracket portion526of track238that faces away from actuator226. Divider542that separates inboard channel530from outboard channel532in dual channel portion528of track238is also noted. Both inboard channel530from outboard channel532are not sealed off at aft end544of track238, but rather are opened. Opened channels at aft end544of track238reduces the weight of track238and eases mounting flap200onto track238.

Strut248need not be formed exactly as shown inFIG.5B, but is representative of a strut configured to make the connections shown between track238and anchor plate228such that compression and tension loads therebetween may be sustained.

With reference now toFIG.6,FIG.6is an illustration of a perspective view of a track housing within a flap depicted in accordance with an illustrative embodiment.FIG.6is a zoomed in view on a portion of flap200as shown inFIG.2.FIG.6may be considered as representative of track housing214or track housing220in flap200as shown inFIG.2. For simplicity,FIG.6refers only to track housing220.

Opening222in leading edge206of flap200is shown just inboard of foil clevis224that extends below lower surface204of flap200. Roller602can be seen mounted on cantilever604that extends from track housing lug606that extends out from inboard side608of track housing220through opening222and forward of leading edge206of flap200. Roller610is mounted on track housing lug236that extends from outboard side612of track housing220on a (not shown) cantilever similar to cantilever604. Exit hole614in lower surface204allows track240(not shown inFIG.6) to extend below lower surface204of flap200.

With reference now toFIG.7A,FIG.7Ais an illustration of an alternate perspective view of a track housing within a flap depicted in accordance with an illustrative embodiment.FIG.7Ais a zoomed in view on a portion of flap200as shown inFIG.2andFIG.6.FIG.7Amay be considered as representative of track housing214or track housing220in flap200as shown inFIG.2. For simplicity,FIG.7Arefers only to track housing220.FIG.7Ais a view into track housing220through opening222of leading edge206of flap200. Exit hole614through lower surface204of flap200is shown at aft end of track housing220. Roller602is mounted on cantilever604that extends from track housing lug606that extends out from inboard side608of track housing220through opening222and forward of leading edge206of flap200. Roller610is mounted on cantilever702that extends from track housing lug236that extends from outboard side612of track housing220through opening222and forward of leading edge206of flap200. Cantilever704extends from inboard side608within track housing220closer to exit hole614. Roller706is mounted on cantilever704. Cantilever708extends from outboard side612within track housing220closer to exit hole614. Roller710is mounted on cantilever704on outboard side612of track housing220. Foil clevis224extends from lower surface204of flap200inboard of track housing lug606without actuator230connected.

With reference now toFIG.7B,FIG.7Bis an illustration of a perspective view of a track housing within a flap with a track engaged therewith, depicted in accordance with an illustrative embodiment.FIG.7Bis a zoomed in view on a portion of flap200as shown inFIGS.2,6, and7A. Numbering inFIG.7Amay be considered applicable (although not shown to emphasize numbering shown onFIG.7B) and present as well for similar elements shown inFIG.7B.

FIG.7Bmay be considered as representative of track housing214or track housing220in flap200as shown inFIG.2. For simplicity,FIG.7Arefers only to track housing220.FIG.7Ais a view into track housing220through opening222of leading edge206of flap200. Exit hole614through lower surface204of flap200is shown at aft end of track housing220. Inboard track channel530can be seen engaging with and guided by roller602and roller706. Outboard track channel532can be seen engaging with and guided by roller610and710. Foil clevis224extends from lower surface204of flap200inboard of track housing lug606without actuator230connected.

With reference now toFIG.8A,FIG.8Ais an illustration of a cross section view of a track housing within a flap depicted in accordance with an illustrative embodiment. Exit hole614through lower surface204of flap200is shown at aft end of track housing220, closest to trailing edge208of flap200. Roller602is mounted on cantilever604that extends from track housing lug606that extends out from inboard side608of track housing220through opening222and forward of leading edge206of flap200. Cantilever704extends from inboard side608within track housing220closer to exit hole614. Roller706is mounted on cantilever704. Foil clevis224extends from lower surface204of flap200inboard of track housing lug606.

With reference now toFIG.8B,FIG.8Bis an illustration of a cross section view of a track in a track housing within a flap depicted in accordance with an illustrative embodiment.FIG.8Bshows inboard channel530of dual channel portion528of track240engaged with roller602and roller706in track housing220as situated when actuator230is in fully retracted position as shown inFIG.2. Aft end542of track240extends out through exit hole614and below lower surface204of flap200.

With reference now toFIG.9,FIG.9is an illustration of a perspective view of an activation system for flaps and pylon therefor common on current aircraft in accordance with an illustrative embodiment.FIG.9shows activation system900for flaps common to current aircraft mounted under current wing902inside pylon904configured to activate extension and retraction of flap906common to current aircraft that lack novel flap track housing238or track housing240within flap200. Activation system900is located wholly beneath wing902and flap906and does not penetrate flap906. Hence pylon904must be large enough to fully cover all of activation system900, which may include large screw type actuator and significant tracks external to flap906and covered by pylon904. Current activation system900and tracks associated therewith for flaps on current aircraft is larger and heavier than novel system shown inFIGS.2-8Bwith tracks that are supported within flap200via rollers mounted within flap200.

Typically, two pylons such as without limitation, pylon904are mounted to move each flap906sized and constructed on current subsonic aircraft. Pylon904is relatively large compared to a thickness of a current subsonic wing and produces a significant amount of profile drag, particularly as airspeed increases toward a transonic range.

With reference now toFIG.10,FIG.10is an illustration of a novel pylon configured to cover a novel flap actuation system, depicted in accordance with an illustrative embodiment. Pylon1002is shown mounted below wing246. All numbering inFIGS.2-8Bmay be considered applicable (although not shown to emphasize numbering shown onFIG.10) and present as well for similar elements shown inFIGS.2-8B. Pylon1002covers portion of track240, strut250, and actuator230that extend down below wing246.

Without limitation, pylon1002may have a length that extends, with actuator230in a fully retracted position), from at least spar side504of anchor plate228to beyond trailing edge208of foil200. Without limitation, pylon1002may have a width between the upper surface and the lower surface that may be less than a thickness of a distance between upper skin242and lower skin244of wing246to which anchor plate228is configured to attach.

Unlike current flap systems, track240resides within track housing220that is within flap200, at least a size, weight, drag, and cost of manufacturing and/or operating an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10is beneficially less than for an activation system for flaps and pylon therefor common on current aircraft as shown inFIG.9. Further, the width of pylon904may also be further reduced and/or minimized when an actuator such as without limitation, actuator230is located inboard of inboard side608of track housing220. In other words, for a mounting on a swept wing, such as without limitation wing246, actuator230and associated track240are generally within the shadow of one another in a relative wind flowing across wing246if actuator230is mounted on inboard side of track240. Reducing a width of pylon904will further reduce a profile drag produced by pylon904.

Specifically, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10allows a diameter and/or a length of an extension stroke of actuator230to be on the order of one-half the size of activating mechanisms such as activation system900used on current aircraft to produce flap extensions that provide a similar total lift performance for a same aircraft100. Hence, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10reduces a wetted area of a pylon covering actuation system252by 75 percent as compared to pylon904of a typical transport aircraft and a reduction of associated profile drag. The resultant reduction of profile drag from the reduced wetted area improves a lift over drag ratio for aircraft100at cruise speeds without limitation, by one percent with an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10as opposed to being configured with currently common activating mechanisms such as activation system900being used on aircraft100. Thus, fuel efficiency and aircraft100performance such as without limitation, at least range and service ceiling may increase.

Because of the significant reduction in profile drag of pylon1002as compared to pylon904currently used, overall flap design may be changed so that a same amount of lift augmentation is provided to wing902with a greater number of smaller flaps without increasing total drag, but instead actually reducing total drag. Most commonly in current aircraft designs, a flap adjacent to a fuselage is activated by one pylon, and by mechanisms mounted at a wing root along the fuselage. Flaps not adjacent to the fuselage typically are supported and activated by mechanisms stored within two pylons.

For aircraft with long wings, such as without limitation a B777-300 aircraft, current aircraft designs may include three flaps mounted on each wing. In contrast, as a non-limiting example, where wing902with pylon904being used may have three flaps such as flap906and thus a requirement for five pylons similar to pylon904to provide a given amount of lift, an embodiment of the novel process and machine for flap actuation as shown inFIGS.2-8B and10, may have four flaps such as flap200may be mounted along wing246to provide a same amount of lift. Four flaps such as flap200may cover a same span along wing246as do the three flaps such as flap906do along wing902or may extend to a greater span. In either case, a span of each flap200may be less than a span of each flap906found commonly on current aircraft.

Thus, each flap200may carry less load and/or stress than each flap906. Without limitation, a smaller size of each flap200as compared to each flap906may reduce loads carried by each flap200by 25 percent as compared to each flap906. Additionally, being able to place more flaps200along trailing edge of wing246provides for more options and precision in augmenting a total lift provided by wing246.

Focusing on technological benefits in profile drag, as a non-limiting example, four flaps such as flap200mounted on wing246, seven pylons such as pylon1002would be mounted under wing246. Because each pylon1002reduces wetted area by 75 percent as compared to each pylon904, the seven novel pylons like pylon1002needed to activate the four flaps like flap200has only 35 percent or just one-third of the wetted area from pylons like904as compared for an aircraft with three flaps like flap902with pylons like pylon904profile drag is significantly reduced, and the lift to drag ration for aircraft100in cruise may be improved without limitation, by one percent. Thus, fuel efficiency and aircraft100performance such as without limitation, at least range and service ceiling may increase.

Current designs for a typical narrow-body transport aircraft lacking long wingspans commonly have two flaps like flap902on each wing, and thus three pylons like pylon904. An embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may use three flaps like flap200on each wing246, and thus five pylons like pylon1002. Because each pylon1002has 75 percent less wetted area than each pylon904, the five novel pylons like pylon1002needed to activate the three flaps like flap200would produce only 42 percent or approaching one-half of the wetted area for pylons for an aircraft with two flaps like flap902with pylons like pylon904as is currently used. Thus, profile drag for aircraft100with pylons like pylon1002in place of pylon904is significantly reduced, and the lift to drag ration for aircraft100in cruise will be improved. Thus, fuel efficiency and aircraft100performance such as without limitation, at least range and service ceiling may increase.

Accordingly, each flap200of the four flaps need only carry three-quarters of the load of each flap906for a high aspect ratio wing or two-thirds of the load of each flap906on a more common aspect ratio wing. Therefore, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10need not have as substantial a structure, nor therefore, as powerful an actuation mechanism as do current flaps and their activating systems. Hence, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10provides the additional technological benefit of each flap200activated by actuators like actuator230in pylons sized like pylon1002be constructed with lighter and/or smaller substructure as compared to flaps like flap906.

Further still, with the lighter load being carried on each flap200as compared to flap906, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may provide the additional technological benefit that upper surface202need not be formed only as a single continuous sheet, but may have slot256open in upper surface202above track housing214as shown inFIG.2. In other words, stress loads across flap200are less than stress loads across flap906. The reduced stresses across upper surface202allow upper surface202to be made from material other than aluminum alloys common on current flaps. Without limitation, flap200maybe formed of resin and fiber composites, plastics, and/or laminates that allow configurations tailored for specific desired load and/or stress distributions around slot256open in upper surface202above track housing214as shown inFIG.2. In contrast, current flap sizes, designs, and flap activation systems produce stresses and/or loads that cannot be carried in those flaps unless their upper surfaces are a continuous surface that lacks slots extending therethrough.

Hence, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10allows a thickness of flap200to be reduced even further, at least because reduced stresses and tailored materials allow a portion of upper surface202in flap200to be cut out to allow track238to extend up through upper surface202. In other words, because upper surface202above track housing214may have slot256open that allows track238to protrude above upper surface202, track housing214need not have a full height required to enclose track238within an interior of flap200throughout extension and/or retraction of flap200. Thus, a thickness required for flap200need not be as great as if upper surface202had to be a continuous piece of material without slot256cut therein. A reduced thickness of flap200may allow a profile drag and/or a weight of flap200to also be reduced, all of which may increase a fuel efficiency and/or performance characteristics for aircraft100, and particularly so when aircraft100operates at cruise speeds approaching and/or in the transonic range.

One of ordinary skill in the art recognizes that while all of the above-described benefits of an embodiment illustrated for a novel machine and process for flap actuation as shown at least inFIGS.2-8B and10are significant at subsonic speeds, that their magnitude and significance increases notably when speeds of aircraft100increase intro a transonic range. Hence, the benefits of reductions in thickness and width and profile and weight described for embodiments illustrated for a novel machine and process for flap actuation as shown at least inFIGS.2-8B and10enable increased performance capabilities and reduced operating cost for use on aircraft designed for transonic flight.

With reference now toFIG.11,FIG.11is an illustration of a perspective view of a comparison of a profile of a novel pylon covering a novel flap actuation system as compared to a typical current pylon covering a typical activation system for current flaps, depicted in accordance with an illustrative embodiment.FIG.11shows a relative profile difference between pylon904typical of pylons currently mounted on aircraft wings, and pylon1002representing an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10.

With reference now toFIG.12,FIG.12is an illustration of a flowchart of a process for forming a flap system, depicted in accordance with an illustrative embodiment. Specifically,FIG.12shows process1200for forming a flap system. Process1200may begin by forming a track housing within a flap system that comprises:a foil that comprises an upper surface, a lower surface, a leading edge, a trailing edge, an inboard edge, an outboard edge, and the track housing within the foil, wherein the track housing is defined by:the upper surface;the lower surface;an opening at the leading edge that extends, toward the trailing edge, between the upper surface and the lower surface and terminates before the trailing edge in an exit hole in the lower surface;two track housing lugs that extend out from the opening and beyond the leading edge;a foil clevis that extends below the lower surface;a track that comprises a bracket portion that comprises a forward end, a dual channel portion that comprises an aft end, and a curved shape configured to:support the foil; andguide a movement of the foil;an anchor plate that comprises a track lug, two strut lugs, and an anchor clevis that all extend from a foil side of the anchor plate;an actuator configured to connect to the foil clevis and to the anchor clevis, and to extend and retract the foil; anda pylon that comprises:a length that extends, with the actuator in a fully retracted position, from a spar side of the anchor plate to beyond the trailing edge of the foil; anda depth that encloses a section of the dual channel portion of the track that extends, with the actuator in a fully retracted position, out the exit hole and beneath the lower surface (operation1202).

Process1200for forming a flap system may continue by attaching the foil to a wing by: attaching the anchor plate to the wing, attaching the forward end of the track to the track lug, attaching a strut to the two strut lugs and to the bracket portion of the track, and attaching the actuator to the anchor clevis and to the foil clevis (operation1204).

Process1200for forming a flap system may continue by covering, with the pylon: the actuator, the foil clevis, and the section of the dual channel portion of the track that extends, with the actuator in a fully retracted position, out the exit hole and beneath the lower surface (operation1206).

AlthoughFIG.2only shows a single flap200on a portion of wing246, wing246may contain more than one flap200.FIG.2andFIG.3show track housing220that is fully covered by upper surface202of flap200and track housing214that is at least partially uncovered by upper surface202of flap200. Depending upon a location and desired thickness of flap200, each track housing220and/or track housing214may be either fully covered or at least partially uncovered by upper surface202of flap200. Loading and/or stresses on current flap designs and materials on current aircraft do not allow for a noncontinuous span across upper surface of current flaps.

Thus, the technical benefits of an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10include at least being able to activate a smaller, thinner, lighter, flap200than found on current aircraft due to tracks for extending and retracting flap200being located within a body of flap200. Further, when retrofit onto an existing aircraft, an operator sending a command to extend or retract flap200needs no additional training to issue commands to operate an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10. The flight deck controls and indications in aircraft100and the commands an operator would issue with flap200retrofit onto aircraft100may remain the same as presently exist and would be issued to aircraft100with a current flap906. Hence, the technical benefits provided by an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may not only be realized on newly designed aircraft for operation at transonic speeds and/or subsonic speeds, but may also be realized on current aircraft operating at subsonic and/or transonic speeds.

Alternatively, existing flight control systems and/or computers could be modified to allow for manual and/or automatic activation of flap200. On aircraft100with more than one flap200, differential and/or independent activation of each flap200may also be programmed or manually directed. An embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may be configured for “fly-by wire” (FBW) control systems, or for traditional cabled flight control systems that are mechanically connected to a command input device. A fly-by-wire (FBW) system for an aircraft is a system that replaces the traditional flight controls of an aircraft, which are mechanically connected to an input command device, with an electronic interface.

For FBW, the input command device is not connected to the flight control surfaces, engines, or other systems by cables, linkages, or other mechanical systems, as in conventional aircraft. Instead, the movements of flight controls are converted to electronic signals transmitted by wires, optical fibers, over an air-interface, or some combination thereof.

The different components in a fly-by-wire system may communicate with each other using different types of communications architectures. For example, some fly-by-wire systems use wires that connect the components directly to each other. In this example, multiple wires can be used to provide redundant connections between the components.

In other examples, a fly-by-wire system may use a data bus, such as those used in computer systems. The data bus may reduce the amount of wiring between components. Wireless transmission of command signals may also be used.

For example, flight control computers in a fly-by-wire system use signals to identify how to move the actuators for each flight control surface to provide the desired aircraft response to the movement of the flight controls. Further, flight control computers also may perform functions without input from a pilot. Commands may be generated from other sources, such as without limitation flight control computer112, and/or a controller linked to the aircraft from outside the aircraft.

An aircraft with a fly-by-wire system can be lighter in weight than when using conventional controls. Electronic systems in a fly-by-wire system require less maintenance as compared to flight control systems using purely mechanical systems and hydraulic systems.

Redundancy is present in fly-by-wire systems for aircraft. Multiple flight control modules in the fly-by-wire system may be used to generate commands in response to receiving signals from the movement of flight control-external sensing devices. The different components in a fly-by-wire system may communicate with each other using different types of communications architectures. For example, some fly-by-wire systems use wires that connect the components directly to each other. In this example, multiple wires can be used to provide redundant connections between the components.

In other examples, a fly-by-wire system may use a data bus, such as those used in computer systems. The data bus may reduce the amount of wiring between components.

Accordingly, in an embodiment with a FBW flight control system, flap906may be replaced by flap200that receives all signals that would have been intended for flap906. Thus, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may provide a novel technical effect necessary for a process for reducing a size of a flap system mounted currently for a particular aircraft model. An embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10provides a novel technical effect of augmenting lift for aircraft100while reducing drag as compared to current flap systems and their associated activation components. An embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10provides a further technical effect of reducing a weight of aircraft100by replacing a weight of current flap systems and their associated activation components with an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10right on the particular aircraft model.

When aircraft100includes a fly-by-wire flight control system, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may be a component of a fly-by-wire flight control system. As such, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may communicate with or be considered associated with and/or connected to a part of flight control computer112. As such, control over an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may be considered to include specialized program code operating in a data processing system.

Similarly, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may communicate and operate in conjunction with a direct lift control system such as without limitation that described in U.S. Pat. Nos. 8,712,606 and 9,415,860, assigned to The Boeing Company. Accordingly, the features presented in U.S. Pat. Nos. 8,712,606 and 9,415,860, assigned to The Boeing Company, are incorporated herein in their entirety.

Similarly, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may communicate and operate in conjunction with yaw generating systems such as without limitation those described in U.S. Pat. No. 7,367,530, assigned to The Boeing Company. Accordingly, the features presented in U.S. Pat. No. 7,367,530, assigned to The Boeing Company, are incorporated herein in their entirety.

As such, controls over an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may be associated with a data processing system that includes a communications fabric, which provides communications between a processor unit, memory, persistent storage, communications unit, input/output (I/O) unit, and a display.

The processor unit may serve to execute instructions for software that may be loaded into the memory. In an embodiment, the processor unit be a set of one or more processors or may be a multi-processor core, depending on the particular implementation. In an embodiment, the processor unit may represent flight control computer112and may be a set of one or more processors or may be a multi-processor core, depending on the particular implementation.

Further, the processor unit may be implemented using one or more heterogeneous processor systems in which a main processor is present with secondary processors on a single chip. As another illustrative example, the processor unit may be a symmetric multi-processor system containing multiple processors of the same type.

Memory, in these examples, may be, for example, a random access memory or any other suitable volatile or non-volatile storage device. Persistent storage may take various forms depending on the particular implementation. For example, persistent storage may contain one or more components or devices. For example, persistent storage may be a hard drive, a flash memory, a rewritable optical disk, a rewritable magnetic tape, or some combination of the above. The media used by persistent storage also may be removable. For example, a removable hard drive may be used for persistent storage.

Communications unit, in these examples, may provide for communications with other data processing systems or devices. In these examples, the communications unit is a work interface card. The communications unit may provide communications through the use of either or both physical and wireless communications links.

The input/output unit may allow for input and output of data with other devices that may be connected to the data processing system. For example, the input/output unit may provide a connection for user input through a keyboard and mouse. Further, the input/output unit may send output to a printer. A display may provide a mechanism to display information to a user.

Instructions for associated operating systems and applications or programs may be located on persistent storage. These instructions may be loaded into memory for execution by the processor unit. The processes of the different embodiments may be performed by the processor unit using computer implemented instructions, which computer may be located in a memory. These instructions are referred to as program code, computer usable program code, or computer readable program code that may be read and executed by a processor in the processor unit. The program code in the different embodiments may be embodied on different physical or tangible computer readable media.

Program code may be located in a functional form on computer readable media that is selectively removable and may be loaded onto or transferred to the data processing system for execution by processor unit. Program code and computer readable media form a computer program product in these examples. In one example, computer readable media may be in a tangible form, such as, for example, an optical or magnetic disc that is inserted or placed into a drive or other device that is part of persistent storage for transfer onto a storage device, such as a hard drive that is part of the persistent storage. In a tangible form, computer readable media also may take the form of a persistent storage, such as a hard drive, a thumb drive, or a flash memory that is connected to the data processing system. The tangible form of computer readable media is also referred to as computer recordable storage media. In some instances, computer readable media may not be removable.

Alternatively, program code may be transferred to the data processing system from computer readable media through a communications link to the communications unit and/or through a connection to the input/output unit. The communications link and/or the connection may be physical or wireless in the illustrative examples. The computer readable media also may take the form of non-tangible media, such as communications links or wireless transmissions containing the program code.

The different components discussed for the data processing system associated with controlling an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10are not meant to provide architectural limitations to the manner in which different embodiments may be implemented.

As one example, a storage device in the data processing system may be any hardware apparatus that may store data. Memory, persistent storage and computer readable media are examples of storage devices in a tangible form.

In another example, a bus system may be used to implement communications fabric and may be comprised of one or more buses, such as a system bus or an input/output bus. Of course, the bus system may be implemented using any suitable type of architecture that provides for a transfer of data between different components or devices attached to the bus system.

Additionally, a communications unit may include one or more devices used to transmit and receive data, such as a modem or a network adapter. Further, a memory may be a cache such as found in an interface and memory controller hub that may be present in the communications fabric.

Accordingly, when flap200is a part of or in communication with a fly-by-wire flight control system, commands sent to an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may be scheduled in response to commands input to not only flap200, but to other flight controls as well on aircraft100. Additionally, commands sent to an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may be scheduled in response to current positions of each flight control surface of aircraft100.

Further, operations performed by an embodiment shown by process1200may include basing a size, of flap200for the particular aircraft model, before manufacturing begins, on a smallest and/or lightest size needed for reducing a takeoff and/or landing airspeed, and/or increasing a takeoff and/or landing payload, for aircraft100. Additionally, the process and machine described above provide the technical effect of supplementing a total lift produced by wing246to a degree that may also allow for a reduction in a thickness and/or profile drag of wing246.

Embodiments of the disclosure may be described in the context of aircraft manufacturing and service operations1300as shown inFIG.13for aircraft100as shown inFIG.1and an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10.FIG.13shows a diagram illustrating operations of an embodiment for an aircraft manufacturing and service method, depicted in accordance with an advantageous embodiment. During pre-production, operations for aircraft manufacturing and service operations1300may include specification and design1302of aircraft100inFIG.1and an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10and material procurement1304therefor.

During production, component and subassembly manufacturing1306and system integration1308of aircraft100inFIG.1and an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10takes place. Thereafter, aircraft100inFIG.1and an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may go through certification and delivery1310in order to be placed in service1312. While in service by a customer, aircraft100inFIG.1and an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may be scheduled for routine maintenance and service1314, which may include modification, reconfiguration, refurbishment, and other maintenance or service.

Each of the processes of aircraft manufacturing and service operations1300may be performed or carried out by a system integrator, a third party, and/or an operator. In these examples, the operator may be 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 venders, subcontractors, and suppliers; and without limitation an operator may be an airline, leasing company, military entity, service organization, and so on.

Machines and processes embodied herein may be employed during any one or more of the stages of aircraft manufacturing and service method1300inFIG.13. For example, components or subassemblies produced in component and subassembly manufacturing1306inFIG.13may be fabricated or manufactured in a manner similar to components or subassemblies produced while aircraft100is in service1312inFIG.13.

Also, one or more apparatus embodiments, method embodiments, or a combination thereof may be utilized during production stages, such as component and subassembly manufacturing1306and system integration1308inFIG.13, for example, without limitation, by substantially expediting the assembly of or reducing the cost of aircraft100. Similarly, one or more of apparatus embodiments, method embodiments, or a combination thereof may be utilized while aircraft100and an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10is in service1312or during maintenance and service1314inFIG.13.

Additionally, the illustrative embodiments recognize and take into account one or more different considerations. For example, the illustrative embodiments recognize and take into account that the use of buses, such as those used in computers, is becoming more common in aircraft. For example, special flight control programs in a computer processor may send commands to a special actuator control program in a processor that controls a device in the aircraft. An actuator control program may control, for example, a flight control surface, an engine, or some other suitable device in the aircraft that may affect a change in pitch attitude or rate of an aircraft.

The illustrative embodiments also recognize and take into account that a bus may be a parallel bus or a serial bus. When a parallel bus is used, units of data, such as a word, may be carried on multiple paths in the bus. Thus, the illustrative embodiments provide a method and apparatus for controlling flight control surfaces on an aircraft.

A flight control system may contain a data bus system, an actuator control, and individual mixers in communication with each actuator. The data bus system is located in aircraft100, and may be a part of flight control computer112.

The actuator control modules are connected to the data bus system. An actuator control in the actuator may control positioning of a group of flight control surfaces on aircraft100using commands via the data bus system that are directed to the actuator. Flight control programs and/or schedules may be connected to the data bus system. The flight control programs may generate and send the commands onto the bus system to control the flight control surfaces on the aircraft. The commands for a flight control surface may be directed towards a group of actuator control programs on processors assigned to the actuators of the flight control surfaces.

Flight control surfaces such as wing246and/or flap200may be controlled by controllers which may be implemented in software, hardware, firmware or a combination thereof. When software is used, the operations performed by actuator controllers may be implemented in program code configured to run on hardware, such as a processor unit. When firmware is used, the operations performed by actuator control programs and/or flight control programs, which may be implemented in program code and data and stored in persistent memory to run on a processor unit. When hardware is employed, the hardware may include circuits that operate to perform the operations in actuator control programs and flight control programs.

In the illustrative examples, without limitation the hardware for the processor units may take the form of a circuit system, an integrated circuit, an application specific integrated circuit (ASIC), a programmable logic device, or some other suitable type of hardware configured to perform a number of operations. With a programmable logic device, the device may be configured to perform the number of operations. The device may be reconfigured at a later time or may be permanently configured to perform the number of operations. Examples of programmable logic devices that may be used for processor units include, for example, a programmable logic array, a programmable array logic, a field programmable logic array, a field programmable gate array, and other suitable hardware devices.

Additionally, the processes may be implemented in organic components integrated with inorganic components and may be comprised entirely of organic components excluding a human being. For example, the processes may be implemented as circuits in organic semiconductors.

As depicted, each of flight control programs may part of processor units that are dissimilar to each other and each of actuator control program may include processor units that are dissimilar to each other. For example, one processor unit in the module may be implemented using a computer microprocessor while the other processor in the module may be implemented using a digital signal processor. As another example, two computer microprocessors may be used having different processor architectures.

The illustrations are not meant to imply physical or architectural limitations to the manner in which an illustrative embodiment may be implemented. Other components in addition to or in place of the ones illustrated may be used. Some components may be unnecessary. Also, the blocks are presented to illustrate some functional components. One or more of these blocks may be combined, divided, or combined and divided into different blocks when implemented in an illustrative embodiment.

For example, a portion of a flight control system may use conventional controls in addition to a fly-by-wire system. Further, flight control computer112may control other types of devices other than flight control surfaces shown in the figure. For example, flight control computer112also may control engines on aircraft100.

As yet another example, a network may be used in addition to or in place of data bus system to provide communications between actuator control programs and/or flight control programs. Further, some number of flight control sub-programs may be used as supplements to the systems and programs described herein for some illustrative examples. The operations illustrated inFIG.12-13may be implemented in aircraft100described inFIG.1and an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10.

Operations that receive a signal and/or a command from an input device may be from a flight control deck of aircraft100. These signals may be analog signals, digital signals, some combination thereof, or signals transmitted mechanically via a cable, pulley, linkage, or similar device. These signals may be generated from flight controls such as a flight stick, rudder pedals, a throttle, or some other suitable type of control. Flight controls may be controls operated by a pilot, and/or by another operator and/or system within or data linked from outside aircraft100. In other illustrative examples, the flight controls may be devices sending sensor data or other information needed in the flight control modules to provide automatic adjustments to the flight of aircraft without input from the pilots. Flight control devices may send the commands onto a data bus system that may be within or in communication wing246and/or and an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10for flight control operations.

With reference now toFIG.14, an illustration of a vehicle is depicted in which an illustrative embodiment may be implemented. In this example, vehicle100may be without limitation, aircraft100as depicted inFIG.1and produced by vehicle manufacturing and service method1300inFIG.13and may include airframe1402with plurality of systems1404and interior1406. Vehicle100is shown inFIG.1as an aircraft, but is also representative of a structural frame for any vehicle that moves through a fluid. Without limitation, vehicle100may be an aquatic vehicle or a vehicle that moves along terrain. Although flap200is shown in examples of vehicle100as an aircraft, it is understood that flap200may be any foil that extends into any fluid that flows over vehicle and may be positioned and/or deflected to control forces action upon and/or a motion of vehicle100.

Examples of systems1404may include without limitation, one or more of propulsion system1408, electrical system1410, hydraulic system1412, environmental system1414, and flight control system1416that may include without limitation an embodiment of the machine for flap actuation as shown at least inFIGS.2-8B and10. Any number of other systems may be included. Although an aerospace example is shown, different illustrative embodiments may be applied to other industries, such as without limitation, the marine or automotive industry.

Apparatuses and methods embodied herein may be employed during at least one of the stages of vehicle manufacturing and service method1300inFIG.13.

In one illustrative example, components or subassemblies produced in component and subassembly manufacturing1306inFIG.13can be fabricated or manufactured in a manner similar to components or subassemblies produced while vehicle100is in service1312inFIG.13. As yet another example, one or more apparatus embodiments, method embodiments, or a combination thereof can be utilized during production stages, such as component and subassembly manufacturing1306and system integration1308inFIG.13. One or more apparatus embodiments, method embodiments, or a combination thereof may be utilized while vehicle100is in service1312, or during maintenance and service1314inFIG.13, or both. The use of a number of the different illustrative embodiments may expedite the assembly of vehicle100, reduce the cost of vehicle100, or both expedite the assembly of vehicle100and reduce the cost of vehicle100as shown inFIG.14,FIG.1, and related Figures above.

For example, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10can be manufactured and integrated during at least one of component and subassembly manufacturing1306, system integration1308, or maintenance and service1314. For example, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10can be implemented during the manufacturing of vehicle100. In other illustrative examples, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10can be implemented, retrofit, added, upgraded, or maintained during maintenance and service1314, which can include modification, reconfiguration, refurbishment, and other maintenance or service for vehicle100. One of ordinary skill in the art recognizes that, an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10may be retrofitted to upgrade some currently existing wing902that lacks an embodiment of the novel process and machine for flap actuation as shown at least inFIGS.2-8B and10.

Some features of the illustrative examples are described in the following clauses. These clauses are examples of features not intended to limit other illustrative examples.Clause 1. A machine that comprises:a foil that comprises an upper surface, a lower surface, a leading edge, a trailing edge, an inboard edge, an outboard edge, and a track housing within the foil, wherein the track housing is defined by:the upper surface;the lower surface; andan opening at the leading edge that extends, toward the trailing edge, between the upper surface and the lower surface and terminates before the trailing edge in an exit hole in the lower surface;two track housing lugs that extend out from the opening and beyond the leading edge;a foil clevis that extends below the lower surface;a track that comprises a forward end, and aft end, and a curved shape configured to support the foil and to guide a movement of the foil;an anchor plate that comprises: a track lug, two strut lugs, and an anchor clevis that all extend from a foil side of the anchor plate; andan actuator connected to the foil clevis and to the anchor clevis.Clause 2. The machine of clause 1, wherein:the upper surface and the lower surface comprise a shape configured to control a flow of a fluid passing over the foil; andwith the actuator in a fully retracted position, a section of the track extends out the exit hole and below the lower surface.Clause 3. The machine of clause 1, wherein the foil clevis extends, just outboard of an outboard side of the track housing, below the lower surface.Clause 4. The machine of clause 1, wherein an inboard side within the track housing and an outboard side within the track housing each, respectively comprise a roller mounted on a cantilever.Clause 5. The machine of clause 1, wherein an interior of the track housing comprises an inboard side and an outboard side, each that respectively comprise a roller configured to rotate within and support the track.Clause 6. The machine of clause 1, wherein the track comprises a dual channel portion that comprises an inboard channel and an outboard channel, each respectively configured to receive, to support, and to guide, rollers connected to the track housing.Clause 7. The machine of clause 1, wherein each of the two track housing lugs retain, respectively, a roller configured to engage with a dual channel portion of the track.Clause 8. The machine of clause 1, wherein the track comprises a bracket portion and a dual channel portion.Clause 9. The machine of clause 1, wherein the track comprises a bracket portion that comprises:a track clevis at the forward end of the track; anda set of strut pins.Clause 10. The machine of clause 1, further comprising a strut that comprises:an anchor end and a track end;a first strut clevis at the track end of the strut and attached to a set of strut pins of the track; anda second strut clevis at the anchor end of the strut.Clause 11. The machine of clause 1, wherein the upper surface comprises a slot that extends from the opening, above the track housing, and toward the trailing edge.Clause 12. The machine of clause 1, wherein:the anchor plate comprises a spar side configured to attach to a wing; andthe curved shape of the track is configured to initially guide a movement of the foil away from the anchor plate parallel to a chord line of the wing to which the anchor plate is attached.Clause 13. The machine of clause 1, further comprising a pylon that comprises:a length that extends, with the actuator in a fully retracted position, from a spar side of the anchor plate to beyond the trailing edge of the foil; anda depth that encloses a section of the track that extends, with the actuator in a fully retracted position, out the exit hole and beneath the lower surface.Clause 14. A flap system that comprises:a foil that comprises an upper surface, a lower surface, a leading edge, a trailing edge, an inboard edge, an outboard edge, and a track housing within the foil, wherein the track housing is defined by:the upper surface;the lower surface; andan opening at the leading edge that extends, toward the trailing edge, between the upper surface and the lower surface and terminates before the trailing edge in an exit hole in the lower surface;two track housing lugs that extend out from the opening and beyond the leading edge;a foil clevis that extends below the lower surface;a track that comprises a forward end, an aft end, and a curved shape configured to:support the foil; andguide a movement of the foil;an anchor plate that comprises a track lug, two strut lugs, and an anchor clevis that all extend from a foil side of the anchor plate;an actuator connected to the foil clevis and to the anchor clevis; anda pylon that comprises:a length that extends, with the actuator in a fully retracted position, from a spar side of the anchor plate to beyond the trailing edge of the foil; anda depth that encloses a section of track that extends, with the actuator in a fully retracted position, out the exit hole and beneath the lower surface.Clause 15. The flap system of clause 14, further comprising a strut connected to:the two strut lugs; andtwo pins that extend from a bracket portion of the track.Clause 16. The flap system of clause 14, wherein a width between the upper surface and the lower surface is less than a thickness of a trailing edge of a wing to which the anchor plate is configured to attach.Clause 17. The flap system of clause 16, wherein the wing is configured for transonic flight.Clause 18. The flap system of clause 14, wherein:the anchor plate is configured to attach to a wing; andthe curved shape of the track is configured to initially guide a movement of the foil away from the anchor plate parallel to a chord line of the wing to which the anchor plate is attached.Clause 19. The flap system of clause 14, each of the track housing lugs retain a roller, respectively, configured to rotate within a track channel of the track.Clause 20. A process for forming a flap system, the process comprising:forming a track housing within a flap system that comprises:a foil that comprises an upper surface, a lower surface, a leading edge, a trailing edge, an inboard edge, an outboard edge, and the track housing within the foil, wherein the track housing is defined by:the upper surface;the lower surface;an opening at the leading edge that extends, toward the trailing edge, between the upper surface and the lower surface and terminates before the trailing edge in an exit hole in the lower surface;two track housing lugs that extend out from the opening and beyond the leading edge;a foil clevis that extends below the lower surface;a track that comprises a bracket portion that comprises a forward end, a dual channel portion that comprises an aft end, and a curved shape configured to:support the foil; andguide a movement of the foil;an anchor plate that comprises a track lug, two strut lugs, and an anchor clevis that all extend from a foil side of the anchor plate;an actuator configured to connect to the foil clevis and to the anchor clevis, and to extend and retract the foil; anda pylon that comprises:a length that extends, with the actuator in a fully retracted position, from a spar side of the anchor plate to beyond the trailing edge of the foil; and a depth that encloses a section of thedual channel portion of the track that extends, with the actuator in a fully retracted position, out the exit hole and beneath the lower surface;attaching the foil to a wing by attaching the anchor plate to the wing, attaching the forward end of the track to the track lug, attaching a strut to the two strut lugs and to the bracket portion of the track, and attaching the actuator to the anchor clevis and to the foil clevis; andcovering, with the pylon, the actuator, the foil clevis, and the section of the dual channel portion of the track that extends, with the actuator in a fully retracted position, out the exit hole and beneath the lower surface.

The flowcharts and block diagrams in the different depicted embodiments illustrate the architecture, functionality, and operation of some possible implementations of apparatuses and methods in an illustrative embodiment. In this regard, each block in the flowcharts or block diagrams may represent at least one of a module, a segment, a function, or a portion of an operation or step. For example, one or more of the blocks may be implemented as program code, in hardware, or a combination of the program code and hardware. When implemented in hardware, the hardware may, for example, take the form of integrated circuits that are manufactured or configured to perform one or more operations in the flowcharts or block diagrams. When implemented as a combination of program code and hardware, the implementation may take the form of firmware.

In some alternative implementations of an illustrative embodiment, the function or functions noted in the blocks may occur out of the order noted in the figures. For example, in some cases, two blocks shown in succession may be executed substantially concurrently, or the blocks may sometimes be performed in the reverse order, depending upon the functionality involved. Also, other blocks may be added in addition to the illustrated blocks in a flowchart or block diagram.

Thus, the illustrative embodiments provide a method and apparatus for managing commands for flight control surfaces. One or more illustrative embodiments may use fly-by-wire systems for aircraft. The description of the different illustrative embodiments has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the embodiments in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. Further, different illustrative embodiments may provide different features as compared to other desirable embodiments. The embodiment or embodiments selected are chosen and described in order to best explain the principles of the embodiments, the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various embodiments with various modifications as are suited to the particular use contemplated.