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A wing fold system of a wing of an aircraft. The system may include a first lock of a latch to prevent movement of a latch pin of the latch to prevent movement of an unfixed portion of the wing with respect to a fixed portion of the wing, the first lock may include a first cam configured to prevent

A wing fold system of a wing of an aircraft. The system may include a first lock of a latch to prevent movement of a latch pin of the latch to prevent movement of an unfixed portion of the wing with respect to a fixed portion of the wing, the first lock may include a first cam configured to prevent the second lock from transitioning to a second engaged position until the first lock may be in a first engaged position via contact with a second cam of the second lock. A second lock of the latch, the second lock may include the second cam configured to prevent the first lock from transitioning away from the first engaged position until the second lock transitions away from the second engaged position.

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1. A method of folding a wing of an aircraft, the method comprising: moving, via a fold actuator, an unfixed portion of the wing with respect to a fixed portion of the wing between a flight position and a folded position;preventing, via a latch, movement of the unfixed portion of the wing with respe

1. A method of folding a wing of an aircraft, the method comprising: moving, via a fold actuator, an unfixed portion of the wing with respect to a fixed portion of the wing between a flight position and a folded position;preventing, via a latch, movement of the unfixed portion of the wing with respect to the fixed portion of the wing, the latch comprising: a first lock configured to prevent movement of a latch pin of the latch, and a first cam configured to, via contact with a second cam comprising a second lock, prevent the second lock from transitioning to a second engaged position until the first lock is in a first engaged position;preventing, via the second cam, the first lock from transitioning away from the first engaged position until the second lock transitions away from the second engaged positiontransferring a first force, via a first shaft of the first lock, from a first piston to first cam and to the first lock member;transferring a second force, via a second shaft of the first lock, from the first spring to the first lock member;transferring a third force, via a third shaft of the second lock, from a second piston to the second cam and to the second lock member; andtransferring a fourth force, via a fourth shaft of the second lock, from the second spring to the second lock member. 2. The method of claim 1, further comprising: biasing, via an actuator spring, an actuator lock to an engaged position when the fold actuator is in an extended position. 3. The method of claim 1, further comprising: securing, via a group of lugs comprising the latch, the unfixed portion of wing to the fixed portion of the wing, the group of lugs comprising: one or more wingtip lug, each wingtip lug attached to the unfixed portion of the wing and each comprising a first opening that coincides with a second opening of an inner lug when the wing is in a flight position; andone or more inner lug, each inner lug attached to the fixed portion of the wing and each comprising the second opening that coincides with the first opening of the wingtip lug. 4. The method of claim 1, further comprising: transitioning, via a latch actuator, the latch between an open position and a closed position; andsensing, via an unlatched sensor: when the latch is in the open position, and when the unlatched sensor is connected to a latch pin actuator. 5. The method of claim 1, further comprising: sliding the latch pin substantially parallel to a longitudinal axis of the aircraft when transitioning between an open position and a closed position;wherein the latch pin includes: an inner pin within an outer pin;the inner pin providing a secondary load path if outer pin is unable to provide a load path;the inner pin not providing the load path until the outer pin is unable to provide the load path;the outer pin comprising a group of stacked pins;separating, via the group of stacked pins, the load path for a group of lugs comprising one or more inner lug and one or more wingtip lug; andisolating, via the group of stacked pins, an inability of one stacked pin, from remaining stacked pins of the group of stacked pins, to provide the load path. 6. The method of claim 5, further comprising: engaging, via one of the first lock and the second lock, the outer pin; andengaging, via the other of the first lock and the second lock, the inner pin and the outer pin. 7. The method of claim 1, further comprising: engaging, via a first spring comprised by the first lock, the first lock;biasing, via the first spring, the first lock to the first engaged position;engaging, via a second spring comprised by the second lock, the second lock; andbiasing, via the second spring, the second lock to the second engaged position. 8. The method of claim 1, further comprising: disengaging, via a first piston connected to the first cam, the first lock;transitioning, via the first piston, the first lock from the first engaged position to a first disengaged position;disengaging, via a second piston connected to the second cam, the second lock; andtransitioning, via the second piston, the second lock from the second engaged position to a second disengaged position. 9. The method of claim 1, further comprising: preventing, via a first contact member comprised by the first cam, the first lock from transitioning away from the first engaged position before the second lock transitions away from the second engaged position via contact between the first contact member of the first cam and a second contact member comprised by the second cam when the first lock is in the first engaged position and the second lock is in the second engaged position; andpreventing, via the second contact member, the second lock from transitioning to the second engaged position before the first lock transitions to the first engaged position via contact between the second contact member comprised by the second cam and the first contact member comprised by the first cam before the first lock is in first engaged position. 10. The method of claim 1, further comprising: minimizing, via a first surface of a first lock member of the first lock of a group of locks and a third surface of a second lock member of the second lock of the group of locks, contact with the latch pin in a closed position;minimizing, via a second surface of the first lock member of the first lock of the group of locks and a fourth surface of the second lock member of the second lock of the group of locks, contact with the latch pin while transitioning to an open position;minimizing, via the first surface, movement of the first lock member during transition to the first engaged position; andminimizing, via the third surface, movement of the second lock member during transition to the second engaged position. 11. The method of claim 10, further comprising: reducing, via a roller of the first lock member juxtaposed between the first surface and the second surface, friction between the first lock member and the latch pin as the latch pin moves into a group of lugs. 12. The method of claim 10, further comprising: sensing when the first lock is in the first engaged position, via a sensor that senses when the second lock is in the second engaged position. 13. The method of claim 10, further comprising: controlling, via a group of first nubs of the first lock member, movement of the first lock member to stop the first lock member in the first engaged position;creating, via the group of first nubs, a group of first witness marks on the latch pin to aid an inspection of the latch;controlling, via a group of second nubs of the second lock member, movement of the second lock member to stop the second lock member in the second engaged position;creating, via the group of second nubs, a group of second witness marks on the latch pin to aid the inspection of the latch; andidentifying, via a quantity of the first nubs differing from a quantity of the second nubs, that the group of first nubs create the group of first witness marks and the group of second nubs create the group of second witness marks. 14. A wing fold system of a wing of an aircraft, the system comprising: a first lock of a latch configured to prevent movement of a latch pin of the latch and prevent movement of an unfixed portion of the wing with respect to a fixed portion of the wing, the first lock comprising a first cam configured to prevent a second lock from transitioning to a second engaged position until the first lock is in a first engaged position via contact with a second cam of the second lock;the second lock of the latch, the second lock comprising the second cam configured to prevent the first lock from transitioning away from the first engaged position until the second lock transitions away from the second engaged positionthe first cam comprising a first contact member configured to prevent the first lock from transitioning away from the first engaged position before the second lock transitions away from the second engaged position via contact between the first contact member of the first cam and a second contact member comprised by the second cam when the first lock is in the first engaged position and the second lock is in the second engaged position;the second cam comprising the second contact member configured to prevent the second lock from transitioning to the second engaged position before the first lock transitions to the first engaged position via contact between the second contact member and the first contact member before the first lock is in second engaged position;a first shaft of the first lock configured to connect a first lock member to the first cam and a first piston;a second shaft of the first lock configured to connect the first spring with the first lock member;a third shaft of the second lock configured to connect a second lock member to the second cam and a second piston; anda fourth shaft of the second lock configured to connect the second spring with the second lock member. 15. The system of claim 14, further comprising: a latch actuator configured to transition the latch between an open position and a closed position;an unlatched sensor to sense when the latch is in the open position, the unlatched sensor connected to the latch actuator;the latch pin configured to slide substantially parallel to one of: a roll axis, and a longitudinal axis of the aircraft;the latch pin comprising an inner pin within an outer pin, the inner pin configured to provide a secondary load path when the outer pin is unable to provide a load path;the outer pin comprising a group of stacked pins;the group of stacked pins configured to separate the load path for a group of lugs comprising one or more inner lug and one or more wingtip lug; andthe group of stacked pins configured to isolate an inability of one stacked pin, from remaining stacked pins of the group of stacked pins, to carry the load path. 16. The system of claim 15, further comprising: one of: the first lock, and the second lock, configured to engage the outer pin;the other of the first lock and the second lock may engage the inner pin and the outer pin;the first lock comprising: a first piston configured to: disengage the first lock, and transition the first lock from the first engaged position to a first disengaged position,and a first spring configured to bias the first lock to the first engaged position; andthe second lock comprising: a second piston configured to: disengage the second lock, and transition the second lock from the second engaged position to a second disengaged position,and a second spring configured to bias the second lock to the second engaged position. 17. An apparatus configured to increase a fuel efficiency of an aircraft, the apparatus comprising: a fold actuator configured to increase a wingspan of the aircraft in a flight position, the fold actuator having a single chamber;a latch pin configured to latch an unfixed portion of the wing of the aircraft in the flight position, the latch pin comprising: an inner pin configured to provide a secondary load path; andan outer pin comprising a group of stacked pins;a first lock of a latch configured to prevent movement of the latch pin of the latch and prevent movement of the unfixed portion of the wing with respect to a fixed portion of the wing, the first lock comprising a first cam configured to prevent a second lock from transitioning to a second engaged position until the first lock is in a first engaged position via contact with a second cam of the second lock;the second lock of the latch, the second lock comprising the second cam configured to prevent the first lock from transitioning away from the first engaged position until the second lock transitions away from the second engaged position;the first cam comprising a first contact member configured to prevent the first lock from transitioning away from the first engaged position before the second lock transitions away from the second engaged position via contact between the first contact member comprised by the first cam and a second contact member comprised by the second cam when the first lock is in the first engaged position and the second lock is in the second engaged position;the second cam comprising the second contact member configured to prevent the second lock from transitioning to the second engaged position before the first lock transitions to the first engaged position via contact between the second contact member and the first contact member before the first lock is in second engaged position;a first shaft of the first lock configured to connect a first lock member to the first cam and a first piston;a second shaft of the first lock configured to connect the first spring with the first lock member;a third shaft of the second lock configured to connect a second lock member to the second cam and a second piston; anda fourth shaft of the second lock configured to connect the second spring with the second lock member.