Abstract: An aerodynamic arrangement and method for providing a required air pressure coefficient at an area of location of an air port of an internal cooling system of a flying platform is described. The air port is selected from an air inlet port and an air outlet port, and arranged at a desired area in an external surface of the flying platform. The aerodynamic arrangement includes at least one airfoil-shaped body arranged on the external surface at the area of the air port for providing a negative pressure coefficient at the corresponding desired area on one side of the airfoil-shaped body and a positive pressure coefficient at the corresponding desired area on the other side of the airfoil-shaped body, when the airfoil-shaped body is oriented at a suitable angle of attack to an oncoming air flow.

Abstract: A rotor blade system having a plurality of rotor blades, wherein at least one of the rotor blades includes an outer surface having generally opposing first and second surfaces, the rotor blade including a fluid flow altering surface positioned relative to one of the first or second surfaces which is moveable between first and second positions, wherein movement of the fluid flow altering surface is effected by an expandable member.

Abstract: An airflow generation device having a first dielectric substrate made from a rubber elastic material, a first electrode on or near by a first surface of the first dielectric substrate, a second electrode on a second surface, and a second dielectric substrate made from a rubber elastic material covering the second electrode. It makes the airflows generated by plasma caused from partial gas near by the first surface through applied voltage into the first electrode and the second electrode, and bonding portions between the first electrode and the second electrode and the first dielectric substrate, bonding portions between the second electrode and the second dielectric substrate, and bonding portions between the first dielectric substrate and the second dielectric substrate are bonded by chemical bonds with chemically crosslinking.

Abstract: A propulsion unit includes a gas turbine engine arranged along an axis and an exhaust system coupled to the gas turbine engine. The gas turbine engine includes an engine core configured to discharge a core flow and a fan configured to be driven by the engine core to discharge a bypass flow. The exhaust system receives the mixed bypass and core flows from the gas turbine engine.

Abstract: An aircraft wing is provided having a wing leading edge, a wing leading edge slat positioned forwardly of the wing leading edge having an internal duct extending in a spanwise direction of the wing leading edge, a cut-out opening in the wing leading edge, a telescopic tube extending through the cut-out opening and connected to the internal duct of the wing leading edge to establish fluid communication with heated air associated with an aircraft anti-icing system, wherein the telescopic tube is moveable between retracted and extended conditions in response to the wing leading edge slat being moved between slat retraction and deployment positions, respectively, and a shuttering mechanism synchronously connected to the telescopic tube to close the cut-out opening in response to the telescopic tube being moved from the retracted condition to the extended condition thereof.

Abstract: A control mechanism includes an existing aerodynamic device, such as a slat 5, that moves between at least one deployed position and a retracted position; and a load-alleviation mechanism 10 arranged to move the aerodynamic device into a load-alleviation position in response to a load 18, such as a gust of wind acting over a predetermined threshold. During flight, an aircraft can experience gusts of wind that cause strain on the wings 4. The addition of a load-alleviation mechanism to a pre-existing aircraft component allows for gust loading to be alleviated without adding significantly to the weight or complexity of the aircraft. The control mechanism may be retro-fitted to existing aircraft.

Abstract: An aircraft wing is provided with a shutter mechanism to close a cut-out opening in the leading edge of the wing when a leading edge wing slat associated with the wing leading edge is moved to a deployed condition.

Abstract: A system and method for measuring multiple velocity components with a single wire, by alternating current through the wire at a sufficiently high frequency, where the first current allows measurement of a first velocity component, and the second current allows measurement of a second velocity component. The resolution of the measurements can be adjusted by altering the frequency at which the current is alternated.

Abstract: A method of operating an aircraft. The method includes sensing, using a trusted sensor, a trusted parameter of the aircraft during operation of the aircraft; receiving, at a processor, the trusted parameter; entering, by the processor, the trusted parameter as a first immutable entry into a ledger stored on an immutable non-transitory computer-recordable storage medium, wherein immutable is defined as unchangeability of data stored on the non-transitory computer-recordable storage medium, and wherein the ledger also contains additional immutable entries regarding operations of the aircraft and an aircraft environment; executing, by the processor, a recursive analysis algorithm on the first immutable entry together with the additional immutable entries to produce analyzed data; and using, by the processor, the analyzed data to improve future operational performance of the aircraft by ordering changes in how a component of the aircraft performs during operation of the aircraft based on the analyzed data.

Abstract: A drive unit for closing a leaf of a door or a window comprises an energy accumulator for providing a closing force for closing the leaf, a damping device which counteracts the closing force and has an electric motor which can be operated as a generator and can be coupled to an actuating element of the drive unit, and a control device for controlling the electric motor. The control device is designed to determine a nominal path curve which indicates a position of the leaf or a closing speed of the leaf in dependence upon time, and to perform the control of the electric motor in order to damp the closing movement of the leaf on the basis of the established target path curve.

Abstract: A system for dual management of anti-icing and boundary layer suction for an aerofoil of an aircraft, including: at least one anti-icing channel and at least one suction channel; a device monitoring boundary layer suction and a device monitoring anti-icing; a first duct collecting the suction air communicating with the suction channel and a second duct supplying anti-icing air connected to the device and communicating with the anti-icing channel; a three-way valve to which the first duct, a suction duct, and a duct for discharging the anti-icing air are connected; and a duct collecting anti-icing air connected to the anti-icing channel, and to the first duct.

Abstract: An actuation mechanism, a flap mechanism, and an aircraft. The actuation mechanism includes drive links and drive mechanisms connected to opposite ends of the flap that move the flap to various positions. The drive mechanisms are actuated by torque tubes connected to a drive motor via a differential. The differential distributes torque to the torque tubes. In the event of abnormal operation of one of the drive links or drive mechanisms, the differential limits torque to the remaining drive link and drive mechanism such that the flap does not deploy or retract in a skewed manner.

Abstract: An aerofoil having a leading edge and a trailing edge, the leading edge including a plurality of slits extending toward the trailing edge, such that the leading edge is defined by alternating peaks and troughs. Each peak extends in a generally spanwise direction and defines a peak width, each peak being separated from an adjacent peak in the spanwise direction by a trough. Each trough extends in the generally spanwise direction and is spaced in a chordwise direction from the peak, each trough defining a trough width. A ratio of the peak width to the trough width is between 4:1 and 10:1.

Abstract: An aerial vehicle is provided including rotor units connected to the aerial vehicle, and a control system configured to operate at least one of the rotor units. The rotor unit includes rotor blades, wherein each rotor blade includes a surface area, and wherein an asymmetric parameter is defined, at least in part, by the relationship between the surface areas of the rotor blades. The value of the asymmetric parameter is selected such that the operation of the rotor unit: (i) moves the rotor blades such that each rotor blade produces a respective vortex and (ii) the respective vortices cause the rotor unit to produce a sound output having an energy distribution defined, at least in part, by a set of frequencies, wherein the set of frequencies includes a fundamental frequency, one or more harmonic frequencies, and one or more non-harmonic frequencies having a respective strength greater than a threshold strength.

Abstract: A vortex generator arrangement for an aircraft, a flow control system and an aircraft comprising such vortex generator arrangement. The arrangement includes a surface portion facing a first region of space to constitute a flow surface, a vortex generating element, an element support structure connected to the element, a mounting structure. The element support structure and the element together are rotatable between first and second positions and a biasing device, retainer and release are provided. The rotational axis extends transversely with respect to the surface portion. The projection of the element onto a projection plane is smaller in the first rotational position than in the second rotational position, the projection plane extending perpendicularly to a tangent plane of the surface portion at a reference point of the surface portion and to a predetermined direction parallel to the extension of the tangent plane.

Abstract: For dual management of anti-icing and boundary-layer suction, a system for an aerofoil of an aircraft, including: a channel having a double function of anti-icing and boundary-layer suction; a double-function main pipe to which a device for monitoring the boundary-layer suction and a device for monitoring anti-icing are connected; an anti-icing air-intake pipe connecting the main pipe and the channel; a non-return valve enabling anti-icing air to go from the main pipe to the pipe; at least one suction-air collection pipe connecting the channel and the main pipe; and a non-return valve enabling suction air to pass from the pipe toward the main pipe.

Abstract: A braking test for a high lift system. The system including a plurality of high lift surfaces movably arranged at a wing, a plurality of drive stations coupled with the high lift surfaces via a transmission shaft, a power drive unit coupled with the transmission shaft including an electric motor operably coupled with a brake, and a control unit operably coupled to the power drive unit. The control unit executing a method for testing the brake, including actuating an electric motor, acquiring a sensor output of a sensor coupled during the actuating of the motor and determining a motion of the motor, activating a selected brake under test, measuring an elapsed time until the brake has arrested the motion, and determining if the elapsed time is less than a threshold. Generating a brake failure signal for the selected brake if the elapsed time exceeds the threshold.

Abstract: A fixed compliant wing system is provided that is coupled to a rigid spar and a rigid stopper. The fixed compliant wing system includes an actuator and at least two compliant rib structures coupled to the rigid spar. The compliant rib structures include an outer compliant contoured structure, a drive member coupled to the outer compliant contoured structure and including a guiding slot consisting of at least two interconnected portions. The guiding slot encompasses and is in a sliding arrangement with the rigid stopper. The drive member is further connected to the actuator. Portions of the outer compliant contoured structures are configured to independently deform when force is applied from the actuator to the drive member thereby moving the rigid stopper from a first portion to a second portion of the guiding slot. The fixed complaint wing system further includes a skin encompassing the compliant rib structures.

Abstract: The invention provides an aerodynamic device configured for being mounted to an aerodynamic structure of an aircraft, the aerodynamic device having a spanwise length, a chordwise width, a leading edge section along a leading edge of the device, for being mounted to the aerodynamic structure of the aircraft, and a trailing edge section along a trailing edge of the device, for providing a required aerodynamic profile, wherein a first chordwise extending segment of the trailing edge section is moveable in a spanwise direction with respect to the leading edge section or with respect to a second chordwise extending segment of the trailing edge section.

Abstract: The support assembly comprises a fixing system which comprises a first connection rod which is connected via a first end to a support component and which is configured to generate a primary force path and a second connection rod which is connected via a first end to the support component and which is configured to generate a secondary force path, the fixing system further comprising a beam which is fixed to a structural component, the second end of the first connection rod and the second end of the second connection rod being connected to the beam, which is arranged so that the directions of the first and second connection rods are oriented in accordance with a plane substantially orthogonal to the plane of the support component.

Abstract: A system for optimizing performance of an aircraft may include a flight control computer for computing an optimum flap setting based on aircraft data. The system may further include a flap control system having a flap control device. The system may additionally include a flap actuation system coupled to the flap control system for positioning the trailing edge device at the optimum flap setting.

Abstract: A fixed compliant wing system is provided that is coupled to a rigid spar and a rigid stopper. The fixed compliant wing system includes an actuator and at least two compliant rib structures coupled to the rigid spar. The compliant rib structures include an outer compliant contoured structure, a drive member coupled to the outer compliant contoured structure where the drive member is in a sliding arrangement with the rigid stopper. The drive member is further connected to the actuator. The outer compliant contoured structure of the compliant rib structures is configured to deform when force is applied from the actuator to the drive member. The fixed complaint wing system further includes a skin encompassing the compliant rib structures.

Abstract: A rotor blade for a driven horizontal rotor of a rotary-wing aircraft comprises an elongated main body which includes a leading edge, a trailing edge, and an upper surface extending between the leading edge and the trailing edge. The rotor blade further comprises at least one flap having a front end and a rear end and mounted to the main body at its front end swiveling about a swiveling axis running in parallel to the radial or spanwise axis of the rotor blade. The flap has a basic position in which it lies flat against the upper surface of the main body. Further, the flap is passively swiveled by aerodynamic forces and inertial forces about its swivel axis to raise above the upper surface of the main body, and a reset force acts upon the flap to reset it into its basic position on the surface of the main body.

Abstract: Embodiments of an aerodynamic structural insert frame comprise a leading edge, a trailing edge opposite the leading edge, and at least one cavity between the leading edge and trailing edge, wherein the aerodynamic structural insert frame is configured to deflect upon activation by an external stimulus; at least one deformable buckling member extending the distance between opposite edges of the cavity, wherein the deflection of the aerodynamic structural insert frame is configured to trigger deflection of the deformable buckling member; a pivot region; and at least one stopper bar attached to and extending from one edge of the cavity a distance less than the distance between opposite edges of the cavity, wherein the stopper bar is configured to stop the deflection of the aerodynamic structural insert and the buckling member when the stopper bar strikes an opposite edge of the cavity.

Abstract: A morphing aerofoil comprising: a leading edge; a trailing edge; and upper and lower surfaces extending between the leading and trailing edges. An upper thermal actuation member is provided proximate the upper surface; and a lower thermal actuation member is provided proximate the lower surface opposite the upper thermal actuator. The upper and lower thermal actuation members have different thermal expansion coefficients and are positioned such that they cause the trailing edge to deflect when they expand or contract by different amounts in response to a change in ambient temperature, thereby changing a camber of the aerofoil.

Abstract: A system and method for determining whether the relative rate of deployment of all the slats extending from a leading edge of an aircraft wing is the same as a predetermined relative rate of deployment. Each slat includes at least one slat deployment mechanism that includes a drive pinion drivingly coupled to each slat and a rotary actuator having an output shaft driven by a common input drive shaft. The system of the invention comprises a sensor associated with each rotary actuator to generate a signal indicative of the rate of rotation of the corresponding output shaft and to supply that signal to a controller. The controller is configured to analyze the signals supplied by the sensors and to generate an alarm signal if a relative rate of rotation of any of the output shafts differs from a predetermined relative rate of rotation.

Abstract: The present invention discloses a method for controlling a high-lift device or a flight control surface of an aircraft or spacecraft, especially with a system according to the present invention, comprising the steps of receiving, at least one first control unit, a command signal from a commander unit via a data network, providing a primary control signal to at least one secondary control unit via the data network, wherein the primary control signal depends on the received command signal, receiving, at the at least one second control unit, a sensor signal of one or more sensors of the high-lift device or flight control surface, and providing a secondary control signal to one or more actuators of the high-lift device or flight control surface, wherein the secondary control signal depends on the received sensor signal. Furthermore, the present invention discloses a system and an aircraft or spacecraft.

Abstract: An airfoil system includes an airfoil body and at least one flexible strip. The airfoil body has a top surface and a bottom surface, a chord length, a span, and a maximum thickness. Each flexible strip is attached along at least one edge thereof to either the top or bottom surface of the airfoil body. The flexible strip has a spanwise length that is a function of the airfoil body's span, a chordwise width that is a function of the airfoil body's chord length, and a thickness that is a function of the airfoil body's maximum thickness.

Abstract: The present invention provides a drive system which can automatically deploy a ground spoiler even when a wheel is locked. A drive system for a ground spoiler deploys closed ground spoilers 4A to 4D when a wheel speed VW exceeds a wheel reference speed VW1 or when an air speed VB exceeds an air reference speed VB1 after a main gear 6 touches down. The system may also close the deployed ground spoilers 4A to 4D when the wheel speed VW is smaller than a wheel reference speed VW2 or when the air speed VB is smaller than an air reference speed VB2.

Abstract: A system and method for producing surface deformations on a surface of a body. The system and method relate to changing the convective heat transfer coefficient for a surface. The system includes a first surface being a surface of a body exposed to a fluid flow and at least one actuator affecting deformation of the first surface. The system also includes a control system providing control commands to the at least one actuator, the control commands configured to change deformations on the first surface in order to change the convective heat transfer coefficient of the first surface. Further, the system includes a sensor providing environmental characteristic information to the control system.

Abstract: A multi-element airfoil system includes an airfoil element having a leading edge region and a skin element coupled to the airfoil element. A slat deployment system is coupled to the slat and the skin element, and is capable of deploying and retracting the slat and the skin element. The skin element substantially fills the lateral gap formed between the slat and the airfoil element when the slat is deployed. The system further includes an uncoupling device and a sensor to remove the skin element from the gap based on a critical angle-of-attack of the airfoil element. The system can alternatively comprise a trailing edge flap, where a skin element substantially fills the lateral gap between the flap and the trailing edge region of the airfoil element. In each case, the skin element fills a gap between the airfoil element and the deployed flap or slat to reduce airframe noise.

Abstract: In one embodiment of a method to reduce vertical position errors of an aircraft, a disturbance input acting on the aircraft may be determined. The magnitude of the disturbance may be converted into a delta lift command if the magnitude of the disturbance is outside a criteria. The delta lift command may be post processed. The delta lift command may be converted into symmetric lateral surface position commands for control surfaces. The symmetric lateral surface position commands may be communicated to lateral control surface actuators to move the control surfaces according to the symmetric lateral surface position commands.

Abstract: Embodiments of the present airfoil systems comprise an airfoil with a leading edge, a trailing edge, an upper surface, a lower surface, and a skin surface, at least one structural element located within said airfoil, wherein said structural element supports the skin surface having an upper skin portion and a lower skin portion wherein said structural element can change its shape in response to external stimulus during flight operations, and an actuating means for selectively altering the curvature of said structural element which alters the curvature of said upper skin portion and of said lower skin portion to cause nonlinear deflection of said skin surface between an extreme raised position through a neutral position to an extreme lowered position; whereby the outer surface curvature of said airfoil and said skin surface is smooth and continuous over substantially the entirety thereof at all positions of said skin surface.

Abstract: An aircraft wing assembly, comprising: a fixed wing portion; a first and second flight control surfaces; a first and second actuators operatively coupled to the first and second flight control surfaces for moving respective first and second flight control surfaces with respect to the fixed wing portion; a control system operatively coupled to the first and second actuators for controlling movement of the first and second flight control surfaces; and a third actuator selectively engaged with the second flight control surface for engaging and moving the second flight control surface out of a path of movement of the first flight control surface only in the event of a failure in the second actuator or its control, so as to avoid direct contact between the first and second flight control surfaces.

Abstract: A method of monitoring the performance of an aerodynamic surface of an aircraft. The aircraft is operated during a non-perturbed measurement period such that the flow of air over the surface is at least partially laminar. A parameter is measured which is indicative of the drag of the surface during the non-perturbed measurement period to provide non-perturbed drag data. Air flow is perturbed temporarily over the surface in a perturbed measurement period so that it undergoes a transition from laminar flow to turbulent flow. The parameter is also measured during the perturbed measurement period to provide perturbed drag data. The degree of laminar flow during the non-perturbed measurement period can then be estimated in accordance with the difference between the perturbed drag data and the non-perturbed drag data. An ice protection system can be used to perturb the air flow.

Abstract: An apparatus and method for an improved morphing flow path. A flexible structure has a plurality of sections which include a first section and a second section. An actuator system is connected to the flexible structure and includes a number of actuators. The actuator system is capable of changing a configuration of the flexible structure. A controller is connected to the actuator system. The controller is capable of changing a position of a number of actuators within the actuator system.

Abstract: A system and method for minimizing buffeting in the case of an aircraft. Buffeting load control elements are provided in airfoils of the aircraft are arranged to be at least partly moved out of the airfoils by a control to reduce buffeting loads acting on the aircraft.

Abstract: An aircraft (F) with wings (1; 1a, 1b) and a system for minimizing the influence of unsteady flow states, wherein the wing consists of a respective main wing (M) and at least one control flap (S) adjustably arranged relative thereto, a adjusting drive (21) for activating the at least one control flap (S), as well as a sensor arrangement for acquiring the setting position of the control flap (S), wherein the system for minimizing the influence of unsteady flow states exhibits: At least one arrangement (15) of flow-influencing devices (16) for influencing the fluid flow over the surface segment (10), which are functionally connected with the flight control device, and incorporated in at least one surface segment (10; 11a, 12a; 11b, 12b) of the main wing (M) of each wing (M; 1a, 1b) extending in a respective wingspan direction and/or at least one control flap (S), A detection device for detecting unsteady flow states acting on the aircraft, An actuating function that is functionally connected with the flow-in

Abstract: A system for announcing failure of a mechanically actuated arrangement employs a first coupler arrangement that couples an actuator to a structural element that is desired to be controlled, and a first force sensor is coupled to the first coupler arrangement. The first coupler arrangement and the first force sensor constitute a primary load path. Similarly, a second coupler arrangement is coupled to the actuator to the structural element and constitutes a secondary load path. Changes in the forces experienced by one or both of first and second force sensors are monitored by a controller/monitor system. A connector has a screw shaft in the primary load path and a preloaded tie rod in the secondary load path. Axial forces are generated by a drive motor, which can include a ball screw arrangement. Operating impulses generated by the ball screw arrangement are monitored during a predetermined interval of operation.

Abstract: Embodiments of the present airfoil structural insert comprise an airfoil structural insert frame, a skin surface disposed about the airfoil structural insert frame, at least one attachment point operable for coupling to an aerodynamic structure, a leading edge disposed on one end of the airfoil structural insert frame, a trailing edge disposed on an opposite end of the airfoil structural insert frame, and at least one structural element configured to support the skin surface, wherein said structural element undergoes at least one nonlinear shape change from a first shape to a deflected shape.

Abstract: A high lift system with a main wing and regulating flaps, also bearing devices for the mounting of the regulating flaps, and positioning devices for the positioning of the regulating flaps, wherein the respective bearing device and/or positioning device is at least partially provided with a fairing, having a flow control device for purposes of controlling the flow around the high lift system with at least one inlet duct with at least one inlet, which device is located on or underneath the lower face of the high lift system, wherein at least one outlet duct for air is furthermore provided, which is connected with the inlet duct in a fluid-communicating manner, and has at least one outlet, which is located on the upper face in the region of at least one regulating flap of the high lift system.

Abstract: Disclosed are a method and device for attenuating vertical turbulence encountered by an aircraft during flight. Incorporated into the method and device is a wind determination device, which is used to determine a vertical wind component existing outside the aircraft. A severity level determination unit is used to determine a severity level of the vertical wind component determined by the wind determination device. A control unit calculates at least one control order based on the vertical wind component determined by the wind determination device. In addition, the control unit determines the actual existence of activation conditions determined according to the severity level determined by the severity level determination unit. Upon verifying the activation conditions, the control unit transmits the control order to at least one actuator of the at least one controllable movable member.

Abstract: A high-lift system with a main wing and adjustable flaps as well as guiding devices for holding the adjustable flaps and adjustment devices for adjusting the adjustable flaps, wherein the respective guiding device and/or adjustment device at least in part include/includes a fairing, including a flow influencing device for influencing the flow around the high-lift system, with at least one inlet line with at least one inlet that is situated on or below the bottom of the high-lift system, wherein, furthermore, at least one outlet line for air is provided that includes a fluid-communicating connection to the inlet line and includes at least one outlet situated at the top in the region of at least one adjustable flap of the high-lift system.

Abstract: A method, apparatus, and computer program product for identifying a number of air states for a vehicle. A deflection of a control surface associated with an actuator is identified to form an identified deflection. A current in the actuator is identified to form a measured current. The number of air states for the vehicle is estimated using the identified deflection and the measured current.

Abstract: A system for determining whether the relative rate of deployment of all the slats (11) extending from a leading edge (12) of an aircraft wing (10) is the same as a predetermined relative rate of deployment is disclosed. Each slat includes at least one slat deployment mechanism that includes a drive pinion (8) drivingly coupled to each slat and a rotary actuator (14) having an output shaft (20), the output shaft being driven by a common input drive shaft (13) via the rotary actuator and being coupled to said drive pinion. The system of the invention comprises a sensor (21) associated with each rotary actuator to generate a signal indicative of the rate of rotation of its corresponding output shaft and to supply that signal to a controller (23). The controller is configured to analyse the signals supplied by the sensors and to generate an alarm signal if a relative rate of rotation of all the output shafts differs from a predetermined relative rate of rotation. A method is also disclosed.

Abstract: An aircraft with a refueling device for receiving fuel from a tanker aircraft in-flight is described, including an arrangement of flow influencing devices, an arrangement of flow condition sensor devices measuring flow conditions on respective surface segments, a flight data transmission device receiving flight data of a tanker aircraft, a flight path specification module that determines a nominal flight path or a nominal flight path corridor from the flight data of the flight data transmission device, and a flight control device configured to generate nominal commands for the flow influencing devices based on the measured flow condition and the nominal flight path or the nominal flight path corridor. These nominal commands control or maintain the movement of the aircraft along the nominal flight path or in the nominal flight path corridor. A method for controlling the flight path of an aircraft during the refueling thereof is also provided.

Abstract: Embodiments pertain to a flap adjusting system including a regulating flap mounted on an airfoil using at least two bearing devices and movable relative to the airfoil, and an adjusting device. The adjusting device includes an actuator and adjusting kinematics with a drive rod that couples the actuator to the regulating flap using a first and a second joint, as well as a load sensor. The adjusting kinematics are configured such that, at a maximum adjustment travel of the regulating flap, the second joint between the drive rod and the regulating flap is adjusted by an angle less than 50% of the angle by which the first joint is adjusted. The load sensor is arranged in at least one adjusting device and in the second joint, which couples the drive rod to the regulating flap. The load sensor is configured to measure the forces in this load path.

Abstract: An aircraft wing assembly, comprising: a fixed wing portion; a first and second flight control surfaces; a first and second actuators operatively coupled to the first and second flight control surfaces for moving respective first and second flight control surfaces with respect to the fixed wing portion; a control system operatively coupled to the first and second actuators for controlling movement of the first and second flight control surfaces; and a third actuator selectively engaged with the second flight control surface for engaging and moving the second flight control surface out of a path of movement of the first flight control surface only in the event of a failure in the second actuator or its control, so as to avoid direct contact between the first and second flight control surfaces.

Abstract: An aircraft includes a surface over which an airflow passes. A plasma actuator is configured to generate a plasma above the surface, the plasma coupling a directed momentum into the air surrounding the surface to reduce separation of the airflow from the surface. A method of reducing separation of an airflow from a surface of an aircraft includes generating a plasma in air surrounding the surface at a position where the airflow would separate from the surface in the absence of the plasma.

Abstract: A multi-element airfoil system includes an airfoil element having a leading edge region and a skin element coupled to the airfoil element. A slat deployment system is coupled to the slat and the skin element, and is capable of deploying and retracting the slat and the skin element. The skin element substantially fills the lateral gap formed between the slat and the airfoil element when the slat is deployed. The system further includes an uncoupling device and a sensor to remove the skin element from the gap based on a critical angle-of-attack of the airfoil element. The system can alternatively comprise a trailing edge flap, where a skin element substantially fills the lateral gap between the flap and the trailing edge region of the airfoil element. In each case, the skin element fills a gap between the airfoil element and the deployed flap or slat to reduce airframe noise.