Abstract: Aircraft trailing edge devices, including devices having forwardly positioned hinge lines, and associated methods are disclosed. An aircraft system in accordance with one embodiment of the invention includes a wing and a trailing edge device coupled to the wing. The trailing edge device can be movable relative to the wing between a stowed position and a deployed position, with the trailing edge device having a leading edge, a trailing edge, an upper surface, and a lower surface. The upper surface can have an intersection point with the wing when the trailing edge device is in the stowed position. The motion of the trailing edge device relative to the wing can include rotational motion about a hinge line positioned forward of the intersection point, and a gap can be positioned between the trailing edge of the wing and the leading edge of the trailing edge device when the trailing edge device is in the deployed position.

Abstract: Aircraft trailing edge devices, including devices with non-parallel motion paths, and associated methods are disclosed. A device in accordance with one embodiment includes a wing and an inboard trailing edge device coupled to the wing and movable relative to the wing between a first stowed position and a first deployed position along a first motion path. An outboard trailing edge device can be coupled to the wing outboard of the inboard trailing edge device, and can be movable relative to the wing along a second motion path that is non-parallel to the first motion path. An intermediate trailing edge device can be coupled between the inboard and outboard trailing edge devices and can be movable along a third motion path that is non-parallel to both the first and second motion paths. Each of the trailing edge devices can open a gap relative to the wing when moved to their respective deployed positions.

Abstract: A wake vortex alleviator is provided. The wake vortex alleviator produces rapid variations in the position of vortices emanating from aerodynamic surfaces by using an active flap that moves span-wise back and forth along the outboard section of the surface. Rapidly moving the flap back and forth in a slot at an appropriate frequency will cause the vortex to oscillate, resulting in interaction between other vortices and subsequent destruction much earlier than it would occur naturally. The slot is positioned near the aerodynamic surface trailing edge and generally transverse to a chord line of the aerodynamic surface. The flap can be moved using a variety of actuators to position, translate and stow the flap. The oscillation frequency and position are guided by information feedback according variations in lift in the aerodynamic surface, such as wind gusts. The flaps can control yaw, roll and pitch of the aerodynamic surface.

Abstract: An auxiliary wing and flap assembly for an aircraft which is to be extendable from a retracted position to a deployed position. Relative to the chord of the wing, the split flap is located directly adjacent the trailing edge of the wing with the auxiliary wing assembly being located at approximately the mid length of the chord of the wing. A split flap assembly extends approximately one-half the length of the aircraft wing with the auxiliary wing assembly extending the total length of the aircraft wing. The split flap is extendable to assume approximately a sixty degree angle relative to the bottom surface of the aircraft wing while the auxiliary wing assembly is extendible to assume a maximum of ninety degree angle relative to the bottom surface of the aircraft wing. The chord length of the split flap is equal to approximately 0.15 of the chord length of the aircraft wing while the auxiliary wing assembly has an airfoil-shaped member that has a chord length of approximately 0.

Abstract: A flap actuator is provided for controlling movement of a flap on a wing of an aircraft. The flap actuator includes a housing having a leading end and a trailing end. A ball nut is rotatably supported in the housing. A motor has a rotatable drive shaft that is rotatable in first and second opposite directions. A gear assembly translates rotation of the drive shaft to the ball nut. A ball screw extends along a longitudinal axis and has a terminal end operatively connectable to the flap. The ball screw is movable between a first retracted in response to rotation of the ball nut in a first direction and a second extended position in response to rotation of the ball nut in a second direction. A one-way roller clutch is operatively connectable to the ball nut. The roller clutch engages the housing and prevents rotation of the ball nut in a first direction in response to a compressive force on the ball screw by the flap.

Abstract: A method of generating lift for a vehicle including heating a flow of gas using a gas generator mounted on the vehicle that contributes no more than about ten percent of thrust used to propel the vehicle in a forward direction, and driving a lift fan using the heated gas flow to generate lift for the vehicle.

Abstract: The invention relates to the monitoring of the landing flaps on an airfoil (2) for an aircraft (1), and to an aircraft (1) having such an airfoil (2). The airfoil (2) has a wingbox (3), a support (5) which is mounted relative to the wingbox (3) such that it can rotate with respect to a flap rotation axis (7), a flap (4) which is attached to the support (5) and rotates with respect to the flap rotation axis (7) during rotation of the support (5) relative to the wingbox (3), a movement mechanism (8) which is coupled to the support (5) in order to set an angle position of the flap (4) with respect to the wingbox (3) and a measurement apparatus (18) for detection of the angle position of the flap (4). The measurement apparatus (18) has a rotation sensor (19), which is arranged on the support (5), and a four-element coupling transmission (22, 24, 26, 27) which couples the rotation sensor (19) to the movement mechanism (8).

Abstract: A wake vortex alleviator is provided. The wake vortex alleviator produces rapid variations in the position of vortices emanating from aerodynamic surfaces by using an active flap that moves span-wise back and forth along the outboard section of the surface. Rapidly moving the flap back and forth in a slot at an appropriate frequency will cause the vortex to oscillate, resulting in interaction between other vortices and subsequent destruction much earlier than it would occur naturally. The slot is positioned near the aerodynamic surface trailing edge and generally transverse to a chord line of the aerodynamic surface. The flap can be moved using a variety of actuators to position, translate and stow the flap. The oscillation frequency and position are guided by information feedback according variations in lift in the aerodynamic surface, such as wind gusts. The flaps can control yaw, roll and pitch of the aerodynamic surface.

Abstract: An exemplary high-lift system for an aircraft includes a wing, a high-lift flap coupled to the wing, a kinematic element which is driven by a drive device, and a flap lever structured and arranged to rotate via an actuating drive between a retracted position in which the high-lift flap complements a wing profile and a plurality of extended positions in which a slot of a given width is formed between the wing and the high-lift flap. A first end of the flap lever is coupled to the high-lift flap. A second end of the flap lever is coupled to the kinematic element and is capable of rotating relative thereto via a first rotation point. The kinematic element is structured and arranged to rotate relative to a second rotation point that is fixed in position relative to the wing. The first rotation point is separated by a predetermined distance from the second rotation point.

Abstract: A pivoting panel for an aircraft and to a composite support piece for this kind panel. The support piece (17) is arranged as a part of the frame structure of the panel (3). The support piece has an extension portion (23) to which an actuator connection fitting (7) of an actuator (4) can be fastened. The extension portion (23) distributes the forces to the structures of the panel (3).

Abstract: An aircraft wing comprising a leading element and a trailing element moveably coupled together, said elements being positionable relative to each other so that air can flow from the underside of the leading element over the top of the trailing element through a gap between the leading element and the trailing element, wherein a trailing edge of the leading element proximate to the trailing element is configured to disrupt air flow as it flows over said trailing edge and through the gap.

Abstract: Aerodynamic seals for use with control surfaces on aircraft are described herein. In one embodiment, a seal assembly for use with an aircraft includes a first seal member and a second seal member. The first seal member has a first proximal portion configured to be attached to a fixed airfoil portion of the aircraft, and a first distal portion configured to extend outwardly from the fixed airfoil portion toward a movable control surface. The second seal member has a second proximal portion configured to be attached to the movable control surface, and a second distal portion configured to extend outwardly from the control surface toward the fixed airfoil portion. In this embodiment, the second distal portion is further configured to movably contact the first distal portion to at least partially seal the gap between the fixed airfoil portion and the movable control surface as the control surface moves relative to the fixed airfoil portion.

Abstract: The device (1) comprises means (10, 8) for locally modifying, using control surfaces (4), the lift of the wings of the airplane in the buffeting-generating regions.

Abstract: A pivoted flap mechanism for adjusting an aerodynamic pivotable flap associated with a wing, including: an actuating device including a gear device; a drive device including a drive arm that rotates about an axis, and which is structured and arranged to load the actuating device; and a flap support composed of a leading flap support portion and a trailing flap support portion. The aerodynamic pivotable flap is arranged on the flap support, and a steering arm of the gear device is swivellably coupled by a link to a part of the trailing flap support portion adjacent the leading flap support portion. The instant abstract is neither intended to define the invention disclosed in this specification nor intended to limit the scope of the invention in any way.

Abstract: The invention relates to a control surface (3) for an aerodynamic lifting surface (2) of aircraft comprising a main closing rib (9) located at one end of the control surface (3) to which a main torsion bar (8) is joined, the mentioned torsion bar (8) being joined at its other end to a lever system (14) on which at least one actuator (15) acts, such that it is possible to act on the rotation of the mentioned control surface (3) during the flight of the aircraft. The invention also relates to an actuation method for actuating such a control surface (3).

Abstract: A trim tab assembly includes first and second shape memory alloy (SMA) actuators and a trim tab substrate which provide elastic/plastic locking in response to an induced strain actuation.

Abstract: A wing for an aircraft includes a non-balanced lift gradient because as a result of at least one propeller slipstream flowing onto the wing the induced drag of the wing is increased. To reduce the increased induced drag, the wing comprises a first region with a reduced local wing camber and/or reduced local twist, and a second region with an increased local wing camber and/or increased local twist. The first region is defined as a wing surface situated downstream of the propeller slipstream, upstream of which wing surface the blades of the propeller move upwards. The second region is defined as a wing surface situated downstream of the propeller slipstream, upstream of which wing surface the blades of the propeller move downwards.

Abstract: Described is an interconnection system, in particular for flaps which are located side-by-side, on an aircraft wing, for example landing flaps or high-lift flaps. The interconnection system is in particular characterised in that it comprises a correspondingly guided compensating profile for a gap between the flaps, which gap changes when the flaps are moved. Preferably, the interconnection system is combined with a failsafe device for adjacent flaps in the form of a longitudinally adjustable interconnection strut which is connected to the adjacent flaps by way of corresponding load introduction fittings. The interconnection system is in particular suitable for large aircraft in which the gap between adjacent flaps, due to the relatively large lateral movement of the flaps during retraction and extension, becomes relatively wide, and the forces acting on the flaps are relatively great.

Abstract: Trailing edge device catchers and associated systems and methods are disclosed. A system in accordance with one embodiment includes a wing having a wing support, a trailing edge device carried by and movable relative to the wing and having a device support, and a coupling connected between the wing and the trailing edge device. The coupling can include a pivot joint that includes a pivot element aligned along a pivot axis and connected between the wing support and the device support. The coupling can further include an actuator coupled between the wing and the trailing edge device, with the actuator having a first position in which the trailing edge device is stowed, and a second position in which the trailing edge device is deployed, with an air flow gap located between the wing and the trailing edge device when the trailing edge device is in the second position. A cam track is carried by one of the wing and the trailing edge device and has opposing cam track surfaces fixed relative to each other.

Abstract: Aircraft trailing edge devices, including devices with non-parallel motion paths, and associated methods are disclosed. A device in accordance with one embodiment includes a wing and an inboard trailing edge device coupled to the wing and movable relative to the wing between a first stowed position and a first deployed position along a first motion path. An outboard trailing edge device can be coupled to the wing outboard of the inboard trailing edge device, and can be movable relative to the wing along a second motion path that is non-parallel to the first motion path. An intermediate trailing edge device can be coupled between the inboard and outboard trailing edge devices and can be movable along a third motion path that is non-parallel to both the first and second motion paths. Each of the trailing edge devices can open a gap relative to the wing when moved to their respective deployed positions.

Abstract: An aircraft wing comprising: a main wing element; and a flap connected to the main wing element by a deployment system which can deploy the flap from a retracted position to an extended position, wherein the wing has a trailing edge which is swept, at least in the region of the flap, when the flap is in its retracted position, and wherein the deployment system is arranged such that the flap reduces the degree of sweep of the trailing edge of the wing in the region of the flap as it is deployed. The deployment system comprises a first actuator configured to rotate the flap horizontally so as to change the sweep angle of the flap and a second actuator configured to rotate the flap vertically so as to increase the camber of the wing, and the first and second actuators are operable independently of each other.

Abstract: A multi-segment flap fence is incorporated into the wing such that a lower fence structure is attached to the underside of the fixed wing, an upper fence structure is attached to the main flap (e.g., at the outboard end). The two flap segments are configured to slideably articulate with respect to each other when the flap is extended to form a composite flap fence having an area that is substantially equal to the sum of the surface areas of the upper and lower flap fence structures. In one embodiment, the area of the upper fence is less than that of the lower fence.

Abstract: An aircraft wing comprising: a leading element; a trailing element positioned behind the leading element relative to a direction of movement of the aircraft; an actuation system for moving one of the elements between a retracted position and an extended position in which there is an air gap between a lower surface of the leading element and a surface of the trailing element. Two or more elongate stiffening ridges extend downwards from the lower surface of the leading element, and each adjacent pair of ridges is separated by a channel. The leading element is shaped to provide an improved air gap, preferably one which is parallel or convergent in all positions.

Abstract: An aircraft wing comprises a main wing with a pivotable trailing edge and a lift-assisting flap on the rear of the wing. The lift-assisting flap is coupled to the main wing and is designed in such a way that in its retracted state, the lift-assisting flap abuts the main wing and in an extended state, the lift-assisting flap forms an air gap with the main wing. The pivotable trailing edge is pivotable in such a way that, by pivoting the pivotable trailing edge, the shape and the width of the air gap are adjustable.

Abstract: A trim tab is disclosed for use on an aerodynamic foil that has first and second surfaces which extend between a leading edge and a trailing edge. Structurally, the trim tab includes a tab member that is bounded by slits formed through each surface to extend from the trailing edge toward the leading edge. Also, the tab member is bounded by a slot formed between the slits on the second surface to establish a flange between the slot and the trailing edge. Further, the trim tab includes an actuator that is mounted on the foil between the slot and the leading edge. The actuator includes an actuator arm that is connected to the flange. As a result, extension and retraction of the actuator moves the tab member about a hinge-less tab that is created on the first surface.

Abstract: Flow body systems and associated methods, including aerospace vehicle control surface systems are disclosed herein. One aspect of the invention is directed toward an aerospace vehicle system that includes a first flow body that can be coupleable to an aerospace vehicle. The system can further included a second flow body that includes a chord line and can be rotatably coupled to the first flow body at a hinge point positioned away from the chord line. The hinge point can have a hinge axis. The hinge line can extend through the hinge point, but being nonparallel with the hinge axis. The system can still further include at least one self-aligning mechanism coupled between the first flow body and the second flow body. The at least one self-aligning mechanism can be positioned to allow the second flow body to rotate about the hinge line and the hinge axis.

Abstract: Systems and methods for providing differential motion to wing high lift devices are disclosed. A system in accordance with one embodiment of the invention includes a wing having a leading edge, a trailing edge, a first deployable lift device with a first spanwise location, and a second deployable lift device with a second spanwise location different than the first. The wing system can further include a drive system having a drive link operatively coupleable to both the first and second deployable lift devices, and a control system operatively coupled to the drive system. The control system can have a first configuration for which the drive link is operatively coupled to the first and second deployable lift devices, and activation of at least a portion of the drive link moves the first and second deployable lift devices together.

Abstract: An airfoil for a micro air vehicle that includes components enabling the airfoil to adjust the angle of attack (AOA) of the airfoil in response to wind gusts, thereby enabling the airfoil to provide smooth flight. The airfoil may include a first compliant region positioned between an inboard section and a first outboard section and may include a second compliant region between a second outboard section and the inboard section. The compliant regions enable the first and second outboard sections to bend about a leading edge section and move relative to an inboard section. This action creates smoother flight due to numerous aerodynamic advantages such as a change in the angle of attack and improved wind gust rejection due to adaptive washout as a result of the airfoil flexing, twisting and decambering.

Abstract: An aircraft wing including a wing box and a nose flap moveably connected to the wing box by first and second folding hinges. A first transverse link is pivotally connected to first portions of the first and second folding hinges. A second transverse link is pivotally connected to second portions of the first and second folding hinges. An actuator is connected diagonally between the first and second transverse links for moving the nose flap between a retracted position and an extended position. The instant abstract is neither intended to define the invention disclosed in the specification nor intended to limit the scope of the invention in any way.

Abstract: A long endurance powered aircraft includes a central spar, a propeller coupled to the central spar, and a wing coupled to the central spar. The wing includes a first spar and an opposing second spar. Leading ends of the first and second spars are coupled to the central spar and trailing ends of the first and second spars selectively diverge from the central spar to define a morphing wing configured change shape to optimize aircraft flight parameters in response to changes in at least one flight condition.

Abstract: Aircraft trailing edge devices, including devices with non-parallel motion paths, and associated methods are disclosed. A device in accordance with one embodiment includes a wing and an inboard trailing edge device coupled to the wing and movable relative to the wing between a first stowed position and a first deployed position along a first motion path. An outboard trailing edge device can be coupled to the wing outboard of the inboard trailing edge device, and can be movable relative to the wing along a second motion path that is non-parallel to the first motion path. An intermediate trailing edge device can be coupled between the inboard and outboard trailing edge devices and can be movable along a third motion path that is non-parallel to both the first and second motion paths. Each of the trailing edge devices can open a gap relative to the wing when moved to their respective deployed positions.

Abstract: Independently deflectable control surfaces are located on the trailing edge of the wing of a blended wing-body aircraft. The reconfiguration control system of the present invention controls the deflection of each control surface to optimize the spanwise lift distribution across the wing for each of several flight conditions, e.g., cruise, pitch maneuver, and high lift at low speed. The control surfaces are deflected and reconfigured to their predetermined optimal positions when the aircraft is in each of the aforementioned flight conditions. With respect to cruise, the reconfiguration control system will maximize the lift to drag ratio and keep the aircraft trimmed at a stable angle of attack. In a pitch maneuver, the control surfaces are deflected to pitch the aircraft and increase lift. Moreover, this increased lift has its spanwise center of pressure shifted inboard relative to its location for cruise.

Abstract: Nowadays position pickup units are commonly used in order to measure the rotation position of a shaft for operating a landing flap or landing slat or a brake flap in an aircraft. In the case of failure of such a position pickup unit (PPU) the corresponding drive motor of the shaft has to be switched off because position data is no longer present. According to one embodiment of the present invention a device for determining the rotation angle of a shaft in an aircraft is stated, with said device comprising a shaft and a motor, wherein rotation of the shaft is measured by way of the motor. This measuring data can be evaluated together with the data of the PPU. In this way improved system availability is ensured.

Abstract: Aircraft exhaust systems and methods are disclosed. In one embodiment, an integrated propulsion assembly includes a wing assembly having an upper surface and a lower surface, and a propulsion unit at least partially disposed within the wing assembly. An exhaust system is configured to conduct an exhaust flow emanating from the propulsion unit to an exhaust aperture. The exhaust aperture is positioned proximate a trailing edge of the wing assembly, and has an aspect ratio of at least five. In further embodiments, the wing assembly includes a flap member moveably coupled along a trailing edge portion of the wing assembly, and the exhaust aperture is configured to direct the exhaust flow over at least a portion of the flap member.

Abstract: Improved miniature trailing edge effectors for aerodynamic control are provided. Three types of devices having aerodynamic housings integrated to the trailing edge of an aerodynamic shape are presented, which vary in details of how the control surface can move. A bucket type device has a control surface which is the back part of a C-shaped member having two arms connected by the back section. The C-shaped section is attached to a housing at the ends of the arms, and is rotatable about an axis parallel to the wing trailing edge to provide up, down and neutral states. A flip-up type device has a control surface which rotates about an axis parallel to the wing trailing edge to provide up, down, neutral and brake states. A rotating type device has a control surface which rotates about an axis parallel to the chord line to provide up, down and neutral states.

Abstract: An aircraft configuration that may reduce the level of noise, infrared radiation, or combination thereof directed towards the ground from an aircraft in flight. An embodiment of an aircraft includes a fuselage, two forward swept wings, at least one engine mounted to the aircraft and higher than the wings, and vertical stabilizers mounted on each wing outboard of the outermost engine. The leading edge of the wing may extend forward of the leading end of the engine, and the trailing edge of the aft deck may extend aft of the trailing end of the engine. The aft deck may include an upwardly rotatable pitch control surface at the trailing edge of the deck. Engine types may vary, including but not limited to turbofans, prop-fans, and turbo-props. Main wings may be mounted above the longitudinal axis of the fuselage, and canards may likewise be mounted above or below the axis.

Abstract: Systems and methods for controlling aircraft flaps and spoilers. Systems in accordance with some embodiments include a wing having a trailing edge, and a flap positioned proximate to the wing trailing edge and being deployable relative to the wing between a first flap position and a second flap position by operation of a first actuator. A spoiler can be positioned at least proximate to the trailing edge and can be movable among at least three positions, including a first spoiler position in which the spoiler forms a generally continuous contour with an upper surface of the wing, a second spoiler position deflected downwardly from the first, and a third spoiler position deflected upwardly from the first. A second actuator can be operatively coupled to the spoiler to move the spoiler among the first, second and third spoiler positions in a manner that is mechanically independent of the motion of the flap.

Abstract: A wing for an aircraft is provided, including at least a first wing portion configured for providing high-lift mild stall characteristics at least at Reynolds numbers in the range between about 0.3*106 and about 2.0*106, and at least a second wing portion comprising a substantially permanently slotted aerofoil arrangement. Also provided are an air vehicle including such wings, a method for operating an aircraft, and a method for designing an aircraft wing.

Abstract: Lift flap mechanism for adjusting a lift flap assigned to an airplane wing by means of a driving system, the lift flap mechanism comprising a main connection mechanism and a secondary connection mechanism in the form of a guide lever disposed in an articulated manner on the lift flap and the flap track, the main connection mechanism having a steering lever arrangement with at least one steering lever which has a first steering lever joint and a second steering lever joint, the at least one steering lever by way of a pendulum coupled to the first steering lever joint being connected with the flap track, and the second steering lever joint being guided such that, by means of a defined angular position of the at least one steering lever, the positions of the main connection joint and of the secondary connection joint are unambiguously determined.

Abstract: The present invention is directed generally toward leading edge flap apparatuses and corresponding methods. One aspect of the invention is directed toward an aircraft system having an airfoil, an actuator driver, and a leading edge device with two flow surfaces and six links. In a further aspect of the invention, the flow surfaces of the leading edge device are at least approximately located in the same position when the actuator driver is in two different positions. Another aspect of the invention is directed toward an aircraft system having an airfoil and a leading edge device movable between at least a retracted position and an extended position along a motion path having two segments. The second flow surface can be positioned generally behind and/or generally above the first flow surface when the first and second flow surfaces are located in the first segment of the motion path.

Abstract: A method and apparatus for controlling airflow with a gapped trailing edge device having a flexible flow surface. The airfoil can include a first portion having a first leading edge, a first flow surface, and a second flow surface facing opposite from the first flow surface. The airfoil can further include a second portion having a second leading edge and a trailing edge, with at least part of the second portion being positioned aft of the first portion. The second portion is moveable relative to the first portion between a first position and a second position, with the second leading edge separated from at least part of the first portion by an airflow gap when the second portion is in the second position. The second portion includes a flexible flow surface that has a first shape when the second portion is in the first position, and has a second shape different than the first shape when the second portion is in the second position.

Abstract: The invention concerns an aircraft high-lift system with a drive system, components for transmitting the drive energy over the entire wing span to drive stations of individual segments of landing flap/slat flap systems, and with overload protection. According to the invention, the overload protection consists of electrical load sensors positioned at the drive-energy in-take points of the individual power trains on the flaps.

Abstract: An aircraft motion control mechanism for regulating aircraft motion from a location remote from an aircraft body portion. The aircraft auxiliary control mechanism has at least one control surface support arm connected to and extending from the aircraft body portion, and an auxiliary flow control surface connected to the support arm. By pivotally controlling the movement of the support arm, the auxiliary flow control surface is operative to deflect airflow to regulate orientation of the aircraft. In addition, the auxiliary flow control surface may further deflect the airflow by deflecting about the support arm.

Abstract: A compact actuator (20) is arranged to selectively move an airfoil surface (27) relative to a support (27) relative to a support (21). The actuator includes a gear reduction unit (24) mounted on the support. The gear reduction unit has a ring gear (25) adapted to be rotated about a longitudinal axis (x—x), and a pinion (26) mounted on the ring gear. All bearings for the pinion gear are physically located within the gear reduction unit. The pinion gear engages a rack (23) attached to the airfoil surface such that rotation of the pinion gear will move the airfoil surface relative to the support.

Abstract: A fairing arrangement for bridging an aircraft fixed structure (14) and a control surface (10) hingedly mounted on and angularly displaceable with respect to the aircraft structure is provided, together with a method of producing a flexible seal member for such an arrangement. The fairing arrangement includes first and second fairing portions (22, 24) on the fixed aircraft structure (14) and control surface (10) respectively with an intermediate flexible seal (26) disposed between them. The flexible seal (26) is of composite construction being made of rubber-like material with a series of reinforcing plies (341 to 345). The plies are of fabric construction and the seal is deformable to accommodate differential movement between the first and second fairing portions (22, 24) to provide a continuous seal therebetween.

Abstract: A swept aircraft wing includes a leading airfoil element and a trailing airfoil element. At least one full-span slot is defined by the wing during at least one transonic condition of the wing. The full-span slot allows a portion of the air flowing along the lower surface of the leading airfoil element to split and flow over the upper surface of the trailing airfoil element so as to achieve a performance improvement in the transonic condition.

Abstract: An aircraft mechanism including a flap positioning mechanism comprising a carriage and track system suitable for use with variable radius or multiple curvature tracks.

Abstract: A rotor blade assembly provides a pitch control assembly to pitch the rotor blade about a rotor blade pitch axis. The pitch control assembly includes a trailing edge flap and a trailing edge servo flap that extend from the trailing edge of the rotor blade. The trailing edge flap is offset in the span wise direction relative to the trailing edge flap. The trailing edge servo flap is located upon a trailing edge servo flap arm linked to the trailing edge flap. To pitch the rotor blade, the trailing edge servo flap is pitched in a direction opposite the desired pitch direction of the trailing edge flap.

Abstract: A rotor blade assembly system includes a trim tab assembly which utilizes relatively thick resilient members bonded between a trim tab and the two trim tab doublers. Spanwise segmenting of the tab and the use of thick resilient member isolates the trim tab from normal strain. Because the trim tab is made of aluminum, the tab can be readily adjusted the field using a conventional tool.

Abstract: The deformation characteristic of a profiled aerodynamic aircraft component is improved by forming ridges (6, 7) in the top and bottom skin (4, 5) of the component. Two ridges (6, 7) form a pair in which the bottom ridge (7) is at least partially nested in the top ridge (6) to the extent that the ridges are bonded to each other in a trailing edge area (9) of the component along a width (W) extending in the depth or y-direction of the component. The ridges taper from the trailing edge area (9) toward the leading edge (1) of the component and the forward ridge end (6A, 7A) merges into the respective skin at a point spaced form the leading edge. The ridges function as ribs and strengthen the component while making it flexible for minimizing the introduction of compulsion forces when the component is deflected.