Abstract: A structure with at least one flap connected to a wing, including: at least one drive device; at least one actuating device including a gear device coupled to the at least one drive device and the at least one flap; and a fairing housing swivellably mounted on the wing, at least partially surrounding the gear device, and coupled to the gear device, wherein actuation of the at least one drive device causes a combined translational and rotational movement of the at least one flap and a swivelling movement of at least a portion of the fairing housing. A method for pivoting a flap is also disclosed. 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: 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: 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 wing for use on a supersonic aircraft that includes an inboard section a central section of the wing outboard of the inboard portion, and an outboard section. The outboard section can be a winglet oriented anhedrally relative to a lateral axis of the supersonic aircraft. Leading edge segments on the inboard section, central section and outboard winglet may have mounted thereon leading-edge flaps. These flaps are adjusted by a control system operable to reposition the leading-edge flaps in order to improve the aerodynamic performance of the supersonic aircraft. This winglet promotes sonic boom minimization. Further, the wing tip anhedral allows greater inboard dihedral. This effectively pushes lift aft for sonic boom and control purposes while minimizing the movement of control surfaces.

Abstract: The present invention relates to a device for adjusting the lift characteristics of an aircraft with a high lift device (2) that is movably attachable to a wing element (1) and that comprises at least one slot covering device (3; 4), wherein the at least one slot covering device (3; 4), is movably attachable to the wing element (1). The slot covering device (3; 4) is designed to regulate the size of a slot (7) between the wing element (1) and the high lift device (2).

Abstract: The invention relates to a support structure for a retractable and extendable flap (12) associated with an object (14), surrounded by a flowing fluid, comprising a shell profile (16) that has a fluid/aerodynamic low-drag form on the outer side and on the inner side forms a chamber (18) for at least partially receiving a device (20) for retracting and extending the flap (12).

Abstract: A bipartite, full span airplane flap system having an inboard flap portion and an outboard flap portion, wherein the outboard flap portion includes an integrated aileron mounted on its substantially equivalent spanwise length.

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: A process and device for optimization of deflection of spoiler flaps of an aircraft in flight may, in real time, compute an incidence potential available to be consumed by the spoiler flaps without endangering the aircraft and deflect the spoiler flaps toward the instructed deployed position as a function of the incidence potential.

Abstract: An actuation apparatus for a control flap which is disposed on the trailing edge of the wing of an aircraft and which can be displaced between a stowed position and an extended position, in which it is displaced rearwardly relative to the trailing edge of the wing and angled downwardly relative to the wing plane; and corresponding intermediate positions. The actuation apparatus has a pyramid mechanism arrangement connected, on the one hand, to the load-bearing structure of the wing and, on the other hand, to the control flap, with at least one virtual axis which lies, in particular, at a finite distance from the plane of the wing profile and relative to which the control flap can be displaced.

Abstract: An aircraft wing includes a leading airfoil element and a trailing airfoil element. At least one slot is defined by the wing during at least one transonic condition of the wing. The slot may either extend spanwise along only a portion of the wingspan, or it may extend spanwise along the entire wingspan. In either case, the 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: 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: A carrying or guiding device for aircraft components, in particular for landing flaps arranged on an aircraft wing, including a carrier having a substantially U-shaped section with substantially parallel side walls, and a cover plate arranged at the open side. To minimize weight, facilitate manufacture and mounting, and provide sufficient strength, the carrier and the cover plate are made of fiber reinforced plastic, in particular of carbon fiber (CF) reinforced plastic. The connection between the carrier and the cover plate and any possible connecting elements is preferably provided by gluing and, possibly, by additional rivet or screw connections.

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: Method and spoiler system for ensuring the aerodynamic continuity of the upper surface of an aircraft wing. According to the invention, the spoiler 7 has a chord (C) of adjustable length and means (16, 19, 20) are provided for acting on the length of said chord when said spoiler (7) is in the retracted position.

Abstract: An airfoil having a fore airfoil element, an aft airfoil element, and a slot region in between them. These elements induce laminar flow over substantially all of the fore airfoil element and also provide for laminar flow in at least a portion of the slot region. The method of the invention is one for inducing natural laminar flow over an airfoil. In the method, a fore airfoil element, having a leading and trailing edge, and an aft airfoil element define a slot region. Natural laminar flow is induced over substantially all of the fore airfoil element, by inducing the pressures on both surfaces of the fore airfoil element to decrease to a location proximate the trailing edge of the fore airfoil element using pressures created by the aft airfoil element.

Abstract: An aircraft wing includes a leading airfoil element and a trailing airfoil element. At least one slot is defined by the wing during at least one transonic condition of the wing. The slot may either extend spanwise along only a portion of the wingspan, or it may extend spanwise along the entire wingspan. In either case, the 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: A slat is selectively extended from a main wing body, with a concave rear surface of the slat facing a convex forward nose surface of the wing body, with a slat gap therebetween. At least one row of flexible bristles is movably arranged relative to the lower rear edge of the slat, to flexibly protrude up into the slat air gap. At least one row of flexible bristles is movably arranged along the upper rear edge of the slat to extend rearwardly over the slat air gap and the upper surface of the main wing body. The flexible bristles are flexibly self-positioning and self-contouring due to the aerodynamic forces acting thereon, to improve the air flow conditions through the slat gap, separate the slat gap airflow from an entrapped eddy vortex on the concave rear surface of the slat, and thereby reduce the aerodynamic noise generated along the slat gap.

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 wing includes a main wing section and a moveable wing surface that is adjustable relative to an adjacent edge of the main wing section to alter the camber of the wing. The adjacent edge of the main wing section is shaped such that the moveable wing surface remains substantially in contact with the main wing section when the moveable wing surface is positioned between a fully retracted condition and a partially deployed condition, and a slot is provided between the moveable wing surface and the main wing section when the moveable wing surface is positioned between the partially deployed condition and a fully deployed condition.

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: An airfoil assembly, such as a wing or horizontal stabilizer, has a gapped trailing-edge control surface and a door connected to the control surface by a linkage such that deflection of the control surface in one direction causes the door to pivot, thus opening an air flow slot for air to flow through. The air flow slot begins to open immediately with deflection of the control surface from its nominal position, thus establishing a desirable level of air flow to suppress separation on the control surface. The linkage connecting the control surface to the door is free of rolling or sliding elements, consisting exclusively of members pivotally connected to one another.

Abstract: A device (22) fitted with ribs is placed on a cylindrical rod (20) so that it is fixed to it in bending. The device (22) is formed of at least three ribs connected to each other at their ends, and at least one pair of elements in the form of a star connecting the ribs together, at least close to its central region. This device enables the rod (20) to apply an approximately radial force to the center of the rod through an actuator onto webs (24) bearing on its ends, minimizing the mass for a given spacing of the webs (24). The device is particularly applicable to the control of aircraft control surfaces.

Abstract: A flap mounted on a tapered main wing of an aircraft, is supported by at least two link units. The link units are formed into analogous shapes with an analogous size ratio equal to the ratio between corresponding chord lengths of the main wing. As a result, the amounts of protrusion of the flap are varied in the span direction in accordance with the analogous size ratio, and the flap performs a three-dimensional motion such that it is moved in the span direction while being retracted and lowered. Thus, the flap can be moved to protrude to an optimal position and through an optimal angle according to the chord lengths of the main wing. When the flap is a slotted flap, an appropriate slot width can be ensured at each of the portions in the span direction, whereby the aerodynamic characteristic of the flap mounted on the tapered main wing can be uniform in the span direction.

Abstract: A separating surface (6) is arranged on an additional airfoil for an aircraft main wing (3). The separating surface (6) is hinged on the main wing (3) and can be extended. The separating surface (6) extends in the direction of the main wing (3) and is arranged along a separation flow line (9) between a vortex flow region (8) and a slat cove flow (7) of the air flowing between the additional airfoil and the main wing (3).

Abstract: An aircraft wing useful for reducing wing-generated noise comprises: (a) a main element having a leading edge and a trailing edge; (b) at least one slat having a leading edge and a trailing edge, wherein the slat acts cooperatively with the main element to provide lift to the aircraft, and the main edge leading edge and slat trailing edge define a cavity there between; and (c) at least one sound-absorbing structure located on at least a portion of the main element leading edge, at least a portion of the slat trailing edge, in the cavity, or combinations thereof. If located on the main element leading edge or slat-trailing edge, the sound-absorbing structure may be a honeycomb load-bearing structure such as a honeycomb load-bearing structure having a perforated skin or a machine grid structure having an outer skin which is bonded or perforated. If located in the cavity, the sound-absorbing structure may be a flow blocker.

Abstract: A slot forming segment is inserted between two portions of a wing, which are adjacent along a longitudinal axis of wing, into a cove of a carved trailing edge of a leading portion of the adjacent portions and pivotal relatively to both adjacent portions of the wing between which it is inserted. The slot forming segment has such a shape and a position of its axis of rotation that by deflecting it downwardly relatively to the leading portion, it is formed a slot inside the wing's structure of large inlet cross section and high convergence ratio for the control of the boundary layer over an upper surface of the wing behind the slot forming segment for the need of extra lift production. Simultaneously, it is increased both a camber and an aerodynamic surface area of a following portion of the adjacent portions whereby additionally increasing the extra lift production on the wing.

Abstract: Slotted cruise airfoil technology allows production of a substantially unswept wing that achieves the same cruise speed as today's conventional jet airplanes with higher sweep. This technology allows the wing boundary layer to negotiate a strong recovery gradient closer to the wing trailing edge. The result is about a cruise speed of Mach=0.78, but with a straight wing. It also means that for the same lift, the super velocities over the top of the wing can be lower. With very low sweep and this type of cruise pressure distribution, natural laminar flow will be obtained. In addition, heat is transferred from the leading edge of the wing and of the main flap to increase the extent of the natural laminar flow. The slotted cruise wing airfoil allows modularization of the wing and the body for a family of airplanes. The unsweeping of the wing significantly changes the manufacturing processes, reduces manufacturing costs and flow time from detail part fabrication to airplane delivery.

Abstract: A deployment mechanism for moving an aircraft wing leading edge slat (2) or trailing edge flap (4) relative to a main airfoil (1) is provided. The mechanism includes an I-section support beam (6) extending between the main airfoil (1) and the slat (2) or flap (4). The support beam (6) is driven into and out of the main airfoil (1) by a rack and pinion mechanism (22, 23), the rack (22) being disposed along a lower boom (20) of the beam (6) and the beam (6) being supported for rolling contact with the main airfoil (1) by upper and lower straddle rollers (8, 9, 10, 11) positioned between wing leading edge ribs (12, 13). Roller tracks (16, 17, 18) extend along upper and lower booms (19, 20) of the beam with at least one roller track (17, 18) co-extending with the rack (22) adjacent thereto along the beam.

Abstract: A thrust reverser is disclosed for a high bypass ratio turbofan jet engine having a fan cowling forming an outer boundary of an airflow duct and a jet engine structure including a jet engine cowling. The thrust reverser has a casing affixed to the jet engine structure, the casing having a plurality of attaching yokes. A first thrust reverser flap is pivotally connected to a corresponding one of the attaching yokes and is located rearwardly of an exit of the airflow duct, each first thrust reverser flap having a distal end and being movable between a forward thrust position, and a reverse thrust position. A second thrust reverser flap is pivotally connected to the distal end of a corresponding one of the first thrust reverser flaps and is also movable between a forward thrust position, and a reverse thrust position, wherein the second thrust reverser flaps also redirect air flow emanating from the air flow duct.

Abstract: A wing flap structure includes a wing, a flap, and a hinge mechanism connecting the wing and the flap. The hinge mechanism includes first and second hinge links connected between the wing and the flap. The pivot points for the hinge links are oriented so that as the flap moves away from the wing, the flap moves in a circular arc path relative to the wing. The first hinge link includes a first elongate link having a first end rotatably connected to the wing. The second hinge link includes a second elongate link having a first end rotatably connected to the second end of the first link, and having a second end rotatably connected to the flap. The rotatable connections have axes of rotation that meet at a point below the wing to define an axis of rotation for the circular arc of the flap. The hinge mechanism is contained substantially along the circular arc of the flap as the flap is extended and retracted. A drive mechanism is connected to the wing and to the flap for moving the flap through a circular arc.

Abstract: In an aircraft (1) according to the invention the engine drives a blower and the compressed air is used to increase the lift of the wing (18) and the canard (22) using jet flap propulsion.The airfoil profile has maximum thickness just forward of the control surface device (12) which has large included trailing edge angle and large leading edge radius. The control surface device hinge (17) is positioned close to the mean line (19) of the plane, and air slots (10) in the plane are blowing the control surface device.

Abstract: The invention is a mechanism for the streamwise deployment of an aircraft trailing or leading edge flap. The mechanism connects the spar and flap. There are a pair of swivel links which pivotally connect the spar to the flap. There are also a pair of slaving mechanisms which rotationally connect the spar to the flap by spherical bearings. A linear flap actuator initiates the combined pivotal and rotational action from the spar which translates into a single downward and rearward motion of the flap.

Abstract: A slotted cruise trailing edge flap (16) having a single-slotted configuration during cruise, and a double-slotted configuration during takeoff and landing is disclosed. The slotted cruise trailing edge flap (16) includes a flap assembly (18) positioned along the trailing edge of an aircraft wing (30). The flap assembly (18) includes a vane element (22) and a main element (24) mounted in a fixed relation to one another that defines a slot (25) therebetween. The slotted cruise trailing edge flap also includes an extension assembly (20) that includes a support structure (23) from which the flap assembly (18) is translatably connected via a track (44) and carriage (46) arrangement. The flap assembly (18) is rotatably connected to the support structure (23) using a cam follower (52) and cam slot (50). An actuation mechanism (28) including a rotary actuator (56) moves the flap assembly (18) relative to the support structure (23).

Abstract: A failsafe nozzle actuating system for an aircraft gas turbine engine axisymmetric vectoring exhaust nozzle has a vectoring ring operably linked to a plurality of pivotal flaps which are circumferentially disposed about a nozzle centerline and bounding an exhaust gas flowpath in the nozzle. The failsafe nozzle actuating system has at least two independently operable first and second vectoring actuating systems including first and second groups of actuators operably connected to the vectoring ring and first and second failsafe control means to control power to the first and second groups of actuators, respectively. The first group of vectoring actuators is interdigitated with the second group of second vectoring actuators around the nozzle. Either of the two groups of actuators are operable to actuate the nozzle when the other group is failsafed.

Abstract: A split rudder control system for an aircraft which reduces the net opening hinge moments opposing return of the split rudders to the fully closed position from small deflection angles. The split rudder control system provides a smoothly faired aerodynamic protuberance on the upper surfaces of the split rudder control members adjacent to the trailing edge of the wing when the control members are in the closed position and at small deflection angles relative to the closed position. The aerodynamic protuberance smoothly deflects the airstream flow over the upper surface of the wing as it approaches the trailing edge, increasing the local velocity of the airstream at a point forward of the trailing edge. The aerodynamic feature is contoured such that a maximum local airstream velocity occurs generally at the interfacing edges of the control members.

Abstract: A linear flap drive system for an aircraft having an airfoil and at least one flap which is extendable from the trailing edge of the fixed wing. More particularly the system includes linear drive elements and extending and positioning dynamic structures which together deploy the flaps from the airfoil. Further disclosed is a coupling of the dynamic structures to the corresponding flaps, by which coupling the process of extension causes an out-of-plane rotation of the flaps. In addition, there is provided a lateral end track and roller support assembly which guides the flaps as they are extended and positioned by the drive system. A lateral end power transmission assembly enables the linear drive assemblies to be driven by a common motive force.

Abstract: A wing gap closure flap is positioned in an aircraft wing so that a gap between the wing structure and the leading edge of a landing flap can be closed during normal cruising positions of the landing flap and opened when the landing flap is in a starting position or in a landing position. The gap is formed on the underside of the aircraft wing and the gap closure flap is operated by a positioning shaft which itself is driven through a drive lever linkage by the drive shaft for the landing flap. The wing gap closure flap is connected through a lever mechanism to the positioning shaft which is preferably divided into shaft sections where a plurality of wing gap closure flaps are used. Each shaft section is driven by the landing flap drive shaft. A defined motion of the wing gap closure flap or flaps is achieved in that the positioning of the wing gap closure flaps is synchronized in a limited angular range with the positioning of the landing flap by the cooperation of the respective drive mechanisms.

Abstract: Apparatus, method and an arrangement for rigging an aircraft wing flap are provided. The apparatus (27) is for measuring horizontal and vertical positioning of a trailing edge (21) of a wing flap (14, 15) relative to a flap track beam (6) upon which the flap (14, 15) is mount for deployment movement. The flap track beam (6) is affixed to a wing main torsion box (1) behind which the flap (14, 15) is deployable. The apparatus (27) engages the trailing edge (21) of the flap (14, 15) to allow accurate horizontal and vertical positional measurement of the trailing edge.

Abstract: A wing structure including an assembly which is basically constituted of a main airfoil and a lift augmenting device in the form of a flap articulated to the airfoil so as to facilitate a high degree of lift to be imparted to the wing responsive to deployment of the flap. More particularly, there is disclosed a novel configuration of a trailing edge flap for a wing structure, wherein the upper surface of the flap is imparted an out-of-contour or curvilinearly raised configuration during periods of being stowed in the main airfoil whereby upon deployment of the flap into its deflected operative position will enhance the ability of the flap to derive an improvement in lifting capability and efficiency in comparison with presently conventional high lift trailing edge flaps.

Abstract: A leading edge slat wing combination where the slat is mounted to a pair of circularly curved carrier tracks positioned within the outer surface contour of the fixed wing. In moving from the cruise configuration to the take-off and climb configuration and thus to the fully deployed landing configuration, the slat has a fixed angular orientation relative to the carrier track. This eliminates the need for auxiliary track assemblies of the prior art that are used in addition to the carrier tracks to change the angular position of the slat for the high lift configuration. Also, in two embodiments, the slat, in the take-off and climb configuration, forms a gap or slot with the fixed wing, and the gap or slot is sealed in the vicinity of the carrier tracks.

Abstract: A tab deployable from the trailing edge of a main airfoil element forces flow onto a following airfoil element, such as a flap, to keep the flow attached and thus enhance lift. For aircraft wings with high lift systems that include leading edge slats, the slats may also be provided with tabs to turn the flow onto the following main element.

Abstract: A drive and guide mechanism for a flap such as a landing flap arranged in an aircraft wing, especially in the trailing edge of the wing includes a carriage to which the flap is pivoted. The carriage is movable along a support and guide rail. A drive arm and control system is operated by a drive mechanism (8) with a drive lever (9) which connects a drive rod (10) to the carriage. The kinematic drive mechanism (8) includes a control link (5), a two armed lever or control link (6), a control rod (7), and the drive rod (10). The two armed control link (6) is journalled to the carriage (4) in a tiltable manner. One arm of the two armed link (6) and the control link (5) connect the carriage with the flap (2). The one arm (6a) and the control link (5) form a four bar link with a section of the carriage and a section of the flap. The second arm (6b) of the control link (6) is connected with the drive lever (9) through a drive rod (10).

Abstract: A flap assembly includes a flap member (2) located at the trailing edge of an aircraft wing (4). A bracket (12) extends down from the flap member (2), and a mounting arm (8) extends rearwardly from the lower surface of the wing. Two link arms (14 and 16) are pivotally mounted at their upper ends (18 and 20) to the mounting arm (8), and at their lower ends (22 and 24) to the bracket (12). The flap member (2) is moved between its stowed and its downwardly extended positions by an actuating mechanism (26) which is mounted on the aircraft wing (4), and connected either to the flap member (2) or to the bracket (12). The actuating mechanism (26) may be of either a linear or a rotary type.

Abstract: A STOL aircraft includes propfan engines which are each connected to a lower surface of one of the wings by a pylon. The propfan engine is located directly below the wing and are each equipped with fans at a rear portion thereof. A slat is connected to a leading edge of the wing and not divided by any object, including the pylon and the propfan engine.

Abstract: Novel means for deploying airplane wing flaps feature a bent shaft which is translatable fore and aft in the fairing cavity. The shaft has an adjacent follower member which travels in a concentric curved flap track to rotate shaft as it extends. The bent shaft has a support ball fitting and end roller which provide flap deflection with respect to the fixed wing as the shaft is extended aft and rotated. The subject flap deployment means are mechanically elegant resulting in lower manufacturing and installation cost and high reliability.

Abstract: A vertical takeoff ultralight aircraft having an operator controlled high volume vane axial fan in communication with a conduit configured to direct an air stream produced by the fan to a spanwise air duct disposed forwardly of a wing including an air foil. High velocity air is discharged from the air duct and directed over the upper surface of the air foil. An induced air stream flows upwardly and rearwardly through an air flow path defined by the spanwise air duct and the air foil. The wing and air duct are configured such that the induced air stream joins the air stream discharged from the air duct to create reduced static pressure zone on the upper surface of the wing of sufficient magnitude to effect vertical lift. Fan discharge may be partially deflected rearwardly to provide horizontal thrust.

Abstract: An arrangement for suppressing aerodynamic noise generated by cavity effect interaction between a wing flap shroud and one or more partially deployed trailing edge flaps. Noise suppression vanes are so positioned with respect to the shroud lower trailing edge and the leading edge of the wing flaps at partial deployment that eddies and vortices resulting from airflow separation at the shroud lower surface are diverted sufficiently by the noise suppression vanes to avoid significant noise inducing impingement of the separated flow on the flap leading edge.