Abstract: An adaptive pneumatic wing for a fixed wing aircraft having an airtight envelope (8) defined by a top skin (1) and a bottom skin (2) subdivided internally by a plurality of cells extending longitudinally of the wing, portions of the cells being airtight forming wing structure adapted to provide an aileron function, a landing flap function, and to change the shape of the wing profile.

Abstract: A load carrying structure having a selectively rigid or flexible characteristic includes a thermoplastic material (7) having a softening temperature above the operating temperature range of the load carrying structure, and a heating arrangement (8) provided to selectively heat the thermoplastic material to above its softening temperature. During normal operation, the thermoplastic material is in a rigid state and the overall load carrying structure is rigid to the prevailing loads. By activating the heating arrangement to heat the thermoplastic material to at least its softening temperature, the thermoplastic material and therewith the load carrying structure becomes flexible so that it may be deformed to a different configuration by applying a deforming load.

Abstract: In accordance with the present invention, there is provided a structural transition system for use between an aerodynamic lifting member and an aerodynamic control device attached thereto. The aerodynamic lifting member has an indenture formed therein which is defined by a first shoulder portion. The control device has a first end and is disposed within the indenture with the first end adjacent the first shoulder portion. The control device is sized and configured to rotate about a control device axis of rotation for deflecting the control device relative to the lifting member. The structural transition system is provided with a torque transfer element disposable between and in mechanical communication with the first shoulder portion and the first end. The torque transfer element is sized and configured to deform in response to deflection of the control device.

Abstract: A flexible skin-rib structure consists of fiber composite material for use in flow profiles with variable camber, especially airfoils or their components, in which a suction-side skin is connected with suction-side rib sections and a pressure-side skin is connected with pressure-side rib sections, with the respective suction-side and pressure-side rib sections being connected together by joints.

Abstract: In an aerofoil profile with variable profile adaptation and rigid rib structure, the aerofoil profile has a flexible rib structure with rib elements, which are arranged in segments and are articulated to one another in the form of a kinematic chain in order to transmit movement, a skin panel capable of sliding on this and also at least one driving means for moving the flexible rib structure.

Abstract: A modification of a 727 airplane, including a change in wing profile, to affect flight characteristics and the engines to lessen noise, such that the takeoff and landing procedure is modified so that engine power may be reduced, permitting the modified aircraft to meet the latest noise requirements without substantially reducing pay load.

Abstract: A lift body has a variable camber to achieve a flow-favorable profile. The lift body has a structure which is elastically deformable at least in one area. An integrated adjusting device includes at least one dimensionally stable adjusting body which can be rotated about an axis and which is in an operative connection with the deformable structure. Each adjusting body has a curved conical shape whose local cross-section corresponds to the local profile thickness. Each adjusting body is in a direct and/or, via a sliding layer, an indirect contact with the deformable structure.

Abstract: Elastomeric transition sections (118, 124) are mounted between the upper and lower portions of a wing (100) and a control surface (102) hinged thereto. The elastomeric transition sections include elastomeric material (126) having a plurality of holes (128) formed therethrough. Flexible rods (134, 136) are secured to either the wing or the control surface and extend through the holes (128) in the elastomeric material (126). The elastomeric transition sections provide a smooth aerodynamic transition between the wing and the control surface while permitting the control surface to pivot about the hinge axis (108) to perform the control function.

Abstract: In accordance with the present invention, there is provided a pair of opposing wings for providing aircraft directional stability of a delta-shaped aircraft having a longitudinal axis. Each wing is provided with a substantially straight swept-back leading edge. Each wing is further provided with a lower surface which extends aft from the leading edge. A lower airflow channeling portion is formed into the lower surface. The lower airflow channeling portion is generally elongate and concave and is disposed substantially parallel to the longitudinal axis of the aircraft for channeling airflow substantially parallel thereto.

Abstract: In an aerofoil profile with variable profile adaptation, a rib structure of the aerofoil profile is provided which has rigid regions and flexible regions. The flexible region of a rib has at least three rib elements. The rib elements are articulated to one another in kinematic chain arrangement. Driving means are provided for the introduction of force into a movable part of the flexible region of the rib structure, whereby the movement of at least one other rib element may be activated by a stimulated movement of the rib element.

Abstract: In accordance with the present invention, there is provided a variable camber delta-shaped aircraft. The aircraft is provided with an integrated fuselage/wing generally defining the aircraft and having longitudinal and lateral axes. The fuselage/wing has a forward section which is rotably attached to an aft section about the lateral axis. The aircraft is further provided with an aerodynamic lifting surface which is disposed about the fuselage/wing and defined by a camber. The forward section has a downwardly deflected position when rotated relative to the aft section. The forward and aft sections are cooperatively formed to increase the camber of the lifting surface when the forward section is in the deflected position.

Abstract: In the case of a profile edge of an aerodynamic profile the profile edge (1, 20) comprises multifunctional material on its outside (3, 23) and/or inside (2, 22) or within its structure (11).

Abstract: A lifting airfoil (10) includes a landing flap (20) movably connected to a main airfoil body (10') so as to form at least a portion of the trailing edge of the airfoil. The landing flap (20) includes a leading edge nose (21) and a trailing edge body (22), which are each bounded by an upper cover skin (23) and a lower cover skin (24). The trailing edge body (22) is connected to the leading edge (21) by the continuous upper cover skin (23), while a gap (25) interrupts the lower cover skin (24) between the leading edge nose (21) and the trailing edge body (22). The flap (20) is mounted on a carriage (31) that moves along a guide rail (30) so as to be slidably and pivotably extendable during take-off and landing phases of a flight.

Abstract: A segment 1 of an aerodynamic body has as the internal actuating drive an actuator 7, which acts on an upper profile shell 2 with one working piston 9 and on a lower profile shell with a working piston 8 acting in the opposite direction to generate oppositely directed arches of the segment 1. The profile shells 2 and 3 are mounted displaceably in relation to one another in dovetail guides 4 and 5.

Abstract: In accordance with the present invention, there is provided an aerodynamic control device for integrated use with an aircraft having an inboard lifting member. The inboard lifting member having a leading edge, a pair of opposing distal edges and a trailing edge. The control device is provided with a movable outboard member which extends substantially about the leading, distal and trailing edges of the inboard lifting member and is spaced apart therefrom. The outboard member is provided with a leading edge portion, a pair of opposing distal edge portions, and a trailing edge portion which are collectively movable in unison in relation to the inboard lifting member to form an uninterrupted airfoil surface extending about the inboard lifting member and the outboard member for achieving desired aerodynamic control of the aircraft.

Abstract: An aircraft having a central fuselage, a first side fuselage positioned immediately adjacent to and independent of the central fuselage, and a second side fuselage positioned immediately adjacent to and independent of the central fuselage located on the opposite side of the first side fuselage is disclosed. All of the engines powering the aircraft are located either on the wings outboard of the side fuselages or in the rear of the aircraft aft of the wings. Further, the aircraft may include wings positioned laterally from both side fuselages which may be partially retracted during flight.

Abstract: A variable camber airfoil has a leading portion and a trailing portion that is pivotally coupled to the trailing portion. A flexible skin substantially encloses the leading portion and the trailing portion and generally defines an airfoil profile. The skin is fixedly coupled to the trailing portion and is slidably coupled to the leading portion. Upon movement of the tail portion, the skin changes position with respect to the leading portion, and the internal structure of the wing changes the profile of the wing. The internal support structure of the wing supports a pivot bar that extends from the leading portion to the trailing portion. The pivot bar is pivotally connected to the support structure. One end of the pivot bar is coupled to the trailing portion, and the other end of the pivot bar is coupled to a movement linkage. The operator controls are ultimately coupled to the pivot bar. A plurality of support arms are coupled between the skin and the support structure.

Abstract: A STOL aircraft has a fuselage 22 vertical 26 and horizontal 27 rear stabilizers and at least one wing made up of a lower primary airfoil 10 and an upper complementary airfoil 11 which, between them, form the inlet 12 and exhaust 14 air ducts. The craft is propelled by one or more cross flow fans 13 contained in a housing(s) 63 (FIG. 7) between the primary 10 and complementary 11 airfoils. The primary 10 and complementary 11 airfoils can be extended and flexed downwardly, by various means.

Abstract: An inflatable structure to control aircraft and a method of modifying the shape of an aircraft airfoil before and during flight, which includes inflating or deflating at least one inflatable bladder positioned on an aircraft wing. The inflatable structures to control aircraft include an aircraft wing structure, at least one inflatable section positioned on an aircraft wing structure in at least one location selected from the group of an upper surface, a lower surface, a leading edge and a trailing edge of the aircraft wing structure. The inflatable section is provided for modifying the shape of the aircraft wing before or during flight for causing desired flight characteristics. An elastic wing skin is provided to cover the wing structure and the inflatable structures.

Abstract: The present invention relates to a variable camber wing mechanism. The mechanism includes a main wing, a slat member connected by swing arm members to the main wing, slots in the leading edge of the main wing for the swing arms to pass through, and a shutter member for sealing the slot around each swing arm member by means of a sliding movement parallel to the leading edge. This sealing of the slots prevents ingress of ice and water into the main wing.

Abstract: An aerodynamic structure (9) is provided for example for a landing flap. The aerodynamic structure comprises an outer skin (11), which is deformable in cross section longitudinal to an air stream direction (12). The outer skin (11) has deformable ribs (1) with changeable cambering for stiffening the stressed skin in cross section longitudinal to the air stream direction. The ribs (1) comprise a closed flexible external girdle (2). The external shape of the external girdle (2) corresponds to the course of the outer skin (11). Furthermore, the ribs (1) comprise a plurality of stiffening struts (3) of constant length, which engage the external girdle (2) at both of their ends.

Abstract: A method and apparatus for measuring the lift generated by airfoils of an aircraft. This real-time analysis is accomplished by measuring a differential pressure between the upper and lower lift surfaces of the airfoils. The system comprises the steps of: a) measuring an actual differential pressure between the upper and lower lift surfaces for a given aircraft speed, b) transmitting this actual differential pressure measurement to a computer, c) comparing the actual differential pressure measurement with an optimal pressure differential for the same aircraft speed. The apparatus comprises a fixed array of differential pressure sensor mechanisms for measuring actual pressure differentials and a computer for comparing optimal differential pressure measurements to the actual differential pressure measurements. Each sensor mechanism preferably contains a piezoelectric sensor that communicates with the upper and lower lift surfaces.

Abstract: Compliant mechanisms are arranged to enable airfoil and other structures to adapt their shapes to different flight conditions and thereby achieve optimum lift:drag ratios in plural flight conditions. The compliant mechanisms can be formed integrally whereby a compliant frame thereof, or the skin of the airfoil, undergo elastic or other deformation to produce the desired displacements in direct response to applied forces. In an airfoil context, shape changes can be effected by the leading and trailing edges of the entire airfoil system. In addition, the driver arrangements of the compliant mechanisms can be controlled individually to effect a desired surface contour throughout the length of the wing, illustratively a twist therein.

Abstract: A tail (14) for an aircraft (10) has a center member (20) pivotally attached to the aircraft (10). A leading edge flap (22) extends along a length of the center member (20). An elastomeric skin (30) is connected between an exterior surface (26) of the center member (20) and an adjacent exterior surface (28) of the leading edge flap (22).

Abstract: A hinge line system (52) for an aircraft has a structural block (22) attached to a first edge of a hinge line. The structural block (22) has a flange (28) attached to a first end of an elastic sheet (32). A second structural block (24) is attached to a second edge of the hinge line. The second structural block (24) has a second flange (30) attached to a second end of the elastic sheet (32).

Abstract: A propeller blade fabricated from composite material having a plurality of pper layers, each upper layer being flexible and having fibers oriented in a first direction. The material further includes a plurality of lower layers, each lower layer being flexible and having fibers oriented in a second direction which is different than the first direction of the fibers of the upper layers. A flexible layer of resistive heating material is disposed between the upper and lower layers. A control and power supply are provided for controlling the amount of electricity delivered to the layer of resistive heating material. The composite material changes its shape upon changing the temperature of the layer of resistive heating material by manipulating the controller.

Abstract: An active reinforced elastomer system (50) has a rigid attachment block (56). A stiffening member (58) slides through an opening in the rigid attachment block (56). A shape memory alloy structure (62) is attached to the rigid attachment block (56). An elastomer panel (52) is attached to the rigid attachment block (56) and covers the stiffening member (58).

Abstract: A leading edge flap system for an airplane includes a flap which is rotated about a single hinge point between (i) a retracted position, (ii) an intermediate extended position for high speed maneuvering, and (iii) a fully extended position for low speed maneuvering. In the high speed intermediate position, there is no slot between the flap and the wing leading edge. This position provides additional lift to improve the airplane's turning performance. On the other hand, in the low speed fully extended position, the flap is rotated a greater amount than in the intermediate extended position. In this position there is a slot between the flap and the fixed leading edge to permit air to flow from the bottom of the flap upward and over the upper surface of the leading edge. This improves the lateral stability of the airplane when in a sideslip during stall conditions.

Abstract: A flight control system comprises trailing edge airfoil members pivotally mounted at the trailing edge of each wing of an aircraft and selectively movable on a laterally extending axis between raised and lowered positions for imparting rolling motion to the aircraft. Leading edge airfoil members mounted adjacent the leading edge on each of the wings are movable transversely of the leading edge between a retracted position generally coextensive with the leading edge and an extended position protruding from the leading edge for imparting countervailing aerodynamic forces on the wings to counteract the effects of aeroelastic wing deformation caused in response to operation of the trailing edge airfoil members by increasing the angle of attack of the wing and lift producing surface area of the wing. A pair of actuator mechanisms are mounted on a wing box member at laterally spaced locations for moving the leading edge airfoil members between the retracted and extended positions.

Abstract: Practical application of real-time (or near real-time) Adaptive Performance Optimization (APO) is provided for a transport aircraft in steady climb, cruise, turn descent or other flight conditions based on measurements and calculations of incremental drag from a forced response maneuver of one or more redundant control effectors defined as those in excess of the minimum set of control effectors required to maintain the steady flight condition in progress. The method comprises the steps of applying excitation in a raised-cosine form over an interval of from 100 to 500 sec. at the rate of 1 to 10 sets/sec of excitation, and data for analysis is gathered in sets of measurements made during the excitation to calculate lift and drag coefficients C.sub.L and C.sub.D from two equations, one for each coefficient. A third equation is an expansion of C.sub.

Abstract: An airfoil is provided with a seamless control surface which comprises upper and lower skins fixed to a spanwise extending spar and extending chordwise to a trailing edge and having an outer surface which is substantially a continuation of the upper and lower surfaces of the airfoil. A joint mechanism proximately attaches together the bailing edges of the upper and lower skins while permitting relative chordwise movement therebetween. Actuating devices are operable for selectively altering the curvature of the upper and lower skins to cause deflection of the seamless control surface between an extreme raised position through a neutral position to an extreme lowered position. In this manner, the outer surface curvature of the airfoil and of the seamless control surface is smooth and continuous over substantially the entirety thereof at all positions of the seamless control surface. The actuating devices may be hydraulic, pneumatic, or solid state and the upper and lower skins may be of composite material.

Abstract: A method and an apparatus are provided for optimizing the aerodynamic effect of the airfoil of an aircraft by defined changes in camber. The method includes the following steps:a. determining the flow for the flight condition caused by the change in camber,b. comparing the ascertained characteristic values with stored nominal reference values for an optimal flow,c. forming differential values between the characteristic values and the stored nominal reference values,d. deriving actuator signals from the differential values, ande. changing the camber by motor, based on the actuator signals, for minimizing the differential values.The optimum wing flow is thereby maintained more exactly. For transonic wings, the position and strength of compression shocks is also effectively controlled, which leads to a reduction of the direct shock induced separation.

Abstract: The invention discloses a deployable, inflatable conformable fuel tank assembly constructed to be installed at a certain location on an aircraft and to be retained at that certain location throughout the entire flight operation of the aircraft. The fuel tank assembly is constructed to be movable between a first, deployed aerodynamic configuration in which the assembly can hold a supply of liquid fuel, and a second, stowed aerodynamic configuration in which the exterior surface of the assembly conforms to a surface of the aircraft underlying the assembly.

Abstract: A continuous skin and seal airfoil comprises a rigid structural wing box located centrally chordwise and extending spanwise and including a spanwise extending spar, an upper skin surface and a lower skin surface. Upper and lower control surfaces are pivotally mounted on the spar for movement about a spanwise extending axis between an elevated position and a lowered position and includes an upper skin surface. In similar fashion, a lower control surface is pivotally mounted on the wing box for movement about a spanwise extending axis between an elevated position and a lowered position and includes a lower skin surface. An upper seal member extends spanwise and is fixed to both the wing box and to the upper control surface. Similarly, a lower seal member extends spanwise and is fixed to both the wing box and to the lower control surface. Actuators move the control surfaces between an elevated position and a lowered position.

Abstract: An articulated fin of the present invention includes a nose section, a tail ection, an upper flexible control surface, and a lower flexible control surface. The upper and lower flexible control surfaces each span from the tail section to the nose section. The fin further includes a gear assembly for applying compressive and tensile forces on the upper and lower flexible control surfaces. The gear assembly bends the tail section upwardly upon applying a tensile force on the upper flexible control surface and a compression force on the lower flexible control surface, and bends the tail section downwardly upon applying a compression force on the upper flexible control surface and a tensile force on the lower flexible control surface.

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: 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: Elastomeric transition sections (118, 124) are mounted between the upper and lower portions of a wing (100) and a control surface (102) hinged thereto. The elastomeric transition sections include elastomeric material (126) having a plurality of holes (128) formed therethrough. Flexible rods (134, 136) are secured to either the wing or the control surface and extend through the holes (128) in the elastomeric material (126). The elastomeric transition sections provide a smooth aerodynamic transition between the wing and the control surface while permitting the control surface to pivot about the hinge axis (108) to perform the control function.

Abstract: A method and an apparatus are provided for optimizing the aerodynamic effect of the airfoil of an aircraft by defined changes in camber. The method includes the following steps:a. determining the flow for the flight condition caused by the change in camber,b. comparing the ascertained characteristic values with stored nominal reference values for an optimal flow,c. forming differential values between the characteristic values and the stored nominal reference values,d. deriving actuator signals from the differential values, ande. changing the camber by motor, based on the actuator signals, for minimizing the differential values.The optimum wing flow is thereby maintained more exactly. For transonic wings, the position and strength of compression shocks is also effectively controlled, which leads to a reduction of the direct shock induced separation.

Abstract: A control system for aircraft airfoils, which is an improvement over existing aileron, flap, spoiler and deicing technologies, in providing increased roll control and aerodynamic lifting and braking functions; with greatly reduced drag increased airspeed and precise control performance at all airspeeds, due to clean uninterrupted airfoil surfaces and directional conformance of wing to the intended flight path.This is accomplished by use of a torque tube mounted internally in the aeroelastic airfoil structure, and firmly attached to the airfoil tip structure. In operation the inboard end of the torque tube when rotated differentially on its pivot axis, imposes a helicoidal twist on the aeroelastic airfoil structure, with maximum angle of incidence at the outboard wing tip, providing near perfect lateral roll control or cooperating to provide increased lift and braking or maneuverability, also the foregoing operations provide automatic deicing. The torque tube can be operated by conventional control systems, e.

Abstract: A leading edge flap (16) for supersonic transport airplanes is disclosed. In its stowed position, the leading edge flap forms the lower surface of the wing leading edge up to the horizontal center of the leading edge radius. For low speed operation, the vortex leading edge flap moves forward and rotates down. The upward curve of the flap leading edge triggers flow separation on the flap and rotational flow on the upper surface of the flap (vortex). The rounded shape of the upper fixed leading edge provides the conditions for a controlled reattachment of the flow on the upper wing surface and therefore a stable vortex. The vortex generates lift and a nose-up pitching moment. This improves maximum lift at low speed, reduces attitude for a given lift coefficient and improves lift to drag ratio. The mechanism (27) to move the vortex flap consists of two spanwise supports (24) with two diverging straight tracks (64 and 68) each and a screw drive mechanism (62) in the center of the flap panel (29).

Abstract: A pliant, controllable contour control surface comprising a first flexible facesheet formed to a first initial contour of the control surface, and a second flexible facesheet formed to a second initial contour of the control surface. The first and second facesheets each have a set of prestrained shape memory alloy tendons embedded therein, extending from a leading edge to a trailing edge of the control surface. Each set of the shape memory alloy tendons is separately connected to a controlled source of electrical current such that tendons of the first and second flexible facesheets can be selectively heated in an antagonistic, slack-free relationship, to bring about a desired modification of the configuration of the control surface. A computer based control system is utilized for maintaining a constant temperature of the antagonists to establish conditions conducive to the stress induced transformation from austenite to martensite, accomplished by causing constant current to flow through the antagonists.

Abstract: Methods for using tip generated vortices to improve performance of foils. These methods include generating a substantially streamwise beneficial vortex (74) near the outboard end (60) of a foil (82). This beneficial vortex (74) spins in the opposite direction of an induced drag vortex (62), and is used to create an upwash field (76) which neutralizes induced drag by deflecting the flow behind the trailing edge (56) at an upward angle. Upwash field (76) causes the lift vector (118) on the foil (82) to tilt forward, thereby creating a forward directed force of induced thrust upon the foil (82). Beneficial vortex (74) is also used to contain and compress the high pressure field existing along the attacking surface of the foil (82), and displace the induced drag vortex (62) inboard from the tip of the foil (82). Numerous performance parameters are improved dramatically by using beneficial vortex (74), as well as by using a double vortex pattern (124).

Abstract: A piezoelectric actuator includes a plurality of linearly axially expandable hard piezoelectric rods located between two plates and are distributed about a central twistable core fastened between the plates, with the axis of the rod skew to the axis of the core, resembling a squirrel cage. The actuator produces a twisting movement between the plates, responsive to voltage induced expansion of those piezoelectric rods. Fly by Wire aircraft control is realized with the actuator in various systems providing all electric control of aerodynamic surfaces, including an electronic helicopter swashplate by which the effective pitch of the main rotor blade is controlled.

Abstract: An apparatus and method control the shape of a structure with one or more surfaces and internal actuators. A plurality of translational actuators are capable of extending and contracting. The structure can have any number of controllable surfaces, including one. The shapes of the surfaces are controlled by computing the actuator strokes or loads required for achieving specified surface deflections. There are two methods for accomplishing this control. In the actuator stroke-control method, the surface deflections, or deflection errors for closed-loop control, are multiplied by a stroke-control gain matrix which is a function of the properties of the structure with the actuators absent. In the actuator load-control method, the surface deflections, or deflection errors for closed-loop control, are multiplied by a load-control gain matrix which is a function of the properties of the structure with the actuators absent. The control gain matrices minimize the surface shape errors.

Abstract: A circulation control aerofoil having an internal chamber for receiving during operation air for exhaust through a circulation control air exhaust slot defined by spaced-apart slot lips is provided with a plurality of actuators of electrically deformable material adapted during operation to cause local bending of the aerofoil structure to which they are attached to selectively adjust the width of the air exhaust slot. The actuators may be piezo-electric actuators.

Abstract: A control surface for a vehicle comprising a flexible elastomeric body with ts base joined to the vehicle to form a smooth surface, a rigid tip bar joined to the distal end of the body, and a control member for turning the rigid tip bar to bend the elastomeric body and generate lift. The control member can be a shaft which extends from the interior of the vehicle to said rigid tip bar to allow said shaft to rotate said tip bar.

Abstract: The leading edge (12) of an aircraft wing is equipped with a kruger nose which includes a rigid flap (18) and a mechanism (26,28,30,40) ensuring the deployment of the flap in an intermediate landing position (P3) and in a take-off position (P2). The disposition of this mechanism is such that, in the landing position (P3), a slot exists between the flap (18) and the leading edge, whereas this slot disappears in the take-off position (P2). The mechanism preferably includes two connection rods (28,30) connecting a control reversing lever (26) and an intermediate reversing lever (40).

Abstract: A variable camber vane comprises a plurality of articulated spanwise segments which can be operated by a mechanism of pivoted links at one end. A plurality of such vanes may be arranged in a supporting frame to act a variable thrust deflector for the exhaust of a lift engine. In a VTOL or STOVL aircraft installation the vane array is mounted on the underside of the aircraft below a downwardly exhausting lift fan and the range of movement of the variable vane array is used to vector lift thrust between a mainly downward direction and a direction having a substantially rearward component.

Abstract: A wing, or similar article of airfoil section, has a variable geometry surface for the active control of shock strength and transonic wave drag. In one embodiment, the wing has a region of distensible skin (4) aft of the line of maximum section, which extends along the span of the wing in those areas that experience drag. Pressure means (10, 20, 30) within the wing outwardly deflect the distensible region and produce a local bulge in the expansion surface. This bulge induces pre-shock compression and reduces the effect of the shock. The bulge is retracted by the natural elasticity of the skin material (which can be a conventional aluminum alloy) upon removal of the applied pressure. In another embodiment, the wing has a ramp portion (14) which is outwardly deflectable for the same purpose. The invention is applicable to supercritical and natural laminar flow wings.