Abstract: A sensor has a sensing region that responds to a surface property by producing an output signal. The sensor has a spatially distributed shape or sensitivity so that the output decreases away from a central part of the sensor, and thus the outputs of plural sensors combined have finite spatial transform as well as high roll off in spatial frequency. Preferably the output decreases to zero at edges of the sensor, and conditions of continuity or vanishing may be imposed on first or higher order derivatives. An edge sensor suitable for mounting at the edge of the structure has its weight function obtained by processes of reflecting and inverting the weight function at an edge. A sensor system employs plural such sensors and edge sensors to produce bounded spatial transfer functions for characterizing the structure. Embodiments of piezeoelectric, resistive, capacitive and thermal sensors are described.

Abstract: In a fluid such as water the direction of a vessel is controlled by a fin ving at least one fixed chordwise segment and at least one cantilever mounted movable segment secured to the fixed segment by a backbone or spine spring at the neutral axis, and by differently tensioned control wires that are used to achieve camber variations under the influence of the vessel's control system. An elastomeric skin is supported on stiffeners to maintain the general fin cross section during such camber changes.

Abstract: Improvements in airfoils, such as conventional airfoils, are disclosed including modifications to the final flap element of the airfoil. Disclosed are surface contour modifications, including, in some instances, extensions of the chord of the final flap element, adding camber to the final flap element to enhance the performance of the airfoil by reducing its drag per lift, and providing greater lift for a given angle of attack.

Abstract: An articulated wing has a fore wing portion and after wing portion connected to an articulate axis support structure which extends along the length of the wing and separates the two wing portions. Control actuators separately connect the fore and after wing portions to the articulate wing support structure in order to provide separate angular positioning capabilities for the two wing portions. Further, the articulate wing support structure itself may be rotated with respect to the mechanism it is attached to. These and other flexible controls over the wing attitude and size allow the wing to provide a number of force vector amplitudes as well as directions for any given fluid flow direction and velocity.

Abstract: A closed shear flexible panel has upper and lower surfaces each having front ends which define a leading edge and rear edges which define a trailing edge. The rear edges are slideable longitudinally with respect to each other when a torsional force is applied to the panel or a linear force is applied to the rear edges to induce a spanwise gradient pitch in the panel.

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 variable contour control surface (30a) and a transition section (30a) are designed to eliminate the discontinuities that exist between an aircraft wing control surface and the wing itself. The variable contour is provided by translating the top skin of the control surface relative to the top surface of the wing with the bottom surfaces of the wing and control surface being joined as a single surface. This movement results in a change in the camber of the control surface. The transition section (30a) is a flexible connection between the inboard and outboard ends of the control surface (30a) and the wing. The transition section (30a) is stiffened by rods (40, 41) which run both fore to aft and spanwise within an elastomeric material. The transition section (30b) may be used in conjunction with either a fixed contour control surface or a variable contour control surface.

Abstract: An articulated control surface is provided for hydrodynamic control utilig a moldable control surface. The central surface is shaped by contracting and elongating wire bundles fabricated with shape-memory alloys located in an adjacent cooling chamber. The shape-memory alloys contract when heated via an applied electric current and elongate when cooled, i.e., the electric current is removed. A pair of wire bundles is anchored inside the cooling chamber. Each bundle is routed over several pulleys in such a manner that a lateral movement is produced at the actuator end of the wire. A pair of bundles act in opposition to maintain dynamic tension at the actuator end. Cooling flow to opposing wire bundles is controlled independently to enhance response time and reduce power requirements. The actuator is a post extending from the cooling chamber to the trailing edge structure of the control surface.

Abstract: A flexible airfoil section for a wing or a blade comprising a streamlined shape and an elastic structure whose stiffness distribution along its chord and span is tailored to provide a desirable cambered shape with proportional increases in camber with increases in lift, mounted to a supporting structure such that the airfoil sections are free to pivot about axes near their leading and trailing edges. In operation, the foil derives much of its lift from elastic bending deformation of its flexible shape, thereby achieving a higher lift than a symmetric foil at the same angle of attack while postponing the onset of flow separation and stall and, for operation in water, of ventilation and cavitation.

Abstract: A variable camber flap assembly having first and second operative positions. A rotatable drive arm powers first and second linkage subassemblies. The first linkage subassembly extends the flap panel in a downward and forward direction to its operative positions, and also rotates a hinged bullnose outwardly so as to foreshorten the distance between the leading and trailing edges of the flexible flap panel, increasing the camber of the flap. The second linkage subassembly cooperates with the first to angularly orientate the flap panel in its operative positions, and also positions the trailing edge of the panel relative to the leading edge of the airfoil. In the first operative position the trailing edge of the panel is spaced forwardly from the leading edge of the airfoil so as to form an aerodynamic slot; in the second operative position the flap panel is drawn rearwardly so that its trailing edge forms an aerodynamic seal with the airfoil.

Abstract: An airfoil camber control apparatus utilizes a cable of shape memory alloy affixed at its ends to a front interior portion of the airfoil. A tensioning system is connected to a rear interior portion of the airfoil and to the cable. When electrical current is applied to the cable to heat it, it returns to its remembered, shorter length, thereby applying tension to the tensioning system to alter the position of the rear portion of the airfoil relative to the front portion.

Abstract: An articulated control surface for flight control utilizes a moldable conl surface that is shaped by contracting and elongating shape memory alloys embedded within the control surface. The shape memory alloys contract when heated via an applied electric current and elongate when cooled, i.e., the electric current is removed. The resulting control surface is capable of generating a curved control surface without any electro/mechanical or hydraulic control systems.

Abstract: The present invention provides an aircraft wing (10) having a main portion (20) with a trailing edge (20b) and a movable flaperon (22) hingedly secured at the trailing edge. A movable flaperon seal (40) is hingedly attached at its leading edge to the trailing edge of the main portion of the wing. Interconnecting structure is provided between the main portion of the wing and the flaperon seal. Such structure is operable to pivot the seal flap such that the opening between the trailing edge of the main wing portion (20b) and the leading edge of said movable flap (22a) on the upper surface is selectively closed by the movable flap at predetermined angular positions of the movable flap.

Abstract: A system for controlling an aircraft by aeroelastic deflections of the wings which is effective beyond control surface reversal is disclosed. The system includes flexible wings, leading and trailing edge control surfaces attached to the wings, sensors to measure selected aircraft flight parameters, an information processing system to receive and process pilot command signals and signals from the sensors, and control mechanisms in the wing that respond to processed signals from the information processing system. The control mechanisms selectively position the control surfaces to produce loads such that the wings are deflected in a desired manner for aircraft control. The system can be used for aircraft control (including maintaining stability), optimum cruise, and maneuver performance. Augmentation can be added for maneuver load control, gust load alleviation, and flutter suppression.

Abstract: An aircraft swept wing which provides pitch stability during stall conditions. In a swept wing aircraft which has leading edge flaps which in their deployed position forms a slot between the slot and the leading edge portion of a fixed main wing structure, the configuration of said leading edge portion is varied spanwise to vary the localized aerodynamic pressure spanwise along the wing. Increased bluntness of said leading edge portion, or increased slot-gap width, creates a stall condition on an inboard portion of the wing which approximates, at increasing angles of attack, the lift and pitching moment changes simultaneously experienced on outboard portions of the wing. As a result, adverse nose-up pitching moment under stall conditions is avoided, and improved pitch stability is achieved in swept wing aircraft, without compromising maximum lift capability.

Abstract: Deformable wall which is manufactured preferably from reinforced plastic includes least one closed cavity (2) and is arranged in the interior of the wall (1). A device (6) to change the cavity pressure is provided. The cavity pressure is decreased or increased to deform the wall (1).

Abstract: A boardsailing sail camber inducer has a pair of springs coupling the camber inducer to the leading end of the batten to allow the forward end of the batten to rotate about the mast while simultaneously applying an aftward force along the longitudinal axis of the batten.

Abstract: An inlet having a single-piece, flexible inlet ramp skin is disclosed. A corrugated member is rigidly coupled to the interior surface of the ramp skin to hold the skin rigid in one direction but permit it to be extremely flexible in a second direction. A plurality of beams extend perpendicular to the ridges and grooves of the corrugated member to hold the skin in position in the second direction. Mechanical actuators are coupled to the beams for applying force to vary the shape of the beams and thus the shape of the ramp skin. The inlet area is varied as the ramp skin is moved. The beam member and ramp skin are elastically deformable from an intermediate position in a first direction to increase the area of the inlet and in a second direction to decrease the area of the inlet. Shaping the beam and ramp skin to be at an intermediate position when not deformed permits a greater range of movement and a more variable inlet area for a given material and weight.

Abstract: An airfoil having a device for changing the spacing between the airfoil's surface panels, thus to change the aerodynamic property of the airfoil. Considering the airfoil as in the case of the airfoil being a part of an airplane wing, the airfoil carries a flap panel along the wing's front edge, the flap panel being movably interconnected to the airfoil's lower panel, and is slidable along the airfoil's upper panel as the panel-spacing is changed, providing an effectively air-sealed relationship of the panels; and that controlled adjustability is provided by a control shaft which, by gearing of both upper panel's movable support means and of the flap panel support means, thus achieving their co-ordinated movement to change the airfoil shape.

Abstract: An annular nacelle for a turbine engine of an aircraft has a variable contour annular air inlet. The variable contour annular inlet includes annular outer and inner surface-defining radially-spaced structures on the forward portion of the nacelle, an annular member disposed between the annular outer and inner structures and coupled to the annular outer structure for sliding movement along the interiors of the annular outer and inner structures, and a plurality of actuating mechanisms coupled between the nacelle body and the annular member. The actuating mechanisms are operable for moving the annular member between forward and rearward positions.

Abstract: A rotary geared actuator for pivotally connecting a flap to a wing of an aircraft, includes at least two adjacent actuator slices rotatably coupled together, each actuator slice including a sun gear rotatably coupled to a drive shaft and having gear teeth with a curved profile to enable movement of the actuator slices with respect to each other in conformance with bending of the wing, planetary gears in surrounding and meshing engagement with the gear teeth of the sun gear, a movable ring gear in surrounding and meshing engagement with the planetary gears, and a fixed ring gear in surrounding and meshing engagement with the planetary gears on opposite sides of the movable ring gear, each fixed ring gear being in meshing engagement only with planetary gears of one actuator slice; at least one fixed side tie bar connecting each fixed ring gear with the wing; at least one movable flap side tie bar connecting each movable ring gear with the flap; securing pins for securing each fixed side tie bar to one fixed rin

Abstract: A wing camber command system (28) is provided for calculating the optimum camber of a wing (52) during aircraft operation. The wing (52) has at least one movable leading edge surface (42, 44) and at least one movable trailing edge surface (46, 48, 50) for varying wing camber, while maintaining smooth upper surface contours. Flight conditions and aircraft parameters including aircraft speed (30), normal acceleration (32), weight (34), and the dynamic pressure of air (36) are sensed during the aircraft maneuver. An onboard computer (40) monitors the sensed conditions and parameters and calculates a coefficient of lift therefrom. The computer contains stored data indicating the desired positions for the leading and trailing edge surfaces necessary to achieve a wing camber that optimizes the wing lift/drag (L/D) ratio during aircraft operation. The computer uses this stored data to command optimum wing camber.

Abstract: An airfoil having improved aerodynamic characteristics has a leading edge and a trailing edge longitudinally spaced therefrom. A continuous lower surface of the air foil forms a lower camber extending from the leading edge to the trailing edge. The upper surface of the air foil has a first fixed upper surface extending rearwardly from the leading edge and terminating in an offset and a second upper surface extends rearwardly therefrom and is movable from a first position defining a first upper camber portion of the airfoil to a second position defining a second upper camber portion thereof.

Abstract: A multi-media craft particularly designed and constructed for efficient and economical utilization on land, water and in the air and comprising a light weight body constructed in modular form for economy and power by a removable lightweight engine of the motorcycle type for fuel efficiency and ease of maintenance. The craft is provided with forward and rearward sections constructed in a manner for variable in-flight or in-use alteration or molding thereof for achieving the optimum planar or contour design for the craft as required during variable fluid conditions when airborne, thus providing efficient and safe flying operation for either an unskilled or skilled operator.

Abstract: The invention relates to a contoured wing intended to serve as a airfoil or a blade. This wing comprises a longitudinal stringer (3), a plurality of juxtaposed wing sectors (1, 2), each articulated about the stringer, a series of cranks (7), each crank associated with a sector in such a manner as to fix the angular position thereof about the stringer, and a control device (10) for the cranks, able to cause their pivoting. The wing according to the invention permits control of the angle, continuously and progressively variable along the contour. It may particularly be applied for use in beating wing aircraft.

Abstract: An inflatable aerodynamic wing structure comprising an aerodynamic skin, a first inflatable member positioned inside the skin such that it extends longitudinally of the wing structure adjacent a leading edge portion of the wing structure, a second inflatable member positioned inside the skin such that it extends longitudinally of the wing structure adjacent a trailing edge portion of the wing structure, and an inflatable chamber positioned between the first and the second inflatable members, the wing structure being such that the first and the second inflatable members are adapted to be inflated to a higher pressure than the inflatable chamber so that, in use of the wing structure, the first and the second inflatable members provide longitudinal rigidity and the inflatable chamber forms the skin into the aerodynamic shape required by the wing structure, and the inflatable chamber being such that it is inflatable at least primarily by dynamic pressure.

Abstract: This invention relates to a collapsible fuel storage tank for storing fuel on an aircraft. According to this invention, there is provided an aircraft including a fuselage portion, a wing portion connected thereto and an expandable fuel storage tank disposed adjacent the intersection of the wing portion and the fuselage portion. The fuel storage tank has an external surface which includes spanwise spaced inner and outer edge regions extending in a generally chordwise direction. The inner edge region of the tank extending alongside the fuselage portion and the outer edge region being attached to the wing portion to allow movement of the external surface between an empty position in which it lies generally flush with the surrounding surface of the wing portion and a fuel storing position in which it lies at an acute angle to said surrounding surface forming a fillet region between the wing portion and the fuselage portion.

Abstract: A system and method for adjusting the camber of an airfoil extending from an aircraft for optimum flight performance. In the method, a velocity signal is produced that represents the longitudinal velocity of the aircraft. Utilizing the velocity signal, it is determined if a change in camber of the airfoil can increase the aircraft's flight performance. Thereafter, the camber of the airfoil is changed until an optimum flight performance is achieved.

Abstract: An inflatable wing is formed from a pair of tapered, conical inflatable tubes in bonded tangential contact with each other. The tubes are further connected together by means of top and bottom reinforcement boards having corresponding longitudinal edges lying in the same central diametral plane passing through the associated tube. The reinforcement boards are made of a stiff reinforcement material, such as Kevlar, collapsible in a direction parallel to the spanwise wing axis upon deflation of the tubes. The stiff reinforcement material cooperates with the inflated tubes to impart structural I-beam characteristics to the composite structure for transferring inflation pressure-induced tensile stress from the tubes to the reinforcement boards. A plurality of rigid hoops shaped to provide airfoil definition are spaced from each other along the spanwise axis and are connected to the top and bottom reinforcement boards.

Abstract: A wing having a cantilevered support for changing the camber thereof is attached at a stressed wing portion so as to be pivotable about an axis rigidly attached to the wing. Sliding carriages having gear wheels are attached in a guide channel in the wing cantilevered support and a toothed rack attached at a landing flap is guided between the gear wheels so that the distance traveled by the sliding carriage can be selected to be different from the distance through which the flap travels during lowering or extension thereof. Actuation of the landing flap occurs by means of a hinged crank and a connecting rod which drives the sliding carriage and, in order to cover a gap between the flap and a spoiler which is provided, the spoiler is designed with a flexible configuration.

Abstract: A variable camber leading edge device having a movable nose section and an upper flexible panel extending rearwardly from the nose section. To move the nose section between its upper cruise position and a high lift downwardly deflected position, there is attached to the nose section a generally arcuate cam track, having its forward and rear portions curving upwardly. The cam track is constrained to move in a generally arcuate path, but with a movable center of rotation, and is driven by a gear engaging a radially outward rear portion of the track.

Abstract: A remotely piloted vehicle is provided with single surface membranous airls controllable in flight. The airfoils are selectively deployed from a stowed position on either side within the fuselage by spars attached to the leading edges. Pivotal members attached to the root edges of the airfoils are positioned to regulate twist distribution, angle of attack, root camber ratio and root camber distribution.

Abstract: A leading edge wing slat having a movable nose portion wherein the nose portion leading edge moves relative to the slat frame in a downward and rearward direction when the slat is extended. This causes an intermediate flexible upper skin panel attached between the nose portion and a rigid rear portion of the slat to have its curvature increased thereby increasing the camber of the upper surface of the slat. During retraction of the slat, the nose portion leading edge moves upward and rearward relative to the slat frame decreasing the curvature of the intermediate flexible upper skin panel. The nose portion includes a cam plate having cam slots which are engaged by rollers rotatably connected to the slat frame. Extension of the slat causes the cam plate as programmed by the cam slots to move the nose portion relative to the slat frame to achieve the desired slat camber.

Abstract: The invention provides a batten structure which can be placed inside a double sided sail to provide a so-called "wing" sail having an airfoil section which can be close to an ideal airfoil on either tack. The structure includes a central beam which engages the mast, a nose piece pivotably connected to the front end of the beam, and two flexible batten members each extending rearwardly from rigid connections on opposite sides of the nose piece and being slidably connected together at their rear ends. Spreaders which are movable relative to the beam connect the batten members and maintain its airfoil shape while allowing the batten members to flex when the wind moves from one side of the sail to the other.

Abstract: An airfoil with an adjustable aerodynamic shape for lowering the landing speed of high performance aircraft. A thin secondary skin is applied to the top primary skin of the aircraft's wing surface. Pressurized fluid is introduced to the cavity formed between the primary skin and the secondary skin to cause a rounding of the upper surface of the airfoil in conjunction with lowering of leading and trailing edge flaps. A plurality of contour members of predetermined lengths and at spaced locations connect the secondary skin and upper surface of the primary skin so as to define the particular contour desired. The leading edge of the secondary skin is hinged to the forward spar of the airfoil. One or more actuators acting through a linkage apply tension to the trailing edge of the secondary skin and draw it down into contiguous relationship with the primary skin of the wing surface for high speed operation.

Abstract: A variable-camber airfoil includes a four-bar linkage camber altering mechanism and a flexible panel in the lower skin of the airfoil. A flexible upper skin extends from the upper end of a front spar assembly to the upper end of a nose structure of the airfoil. A rotary actuator is mounted forward of the front spar assembly within the cavity of the airfoil, and is used to actuate the camber altering mechanism. A main drive arm, which acts as a link in the camber altering mechanism, extends forwardly from the rotary actuator. To actuate the camber altering mechanism, the main drive arm is rotated downwardly and rearwardly through an arcuate path in a vertical chordwise plane. The main drive arm pulls downwardly on first and second links, which, due to the kinematics of the four-bar linkage, causes the nose structure to rotate and move downwardly and rearwardly in a manner that will produce the desired aerodynamic curvature in the flexible upper skin.

Abstract: An inflatable shroud allows a propulsion system that is stored in fixed length and diameter cylinders or silos to occupy all of the available packaging length. When inflated the shroud provides the desired aerodynamic shape to reduce drag and improve performance. The inflatable shroud may be used on any aerodynamic structure that would benefit from an improved aerodynamic shape.

Abstract: A kite has an inflatable body and flexible sheet material flaps extending to a tail thereof. Along the trailing edge of each flap is provided an inflatable tube, the degree of inflation of which can be variable to change the characteristics of the kite to suit different circumstances.

Abstract: The present invention entails a variable camber airfoil assembly mounted on a vessel and having a pivotably mounted rigid leading edge member. The rigid leading edge member includes an elongated generally V-shaped member that extends substantially the entire length or height of the airfoil assembly. A mast forms a part of said airfoil assembly and extends between a tip member and a root member and wherein said leading edge member is mounted forwardly of the mast. Extending between said tip member and root member rearwardly of the mast is a flexible cable. The variable camber feature of the present invention is formed by a pliable skin having two opposed sides that are interconnected between the leading edge member and the flexible cable. To limit the extent of pivotable movement of the leading edge member, the mast is extended between two sides thereof that form its general V-shape.

Abstract: A rollable airfoil, and aircraft for utilizing the airfoil. The airfoil is made of an upper skin having a cambered configuration and formed of a material having sufficient elasticity that the camber can be broken and the skin rolled into a coil. The lower skin is straight to provide the desired flat under surface of an airfoil, and to pull the edges of the upper skin towards each other to assist in maintaining the camber. The lower skin is stretchable to allow the upper skin to be flattened for rolling. A filler material, such as an expanded plastic, can fill the space between the upper skin and lower skin to dampen vibration.

Abstract: A variable camber leading edge device having a movable nose section and an upper flexible panel extending rearwardly from the nose section. To move the nose section between its upper cruise position and a high lift downwardly deflected position, there is attached to the nose section a generally arcuate cam track, having its forward and rear portions curving upwardly. The cam track is constrained to move in a generally arcuate path by means of two spaced pair of rollers, and it is driven by a pinion gear engaging an upwardly facing middle portion of the track.

Abstract: A span construction having longitudinal cables extending between end supports, a flexible sheath enclosing the volume bounded by cables and end supports, a fan for forcing a gas through the sheath and gas escape holes on the underside of the sheath to raise the span in response to escaping gas. The span may have an airfoil cross-section so that it is raised in response to cross wind loading.

Abstract: A Kreuger flap is hinge-mounted to the leading edge of an aircraft wing by a plurality of hinges hinged at one end internally of the wing, near its leading edge, and at the other end to the rear surface of the Kreuger flap. A torsion tube extending longitudinally through the wing over the length occupied by the Kreuger flap and to the rear of the hinge connection to the wing, is forcibly rotated by a single hydraulic cylinder connected to a crank arm fixed to and projecting radially from the torsion tube. A coil spring fixed at one end to the wing and at its opposite end to a second arm projecting radially from one end of the torsion tube, is moved overcenter during arm movement between first and second position during Kreuger flap extension and retraction and biases the Kreuger flap towards retraction.

Abstract: Variable camber actuator assemblies 50 broaden the range of speeds at which lift to drag performance is maximized for slotted flap wings. Lift is improved over a broader range of cruising speeds by varying wing camber with rotational flap movements that do not introduce wing slots and induced drag. Forward flaps 40 are secured to forward flange links 26 which extend from, and are a part of, forward flap linkage assemblies 20. The forward flaps 40 rotate about flap pivots 39 with their rotational displacement controlled by variable camber actuator assemblies 50 located between the forward flaps and the forward flange links. Rear flaps 45 are held relative to the forward flaps 40 by rear flap linkage assemblies 70 which may act independently from the forward flap linkage assemblies and the variable camber actuator assemblies. Wing camber is varied by rotating the flaps with the variable camber actuator assemblies while the flaps are in a deployed or tucked position.

Abstract: The present invention relates to a wing type air foil assembly that is adapted to be utilized by boats or vessels, or even vehicles, that is designed to function in the same general manner as a wind sail for providing driving thrust to the vessel or vehicle. In the case of a vessel, the wing type air foil is rotatively mounted about a generally vertical axis and includes a central spar journaled about a holding shaft extending upwardly from a pylon supported by the vessel. Provided about the upper end of the spar is a tip member while a root member is provided about the lower portion of the spar. Extending around and between the root and tip members is a flexible line that includes a forward run that forms a part of the leading edge of the wing type air foil assembly and a rear run that also extends between the tip and root members that forms a part of the trailing edge of the entire air foil assembly.

Abstract: The present variable airfoil assembly has a fixed airfoil member with a shallow recess in the top in which an adjustable airfoil member is seated snugly, when lowered, to present a convex top surface which merges smoothly with the top surface on the fixed airfoil member in front and behind. When the adjustable airfoil member is raised, the fixed airfoil member presents a top surface below it which is continuous for most of its extent to minimize air turbulence. Reinforcing ribs on the adjustable airfoil member extend down through longitudinal gaps in the top of the fixed airfoil member and are coupled to cylinder-and-piston units for raising and lowering the adjustable airfoil member. A transverse gap extending across the top of the nose of the fixed airfoil member passes adjustable filler pieces which can extend up between the nose and the front edge of the adjustable airfoil member when the latter is raised or be retracted down to permit air to flow under the adjustable airfoil member for braking purposes.

Abstract: A variable wing tip (18) for securing to a variable camber leading edge portion (12) of an aircraft wing (10). The wing tip has a normal fore and aft camber in an upper position and is adapted to have an increased camber curvature in a deflected down position. In the down position, the wing tip has a compound curvature, is shortened in the fore and aft direction ad is generally thickened in depth in a substantial portion of the wing tip. By operation of an actuator (96) in the leading edge (21), a multiple of generally parallel scissor plates (30,32) are pivoted apart. The plates extend in an inboard outboard direction and are spaced in the fore and aft direction.

Abstract: An end seal (36) for a variable camber flap in which the seal is formed of an upper portion (52) including closely spaced fingers (56). The fingers extend generally vertically downwardly from adjacent a flexible surface (40) of a flap (20). There are lower sealing walls (94, 96) extending generally vertically upwardly from adjacent the bottom of the flap (106). The lower sealing walls are adapted to remain in sealing engagement with the fingers as the camber of the flap is varied by increasing the curvature as it is lowered from a normally upper position.

Abstract: An actuating mechanism for variable camber leading edges of aerodynamic airfoils characterized by its rigidity and structural stability and which permits varying the camber of a flexible continuous airfoil skin through leading edge deflection angles ranging from on the order of 14.degree. to on the order of 22.degree. with reference to the wing box chord line without deployment of a Krueger flap and up to on the order of 32.degree.

Abstract: A sail assembly of variable profile, reversible and collapsible, comprising a mast on which are mounted ribs set apart one from the other, each one being constituted of two flexible laths joined together by hinge members, the ribs being covered with a supple material, such as for example sail cloth. Each rib includes a slide piece on which are pivotally mounted the two flexible laths and on which a mast is slidably mounted, the mast being fast in rotation with the slide and being adapted to be driven in rotation, the slide piece being provided at the back with a first cam which is fast with a shaft driven in rotation and comprising two arms connected together by transmission members pivotally mounted on the rear portion of the flexible laths. The invention finds an application in the production of sail assemblies of variable profile.