Abstract: A high-lift device surface and associated method of designing the high-lift device surface is described. Methods include entering one or more flight conditions, and receiving aerodynamic forces at a wing, the wing comprising a fixed portion, a seal coupled to and extending from the fixed portion of the wing, and a high-lift device surface having an as-built shape determined based on an anticipated deformation during flight. Methods also include deforming the high-lift device surface based, at least in part, on the received aerodynamic forces, contacting, based on the deforming, the high-lift device surface with the seal, wherein the deforming causes the high-lift device to deform from the as-built shape to a second shape, and wherein the contacting causes the high-lift device to fully contact the seal to prevent air flow between the seal and the high-lift device surface due to the received aerodynamic forces.

Abstract: A high-lift device surface and associated method of designing the high-lift device surface is described. The flap can be attached to a wing on aircraft. The method can involve determining a manufactured shape of the flap. The manufactured flap shape can be deflected in some manner, such as bent or twisted, so that under selected flight conditions, such as cruise, the manufactured flap shape morphs into a second desired shape that satisfies specified constraints, such as geometric and sealing constraints. An advantage of the approach is that the flap doesn't have to be mechanically forced, using mechanical elements, into the second desired shape. The elimination of the mechanical elements results in weight and cost savings to aircraft on which the flap is deployed.

Abstract: A high-lift device surface and associated method of designing the high-lift device surface is described. The flap can be attached to a wing on aircraft. The method can involve determining a manufactured shape of the flap. The manufactured flap shape can be deflected in some manner, such as bent or twisted, so that under selected flight conditions, such as cruise, the manufactured flap shape morphs into a second desired shape that satisfies specified constraints, such as geometric and sealing constraints. An advantage of the approach is that the flap doesn't have to be mechanically forced, using mechanical elements, into the second desired shape. The elimination of the mechanical elements results in weight and cost savings to aircraft on which the flap is deployed.