Abstract: A piccolo tube for de-icing an airfoil structure of an aircraft is disclosed having a shape extending in a longitudinal direction and is configured for installation in an airfoil structure of an aircraft in the longitudinal direction of the airfoil structure. The piccolo tube includes a connector element for receiving heated air from a supply source, and a longitudinally extending air duct having a plurality of outlet openings arranged along the air duct, for supplying and distributing the heated air along the inner side of the airfoil structure. The piccolo tube is curved and its curvature is adapted to a curvature of the airfoil structure in its longitudinal direction. A de-icing system includes the piccolo tube and a supply source for supplying heated air to the piccolo tube. An airfoil structure includes the piccolo tube and/or the de-icing system.

Abstract: A movable flow body device for an aircraft including an elongated flow body having a main extension axis, a first mechanical interface in a first position along the main extension axis, a second mechanical interface in a second position and a third mechanical interface in a third position. The first mechanical interface may be a master interface arranged in a central region, while the second and third mechanical interfaces are slave interfaces. Preferably, in the outboard position, a link plate between a support lever and a support rib of the flow body is inverted compared to the further inboard mechanical interface, which allows for supporting slimmer and longer flow bodies in the outboard region and providing a rigging hinge line through the whole flow body.

Abstract: A support arrangement for a leading-edge high lift device comprising a support arm for movably supporting the leading-edge high lift device on a wing structure. In order to accommodate the supply of the leading-edge high lift device with a fluid such as an anti-ice fluid, for example pressurized hot air, the support arm is configured as a fluid conduit for feeding fluid to and/or from the leading-edge high lift device. The leading-edge high lift device may be configured as a droop nose device.

Abstract: A wing leading-edge device is disclosed having a slat body having a front side with a forward skin and a back side with a rearward skin, and at least a drive arrangement having at least one lug and a slat track, wherein the back side extends between an upper spanwise edge of the forward skin and a lower spanwise edge of the forward skin. The back side is defined by a continuously curved profile contour for receiving a fixed leading edge, and the at least one lug is at least partially arranged between the back side and the front side. The slat track is coupled with the first lug. The connection points to the slat body are shifted far forward to improve the load introduction and reduce moments acting on the drive mechanism.

Abstract: A leading-edge arrangement for an aircraft is proposed, comprising a plurality of movable flow bodies, a supply duct, an air transfer duct, and at least one perforated tube. The movable flow bodies are arranged in a consecutive arrangement to form a row with a first end and a second end. The supply duct reaches into an interior of one of the flow bodies at the first end. The air transfer duct connects to the supply duct and extends at least through the interior of the respective flow body in the direction towards the second end. The at least one perforated tube is arranged inside at least one of the flow bodies that directly follows on. The at least one perforated tube is in fluid communication with the transfer duct. The transfer duct is configured to transfer air from the supply duct into the at least one perforated tube.

Abstract: A wing for an aircraft, including a main wing, and a leading edge high lift assembly including a high lift body, and a connection assembly connecting the high lift body to the main wing such that the high lift body is movable relative to the main wing between stowed and deployed positions. The connection assembly includes a first connection element mounted to the high lift body and movably mounted to the main wing. The connection assembly includes a second connection element mounted to the high lift body spaced apart from the first connection element in a span direction, and movably mounted to the main wing. The connection assembly includes an additional support device arranged spaced apart from the first and second connection elements and configured to support the high lift body at the main wing against movement or deformation of the high lift body relative to the main wing.

Abstract: A piccolo tube for de-icing an airfoil structure of an aircraft is disclosed having a shape extending in a longitudinal direction and is configured for installation in an airfoil structure of an aircraft in the longitudinal direction of the airfoil structure. The piccolo tube includes a connector element for receiving heated air from a supply source, and a longitudinally extending air duct having a plurality of outlet openings arranged along the air duct, for supplying and distributing the heated air along the inner side of the airfoil structure. The piccolo tube is curved and its curvature is adapted to a curvature of the airfoil structure in its longitudinal direction. A de-icing system includes the piccolo tube and a supply source for supplying heated air to the piccolo tube. An airfoil structure includes the piccolo tube and/or the de-icing system.

Abstract: A leading-edge device for an aircraft, the device comprising a flow body having a front skin, a back skin, a spar and an air inlet. The front skin is curved around a spanwise axis to form a bottom section and a top section. A leading edge of the flow body is arranged between the bottom section and the top section. The spar extends from the bottom section to the top section. The front skin, the back skin and the spar enclose at least one air chamber that is in fluid communication with the air inlet. An outlet portion is arranged at least directly adjacent to the bottom section of the front skin. The outlet portion comprises a plurality of air outlets for letting air from the at least one air chamber exhaust through the air outlets.

Abstract: A wing leading edge device includes a flow body having a front side, which is delimited by a first spanwise edge and a second spanwise edge, a back side, which is delimited by the first spanwise edge and the second spanwise edge, a front skin arranged on the front side, a back skin arranged on the back side, and at least one stiffening arrangement between the front skin and the back skin in the region of the first spanwise edge, wherein the front skin extends continuously and free from interruptions between the first spanwise edge and the second spanwise edge and covers the at least one stiffening arrangement.

Abstract: A movable flow body device for an aircraft including an elongated flow body having a main extension axis, a first mechanical interface in a first position along the main extension axis, a second mechanical interface in a second position and a third mechanical interface in a third position. The first mechanical interface may be a master interface arranged in a central region, while the second and third mechanical interfaces are slave interfaces. Preferably, in the outboard position, a link plate between a support lever and a support rib of the flow body is inverted compared to the further inboard mechanical interface, which allows for supporting slimmer and longer flow bodies in the outboard region and providing a rigging hinge line through the whole flow body.

Abstract: A wing leading-edge device includes a flow body having a front side, a back side, a plurality of ribs arranged in ribs, wherein at least one of the ribs is a load introduction rib having at least one first lug for coupling with a drive mechanism, a second load path component, which includes at least one second lug, wherein the second load path component is at least connected to the load introduction rib, such that a second opening of the at least one second lug is co-axial with a first opening of the at least one first lug.

Abstract: A wing leading-edge device is disclosed having a slat body having a front side with a forward skin and a back side with a rearward skin, and at least a drive arrangement having at least one lug and a slat track, wherein the back side extends between an upper spanwise edge of the forward skin and a lower spanwise edge of the forward skin. The back side is defined by a continuously curved profile contour for receiving a fixed leading edge, and the at least one lug is at least partially arranged between the back side and the front side. The slat track is coupled with the first lug. The connection points to the slat body are shifted far forward to improve the load introduction and reduce moments acting on the drive mechanism.

Abstract: A leading-edge component for an aircraft includes at least a part of a flow body having a front skin, a hollow space at least partially delimited by the front skin and at least one separate retention device. The at least one retention device comprises a flexible structure with a mesh, a web, a fabric or a plurality of strings. The retention device is arranged behind the front skin in a distance thereto and extends along a main extension direction of at least a section of the front skin. The retention device is configured to retain a front skin that deforms to move into the hollow space upon an impact of a foreign object.

Abstract: A leading-edge arrangement for an aircraft is proposed, comprising a plurality of movable flow bodies, a supply duct, an air transfer duct, and at least one perforated tube. The movable flow bodies are arranged in a consecutive arrangement to form a row with a first end and a second end. The supply duct reaches into an interior of one of the flow bodies at the first end. The air transfer duct connects to the supply duct and extends at least through the interior of the respective flow body in the direction towards the second end. The at least one perforated tube is arranged inside at least one of the flow bodies that directly follows on. The at least one perforated tube is in fluid communication with the transfer duct. The transfer duct is configured to transfer air from the supply duct into the at least one perforated tube.

Abstract: A leading-edge slat for an aircraft is proposed, which includes a front skin), a back skin, a spar and an air inlet for receiving air at an elevated temperature for de-icing or anti-icing. In the slat, at least one air chamber is created, which is supplied with said air. A first portion of the back skin is attached to the spar at a distance to the bottom section, wherein a second portion of the back skin is attached to the top section. Thereby, a region in front of the fixed leading edge is created, into which air from air outlets integrated into the back skin can be exhausted outside of the slat.

Abstract: A wing for an aircraft, including a main wing, a slat, and a connection assembly movably connecting the slat to the main wing, the slat movable between a retracted and at least one extended position. The connection assembly includes an elongate slat track. A wing has a connection assembly without requiring the front spar being penetrated. The slat track has a first end mounted to the slat and a second end guided at the main wing for movement along a predetermined path extending in a direction from a front spar to a leading edge of the main wing and from a lower side to an upper side of the main wing. Between the first and second ends the slat track is mounted to the main wing allowing translation of the slat track and rotation of the slat track about a first axis of rotation parallel to the leading edge.

Abstract: An airfoil comprising a main wing and a high-lift body. The high-lift body defines a concave recess. The airfoil further comprises a sealing device having two sealing elements arranged in the concave recess. The sealing elements are plate-shaped and abut sectionally on the high-lift body and have side faces extending perpendicularly to the common rotational axis. When the high-lift body is moved between a retracted position and a deployed position, the sealing elements rotate relative to the main wing and relative to each other, such that an overlap between the sealing elements is smaller when the high-lift body is in the deployed position than when the high-lift body is in the retracted position.

Abstract: A leading edge member, an airfoil and an aircraft using the leading edge member to improve de-icing capacity by recirculating hot bleed air in a spanwise direction and to increase the mass and heat flow within the leading edge member. The hot bleed air is injected via an inlet arrangement into a forward hot air chamber defined by the outer skin of the leading edge member and the front spar. Subsequently, the hot air flow travels through a connecting passage opening from the forward hot air chamber through the front spar into the aft hot air chamber. Subsequently, the hot air flows along the entire spanwise length within the aft hot air chamber and splits into an exhaust flow and a recirculation flow. The recirculation flow passes through a recirculation opening and mixes with new hot bleed air, to take another round trip within the leading edge member.

Abstract: A leading-edge device for an aircraft, the device comprising a flow body having a front skin, a back skin, a spar and an air inlet. The front skin is curved around a spanwise axis to form a bottom section and a top section. A leading edge of the flow body is arranged between the bottom section and the top section. The spar extends from the bottom section to the top section. The front skin, the back skin and the spar enclose at least one air chamber that is in fluid communication with the air inlet. An outlet portion is arranged at least directly adjacent to the bottom section of the front skin. The outlet portion comprises a plurality of air outlets for letting air from the at least one air chamber exhaust through the air outlets.

Abstract: A wing leading-edge device includes a flow body having a front side, a back side, a plurality of ribs arranged in ribs, wherein at least one of the ribs is a load introduction rib having at least one first lug for coupling with a drive mechanism, a second load path component, which includes at least one second lug, wherein the second load path component is at least connected to the load introduction rib, such that a second opening of the at least one second lug is co-axial with a first opening of the at least one first lug.