Abstract: An embodiment of an aircraft wing includes a main wing section and a variable incidence wing tip. The main wing section is adapted to connect to an aircraft fuselage at a first angle of incidence. The variable incidence wing tip is connected to the main wing section so that the variable incidence wing tip is rotatable to angles of incidence that are different from the first angle of incidence. An embodiment of a method for operating an aircraft includes generating a control signal based on an indication of a desired angle of incidence of a variable incidence wing tip, conveying the control signal to a wing tip rotation mechanism, and rotating the variable incidence wing tip in accordance with the control signal, so that the angle of incidence of the variable incidence wing tip is different from an angle of incidence of the main wing section.

Abstract: An air discharge device includes a grid that is connected to an aerodynamic surface of an aircraft. The grid includes a number of openings delimited by intermediate zones that are arranged in the extension of the aerodynamic surface of the aircraft and at least one longitudinal reinforcement separating the openings into at least two stages. The dimensions and/or the surface ratio of the perforated zones that correspond to openings and non-perforated zones that correspond to intermediate zones or to the longitudinal reinforcement are such that they create a depression close to the air discharge.

Abstract: An apparatus comprises a structure having a first side, a second side substantially opposite to the first side, a flexible skin, and a plurality of deformable assemblies. The flexible skin is attached to the first side and the second side of the structure. The plurality of deformable assemblies is moveably connected to the structure, in which each deformable assembly in the plurality of deformable assemblies has a vertex and a base. The each deformable assembly in the plurality of deformable assemblies has a height that is capable of changing to change a shape of the structure and a shape of the flexible skin.

Abstract: A trimmable horizontal stabilizer is provided adjacent to the fuselage of an aircraft and has a predetermined aerodynamic profile. A movable elevator is arranged adjacent to the horizontal stabilizer. The horizontal stabilizer has a load-bearing structure which extends in the span direction and is firmly connected to the fuselage of the aircraft, and movable areas which are connected to the load-bearing structure such that they can move and can be moved independently of the elevator in order to trim the horizontal stabilizer by varying the aerodynamic profile.

Abstract: A method and apparatus for varying the twist of a wing such that induced drag is minimized or reduced during cruise and lift is maximized or increased at least during takeoff and landings. In addition, variations in the twist may produce yawing and rolling moments. The twist amount is varied pursuant to the operating conditions, including those parameters used to determine the lift coefficient. The twist for reducing induced drag and/or improving lift may be employed by geometric or aerodynamic twist, including full span control surfaces used to provide roll control, high-lift and reduced induced drag. The twist may also be employed by twisting just a portion of the wing or the entire wing, either geometrically or aerodynamically.

Abstract: An aircraft system may include an airfoil and a deployable device coupled to the airfoil. The system may further include a shape memory alloy actuator coupled between the airfoil and the deployable device. The actuator may be movable between a first position with the deployable device deployed relative to the airfoil, and a second position with the deployable device stowed relative to the airfoil. The system may additionally include an activatable link positioned between the actuator and the deployable device. The link may have an engaged configuration in which motion of the actuator is transmitted to the deployable device, and a disengaged configuration in which motion of the actuator is not transmitted to the deployable device.

Abstract: The invention pertains to an aerodynamic body that can be adjusted relative to a main wing of an aircraft by means of an adjusting device, wherein a gap between the aerodynamic body and another aerodynamic body or a component of the fuselage or the main wing is formed on one lateral end and the gap is variable due to the adjustability of the aerodynamic body, featuring a gap bridge-over device with a shell part that extends along the gap and overlaps the outer shell of the aerodynamic body in the wingspread direction on the front side thereof in such a way that the shell part can be telescopically moved relative to this aerodynamic body in the wingspread direction; to an airfoil for an aircraft with a main wing and a plurality of aerodynamic bodies that are arranged adjacent to one another transverse to the chord direction; to an airfoil for an aircraft with a main wing and an aerodynamic body that can be adjusted relative to the main wing by means of an adjusting device and is arranged adjacent to a componen

Abstract: A wing, in particular a airfoil of an aircraft, with a variable profile shape, which wing comprises a first skin and a second skin and a supporting structure, arranged between the first and the second skin, which supporting structure in the direction of the wing depth extends between a first end and a second end, wherein the form of said supporting structure, for the purpose of varying the profile shape by means of a drive device comprising drive elements, is variable. The supporting structure comprises ribs, arranged one behind the other in the direction of the wing depth, which ribs at connection positions are interconnected so as to be articulated, wherein said ribs at first connection positions are connected to the first skin, and at second connection positions are connected to the second skin. For the purpose of setting the variable profile the mutual spacing of the second connection positions can be varied by means of the drive elements.

Abstract: A cover skin for a variable-shape aerodynamic area, such as a wing structure, tail unit structure, control surface structure or flap structure is described. A cover skin is deformable in one direction without exhibiting substantial deformation in a transverse direction. A deformable framework structure is embedded in a layer of an elastic material, such as rubber or polymer. The framework structure may be comprised of non-deformable elements joined pivotably in auxetic and non-auxetic assemblies of elements that are capable of substantially eliminating transversal contraction, when the cover skin is longitudinal stretched, and substantially eliminating transversal expansion, when the cover skin is longitudinally contracted.

Abstract: Disclosed is a telescoping wing locking system for use in aircraft having wings that collapse and expand in a telescoping fashion, such as aircraft designed for use on roadways. Companion wing segments are locked in place when gas is supplied to inflate a bladder located between overlapping sections of the wing segments. Wing segments are unlocked when gas is removed from the bladder so that it deflates and allows the wing segments to be moved relative to each other. The wing segments may be locked in any position relative to each other in which a section of one segment overlaps a section of the neighboring segment with the bladder between.

Abstract: A system and method for a pressure based load measurement system are provided. The system includes two pressure orifices arranged on a top surface and a bottom surface of an airfoil. The pressure differential between these two points is determined and an estimate of the aerodynamic load generated by the airfoil is determined from a linear correlation between pressure differential and load. The location of the orifices may be optimized using analytical or experimental techniques and a least squares empirical curve fit may be used to fit the data collected.

Abstract: An airfoil member and an airfoil member altering system are provided for significantly modifying the shape and size of the airfoil member while simultaneously providing an airfoil member with increased adaptability to various flight conditions throughout a flight envelope. The airfoil member comprises at least one motor or actuator, a system controller, a plurality of vehicle performance sensors, at least one temperature controller and airfoil member comprising at least one geometric morphing device that is adjustable in both size and shape and one or more rigid members.

Abstract: An apparatus for attenuating acoustic resonance generated by flow over a cavity in a surface comprises a plurality of flat flaps proximate to an upstream edge of the cavity. The flaps are disposed in an array spaced in a width direction of the cavity edge, and are oscillated by the flow in two degrees of freedom solely by the flow, independent of an actuation mechanism. Each flap includes a first hinge generally coextensive with the surface for enabling oscillation in a first degree of freedom and a second hinge orthogonal to the first hinge and forming a tab for enabling oscillation in a second degree of freedom. The hinges are constructed with torsional spring constants that provide predetermined oscillation frequencies and magnitudes. The apparatus can include a deployment mechanism for moving each flap between a stowed position wherein it is generally flush with the surface and a deployed position wherein the flap can be oscillated by the flow.

Abstract: Trailing edge device catchers and associated systems and methods are disclosed. A system in accordance with one embodiment includes a wing having a wing support, a trailing edge device carried by and movable relative to the wing and having a device support, and a coupling connected between the wing and the trailing edge device. The coupling can include a pivot joint that includes a pivot element aligned along a pivot axis and connected between the wing support and the device support. The coupling can further include an actuator coupled between the wing and the trailing edge device, with the actuator having a first position in which the trailing edge device is stowed, and a second position in which the trailing edge device is deployed, with an air flow gap located between the wing and the trailing edge device when the trailing edge device is in the second position. A cam track is carried by one of the wing and the trailing edge device and has opposing cam track surfaces fixed relative to each other.

Abstract: A wake vortex alleviator is provided. The wake vortex alleviator produces rapid variations in the position of vortices emanating from aerodynamic surfaces by using an active flap that moves span-wise back and forth along the outboard section of the surface. Rapidly moving the flap back and forth in a slot at an appropriate frequency will cause the vortex to oscillate, resulting in interaction between other vortices and subsequent destruction much earlier than it would occur naturally. The slot is positioned near the aerodynamic surface trailing edge and generally transverse to a chord line of the aerodynamic surface. The flap can be moved using a variety of actuators to position, translate and stow the flap. The oscillation frequency and position are guided by information feedback according variations in lift in the aerodynamic surface, such as wind gusts. The flaps can control yaw, roll and pitch of the aerodynamic surface.

Abstract: The present invention provides a system and method for actively manipulating fluid flow over a surface using synthetic pulsators. Synthetic pulsators produce pulsed jet operable to manipulate the primary fluid flow proximate to the synthetic pulsator. The synthetic pulsator includes a synthetic jet actuator(s) operable to produce an oscillatory flow, and fluidic jet(s) operable to provide a continuous fluid flow. The oscillatory flow of the synthetic jet(s) and the continuous fluid flow of the fluidic jet(s) combine or mix to produce the pulsed jet operable to manipulate the primary fluid flow. These synthetic pulsators may then be actively manipulated to control the flow behavior of the ducted fluid flow, influence the inception point and trajectory of flow field vortices within the fluid flow, and reduce flow separation within the primary fluid flow.

Abstract: A multifunctional member with a first active member (30), which is adapted to contract if exposed to a temperature above a first transition temperature range. A second active member (40), which is adapted to contract if exposed to a temperature above a second transition temperature range. A core member (20), which is adaptive for deformation. The first and second active members (30, 40) are attached on opposite or different sides of the core member (20). A heat source operatively connected to the first and second active members (30, 40) to expose them to transition temperatures. The first active member (30) contracts while above the first transition temperature range causing the second active member (40) to expand, wherein the second active member (40) is below the second transition temperature range.

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. The outboard flap portion is adapted to translate between a first and a second position to create a functional slot between a bottom surface of the flap member leading part and a bottom surface of the airfoil trailing part to draw a portion of higher pressure air from the bottom surface of the airfoil through the functional slot to distribute the higher pressure air over a top surface of the outboard flap portion.

Abstract: A variable porosity system for an aircraft includes a first layer, a second layer and an actuator mechanism. Each of the first and second layers has at least one pore and are slidable relative to one another. The actuator mechanism is operative to move the first and second layers relative to one another such that the pores are movable into and out of at least partial alignment with one another to allow for fluid communication therebetween. At least one of the first and second layers is substantially continuous with an outer mold line surface of an aerodynamic member such as an aircraft wing. The actuator mechanism is configured to modulate the frequency of the opening and closing of the pores with respect to flight conditions of an aircraft.

Abstract: A vertical take-off and landing (VTOL) aircraft comprises (1) a fuselage having a front end, a rear end and two lateral sides, the fuselage defining a substantially horizontal central longitudinal axis of the aircraft; (2) an aircraft tail arranged at the rear end of the fuselage and including a rudder and an elevator on each side of the fuselage with movable surfaces for controlling the aircraft; and (3) a wing on each side of the fuselage having a front edge, a trailing edge and an upper surface extending from the front edge to the trailing edge. According to the invention, means are provided for increasing the speed of an airstream flowing over the upper surface of each wing, and an air deflector is disposed on each side of the fuselage between the trailing edge of each wing and the aircraft tail.

Abstract: Methods and apparatus for systems having deployable elements according to various aspects of the present invention comprise a system including a deployable surface and an adaptive actuator including a polymer foam. In one embodiment, the system comprises a vehicle including a deployable wing comprising an exterior surface. The exterior surface may be adjusted by adjusting the shape, size, position, and/or orientation of the adaptive actuator.

Abstract: A morphing aircraft includes a lifting body and a telescopic lifting or control surface, such as a wing, coupled to the lifting body. The lifting surface is deployable between extended and retracted positions relative to the lifting body and configured such that, when disposed in the extended position, the flight characteristics of the aircraft correspond to those of a low-speed, high-lift aircraft, and when disposed in the retracted position, the flight characteristics of the air-craft correspond to those of a high-speed, low-lift aircraft, the lifting surface is disposed entirely within the lifting body, and an outboard end surface of the lifting surface blends continuously into an outer mold line surface of the lifting body.

Abstract: An aircraft comprises first and second wings positioned on opposite sides of a longitudinal axis with each of the first and second wings including an upper surface and a lower surface, wherein no control surfaces are attached to the lower surface of the wings. A first forward opening control surface is attached by a first hinge to an upper surface of the first wing and a second forward opening control surface being attached by a second hinge to an upper surface of the second wing. Each of the first and second hinges is canted with respect to a direction perpendicular to the longitudinal axis. A method of yaw control performed by the aircraft is also included.

Abstract: An aircraft that is enable to turn in a desired direction, and a method for controlling the flight direction of an aircraft, by employing differential drag on the respective wings. A control means that receives a control signal indicating a left turn increases the incidence angle on the left wing and reduces it on the right wing. For a right turn the opposite action is performed. The aircraft comprises airfoils that have increased drag as the incidence angle increases but have a generally constant lift.

Abstract: A method and apparatus for varying the twist of a wing such that induced drag is minimized or reduced during cruise and lift is maximized or increased at least during takeoff and landings. In addition, variations in the twist may produce yawing and rolling moments. The twist amount is varied pursuant to the operating conditions, including those parameters used to determine the lift coefficient. The twist for reducing induced drag and/or improving lift may be employed by geometric or aerodynamic twist, including full span control surfaces used to provide roll control, high-lift and reduced induced drag. The twist may also be employed by twisting just a portion of the wing or the entire wing, either geometrically or aerodynamically.

Abstract: Variation in the contours of first and second compliant surfaces is produced by a compliant frame having a first resiliently variable frame element (120) having a corresponding first outer surface (122) and a first inner surface (124), and a second resiliently variable frame element (130) having a corresponding second outer surface (132) and a second inner surface (134). The first and second outer surfaces (122, 132) communicate with respective ones of the first and second compliant surfaces. A linkage element (141-144) having a predetermined resilience characteristic is coupled at a first end thereof to the first inner surface (124) and at a second end thereof to the second inner surface (134). A frame coupler (151) couples the first resiliently variable frame element (120) to a support element (150).

Abstract: A system and method is described generally for producing surface deformations on a surface of a body. The system and method relate to a first surface being a surface of the body exposed to the fluid flow and at least one actuator affecting deformation of the first surface. A control system providing control commands to the at least one actuator is provided and a sensor providing environmental characteristic information to the control system is also provided.

Abstract: A system and method is described generally for deforming a first surface of a body and deforming a second surface of a body to alter a fluid flow in order to change the characteristics of the fluid flow about the body and thereby control the fluid dynamic forces on the body.

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: An aircraft comprises a wing tip device, for example a winglet, a raked-tip device, a wing tip fence or a planar wing extension, mounted in the region of the tip of a wing on the aircraft. The wing tip device is rotatably moveable between a first position and a second position, in which the upward lift produced by the wing or the wing tip device is reduced. During flight, the bending moment at the root of the aircraft wing therefore changes in dependence on the position of the wing tip device. The maximum bending moment in the aircraft wing sustained during high-load conditions is thereby reduced, allowing the structural mass of the aircraft to be reduced.

Abstract: A system for controlling fluid flow about a vehicle. The system comprises a fluid flow control device, an obstacle sensor for detecting obstacles, and a controller. The fluid flow control device has a body with at least one surface and an actuation means in operative communication with the surface. The actuation means is operative to alter at least one attribute of the fluid flow control device in response to a control signal. The controller has control logic for generating the control signal in response to the obstacle sensor.

Abstract: An airflow control device comprises a body and an active material in operative communication with the body. The active material, such as a shape memory material, is operative to change at least one attribute in response to an activation signal. The active material can change its shape, dimensions and/or stiffness producing a change in at least one feature of the airflow control device such as shape, dimension, location, orientation, and/or stiffness to control vehicle airflow to better suit changes in driving conditions such as the need for increased airflow through the radiator due to increases in engine coolant temperature. As such, the device improves vehicle fuel economy while maintaining proper engine cooling. An activation device, controller and sensors may be employed to further control the change in at least one feature of the airflow control device such as shape, dimension, location, orientation, and/or stiffness of the device.

Abstract: Rotor/wing aircraft having a low-drag flap are disclosed. In one embodiment, a rotor/wing aircraft includes an elongated blade having a body portion and a flap portion. The body portion has first and second edges and includes a non-symmetric portion proximate the second edge. The flap portion is moveably coupled to the body portion proximate the second edge and is moveable between a rotary flight position and a forward flight position. In the rotary flight position, the flap portion is proximate at least part of the non-symmetric portion to form a second symmetric portion proximate the second edge. In the forward flight position, the flap portion extends away from the non-symmetric portion to form a tapered portion proximate the second edge.

Abstract: The Dragless Flight Control System for Flying Objects utilizes paired fins that are mounted to rotate in opposite directions. When no lift is desired during the object's flight, the fins are completely retracted into their housings that are recessed into the body of the object. This minimizes the drag. The fins are set to a maximum no-stall angle relative to the body axis of the flying object. To provide lift and other flight controls, such as roll and yaw, the fins are selectively exposed outside the exterior skin of the flying object by being rotated on their axes, the two fins in a pair always being rotated in opposite directions. Varying the amount of exposed area of the counter-rotating fins can generate lift effect that is proportional to the exposed area and similar to that produced by the current, permanently-extended standard rotational fins.

Abstract: The Dragless Flight Control System for Flying Objects utilizes paired fins that are mounted to rotate in opposite directions. When no lift is desired during the object's flight, the fins are completely retractable into their housings recessed into the body of the object. This minimizes the drag. The fins are set to a maximum no-stall angle relative to the body axis of the flying object. To provide lift and other flight controls, such as roll and yaw, the fins are selectively exposed outside the exterior skin of the flying object by being rotated on their axes, the two fins in a pair always being rotated in opposite directions. Varying the amount of exposed area of the counter-rotating fins can generate lift effect that is proportional to the exposed area and similar to that produced by current permanently extended standard rotational fins.

Abstract: An airfoil member (14) is provided including a geometric morphing device (18). The geometric morphing device (18) has an inflatable member (30). The inflatable member (30) has an exterior wall (32) and multiple inflated states. A fiber mesh (34) is coupled to at least a portion of the exterior wall (32) and changes in shape according to fiber angle. Shape and size of the geometric morphing device (18) are adjustable by changing inflated state of the inflatable member (30). An airfoil member altering system (12) and a method of performing the same are also provided as well as a method of forming the geometric morphing device (18).

Abstract: A method for reducing drag upon a blunt-based vehicle by adaptively increasing forebody roughness to increase drag at the roughened area of the forebody, which results in a decrease in drag at the base of this vehicle, and in total vehicle drag.

Abstract: The present invention is a wing having telescoping segments deployed via an actuator composed of a heat activated material. The actuator is a coiled tube of shape memory alloy (SMA) with large force-displacement characteristics activated thermally by either a fluid or an electrical charge. Actuator motion extends an inner wing segment from an outer wing segment when the coiled tube is compressed. Compression is achieved by heating the coiled tube so as to cause a phase transformation from Martensite to Austenite. The inner wing segment may be retracted by a mechanical device or second SMA coil when the coiled tube is cooled and returned to its Martensite phase.

Abstract: An aircraft with active control of the warping of its wings may include at the outer end of each wing an articulating additional aerodynamic plane that is swept back with respect to the wing. The pivoting of the additional aerodynamic plane is controlled in such a way that, at certain flight points of the aircraft, the aerodynamic forces engendered by the additional aerodynamic plane modify the reference warp of the wing into an aerodynamically optimal warp for the relevant flight point.

Abstract: A vehicle traveling through an environmental media such as air experiences drag. The drag is actively modulated by energy beams which may either increase or decrease the drag. The energy beams may be ultrasonic and provide acoustic energy at a transition region between turbulent and laminar flows or at the leading edge of a laminar flow in order to facilitate the respective increase or decrease in drag. The ultrasonic beams may be placed at various locations of an aircraft in order to provide some flight control. The ultrasonic beams may be placed on an automobile to facilitate desired operating modes of the vehicle. The ultrasonic beams may be a further component of a parametric array for communicating audio signals ahead and behind the vehicle in addition to drag modulation.

Abstract: The present invention provides a system and method for actively manipulating and controlling aerodynamic or hydrodynamic fluid flow over a surface. More specifically, the present invention provides a system and method to control aerodynamic or hydrodynamic fluid flow behavior of a ducted fluid flow using very-small-scale effectors. The system and method for actively manipulating and controlling fluid flow over a surface includes the placement of arrays of very-small-scale effectors on ducted surfaces bounding the ducted fluid flow. These very-small-scale effectors are actively manipulated to control the flow behavior of the ducted fluid flow and prevent flow separation within the primary fluid flow.

Abstract: The present invention provides an apparatus and method for varying a wall skin to alter airflow over the skin. The apparatus has a first and second end-plates, a plurality of flexible rods are arranged substantially parallel to substantially define a plane, each flexible rod has a mid-point and first and second ends secured to the first and second end-plates respectively. Each mounting structure is slidingly attached to the flexible rods between the mid-point and each end-plate, proximate to the end. An elastomer envelops the rods to form a flexible skin. A plurality of shape memory alloy rods are arranged parallel to and define a plane and having each end secured to an end-plate, the plurality of shape memory alloy rods being contractible when heated such that upon contraction the plurality of shape memory allow rods will buckle the plurality of flexible rods and the flexible skin to alter airflow over the skin.

Abstract: Harmful trailing vortices downstream of an aircraft wing are at least partly dissipated by a respective counteracting vortex for each trailing vortex at each wing. An auxiliary counteracting vortex generating flap, preferably in the form of at least part of a delta wing, is journaled to the respective wing in the area of the outer end of a landing flap. The counteracting vortex is imposed on the respective trailing vortex, whereby the trailing vortex is caused to vibrate. The vibration dissipates the trailing vortex at least partially.

Abstract: A projectile having a plurality of micro electromechanical (MEMS) devices disposed about the axis of flight for active control of the trajectory of the projectile. The MEMS devices each form an integral control surface/actuator. Control circuitry installed within the projectile housing includes both rotation and lateral acceleration sensors. Flap portions of the MEMS devices are extended into the air stream flowing over the projectile in response to the rate of rotation of the projectile, thereby forming a standing wave of flaps operable to impart a lateral force on the projectile. MEMS devices utilizing an electrostatically controllable rolling flap portion provide a large range of motion while consuming a small amount of power. The MEMS devices may be arranged in longitudinal strips along an ogive portion of the projectile. Packaging concepts for projectiles as small as a 30 caliber bullet are described.

Abstract: For a premature breakdown of a wing vortex pair +/−&Ggr;M behind an aircraft in flight (1) comprising a symmetry plane (7), two wings (3), a fuselage (2) and a horizontal tail plane (HTP) (4), the wing vortex pair +/−&Ggr;M being generated in the area of the tips of the wings (3), having a first spin direction and descending behind the aircraft, an interfering vortex pair −/+&Ggr;P, which is generated between the fuselage (2) and the tips of the wings (3) without merging already in the near field behind the wing (3) with the wing vortex pair +/−&Ggr;M and which has a second spin direction that is opposed to the first spin direction, is retained behind the aircraft (1) in an altitude range of the wing vortices of the wing vortex pair +/−&Ggr;M by adjusting to suitable values the relative circulation and the relative span of the interfering vortex pairs −/+&Ggr;P, each related to the wing vortex pair +/−&Ggr;M.

Abstract: An aircraft braking system including a port formed in a side of an airplane. The port has an openable door disposed therein. The openable door is in operative communication with a computerized hydraulic system of the airplane whereby the openable door will open once the airplane begins a turn and will not close until the turn is complete.

Abstract: A tip member is movable mount at the outboard end of a main lifting member such as a wing or rotor blade. The main lifting member at least at the outboard end has an internal cavity defined therein between pressure-side and suction-side surfaces of the main lifting member. The tip member is movable relative to the main lifting member between a neutral position in which the tip member presents substantially no obstacle to a spanwise component of flow over either suction-side or pressure-side surfaces at the outboard end of the main lifting member, and a position in which a portion of the tip member extends beyond on of the pressure-side and suction-side surfaces of the main lifting member so as to present an obstacle to the spanwise component of flow over that surface at the outboard end of the main lifting member and thereby locally affect the flow at the outboard end.

Abstract: A hollow expandable and contractible displacement element is secured onto the concave rear surface of a slat facing the leading edge of an aircraft wing. A bleed air line supplies engine bleed air into the hollow displacement element to selectively expand or contract the displacement element, which is preferably elastically expandable. When the slat is extended, the displacement element is expanded to fill-out the concave cavity on the rear surface of the slat so as to prevent formation of a vortex in the slat air gap and thereby to reduce aero-acoustic noise. When the slat is retracted, the displacement element is contracted to be conformingly accommodated in the sickle-shaped space between the slat and the leading edge of the wing.

Abstract: The present invention provides a system and method for actively manipulating and controlling aerodynamic or hydrodynamic fluid flow over a surface. More specifically, the present invention provides a system and method to control aerodynamic or hydrodynamic fluid flow behavior of a ducted fluid flow using very-small-scale effectors. The system and method for actively manipulating and controlling fluid flow over a surface includes the placement of arrays of very-small-scale effectors on ducted surfaces bounding the ducted fluid flow. These very-small-scale effectors actively manipulated the boundary layer manipulated to control the flow behavior of the ducted fluid flow and suppress or prevent flow separation within the primary fluid flow.

Abstract: An automatic wing-flap that consists of the use of each side of the fuselage of additional small wings, which act simultaneously as individual wings and as flaps, fastened and divided with a rotating shaft parallel to the transversal axis of the aircraft in two pieces of different surface, where the front piece is the smaller, said both different pieces of the wing-flap have different resistance to the air ram, creating a rotation torque as a function of the aircraft's speed, when retracted or at high speed with a horizontal flap attitude, creating an independent wing and when they are completely extended with a maximum angle of attack they act like extended flaps, some extend bands or springs assist or complement the action of the smaller portion of the wing-flap whose resistance is such that, at low speed, the wing-flap remain extended, acting like a flap.