Abstract: A wing assembly for an aircraft moveable slat system has a fixed structure and a contoured surface. The fixed structure has an exterior surface defining an external contour and an internal surface defining a cavity. The fixed structure also has one or more edges defining a cutout. The contoured surface is coupled to one or more of the edges of the cutout and extends into the cavity. The contoured surface promotes airflow from the cavity to the external contour. The result is a solution to aerodynamic losses that does not require an auxiliary track system or moving parts.

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.

Abstract: A slot forming segment is inserted between two portions of a wing, which are adjacent along a longitudinal axis of wing, into a cove of a carved trailing edge of a leading portion of the adjacent portions and pivotal relatively to both adjacent portions of the wing between which it is inserted. The slot forming segment has such a shape and a position of its axis of rotation that by deflecting it downwardly relatively to the leading portion, it is formed a slot inside the wing's structure of large inlet cross section and high convergence ratio for the control of the boundary layer over an upper surface of the wing behind the slot forming segment for the need of extra lift production. Simultaneously, it is increased both a camber and an aerodynamic surface area of a following portion of the adjacent portions whereby additionally increasing the extra lift production on the wing.

Abstract: A flow control device and method for eliminating flow-induced cavity resonance within a closed or nearly closed end flow passage (20) having an inlet opening (30) defined between an upstream inlet edge (32) and a downstream inlet edge (34). The passage accepts exterior fluid flow (38) therein via the opening (30). The flow control device includes a stationary inlet guide vane (44) having a leading edge (46), a trailing edge (48), and a number of support members (50) to connect the vane to the inlet. The vane (44) is positioned such that the vane leading edge intercepts the exterior fluid flow shear layer, and the vane trailing edge extends into the passage at the inlet. In a preferred embodiment, the inlet guide vane is located approximately midway between the upstream and downstream inlet edges. The inlet guide vane is cross-sectionally shaped as a cambered airfoil.

Abstract: The invention provides an aero-optical turret assembly that provides high Strehl ratios throughout a wide range of azimuthal look angles. The turret assembly includes a duct extending from aft of the turret to a location aft of an aerodynamic bulge of the turret assembly. During flight, a low pressure zone is formed at the exit end of the duct, aft of the aerodynamic bulge. This low pressure zone causes suction of air from the inlet of the duct, and therefore away from the outer surfaces of the aero-optical turret. By judiciously selecting the shape of the aerodynamic bulge, and the size and location of the inlet end of the duct, substantially all turbulent air can be removed from around the adjacent outer surfaces of the aero-optical turret, thereby removing the source of interference with electromagnetic radiation passing through the window of the turret at azimuthal look angles greater than +60.degree..

Abstract: Acoustic noise resulting from the interaction of a periodic pressure and velocity fluctuation induced by a periodically passing blade wake interacting with a downstream airfoil (10)is attenuated by locating an antisymmetric pressure wave generator (30) adjacent the leading edge (18) of the vane (10).

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: A vertical takeoff ultralight aircraft having an operator controlled high volume vane axial fan in communication with a conduit configured to direct an air stream produced by the fan to a spanwise air duct disposed forwardly of a wing including an air foil. High velocity air is discharged from the air duct and directed over the upper surface of the air foil. An induced air stream flows upwardly and rearwardly through an air flow path defined by the spanwise air duct and the air foil. The wing and air duct are configured such that the induced air stream joins the air stream discharged from the air duct to create reduced static pressure zone on the upper surface of the wing of sufficient magnitude to effect vertical lift. Fan discharge may be partially deflected rearwardly to provide horizontal thrust.

Abstract: A method and apparatus for eliminating heat build-up caused by air friction on wings and other air foils, especially common in high-speed aircraft. As an aircraft is moving, a small portion of air in the airstream moving by the wing or other air foil is passed through an air intake valve on the wing, into a Venturi section and then into a chamber within the wing or frame where the air is compressed naturally. Each Venturi section consists of a converging and diverging nozzle which creates a substantial cooling effect when the high speed air passes through it and is compressed and released. The intake valve spins or flips when hit by the airstream so it alternately intakes and exhausts the air through the Venturi section, thereby causing a double cooling effect. A second embodiment uses valves, one on the leading edge for air intake and the second near the back of the lower surface of the wing for air exhaust.

Abstract: An actuation device for a slat, a rail for guiding and moving the slat into and out of an aircraft wing has the slat pivoted on the rail in a particular point (8); a thrust rod has one end hinged to the slat and a drive crank is connected to a second end of the thrust rod; a lever assembly connects the rail additionally to the slat at points on the rail and the slat different from the particular point and for pivoting and steering the slat relative to the particular point, for holding the rear end of the slat against the wing in a first protraction range and opening a gap upon further protraction.

Abstract: Adjusting device for landing flaps covering a gap between a landing flap or flaps and a wing proper there being a driven torsion shaft for driving the flaps, whereby particularly a transmission gear is drivingly coupled to the torsion shaft and includes a reducing gear and a gear segment being bidirectionally driven by the gear; a slotted cam is connected to and driven by the segment gear; a pair of levers with scanning elements is operated by the cam on rotation thereof; tension-compression rods are respectively linked to the levers such that the rods are operated in opposite direction; and a pair of elbow levers respectively connect the rods to two wing flaps such that the rods are tension loaded then compression loaded by the aerodynamic forces acting on the wing flaps.

Abstract: YAn aircraft leading edge slat is biased when at an extended location toward a first position wherein the trailing edge of the slat is a predetermined distance from the wing upper surface. The slat is pivotable to a second position, when aerodynamic forces acting on the wing overcome the biasing force, wherein the slat trailing edge is pivoted upward and forward, and the distance between the slat trailing edge and the wing upper surface is increased. The slat is retracted and extended by a drive track which is supported inside the wing by upper rollers located chordwise within the wing cavity, a lower front roller, and a pair of roller rings rotatably mounted at opposite sides of a rotary actuator pinion gear. The pinion gear engages the drive track and moves the slat between the extended and retracted positions.

Abstract: A swept wing having a leading edge flap which in its deployed position forms a slot with the forward end portion of the wing. An elongate strip is positioned on the forward portion of the wing in a manner that when the flap is deployed to form the slot, this strip protrudes into the airstream that passes upwardly through the slot. This creates a stall condition in the area of the strip to produce the desired pitch characteristics for safe recovery from stall. In the cruise configuration, where the flap is positioned against the leading edge of the wing, this strip is aerodynamically concealed.

Abstract: Pressure tapping for rigid sails, the tappings (10, 11, 12, 15, 16) being located to either provide a stall warning or to enable tuning of the sailset to the desired operating angles. A particular flow-state sensitive stall warning device is also described.

Abstract: A leading edge arrangement includes a fixed wing portion 10, a slat member 18 slidably mounted with respect thereto by an arm 14. The arm 14 is provided with an internal trackway 15 and external cam surfaces 16' and 16", the trackway co-operating with roller bearings 12 on the fixed wing portion and the cam surfaces co-operating with respective roller bearings 13' and 13" on the fixed wing portion. The profiles of the trackway and cam surface are selected so that from a stowed cruise condition the slat member initially moves to a take-off setting along a path in which the ratio of downward deflection to extension movement is low, and subsequently moves to a landing setting along a path in which the said ratio is high. A modification is also described in which the rearward heel of the slat member which is exposed when the slat is extended is formed of a flexible panel portion, so that it may blend smoothly with the remainder of the rearward surface of the slat member.

Abstract: The invention is a leading edge flap and boundary layer control system for an aircraft wing having a substantially sharp leading edge. The system comprises the wing 10 incorporating a spanwise slot 26 having front and rear guide walls 28, 30. A guide member 44 is rotatably mounted in the wind movable from a retracted position to an extended position. A flap segment 54 is rotatably mounted to the guide member 44 and is movable from a retracted position to an extended position in conjunction with the guide member 44. The flap segment incorporates an aerodynamic surface adapted to form an aerodynamic extension of the leading edge 16 of the wing 10 and, furthermore, cooperating with the guide member 44 to form a smooth transition inlet to the front guide wall 28 of the slot 26. Actuators 66, 72 are provided to actuate the guide member 44 and flap segment 54 from their retracted positions to their extended positions.

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: A leading edge slat of an aircraft wing is connected to the ends of two rods each of them being linked to a crank arm which, in turn, is swung over a particular angular range by means of a planetary gear being driven by a common shaft. Arcuate guide rails on the slat run in rolls which are journalled on the wing case.

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: A slat assembly is mounted upon the leading edge of an aircraft wing, and responds automatically to changes in air speed or in the angle of attack of the wing, to increase lift at lower air speeds, and to reduce the stalling speed of the wing. A capability is induced in the aircraft for landing and taking off in short distances. For an aircraft of given size and power, also, there is offered an added safety factor in that the aircraft is permitted to land at slower landing speeds than have heretofore been possible. For the purpose of accomplishing these results, the automatic leading edge slat utilizes a base plate projecting from the leading edge of the aircraft wing, and supporting a slat having airfoil characteristics forwardly of the leading edge of the wing.

Abstract: To prevent deposition of ice on the frontal surface of for instance, the horizontal tail of aircraft anti-icing member is installed in front of the edge along its entire length. The member has an airfoil profile with a chord equal to 3-8% of that of the tail to be protected and is located in a zone not exceeding the tail is thickness, a duct being formed between the member and the surface to be protected for the passage of an accelerated air stream.

Abstract: A wing leading edge high-lift generating device in the form of a spanwise slat segment having both an upper and a lower surface, faired into an airfoil configured leading edge of a relatively stationary portion of the wing therebehind and movable with respect thereto by a downwardly extending hinge arm pivotally related to a downwardly extending hinge bracket from the wing within a fairing structure which also includes an actuator between the hinge arm and bracket for biasing the hinge arm connected to the leading edge device away from and downwardly with respect to the hinge bracket of the wing about the pivotal connection therewith.

Abstract: A horizontal stabilizer structure for improved stabilizer performance at positive and negative angles of attack is disclosed in which a leading edge slat/spoiler extending lengthwise along the stabilizer is disposed forward and below the leading edge of the stabilizer. The leading edge slat/spoiler directs airflow along the under surface of the stabilizer at negative attack angles and disrupts airflow over the upper surface at positive attack angles.

Abstract: A leading edge slat apparatus especially adapted to be deployed from the undersurface of an airfoil without encountering excessive resistance from the airstream. The apparatus comprises a slat member which is stowed in an airfoil with the forward end positioned forward of the rear end and which is moved downwardly and forwardly to its deployed position. Concurrently therewith, the rear end is moved upwardly relative to the forward end, with the forward end still being positioned forwardly of the rear end. In a first embodiment, a main actuating member has a forward end pivotally connected to the slat member and a rear end slideably connected to the airfoil. A tilting arm is pivotally connected to the airfoil at one end and pivotally connected to the actuating member and a tilting link at a second end.