Abstract: A helicopter is described comprising: a tail boom; a fin projecting from the tail boom; and a tailplane arranged at the tail boom and transversal to the fin; at least one of the fin and the tailplane defining a first aerodynamic surface generating a first aerodynamic force; at least one first element transversal to the first aerodynamic surface; and a second aerodynamic surface generating a second aerodynamic force, connected to the first element, facing and spaced from the first aerodynamic surface; the second aerodynamic surface is spaced from the other of the fin and the tailplane.

Abstract: An airfoil of an aerodynamic surface including: a control surface having an upper surface and a lower surface, and an actuator configured to elevate or lower the control surface, wherein at least a portion of one of the upper surface and the lower surface of the control surface is auxetic with a negative Poisson ratio, and the other of the upper surface and the lower surface of the control surface includes a material with a higher Poisson ratio.

Abstract: A method, apparatus, and system provide the ability to simulate dynamic motion for a computerized model (of finite mesh elements). An element diagonal lumped mass matrix of the mesh, an estimate of a highest element eigenvector and eigenvalue of the mesh, and a kinematic state of the model are computed. Processing iterates until exceeding a time duration. Incremental strain and stress tensors, and hypo-elastic material constants are computed. Within the time duration iteration, eigenvalues are converged, a power-sweep stress field is computed from the strain field using the material constants; divergence of the power-sweep stress field is computed using the current gradient operator; and a power-sweep estimate is computed. Upon convergence, the stability limit is determined and utilized as a time interval for simulating the dynamic motion.

Abstract: A semi-active system for providing a required fluid flow, the system comprising an outlet configured to protrude into the main flow direction of an external fluid flow external to the semi-active system, an exhaust channel provided, in relation to the main flow direction of the external fluid flow, beneath the outlet, the exhaust channel being configured to inject an exhaust fluid flow into the external fluid flow, a device configured to produce a jet fluid flow and a pipe provided within the exhaust channel, the pipe being configured to fluid-communicatively couple to the device, and entrain, by the produced jet fluid flow, the exhaust fluid flow.

Abstract: An airfoil for flow control is disclosed having an outer skin in contact with an ambient air flow, wherein the outer skin extends between a leading edge and a trailing edge with two opposite lateral sides, and surrounds an interior space. The outer skin comprises a porous section in the area of the leading edge, a pressure chamber arranged in the interior space and fluidly connected to the porous section, an air inlet fluidly connected to the pressure chamber, and an air outlet fluidly connected to the pressure chamber.

Abstract: A system for improving acoustic communications in a shallow-water environment is provided. The system includes a pump, an elongated inflatable bladder and an acoustic communication modem and transducer. The pump forces water through the bladder, which creates a pumping current. This pumping current drives the sound speed profile up and down vertically, resulting in changes to shallow-water acoustic communication shadows and resultant improved acoustic communication. The bladder may be biased to return to a coiled shape after operation of the pump. The system may be mounted on a turntable to be able to direct the bladder in a preferred direction. Equipment can be attached to the end of the bladder and be transported with the uncoiling and recoiling of the bladder.

Abstract: A flap actuation mechanism incorporates a flap bracket attached to a flap and coupled to an underwing structure with a pivotal coupling. A crankshaft is configured for over center rotation and has aligned inboard and outboard crank arms extending from axially spaced inboard and outboard journals disposed in the underwing structure and configured to rotate about a rotation axis of the inboard and outboard journals. A crank pin is connected between the inboard and outboard crank arms. An actuating rod has a first end rotatably coupled to the crank pin and a second end coupled to the flap bracket. Rotation of the crankshaft displaces the actuating rod to cause rotation of the flap bracket and the flap.

Abstract: A seal for sealing a space between a first structure and second structure. The seal includes a seal base configured to couple with the first structure so as to form a respective seal with the first structure, a resilient lattice body coupled to the seal base, and a cover. The cover includes an inner surface coupled to the resilient lattice body in an opposing relationship relative to the seal base so that the cover moves towards and away from the seal base in a biasing direction of the resilient lattice body, and a bulbous outer surface configured to engage the second structure so as to form a respective seal with the second structure.

Abstract: A method, apparatus, and system provide the ability to simulate dynamic motion for a computerized model (of finite mesh elements). An element diagonal lumped mass matrix of the mesh, an estimate of a highest element eigenvector and eigenvalue of the mesh, and a kinematic state of the model are computed. Processing iterates until exceeding a time duration. Incremental strain and stress tensors, and hypo-elastic material constants are computed. Within the time duration iteration, eigenvalues are converged, a power-sweep stress field is computed from the strain field using the material constants; divergence of the power-sweep stress field is computed using the current gradient operator; and a power-sweep estimate is computed. Upon convergence, the stability limit is determined and utilized as a time interval for simulating the dynamic motion.

Abstract: An aircraft having two separate landing flaps on each wing which are actuated together in a landing mode or function, and wherein the outer flap of each wing is also separately actuated in an aileron mode or function separate from the inner flap.

Abstract: An aircraft includes a fuselage, a forward wing assembly, and aft wing assembly, and a propulsion system. The propulsion system includes a port forward propulsor and a starboard forward propulsor, each of which rotatable between a forward thrust position and a vertical thrust position and together defining a maximum forward thrust capability. The propulsion system also includes a port aft propulsor and a starboard aft propulsor, each of which also rotatable between a forward thrust position and a vertical thrust position, and together defining a maximum aft thrust capability. The maximum forward thrust capability is different than the maximum aft thrust capability to achieve certain efficiencies.

Abstract: A method for operating a propulsion system of an aircraft includes moving a plurality of forward and aft propulsors to a vertical thrust position. While in the vertical thrust positions, the method also includes providing a first forward to aft ratio of electric power to the plurality of forward and aft propulsors. The method also includes moving the plurality of forward and aft propulsors to a forward thrust position. While in the forward thrust positions, the method also includes providing a second forward to aft ratio of electric power to the plurality of forward and aft propulsors. The first forward to aft ratio of electric power is different than the second forward to aft ratio of electric power to provide certain efficiencies for the aircraft.

Abstract: An aircraft includes a fuselage and a wing assembly attached to or formed integrally with the fuselage. The aircraft also includes a propulsion system having a port propulsor and a starboard propulsor. The port and starboard propulsors are each attached to the wing assembly on opposing sides of the fuselage and are rotatable between a forward thrust position and a vertical thrust position. The propulsion system also includes a supplemental propulsor mounted to the fuselage to provide certain efficiencies for the aircraft.

Abstract: An aircraft has a fuselage, an engine disposed within the fuselage, a rotatable wing disposed above the fuselage and selectively rotatable about a wing rotation axis, and a plurality of interconnect driveshafts disposed within the rotatable wing, and at least one drive system component that is connected between the engine and the interconnect driveshaft is disposed along the wing rotation axis.

Abstract: An aircraft includes a fuselage, a forward wing assembly, and aft wing assembly, and a propulsion system. The propulsion system includes a first primary thrust propulsor and a first secondary thrust propulsor, the first primary thrust propulsor being different than the first secondary thrust propulsor. Both the first primary thrust propulsor and the first secondary thrust propulsor are mounted to the same one of: a starboard side of the aft wing assembly, a port side of the aft wing assembly, a starboard side of the forward wing assembly, or a port side of the forward wing assembly.

Abstract: An aerodynamic body of an aircraft with an air outlet opening and an air intake opening that communicates with the air outlet opening via an air conduit is described. A flow delivery driver device for influencing the flow within the air conduit is integrated into the air conduit. The surfaces of the aerodynamic body in the body chord direction include at least one air outlet opening in the front region of the aerodynamic body, and at least one air intake opening on the upper surface of the aerodynamic body and in the rear region of the aerodynamic body and/or on the upper surface of the aerodynamic body in the trailing edge region and/or on the lower surface of the aerodynamic body in the trailing edge region. Arrangements of a main wing and an adjustable flap, and an aircraft with such an aerodynamic body are also described.

Abstract: A method for producing a load introducing element for a control surface of an aircraft or a spacecraft, includes cutting to size preformed fibrous substructures out of a fibrous material. The method also includes draping the fibrous substructures to mold at least one first component, at least one second component and at least one first flange in the form of a single semi-finished product. Further, the method includes inserting the semi-finished product into a mold, injecting matrix material, and curing the semi-finished product to form a finished product.

Abstract: A vertical-takeoff aircraft with a wing. A first drive unit and a second drive unit are swivellably mounted on the wing. The first drive unit and the second drive unit are arranged on the wing at a distance from a wing-end of the wing. A first distance between the first drive unit and a longitudinal axis of the aircraft is approximately equal to a second distance between the second drive unit and the longitudinal axis of the aircraft. The first drive unit and the second drive unit are swivellable into a horizontal flying position and a vertical flying position. In the horizontal flying position the first drive unit is arranged above a wing surface and the second drive unit below the wing surface on the wing. In the vertical flying position the first drive unit and the second drive unit are arranged in an approximately horizontal plane. The first drive unit and the second drive unit each have a swivel arm, wherein the swivel arms are swivellably mounted on the wing.

Abstract: A fault-tolerant actuating system with at least one flap, adjustable on a respective wing of an aircraft, and with a control and monitoring device, includes: drive devices that are functionally connected to the control and monitoring device, with one of these drive devices in each case being associated with a flap, where each flap in each case is associated with a drive device, in each case including: two drive motors, two brake mechanisms, where each drive motor is associated with a brake mechanism for stopping rotation of the output of the respective drive motor, a differential that couples the outputs of the aforesaid to the aforesaid in a summing manner, an output shaft for coupling the output of the differential to drive connections, and a differential lock that is functionally connected to the control and monitoring device, which differential lock is coupled to the control and monitoring device in this manner, where each of the brake mechanisms as well as the differential lock can be operated by way of

Abstract: According to the invention, an alert may be generated when a sudden inversion of the rudder occurs. To this end, the pilot having beforehand moved a commanding system in such a manner that the movement of the commanding system overcomes the position of the commanding system corresponding to the maximum rotation breakpoint in one of the rotating directions of the rudder. The alert is launched if, during a first time interval having a predetermined duration, the pilot moves the commanding system in such a manner that the movement of the commanding system overcomes the position of the commanding system corresponding to the maximum rotation breakpoint in the other rotating direction of the rudder, thereby indicating a sudden rudder inversion and a potential unsafe condition to be corrected by the pilot.

Abstract: Aircraft trailing edge devices, including devices having forwardly positioned hinge lines, and associated methods are disclosed. An aircraft system in accordance with one embodiment of the invention includes a wing and a trailing edge device coupled to the wing. The trailing edge device can be movable relative to the wing between a stowed position and a deployed position, with the trailing edge device having a leading edge, a trailing edge, an upper surface, and a lower surface. The upper surface can have an intersection point with the wing when the trailing edge device is in the stowed position. The motion of the trailing edge device relative to the wing can include rotational motion about a hinge line positioned forward of the intersection point, and a gap can be positioned between the trailing edge of the wing and the leading edge of the trailing edge device when the trailing edge device is in the deployed position.

Abstract: A trailing edge flap arrangement for an aircraft wing, comprising an array of flap elements each discretely moveable between a retracted and an extended position by a respective actuator, wherein the flap elements are arranged to be deployed so as to open up a through slot between an adjacent pair of the flap elements only when the aerodynamic leading element of the pair has reached its extended position. Also, a method of operating the trailing edge flap arrangement.

Abstract: A trailing edge flap arrangement for an aircraft wing, comprising an array of flap elements moveable collectively between a retracted and an extended position, wherein at least the leading flap element is rotatable about its axis independently of the collective array movement. Also, a method of operating the trailing edge flap arrangement, comprising collectively moving the array of flap elements between a retracted and an extended position, and rotating at least the leading flap element about its axis independently of the collective array movement. The flap arrangement can be deployed as a single slotted flap which can be vented to further improve lift performance. The flap arrangement can also be operated to provide variable camber across the performance envelope.

Abstract: A method of manufacturing a structure, the method comprising: forming a panel assembly by bonding a stack of thickness control plies of composite material to a laminar composite panel, the stack of thickness control plies having a first edge proximate an edge of the laminar composite panel, a second edge opposite the first edge, and a ramp where the thickness of the stack of thickness control plies decreases towards the first or second edge; measuring the thickness of the laminate composite panel or the panel assembly; controlling the number of thickness control plies in accordance with the measured thickness; attaching a first component to the panel assembly, the first component having a surface which engages the laminar composite panel and a ramp which engages the ramp in the stack of thickness control plies; and attaching the laminar composite panel at or near its edge to a further component.

Abstract: A panel assembly for an aircraft comprises a panel rotatably connected to a support structure and moveable between a first position and a second position. The panel has an aerodynamic surface with a slot at one edge thereof which receives a portion of the support structure when the panel is in the first position. The assembly further comprises a resilient seal member which occupies the slot when the panel is in the second position. The panel may be an aircraft flight control surface, or an aircraft landing gear bay door.

Abstract: An aircraft wing assembly comprising: a spar; a fuel tank; a track container which is attached to the spar and extends into the fuel tank; a track which extends through the spar and into the track container; and a high-lift device, such as a slat or flap, carried by the track. The track container comprises a stiffening element encased in an elastomeric sheath. The track container is manufactured by placing a stiffening element and elastomeric material together in a mould; and compressing and heating them to cure and shape the elastomeric material.

Abstract: Aircraft trailing edge devices, including devices having forwardly positioned hinge lines, and associated methods are disclosed. An aircraft system in accordance with one embodiment of the invention includes a wing and a trailing edge device coupled to the wing. The trailing edge device can be movable relative to the wing between a stowed position and a deployed position, with the trailing edge device having a leading edge, a trailing edge, an upper surface, and a lower surface. The upper surface can have an intersection point with the wing when the trailing edge device is in the stowed position. The motion of the trailing edge device relative to the wing can include rotational motion about a hinge line positioned forward of the intersection point, and a gap can be positioned between the trailing edge of the wing and the leading edge of the trailing edge device when the trailing edge device is in the deployed position.

Abstract: Aircraft control surface (1), in particular for an aircraft lifting surface (2), that comprises a primary control surface (6) that comprises a hinge axis (10), and a secondary control surface (7) that comprises a hinge axis (11), with the secondary control surface (7) rotating by means of its hinge axis (11) relative to the primary control surface (6), said secondary control surface (7) only partially occupying the span of the primary control surface (6), the length of the secondary control surface (7) along its hinge axis (11) being significantly less than the length of the primary control surface (6) along its hinge axis (10), and moreover the width or chord of said secondary control surface (7) along the direction of its hinge axis (11) narrows significantly towards the tip of the lifting surface (2) according to a law of narrowing designed expressly for adapting the distribution of torsional stiffness along the span of the lifting surface (2) to the distribution of aerodynamic load thereon, whereas the di

Abstract: A flow control actuator 10 for a body exposed to fluid flow comprises first and second flow surfaces 14, 16 spaced to define an elongate gap 20 therebetween. An elongate control element is disposed in or adjacent the gap and has an externally facing arcuate surface and defines a first slot 24 between the control element and said first flow surface and a second slot between said control element and said second flow surface 26. The control element 22 is moveable to allow the width of said slots to be adjusted generally proportionally. The flow of pressurized flow control fluid passes from a plenum chamber 30 out through one or both slots 24, 26 to be deflected around the arcuate surface under the influence of the Coanda effect. The flow control actuator 10 may be provided in the trailing or leading edge of an aerofoil; alternatively it may be provided between two surfaces spaced to provide said gap but otherwise providing a generally continuous surface.

Abstract: The rotary flap (1) is liable to turn about a longitudinal axis of rotation (4) defined according to the first span (5) of said flap (1), said flap (1) having a profile (6) extending along the chord (CO) and comprising a first leading edge (7), a first trailing edge (8), an inner surface (9) and an outer surface (10), The inner surface (9) and outer surface (10) have non-concave shapes, first leading edge (7) having a rounded shape provided with a curve radius (R) more or less constant or elliptical in shape whose first major axis to minor axis quotient is less than or equal to 1.5, with first trailing edge (8) having a main angle (?) that is included between 10° and 30°, and axis of rotation (4) is situated at a first distance (C1) from first leading edge (7), that is included between 15% and 35% of the chord (CO) of flap (1).

Abstract: The invention relates to a support structure for a retractable and extendable flap (12) associated with an object (14), surrounded by a flowing fluid, comprising a shell profile (16) that has a fluid/aerodynamic low-drag form on the outer side and on the inner side forms a chamber (18) for at least partially receiving a device (20) for retracting and extending the flap (12).

Abstract: Aircraft trailing edge devices, including devices having forwardly positioned hinge lines, and associated methods are disclosed. An aircraft system in accordance with one embodiment of the invention includes a wing and a trailing edge device coupled to the wing. The trailing edge device can be movable relative to the wing between a stowed position and a deployed position, with the trailing edge device having a leading edge, a trailing edge, an upper surface, and a lower surface. The upper surface can have an intersection point with the wing when the trailing edge device is in the stowed position. The motion of the trailing edge device relative to the wing can include rotational motion about a hinge line positioned forward of the intersection point, and a gap can be positioned between the trailing edge of the wing and the leading edge of the trailing edge device when the trailing edge device is in the deployed position.

Abstract: An energy recovery and storage apparatus especially well adapted for use with flight control surfaces on airborne mobile platforms, such as aircraft. In one form the apparatus includes a ram-like element coupled to a portion of a flight control surface. An accumulator holds a flexible container having a compressible medium contained within the flexible container. The accumulator is in fluid communication with a housing of the ram-like element. When the flight control surface is moved from a deployed to a retracted position, the energy acting on the surface is recovered and stored in the compressible medium as the ram-like element forces fluid from its housing into the accumulator. When the flight control surface is to be deployed again in a subsequent cycle, the stored energy in the compressible medium is used to urge the ram-like element into an extended position, thus assisting in deploying the flight control surface.

Abstract: An aircraft wing including a wing box and a nose flap moveably connected to the wing box by first and second folding hinges. A first transverse link is pivotally connected to first portions of the first and second folding hinges. A second transverse link is pivotally connected to second portions of the first and second folding hinges. An actuator is connected diagonally between the first and second transverse links for moving the nose flap between a retracted position and an extended position. The instant abstract is neither intended to define the invention disclosed in the specification nor intended to limit the scope of the invention in any way.

Abstract: A linear cavity is provided on the leading edge of an object that is subject to the flow of liquids or gasses, where said cavity preferably has a wall that follows the curvature of a diminishing sine wave, although other configurations are possible that do not follow a specific sine wave. The cavity accepts the flow of liquids or gasses that enter into the cavity, and where the dimensions of the cavity cause the flow of liquids or gases within it to form a pressure node that extends forward of the cavity. The pressure node provides a wedge means to cause oncoming gasses or liquids to divert around the object body ahead of the object body itself, decreasing turbulence around the periphery of the object. The cavity may be spherical, in the instance of a missile, plane, or underwater transportation means, or may be linear, in the instance of an automobile grill that is subject to wind, or a bridge support, where the bridge support has to maintain position against the flow of current.

Abstract: Lift flap mechanism for adjusting a lift flap assigned to an airplane wing by means of a driving system, the lift flap mechanism comprising a main connection mechanism and a secondary connection mechanism in the form of a guide lever disposed in an articulated manner on the lift flap and the flap track, the main connection mechanism having a steering lever arrangement with at least one steering lever which has a first steering lever joint and a second steering lever joint, the at least one steering lever by way of a pendulum coupled to the first steering lever joint being connected with the flap track, and the second steering lever joint being guided such that, by means of a defined angular position of the at least one steering lever, the positions of the main connection joint and of the secondary connection joint are unambiguously determined.

Abstract: A spoiler and wing of an aircraft. A bottom surface of the spoiler has several longitudinal, elongated grooves. At least some of the grooves are equipped with one or more vortex generators. Further, the invention relates to a wing having in its back part at least one flap and having at least one spoiler of the invention arranged on the section between the wing and flap. The invention also relates to a method and control surface for generating vortexes.

Abstract: Disclosed is a means for reducing jet engine exhaust noise wherein mixing is enhanced between adjacent exhaust flows and between exhaust flow and free-stream flow. Also disclosed is a means for improving the thrust of jet engines and for reducing the noise and drag of aircraft. The device is a segmented, triangular or trapezoidal shaped, curved extension to a nozzle's sleeve or surface trailing edge that results in a serrated trailing edge. The extensions enhance the natural free mixing of the adjacent flows and therefore reduce the acoustic energy associated with the velocity differences between the streams in which they are imbedded. The novel structure forces adjacent flows to penetrate into one another to a greater depth than that achieved with free mixing and results in a more uniform flow in a shorter stream wise distance. As a result of the enhanced mixing, drag on flow surfaces that are downstream of the devices and are scrubbed by the flows adjacent to the devices can be reduced.

Abstract: An aircraft mechanism including a flap positioning mechanism comprising a carriage and track system suitable for use with variable radius or multiple curvature tracks.

Abstract: An airfoil having a fore airfoil element, an aft airfoil element, and a slot region in between them. These elements induce laminar flow over substantially all of the fore airfoil element and also provide for laminar flow in at least a portion of the slot region. The method of the invention is one for inducing natural laminar flow over an airfoil. In the method, a fore airfoil element, having a leading and trailing edge, and an aft airfoil element define a slot region. Natural laminar flow is induced over substantially all of the fore airfoil element, by inducing the pressures on both surfaces of the fore airfoil element to decrease to a location proximate the trailing edge of the fore airfoil element using pressures created by the aft airfoil element.

Abstract: A separating surface (6) is arranged on an additional airfoil for an aircraft main wing (3). The separating surface (6) is hinged on the main wing (3) and can be extended. The separating surface (6) extends in the direction of the main wing (3) and is arranged along a separation flow line (9) between a vortex flow region (8) and a slat cove flow (7) of the air flowing between the additional airfoil and the main wing (3).

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: Control systems and methods for a vehicle such as an aircraft or watercraft employ a trailing edge control surface that is pivotal about a pivot axis fixed relative to the vehicle and is deflected to create control forces, and a tab pivotally mounted to an aft end of the control surface. An aft end of a linkage is connected to the tab spaced from the tab pivot axis, and the linkage extends forward to a forward end that is coupled to fixed vehicle structure, such that deflection of the control surface causes a deflection of the tab as long as the forward end of the linkage does not lie in line with the control surface pivot axis, the in-line position defining a neutral position of the linkage. A gearing control actuator is coupled to the linkage and is operable to position the forward end of the linkage at selectively variable distances on one or the other side of the neutral position, thus providing variable gearing ratios between the control surface and the tab.

Abstract: In accordance with the present invention, there is provided an aerodynamic control surface apparatus for use with a wing assembly having a wing trailing edge. The control surface apparatus has an inboard section defined by a cordwise inboard side, a first trailing edge side, and a first tapering edge side disposed between the inboard and the fist trailing edge sides. The inboard section has an axis of rotation generally about the cordwise inboard side. The control surface apparatus further has an outboard section defined by a cordwise outboard side, a second trailing edge side, and a second tapering edge side disposed between the outboard and the second trailing edge sides. The outboard section has an axis of rotation generally about the cordwise outboard side. The control surface apparatus further has at least one adjustable spanwise member rotatably attached to the first and second tapering edge sides of the inboard and outboard sections.

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: A nozzle for a jet stream in which the rear edge of the nozzle has a number of notches spaced therealong to widen the jet stream while directing the jet stream rearwardly of the nozzle. Each notch has a narrow front apex and a rear opening substantially wider than the apex, and each notch widens substantially smoothly and progressively from its apex to its rear opening, each notch having sides which at least over a major portion of their length diverge from each other at an angle of at least 60 degrees, and preferably at least 90 degrees. The nozzle will commonly blow into a diffuser to provide thrust augmentation but may also be used simply to blow over a flap, or it may be used without any diffusers or flaps, simply to provide noise reduction. So long as the notch divergence angle is wide enough, loss of nozzle efficiency is minimized, and when a diffuser is used, thrust augmentation is increased.

Abstract: In the disclosed mechanism a primary position control cam has first and second camming surfaces for cooperating with separate followers that in turn act through a hydraulic subsystem to position the leading and trailing edge wing flaps in response to a single, pilot operated control lever. A secondary cam also having first and second camming surfaces correspondingly shaped to those of the primary cam, is slaved to the actual, hydraulically effected movement of the trailing edge flaps. Cooperating with the first surface of the secondary cam is a feedback follower for providing a mechanical feedback signal that assists the primary cam and the associated hydraulics in positioning the trailing edge flaps.

Abstract: A slat and modulatable flap control system for an aircraft having slats in the leading edge of the wing and having flaps in the trailing edge of the wing. A detent pin on a control handle, and any one of four detent slots on a detent crank, can be engaged to selectively, and automatically, set the flaps and the slats (because of the cooperative action of other constituent components of the control system) in optimum positional relationship for takeoff/"go-around," cruising, approach, and landing of aircraft. The control system is ideally suited for aircraft used in "short takeoff-and-landing" situations.