Abstract: Assemblies for air vehicle control surfaces and related methods are disclosed. An example apparatus includes a control surface; a bullnose carried by the control surface, the bullnose moveable relative to the control surface; a first actuator operatively coupled to the control surface to cause the control surface to rotate; and a second actuator operatively coupled to the control surface, the second actuator to cause the bullnose to move from a first position to a second position to cause an opening to be formed relative to the control surface, the movement of the bullnose independent of rotation of the control surface.

Abstract: The present invention “Aircraft Wing with Tiplet” reflects a wing with two distinct sections including inner section for maximized lift production with long chords, high taper, and ultra-thin airfoils for substantial profile drag reduction, as well as a “tiplet” section with minimized area and maximized span to minimize aspect ratio penalty from the standpoint of increased induced drag mitigation due to large inner section lifting area. Long chords and large area of inner section are feasible from the standpoint of flight safety with the application of airfoils with forward center of pressure that provide for dynamic stability of aircraft in flight.

Abstract: A simple, safe, and inexpensive flight control system in an aircraft. An anti-torque system for a rotary-wing aircraft has an airfoil with a first surface extending from a first trailing edge and a leading edge, and a second surface extending from a second trailing edge to join the first surface at the leading edge. The airfoil has a first moveable deflector panel pivotally coupled to the first trailing edge, and a second moveable deflector panel pivotally coupled to the second trailing edge. Means are provided to pivot the deflector panels in unison about their respective pivot axes to alter the direction of travel of the airflow downstream of the pivot axes over the surfaces of the deflector panels, thereby producing a lift in a direction perpendicular to the airflow to counteract the torque applied on the aircraft. The flight control system may be arranged within a fixed-wing aircraft.

Abstract: A simple, safe, and inexpensive flight control system in an aircraft. An anti-torque system for a rotary-wing aircraft has an airfoil with a first surface extending from a first trailing edge and a leading edge, and a second surface extending from a second trailing edge to join the first surface at the leading edge. The airfoil has a first moveable deflector panel pivotally coupled to the first trailing edge, and a second moveable deflector panel pivotally coupled to the second trailing edge. Means are provided to pivot the deflector panels in unison about their respective pivot axes to alter the direction of travel of the airflow downstream of the pivot axes over the surfaces of the deflector panels, thereby producing a lift in a direction perpendicular to the airflow to counteract the torque applied on the aircraft. The flight control system may be arranged within a fixed-wing aircraft.

Abstract: A foldable wing with foldable trailing edge flap, that includes a main wing and a foldable trailing edge flap. The main wing includes a wing supporting skeleton and a plurality of skin supporting ribs. The foldable trailing edge flap includes a plurality of crank-shaped flap supporting ribs, a flexible flap skin, a connecting shaft, and a return spring. The plurality of crank-shaped flap supporting ribs are hinged with lower surfaces of corresponding plurality of skin supporting ribs through the connecting shaft to form a foldable trailing edge flap supporting skeleton that relies on the plurality of skin supporting ribs. The return spring makes an upper surface of a long side of each crank-shaped flap supporting rib attach closely to a lower surface of each skin supporting rib. The flexible flap skin is attached to an upper surface of the foldable trailing edge flap supporting skeleton.

Abstract: One embodiment includes a rotary aircraft, including: a rotary propulsion system; a body; and a pair of wings connected on opposite sides of the body, wherein each of the wings includes a flap rotatably connected to a trailing edge thereof and configured to rotate downward relative to the wing during low speed and stationary flight of the aircraft, and to rotate upward relative to the wing during high-speed flight of the aircraft.

Abstract: An aircraft spoiler mechanism includes a spoiler fore-section, a spoiler aft-section, and a reverse-motion linkage arm. The spoiler fore-section includes a forward end, a hinge end, an actuator coupling, and a pivot coupling to couple to a wing structure of an aircraft to enable rotation of the spoiler fore-section relative to the wing structure. The spoiler aft-section includes a hinge portion coupled to the hinge end of the spoiler fore-section and a crank-arm. The reverse-motion linkage arm includes a first end, a second end, and a pivot point coupled to the forward end of the spoiler fore-section. The spoiler mechanism also includes a first linkage to couple the first end of the reverse-motion linkage arm to the wing structure and a second linkage coupled to the second end of the reverse-motion linkage arm and to the crank-arm on the spoiler aft-section.

Abstract: Systems and methods for controlling a fixed-wing aircraft during flight are disclosed. The aircraft comprises first and second flight control surfaces of different types. The method comprises determining that a pilot command of the first flight control surface will excite a structural flexible mode of the aircraft and then executing the pilot command of the first flight control surface in conjunction with a command of the second flight control surface to mitigate the effect of the excitation of the structural flexible mode of the aircraft.

Abstract: A trailing edge flap actuation mechanism has a flap drive link with a first end pivotally coupled to a fore flap structure of a flap and a second end pivotally coupled to an underwing support structure. An aft tension link has a leading end pivotally coupled proximate an aft end of the underwing support structure and a trailing end coupled to a mid-section structure of the flap. An actuator, when actuated, rotates the flap drive link about a first pivot axle to move the flap between a retracted position and a deployed lowered position. The actuator, including a ball-screw drive shaft having a universal joint, is positioned in a cove above the underwing support structure whereby the extent that the underwing support structure protrudes below the wing is reduced.

Abstract: A rotorcraft with counter-rotating rotor blades can hover in place, translate forwards, backwards, or side-to-side irrespective of the airspeed over the rotorcraft. The rotorcraft includes a fuselage, a first axial-flow rotor, a radial-flow rotor, a propulsion funnel, and a plurality of lift funnels. The fuselage is used to house passengers, cargo, flight electronics, and or fuel. The first axial-flow rotor rotates independent of the radial-flow rotor and generates forward thrust for propelling the rotorcraft. The radial-flow rotor in the opposite direction of the first axial-flow rotor and generates upward thrust for lifting the rotorcraft. The airflow generated by the first axial-flow rotor travels through the propulsion funnel and exits out of the back of the rotorcraft. The airflow generated by the radial-flow rotor travels through the plurality of lift funnels which gradually directs the airflow downwards.

Abstract: An active wing extension includes a body portion substantially parallel to a wing of an aircraft, as if it were an extension of the wing. The body portion is attachable to an aircraft wing and includes multiple controllable airflow modification devices coupled thereto. By virtue of having multiple controllable airflow modification devices, the wing extension is capable of adjusting control surfaces of the multiple controllable airflow modification devices in response to in-flight conditions, to reduce wing loads, improve wing fatigue characteristics, increase range, reduce torsional loads, alleviate flutter, and/or increase efficiency.

Abstract: A drag reduction system for an aircraft may include an air ejector having an ejection port located between an aft portion of an airfoil main element and a forward portion of a trailing edge device. The air ejector may be configured to discharge an air jet from the ejection port in such a manner that the air jet passes over the upper surface of the trailing edge device.

Abstract: A morphing trailing edge device for an airfoil includes a skin member, an actuator, and a torsion element. The skin member is configured to extend on a surface of a trailing edge region of an airfoil and includes a load introduction point within a reinforced area. The skin member further includes a stiffening member arranged essentially perpendicular to the load introduction point, wherein the load introduction point, the reinforced area and the stiffening member are integrated into the skin member. The actuator is configured to drive the torsion element with an actuation load. The torsion element is configured to translate the actuation load to the load introduction point, so that the actuation load morphs the trailing edge region up- or downwardly relative to a horizontal plane. A morphing airfoil for an aircraft, an aircraft with a morphing airfoil and a method for manufacturing a morphing airfoil are also described.

Abstract: There is described an aerodynamic surface drive mechanism (20) containing at least a drive combination (50, 50?), each drive combination (50, 50?) comprising a fixed element (21) associated to a fixed aircraft structure and a first mobile component (22) connected pivotably by a first end to the fixed element (21) by way of an articulation axis (E) and associated to an actuator (30) by an opposite end, the aerodynamic surface drive mechanism (20) further comprises a second mobile component (23) rotationally associated to the first mobile component (22) by way of primary swivel joints (24, 24?) linearly disposed along a vertical axis (Y) and rotationally connected to the aerodynamic surface (40) by way of secondary swivel joints (25, 25?) linearly disposed along a horizontal axis (Z); the first mobile component (22) and the second mobile component (23) simultaneously moving the aerodynamic surface (40) linearly and rotatively by means of the actuator (30) and of the primary swivel joints (24, 24?) and secondary

Abstract: An adjustable spoiler for a vehicle includes a pressure sensor sensing a pressure applied to an upper side of a spoiler and generating a current signal in proportion to the pressure. An electronic control unit (ECU) is configured to control an angle of a spoiler according to the current signal from the pressure sensor. The spoiler is mounted on the upper side of a vehicle body.

Abstract: An aircraft flap system and an associated method are provided to facilitate ground roll breaking without compromising in-flight performance. The aircraft flap system includes a first flap and a panel pivotally attached to the first flap, such as to a rearward portion of the first flap. The aircraft flap system also includes an actuator configured to controllably position the panel in a stowed position and in a deployed position. In the stowed position, the panel serves as a continuation of the first flap, thereby contributing to the lift provided by the first flap during flight. Conversely, in the deployed position, a panel is articulated relative to the first flap, thereby reducing or eliminating the lift otherwise provided by the flap, following landing of the aircraft.

Abstract: An apparatus for adjusting a surface of an aircraft model includes, but is not limited to a first linear adjustment unit with a first retaining body that is movable along a first axis, a second linear adjustment unit with a second retaining body that is movable along a second axis, and an angle adjustment unit. The second linear adjustment unit is arranged on the first retaining body, and the angle adjustment unit is arranged on the second retaining body and is configured to adjust and lock an angle between an attachment surface and a retaining surface. Consequently, precise positioning of surfaces of a wind-tunnel aircraft model does not require specially manufactured and individually adapted fittings for each setting position to be moved to.

Abstract: A system is provided for reducing aeroacoustic noise generated by an aircraft having wings equipped with trailing-edge flaps. The system includes a plurality of elastically deformable structures. Each structure is coupled to and along one of the side edges of one of the trailing-edge flaps, and is coupled to a portion of one of the wings that is adjacent to the one of the side edges. The structures elastically deform when the trailing-edge flaps are deployed away from the wings.

Abstract: A gurney flap assembly has an actuator and a body. The body has a leading edge and a trailing edge and includes a first panel attaching to the actuator proximate the leading edge, and a second panel attaching to a first hinge at the trailing edge. A second hinge attaches the first and second panel. Linear motion of an actuator output is transposed to the gurney flap, thereby causing the gurney flap to expand and deploy into the airstream on the pressure side of the wing.

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 method for ensuring the safety of an aircraft flying horizontally at low speed includes an operation in which, when the flaps of the aircraft are disposed in a maximum extended position and are blown on by airscrews, the flaps are at least partially retracted, automatically, based on whether the thrust of the engines is at least equal to a predetermined lift value.

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 flight control system includes a dual stage actuator for moving a control surface. Each stage includes several control valves that are controlled independently to provide a desired redundancy. A flight controller generates a position command that is indicative of the position desired for the control surface. A first communication link is provided between several flight controllers to share information. Each of the flight controllers forwards the position command to actuator remote processing unit. The actuator remote processing unit receives position commands and generates a command signal that controls movement of the actuator using the control valves. Each of the actuator remote processing units is linked through a second communication link. Feedback and balancing of the different control valves is provided by the visibility accorded each actuator remote processing unit by the second communication link.

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: A flaperon mechanism that provides jam protection while preventing the component departing from the airplane or causing unacceptable collateral damage. The jam protection feature comprises a controlled failure (fused) mechanism that is associated with the flaperon and flaperon hinge panel and maintains functional movement of the devices. Additional features can be added to the mechanism to block, shield, allow runout and shed other obstruction avenues.

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: An aerodynamic element attachable to a primary wing to extend in a longitudinal direction at an angle to a spanwise direction of the primary wing. The aerodynamic element includes a downstream end having at least two flow flaps arranged next to each other and oriented in the longitudinal direction of the aerodynamic element.

Abstract: An aircraft wing trailing edge control surface including a trailing edge flap adjustable to different positions, a sealing flap on the upper side between the wing and the flap, and a ventilation flap on the underside between the wing and the flap. The flap is adjustable downward through positive positions and upward through negative positions. The wing profile is closed on the upper side by the sealing flap and the underside by the ventilation flap when the flap is used as a control flap and adjusted between negative and low positive positions. The ventilation flap releases air flow from the wing underside to the upper side of the flap and the sealing flap is retracted to release an outflow of air from the upper side of the flap when the flap is used for increasing lift and the flap is adjusted between low and high positive positions.

Abstract: A slotted aerofoil configuration is provided in which the leading element thereof is contoured to provide mild stall characteristics. A wing based partially or fully on such an aerofoil, an air vehicle including such wings, and a method for designing an aerofoil are also disclosed.

Abstract: A high-lift flap of an aircraft is provided having a device for influencing the flap vortex as well as a device for influencing the flap vortex at the lateral edge of the aerodynamic high-lift flap, which can be achieved effectively and at low cost.

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: 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: This invention relates to a method and system (10) for controlling the boundary layer of an airfoil (12) to reduce profile drag during flap deflection. The system (10) comprises first means for blowing air from a lower surface (14) of the airfoil (12) to trip airflow from laminar flow to turbulent flow during positive flap deflection; and second means for applying a suction force at the lower surface (14) of the airfoil (12) to preserve laminar flow during negative flap deflection.

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: A flight control surface actuation system includes a plurality of smart actuators to move aircraft flight control surfaces between extended and retracted positions. The system includes a high availability network between the flight control avionics and the smart actuators, and between each of the smart actuators. The system configuration allows network nodes associated with each smart actuator to monitor and control one another, under higher level control of the aircraft flight control avionics, to provide multiple levels of health monitoring, control, and shutdown capability.

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: Aircraft trailing edge devices, including devices with non-parallel motion paths, and associated methods are disclosed. A device in accordance with one embodiment includes a wing and an inboard trailing edge device coupled to the wing and movable relative to the wing between a first stowed position and a first deployed position along a first motion path. An outboard trailing edge device can be coupled to the wing outboard of the inboard trailing edge device, and can be movable relative to the wing along a second motion path that is non-parallel to the first motion path. An intermediate trailing edge device can be coupled between the inboard and outboard trailing edge devices and can be movable along a third motion path that is non-parallel to both the first and second motion paths. Each of the trailing edge devices can open a gap relative to the wing when moved to their respective deployed positions.

Abstract: Aircraft exhaust systems and methods are disclosed. In one embodiment, an integrated propulsion assembly includes a wing assembly having an upper surface and a lower surface, and a propulsion unit at least partially disposed within the wing assembly. An exhaust system is configured to conduct an exhaust flow emanating from the propulsion unit to an exhaust aperture. The exhaust aperture is positioned proximate a trailing edge of the wing assembly, and has an aspect ratio of at least five. In further embodiments, the wing assembly includes a flap member moveably coupled along a trailing edge portion of the wing assembly, and the exhaust aperture is configured to direct the exhaust flow over at least a portion of the flap member.

Abstract: A high-lift flap of an aircraft is provided having a device for influencing the flap vortex as well as a device for influencing the flap vortex at the lateral edge of the aerodynamic high-lift flap, which can be achieved effectively and at low cost.

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: Aircraft trailing edge devices, including devices with non-parallel motion paths, and associated methods are disclosed. A device in accordance with one embodiment includes a wing and an inboard trailing edge device coupled to the wing and movable relative to the wing between a first stowed position and a first deployed position along a first motion path. An outboard trailing edge device can be coupled to the wing outboard of the inboard trailing edge device, and can be movable relative to the wing along a second motion path that is non-parallel to the first motion path. An intermediate trailing edge device can be coupled between the inboard and outboard trailing edge devices and can be movable along a third motion path that is non-parallel to both the first and second motion paths. Each of the trailing edge devices can open a gap relative to the wing when moved to their respective deployed positions.

Abstract: A fluid contact surface actuation system for a vehicle, including a first fluid contact surface constructed and arranged to act against a first fluid passing over the first fluid contact surface; and a first fluid actuator coupled to the first fluid contact surface to move the first fluid contact surface between a first position and a second position to enable control of the vehicle in a predetermined manner, the first fluid actuator having a first resilient bladder that receives a second fluid such that pressure of the second fluid moves the first bladder between a contracted configuration and an expanded configuration.

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: Trailing edge devices configured to carry out multiple functions, and associated methods of use and manufacture are disclosed. An external fluid flow body (e.g., an airfoil) configured in accordance with an embodiment of the invention includes a first portion and a second portion, at least a part of the second portion being positioned aft of the first portion, with the second portion being movable relative to the first portion between a neutral position, a plurality of upward positions, and a plurality of downward positions. A guide structure can be coupled between the first and second portions, and an actuator can be operatively coupled between the first and second portions to move the second portion relative to the first portion. In one embodiment, a flexible surface can track the motion of the second portion and can expose a gap at some positions.

Abstract: An auxiliary flap is movably arranged on a planar trailing edge of an aerodynamic element such as a wing, rudder, stabilizer, or flap. The auxiliary flap is rotatable and/or slidable relative to the aerodynamic element, to move selectively into three positions. In a first position, a free edge of the auxiliary flap protrudes into an airflow boundary layer on one side of the aerodynamic element, to decrease lift. In a second position, a free edge of the aerodynamic element protrudes into an airflow boundary layer on the other side of the aerodynamic element, to increase lift. In a third neutral position, the auxiliary element does not protrude into either boundary layer, so as not to influence lift. The auxiliary flap is simple and rapidly acting. The flap protrudes substantially perpendicularly into the boundary layer flow. The auxiliary flap has a planar plate shape.

Abstract: A method and means are provided for increasing the aerodynamic efficiency of an airfoil employed by an aircraft. The method utilizes the primary flight control surfaces (11) (12) contiguous to the airfoil's trailing edge and relocates these devices to novel positions (21) (23) resulting in an expanded cord and enhanced camber for the aircraft wing (13). Self-adjusting push-pull rods (25) (60) replace conventional solid rods (24) where necessary in combination with a re-rigging of the flight control surfaces (11) (12) to predetermined positions (21) (23). Any voids created by this modification between the shared upper and lower fluid flow surfaces of the aircraft wing (13) and its flight control surfaces (11) (12) are eliminated through the installation of appropriate structure (40) or seal (43). Thus the aircraft wing (13) retains a unique geometric profile as a usual configuration.

Abstract: An aerodynamic surface, such as a wing, empennage, angle of drift, nacelle pylon and the like for an aircraft includes at least one lightening hole pertaining to the trailing edge of the underwing, at least one hinged baffle that can be mounted in the lightening hole of the underwing, whereby the chord thereof is equal to a several hundredths of the chord of the aerodynamic surfacer and an actuator for the moveable baffle so that it can rotate around the hinge line.

Abstract: The fairing arrangement 28 comprises a first fairing portion 32 on a wing 10 and a second fairing portion 34 on an aileron 12 which is mounted on and angularly displaceable with respect to the wing. The fairing arrangement protrudes 28 outwardly of the aerodynamic profile S of the wing to cover part of an actuating device for the aileron. Parts of the first and second fairing portions 32, 34 are arranged to overlap each other to form a seal 45, one of said overlap parts defines an oblique sealing surface 44 which lies substantially in the direction of the path of movement of the aileron 12 over the normal operational range of movement of the aileron. The overlap parts 32, 34 of the first and second fairing portions overlap each other over a normal operational range of the aileron 12 to form the seal 45 but do not overlap to form a seal over the remainder of the range in one of the directions of movement of the control surface.

Abstract: An active flaperon assembly for a wing includes a sheet of flexible material deployed near an intersection between a primary lift surface of a wing and the surface of a flap. The sheet is mechanically linked to the flap such that it is withdrawn from and extended into the air flow over the wing, the extent of projection varying as a function of the downward deflection of the flap. An actuator generates mechanical oscillations in the sheet.