Abstract: A lift enhancing device for a solid wing is disclosed. A solid wing with a wept leading edge and unswept trailing edge has a rectangular flap attached along the trailing edge. The flap can be a single segment or can be a plurality of segments joined at contiguous edges. The flap oscillates during air movement and enhances the lift produced.

Abstract: A wind turbine has a rotor with at least one blade which has an aileron which is adjusted by an actuator. A hinge has two portions, one for mounting a stationary hinge arm to the blade, the other for coupling to the aileron actuator. Several types of hinges can be used, along with different actuators. The aileron is designed so that it has a constant chord with a number of identical sub-assemblies. The leading edge of the aileron has at least one curved portion so that the aileron does not vent over a certain range of angles, but vents if the position is outside the range. A cyclic actuator can be mounted to the aileron to adjust the position periodically. Generally, the aileron will be adjusted over a range related to the rotational position of the blade. A method for operating the cyclic assembly is also described.

Abstract: A plate projecting in an aft direction from the blunt trailing edge of a wing. The plate extends across the span of the trailing edge, and may be either planar or curved in the spanwise direction. The plate is canted to form an acute depression angle with respect to a collinear extension of the chord line of each chordwise cross section of the wing. The depression angle may vary across the span of the trailing edge. The height location of the plate relative to the trailing edge thickness may also vary in a spanwise direction. The length of the plate may be anywhere from 0.5 to 2.0 times the thickness of the trailing edge.

Abstract: A lift enhancing device for an inextensible, membraneous wing is disclosed. he device comprises the "forced" reattachment of a section of the trailing edge back to the trailing edge so that a warp is introduced therein. The section is reattached with flexible tape to allow oscillation of the section, and increased lift from the wing, at prescribed airspeeds.

Abstract: A graphite epoxy spoiler for an aircraft wing is manufactured by estimating the shear force to which the spoiler will be subject, and forming a fitting attachment surface and fitting designed to eliminate a separate shear attachment between the spoiler structure and the center attachment/drive fitting. This permits use of a one piece co-cured honeycomb sandwich construction for the spoiler.

Abstract: A variable contour control surface (30a) and a transition section (30a) are designed to eliminate the discontinuities that exist between an aircraft wing control surface and the wing itself. The variable contour is provided by translating the top skin of the control surface relative to the top surface of the wing with the bottom surfaces of the wing and control surface being joined as a single surface. This movement results in a change in the camber of the control surface. The transition section (30a) is a flexible connection between the inboard and outboard ends of the control surface (30a) and the wing. The transition section (30a) is stiffened by rods (40, 41) which run both fore to aft and spanwise within an elastomeric material. The transition section (30b) may be used in conjunction with either a fixed contour control surface or a variable contour control surface.

Abstract: A wing flap assembly having a contoured upper forward surface portion of the flap being arranged to reduce adverse effects of a wake producing device, such as a landing gear or a flap track faring, positioned upstream of the slot, when the flap is in its highlift slotted position. The contoured area has a moderately greater slot gap width, and relatively sharper curvature at a nose end of the contoured flap surface portion to produce a desired pressure distribution where recovery begins at a further upstream location on the flap.

Abstract: An apparatus for lubricating a slow cycle stroke mechanism, such as that found in a wing flap of an aircraft. The lubricating apparatus moves in conjunction with the wing flap and replenishes lubricant to a ball screw actuator driving the wing flap. The apparatus includes a reservoir and a pumping mechanism for pumping lubricant from the reservoir to the ball screw actuator. A plunger reciprocates within a cylinder to pump lubricant. A compliant element that includes an end stop is positioned to prevent over travel by the plunger and to thereby prevent damage.

Abstract: Novel means for deploying airplane wing flaps feature a bent shaft which is translatable fore and aft in the fairing cavity. The shaft has an adjacent follower member which travels in a concentric curved flap track to rotate shaft as it extends. The bent shaft has a support ball fitting and end roller which provide flap deflection with respect to the fixed wing as the shaft is extended aft and rotated. The subject flap deployment means are mechanically elegant resulting in lower manufacturing and installation cost and high reliability.

Abstract: A variable camber flap assembly having first and second operative positions. A rotatable drive arm powers first and second linkage subassemblies. The first linkage subassembly extends the flap panel in a downward and forward direction to its operative positions, and also rotates a hinged bullnose outwardly so as to foreshorten the distance between the leading and trailing edges of the flexible flap panel, increasing the camber of the flap. The second linkage subassembly cooperates with the first to angularly orientate the flap panel in its operative positions, and also positions the trailing edge of the panel relative to the leading edge of the airfoil. In the first operative position the trailing edge of the panel is spaced forwardly from the leading edge of the airfoil so as to form an aerodynamic slot; in the second operative position the flap panel is drawn rearwardly so that its trailing edge forms an aerodynamic seal with the airfoil.

Abstract: A pitch control system for an aircraft flying at a Mach number greater than 0.7 and including a horizontal plane that is adjustable in deflection and air brakes having a nose-down effect. According to the invention, the system comprises:first means providing the aerodynamic incidence (.alpha.) of said aircraft at each instant;second means for generating a nose-down first command (.DELTA.iHC) for said adjustable horizontal plane when said aerodynamic incidence is greater than said first threshold (.alpha.0), the amplitude of said first command being such that if said adjustable horizontal plane were to take up the corresponding position instantaneously, it would compensate the increase in the nose-up effect on said aircraft due to the way in which said aerodynamic pitching couple varies above said first threshold;third means for generating a signal (.DELTA.

Abstract: Coupling between a control surface and a flexible wing, or other lifting member, is provided by a novel piston-cylinder hinge mechanism which allows the control surface to move, out-of-plane, while following deflections of its associated lifting surface, reducing required actuator energy and enabling more effective use of control forces.

Abstract: Reverser doors on an aircraft are to be opened, closed and splayed to effect pitch and yaw control in combination with reverse thrust. A first actuator achieves open and close control. A second actuator achieves splay control through a linkage, with the first actuator located within the linkage.

Abstract: Airplanes which feature composite construction and have: a further aft than conventional center of gravity; a clean wing with a high aspect ratio; and all primary flight controls. These include trailing edge control segments (or elements) which extend the full span of the airplane wing. A central processor so schedules the upward and downward deployment of the control elements that: (1) downward and upward displacements of the control elements are respectively accompanied by pitch-up and pitch-down moments; (2) the inboard control elements are used primarily to change the coefficient of lift whereas roll control is effected principally by displacement of the outboard control elements; and (3) each of the control elements is individually displaced by a system which eliminates hydraulic systems and control cables. Hallmarks of these novel airplanes include simplicity, relatively low cost, lower weight, and safety.

Abstract: Disclosed are airfoil structures which provide two distinct mean centers of lift and high induced drag. Also disclosed are aircraft structures employing such high-lift high-drag airfoils for both the lifting wing and the horizontal stabilizer with the center of gravity disposed between the mean centers of lift of the fore and aft airfoils.

Abstract: A wing assembly comprising a substantially delta shaped wing having a substantially delta shaped flap rotatably connected to the wing's leading edge is disclosed for providing significantly enhanced lift and maneuverability to an aircraft or the like. The flap is rapidly rotated under flow conditions from a position where it is substantially against and parallel to the wing top surface to a position where it is away from and substantially normal to the surface to create large, stable vortices with high circulation over the wing. The flap remains in this steady position during flight for a specified period of time. Alternatively, the flap is continuously and rapidly oscillated under flow conditions from a position where it is substantially against the wing top surface to a position where it is away from it. This unsteady deployment of the flap with respect to the wing continues for a desired time period during flight.

Abstract: A counterbalance mount bracket for mounting aileron counterbalances on the ailerons of selected aircraft, which counterbalance mount bracket includes an aileron attachment plate having a wing hinge flange adapted to mount on the wing hinge of the aircraft, an aileron hinge flange adapted to mount on the aircraft aileron hinge and a gusset plate for attaching the aileron counterbalance to the counterbalance mount bracket and facilitating pivoting of the aileron counterbalance with the aileron. In a preferred embodiment the counterbalance tubing attached to the counterbalance spade in the aileron counterbalance is welded to the gusset plate, which gusset plate is, in turn, welded to the wing hinge flange of the aileron attachment plate.

Abstract: A removable spoiler is described for reducing the rotorblade or wing lift of parked aircraft. It includes an airfoil cover with an inflatable aircell installed that is temporarily mountable to project into the airflow on the top of the rotorblade or wing. It extends for the greater portion of the lift generating surface of the rotorblade or wing to which applied.

Abstract: A rotary geared actuator for pivotally connecting a flap to a wing of an aircraft, includes at least two adjacent actuator slices rotatably coupled together, each actuator slice including a sun gear rotatably coupled to a drive shaft and having gear teeth with a curved profile to enable movement of the actuator slices with respect to each other in conformance with bending of the wing, planetary gears in surrounding and meshing engagement with the gear teeth of the sun gear, a movable ring gear in surrounding and meshing engagement with the planetary gears, and a fixed ring gear in surrounding and meshing engagement with the planetary gears on opposite sides of the movable ring gear, each fixed ring gear being in meshing engagement only with planetary gears of one actuator slice; at least one fixed side tie bar connecting each fixed ring gear with the wing; at least one movable flap side tie bar connecting each movable ring gear with the flap; securing pins for securing each fixed side tie bar to one fixed rin

Abstract: An aircraft with no separate elevators in the tail end of the fuselage and having wings arranged approximately in the middle portion of the fuselage, is improved by a single flap on the underside of the wings for extending down to a variable degree and being arranged at a point between 49 and 54% of the local chord depth as measured from the leading edge.

Abstract: A linear to rotary ball screw actuator which includes both helical grooves and straight grooves longitudinally spaced apart on the outer surface of the shaft. Matching helical grooves and straight grooves are formed on opposed inner surfaces of first and second portions of relatively moveable housing to provide passageways filled with balls. A return passageway is provided through the housing by way of a straight bore parallel to the longitudinal axis of the shaft.Also disclosed is a ball screw rotary actuator of the type above described but having an additional section including either straight or helical grooves thereby to define an actuator having either a central helically grooved portion sandwiched between straight grooved portions or alternatively a central straight grooved portion with helical grooved portions on either side thereof.

Abstract: A rotary hinge actuator, for instance for rotating a wing flap relative to a wing in an aircraft, has a sun gear, several spindle gears around the sun gear and several annular gear sleeves around the sun gear and spindle gears. Each spindle gear has sections with external helical gear teeth which are slanted in the same direction and which respectively mesh with internal helical gear teeth on the annular gear sleeves. At least one of the sleeves is connected to the wing and at least another to the wing flap. Upon rotating the spindle gears the wing flap is rotated relative to the wing.

Abstract: A latching failure detection mechanism for a rotary drive system is disclosed. A pair of mating clutch jaws are provided, with each jaw torsionally connected to a respective one of a pair of input members, such as the ends of a closed loop drive line. The jaws are relatively axially and rotatably movable. The jaws are movable from a first, inoperative position wherein the jaws simply rotate with the input members and a second, latching position wherein the jaws relatively rotatably move to a latched condition in response to relative failure rotation of the input members, thereby providing a torque path through the jaws in the latching position. An indicator is provided operatively associated with a movable one of the clutch jaws for providing a positive indication that the jaws have moved to the latching position.

Abstract: A flap system along the trailing edge of a transonic aircraft wing which system includes segments arranged in span direction, a driving system for protraction and retraction of the segments includes a plurality of spindle drives connected to the segments such that each segment is connected to at least two spindle drives; are controlled the spindle drives in such a manner that at least some of the drives are independently controlled from each other so that the segments can pivot on vertical axes, in addition to a regular pivoting about respective horizontal axes.

Abstract: A ball cage for a helical ballspline of a mechanical movement device comprises a cage in the form of a tubular sleeve adapted to be arranged between a helically threaded inner member and a complimentary helically threaded outer member of the helical ballspline. The inner and outer members are displaceable relative to one another along a helical path formed by the threads thereof. The tubular sleeve of the ball cage includes a plurality of ball pockets formed therein for accommodating thrust transmitting balls of the ballspline arranged in the helical path.

Abstract: A landing flap system in an aircraft wing, includes an upper and a lower track and a drive for a tandem, flap moving carriage, being composed of an inner carriage having a plurality of rollers for running on the upper track and an outer carriage having at least two rollers for running on the lower track; a hinge pin interconnects the carriages and connects them to the landing flap; a second hinge connects the outer carriage to the landing flap; a thrust and tension rod hingedly connects the outer carriage to the drive; and further rollers are arranged at an acute angle to an axis that extends vertically to such axes and to an axis that is parallel to the longer internal axis of the craft, the further rollers balancing the carriages.

Abstract: A flap assembly attached to the undersurface of a wing of an aircraft. The size of the flap has been precisely designed in view of the size of the wing of the aircraft and also precisely located relative to the wing of the aircraft so that the flap can be used as an air brake to substantially slow the speed of the aircraft when landing without loss of lift thereby utilizing substantially less runway during landing. Also, the flap assembly can be deployed to increase lift for the purpose of utilizing substantially less runway during take-off.

Abstract: A mechanism for supporting and extending a high lift device relative to an aerofoil, comprises one or more support beams (10) connected to the aerofoil, a pair of spaced apart chordwise extending wing ribs (20) bounding the support beam, a set of cylindrical rollers (23) mounted between the wing ribs for supporting the support beam (10) with their rotational axes aligned transversely with respect to the support beam (10), the support beam (10) including a gear rack (12) with gear teeth facing downwardly and a pinion gear (13) lying in meshing engagement with the gear rack (12), and an actuator (14) in driving engagement with the pinion gear (13) to extend and retract the high lift device (2-6) relative to the aerofoil (1). Bearings (45, 47) are provided for rotatably supporting the pinion gear (13) between the wing ribs (20) about a generally transverse axis of rotation, and there are splined engaging means (42, 43) between the actuator (14) and the pinion gear (13).

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: This invention relates to a system for controlling the high-lift flaps of an aircraft subjected to the blast of at least one engine. The system includes reversible hydraulic jacks for actuating the flaps arranged so that each flap is actuated by a jack and each of the two chambers of one jack are connected to the corresponding chamber of the other jack, as well as to an orifice in a hydraulic fluid distributing unit, so that the supply and exhaust of the corresponding chambers of the jacks are respectively simultaneous. The high-lift flaps are connected by a mechanical torsional connection which allows a dissymetry of position of the high-lift flaps in extended position. A safety system is also provided to block the high-lift flaps in position as soon as the extent of dissymetry of position between the high-lift flaps in extended position reaches a predetermined threshold.

Abstract: Flaps mounted on an carriage are being protracted and retracted in relation to a aircraft wing of which the flap is a part by a drive mechanism which is to be provided for variable torque and torque limiting and, if necessary, fixing and holding the position of the flap and its drive carriage in case of failure. A branching gear is driven for the common shaft which drives the flaps of one wing and there are separate transmission paths which include in each instance output shafts from the branching gear, crank drives and thrust rods. One of the thrust rod is directly connected to the flap carrying carriage and the other one indirectly through a load switch and a connecting rod; in addition one of the output shafts of the branching gear is lead into a delta alpha brake having as a second input, the output of the principle drive shaft. The delta alpha brake stops motion of the flap carrying carriage in case there is an angle difference among its input shafts that exceeds a particular limit.

Abstract: Method and apparatus for controlling the yaw and pitch of air vehicles at high angles of attack by controlling the vortex pattern around the forebodies of the air vehicles by means of deflecting strakes 11 and 16.

Abstract: A flap system for deploying high lift flaps on short takeoff and landing aircraft. The flap system utilizes an activating mechanism 27 that is used to extend a flap 12, a vane 22 and a spoiler 18 for maximum lift. The mechanism 27 utilizes relatively few linkage pieces and attached to the flap at single pivot points 44. The flap is supported by an actuator 46 and flap hinge support bracket 30. Increased mechanism rigidity and single pivot mountings allow use of roller 75 and track 74 guides at flap ends 78, 80 to smoothly guide flap movement and provide a fail-safe in case of pivot mounting failure. Spherical bearings 86 are utilized for mounting of rollers 75 and actuators 46, 60 in order to compensate for misalignment of the flap 12 and the flap mechanism 27 when used with tapered flaps on swept wing aircraft. The spoiler 22 is joined by a guide link 62 that adjusts spoiler position with flap 12 movement in order to maximize lift. The spoiler can also be used conventionally by activation of actuator 60.

Abstract: The speedbrake of the present invention is comprised of a housing which can be stored in a faired surface of an aircraft which is not within the aerodynamic envelope of its wing. The housing is associated with a track system which permits it to be translated between a retracted position, where it is located inside of the faired surface, and an extended position, where it protrudes into the airstream to create drag when the aircraft is in flight. Pivotally mounted in the housing are plates which rotate up into the housing when the speedbrake is retracted and extend downwardly from the housing when the speedbrake is extended. The speedbrake is installed in pairs with one being located on each side of the aircraft. One of the speedbrakes is moved between its extended and retracted positions by a motor and the other speedbrake is connected to the motor-powered one by cables.

Abstract: In order to protect an actuator system for a movable surface in a reliable manner, while also protecting the movable surface in the event of a system failure, the actuator system includes a power drive unit connected to one end of an input shaft. An actuator is disposed on the input shaft having multiple output stages normally driven by the power drive unit through the input shaft with the mutiple output stages being operatively associated with the movable surface for driving movement thereof. In order to provide dual load path shafting together with incorporating fail safe actuator construction, the actuator system also includes a feedback shaft extending from the actuator to the power drive unit and a torque sensor operatively associated with the feedback shaft.

Abstract: A flap is pivotally mounted on a roller that runs in a track; a three point control lever has one point connected to the roller, a second point to the front of the flap, and a third point is variably connected to a turning lever that drives the flap. The variation is obtained either by providing a secondary lever on the turning lever to obtain a cycloidal path, or a spindel drive just varies the distance between the third point of the control lever and the axis of the turning lever. The turning lever is hollow to accommodate the drive elements for the third point variation.

Abstract: The strake fence flap is a device which may be tailored to the aircraft to augment the low-speed lift of canard-configured general aviation aircraft with little or no longitudinal trim change and no cruise drag penalty. The strake fence flap is deployed along the upper surface of each of the strakes on the canard aircraft. The strake fence flap is hinged along its lower edge which allows it to be retracted and extended as needed. In the cruise configuration, the strake fence flap is folded flush with the strake upper surface. For deceleration or landing where increased lift and drag are required, the strake fence flap is extended. The frontal area of the strake fence flap becomes exposed resulting in additional drag. The geometry and positioning of the fence causes the flow to separate from the upper edge of the fence and to roll up into a vortex which trails over the strake. The intense suction which accompanies the vortex acts directly on the strake upper surface, thereby significantly increasing the lift.

Abstract: A fluid-powered rotary actuator particularly well suited for use in operating an aircraft flight control surface. The body has a stationary body portion and a rotatable body portion with an elongated annular sleeve reciprocally and coaxially mounted within the body. A tie-rod coaxially projects through the sleeve from end-to-end between the stationary and rotatable body portions to maintain their relative longitudinal position against axial separation during actuator operation. To each axially outward side of the sleeve is an annular ball deflector. The axially outward portions of the sleeve and the corresponding portions of the stationary and rotatable body portions have helical ball races formed therein to transmit torque between the body portions and the sleeve to cause the rotatable body portion to rotate in response to fluid-powered linear reciprocation of the sleeve.

Abstract: A wing having a cantilevered support for changing the camber thereof is attached at a stressed wing portion so as to be pivotable about an axis rigidly attached to the wing. Sliding carriages having gear wheels are attached in a guide channel in the wing cantilevered support and a toothed rack attached at a landing flap is guided between the gear wheels so that the distance traveled by the sliding carriage can be selected to be different from the distance through which the flap travels during lowering or extension thereof. Actuation of the landing flap occurs by means of a hinged crank and a connecting rod which drives the sliding carriage and, in order to cover a gap between the flap and a spoiler which is provided, the spoiler is designed with a flexible configuration.

Abstract: A flap arrangement for an aircraft wing having along its trailing edge independently actuated high lift flap and spoiler. During cruising the flap is used for camber line curvature control while the spoiler is controlled in a follow up configuration such that a gap between the spoiler and the high lift flap does not form.

Abstract: A system for coupling together two flaps of an aircraft wing, which flaps are adjacent and are situated at least substantially in the extension of each other. Each flap has its own pivoting and drive means. The system includes a mechanical coupling which connects the two flaps together and which is intended to ensure synchronized operation thereof. The system further includes a mechanical emergency connection able to take over the function of the mechanical coupling should this latter fail. The transfer of function between the mechanical coupling and the mechanical emergency connection causes the movement of at least one mechanical signaling member.

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: An actuator is positioned at the tip of an aircraft wing, preferably adjacent to a store, and operatively connected by a torque shaft to a motor mounted at the fuselage. A return shaft extends back along the wing from the actuator toward the fuselage and is attached to a pivotably movable wing section. The actuator, which includes a speed reduction gear set, drives the movable wing section through the return shaft. The wing profile extending outwardly to the actuator can be smooth and aerodynamic, the only enlargement of the profile being at the actuator itself which is adjacent to the store where the airflow is necessarily disrupted.

Abstract: This invention relates to a jam tolerant rotary actuation system having multiple flight control surfaces. The actuation system includes in combination an actuation mechanism for each flight control surface. Each actuation mechanism is releaseably coupled to a main drive line shaft. The main drive line shaft is mechanically, serially coupled to each actuation mechanism to thereby establish an actuation assembly.A power drive unit is provided and is drivingly coupled to either end of the actuation assembly to thereby create an actuation system that will respond to the jamming of one of the flight control surfaces by the release of the actuation mechanism associated with the jammed surface from the main drive line shaft and the actuation of the remaining surfaces by the power drive unit.

Abstract: An adjustable support assembly for an aircraft leading edge guide track. The support assembly includes an upper portion pivotally connected to the guide track, and a threaded shaft having a rotatable member threadably engaged thereto which extends through the top of a trunnion housing. The rotatable member includes a shoulder portion which is disposed beneath the trunnion housing, and which is engaged by a wedge member therebelow to support the slat track via the shaft. Rotation of the rotatable member along the shaft adjusts the height of the guide track. The wedge member is supported by a horizontal shaft connected to the aircraft wing and to the housing. The wedge member includes opposing side portions which extend downwardly and inwardly, and which are engaged by complementary surfaces of locking tubes disposed about the horizontal shaft.

Abstract: An airfoil having a trailing edge flap assembly comprising a flap member having a pair of tracks mounted thereto at spanwise spaced locations. Each track member is operatively connected to a slide member which is in turn mounted to a stationary structure. The flap member is attached to the two track members by means of pivotal links and ball joint connections to alleviate problems relating to wing deflection and also differences in linear movement of the flap member due to conical movement from the stowed to the deployed positions. Other embodiments show specific features relating to the actuating means, the track location, and the slide member location.

Abstract: An air spoiler apparatus with solar cells includes an air spoiler wing mounted on an outer surface of a vehicle body, solar cells mounted on an upper surface of the air spoiler wing, a running detector for detecting a running state of a vehicle, and an elevation angle adjustment unit of the air spoiler wing. The air spoiler elevation angle adjustment unit adjusts an elevation angle of the air spoiler wing within select angular ranges to increase power generation efficiency of the solar cells during parking, stopping, low-speed or high speed running represented by the running state detected by the running detector. During high speed operation the angular range is restricted to an optimum range for aerodynamic efficiency.

Abstract: A removeable spoiler is described for reducing the wing lift of parked aircraft. It includes a spoiler member in the form of a strip temporarily mountable to stand upright and project into the airstream on the top of the wing. It extends parallel to the wing axis and is supported by a clamp contacting the outer surface of the wing for securing the spoiler to the wing.

Abstract: A first air dam (60) is disposed chordwise within the rear spar cavity (34) of an airplane wing (10) to block the spanwise flow of air therethrough, thereby reducing the volume of air entering the spar cavity (34) through openings located in higher pressure regions of the wing and exiting through openings located at the lower pressure regions of the wing. The reduction of air flowing into and out of the rear spar cavity (34) results in a decrease in the loss of momentum in the local airflow, thereby achieving a corresponding decrease of the drag on wing (10). A second air dam (102) is positioned between the opening (101) existing between the wing rear spar cavity (34) and a flap track fairing (18c) that depends downwardly from wing (10) to block the flow of air between the fairing and the rear spar cavity, thereby also reducing the drag on the wing.

Abstract: An airfoil having a trailing edge flap assembly comprising a flap member having a track mounted thereto. The track member is operatively connected to a slide-block which is in turn mounted to stationary structure. High Fowler motion is accomplished with this arrangement. In another embodiment the flap is additionally provided with a foreflap. In further embodiments, the flap assembly is provided additionally with aft flaps.