Abstract: A process and a machine for reducing a profile of a flap system including forming a track housing within a flap system including: a foil and a track housing within the foil, two track housing lugs extending out from an opening therein and beyond a leading edge of the foil, and a track that has a curved shape configured to: support the foil; and guide a movement of the foil along the track. The flap system may include an anchor plate and an actuator configured to connect to the foil, and a pylon that includes: a length and a depth enclosing a section of a dual channel portion of the track extending out an exit hole of the track housing in the foil. The process may continue by attaching the anchor plate and the pylon to a wing, and the actuator to the anchor plate.

Abstract: Wing-in-ground effect (WIG) vehicles are disclosed herein. Hovercraft takeoff and landing modes are disclosed herein. Uses of WIG vehicles, including for maritime monitoring, are disclosed herein.

Abstract: Underwing-mounted trailing edge bifold flaps for wings of aircraft are disclosed. A bifold flap pivotally coupled to the wing is movable between a stowed position located along a lower surface of the wing and a deployed position located rearward of a trailing edge of the wing. The bifold flap includes a forward panel and an aft panel. The aft panel is pivotally coupled to the forward panel and foldable relative thereto. The aft panel is folded toward the forward panel when the bifold flap is in the stowed position. The aft panel is unfolded from the forward panel when the bifold flap is in the deployed position. A bullnose pivotally coupled to the forward panel pivots relative to the bifold flap as the bifold flap moves between the stowed and deployed positions.

Abstract: A disclosed method reduces a wave drag on an airfoil traveling at a speed. At least a portion of the airfoil is configured to be selectively moveable between a first position and a second position. The first position is a neutral position, and the second position generates a shock wave near to the leading edge of the airfoil. The method includes the steps of maintaining the airfoil in the first position when the speed is less than a first limit and moving the airfoil to the second position when the speed is greater than a first limit.

Abstract: In order to provide a track drive device for an aircraft that has zero backlash, a large gear reduction, the ability to self-lock, and a better load transfer and reduced wear, the track drive device drives a track member through a drive device that has at least one drive unit that is arranged adjacent to the track member. Each drive unit comprises a plurality of engaging members that are driven by a cam shaft or a cam gear such that the engaging members are sequentially shifted in a wave-like pattern which results in the track member being moved in a linear manner relative to the drive device along a longitudinal direction.

Abstract: A spoiler actuation apparatus for moving an aircraft spoiler. The spoiler is moveable between a stowed configuration and a deployed configuration. The spoiler actuation apparatus includes a guide member, a rack mounted on the guide member and slideable along a longitudinal axis of the guide member, and a gear coupled to the rack, the gear arranged to move the spoiler in response to sliding of the rack. The rack is held at a first position when the spoiler is in the stowed configuration. An actuator moves the rack from the first position to a second position along the longitudinal axis. When the rack is at the second position, the rack is operable to accelerate relative to the guide member away from the second position by an aerodynamic force acting on the spoiler.

Abstract: An aircraft wing including a leading edge slat and a fixed aerofoil portion. The leading edge slat is moveable between a stowed position and deployed position. In the deployed position a trailing edge of the leading edge slat includes a sealed portion and an unsealed portion. The sealed portion forms a seal with the fixed aerofoil portion and the unsealed portion provides an airflow gap between the leading edge flap and the fixed aerofoil portion. The invention provides substantially the same benefits as a sealed leading edge slat whilst improving stall control behavior in local zones around the unsealed portion.

Abstract: A wing (5) including a fixed wing (7), a high-lift device (15) and a hold-down arrangement arranged (27) between two supports (23, 25) of the high lift device (15) having a first hold-down element (29) attached to the high-lift device (15) and a second hold-down element (31) attached to the fixed wing (7). The first hold-down element (29) contacts the second hold-down element (31) when the high-lift device (15) is in a retracted position in which it prevents a trailing edge (22) of the high-lift device (15) from detaching from an upper surface (19) of the fixed wing (7) when the fixed wing (7) deforms in the spanwise direction. One of the hold-down elements (29, 31) is a load-limited hold-down element (32) which transition from a first stable state to a second state when the load acting on the hold-down arrangement (27) exceeds an operational threshold.

Abstract: A wing for an aircraft, including a main wing, a slat, and a connecting assembly movably connecting the slat to the main wing, the slat being movable between retracted and extended positions. The connecting assembly includes a slat track and a roller bearing. A front section of the slat track is mounted to the slat. A rear section and an intermediate section of the slat track are mounted to the main wing via the roller bearing. The roller bearing includes a guide rail mounted to the main wing and a first roller which is rotatably mounted to the rear section of the slat track. The first roller engages a first engagement surface formed by the guide rail. The roller bearing includes a second roller which is rotatably mounted to the main wing. The second roller engages a second engagement surface formed by the intermediate section of the slat track.

Abstract: An aircraft wing, including a main wing, a leading edge high lift assembly including a high lift body, and an assembly connecting the high lift body to the main wing. The high lift body is movable relative to the main wing between stowed and deployed positions. The connection assembly includes at least one rotation element mounted to the high lift body and rotatably mounted to the main wing. The main wing comprises an upper panel with a leading edge portion and a lower skin panel. The high lift body has a leading and a trailing edge. The high lift body trailing edge moves along the main wing upper skin panel leading edge portion when the high lift body is moved between the stowed and deployed positions. The upper skin panel leading edge portion is elastically deformed when the high lift body is moved from the stowed to the deployed position.

Abstract: Wing assemblies comprise a three-position Krueger flap and an actuation assembly that comprises a drive linkage assembly, a primary linkage assembly coupled between the drive linkage assembly and the three-position Krueger flap, and a secondary linkage assembly. The primary linkage assembly comprises a dual linkage that is pivotally and translationally coupled relative to a wing support structure. The secondary linkage assembly comprises a cam, a follower, and a dual-linkage axle that is coupled to the follower and to the dual linkage and that defines a dual-linkage pivot axis of the dual linkage.

Abstract: A wing for an aircraft is disclosed having a main wing, a high lift body, and a connection assembly movably connecting the high lift body to the main wing, such that the high lift body can be moved between a retracted position and at least one extended position. The connection assembly includes a drive system having a first drive unit and a second drive unit, wherein the first drive unit has a first input section coupled to a drive shaft, a first gear unit and a first output section drivingly coupled to a first connection element. The second drive unit has a second input section coupled to the drive shaft, a second gear unit, and a second output section drivingly coupled to a second connection element. The first output section includes a first output wheel and the second output section includes a second output wheel.

Abstract: A wing for an aircraft is disclosed including a main wing, a leading edge high lift assembly having a leading edge high lift body, and a connection assembly movably connecting the leading edge high lift body to the main wing, wherein the connection assembly includes a drive system that is mounted to the main wing and connected to the leading edge high lift body for driving the leading edge high lift body between the retracted position and the extended position. The drive system includes a first drive unit and a second drive unit, the first drive unit has a first input section coupled to a drive shaft, a first gear unit and a first output section coupled to a first connection element and including a first output wheel. The second drive unit has a second input section coupled to the drive shaft, a second gear unit, and a second output section coupled to a second connection element and including a second output wheel.

Abstract: The present disclosure defines a morphing airfoil having a dynamic flexible skin system that is capable of carrying high level aerodynamic (or fluid) pressure loads over a structural surface. The structural surface can morph and deflect in response to control inputs to change a lift force without separate movable control surfaces. The anisotropic skin is attached to underlying structure that is both actively controlled and passively supported. A control system causes the underlying support structure to move to a desired location which in turn causes the skin to bend and/or flex without exceeding a stress threshold and thus vary the lift profile along a span of the airfoil.

Abstract: An actuator arrangement for a fixed leading edge member of an aircraft wing. The fixed leading edge member has an inner cavity defined by the outer skin and ribs. The actuator arrangement comprises at least one geared rotary actuator which moves relative to the other parts along a circular arc section during extending and retracting of the high-lift device between a fully retracted position and a fully extended position. In the fully retracted position, the actuator is predominantly accommodated within the inner cavity and in the extended position the actuator is predominantly positioned outside the inner cavity, preferably protruding through a D-nose cut-out.

Abstract: This invention is an apparatus for vortex generation by combining the function of means for vortex generation with the functions of the leading-edge aerodynamic surface, the airfoil, and/or the trailing-edge aerodynamic surface.

Abstract: Certain aspects of the present disclosure provide techniques for an aerodynamic surface actuation system, including: a middle track connected to an aerodynamic surface and configured to move along a plurality of intermediate tracks, wherein one or more inner surfaces of the middle track are configured to interface with one or more outer surfaces of the plurality of intermediate tracks; a plurality of outer tracks, each including a flange and configured to interface with one or more inner surfaces of the plurality of intermediate tracks; and an actuator configured to control a position of the middle track and a position of the plurality of intermediate tracks via a plurality of linkages.

Abstract: A wing for an aircraft, including a main wing, and a leading edge high lift assembly including a high lift body, and a connection assembly connecting the high lift body to the main wing such that the high lift body is movable relative to the main wing between a stowed position and a deployed position. The connection assembly includes at least one rotation element mounted to the high lift body and mounted to the main wing rotatably about an axis of rotation. The high lift body includes a rigid portion and a flexible skin portion. The rigid portion is mounted to the rotation element. The flexible skin portion is connected to a leading edge portion of an upper skin panel of the main wing and is connected to the rigid portion of the high lift body The flexible skin portion is configured to be deformed between a stowed deformation state and a deployed deformation state, when the high lift body is moved between the stowed position and the deployed position.

Abstract: A wing for an aircraft is disclosed including a main wing, a slat, and a connection assembly movable connecting the slat to the main wing. The connection assembly includes an elongate slat track, wherein the front end of the slat track is mounted to the slat, wherein the rear end and the intermediate portion of the slat track are mounted to the main wing by a roller bearing including a guide rail mounted to the main wing and a first roller unit mounted to the rear end of the slat track and engaging the guide rail. The roller bearing includes a second roller unit mounted to the main wing and engaging an engagement surface at the intermediate portion of the slat track.

Abstract: A rotor blade assembly for a rotary wing aircraft includes a main rotor blade body comprising an upper blade skin, a lower blade skin, an inboard end, an outboard end, and a trailing edge. The rotor blade assembly further includes a trailing edge actuator assembly. The trailing edge actuator assembly includes an upper actuator skin and a lower actuator skin defining a cavity and a trailing edge flap, a control panel disposed in the cavity and coupled to one of the upper actuator skin or the lower actuator skin and one or more actuators disposed in the cavity and configured to apply force to the control panel to cause the trailing edge flap to deflect. The trailing edge actuator assembly is coupled to the trailing edge of the main rotor blade body.

Abstract: A propelling system with variable aerodynamic controls is a system used to generate and control the flight forces of an aircraft. The system includes a stator, a rotor, a plurality of propelling units, and a control system. The stator serves as the stationary connection to the aircraft. The rotor revolves the propelling units about a central rotation axis. The control system enables the control of the propelling units. The propelling units generate the flight forces for the aircraft in the desired direction. In addition, each of the propelling units include a blade body, a shaft channel, a spar shaft, and at least one aileron assembly. The shaft channel receives the spar shaft within the blade body. The spar shaft connects the blade body to the rotor. The blade body passively corrects its angle of attack and supports the aileron assembly. The aileron assembly adjusts the pitch of the blade body.

Abstract: An aircraft wing is provided having a wing leading edge, a cut-out opening in the wing leading edge, a telescopic tube extending through the cut-out opening and connected to an internal duct of a wing leading edge slat to establish fluid communication with heated air associated with an aircraft anti-icing system, wherein the telescopic tube is moveable between retracted and extended conditions in response to the wing leading edge slat being moved between slat retraction and deployment positions, respectively, and a cover assembly comprising a cover member operatively connected to the telescopic tube to close the cut-out opening and allow synchronous movement of the cover member with the telescopic tube in response to the telescopic tube being moved between the retracted and extended conditions thereof.

Abstract: Installation of powered actuators in the leading edge of a control surface in order to have a better weight distribution. The systems described herein propose an actuation system with a static ground structure used to move a control surface of an aircraft. The actuation system, and the ground structure are aligned with the center of rotation of the control surface, providing the aircraft with flutter suppression. This proposal is an approach to use the actuator in a place favorable to the mass balancing and reducing or even dismissing the usage of mass balancing, saving weight and cost.

Abstract: A lift control device actively controls the lift force on a lifting surface. The device has a protuberance near a trailing edge of its lifting surface, which causes flow to separate from the lifting surface, generating regions of low pressure and high pressure which combine to increase the lift force on the lifting surface. The device further includes a means to keep the flow attached around the protuberance or to modify the position of the protuberance in response to a command from a central controller, so as to provide an active control of the lift between a maximum value and a minimum value.

Abstract: Method for assembling a slat, for an aircraft wing, comprising providing a skin and a plurality of stiffeners; assembling the stiffeners to the skin obtaining a skin sub-assembly; providing a spar and a plurality of lugs; assembling the lugs to the spar obtaining a spar sub-assembly; assembling the spar sub-assembly to the skin sub-assembly to obtain the slat.

Abstract: A variable camber wing for mounting to a vehicle chassis has an actuator shaft and a static pin extending from the chassis. The wing's nose segment defines a proximal edge and a distal edge and has a channel therethrough between the proximal and distal edges, an arcuate aperture therethrough aft of the channel, and a second aperture therethrough aft of the arcuate aperture. The wing has a first linkage defining a clevis on a proximal end and hingeably connected to the nose segment. The clevis can rotatably engage with the static pin extending through the arcuate aperture. A second linkage defines a second clevis on a proximal end and a distal edge. The second linkage is configured to hingeably connect to the first linkage.

Abstract: A variable camber wing for mounting to a vehicle chassis has an actuator shaft and a static pin extending from the chassis. The wing's nose segment defines a proximal edge and a distal edge and has a channel therethrough between the proximal and distal edges, an arcuate aperture therethrough aft of the channel, and a second aperture therethrough aft of the arcuate aperture. The wing has a first linkage defining a clevis on a proximal end and hingeably connected to the nose segment. The clevis can rotatably engage with the static pin extending through the arcuate aperture. A second linkage defines a second clevis on a proximal end and a distal edge. The second linkage is configured to hingeably connect to the first linkage.

Abstract: A wing assembly includes a swept wing body, a leading edge of the wing body extending outward and rearward from a wing root to a wing edge; a first slat selectively movably connected to the wing body; and a second slat selectively movably connected to the wing body, the second slat being disposed outboard of the first slat, a flexible sealing member disposed and connected between the first slat and the second slat; at least a portion of the first slat, at least a portion of the second slat, and at least a portion of the flexible sealing member defining a slat gap therebetween, at least a majority of the slat gap being substantially parallel to a predetermined local airflow direction. An aircraft is also disclosed which includes a fuselage; and two oppositely disposed wing assemblies connected to the fuselage.

Abstract: A hybrid unmanned aerial vehicle (10) is provided which comprises a multicopter frame (14) having a plurality of operable multicopter propulsion units (22) thereon, and an airframe body (16) which is connected to the multicopter frame (14). There is also a pair of wings (34) positioned on opposite sides of the airframe body (16) and a wing control means for manipulating the pair of wings (34) with respect to the airframe body (16) to alter an angle-of-attack of the pair of wings (34). In a first wing condition, the angle-of-attack of the pair of wings (34) is alterable with respect to a relative airflow so as to produce zero lift, and, in a second wing condition, the angle-of-attack of the pair of wings (34) is alterable with respect to the relative airflow so as to produce an optimum or near optimum lift. A method of improving the manoeuvrability of the hybrid unmanned aerial vehicle (10) is also provided, as is a method of improving the operational range of unmanned aerial vehicles.

Abstract: Noise-abatement for a leading edge wing slat is provided by a noise-abatement airflow shield integral with the lower trailing edge of the slat, wherein the shield is reciprocally autonomously curveable from a substantially planar configuration when the slat is in a retracted position thereof and into a convexly curved configuration when the slat is in a deployed position thereof.

Abstract: A method and apparatus for positioning a control surface. An apparatus comprises an arm, first link, and second link. The arm has first and second ends, the first end of the arm rotatably coupled to a wing structure to define a first pivot point. The first link has first and second ends, the first end being rotatably coupled to the second end of the arm. The second link has first and second ends, the first end rotatably coupled to the first end of the arm. When the second end of the first link is rotatably coupled to a first control surface and the second end of the second link is rotatably coupled to a second control surface, movement of the first control surface away from the wing structure rotates the arm about the first pivot point such that the second control surface moves in coordination with the first control surface.

Abstract: An airfoil arrangement which allows an increased reliability and increased aerodynamic performance of airfoils. A catching bracket is provided which is mounted in a track device opening to reduce the area of the track device opening and, when there is a failure of at least one support roller, the catching bracket engages the track device.

Abstract: A leading edge (3) of a control surface (1) for an aircraft includes a balance weight (6) attached to the forward-most region of the leading edge (3). The control surface (1) rotates with respect to the stabilizer (2) around a hinge line (5). The balance weight (6) is ahead of and adjacent to the most frontal portion (7) of the leading edge (3) of the control surface (1) are is inside the trailing edge of the stabilizer (2). This arrangement allows to have an anti-flutter balance weight without any impact in aerodynamic drag.

Abstract: A wing leading-edge device includes a flow body having a front side, a back side, a plurality of ribs arranged in ribs, wherein at least one of the ribs is a load introduction rib having at least one first lug for coupling with a drive mechanism, a second load path component, which includes at least one second lug, wherein the second load path component is at least connected to the load introduction rib, such that a second opening of the at least one second lug is co-axial with a first opening of the at least one first lug.

Abstract: High-lift systems and related methods are described. An example apparatus includes a fixed wing and a Krueger flap movably coupled to the fixed wing between a stowed position and a deployed position. The Krueger flap includes a first flap portion movably coupled to the fixed wing and a second flap portion movable coupled to the first flap portion. The first flap portion moves relative to the second flap portion between a retracted position and an extended position. The first flap is to move to the retracted position in response to the Krueger flap moving to the stowed position. The first flap is to move to the extended position to define an aerodynamic surface in response to the Krueger flap moving to the deployed position.

Abstract: Offset drive arm actuation of inboard flaps is disclosed. A disclosed example apparatus includes an inboard flap support for moving an inboard flap. The inboard flap support includes an offset drive arm extending between a first attachment point of the inboard flap and a first pivot of a support, and a linkage extending between a second attachment point of the inboard flap positioned at a different position from the first attachment point and a second pivot of the support.

Abstract: A vehicle, such as a micro-aerial vehicle or underwater vehicle, includes at least one lift structure, such as a low-aspect-ratio wing or a fin, respectively. The at least one lift structure comprises one or more alulas. A leading surface of each alula is (a) flush with a leading surface of the lift structure or (b) offset from the leading edge of the lift surface by up to approximately 10% of the chord length of the lift structure. The length of each alula is no more than approximately 20% of a lift structure length corresponding to the lift structure. In various embodiments, the alula is deflected or canted with respect to a plane defined by the lift structure. In an example embodiment, the alulas may be slid or translated along at least a portion of the span of the lift structure.

Abstract: A section of an aircraft wing including a leading edge of the aircraft wing. A leading edge part of the section includes ribs; and a skin fixedly attached to the ribs to form a spanwise series of adjacent cells. Each cell includes an enclosed volume bounded by the skin at the leading edge and a pair of the ribs. At least one cell of the series of adjacent cells is a dry cell include a mounting point for mounting a leading edge high-lift device support apparatus in the dry cell. The skin at the leading edge provides a primary load path for carrying at least some of a spanwise primary load experienced by the section when in use on an aircraft.

Abstract: A slat (50) for an aircraft wing comprises a leading edge (51) defining a leading edge line (61), a trailing edge (52) defining a trailing edge line (62), the leading and trailing edges line defining a slat plane, the chord distance (69) extending normal to the leading edge and measured along the slat plane; an inboard edge extending between the leading and trailing edges; and an outboard edge (56) extending between the leading and trailing edges. The outboard edge comprises a first side portion having a projection on the plane defining a first side line (63), and a second side portion having a projection on the plane defining a second side line (64), the second side line being disposed at a first angle to the first side line and at a second angle to the leading edge line as it extends toward the inboard and trailing edges. A wing assembly and an aircraft including the slat are also disclosed.

Abstract: A wing for an aircraft including a main wing, slat, and connection assembly movable connecting the slat to the main wing and including an elongate slat track. A front end of the slat track is mounted to the slat. A rear end and an intermediate portion of the slat track are mounted to the main wing by a roller bearing that includes a guide rail mounted to the main wing and a first roller unit mounted to the rear end of the slat track and engaging the guide rail. The wing has redundant main load paths. The guide rail includes a guide rail primary structure engaging with the first roller unit and an additional reinforcement structure additionally reinforcing the guide rail primary structure in a lateral direction. The guide rail primary structure forms a first main load path. The reinforcement structure forms a redundant second main load path.

Abstract: Aircraft wing droop leading edge apparatus and methods are described. An example aircraft includes a wing having a front spar and an outer skin covering the front spar. The outer skin includes a forward portion located forward of the front spar. The forward portion of the outer skin includes a leading edge movable between a neutral position and a drooped position deflected downward relative to the neutral position. The forward portion of the outer skin has a continuous outer mold line when the leading edge is in the drooped position.

Abstract: A wing for an aircraft is disclosed having a main wing, a slat, and a connection assembly movable connecting the slat to the main wing. The connection assembly includes an elongate slat track, and the front end of the slat track is mounted to the slat. The rear end and the intermediate portion of the slat track are mounted to the main wing by a roller bearing that includes a guide rail mounted to the main wing and a first roller unit mounted to the rear end of the slat track and engaging the guide rail, and wherein the roller bearing having a second roller unit that is mounted to the main wing and that engages an engagement surface of the slat track. The slat track is supported in a wing span direction by a lateral support.

Abstract: Apparatus for improving flow characteristics around aircraft wings by obstructing air flow through an aperture formed in a wing skin for a movable duct or track are disclosed. In one embodiment, the apparatus comprises a substantially rigid panel movable at least partially across the aperture for at least partially occluding the aperture and for accommodating movement of a slat track extending through the aperture. In another embodiment, the apparatus comprises a hinged panel configured to swing outwardly from an outer side of the wing skin toward an open position to accommodate movement of an anti-icing duct extending through the aperture and to swing toward a closed position at least partially occluding the aperture.

Abstract: An actuator arrangement for an aircraft flexible control surface comprises a base and a rotary element having a joint axle articulated on the base. The actuator arrangement comprises at least two attachment struts, each having three joint axles. A first joint axle is rotatably articulated on the rotary element. A second joint axle, arranged at a first strut end, is configured to be articulated on a first control surface skin panel. A third joint axle, arranged at a second strut end, is configured to be articulated on a second control surface skin panel. The actuator arrangement also comprises at least one connecting element having one joint axle at both ends, a first joint axle being articulated on the base and a second joint axle being articulated on one of the two struts, and an actuator configured to rotate the rotary element relative to the base.

Abstract: A wing for an aircraft includes a main wing, slat, and connection assembly movable connecting the slat and main wing. The connection assembly includes an elongate slat track, a front end of which is mounted to the slat. The rear end and intermediate portion of the slat track are mounted to the main wing by a roller bearing including a guide rail mounted to the main wing and a first roller unit mounted to the rear end of the slat track and engaging the guide rail. The roller bearing includes a second roller unit mounted to the main wing and engaging an engagement surface at the intermediate portion of the slat track. The slat track profile has upper and lower flange portions and a web portion connecting them. The second roller unit is in a recess between upper and lower flange portions and engages the engagement surface at the upper flange portion and/or at the lower flange portion.

Abstract: A flap and spoiler system of an aircraft wing including a spoiler having a spoiler leading edge and a spoiler trailing edge. The flap and spoiler system also includes a flap having a flap leading edge and a flap trailing edge, an axis of rotation through the flap, and a top surface portion above the axis of rotation. The top surface portion has a first semi-circular shape such that, when the flap rotates about the axis of rotation, the spoiler trailing edge remains substantially stationary. When the spoiler trailing edge remains substantially stationary the spoiler is not driven by a spoiler drive.

Abstract: An edge-morphing arrangement for an airfoil includes a compliant upper surface and a compliant lower surface that are joined together. An actuator is coupled to a driven surface and actuated to move the driven surface and change the shape thereof, with the non-driven surface changing its shape in response to actuation of the driven surface. The upper and lower surfaces can be part of a sub-flap mounted to a traditional flap of the fixed wing of an airplane. The upper and lower surfaces can be mounted to existing structure in the flap, or the flap components can be mounted to the sub-flap. The upper and lower surfaces can alternatively replace the traditional flap in the fixed wing of an aircraft. The upper and lower surfaces are continuous and can be deflected upward, downward, or twisted in a span-wise direction relative to the flap or wing.

Abstract: An aircraft wing includes a main wing having an outer skin defining an interior space of the main wing, a slat, and a connection assembly for movably connecting the slat to the main wing, such that the slat is movable in a predefined motion between a retracted position and at least one extended position. The assembly includes an elongate guide arranged within the interior space, a bearing at least partly arranged outside the interior space, an elongate slat track with a first end section connected to the slat and a second end section movably and rotatable connected to the guide, such that the second end section is movable along a predefined pathway defined by the guide while being connected to the main wing. An intermediate section of the slat track is movably and rotatably supported on the main wing, such that the guide and the bearing support the predefined motion.

Abstract: A wing comprising a fixed main part and a leading edge slat with upper and lower surface rear edges. The wing main part has an upper surface wall, which extends downstream and in alignment with the upper surface rear edge, and a lower surface wall, which extends downstream and in alignment with the lower surface rear edge. The wing has an upper surface gap between the end of the upper surface rear edge and the end of the upper surface wall and a lower surface gap between the end of the lower surface rear edge and the end of the lower surface wall. The wing has an upper surface channel downstream of the upper surface gap and a lower surface channel downstream of the lower surface gap. The wing comprises a suction system connected to each channel and arranged to suck the air contained in the channel.

Abstract: [Object] To provide a wing achieving reduction of friction drag and easy to design and also easy to manufacture and an aircraft including such a wing. [Solving Means] A wing 1 is typically used as a main wing of an aircraft 100. The wing 1 is a swept-back wing having a swept-back angle A. The wing 1 is configured such that a surface pressure (pressure distribution (Cp)) on an upper surface of a vicinity of a leading edge 11 in a fluid increases from a wing root 17 to a wing tip 15. A cross-flow component of an external streamline of a surface of the wing 1 is reduced in the vicinity of the leading edge 11, and boundary layer transition is not easily induced in the vicinity of the leading edge 11. With this, friction drag caused by cross-flow instability can be reduced.