Abstract: A slat control system for an aircraft may include a flight control computer configured to generate a gap command in response to an occurrence of a gap-command condition. The slat control system may further include an edge control system including an edge control device having a plurality of control device positions including at least one designated control device position. The slat control system may additionally include a device actuation system configured to move a leading edge device of an aircraft. The edge control system may be configured to automatically command the device actuation system to extend the leading edge device from a sealed position to a gapped position when the edge control device is in the designated control device position and the gap command is received by the edge control system.

Abstract: A variable camber Krueger flap deployment linkage mechanism is presented. A first linkage assembly couples a flap assembly and an airfoil, and comprising a first drive arm, a first drive link, and a support arm. A second linkage assembly couples the flap assembly and the first drive arm, and comprises a drive transfer arm, a middle connection segment, and a bullnose link.

Abstract: A high lift system for an aircraft includes a basic body, a flap which is movably mounted on the basic body and has a flap edge, and a retaining element. The high lift system is set up to form a gap between the flap edge and the basic body. The retaining element is mounted on a region of the flap close to the flap edge and extends towards the basic body to restrict the distance between the flap edge and the basic body. The retaining element is preferably configured as a linear attachment means. Consequently, a gap dimension between a flap and a basic body can be influenced to restrict flexing effects during loading of the flap and of the basic body.

Abstract: A drag reducing apparatus is provided for use with vehicles having surfaces that are not streamlined. The apparatus includes an exterior cover that forms a drag reducing shape when the apparatus is fully extended. The apparatus can be retracted to a space saving configuration. A scissors linkage extends and retracts the apparatus. The scissors linkage can be motorized, and the motor can extend the scissors linkage by turning in a first direction and can retract the apparatus by turning in a second direction. The scissors linkage can hold the exterior cover taut when the apparatus is fully extended. The scissors linkage can support the exterior cover at intermediate locations when the apparatus is not fully extended. The apparatus can include support linkages and intermediate moveable members that support the exterior cover and define the drag reducing shape.

Abstract: A high-lift trailing edge flap system for an aircraft wing unit is provided. In high-lift trailing edge flap system, the backward movement and the inclination of the trailing edge flap in the extended position are dissociated in order to allow for the incorporation of the actuating mechanism into the wing in the stowed position.

Abstract: A leading edge slat arranged on the aerofoil of an aircraft. The leading edge slat is provided on the front of the main wing. The leading edge slat has a partially extended setting, with its trailing edge flat against the wing, and a further extended setting, with its trailing edge spaced apart from the nose of the wing to open a gap feeding high-energy air from the lower surface of the slat to the upper surface of the wing. The leading edge slat includes a body and a trailing edge facing the main wing, which can be bent around the spanwise direction of the slat relative to the body, and on which the trailing edge of the slat is provided, and which by means of a device generating a contact force is loaded for making contact between the trailing edge of the slat and the profile nose of the wing.

Abstract: A mechanism for changing a shape of a leading edge of an airfoil may include a first rib and a second rib. The first rib may include a plurality of first rib segments. The first rib may move between a first folded shape and a first extended shape. The second rib may include a plurality of second rib segments. The second rib may move between a second folded shape and a second extended shape. An actuator may be coupled to the first rib, the second rib, or both, to move the first rib, the second rib, or both, between their respective folded and extended shapes.

Abstract: A variable camber Krueger flap deployment linkage mechanism is presented. A first linkage assembly couples a flap assembly and an airfoil, and comprising a first drive arm, a first drive link, and a support arm. A second linkage assembly couples the flap assembly and the first drive arm, and comprises a drive transfer arm, a middle connection segment, and a bullnose link.

Abstract: A slat support assembly is disclosed. It comprises a slat support arm which is movable to deploy a slat from a leading edge of an aircraft wing about an axis of rotation of the arm and a slat mount on a slat which is coupled to one end of said slat support arm by a joint. The joint is configured to allow the slat mount to slide in a direction of the axis of rotation of the arm.

Abstract: An aircraft assembly comprising: a pair of covers; a spar web extending between the covers in a thickness direction, the spar web having a length which extends in a span-wise direction; and a container which extends from the spar web and houses at least part of a system component. The container comprises first and second side walls which are spaced apart from each other across the spar web in the thickness direction, and inboard and outboard walls which are spaced apart from each other along the spar web in the span-wise direction. The spar web and at least part of the container are integrally formed as a single piece.

Abstract: A slat cove filler is utilized to reduce airframe noise resulting from deployment of a leading edge slat of an aircraft wing. The slat cove filler is preferably made of a super elastic shape memory alloy, and the slat cove filler shifts between stowed and deployed shapes as the slat is deployed. The slat cove filler may be configured such that a separate powered actuator is not required to change the shape of the slat cove filler from its deployed shape to its stowed shape and vice-versa. The outer contour of the slat cove filler preferably follows a profile designed to maintain accelerating flow in the gap between the slat cove filler and wing leading edge to provide for noise reduction.

Abstract: The present invention relates to a device (10) for varying blade pitch of a rotary wing aircraft (50) having a main rotor (11) with a plurality of blades (12), each blade (12) including at least one main flap (13) fastened to the trailing edge of the blade (12). The angle of inclination of each flap (13) is controlled via a swashplate (20). The device (10) makes provision for electric actuators controlled by a flight control system (54) to be mounted in a stationary frame of reference for the purpose of moving and varying the angle of inclination of the non-rotary plate of the swashplate (20). The electric actuators provide primary flight control and also multi-cyclic control for the purpose of attenuating noise and vibration as generated in particular by the blades (12) and the rotor (11).

Abstract: A high lift system for an aircraft with at least one high lift flap arranged on each of the main wings of the aircraft. The high lift system includes an input device for the generation of flight phase-related requirements for the high lift flap. The high lift system further includes a control device, with a conversion function with which the flight phase-related requirements are converted into setting commands for the actuation of a lift device for the adjustment of the high lift flap. The conversion function is configured such that from a take-off requirement, a setting command to the drive device is generated with which the leading edge flap of the high lift flap is arranged in a set state in which a gap exists between the leading edge flap and the main wing with a gap width of between 0.1% and 0.4% relative to the local wing chord.

Abstract: A telescopic strut comprises a plurality of hollow members arranged to slide one within another between a retracted and an extended position. Adjacent hollow members are arranged to be electrically connected by one or more electrical connector assemblies as the hollow members move between the retracted and extended positions. Each electrical connector assembly includes an electrically conductive pad on one of the hollow members which is in sliding contact with an electrically conductive strip on the other of the hollow members. The telescopic strut may be used to electrically connect a moveable control surface to a fixed aerofoil structure in an aircraft.

Abstract: An aircraft wing assembly, comprising a wing having a fixed leading edge, a slat mounted for movement between a retracted position and an extended position with respect to the fixed leading edge, and a translating cable device for electrically connecting the slat to the wing and having a strut coupled at one end to the slat, the fixed leading edge having an aperture to accommodate the strut, and a seal assembly for sealing between the strut and the aperture.

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: A slat support assembly is disclosed. It comprises a slat support arm (3) having a plurality of bearing surfaces (28a, 28b, 29a, 29b) extending along its length, the slat (2) support arm being movable to deploy a slat attached to one end (4) of said slat support arm from a leading edge of an aircraft wing (1), and a plurality of bearings (27a, 27b, 31a, 31b) mountable within the wing, each bearing being in rolling contact with an associated bearing surface to support the slat support arm and guide it during deployment and retraction of the slat. At least some of the bearing surfaces and associated bearings are configured so that each bearing counteracts load applied to the slat support arm in more than one direction.

Abstract: A system and method to enable natural laminar flow over a fluid-dynamic body using a variable camber Krueger flap is disclosed. A sequence of flap positions is deployed where the variable camber Krueger flap is below and aft of the wing leading edge before reaching a configured takeoff and landing position. The variable camber Krueger flap is positioned in a high position relative to a wing leading edge when the variable camber Krueger flap is fully deployed.

Abstract: A high-lift device suppresses the occurrence of aerodynamic noise while minimizing an increase in airframe weight. The device includes a slat main body disposed to be able to extend from and retract into a main wing, and a concave part formed on the slat main body at a location facing the main wing and able to accommodate at least a part of a leading edge of the main wing. The device also includes an airflow control part disposed at an area in the concave part facing an upper surface of the main wing, that is accommodated between the main wing and the concave part when the slat main body is retracted into the main wing, and that suppresses turbulence colliding against the area in the concave part facing the upper surface of the main wing when the slat main body is extended from the main wing.

Abstract: A method for managing a flight control surface system. A leading edge device is moved on a leading edge from an undeployed position to a deployed position. The leading edge device has an outer surface, an inner surface, and a deformable fairing attached to the leading edge device such that the deformable fairing covers at least a portion of the inner surface. The deformable fairing changes from a deformed shape to an original shape when the leading edge device is moved to the deployed position. The leading edge device is then moved from the deployed position to the undeployed position, wherein the deformable fairing changes from the original shape to the deformed shape.

Abstract: A system for varying a wing camber of an aircraft wing may include a leading edge device coupled to the wing. The leading edge device may be configured to be actuated in an upward direction and a downward direction relative to a retracted position of the leading edge device.

Abstract: An actuation system configured to deploy a high-lift device on a leading edge of an aircraft wing. The system comprises: a link pivotally connected to the wing at a first pivot point and to the high-lift device at a second pivot point; a first actuation mechanism configured to rotate the high-lift device about the first pivot point; and a second actuation mechanism configured to rotate the high-lift device about the second pivot point. The second actuation mechanism is operable independently of the first actuation mechanism, and can be operated in order to generate a sealing force between the high-lift device and the leading edge of the aircraft wing.

Abstract: A system and method for determining whether the relative rate of deployment of all the slats extending from a leading edge of an aircraft wing is the same as a predetermined relative rate of deployment. Each slat includes at least one slat deployment mechanism that includes a drive pinion drivingly coupled to each slat and a rotary actuator having an output shaft driven by a common input drive shaft. The system of the invention comprises a sensor associated with each rotary actuator to generate a signal indicative of the rate of rotation of the corresponding output shaft and to supply that signal to a controller. The controller is configured to analyze the signals supplied by the sensors and to generate an alarm signal if a relative rate of rotation of any of the output shafts differs from a predetermined relative rate of rotation.

Abstract: A wing is provided, including a high-lift flap arranged on the wing such that it is movable by means of at least two adjustment mechanisms arranged side-by-side in the spanwise direction of the wing and adjustable by means of a drive device. Each adjustment mechanism includes a first adjustment lever, articulated on a main wing surface via a first pivotal articulation, with the formation of a first rotation axis; a second adjustment lever, articulated on the high-lift flap via a second pivotal articulation, with the formation of a second rotation axis; and a central articulation, linking together the first and the second adjustment levers, with the formation of a third rotation axis. An intermediate articulated part is arranged on at least one of the adjustment mechanisms for coupling the first adjustment lever and the main wing surface, or for coupling the second adjustment lever and the high-lift flap.

Abstract: An aerofoil wing with a main aerofoil, a high-lift flap movably arranged on the aerofoil wing by adjustment mechanisms. Each of the adjustment mechanisms including a first adjustment lever hinged to the main aerofoil via a first rotary linkage, with the formation of a first axis of rotation, a second adjustment lever hinged to the high-lift flap via a second rotary linkage, with the formation of a second axis of rotation, and a central linkage, with the formation of a third axis of rotation, such that the first, second and third axes of rotation pass through a common pole. The aerofoil wing further includes a drive device with a drive module mounted on the main aerofoil, and movable with respect to the drive module a drive lever coupled to the high-lift flap, and a stop device to limit the maximum extended setting of the high-lift flap.

Abstract: A wing may include a flexible leading edge skin segment having segment ends positioned adjacent to upper and lower leading edge wing skins to form a skin assembly. The upper leading edge wing skin may be positioned between the leading edge skin segment and an upper main wing skin. The lower leading edge wing skin may be positioned between the leading edge skin segment and a lower main wing skin. The wing may include a deployment device configured to flex the upper and lower leading edge wing skins thereby causing the leading edge skin segment to exhibit a rolling motion.

Abstract: A cable (7) is routed between a pair of links (1, 2) that are pivotally connected about a lateral pivot axis (4). A wound section (8) is provided in the cable with the winding axis coincident with the pivot axis of the links. The wound section (8) may be preformed. A cable protector (10, 11) is provided each end of the wound section (8) along the pivot axis (4) so as to constrain the adjacent end of the wound section (8) to be keyed with it and the adjacent link.

Abstract: A wing of an aircraft provided with a main wing and an arrangement of leading edge lifting bodies, which as seen with reference to the incident flow direction are arranged on the leading edge, which are adjustably arranged on the main wing one behind another as seen in the spanwise direction of the main wing by means of respectively two positioning devices spaced apart from one another in the spanwise direction of the main wing. The wing has a connecting device, which is coupled to each of two adjacent leading edge lifting bodies, wherein the connecting device is configured such that in the event of a fracture of a positioning device of a positioning body external forces acting on the latter are transferred via the respective connecting device to the leading edge lifting bodies coupled up via the latter.

Abstract: The present invention discloses a method for controlling a high-lift device or a flight control surface of an aircraft or spacecraft, especially with a system according to the present invention, comprising the steps of receiving, at least one first control unit, a command signal from a commander unit via a data network, providing a primary control signal to at least one secondary control unit via the data network, wherein the primary control signal depends on the received command signal, receiving, at the at least one second control unit, a sensor signal of one or more sensors of the high-lift device or flight control surface, and providing a secondary control signal to one or more actuators of the high-lift device or flight control surface, wherein the secondary control signal depends on the received sensor signal. Furthermore, the present invention discloses a system and an aircraft or spacecraft.

Abstract: A blade seal comprises a flexible member having a relatively thick edge opposite a relatively thin edge, and an actuator at least partially embedded in the flexible member for actively deflecting the thin edge with respect to the thick edge upon activation of the actuator. The blade seal may be fixed to an aerodynamic trailing edge of either a fixed aerofoil portion or a flight control surface of an aerofoil for sealing between the fixed aerofoil portion and the flight control surface. Also, a method of sealing an aerofoil using the blade seal.

Abstract: A flap roller arrangement for supporting a flap on a wing of an aircraft is disclosed herein. The flap roller arrangement includes, but is not limited to, a roller assembly that is configured for rolling engagement with a flap track of the wing and for engagement with a flap fitting. The flap roller arrangement further includes a retaining member that is removably coupled to the roller assembly. The roller assembly is configured to egress through an opening in the flap fitting in a direction away from the flap track. The retaining member is configured to obstruct egress of the roller assembly through the opening when the retaining member is coupled to the roller assembly. The roller assembly is enabled to egress through the opening when the retaining member is removed from the roller assembly.

Abstract: A variable camber Krueger flap deployment linkage mechanism is presented. A first linkage assembly couples a flap assembly and an airfoil, and comprising a first drive arm, a first drive link, and a support arm. A second linkage assembly couples the flap assembly and the first drive arm, and comprises a drive transfer arm, a middle connection segment, and a bullnose link.

Abstract: The present disclosure relates to an aircraft high lift system with at least one load station for actuating a flap of a wing, preferably a landing flap and/or a leading-edge flap, at least one transmission with transmission portions located between branch transmissions, wherein by means of the branch transmissions actuating energy can be branched off from the transmission to the load station, and to a method for determining an operating condition of an aircraft high lift system.

Abstract: An edge morphing arrangement for an airfoil having upper and lower control surfaces is provided with an elongated edge portion that overlies the edge of the airfoil, the edge portion having a surface element having first and second edges that communicate with, and form extensions of, respective ones of the upper and lower control surfaces of the elongated airfoil. The surface elements are formed of deformable compliant material that extends cross-sectionally from the first surface element edge to an apex of the edge portion, and to the second surface element edge. There is additionally provided a driving link having first and second driving link ends, the first driving link end being coupled to the interior of one of the first and second rib portions. The second end is arranged to receive a morphing force, and the rib element is deformed in response to the morphing force.

Abstract: An aircraft wing comprising a main wing element with a spar and a leading edge rib which is supported by the spar and extends forward of the spar; a high lift device which is movably mounted to the main wing element; and an actuation mechanism comprising a drive shaft and a gear train. The gear train comprising a drive cog which is carried by the drive shaft, an actuator cog which is coupled to the high lift device, and one or more intermediate cogs which are mounted to the rib and coupled in series with the drive cog and the actuator cog so as to transmit torque from the drive cog to the actuator cog which moves the high lift device between a retracted position and an extended position in which the high lift device increases the camber of the wing. The sizes of the cogs in the gear train are selected so that the drive shaft rotates at a higher rate than the high lift device.

Abstract: A slat for fixed-wing aircraft that includes a leading edge, a trailing edge, a chord, and an inboard edge that includes particular dimensions to affect airflow over the wing.

Abstract: A multi-element airfoil system includes an airfoil element having a leading edge region and a skin element coupled to the airfoil element. A slat deployment system is coupled to the slat and the skin element, and is capable of deploying and retracting the slat and the skin element. The skin element substantially fills the lateral gap formed between the slat and the airfoil element when the slat is deployed. The system further includes an uncoupling device and a sensor to remove the skin element from the gap based on a critical angle-of-attack of the airfoil element. The system can alternatively comprise a trailing edge flap, where a skin element substantially fills the lateral gap between the flap and the trailing edge region of the airfoil element. In each case, the skin element fills a gap between the airfoil element and the deployed flap or slat to reduce airframe noise.

Abstract: A flight control surface such as a slat capable of keeping and achieving a minimum basic functions even when it is damaged by collisions of birds or the like, and a wing using the same are provided. Both ends of one wire cable 15 or more are fixed to paired ribs 10A and 10B provided in a short direction of the slat. This wire cable 15 is placed so as to pass through a through-hole 13 formed in each of the ribs 10 positioned between the paired ribs 10A and 10B. Even if birds or the like collide with slat 3 at the time of a flight of the aircraft to damage and deform not only a skin 4 of the slat 3 but also any rib 10, the wire cable 15 between the paired ribs 10A and 10B prevents the slat 3 from being broken into pieces.

Abstract: An aircraft includes at least one net for reducing aerodynamic noise from a structural element of the aircraft. The flexible net associated with the structural element is retractable and capable of occupying at least one position located between the following two end positions: a deployed position, in which the net is placed in a turbulence area, and a retracted position, in which the net is at least partially outside the turbulence area. The net may be automatically moved between positions based on an aircraft parameter such as speed or altitude.

Abstract: A load introduction element for a movable surface of an aircraft comprises a load introduction body that is connectable with the surface. A fitting connected with the load introduction body with a first section and a second section. The first section comprises a first bearing means, the second section comprises a second bearing means, and the first or second section comprises a third bearing means. The fitting is pivotally connected with the load introduction body by way of the first bearing means. An adjustment unit connects the second bearing means with the load introduction body in a variable position and is positioned on a side of the load introduction body that is opposite the fitting. In this manner adjustment of a reference position of a surface takes place without the need for an access flap. By loosening the adjustment unit the movable surface is pivotable without moving a flap drive.

Abstract: A Krueger, or leading edge flap, deployable from a lower aerodynamic surface of an aircraft main wing element so as to form a slot between the Krueger and the main wing element when deployed, the deployed Krueger having a leading edge, a trailing edge and upper and lower aerodynamic surfaces extending between the leading edge and the trailing edge, and a flow deflector which provides an effectively divergent flap profile thickness in the downstream direction at or adjacent the Krueger trailing edge so as to direct airflow away from the lower aerodynamic surface of the deployed Krueger towards an upper aerodynamic surface of the main wing element. Also, aircraft wing assembly including a main wing element and the Krueger.

Abstract: A device and methods for low speed performance improvement of a lifting surface assembly are disclosed. At least one vortex generator is coupled to the lifting surface assembly, and the vortex generator is extended through the lifting surface assembly by drooping a hinged leading coupled to the lifting surface assembly to increase lift. The vortex generator is retracted inside the lifting surface assembly to decrease drag.

Abstract: A high lift component includes at least one intermediate seal on at least one lateral surface, wherein the intermediate seal includes at least one hollow body made of an elastic material, which hollow body includes a fluid inlet that is connectable to a fluid source. A gap between two high lift components, which gap is subjected to dynamic changes in geometry, can be flexibly sealed in this manner.

Abstract: A high lift system for an aircraft includes a basic body, a flap which is movably mounted on the basic body and has a flap edge, and a retaining element. The high lift system is set up to form a gap between the flap edge and the basic body. The retaining element is mounted on a region of the flap close to the flap edge and extends towards the basic body to restrict the distance between the flap edge and the basic body. The retaining element is preferably configured as a linear attachment means. Consequently, a gap dimension between a flap and a basic body can be influenced to restrict flexing effects during loading of the flap and of the basic body.

Abstract: A slat support and deployment apparatus comprising a master slat support and deployment assembly and a slave slat support and deployment assembly is disclosed. The master and the slave slat support and deployment assembly each include an arm having a free end attachable to the same slat at spaced locations along its length for deployment and retraction of said slat in a direction generally parallel to a wing in response to simultaneous movement of said arms. The master and the slave slat support assemblies each include a coupling for attaching said free end of each arm to a slat and the coupling that couples the free end of the arm of each slat support and deployment assembly to a slat is configured to allow movement of that slat relative to said free end of said arm of each slat support and deployment assembly during deployment and retraction of said slat.

Abstract: A small secondary leading edge device, called a compound Krueger vane, works in parallel with a primary device (e.g., a Krueger flap) to delay flow separation on an aircraft wing. The compound Krueger vane is deployed behind a gapped Krueger flap to turn flow ahead of the wing attachment region on the underside of the wing. The compound Krueger vane turns flow that moves forward from the wing lower surface attachment region toward the leading edge of the wing, thereby delaying flow separation on the aircraft wing.

Abstract: An aircraft control surface operating device is provided for operating a control surface on an aircraft body portion to move between a retracted position and an extended position. The aircraft control surface operating device includes a control surface mounting assembly which movably secures the control surface to the aircraft body portion, a drive arm rotatable about a drive axis relative to the aircraft body portion, an actuator for rotating the drive, and a drive link connecting the drive arm to the control surface mounting assembly. The drive link has a control end connected to the control surface mounting assembly and a driven end connected to the drive arm via a drive bearing joint. The drive link connects the drive arm and the control surface mounting assembly such that rotation of the drive arm is causes extending or retracting movement of the control surface.

Abstract: Embodiments of the invention relate to an aerodynamic body with an extension in the spanwise direction, wing chord direction and wing thickness direction for coupling to a wing of an aircraft. This aerodynamic body can here be used for a leading edge flap or slat of an aircraft wing. To improve the flow characteristics, the rear side of the aerodynamic body is provided with a skin section that can be molded between a convex curvature and concave curvature.

Abstract: An mechanism for kinematic guidance of a body during its adjustment on a supporting structure. The body is moved between a refracted position and an extended position while performing a movement in a longitudinal direction in combination with a rotary movement. The mechanism includes first and second transmission levers for coupling to the supporting structure, a base connection lever to which these levers are coupled, third and fourth transmission levers coupled to the base connection lever, an adjusting lever coupled to the third and fourth transmission levers for attachment of the adjustable body, to adjust the body by a movement of the adjusting lever, and a coupling lever coupled to the first or second transmission lever and to the third or fourth transmission lever. During a movement of the adjusting lever, the first and second transmission levers each move opposite to the third and fourth transmission levers.

Abstract: A high-lift system for an aircraft with a main wing and a slat that by way of an adjustment device is adjustable relative to the main wing to various adjustment states, with a gap resulting between the rear of the slat, which rear faces the main wing, and the main wing, where the size of the gap results from the adjustment state of the slat relative to the main wing, where in the interior of the slat an air guidance channel with at least one inlet and an outlet is formed, where the inlet is arranged at the rear, which faces the main wing, in order to influence the airflow in the gap.