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: An assembly for an aircraft including a first structure mounted to a second structure, and a power transfer assembly electrically connecting the first and second structures. The first structure is movable relative to the second structure between a retracted and an extended position. The power transfer assembly includes a housing, a spool mounted for rotation relative to the housing and biased to rotate in a first direction, and an electrical cable adapted to be wound around the spool when the spool rotates, such that movement of the first structure from its retracted to its extended position causes the cable to be unwound from the spool by rotation of the spool in a second direction opposite the first. Also, a method of electrically connecting the first and second structures. The invention may be applied to an aircraft wing to electrically connect a leading edge slat to a fixed airfoil portion.

Abstract: The present invention relates to a sensor system for monitoring the synchronism of control surfaces of an aircraft with two transmission links for the mechanical transmission of the movements of one or more control surfaces to at least one sensor, wherein the two transmission links are coupled with each other mechanically and/or via the at least one sensor, whereby a difference between the movements transmitted by the transmission links can be monitored.

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: 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 aircraft comprises a wing (2) defining an aerofoil surface, the wing (2) comprising a drooped leading edge flap (1) being moveable between a stowed position and a deployed position. The wing (2) is so arranged that during flight when the high-lift device is in the deployed position, air may flow through an opening (7) in the wing (2) and over the aerofoil surface. During flight, air preferably flows into the boundary layer (13) on the upper surface of the wing (2). This energises the boundary layer (13), aft of the trailing edge of the drooped leading edge flap increasing its stability allowing the maximum achievable lift coefficient to be increased and hence reducing aircraft take-off and approach speeds.

Abstract: Aircraft wings are provided with aerodynamic devices that improve the wing's low airspeed aerodynamics. In preferred embodiments, the aircraft wings include a slat operatively positioned at the wing's leading edge for movement between a retracted position for relatively high airspeed aircraft operations, and a deployed position for relatively low airspeed aircraft operations. An aerodynamic device is positionally fixed to the wing laterally adjacent the leading edge slat, the device having a forward end extending forwardly of the wing leading edge. The device is operable in response to movement of the slat into the deployed position thereof so as to improve the aerodynamics of the wing at low airspeed aircraft operations, but provides substantially no aerodynamic improvement when the slat is in the retracted position thereof during high airspeed aircraft operations.

Abstract: An aircraft system may include an airfoil and a deployable device coupled to the airfoil. The system may further include a shape memory alloy actuator coupled between the airfoil and the deployable device. The actuator may be movable between a first position with the deployable device deployed relative to the airfoil, and a second position with the deployable device stowed relative to the airfoil. The system may additionally include an activatable link positioned between the actuator and the deployable device. The link may have an engaged configuration in which motion of the actuator is transmitted to the deployable device, and a disengaged configuration in which motion of the actuator is not transmitted to the deployable device.

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: Concepts and technologies described herein provide for a low noise aircraft wing slat system. According to one aspect of the disclosure provided herein, a cove-filled wing slat is used in conjunction with a moveable leading edge element of an aircraft wing to provide a high lift system. The moveable leading edge element may include a one-piece or two-piece panel that retracts within the aircraft wing to accommodate the cove-filled slat in the stowed position. Upon deployment of the cove-filled slat, the moveable leading edge element deploys outward to create a continuous outer mold line shape with the wing.

Abstract: An actuation system for deploying and retracting a lift assisting device of a wing of an aircraft, is presented. The actuation system includes a track pivotally coupled to the lift assisting device, a shaft rotating in response to flight control signals to deploy or retract the lift assisting device, means for actuating the lift assisting device between a retracted position and a deployed position along an arcuate path, a plurality of track roller bearings and a plurality of side roller bearings. The roller bearings rotatably contact the track to guide the track along the arcuate path. The track roller bearings are comprised of an outer ring, a split inner ring and liners disposed between bearing surfaces of the outer and the inner rings. The split inner ring is configured for accommodating deflection and bending of a mounting pin coupling the track roller bearing in proximity to the track.

Abstract: A system for reducing aerodynamic noise of a supplementary wing of an aircraft is provided. The supplementary wing is hinged to a main wing and is extendable when a gap region between the main wing and the supplementary wing is opened. The system includes a separating surface which can be moved into the gap region when the supplementary wing is extended and which extends at least partially along a separation flow line between a vortex flow region and a gap flow for the air flowing in the gap region. The separating surface is an n-stable surface which through an actuator device can be moved between at least one of the stable states and at least one additional state.

Abstract: A method of reducing drag of a leading edge device having first and second flow surfaces includes coupling the first flow surface to an airfoil and coupling the second flow surface to the first flow surface. The leading edge device may be moved between a retracted position and an extended position. The second flow surface may be positioned generally behind the first flow surface during at least a portion of the movement of the leading edge device between the retracted and extended positions.

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 lift-augmenting leading edge flap for a carrying wing of an aircraft, wherein the flap comprises an essentially rigid main body which makes a transition from the first side to the second side of the wing the flap being adjustable by a retention- and actuation mechanism coupled between the flap and wing box, between a first, retracted, position and a second, extended, position, wherein the first transition region of the flap is slidable to rest in each position essentially free of any gap, against the first skin of the wing box or against the wing end cover, in relation to the wing end cover.

Abstract: A vertical tail for use with an aircraft or other form of mobile platform. The vertical tail includes a main element which is fixedly secured to the mobile platform, and a leading edge element that is movably secured to the main element. The cross section of the leading edge element is symmetric about the cruise chord line of the tail. The leading edge element can be pivoted and/or extended to create a gap with the main (fixed) element. The movable leading edge element is used to increase the maximum yawing moment provided by the vertical tail. The maximum yawing moment is increased when air flow is incident from either side of the vertical tail.

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 method of reducing drag of a leading edge device having first and second flow surfaces includes coupling the first flow surface to an airfoil and coupling the second flow surface to the first flow surface. The leading edge device may be moved between a retracted position and an extended position.

Abstract: Aircraft systems with shape memory alloy (SMA) actuators, and associated methods are disclosed. A system in accordance with one embodiment includes an airfoil, a deployable device coupled to the airfoil, and a shape memory alloy actuator coupled between the airfoil and the deployable device. In one embodiment, the deployable device can be coupled to the airfoil with a hinge having a hinge load path supporting the deployable device relative to the airfoil, and the actuator can be movable along a motion path different than the hinge load path between a first position with the deployable device deployed relative to the airfoil, and a second position with the deployable device stowed relative to the airfoil.

Abstract: An aircraft wing slat for mounting to a leading portion of an aircraft wing includes a main body section and a forward section, wherein the forward section is demountable from or releasably secured to the main body section. The forward section may have a nose skin with an electrically powered heater. The electrically powered heater may be integral with the nose skin and may be microporous such that it is integrated into surrounding dielectric to contribute to the mechanical strength of the nose skin. A demountable forward section of an aircraft wing slat, a main body section of an aircraft wing slat arranged to receive a demountable forward section, an aircraft wing and an aircraft wing slat with a nose skin with an electrically powered heater are also disclosed.

Abstract: A high-lift system for an aircraft includes a main wing, a lift flap arranged on the main wing of the aircraft, which lift flap is adjustable, between a retracted position and several extended positions relative to the main wing of the aircraft, by means of a flap adjustment mechanism for coupling the lift flap to the main wing and by means of a drive device, wherein the flap adjustment mechanism comprises at least two adjustment devices arranged so as to be spaced apart from each other in the wingspan direction, with each adjustment device including a first lever and a second lever, where the first end piece of the second lever is pivotally and slidably held on the main wing, while the second end piece of said second lever is pivotally held on the lift flap.

Abstract: A device for controlling a vortex trail generated by an oblong element of an aircraft bearing surface includes a control component arranged on a fixing element of the oblong element and on a bearing surface such that a base of the control component contacts the leading edge of the bearing surface. The control component has a triangular shape, on a plane perpendicular to the longitudinal axis thereof, whose two adjacent sides form flanks interconnected by a rounded edge.

Abstract: Sealing system for the gap (2) between the fuselage (3) and the elevator (4) of the orientable horizontal stabiliser (5) of an aircraft, extended with an aerodynamic fairing (8) for sealing of the opening (24) between the fuselage (3) and said orientable horizontal stabiliser (5) which comprises a main body (1) and an aerodynamic fairing (8) which is extended from the main body (1) in continuity with the latter, and a plurality of first elastic sealing profiles (9) between the first surface (11) of the main body (1) including the aerodynamic fairing (8) and the outer surface of the fuselage (3) and making contact with them, and a plurality of second elastic sealing profiles (13) between the second surface (12) of the main body (1) and the first end of the elevator (15) and making contact with them, in such a way that the sealing takes place of the gap (2) and the opening (24) and an aerodynamic continuity is produced between the orientable horizontal stabiliser (5), the fuselage (3) and the elevator (4) when

Abstract: An apparatus and method for wind debris detection comprises a spring loaded probe that is deployed on the leading edge of an aircraft wing into an area where debris formation might impact wing aerodynamic performance. The probe travel is sensed by sensors (angular displacement, linear displacement, proximity, torque, load cell on spring, and the like), and if the sensor(s) detect that probe travel is limited then presence of debris is indicated.

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: The present invention is directed generally toward leading edge flap apparatuses and corresponding methods. One aspect of the invention is directed toward an aircraft system having an airfoil, an actuator driver, and a leading edge device with two flow surfaces and six links. In a further aspect of the invention, the flow surfaces of the leading edge device are at least approximately located in the same position when the actuator driver is in two different positions. Another aspect of the invention is directed toward an aircraft system having an airfoil and a leading edge device movable between at least a retracted position and an extended position along a motion path having two segments. The second flow surface can be positioned generally behind and/or generally above the first flow surface when the first and second flow surfaces are located in the first segment of the motion path.

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

Abstract: A high-lift system on the wing of an aircraft and a method for its operation are described. High-lift flaps (2) which are arranged on the wing (1) are extended from a retracted position in order to increase the lift, and a slot (3) through which flow passes from the lower face to the upper face of the wing (1) is opened (advanced slat/flap-gap control). According to the invention, the slot (3) through which flow passes is opened independently of the position of the high-lift flap (2). This makes it possible to selectively achieve a better maximum coefficient of lift (CL) or a better lift-to-drag ratio with less noise being produced.

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

Abstract: The invention relates to an aircraft wing comprising a wing fixed central body, and a leading edge mobile slat (16) designed to be moved in rotation relative to said fixed central body along a circular trajectory inscribed on a sphere with centre (C). According to the invention, the wing also comprises a cable carrier chain (30) comprising links (34) articulated to each other through articulation axes (44) that converge towards a single point, the chain being connected at its two ends to the fixed central body and to the mobile slat. Furthermore, said single point is the centre (C) of the sphere, located on a rotation axis (42) of the leading edge mobile slat relative to the wing fixed body.

Abstract: A system for reducing aerodynamic noise of a supplementary wing of an aircraft is provided. The supplementary wing is hinged to a main wing and is extendable when a gap region between the main wing and the supplementary wing is opened. The system includes a separating surface which can be moved into the gap region when the supplementary wing is extended and which extends at least partially along a separation flow line between a vortex flow region and a gap flow for the air flowing in the gap region. The separating surface is an n-stable surface which through an actuator device can be moved between at least one of the stable states and at least one additional state.

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 wing, comprising a structure, an outer skin, and a leading edge device comprising a moveable body with a leading and a trailing edge and a support and actuation mechanism for attaching said moveable body to a structure of a wing and guiding a substantially circular motion of said moveable body, around a hinge line, between a retracted position and at least one deployed position. Said leading edge device further comprises at least one guiding device comprising a track and a follower with a roller. The track follows a substantially circular arc substantially centered on the hinge line. The roller is arranged to be guided by the track and hold down said moveable aerodynamic surface so as to substantially restrict lift-off of its trailing edge from the outer skin of the wing.

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

Abstract: A high-lift system on the airfoil of an aircraft, comprising a main wing (H) which has a curved main wing nose (N) and comprising a leading-edge flap (V) is disposed retractably on the main wing (H) by means of an arrangement of several levers (a, b, c) so that said leading-edge flap can be moved from a retracted position (I) whilst increasing the expansion of the airfoil profile in the chord direction and whilst increasing its curvature and whilst exposing a gap (g) which guides energetic air from the underside of the leading-edge flap (V) to the upper side of the main wing (H), as far as a fully extended position (III).

Abstract: Link mechanisms, including Stephenson II link mechanisms for multi-position flaps and associated systems and methods are disclosed. A system in accordance with a particular embodiment includes an airfoil having an external flow surface with an upper portion and a lower portion, and with the airfoil forming a base link. The system further includes a six-bar linkage coupled to the airfoil and having a Stephenson II configuration, including a binary second link pivotably connected to the airfoil, a ternary third link pivotably connected to the second link, a binary fourth link pivotably connected to the third link, a ternary fifth link pivotably connected to the airfoil and the fourth link, and a binary sixth link pivotably connected to the third link and the fifth link. The system can further include a deployable leading edge panel carried by the linkage, with the leading edge panel being movable via the linkage between a stowed position and at least one deployed position.

Abstract: The invention relates to a leading edge mobile flap (16) for a main wing of an aircraft, this flap including an aerodynamic skin (18) that has a bird impact-sensitive frontal area (24), and a rear skin (28) integral with the aerodynamic skin (18), the flap also comprising a plurality of ribs (34) spaced out along a leading edge longitudinal direction (X?). According to the invention, the flap additionally includes, between two directly consecutive ribs, a single rigid bird trajectory-deflecting wall (42) anchored to the skins (18, 28). Furthermore, in a cross-section taken along any plane orthogonal to the direction (X?), the wall (42) forms with a geometric chord (26) of the flap an angle (?1) with a value of less than 45°.

Abstract: A method of operating an aircraft wing assembly, the assembly comprising a main wing element with a leading edge; a slat on the leading edge of the main wing element; and a seal member. The assembly is placed in a first configuration during take off in which the slat is in a deployed position with a slot between the slat and the main wing element, and the seal member is in a deployed position in which it seals the slot. During cruise both the slat and the seal member are retracted. During landing the slat is deployed fully with a slot between the slat and the main wing element, but the seal member is kept in its retracted position so that the slot remains open.

Abstract: A leading edge structure is disclosed for an aircraft wing in which a droop nose is articulated by a double hinge.

Abstract: An aircraft wing coupling arrangement couples services to and/or from a wing component which is translationally extendible from the wing of an aircraft. A housing is provided for mounting on the wing and includes a first coupling member. A hollow telescopic assembly extends from the housing for connection at a distal end to the wing component and has a second coupling member at the distal end. The telescopic assembly is extendible between a retracted and an extended position. A service carrying conduit arrangement carries the services to and/or from the wing component and extends through the hollow telescopic assembly from the second coupling member to the first coupling member. The service carrying conduit arrangement is flexible to locate excess thereof in the housing when the hollow telescopic assembly is in the retracted position.

Abstract: The present invention is directed generally toward leading edge flap apparatuses and corresponding methods. One aspect of the invention is directed toward an aircraft system having an airfoil, an actuator driver, and a leading edge device with two flow surfaces and six links. In a further aspect of the invention, the flow surfaces of the leading edge device are at least approximately located in the same position when the actuator driver is in two different positions. Another aspect of the invention is directed toward an aircraft system having an airfoil and a leading edge device movable between at least a retracted position and an extended position along a motion path having two segments. The second flow surface can be positioned generally behind and/or generally above the first flow surface when the first and second flow surfaces are located in the first segment of the motion path.

Abstract: Aircraft wings are provided with aerodynamic devices that improve the wing's low airspeed aerodynamics. In preferred embodiments, the aircraft wings include a slat operatively positioned at the wing's leading edge for movement between a retracted position for relatively high airspeed aircraft operations, and a deployed position for relatively low airspeed aircraft operations. An aerodynamic device is positionally fixed to the wing laterally adjacent the leading edge slat, the device having a forward end extending forwardly of the wing leading edge. The device is operable in response to movement of the slat into the deployed position thereof so as to improve the aerodynamics of the wing at low airspeed aircraft operations, but provides substantially no aerodynamic improvement when the slat is in the retracted position thereof during high airspeed aircraft operations.

Abstract: An aircraft wing comprising a leading element and a trailing element moveably coupled together, said elements being positionable relative to each other so that air can flow from the underside of the leading element over the top of the trailing element through a gap between the leading element and the trailing element, wherein a trailing edge of the leading element proximate to the trailing element is configured to disrupt air flow as it flows over said trailing edge and through the gap.

Abstract: An edge morphing arrangement for an airfoil having upper and lower control surfaces is provided with a rib element arranged to overlie the edge of the airfoil. The rib element has first and second rib portions arranged to communicate with respectively associated ones of the upper and lower control surfaces of the airfoil. A first compliant linkage element has first and second ends and is disposed between the first and second rib portions of the rib element, the first and second ends are each coupled to the interior of a respectively associated one of the first and second rib portions. 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 a selectable one of the first and second rib portions.

Abstract: A lift-augmenting leading edge flap for a carrying wing of an aircraft, wherein the flap comprises an essentially rigid main body which makes a transition from the first side to the second side of the wing the flap being adjustable by a retention- and actuation mechanism coupled between the flap and wing box, between a first, retracted, position and a second, extended, position, wherein the first transition region of the flap is slidable to rest in each position essentially free of any gap, against the first skin of the wing box or against the wing end cover, in relation to the wing end cover.

Abstract: Aerodynamic seals for use with control surfaces on aircraft are described herein. In one embodiment, a seal assembly for use with an aircraft includes a first seal member and a second seal member. The first seal member has a first proximal portion configured to be attached to a fixed airfoil portion of the aircraft, and a first distal portion configured to extend outwardly from the fixed airfoil portion toward a movable control surface. The second seal member has a second proximal portion configured to be attached to the movable control surface, and a second distal portion configured to extend outwardly from the control surface toward the fixed airfoil portion. In this embodiment, the second distal portion is further configured to movably contact the first distal portion to at least partially seal the gap between the fixed airfoil portion and the movable control surface as the control surface moves relative to the fixed airfoil portion.

Abstract: Link mechanisms for gapped rigid Krueger flaps, and associated methods and systems are disclosed. A system in accordance with one embodiment includes a deployable leading edge assembly that in turn includes a deployable leading edge panel having a generally fixed-shape flow surface, a bullnose coupled to the panel, and a link mechanism coupled to the panel and the bullnose to move the panel between a stowed position and a deployed position. The mechanism can include a first support link, a second support link, and first, second, and third positioning links. The positioning links can be pivotably connected among the leading edge panel, the bullnose, the first support link and the second support link so that the leading edge panel forms a gap with the airfoil when in the deployed position. The positioning links can be the only positioning links coupled between the support links, the leading edge panel, and the bullnose at a particular wing span location.

Abstract: Improved supersonic laminar flow wing structure, on a supersonic aircraft, having one or more of the following: strake extending forwardly of the wing inboard extent, raked wing tip, reversed fillet at strake or fuselage junction, inboard leading edge flap extending over less than about 15% of the inboard wing panel span, hybrid plain-split flap having a lower surface portion deflectable downwardly relative to plain flap extent.

Abstract: An aircraft leading edge panel having an outer aerodynamic surface; and an inner surface carrying the elastomeric impact protection membrane. The membrane comprises a woven or knitted fabric which is impregnated with an elastomeric material. The membrane and the panel may be bonded by an adhesive or co-cured to bond the membrane to the panel. The membrane provides impact protection to the panel by de-bonding from the face of the panel and absorbing at least part of the energy of an object impacting the panel.

Abstract: Link mechanisms for gapped rigid Krueger flaps, and associated methods and systems are disclosed. A system in accordance with one embodiment includes a deployable leading edge assembly that in turn includes a deployable leading edge panel having a generally fixed-shape flow surface, a bullnose coupled to the panel, and a link mechanism coupled to the panel and the bullnose to move the panel between a stowed position and a deployed position. The mechanism can include a first support link, a second support link, and first, second, and third positioning links. The positioning links can be pivotably connected among the leading edge panel, the bullnose, the first support link and the second support link so that the leading edge panel forms a gap with the airfoil when in the deployed position. The positioning links can be the only positioning links coupled between the support links, the leading edge panel, and the bullnose at a particular wing span location.