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 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: 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: 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.

Abstract: An aircraft wing including a wing box and a nose flap moveably connected to the wing box by first and second folding hinges. A first transverse link is pivotally connected to first portions of the first and second folding hinges. A second transverse link is pivotally connected to second portions of the first and second folding hinges. An actuator is connected diagonally between the first and second transverse links for moving the nose flap between a retracted position and an extended position. The instant abstract is neither intended to define the invention disclosed in the specification nor intended to limit the scope of the invention in any way.

Abstract: A wing for use on a supersonic aircraft that includes an inboard section a central section of the wing outboard of the inboard portion, and an outboard section. The outboard section can be a winglet oriented anhedrally relative to a lateral axis of the supersonic aircraft. Leading edge segments on the inboard section, central section and outboard winglet may have mounted thereon leading-edge flaps. These flaps are adjusted by a control system operable to reposition the leading-edge flaps in order to improve the aerodynamic performance of the supersonic aircraft. This winglet promotes sonic boom minimization. Further, the wing tip anhedral allows greater inboard dihedral. This effectively pushes lift aft for sonic boom and control purposes while minimizing the movement of control surfaces.

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: An aircraft wing comprises a leading-edge slat, the slat including a main body portion and a slat extension arranged at a spanwise end of the main body portion. The cross-sectional area of the slat extension is less than the cross-sectional area of the main body portion. The slat extension may therefore provide some of the aerodynamic benefits of the slat, whilst enabling the volume of the leading-edge of the wing on which the slat is mounted, to be relatively large. The chord and thickness to chord ratio of the slat extension may be less than the equivalent dimensions on the slat.

Abstract: An aircraft wing including a wing box and a nose flap moveably connected to the wing box by first and second folding hinges. A first transverse link is pivotally connected to first portions of the first and second folding hinges. A second transverse link is pivotally connected to second portions of the first and second folding hinges. An actuator is connected diagonally between the first and second transverse links for moving the nose flap between a retracted position and an extended position. The instant abstract is neither intended to define the invention disclosed in the specification nor intended to limit the scope of the invention in any way.

Abstract: 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: An aircraft comprises first and second wings positioned on opposite sides of a longitudinal axis with each of the first and second wings including an upper surface and a lower surface, wherein no control surfaces are attached to the lower surface of the wings. A first forward opening control surface is attached by a first hinge to an upper surface of the first wing and a second forward opening control surface being attached by a second hinge to an upper surface of the second wing. Each of the first and second hinges is canted with respect to a direction perpendicular to the longitudinal axis. A method of yaw control performed by the aircraft is also included.

Abstract: An aerofoil comprising: an upper surface; a lower surface; a leading edge between the upper and lower surfaces at the front of the aerofoil; and a trailing edge between the upper and lower surfaces at the rear of the aerofoil. The leading edge has a projection where it meets the lower surface, and a cove between the projection and the upper surface. A flow vortex is formed in the cove which exhibits increasingly strong axial flow that retains flow attachment to higher angles of attack. The aerofoil may comprise a main wing element or a flap. The novel geometry of the leading edge of the trailing aerofoil enables the leading aerofoil to be shaped in a way that reduces noise.

Abstract: Nowadays position pickup units are commonly used in order to measure the rotation position of a shaft for operating a landing flap or landing slat or a brake flap in an aircraft. In the case of failure of such a position pickup unit (PPU) the corresponding drive motor of the shaft has to be switched off because position data is no longer present. According to one embodiment of the present invention a device for determining the rotation angle of a shaft in an aircraft is stated, with said device comprising a shaft and a motor, wherein rotation of the shaft is measured by way of the motor. This measuring data can be evaluated together with the data of the PPU. In this way improved system availability is ensured.

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: Aircraft leading edge device systems and methods for sizing such systems are disclosed. In one embodiment, a spanwise lift coefficient distribution for an airfoil corresponding to at least one design condition and at least one aircraft angle of attack is identified, and a leading edge device chord length is sized to at least approximately achieve the selected spanwise lift coefficient distribution. In another embodiment, a spanwise distribution of aircraft angles of attack corresponding to local maximum lift coefficients for an airfoil operated at a design condition is identified, and a leading edge device chord length at each of a plurality of spanwise locations is sized to achieve the distribution of aircraft angles of attack corresponding to local maximum lift coefficients. In yet another embodiment, a leading edge device chord length is tapered in two, at least approximately opposite, spanwise directions.

Abstract: Aerospace vehicle leading edge slat devices and corresponding methods are generally disclosed herein. One aspect of the invention is directed toward an aerospace vehicle system that includes an airfoil having a leading edge. The system further includes a first flow body fixedly coupled to the airfoil to form at least one gap between the leading edge of the airfoil and the first flow body. A second flow body can be coupled to the airfoil and can be movable between at least a retracted position where the second flow body is positioned to at least approximately aerodynamically seal the at least one gap, and an extended position where the second flow body is positioned to allow fluid flow through the at least one gap.

Abstract: Aircraft and leading edge apparatuses and corresponding methods are disclosed. In one embodiment, an aircraft system includes an airfoil with a leading edge device that is movable among a retracted position, at least one first extended position, and a second extended position. A first actuator can be operatively coupled to the leading edge device to move the flow surface between the retracted and the at least one first extended position. A second actuator can be operatively coupled to the leading edge device to move the flow surface between the at least one first extended position and the second extended 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: An apparatus for an airplane or other equipment is provided. The apparatus may comprise a multitude of connected arms which are adapted to rotate relative to one another. One end of the apparatus may be connected to a fixed wing, while another end of the apparatus may be connected to a moving slat. The apparatus may be used to deliver conduit from the fixed wing to the moving slat. The conduit may comprise one or more of an electrical de-icing wire, a sensor wire, a control wire, a fiber optic line, and a pneumatic line. Within an internal pathway of the apparatus, the conduit may be freely looped around a curved surface at least one-half turn and fixedly secured to a linear surface. Methods of use and assembly are also provided.

Abstract: An extendable leading edge for the fuselage and wings of an aircraft is disclosed. The leading edge may be extended from a retracted position adjacent to the fuselage and wings to an extended position. In the extended position, the leading edge increases lift of the aircraft at low speeds. In the retracted position, gaps associated with the leading edge are avoided.

Abstract: A compact actuator (20) is arranged to selectively move an airfoil surface (27) relative to a support (27) relative to a support (21). The actuator includes a gear reduction unit (24) mounted on the support. The gear reduction unit has a ring gear (25) adapted to be rotated about a longitudinal axis (x—x), and a pinion (26) mounted on the ring gear. All bearings for the pinion gear are physically located within the gear reduction unit. The pinion gear engages a rack (23) attached to the airfoil surface such that rotation of the pinion gear will move the airfoil surface relative to the support.

Abstract: A fairing arrangement for bridging an aircraft fixed structure (14) and a control surface (10) hingedly mounted on and angularly displaceable with respect to the aircraft structure is provided, together with a method of producing a flexible seal member for such an arrangement. The fairing arrangement includes first and second fairing portions (22, 24) on the fixed aircraft structure (14) and control surface (10) respectively with an intermediate flexible seal (26) disposed between them. The flexible seal (26) is of composite construction being made of rubber-like material with a series of reinforcing plies (341 to 345). The plies are of fabric construction and the seal is deformable to accommodate differential movement between the first and second fairing portions (22, 24) to provide a continuous seal therebetween.

Abstract: Methods and apparatuses for controlling airflow proximate to engine/airfoil systems are disclosed. In one embodiment, an aircraft system includes an airfoil and an engine unit at least proximate to the airfoil with a gap between a portion of the airfoil and a portion of the engine unit. The system can further include a flow control device proximate to the gap and positionable among at least three stationary positions, including a retracted position in which the gap has a first area through which fluid can flow, a first extended position in which the gap is at least approximately aerodynamically sealed, and a second extended position in which the gap has a second smaller area through which fluid can flow. A control system can be coupled to the flow control device to move the flow control device among these positions.

Abstract: A deployment system for deploying a moveable wing surface (22) from a main wing section (8). The deployment system includes a plurality of swing arm assemblies (24,26) connecting the moveable wing surface (22) to the main wing section (8) and a drive means for deploying and retracting the moveable wing surface (22), wherein at least one of the swing arm assemblies (24,26) includes a swing arm (28) pivotably connected to the main wing (8) and a connector mechanism (34) for connecting the movable wing surface (22) to the swing arm (28).

Abstract: Methods and apparatuses for controlling airflow with a leading edge device having a flexible flow surface. In one embodiment, the airfoil includes a first portion having a first flow surface and a second flow surface facing opposite from the first flow surface. The second portion of the airfoil has a leading edge and is movably coupled to the first position. The second portion can move between a first position and a second position offset from the first position by an angle of from about 45° to about 90° or more. The second portion includes a flexible flow surface having a first shape when the second portion is in the first position and a second shape different than the first shape when the second portion is in the second position. A guide structure can be coupled between the first portion and the second portion.

Abstract: A slat is selectively extended from a main wing body, with a concave rear surface of the slat facing a convex forward nose surface of the wing body, with a slat gap therebetween. At least one row of flexible bristles is movably arranged relative to the lower rear edge of the slat, to flexibly protrude up into the slat air gap. At least one row of flexible bristles is movably arranged along the upper rear edge of the slat to extend rearwardly over the slat air gap and the upper surface of the main wing body. The flexible bristles are flexibly self-positioning and self-contouring due to the aerodynamic forces acting thereon, to improve the air flow conditions through the slat gap, separate the slat gap airflow from an entrapped eddy vortex on the concave rear surface of the slat, and thereby reduce the aerodynamic noise generated along the slat gap.

Abstract: A wing includes a main wing section and a moveable wing surface that is adjustable relative to an adjacent edge of the main wing section to alter the camber of the wing. The adjacent edge of the main wing section is shaped such that the moveable wing surface remains substantially in contact with the main wing section when the moveable wing surface is positioned between a fully retracted condition and a partially deployed condition, and a slot is provided between the moveable wing surface and the main wing section when the moveable wing surface is positioned between the partially deployed condition and a fully deployed condition.

Abstract: A slat is selectively extended from a main wing body, with a concave rear surface of the slat facing a convex forward nose surface of the wing body, with a slat gap therebetween. At least one row of flexible bristles is movably arranged relative to the lower rear edge of the slat, to flexibly protrude up into the slat air gap. At least one row of flexible bristles is movably arranged along the upper rear edge of the slat to extend rearwardly over the slat air gap and the upper surface of the main wing body. The flexible bristles are flexibly self-positioning and self-contouring due to the aerodynamic forces acting thereon, to improve the air flow conditions through the slat gap, separate the slat gap airflow from an entrapped eddy vortex on the concave rear surface of the slat, and thereby reduce the aerodynamic noise generated along the slat gap.

Abstract: An elastically expandable hollow displacement element is secured to the rear surface of an aircraft wing slat. When the displacement element is contracted, the slat may be retracted onto the wing's leading edge. When the slat is extended, the displacement element is expanded to protrude convexly from the slat, thereby preventing vortex formation in the slat air gap and reducing aero-acoustic noise. A pressure control system for inflating and deflating the displacement element includes a bleed air line connected from the aircraft engine bleed air system to the displacement element, a shut-off valve and a pressure control valve interposed in series in the bleed air line, and a slat contour controller connected by respective signal lines to the valves, which control the quantity and the pressure of the bleed air supplied into the displacement element, for properly inflating the same.

Abstract: A device (22) fitted with ribs is placed on a cylindrical rod (20) so that it is fixed to it in bending. The device (22) is formed of at least three ribs connected to each other at their ends, and at least one pair of elements in the form of a star connecting the ribs together, at least close to its central region. This device enables the rod (20) to apply an approximately radial force to the center of the rod through an actuator onto webs (24) bearing on its ends, minimizing the mass for a given spacing of the webs (24). The device is particularly applicable to the control of aircraft control surfaces.

Abstract: A stabilizer suitable for stabilizing a shock formed during transonic velocity is presented. The stabilizer comprises an inboard end, an outboard end that forms an airfoil, which is positioned opposite the inboard end and, an upper surface that extends between the inboard end and the outboard end. A lower surface also extends between the inboard end and the outboard end and is positioned to oppose the upper surface. A leading edge between the upper surface and lower surface forms the stabilizer nose. A trailing edge positioned opposite the leading edge forms a generally concave surface. The outboard end of the stabilizer forms a predetermined angle omega with the trailing edge for positioning the outboard end relative to the trailing edge. The outboard end of the stabilizer forms a predetermined angle tau with the leading edge for providing a forward sweep angle.

Abstract: A wing includes a main wing section and a moveable wing surface that is adjustable relative to an adjacent edge of the main wing section to alter the camber of the wing. The adjacent edge of the main wing section is shaped such that the moveable wing surface remains substantially in contact with the main wing section when the moveable wing surface is positioned between a fully retracted condition and a partially deployed condition, and a slot is provided between the moveable wing surface and the main wing section when the moveable wing surface is positioned between the partially deployed condition and a fully deployed condition.

Abstract: Disclosed is a fluid vehicle having one or more vertical wings in contact with the fluid for generating a forward motion. This fluid vehicle also has a stabilizing torque system for generating jets transverse to the forward motion for the purpose of counterbalancing any capsizing effect. Preferably, the system is devised to generate up and down jets to the opposite ends of at least one horizontal wing.

Abstract: A separating surface (6) is arranged on an additional airfoil for an aircraft main wing (3). The separating surface (6) is hinged on the main wing (3) and can be extended. The separating surface (6) extends in the direction of the main wing (3) and is arranged along a separation flow line (9) between a vortex flow region (8) and a slat cove flow (7) of the air flowing between the additional airfoil and the main wing (3).

Abstract: An aircraft wing useful for reducing wing-generated noise comprises: (a) a main element having a leading edge and a trailing edge; (b) at least one slat having a leading edge and a trailing edge, wherein the slat acts cooperatively with the main element to provide lift to the aircraft, and the main edge leading edge and slat trailing edge define a cavity there between; and (c) at least one sound-absorbing structure located on at least a portion of the main element leading edge, at least a portion of the slat trailing edge, in the cavity, or combinations thereof. If located on the main element leading edge or slat-trailing edge, the sound-absorbing structure may be a honeycomb load-bearing structure such as a honeycomb load-bearing structure having a perforated skin or a machine grid structure having an outer skin which is bonded or perforated. If located in the cavity, the sound-absorbing structure may be a flow blocker.

Abstract: A wing assembly for an aircraft moveable slat system has a fixed structure and a contoured surface. The fixed structure has an exterior surface defining an external contour and an internal surface defining a cavity. The fixed structure also has one or more edges defining a cutout. The contoured surface is coupled to one or more of the edges of the cutout and extends into the cavity. The contoured surface promotes airflow from the cavity to the external contour. The result is a solution to aerodynamic losses that does not require an auxiliary track system or moving parts.

Abstract: A wing assembly for an aircraft moveable slat system has a fixed structure and a contoured surface. The fixed structure has an exterior surface defining an external contour and an internal surface defining a cavity. The fixed structure also has one or more edges defining a cutout. The contoured surface is coupled to one or more of the edges of the cutout and extends into the cavity. The contoured surface promotes airflow from the cavity to the external contour. The result is a solution to aerodynamic losses that does not require an auxiliary track system or moving parts.

Abstract: An elastically expandable hollow displacement element is secured to the rear surface of an aircraft wing slat. When the displacement element is contracted, the slat may be retracted onto the wing's leading edge. When the slat is extended, the displacement element is expanded to protrude convexly from the slat, thereby preventing vortex formation in the slat air gap and reducing aero-acoustic noise. A pressure control system for inflating and deflating the displacement element includes a bleed air line connected from the aircraft engine bleed air system to the displacement element, a shut-off valve and a pressure control valve interposed in series in the bleed air line, and a slat contour controller connected by respective signal lines to the valves, which control the quantity and the pressure of the bleed air supplied into the displacement element, for properly inflating the same.

Abstract: A leading edge assembly for an airfoil. The assembly includes a Variable Camber Kreuger (VCK) panel which is hingedly attached at a forward end to a bullnose. Forward and aft suspension links serve to suspend the leading edge assembly within a recessed area in a lower surface of an airfoil in a cruise position. A linkage assembly operably associated with the forward and aft suspension links causes the VCK panel to be rotated from its cruise position into a take-off or a landing position in a manner which prevents scooping of air into the recessed area of the airfoil during this extending movement. A forwardmost edge of the panel overlaps a portion of the bullnose, to thus eliminate the need for a seal at this interface when the assembly is in the landing or the take-off positions. When in the take-off position, a trailing edge of the VCK panel overlaps an upper, forward edge of the airfoil to eliminate the need for a seal at this interface.

Abstract: An aerodynamic component such as a helicopter rotor blade has an aerodynamic flow profile, a free end and a mounting end forming a blade root for attachment to a rotor mast. A blade section between the root and the free end has a leading edge and a trailing edge as viewed in the flow or chord direction. The blade is enclosed on its suction side and its pressure side with a respective skin. A nose flap or leading edge flap is secured to the leading edge by a bearing or hinge. The blade tilting angle is adjustable by piezo-drive elements arranged in at least one pair forming an actuator for each nose flap. The piezo-elements of a pair are arranged in the chord direction one behind the other and the pair is secured to the body of the blade by a fixed point positioned between the elements of a pair. The expansion and contraction from the piezo-element closer to the trailing edge is transmitted to the flap by a push rod.

Abstract: An arrangement of an airfoil, such as a main wing of an aircraft, includes a close-mounted engine on a short pylon connected to the airfoil, an inboard slat arranged inboard from the engine pylon along the leading edge of the airfoil, and an auxiliary high lift device. An open cut-out space is formed between the outboard edge of the inboard slat, the engine pylon, and the leading edge of the airfoil when the inboard slat is extended. The auxiliary high lift device is configured and arranged to be extendable into an extended position in which it aerodynamically covers or closes the cut-out space. The auxiliary high lift device is a movable high lift component that can be retracted into a retracted position in which it is recessed and integrated into the outer contour of the engine nacelle and/or the pylon. Thereby, the structural arrangement and mechanisms necessary for extending and retracting the auxiliary high lift device are simplified, and the weight and costs are reduced.

Abstract: A deployment system for deploying a moveable wing surface such as a slat from a main wing section includes a first swing arm assembly (24) and a second swing arm assembly (26), which connect the moveable wing surface (22) to said main wing section (8). The first swing arm assembly (24) includes a first swing arm (30) that is pivotably connected to the moveable wing surface, and the second swing arm assembly (26) includes a second swing arm (44) that is connected to the moveable wing surface (22) via a lost motion mechanism (50) that includes a sliding joint (58).