Abstract: In the case of a profile edge of an aerodynamic profile the profile edge (1, 20) comprises multifunctional material on its outside (3, 23) and/or inside (2, 22) or within its structure (11).

Abstract: A sealing device (20) for an airplane (22). The airplane having a wing (24) and a first engine nacelle (26) attached to the wing. The wing having a wing root, a wing tip, a leading edge, a trailing edge and at least a first flap (30b) operatively connected to the leading edge. The flap being actuatable between a retracted position and an extended position. The flap in the extended position defining a gap between the flap and engine nacelle. The sealing device includes a body attached to the engine nacelle. The body having a forward portion (54), a center portion (56) and an aft portion (58). The body being positioned on the engine nacelle to contact the flap when the flap is in the extended position and forming a seal between the flap and nacelle to improve aerodynamic efficiency of the wing. The seal is formed by the flap being nested within the center portion of the body when the flap is in the extended position.

Abstract: The present invention relates to a variable camber wing mechanism. The mechanism includes a main wing, a slat member connected by swing arm members to the main wing, slots in the leading edge of the main wing for the swing arms to pass through, and a shutter member for sealing the slot around each swing arm member by means of a sliding movement parallel to the leading edge. This sealing of the slots prevents ingress of ice and water into the main wing.

Abstract: A tail (14) for an aircraft (10) has a center member (20) pivotally attached to the aircraft (10). A leading edge flap (22) extends along a length of the center member (20). An elastomeric skin (30) is connected between an exterior surface (26) of the center member (20) and an adjacent exterior surface (28) of the leading edge flap (22).

Abstract: An active reinforced elastomer system (50) has a rigid attachment block (56). A stiffening member (58) slides through an opening in the rigid attachment block (56). A shape memory alloy structure (62) is attached to the rigid attachment block (56). An elastomer panel (52) is attached to the rigid attachment block (56) and covers the stiffening member (58).

Abstract: A leading edge flap system for an airplane includes a flap which is rotated about a single hinge point between (i) a retracted position, (ii) an intermediate extended position for high speed maneuvering, and (iii) a fully extended position for low speed maneuvering. In the high speed intermediate position, there is no slot between the flap and the wing leading edge. This position provides additional lift to improve the airplane's turning performance. On the other hand, in the low speed fully extended position, the flap is rotated a greater amount than in the intermediate extended position. In this position there is a slot between the flap and the fixed leading edge to permit air to flow from the bottom of the flap upward and over the upper surface of the leading edge. This improves the lateral stability of the airplane when in a sideslip during stall conditions.

Abstract: A flight control system comprises trailing edge airfoil members pivotally mounted at the trailing edge of each wing of an aircraft and selectively movable on a laterally extending axis between raised and lowered positions for imparting rolling motion to the aircraft. Leading edge airfoil members mounted adjacent the leading edge on each of the wings are movable transversely of the leading edge between a retracted position generally coextensive with the leading edge and an extended position protruding from the leading edge for imparting countervailing aerodynamic forces on the wings to counteract the effects of aeroelastic wing deformation caused in response to operation of the trailing edge airfoil members by increasing the angle of attack of the wing and lift producing surface area of the wing. A pair of actuator mechanisms are mounted on a wing box member at laterally spaced locations for moving the leading edge airfoil members between the retracted and extended positions.

Abstract: A supersonic flight aircraft having a longitudinally forwardly extending fuselage having an axis in the direction of flight, and a wing, and which comprises the wing extending generally laterally relative to the axis, and having a leading edge angled forward or rearwardly relative to a normal to the axis at an angle , and the wing having leading edge sharpness defined by upper and lower wing surfaces, which taper toward the leading edge to define an angle .delta., closely proximate the leading edge at all spanwise locations; the angle and sharpness .delta.

Abstract: The present invention is a laminar supersonic transport aircraft having a reverse delta wing located between a forward section and a distal end of the aircraft, a set of jet engines superposed on another set of jet engines, a stabilizing vertical tail located near the distal end of the aircraft, a stabilizing canard surface located near the forward section of said aircraft. Also, a laminar flow control device can be incorporated within the wing. The reverse delta aerodynamic wing has a basic reverse delta wing portion bounded by a leading edge and by a pair of trailing edges extending from respective ends of the leading edge toward a trailing apex point and respective span-wise wing extensions in a natural laminar boundary layer wing region extending chordwise from the leading edge by a fraction of the chordlength of the wing and extending span-wise from opposing sides of said wing.

Abstract: A continuous skin and seal airfoil comprises a rigid structural wing box located centrally chordwise and extending spanwise and including a spanwise extending spar, an upper skin surface and a lower skin surface. Upper and lower control surfaces are pivotally mounted on the spar for movement about a spanwise extending axis between an elevated position and a lowered position and includes an upper skin surface. In similar fashion, a lower control surface is pivotally mounted on the wing box for movement about a spanwise extending axis between an elevated position and a lowered position and includes a lower skin surface. An upper seal member extends spanwise and is fixed to both the wing box and to the upper control surface. Similarly, a lower seal member extends spanwise and is fixed to both the wing box and to the lower control surface. Actuators move the control surfaces between an elevated position and a lowered position.

Abstract: A leading edge slat wing combination where the slat is mounted to a pair of circularly curved carrier tracks positioned within the outer surface contour of the fixed wing. In moving from the cruise configuration to the take-off and climb configuration and thus to the fully deployed landing configuration, the slat has a fixed angular orientation relative to the carrier track. This eliminates the need for auxiliary track assemblies of the prior art that are used in addition to the carrier tracks to change the angular position of the slat for the high lift configuration. Also, in two embodiments, the slat, in the take-off and climb configuration, forms a gap or slot with the fixed wing, and the gap or slot is sealed in the vicinity of the carrier tracks.

Abstract: The invention is a mechanism for the streamwise deployment of an aircraft trailing or leading edge flap. The mechanism connects the spar and flap. There are a pair of swivel links which pivotally connect the spar to the flap. There are also a pair of slaving mechanisms which rotationally connect the spar to the flap by spherical bearings. A linear flap actuator initiates the combined pivotal and rotational action from the spar which translates into a single downward and rearward motion of the flap.

Abstract: A method and an apparatus are provided for optimizing the aerodynamic effect of the airfoil of an aircraft by defined changes in camber. The method includes the following steps:a. determining the flow for the flight condition caused by the change in camber,b. comparing the ascertained characteristic values with stored nominal reference values for an optimal flow,c. forming differential values between the characteristic values and the stored nominal reference values,d. deriving actuator signals from the differential values, ande. changing the camber by motor, based on the actuator signals, for minimizing the differential values.The optimum wing flow is thereby maintained more exactly. For transonic wings, the position and strength of compression shocks is also effectively controlled, which leads to a reduction of the direct shock induced separation.

Abstract: A short take off and landing (STOL) aircraft is optimized for STOL performance and flight at minimum airspeed. The aircraft includes leading edge wing slats that are extended and retracted under the direct manual control of the pilot. The aircraft further includes an aileron/flap mixing mechanism that automatically droops the ailerons when the flaps are lowered. A flap bellcrank, which pivots to lower the flaps, carries a pair of pulleys. Aileron control cables, that actuate an aileron bellcrank to raise and lower an aileron, are threaded around and between the two pulleys. When the flap bellcrank pivots to lower the flap, the pulleys vary the positions of the aileron control cables relative to each other to pivot the aileron bellcrank and thereby lower the aileron. The aileron control cables remain independently movable to maintain pilot control over the bank and roll of the aircraft.

Abstract: A leading edge flap (16) for supersonic transport airplanes is disclosed. In its stowed position, the leading edge flap forms the lower surface of the wing leading edge up to the horizontal center of the leading edge radius. For low speed operation, the vortex leading edge flap moves forward and rotates down. The upward curve of the flap leading edge triggers flow separation on the flap and rotational flow on the upper surface of the flap (vortex). The rounded shape of the upper fixed leading edge provides the conditions for a controlled reattachment of the flow on the upper wing surface and therefore a stable vortex. The vortex generates lift and a nose-up pitching moment. This improves maximum lift at low speed, reduces attitude for a given lift coefficient and improves lift to drag ratio. The mechanism (27) to move the vortex flap consists of two spanwise supports (24) with two diverging straight tracks (64 and 68) each and a screw drive mechanism (62) in the center of the flap panel (29).

Abstract: Apparatus for detecting and signaling a skewing or misalignment of adjacent aircraft leading edge slats is disclosed. A cable is attached to an actuator having a compression spring system and located in an outboard slat. The cable passes through cable guides in several adjacent slats before being attached to an inboard slat. The compression spring system utilizes a dual concentric pair of compression springs for maintaining a tight cable. When a misaligned condition is detected by a proximity switch, the increased cable load will cause the actuator to lock itself in a position out of the range of the proximity sensor.

Abstract: A piezoelectric actuator includes a plurality of linearly axially expandable hard piezoelectric rods located between two plates and are distributed about a central twistable core fastened between the plates, with the axis of the rod skew to the axis of the core, resembling a squirrel cage. The actuator produces a twisting movement between the plates, responsive to voltage induced expansion of those piezoelectric rods. Fly by Wire aircraft control is realized with the actuator in various systems providing all electric control of aerodynamic surfaces, including an electronic helicopter swashplate by which the effective pitch of the main rotor blade is controlled.

Abstract: Apparatus, method and an arrangement for rigging an aircraft wing flap are provided. The apparatus (27) is for measuring horizontal and vertical positioning of a trailing edge (21) of a wing flap (14, 15) relative to a flap track beam (6) upon which the flap (14, 15) is mount for deployment movement. The flap track beam (6) is affixed to a wing main torsion box (1) behind which the flap (14, 15) is deployable. The apparatus (27) engages the trailing edge (21) of the flap (14, 15) to allow accurate horizontal and vertical positional measurement of the trailing edge.

Abstract: A leading edge slat wing combination where the slat is mounted to a pair of circularly curved carrier tracks positioned within the outer surface contour of the fixed wing. In moving from the cruise configuration to the take-off and climb configuration and thus to the fully deployed landing configuration, the slat has a fixed angular orientation relative to the carrier track. This eliminates the need for auxiliary track assemblies of the prior art that are used in addition to the carrier tracks to change the angular position of the slat for the high lift configuration. Also, in two embodiments, the slat, in the take-off and climb configuration, forms a gap or slot with the fixed wing, and the gap or slot is sealed in the vicinity of the carrier tracks.

Abstract: The leading edge (12) of an aircraft wing is equipped with a kruger nose which includes a rigid flap (18) and a mechanism (26,28,30,40) ensuring the deployment of the flap in an intermediate landing position (P3) and in a take-off position (P2). The disposition of this mechanism is such that, in the landing position (P3), a slot exists between the flap (18) and the leading edge, whereas this slot disappears in the take-off position (P2). The mechanism preferably includes two connection rods (28,30) connecting a control reversing lever (26) and an intermediate reversing lever (40).

Abstract: A concealable flap actuated vortex generator for generating a vortex on a lifting surface assembly, and an improved aircraft flight lifting surface having such concealable flap actuated vortex generators. When the flap of the lifting surface assembly is in the nominal (non-extended or non-deflected) position, the vortex generator is unexposed. When the flap is actuated by a flap actuator, the flap is extended or deflected from the nominal position, thereby projecting or exposing the vortex generator into an operational position and enabling the generation of a vortex.

Abstract: A STOL aircraft includes propfan engines which are each connected to a lower surface of one of the wings by a pylon. The propfan engine is located directly below the wing and are each equipped with fans at a rear portion thereof. A slat is connected to a leading edge of the wing and not divided by any object, including the pylon and the propfan engine.

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

Abstract: An outboard control surface for an aircraft. The control surface is operably connected to wing side edges of the aircraft and includes a forward flap and a rearward flap with at least one of the flaps being movable into and out of alignment with the plane of the wing.

Abstract: Individually deflectable, segmented, vortex flaps are provided on the leading edges of a delta wing supersonic aircraft to permit selective lateral and directional control moments to be created on the aircraft at high angles of attack, where conventional elevons and rudders have become ineffective. By selectively deflecting the segmented vortex flaps simultaneously in the same direction or differentially, the lateral and directional control of high-swept, thin wing, supersonic speed aircraft, at high angles of attack, is improved.

Abstract: The present invention provides an aircraft wing (10) having a main portion (20) with a trailing edge (20b) and a movable flaperon (22) hingedly secured at the trailing edge. A movable flaperon seal (40) is hingedly attached at its leading edge to the trailing edge of the main portion of the wing. Interconnecting structure is provided between the main portion of the wing and the flaperon seal. Such structure is operable to pivot the seal flap such that the opening between the trailing edge of the main wing portion (20b) and the leading edge of said movable flap (22a) on the upper surface is selectively closed by the movable flap at predetermined angular positions of the movable flap.

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

Abstract: An aircraft swept wing which provides pitch stability during stall conditions. In a swept wing aircraft which has leading edge flaps which in their deployed position forms a slot between the slot and the leading edge portion of a fixed main wing structure, the configuration of said leading edge portion is varied spanwise to vary the localized aerodynamic pressure spanwise along the wing. Increased bluntness of said leading edge portion, or increased slot-gap width, creates a stall condition on an inboard portion of the wing which approximates, at increasing angles of attack, the lift and pitching moment changes simultaneously experienced on outboard portions of the wing. As a result, adverse nose-up pitching moment under stall conditions is avoided, and improved pitch stability is achieved in swept wing aircraft, without compromising maximum lift capability.

Abstract: A vertical takeoff ultralight aircraft having an operator controlled high volume vane axial fan in communication with a conduit configured to direct an air stream produced by the fan to a spanwise air duct disposed forwardly of a wing including an air foil. High velocity air is discharged from the air duct and directed over the upper surface of the air foil. An induced air stream flows upwardly and rearwardly through an air flow path defined by the spanwise air duct and the air foil. The wing and air duct are configured such that the induced air stream joins the air stream discharged from the air duct to create reduced static pressure zone on the upper surface of the wing of sufficient magnitude to effect vertical lift. Fan discharge may be partially deflected rearwardly to provide horizontal thrust.

Abstract: An aircraft wing leading arrangement includes a forward slat (10) movable between a stowed position and a deployed position in which a slot (13) is revealed. To prevent undesirable flow disturbances in the slot (13), a shutter device is provided for the aperture (22) in the leading edge through which the slat actuator mechanism (14) protrudes in the deployed position. This shutter device consists of a sprung (38) panel (30) of flexible material pivotally movable between aperture-blocking and aperture-unblocking positions.

Abstract: A pair of integrated water propulsion and hydrofoil systems capable of moving through water at speeds of at least 20 miles per hour are disclosed, each hydrofoil system having a hydrofoil and a mounting leg removably secured to a water propulsion system. The mounting legs are supported on opposite sides of the watercraft for moving the hydrofoils between a water mode and a land mode. The water propulsion system may be an inline water jet, and the hydrofoils may be formed from interconnected lightweight hollow beams with power operated flaps on the trailing portions of the hydrofoils for adding more lift when moving at slow speeds through water. The watercraft may be a military amphibious vehicle weighing about 30 tons.

Abstract: In order to realize an optimum operating condition of a leading-edge flap, a wind-direction sensor and a load sensor are provided at a leading-edge flap or at each of a plurality of parts of a leading-edge flap divided along the direction of a wing span. An operational control mechanism is also provided for calculating an optimum angle of the leading-edge flap on the basis of information supplied from the wind-direction sensor and the load sensor, and for operating an actuator for varying the angle of the leading-edge flap so as to attain the calculated optimum angle. The wind-direction sensor is preferably either a hot-wire anemometer or a pressure sensor.

Abstract: An airfoil having two (2) basic components, a sail and spoiler, associated with the leading edge of the sail, is herein disclosed. This unique airfoil design has application in flexible wing aircraft (i.e., ultralites), sport parachutes and sport kites. In the typical sport kite embodiment of this invention, there will generally be at least three (3) aerodynamic flight control surfaces: a sail, a keel, and a flexible resilient spoiler attached to the leading edge of the sail. The sail material is itself resilient, however, sufficiently rigid to maintain a preset configuration without the need for struts, spars or extrinsic physical support. A spoiler, which is located along the entire leading edge of the sail, provides additional structural reinforcement to the sail while undergoing controlled deformation in gusty or high winds. The effect of such deformation of the spoiler causes the sail to stall before any physical damage can occur.

Abstract: An actuation device for a slat, a rail for guiding and moving the slat into and out of an aircraft wing has the slat pivoted on the rail in a particular point (8); a thrust rod has one end hinged to the slat and a drive crank is connected to a second end of the thrust rod; a lever assembly connects the rail additionally to the slat at points on the rail and the slat different from the particular point and for pivoting and steering the slat relative to the particular point, for holding the rear end of the slat against the wing in a first protraction range and opening a gap upon further protraction.

Abstract: A wing (2) has a trailing edge at which jet flow is deflected downwardly to provide lift. A retractable member (4, 4') has a sharp forward edge (6, 6'). When deployed, member (4, 4') extends along at least a portion of the span (preferably substantially the entire span) of the wing (2) at the leading edge of wing (2). Member (4, 4') projects forwardly and upwardly from wing (2). Member (4, 4') causes flow around wing (2) rearwardly of itself to separate from wing (2) to reduce suction and leading edge thrust. Preferably, reattachment of flow is induced at a location spaced rearwardly from member (4, 4'). A jet of high velocity gas is blown along wing (2) in a generally spanwise direction. This induces reattachment to maintain trailing edge thrust so that jet deflection at the trailing edge will efficiently provide lift during a short distance landing.

Abstract: A shutter arrangement for closing an aperture formed in the fixed leading edge of an aircraft wing when a track supported slat moves from a stowed, cruise configuration in which it lies adjacent the fixed wing portion to a high light configuration in which it is spaced from the wing to define a slot. The aperture, which exist to accommodate the slat to track attachment `knuckles`, may induce undesirable flow disturbance in the slot formed between the slat and the fixed leading edge. The present invention provides a hinged retractable shutter for closing off the aperture when the slat is deployed. In the preferred arrangement the shutter is of multi-panelled hinged configuration and, in one described arrangement is of one-piece moulded composite rubber construction.

Abstract: A multi-media craft particularly designed and constructed for efficient and economical utilization on land, water and in the air and comprising a light weight body constructed in modular form for economy and power by a removable lightweight engine of the motorcycle type for fuel efficiency and ease of maintenance. The craft is provided with forward and rearward sections constructed in a manner for variable in-flight or in-use alteration or molding thereof for achieving the optimum planar or contour design for the craft as required during variable fluid conditions when airborne, thus providing efficient and safe flying operation for either an unskilled or skilled operator.

Abstract: The invention concerns a wing leading edge arrangement for aircraft in which a slat 10 is provided forwardly of a fixed leading edge 11 and is movable between a retracted configuration in which it lies closely adjacent the fixed leading edge 11 and a deployed configuration in which it is spaced from the fixed leading edge 11 to define a slot 13. The slat 10 includes attachment means 14 to two chordwise extending support tracks 12 slidably mounted on the leading edge 11. An aperture 22 in the leading edge skin 23 accommodates the attachment means 14 when the slat 10 is retracted. A shutter arrangement 27 mounted within the fixed leading edge is movable between an aperture closing position when the slat is deployed and a retracted position when the slat is stowed.

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

Abstract: An aircraft empennage has a vertical stabilizer, a trailing edge fixed horizontal stabilizer rigidly attached to the aircraft and a movable leading edge elevator affixed to the aircraft. The elevator is movable through a high position and a low position relative to the horizontal stabilizer, thereby providing variable camber and incidence deflection and optimizing deflections while providing adequate power for all flight conditions.

Abstract: YAn aircraft leading edge slat is biased when at an extended location toward a first position wherein the trailing edge of the slat is a predetermined distance from the wing upper surface. The slat is pivotable to a second position, when aerodynamic forces acting on the wing overcome the biasing force, wherein the slat trailing edge is pivoted upward and forward, and the distance between the slat trailing edge and the wing upper surface is increased. The slat is retracted and extended by a drive track which is supported inside the wing by upper rollers located chordwise within the wing cavity, a lower front roller, and a pair of roller rings rotatably mounted at opposite sides of a rotary actuator pinion gear. The pinion gear engages the drive track and moves the slat between the extended and retracted positions.

Abstract: A leading edge/anti-icing assembly for an airfoil comprising a leading edge slat having a nose section defining a heat exchange chamber. Anti-icing air directed into the heat exchange chamber flows rearwardly through the slat so as to have a deicing function, and is then discharged in a rearward direction from the trailing edge of the slat. Thus, the anti-icing air not only performs an anti-icing function over the upper surface of the slat, but also contributes to anti-icing over the upper surface portion of the main wing rearwardly of the trailing edge of the slat.

Abstract: A deicing system for leading edges of an aircraft. There is a hot air supply tube extending along the leading edge, a fan to move air through the tube, an electric heater to heat the air that is moved through the tube, and pressure release valves. The hot air is discharged from openings in the tube to spray against the internal surfaces of the wall forming the leading edge. In another embodiment, an electric heater is not used, but there is a compressor which in compressing the air raises the air temperature to accomplish the deicing.

Abstract: Auxiliary aeroelastic control flaps arranged on the leading edge of an aircraft's wings at or near the wing tips and ahead of the ailerons for actuation under control of the pilot. The aeroelastic control flaps operate with the ailerons to induce supplementary aerodynamic force to augment the effectiveness of lateral and directional control during high stress manuevers at high dynamic pressures, but do not rely on wing sensors such as accelerometers coupled with a computer for automatic operation.

Abstract: A variable camber leading edge device having a movable nose section and an upper flexible panel extending rearwardly from the nose section. To move the nose section between its upper cruise position and a high lift downwardly deflected position, there is attached to the nose section a generally arcuate cam track, having its forward and rear portions curving upwardly. The cam track is constrained to move in a generally arcuate path, but with a movable center of rotation, and is driven by a gear engaging a radially outward rear portion of the track.

Abstract: A swept wing having a leading edge flap which in its deployed position forms a slot with the forward end portion of the wing. An elongate strip is positioned on the forward portion of the wing in a manner that when the flap is deployed to form the slot, this strip protrudes into the airstream that passes upwardly through the slot. This creates a stall condition in the area of the strip to produce the desired pitch characteristics for safe recovery from stall. In the cruise configuration, where the flap is positioned against the leading edge of the wing, this strip is aerodynamically concealed.

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

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

Abstract: A leading edge wing slat having a movable nose portion wherein the nose portion leading edge moves relative to the slat frame in a downward and rearward direction when the slat is extended. This causes an intermediate flexible upper skin panel attached between the nose portion and a rigid rear portion of the slat to have its curvature increased thereby increasing the camber of the upper surface of the slat. During retraction of the slat, the nose portion leading edge moves upward and rearward relative to the slat frame decreasing the curvature of the intermediate flexible upper skin panel. The nose portion includes a cam plate having cam slots which are engaged by rollers rotatably connected to the slat frame. Extension of the slat causes the cam plate as programmed by the cam slots to move the nose portion relative to the slat frame to achieve the desired slat camber.

Abstract: An improvement to close an opening formed in the leading edge of an airfoil when a slat is moved to its deployed position. The track which deploys the slat has a downward component of motion which leaves an opening in the wing leading edge that can cause premature stall in the opening is not closed. To close this opening, there is a door which is mounted about an axis of rotation that is positioned in a vertical plane generally parallel to the movement of the track. Further, the axis of rotation is slanted so that the door moves upwardly, rearwardly and laterally to its retracted position so as to permit the track to be retracted, and when the track is extended, a spring moves the door into its deployed position to close the opening.