Abstract: A winged vertical take-off and landing aircraft with compound control surfaces comprising flaps and ailerons which can be operated simultaneously with each other offers improved aerodynamic performance and maneuverability. Configuration of the compound control surfaces may be varied to optimize performance in hovering (vertical) flight modes, cruising (horizontal) flight modes, and transitional flight modes.

Abstract: Methods, systems, and assemblies for controlling flight control surfaces of an aircraft wing are described. The method comprises displacing a first trailing edge of a first flight control surface towards a contact surface of a second flight control surface; determining a mechanical stiffness of the first flight control surface as defined by a ratio of ?F/?X as the first flight control surface is displaced, where ?F is a difference in force F applied to at least two different positions X1 and X2 of the first flight control surface at times T1 and T2, and ?X is a difference in position X2?X1; and achieving full contact between the first trailing edge and the second leading edge when a known full contact mechanical stiffness is reached.

Abstract: A wing spoiler actuator mechanism includes an upper spoiler having a free end and a hinge end pivotally coupled to a wing structure at a first fixed axis, a door pivotally coupled to the wing structure at a second axis, and an actuator pivotally mounted to the wing structure between the upper spoiler and the door, the actuator having an extendable first end coupled to the upper spoiler and an opposite second end. Extension of the first end of the actuator rotates the upper spoiler to a deployed position and rotates the actuator such that the second end of the actuator induces downward rotation of the door from a closed position to an open position and the second end of the actuator extends below the wing structure during spoiler deployment.

Abstract: A crocodile-type flight control surface comprising an upper foil flap, a lower foil flap, an actuating mechanism which guarantees the rotational displacement of each foil flap about a joint axis, either in the same direction or in different directions, and a locking mechanism alternatively adopting a locking position in which the upper foil flap and the lower foil flap are fixed with respect to each other and an unlocking position in which the upper foil flap and the lower foil flap are free with respect to the other. A crocodile-type flight control surface of this kind is therefore stiffened by the locking mechanism that joins the two foil flaps.

Abstract: An arrangement of lifting surfaces including a primary lifting surface having a flexural axis extending in the spanwise direction of the lifting surface, a root, and a tip. A first tip device is attached to the tip and has a first lifting surface. A second tip device is attached to the tip and has a second lifting surface. A control system is coupled to the first and second tip devices for moving the first and second lifting surfaces relative to the tip or for actively controlling circulation of the first and second lifting surfaces. The control system is operable to change a value of torque effective at the primary lifting surface about the flexural axis.

Abstract: A front spoiler arrangement for a motor vehicle, comprising a support component, a flow guiding component, which is positioned on the support component in a movable way between a further retracted position and a further extracted position, a guiding formation, which guides the movement between the two positions and a moving actuator, which is coupled to the flow guiding component by way of a coupling element, the coupling element and at least one component of either the moving actuator and the flow guiding component are coupled to each other through a connection arrangement, which has a surmountable detent formation, which separates from each other two possible relative operating positions between a component and the coupling element, i.e. a normal operating position and an emergency operating position, wherein a retraction movement of the flow guiding component in the direction opposite to the further extracted position beyond a retracted end position is mechanically prevented.

Abstract: An aircraft wing is disclosed having a wing tip device configurable between a flight configuration for use during flight and a ground configuration for use during ground-based operations to reduce the span. The wing includes an actuator and an actuation assembly having an articulation mechanism having a master bell crank connected to the actuator and a slave link connecting the master bell crank with the wing tip device. The slave link is pivoted, at one end, to the master bell crank about a first pivot, and at the other end, to the wing tip device about a second pivot. The master bell crank being pivotably mounted, at its base, about a third pivot.

Abstract: The invention relates to a vehicle body structure, with at least one hollow profile beam (1) that extends in the direction (x) of the lengthwise extension and with a hollow profile (7) whose height (?z1; ?z2) between two opposite profile walls (17) varies along the direction (x) of the lengthwise extension, and in this hollow profile (7) at least one dividing element (23) is arranged in order to reinforce the hollow profile beam (1) in a crosswise direction (y). According to the invention, the dividing element (23) consists of two separate sheet metal parts (33, 35) which are each firmly attached to the opposite profile walls (17) and which are firmly joined together at a shared connection point (A).

Abstract: A system may include a tether coupled to a ground station. The system may also include an aerial vehicle coupled to the tether and configured to fly in a given path relative to the ground station based on a length of the tether. The system may also include one or more load cells coupled to the tether and configured to provide information indicative of a tether force between the tether and the aerial vehicle. The one or more load cells may be arranged in a given arrangement indicative of a direction of the tether force. The system may also include a controller configured to determine an angle between a direction of wind incident on the aerial vehicle and a plane defined by a longitudinal axis and a lateral axis of the aerial vehicle based on the tether force.

Abstract: A wing structure includes: a main wing that extends in a second direction intersecting a first direction as a fluid flow direction; and an auxiliary wing that is disposed so as to be separated from the main wing and faces the main wing at the front part side of the main wing, wherein a wing chord length of the auxiliary wing is shorter than a wing chord length of the main wing. A fluid contacts the auxiliary wing which is formed at the front part side of the main wing, the fluid is guided between the auxiliary wing and the main wing, and the fluid is compressed when passing between the auxiliary wing and the main wing, thereby appropriately forming a fluid compression process region on the surface of the main wing and increasing an acting force.

Abstract: Individually operable ailerons pivotable to extend a forward end below a bottom wing surface and a rearward end above a top wing surface. The extended aileron forward end increases drag and subsumes the rudder function in the turn, while the aileron rear end produces drag and airflow redirection to reduce lift on the wing. The advantage of the safety ailerons is that habitual or instinctive pilot inputs to the yoke will recover from a dropped-wing stall at low speed and altitude, while conventional ailerons require counter-intuitive pilot actions to avoid crashing in such conditions.

Abstract: An aircraft flap system and an associated method are provided to facilitate ground roll breaking without compromising in-flight performance. The aircraft flap system includes a first flap and a panel pivotally attached to the first flap, such as to a rearward portion of the first flap. The aircraft flap system also includes an actuator configured to controllably position the panel in a stowed position and in a deployed position. In the stowed position, the panel serves as a continuation of the first flap, thereby contributing to the lift provided by the first flap during flight. Conversely, in the deployed position, a panel is articulated relative to the first flap, thereby reducing or eliminating the lift otherwise provided by the flap, following landing of the aircraft.

Abstract: A flap arrangement for a wing of an aircraft includes a base member, at least one first flap, at least one second flap and at least one connecting assembly. The first flap is movably supported on the base member and the second flap is movably supported on the first flap. The connecting assembly is mechanically coupled with the base member and the second flap and is designed to move the second flap relative to the first flap when the first flap is moved relative to the base member. Due to the resulting forced guiding of a second flap relative to a first flap a separate actuator for moving the second flap and linkages extending outside of the shape defining contour of the flap arrangement may substantially be eliminated.

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

Abstract: An aircraft flap system and an associated method are provided to facilitate ground roll breaking without compromising in-flight performance. The aircraft flap system includes a first flap and a panel pivotally attached to the first flap, such as to a rearward portion of the first flap. The aircraft flap system also includes an actuator configured to controllably position the panel in a stowed position and in a deployed position. In the stowed position, the panel serves as a continuation of the first flap, thereby contributing to the lift provided by the first flap during flight. Conversely, in the deployed position, a panel is articulated relative to the first flap, thereby reducing or eliminating the lift otherwise provided by the flap, following landing of the aircraft.

Abstract: The invention pertains to a spoiler (5) for an aerodynamically active surface of an aircraft (1), particularly for an airfoil of an aircraft, wherein said spoiler is supported on the aerodynamically active surface such that it is articulated about an axis (11) extending transverse to the air flow direction and can be adjusted relative to the air flow. According to the invention, the spoiler features two or more segments (6, 7) that are arranged behind one another referred to the air flow direction and extend transverse to the air flow direction, wherein said segments are connected to one another in an articulated fashion and can be adjusted to different angles referred to the air flow. The successively arranged segments of the spoiler (5) can be actuated, in particular, by means of an actuating device (8, 9, 10) in such a way that the rear segment (7) is adjusted relative to the air flow by a greater angle than the front segment (6).

Abstract: A trailing edge aerodynamic airfoil of a load-bearing aerodynamic surface of an aircraft of the crocodile type has two airfoil flaps, with each flap being integral in a forward section with a rotational shaft that determines the axis of rotation of the airfoil flap. In a position called the zero setting, the airfoil flaps are essentially joined and form a rear section of the load-bearing surface, and each airfoil flap is movable in translation independently of the other airfoil flap, relative to the load-bearing surface, with each flap being entrained in rotation relative to the load-bearing surface around its axis of rotation by the motion in translation. The ends of the rotational shaft have extensions guided by runners fastened to these ends and acting conjointly with racks fastened to the load-bearing surface.

Abstract: A trailing-edge flap system is described. The trailing-edge flap system includes a trailing-edge flap and a movement device. The movement device includes at least a translatory mover for the translation of the trailing-edge flap and at least a rotational mover for the rotation of the trailing-edge flap.

Abstract: A system for setting a span load distribution of a wing of an aircraft with a base flap system comprises at least one inboard flap element and one outboard flap element, which elements in the direction of the span are arranged on the trailing edge of the wing, and can be positioned relative to the span direction of the wing. The flap elements are not mechanically coupled with each other and are controlled independently of each other for the purpose of setting the span load distribution.

Abstract: A trailing edge flap arrangement for an aircraft wing, comprising an array of flap elements each discretely moveable between a retracted and an extended position by a respective actuator, wherein the flap elements are arranged to be deployed so as to open up a through slot between an adjacent pair of the flap elements only when the aerodynamic leading element of the pair has reached its extended position. Also, a method of operating the trailing edge flap arrangement.

Abstract: A trailing edge flap arrangement for an aircraft wing, comprising an array of flap elements moveable collectively between a retracted and an extended position, wherein at least the leading flap element is rotatable about its axis independently of the collective array movement. Also, a method of operating the trailing edge flap arrangement, comprising collectively moving the array of flap elements between a retracted and an extended position, and rotating at least the leading flap element about its axis independently of the collective array movement. The flap arrangement can be deployed as a single slotted flap which can be vented to further improve lift performance. The flap arrangement can also be operated to provide variable camber across the performance envelope.

Abstract: A method and apparatus for managing a flight control surface system. A leading edge section on a wing of an aircraft is extended into a deployed position. A deformable section connects the leading edge section to a trailing section. The deformable section changes from a deformed shape to an original shape when the leading edge section is moved into the deployed position. The leading edge section on the wing is moved from the deployed position to an undeployed position. The deformable section changes to the deformed shape inside of the wing.

Abstract: An aircraft wing load alleviation system incorporating a wing, a spoiler panel (14), a device (16, 17) which restricts circulation of air around a trailing edge of the spoiler and a control system. The spoiler panel is pivotally attached to the wing so that the spoiler panel can be rotated up from a lowered position to a raised position, thereby opening a void between the spoiler panel and the wing. The retractable device can be deployed from a retracted position to an extended position in which it restricts circulation of air around the trailing edge of the spoiler panel and into the void, thus reducing induced drag. The control system is configured to detect or predict an increase in the lift of the wing and rotate the spoiler panel to its raised position in response to a detected or predicted increase in the lift of the wing.

Abstract: An aircraft wing trailing edge control surface including a trailing edge flap adjustable to different positions, a sealing flap on the upper side between the wing and the flap, and a ventilation flap on the underside between the wing and the flap. The flap is adjustable downward through positive positions and upward through negative positions. The wing profile is closed on the upper side by the sealing flap and the underside by the ventilation flap when the flap is used as a control flap and adjusted between negative and low positive positions. The ventilation flap releases air flow from the wing underside to the upper side of the flap and the sealing flap is retracted to release an outflow of air from the upper side of the flap when the flap is used for increasing lift and the flap is adjusted between low and high positive positions.

Abstract: A device for adjusting the lift characteristics of an aircraft with a high lift device that is movably attachable to a wing element and that includes at least one slot covering device, where the at least one slot covering device, is movably attachable to the wing element. The slot covering device is designed to regulate the size of a slot between the wing element and the high lift device.

Abstract: A rudder of a commercial aircraft is provided that is divided along its longitudinal direction in at least one region and the parts of the rudder can be spread against the air flow surrounding the aircraft by means of an actuator in order to decelerate the aircraft.

Abstract: A wing for an aircraft is provided, including at least a first wing portion configured for providing high-lift mild stall characteristics at least at Reynolds numbers in the range between about 0.3*106 and about 2.0*106, and at least a second wing portion comprising a substantially permanently slotted aerofoil arrangement. Also provided are an air vehicle including such wings, a method for operating an aircraft, and a method for designing an aircraft wing.

Abstract: Deployable aerodynamic devices with reduced actuator loads, and related systems and methods are disclosed. An external flow system in accordance with a particular embodiment includes an external flow body, a deployable device carried by and movable relative to the external flow body, and a coupling connected between the external flow body and the deployable device. The system can further include an actuator device operatively coupled between the external flow body and the deployable device, with the actuator device positioned to move the deployable device along a motion path between a stowed position and the deployed position. The motion path can have a first portion over which the load delivered by the actuator device increases as the deployed device moves toward the deployed position, and a second portion over which the load delivered by the actuator device decreases as the deployed device moves toward the deployed position.

Abstract: A trailing edge flap arrangement for an aircraft wing, comprising an array of flap elements moveable collectively between a retracted and an extended position, wherein at least the leading flap element is rotatable about its axis independently of the collective array movement. Also, a method of operating the trailing edge flap arrangement, comprising collectively moving the array of flap elements between a retracted and an extended position, and rotating at least the leading flap element about its axis independently of the collective array movement. The flap arrangement can be deployed as a single slotted flap which can be vented to further improve lift performance. The flap arrangement can also be operated to provide variable camber across the performance envelope.

Abstract: Systems and methods for controlling aircraft flaps and spoilers are disclosed. Systems in accordance with some embodiments include a wing having a trailing edge, and a flap positioned at least partially aft of the wing trailing edge and being deployable relative to the wing between a first flap position and a second flap position by operation of a first actuator. A spoiler can be positioned at least proximate to the trailing edge and can be movable among at least three positions, including a first spoiler position in which the spoiler forms a generally continuous contour with an upper surface of the wing, a second spoiler position deflected downwardly from the first, and a third spoiler position deflected upwardly from the first. A second actuator can be operatively coupled to the spoiler to move the spoiler among the first, second and third spoiler positions in a manner that is mechanically independent of the motion of the flap.

Abstract: The invention pertains to a spoiler (5) for an aerodynamically active surface of an aircraft (1), particularly for an airfoil of an aircraft, wherein said spoiler is supported on the aerodynamically active surface such that it is articulated about an axis (11) extending transverse to the air flow direction and can be adjusted relative to the air flow. According to the invention, the spoiler features two or more segments (6, 7) that are arranged behind one another referred to the air flow direction and extend transverse to the air flow direction, wherein said segments are connected to one another in an articulated fashion and can be adjusted to different angles referred to the air flow. The successively arranged segments of the spoiler (5) can be actuated, in particular, by means of an actuating device (8, 9, 10) in such a way that the rear segment (7) is adjusted relative to the air flow by a greater angle than the front segment (6).

Abstract: Trailing edge device catchers and associated systems and methods are disclosed. A system in accordance with one embodiment includes a wing having a wing support, a trailing edge device carried by and movable relative to the wing and having a device support, and a coupling connected between the wing and the trailing edge device. The coupling can include a pivot joint that includes a pivot element aligned along a pivot axis and connected between the wing support and the device support. The coupling can further include an actuator coupled between the wing and the trailing edge device, with the actuator having a first position in which the trailing edge device is stowed, and a second position in which the trailing edge device is deployed, with an air flow gap located between the wing and the trailing edge device when the trailing edge device is in the second position. A cam track is carried by one of the wing and the trailing edge device and has opposing cam track surfaces fixed relative to each other.

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: Systems and methods for providing differential motion to wing high lift devices are disclosed. A system in accordance with one embodiment of the invention includes a wing having a leading edge, a trailing edge, a first deployable lift device with a first spanwise location, and a second deployable lift device with a second spanwise location different than the first. The wing system can further include a drive system having a drive link operatively coupleable to both the first and second deployable lift devices, and a control system operatively coupled to the drive system. The control system can have a first configuration for which the drive link is operatively coupled to the first and second deployable lift devices, and activation of at least a portion of the drive link moves the first and second deployable lift devices together.

Abstract: A support structure (1) is provided comprising a plurality of curved surfaces A, B hingedly interconnected along their edges such as to provide effective deployment in two separate stages. Preferably, the structure has only two curved surfaces hingedly interconnected at a single non-planar hinge line. In FIG. 1(a), the two sheets A, B are coplanar in that they lie in the same horizontal plane, permitting the structure to be in a flat, first stage deployment position. In Figure (b), the structure is fully deployed in a second stage deployment position by bringing sheet A out of plane through some angle in relation to the position of sheet B, resulting in both sheets becoming curved. The structure has utility in various space-based as well as terrestrial reflective and absorbing applications, and bears definite advantage in terms of weight saving, high stiffness and well-defined surface precision.

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: Described is an interconnection system, in particular for flaps which are located side-by-side, on an aircraft wing, for example landing flaps or high-lift flaps. The interconnection system is in particular characterised in that it comprises a correspondingly guided compensating profile for a gap between the flaps, which gap changes when the flaps are moved. Preferably, the interconnection system is combined with a failsafe device for adjacent flaps in the form of a longitudinally adjustable interconnection strut which is connected to the adjacent flaps by way of corresponding load introduction fittings. The interconnection system is in particular suitable for large aircraft in which the gap between adjacent flaps, due to the relatively large lateral movement of the flaps during retraction and extension, becomes relatively wide, and the forces acting on the flaps are relatively great.

Abstract: Systems and methods for providing differential motion to wing high lift devices are disclosed. A system in accordance with one embodiment of the invention includes a wing having a leading edge, a trailing edge, a first deployable lift device with a first spanwise location, and a second deployable lift device with a second spanwise location different than the first. The wing system can further include a drive system having a drive link operatively coupleable to both the first and second deployable lift devices, and a control system operatively coupled to the drive system. The control system can have a first configuration for which the drive link is operatively coupled to the first and second deployable lift devices, and activation of at least a portion of the drive link moves the first and second deployable lift devices together.

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: 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 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: A slotted aerofoil configuration is provided in which the leading element thereof is contoured to provide mild stall characteristics.

Abstract: A device for the recognition of residual synchronization errors of multiple slats or flaps placed next to each other in an aircraft. The device includes a current carrying wire that runs through the slats or flaps. This wire is fastened at one end in the area of the gap between the slats or flaps and, on the other side, run through a cutting device. A detector can be used to detect and indicate the change in resistance when the wire is cut.

Abstract: An aerodynamic profile has an adjustable flap, which has a forward profile area as well as a rearward profile area situated in the downward current, bounded by a pressure-side covering skin as well as a suction-side covering skin. The pressure-side and suction-side covering skins converge in the rearward profile area at a trailing profile edge. In the rearward profile area on the underside of the pressure-side covering skin, a flap is swivellably disposed such that, in the inoperative condition, the flap, pointing in the flow direction, rests against the contour of the pressure-side covering skin and, in the deflected condition, the flap encloses an angle with the pressure-side covering skin. An airtight hinge connection is integrated in the flap so that, on the side of the flap protected from the wind, a turbulence system which improves the flow conditions is formed.

Abstract: An aircraft flight surface actuator has at least one eccentric cam mechanism, the eccentric cam mechanism imparting movement onto the flight surface.

Abstract: An airfoil assembly, such as a wing or horizontal stabilizer, has a gapped trailing-edge control surface and a door connected to the control surface by a linkage such that deflection of the control surface in one direction causes the door to pivot, thus opening an air flow slot for air to flow through. The air flow slot begins to open immediately with deflection of the control surface from its nominal position, thus establishing a desirable level of air flow to suppress separation on the control surface. The linkage connecting the control surface to the door is free of rolling or sliding elements, consisting exclusively of members pivotally connected to one another.

Abstract: An aircraft aileron system (10, 10) is comprised of two panels (12, 14, 28, 30, 62, 70) located at the rear portion of the wing (W24, 54), in a spanwise direction and aligned with the wing's trailing edge. The panels are independently hinged at their leading edges and rotate to make angular deflections with respect to the wing. The upper, aileron panel (12, 30, 62) is restricted to upward deflection only from its neutral position and in operation is deployed independently as an aileron. The lower, auxiliary flap panel (14, 28, 70) is capable of both upward and downward deflections from its neutral position, and is deployed independently downward as an auxiliary flap. Both panels are deployed together upwardly only as an aileron. Alternatively, the auxiliary flap panel is capable of downward deployment only, to provide a simpler aileron system.

Abstract: A flight control system provides a maximized mechanical advantage when the load of the airstream on the airfoil is also at a maximum. A control surface is pivotally mounted for movement through a range of positions between a neutral position at which airstream load thereon is a minimum and upwardly and downwardly deflected positions, the airstream load being a maximum in either of the deflected positions. An operator mechanism for moving the control surface between the upwardly and downwardly deflected positions includes a rotor mounted on the airfoil for rotation about a chordwise extending rotary axis and has a horn member with a terminal end offset from the rotary axis. The terminal end of the horn member is slidably engaged with the guide track and an actuator rotates the rotor and by reason of the slidable engagement of the horn member with the guide track moves the control surface.

Abstract: An aircraft having a cabin within a wing of the aircraft includes an access opening in an aft end of the cabin adjacent a trailing edge of the wing, and a trailing edge portion of the wing juxtaposed with the access opening and including at least one pivotable panel which is pivotable into an open position so as to form a passage in the trailing edge portion for entry therethrough and through the access opening into the cabin. The trailing edge portion in one embodiment comprises upper and lower panels which are normally in converging relation such that the passage to the access opening of the cabin is normally closed, but which are pivotable relative to each other for creating the passage. The lower panel preferably is pivotable into a generally horizontal position so that it serves as a ramp for loading and unloading persons and cargo into and from the cabin. The upper and/or lower panel in another embodiment may be pivoted during flight so as to serve as a control surface for the aircraft.

Abstract: A slot forming segment is inserted between two portions of a wing, which are adjacent along a longitudinal axis of wing, into a cove of a carved trailing edge of a leading portion of the adjacent portions and pivotal relatively to both adjacent portions of the wing between which it is inserted. The slot forming segment has such a shape and a position of its axis of rotation that by deflecting it downwardly relatively to the leading portion, it is formed a slot inside the wing's structure of large inlet cross section and high convergence ratio for the control of the boundary layer over an upper surface of the wing behind the slot forming segment for the need of extra lift production. Simultaneously, it is increased both a camber and an aerodynamic surface area of a following portion of the adjacent portions whereby additionally increasing the extra lift production on the wing.