Abstract: A method and apparatus is provided for countering asymmetrical aerodynamic forces subjected onto an aircraft. Asymmetrical forces are counteracted by this invention automatically by selectively actuating force inducing elements in response detection of one of (a) differential longitudinal forces induced upon the aircraft by the engines and (b) undesirable rotation of the aircraft about longitudinal axis "c" of the aircraft. The force inducing elements of this invention function independent of primary control elements and other control surfaces of the aircraft.

Abstract: An aircraft aileron system unique in its construction, method of deployment and the functional results obtained, is comprised of two panels located at the rear portion of the wing, 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 is restricted to upward deflection only from its neutral position and in operation is deployed independently as an aileron. The lower, auxiliary flap panel 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 aileron panel may be capable only of upward deployment while the auxiliary flap panel is capable of downward deployment only, to provide a simpler aileron system.

Abstract: The present invention is directed to a unique foldable winglet assembly adaptable for use with an aircraft for maximizing the wing span of the aircraft during cruise operation while reducing wing bending moment during extreme flight maneuvers. A foldable winglet is pivotally joined to the aircraft wing and is rotatable during flight between a retracted position and a fully extended position. An actuator is mounted on the aircraft wing and attached to the foldable winglet. When the aircraft reaches cruise operation, the actuator can be manually or automatically energized to pivot the winglet from a substantially vertical, retracted position to a fully extended position wherein the winglet becomes an extension of the wing. During cruise, the wing and winglet form an enlarged wing that serves to maximize lift of the aircraft.

Abstract: An air vehicle defining a plane of symmetry includes a pair of outboard panels which are rotatably mounted on the lifting body of the vehicle and respectively extend in opposite directions from the plane of symmetry. A control system collectively rotates the outboard panels to selectively contribute forces from the panels to the lift on the air vehicle. The control system also differentially rotates the outboard panels to control roll of the air vehicle. A pair of empennage panels are also rotatably mounted on the lifting body to establish a dihedral angle centered on the plane of symmetry. The control system collectively rotates these empennage panels to control pitch, and differentially rotates the empennage panels to control yaw, of the air vehicle. In a high speed flight regime the lifting body alone is sufficient and the outboard panels are collectively rotated to reduce drag and contribute substantially zero lift.

Abstract: An automatic flap that uses on each wing two adjacent fins, one of which is smaller and is located on the middle or front of the wing, the other, which is larger, on the bottom rear of the wing, with a shaft in the common eccentric zone linking the two fins, said shaft being parallel to the axis of the wing, having the fins different resistance to the ram air, creating a rotation torque as a function of the aircraft's speed, when retracted, they are shaped so that the front or top fin adapts to the upper surface of the wing and the rear or bottom fin adapts to the lower surface so that, together with the wing, they form an aerodynamic profile, there are attachment arms between the two fins, and bands or springs to assist or complement the action of the smaller fin whose resistance is such that, at low speed, the flap remains extended.

Abstract: An airfoil is provided with a seamless control surface which comprises upper and lower skins fixed to a spanwise extending spar and extending chordwise to a trailing edge and having an outer surface which is substantially a continuation of the upper and lower surfaces of the airfoil. A joint mechanism proximately attaches together the bailing edges of the upper and lower skins while permitting relative chordwise movement therebetween. Actuating devices are operable for selectively altering the curvature of the upper and lower skins to cause deflection of the seamless control surface between an extreme raised position through a neutral position to an extreme lowered position. In this manner, the outer surface curvature of the airfoil and of the seamless control surface is smooth and continuous over substantially the entirety thereof at all positions of the seamless control surface. The actuating devices may be hydraulic, pneumatic, or solid state and the upper and lower skins may be of composite material.

Abstract: The present invention discloses an aircraft control system having simultaneously controllable rear aileron/elevators and a retractable body flap for longitudinal stabilization. The aileron/elevators are airfoils comprising the complete horizontal tail plane. Control arms for the rear aileron/elevators are capable of pivotal movement about the longitudinal axis of the aircraft while the aileron/elevators are secured to the control arms by axles pivotal about the lateral axis of the airfoil, for directional control. With two degrees of rotational movement, the aileron/elevators are capable of maneuvering the aircraft in all three axes, providing a much simpler mechanism than the conventional control surfaces. Added safety is accomplished by removing lateral control from the wings. Weight savings and reduced drag also result from eliminating the vertical stabilizer and rudder and consolidating the controls for both ailerons and elevators of conventional aircraft.

Abstract: A hydraulic actuation system for an aircraft control surface such as an elevon. A pair of spaced pivot points are provided to alternately rotate the control surface either clockwise or counterclockwise.

Abstract: A fixed seal plate for an aircraft functions to seal the gap between a movable flight control surface and its associated airfoil when the control surface is in a deflected position. The seal plate is fixed to the airfoil (typically a wing) so that it does not articulate with the airfoil movable surface, therefore having no moving parts, yet blocks airflow through the gap effectively enough to measurably improve aircraft flight performance by reducing aerodynamic drag.

Abstract: A control surface for a vehicle comprising a flexible elastomeric body with ts base joined to the vehicle to form a smooth surface, a rigid tip bar joined to the distal end of the body, and a control member for turning the rigid tip bar to bend the elastomeric body and generate lift. The control member can be a shaft which extends from the interior of the vehicle to said rigid tip bar to allow said shaft to rotate said tip bar.

Abstract: The deployable wing of the present invention comprises an internal structure having diverging leading edge spars attached to a keel spar and cross spars to form a delta wing configuration. This internal structure is enclosed within a volume defined by a fabric sail having an upper section, a lower section, and fabric ribs disposed therebetween. This fabric sail volume is internally pressurized through a ram air intake at the nose stagnation point. This deployable wing can be folded and deployed in the air.

Abstract: The present invention relates to a process for the automatic control of the control surfaces of an aircraft for the low speed compensation of a lateral path deviation, in which beyond a given deflection threshold (20) of the deflected rudder (17), there is a control of a deflection, proportional to the exceeding of the threshold, of the wing surfaces (13, 14) of one of the two wings (18), said wing being that on the side of the deflected rudder (17), so as to provide a drag supplement to said wing and therefore yaw on the aircraft.Application to the take-off of large civil transport aircraft.

Abstract: A maneuvering system for a flight vehicle rotates a lifting aerodynamic surface of the flight vehicle about an axis parallel with a direction of flight of the vehicle in a rotational direction corresponding to the desired change of flight direction to which the vehicle is to be steered, while maintaining attitude stability of the flight vehicle by altering other aerodynamic surfaces of the vehicle.

Abstract: An airfoil (24) providing vortex attenuation includes an outboard area (28). The outboard area has a foil extension portion (30) having a high pressure surface (32). The high pressure surface has an arcuate shape that increases in length from a leading edge (36) to a trailing edge (38) of the airfoil. The outboard area further includes an orifice portion (40) with an opening (42) therein. The opening in the orifice portion has a swirler (44) mounted therein. The swirler and the high pressure surface cause the air passing under the wing toward the outboard area to rotate with controlled direction and velocity consistent with the rotational direction of a naturally occurring vortex at the outboard area of the wing. As a result, the natural tip vortex is attenuated reducing drag on the airfoil.

Abstract: A closed shear flexible panel has upper and lower surfaces each having front ends which define a leading edge and rear edges which define a trailing edge. The rear edges are slideable longitudinally with respect to each other when a torsional force is applied to the panel or a linear force is applied to the rear edges to induce a spanwise gradient pitch in the panel.

Abstract: A recreational rocket (10) has a nose cone assembly (18,33) movable with respect to the main rocket body 12 between two limits. Each of a pair of fins (20) on the nose cone assembly (18,33) has a hinged aileron (22). The ailerons (22) are held in a straight path course by a limit bar (37) on body (12) when the nose cone assembly is at one limit. Plastic members (42) pull the ailerons (22) into glide mode position against the edges of stanchion plates (38).

Abstract: An active flight control arrangement for an air vehicle that includes a split span vee fin tail control arrangement whereby inner and outer spans of each fin are independently operable to provide yaw, roll, and pitch control for an air vehicle in flight. The inner and outer spans of each fin are preferably not, but may be, in the same plane. An intermediate controllable span may also be provided between the inner and outer spans of each fin.

Abstract: A variable contour control surface (30a) and a transition section (30a) are designed to eliminate the discontinuities that exist between an aircraft wing control surface and the wing itself. The variable contour is provided by translating the top skin of the control surface relative to the top surface of the wing with the bottom surfaces of the wing and control surface being joined as a single surface. This movement results in a change in the camber of the control surface. The transition section (30a) is a flexible connection between the inboard and outboard ends of the control surface (30a) and the wing. The transition section (30a) is stiffened by rods (40, 41) which run both fore to aft and spanwise within an elastomeric material. The transition section (30b) may be used in conjunction with either a fixed contour control surface or a variable contour control surface.

Abstract: An articulated control surface is provided for hydrodynamic control utilig a moldable control surface. The central surface is shaped by contracting and elongating wire bundles fabricated with shape-memory alloys located in an adjacent cooling chamber. The shape-memory alloys contract when heated via an applied electric current and elongate when cooled, i.e., the electric current is removed. A pair of wire bundles is anchored inside the cooling chamber. Each bundle is routed over several pulleys in such a manner that a lateral movement is produced at the actuator end of the wire. A pair of bundles act in opposition to maintain dynamic tension at the actuator end. Cooling flow to opposing wire bundles is controlled independently to enhance response time and reduce power requirements. The actuator is a post extending from the cooling chamber to the trailing edge structure of the control surface.

Abstract: An improved fighter aircraft has three primary lifting surfaces acting as wings on the airframe. The lifting surfaces are attached 120 degrees apart on the airframe so the fighter may turn in any direction without prior movements. The pilot has means to position himself to feel only positive g's in these maneuvers. A rotatable cockpit section, for example, moves independent of the airframe with the canard wings thereon. The pilot flies the cockpit section and the airframe with wings thereon responds accordingly.

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: In an airborne vehicle utilizing tail fins to provide directional control by use of the sideslip maneuver, a variably positionable side force generator airfoil that is positioned in response to the normal load factor of the vehicle to eliminate undesired roll caused by sideslip.

Abstract: A flutter control system of an aircraft wing comprising an actuator mounted on the aircraft wing to control a control surface, flight control command unit for outputting an actuation command signal for actuating the actuator, wing-displacement measurement unit for measuring an actual displacement of a predetermined point on the wing and outputting an actual displacement signal corresponding to the measured actual displacement, normal-wing-displacement prediction unit for predicting a normal displacement of the wing during normal flight in which no disturbance occurs, on the basis of the actuation command signal and of an information signal representing information about atmospheric density, flight speed and actuation position of the actuator and for outputting a predicted normal displacement signal representing the predicted displacement during the normal flight, disturbance-component estimation unit for receiving the actual displacement signal and the predicted normal displacement signal and for outputting a

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: An airfoil having a trailing edge member pivotally connected to a leading edge member. The trailing edge member having a vortex generating cavity that can be exposed or concealed from a stream of fluid flowing over the outer surface of the members.

Abstract: A rotary geared actuator for pivotally connecting a flap to a wing of an aircraft, includes at least two adjacent actuator slices rotatably coupled together, each actuator slice including a sun gear rotatably coupled to a drive shaft and having gear teeth with a curved profile to enable movement of the actuator slices with respect to each other in conformance with bending of the wing, planetary gears in surrounding and meshing engagement with the gear teeth of the sun gear, a movable ring gear in surrounding and meshing engagement with the planetary gears, and a fixed ring gear in surrounding and meshing engagement with the planetary gears on opposite sides of the movable ring gear, each fixed ring gear being in meshing engagement only with planetary gears of one actuator slice; at least one fixed side tie bar connecting each fixed ring gear with the wing; at least one movable flap side tie bar connecting each movable ring gear with the flap; securing pins for securing each fixed side tie bar to one fixed rin

Abstract: An improved linkage for the control surfaces, e.g., flaps, of a fighter airplane. The wing of the fighter aircraft includes a thin flap which has inwardly extending portions that extend inwardly of the wing of the aircraft by an amount sufficient to allow angular displacement of the flap without interrupting the continuity of the skin thereof. The linkage includes a radial fork having a first arm, a second arm and an intermediate portion intermediate the first and second arms. The intermediate portion is adapted to be pivotally mouted to the wing of the aircraft. The first arm is arcuately configured so that it does not interfere with the arcuate travel of the thin flap. In a similar manner, the second arm is arcuately configured so that it does not interfere with the movement of the extended portions of the thin flap.

Abstract: A built-in control flap for a ram air, multi-cell, wing type canopy having a ram air inlet is located in each side of the canopy at the rear portion thereof. Each built-in control flap is separated from the adjacent center portion of the canopy between the control flaps. A seal and guide of a sheet of flexible material connects the top of each control flap to the bottom of the adjacent center portion of the canopy across the separation for directing air flow thereby when a control flap is down. Each control flap receives air flow from the ram air inlet.

Abstract: Actuated forebody strakes provide yaw control at high angles of attack. In one embodiment, the strakes are axially slidable in the forebody to be deployed out of slots provided for the strakes in the forebody. In another embodiment, the strakes are pivotally connected at the tip of the strakes to pivot radially outwardly out of the slots provided in the forebody. In another embodiment, the forebody is provided with either a single strake or two strakes and the forebody is rotatable to vary the radial location of the strake or strakes. All embodiments achieve significant yaw control capability over a wide angle of attack and sideslip ranges.

Abstract: A system for reducing wing root bending moment load during aircraft maneuvers. The system operates to reduce the lift on the outboard section of the wing by moving an outboard flap upward in response to commands calculated from aircraft parameters and a predetermined wing root bending moment load limit.

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: Aileron for an airplane wing controlled by a reversible control system. The aileron comprises a first section extending generally behind the pivot axis of the aileron parallel to the longitudinal axis of the wing and a second section extending in front of the pivot axis of the wing to aerodynamically balance the aileron. The second section is coinciding with the wing tip. To improve the transversal stability of the airplane during drifting flight the second section is directed upwards and outwards with respect to the chord plane of the wing at an angle between 20.degree. and 70.degree. with the chord plane.

Abstract: Aileron-supported split flaps and ground speed spoilers (collectively referred to as "aerodynamic lifting or braking devices") for reducing aircraft approach speeds and reducing the length of the runway needed to land the aircraft. The actuating mechanism for the aerodynamic lifting or braking device allows the latter to rotate with the supporting aileron as the latter is moved up and down when the lifting or braking device is in its stowed position. When the lifting or braking device is in its extended position, up and down aileron movements will cause the aerodynamic lifting or braking device to translate to and fro, but the lifting or braking device will remain in the extended position, irrespective of aileron movement. Hydraulic and torque tube systems can be used to deflect the aerodynamic lifting or braking device which completes the aerodynamic profile of the supporting aileron when that device is in its stowed position.

Abstract: Two aileron assemblies at opposite ends of a wing. Each aileron assembly has an aileron airfoil member having a first stowed position for high speed flight, where aerodynamic contours of the airfoil member match those of the wing. Each aileron airfoil member has a second extended position forming a slot with the trailing edge of the wing. Each airfoil member is slide mounted to a track member which is in turn pivotally mounted to wing structure.

Abstract: A fixed wing powered light aircraft has a fuselage formed by laterally spaced longitudinal tubular booms supporting a twin vertical stabilizer and rudder assembly and a horizontal stabilator. A tubular framework pylon structure is secured to the fuselage booms for supporting a propulsion engine driving a propeller arranged in a pusher configuration. An open cockpit is partially shrouded by a streamlined nose cowl and longitudinal cockpit side panels which meet along the longitudinal center line aft of the pylon. Two piece removable wing root fairings minimize drag and streamline airflow approaching the empennage. The aircraft is adapted for military applications with adjustable support brackets for aiming plural missile launch tubes on each wing. A pilot seat is mounted on an adjustable support structure comprising in eccentric arm and track for supporting longitudinal seat support rails.

Abstract: A free flyable structure includes a wing formation (2) including an inflatable container of such form that when it is inflated the container (2) has an aerofoil shaped cross-section whereby relative displacement between the container and surrounding air enables free flight conditions. A substantially rigid means (19) carries the pay load from the wing formation (2). Flight path control of the flyable structure includes producing relative displacement between the load and wing formation. Additional flight path controls may be used. A canard wing assembly (82) is suggested. The structure is power driven and in the disclosure a power unit (85) having a propeller (86) is proposed.

Abstract: This invention relates to aircraft designs with substantial trim drag reduction while maintaining commercially feasible low parasitic and induced drag. The stable or control configured aircraft utilizes controllable winglets to generate pitching, yawing, and rolling moments in flying wing or tailless airframe configurations which are preferably of a swept forward style.

Abstract: A flap (22) carries a guide roller (24) at each of its ends. Each guide roller (24) travels within a fore and aft track (28) positioned immediately endwise outwardly of its end of the flap (22). The flap (22) is extended and retracted by means including a reaction link (36) and a two-way linear actuator (38). The actuator (38) and the reaction link (36) are pivotally connected at their forward ends to the outer end of a bell crank arm (34), for pivotal movement about a common axis (40). At its rearward end the actuator (38) is pivotally attached to the flap at a location (44) offset above the roller (24). The reaction link (36) is pivotally attached at its rearward end to the flap (22) at a location (42) offset below the roller (24). Rotation of the bell crank arm (34) alone will result in the flap (22) being translated rearwardly and rotated downwardly, i.e. Fowler flap movement. Extension or retraction of the actuator (38) will cause a rotation of the flap (22) about the axes (26) of the rollers (24).

Abstract: A wingless aircraft having a power channel with two parallel ducts afixed to the top of the fuselage. A jet engine or other drive mechanism is positioned within each duct. No air flow is permitted between any part of the lower surface of the power channel and the fuselage. Each duct contains a number of variable-pitch airfoils that are independently adjustable. This independence of adjustment between variable-pitch airfoils within a single duct and the ability to adjust the variable-pitch airfoils in one duct as a group independently of those in another duct provides horizontal stability and compensates for undesired yawing. The lift is controlled to somewhat by adjustment of the variable-pitch airfoils and the angle of attack, and to an even greater extent in cooperation with adjustable auxiliary wing panels mounted above openings in the upper surface of each duct above one of the variable-pitch airfoils. The auxiliary wing panels nest in openings above the airfoils when not in use.

Abstract: Traditional roll control systems such as ailerons, elevons or spoilers are least effective at high angles of attack due to boundary layer separation over the wing. This invention uses independently deployed leading edge flaps 16 and 18 on the upper surfaces of vortex stabilized wings 12 and 14, respectively, to shift the center of lift outboard. A rolling moment is created that is used to control roll in flight at high angles of attack. The effectiveness of the rolling moment increases linearly with angle of attack. No adverse yaw effects are induced. In an alternate mode of operation, both leading edge flaps 16 and 18 are deployed together at cruise speeds to create a very effective airbrake without appreciable modification in pitching moment. Little trim change is required.

Abstract: A wing load alleviation system for redistributing aircraft loads encountered during flight by symmetrically deflecting the outboard ailerons of the aircraft includes a trailing edge tab pivotally supported on each outboard aileron. As each outboard aileron is deflected by the wing load alleviation system to reduce wing bending moments, the corresponding tab is deflected in aerodynamic opposition thereto so as to reduce wing torsional loads caused by the deflection of its associated outboard aileron. The span of each tab is equal to or less than that of its associated outboard aileron, and the chord of each tab is a predetermined fraction of that of its associated outboard aileron. Each tab may be mechanically linked to its associated outboard aileron so that deflection of the outboard aileron causes a proportional but opposite deflection of the tab.

Abstract: Aircraft wing fatigue life and weight are strongly influenced by maximum wing root bending moment. The object of the invention is to augment the wing root bending moment relief that can be provided by the deflection of aircraft ailerons (12) in the conventional manner, while reducing or eliminating aileron induced wing torsional loading. To accomplish this, a movable aerodynamic control surface (14) is mounted on the outboard side of a contoured boom (13) situated at each wingtip. The exact size and location of the control surfaces (14) are determined by the particular aircraft application. Control surface size is a function of the aircraft aileron size, and each control surface (14) is located ahead of the elastic axis (10') of the wing (10). In addition to providing load alleviation, asymmetric deflection of the wingtip control surfaces (14) creates an aircraft rolling moment that adds to that produced by aileron deflection.

Abstract: An improved geared tab configuration for a moveable airfoil, such as an elevator of an aircraft, is provided which comprises a tab pivotally connected to the airfoil, and linkage connecting the airfoil to the tab for simultaneous opposing pivotal movement of the tab relative to the airfoil to a maximum tab deflection at a determinable intermediate upward airfoil deflection beyond which the relative tab deflection reverses and fairs to the airfoil at a determinable maximum upward airfoil deflection.

Abstract: An ultralight aircraft has a single stick three-axis aerodynamic control, twin engined power control, wing- and tail-mounted ailerons, an inverted V-tail and wide span wings with upturned tips.

Abstract: An actuation system for rotating a control surface mounted on an aircraft airfoil, the control surface being rotatable about a first axis at an acute angle to the longitudinal axis of the aircraft is disclosed. The invention comprises a first crank having a first end and a second end pivotally mounted to the airfoil and rotatable about a spanwise second axis substantially perpendicular to the longitudinal axis of the aircraft. A second crank is pivotally mounted at its first end to the first crank and is rotatable about a third axis which is substantially perpendicular to the second axis. The second end of the second crank is pivotally mounted to the control surface. The second end of the second crank is rotatable about a fourth axis substantially perpendicular to the second and third axes. An actuator, substantially aligned with the longitudinal axis of the aircraft, is coupled to the airfoil and to the first end of the first crank.

Abstract: A precision actuator of minimum thickness which provides high output force with low input torque and includes a single-piece metallic rhombus with a drive assembly made up of a right-hand threaded rod that passes through a right-hand threaded side apex of the rhombus connected by a coupling to a left-hand threaded rod that passes through a left-hand threaded side apex opposite the other threaded apex of the rhombus. The right-hand threaded and left-hand threaded rods are secured to the coupling such that the drive assembly rotates as a unit. Right-hand rotation of the drive assembly increases the distance between the threaded apexes while drawing the end apexes closer together and left-hand rotation of the drive assembly draws the threaded apexes closer together forcing the end apexes further apart.

Abstract: A rotary wing aircraft is provided with at least one pair of vane members mounted on opposite sides of the body thereof. Each vane member includes a substantially planar flared section and a mounting section; each of such vane member mounting sections being positioned alongside such aircraft body and being rotatable about a substantially horizontal common axis passing therethrough. Such vane member flared sections extend in planes which obliquely intersect such common axis. Such vane members are selectively counter-rotatable to move such flared sections thereof into and out of alignment with the airstream moving rearwardly alongside the body of such aircraft as the same moves forwardly through the air to concurrently serve steering and banking functions and are further rotatable in unison to serve a pitching function.

Abstract: An efficient aircraft utilizes a stabilizer spaced from a fixed wing, and supported for controlled rolling about an axis extending generally in a forward direction, to control aircraft yaw. The stabilizer extends generally horizontally in straight forward flight. Pitch of the stabilizer is also controlled.

Abstract: An improved control system for the aileron segment of a combined flap and aileron (flaperon) wherein the flaperon, supported, extended and retracted by conventional means, is described. It consists of a splined shaft rotatably mounted on an aircraft wing, its longitudinal axis being substantially aligned with the extension and retraction path of the flap. A transfer gear box slidably engages the splined shaft and is supported by a roller assembly engaging a support track which is mounted in the wing and runs substantially parallel to the splined shaft. The transfer gear box incorporates gears to transfer rotation of the splined shaft, via a second angularly adjustable shaft, to an aileron segment rotation mechanism located on the flaperon at the axis of rotation of the aileron segment.

Abstract: The present canard type of aircraft comprises steering rudder elements which are tiltable substantially about the leading edge of each wing of the aircraft, whereby the respective edge of the rudder element extends alongside said leading edge of the respective wing. Another edge of the rudder element extends alongside a surface portion of the fuselage or body of the aircraft in close conformity with said surface portion, but movable relative thereto. A sealing may be inserted between the rudder element and the fuselage in such a manner that said movement is permitted.