ПОВОРОТНЫЙ ЭЛЕМЕНТ ДЛЯ УВЕЛИЧЕНИЯ ПОДЪЕМНОЙ СИЛЫ, В ЧАСТНОСТИ ОТКЛОНЯЕМЫЙ НОСОК ДЛЯ КРЫЛА С ВЫСОКИМ АЭРОДИНАМИЧЕСКИМ КАЧЕСТВОМ

Изобретение относится к области авиации. Отклоняемый носок крыла имеет профиль крыла летательного аппарата. Крыло (10) содержит кессон (10а), на первой стороне которого имеется первая обшивка (11), и на второй, противолежащей, стороне имеется вторая обшивка (12), и край кессона, обращенный к отклоняемому носку (20), имеет переднюю поверхность (14) крыла, которая является продолжением первой обшивки (11). Отклоняемый носок (20) крыла содержит основной корпус (21), который обеспечивает переход от первой стороны ко второй стороне, и первую переходную часть (20а), которая обращена к первой стороне, и вторую переходную часть (20b), которая обращена к второй стороне. Отклоняемый носок (20) крыла может устанавливаться с помощью механизма (23) удерживания и привода, соединяющего отклоняемый носок (20) крыла с кессоном (10а), между первым, убранным, положением и вторым, выдвинутым, положением. Первая переходная часть (20а) носка (20) может скользить по передней поверхности (14) крыла. Отклоняемый ...

ТРЕХЩЕЛЕВОЙ ЗАКРЫЛОК САМОЛЕТА КОРОТКОГО ВЗЛЕТА И ПОСАДКИ

Изобретение относится к средствам механизации крыла самолета короткого взлета и посадки. Трехщелевой закрылок крыла самолета короткого взлета и посадки содержит основное звено с дефлектором, каретки с опорными роликами, направляющие рельсы перемещения закрылка, механизмы уборки–выпуска. Он включает подвижное носовое звено. В нижней части основного звена закрылка по направляющим подвижно установлены подвижные панели, к которым шарнирно закреплены складывающиеся тяги управления с наружными рычагами, одним плечом соединенные с панелями, а другим плечом - с основным звеном закрылка. Наружный рычаг через промежуточную тягу связан с другим наружным рычагом складывающейся тяги носового звена. Складывающаяся тяга одним плечом прикреплена к подвижному носовому звену закрылка, а другим плечом - к его дефлектору. Внутренний рычаг через поворотную тягу связан с механизмом уборки-выпуска. Изобретение направлено на повышение эффективности закрылка крыла самолета короткого взлета и посадки. 12 ил.

ГИБКАЯ УПРАВЛЯЮЩАЯ ПОВЕРХНОСТЬ ДЛЯ ЛЕТАТЕЛЬНОГО АППАРАТА

1. Гибкая управляющая поверхность (1; 11, 14) для летательного аппарата (21), содержащая по меньшей мере два исполнительных механизма (3), воздействующих на нее в разных точках (2) приложения усилий, расположенных рядом друг с другом в направлении (9) размаха управляющей поверхности (1; 11, 14), отличающаяся тем, что она является по существу плоской в направлениях (9) размаха и набегающего потока (6) и выполнена упругоэластичной, а по меньшей мере два исполнительных механизма (3) рассчитаны таким образом, чтобы при их одновременном приведении в действие отклонять точки (2) приложения усилий по-разному с обеспечением упругой деформации управляющей поверхности (1; 11, 14) в направлениях размаха (9) и набегающего потока (6). ! 2. Управляющая поверхность (1; 11, 14) по п.1, отличающаяся тем, что в состоянии упругой деформации ее форма является непрерывной, без изломов. ! 3. Управляющая поверхность (1; 11, 14) по п.1, отличающаяся тем, что в состоянии упругой деформации она образует плавный переход к близлежащей конструкции (8) вдоль ее протяженности в направлении (9) размаха. ! 4. Управляющая поверхность (1; 11, 14) по п.1, отличающаяся тем, что в состоянии упругой деформации ее боковые края образуют квазинепрерывный переход к близлежащим соединительным участкам. ! 5. Управляющая поверхность (1; 11, 14) по п.1, отличающаяся тем, что исполнительные механизмы (3) приводятся в действие индивидуально. ! 6. Управляющая поверхность (1; 11, 14) по п.1, отличающаяся тем, что отклонение точек (2) приложения усилий вызывает ее упругий изгиб, кручение и/или искривление. ! 7. Управляющая поверхность (1; 11, 14) по п.1, отличающаяся тем, что отклонение точек (2) приложения усилий вызывает ее упругий изги РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2008 129 375 (13) A (51) МПК B64C 3/48 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (71) Заявитель(и): ЭРБУС ДОЙЧЛАНД ГМБХ (DE) (21), (22) Заявка: 2008129375/11, 20.12.2006 (30 ...

УСТРОЙСТВО ДЛЯ СЛОЖНОГО ПЕРЕМЕЩЕНИЯ

... 1. Устройство сложного перемещения для соединения двух поверхностей, предназначенных для создания взаимного относительного перемещения, в котором при перемещении в выдвинутое состояние поворота осуществляется поворот со сложным перемещением второй поверхности по отношению к первой поверхности.2. Устройство сложного перемещения по п.1, в котором оси поворота первого шарнирного соединения и второго шарнирного соединения расположены в общей плоскости, пересекающейся с ними, при всех состояниях поворота.3. Аэродинамическая поверхность, в которой поворотные оси первого шарнирного соединения и второго шарнирного соединения следуют траектории, проходящей через общую плоскость, пересекающуюся с ними при всех углах перемещения.4. Аэродинамическая поверхность, включающая устройство сложного перемещения, а также включающая первое положение и убранное состояние, в которой при убранном состоянии устройство размещается в пределах профиля аэродинамической поверхности.5. Устройство, создающее и поддерживающее ...

УСТРОЙСТВО ОБНАРУЖЕНИЯ И ПРЕДОТВРАЩЕНИЯ ПЕРЕКОСА ЗАКРЫЛКА

Tragflaeche fuer Flugzeuge mit waehrend des Fluges veraenderlichem Profil

Flügelanordnung für ein bewegliches Flugzeugvorflügelsystem

Anordnung zur Minderung des aerodynamischen Lärms an einem Zusatzflügel eines Flugzeuges

Eine Anordnung zur Minderung des aerodynamischen Lärms an einem Zusatzflügel (1; 11) eines Flugzeugs, der an einen Hauptflügel (1) angelenkt und unter Freigabe eines Spaltbereichs (9) zwischen dem Hauptflügel (2) und dem Zusatzflügel (1) ausfahrbar ist, umfassend eine Trennfläche (6; 7), die bei ausgefahrenem Zusatzflügel (1; 11) in den Spaltbereich (9) verlagerbar ist und sich zumindest teilweise entlang einer Trennstromlinie (13) zwischen einem Wirbelströmungsgebiet (12) und einer Spaltströmung (10) der im Spaltbereich (9) zwischen Zusatzflügel (1; 11) und Hauptflügel (2) strömenden Luft erstreckt. Erfindungsgemäß ist die Trennfläche (6; 7) eine n-stabile Fläche, die mittels Aktuatoreinrichtung (3; 3a, 3b; 4; 4a, 4b; 5; 5a, 5b) zwischen mindestens einem der stabilen Zustände und mindestens einem weiteren Zustand verlagerbar ist.

A drive system for slats / flaps of an aircraft wing

A drive system for the flaps / slats of an aircraft wing comprises drive shafts which are connected to the flaps, and comprises one or more servo motor units 30 connected to the drive shafts, wherein the drive shafts can be selectively coupled with one another. Ideally, a first drive shaft 12 is connected to a first flap 10 while a second drive shaft 22 is connected to a second flap 20, and a clutch mechanism 50 is selectively operable to connect the drive shafts in series. A main power unit 30 is provided preferably at one end of the drive shafts / transmission rods, while a secondary one 40 is provided at the opposite end for operating one of the flaps individually. When a flap is to be operated individually, the clutch mechanism separates, while brakes 60 release one flap while locking the other against movement. In this way, the camber of the wing/s can be altered in sync, or asymmetrically.

Improvements in or relating to controlling devices for aeroplanes

... 232,693. Fairey, C. R. Jan. 25, 1924. Steering and balancing.- In an aeroplane wherein the hinged marginal portion of each wing is divided into an outer section or aileron and an inner section or flap, means are provided for con - trolling the lateral stability of the machine, (1) by placing the ailerons in opposite directions independently of any movement of the flaps; or (2) by flexing the flaps in opposite directions independently of any movement of the ailerons; or (3) by concurrently flexing the respective ailerons and the respective flaps simultaneously in opposite directions to the same or to different extents; and, in the same machine, for enabling the camber of both wings to be varied in part or as a whole; (4) by flexing both ailerons simultaneously in the same direc. tion irrespective of any movement of the flaps; or (5) by flexing both flaps alone simultaneously in the same direction irrespective of any movement of the ailerons; or (6) by concurrently flexing both ailerons and ...

Leading edge arrangements for aircraft wings

A leading edge arrangement includes a fixed wing portion 10, a slat member 18 slidably mounted with respect thereto by an arm 14. The arm 14 is provided with an internal trackway 15 and external cam surfaces 16 min and 16 sec , the trackway co-operating with roller bearings 12 on the fixed wing portion and the cam surfaces co-operating with respective roller bearings 13 min and 13 sec on the fixed wing portion. The profiles of the trackway and cam surface are selected so that from a stowed cruise condition the slat member initially moves to a take-off setting along a path in which the ratio of downward deflection to extension movement is low to increase effective wing chord, and subsequently moves to a landing setting along a path in which the said ratio is high to increase wing camber. A modification is also described in which the rearward heel of the slat member which is exposed when the slat is extended is formed of a flexible panel portion (21, Fig. 2), so that it may blend smoothly ...

Variable camber wings.

A variable camber wing which may act as an aileron and as a slotted flap comprises a leading wing portion 1, a chordwise arm 4 tiltably mounted thereon and carrying a flap element 5, and an intermediate wing portion 6 slidably mounted on the chordwise arm by means of trackways 8 and associated rollers 9. An upper flexible but inextensible skin 11 is anchored to both the leading wing portion 1 and the intermediate wing portion 6. Downward tilting of the arm 4 from a median position causes the upper skin 11 to draw the intermediate wing portion 6 away from the flap element 5. On tilting through small angles, the intermediate wing portion 6 moves chordwise and the skin 11 slides over flap element 5 and defines a smooth and continuous surface between the leading wing portion 1 and the flap element, whilst on tilting through large angles, the intermediate wing portion moves upwardly relative to the flap element and lifts the skin 11 therefrom to form a slot between the flap element 5 and skin ...

Drive system for a variable camber aircrsft wing

A transition arrangement for an aircraft

Aeroplane construction

... 336,297. Dare, M. E. July 12, 1929. Planes, construction of; controlling. - In an aeroplane of the type having wings composed of several sections mutually movable for varying the camber of the wing, means are connected with the centre section E of each wing for moving this section upwardly or downwardly relative to front and rear sections D, F, the centre section E being hinged at its longitudinal edges with the inner edges of the two outer sections D, F which are rotatably mounted on spars G, H, extending through the fuselage. Each section E is connected at points P to a frame K guided in fuselage side members at L, M, and moved vertically bv cam or lever mechanism actuated from a hand control provided with a latch X engaging in a toothed sector Y. Sections D, E, F, have their abutting faces bevelled, and may have their outer covering extended to overlap the gaps between them, as shown in Fig. 5. Wing tip sections C hinged at C<1> to the centre section E are employed for effecting steering ...

WING LEADING EDGE SLAT

Improvements in or relating to the control of aeroplanes and the like

... 156,366. Marks, E. C. R., (Dare, M. E.). Nov. 1, 1919. Steering and balancing; planes, construction and arrangement of.- An aeroplane wing is composed of front and rear sections each mounted to rock about axes extending along the wing, the two sections being pivotally connected together, so that, by adjustment of their common pivot, up or down, the camber of the wing is varied. In the form shown in Figs. 2 and 4, the ribs at the inner end of the wing comprise front portions 20 and rear portions 21 hinged together by a bar 26. while the ribs 24, 25 at the outer end are continuous. The parts 20, 21 are pivotally mounted on rods 22, 23 of the wing framework, and the bar 26 is jointed at 28 to the rib 24, so that the inner end of the bar may be moved up and down to vary the camber of the inner portion of the wing. The parts 20 may be made extensible by means of a sliding connection 34. The covering is made in sections 41, 42, 43 overlapping and sliding at adjacent edges. The wing is carried ...

A seal plate for an aerodynamic surface

Aircraft

An aircraft 200 comprising at least one propulsion unit 204 configured to propel the aircraft in a first direction and at least one further propulsion unit 206 configured to propel the aircraft in a second direction substantially opposite to the first direction. The aircraft also includes at least one wing 202, wherein the at least one propulsion unit is mounted in front of the leading edge of the at least one wing, such that the air downstream of the at least one propulsion unit flows around the at least one wing to provide lift and a longitudinal thrust in the first direction. The at least one further propulsion unit is configured to provide a longitudinal thrust in the second direction in order to balance lateral thrust and enable vertical take-off. The at least one further propulsion may be configured to stop producing thrust once airborne, the at least one further propulsion unit may be configured to reverse the direction in which it produces thrust to be the same as the at least one ...

Improvements in or relating to Aeroplanes.

... 6359. Martin, H. P., and Handasyde, G. H. March 14. Steering and balancing.-The lateral supporting-surfaces of an aerial machine are warped in the same or opposite senses by means of an endless cord 5 passing around two operating sprocket-wheels or drums and guide-pulleys. The cord 5 passes over the sprocket-wheel 1, around the guide-pulley 6 on the lower side of the left wing 2, around a sprocket-wheel 4 and guide-pulleys 7, 8, 9, again around the sprocket-wheel 4 in a reverse direction, and over a pulley 10. By turning the sprocketwheel 1 the wings are warped oppositely, and by turning the sprocket 4 the wings are warped in the same sense. In a modified form, in which the wings are warped only in the same sense, the sprocket-wheel 1 is dispensed with, and the cord 5 is attached to the lower end of the mast 4.

Aerofoil having a landing flap

Aircraft

An aircraft having a wing with an inboard portion 2 of high sweepback an outboard portion 3 of low or variable sweepback includes a droopable leading region 4 on the inboard portion, the droopable region being sequenced to operate as aircraft incidence changes. ...

AIRPLANE WING AND PROCEDURE FOR THE DECREASE OF THE AIRSPEED OF AN AIRPLANE

FLAP CONTROL DRIVE SYSTEM

WINGED SPACECRAFT

FLAP CONTROL DRIVE SYSTEM

Aerodynamic profile body for an aircraft

Aerodynamischer Profilkörper (1) für ein Flugzeug, insbesondere Winglet, mit einem eine Profilvorderkante (4a) aufweisenden vorderen Profilelement (2), mit einem eine Profilhinterkante (3a) aufweisenden hinteren Profilelement (3) und mit einer das vordere Profilelement (2) mit dem hinteren Profilelement (3) verbindenden Verstelleinheit (7), mit welcher das hintere Profilelement (3) gegenüber dem vorderen Profilelement (2) verstellbar ist, wobei die Verstelleinheit (7) eine mit dem vorderen Profilelement (2) verbundene vordere Lagereinrichtung (8), eine mit dem hinteren Profilelement (3) verbundene hintere Lagereinrichtung (9) und eine die vordere Lagereinrichtung (8) und die hintere Lagereinrichtung (9) miteinander verbindende Kraftübertragungseinrichtung (10) aufweist.

HIGH LIFT SYSTEM AT THE WING OF AN AIRPLANE

VERTICAL TAKE-OFF AND LANDING AIRCRAFT

The present invention discloses an aircraft capable of vertical take-off and landing. The aircraft comprises a single constant speed variable pitch propeller (3), a fuselage (2), an empennage (21, 22) and main wings (6) fixed to the fuselage (2); arranged similar to a conventional aircraft, but sized and positioned for vertical flight. A stator is positioned a minimal distance behind the propeller so as to compensate the torque caused by the propeller. The aircraft comprises high lift and high drag devices such as flaps (19) and a leading edge slat (7) on the main wings (6), and a fuselage spoiler (18). The positioning of the center of gravity (23) allows for a stable nose-up take- off and landing, NUTOL, position. The propeller generated airflow (PGA) over the main wings (6) and high lift and drag devices (7, 18, 19) creates lift and drag forces. Due to the NUTOL position, the sum of the propeller thrust, the lift forces and the drag forces on the aircraft results in a vertical force and ...

A LEADING EDGE STRUCTURE FOR AN AEROFOIL

A leading edge structure is disclosed for an aircraft wing in which a dro op nose is articulated by a double hinge, in particular said leading edge st ructure comprising: a fixed leading edge structure (201); a movable leading edge structure (202) comprising a trailing edge, said movable leading edge s tructure being attached to said fixed leading edge structure by a first and second set of hinge arms (204,205); an actuator (210) arranged to act on sai d movable leading edge structure so as to move said movable leading edge str ucture betwen a deployed position and a stowed position relative to said fix ed leading edge structure, wherein the stowed movable part provides the lead ing edge surface for the aerofoil, and said first and second hinge arms are arranged to hold said trailing edge of said movable leading edge structure a djacent said aerofoil surface of said fixed leading edge structure in said d eployed and stowed positions and to maintain said trailing edge away from sa id aerofoil ...

HIGH-LIFT-DEVICE, WING, AND NOISE REDUCTION DEVICE FOR HIGH-LIFT-DEVICE

Disclosed are a high-lift-generating device, a wing, and a noise-reduction device for the high-lift-generating device, which aim to reduce noise generated when flaps are deployed, suppress degradation of aerodynamic characteristics when the flaps are retracted, and suppress an increase in weight, and which are provided with a flap body (5) disposed in a deployable/retractable manner to a main wing, and a protrusion (6A-1) that protrudes smoothly in the direction away from the flap body (5) and is in the vicinity of at least one end of the pressure surface (PS) of the flap body (5). The protrusion smoothly increases from a leading edge side toward an intermediate portion, smoothly decreases from the intermediate portion toward the trailing edge, smoothly increases from the end portion toward the intermediate portion, and smoothly decreases from the intermediate portion.

WINGED SPACECRAFT

A rocket-powered spacecraft with a wing (17) havint hinged portions (21, 22) which can be elevated about a hinge line (23). Tail booms (24, 25) extend rearwardly from the outer ends of the aft wing portions, and rudders (29) are mounted at the aft ends of the booms. Each tail boom supports a horizontal tail with an elevon (28) at its trailing edge. In normal flight, the wing has a normal airfoil shape and during re-entry, the aft wing portions are steeply elevated to provide stable high-drag decent. The high-drag decent reduces speed and thermal loading. After decent the wing is Returned to an unelevated position for gliding flight to a horizontal landing.

ACTUATOR FOR ADAPTIVE AIRFOIL

An apparatus and method for an actuator system to modify an adaptive flap of an aircraft wing. The system may include a drive rod extending from a nose portion of the flap to an interior thereof. A bell crank may be attached to the interior and configured to receive an end of the drive rod. A pivot disposed opposite of the drive rod may couple the bell crank to a mount fixed to a lower surface of a trailing edge portion of the flap. A skin overlap may be configured to allow the lower surface of the trailing edge portion to slide adjacent to a lower surface of a remaining portion of the flap under the action of the drive rod. A bumper may be disposed within the aircraft wing and configured to exert a continuous force on the drive rod when the flap is moved to a retracted state.

DEFORMING FOIL STRUCTURE FOR BRIDGING CURVED FLUID-DYNAMIC SURFACE

A bridging structure for a deforming foil, such as a morphing wing, that provides a fluid-dynamic surface throughout foil deformation that forms a curved fluid-dynamic surface with a relatively low drag. A high extent of foil deformation can be provided, with lower actuation force, providing a fluid-dynamic surface with a simple or complex curve in one direction, by providing a set of rail-mounted members that are joined at one end to a deforming sheet. By coupling the members with high elongation, resilient bodies, adjacent members can support each other, while permitting extension, and accommodating curvature.

Dispositif pour modifier le contour des ailes d'aéronefs et de corps similaires.

SYSTEM OF SHUTTERS OF LEADING EDGE FOR WING Of PLANE

Device allowing to modify, during the flight, the curve of the wings of a plane

VOLET DE BORD D'ATTAQUE A CAMBRURE VARIABLE ET EFFILE POUR AILE D'AERONEF

L'ENSEMBLE COMPREND UNE SERIE TRANSVERSALE DE SEGMENTS DE VOLET 11, 18 AYANT CHACUN UN PANNEAU SOUPLE A CORDE CONSTANTE 11P, 18P ET UN NEZ DE BORD D'ATTAQUE 11B, 18B, CHAQUE NEZ ETANT EFFILE TRANSVERSALEMENT DE FACON A FORMER, CONJOINTEMENT AVEC LE PANNEAU A CORDE CONSTANTE, UN SEGMENT DE VOLET EFFILE, ET DES TRINGLERIES PERMETTANT DE DEPLOYER LES SEGMENTS DE VOLET DE LA SERIE TRANSVERSALE DE FACON A FORMER POUR LE PLAN AERODYNAMIQUE UN ENSEMBLE DE VOLETS DE BORD D'ATTAQUE EFFILE VARIANT UNIFORMEMENT. AVIONS A DECOLLAGE ET ATTERRISSAGE COURTS.

Wing with adjustable incidence and curve in flight for airplanes

Lifting system for aircraft

Seaplane

WING HAS VARIABLE CAMBER

ACTIVE GURNEY FLAP, CAPABLE OF MULTIPLYING A LIFT OF A BLADE

PURPOSE: An active gurney flap is provided to manufacture a rear part of a flexible body as a rotating main body composed of a flexible material and the rigidity of the rear part is reinforced through a partial reinforcement. CONSTITUTION: An active gurney flap(50) comprises an actuator(100), a flexible main body, and a first sealing member. The flexible main body is reacted to the operation of the actuator, thereby becoming bent or rotated from to a storing position to an inflating position. The first sealing member is extended along a first edge of the flexible main body being bent from the storing position. COPYRIGHT KIPO 2013 ...

HIGH LIFT SYSTEM FOR AN AIRCRAFT

The present invention provides a high lift system for an aircraft, which extends and retracts the landing flaps of the aircraft in a fully electric manner. In this context, a fully electric drive is used, comprising an electric motor having an internal redundancy, in such a way that the electric motor is configured as a fault-tolerant electric motor. It may thus be possible to do without a coupling gear unit in the electric motor.

AEROSPACE VEHICLE LEADING EDGE SLAT DEVICES AND CORRESPONDING METHODS

Aerospace vehicle leading edge slat devices and corresponding methods are generally disclosed herein. One aspect of the invention is directed toward an aerospace vehicle system that includes an airfoil (102a, 102b) having a leading edge (110a, 110b). The system further includes a first flow body (120) fixedly coupled to the airfoil to form at least one gap (114, 115) between the leading edge of the airfoil and the first blow body (120). A second flow body (130) can be coupled to the airfoil and can be movable between at least a retracted position where the second flow body (130) is positioned to at least approximately aerodynamically seal the at least one gap (14, 15), and an extended position where the second flow body (130) is positioned to allow fluid flow through the at least one gap (114, 115).

WINGED SPACECRAFT

A rocket-powered spacecraft having a wing which has hinged aft portions which can be elevated about a hinge line. Tail booms extend rearwardly from the outer ends of the aft wing portions, and rudders are mounted at the aft ends of the booms. Each tail boom supports a horizontal tail with an elevon at its trailing edge. In normal flight, the wing aft portions are not elevated, and the wing has a normal airfoil shape. During atmosphere reentry, the wing aft portions are steeply elevated to provide a stable high-drag altitude for the spaceship for speed reduction at low thermal and structural loading. After reentry, the aft wing is returned to an unelevated position which enables gliding flight to a horizontal-runway landing.

Airplane

ELEVON CONTROL SYSTEM

A system comprising an aerial vehicle or an unmanned aerial vehicle (UAV) configured to control pitch, roll, and/or yaw via airfoils having resiliently mounted trailing edges opposed by fuselage-house deflecting actuator horns. Embodiments include one or more rudder elements which may be rotatably attached and actuated by an effector member disposed within the fuselage housing and extendible in part to engage the one or more rudder elements. 1. A system , comprising:an airfoil having a control surface, wherein the airfoil is rotatably attached via a pivot point of a fuselage, and wherein the control surface comprises a resilient element; andan actuator horn disposed within the fuselage, the actuator horn extendible in part from the fuselage via a fuselage housing aperture to contact and move the control surface in an extended position, wherein the fuselage housing aperture is located on a bottom of the fuselage, and wherein the actuator horn is extendible through the fuselage housing aperture to contact a top surface of the control surface.2. The system of claim 1 , wherein the airfoil is movable to a deployed position claim 1 , wherein the control surface is aligned to receive the actuator in the deployed position as the actuator extends to contact and move the control surface.3. The system of claim 2 , wherein the actuator horn deflects the control surface in a first direction by extending to oppose the resilient element of the control surface.4. The system of claim 3 , wherein the actuator horn deflects the control surface in a second direction by retracting.5. The system of claim 4 , wherein the resilient element is unopposed when the actuator horn is fully retracted and the airfoil is in the deployed position.6. The system of claim 1 , wherein the actuator horn is disposed within the fuselage when the actuator is fully retracted claim 1 , and wherein the actuator horn does not contact the control surface when the actuator is fully retracted when the airfoil is ...

SEAL PLATE FOR AN AERODYNAMIC SURFACE

A seal plate (201) for maintaining a continuous aerodynamic surface between a fixed part (302) of an aerostructure such as an aerofoil (103) and a movable surface such as a spoiler (304) is provided. The seal plate (201) includes a resilient material such as fiberglass and has an aerodynamic surface (203). It is configured to be mounted to the fixed part (302) of the aerofoil along one edge (205) and to slidably seal with the control surface (304) at a second edge (207). The seal plate (201) is stepped and has a rigid lever (217) to engage behind the control surface (304) to bend the seal plate precisely according to movement of the control surface (304) and maintain the continuous aerodynamic surface.

Aircraft with extendable leading edge of fuselage and wings

An extendable leading edge (20a,20b) for the fuselage (12) and wings (14) of an aircraft (10) is disclosed. The leading edge (20a,20b) may be extended from a retracted position adjacent to the fuselage (12) and wings (14) to an extended position. In the extended position, the leading edge (20a,20b) increases lift of the aircraft (10) at low speeds. In the retracted position, gaps associated with the leading edge (20a,20b) are avoided.

A LEADING-EDGE ARRANGEMENT FOR AN AIRCRAFT

FAIRING ATTACHMENT SYSTEM FOR A WING OF AN AIRCRAFT, AIRCRAFT WING AND METHOD FOR MOUNTING A FAIRING DEVICE

A fairing attachment system for a wing of an aircraft comprises a high lift support structure (11) configured for movable supporting a high-lift airfoil element (17) of a wing (10) of an aircraft relative to the wing (10), a fairing device (12) extending in a lengthwise direction (X), configured for providing an aerodynamic housing of the high lift support structure (11) when attached to a surface (13) of the wing (10), and an adjustable attachment element configured for attachment of the fairing device (12) to the high lift support structure (11). The adjustable attachment element (14) is longitudinally extending and adjustable in length in order to compensate tolerances of the high lift support structure (11) relative to the wing (10) during assembly. An aircraft wing comprises the fairing attachment system. The fairing attachment system is used in a method for mounting a fairing device (12) to a wing (10) of an aircraft.

КОНСТРУКЦИЯ ПЕРЕДНЕЙ КРОМКИ ДЛЯ АЭРОДИНАМИЧЕСКОГО ПРОФИЛЯ

Изобретение относится к области авиации. Конструкция передней кромки для аэродинамического профиля содержит неподвижную конструкцию передней кромки для прикрепления к кессону крыла и опускающуюся конструкцию передней кромки. Конструкция передней кромки предназначена для крыла самолета и имеет опускающуюся носовую часть, которая поворачивается двойным шарниром. Изобретение направлено на снижение аэродинамического сопротивления. 4 з.п. ф-лы, 5 ил.

УСТРОЙСТВО ДЛЯ УВЕЛИЧЕНИЯ ПОДЪЕМНОЙ СИЛЫ, КРЫЛО И УСТРОЙСТВО ДЛЯ СНИЖЕНИЯ ШУМА, ИСПОЛЬЗУЕМЫЕ С УСТРОЙСТВОМ ДЛЯ УВЕЛИЧЕНИЯ ПОДЪЕМНОЙ СИЛЫ

Группа изобретений относится к области авиации. Устройство для увеличения подъемной силы содержит основной элемент (5) закрылка, установленный с возможностью выпуска и убирания относительно основного крыла, и выступающий элемент (6А-1), выполненный так, что он имеет плавный контур и расположен вблизи концевого участка в направлении размаха поверхности положительного давления основного элемента (5) закрылка, выступая в направлении от основного элемента закрылка. Крыло содержит основное крыло и устройство для увеличения подъемной силы. Устройство для снижения шума содержит съемный основной элемент, выполненный с возможностью присоединения к концевому участку в направлении размаха основного элемента закрылка и возможностью отсоединения от концевого участка в направлении размаха основного элемента закрылка, установленного с возможностью выпуска и убирания относительно основного крыла, и выступающий элемент. Группа изобретений направлена на увеличение подъемной силы и снижение шума без увеличения ...

МЕХАНИЗИРОВАННОЕ КРЫЛО ДЛЯ ЛЕТАТЕЛЬНОГО АППАРАТА С УСТРОЙСТВОМ ДЛЯ УМЕНЬШЕНИЯ АЭРОДИНАМИЧЕСКОГО ШУМА

Изобретение относится к области авиации. Механизированное крыло для летательного аппарата с устройством для уменьшения аэродинамического шума содержит элемент (1; 11), сочлененный с крылом (2) и выпускаемый с образованием щелевой области (9) между крылом (2) и элементом (1; 11) его механизации, а также разделительную поверхность (6; 7), установленную с возможностью ее перемещения при выпущенном элементе (1; 11) механизации в щелевую область (9) и проходящую вдоль линии (13) раздела потоков, устанавливающейся между областью (12) вихревых течений и щелевым потоком (10) воздуха, движущегося в щелевой области (9) между элементом (1; 11) механизации крыла и крылом (2). Разделительная поверхность (6; 7) представляет поверхность с n устойчивыми состояниями, переводимую посредством исполнительного органа (3; 3а, 3b; 4; 4а, 4b; 5; 5а, 5b) между дискретными положениями. Изобретение направлено на упрощение конструкции. 31 з.п. ф-лы, 15 ил.

УПРАВЛЕНИЕ УСТРАНЕНИЕМ ОТКЛОНЕНИЯ ЗАКРЫЛКА КРЫЛА

МАЛОШУМЯЩАЯ СИСТЕМА ПРЕДКРЫЛКА С ЭЛЕМЕНТАМИ, РАЗМЕЩЕННЫМИ В ПЕРЕДНЕЙ КРОМКЕ КРЫЛА И ВЫПОЛНЕННЫМИ С ВОЗМОЖНОСТЬЮ РАЗВЕРТЫВАНИЯ

... 1. Способ уменьшения шума воздушного летательного аппарата, связанного с системой для создания подъемной силы, включающий:развертывание предкрылка от передней кромки крыла воздушного летательного аппарата в положение для создания подъемной силы иперемену положения по меньшей мере одного элемента, размещенного в передней кромке, из убранного положения внутри крыла воздушного летательного аппарата в развернутое положение, в котором создана непрерывная плавная наружная линейная формы поперечного сечения крыла воздушного летательного аппарата, образованная верхней поверхностью крыла, указанным по меньшей мере одним элементом, размещенным в передней кромке, и нижней поверхностью крыла.2. Способ по п.1, в котором указанный по меньшей мере один элемент, размещенный в передней кромке, содержит однокомпонентную секцию, аперемена положения однокомпонентной секции включает ее линейное перемещение наружу в развернутое положение, в котором верхняя кромка однокомпонентной секции примыкает к верхней поверхности ...

УСТРОЙСТВО И СПОСОБ ПРИКРЕПЛЕНИЯ С ВОЗМОЖНОСТЬЮ ДВИЖЕНИЯ СИСТЕМЫ ТРАНСПОРТНОГО СРЕДСТВА К ОСНОВНОЙ КОНСТРУКЦИИ ТРАНСПОРТНОГО СРЕДСТВА

Fluggerät mit gelenkig verbundener Vorderkante des Rumpfes und der Tragflügel

Paraglider or kite aerodynamic profile has slot at rear providing flow path between underside and upperside of profile

The aerodynamic profile is made of a flexible material, its shape maintained by an increased pressure within at least part of the interior of the profile, a slot (9) provided at the rear of the profile for connecting the profile underside (11) with the profile upperside (3). The slot is funnel-shaped over at least one region in the flow direction between the profile underside and the profile upperside, the slot bridged at spaced points across the width of the profile, for coupling the profile sections infront and behind the slot together.

Vorderkantenvorrichtung für ein Flugzeug

Es wird eine Vorderkantenvorrichtung für ein Flugzeug vorgeschlagen, die Vorrichtung aufweisend einen Strömungskörper mit einer vorderen Haut, einer hinteren Haut, einem Holm und einem Lufteinlass, wobei die vordere Haut um eine Spannweitenachse gekrümmt ist, um einen unteren Abschnitt und einen oberen Abschnitt zu bilden, wobei eine Vorderkante des Strömungskörpers zwischen dem unteren Abschnitt und dem oberen Abschnitt angeordnet ist, und wobei sich der Holm vom unteren Abschnitt zum oberen Abschnitt erstreckt, wobei die vordere Haut, die hintere Haut und der Holm mindestens eine Luftkammer einschließen, die in Fluidverbindung mit dem Lufteinlass steht, wobei ein Auslassabschnitt mindestens direkt angrenzend an den unteren Abschnitt der vorderen Haut angeordnet ist, und wobei der Auslassabschnitt eine Vielzahl von Luftauslässen umfasst, um Luft aus der mindestens einen Luftkammer durch die Luftauslässe austreten zu lassen.

Vorrichtung zur Steigerung des Hoechstauftriebes von Tragflaechen

Verfahren zur Minimierung des Widerstands bei einem im Flug befindlichen Flugzeug

Ein Verfahren zur Minimierung des induzierten Widerstandes bei einem im Flug befindlichen Flugzeug (1), insbesondere einem Verkehrs- oder Transportflugzeug, mit einem Rumpf (2) und zwei Tragflügeln (3) umfasst die Schritte Messen mindestens eines Istwerts an dem im Flug befindlichen Flugzeug (1), Vergleichen des Istwerts mit einem Sollwert und Ausschlag von Steuerflächen des Flugzeugs in Abhängigkeit von einer Differenz zwischen dem Istwert und dem Sollwert. Dabei ist der Istwert ein Differenzwinkel, und zum Messen des Differenzwinkels werden ein Neigungswinkel der Tragflügelmittensection (6) und ein Neigungswinkel in mindestens einem Spannweitenschnitt (10) der Tragflügel (3) gemessen und voneinander subtrahiert.

Fluggerät mit vorwärts ausfahrbarer Vorderkante des Rumpfes und der Tragflügel

BEWEGLICHER VORFLUEGEL MIT VERAENDERLICHEM PROFIL.

Improvements in and relating to wings for aeroplanes and the like

... 155,758. Ateliers de Constructions Mecaniques et Aeronautiques P. Schmitt, (Assignees of Soc. Nouvelle des Aeroplanes P. Schmitt). March 2, 1917, [Convention date]. Void [Published under Sect. 91 of the Act]. Steering and balancing. - Aeroplane wings 2 are provided with front and rear hinged parts 1, 4 connected together by rods 17 and arms 16, 18 so as to be adjusted simultaneously, for example by means of arms 15 and rods 14 connected to a screw 13. which is moved axially by means of a nut rotated through bevel-gear and a hand-wheel 10. The rear hinged parts 14 may be arranged to be operated independently of the front parts 1, or either of the front or rear parts may be omitted.

Hinge structure

A spar structure for connecting a moveable component (4, figure 1) and an aircraft (5, figure 1) comprising a continuous body 11 comprising a plurality of attachment/actuation brackets 10a, 10b, 10c, and a pair of continuous hinge lines 6, 7, extending through the body. Preferably the hinge lines run through two separate groups of the brackets, and one group of brackets connect the spar to an actuator (9, figure 2) and the other group connect the moveable component to the aircraft structure. The spar may comprises an outer U-shaped body within which the brackets are formed. Also disclosed is a method of making such a spar structure by drilling a pair of holes into a block or billet of material to form the hinge lines, and then machining the block or billet to form the spar structure around the hinge lines.

Improvements relating to lifting and controlling surfaces for air and other fluid-borne craft

... 166,196. Kennedy, C. J. H. Mackenzie-, and Clarke, T. W. K. Oct. 16, 1918. No Patent granted (Sealing fee not paid). Rudders ; submarine vessels, special apparatus for steering. - The wings, tail, surfaces, and other controlling-surfaces of aircraft or other fluid-borne craft are made in front and rear sections each hinged to a fixed part of the craft and connected to each other so that the two sections may be simultaneously turned in opposite directions. Fig. 1 shows a wing composed of a front section e hinged at h to the top of the front struts, and a rear section f hinged at i to the top of the rear struts. The connection between the two sections may comprise cylindrical rolling portions meshing with each other or having pin-and-slot engagement; or flexible straps k, k<1> may connect the top edge of each portion with the bottom edge of the other, as shown in Figs. 4 and 5; or an ordinary hinge connection may be used when it is not necessary to maintain the distance between the front ...

An aircraft power plant

Actuator for an aircraft component

TAPERED VARIABLE CAMBER LEADING EDGE FLAP FOR AIRCRAFT WING

Improved Planes for Aerial Machines.

... 19,572. Short, G. H. Sept. 9. Steering and balancing ; planes, construction and arrangement of.-The front part of the laterallyextending wings of an aeroplane is hinged to the main part and controlled by a wind-vane so that the camber of the wing is varied according to the movements of the vane whereby the stability of the machine is maintained. The attitude of the vane may be controlled by the pilot for steering. In one form, the hinged front part a is secured to rods k carrying the pivoted wind-vane a<2>. The arm m on the vane is connected by a link p to a crank n pivoted to the wing b and controlled by the pilot. A gust striking the under surface of the vane raises it into the position shown in full lines in Fig. 1 and increases the camber of the wing. The vane is slightly rotated on its pivot q as it rises. The vane may be arranged at the tips of the wings and may move in guides; or a single vane may control the front part of both wings. A balancing-plane a<1> follows the movements ...

AIRPLANE WING

BEARING AREA FOLDING DEVICES FOR AN AIRCRAFT AND AN EQUIVALENT PROCEDURE

SUPPORT STRUCTURE FOR A RETRACTABLE AND EXTENDABLE FLAP, AND USE OF SAID STRUCTURE

The invention relates to a support structure for a retractable and extendable flap (12) associated with an object (14), surrounded by a flowing fluid, comprising a shell profile (16) that has a fluid/aerodynamic low-drag form on the outer side and on the inner side forms a chamber (18) for at least partially receiving a device (20) for retracting and extending the flap (12).

SYSTEMS AND METHODS FOR PROVIDING DIFFERENTIAL MOTION TO WING HIGH LIFT DEVICES

A SEAL PLATE FOR AN AERODYNAMIC SURFACE

A seal plate (201) for maintaining a continuous aerodynamic surface between a fixed part (302) of an aerostructure such as an aerofoil (103) and a movable surface such as a spoiler (304) is provided. The seal plate (201) comprises a resilient material such as fiberglass and has an aerodynamic surface (203). It is configured to be mounted to the fixed part (302) of the aerofoil along one edge (205) and to slidably seal with the control surface (304) at a second edge (207). The seal plate (201) is stepped and has a rigid lever (217) to engage behind the control surface (304) to bend the seal plate precisely according to movement of the control surface (304) and maintain the continuous aerodynamic surface.

A COMPOUND MOTION STRUCTURE

A compound motion structure (3) for connection between two surfaces comprising a first arm (5) and a second arm (7) swingable coupled together through a first hinge connection ( 13), a first surface (35) coupled to an opposite end of the first arm via a second hinge connection, a second surface (39) coupled to an opposite end of the second arm via a third hinge connection, the first arm (5) and the second arm (7) being movable thereby resulting in a compound motion of one or both surfaces.

AILE BRISEE

Dispositif permettant d'accroître la portance des avions dans tout le domaine de vol lent quelque soit l'incidence de l'avion. L'aile de l'avion est brisée en son milieu, la partie 1 est la partie mobile. La partie 2 de l'aile qui n'a plus le même profil reste fixe par rapport à la partie 1, et, est le support de tous les systèmes permettant à la partie 1 de bouger, ainsi que les volets à recul 3. L'invention peut être utilisée dans la phase d'approche et, jusqu'à l'atterrissage complet ainsi que pour le décollage.

Apparatus of aviation

Improvements on the surfaces or wings of airplanes

SYSTEM OF SHUTTERS OF LEADING EDGE FOR WING Of PLANE

엘리본 제어 시스템

... 본 발명은, 동체 하우징 편향 액츄에이터 혼을 대향하는 탄성장착된 트레일링 에지를 가진 에어포일을 통해 피치(pitch), 롤(roll), 및/또는 요우(yaw)를 제어하도록 구성된 항공기 또는 무인 항공기(UAV)를 포함하는 시스템에 관한 것이다. 실시형태들은, 회전 가능하게 부착되며 이펙터 부재에 의해 작동될 수 있는 하나 이상의 방향타 요소를 포함하고, 상기 이펙터 부재는 동체 하우징 내에 배치되며, 하나 이상의 방향타 요소들과 맞물리도록 일부 신장 가능하다.

ARTICULATED FLAP SUPPORT FORWARD FAIRING

An articulating flap support housing includes a flap connected to a wing with the flap having a range of deployed positions. An aft fairing is connected to the flap and configured to rotate with the flap through the range of deployed positions. A forward fairing is rotatably connected to the aft fairing. The forward fairing acts as a counterbalance to the aft fairing and flap. 1. An articulating flap support housing comprising:a flap connected to a wing, the flap having a range of deployed positions;an aft fairing connected to the flap and configured to rotate with the flap through the range of deployed positions; anda forward fairing rotatably connected to the aft fairing, the forward fairing acting as a counterbalance to the aft fairing and flap.2. The articulating flap support housing as defined in further comprising:an articulation mechanism interconnecting the aft fairing and the forward fairing, the articulation mechanism configured to maintain a position of the forward fairing relative to the wing through the range of deployed positions.3. The articulating flap support housing as defined in further comprising:a flap support mounted to the wing; anda flap deployment system connecting the flap support and the flap, the flap deployment system configured to extend and rotate the flap through the range of deployed positions.4. The articulating flap support housing as defined in wherein the flap deployment system comprises:a drive link having a first end rotatably connected to the flap support and a second end rotatably connected at a forward fitting proximate a forward end of the flap, the drive link rotatable for extending the flap over the range of deployed positions; and,a trailing link having a leading end rotatably connected to the flap support and a trailing end rotatably connected to an aft fitting on the flap, the trailing link configured to urge the flap to rotate downward responsive to rotation of the drive link.5. The articulating flap support housing ...

Variable camber wing

Controlling device for aeroplanes

MORPHING CONTROL SURFACE

The invention relates to an aerodynamic profiled body for an aircraft, in particular a winglet, comprising a front profiled element having a profile front edge, a rear profiled element having a profile rear edge, and an adjusting unit, which connects the front profiled element to the rear profiled element and by means of which the rear profiled element can be moved in relation to the front profiled element, wherein the adjusting unit has a front mounting device connected to the front profiled element, a rear mounting device connected to the rear profiled element, and a force-transmitting device, which connects the front mounting device and the rear mounting device to each other. 1. An aerodynamic profiled body for an aircraft comprising a front profiled element with a profile leading edge and a rear profiled element with a profile trailing edge , an adjusting unit that connects the front profiled element to the rear profiled element , the rear profiled element being adjustable relative to the front profiled element , wherein the adjusting unit comprises a front mounting device that is connected to the front profiled element , a rear mounting device that is connected to the rear profiled element and a force-transmitting device that connects the front mounting device and the rear mounting device to one another.2. The aerodynamic profiled body according to claim 1 , wherein the force-transmitting device comprises an elastically deformable leaf spring element claim 1 , wherein the adjusting unit comprises a drive for transmitting a torque to the elastically deformable leaf spring element.3. The aerodynamic profiled body according to claim 2 , wherein the adjusting unit deforms the leaf spring element in a direction essentially perpendicular to the principal plane of the leaf spring element.4. The aerodynamic profiled body according to claim 3 , wherein in a normal position of the rear profiled element the leaf spring element is essentially arranged in plane relative to ...

High lift longitudinal axis control system

A bipartite, full span airplane flap system having an inboard flap portion and an outboard flap portion, wherein the outboard flap portion includes an integrated aileron mounted on its substantially equivalent spanwise length. The outboard flap portion is adapted to translate between a first and a second position to create a functional slot between a bottom surface of the flap member leading part and a bottom surface of the airfoil trailing part to draw a portion of higher pressure air from the bottom surface of the airfoil through the functional slot to distribute the higher pressure air over a top surface of the outboard flap portion.

Airplane high lift system with overload prevention

The system has a drive unit, elements for transferring the driving power at driving stations of individual segments landing flap and an overload safety device. The overload safety device has an electrical overload sensor, in the drive between the drive unit and a moving station. The overload safety device has a mechanically operated electrical overload sensor. The overload sensor is nearest to the driver within the drive unit. An electronic automatic controller is provided with overload sensors as well as with the drive unit in connection, and a load exceeding a limit value is fed as an electrical signal into the drive unit.

SUPPORT STRUCTURE FOR A RETRACTABLE AND EXTENDABLE FLAP, AND USE OF SAID STRUCTURE

FRONT EDGE FLAP FOR AIRFOIL

ГИБКАЯ УПРАВЛЯЮЩАЯ ПОВЕРХНОСТЬ ДЛЯ ЛЕТАТЕЛЬНОГО АППАРАТА

Гибкая управляющая поверхность (1, 11, 14) является по существу плоской в направлениях (9) размаха и набегающего потока (6), выполнена упругоэластичной и содержит исполнительные механизмы (3), воздействующие на управляющую поверхность (1, 11, 14) в разных точках приложения усилий, разнесенных в поперечном направлении относительно направления (6) набегающего потока. Механизмы (3) рассчитаны так, чтобы при одновременном приведении в действие отклонять точки (2) приложения усилий по-разному с обеспечением упругой деформации без изломов управляющей поверхности (1, 11, 14) в направлениях размаха (9) и набегающего потока (6). Изобретение направлено на ослабление вихрей и уменьшение шума. 3 н. и 16 з.п. ф-лы, 8 ил. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 408 498 (13) C2 (51) МПК B64C 3/48 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2008129375/11, 20.12.2006 (24) Дата начала отсчета срока действия патента: 20.12.2006 (73) Патентообладатель(и): ЭРБУС ОПЕРЕЙШНС ГМБХ (DE) R U Приоритет(ы): (30) Конвенционный приоритет: 21.12.2005 DE 102005061750.6 (72) Автор(ы): ГРОМАНН Борис (DE), КОНСТАНЦЕР Петер (DE), ЛОРКОВСКИ Томас (DE) (43) Дата публикации заявки: 27.01.2010 Бюл. № 3 2 4 0 8 4 9 8 (45) Опубликовано: 10.01.2011 Бюл. № 1 (56) Список документов, цитированных в отчете о поиске: US 6164598 А, 26.12.2000. ЕР 0860355 А1, 26.08.1998. SU 12098 A1, 31.12.1929. 2 4 0 8 4 9 8 R U (86) Заявка PCT: EP 2006/012288 (20.12.2006) C 2 C 2 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 21.07.2008 (87) Публикация заявки РСТ: WO 2007/071384 (28.06.2007) Адрес для переписки: 101000, Москва, М.Златоустинский пер., 10, кв.15, "ЕВРОМАРКПАТ", пат.пов. М.Б.Веселицкому (54) ГИБКАЯ УПРАВЛЯЮЩАЯ ПОВЕРХНОСТЬ ДЛЯ ЛЕТАТЕЛЬНОГО АППАРАТА (57) Реферат: Гибкая управляющая поверхность (1, 11, 14) является по существу плоской в направлениях (9) размаха и набегающего потока (6), выполнена ...

УСТРОЙСТВО ОБНАРУЖЕНИЯ И ПРЕДОТВРАЩЕНИЯ ПЕРЕКОСА ЗАКРЫЛКА

Изобретение относится к системам перемещения закрылков. Устройство обнаружения и предотвращения перекоса закрылка (1) содержит закрепленную на крыле (4) балку (2), снабженную направляющими элементами (3), и каретку (5). На балке (2) жестко закреплен толкающий механизм (7) и шарнирно установлено двуплечее коромысло (8). Первое плечо (9) соединено с первым концом (11) первой пружины (10), второй конец (12) соединен с балкой (2). Шток (17) толкающего механизма (7) упирается в конец второго плеча (16) двуплечего коромысла (8). Конец первого плеча (9) двуплечего коромысла (8) находится в зацеплении со спусковым рычагом (13), установленным на валу (15) на балке (2). На указанном валу (15) также установлен рычаг с цилиндрическим штырем, соединенным с первым концом второй пружины. Второй конец второй пружины соединен с балкой (2). С указанной балкой (2) также шарнирно соединен корпус датчика (24) положения закрылка (1). Конец штока (25) указанного датчика (24) шарнирно соединен с одним из плеч ...

МАЛОШУМЯЩАЯ СИСТЕМА ПРЕДКРЫЛКА С ЭЛЕМЕТАМИ, РАЗМЕЩЕННЫМИ В ПЕРЕДНЕЙ КРОМКЕ КРЫЛА И ВЫПОЛНЕННЫМИ С ВОЗМОЖНОСТЬЮ РАЗВЕРТЫВАНИЯ

Способ уменьшения шума воздушного летательного аппарата связан с системой для создания подъемной силы (варианты) и включает развертывание предкрылка, размещенного в передней кромке крыла. В одном варианте система содержит поперечный исполнительный механизм управления, а в другом варианте жесткий элемент, размещенный в передней кромке и с возможностью перемещения соединенный с главным элементом крыла. Предкрылок (202) выполнен с заполненным углублением и используется в сочетании с подвижным элементом (402, 502), размещенным в передней кромке крыла воздушного летательного аппарата для создания подъемной силы. Подвижный элемент, размещенный в передней кромке, содержит однокомпонентную (402) или двухкомпонентную секцию (502), которую отводят в крыле воздушного летательного аппарата для размещения предкрылка, выполненного с заполненным углублением в убранном положении. При развертывании предкрылка, выполненного с заполненным углублением, подвижный элемент, размещенный в передней кромке, развернут ...

Active gurney flap

A gurney flap assembly has an actuator, a flexible or hinged body, the body flexing from a retracted to a deployed position in reaction to motion of the actuator, and a first seal extending along a first edge of the flexible body that flexes from the stowed position. Linear motion of the actuator output is transposed to the gurney flap thereby moving it from a retracted position into the airstream. This trailing edge device will improve airfoil lift.

TRAILING-EDGE FLAP SYSTEM

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. 1. A trailing-edge flap system comprising a trailing-edge flap and a movement device that moveably couples the trailing-edge flap to an aerofoil , the movement device comprising at least a translatory mover that translatory moves the trailing-edge flap and at least a rotational mover that rotationally moves the trailing-edge flap ,wherein the translatory mover is configured as a telescope drive comprising several individual telescopic boxes which are arranged nested in one another and can be moved relative to one another for moving the trailing-edge flap along a line of translatory movement, wherein, when seen from the aerofoil, the trailing-edge flap is rotationally coupled to a last telescopic box whereby a pivot bearing point is defined,whereinthe rotational mover is configured as a lever kinematics comprising: a stationary pivot being fixed to the aerofoil and being provided for a single lever that is coupled to the trailing-edge flap in a second pivot at the end of a connection bar.2. The trailing-edge flap system according to claim 1 , wherein the pivot bearing point lies in the region from 20% to 60% of the flap depth of the trailing-edge flap in the direction of flight.3. The trailing-edge flap system according to claim 1 , wherein a translation angle between the line of translatory movement and the chord line of the aerofoil belonging to the trailing-edge flap lies within the range between 10 degrees and 20 degrees such that the pivot bearing point for the pivot of rotation of the trailing-edge flap can be given from the aerodynamic demands placed on the translatory movement and rotational movement claim 1 , which pivot bearing point in particular lies ...

Auxiliary flap arrangement and aerodynamic body comprising such an auxiliary flap

The invention relates to an auxiliary flap arrangement for modifying the profile of an aerodynamic body, in particular the trailing edge of the aerodynamic body. The auxiliary flap arrangement here exhibits at least two auxiliary flaps that can be adjusted by an adjustment device while coupled to each other.

SEAL ASSEMBLY

A seal assembly for closing an aperture in an aerodynamic surface of a structure, the seal assembly comprising: a track for attachment to the structure; and a retractable seal including a flexible substrate and a plurality of rods connected to the substrate, wherein at least one of the rods is mounted for running movement along the track, and the seal is moveable between an extended position and a retracted position by moving the at least one rod along the track accompanied by folding/unfolding of the seal substrate, and wherein the seal is biased to its extended position. 1. A seal assembly for closing an aperture in an aerodynamic surface of a structure , the seal assembly comprising: a track for attachment to the structure; and a retractable seal including a flexible substrate and a plurality of rods connected to the substrate , wherein at least one of the rods is mounted for running movement along the track , and the seal is moveable between an extended position and a retracted position by moving the at least one rod along the track accompanied by folding/unfolding of the seal substrate , and wherein the seal is biased to its extended position.2. A seal assembly according to claim 1 , wherein the seal is self-biasing to its extended position.3. A seal assembly according to claim 2 , wherein the seal substrate is an elastomer that stores potential energy when the seal is folded and releases that potential energy by unfolding the seal to its extended position.4. A seal assembly according to claim 2 , wherein the seal further includes a mechanical spring for biasing the seal to the extended position.5. A seal assembly according to claim 2 , wherein the seal substrate includes one or more integral tensioning webs for biasing the seal to its extended position.6. A seal assembly according to claim 1 , further comprising a spring mechanism for coupling between the seal and the structure for biasing the seal to its extended position.7. A seal assembly according to claim ...

Compliant Structure Design for Varying Surface Contours

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. 1. An edge morphing arrangement for an elongated airfoil having upper and lower control surfaces , the elongated airfoil edge morphing arrangement comprising:an elongated edge portion arranged to overlie the edge of the elongated airfoil, said elongated edge portion having a substantially continuous surface element having first and second surface element edges that are arranged to communicate with, and to form extensions of, respectively associated ones of the upper and lower control surfaces of the elongated airfoil, the substantially continuous surface element being formed of a deformable compliant material that extends cross-sectionally from the first surface element edge that is configured to communicate with, and form an extension of, one of the upper and lower control surfaces, to an apex of said edge portion, and to the second surface element edge that is configured to communicate with, and form an extension of the other of the upper and lower control surfaces; andan actuation linkage element coupled to an interior surface of the substantially continuous surface element.2. The edge morphing ...

HIGH LIFT SYSTEM FOR AN AIRCRAFT

A high lift system for an aircraft, which extends and retracts the landing flaps of the aircraft in a fully electric manner. In this context, a fully electric drive is used, comprising an electric motor having an internal redundancy, in such a way that the electric motor is configured as a fault-tolerant electric motor. It may thus be possible to do without a coupling gear unit in the electric motor. 1. A high lift system for an aircraft , the high lift system comprising:a fully electric drive including an electric motor which drives a landing flap of the high lift system,wherein the electric motor has internal redundancy due to redundant windings.2. The high lift system according to claim 1 ,wherein the internal redundancy is configured as an m×n phase topology,wherein n phases of the electric motor are combined into a phase group in each case, resulting in m submotors, andwherein the electric motor is configured in such a way that all m submotors are connected, without a gear unit, to a single shaft of the electric motor.3. The high lift system according to claim 2 ,wherein the electric motor comprises only one drive train.4. The high lift system according to claim 3 ,wherein the individual submotors are configured in such a way that they each provide at least one of the same rotational speed and the same torque.5. The high lift system according to claim 2 ,wherein each submotor provides a torque, andwherein the electric motor is configured in such a way that the torques of the submotors are added to drive the landing flap.6. The high lift system according to claim 2 ,wherein the electric motor is configured in such a way that if at least one of the submotors and the phase groups fail, a predefined motor output power is provided by the rest of the electric motor, which remains intact.7. The high lift system according to claim 2 ,wherein the high lift system comprises the landing flap, and a nominal torque is required for the landing flap to be driven by the ...

KRUEGER FLAP ASSEMBLY SYSTEMS AND METHODS

Systems and methods according to one or more embodiments are provided for a Krueger flap assembly with dual Krueger seal assemblies. In certain embodiments, the dual Krueger seal assemblies may seal a space between a Krueger flap main body and an aircraft engine. Further seals may be provided to seal any gaps between the dual Krueger seal assemblies. In certain embodiments, one or both of the dual Krueger seal assemblies may include centrally grounded springs. The dual Krueger seal assemblies may include a plurality of springs supporting each Krueger seal assembly. 1. An apparatus comprising:a Krueger flap main body configured to be movably coupled to a leading edge of an aircraft wing;a first Krueger seal assembly hinged to the Krueger flap main body, the first Krueger seal assembly comprising a first seal assembly body and one or more first seal assembly springs, the first seal assembly springs configured to bias the first Krueger seal assembly away from the Krueger flap main body;a second Krueger seal assembly hinged to the Krueger flap main body adjacent to the first Krueger seal assembly, the second Krueger seal assembly comprising a second seal assembly body and one or more second seal assembly springs, the second seal assembly springs configured to bias the second Krueger seal assembly away from the Krueger flap main body; anda seal member coupled to at least one of the first or second Krueger seal assemblies and configured to seal, at least partly, a gap between the first Krueger seal assembly and the second Krueger seal assembly.2. The apparatus of claim 1 , wherein:the second Krueger seal assembly comprises a plurality of second seal assembly springs;each second seal assembly spring comprises an outboard end and an inboard end;the outboard end is mechanically connected to the Krueger flap main body; andthe inboard end is mechanically connected to the second seal assembly body.3. The apparatus of claim 2 , wherein:the second seal assembly body comprises a ...

Fore flap disposed on the wing of an aircraft

A leading edge slat arranged on the aerofoil of an aircraft. The leading edge slat is provided on the front of the main wing. The leading edge slat has a partially extended setting, with its trailing edge flat against the wing, and a further extended setting, with its trailing edge spaced apart from the nose of the wing to open a gap feeding high- energy air from the lower surface of the slat to the upper surface of the wing. The leading edge slat includes a body and a trailing edge facing the main wing, which can be bent around the spanwise direction of the slat relative to the body, and on which the trailing edge of the slat is provided, and which by means of a device generating a contact force is loaded for making contact between the trailing edge of the slat and the profile nose of the wing.

MODULAR LIFTING SURFACE

A method for manufacturing a modular lifting surface from a standard lifting surface, the modular lifting surface includes a central support structure including an upper skin, a lower skin and at least a first spar. The method includes providing the upper skin and the lower skin which are suitable for any of various sizes of a modular lifting surface for the standard lifting surface, wherein the upper skin and lower skin correspond to a standard upper skin and the lower skin conforms to a standard lower skin. 1. A method for assembling a modular lifting surface from a standard lifting surface , the modular lifting surface comprising a central support structure including an upper skin , a lower skin and at least a first spar , the method comprising the following steps:a) providing the upper skin and the lower skin which are suitable for all of various sizes of the standard lifting surface, wherein the upper skin and lower skin correspond to a standard upper skin suitable for all of the various sizes of the standard lifting surface, and the lower skin conforms to a standard lower skin suitable for all of the various sizes for the standard lifting surface, wherein, across a cross section of all of the various sizes of the modular lifting surface, the upper skin has a standard cord length and the lower skin has a standard cord length;b) providing a first spar which conforms, at least in part, to a first standard spar design of the standard lifting surface;c) attaching the first spar to both the upper and lower skin so that the first spar is located between said upper and lower skins,d) providing a leading edge and a trailing edge,e) attaching the leading edge to the central support structure where the first spar, upper skin and lower skin are included in the central support structure, and attaching the trailing edge to the central support structure on a second end of the central support structure, wherein the second end is opposite to the first end, andf) forming the ...

LEADING EDGE FLAP

A fluid interface device, such as an airfoil assembly, can include a device structure and at least one movable band oriented such that the band moves in a direction of fluid flow. The at least one movable band can be supported on the device structure such that an outer surface of the movable band is exposed along the device structure and is capable of movement relative thereto such that a relative velocity can be maintained between the outer surface and the device structure. The fluid interface device can also include an edge extension disposed along the leading edge of the device structure. An airplane, a wind turbine and a method are also included. 122-. (canceled)23. A method of assembling an airfoil assembly , said method comprising:providing an airfoil structure having a longitudinal length and including a first longitudinal edge, a second longitudinal edge spaced laterally from said first longitudinal edge, a first side extending longitudinally along at least a portion of said longitudinal length between said first and second longitudinal edges, and a second side extending longitudinally along at least a portion of said length between said first and second longitudinal edges and generally opposite said first side; and, providing a movable band having a width;', 'supporting said movable band on said airfoil structure such that at least a portion of said movable band is exposed along at least one of said first and second sides of said airfoil structure;', 'providing an edge extension including a third longitudinal edge;', 'positioning said edge extension along said first longitudinal edge of said airfoil structure; and,', 'securing said edge extension along said first longitudinal edge of said airfoil structure for rotational movement about a longitudinal axis extending along and internally within said airfoil structure such that the position of said edge extension is rotatable about said longitudinal axis relative to the airfoil structure with said third ...

INTEGRATED SLAT CHINE APPARATUS AND METHODS

Integrated slat chine apparatus and methods are described. An example apparatus includes a chine and a slat. The chine is coupled to an airfoil. The chine includes a lateral surface. The slat is located adjacent the lateral surface of the chine and coupled to the airfoil. The slat is movable relative to the airfoil between a stowed position and a deployed position. The slat is to expose the lateral surface of the chine when the slat is in the deployed position and to cover the lateral surface of the chine when the slat is in the stowed position. 1. An apparatus , comprising:a chine coupled to an airfoil, the chine having a lateral surface; anda slat located adjacent the lateral surface of the chine and coupled to the airfoil, the slat being movable relative to the airfoil between a stowed position and a deployed position, the slat to expose the lateral surface of the chine when the slat is in the deployed position and to cover the lateral surface of the chine when the slat is in the stowed position.2. The apparatus of claim 1 , wherein the chine is located at a leading edge of the airfoil.3. The apparatus of claim 2 , wherein the chine extends from the leading edge of the airfoil in a first direction that is parallel to a second direction claim 2 , the slat being moveable relative to the airfoil along the second direction.4. The apparatus of claim 1 , wherein the chine is located outboard of a nacelle coupled to the airfoil.5. The apparatus of claim 1 , wherein a portion of an outer mold line of the slat is to be aligned with a portion of an outer mold line of the chine when the slat is in the stowed position.6. The apparatus of claim 1 , wherein the chine is to generate a vortex to energize a boundary layer of the airfoil in response to an airflow presented at the chine when the slat is in the deployed position.7. The apparatus of claim 1 , wherein the lateral surface of the chine is a first lateral surface of the chine located opposite a second lateral surface of ...

System for driving a flap arrangement between a retracted position and an extended position

A flap system driving a leading-edge flap between retracted and extended positions comprises a leading-edge flap, an actuator, first, second and third fixed links, first and second connecting links, and an auxiliary link. The first, second and third fixed links are rotatably supported on respective first, second and third structurally fixed points by respective first, second and third support joints. The first fixed link couples with an end of the first connecting link, which is coupled with a first flap joint at another end. The second fixed link rotatably couples with a central region of the first connecting link. The third fixed link rotatably couples with an end of the second connecting link, which is coupled with a second flap joint at another end. The second connecting link couples with the first fixed link through the auxiliary link, each at positions inside of the respective ends.

Passive Gust-Load-Alleviation Device

A passive gust load alleviation device for an aerodynamic panel includes a free-floating aerodynamic control surface connected to the panel via a revolute joint. A counterweight is connected to the control surface. Relative to a direction of ambient airflow, the counterweight has a center of gravity forward of the axis of rotation. The counterweight is configured to passively deflect the control surface about the axis to alleviate a gust load. A vehicle includes an aerodynamic panel connected to a body and extending into ambient airflow, and the control surface and counterweight. A method for alleviating the gust load on an aircraft panel includes connecting the control panel, via the revolute joint, along a trailing edge of the panel, and during a flight of an aircraft having the panel, passively deflecting the control panel about the axis in response to an incident wind gust. 1. A passive gust load alleviation device for an aerodynamic panel , comprising:a revolute joint having an axis of rotation;a free-floating aerodynamic control surface operatively connected along a trailing edge of the aerodynamic panel via the revolute joint; anda counterweight operatively connected to the free-floating aerodynamic control surface, wherein the counterweight has a center of gravity located forward of the axis of rotation relative to a direction of ambient airflow across the aerodynamic panel, and is configured to passively deflect the free-floating aerodynamic control surface about the axis of rotation in response to an incident wind gust to thereby alleviate a gust load on the aerodynamic panel.2. The device of claim 1 , wherein the aerodynamic panel is a wing section of an aircraft wing claim 1 , and the free-floating aerodynamic control surface is a free-floating trailing-edge aerodynamic surface of the wing section.3. The device of claim 1 , further comprising:a servo tab operatively connected to the free-floating aerodynamic control surface and configured to impart an ...

METHOD FOR JOINING THERMOSET COMPONENTS

A method for joining one or more first-type thermoset components to a second-type thermoset component, each first-type thermoset component being manufactured by providing an uncured starting thermoset component on which a thermoplastic material layer is placed, such that an interpenetrating network forms between the thermoset polymer of the starting thermoset component and the corresponding thermoplastic material layer when each first-type thermoset component is cured; and each first-type thermoset component being then placed on an uncured second-type thermoset component so that when the latter is cured, a further interpenetrating network forms between each thermoplastic material layer and the thermoset polymer of the second-type thermoset component; this results in a strong joint between the first-type and the second-type thermoset components. 1. A method of joining thermoset components comprising the steps of:providing at least one first-type thermoset component, each at least one first-type thermoset component being manufactured by:providing a starting thermoset component, the starting thermoset component being uncured,placing a thermoplastic material layer on a surface of the starting thermoset component, the thermoplastic material layer having a thermoplastic glass transition temperature,curing the starting thermoset component at a first-type curing temperature, thus giving rise to the first-type thermoset component having, once cured, a filmed surface coated with the thermoplastic material layer, the thermoplastic material layer being joined to the first-type thermoset component by means of a first-type interpenetrating network;providing a second-type thermoset component, the second-type thermoset component being uncured;placing the filmed surface of each at least one first-type thermoset component on the second-type thermoset component; andcuring the second-type thermoset component at a second-type curing temperature, so that a second-type interpenetrating ...

Shape Adaptive Airfoil

An apparatus and method are provided for a shape adaptive airfoil configured to be coupled with a tip of an airplane wing. In one embodiment, the shape adaptive airfoil is a blended winglet comprised of a base section coupled with the airplane wing, a blade section projecting in a vertical direction above the base section, and a radius section interconnecting the base and blade sections. Adaptive control structures may be incorporated into leading and trailing edges of the base section and the blade section. The adaptive control structures of the base section may facilitate changing a camber profile of the shape adaptive airfoil. The adaptive control structures of the blade section may enable changes to a toe angle of the blade section. 1. A shape adaptive airfoil configured to be coupled with a tip of an airplane wing , comprising:a base section comprising a functional extension of the airplane wing and including a first leading edge control structure and a first trailing edge control structure;a blade section projecting in a vertical direction above the base section and comprising a second leading edge control structure and a second trailing edge control structure; anda radius section comprising a curved portion that interconnects the base section and the blade section.2. The shape adaptive airfoil according to claim 1 , wherein the base section is placed in a neutral disposition by aligning the first leading edge control structure and the first trailing edge control structure with a plane of the base section.3. The shape adaptive airfoil according to claim 2 , wherein the base section is placed in a high lift disposition by moving the first leading edge control structure and the first trailing edge control structure downward relative to the plane of the base section.4. The shape adaptive airfoil according to claim 1 , wherein a leading skin overlap allows a lower surface of the leading edge control structure to slide over a lower surface of the base section claim ...

HIGH-LIFT DEVICE OF AIR VEHICLE

A high-lift device includes a flap body which is provided at a rear portion of a main wing which generates a lift for the air vehicle such that the flap body is deployed with respect to the main wing and stowed in the main wing and extends along a wingspan direction of the main wing; and a gap increasing section provided at an end portion of the flap body in an extending direction of the flap body, to increase a gap between the rear portion of the main wing and a front portion of the flap body in a state in which the flap body is deployed. 1. A high-lift device of an air vehicle , the high-lift device comprising:a flap body which is provided at a rear portion of a main wing of the air vehicle such that the flap body is deployed with respect to the main wing and stowed in the main wing and extends along a wingspan direction of the main wing; anda gap increasing section provided at an end portion of the flap body in an extending direction of the flap body, to increase a gap between the rear portion of the main wing and a front portion of the flap body in a state in which the flap body is deployed.2. The high-lift device of the air vehicle according to claim 1 ,wherein a leading edge portion of the end portion of the flap body in the extending direction is located rearward relative to a leading edge portion of a portion of the flap body which portion is other than the end portion, a chord direction dimension of the end portion in the extending direction is set smaller than a chord direction dimension of a portion in the vicinity of the end portion in the extending direction, and the gap increasing section is formed by a gap formed forward relative to the leading edge portion of the end portion of the flap body in the extending direction.3. The high-lift device of the air vehicle according to claim 1 ,wherein a leading edge portion of the end portion of the flap body in the extending direction has a shape in which an upper portion thereof is depressed relative to a ...

HYDRAULIC DROOP CONTROL FOR AIRCRAFT WING

Systems and methods for hydraulic droop control of an aircraft wing. One embodiment is a hydraulic droop panel system for an aircraft wing. The hydraulic droop panel system includes a first hydraulic actuator attached to a flap of the aircraft wing, and a second hydraulic actuator attached to a droop panel of the aircraft wing and fluidly coupled with the first hydraulic actuator. The second hydraulic actuator is configured to move the droop panel to a droop position corresponding with movement of the flap and the first hydraulic actuator. 1. A hydraulic droop panel system for an aircraft wing , the hydraulic droop panel system comprising:a first hydraulic actuator attached to a flap of the aircraft wing; anda second hydraulic actuator attached to a droop panel of the aircraft wing and fluidly coupled with the first hydraulic actuator, the second hydraulic actuator configured to move the droop panel to a droop position corresponding with movement of the flap and the first hydraulic actuator.2. The hydraulic droop panel system of wherein:the first hydraulic actuator and the second hydraulic actuator are fluidly coupled via a hydraulic fluid line with a constant fluid pressure in a closed hydraulic circuit.3. The hydraulic droop panel system of wherein:the first hydraulic actuator includes a first piston and first piston rod mechanically coupled to the flap of the aircraft wing; andthe second hydraulic actuator includes a second piston and second piston rod mechanically coupled to the droop panel of the aircraft wing.4. The hydraulic droop panel system of wherein:as the first piston rod is pulled via pilot-controlled extension of the flap, the second piston rod retracts to rotate the droop panel downwards.5. The hydraulic droop panel system of wherein:the movement of the flap is controlled by an aircraft flight control system; andthe first hydraulic actuator and the second hydraulic actuator operate independently of hydraulics of the aircraft flight control system.6. ...

Seal

A seal is disclosed for a wing for providing an aerodynamic seal between a fixed aerofoil and a movable control surface.

AIRCRAFT WING

A wing having a wing box (20) defining a first wing profile with a first leading edge, a first trailing edge, a first top surface and a first bottom surface; a first appendage hinged on the wing box and defining a second wing profile, in turn comprising an end wall and a second trailing edge, a second top surface and a second bottom surface; the first appendage is movable between: a first position, in which the first and the second wing profiles are contiguous with each other and a second position, in which the second bottom surface and second top surface are respectively separated from the first bottom surface and first top surface; the wing box comprises a first spar having a curved section in a plane orthogonal to the associated first axis; the end wall is curved and arranged abutting against the first spar at least along the second top surface and the second bottom surface when the first movable appendage is in the first position. 1331. A wing ( , ′) for an aircraft () , comprising:{'b': 20', '28', '29', '30', '29', '31', '32', '30', '29', '30, 'a wing box () defining a first wing profile () with a first leading edge (), a first trailing edge () opposite to said first leading edge (), a first top surface () and a first bottom surface () opposite to each other and extending between said first leading edge and first trailing edge (); said first leading edge () and first trailing edge () having a longitudinal extension along respective first axes (E) spaced out from each other;'}{'b': 21', '21', '20', '35', '41', '43', '45', '47', '41', '43, 'a first movable appendage (, ′) hinged on said wing box () and defining a second wing profile (), in turn comprising an end wall () and a second trailing edge () opposite to each other, a second top surface () and a second bottom surface () opposite to each other and extending between said end wall () and said second trailing edge ();'}{'b': 21', '21', '20, 'said first movable appendage (, ′) being movable with respect to said ...

SEAL, AIRCRAFT INCLUDING THE SEAL, AND METHODS THEREFOR

A method of using a seal to seal a space between a first structure and a second structure that is movable relative to the first structure, the method includes engaging both the first structure and the second structure with the seal so as to seal the space with the second structure in a first position relative to the first structure, and disengaging the second structure from at least a portion of the seal with the second structure in a second position relative to the first structure so that at least a portion of the space is unsealed, where the second structure swipes across the seal moving between the first position and the second position. 1. A method of using a seal to seal a space between a first structure and a second structure that is movable relative to the first structure , the method comprising: a seal base configured to couple with one of the first structure and the second structure so as to form a respective seal with the one of the first structure and the second structure,', 'a resilient lattice body coupled to the seal base, and', 'a cover comprising', 'an inner surface coupled to the resilient lattice body in an opposing relationship relative to the seal base so that the cover moves towards and away from the seal base in a biasing direction of the resilient lattice body, and', 'a bulbous outer surface configured to engage another of the first structure and the second structure so as to form a respective seal with the other of the first structure and the second structure; and, 'engaging both the first structure and the second structure with the seal so as to seal the space with the second structure in a first position relative to the first structure, where the seal comprisesdisengaging the second structure from at least a portion of the seal with the second structure in a second position relative to the first structure so that at least a portion of the space is unsealed;wherein the second structure swipes across the seal moving between the first position ...

CONTROL SURFACE ATTACHMENT

An airfoil structure comprising a main body and at least one control surface attached to the main body by a flexible attachment, the flexible attachment comprising a flexible first surface and a flexible second surface opposed to the flexible first surface, each of the flexible first surface and the flexible second surface having a waveform structure. 1. An airfoil structure comprising:a main body; andat least one control surface attached to the main body by a flexible attachment, the flexible attachment comprising a flexible first surface and a flexible second surface opposed to the flexible first surface, each of the flexible first surface and the flexible second surface having a waveform structure.2. The airfoil structure of claim 1 , wherein the flexible first surface connects a first surface of the main body to a first surface of the at least one control surface claim 1 , and the flexible second surface connects a second surface of the main body to a second surface of the at least one control surface.3. The airfoil structure of claim 1 , wherein the flexible attachment further comprises flexible third and fourth surfaces joining the flexible first surface to the flexible second surface claim 1 , the flexible third and fourth surfaces comprising a waveform structure.4. The airfoil structure of claim 3 , wherein the flexible first claim 3 , second claim 3 , third and fourth surfaces completely enclose the flexible attachment claim 3 , such that there are no gaps or discontinuities between the main body and the at least one control surface.5. The airfoil structure of claim 1 , further comprising an actuator) for moving the at least one control surface.6. The airfoil structure of claim 5 , wherein the actuator comprises an electro-mechanical actuator.7. The airfoil structure of claim 5 , wherein the actuator is configured to translate the at least one control surface in a chord-wise direction relative to the main body.8. The airfoil structure of claim 5 , wherein ...

WING AND AIRCRAFT

A wing for an aircraft including a wing tip section with an inboard section, a fairing in which an opening connecting an exterior of the fairing and an interior of the fairing is formed and which is mounted to the inboard section of the wing tip section, a movable device arranged in the exterior of the fairing, a connecting assembly movably connecting the movable device to the wing tip section such that the movable device is movable between a retracted position and at least one extended position, and a drive mechanism. The connecting assembly includes an actuating element, which extends through the opening and includes a first section, which is arranged in the interior of the fairing and is drivingly coupled to the drive mechanism, and a second section, which is arranged in the exterior of the fairing and coupled to the movable device. 1. A wing for an aircraft , comprising:a wing tip section with an inboard section,a fairing in which an opening connecting an exterior of the fairing and an interior of the fairing is formed and which is mounted to the inboard section of the wing tip section,a movable device arranged on the exterior of the fairing,a connecting assembly movably connecting the movable device to the wing tip section such that the movable device is movable between a retracted position and at least one extended position, anda drive mechanism,wherein the connecting assembly comprises an actuating element, which extends through the opening and comprises a first section, which is arranged in the interior of the fairing and is drivingly coupled to the drive mechanism, and a second section, which is arranged on the exterior of the fairing and coupled to the movable device.2. The wing according to claim 1 , wherein a first fairing section of the fairing is fluid-tight and arranged such that a first cavity is formed in the interior of the fairing.3. The wing according to claim 1 , wherein a second fairing section of the fairing is fluid-tight and arranged such ...

AIRCRAFT

An aircraft comprising at least one propulsion unit configured to propel the aircraft in a first direction and at least one further propulsion unit configured to propel the aircraft in a second direction substantially opposite to the first direction. The aircraft also includes at least one wing, wherein the at least one propulsion unit is mounted in front of the leading edge of the at least one wing, such that the air downstream of the at least one propulsion unit flows around the at least one wing to provide lift and a longitudinal thrust in the first direction. The at least one further propulsion unit is configured to provide a longitudinal thrust in the second direction. 1. A fixed-wing aircraft comprising:at least one propulsion unit configured to propel the aircraft in a first direction;at least one further propulsion unit configured to propel the aircraft in a second direction substantially opposite to the first direction; andat least one wing,wherein the at least one propulsion unit is mounted in front of the leading edge of the at least one wing, such that the air downstream of the at least one propulsion unit flows around the at least one wing to provide lift and a longitudinal thrust in the first direction, and the at least one further propulsion unit is configured to provide a longitudinal thrust in the second direction.2. An aircraft according to claim 1 , in which the aircraft is configured such that the at least one further propulsion unit is spaced from the leading edge of the at least one wing claim 1 , to prevent the air downstream of the at least one further propulsion unit flowing around the at least one wing.3. An aircraft according to or claim 1 , in which the at least one further propulsion unit is mounted to the lateral outer end of the at least one wing.4. An aircraft according to any of the preceding claims claim 1 , in which the at least one further propulsion unit is configured to provide a longitudinal thrust in the second direction at a ...

FLAP SUPPORT

A flap support structure for an aircraft wing having a trailing edge flap, the flap support structure comprising: a flap support beam including an aerodynamic fairing; and a drive unit including a universal support structure which rotatably receives a drive shaft connected to a drive arm for moving the trailing edge flap, wherein the universal support structure also forms part of the flap support beam and supports the aerodynamic fairing. 1. A flap support structure for an aircraft wing having a trailing edge flap , the flap support structure comprising: a flap support beam including an aerodynamic fairing; and a drive unit including a universal support structure which rotatably receives a drive shaft connected to a drive arm for moving the trailing edge flap , wherein the universal support structure also forms part of the flap support beam and supports the aerodynamic fairing.2. A flap support structure according to claim 1 , wherein the drive unit further comprises an actuator mounted to the universal support structure and coupled to the drive shaft.3. A flap support structure according to claims 2 , wherein the drive unit is mounted to an upper portion of the universal support structure which projects beyond the aerodynamic fairing.4. A flap support structure according to claim 1 , wherein the flap support beam is configured to be supported by the aircraft wing by mounting means provided on the universal support structure.5. A flap support structure according to claim 4 , wherein the mounting means are provided on an upper portion of the universal support structure which projects beyond the aerodynamic fairing.6. A flap support structure according to claim 4 , wherein the mounting means include bearings for receiving a pin.7. A flap support structure according to claim 6 , wherein the bearings are spherical bearings.8. A flap support structure according to claim 1 , wherein the drive arm is curved.9. A flap support structure according to claim 1 , wherein the ...

Airfoil with a main wing and a high-lift body

An airfoil comprising a main wing and a high-lift body. The high-lift body defines a concave recess. The airfoil further comprises a sealing device having two sealing elements arranged in the concave recess. The sealing elements are plate-shaped and abut sectionally on the high-lift body and have side faces extending perpendicularly to the common rotational axis. When the high-lift body is moved between a retracted position and a deployed position, the sealing elements rotate relative to the main wing and relative to each other, such that an overlap between the sealing elements is smaller when the high-lift body is in the deployed position than when the high-lift body is in the retracted position. 1. An airfoil for an aircraft , the airfoil comprising:a main wing having a leading edge,a high-lift body having a leading edge and a concavo-convex cross-section transverse to its leading edge such that a concave recess is defined by the high-lift body, which concave recess extends parallel to the leading edge of the high-lift body,wherein the high-lift body is coupled to the main wing at a recessed portion provided in the leading edge of the main wing such that the concave recess faces the main wing, andwherein the high-lift body is selectively movable between a retracted position and a deployed position, wherein in the retracted position the leading edge of the main wing and the leading edge of the high-lift body form a continuous common leading edge, anda sealing device having a first sealing element arranged in the concave recess defined by the high-lift body,wherein the first sealing element is plate-shaped, is rotatable about a common rotational axis relative the main wing, abuts sectionally on the high-lift body and has a side face extending perpendicular to the common rotational axis,wherein the sealing device is coupled to the high-lift body such that when the high-lift body is moved between the retraced position and the deployed position, the first element ...

LEADING EDGE VARIABLE CAMBER SYSTEM AND METHOD

A system for varying a wing camber of an aircraft wing may include a leading edge device coupled to the wing. The leading edge device may be configured to be actuated in an upward direction and a downward direction relative to a retracted position of the leading edge device. 1. A system for varying a wing camber , comprising:a leading edge device coupled to a wing of an aircraft; andthe leading edge device configured to be actuated in an upward direction and a downward direction relative to a retracted position of the leading edge device.2. The system of claim 1 , further comprising:an actuation system configured to actuate the leading edge device in deflection increments of less than approximately one degree.3. The system of claim 1 , further comprising:a flight control computer configured to compute a setting based on aircraft state data;a control system communicatively coupled to the flight control computer and operable to select a designated control device position from a plurality of control device positions; andthe control system configured to automatically command the leading edge device to the setting if the designated control device position is selected.4. The system of claim 3 , wherein:the designated control device position is a cruise position, a climb position, or an approach position.5. The system of claim 4 , wherein:the setting corresponds to movement of the leading edge device limited to within a deflection angle of less than approximately three degrees in the upward direction and/or a downward direction relative to the retracted position if the control device is in the cruise position.6. The system of claim 3 , wherein:the aircraft state data includes at least one of the following: aircraft gross weight, aircraft center of gravity, Mach number, and altitude.7. The system of claim 3 , further comprising an actuation system coupled to the leading edge device and wherein:the control system is configured to automatically command the actuation system to ...

Collapsible Flap Deployment System for a Wing of an Aircraft

A collapsible flap deployment system for an aircraft wing that includes a support beam pivotably connected to a carrier beam, which is connected to a wing flap. A rear spar fitting is connected to a wing rear spar by a first plurality of fasteners and a second plurality of fasteners connects the support beam to the rear spar fitting. A fuse pin connects a link to the rear spar fitting. The fuse pin is configured to shear upon the application of a first predetermined force. An impact load to the bottom of the support beam puts the link into compression applying a force to the fuse pin until the fuse pin shears releasing the link from the rear spar fitting. The impact load rotates the support beam and carrier beam causing the second plurality of fasteners to fail releasing the support beam and carrier beam from the wing rear spar. 1. A collapsible flap deployment system for a wing of an aircraft comprising:a first support beam having a first end and a second end;a carrier beam pivotably connected to the second end of the first support beam, the carrier beam being configured to connect to a flap;a first rear spar fitting connected to a wing rear spar by a first plurality of fasteners;a second plurality of fasteners, wherein the second plurality of fasteners connects the first end of the first support beam to the first rear spar fitting;a first link connected between a portion of the first support beam and the first rear spar fitting; anda first fuse pin, wherein the first fuse pin connects the first link to the first rear spar fitting, and wherein the first fuse pin is configured to shear upon an application of a first predetermined force.2. The collapsible flap deployment system of claim 1 , comprising a fuel tank positioned within the wing rear spar.3. The collapsible flap deployment system of claim 2 , wherein each of the second plurality of fasteners is configured to fail upon an application of a second predetermined bending force.4. The collapsible flap deployment ...

HIGH-LIFT TRAILING EDGE FLAP SYSTEM FOR AN AIRCRAFT WING UNIT

A high-lift trailing edge flap system for an aircraft wing unit is provided. In high-lift trailing edge flap system, the backward movement and the inclination of the trailing edge flap in the extended position are dissociated in order to allow for the incorporation of the actuating mechanism into the wing in the stowed position. 1. A high-lift flap system for a rear portion of an aircraft wing , the high-lift flap system comprising:a trailing edge flap provided with a leading edge, a trailing edge, an upper surface and a lower surface, and a mechanism for actuating said trailing edge flap, allowing said trailing edge flap to assume either a stowed position for which said trailing edge flap is housed at least in part in the rear portion of the aircraft wing, such that the upper surface and lower surface of said trailing edge flap are continuously aerodynamic with respect to the upper surface and lower surface of said rear portion of the aircraft wing and that the trailing edge of said trailing edge flap forms a portion of a trailing edge of said rear portion of the aircraft wing, or at least one extended position for which said trailing edge flap is set back from the trailing edge of said rear portion of the aircraft wing and inclined relative to the rear portion of the aircraft wing, said mechanism for actuating said trailing edge flap including:one or more translation drive devices, which are housed at least in part in the rear portion of the aircraft wing and which comprise at least one driven movable element; andone or more rotation devices, which are housed in said trailing edge flap and are connected to the at least one driven movable element so as to be able to rotate said trailing edge flap relative to the at least one driven movable element, about an axis parallel to the leading edge of said trailing edge flap,wherein said rotation devices are formed by a rotating actuator, and a rotation shaft of the rotation actuator defines an axis of rotation of said ...

SLAT, WING OF AIRCRAFT, FLIGHT CONTROL SURFACE OF AIRCRAFT, AND AIRCRAFT

A flight control surface such as a slat capable of keeping and achieving a minimum basic functions even when it is damaged by collisions of birds or the like, and a wing using the same are provided. Both ends of one wire cable or more are fixed to paired ribs A and B provided in a short direction of the slat. This wire cable is placed so as to pass through a through-hole formed in each of the ribs positioned between the paired ribs A and B. Even if birds or the like collide with slat at the time of a flight of the aircraft to damage and deform not only a skin of the slat but also any rib the wire cable between the paired ribs A and B prevents the slat from being broken into pieces. 1. A slat that is to be provided along a leading edge of a main wing of an aircraft , a skin of the slat; and', 'a frame member provided in an inner space of the skin and serving as a skeletal frame of the skin,', 'the frame member including', 'a plurality of ribs extending in a short direction of the slat and arranged so as to be spaced apart from each other in a longitudinal direction of the slat,', 'a stiffener extending in the longitudinal direction of the slat to couple the plurality of ribs, and', 'a coupling member that couples paired first ribs among the ribs; and wherein', 'the coupling member is provided so as to pass through second ribs positioned between the paired first ribs., 'the slat comprising2. The slat according to claim 1 , whereineach of the second ribs comprise a through-hole through which the coupling member passes.3. The slat according to claim 1 , whereinthe paired first ribs each include a rail member for enabling the slat to move close to and away from the leading edge of the main wing.4. The slat according to claim 1 , whereinthe coupling member is wire-shaped or beam-shaped.5. The slat according to claim 1 , whereinthe coupling member is a wire cable.6. A wing of an aircraft including the slat according to .7. An aircraft including the wing according to .8. A ...

Control surface for an aircraft, and aircraft having a flexible control surface

A control surface of an aircraft comprises a fixed skin panel, a first flexurally elastic skin panel and a second flexurally elastic skin panel, which is connected to the first flexurally elastic skin panel and is configured to at least partially overlap the fixed skin panel. Furthermore, the control surface comprises an actuator system, which is configured to move the second flexurally elastic skin panel parallel to the fixed skin panel, wherein the actuator system has a fixed structural element arranged in a root region of the control surface, and a structural element that is movable relative to the fixed structural element.

AIRCRAFT

The present invention provides an aircraft including: a main wing; and a flight control surface that is deployed from the main wing in a first direction and in a second direction different from the first direction. In the aircraft, an end surface of the flight control surface facing the main wing when the flight control surface is not deployed is inclined with respect to the first direction or the second direction on at least one side of a longitudinal direction of the flight control surface, and a portion of the main wing facing the end surface is also inclined with respect to the first direction or the second direction in accordance with the end surface. 1. An aircraft comprising:a main wing; anda flight control surface that is deployed from the main wing in a first direction and in a second direction different from the first direction,wherein an end surface of the flight control surface facing the main wing when the flight control surface is not deployed is inclined with respect to the first direction or the second direction on at least one side of a longitudinal direction of the flight control surface, anda portion of the main wing facing the end surface is also inclined with respect to the first direction or the second direction in accordance with the end surface.2. The aircraft according to claim 1 ,wherein the end surface of the flight control surface is inclined with respect to both of the first direction and the second direction, andthe portion of the main wing facing the end surface is also inclined with respect to both of the first direction and the second direction in accordance with the end surface.3. The aircraft according to claim 1 ,wherein a connecting portion between the end surface of the flight control surface inclined with respect to the second direction and a lower surface side of the main wing in the flight control surface is chamfered.4. The aircraft according to claim 2 ,wherein a connecting portion between the end surface of the flight ...

Wing Structure for an Aircraft

Wing structure that includes slat-cove fillers configured to reduce leading-edge slat noise on aircraft, such as transport aircraft. 1. A wing structure for an aircraft , comprising:a primary wing structure; a cove wall;', 'a sliding-flexure-hinge extending from the cove wall; and', 'an interior space within the leading-edge slat, wherein the leading-edge slat is configured to movably interconnect with the primary wing structure for movement between a retracted position and a deployed position; and, 'a leading-edge slat comprisinga slat-cove filler comprising a flexible material and defining a first shape when the leading-edge slat is in the deployed position and a second shape when the leading-edge slat is in the retracted position, wherein a leading end of the slat-cove filler is configured to slide along the sliding-flexure-hinge into the interior space when the leading-edge slat is moving toward the deployed position and out of the interior space when the leading-edge slat is moving toward the retracted position.2. The wing structure of claim 1 , wherein the leading end of the slat-cove filler includes a mechanical stop.3. The wing structure of claim 2 , wherein the sliding-flexure-hinge is a bulbous type sliding-flexure-hinge.4. The wing structure of claim 2 , wherein the sliding-flexure-hinge includes at least one roller in rolling engagement with the slat-cove filler.5. The wing structure of claim 2 , wherein the leading end of the slat-cove filler includes a bias element configured to apply a bias force to the mechanical stop or directly to the leading end of the slat-cove filler itself.6. The wing structure of claim 1 , wherein a stabilizer extends from the cove wall forward of the sliding-flexure-hinge claim 1 , the stabilizer configured to engage the slat-cove filler.7. The wing structure of claim 1 , wherein the leading-edge slat further comprises a span-wise series of ribs and the slat-cove filler comprises a series of tongues configured to slide ...

WING FLAP DEFLECTION CONTROL REMOVAL

A high-lift device surface and associated method of designing the high-lift device surface is described. Methods include entering one or more flight conditions, and receiving aerodynamic forces at a wing, the wing comprising a fixed portion, a seal coupled to and extending from the fixed portion of the wing, and a high-lift device surface having an as-built shape determined based on an anticipated deformation during flight. Methods also include deforming the high-lift device surface based, at least in part, on the received aerodynamic forces, contacting, based on the deforming, the high-lift device surface with the seal, wherein the deforming causes the high-lift device to deform from the as-built shape to a second shape, and wherein the contacting causes the high-lift device to fully contact the seal to prevent air flow between the seal and the high-lift device surface due to the received aerodynamic forces. 1. A method comprising:entering one or more flight conditions;receiving aerodynamic forces at a wing, the wing comprising a fixed portion, a seal coupled to and extending from the fixed portion of the wing, and a high-lift device surface having an as-built shape determined based on an anticipated deformation during flight;deforming the high-lift device surface based, at least in part, on the received aerodynamic forces; andcontacting, based on the deforming, the high-lift device surface with the seal, wherein the deforming causes the high-lift device to deform from the as-built shape to a second shape, and wherein the contacting causes the high-lift device to fully contact the seal to prevent air flow between the seal and the high-lift device surface due to the received aerodynamic forces.2. The method of claim 1 , wherein claim 1 , while not in the one or more flight conditions claim 1 , the high-lift device surface in the as-built shape does not make contact with the seal such that air can flow between the seal and the high-lift device surface.3. The method ...

Boundary Layer Control System and Device

A boundary layer control (BLC) system for embedment in a flight surface having a top surface, a bottom surface, a leading edge, and a trailing edge. The BLC system may comprises an actuator having a crossflow fan and an electric motor to drive the crossflow fan about an axis of rotation. The actuator may be embedded within the flight surface and adjacent the leading edge. In operation, the actuator is configured to output local airflow via an outlet channel through an outlet aperture adjacent the top surface to energize a boundary layer of air adjacent the top surface of the flight surface. 1. A boundary layer control (BLC) system for a flight surface , the flight surface having a top surface , a bottom surface , a leading edge , and a trailing edge , the BLC system comprising:an actuator having a crossflow fan and a motor to drive the crossflow fan about an axis of rotation, wherein the actuator is embedded within the flight surface and adjacent the leading edge, wherein the actuator is configured to output local airflow via an outlet channel through an outlet aperture adjacent the top surface to energize a boundary layer of air adjacent the top surface of the flight surface.2. The BLC system of claim 1 , wherein the actuator is configured to ingest the local airflow via an inlet channel through an inlet aperture on the bottom surface.3. The BLC system of claim 2 , wherein the flight surface includes at least one movable door configured to close the inlet aperture and the outlet aperture.4. The BLC system of claim 1 , wherein the flight surface includes a slat that is movable between an extended position and a retracted position claim 1 , wherein the slat defines a leading edge slot in the extended position.5. The BLC system of claim 4 , wherein the outlet aperture is positioned on the leading edge and within the leading edge slot.6. The BLC system of claim 5 , wherein the slat is configured to block the outlet aperture when in the retracted position.7. The BLC ...

Flap actuating system for use in an aircraft

A flap actuating system for use in an aircraft comprises a carriage for supporting and guiding a flap which is engageable with and translationally movable along at least one linear bearing rail. A linear actuator of the flap actuating system has a linearly actuatable coupling element coupled to the carriage and a drive element configured to linearly actuate the coupling element in a direction substantially parallel to a movement direction of the carriage along the linear bearing rail. The drive element is arranged substantially parallel to the movement direction of the carriage along the linear bearing rail.

AEROFOIL AND WINGS FOR AIR VEHICLES

Two element aerofoils are provided, having an aerofoil chord, a primary element having a first leading edge and a first trailing edge, a secondary element having a second leading edge and a second trailing edge, a gap between the primary element and the secondary element, and an axial overlap between the first trailing edge and the second leading edge. The secondary element is deflectable with respect to the primary element about a fixed hinge point by a flap deflection angle. The secondary element is configured to operate in airbrake mode when deflected by a respective the flap deflection angle corresponding to a design airbrake deflection angle wherein to generate an airbrake drag. In at least some examples, the axial overlap is numerically greater than −0.5% of the aerofoil chord, at least for the design airbrake deflection angle. Also disclosed are methods for operating air vehicles, and methods for designing two-element aerofoils. 1. Two element aerofoil , having an aerofoil chord , a primary element having a first leading edge and a first trailing edge , a secondary element having a second leading edge and a second trailing edge , a gap between the primary element and the secondary element , and an axial overlap between the first trailing edge and the second leading edge , the secondary element being deflectable with respect to the primary element about a fixed hinge point by a flap deflection angle , the secondary element being configured to operate in airbrake mode when deflected by a respective said flap deflection angle corresponding to a design airbrake deflection angle wherein to generate an airbrake drag , wherein at least for said design airbrake deflection angle said axial overlap is numerically greater than −0.5% of the aerofoil chord.2. The aerofoil according to claim 1 , wherein said design airbrake deflection angle is greater than 40°.3. The aerofoil according to or claim 1 , wherein said design airbrake deflection angle is greater than 45°.4. The ...

WING FOR AN AIRCRAFT

A wing for an aircraft is disclosed having a main wing, a slat, and a connection assembly movable connecting the slat to the main wing. The connection assembly includes an elongate slat track, and the front end of the slat track is mounted to the slat. The rear end and the intermediate portion of the slat track are mounted to the main wing by a roller bearing that includes a guide rail mounted to the main wing and a first roller unit mounted to the rear end of the slat track and engaging the guide rail, and wherein the roller bearing having a second roller unit that is mounted to the main wing and that engages an engagement surface of the slat track. The slat track is supported in a wing span direction by a lateral support. 1. A wing for an aircraft , comprising:a main wing,a slat, anda connection assembly movable connecting the slat to the main wing, such that the slat is movable between a retracted position and at least one extended position,wherein the connection assembly comprises an elongate slat track that extends along a track longitudinal axis between a front end and a rear end and has an intermediate portion between the front and rear ends,wherein the front end of the slat track is mounted to the slat,wherein the rear end and the intermediate portion of the slat track are mounted to the main wing by a roller bearing such that the slat track is movable along the track longitudinal axis,wherein the roller bearing comprises a guide rail mounted to the main wing and a first roller unit mounted to the rear end of the slat track and engaging the guide rail, andwherein the roller bearing comprises a second roller unit that is mounted to the main wing and that engages an engagement surface provided at the intermediate portion of the slat track,wherein the slat track is supported in a wing span direction by a lateral support,wherein the lateral support includes a slide bearing comprising at least a first pair of slide pads and a second pair of slide pads,wherein the ...

Aircraft flap hinge

Aerodynamic drag associated with a flap hinge assembly used to pivotally mount a flap to the trailing edge of an aircraft wing can be reduced when the cross-sectional area of the hinge fairing which surrounds the flap hinge assembly is reduced in size. The reduction in cross-sectional area of the hinge fairing is enabled when the flap hinge assembly attachment footprint to the underside of the flap box is also reduced. The flap hinge assembly has an internal support rib positioned between spars of the flap box structure internal to the skin, a hinge fitting exhibiting an actuation point and a hinge point positioned proximate a front spar of the flap box structure external to the skin, and a link passing through an aperture in the lower skin of the flap and coupling the internal support rib to the hinge fitting.

ELEVON CONTROL SYSTEM

A system comprising an aerial vehicle or an unmanned aerial vehicle (UAV) configured to control pitch, roll, and/or yaw via airfoils having resiliently mounted trailing edges opposed by fuselage-house deflecting actuator horns. Embodiments include one or more rudder elements which may be rotatably attached and actuated by an effector member disposed within the fuselage housing and extendible in part to engage the one or more rudder elements. 1. An aerial vehicle , comprising:a fuselage having an exterior surface, wherein the exterior surface is tapered at an aft portion;a first rudder surface rotatably disposed about a first hinge, wherein the first hinge extends along the aft portion of the exterior surface and wherein the first hinge has a canted angle relative to a longitudinal axis of the aerial vehicle of between thirty degrees and sixty degrees; andwherein the first rudder surface is configured to rotate about the first hinge from a stored position against the tapered aft portion to an operational position.2. The aerial vehicle of further comprising a second rudder surface rotatably disposed about a second hinge claim 1 , wherein the second hinge extends along the aft portion of the exterior surface claim 1 , wherein the second rudder surface is configured to rotate about the second hinge towards a second deployed position claim 1 , wherein the first rudder surface has a first retracted position disposed along the exterior surface claim 1 , and wherein the second rudder surface has a second retracted position disposed along the exterior surface.3. The aerial vehicle of wherein the first retracted position of the first rudder surface and the second retracted position of the second rudder surface are on opposite sides of the fuselage.4. The aerial vehicle of wherein the first rudder surface is configured to rotate about the first hinge and into the first deployed position by at least one of: wind resistance and a resiliently mounted force claim 3 , and wherein ...

CONTROL SURFACE COMPONENT FOR A HIGH-LIFT DEVICE OF AN AIRCRAFT AND PRODUCTION METHOD THEREFOR

A control surface component for reducing a noise level generated by the flow around the control surface component, in particular flap component, for a high-lift device of a wing of an aircraft, having a lift body, which is designed or configured to generate lift and which comprises a lift body end region, a lift body suction side and a lift body pressure side, wherein a foam body, which can be mounted adjoining the lift body end region, is formed separately from the lift body as an integral element and is exposed, is designed or configured to provide, in the mounted state, a plurality of flow paths which fluidically connect the lift body suction side and the lift body pressure side to compensate for a pressure difference prevailing between the lift body suction side and the lift body pressure side. 1. A control surface component for reducing a noise level generated by flow around the control surface component , in particular flap component , for a high-lift device of a wing of an aircraft , having a lift body , which is configured to generate lift and which comprises a lift body end region , a lift body suction side and a lift body pressure side , which comprises a foam body , which can be mounted adjoining the lift body end region , is formed separately from the lift body as an integral element and is exposed and which is configured to provide , in the mounted state , a plurality of flow paths which fluidically connect the lift body suction side and the lift body pressure side to compensate for a pressure difference prevailing between the lift body suction side and the lift body pressure side.2. The control surface component as claimed in claim 1 , wherein the foam body has an exposed claim 1 , open-cell and omnidirectional pore structure.3. The control surface component as claimed in claim 1 , wherein the lift body end region has a free region claim 1 , which is configured to accommodate the foam body and is delimited by a surface region claim 1 , in particular a ...

Aircraft Wing Flap Support

An aircraft including a flap support assembly for a flap support. An aircraft includes a fuselage comprising a pressure deck, where at least a portion the pressure deck is substantially horizontal. The aircraft further includes a wing extending from the fuselage, where the wing includes a leading edge and a trailing edge. The wing additionally includes a flap assembly on the trailing edge of the wing, where the flap assembly is configured to move between an extended position and a retracted position. The aircraft further includes a flap support coupled to the flap assembly comprising a plurality of load-bearing connection points, where at least one of the load-bearing connection points is coupled to the pressure deck. 1. An aircraft comprising:a fuselage comprising a pressure deck, wherein at least a portion the pressure deck is substantially horizontal;a wing extending from the fuselage, wherein the wing comprises a leading edge and a trailing edge;a flap assembly on the trailing edge of the wing, wherein the flap assembly is configured to move between an extended position and a retracted position; anda flap support coupled to the flap assembly comprising a plurality of load-bearing connection points, wherein at least one of the load-bearing connection points is coupled to the pressure deck.2. The aircraft of further comprising a landing gear wheel well claim 1 , wherein the flap support is at least partially disposed within the landing gear wheel well.3. The aircraft of claim 1 , wherein the flap support comprises at least four load-bearing connection points each coupled to the portion of the pressure deck that is substantially horizontal.4. The aircraft of claim 1 , wherein the portion of the pressure deck that is substantially horizontal is a monolithic structure claim 1 , and wherein each of the load-bearing connection points are coupled to the monolithic structure.5. The aircraft of claim 1 , wherein the fuselage comprises a substantially vertical wall ...

Indicating systems, devices and methods for high-lift flight control surfaces of aircraft

Systems, devices and methods a for use with one or more high-lift flight control surfaces ( 24 ) of aircraft are disclosed. One exemplary method comprises receiving data representative of a commanded configuration ( 48 ) for a high-lift flight control surface ( 24 ); and on a display device ( 14 ) of the aircraft, showing an indicator ( 30 ) indicating the commanded configuration and a corresponding commanded position ( 50 ) for the high-lift flight control surface ( 24 ). The indicator ( 30 ) graphically indicates a correlation between the commanded configuration ( 48 ) and the corresponding commanded position ( 50 ) for the high-lift flight control surface ( 24 ).

BRAKING FORCE GENERATION DEVICE, WING, AND AIRCRAFT

A braking force generation device has: a first mode in which a deflector and a blocker door are retracted with respect to a wing; a third mode in which, while the leading edge and the trailing edge of the deflector are separated from the wing and the blocker door is retracted, a second flow path is formed in which fluid flows via a fan from an opening on the leading edge side of the deflector to an opening on the trailing edge side; and a second mode in which, while the leading edge of the deflector is separated from the wing with the trailing edge being close to the wing and the blocker door is deployed, a first flow path is formed in which fluid flows via the fan from an opening on the blocker door side to the opening on the leading edge side of the deflector. 1. A braking force generation device comprising:a cross flow fan installed on a trailing edge side of a wing;a deflector installed above the cross flow fan and capable of being retracted or separated with respect to the wing; anda blocker door installed below the cross flow fan, rotating with one end side fixed to the wing as a center, and capable of being retracted or deployed with respect to the wing,wherein the braking force generation device has a first mode in which the deflector and the blocker door are retracted with respect to the wing, and a second mode in which, in a state where a leading edge of the deflector is separated from the wing with a trailing edge being close to the wing and the blocker door is deployed, a first flow path is formed on a lower surface side of the deflector and fluid flows from a rear to a front of the wing via the cross flow fan from an opening on a blocker door side to an opening on a leading edge side of the deflector in the first flow path.2. The braking force generation device according to claim 1 , wherein the braking force generation device further has a third mode in which claim 1 , in a state where the leading edge and the trailing edge of the deflector are ...

AIRFOIL WITH A MAIN WING AND A HIGH-LIFT BODY AND METHOD FOR REALIZING ADJUSTING MOVEMENTS OF A HIGH-LIFT BODY RELATIVE TO A MAIN WING

An airfoil and method with a main wing and high-lift body on the leading edge of the main wing movable between an initial adjusting position and a maximally changed adjusting position referred to the initial adjusting position, with at least one guide mechanism. The high-lift body is movably coupled to the main wing and with a driving device. An adjusting lever arrangement and adjusting lever are coupled to the high-lift body. A first main wing lever coupled to the main wing is formed between the first adjusting lever pivot joint and the high-lift body, and a second main wing lever is coupled to the main wing such that an effective lever arm is formed between a second adjusting lever pivot joint and a first adjusting lever pivot joint. 4. The airfoil of claim 1 , wherein the first and the second adjusting lever pivot joints are respectively realized in the form of a spherical joint.5. The airfoil of claim 1 , wherein the main wing pivot joints of a first guide mechanism and the first adjusting lever pivot joint and/or the second adjusting lever pivot joint are respectively realized in the form of a spherical joint and at least one of the main wing pivot joints of a second guide mechanism is realized in the form of an axial joint with an axis of rotation that extends along the wingspan direction of the high-lift body.6. The airfoil of claim 1 , whereinthe first adjusting lever pivot joint of a first guide mechanism and/or a second adjusting lever pivot joint of a second guide mechanism consist of axial joints that respectively allow an axial movement, wherein an axial joint component is respectively fixed in the main wing wingspan direction by an arrangement of main wing levers, andseveral main wing levers are coupled to the respectively other first or second adjusting lever pivot joint in such a way that these adjusting lever pivot joints are fixed in the main wing wingspan direction.8. The airfoil of claim 1 , wherein the driving device features at least one ...

CURABLE COMPOSITE BUSH

A curable composite bush for an aircraft joint comprising a generally hollow cylindrical body formed from a matrix material impregnated with a reinforcement material substantially composed of fibers, the fibers being oriented in a generally circumferential direction about a longitudinal axis of the bush. The body may define a plurality of corrugations extending between an inner and an outer diameter of the bush to improve the compressibility of the bush in a direction substantially collinear to a longitudinal axis of the bush. 1. A curable composite bush for an aircraft joint comprising: a generally hollow cylindrical body formed from a matrix material impregnated with a reinforcement material substantially composed of fibers , the fibers being oriented in a generally circumferential direction about a longitudinal axis of the bush.2. The composite bush according to wherein the body defines a plurality of corrugations extending between an inner and an outer diameter of the bush claim 1 , and wherein the corrugations improve a compressibility of the bush in a direction substantially collinear to a longitudinal axis of the bush.3. The composite bush according to claim 2 , wherein the corrugations are substantially chevron shaped in an uncompressed state.4. The composite bush according to wherein the corrugations are substantially sinusoidal shaped in an uncompressed state.5. The composite bush according to wherein one or more of the corrugations extends in a form of a helix along a length of the curable composite bush.6. The composite bush according to wherein a cross section of the bush varies along a length of the bush.7. The composite bush according to wherein the matrix material substantially comprises a thermoplastic material.8. The composite bush according to wherein the matrix material substantially comprises a thermoset material.9. The composite bush according to wherein the reinforcement fibers are substantially continuous.10. The composite bush according to ...

AIRCRAFT JOINT WITH A CURABLE COMPOSITE BUSHING

An aircraft structural joint comprising a first structural component provided with an attachment hole that is configured to receive an corresponding attachment fastener provided by a second structural component; a curable composite bush compressed and cured between an outer diameter of the attachment fastener and the attachment hole when the first component is mounted to the second component, wherein the curable composite bush, when cured, prevents radial displacement of the attachment fastener within the attachment hole. 1. An aircraft joint comprising:a first structural component provided with an attachment hole configured to receive a corresponding attachment fastener provided by a second structural component;a curable composite bush compressed and cured between an outer diameter of the attachment fastener and the attachment hole when the first component is mounted to the second component,wherein the curable composite bush prevents radial displacement of the attachment fastener within the attachment hole.2. The aircraft joint according to claim 1 , wherein the curable composite bush comprises a generally hollow cylindrical body formed from a matrix material pre-impregnated with reinforcement fibers.3. The aircraft joint according to claim 2 , wherein the reinforcement fibers of the curable composite bush are oriented in a generally circumferential direction about a longitudinal axis of the bush claim 2 , wherein the body defines a plurality of corrugations extending between an inner and an outer diameter of the bush claim 2 , and wherein the corrugations improve a compressibility of the bush in a direction substantially collinear to a longitudinal axis of the bush.4. The aircraft joint according to claim 1 , further comprising a third structural component between the first and second structural components claim 1 , wherein the third structural component is configured to displace the first structural component from the second structural component and is further ...

WING FLAP DEFLECTION CONTROL REMOVAL

A high-lift device surface and associated method of designing the high-lift device surface is described. The flap can be attached to a wing on aircraft. The method can involve determining a manufactured shape of the flap. The manufactured flap shape can be deflected in some manner, such as bent or twisted, so that under selected flight conditions, such as cruise, the manufactured flap shape morphs into a second desired shape that satisfies specified constraints, such as geometric and sealing constraints. An advantage of the approach is that the flap doesn't have to be mechanically forced, using mechanical elements, into the second desired shape. The elimination of the mechanical elements results in weight and cost savings to aircraft on which the flap is deployed. 1. An aerodynamic system for an aircraft comprising:a fixed portion of a wing;a seal coupled to and extending from the fixed portion of the wing;a high-lift device surface coupled to the wing having an as-built shapewherein, while not in flight, the high-lift device surface in the as-built shape does not make contact with the seal or partially makes contact with the seal such that air can flow between the seal and the high-lift device surface and wherein, at one or more flight conditions, the high-lift device surface, under aerodynamic forces, deforms from the as-built shape to a second shape such that in the second shape the high-lift device surface fully contacts the seal to prevent air flow between the seal and the high-lift device surface.2. The aerodynamic system of claim 1 , wherein the one or more flight conditions include a cruise condition.3. The aerodynamic system of claim 1 , wherein the as-built shape is bowed and straightens under the aerodynamic forces.4. The aerodynamic system of claim 1 , wherein the as-built shape is twisted and untwists under the aerodynamic forces.5. The aerodynamic system of claim 1 , wherein a loft of the as-built shape is increased such that the high-lift device ...

Wing for an aircraft

A wing for an aircraft, comprising a main wing, a slat, and a connection assembly movably connecting the slat to the main wing, allowing the slat to be moved between a retracted and at least one extended position. The assembly comprises an elongate slat track mounted to the main wing movably along a track longitudinal axis and connected to the slat. The wing has a compact connection assembly that does not require the front spar to be penetrated, in that the slat track is rotatably connected to the slat via a first hinge. The assembly further comprises a link element rotatably connected to the slat via a second hinge, and rotatably mounted to the main wing via a third hinge spaced apart from the second hinge. Also, a first axis of rotation of the first hinge is spaced apart from a second axis of rotation of the second hinge.

MULTI-SECTION SPOILER

An aircraft spoiler mechanism includes a spoiler fore-section, a spoiler aft-section, and a reverse-motion linkage arm. The spoiler fore-section includes a forward end, a hinge end, an actuator coupling, and a pivot coupling to couple to a wing structure of an aircraft to enable rotation of the spoiler fore-section relative to the wing structure. The spoiler aft-section includes a hinge portion coupled to the hinge end of the spoiler fore-section and a crank-arm. The reverse-motion linkage arm includes a first end, a second end, and a pivot point coupled to the forward end of the spoiler fore-section. The spoiler mechanism also includes a first linkage to couple the first end of the reverse-motion linkage arm to the wing structure and a second linkage coupled to the second end of the reverse-motion linkage arm and to the crank-arm on the spoiler aft-section. 1. A spoiler mechanism for an aircraft , the spoiler mechanism comprising: a forward end;', 'a hinge end;', 'a pivot coupling to couple the forward end to a wing structure of an aircraft and to enable rotation of the spoiler fore-section relative to the wing structure; and', 'an actuator coupling;, 'a spoiler fore-section including a hinge portion pivotally coupled to the hinge end of the spoiler fore-section; and', 'a crank-arm proximate a lower side of a forward end of the spoiler aft-section;, 'a spoiler aft-section including a first end;', 'a second end; and', 'a pivot point coupled to the forward end of the spoiler fore-section;, 'a reverse-motion linkage arm includinga first linkage to couple the first end of the reverse-motion linkage arm to the wing structure; anda second linkage coupled to the second end of the reverse-motion linkage arm and to the crank-arm on the spoiler aft-section,wherein rotation of the spoiler fore-section in a first rotational direction causes rotation of the reverse-motion linkage arm about the pivot point in a second rotational direction opposite the first rotational direction ...

INTEGRATED SLAT CHINE APPARATUS AND METHODS

Integrated slat chine apparatus and methods are described. An example method comprises moving a slat relative to an airfoil between a stowed position and a deployed position. The slat is coupled to the airfoil. The slat is located adjacent a lateral surface of a chine. The chine is coupled to the airfoil. The slat is to expose the lateral surface of the chine when the slat is in the deployed position and to cover the lateral surface of the chine when the slat is in the stowed position. 1. A method , comprising:moving a slat relative to an airfoil between a stowed position and a deployed position, the slat being coupled to the airfoil and located adjacent a lateral surface of a chine, the chine being coupled to the airfoil at a fixed position relative to a leading edge of the airfoil, wherein the slat exposes the lateral surface of the chine when the slat is in the deployed position, and wherein the slat completely covers the lateral surface of the chine when the slat is in the stowed position.2. The method of claim 1 , wherein the chine is located at the leading edge of the airfoil.3. The method of claim 2 , wherein the chine extends from the leading edge of the airfoil in a first direction that is parallel to a second direction claim 2 , and wherein the slat moves relative to the airfoil along the second direction.4. The method of claim 1 , wherein the chine is located outboard of a nacelle coupled to the airfoil.5. The method of claim 1 , wherein a portion of an outer mold line of the slat is flush with a portion of an outer mold line of the chine when the slat is in the stowed position.6. The method of claim 1 , further comprising generating a vortex via the chine to energize a boundary layer of the airfoil in response to an airflow presented at the chine when the slat is in the deployed position claim 1 , wherein the chine does not generate the vortex when the slat is in the stowed position.7. The method of claim 1 , wherein the lateral surface of the chine is a ...

ELEVON CONTROL SYSTEM

A system comprising an aerial vehicle or an unmanned aerial vehicle (UAV) configured to control pitch, roll, and/or yaw via airfoils having resiliently mounted trailing edges opposed by fuselage-house deflecting actuator horns. Embodiments include one or more rudder elements which may be rotatably attached and actuated by an effector member disposed within the fuselage housing and extendible in part to engage the one or more rudder elements. 1. An aerial vehicle , comprising:a fuselage having an exterior surface;a first rudder surface rotatably disposed about a first hinge, wherein the first hinge extends along an aft portion of the exterior surface, and wherein the first hinge has a canted angle relative to a longitudinal axis of the aerial vehicle;a second rudder surface rotatably disposed about a second hinge, wherein the second hinge extends along the aft portion of the exterior surface, wherein the second rudder surface is configured to rotate about the second hinge towards a second deployed position; anda first spring and a second spring, wherein the first spring is configured to rotate the first rudder surface about the first hinge and into the first deployed position, and wherein the second spring is configured to rotate the second rudder surface about the second hinge and into the second deployed position.2. The aerial vehicle of claim 1 , wherein the exterior surface is tapered at the aft portion.3. The aerial vehicle of claim 1 , wherein the canted angle of the first rudder surface relative to the longitudinal axis of the aerial vehicle is between thirty degrees and sixty degrees.4. The aerial vehicle of claim 1 , further comprising:an actuator rod disposed in the aft portion of the fuselage.5. The aerial vehicle of claim 4 , further comprising:a first aperture and a second aperture, wherein the first aperture and the second aperture are disposed on opposite sides of the fuselage.6. The aerial vehicle of claim 5 , wherein the actuator rod is operable to ...

COMBINATION COMPRISING AN AIRCRAFT WING TRAILING EDGE SECTION AND AN ADJUSTMENT BODY

A combination comprises an aircraft wing trailing edge section and an adjustment body. The adjustment body comprises a tapered cross section in a local chord axis direction of the wing trailing edge section, a lower adjustment body surface connected to a top surface of the aircraft wing trailing edge section and a back-end surface having a height. The adjustment body is positioned such that the back-end surface is flush with the trailing edge of the aircraft wing trailing edge section. Attaching the adjustment body onto a top surface of the wing trailing edge section leads to compensation of an offset rolling moment due to unavoidable structural shape deviations of the aircraft and eliminates additional structural reinforcement requirements on the trailing edge compared to edge wedges mounted on the bottom surface of trailing edges. The trailing edge section may comprise a flap. 1. An aircraft wing trailing edge section comprising a wing trailing edge and an adjustment body , the adjustment body comprising:a tapered cross section in a local chord axis direction of the wing trailing edge section with an upper adjustment body surface, a lower adjustment body surface and a back-end surface,wherein the lower adjustment body surface is connected to a top surface of the aircraft wing trailing edge section, and wherein the back-end surface has a height,wherein the adjustment body has a length in a local chord axis direction;wherein the adjustment body is positioned on the wing trailing edge section such that the back-end surface is flush with the wing trailing edge.2. The edge section of claim 1 , wherein the adjustment body has a wedge-shape.3. The edge section of claim 1 , wherein the upper adjustment body surface is planar.4. The edge section of claim 1 , wherein the upper adjustment body surface is concave.5. The edge section of claim 1 , wherein the upper adjustment body surface is convex.6. The edge section of claim 1 ,wherein the lower adjustment body surface and ...

ELEVON CONTROL SYSTEM

A system comprising an aerial vehicle or an unmanned aerial vehicle (UAV) configured to control pitch, roll, and/or yaw via airfoils having resiliently mounted trailing edges opposed by fuselage-house deflecting actuator horns. Embodiments include one or more rudder elements which may be rotatably attached and actuated by an effector member disposed within the fuselage housing and extendible in part to engage the one or more rudder elements. 1. An aerial vehicle , comprising:a first rudder surface rotatably disposed about a first hinge, wherein the first hinge extends along an aft portion of an exterior surface, and wherein the first rudder surface is configured to rotate about the first hinge towards a first deployed position;a second rudder surface rotatably disposed about a second hinge, wherein the second hinge extends along the aft portion of the exterior surface, and wherein the second rudder surface is configured to rotate about the second hinge towards a second deployed position; andan actuator rod, wherein the actuator rod is operable to extend through a first aperture to engage the first rudder surface, and wherein the actuator rod is operable to extend through a second aperture to engage the second rudder surface.2. The aerial vehicle of claim 1 , further comprising:a first spring and a second spring, wherein the first spring is configured to rotate the first rudder surface about the first hinge and into the first deployed position, and wherein the second spring is configured to rotate the second rudder surface about the second hinge and into the second deployed position.3. The aerial vehicle of claim 1 , wherein the first hinge has a canted angle relative to a longitudinal axis of the aerial vehicle.4. The aerial vehicle of claim 3 , wherein the canted angle of the first rudder surface relative to the longitudinal axis of the aerial vehicle is between thirty degrees and sixty degrees.5. The aerial vehicle of claim 1 , further comprising: a fuselage ...

ELEVON CONTROL SYSTEM

A system comprising an aerial vehicle or an unmanned aerial vehicle (UAV) configured to control pitch, roll, and/or yaw via airfoils having resiliently mounted trailing edges opposed by fuselage-house deflecting actuator horns. Embodiments include one or more rudder elements which may be rotatably attached and actuated by an effector member disposed within the fuselage housing and extendible in part to engage the one or more rudder elements. 1. A system , comprising:an actuator horn disposed within a fuselage, the actuator horn extendible in part from the fuselage via a fuselage housing aperture to contact and move a control surface in an extended position, wherein the fuselage housing aperture is located on a bottom of the fuselage, and wherein the actuator horn is extendible through the fuselage housing aperture to contact a top surface of the control surface.2. The system of claim 1 , wherein an airfoil comprises the control surface.3. The system of claim 2 , wherein the airfoil is rotatably attached via a pivot point of the fuselage claim 2 , and wherein the control surface comprises a resilient element.4. The system of claim 3 , wherein the airfoil is movable to a deployed position claim 3 , wherein the control surface is aligned to receive the actuator in the deployed position as the actuator extends to contact and move the control surface.5. The system of claim 4 , wherein the actuator horn deflects the control surface in a first direction by extending to oppose the resilient element of the control surface claim 4 , wherein the actuator horn deflects the control surface in a second direction by retracting claim 4 , and wherein the resilient element is unopposed when the actuator horn is fully retracted and the airfoil is in the deployed position.6. The system of claim 2 , wherein the actuator horn is disposed within the fuselage when the actuator is fully retracted claim 2 , and wherein the actuator horn does not contact the control surface when the actuator ...

SYSTEM AND METHOD FOR OPERATING A DROOP PANEL USING A PIN JOINT LINKAGE ASSEMBLY

A system for operating a droop panel on an air vehicle, the droop panel positioned between a fixed structure and a trailing edge flap on the wing. The system includes a pin joint linkage assembly coupled between and to the fixed structure, the droop panel, and the trailing edge flap. The assembly has a first link attached to the fixed structure; and a second link coupled to the first link, and pivotably connected to a third pin joint, connected to a fourth pin joint, and an angled portion pivotably connected to a second pin joint. The assembly has a third link coupled to the second link, and coupled to the fourth pin joint and to a fifth pin joint attached to the trailing edge flap. The assembly is configured to operate the droop panel by concurrently moving the droop panel and the trailing edge flap in a single coordinated motion. 1. A system for operating a droop panel on an air vehicle , the system comprising:a droop panel on a wing of the air vehicle, the droop panel positioned between a fixed structure on the wing and a trailing edge flap on the wing; a first link having a first end coupled to a first pin joint fixedly attached to the fixed structure, and having a second end coupled to a second pin joint;', 'a second link coupled to the first link, the second link having a first end pivotably connected to a third pin joint, a second end connected to a fourth pin joint, and an angled portion pivotably connected to the second pin joint and positioned between the first and second ends of the second link, wherein the second pin joint and the third pin joint are separate; and', 'a third link coupled to the second link, the third link having a first end coupled to the fourth pin joint, and having a second end coupled to a fifth pin joint fixedly attached to the trailing edge flap,, 'a pin joint linkage assembly operatively coupled between and to the fixed structure, the droop panel, and the trailing edge flap, the pin joint linkage assembly comprisingwherein the pin ...

Aerodynamic device

The invention provides an aerodynamic device configured for being mounted to an aerodynamic structure of an aircraft, the aerodynamic device having a spanwise length, a chordwise width, a leading edge section along a leading edge of the device, for being mounted to the aerodynamic structure of the aircraft, and a trailing edge section along a trailing edge of the device, for providing a required aerodynamic profile, wherein a first chordwise extending segment of the trailing edge section is moveable in a spanwise direction with respect to the leading edge section or with respect to a second chordwise extending segment of the trailing edge section.

Tiltrotor Unmanned Aerial Vehicle

The invention is directed toward a UAV having a plurality of rotors position on axles extending longitudinally from a fuselage. The axles articulate the rotors from a vertical position, where the rotors provide lift, to a horizontal position, where the rotors provide thrust. The UAV is configured such that the voltage provided to each rotor may be varied to adjust rotor speed, and thus thrust, independently, giving the UAV enhanced maneuverability. 1. An unmanned aerial vehicle comprisinga. A fuselage i. Wherein said one or more pivotable arms have a first end and a second end', 'ii. Wherein said first end of said one or more pivotable arms are coupled to said fuselage', 'iii. Wherein said one or more pivotable arms extend transversely from the longitudinal central axis of said fuselage, 'b. One or more pivotable arms'} 'i. Wherein each of said one or more rotor assemblies are respectively attached to said second end of said one or more pivotable arms', 'c. One or more rotor assemblies'}d. Wherein each of said one or more rotor assemblies are configured to independently pivot from a vertical position, generating a vertical thrust for vertical take-off and landing, to a horizontal position, generating a horizontal thrust for horizontal flight.2. The unmanned aerial vehicle as in further comprisinga. A processor unitb. A power sourcec. Wherein said power source is coupled with said one or more rotor assembliesd. Wherein said processor unit is coupled with said power source and said one or more rotor assembliese. Wherein said processor unit is configured to regulate the voltage provided to each of said one or more rotor assemblies independently from each of said other one or more rotor assemblies.3. The unmanned aerial vehicle as in further comprising 'i. Wherein said GPS unit is coupled to said processor unit.', 'a. A GPS unit'}4. The unmanned aerial vehicle as in further comprising 'i. Wherein said transceiver is coupled to said processor unit.', 'a. A transceiver'}5 ...

Distributed Electric Propulsion Modular Wing Aircraft with Blown Wing and Extreme Flaps for VTOL and/or STOL Flight

An aircraft wing configuration for a vertical or a short take-off and landing aircraft having a plurality of propeller-blown wings mounted at different longitudinal locations along a fuselage of the vertical take-off and landing aircraft, producing two or more lifting surfaces, fixed at a predetermined acute wing angle greater than 0° and substantially less than 90° relative to a horizontal plane, and having a plurality of flaps disposed behind the wings. The configuration has a plurality of propellers distributed in front of the plurality of wings producing two or more lifting surfaces and mounted such that the wings are externally blown by forced airstreams from the propellers. The propellers produce distributed thrust components, and the plurality of flaps are in the forced airstreams of the propellers when one or more of the flaps is in an extended position.

REAR END SECTION FOR AN AIRCRAFT

A rear end section for an aircraft, having a fuselage, a v-tail, and a thruster assembly including at least one propulsion device installed to ingest and consume air forming a fuselage boundary layer, a control surface attached at the rearmost section of the rear end, and a casing covering at least part of the propulsion device such that an air inlet and an air outlet are defined between the casing and the propulsion device. The air inlet is configured to permit passage of the fuselage boundary layer towards the propulsion device. The air outlet is configured to direct the airflow exhausted from the propulsion device into the control surface, to divert the airflow and provide vectoring thrust for the aircraft. 1. A rear end section for an aircraft , comprising:a fuselage,a v-tail configuration, and at least one propulsion device installed to ingest and consume air forming a fuselage boundary layer,', 'a control surface attached at the rearmost section of the rear end section fuselage, and', 'a casing covering at least part of the propulsion device such that an air inlet and an air outlet are defined between the casing and the propulsion device, the air inlet being configured to allow a passage of the fuselage boundary layer towards the propulsion device, and the air outlet being configured to direct an airflow exhausted from the propulsion device towards the control surface to divert said airflow and provide vectoring thrust for the aircraft., 'a thruster assembly mounted on the rear end section fuselage between the v-tail configuration and the rearmost section of said rear end section fuselage, wherein the thruster assembly comprises2. The rear end section for an aircraft claim 1 , according to claim 1 ,wherein the thruster assembly casing has a main surface substantially parallel to the rear end section fuselage, andwherein the casing further comprises at least one flap movable between two extreme positions, a close position wherein the flap is aligned with the ...

COMPLIANT STRUCTURE DESIGN FOR VARYING SURFACE CONTOURS

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. 1. An edge morphing arrangement for an elongated airfoil having upper and lower control surfaces , the elongated airfoil edge morphing arrangement comprising:a first surface element being elongated and having a continuous internal structure extending in a span-wise direction of the airfoil;a second surface element being elongated and having a continuous internal structure extending in a span-wise direction of the airfoil;wherein the first and second surface elements each define interior surfaces, wherein the interior surfaces of the first and second surface elements face each other.wherein the first and second surface elements are arranged to contact and form extensions of respectively associated ones of the upper and lower control surfaces;wherein the first and second surfaces elements are formed of a deformable compliant material;wherein the first and second surface elements extend cross-sectionally from the associated ones of the upper and lower control surfaces to an apex defined by the first and second surface elements;wherein the first and second surface elements have a span-wise length that ...

LIFT-SHARING WING WITH ROTATABLE TRAILING EDGE

One embodiment includes a rotary aircraft, including: a rotary propulsion system; a body; and a pair of wings connected on opposite sides of the body, wherein each of the wings includes a flap rotatably connected to a trailing edge thereof and configured to rotate downward relative to the wing during low speed and stationary flight of the aircraft, and to rotate upward relative to the wing during high-speed flight of the aircraft. 1. A rotary aircraft , comprising:a rotary propulsion system;a body; anda pair of wings connected on opposite sides of the body, wherein each of the wings includes a flap rotatably connected to a trailing edge thereof and configured to rotate downward relative to the wing during low speed and stationary flight of the aircraft, and to rotate upward relative to the wing during high-speed flight of the aircraft.2. The rotary aircraft of claim 1 , wherein the flaps are passively biased downward.3. The rotary aircraft of claim 1 , wherein the flaps are passively biased downward via a leaf spring.4. The rotary aircraft of claim 1 , wherein the flaps are passively biased downward via a torsion spring.5. The rotary aircraft of claim 1 , wherein the flaps are biased downward via a rack and pinion.6. The rotary aircraft of claim 5 , wherein the rack and pinion is passively biased downward.7. The rotary aircraft of claim 6 , further comprising a controller to actively adjust a rotational position of the flaps relative to the wings according to airspeed.8. The rotary aircraft of claim 1 , further comprising a control system to actively adjust a rotational position of the flaps relative to the wings according to an airspeed of the aircraft.9. The rotary aircraft of claim 2 , further comprising a damper to prevent flutter of the flaps relative to the wings.10. The rotary aircraft of claim 9 , wherein the damper comprises a dashpot.11. The rotary aircraft of claim 9 , wherein the damper acts only in a downward direction.12. A wing assembly for a rotary ...

VARIABLE CAMBER TRIM UNITS, AIRCRAFT COMPRISING THE SAME, AND ASSOCIATED METHODS OF OPERATION

A variable camber trim unit () comprises a housing (), an input gear (), and an output gear (). The input gear () and the output gear () are rotatably supported by the housing (). The variable camber trim unit () is selectively configurable to one of a coupled configuration or a decoupled configuration. When the variable camber trim unit () is in the coupled configuration, rotation of the input gear () relative to the housing () causes rotation of the output gear () relative to the housing (). When the variable camber trim unit () is in the decoupled configuration, rotation of the input gear () relative to the housing () does not cause rotation of the output gear (), and the output gear () is rotationally fixed relative to the housing (). 1100. A variable camber trim unit () , comprising:{'b': '124', 'a housing ();'}{'b': 102', '124, 'an input gear (), rotatably supported by the housing (); and'}{'b': 108', '124, 'an output gear (), rotatably supported by the housing ();'} [{'b': '100', 'the variable camber trim unit () is selectively configurable to one of a coupled configuration or a decoupled configuration;'}, {'b': 100', '102', '124', '108', '124, 'when the variable camber trim unit () is in the coupled configuration, rotation of the input gear () relative to the housing () causes rotation of the output gear () relative to the housing (); and'}, {'b': 100', '102', '124', '108', '108', '124, 'when the variable camber trim unit () is in the decoupled configuration, rotation of the input gear () relative to the housing () does not cause rotation of the output gear (), and the output gear () is rotationally fixed relative to the housing ().'}], 'wherein2100. The variable camber trim unit () according to claim 1 , further comprising:{'b': 104', '124', '102', '110, 'an input idler gear (), rotatably supported by the housing (), meshed with the input gear (), and comprising an input-idler-gear interior splined surface ();'}{'b': 106', '124', '104', '108', '112, 'an ...

Breaching for submergible fixed wing aircraft

A vehicle architecture and the associated method of operation for fixed wing aircraft transition from operation underwater to flight in air. More particularly, the vehicle architecture and method allow transition and long-range operation in both water and in air.The method starts with the vehicle oriented for long range flight in water. The method is composed of a flight orientation change for high speed ascent by rolling over, then water ascent, tractor propeller transition, wing transition, pusher propeller transition, boundary layer flight, and air ascent. The vehicle will ascend in its highspeed water configuration. As the tractor propeller breaches the surface of the water it will change its pitch collectively to optimize for low speed operation in air. As the wings breach the surface of the water, they will increase in camber to optimize for low speed operation in air. The vehicle will change angle of attack to stay within the ground effect regime in air using firstly the submerged control surfaces. In ground regime flight the vehicle will accelerate and transition to high altitude low drag flight with optimally cambered wings.

METHODS AND APPARATUS TO CONTROL A GAP BETWEEN MOVABLE AIRCRAFT WING COMPONENTS

Methods and apparatus to control a gap between movable aircraft wing components are disclosed. An example apparatus includes spoiler including a first panel and a second panel, a flexible tip extending from an intersection of the first and second panels; and a rub block coupled to a surface of the second panel, the rub block positioned to engage a flap to maintain a distance between the spoiler and the flap and to enable the flexible tip to perform deform to change aerodynamic properties of the spoiler. 1. An apparatus , comprising:a spoiler including a first panel and a second panel, a flexible tip extending from an intersection of the first and second panels; anda rub block coupled to a surface of the second panel, the rub block positioned to engage a flap to maintain a distance between the spoiler and the flap and to enable the flexible tip to deform to change aerodynamic properties of the spoiler.2. The apparatus of claim 1 , wherein the rub block is a first rub block claim 1 , and further comprising a second rub block and a third rub block claim 1 , the first rub block coupled adjacent a first side of the spoiler claim 1 , the second rub block coupled adjacent a second side of the spoiler opposite the first side claim 1 , the third rub block coupled to the spoiler claim 1 , the first claim 1 , second claim 1 , and third rub blocks being spaced to enable airflow between the first rub block and the second rub block and to enable airflow between the second rub block and the third rub block.3. The apparatus of claim 2 , wherein the spoiler includes a hinge adjacent a leading edge of the spoiler claim 2 , the flexible tip including a trailing edge of the spoiler claim 2 , the rub blocks positioned between the hinge and the trailing edge.4. The apparatus of claim 3 , wherein the third rub block extends a greater distance toward the hinge than the first and second rub blocks to provide a larger contact area between the third rub block and the flap.5. The apparatus of ...

High-lift device of air vehicle

A high-lift device includes a flap body which is provided at a rear portion of a main wing which generates a lift for the air vehicle such that the flap body is deployed with respect to the main wing and stowed in the main wing and extends along a wingspan direction of the main wing; and a gap increasing section provided at an end portion of the flap body in an extending direction of the flap body, to increase a gap between the rear portion of the main wing and a front portion of the flap body in a state in which the flap body is deployed.

AIRCRAFT WITH STRUT-BRACED WING SYSTEM

Described herein is an aircraft. The aircraft comprises a body. The aircraft also comprises a wing coupled to and extending from the body. The wing comprises a wing inboard end portion, a wing outboard end portion, opposite the wing inboard end portion, and an intermediate portion between the wing inboard end portion and the wing outboard end portion. The aircraft further comprises a strut. The strut comprises a strut inboard end portion coupled to and extending from the body and a strut outboard end portion coupled to and extending from the intermediate portion of the wing. The aircraft additionally comprises at least one aerodynamic control surface movably coupled to the strut. 1. An aircraft , comprising:a body;a wing, coupled to and extending from the body, the wing comprising a wing inboard end portion, a wing outboard end portion, opposite the wing inboard end portion, and an intermediate portion between the wing inboard end portion and the wing outboard end portion; a strut inboard end portion coupled to and extending from the body; and', 'a strut outboard end portion coupled to and extending from the intermediate portion of the wing; and, 'a strut comprisingat least one aerodynamic control surface movably coupled to the strut.2. The aircraft according to claim 1 , wherein the at least one aerodynamic control surface is selectively movable relative to the strut to adjust a distance between the at least one aerodynamic control surface and the wing.3. The aircraft according to claim 2 , wherein the at least one aerodynamic control surface is selectively movable toward the wing to decrease the distance between the at least one aerodynamic control surface and the wing.4. The aircraft according to claim 2 , wherein the at least one aerodynamic control surface is selectively movable away from the wing to increase the distance between the at least one aerodynamic control surface and the wing.5. The aircraft according to claim 1 , wherein:the strut comprises a ...

Wing Leading-Edge Device And A Wing Having Such A Wing Leading-Edge Device

A wing leading-edge device includes a flow body having a front side, a back side, a plurality of ribs arranged in ribs, wherein at least one of the ribs is a load introduction rib having at least one first lug for coupling with a drive mechanism, a second load path component, which includes at least one second lug, wherein the second load path component is at least connected to the load introduction rib, such that a second opening of the at least one second lug is co-axial with a first opening of the at least one first lug.

Drive system for a variable camber aircraft wing

The present invention relates to a drive system for a variable camber aircraft wing having position variable front flaps and/or rear flaps, having drive shafts, which are arranged such that that the flaps undergo a change of position in operation of the drive shafts, and having one or more drive units in driving connection with the drive shafts, wherein at least one switchable coupling is provided via which the drive shafts of two flaps of an aircraft wing can be coupled to one another.

MAGNETIC SEALS

An aerodynamic structure for an aircraft including a first region having a first magnetic sealing surface, movably connected to a second region having a second magnetic sealing surface. The structure is moveable between a first configuration in which the first sealing surface contacts the second sealing surface such that the first region and the second region form a continuous aerodynamic surface, and a second configuration in which a gap exists between the first and second magnetic sealing surfaces and. The magnetic sealing surfaces are configured such that an attractive magnetic force exists between the magnetic sealing surfaces in the first configuration. The aerodynamic structure is configured such that during movement between the first and second configurations, relative movement of the first and second regions occurs along a direction at an angle in the range 1-90° to the normal of the first sealing surface and/or the second sealing surface. 1. An aerodynamic structure for an aircraft , the aerodynamic structure comprising:a first region having a first magnetic sealing surface, movably connected to a second region having a second magnetic sealing surface, the first and second magnetic sealing surfaces being configured such that an attractive magnetic force exists between the first and second magnetic sealing surfaces when the aerodynamic structure is in a first configuration in which the first sealing surface contacts the second sealing surface such that the first region and the second region form a continuous aerodynamic surface;wherein the aerodynamic structure is moveable between the first configuration and a second configuration in which a gap exists between the first sealing surface and the second sealing surface; andwherein the aerodynamic structure is configured such that during movement between the first configuration and the second configuration, relative movement of the first and second regions occurs along a direction at an angle in a range of one ...

SHUTTER DOOR MECHANISM FOR WING LEADING EDGE SLAT CUT-OUTS

An aircraft wing is provided with a shutter mechanism to close a cut-out opening in the leading edge of the wing when a leading edge wing slat associated with the wing leading edge is moved to a deployed condition. 1. An aircraft wing comprising:a wing leading edge;a cut-out opening in the wing leading edge; and (i) a shutter door sized and configured to substantially close the cut-out opening when moved from a retracted position to an extended position thereof;', '(ii) a linkage assembly comprising a support shaft and having an upper end pivotally connected to the shutter door and a lower end connected to the support shaft for rotational movements about a pivot axis defined by the support shaft; and', '(iii) a torsion spring assembly operatively connected to the support shaft and exerting a bias force on the linkage assembly in a direction to move the shutter door from the retracted position thereof and into the extended position thereof., 'a shutter mechanism to close the cut-out opening when the wing leading edge slat is moved from a retracted condition to a deployed condition thereof, wherein the shutter mechanism comprises2. The aircraft wing according to claim 1 , wherein the linkage assembly includes multiple link bars operatively interconnected to one another.3. The aircraft wing according to claim 2 , wherein the multiple link bars comprise a drive link bar fixed at one end to the support shaft so as to be rotatable about the pivot axis thereof and an opposite end pivotally connected at a forward connection point of the shutter door.4. The aircraft wing according to claim 3 , wherein the multiple link bars comprise first and second link bars each having upper and lower ends claim 3 , wherein (i) the upper end of the first link bar and the lower end of the second link bar are rigidly fixed to one another claim 3 , (ii) the lower end of the first link bar is pivotally connected to the wing leading edge claim 3 , and (iii) the upper end of the second link bar ...

CLOSURE FAIRINGS FOR WING LEADING EDGE SLAT TRACK OPENINGS

An aircraft wing is provided with a positionally fixed closure fairing to close a cut-out opening in the leading edge of the wing associated with a wing leading edge slat so as to direct incident airflow to the wing leading edge from a lower surface of the aircraft wing to an upper surface of the aircraft wing. 1. An aircraft wing comprising:a wing leading edge;a cut-out opening in the wing leading edge; anda closure fairing positionally fixed to the wing leading edge and defining surfaces to direct incident airflow to the wing leading edge from a lower surface of the aircraft wing to an upper surface of the aircraft wing.2. The aircraft wing according to claim 1 , wherein the closure fairing is a substantially U-shaped fairing structure comprising a base region and opposed side regions outwardly extending from the base region.3. The aircraft wing according to claim 2 , further comprising a wing leading edge slat and an elongate slat track attached to the leading edge slat and operably moveable relative to the closure fairing to allow movement of the leading edge slat from a retracted position to a deployed condition.4. The aircraft wing according to claim 3 , wherein the closure fairing defines a generally U-shaped opening which is sized and configured to accommodate the slat track of the wing leading edge slat.5. The aircraft wing according to claim 4 , wherein the base region includes a convexly radiused surface above the U-shaped opening.6. The aircraft wing according to claim 5 , wherein the base region includes a concavely radiused surface between the U-shaped opening and the convexly radiused surface.7. The aircraft wing according to claim 3 , wherein the base region comprises lower and upper convexly radiused surfaces above the U-shaped opening claim 3 , and a concavely radiused surface joining the lower and upper convexly radiused surfaces.8. The aircraft wing according to claim 1 , wherein the closure fairing is an integral structure.9. The aircraft wing ...

AIRCRAFT

An aircraft including trailing edge flaps, a wing mounted propulsor positioned such that the flaps are located in a slipstream of the first propulsor in use when deployed. The aircraft further including a thrust vectorable propulsor configured to selectively vary the exhaust efflux vector of the propulsor in at least one plane. The thrust vectorable propulsor includes a ducted fan configurable between a first mode, in which the fan provides net forward thrust to the aircraft, and a second mode in which the fan provides net drag to the aircraft. The fan is positioned to ingest a boundary layer airflow in use when operating in the first mode. 1. An aircraft comprising:a thrust vectorable propulsor configured to selectively vary the exhaust efflux vector of the propulsor in at least one plane and configurable between a first mode, in which the thrust vectorable propulsor provides net forward thrust to the aircraft, and a second mode in which the thrust vectorable propulsor provides net drag to the aircraft, the thrust vectorable propulsor being positioned to ingest a boundary layer airflow in use when operating in the first mode.2. An aircraft according to claim 1 , wherein the aircraft comprises a deployable high lift device comprising at least one of one or more flaps located at a trailing edge of the wing claim 1 , and one or more slats located at a leading edge of the wing.3. An aircraft according to claim 2 , wherein the aircraft comprises a further propulsor located such that the high lift device is located in a slipstream of the further propulsor in use when deployed.4. An aircraft according to claim 1 , wherein at least one of the thrust vectorable propulsor and the further propulsor comprises an electrically or mechanically driven propeller or ducted fan.5. An aircraft according to claim 3 , wherein the further propulsor comprises an intake located ahead of a leading edge of the wing.6. An aircraft according to claim 1 , wherein the aircraft comprises at least ...

METHODS AND APPARATUS TO CONTROL CAMBER

Methods and apparatus to control camber are disclosed. A disclosed example apparatus includes a flap support to be coupled to a flap of an aircraft, where the flap is rotatable relative to an aerodynamic surface, a drive arm linkage rotatably coupled to the flap support at a first pivot of the flap support, where the drive arm linkage includes a second pivot at an end opposite the first end, and a flap support actuator operatively coupled to the flap support, where the flap support actuator is to rotate the drive arm linkage. The example apparatus also includes a camber control actuator rotatably coupled to the flap support at a third pivot of the flap support, where the camber control actuator is to be rotatably coupled to the flap at a fourth pivot. 1. An apparatus comprising:a flap support to be coupled to a flap of an aircraft, the flap rotatable relative to an aerodynamic surface;a drive arm linkage rotatably coupled to the flap support at a first pivot of the flap support, the drive arm linkage having a second pivot at an end opposite the first pivot;a flap support actuator operatively coupled to the flap support, the flap support actuator to rotate the drive arm linkage; anda camber control actuator rotatably coupled to the flap support at a third pivot of the flap support, the camber control actuator to be rotatably coupled to the flap at a fourth pivot.2. The apparatus as defined in claim 1 , further including a flap seal claim 1 , wherein the camber control actuator is to maintain the flap in contact with the flap seal.3. The apparatus as defined in claim 1 , further including a controller to control the camber control actuator during a cruise flight stage of the aircraft to vary a camber associated with the aerodynamic surface.4. The apparatus as defined in claim 1 , wherein the camber control actuator is a variable length actuator.5. The apparatus as defined in claim 1 , wherein the flap is a high fowler flap.6. The apparatus as defined in claim 1 , ...

CAMBER ADJUSTMENT SYSTEMS AND METHODS FOR AIRCRAFT WINGS

A camber adjustment system for a wing of an aircraft includes a droop panel that is configured to pivotally couple to a portion of a main body of a wing, a flap, and a coupler having a track that moveably couples the droop panel to the flap. The droop panel is configured to move in response to movement of the flap via the coupler. 1. A camber adjustment system for a wing of an aircraft , the camber adjustment system comprising:a droop panel that is configured to pivotally couple to a portion of a wing;a flap; anda coupler having a track that moveably couples the droop panel to the flap, wherein the droop panel is configured to move in response to movement of the flap via the coupler.2. The camber adjustment system of claim 1 , devoid of a dedicated droop actuator.3. The camber adjustment system of claim 1 , further comprising a flap actuator operatively coupled to the flap claim 1 , wherein the flap actuator is configured to move the flap between a retracted position and a fully deployed position.4. The camber adjustment system of claim 1 , wherein the coupler is integrally formed with the droop panel.5. The camber adjustment system of claim 1 , wherein the track is an arcuate channel formed through a portion of the coupler.6. The camber adjustment system of claim 1 , wherein the droop panel comprises an upper surface claim 1 , a lower surface claim 1 , a leading edge claim 1 , and a trailing edge claim 1 , wherein a hinge coupling forwardly extends from the leading edge claim 1 , and a track coupling downwardly extends from the lower surface claim 1 , wherein the hinge coupling is configured to pivotally couple the droop panel to a hinge fitting of a main body of the wing claim 1 , and wherein the track coupling couples the droop panel to the track of the coupler.7. The camber adjustment system of claim 1 , wherein the coupler comprises an arcuate head connected to an intermediate body claim 1 , which claim 1 , in turn claim 1 , connects to a foot claim 1 , wherein ...

SLIDABLE DIVERGENT TRAILING EDGE DEVICE

A wing includes a trailing edge, and a divergent trailing edge device slideable along an aft surface of the trailing edge between a stowed position and a fully deployed position. The trailing edge device is located entirely within the trailing edge when stowed, and it increases lift over drag of the wing when deployed. 1. A wing comprising:a trailing edge; anda divergent trailing edge device slideable along an aft surface of the trailing edge between a stowed position and a fully deployed position, the trailing edge device located entirely within the trailing edge when stowed, the trailing edge device increasing lift over drag of the wing when deployed.2. The wing of claim 1 , wherein the trailing edge device extends beneath a lower surface of the trailing edge when deployed.3. The wing of claim 1 , wherein chord length of the trailing edge device is between about 1% and 6% of chord length of the wing.4. The wing of claim 1 , wherein the divergent trailing edge device is mounted to a moveable flight control surface of the trailing edge.5. The wing of claim 1 , wherein the divergent trailing edge device is mounted to a fixed surface of the trailing edge.6. The wing of claim 1 , wherein the divergent trailing edge device has a divergence angle that varies as the device is being deployed.7. The wing of claim 1 , further comprising an actuator assembly contained entirely within the trailing edge for sliding the divergent trailing edge device.8. The wing of claim 1 , wherein the divergent trailing edge device includes a stiffened curved panel.9. The wing of claim 1 , wherein the trailing edge device includes a stiffened panel that is substantially straight.10. The wing of claim 1 , wherein an upper surface of the divergent trailing edge device includes ribs that make contact with an aft lower surface of the trailing edge.11. The wing of claim 10 , wherein the aft lower surface of the trailing edge also has ribs claim 10 , which interlock with the ribs of the trailing ...

METHOD AND APPARATUS FOR CONTROLLING A DROOP PANEL

A method and apparatus for positioning a control surface. An apparatus comprises an arm, first link, and second link. The arm has first and second ends, the first end of the arm rotatably coupled to a wing structure to define a first pivot point. The first link has first and second ends, the first end being rotatably coupled to the second end of the arm. The second link has first and second ends, the first end rotatably coupled to the first end of the arm. When the second end of the first link is rotatably coupled to a first control surface and the second end of the second link is rotatably coupled to a second control surface, movement of the first control surface away from the wing structure rotates the arm about the first pivot point such that the second control surface moves in coordination with the first control surface. 1. An apparatus comprising:an arm having a first end and a second end, the first end of the arm rotatably coupled to a wing structure to define a first pivot point;a first link having a first end and a second end, the first end of the first link being rotatably coupled to the second end of the arm; and 'wherein, when the second end of the first link is rotatably coupled to a first control surface and the second end of the second link is rotatably coupled to a second control surface, movement of the first control surface away from the wing structure rotates the arm in a first direction about the first pivot point such that the second control surface moves in coordination with the first control surface.', 'a second link having a first end and a second end, the first end of the second link rotatably coupled to the first end of the arm,'}2. The apparatus of claim 1 , wherein the first control surface is a flap claim 1 , the second control surface is a droop panel claim 1 , and the droop panel is moved in coordination with the flap to control a gap between an outer surface of the droop panel and an outer surface of the flap.3. The apparatus of claim ...

FLAP INTERCONNECT FOR DEFLECTION CONTROL

An aircraft wing has a flap arrangement with an inboard flap configured to move in a chordwise extension direction relative to the wing, the inboard flap having an outboard side, and an outboard flap adjacent to the inboard flap and configured to move in the chordwise extension direction relative to the wing, the outboard flap including an inboard side. A flap interconnect between the inboard flap and outboard flap has a roller mounted to a pin extending from the outboard side of the inboard flap and a guide track extending from the inboard side of the outboard flap. The guide track engages the roller on the inboard flap to limit deflection of the outboard flap relative to the inboard flap during movement of the inboard flap in the chordwise extension direction and movement of the outboard flap in the chordwise extension direction, to provide relative alignment of the inboard flap and outboard flap. 2. The aircraft wing having a flap arrangement as defined in wherein a contact surface of the roller is in rolling contact on a mating surface of the guide track permitting the inboard flap and outboard flap to move independently in the chordwise extension direction whereby binding in the flap interconnect is mitigated upon skewing of either the inboard flap or outboard flap.3. The aircraft wing having a flap arrangement as defined in wherein the roller has a contact surface and the guide track has a mating surface engaged by the contact surface claim 1 , said mating surface having a cam shape.4. The aircraft wing having a flap arrangement as defined in wherein the roller is mounted to the pin with a spherical bearing for rotation of the roller about an axis of the pin whereby an axis of the roller is maintained parallel to the mating surface.5. The aircraft wing having a flap arrangement as defined in wherein the mating surface has an angle relative to a flap chord.6. The aircraft wing having a flap arrangement as defined in wherein the mating surface has center portion ...

SEAL, AIRCRAFT INCLUDING THE SEAL, AND METHODS THEREFOR

A seal for sealing a space between a first structure and second structure. The seal includes a seal base configured to couple with the first structure so as to form a respective seal with the first structure, a resilient lattice body coupled to the seal base, and a cover. The cover includes an inner surface coupled to the resilient lattice body in an opposing relationship relative to the seal base so that the cover moves towards and away from the seal base in a biasing direction of the resilient lattice body, and a bulbous outer surface configured to engage the second structure so as to form a respective seal with the second structure. 1. A seal for sealing a space between a first structure and second structure , the seal comprising:a seal base configured to couple with the first structure so as to form a respective seal with the first structure;a resilient lattice body coupled to the seal base; and an inner surface coupled to the resilient lattice body in an opposing relationship relative to the seal base so that the cover moves towards and away from the seal base in a biasing direction of the resilient lattice body, and', 'a bulbous outer surface configured to engage the second structure so as to form a respective seal with the second structure., 'a cover comprising'}2. The seal of claim 1 , wherein the bulbous outer surface has a contour that is configured to substantially prevent a dragging movement of the cover as the second structure moves relative to the first structure in a swiping motion transverse to the biasing direction.3. The seal of claim 1 , wherein:the resilient lattice body comprises lateral sides;the seal base comprises base sides that extend along the lateral sides; andthe cover comprises cover sides that extend along the lateral sides so that movement of the cover in the biasing direction is guided by the base sides and lateral sides.4. The seal of claim 1 , wherein movement of the cover in the biasing direction is an unguided movement.5. The ...

VARIABLE CAMBER SYSTEM

A variable camber system for an aircraft wing including a wing bracket extending downward from a wing, a flap bracket pivotably coupled to the wing bracket, and a flap pivotably coupled to the flap bracket such that the flap pivots around an axis of rotation through the flap. The variable camber system is configured to adjust position of both the flap and the flap bracket relative to the wing while maintaining position of the flap relative to the flap bracket. The variable camber system is also configured to adjust position of the flap relative to the flap bracket. 1. A variable camber system for an aircraft wing comprising:a wing bracket extending from a wing;a flap bracket pivotably coupled to the wing bracket; anda flap pivotably coupled to the flap bracket such that the flap pivots around an axis of rotation through the flap, wherein the variable camber system is configured to adjust position of both the flap and the flap bracket relative to the wing while maintaining position of the flap relative to the flap bracket, and wherein the variable camber system is also configured to adjust position of the flap relative to the flap bracket.2. The variable camber system of further comprising a first actuator coupled to at least one of the wing and the wing bracket and pivotably coupled to the flap bracket claim 1 , the first actuator drives position adjustment of both the flap and the flap bracket relative to the wing.3. The variable camber system of claim 2 , the flap bracket comprising a first pivot region claim 2 , a second pivot region claim 2 , and a third pivot region claim 2 , wherein the flap bracket pivotably coupled to the wing bracket is pivotably coupled to the wing bracket at the first pivot region claim 2 , and wherein the flap pivotably coupled to the flap bracket is pivotably coupled to the flap bracket at the second pivot region claim 2 , and wherein the first actuator pivotably coupled to the flap bracket is pivotably coupled to the flap bracket at ...

VARIABLE CAMBER SYSTEM

A flap and spoiler system of an aircraft wing including a spoiler having a spoiler leading edge and a spoiler trailing edge. The flap and spoiler system also includes a flap having a flap leading edge and a flap trailing edge, an axis of rotation through the flap, and a top surface portion above the axis of rotation. The top surface portion has a first semi-circular shape such that, when the flap rotates about the axis of rotation, the spoiler trailing edge remains substantially stationary. When the spoiler trailing edge remains substantially stationary the spoiler is not driven by a spoiler drive. 1. A flap and spoiler system of an aircraft wing comprising:a spoiler having a spoiler leading edge and a spoiler trailing edge; and a flap leading edge and a flap trailing edge;', 'an axis of rotation through the flap; and', 'a top surface portion above the axis of rotation, the top surface portion having a first semi-circular shape such that, when the flap rotates about the axis of rotation, the spoiler trailing edge remains substantially stationary, wherein when the spoiler trailing edge remains substantially stationary the spoiler is not driven by a spoiler drive., 'a flap having2. The flap and spoiler system of wherein claim 1 , when the flap rotates about the axis of rotation and the spoiler trailing edge remains substantially stationary claim 1 , a gap between the first semi-circular shape and the spoiler trailing edge remains substantially unchanged such that contact between the first semi-circular shape and the spoiler trailing edge is avoided.3. The flap and spoiler system of wherein the gap remains substantially unchanged while the flap trailing edge is rotated downward to increase lift on the aircraft wing; and wherein the gap remains substantially unchanged while the flap trailing edge is rotated upward to reduce lift on the aircraft wing.4. The flap and spoiler system of further comprising a bent-up trailing edge (BUTE) door having a BUTE door leading edge ...

Aircraft high lift system with overload protection

Flugzeughochauftriebssystem mit einer Antriebseinheit, Elementen zum Übertragen der Antriebsenergie an Antriebsstationen einzelner Segmente von Landeklappen-/Vorflügelklappensystemen sowie mit einer Überlastsicherung, wobei die Überlastsicherung wenigstens einen elektrischen Überlastsensor aufweist, der im Antriebsstrang zwischen der Antriebseinheit und einer Abtriebsstation angeordnet ist. Aircraft high lift system with a drive unit, elements for transmitting the drive energy to drive stations of individual segments of landing flap / Vorblügelklappensystemen and with an overload protection, the overload protection has at least one electrical overload sensor, which is arranged in the drive train between the drive unit and a power take-off station.

An aeronautical high-lift system with an overload safety device

An aeronautical high-lift system comprising a drive unit, elements for the transmission of the drive energy to drive stations of individual segments of landing flap/slat flap systems as well as comprising an overload safety device, with the overload safety device having at least one electrical overload sensor which is arranged in the drive chain between the drive unit and an output drive station.

Aeronautical high-lift system with an overload safety device

An aeronautical high-lift system comprising a drive unit, elements for the transmission of the drive energy to drive stations of individual segments of landing flap/slat flap systems as well as comprising an overload safety device, with the overload safety device having at least one electrical overload sensor which is arranged in the drive chain between the drive unit and an output drive station.

Aircraft wing

FIELD: aviation.SUBSTANCE: invention relates to aircraft engineering. Wing of the aircraft includes a sliding slat and the main part of the wing with the outlets of internal feed channels for blowing air jets. Outlets of the internal supply ducts for blowing air jets are located on the portion of the upper surface of the main part of the wing that opens when the slat extends. Axes of the supply channels at the outlets on the wing surface are made at angles 30–60° to the wing surface and angles 30–60° between the projections of the axes on the wing surface and the direction of the flow at the wing surface during the flight of the aircraft. On the lower surface of the main part of the wing there are air intake entrances, that are connected by channels to the outlets for blowing out air jets and are located on the nose portion of the lower surface of the main part of the wing that opens when the slat extends.EFFECT: invention is aimed at increasing the lifting force with the advanced position of the slat on the takeoff and landing modes with less air consumption, taken from the engine of the aircraft.4 cl, 2 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 672 234 C1 (51) МПК B64C 3/50 (2006.01) B64C 21/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B64C 3/50 (2006.01); B64C 2230/20 (2006.01); Y02T 50/166 (2006.01) (21)(22) Заявка: 2017132945, 21.09.2017 (24) Дата начала отсчета срока действия патента: Дата регистрации: 12.11.2018 (45) Опубликовано: 12.11.2018 Бюл. № 32 Адрес для переписки: 140180, Московская обл., г. Жуковский, ул. Жуковского, 1, ФГУП "ЦАГИ", отдел 80 (56) Список документов, цитированных в отчете о поиске: US 1918536 A1, 18.07.1933. RU 2 6 7 2 2 3 4 R U (54) Крыло самолета (57) Реферат: Изобретение относится к области авиационной техники. Крыло самолета включает выдвижной предкрылок и основную часть крыла с выходами внутренних подводящих каналов для выдува струй воздуха. Выходы внутренних ...

Cove Lip Door Slaved to Trailing Edge Control Device

空气动力学折流板的移动直接从动于可操作地固定到飞行器机翼的后缘控制装置的实时移动。折流板适于相对于控制装置的移动而移动，用于管理空气动力学气隙。为此目的，折流板机构被限定成包括致动器和飞行器输入控制器，其中控制装置的移动经由输入控制器受制于致动器。钟形曲柄机构联接到控制装置，以使致动器的移动直接与控制装置的移动相联系。折流板单独地附接到后缘，定位在控制装置的近侧。致动器被配置成根据控制装置的移动也控制折流板的移动，以优化可操作空气动力学性能和效率。

Slit flap for short takeoff and landing aircraft

FIELD: aviation.SUBSTANCE: invention relates to the aviation equipment. Slit flap on the wing of the short takeoff and landing aircraft contains a main link with an internal deflector, which is rigidly connected to the external deflector. In the lower part of the main link and the internal deflector of the slotted flap, rigid panels are mounted movably along the guides, to which the intermediate rockers are hinged, which one arm through the control rod is pivotally connected to the lever of the swiveling tail section of the movable panel. Another shoulder intermediate rocking through the control rod of the rotary tail link of the internal deflector is pivotally connected with the lever of rotation of the tail link of the internal deflector. Drive is carried out by a harvesting – release mechanism, which is pivotally connected to the intermediate rocking chair via a rotating control rod.EFFECT: invention is aimed at improving the efficiency of the flap.1 cl, 17 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 679 746 C1 (51) МПК B64C 9/20 (2006.01) B64C 3/50 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК B64C 9/20 (2018.08); B64C 3/50 (2018.08) (21)(22) Заявка: 2017145765, 25.12.2017 (24) Дата начала отсчета срока действия патента: 12.02.2019 Приоритет(ы): (22) Дата подачи заявки: 25.12.2017 (56) Список документов, цитированных в отчете о поиске: US 0004358074 A1, 09.11.1982. US (45) Опубликовано: 12.02.2019 Бюл. № 5 (54) Щелевой закрылок самолета короткого взлета и посадки (57) Реферат: Изобретение относится к авиационной хвостовой части подвижной панели. Другое плечо технике. Щелевой закрылок крыла самолета промежуточных качалок через тягу управления короткого взлета и посадки содержит основное поворотного хвостового звена внутреннего звено с внутренним дефлектором, который жестко дефлектора шарнирно связанно с рычагом соединен с внешним дефлектором. В нижней части поворота хвостового звена внутреннего ...

Compound motion structure

The leading edge structure of wing

本发明披露了一种飞行器机翼的前缘结构，其中，前缘结构包括：固定前缘结构，包括上部机翼表面；下垂前缘结构，包括后缘，下垂前缘结构被布置成能够相对于固定前缘结构在展开位置与收起位置之间移动；以及致动系统，被布置为使下垂前缘结构在收起位置与展开位置之间移动，其中，下垂前缘结构的后缘在展开位置和收起位置中均保持与固定前缘结构的上部机翼表面相接触，并且在下垂前缘结构在收起位置与展开位置之间运动期间，后缘被移动得远离上部机翼表面。

Duplicated hinge assembly

FIELD: aviation.SUBSTANCE: invention relates to aircraft engineering, particularly, to design of duplicated hinge system of aircraft control systems with hollow bolt and duplicating bolt inserted into hollow bolt coaxially with hollow bolt. Duplicated hinged joint (14) comprises a hinge link with spherical bearing (13) and apple (12) of the bearing, holder (4) of the assembly, coaxial hollow bolt (1) and backup bolt (2) with threaded fastener, washer (8) and crown nut (9) with cotter pin. Duplicating bolt (2) is restricted from displacement relative to hollow bolt (1) by groove modified to dimensions of head of duplicating bolt (2). Hollow bolt (1) is restricted from displacement relative to holder (4) of the assembly by means of collar of hollow bolt contacting protrusion-support of holder (4) of assembly. Mutual movement of hollow bolt (1) relative to duplicating bolt (2) is limited by the fixation method. In order to fix duplicating bolt (2) in lugs (6) of hollow bolt (1) there are holes for retainer-limiter (7) limiting movement of duplicating bolt (2).EFFECT: this design has minimum possible weight and dimensions with simultaneous increase of hinge assembly reliability.1 cl, 6 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 742 841 C2 (51) МПК F16C 11/06 (2006.01) B64C 3/50 (2006.01) B64C 5/02 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК F16C 11/06 (2019.08); B64C 3/50 (2019.08); B64C 5/02 (2019.08) (21)(22) Заявка: 2018144878, 18.12.2018 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): Публичное акционерное общество "Научно-производственная корпорация "Иркут" (RU) Дата регистрации: 11.02.2021 (43) Дата публикации заявки: 18.06.2020 Бюл. № 17 (45) Опубликовано: 11.02.2021 Бюл. № 5 (56) Список документов, цитированных в отчете о поиске: RU 2196705 C1, 20.01.2003. RU 2299155 C2, 20.05.2007. RU 2276031 C1, 10.05.2006. US 4243192 A, 06.01.1981. 2 7 4 2 8 4 1 R U (54) ...

Flaperon system for tilt rotor wings

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.

Aircraft flap hinge

Aerodynamic drag associated with a flap hinge assembly used to pivotally mount a flap to the trailing edge of an aircraft wing can be reduced when the cross-sectional area of the hinge fairing which surrounds the flap hinge assembly is reduced in size. The reduction in cross-sectional area of the hinge fairing is enabled when the flap hinge assembly attachment footprint to the underside of the flap box is also reduced. The flap hinge assembly has an internal support rib positioned between spars of the flap box structure internal to the skin, a hinge fitting exhibiting an actuation point and a hinge point positioned proximate a front spar of the flap box structure external to the skin, and a link passing through an aperture in the lower skin of the flap and coupling the internal support rib to the hinge fitting.

Actuator for a flexible control surface of an aircraft, control surface with actuator and aircraft with flexible control surface

Eine Aktuatorik für eine flexible Steuerfläche eines Luftfahrzeugs umfasst ein Grundelement und ein Drehelement, das eine Gelenkachse aufweist, die an dem Grundelement angelenkt ist. Ferner umfasst die Aktuatorik mindestens zwei Anschlussstreben, die jeweils drei Gelenkachsen aufweisen, wobei eine erste Gelenkachse jeder Anschlussstrebe drehbar an dem Drehelement angelenkt ist, wobei eine an einem ersten Ende jeder Anschlussstrebe angeordnete zweite Gelenkachse dazu eingerichtet ist, an einem ersten Hautfeld der Steuerfläche angelenkt zu werden, und wobei eine an einem zweiten Ende jeder Anschlussstrebe angeordnete dritte Gelenkachse dazu eingerichtet ist, an einem zweiten Hautfeld der Steuerfläche angelenkt zu werden. Die Aktuatorik umfasst auch mindestens ein Verbindungselement, das an beiden Ende jeweils eine Gelenkachse aufweist, wobei eine erste Gelenkachse des Verbindungselements an dem Grundelement angelenkt ist, und wobei eine zweite Gelenkachse des Verbindungselements an einer der mindestens zwei Anschlussstreben angelenkt ist, und einen Aktuator, der dazu eingerichtet ist, das Drehelement relativ zu dem Grundelement zu drehen. Das mindestens eine Verbindungselement bewirkt aufgrund des Drehens des Drehelements relativ zu dem Grundelement eine Drehung der an der zweiten Gelenkachse des Verbindungselements angelenkten Anschlussstrebe um dessen erste Gelenkachse und relativ zu dem Drehelement. An actuator for a flexible control surface of an aircraft comprises a base member and a rotary member having a hinge axis hinged to the base member. Further, the actuator comprises at least two connecting struts, each having three hinge axes, wherein a first hinge axis of each connecting strut is pivotally connected to the rotary member, wherein a arranged at a first end of each connecting strut second hinge axis is adapted to be hinged to a first skin panel of the control surface and wherein a third hinge axis disposed at a second end of each connection strut is ...

A leading edge structure for an aerofoil

Winged spaceship

FIELD: transport. SUBSTANCE: invention relates to a winged spacecraft (SC), primarily to a suborbital one transforming, on de-orbiting, into a stable high-drag configuration and, then, regaining a normal aerodynamic configuration for landing onto the runway. In compliance with the invention, the SC incorporates a rocket engine and wings (17) with hinged tail sections (21, 22) that can go up turning around the hinges line (23). Tail beams (24, 25) with control surfaces (29) arranged on the beams ends extend from the said section backward. Every tail beam carries a tail plane with aileron (28). In subsonic flight, the wing features a normal aerodynamic configuration. On returning into dense atmosphere, the wing tails are upped to a significant angle, i.e. to 65° to ensure a stable SC flying lower at high drag. This reduces total thermal loads on the SC. When the SC drops its speed down to subsonic, the wing tails come back to their down position. The SC gets a normal aerodynamic configuration allowing a gliding descent and horizontal landing. EFFECT: updated winged spacecraft. 8 cl, 9 dwg ÐÎÑÑÈÉÑÊÀß ÔÅÄÅÐÀÖÈß (19) RU (11) 2 333 868 (13) C2 (51) ÌÏÊ B64G 1/16 B64G 1/62 (2006.01) (2006.01) ÔÅÄÅÐÀËÜÍÀß ÑËÓÆÁÀ ÏÎ ÈÍÒÅËËÅÊÒÓÀËÜÍÎÉ ÑÎÁÑÒÂÅÍÍÎÑÒÈ, ÏÀÒÅÍÒÀÌ È ÒÎÂÀÐÍÛÌ ÇÍÀÊÀÌ (12) ÎÏÈÑÀÍÈÅ ÈÇÎÁÐÅÒÅÍÈß Ê ÏÀÒÅÍÒÓ (21), (22) Çà âêà: 2005133195/11, 29.03.2004 (72) Àâòîð(û): ÐÓÒÀÍ Ýëáåðò Ë. (US) (24) Äàòà íà÷àëà îòñ÷åòà ñðîêà äåéñòâè ïàòåíòà: 29.03.2004 (73) Ïàòåíòîîáëàäàòåëü(è): ÌÎÓÄÆÅÉ ÀÝÐÎÑÏÅÉÑ ÂÅÍ×ÅÐÇ, ËËÑ (US) R U (30) Êîíâåíöèîííûé ïðèîðèòåò: 28.03.2003 US 60/458,697 (43) Äàòà ïóáëèêàöèè çà âêè: 10.03.2006 (45) Îïóáëèêîâàíî: 20.09.2008 Áþë. ¹ 26 2 3 3 3 8 6 8 (56) Ñïèñîê äîêóìåíòîâ, öèòèðîâàííûõ â îò÷åòå î ïîèñêå: RU 94028165 A1, 27.06.1996. RU 94028537 A1, 27.08.1996. US 3132825 A, 12.05.1964. US 4240601 A, 23.12.1980. US 5769359 A, 23.06.1998. US 5863013 A, 26.01.1999. (85) Äàòà ïåðåâîäà çà âêè PCT íà íàöèîíàëüíóþ ôàçó: 28.10.2005 2 3 3 3 8 6 8 R U (87) Ïóáëèêàöè PCT: WO ...

SYSTEM AND METHOD FOR CONTROLING MOVEMENT OF FLIGHTS OF Aircraft

РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2017 105 426 A (51) МПК B64C 13/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2017105426, 20.02.2017 (71) Заявитель(и): ЗЕ БОИНГ КОМПАНИ (US) Приоритет(ы): (30) Конвенционный приоритет: 25.04.2016 US 15/137,826 Адрес для переписки: 190000, Санкт-Петербург, BOX-1125, "ПАТЕНТИКА" Стр.: 1 A 2 0 1 7 1 0 5 4 2 6 R U A (57) Формула изобретения 1. Система управления одним или более закрылками летательного аппарата (106), содержащая первый закрылок (102), прикрепленный с возможностью перемещения к первому крылу (104) летательного аппарата (106) и выполненный с возможностью перемещения между выпущенным положением и убранным положением; первый привод (112), соединенный с первым закрылком (102); первый датчик (120), соединенный с первым приводом (112) и выполненный с возможностью определения положения и/или скорости первого привода (112) и вывода сигнала первого датчика, который относится к положению и/или скорости первого привода (112); второй привод (114), соединенный с первым закрылком (102); второй датчик (122), соединенный со вторым приводом (114) и выполненный с возможностью определения положения и/или скорости второго привода (114) и вывода сигнала второго датчика, который относится к положению и/или скорости второго привода (114) и блок (130) управления, связанный с возможностью передачи данных с первым приводом (112), первым датчиком (120), вторым приводом (114) и вторым датчиком (122) и выполненный с возможностью: приема сигналов первого и второго датчиков от первого и второго датчиков (120, 122) соответственно; сравнения сигналов первого и второго датчиков для определения разности между сигналами первого и второго датчиков и регулировки скорости одного или обоих из первого или второго приводов (112, 114) на основе разности между сигналами первого и второго датчиков. 2. Система по п. 1, в которой блок (130) управления выполнен с возможностью 2 0 1 7 1 0 5 4 2 6 (54 ...