WO2016200282A1 - An aerodynamic element with variable aerodynamics - Google Patents
An aerodynamic element with variable aerodynamics Download PDFInfo
- Publication number
- WO2016200282A1 WO2016200282A1 PCT/PL2016/000061 PL2016000061W WO2016200282A1 WO 2016200282 A1 WO2016200282 A1 WO 2016200282A1 PL 2016000061 W PL2016000061 W PL 2016000061W WO 2016200282 A1 WO2016200282 A1 WO 2016200282A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- aerodynamic element
- inlet
- wing
- confuser
- outlet
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Ceased
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C21/00—Influencing air flow over aircraft surfaces by affecting boundary layer flow
- B64C21/02—Influencing air flow over aircraft surfaces by affecting boundary layer flow by use of slot, ducts, porous areas or the like
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C2230/00—Boundary layer controls
- B64C2230/06—Boundary layer controls by explicitly adjusting fluid flow, e.g. by using valves, variable aperture or slot areas, variable pump action or variable fluid pressure
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C2230/00—Boundary layer controls
- B64C2230/20—Boundary layer controls by passively inducing fluid flow, e.g. by means of a pressure difference between both ends of a slot or duct
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/10—Drag reduction
Definitions
- the subject of the invention is an aerodynamic element with variable aerodynamics, intended to be used particularly in airplane wings or in car wings (wings on a car that generate downforce), e.g. in Formula One front wings, end wings etc.
- Variable geometry wings are known from such patent publications as: DE19539257C1, GB1364567A, JPH08244689A, PL384923A1, US2008056904A1, US5005783A and WO9309026A1
- Figs. I - rv schematically show the prior art of cross-section profiles of airplane wings that aim to reduce the touchdown speed.
- Fig. I in particular presents the slats and flaps currently in use;
- Fig. ⁇ depicts a triple slotted flap,
- Fig. ⁇ shows configuration of the slats and flaps of a known wing at high angles of attack, while
- Fig. IV shows configuration of the same wing during a normal horizontal flight.
- solutions according to the invention have been developed. They concern the construction of an aerodynamic element with variable aerodynamics.
- An aerodynamic element with variable aerodynamics particularly in the form of an airplane wing or a car wing, with an airfoil shape flatter on one side of the aerodynamic element and more convex on its other side is, according to the invention, characterized by the fact mat in its inner space it has at least one air confuser channel (channel which increases air velocity) whose cross-section decreases in the direction of the flow of the air stream.
- the confuser channel inlet is behind the outlet relative to the normal direction of the movement of the aerodynamic element, i.e. in the direction opposite to the direction of the airflow that flows around the aerodynamic element
- the air inlet in the confuser channel is on the flatter side of the airfoil of the aerodynamic element, while the outlet from the confuser channel is on the more convex side, or the air inlet is on the side of the airfoil of the aerodynamic element that has higher pressure air stream flowing around said aerodynamic element, while the outlet from the confuser channel is on the opposite side of that airfoil.
- the air stream in the confuser channel of the aerodynamic element is for the most part of the confuser channel directed in the direction opposite to that of the airflow flowing around the aerodynamic element Additional benefits can be gained if the aerodynamic element at the inlet to its confuser channel has a movable flap which closes said inlet, and if the inlet to its confuser channel is directed in the opposite direction, while its outlet is directed in the same direction as the airflow flowing around the aerodynamic element
- the aerodynamic element has at least two confuser channels which are advantageously merged together into one in their middle sections.
- the aerodynamic element which (the aerodynamic element) is in the form of e.g. an airplane wing or a car wing.
- the inner space of a wing is used. It is a solution that has never been applied before.
- a movable flap (one or more) is opened in the lower part of a wing and an air stream is directed to a suitably shaped inner wing space that has a form of a confuser channel.
- the air inlet to the confuser channel is behind its outlet when looking in the direction of the flight of the airplane, which means that the air stream in the wing is directed in the direction opposite to that of the airflow that flows around the wing. That is in contrast with known solutions, which work the other way around: they are characterized by the fact that the air inlet is before the outlet, and the air stream moves through the slots of the wing in the same direction as the direction of the airflow flowing around the wing.
- the velocity of the inlet air stream from the bottom of the wing is many times lower than the velocity of the outlet air stream at the upper part of the wing.
- a similar velocity increase has place with a car wing, but in this case the air inlet is situated at the upper part of the wing, while the outlet is at the bottom part of the wing.
- the ratio of outlet air velocity to inlet velocity is many times higher.
- the air stream is transported in an enclosed space of the wing, which means that during the time when the air moves through the chambers of the wing, it has no contact with the outside airflow that flows around the wing.
- the solution according to the invention causes the airplane to brake, but at the same time it increases the lift generated by wings, which allows for a touchdown at a much lower speed. After the inlet to the confuser channel is closed, the wing acts as in prior art solutions.
- Figs. I - IV The prior art has been schematically presented in Figs. I - IV, where Fig. I provides an overview of known slats and flaps of a wing, Fig. ⁇ shows a known triple slotted flap, Fig. HI shows configuration of the slats and flaps of a known wing at high angles of attack, while Fig. IV shows configuration of the same wing during a normal horizontal flight
- Fig. 1 shows an airplane wing in embodiment with a single inlet, a single outlet, and with a closed, movable flap, Fig. 2 shows the same wing with an open, movable flap, Fig. 3 shows an airplane wing in embodiment with a single inlet and a triple outlet, while Fig. 4 shows an airplane wing in embodiment with a double inlet and a triple outlet
- An aerodynamic element with variable aerodynamics is in the form of an airplane wing 1, which has an airfoil 2 shape flatter on one side of the aerodynamic element and more convex on its other side.
- the wing in basic embodiment has in its inner space 3 a single air confuser channel 4 whose cross-section decreases in the direction of the flow of the air stream 5.
- the inlet 6 to the confuser channel 4 is behind its outlet 7 relative to the normal direction of the movement of an airplane, i.e. the direction opposite to that of the outside airflow 8 flowing around the wing 1. Therefore, the inlet 6 of the confuser channel 4 is situated farther, and the outlet 7 closer to the leading edge of the aerodynamic element, which in this case is the wing 1.
- the confuser channel 4 of the wing 1 the inlet 6 of the air stream 5 is below its outlet 7 from the confuser channel 4, i.e.
- the inlet 6 is on the flatter side of the airfoil 2, while the outlet is on a more convex side of the airfoil.
- the inlet 6 of the air stream 5 is on that side of the airfoil 2 which has higher pressure of the airflow 8 flowing around the wing 1, while the outlet 7 is on the opposite side of that airfoil 2, which has a lower pressure because during a flight the aerodynamic pressure created on the flatter side of the wing is higher than on the other, more convex side of the wing 1.
- the wing is directed in other direction than the wing of an airplane, i.e. the more convex side is facing downwards.
- the air stream 5 is for the most part of the confuser channel 4 directed in the direction opposite to that of the airflow 8 flowing around the wing 1.
- the wing 1 has a movable flap 9, which is rotatably mounted and closes the inlet 6, and the inlet 6 to the confuser channel 4 is directed in the opposite direction, while its outlet 7 is directed in the same direction as the airflow 8 flowing around the wing 1.
- the wing 1 with a single inlet 6 and a triple outlet 7 has three confuser channels 4, which are merged into one in their inlet and middle sections.
- the wing 1 with a double inlet 6 and a triple outlet 7 has three confuser channels 4, which are merged into one in their middle sections, and the single one is divided into two inlets 6.
- the invention can be used particularly as a type of an airplane wing 1
- Another application allows to precisely control car wings and an aerodynamic brake in cars.
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
- Braking Arrangements (AREA)
Abstract
An aerodynamic element, particularly in the form of an airplane wing (1) or a car wing has an aerodynamic airfoil (2) flatter on one side and more convex on the other side. The aerodynamic element in its inner space (3) has at least one air confuser channel (4) whose cross-section decreases in the direction of the flow of the air stream (5). The inlet (6) to the confuser channel (4) is behind its outlet (7) relative to the normal direction of movement of the aerodynamic element. This inlet (6) is on the flatter side of the airfoil (2), while the outlet (7) is on the more convex side. In other words, the inlet (6) is on that side of the airfoil (2) which has higher pressure of the airflow (8) flowing around the aerodynamic element, while the outlet (7) is on the opposite side. The air stream (5) is for the most part of the confuser channel (4) directed in the direction opposite to that of the airflow (8). At the inlet (6) to the confuser channel (4) there is a movable flap (9) that closes the inlet (6), which (the inlet) is directed in the opposite direction, while the outlet (7) is directed in the same direction as the flow of the airflow (8). In other preferred embodiments, the aerodynamic element has at least two confuser channels (4), which are merged into one in their middle sections. The invention can be used particularly as a type of an airplane wing (1) that allows to significantly reduce the touchdown and take-off speeds, or it can be used to precisely control car wings and an aerodynamic brake in cars.
Description
An aerodynamic element with variable aerodynamics
The subject of the invention is an aerodynamic element with variable aerodynamics, intended to be used particularly in airplane wings or in car wings (wings on a car that generate downforce), e.g. in Formula One front wings, end wings etc.
Currently, the main issues of fast airplanes, especially of passenger airplanes, are the relatively high touchdown and take-off speeds. Since the beginning of aviation, there has been considerable research into reducing touchdown and take-off speeds. Reducing them is crucial to the safety of aviation and to the safety of passenger airplanes in particular. At the present moment, all of the technical solutions mat reduce touchdown speeds are applied in passenger airplanes in the form of high-lift systems. These include, inter alia, slats at the front of a wing and flaps at the rear of a wing. Sometimes aerodynamic brakes are used too.
Variable geometry wings, on the other hand, are known from such patent publications as: DE19539257C1, GB1364567A, JPH08244689A, PL384923A1, US2008056904A1, US5005783A and WO9309026A1
Figs. I - rv schematically show the prior art of cross-section profiles of airplane wings that aim to reduce the touchdown speed. Fig. I in particular presents the slats and flaps currently in use; Fig. Π depicts a triple slotted flap, Fig. ΙΠ shows configuration of the slats and flaps of a known wing at high angles of attack, while Fig. IV shows configuration of the same wing during a normal horizontal flight.
All of those already known solutions are characterized by the fact that an
air inlet to a wing slot is before the outlet relative to the direction of the movement of an airplane. It means that the air flows through a wing slot in the same direction as the airflow that flows around a wing. The ratio of inlet air velocity at a wing slot to outlet velocity from a wing slot is close to unity.
In order to avoid the abovementioned inconveniences, solutions according to the invention have been developed. They concern the construction of an aerodynamic element with variable aerodynamics.
An aerodynamic element with variable aerodynamics, particularly in the form of an airplane wing or a car wing, with an airfoil shape flatter on one side of the aerodynamic element and more convex on its other side is, according to the invention, characterized by the fact mat in its inner space it has at least one air confuser channel (channel which increases air velocity) whose cross-section decreases in the direction of the flow of the air stream. The confuser channel inlet is behind the outlet relative to the normal direction of the movement of the aerodynamic element, i.e. in the direction opposite to the direction of the airflow that flows around the aerodynamic element
Advantageously, the air inlet in the confuser channel is on the flatter side of the airfoil of the aerodynamic element, while the outlet from the confuser channel is on the more convex side, or the air inlet is on the side of the airfoil of the aerodynamic element that has higher pressure air stream flowing around said aerodynamic element, while the outlet from the confuser channel is on the opposite side of that airfoil. The air stream in the confuser channel of the aerodynamic element is for the most part of the confuser channel directed in the direction opposite to that of the airflow flowing around the aerodynamic element Additional benefits can be gained if the aerodynamic element at the inlet to its confuser channel has a movable flap which closes said inlet, and if the inlet to its confuser channel is directed in the opposite direction, while its outlet is directed in the same direction as the airflow flowing around the aerodynamic element
Even more benefits can be gained if the aerodynamic element has at least
two confuser channels which are advantageously merged together into one in their middle sections.
Thanks to the invention, it is possible to achieve a new and novel kind of air stream flow through confuser channels and of airflow around the aerodynamic element, which (the aerodynamic element) is in the form of e.g. an airplane wing or a car wing. In order to achieve such flows and flows around in the case of an airplane, the inner space of a wing is used. It is a solution that has never been applied before. A movable flap (one or more) is opened in the lower part of a wing and an air stream is directed to a suitably shaped inner wing space that has a form of a confuser channel. In the confuser channel, whose construction takes into account inner chambers and wing ribs, the air is accelerated and let out through a small longitudinal slot (one or more) at the top in the wing nose. The solution according to the invention is characterized by the fact mat the air inlet to the confuser channel is behind its outlet when looking in the direction of the flight of the airplane, which means that the air stream in the wing is directed in the direction opposite to that of the airflow that flows around the wing. That is in contrast with known solutions, which work the other way around: they are characterized by the fact that the air inlet is before the outlet, and the air stream moves through the slots of the wing in the same direction as the direction of the airflow flowing around the wing. In the solution according to the invention, the velocity of the inlet air stream from the bottom of the wing is many times lower than the velocity of the outlet air stream at the upper part of the wing. A similar velocity increase has place with a car wing, but in this case the air inlet is situated at the upper part of the wing, while the outlet is at the bottom part of the wing. Such ability to increase velocity is present in already known solutions; however, in the solution according to the invention the ratio of outlet air velocity to inlet velocity is many times higher. The air stream is transported in an enclosed space of the wing, which means that during the time when the air moves through the chambers of the wing, it has no contact with the outside airflow that flows around the wing. The solution according to the invention causes the airplane to brake, but
at the same time it increases the lift generated by wings, which allows for a touchdown at a much lower speed. After the inlet to the confuser channel is closed, the wing acts as in prior art solutions.
The prior art has been schematically presented in Figs. I - IV, where Fig. I provides an overview of known slats and flaps of a wing, Fig. Π shows a known triple slotted flap, Fig. HI shows configuration of the slats and flaps of a known wing at high angles of attack, while Fig. IV shows configuration of the same wing during a normal horizontal flight The subject of the invention is shown in preferred embodiments in the drawing, where Fig. 1 shows an airplane wing in embodiment with a single inlet, a single outlet, and with a closed, movable flap, Fig. 2 shows the same wing with an open, movable flap, Fig. 3 shows an airplane wing in embodiment with a single inlet and a triple outlet, while Fig. 4 shows an airplane wing in embodiment with a double inlet and a triple outlet
An aerodynamic element with variable aerodynamics, according to the invention shown in preferred embodiments, is in the form of an airplane wing 1, which has an airfoil 2 shape flatter on one side of the aerodynamic element and more convex on its other side.
The wing in basic embodiment has in its inner space 3 a single air confuser channel 4 whose cross-section decreases in the direction of the flow of the air stream 5. The inlet 6 to the confuser channel 4 is behind its outlet 7 relative to the normal direction of the movement of an airplane, i.e. the direction opposite to that of the outside airflow 8 flowing around the wing 1. Therefore, the inlet 6 of the confuser channel 4 is situated farther, and the outlet 7 closer to the leading edge of the aerodynamic element, which in this case is the wing 1. In the confuser channel 4 of the wing 1 the inlet 6 of the air stream 5 is below its outlet 7 from the confuser channel 4, i.e. the inlet 6 is on the flatter side of the airfoil 2, while the outlet is on a more convex side of the airfoil. In other words, the inlet 6 of the air stream 5 is on that side of the airfoil 2 which has higher pressure of the airflow 8 flowing around the wing 1, while the outlet 7 is on the opposite side of that airfoil 2, which has a lower pressure because during a flight the aerodynamic pressure
created on the flatter side of the wing is higher than on the other, more convex side of the wing 1. The same applies to the profile of a car wing, but the wing is directed in other direction than the wing of an airplane, i.e. the more convex side is facing downwards. In the confuser channel 4 the air stream 5 is for the most part of the confuser channel 4 directed in the direction opposite to that of the airflow 8 flowing around the wing 1. At the inlet 6 to the confuser channel 4 the wing 1 has a movable flap 9, which is rotatably mounted and closes the inlet 6, and the inlet 6 to the confuser channel 4 is directed in the opposite direction, while its outlet 7 is directed in the same direction as the airflow 8 flowing around the wing 1.
In another embodiment, shown in Fig. 3, the wing 1 with a single inlet 6 and a triple outlet 7 has three confuser channels 4, which are merged into one in their inlet and middle sections.
In another embodiment, shown in Fig. 4, the wing 1 with a double inlet 6 and a triple outlet 7 has three confuser channels 4, which are merged into one in their middle sections, and the single one is divided into two inlets 6.
The invention can be used particularly as a type of an airplane wing 1
(airfoil) that allows to significantly reduce the touchdown and take-off speeds.
Another application allows to precisely control car wings and an aerodynamic brake in cars.
Claims
1. An aerodynamic element with variable aerodynamics, particularly in the form of an airplane wing or a car wing, with an aerodynamic airfoil flatter on one side of the aerodynamic element and more convex on its other side, characterized in that in its inner space (3) it has at least one air confuser channel (4) whose cross-section decreases in the direction of the flow of the air stream (S), while the inlet (6) to the confuser channel (4) is situated behind its outlet (7) relative to the normal direction of the movement of the aerodynamic element, i.e. in the direction opposite to the direction of the flow of the outside airflow (8) around the aerodynamic element
2. The aerodynamic element according to claim 1, characterized in that in the confuser channel (4) the inlet (6) of the air stream (5) is on the flatter side of the airfoil (2) of the aerodynamic element, while the outlet (7) from the confuser channel (4) is on the more convex side of the airfoil (2).
3. The aerodynamic element according to claim 1 or 2, characterized in that in the∞nfuser channel (4) the inlet (6) of the air stream (S) is on that side of the airfoil (2) of the aerodynamic element which has higher pressure of the airflow (8) flowing around the aerodynamic element, while the outlet (7) from the confuser channel (4) is on the opposite side of that airfoil (2).
4. The aerodynamic element according to claim 1 or 2 or 3, characterized in that in the confuser channel (4) of the aerodynamic element, the air stream (5) is for the most part of the confuser channel (4) directed in the direction opposite to that of the airflow (8) flowing around the aerodynamic element
5. The aerodynamic element according to claim 1 or 2 or 3 or 4, characterized in that at the inlet (6) to the confuser channel (4) it has a movable flap (9) which closes the inlet (6).
6. The aerodynamic element according to claim 1 or 2 or 3 or 4 or 5, characterized in that the inlet (6) to the confuser channel (4) is directed in the opposite direction, while its outlet (7) is directed in the same direction as the airflow (8) flowing around the aerodynamic element
7. The aerodynamic element according to claim 1 or 2 or 3 or 4 or 5 or 6, characterized in that it has at least two confuser channels (4).
8. The aerodynamic element according to claim 7, characterized in that its confuser channels (4) are merged into one in their middle sections.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PL412688A PL229546B1 (en) | 2015-06-12 | 2015-06-12 | Aerodynamic element with volatile aerodynamical properties |
| PLP.412688 | 2015-06-12 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2016200282A1 true WO2016200282A1 (en) | 2016-12-15 |
Family
ID=56292868
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/PL2016/000061 Ceased WO2016200282A1 (en) | 2015-06-12 | 2016-06-09 | An aerodynamic element with variable aerodynamics |
Country Status (2)
| Country | Link |
|---|---|
| PL (1) | PL229546B1 (en) |
| WO (1) | WO2016200282A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018158634A1 (en) * | 2017-02-28 | 2018-09-07 | Steering Financial Ltd. | Aerodynamic lifting system |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB510546A (en) * | 1938-02-07 | 1939-08-03 | Alfred Richard Weyl | Improvements relating to high-lift aerofoils |
| FR984966A (en) * | 1943-10-20 | 1951-07-12 | Supercharged slot aerodynamic surface and aerodynes with application | |
| GB1364567A (en) | 1970-10-02 | 1974-08-21 | Uniroyal Ag | Sealing means for the gap between the opening in the fuselage and the wing of aircraft |
| US5005783A (en) | 1990-01-18 | 1991-04-09 | The United States Of America As Represented By The Secretary Of The Air Force | Variable geometry airship |
| WO1993009026A1 (en) | 1991-10-30 | 1993-05-13 | Gori Af 1902 As | An elastomeric propeller having a flexible elastomeric covering |
| JPH08244689A (en) | 1995-03-08 | 1996-09-24 | Mitsubishi Heavy Ind Ltd | Blade thickness variable rotor for hilicopter |
| DE19539257C1 (en) | 1995-10-21 | 1996-10-31 | Daimler Benz Aerospace Ag | Structural element e.g. for incorporation in the surface of an aircraft wing |
| US20080056904A1 (en) | 2006-09-01 | 2008-03-06 | United Technologies | Variable geometry guide vane for a gas turbine engine |
-
2015
- 2015-06-12 PL PL412688A patent/PL229546B1/en unknown
-
2016
- 2016-06-09 WO PCT/PL2016/000061 patent/WO2016200282A1/en not_active Ceased
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB510546A (en) * | 1938-02-07 | 1939-08-03 | Alfred Richard Weyl | Improvements relating to high-lift aerofoils |
| FR984966A (en) * | 1943-10-20 | 1951-07-12 | Supercharged slot aerodynamic surface and aerodynes with application | |
| GB1364567A (en) | 1970-10-02 | 1974-08-21 | Uniroyal Ag | Sealing means for the gap between the opening in the fuselage and the wing of aircraft |
| US5005783A (en) | 1990-01-18 | 1991-04-09 | The United States Of America As Represented By The Secretary Of The Air Force | Variable geometry airship |
| WO1993009026A1 (en) | 1991-10-30 | 1993-05-13 | Gori Af 1902 As | An elastomeric propeller having a flexible elastomeric covering |
| JPH08244689A (en) | 1995-03-08 | 1996-09-24 | Mitsubishi Heavy Ind Ltd | Blade thickness variable rotor for hilicopter |
| DE19539257C1 (en) | 1995-10-21 | 1996-10-31 | Daimler Benz Aerospace Ag | Structural element e.g. for incorporation in the surface of an aircraft wing |
| US20080056904A1 (en) | 2006-09-01 | 2008-03-06 | United Technologies | Variable geometry guide vane for a gas turbine engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018158634A1 (en) * | 2017-02-28 | 2018-09-07 | Steering Financial Ltd. | Aerodynamic lifting system |
Also Published As
| Publication number | Publication date |
|---|---|
| PL412688A1 (en) | 2016-12-19 |
| PL229546B1 (en) | 2018-07-31 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10173768B2 (en) | High-lift flap, arrangement of a high-lift flap together with a device for influencing the flow on the same and aircraft comprising said arrangement | |
| CN205059998U (en) | A high lift device for aircraft | |
| US8757538B2 (en) | Aircraft having a variable geometry | |
| US8439302B2 (en) | Aircraft with at least two rudder units in a non central arrangement | |
| CN202320772U (en) | High lift device of double-aisle large-type passenger plane | |
| US20180265208A1 (en) | Air intake structure and airflow control system | |
| US9856013B2 (en) | Deformable wing including a mobile upper surface | |
| DE102009011662A1 (en) | Wing of an aircraft and arrangement of a wing with a device for influencing the flow | |
| US9701399B1 (en) | Parasitic drag induced boundary layer reduction system and method | |
| CN102844237B (en) | High lift system for aircraft and aircraft | |
| CN106542081A (en) | The single seam fowler formula wing flap design of one kind of (1) -0313 aerofoil profiles of NASA MS | |
| CN102137793B (en) | High lift system for an aircraft with a high lift flap and method for adjusting the high lift flap | |
| CN108100222B (en) | Lifting surface for an aircraft for increasing the lifting force produced | |
| US4387869A (en) | Mono-element combined supercritical high lift airfoil | |
| WO2016200282A1 (en) | An aerodynamic element with variable aerodynamics | |
| US4457480A (en) | Mono-element combined supercritical high lift airfoil | |
| EP3181444B1 (en) | A control surface for an aircraft | |
| US11453477B2 (en) | Wing leading edge device and a wing having such a wing leading edge device | |
| WO2008141622A3 (en) | Method and device for flow control on a high lift system on the airfoil of an aircraft | |
| WO2007137935A1 (en) | Method of and apparatus for producing aerodynamic resistance on an aircraft | |
| US20170036755A1 (en) | Gust Alleviator | |
| CN203228928U (en) | Aircraft wing | |
| US8544790B2 (en) | Aircraft | |
| CN209795810U (en) | High lift wing of light sport aircraft | |
| EP3551533B1 (en) | Aircraft slat |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| 121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 16733742 Country of ref document: EP Kind code of ref document: A1 |
|
| NENP | Non-entry into the national phase |
Ref country code: DE |
|
| 122 | Ep: pct application non-entry in european phase |
Ref document number: 16733742 Country of ref document: EP Kind code of ref document: A1 |