A rotary device assembly is provided and includes an input shaft coupled to a torque generating device, an output shaft and a rotary device disposed to transmit first torque from the input shaft to the output shaft and configured with no-back capability to prevent second torque applied to the output shaft from being transmitted to the input shaft in an event the second torque deceeds a torque-limiting threshold and the no-back capability and torsional lock-up capability to prevent an overload of the torque generating device in an event the second torque exceeds the torque-limiting threshold.

A leading edge (3) of a control surface (1) for an aircraft includes a balance weight (6) attached to the forward-most region of the leading edge (3). The control surface (1) rotates with respect to the stabilizer (2) around a hinge line (5). The balance weight (6) is ahead of and adjacent to the most frontal portion (7) of the leading edge (3) of the control surface (1) are is inside the trailing edge of the stabilizer (2). This arrangement allows to have an anti-flutter balance weight without any impact in aerodynamic drag.

A leading edge (3) of a control surface (1) for an aircraft includes a balance weight (6) attached to the forward-most region of the leading edge (3). The control surface (1) rotates with respect to the stabilizer (2) around a hinge line (5). The balance weight (6) is ahead of and adjacent to the most frontal portion (7) of the leading edge (3) of the control surface (1) are is inside the trailing edge of the stabilizer (2). This arrangement allows to have an anti-flutter balance weight without any impact in aerodynamic drag.

A supplemental wing for a rotary wing aircraft rotates about a pitch axis between a forward flight position and a hover position. The supplemental wing generates lift and generates both positive and negative pitching moments that balance and that may passively rotate the supplemental wing to an equilibrium position. The supplemental wing may use power assist to overcome friction to move to the equilibrium position. The lift generated by the supplemental wing reduces at high forward speeds to preserve main rotor control authority. The supplemental wing rotates to avoid aft translation when in the hover position. The supplemental wing may be retrofitted to existing helicopters and flown using existing helicopter controls without pilot re-training.

A supplemental wing for a rotary wing aircraft rotates about a pitch axis between a forward flight position and a hover position. The supplemental wing generates lift and generates both positive and negative pitching moments that balance and that may passively rotate the supplemental wing to an equilibrium position. The supplemental wing may use power assist to overcome friction to move to the equilibrium position. The lift generated by the supplemental wing reduces at high forward speeds to preserve main rotor control authority. The supplemental wing rotates to avoid aft translation when in the hover position. The supplemental wing may be retrofitted to existing helicopters and flown using existing helicopter controls without pilot re-training.

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.

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.

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.

An aerodynamic surface for an aircraft, comprising a torsion box, a movable control surface, and a central element, the torsion box comprising a rear spar, upper and lower covers, and the movable control surface comprising a leading edge, a front spar, a hinge line, a beam having a first end and a second end, and a counterweight attached to the second end of the beam. The first end of the beam is attached to the front spar, and the second end is projected beyond at least the hinge line so that the counterweight is arranged between the upper and lower covers extending from the rear spar of the torsion box towards the movable control surface.

An aerodynamic surface for an aircraft, comprising a torsion box, a movable control surface, and a central element, the torsion box comprising a rear spar, upper and lower covers, and the movable control surface comprising a leading edge, a front spar, a hinge line, a beam having a first end and a second end, and a counterweight attached to the second end of the beam. The first end of the beam is attached to the front spar, and the second end is projected beyond at least the hinge line so that the counterweight is arranged between the upper and lower covers extending from the rear spar of the torsion box towards the movable control surface.