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.

A variable camber trim unit (100) comprises a housing (124), an input gear (102), and an output gear (104). The input gear (102) and the output gear (108) are rotatably supported by the housing (124). The variable camber trim unit (100) is selectively configurable to one of a coupled configuration or a decoupled configuration. When the variable camber trim unit (100) is in the coupled configuration, rotation of the input gear (102) relative to the housing (124) causes rotation of the output gear (108) relative to the housing (124). When the variable camber trim unit (100) is in the decoupled configuration, rotation of the input gear (102) relative to the housing (124) does not cause rotation of the output gear (108), and the output gear (108) is rotationally fixed relative to the housing (124).

A variable camber trim unit (100) comprises a housing (124), an input gear (102), and an output gear (104). The input gear (102) and the output gear (108) are rotatably supported by the housing (124). The variable camber trim unit (100) is selectively configurable to one of a coupled configuration or a decoupled configuration. When the variable camber trim unit (100) is in the coupled configuration, rotation of the input gear (102) relative to the housing (124) causes rotation of the output gear (108) relative to the housing (124). When the variable camber trim unit (100) is in the decoupled configuration, rotation of the input gear (102) relative to the housing (124) does not cause rotation of the output gear (108), and the output gear (108) is rotationally fixed relative to the housing (124).

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.

An actuator arrangement for an aircraft flexible control surface comprises a base and a rotary element having a joint axle articulated on the base. The actuator arrangement comprises at least two attachment struts, each having three joint axles. A first joint axle is rotatably articulated on the rotary element. A second joint axle, arranged at a first strut end, is configured to be articulated on a first control surface skin panel. A third joint axle, arranged at a second strut end, is configured to be articulated on a second control surface skin panel. The actuator arrangement also comprises at least one connecting element having one joint axle at both ends, a first joint axle being articulated on the base and a second joint axle being articulated on one of the two struts, and an actuator configured to rotate the rotary element relative to the base.

A C-shaped connection assembly transmits loads in a load plane between a first and a second wing element. The connection assembly comprises a first and a second L-shaped load-bearing device. Each load-bearing device comprises a joint region and two legs extending parallel to the load plane and away from the joint region towards respective end regions. One leg of the first load-bearing device extends parallel to one leg of the second load bearing device. These legs are connected to one another. Two coupling portions which connect the connection assembly to the second wing element are formed in the respective joint regions of the load-bearing devices. Two further coupling portions which connect the connection assembly to the first wing element are formed in respective free end region of the load-bearing device and the joint region of the second load-bearing 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.

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.

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 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.