A support stay is provided to improve failsafe configurations for movable parts of an aircraft. The support stay supports the movable part with a primary body and a separate secondary body. The primary body and the secondary body provide separate load paths. The secondary body is attached to the primary body by a mechanical connection, e.g., rivets. If one of the bodies becomes structurally compromised, for example by a crack, this configuration does not transfer shear load between the primary and secondary body, so that the other body does not become structurally compromised.

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.

A leading edge structure (11) for a flow control system of an aircraft (1), including a leading edge panel (13) surrounding a plenum (17) and having a first side portion (21), a second side portion (27), an inner surface (33) facing the plenum (17) and an outer surface (37) in contact with an ambient flow (39), wherein the leading edge panel (13) includes micro pores (45), wherein a first port device (49) is arranged in the first side portion (21) fluidly connected to the plenum (17) via a duct (53) defined by a duct structure (105), and wherein the first port device (49) comprises a first door (55) pivotable by a first hinge (57) about a first hinge axis (59).

A leading edge structure (11) for a flow control system of an aircraft (1), including a leading edge panel (13) surrounding a plenum (17) and having a first side portion (21), a second side portion (27), an inner surface (33) facing the plenum (17) and an outer surface (37) in contact with an ambient flow (39), wherein the leading edge panel (13) includes micro pores (45), wherein a first port device (49) is arranged in the first side portion (21) fluidly connected to the plenum (17) via a duct (53) defined by a duct structure (105), and wherein the first port device (49) comprises a first door (55) pivotable by a first hinge (57) about a first hinge axis (59).

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.

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.

A variable camber wing for mounting to a vehicle chassis has an actuator shaft and a static pin extending from the chassis. The wing's nose segment defines a proximal edge and a distal edge and has a channel therethrough between the proximal and distal edges, an arcuate aperture therethrough aft of the channel, and a second aperture therethrough aft of the arcuate aperture. The wing has a first linkage defining a clevis on a proximal end and hingeably connected to the nose segment. The clevis can rotatably engage with the static pin extending through the arcuate aperture. A second linkage defines a second clevis on a proximal end and a distal edge. The second linkage is configured to hingeably connect to the first linkage.

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, wherein the connection assembly includes an elongate slat track, 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 comprising 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 includes a second roller unit mounted to the main wing and engaging an engagement surface at the intermediate portion of the slat track.

An aircraft wing including a mobile leading edge flap associated with a guiding device arranged at the front of a front spar of a wing box, and including: —a pivoting member having one end connected to the spar by an articulated linkage; —a pivoting member connected to one end of the member by an articulated linkage, the end of this member being connected to the flap via an articulated linkage; —a guide rail receiving a tracking member supported by the member, the rail defining a path inscribed on the surface of an imaginary sphere, the centre of which corresponds to a point of convergence of the axes of the three linkages.

A leading-edge device for an aircraft, the device comprising a flow body having a front skin, a back skin, a spar and an air inlet. The front skin is curved around a spanwise axis to form a bottom section and a top section. A leading edge of the flow body is arranged between the bottom section and the top section. The spar extends from the bottom section to the top section. The front skin, the back skin and the spar enclose at least one air chamber that is in fluid communication with the air inlet. An outlet portion is arranged at least directly adjacent to the bottom section of the front skin. The outlet portion comprises a plurality of air outlets for letting air from the at least one air chamber exhaust through the air outlets.