Disclosed herein is an exemplary embodiment of a system for driving a slat of an aircraft. The system includes first and second hinge support elements of a wing structure, a first arm device, a second arm device, and a third arm device. Also disclosed is an aircraft having the system, an aircraft wing having the system, and a method for driving a slat of an aircraft. The system utilizes a particular configuration of connection junctions, which rotatably connect the arm devices and the hinge support elements.

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.

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 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.

An aerial vehicle includes a wing body. The aerial vehicle includes a plurality of rotors coupled to the wing body. Each one of the rotors includes a plurality of rotor blades. The aerial vehicle includes a drive assembly configured to rotate the rotors. The aerial vehicle includes a controller configured to selectively control thrust produced by each one of the rotors. Selective control of the thrust produced by each one of the rotors induces a pitch motion of the aerial vehicle to transition the aerial vehicle between a horizontal flight state and a vertical flight state. In the horizontal flight state, the wing body is approximately horizontal and a collective thrust from the rotors is directed forward. In the vertical flight state, the wing body is approximately vertical and the collective thrust from the plurality rotors is directed upward.

An aerial vehicle includes a wing body. The aerial vehicle includes a plurality of rotors coupled to the wing body. Each one of the rotors includes a plurality of rotor blades. The aerial vehicle includes a drive assembly configured to rotate the rotors. The aerial vehicle includes a controller configured to selectively control thrust produced by each one of the rotors. Selective control of the thrust produced by each one of the rotors induces a pitch motion of the aerial vehicle to transition the aerial vehicle between a horizontal flight state and a vertical flight state. In the horizontal flight state, the wing body is approximately horizontal and a collective thrust from the rotors is directed forward. In the vertical flight state, the wing body is approximately vertical and the collective thrust from the plurality rotors is directed upward.

A flight control surface assembly adapted to be mounted to a main wing of an aircraft includes a flight control surface having a first portion and a second portion spaced from each other, a connection assembly adapted for movably connecting the flight control surface to the main wing, such that the flight control surface is selectively movable in a predetermined movement between a retracted position and an extended position with respect to the main wing, and for each of the flight control surface, a first roller with a first axial face and a second roller with a second axial face facing the first axial face mounted rotatably and coaxially. with a gap between the first and second axial end faces. A biasing mechanism biasing the first and second rollers towards each other, and a transmission mechanism coupled between the flight control surface and the rollers are included.

Thermal anti-icing systems are disclosed. An example anti-icing system includes a housing defining an inner recess, a first support fitting, a second support fitting spaced away from the first support fitting. The housing is positioned between the first support fitting and the second support fitting. The first support fitting, the second support fitting and an outer wall of the housing define a heating chamber that is fluidly separated from the inner recess.

Thermal anti-icing systems are disclosed. An example anti-icing system includes a housing defining an inner recess, a first support fitting, a second support fitting spaced away from the first support fitting. The housing is positioned between the first support fitting and the second support fitting. The first support fitting, the second support fitting and an outer wall of the housing define a heating chamber that is fluidly separated from the inner recess.

An aircraft wing with a wing structure and a spoiler movable between a stowed configuration and a deployed configuration are disclosed. The spoiler includes an actuator configurable between an engaged mode and a disengaged mode. When the actuator is in the engaged mode, the actuator can restrict movement of the spoiler and move the spoiler between the stowed configuration and deployed configuration. In the disengaged mode, the actuator allows free movement of the spoiler, such that the spoiler may pop up due to reduced air pressure on the aircraft wing.