A wing assembly includes a swept wing body, a leading edge of the wing body extending outward and rearward from a wing root to a wing edge; a first slat selectively movably connected to the wing body; and a second slat selectively movably connected to the wing body, the second slat being disposed outboard of the first slat, a flexible sealing member disposed and connected between the first slat and the second slat; at least a portion of the first slat, at least a portion of the second slat, and at least a portion of the flexible sealing member defining a slat gap therebetween, at least a majority of the slat gap being substantially parallel to a predetermined local airflow direction. An aircraft is also disclosed which includes a fuselage; and two oppositely disposed wing assemblies connected to the fuselage.

A wing assembly includes a swept wing body, a leading edge of the wing body extending outward and rearward from a wing root to a wing edge; a first slat selectively movably connected to the wing body; and a second slat selectively movably connected to the wing body, the second slat being disposed outboard of the first slat, a flexible sealing member disposed and connected between the first slat and the second slat; at least a portion of the first slat, at least a portion of the second slat, and at least a portion of the flexible sealing member defining a slat gap therebetween, at least a majority of the slat gap being substantially parallel to a predetermined local airflow direction. An aircraft is also disclosed which includes a fuselage; and two oppositely disposed wing assemblies connected to the fuselage.

A mechanical synchronization device for a distributed system. A plurality of actuators actuate movement of control surface components of an aircraft. Each actuator has a first end coupled to a structure of the aircraft and a second end coupled to a control surface component, and a drive path from a motion provider to the control surface component, the control surface component being configured to move along the respective drive path. A power module controller is operable to simultaneously output motor drive power from a power module through an electrical bus to at least two of the motion providers in a synchronous or nearly synchronous manner to actuate movement of control surface components. The mechanical synchronization device is between at least two of the actuators and transfers torque between the actuators to maintain symmetry between the actuators. A load limiting device may limit the power transferred through the mechanical synchronization device.

A wing for an aircraft, including a main wing, and a leading edge high lift assembly including a high lift body, and a connection assembly connecting the high lift body to the main wing such that the high lift body is movable relative to the main wing between stowed and deployed positions. The connection assembly includes a first connection element mounted to the high lift body and movably mounted to the main wing. The connection assembly includes a second connection element mounted to the high lift body spaced apart from the first connection element in a span direction, and movably mounted to the main wing. The connection assembly includes an additional support device arranged spaced apart from the first and second connection elements and configured to support the high lift body at the main wing against movement or deformation of the high lift body relative to the main wing.

A wing for an aircraft, including a main wing, and a leading edge high lift assembly including a high lift body, and a connection assembly connecting the high lift body to the main wing such that the high lift body is movable relative to the main wing between stowed and deployed positions. The connection assembly includes a first connection element mounted to the high lift body and movably mounted to the main wing. The connection assembly includes a second connection element mounted to the high lift body spaced apart from the first connection element in a span direction, and movably mounted to the main wing. The connection assembly includes an additional support device arranged spaced apart from the first and second connection elements and configured to support the high lift body at the main wing against movement or deformation of the high lift body relative to the main wing.

A control mechanism includes an existing aerodynamic device, such as a slat 5, that moves between at least one deployed position and a retracted position; and a load-alleviation mechanism 10 arranged to move the aerodynamic device into a load-alleviation position in response to a load 18, such as a gust of wind acting over a predetermined threshold. During flight, an aircraft can experience gusts of wind that cause strain on the wings 4. The addition of a load-alleviation mechanism to a pre-existing aircraft component allows for gust loading to be alleviated without adding significantly to the weight or complexity of the aircraft. The control mechanism may be retro-fitted to existing aircraft.

A control mechanism includes an existing aerodynamic device, such as a slat 5, that moves between at least one deployed position and a retracted position; and a load-alleviation mechanism 10 arranged to move the aerodynamic device into a load-alleviation position in response to a load 18, such as a gust of wind acting over a predetermined threshold. During flight, an aircraft can experience gusts of wind that cause strain on the wings 4. The addition of a load-alleviation mechanism to a pre-existing aircraft component allows for gust loading to be alleviated without adding significantly to the weight or complexity of the aircraft. The control mechanism may be retro-fitted to existing aircraft.

In a method of expanding a flight envelope of an aircraft comprising a pair of wing halves and extendable leading-edge flaps at leading wing edges of the wing halves towards higher transonic flight Mach numbers, at least one of the leading-edge flaps at one of the two wing halves is extended in flight direction, when approaching the flight envelope with increasing flight Mach number of the aircraft.

In a method of expanding a flight envelope of an aircraft comprising a pair of wing halves and extendable leading-edge flaps at leading wing edges of the wing halves towards higher transonic flight Mach numbers, at least one of the leading-edge flaps at one of the two wing halves is extended in flight direction, when approaching the flight envelope with increasing flight Mach number of the aircraft.

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.