Aerodynamic noise reducing structure for aircraft wing slats

Abstract

A hollow expandable and contractible displacement element is secured onto the concave rear surface of a slat facing the leading edge of an aircraft wing. A bleed air line supplies engine bleed air into the hollow displacement element to selectively expand or contract the displacement element, which is preferably elastically expandable. When the slat is extended, the displacement element is expanded to fill-out the concave cavity on the rear surface of the slat so as to prevent formation of a vortex in the slat air gap and thereby to reduce aero-acoustic noise. When the slat is retracted, the displacement element is contracted to be conformingly accommodated in the sickle-shaped space between the slat and the leading edge of the wing.

Description

PRIORITY CLAIM[0001] This application is based on and claims the priority under 35 U.S.C. .sctn.119 of German Patent Application 100 19 185.1, filed on Apr. 17, 2000, the entire disclosure of which is incorporated herein by reference.[0002] The invention relates to a structural arrangement for aerodynamic noise reduction in connection with leading edge slats on the wings of commercial transport aircraft. Particularly, the structure provides an aerodynamic effect on a wing slat in order to reduce the noise generated by air flowing around the slat, and through the air gap between the slat and the leading edge of the wing, especially during take-off and landing phases of flight of an aircraft.BACKGROUND INFORMATION[0003] Various noise sources contribute to the total noise generated during the flight of a modern commercial transport aircraft.[0004] Among the various noise sources, aero-acoustically generated noise that results from the flow pattern of air around the aircraft structure i...

AI Technical Summary

Problems solved by technology

Various noise sources contribute to the total noise generated during the flight of a modern commercial transport aircraft.

Among the various noise sources, aero-acoustically generated noise that results from the flow pattern of air around the aircraft structure is becoming an evermore significant portion of the total flight noise.

A major factor contributing to the total aerodynamic flow noise during landing and take-off of a modern commercial transport aircraft, is the noise generated by the airflow around high-lift slats deployed from the leading edges of the wings during the landing and take-off phases.

This vortex 15 further exhibits or generates a fluctuating fluid pressure field of the affected airflow, which is believed to be the cause of the aerodynamic noise generated in this area.

While such a proposed solution may have achieved a reduction of aerodynamically generated noise in wind tunnel tests, it is considered that such a solution could never be practically carried out in an actual aircraft construction, for practical reasons.

For example, in the previously proposed arrangement, when the slat is retracted against the leading edge nose of the main wing for cruise flight, the gap between these two components is not sufficiently large for accommodating a rigid air guide member tilted or pivoted inwardly against the rear surface of the slat.

On the other hand, if the gap is made larger to accommodate the air guide member, then a disadvantageous aerodynamic gap or discontinuity would be formed along the aerodynamic contour provided by the slat and the wing in combination.

Moreover, if a flexible air guide component is provided, which is to be adapted against the inner contour of the slat in the retracted position, then such a component would not have sufficient strength and stiffness in order to withstand the aerodynamic forces in the deployed condition.

Moreover, such a guide element would be expected to have a tendency to flutter due to the alternating aerodynamic pressure effect, or simply due to a failure to remain sufficiently rigid to withstand the aerodynamic forces.

Namely, the proposed sheet metal separating surface or air guide member will be subjected to considerable fluctuating aerodynamic forces, which will presumably excite vibrations or oscillations in the member, since it is only to be pivotally connected to the lower edge of the slat without any further stiffening means.

Such fluttering generates a significant noise radiation, which is directly contrary to the object of reducing the noise.

Furthermore, a pivotally connected sheet metal member requires additional mechanical movable parts, which leads to an increased total weight of the aircraft, as well as increased manufacturing and maintenance costs.

Additional problems arise because the contour of the rear surface of the slat as well as the geometry of the slat air gap change over the span width of the wing, so that the air guide element or elements must be configured with a bend or twist along the length thereof, whereby the tilting and retracting mechanism becomes further complicated.

A failure situation, for example involving a blockage of the mechanical system of the slat arrangement, would become very critical, because then the slat could no longer be retracted if the air guide member is blocked or jammed in its deployed or extended position.

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