Profiled wing unit of an aircraft

Abstract

The deformation characteristic of a profiled aerodynamic aircraft component is improved by forming ridges (6, 7) in the top and bottom skin (4, 5) of the component. Two ridges (6, 7) form a pair in which the bottom ridge (7) is at least partially nested in the top ridge (6) to the extent that the ridges are bonded to each other in a trailing edge area (9) of the component along a width (W) extending in the depth or y-direction of the component. The ridges taper from the trailing edge area (9) toward the leading edge (1) of the component and the forward ridge end (6A, 7A) merges into the respective skin at a point spaced form the leading edge. The ridges function as ribs and strengthen the component while making it flexible for minimizing the introduction of compulsion forces when the component is deflected.

Description

PRIORITY CLAIM [0001] This application is based on and claims the priority under 35 U.S.C. §119 of German Patent Application 103 46 982.6 filed on Oct. 9, 2003, the entire disclosure of which is incorporated herein by reference. FIELD OF THE INVENTION [0002] The invention relates to a profiled aircraft component that forms part of a wing unit or a tail unit. Such units have a leading edge and a trailing edge as well as an inner structure covered by a top skin and a bottom skin. Both skins are supported by the inner structure between the leading and trailing edges. BACKGROUND INFORMATION [0003] The control of a flying aircraft is accomplished by aerodynamically effective control surfaces such as ailerons, flaps, tabs, rudder surfaces and elevator surfaces referred to herein as aircraft components or simply as control surfaces which are conventionally integrated into other aircraft components, e.g. wings and / or tail assemblies of an aircraft. Rolling motions of an aircraft are control...

AI Technical Summary

Benefits of technology

The solution minimizes compulsion forces, reduces weight, and improves aerodynamic characteristics by allowing the component to adapt to hinge lines during deflection, reducing mounting and actuator forces, and enhancing structural stiffness.

Problems solved by technology

Such unavoidable forces cause disadvantages which must be taken into account particularly where it is necessary to use slender control surfaces mounted with a continuous hinge connection formed by three or more hinges.

The aerodynamically exact mounting shown in FIG. 6 is achieved only by the use of at least three hinges, whereby it is unavoidable that compulsion forces are imposed on the control surface by the bending of the component to which the control surface is hinged.

Such forces can damage the tab to the extent that it may fail unless countermeasures are taken.

In both instances additional weight cannot be avoided.

Moreover, heavier tabs require higher actuator forces and larger mounting forces in the hinges must be taken up.

Moreover, stiffer tabs may adversely influence the deformation characteristic and thus the aerodynamic characteristic of the component to which the tab is connected, for example a wing or a landing flap or tail unit.

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