Aircraft assembly and aircraft

Abstract

The invention provides an aircraft assembly and an aircraft. The aircraft assembly comprises an aircraft structure; a flexible panel having a support end fixedly attached to the aircraft structure, where the flexible panel is configured to bend about the support end relative to the aircraft structure; a rigid stop extending from and fixedly attached to the aircraft structure; wherein the rigid stopper is configured to restrict bending of the flexible panel in a first direction around the support end, and to allow bending of the flexible panel in a second direction opposite the first direction.

Description

Technical Field

[0001] The invention relates to an aircraft component and an aircraft comprising the aircraft component. Background Art

[0002] External aerodynamic panels of an aircraft are typically fixed on multiple sides to attach to fixed internal structure of the aircraft, such as ribs and spars, thereby limiting movement to local wing bending. In some cases, it may be desirable, for example for aerodynamic considerations, to provide a panel that can bend independently of local wing bending, and this may require careful management of the overall allowable movement of the panel to prevent interference with internal components, conflict with other movable structures of the aircraft, such as control surfaces, and to avoid any unintended aerodynamic effects. Summary of the invention

[0003] A first aspect of the present invention provides an aircraft assembly, which includes: an aircraft structure; a flexible panel having a supporting end fixedly attached to the aircraft structure, wherein the flexible panel is configured to bend around the supporting end relative to the aircraft structure; and a rigid stopper extending from the aircraft structure and fixedly attached to the aircraft structure; wherein the rigid stopper is configured to limit bending of the flexible panel around the supporting end in a first direction and allow the flexible panel to bend in a second direction opposite to the first direction.

[0004] This may allow the flexible panel to have some limited flexibility, wherein the extent of the flexibility is determined by the rigid stop.This allows the flexible panel to be simply constructed, and simply supported, so as to be able to passively move between an undeformed configuration and a bent configuration.

[0005] An aircraft assembly may include a movable device for deployment relative to an external aerodynamic skin panel of the aircraft, the movable device having a retracted configuration and a deployed configuration, wherein in the retracted configuration the movable device contacts the flexible panel to form a seal therebetween, and in the deployed configuration the movable device is spaced apart from the flexible panel, wherein contact between the flexible panel and the movable device in the retracted configuration is limited by a rigid stop.

[0006] This can help ensure that the flexible panel can form a seal with the movable device in the retracted configuration, while helping to ensure that the movable device can move from the deployed configuration to the retracted configuration without getting stuck on the end of the flexible panel. The rigid stop can help stabilize the flexible panel and reduce any undesirable effects of aerodynamic loads, such as flutter. The rigid stop can change the natural resonant frequency of the flexible panel, potentially shifting the resonant frequency to a less destructive frequency. This can improve aerodynamics, as well as reduce fatigue or other cyclic stresses on the flexible panel.

[0007] The movable device may be a control surface for an aircraft.

[0008] The arrangement of rigid stops and flexible panels may be particularly beneficial for control surfaces expected to move between deployed and retracted configurations in flight, as the seal formed by the flexible panels reduces drag while the rigid stops help prevent the flexible panels from catching on the control surface during retraction.

[0009] The control surfaces may be flaps and slats.

[0010] Flaps and slats are examples of control surfaces that retract when cruising, and therefore may particularly benefit from a seal that may be formed with the control surfaces during this phase of flight. The curved deployment path that flaps often encounter may be particularly important in the present case, as there may be difficulty in avoiding collision between the flexible panel and the flap during retraction.

[0011] The aircraft structure may be an external aerodynamic skin panel.

[0012] By attaching the flexible panel to the outer aerodynamic skin panel, the ease of aligning the flexible panel with the outer aerodynamic skin panel may be improved.

[0013] The flexible panel may form a substantially continuous aerodynamic surface with the outer skin panel.

[0014] This can improve aerodynamics throughout the exterior skin panels and flexible panels.

[0015] The flexible panel may have an undeformed configuration in which a tip region of the flexible panel opposite the support end is spaced apart from the rigid stop.

[0016] Thus, the flexible panel can move in two directions relative to the rigid stop.The spacing can provide clearance for accommodating movement of, for example, a movable device during retraction from the deployed configuration, while allowing the clearance to be reduced during the retracted configuration to seal the gap.

[0017] The distal portion of the flexible panel may extend beyond the rigid stop so as to be free from the rigid stop.

[0018] This may allow a portion of the flexible panel to flex freely beyond the rigid stop, which may help form a seal with the movable device.

[0019] A rigid stop may be attached to the flexible panel.

[0020] This can help simplify assembly by reducing the number of parts that may need to be attached to the aircraft, as well as ensuring that these parts share a common datum and thereby improve the accuracy of the allowable degree of flexure permitted by the rigid stop.Such an arrangement can also improve the packaging of the parts.

[0021] The rigid stop may be fastened to the aircraft structure using a plurality of fasteners.

[0022] These fasteners make the installation and removal of the rigid stop easier because the connection is releasable. Therefore, the rigid stop can be more easily removed for repair or replacement.

[0023] The flexible panel may be fastened to the aircraft structure using a plurality of fasteners.

[0024] This may provide easier installation and removal of the flexible panel.

[0025] The flexible panel and the rigid stop may be fastened to the aircraft structure using a plurality of fasteners, each fastener extending through the flexible panel and the rigid stop.

[0026] Thus, the flexible panel and the rigid stop are attached to the aircraft structure using the same fasteners, which may make installation easier.

[0027] Each fastener may have a fastener head that abuts a surface of the rigid stop.

[0028] By abutting the fastener head to the surface of the rigid stop, the rigid stop can be removed from the aircraft assembly without removing the flexible panel. This can facilitate access and removal of the rigid stop in the event of repair, modification or replacement.

[0029] The rigid stop may include one or more reinforcing ribs extending in a direction aligned with a bending axis of the flexible panel extending from a support end of the flexible panel to a tip region of the flexible panel.

[0030] The reinforcing ribs may reinforce the rigid stop along its bending axis. This may increase the bending stiffness of the rigid stop in a more weight-saving manner than would otherwise be possible.

[0031] The width of the rigid stop may increase in a direction extending from the support end of the flexible panel to a tip region of the flexible panel opposite the support end.

[0032] With this arrangement, the rigid stop may extend over a greater width of the flexible panel near where the flexible panel will contact the rigid stop. This may increase the effectiveness of the rigid stop in preventing undesired deflection over a greater width of the flexible panel.

[0033] The thickness of the flexible panel may decrease in a direction extending from the supporting end of the flexible panel to a tip region of the flexible panel opposite the supporting end.

[0034] It may be desirable to increase flexibility as the tip region is approached to allow aerodynamic forces to move the tip region of the flexible panel.A reduction in thickness may increase the flexibility of the flexible panel as the tip region is approached.

[0035] Another aspect of the present invention provides an aircraft comprising the aircraft assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Embodiments of the present invention will now be described with reference to the accompanying drawings, in which:

[0037] Figure 1 An aircraft is shown;

[0038] Figure 2 The starboard portion of the aircraft is shown;

[0039] Figure 3 The control surfaces are shown in various deployed and retracted configurations;

[0040] Figure 4 An aircraft assembly according to an example of the present invention is shown;

[0041] Figure 5 A flexible panel of an aircraft assembly is shown in a nominal undeformed configuration;

[0042] Figure 6 The flexible panel is shown in a deformed configuration in which the flexible panel is bent toward a rigid stop of an aircraft assembly;

[0043] Figure 7 showing the flexible panel in a deformed configuration in which the flexible panel is bent away from the rigid stop;

[0044] Figure 8 A plan view of an aircraft assembly is shown. DETAILED DESCRIPTION

[0045] Figure 1 The figure shows a typical fixed-wing aircraft 1, which has a port wing 2 and a starboard wing 3, the wings 2, 3 extending from the fuselage 4 along the Figure 1 Each wing has a leading edge 5 and a trailing edge 6. The aircraft 1 is a typical jet passenger aircraft, but the present invention can be applied to a variety of fixed wing aircraft types, including commercial, military, passenger, cargo, jet, propeller, general aviation, etc., which have any number of engines attached to the wings or fuselage.

[0046] Figure 1 The axes shown in represent generally referenced orthogonal axes of the aircraft 1. The X-axis defines the longitudinal fore-aft direction of the aircraft, the Y-axis defines the span direction, and the Z-axis defines the vertical up-down direction of the aircraft.

[0047] In the following description, the term "forward" or "front" refers to the Figure 1 The position of the wing 2, 3 near the leading edge 5 in the x-direction shown in FIG, and the term "rear" or "tail" refers to the component near the trailing edge 6 of the wing 2, 3. The position of a feature can be interpreted relative to other features, for example, a front component can be arranged on the front side of another component, but near the rear of the aircraft 1. Similarly, the terms "upper" and "lower" refer to the position of a feature relative to other features, such as the upper and lower surfaces of the wings 2, 3, and conform to the normal direction of the aircraft 1, and as shown in FIG. Figure 1 The z direction is shown in FIG.

[0048] Each wing 2, 3 of the aircraft 1 is swept and has a cantilever structure with a span extending in a span direction from a root to a tip, the root being joined to the aircraft fuselage 4. The wing 2, 3 has a chord extending in a chordwise direction from a leading edge 2a, 3a to a respective trailing edge 2b, 3b.

[0049] like Figure 2 As shown in , the aircraft 1 may include multiple flight control surfaces, such as a leading edge slat 22 distributed along the span of the wing 3 and adjacent to the leading edge 5, an aileron 23 at the outer section near the trailing edge 6, an air brake / spoiler 24 arranged on the upper surface 8 of the wing 3 near the trailing edge 3b, a set of flaps 25 adjacent to the trailing edge 6 of the wing 3, and a rudder 26 and an elevator 27 positioned on the tail of the fuselage 4.

[0050] The flight control surfaces can be adjusted during flight to adjust the aircraft's flying altitude or wing performance by controlling the airflow over the wings 2, 3. For example, ailerons can be used to tilt the wings 2, 3 to control the roll of the aircraft, while high-lift devices (e.g., slats, flaps) can be used to increase the lift coefficient of the wings 2, 3 at low speeds (e.g., takeoff) or to reduce landing speed. Although the aircraft 1 is shown as having a specific number and configuration of control surfaces, it will be understood that the wings 2, 3 may include a different number and / or arrangement of control surfaces.

[0051] Figure 3 An aircraft assembly is shown comprising a flap 25 movable between a retracted configuration 25i and a deployed configuration 25j with several intermediate configurations 25k therebetween (only one of which is numbered).

[0052] During the deployment of the flap 25, a relatively large space opens up in front of the control surface. Figure 3 As shown in FIG, the panel 40 may extend over the space to isolate the space from the external airflow around the aircraft 1. However, the kinematics of the flap 25 may be complex, so that in certain configurations, such as Figure 3 In the retracted configuration 25 i shown in FIG. 2 , a gap is formed between the panel 40 and the flap 25 .

[0053] In cruise, the flaps 25 of the aircraft 1 will normally be in the retracted configuration 25i. Reduction of cruise drag is an important design factor and therefore clearances are ideally minimised in this phase of flight and preferably the panel 40 forms a seal with the underside of the flap 25.

[0054] In order to close the gap, the panel 40 is formed as a flexible panel 40 which, due to the aerodynamic forces acting thereon, can undergo sufficient bending in flight to close the gap with the flap 25, for example in cruise. This avoids the alternative solutions of changing the stroke of the flap 25 itself or providing a rigid panel which would not be able to reduce the size of the gap.

[0055] In the present arrangement, without carefully constraining the movement of the flexible panel 40, the flexible panel 40 may move to a position interfering with the path of the flap 25, such as when the flap 25 moves from the deployed configuration 25j to the retracted configuration 25i. In this case, since the flexible panel 40 is unconstrained to bend upward, the flap 25 may collide with the flexible panel 40. The movement of the flexible panel 40 may also interfere with other internal components and aerodynamic performance of the aircraft 1.

[0056] In these cases, the flexible panel 40 may be carefully customized in terms of its materials, structure, and attachment to the surrounding structure to better tailor the flexibility of the panel 40. However, this may impose significant design constraints on the flexible panel 40.

[0057] To manage the movement of the flexible panel 40, a rigid stopper 50 is provided that is configured to limit bending of the flexible panel 40. In particular, the rigid stopper 50 is configured to limit bending of the flexible panel 40 in a first direction and allow the flexible panel 40 to bend in a second direction opposite to the first direction.

[0058] exist Figure 4 An example of an aircraft assembly including a flexible panel 40 and a rigid stop 50 is shown in FIG.

[0059] The flexible panel 40 is attached at one end to the outer aerodynamic skin panel 11 of the wing 2 so that the flexible panel 40 has a support end 41 at which the flexible panel 40 is fixedly attached to the skin panel 11 and a tip region 42 of the flexible panel 40 remote from the support end 41. In this way, the flexible panel 40 can be bent around the support end 41. It will be understood that the flexible panel 40 is supported only at the support end 41 so that all edges of the flexible panel 40 remote from the support end 41 are unsupported edges. Thus, the flexible panel 40 acts as a cantilever beam that can rotate around the support end 41.

[0060] The support end 41 may extend in a generally spanwise direction of the wing 2 , 3 , with a tip region 42 of the flexible panel 40 extending away from the support end 41 in a generally chordwise direction.

[0061] The flexible panel 40 will generally form an outer aerodynamic surface of the aircraft 1, so that it is necessary to form a continuous aerodynamic surface with the adjacent outer aerodynamic skin panel 11, such as Figures 5 to 7 Attaching the flexible panel 40 directly to the outer aerodynamic skin panel 11 makes it easier to align the outer aerodynamic surface to the two panels 11 , 40 since both panels 11 , 40 can use a common datum.

[0062] The flexible panel 40 may be fastened to the outer aerodynamic skin panel 11 using a plurality of fasteners 60. The fasteners 60 allow the flexible panel 40 to be releasably attached to the skin panel 11, which may simplify installation of the flexible panel 40, as well as make the flexible panel 40 easier to repair and replace.

[0063] The rigid stop 50 is attached to the flexible panel 40 such that the rigid stop 50 is fixed relative to the outer aerodynamic skin panel 11. The rigid stop 50 is positioned on the flexible panel 40 at the support end 41 and extends across the flexible panel 40 toward the tip region 42 of the flexible panel 40. The rigid stop 50 is elongated, extending from the support end 51 to the tip region 52. The rigid stop 50 is generally centered relative to the flexible panel 40 such that the center of the support end 51 of the rigid stop 50 is substantially aligned with the support end 41 of the flexible panel 40.

[0064] The tip region 52 extends adjacent to the tip region 42 of the flexible panel 40 and is arranged to prevent the flexible panel 40 from bending inwardly toward the internal structure of the aircraft 1 without providing a constraint on the flexible panel 40 bending outwardly. In particular, the tip region 52 of the rigid stop 50 is seated adjacent to the inner surface of the flexible panel 40 and has an abutment surface 52a, which is arranged to abut the flexible panel 40 and set an upper limit, or the abutment surface 52a in some examples completely prevents any inward bending of the flexible panel 40.

[0065] The rigid stop 50 may be attached to the outer aerodynamic skin panel 11 by a plurality of fasteners 60. The fasteners 60 allow the rigid stop 50 to be releasably attached to the outer aerodynamic skin panel 11, which may simplify installation of the flexible panel 40, as well as make repair and replacement of the rigid stop 50 easier, for example, the rigid stop 50 may be retrofitted to an existing aircraft 1 to customize the bending behavior of the flexible panel 40, as will be discussed further below.

[0066] The rigid stop 50 may be attached to the outer aerodynamic skin panel 11 using the same plurality of fasteners 60, such that at least some of the fasteners 60 extend through both the flexible panel 40 and the rigid stop 50. This may allow the flexible panel 40 and the rigid stop 50 to be installed simultaneously, and in some examples as a single unit.

[0067] Each fastener 60 has a fastener head 61. The fastener head 61 can be arranged to abut the rigid stop 50, such as Figures 5 to 7 , so that the shank of the fastener 60 extends through the rigid stop 50 before extending through the flexible panel 40. By abutting the fastener head to the surface of the rigid stop 50, rather than to the flexible panel 40, the rigid stop 50 can be removed from the aircraft 1 without removing the flexible panel 40. This can facilitate access and removal of the rigid stop 50 in the event that the rigid stop 50 is repaired, modified, or replaced.

[0068] The flexible panel 40 and the rigid stop 50 are attached to the outer aerodynamic skin panel 11 in the present example, however, it will be appreciated that one or both of the flexible panel 40 and the rigid stop 50 may alternatively be attached to any other suitable portion of the aircraft structure. Figure 4 A trailing edge rib portion 15 is shown which may form a suitable aircraft structure for attaching the flexible panel 40 and rigid stop 50, although ribs, spars or other sections of the fuselage frame may form suitable attachment points.

[0069] In the absence of any external force, the flexible panel 40 will be in an undeformed configuration, as shown in Figure 5. The portion of the flexible panel 40 away from the support end 41 is spaced apart from the rigid stop 50, so that a gap is provided between the portion of the flexible panel 40 away from the support end 41 and the rigid stop 50. The gap allows the flexible panel 40 to bend toward the rigid stop 50 passively, for example, under the influence of external forces such as aerodynamic loads.

[0070] When a force acts on the flexible panel 40, the flexible panel 40 may bend about the support end 41 so as to move toward the tip region 52 of the rigid stop 50 in a first direction, such as Figure 6 When in contact with the rigid stopper 50, the rigid stopper 50 is used to prevent the flexible panel 40 from further bending in the first direction. This helps control the inward bending of the flexible panel 40, so that interference and collision with other components of the aircraft 1 can be reduced or controlled.

[0071] It will be appreciated that in some examples, the flexible panel 40 may extend further from its support end 41 than the rigid stop 50 such that the distal portion 43 of the flexible panel 40 is not constrained by the rigid stop 50. This may help allow the distal portion 43 to engage with other aircraft components, such as the flap 25, to form a seal.

[0072] In some examples, the relative size of the distal portion 43 can be such that any additional bending of the flexible panel 40 is negligible or at least within an allowable range. In other examples, the rigid stop 50 and the flexible panel 40 can extend the same distance from the support end 41 of the flexible panel 40 so as not to include the distal portion 43 extending beyond the rigid stop 50.

[0073] The rigid stopper 50 is arranged to limit the bending of the flexible panel 40 in only one direction (ie, the first direction), so that the flexible panel 40 can rotate freely in a second direction opposite to the first direction without interference from the rigid stopper 50, such as Figure 7 as shown in .

[0074] exist Figures 5 to 7 In the example shown in FIG, the thickness of the flexible panel 40 decreases from the support end 41 to the tip region 42, such that the thickness of the flexible panel 40 at the support end 41 is greater than the thickness of the flexible panel 40 at the tip region 42. The thickness variation across the flexible panel 40 can be used to tailor the bending behavior of the flexible panel 40. Increased local bending at the tip region 42 of the flexible panel 40 can help form an improved seal with the flap 25 or other aircraft components.

[0075] As previously described, the flexible panel 40 has an undeformed configuration in which the tip region 42 of the flexible panel 40 opposite the supporting end 41 of the flexible panel 40 is spaced apart from the tip region 52 of the rigid stop 50, as shown in FIG. Figure 5 , although it will be appreciated that in some examples, the flexible panel 40 may abut the rigid stop 50 in the undeformed configuration. In other words, the tip region 42 of the flexible panel 40 may abut the tip region 52 of the rigid stop 50.

[0076] In order to enhance the bending stiffness of the rigid stop 50 while minimizing any additional weight penalty of the rigid stop 50, the rigid stop 50 may include one or more reinforcing ribs 55. Figure 8 As shown in the figure, the reinforcing rib 55 extends away from the supporting end 51 of the rigid stopper 50. In order to most effectively resist the bending of the flexible panel 40, the reinforcing rib 55 extends in a direction aligned with the bending axis of the flexible panel 40, that is, from the supporting end 41 of the flexible panel 40 to the tip region 42 of the flexible panel 40.

[0077] The surface area of ​​the rigid stopper 50 may be smaller than the surface area of ​​the flexible panel 40, for example, less than half of the surface area of ​​the flexible panel 40. Similarly, the width of the rigid stopper 50 may be smaller than the width of the flexible panel 40, for example, less than half of the width of the flexible panel 40. The width of the rigid stopper 50 may increase toward the tip region 52, such that the width of the rigid stopper at the tip region 52 is greater than the width of the rigid stopper 50 at the support end 51. Therefore, the contact surface (i.e., the abutment surface 52a) with the flexible panel 40 at the tip region 52 may increase to increase the effectiveness of the rigid stopper 50 in limiting the bending of the flexible panel 40 while reducing the weight loss of the rigid stopper 50 at the support end 51.

[0078] It will be clear to those skilled in the art that the above examples may be adapted in various ways. For example, the flexible panel 40 may be curved or otherwise profiled such that the aerodynamic surface of the flexible panel 40 is non-planar.

[0079] The rigid stop 50 has a substantially planar abutment surface 52a configured to abut the flexible panel 40, however it will be appreciated that the abutment surface 52a may be non-planar. For example, the abutment surface 52a may have a curvature or other contour configured to correspond to the portion of the flexible panel 40 with which the abutment surface 52a is arranged to contact.

[0080] In the present example, the flexible panel 40 and the rigid stop 50 are discussed as part of an aircraft assembly including a flap 25, wherein the flexible panel 400 and the rigid stop 50 are arranged to ensure the operating efficiency of the flap 25. Although it will be understood that the arrangement of the flexible panel 40 and the rigid stop 50 can be advantageous when used in the context of a series of movable devices on the aircraft 1. The flap 25 and the slat 22 are examples of control surfaces that are retracted in cruise, and therefore particular benefits may be found in this arrangement. Although the movable device can be any movable control surface on the aircraft 1 or other movable structures in which it is necessary to constrain the bending of adjacent flexible panels 40. Examples of suitable movable structures can include external doors and access hatches.

[0081] When the word "or" appears, this will be interpreted as meaning "and / or" such that the referred items are not necessarily mutually exclusive and can be used in any appropriate combination.

[0082] Although the invention has been described above with reference to one or more preferred embodiments, it will be appreciated that various changes or modifications may be made without departing from the scope of the invention as defined in the appended claims.

Claims

1. An aircraft assembly, comprising: Aircraft structure; a flexible panel having a support end fixedly attached to the aircraft structure, wherein the flexible panel is configured to flex about the support end relative to the aircraft structure; a rigid stop extending from and fixedly attached to the aircraft structure; The rigid stopper is configured to limit bending of the flexible panel around the support end in a first direction and allow bending of the flexible panel in a second direction opposite to the first direction.

2. An aircraft assembly according to claim 1, comprising a movable device for deployment relative to an outer aerodynamic skin panel of the aircraft, the movable device having a retracted configuration and a deployed configuration, in which the movable device contacts the flexible panel to form a seal between the movable device and the flexible panel, and in the deployed configuration, the movable device is spaced apart from the flexible panel, wherein Contact between the flexible panel and the movable device in the retracted configuration is limited by the rigid stop.

3. The aircraft assembly according to claim 2, wherein: The movable device is a control surface for an aircraft.

4. The aircraft assembly according to claim 3, wherein: The control surfaces are flaps or slats.

5. An aircraft assembly according to any preceding claim, wherein: The aircraft structure is an external aerodynamic skin panel.

6. An aircraft assembly according to any preceding claim, wherein: The flexible panel forms a substantially continuous aerodynamic surface with the outer skin panel.

7. An aircraft assembly according to any preceding claim, wherein: The flexible panel has an undeformed configuration in which a tip region of the flexible panel opposite the support end is spaced apart from the rigid stop.

8. An aircraft assembly according to any preceding claim, wherein: The distal portion of the flexible panel extends beyond the rigid stop so as to be free from the rigid stop.

9. An aircraft assembly according to any preceding claim, wherein: The rigid stop is attached to the flexible panel.

10. An aircraft assembly according to any preceding claim, wherein: The rigid stop is fastened to the aircraft structure using a plurality of fasteners.

11. An aircraft assembly according to any preceding claim, wherein: The flexible panel is fastened to the aircraft structure using a plurality of fasteners.

12. An aircraft assembly according to any preceding claim, wherein: The flexible panel and the rigid stop are fastened to the aircraft structure using a plurality of fasteners, each fastener extending through the flexible panel and the rigid stop.

13. An aircraft assembly according to claim 12, wherein: Each fastener has a fastener head that abuts a surface of the rigid stop.

14. An aircraft assembly according to any preceding claim, wherein: The rigid stop includes one or more reinforcing ribs extending in a direction aligned with a bending axis of the flexible panel, the bending axis extending from the support end of the flexible panel to the tip region of the flexible panel.

15. An aircraft assembly according to any preceding claim, wherein: The width of the rigid stop increases in a direction extending from the support end of the flexible panel to a tip region of the flexible panel opposite the support end.

16. An aircraft assembly according to any preceding claim, wherein: The thickness of the flexible panel decreases in a direction extending from the supporting end of the flexible panel to a tip region of the flexible panel opposite to the supporting end.

17. An aircraft comprising an aircraft assembly according to any preceding claim.

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