High-lift wing

Abstract

To provide a method for reducing complexity and cost while providing safety and reliability to an aircraft. An airfoil having leading and trailing edges and a suction side and a pressure side is disclosed. The suction side includes an injection slot near the leading edge. There may be at least one additional slot near the trailing edge. The airfoil can be configured for use on an aircraft. Also disclosed is a method of operating an aircraft using such an airfoil.

Description

Technical Field

[0001] The present disclosure relates to a wing having a leading edge, a trailing edge, a suction side, and a pressure side, the suction side having an injection slot near the leading edge. There may be at least one additional slot near the trailing edge. The wing can be configured for an aircraft. Also disclosed is a method of operating an aircraft using such a wing.

Background Art

[0002] Takeoff and landing by an aircraft have essentially not changed since humans began flying in the early 20th century. Thrust is provided by an engine, and the aircraft flies through the air. Wings generate lift to fly the aircraft. Therefore, an aircraft requires a straight, long, and flat runway for takeoff and landing.

[0003] The takeoff and landing phases are continuously points of interest and may require a reexamination of the basic aerodynamics related to takeoff and landing. A more detailed examination of Bernoulli's principle and the lift components obtained from an aerodynamic wing reveals that lift is the result of a pressure difference between the two sides of the wing.

[0004] The air pressure on both sides of the wing is directly related to the airspeed and the shape of the wing. One side of the wing has a geometric shape such that the air flow is forced to accelerate (Bernoulli's principle / law of conservation of energy), while on the other side, the air passes through with little acceleration. Thereby, the air pressure on the "accelerated side" is significantly lower than on the opposite side, and a relative vacuum state, i.e., a suction state, is realized on the accelerated side. For this reason, the accelerated side is called the "suction side (SS)", and the opposite side is called the "pressure side (PS)".

[0005] A super short takeoff and landing (Super-STOL) aircraft generally has a very complex system to provide lift while the aircraft is hovering or in a vertical flight mode, then to provide a combination of lift and thrust while transitioning to forward flight, and then to provide thrust in the forward flight mode.

[0006] For example, the Lockheed Martin F-35 Lightning II "F-35B" is a pinnacle of technology, employing a Rolls-Royce shaft-driven "LiftFan" propulsion system and engines capable of 90-degree rotation in short take-off / vertical landing mode. When an aircraft transitions from vertical to forward flight, the nozzles rotate from a downward to a rearward configuration, transferring thrust from the engines to forward flight, and vice versa, transitioning from forward to vertical flight.

[0007] Another interesting aircraft capable of both vertical and conventional forward flight is the Bell Boeing V-22 "Osprey" aircraft, commonly known as a "tiltrotor" aircraft. The V-22 can take off and hover in both vertical and conventional forward flight, and land in both conventional forward and vertical flight. The V-22 has prop rotors at the wingtips, which function as both propellers and rotors. The prop rotors, engines, and gearboxes rotate from the forward flight position to the vertical hovering / takeoff / landing position. In hovering mode, the prop rotors provide all the lift and control, and the required engine power is highest when hovering. When the aircraft transitions to forward flight mode, engine power and thrust are reduced as the wings generate more lift. The achievement of both vertical and forward flight with this tiltrotor system is considered a significant engineering achievement.

[0008] Another aircraft capable of Super-STOL is the "SuperSTOL" manufactured by Just Aircraft. This is an experimental aircraft built by an amateur and can carry up to two people. Its simple and efficient design is based on well-known aerodynamic principles with slats and wide flaps, which are also used to their advantage in larger, type-certified aircraft. The advantages of these systems on light aircraft like the "SuperSTOL" are why this type of aircraft is recognized as having STOL or Super-STOL capabilities.

[0009] These aircraft are remarkably versatile and their performance is impressive, but this is largely due to the inclusion of highly complex systems that accommodate both vertical and conventional flight characteristics, making them costly and maintenance-intensive. [Overview of the project] [Problems that the invention aims to solve]

[0010] The aviation industry is constantly seeking ways to reduce complexity and cost while providing safety and reliability for STOL and Super-STOL aircraft. [Means for solving the problem]

[0011] The objective is achieved by a wing having a leading edge and a trailing edge, as well as a negative pressure side and a positive pressure side, the negative pressure side having an injection slot near the leading edge. There may be at least one additional slot near the trailing edge. The wing can be configured for aircraft.

[0012] As a result, laminar flow is guided and controlled only on the negative pressure side, generating a large amount of lift and enabling super-short take-off and landing (Super-STOL).

[0013] The injection slots are configured to provide fluid flow and to inject or introduce the flow substantially from the leading edge to the trailing edge. The thrust slots can extend along substantially the entire wing span, only a portion of it, or multiple portions of it.

[0014] The wing provides an aerodynamic lift system for a Super-STOL aircraft, comprising a lift structure that defines a leading edge, a trailing edge, a negative pressure side surface extending between the leading and trailing edges, and a positive pressure side surface extending between the leading and trailing edges.

[0015] The additional slots are configured to provide fluid flow and add or introduce additional flow toward the trailing edge, but from a position close to the trailing edge from the injection slots. In other words, the additional slots add their own flow to the flow from the injection slots.

[0016] The slot or opening can be configured to supply or deliver a fluid flow, such as an airflow, through the slot or opening toward the negative pressure side. The slots can run along the wing or a portion of the wing. Each of the thrust slots and additional slots can be a single slot or multiple individual slots along the wingspan of the wing.

[0017] In one embodiment, there is an injection flap that operates on the negative pressure side and is configured to open, close, or adjust the opening of the injection slot. This allows the flow supplied to the negative pressure side to be changed, controlled, or adjusted.

[0018] In one embodiment, there is at least one additional flap configured to operate to open, close, or adjust the opening of at least one additional slot. This allows the flow supplied to the negative pressure side to be changed, controlled, or adjusted.

[0019] A negative-pressure side injection flap or leading-edge movable flap can be positioned along the leading edge of the wing. This movable flap is hinged to the lift structure and / or the leading edge of the wing. In a closed configuration, the movable flap conforms to the aerodynamic contour of the wing. In an open configuration, the movable flap exposes an opening slot between the movable flap and the negative-pressure side. Inside the lift structure at the leading edge of the wing is a chamber positioned along the leading edge of the lift structure. The chamber supplies air for the airflow that disperses from the movable flap slot toward the trailing edge. During the Super-STOL phase, the airflow velocity is dispersed from the injection flap or leading-edge movable flap slot toward the trailing edge.

[0020] The injection flap, and thus the injection slot, can be controlled, i.e., actuated, opened, closed, adjusted, in some embodiments by an actuator configuration with a rotatable element having an actuator arm. This actuator arm has a pin which slides within the slot when the rotatable element is actuated and thereby rotated, resulting in pushing / pulling the injection flap to the desired position.

[0021] In one aspect, the injection slot is in communication with flow generating means for supplying a flow to the injection slot. This communication can be regarded as an injection communication passage, channel, chamber or flow path. In one aspect, the additional slot is in communication with flow generating means for supplying a flow to the additional slot.

[0022] The flow generating means can be a fan, a turbine, or bleed air from an aircraft engine. The flow from the flow generating means can be directed and arranged to supply a fluid flow, e.g., an air flow, to the desired slot. There can be individual flow generating means for each slot, or multiple generating means for supplying or sending a flow to a single slot or multiple slots. The geometry can be varied to accurately or desirably achieve the intended flow velocity (direction and / or speed).

[0023] In one aspect, the injection slot and at least one additional slot are in communication with flow generating means for supplying a flow to each of the injection slot and the at least one additional slot respectively.

[0024] In one aspect, the injection slot is configured using injection slot flow generating means for supplying an injection flow at an injection flow velocity, and at least one additional slot is configured using additional slot flow generating means for supplying an additional flow at an additional flow velocity independent of the injection flow velocity. Thereby, increasing or decreasing the flow velocity from the position of the additional slot towards the trailing edge is achieved.

[0025] In one aspect, the injection flap is hingedly connected by a flap hinge configuration near the trailing edge of the injection flap. The flap hinge configuration is preferably a continuous sheet hinge disposed inside the wing. The sheet hinge can be advantageous by providing an airtight flap hinge configuration and preventing leakage of air flow at undesirable locations. Thereby, the injection slot or aperture can be placed as close as possible to the leading edge.

[0026] In one aspect, at least one additional slot is formed between the leading edge and the trailing edge. That is, the wing has a leading edge and a trailing edge, and these portions cooperate to form the wing according to their relative positions. The leading edge and the trailing edge are configured to form an additional slot and can be arranged relative to each other. Further, these portions can be configured to operate to open, close, or adjust the opening of at least one additional slot. Such a change can be made by changing the chord line of the trailing edge with respect to the chord line of the leading edge. Thereby, the additional slot or aperture can be easily manipulated or adapted, while at the same time the aerodynamic characteristics of the wing can be manipulated or adapted.

[0027] Thus, in an embodiment, the additional slot or intermediate slot can be arranged along the negative pressure side of the lift structure between the leading edge and the trailing edge. The additional slot or intermediate slot divides the wing at the intended slot position and is opened and closed by hingedly connecting the trailing edge section towards the lift structure and / or the positive pressure side lift structure, and when the trailing edge section moves downward towards the positive pressure side, the slot on the negative pressure side is exposed.

[0028] Alternatively, the movable flap can be hingedly connected towards the wing and / or the negative pressure side lift structure at the flap leading edge, and in its closed configuration, the movable flap conforms to the aerodynamic profile of the wing.

[0029] Those skilled in the art will understand the combination. Therefore, the additional or intermediate slots define openings configured to disperse the airflow toward the trailing edge.

[0030] Within the lift structure in the mid-slot section of the wing, there is a chamber positioned along the mid-slot section of the lift structure. The chamber supplies air for the airflow that disperses from the mid-slot toward the trailing edge. During the Super-STOL phase, the airflow velocity is dispersed from the mid-slot toward the trailing edge.

[0031] Furthermore, additional slots can be incorporated along the negative pressure side between the leading and trailing edges to help direct airflow depending on the flight / lift conditions.

[0032] Furthermore, another type of movable flap, the trailing edge movable flap, can be employed on the trailing edge to help direct airflow when the flight / lift conditions dictate.

[0033] Those skilled in the art will understand that the disclosed principles can be easily implemented individually or applied with some experimentation. Similarly, those skilled in the art will understand their combination and application to specific uses.

[0034] Therefore, modifications and adaptations may be necessary to provide airflow through air ducts integrated into the wing design. In one embodiment, an electric fan is configured to provide airflow. In one embodiment, airflow is provided by bleed air from the aircraft's engine.

[0035] The leading-edge slots, i.e., the thrust slots, can be continuous openings extending along the length of the lift structure. The intermediate slots can also be continuous openings extending along the length of the lift structure.

[0036] Leading-edge slots or injection slots can be configured using multiple openings extending along the length of the lift structure. Intermediate slots or additional slots can be configured using multiple openings extending along the length of the lift structure.

[0037] There may be one or more heaters located in the air passage for de-icing. An aircraft having the disclosed aerodynamic lift system can be configured to be manned or unmanned. The flaps, settings, and flow can be controlled manually, semi-automatically, or automatically by the flight computer.

[0038] The negative-pressure side leading-edge movable flap is positioned along the leading edge of the wing. This movable flap is hinged to the leading edge of the wing and / or to the lift structure. In the closed configuration, the movable flap conforms to the aerodynamic contour of the wing. In the open configuration, the movable flap exposes an opening slot between the movable flap and the negative-pressure side. Inside the lift structure at the leading edge of the airfoil is a chamber positioned along the leading edge of the lift structure. The chamber supplies a fluid flow that disperses from the movable flap slot toward the trailing edge. During the Super-STOL phase, the fluid flow disperses from the leading-edge movable flap slot toward the trailing edge.

[0039] The intermediate slot is located along the negative pressure side of the lift structure between the leading and trailing edges. The intermediate slot is configured as follows: 1) the wing is divided at the slot location and the trailing edge section is hinged to the lift structure and / or the positive pressure side of the lift structure, opening and closing so that the negative pressure side slot is exposed when the trailing edge section moves downward toward the positive pressure side; 2) a movable flap hinged at the leading edge of the flap to the wing and / or the negative pressure side of the lift structure, such that in the closed configuration the movable flap conforms to the aerodynamic contour of the wing; or 3) a combination of "1" and "2". The intermediate slot defines an opening slot configured to disperse the fluid flow toward the trailing edge. Inside the lift structure in the intermediate slot section of the wing is a chamber located along the intermediate slot section of the lift structure. The chamber supplies the fluid flow that disperses from the intermediate slot toward the trailing edge. During the Super-STOL phase, the fluid flow is dispersed from the intermediate slot toward the trailing edge.

[0040] Furthermore, another type of movable flap, the trailing edge movable flap, can be employed on the trailing edge to help direct airflow when the flight / lift conditions dictate, as will be described in more detail below.

[0041] The objective is achieved by a method of operating a device equipped with wings, such as an aircraft, as disclosed.

[0042] For example, in the manner of preparing the wings for takeoff or landing, in the manner of taking off or landing, and / or in the manner of cruising or normal flight, there are actions or optimal steps that can be taken to operate the aircraft.

[0043] The actions relating to preparing the wings may include the following: There is an act of providing an open injection slot. There is an act of providing at least one open additional slot. One practice is to set the chord line angle between the chord line at the trailing edge and the chord line at the leading edge.

[0044] The chord line angle can be irregular, i.e., non-parallel (e.g., acute). Those skilled in the art will understand that the angle should be appropriate to the wing profile used. For example, the starting point of the angle is approximately 20-60 degrees, e.g., 40 degrees. Thus, the chord line at the leading edge and the chord line at the trailing edge of the wing can form an angle of approximately 40 degrees, for example, greater than 20 degrees. Experiments can determine an appropriate or preferred range.

[0045] The act involves generating a flow in each of the injection slots and at least one additional slot. There is an action that guides a negative pressure flow from the injection slot toward the trailing edge. Such an action can be a result of the embodiments outlined.

[0046] Actions relating to takeoff or landing may include the following: One way to generate free airflow around a wing is by moving the aircraft forward. One practice is to adjust the angle of attack (AoA) of the wing relative to the free airflow.

[0047] Such actions are performed while a negative pressure flow is maintained from the injection slot toward the trailing edge. This negative pressure flow can be maintained as substantially laminar. Thus, there are actions that maintain substantially laminar flow.

[0048] Those skilled in the art will understand that flow characteristics, including flow direction and / or velocity, must be generated according to specific circumstances, and that the operating range will function, allowing for the discovery of the optimal setting. Therefore, experience and investigation are necessary.

[0049] For airfoils like the NACA2412, which have modified or thrust slots positioned near the leading edge, a flow velocity of approximately 95–125 m / s is required to obtain the desired aerodynamic properties, such as lift. The flow velocity provided by additional slots (booster slots) is approximately 55–75 m / s. The angle of attack adjustment will be larger if it deviates from the design, assuming all conditions are equal. This range serves as a starting point for experimentation, and the optimal combination can be found through such experiments.

[0050] Acts relating to the cruising or flight of an aircraft may include the following: The actions include closing an injection slot and closing at least one additional slot. Closures can be performed independently on two or more slots, and the closures can be complete or partial.

[0051] The act of aligning the trailing edge chord line with the leading edge chord line of an aircraft during flight is a means of making the aircraft operate or fly as intended or designed. The objective is achieved by a flight computer configured to perform actions as outlined. The objective is achieved by an aircraft configured with at least one wing and a flight computer as described above.

[0052] Examples For example, an aerodynamic lift system for a Super-STOL aircraft may be provided, comprising a lift structure defining a leading edge and a trailing edge, an upper surface extending between the leading edge and the trailing edge, and a lower surface extending between the leading edge and the trailing edge. A leading-edge movable flap may be present, positioned along the leading edge on the negative-pressure side of the lift structure, and the movable flap is connected to the wing and / or lift structure near the leading edge. In a fully closed configuration, the geometry of the movable flap matches the intrinsic aerodynamic contour of the wing. In an open configuration, the movable flap exposes an opening slot between the movable flap and the negative-pressure side, this slot defining an opening configured to disperse airflow toward the trailing edge, and the movable flap is connected to the wing and / or lift structure at the leading or trailing edge of the flap.

[0053] An intermediate slot may exist between the leading and trailing edges, positioned along the negative pressure side of the lift structure. The slot is opened and closed by dividing the wing at the slot location and hinge-connecting the trailing edge section to the lift structure and / or the positive pressure side of the lift structure. As the trailing edge section moves downward toward the positive pressure side, the negative pressure side slot is exposed, defining an opening configured to disperse the airflow toward the trailing edge.

[0054] An intermediate slot may exist between the leading and trailing edges, positioned along the negative pressure side of the lift structure. The slot is opened and closed by a movable flap hinged to the wing and / or the negative pressure side lift structure at the leading or trailing edge of the flap. In the closed configuration, the movable flap conforms to the aerodynamic contour of the wing, and the slot defines an opening configured to disperse the fluid flow toward the trailing edge.

[0055] A trailing edge flap may be present, which is oriented at a predetermined angle to the upper surface of the lift structure, directing the airflow from the intermediate slot downwards, thereby providing additional lift to the lift structure, and the flap angle can be dynamically changed to compensate for atmospheric conditions and / or to control the resulting lift vector.

[0056] Within the exemplified aerodynamic lift system, there is a chamber located along the leading edge movable flap portion of the lift structure in the leading edge movable flap portion of the wing, which carries air for the airflow that disperses from the leading edge movable flap slot toward the trailing edge.

[0057] Within the aerodynamic lift system, there is further a chamber located along the intermediate slot of the lift structure in the intermediate slot of the wing, which carries air for the airflow that disperses from the intermediate slot toward the trailing edge.

[0058] The aerodynamic lift system may further include an electric fan configured to supply airflow, or the airflow may be supplied by bleed air from an aircraft engine. An aerodynamic lift system may comprise a lift structure selected from the group consisting of wings, elevators, elevons, stabilizers, canards, and fuselage.

[0059] The leading-edge movable flap slot may have multiple openings that extend along the length of the lift structure. The intermediate slot may have multiple openings that extend along the length of the lift structure.

[0060] The aerodynamic lift system may further include at least one heater located in the airflow channel and chamber. The aircraft may be a Super-STOL aircraft having an aerodynamic lift system as disclosed. The aircraft may be unmanned or manned.

[0061] The aerodynamic lift system may include movable flaps and sections controlled by a flight computer. The computer can control one or more flaps and adjust the lift and the magnitude of the lift vector by controlling at least one of the airflow velocity through the slots and the size of the slots.

[0062] For example, there can be an aerodynamic lift system comprising a lift structure that defines a leading edge, a trailing edge, an upper surface extending between the leading and trailing edges, and a lower surface extending between the leading and trailing edges.

[0063] A leading-edge movable flap may be present, positioned along the leading edge on the negative-pressure side of the lift structure, the movable flap being connected to the wing and / or lift structure toward the leading edge, and in its fully closed configuration, the geometry of the movable flap matching the original aerodynamic contour of the wing, and in its open configuration, the movable flap exposing an opening slot between the movable flap and the negative-pressure side, this slot defining an opening configured to disperse the fluid flow toward the trailing edge, and the movable flap being connected to the wing and / or lift structure at the leading or trailing edge of the flap.

[0064] An intermediate slot may exist between the leading and trailing edges, positioned along the negative pressure side of the lift structure. The opening and closing of the slot is performed by dividing the wing at the slot location and hinge the trailing edge section toward the wing and / or the positive pressure side of the lift structure. As the trailing edge section moves downward toward the positive pressure side, the negative pressure side slot is exposed, defining an opening configured to disperse the fluid flow toward the trailing edge.

[0065] An intermediate slot may exist between the leading and trailing edges, positioned along the negative pressure side of the lift structure. The opening and closing of the slot is performed by a movable flap hinged at the leading or trailing edge of the flap toward the wing and / or the lift structure on the negative pressure side. In the closed configuration, the movable flap conforms to the aerodynamic contour of the wing, and the slot defines an opening configured to disperse the fluid flow toward the trailing edge.

[0066] A trailing edge flap may be present, which is oriented at a predetermined angle to the upper surface of the lift structure, directing the fluid flow from the intermediate slot downwards, thereby providing additional lift to the lift structure, and the flap angle can be dynamically changed to control the resulting lift vector.

[0067] The illustrated aerodynamic lift systems can be configured to operate in a fluid, which is in particular a fluid flow / liquid, gas, or plasma, and the lift structure is selected from the group consisting of wings, elevators, elevons, stabilizers, canards, and fuselages.

[0068] The leading-edge movable flap section of the wing is further a chamber positioned along the leading-edge movable flap section of the lift structure, which carries fluid for a fluid flow that disperses from the leading-edge movable flap slot toward the trailing edge. The intermediate slot section of the wing is further a chamber positioned along the intermediate slot section of the lift structure, which carries fluid for a fluid flow that disperses from the intermediate slot toward the trailing edge.

[0069] Therefore, the disclosure is not limited to airflow for aircraft, and its teachings can be applied in particular to any lifting body / surface involving fluid flow / liquid, gas, or plasma. Accordingly, in another embodiment, an aerodynamic lift system is provided comprising a lifting structure defining a leading edge, a trailing edge, an upper surface extending between the leading and trailing edges, and a lower surface extending between the leading and trailing edges.

[0070] Further applicable fields will become apparent from the descriptions provided herein. It should be understood that this specification and the examples provided are for illustrative purposes only and are not intended to limit the scope of this disclosure. Embodiments of the present invention will be illustrated in the figures. [Brief explanation of the drawing]

[0071] [Figure 1]This is a perspective view of an aircraft having wings as an aerodynamic lift system configured in accordance with the teachings of this disclosure. [Figure 2] These are cross-sectional and perspective views of one embodiment of a wing. [Figure 3] Figure 2 shows a cross-sectional view and a perspective view of the embodiment, which are diagrams of the prepared setup. [Figure 4] These are cross-sectional and perspective views of an embodiment of a wing as an alternative or further aspect. [Figure 5] These are cross-sectional and perspective views of an embodiment of a wing as an alternative or further aspect. [Figure 6] This diagram illustrates the procedures related to the preparation, takeoff, and landing of an aircraft. [Figure 7] This refers to actions related to the cruising and operation methods of aircraft. [Figure 8] This diagram shows the airflow around the wings of an aircraft during preparation, takeoff and landing, and cruising. [Figure 9] This is a diagram showing the details of the leading edge of the wing. [Modes for carrying out the invention]

[0072] Figure 1 shows an aircraft 100 comprising at least one wing 10, the wing 10 may, exemplary, be a first wing 10A and a second wing 10B. The wing 10 can be configured for an aircraft 100 as illustrated in the following figure. Generally, the wing has a leading edge 12 and a trailing edge 14. The wing 10 has a negative pressure side 16 and a positive pressure side 18. The aircraft 100 has a flight computer 200 configured to perform one or more actions as described below.

[0073] Figure 2A shows a cross-section of the wing 10, for example, cross-section 2, and Figure 2B shows a perspective view of the same wing 10. The wing 10 has a leading edge 12 and a trailing edge 14. The wing 10 has a negative pressure side 16 and a positive pressure side 18. The negative pressure side 16 has an injection slot 20 near the leading edge 12 and at least one additional slot 30 near the trailing edge 14 from the injection slot 20.

[0074] The wing 10 has a chord 15 as shown in Figure 2A. The wing 10 has a chamber that functions as a flow passage, as illustrated in Figure 8, for example. The injection slot 20 and at least one additional slot 30 are connected by a communication passage 55 to a flow generating means 50 (not shown) that supplies flow to each of the injection slot 20 and at least one additional slot 30.

[0075] Figure 3A is a cross-sectional view of the wing 10, and Figure 3B is a perspective view of the same wing 10. Figure 3 shows the wing 10 of Figure 2, detailing the two-part configuration of the wing 10 formed by the leading edge 70 and the trailing edge 72. Each part has its own leading edge chord 71 and trailing edge chord 73.

[0076] There is a flow generating means 50 (not shown) that supplies a flow to the communication passage 55 that brings forth an injection flow 24 outward from the injection slot 20 in response to the operation of the injection flap 22. Similarly, the flow from the communication passage 55 exits through an additional slot 30 and brings forth an additional flow 34 toward the trailing edge.

[0077] In this embodiment, the injection flap 22 is hinged near its trailing edge by a flap hinge configuration 21. The additional slot 30 is formed between the leading edge 70 and the trailing edge 72. The additional slot 30 is configured to operate to open, close, or adjust the opening of the additional slot 30. This operation alters the line of the trailing edge chord 73 of the trailing edge 72 relative to the line of the leading edge chord 73 of the leading edge 70.

[0078] In this embodiment and other embodiments, the additional slot 30 can be opened, closed and / or operated, for example, by one or more electrically actuated actuators.

[0079] Figure 4 shows an embodiment of the wing 10 having the same configuration as shown in Figures 2 and 3. This embodiment has a hinge configuration 60 that operatively controls the leading edge 70 and trailing edge 72 of the wing 10. Separately, this embodiment shows a first communication passage 55A for supplying to the injection slot 20 and a second communication passage 55B for supplying to an additional slot 30.

[0080] Optionally, the injection slot 20 is configured using an injection slot flow generating means 52 that supplies an injection flow 24 at an injection velocity 25, and at least one additional slot 30 is configured using an additional slot flow generating means 54 that supplies an additional flow 34 at an additional velocity 35 that is different from or independent of the injection flow velocity 24.

[0081] Figure 5 is a continuation of Figure 4 and shows one embodiment of the disclosed wing, further configured with a plurality of gates, flow paths 26, and outlets in the injection slots. The negative pressure side 16 is further configured with a flow liner in the leading-edge-trailing-edge direction. Optionally, additional slots can be configured using similar gates, channels, or outlets.

[0082] Figures 6 and 7 illustrate a method or act of operating an aircraft including at least one wing or other suitable wing as outlined. Figure 8 shows an exemplary flow achieved.

[0083] Figure 6A shows a method 1010 for preparing a winged aircraft for takeoff. There is an act 1100 that provides an open injection slot and at least one open additional slot.

[0084] There is an action 1200 to set the chord line angle between the trailing edge chord line of the trailing edge and the leading edge chord line of the leading edge. Referring to Figure 3, for example, the wing has a leading edge 70 having a leading edge chord 72 and a trailing edge 72 having a trailing edge chord 73. The act 1300 involves generating a slot flow in each of the injection slots and at least one additional slot.

[0085] Figure 6B shows a takeoff or landing procedure 1020. Procedure 1020 can be performed after the takeoff preparation procedure 1010, or after cruising or during flight. Method 1020 includes the following actions:

[0086] There are methods for obtaining free airflow around a wing. Free airflow can be established by thrust or propulsion means that propel the aircraft, or by auxiliary airflow means. Wind conditions also contribute to free airflow. There is an action 1600 that adjusts the angle of attack (AoA) of the wing 10. Simultaneously, there is an act 1700 to maintain the negative pressure side flow from the injection slot toward the trailing edge in a substantially laminar flow. This maintenance act can be performed by using an airfoil as disclosed and / or by adjusting parameters such as AoA, free airflow velocity, or by changing or adjusting the slot flow by changing or adjusting the opening of the airfoil slots.

[0087] Figure 7A shows a cruising method 1030 for an aircraft having wings as disclosed. There is an action 1800 to close the injection slot 20 and at least one additional slot. There is an act 1900 of operating the aircraft 100 while the chord lines of the trailing edge 72 and the leading edge 70 are aligned during flight.

[0088] Figure 7B shows aircraft operation method 1000. Method 1000 may include methods 1010, 1020, and 1030 schematically shown in Figures 6A, 6B, and 7A. The operation method 1000 is further illustrated in Figure 8, where Figure 8A shows an exemplary flow established during the takeoff preparation method 1010 schematically shown in Figure 6A, Figure 8B shows an exemplary flow established during the takeoff or landing method 1020 schematically shown in Figure 6B, and Figure 8C shows an exemplary flow established during the cruising method 1030 or during flight.

[0089] Figure 8A shows the preparation for takeoff of an aircraft with wings as disclosed. Preparation involves opening the thrust slots and additional slots (booster slots). Flow is supplied to the slots as established and illustrated, and the high-speed airflow is engaged through the illustrated internal chambers. The air disperses from the aforementioned slots and follows the contour defined by the wings. Capillary effect contributes to this.

[0090] Figure 8B shows the point at which the aircraft reaches the horizontal speed required for lift or optimal lift. The aircraft's attitude rotates to a larger angle of attack (AoA) than usual relative to the free airflow. This procedure causes the stagnation point to be located very close to the trailing edge.

[0091] Laminar flow is maintained by active airflow, as explained. A large AoA results in exceptionally high lift, which in turn allows aircraft to take off at very low horizontal speeds, such as in Super-STOL aircraft.

[0092] The aircraft's horizontal speed increases towards its normal climb or cruising speed, while the angle of attack (AoA) decreases in sync with the adjustment or retraction of the thrust slots and additional slots (booster slots), along with a decrease in air thrust velocity. During descent and landing, the same procedure is performed in reverse order.

[0093] Figure 8 shows an operational configuration of an aircraft 1000 equipped with a wing 10 having a leading edge 12, a trailing edge 14, and a negative pressure side 16. The negative pressure side 16 has an injection slot 20 and an additional slot 30.

[0094] Figure 8A shows the case of preparing an aircraft for takeoff as disclosed. Preparation includes opening the injection slots 20 and additional slots 30 (booster slots). Flow is supplied to the slots as established and illustrated, and the high-speed airflow is to be involved through the illustrated internal chambers. Injection flow generating means 52 supplies injection slot flow 24 at injection flow velocity 25. Additional flow generating means 54 supplies additional flow 34 at additional flow velocity 35. The air is dispersed from the slots as described above and follows a contour defined by the wings. Capillary effect contributes to this.

[0095] Following Figure 8A, Figure 8B shows the point at which the aircraft reaches the horizontal speed required for lift or optimal lift. The aircraft's attitude rotates to a larger-than-usual angle of attack (AoA) of the chord 15 relative to the free airflow 15. This procedure causes the stagnation point to be located very close to the trailing edge 14.

[0096] Laminar flow is maintained by active airflow, as explained. A large AoA results in exceptionally high lift, which in turn allows aircraft to take off at very low horizontal speeds, such as in Super-STOL aircraft.

[0097] The aircraft's horizontal speed increases towards its normal climb or cruising speed, while the angle of attack (AoA) decreases in sync with the adjustment or retraction of the thrust and slots and additional slots (booster slots), along with a decrease in air thrust velocity. During descent and landing, the same procedure is performed in reverse order.

[0098] Figure 8C shows the flow and settings of the 1030 during cruising or flight. The thrust slots 20 and additional (booster) slots 30 are completely closed and retracted, and the active airflow is interrupted. The wings in the free airflow 40 provide the necessary lift for the aircraft, and as a result, normal flight characteristics are ensured.

[0099] Figure 9 shows details of the airfoil section closest to the leading edge in one of the embodiments shown in the above figure. The hinges of the flap hinge configuration 21 can be sheet hinges located on the inside of the wing, thereby achieving an airtight flap hinge configuration.

[0100] The injection flap 22, and therefore the injection slot 20, can be controlled, i.e., operated, opened, closed, and adjusted by a flap actuator configuration 76 comprising a rotatable element 77 having an actuator arm 78. The actuator arm 78 has a pin (not shown) which slides within the slot 79 when the rotatable element 77 is actuated and thereby rotated.

[0101] Although the aforementioned conduits are not shown in this embodiment, they can be present in this embodiment as they are present in some embodiment shown in the figure above. The internal structures 80 and 81 are provided to ensure the stability of the wing. The internal structures 80 and 81 may be equipped with various airflow openings 82 to ensure airflow within the wing. Furthermore, the internal structures 80, 81, preferably the internal structures 80 arranged in the longitudinal direction of the wing, may have recesses or similar features for supporting the injection flaps 22 when the injection slots are fully open, thereby preventing the injection flaps 22 from opening unintentionally or excessively. [Explanation of Symbols]

[0102] 10 wings 12 Leading edge 14 Trailing edge 15 chord 16. Negative pressure side 18 Positive pressure side 20 injection slots 21 Flap Hinge 22. Injection flaps 24 Jet flow 25 Injection flow rate 26 channels 30 additional slots 32 Additional flaps 34 Additional flow 35 Additional flow rate 40 Free airflow 50 Flow generating means 52 Injection flow generating means 54 Additional flow generating means 55 Communication path 60 hinge configuration 70 Wing leading edge 71 Wing leading edge chord 72 Wing trailing edge 73 Wing trailing edge chord 75 wing chord line angle 76 Flap Actuator Configuration 77 Rotatable elements 78 Actuator Arm 79 slots 80 Internal structure 81 Internal structure 82 Airflow opening 100 aircraft 200 Flight Computers 1000 Aircraft Operation Methods 1010 Takeoff Preparation Procedure 1020 Takeoff or Landing Procedures 1030 Cruising method 1100 The act of providing 1200 The act of setting 1300 The act of generating a slot machine flow 1500 The act of obtaining free airflow 1600 The act of adjusting 1700 The act of maintaining 1800 The act of closing 1900 The act of making something work

Claims

1. 1. A wing (10) configured for an aircraft (100), the wing (10) having a leading edge (12) and a trailing edge (14) and a suction side (16) and a pressure side (18), the suction side (16) having an injection slot (20) near the leading edge (12) and at least one additional slot (30) near the trailing edge (14).

2. The airfoil (10) of claim 1, further comprising an injection flap (22) operative on the suction side (16) and configured to operate to open, close or adjust an opening of the injection slot (20).

3. The wing (10) of claim 1 or 2, further comprising at least one additional flap (32) configured to be operable to open, close or adjust the opening of the at least one additional slot (30).

4. 4. The airfoil (10) of claim 1, wherein the injection slot (20) and the at least one additional slot (30) are in communication with a flow generating means (50) that provides flow to each of the injection slots (20) and the at least one additional slot (30).

5. 5. The airfoil (10) of claim 1, wherein the injection slot (20) is configured with an injection slot flow generating means (52) providing an injection flow (24) at an injection flow velocity (25), and the at least one additional slot (30) is configured with an additional slot flow generating means (54) providing an additional flow (34) at an additional flow velocity (35) different or independent from the injection flow velocity (24).

6. The airfoil (10) of any one of claims 2 to 5, wherein the injection flap (22) is hinged by a hinge arrangement (60) near the trailing edge (14) of the injection flap (22).

7. 7. The wing (10) of claim 6, wherein the at least one additional slot (30) is formed between a leading edge (70) and a trailing edge (72), and the at least one additional slot (30) is configured to be operable to open, close or adjust an opening of the at least one additional slot (30) by varying a trailing edge chord line (73) of the trailing edge (72) relative to a leading edge chord line (71) of the leading edge (70).

8. A wing (10) configured for an aircraft (100), comprising: A leading edge (12); A trailing edge (14); and a suction side (16) having an injection slot (20) near the leading edge (12); at least one additional slot (30) towards said trailing edge (14); A pressure side (18); and a leading edge (70) having a leading edge chord line (71); a trailing edge (72) with a trailing edge chord line (73); an injection flap (22) configured to operate on the suction side (16) and to operate to open, close or adjust the opening of the injection slot (20); Equipped with the leading edge (70) and the trailing edge (72) form together an airfoil (10) depending on their relative positions, and the injection flap (22) is hinged by a hinge arrangement (60) near the trailing edge (14) of the injection flap (22); 1. A wing (10), wherein the leading edge (70) and the trailing edge (72) are configured and arranged relative to one another to define the at least one additional slot (30), and the leading edge (70) and the trailing edge (72) are configured to be operable to open, close or adjust an opening of the at least one additional slot (30) by varying a chord line (73) of the trailing edge (72) relative to a chord line (71) of the leading edge (70).

9. A wing (10) as described in claim 8, wherein the additional slot (30) is positioned along the suction side (16) of the wing (10) between the leading edge (70) and the trailing edge (72), the additional slot (30) being opened and closed by dividing the wing (10) at a predetermined slot position and hingedly connecting the trailing edge (72) near the wing on the pressure side (18), such that the additional slot (30) on the suction side is exposed when the trailing edge (72) moves downward near the pressure side (18).

10. A wing (10) as described in claim 8 or 9, further comprising at least one additional flap (32) configured to operate to open, close or adjust the opening of at least one additional slot (30).

11. A blade (10) as described in any one of claims 8 to 10, wherein the injection slot (20) and the at least one additional slot (30) are connected to a flow generating means (50) which supplies flow to each of the injection slot (20) and the at least one additional slot (30).

12. A blade (10) as described in any one of claims 8 to 11, wherein the injection slot (20) is configured using an injection slot flow generating means (52) that supplies an injection flow (24) at an injection flow velocity (25), and the at least one additional slot (30) is configured using an additional slot flow generating means (54) that supplies an additional flow (34) at an additional flow velocity (35) different from or independent of the injection flow velocity (24).

13. A method (1000) for operating an aircraft (100) having at least one wing (10) according to any one of claims 1 to 12, comprising: Providing (1100) an open injection slot (20) and at least one open additional slot (30); Setting (1200) a chord line angle (75) between a trailing edge chord line (73) of the trailing edge (72) and a leading edge chord line (71) of the leading edge (70); generating a slot flow in each of the injection slots and the at least one additional slot; The method (1000) includes:

14. The method of claim 1, further comprising the steps of: obtaining a free airflow around the wing; adjusting (1600) the angle of attack (AoA) of the wing (10); maintaining a substantially laminar suction side flow from the injection slot toward the trailing edge; The method (1000) of claim 13, further comprising:

15. A method for manufacturing a gas turbine engine comprising: closing (1800) the injection slot (20) and the at least one additional slot (30); operating (1900) the aircraft (100) in flight with a chord line of the trailing edge (72) and a chord line of the leading edge (70) aligned; 15. The method (1000) of claim 13 or 14, comprising:

16. A flight computer (200) configured to perform the steps described in any one of claims 13 to 15.

17. An aircraft (100) constructed using at least one wing (10) described in any one of claims 1 to 12 and a flight computer (200) described in claim 16.

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