System and method for increasing lift-to-drag ratio of an aircraft

Abstract

A method and apparatus for increasing the lift-to-drag ratio of an aircraft is presented which uses a modified control system to achieve a novel retracted position of the trailing edge inboard flap, expanding the wing's cord and camber, creating a unique aerodynamically efficient profile, wherein voids between the aircraft wing's shared upper and lower fluid flow surfaces are closed using seals and / or structural elements.

Description

[0001] Attorney Docket: 1888P0101US SYSTEM AND METHOD FOR INCREASING LIFT-TO-DRAG RATIO

[0002] OF AN AIRCRAFT

[0003] CROSS-REFERENCE TO RELATED APPLICATION(S)

[0004]

[0001] This application is an international application that claims the benefit and priority of U.S. Provisional Patent Application No. 63 / 776,677, filed March 24, 2025, the contents of which are hereby incorporated by reference in its entirety.

[0005] TECHNICAL FIELD

[0006]

[0002] This disclosure relates to minor adjustments to existing aircraft wings that decrease the angle of attack, reduce fuselage drag, increase the lift-to-drag ratio of the aircraft, increase aerodynamic efficiency, and increase fuel efficiency.

[0007] BACKGROUND

[0008]

[0003] Lift and drag are aerodynamic forces contingent, in part, on an airfoil’s size, shape, flight velocity, and air conditions. As an expression of aerodynamic efficiency achieved with higher ratios, dividing the lift coefficient by the drag coefficient determines an aircraft’ s lift-to-drag ratio. Altering an airfoil’s shape by changing its camber and cord can affect flight performance and fuel economy by increasing the lift coefficient, achieving optimal efficiency for conventional flight operations. For decades, leading-edge devices and trailing-edge flaps have been used with aircraft systems and operations to change the camber of a wing shape during low-speed flight, such as takeoff, approach, and landing.

[0009]

[0004] The conventional approach to changing the flight control surface is to modify the entire airfoil, including the aileron, outboard, and inboard flaps. Historically, devices intended to change camber in flight required alteration to the inboard flap, outboard flap(s), and aileron(s). In many cases, the wing was altered by the addition of some device (see, for example, patents US 4,867,396; US 5,047,153; US 5,088,665; and US 5,265,830). In some instances, the trailing edge was specifically altered by re-cambering the wing by a variable displacement of the aft flap (see, for example, US 4,444,368). In US 6,598,834 the placement of the primary flight control surfaces contiguous to the airfoil’s trailing edge were relocated to novel positions that resulted in anAttorney Docket: 1888P0101US expanded cord and enhanced camber for the aircraft wing. Other alterations focus on fairing systems that decrease drag on the aircraft (see, for example, US 2006 / 261,217).

[0010]

[0005] More recent changes have included introducing a trailing edge variable camber (TEVC) system where the flaps can be rotated around their hinge lines to modify the camber of the wing during cruise flights, with spoilers or droop panels configured to seal the flaps along a compliant trailing edge during all of the positions the flaps take as part of the TEVC system (US 2019 / 176,962). US 2020 / 377,194 discloses a TEVC system that tethers the inboard flap to the outboard flap to create relative alignment between the inboard and outboard flaps.

[0011]

[0006] Yet others have focused on providing redundant actuation of wing control surfaces, such as outboard flaps and / or inboard flaps (US 2021 / 086,889). Still others have uncoupled movement of the inboard flap from the outboard flap via use of a lost motion device that allows a limited range / amount of relative movement between those components (US 2021 / 039,770).

[0012]

[0007] The lack of practical mechanical design, reliability, and functional hardware for changing an airfoil's camber solely to produce optimal efficiency during flight has contributed to limited aerodynamic, structural, and economic considerations. Replacing conventional with re-contoured flight control surfaces remains largely unproven and unaccepted in the aerospace community. The prior disclosures, some of which are theoretical and some of which have practical applications, do not provide passive drag reduction and lift improvement without making multiple alterations to the original aircraft manufacturer’s airfoil, trailing edge flight control surfaces, and / or trailing edge components.

[0013]

[0008] Consequently, there remains a need to improve the overall structure of the airfoil or wing to increase the lift-to-drag ratio of the aircraft, preferably by re-contouring the trailing edge flight control surfaces using as many original trailing edge components as possible. An increased lift-to-drag ratio of the aircraft would result from a decrease in the angle of attack and therefore increase fuel efficiency.

[0014] BRIEF SUMMARY

[0015]

[0009] This disclosure presents a simple approach to decreasing the angle of attack and reducing the fuselage drag to increase the lift-to-drag ratio of the aircraft by increasing the inboard flap airfoil’s cord length and camber without making significant structural alterations. This isAttorney Docket: 1888P0101US accomplished by providing a new predetermined position for only the inboard flap on a wing's trailing edge flight control surface. This modification results in greater aerodynamic efficiency and reduced fuel consumption without altering the manufacturer’s original shape or contour of the outboard flap(s) and / or aileron(s). While outboard flap(s) and / or aileron(s) positions can be altered in kind, the analysis provided below suggests such additional modifications are not necessary and in some cases less efficient. Thus, the easiest modification and perhaps most effective modification is for inboard flap adjustment.

[0016]

[0010] In one aspect, a method of decreasing the angle of attack and reducing fuselage drag thereby increasing the lift-to-drag ratio of an existing aircraft when the flaps are retracted is presented. This is done by modifying the position of the inboard flap when in the fully retracted position to a position that is rearward and below its original position without affecting flap movement limits when not in the flap retracted position.

[0017]

[0011] In another aspect, a method is presented for increasing the aerodynamic efficiency of the wings when the flaps are retracted by increasing the coefficient of lift by modifying an existing aircraft having an inboard flap. The original fully retracted inboard flap position is altered by limiting the inboard flap retraction to define a new fully retracted inboard flap position that is between the original retracted inboard flap position and an original inboard flap extended position without affecting the original flap segment movement limits when not in the fully retracted inboard flap position.

[0018]

[0012] In yet another aspect, a method of increasing the aerodynamic efficiency of an existing aircraft is presented where the lift-to-drag ratio is increased when the inboard flap is fully retracted by repositioning the inboard flap when in the fully retracted flap position to a position rearward and below its original position without affecting flap movement limits when not in the inboard flap retracted position.

[0019]

[0013] In still another aspect, a method is presented of modifying an inboard flap airfoil, including a wing and a trailing edge device forming flight control surfaces that are movable forward and aft relative to the wing by a flight control mechanism coupled to the trailing edge device through a kinematic linkage. The inboard flap airfoil is modified by removing and replacing part of the kinematic linkage associated with the inboard flap of the trailing edge device. Here, a new forwardAttorney Docket: 1888P0101US end position of the trailing edge inboard flap is displaced rearwardly compared to its original forward most position.

[0020]

[0014] In yet another aspect, a modified inboard flap airfoil is presented having a leading edge and a trailing edge, including a flight control surface member of the trailing edge, upper and lower surfaces extending between the leading and trailing edges and a cord length and camber length determined by the leading and trailing edges. Here, a flight control mechanism is coupled by at least one modified and / or altered component to the inboard flight control surface member which operates to move the flight control surface member between forward and rearward end positions, and which positions the inboard flight control surface member in a new forward position.

[0021]

[0015] In another aspect, only the position of the inboard flap is altered, and the position of the outboard flap(s) and aileron(s) are not altered and / or modified, remaining in their original positions. In yet another aspect, the position of the trailing edge inboard flap spoiler(s) is not modified and / or altered and remain in the original position.

[0022]

[0016] In some aspects, the inboard flap is repositioned by preventing full retraction of the inboard flap to its original position by providing an inboard flap drive lever having a modified length and / or being angled or arced which operates during deployment and retraction of the inboard flap. In other aspects, the inboard flap is repositioned in its fully retracted position by providing an altered and / or modified clevis and / or flap link arm shaft that operates during deployment and retraction of the inboard flap. In yet other aspects, the inboard flap is repositioned in its fully retracted position by providing an altered and / or modified flap link arm that operates during deployment and retraction of the inboard flap. In still other aspects, the inboard flap is repositioned in its fully retracted position by providing an altered and / or modified rotary actuator that operates during deployment and retraction of the inboard flap. In still other aspects, these altered and / or modified components or combinations thereof, further include altered and / or modified components such as the carriage, track, and / or carriage operating arm.

[0023]

[0017] In another aspect, a method of increasing the camber, cord, and / or wing area of an existing aircraft is presented. This is done by modifying the position of the inboard flap when in the fully retracted position to a position that has a 3°-10° downward angle (“droop”) as compared to its original fully retracted position.Attorney Docket: 1888P0101US

[0018] In some aspects, any void created between the inboard spoiler(s) of the airfoil’s trailing edge and the inboard flap is closed to maintain an even aerodynamic surface over the inboard spoiler and the inboard flap. In some aspects, the void is closed with, for example, a D-seal attached to the underside of the inboard spoiler(s).

[0024]

[0019] In some aspects, any void created between the inboard flap and the inboard fairing is closed to maintain an even aerodynamic surface over the inboard flap and the fairing. In some aspects, the void is closed, for example, with a D-seal attached to the underside of the inboard spoiler(s).

[0025]

[0020] In another aspect, a method of modifying an existing aircraft wing to increase the lift-to-drag ratio of the aircraft during flight when the inboard flap, outboard flap(s), if present, and aileron(s) are retracted, is presented, comprising: repositioning within a flight condition at least one of the inboard flap, outboard flap(s), and aileron(s) when in the retracted position to a position that is rearward and angled downward of its original retracted position without affecting movement limits when not in the retracted position; and providing a substantially even aerodynamic surface for fluid flow over the repositioned at least one inboard flap, outboard flap(s) and aileron(s), whereby the method increases the aerodynamic efficiency of the aircraft by increasing the lift-to-drag ratio when the at least one inboard flap, outboard flap(s) and aileron(s) is repositioned.

[0026]

[0021] In another aspect, the above method is presented, wherein at least one of the outboard flap(s) and aileron(s) is not repositioned; and / or wherein the inboard flap is repositioned by preventing full retraction of the inboard flap to its original position by providing an inboard flap drive lever with an angle, an arc, and / or a modified length for deployment and retraction of the inboard flap; and / or wherein a camber, cord, and wing area of the inboard flap airfoil is increased; and / or wherein the downward angle of the repositioned inboard flap is between 1° - 10° when fully retracted as compared to its original inboard flap position; and / or wherein the inboard flap retains its original position when not fully retracted; and / or wherein the existing aircraft is an Airbus A319 / A320 type aircraft; and / or wherein a wing containing the at least one inboard flap, outboard flap(s), and aileron(s), itself is not modified.

[0027]

[0022] In another aspect, a method of modifying an existing aircraft having one or multiple inboard, outboard, and / or aileron flap segments, including fore and aft flap segments, and having predetermined original flap positions, including an original flap retracted position and original flap extended position, to increase the lift-to-drag ratio of the aircraft when the flaps are retracted, isAttorney Docket: 1888P0101US presented, comprising: limiting the inboard flap retraction to define a new retracted position for the inboard flap that is between an original inboard flap position and an original inboard flap extended position without affecting the original flap movement limits when not in a fully retracted flap position; and reducing voids created by the new retracted position to maintain an even aerodynamic surface over the inboard flap, whereby the method increases the aerodynamic efficiency of the aircraft by increasing the lift coefficient and decreasing the drag coefficient when the inboard flap is in the new, fully retracted flap position.

[0028]

[0023] In yet another aspect, the above method is presented, wherein at least one of the outboard flap segment(s) and aileron segment(s) is not retracted; and / or wherein the inboard flap is repositioned by preventing full retraction of the inboard flap to its original position by providing an inboard flap drive lever with an angle, an arc, and / or a modified length for deployment and retraction of the inboard flap.

[0029]

[0024] In another aspect, a method of modifying an existing aircraft to increase the lift-to-drag ratio of the aircraft by using the inboard flap in a rearward and downward angled position to decrease the angle of attack and reduce fuselage drag when the inboard flap, outboard flap(s), if present, are retracted and wherein the aileron(s) is not repositioned, is presented, comprising: repositioning the inboard flap when in a flaps retracted position to a new position below its original position without affecting flap movement limits when not in the flaps retracted position; and; reducing voids created by the new position to maintain an even aerodynamic surface for fluid flow over the flaps, whereby the method increases the aerodynamic efficiency of the aircraft by decreasing the angle of attack, reducing fuselage drag and increasing the lift-to-drag ratio of the aircraft when the inboard flap is in the new, flap retracted position.

[0030]

[0025] In yet another aspect, the above method is presented, wherein the inboard flap is repositioned by preventing full retraction of the inboard flap to its original position by providing an inboard flap drive lever with an angle, an arc, and / or a modified length for deployment and retraction of the inboard flap.

[0031]

[0026] In another aspect, a method of modifying a wing, the wing including a trailing edge device forming flight control surfaces and movable forward and aft relative to the wing by a flight control mechanism coupled to the trailing edge device through a kinematic linkage, the trailing edge device being movable by the flight control mechanism and the kinematic linkage between theAttorney Docket: 1888P0101US forward and aft end positions, is presented, comprising: removing and replacing part of the kinematic linkage associated with an inboard flap of the trailing edge device to obtain a new forward end position of the trailing edge inboard flap, displaced rearwardly and downwardly with respect to the original forward end position of the trailing edge device inboard flap prior to modification of the wing, and the aft end position of the trailing edge device inboard flap remains unchanged; forming a gap in the surface of the airfoil on the topside of the wing and directly in front of the trailing edge device inboard flap when the trailing edge device is in the new forward end position; and installing a void filling structure to close the gap, wherein when the trailing edge device inboard flap is in the new forward end position, the modified wing has an increased coefficient of lift than prior to the modification thereof.

[0032]

[0027] In yet another aspect, the above method is presented, wherein the part of the kinematic linkage which is removed is an inboard flap drive lever and the corresponding part of the kinematic linkage substituted therefor is an inboard aft flap drive lever with an angle, an arc, and / or a modified length for deployment and retraction of the inboard flap from the aft end position to the new forward end position by operation of the flight control mechanism; and / or wherein the trailing edge device inboard flap is guided by a track during movement between the new forward end and aft end positions; and / or wherein no other components of the trailing edge device are modified.

[0033]

[0028] In another aspect, an aircraft wing is presented, comprising: a leading edge and a trailing edge; an upper surface and a lower surface extending between the leading and trailing edges; a cord length defined by the leading and trailing edges; a camber defined by the leading and trailing edges; an inboard flight control surface member as an integral part of the trailing edge of the wing; a control mechanism coupled to the inboard flight control surface member by a drive lever and operable to move the flight control surface member between a forward and aft end positions; the drive lever controlling the inboard flight control surface member having an angle, an arc, and / or a modified length connecting with the inboard flap link arm, wherein the inboard flight control surface member has a new position when in the forward position, wherein the flight control surface member is guided by a drive lever ultimately in contact with a track during movement thereof between the forward and aft end positions.Attorney Docket: 1888P0101US

[0029] In yet another aspect, the above wing is presented, wherein the drive lever of other flight control members is not modified; and / or wherein the wing is attached to at least one of a Boeing, Airbus, Lockheed, Dassault, Northrop, Grumman, and Honda aircraft.

[0034] BRIEF DESCRIPTION OF THE DRAWINGS

[0035]

[0030] This disclosure describes in detail and references drawings for an Airbus-type aircraft; however the disclosure is equally applicable to any aircraft having an inboard flap and aileron, with or without one or more outboard flaps. Figures depicting the port side wing are equally applicable to the starboard side, wherein:

[0036]

[0031] FIG. 1A: shows a top-down view of the association and position of an aircraft wing's trailing edge flight control devices for Airbus A319 / A320.

[0037]

[0032] FIG. IB: shows a top-down view of the association and position of an aircraft wing's trailing edge flight control devices for Airbus A340.

[0038]

[0033] FIG. 1C: shows a top-down view of the association and position of an aircraft wing's trailing edge flight control devices for Airbus A380.

[0039]

[0034] FIG. 2 : shows the starboard wing drivetrain, flaps, and other trailing edge devices for an Airbus A319 / A320.

[0040]

[0035] FIG. 3 : shows the original position of the inboard flap, outboard flap, and aileron for an Airbus A319 / A320.

[0041]

[0036] FIG. 4 : shows a cross-sectional view of the original fully retracted view of the inboard flap identifying parts of the inboard flap’s flight control systems.

[0042]

[0037] FIG. 5: shows a cross-sectional view of the original fully extended inboard flap.

[0043]

[0038] FIG. 6: depicts the various aspects of an airfoil.

[0044]

[0039] FIG. 7 : shows, in an exaggerated manner, a silhouette of the new “drooped” position of the inboard flap and inboard fairing (solid lines) compared to the original position of the inboard spoiler, inboard flap, and inboard fairing (dotted lines).

[0045]

[0040] FIG. 8 : shows, in an exaggerated manner, the new “drooped” position of the inboard flap compared to the original positions of the outboard flap and aileron.

[0046]

[0041] FIG. 9: provides examples as to how the drive lever could be altered to generate the new “drooped” position of the inboard flap.Attorney Docket: 1888P0101US

[0042] FIG. 10: provides an example as to how the flap link arm clevis could be altered to generate the new “drooped” position of the inboard flap.

[0047]

[0043] FIG. 11: provides an example as to how the flap link arm shaft could be altered to generate the new “drooped” position of the inboard flap.

[0048]

[0044] FIG. 12: provides an example as to how the flap link arm could be altered to generate the new “drooped” position of the inboard flap.

[0049]

[0045] FIG. 13: provides a schematic showing the position of the aileron (A), the outboard flap (■), and the inboard flap (•) wing measurements used for 2-D based Computational Fluid Dynamics (CFD).

[0050]

[0046] FIG. 14: provides

[0051]

[0047] FIG. 15: provides

[0052]

[0048] Reference Numerals in Drawings:

[0053] 1 Aircraft 16 Beam

[0054] 2 Wing / Airfoil 17 Flap Link Arm Clevis

[0055] 3 Inboard Flap 18 Flap Link Arm Shaft

[0056] 4 Outboard Flap 19 Flap Link Arm

[0057] 5 Aileron 20 Carriage

[0058] 6 Airfoil Cross-Section Cutaway 21 Track

[0059] 7 Fuselage 30 New Predetermined Inboard Flap Position 8 Spoilers 90 New Predetermined Inboard Fairing position 9 Fairings 110 Drive Lever Modification 1

[0060] 10 Drivetrain 111 Drive Lever Modification 2

[0061] 11 Drive Lever 170 Flap Link Arm Clevis Modification 1

[0062] 12 Rear Spar 180 Flap Link Arm Clevis Modification 2

[0063] 13 Inboard Flap Spoiler 190 Flap Link Arm Modification 1

[0064] 14 Airfoil

[0065] 15 Fairing Operating LinkageAttorney Docket: 1888P0101US

[0066] DETAILED DESCRIPTION

[0067]

[0049] As used herein, the terms "comprises," "comprising," "includes," "including," "has," "having," "contains" or "containing," or any other variation thereof, are intended to cover a nonexclusive inclusion. For example, a composition, a mixture, process, method, article, or apparatus that comprises a list of elements is not necessarily limited to only those elements but may include other elements not expressly listed or inherent to such composition, mixture, process, method, article, or apparatus. Further, unless expressly stated to the contrary, "or" refers to an inclusive or and not to an exclusive or. For example, a condition A or B is satisfied by any one of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), and both A and B are true (or present).

[0068]

[0050] Two approaches are described below, one involving the analysis and testing of an Airbus wing using a 2-D based CFD program using a 2-D representation of the wing; and a secondary analysis and testing of a similar wing using a 3-D based CFD program, modeling a 3-D representation of the wing. This 3-D testing was performed to verify the first 2-D results. A comparison of the 2-D vs. 3-D studies is made and conclusions presented for different modalities possible for increased aircraft efficiencies.

[0069]

[0051] The descriptions of FIGs. 1-13 entail the 2-D study. The descriptions of FIGs. 14-30 entail the 3-D study.

[0070]

[0052] Referring now to the disclosure in more detail, FIG. 1 depicts several different Airbus-type aircraft 1 configurations showing the placement of the wing 2 on the fuselage 7. The trailing edge of each wing 2 typically contains several components; specifically, an inboard flap 3, at least one outboard flap 4, and at least one aileron 5. The inboard flap 3 is the flap that is adjacent to the fuselage 7, while the aileron 5 is located adjacent to the tip of the wing 2. The outboard flap(s) 4 is located between the inboard flap 3 and the aileron 5. However, in some small aircraft 1, the trailing edge of the wing 2 may contain only a single inboard flap 3 and an aileron 5, but no outboard flap(s) 4.

[0071]

[0053] In addition, the trailing edge of the wing 2 has spoilers 8 adjacent to and above the inboard flap 3 and the outboard flap(s) 4, while a fairing(s) 9 is adjacent to and below the inboard flap 3Attorney Docket: 1888P0101US and the outboard flap(s) 4. Other components that are not shown can also be present, such as, without limitation, a tab or winglets.

[0072]

[0054] A general overview of the placement of a drivetrain 10 with respect to the trailing edge of the wing 2 and the fuselage 7 is shown in FIG. 2. The drivetrain 10 controls the operation of the inboard flap 3 and outboard flap(s) 4 upon a pilot’s action in the cockpit.

[0073]

[0055] Upon the pilot’s command, the drivetrain 10 operates the inboard flap 3 and the outboard flap(s) 4, if present, simultaneously. Typically, there are five positions that can be taken by the inboard flap 3 and the outboard flap(s) 4 in an Airbus-type aircraft 1. Those are fully retracted (aka “0”), fully extended (aka “4” or “Full”) and three additional positions (aka “1,” “2,” and “3”) whose positions are between the fully retracted and fully extended positions and which are used at various different points during takeoff, approach, and landing.

[0074]

[0056] In their original, unmodified, fully retracted positions, the inboard flap 3 and outboard flap(s) 4 reside in a single horizontal plane; that is, a straight edge placed across the trailing edge of the wing 2, on top of the inboard flap 3 and outboard flap(s) 4 would be in uniform contact with both of those components (FIG. 3). The paradigm has been that altering the positions of any one of the trailing edge components and breaking that single horizontal plane would negatively affect the lift-to-drag ratio of the aircraft 1.

[0075]

[0057] As noted above, the drivetrain 10 is connected to the inboard flap 3 and serves to control its positioning. FIG. 4 shows a cross-sectional view taken along path 6 (see FIG. 1) through the inboard flap spoiler 13, the inboard flap 3, and the inboard fairing 9. Here, the inboard flap 3 is connected to a carriage 20 which in turn is connected to a flap link arm 19, a flap link arm shaft 18, a flap link arm clevis 17, and a drive lever 11. The drive lever 11 is adjacent to a rear spar 12, which is adjacent to the skin of the upper surface of the wing 2. A rotary actuator (not shown) is attached to the rear spar 12 on the side opposite the drive lever 11.

[0076]

[0058] In addition, the inboard flap 3 is in contact with a fairing operating linkage 15. The fairing operating linkage 15 is in contact with the carriage 20, which travels on a track 21. The track 21 is joined to a beam 16.

[0077]

[0059] FIG. 5 shows a cross-sectional view taken along path 6 (see FIG. 1) when the inboard flap 3 is fully extended (aka “4” or “Full”). Here, the carriage 20 has moved down and aft on the track 21 such that the drive lever 11 is parallel to the inboard flap spoiler 13. This causes a gap to appearAttorney Docket: 1888P0101US between the inboard spoiler 13 and the inboard flap 3. This movement also causes the inboard fairing 9 to angle downward from its original position when the inboard flap 3 is in its fully retracted position (aka “0”). Consequently, a gap also appears between the inboard flap 3 and the upper portion of the inboard fairing 9.

[0078]

[0060] The cord length and camber of the airfoil 14 from the leading edge to the trailing edge is increased for the portion of the airfoil 14 that includes the inboard flap 3 (see FIG. 6). This is done by altering the fully retracted position of the inboard flap 3 to a new predetermined fully retracted position that is extended rearward and downward from its original fully retracted position. FIG. 7 is a silhouette of the cross-sectional view of the inboard flap 3 and inboard fairing 9 in their original positions (dotted lines) and their new positions (i.e. 30 and 90, respectively; solid lines). The rearward and downward position essentially creates a “droop” for the inboard flap 3 in its fully retracted position as compared to the fully retracted position of the outboard flap 4, as shown in FIG. 8. The amount of “droop” typically falls within the range of l°-10°, such as 1°, 2°, 3°, 3.5 °, 4.0 °, 4.5 °, 5.0 °, 5.5 °, 6.0 °, 6.5 °, 7.0 °, 7.5 °, 8.0 °, 8.5 °, 9.0 °, 9.5 °, 10.0 °, or any number therebetween.

[0079]

[0061] The “droop” can be accomplished with minimal alterations to the mechanics controlling the position of the inboard flap 3. In some aspects, the drive lever 11 is altered. FIG. 9 shows an angled drive lever 110 and an arced drive lever 111. Here, when in the fully retracted position the angled drive lever 110 or arced drive lever 111 places the clevis 17 rearward of its original position. It follows that the other components shown in FIG. 4 assume new fully retracted positions compared to their original positions, with the exception of the rear spar 12, the spoiler 13, the beam 16, and the track 21. This results in a new rearward and downward position of the inboard flap 3 and inboard fairing 9.

[0080]

[0062] In other aspects, as shown in FIG. 10, a clevis 170 that is lengthened (solid lines) compared to its original size (dotted lines) again ultimately places the inboard flap 3 and inboard fairing 9 in their new “drooped” positions. Similarly, in yet other aspects, as shown in FIG. 11, a lengthened flap link arm shaft 180 or, as shown in FIG. 12, a lengthened flap link arm also result in a new inboard flap 3 and inboard fairing 9 “drooped” position. It is understood that each of the altered components discussed can produce the desired new “drooped” position, but combinations of such changes can also result in the same effect.Attorney Docket: 1888P0101US

[0063] For each altered / modified part, current accepted aircraft 1 maintenance and repair practices govern the gauge, width, and material properties of the parts. Consequently, materials accepted by the aeronautical industry and / or FAA are used.

[0081]

[0064] Re-situating the inboard flap 3 to the predetermined position creates a void between the inboard spoiler 13 and the inboard flap 3. This disrupts the even aerodynamic surface of the aircraft wing 2. This void can be eliminated by the addition of, for example, a D-seal to the lower surface of the inboard spoiler 13. This can be accomplished by directly mounting the D-seal to the lower surface of the inboard spoiler 13. The D-seal is of sufficient height to cover the void when the inboard flap 3 is in its fully retracted position. The D-seal is mounted on the same plane as the lower surface of the inboard spoiler 13 such that it extends the entire span of the inboard spoiler 13. Alternative solutions are also envisioned and can be addressed by adjusting a current kinematic part or, for example, by extending the length or arc of the inboard flap spoiler 13. Current accepted aircraft 1 maintenance and repair practices govern the gauge, width, and material properties of the D-seal, its placement, and the type of fastener used as well as the gauge, width, and material properties of any other part addition(s) or change(s) made.

[0082]

[0065] Similarly, any void created between the inboard flap 3 and the inboard fairing 9 when the inboard flap 3 and inboard fairing 9 are in their new predetermined positions can be resolved by adding a D-seal, extending the length or arc of the inboard flap 3, altering the length or arc of the upper surface of the inboard fairing 9, or by adjusting a current kinematic part. Again, current accepted aircraft 1 maintenance and repair practices govern the gauge, width, and material properties of a D-seal, its placement, and the type of fastener used as well as the gauge, width, and material properties of any other part addition(s) or change(s) made.

[0083]

[0066] In addition, it becomes evident that the method and alterations described above:

[0084] (a) decrease the angle of attack for the aircraft 1,

[0085] (b) reduce the fuselage 7 drag,

[0086] (c) increase the lift-to-drag ratio of the aircraft 1,

[0087] (d) allow the primary flight control surfaces of an aircraft wing 2 to be operated as originally intended,

[0088] (e) creates a unique airfoil 14 geometric profile for the inboard flap 3 area when the inboard flap 3 is in its fully retracted position,Attorney Docket: 1888P0101US (f) makes no changes to the airfoil geometric profile for the outboard flap(s) 4 area and / or aileron(s) 5 area, and

[0089] (g) will improve the aerodynamic efficiency of an inboard flap 3 airfoil by increasing the coefficient of lift.

[0090]

[0067] The altered “droop” position of the inboard flap 3 functions passively and operates using aerodynamic principles. It is known from classical aerodynamic theory that a more highly cambered than usual trailing edge section will improve overall airfoil lifting efficiency and a reduced angle of attack will reduce the aircraft 1 coefficient of drag. In this innovation, it was discovered that only increasing the camber of the inboard flap 3 was necessary to create a reduced angle of attack and reduce the coefficient of drag for the fuselage 7, leading to the improved lifting and cruise efficiency.

[0091]

[0068] The desirable properties and efficiency of the inboard flap 3 airfoil are maximized during the vast majority of the time that the inboard flap 3 airfoil is operating. Specialized operation or flight procedures are not required; pilots and maintenance personnel will perform their respective duties in the same manner as they did previously.

[0092]

[0069] When use of the trailing edge components is necessary, the inboard flap 3, outboard flap(s) 4, if present, and aileron(s) 5 all move at the same time. For the inboard flap 3, the drive lever 11, flap link arm clevis 17, flap link arm shaft 18, flap link arm 19, and carriage 20 operate together to move the inboard flap 3 on the track 21 to an extended position. The fairing operating linkage 15 is moved at the same time causing the inboard fairing 9 to assume a downward position.

[0093]

[0070] These parts interact similarly when the inboard flap 3 is retracted; however, the presence of a modified component, such as an angled drive lever 110, an arced drive lever 111, a lengthened flap link arm clevis 170, a lengthened flap link arm shaft 180, a lengthened and / or angled flap link arm 190, or any combination thereof prevent the inboard flap 3 from returning to its original position, instead causing the fully retracted inboard flap 3 to be in a new predetermined position. This increases the camber and extends the cord of the airfoil, leading to a new geometric profile of the airfoil at the inboard flap 3 position, causing a decrease in the angle of attack, reducing fuselage 7 drag, increasing the lift-to-drag ratio of the aircraft 1, and resulting in decreased fuel consumption for any distance flown for the aircraft 1 operating with the improved inboard flap 3 airfoil.Attorney Docket: 1888P0101US

[0071] In addition, this improved inboard flap 3 airfoil provides the capability of climbing to a higher initial cruising altitude at an increased rate of climb and allows for a more level cruising profile; that is, has a lower angle of attack for cruise, resulting in less fuselage 7 drag, and increasing the lift-to-drag ratio for the aircraft 1 leading to improved fuel efficiency .

[0094]

[0072] Small aircraft having only an inboard flap 3 and an aileron(s) 5 with a preset flap position can be altered as discussed above to achieve the decreased angle of attack, reduced fuselage drag 7 and increased fuel efficiency. With respect to small aircraft 1 having only an inboard flap 3 and an aileron(s) 5, and where the pilot’s flap control device(s) are not set to predetermined angles, the pilot is able to manually adjust the angle of “droop” of the inboard flap 3 to the desired angle for increased inboard flap 3 airfoil cord and camber, thereby increasing the coefficient of lift for the inboard flap 3 airfoil. This ultimately leads to the desired results of decreasing the angle of attack, reducing fuselage 7 drag, and thus increasing fuel efficiency.

[0095] Examples

[0096] Example 1 - Wing 2 airfoil 14 measurements and cord determination

[0097]

[0073] Wing 2 airfoil 14 measurements were taken for three sections of an A319 / A320 wing 2; the middle of the aileron 5, the middle of the outboard flap 4, and the middle of the inboard flap 3 (FIG. 13). Three configurations were defined for each wing 2 section:

[0098] Baseline the original position in the standard A319 / A320 wing 2

[0099] - Mod 1 slight extension / deflection of inboard flap 3 (4° “droop”), outboard flap 4 (2° “droop”), and aileron 5 (1-1.5° “droop”)

[0100] Mod 2 moderate extension / deflection of inboard flap 3 (6.5° “droop”), outboard flap 4 (3.5° “droop”), and aileron 5 (2° “droop”)

[0101]

[0074] Using the measurement data, the cord length was determined (Table 1).

[0102] Table 1

[0103] Configuration Aileron 5 Outboard Flap 4 Inboard Flap 3 Baseline 1.96 m 3.08 m 4.83 m

[0104] Mod 1 1.96 m 3.18 m 4.89 m

[0105] Mod 2 1.96 m 3.21 m 4.97 m

[0106]

[0107] Example 2 - Computational Fluid Dynamics (CFD) SimulationAttorney Docket: 1888P0101US

[0075] CFD analysis was conducted for each cross-section of the baseline and the two modifications using the airfoil 14 data presented above. The goal was to evaluate the potential for improvement of the lift-to-drag ratio by the modified airfoils 14 and increase in wing area. An assumption was that the modified wing 2 would be aerodynamically smooth with no significant steps or gaps in the airfoil 14.

[0108]

[0076] The following conditions were used for the CFD simulation:

[0109] Atmospheric conditions International Standard Atmosphere (ISA) Aircraft 1 mass 75,000 kg

[0110] Wing 2 span 34.1 m

[0111] Wing 2 area See Table 2

[0112] - Investigated flight conditions See Table 3

[0113] Table 2

[0114] Configuration Wing 2 Area (m2) Wing 2 Area Increase over Baseline (%) Baseline (BL) 122.6 - Mod 1 (Ml) 123.5 0.70%

[0115] Mod 2 (M2) 124.1 1.19%

[0116]

[0117] Table 3

[0118] Speed

[0119] Flight Condition Altitude (ft) Indicated Air Speed The Actual Speed Mach (FC #) (IAS; kts) (TAS; kts)

[0120] 1 10,000 250.0 290.9 0.456 2 10,000 300.0 349.1 0.547 3 26,650 300.0 461.4 0.772 4 35,000 247.8 455.0 0.772

[0121]

[0122]

[0077] To ensure a valid model and correct CFD setup, a validation run using the well documented RAE 2822 airfoil 14 was performed. There was good agreement with the results from wind tunnel data and other CFD simulations, confirming the validity of the model (data not shown).Attorney Docket: 1888P0101US

[0078] The coefficient of drag (CD) and coefficient of lift (CL) were calculated for the relevant angle of attack range, plots generated and the lift-to-drag maximum (L / D max) calculated for each flight condition (data not shown). For the unmodified aircraft 1, flight conditions #l-#3 resulted in airfoil 14 conditions very close to best L / D. This is consistent with an optimized wing 2 design where the aircraft 1 is flown slightly on the fast side of optimum L / D speed in all wing 2 sections.

[0123]

[0079] The Ml configuration resulted in a pitch angle change of approximately 1° nose down to achieve a trimmed lift condition (data not shown). For the M2 configuration, the pitch angle change increased to approximately 1.5° nose down (data not shown). With respect to wing 2 area, both modifications increased wing 2 area and therefore lowered the required CL for trimmed flight conditions by 0.7% for Ml and 1.2% for M2 (Table 4).

[0124] Table 4

[0125] FC # Altitude (ft) IAS (kts) Mach CL

[0126] BL Ml M2

[0127] 1 10,000 250 0.456 0.952 0.588 -0.7% 0.585 -1.2% 2 10,000 300 0.547 0.411 0.408 -0.7% 0.406 -1.2% 3 26,650 300 0.772 0.411 0.408 -0.7% 0.406 -1.2% 4 35,000 247.8 0.772 0.603 0.599 -0.7% 0.596 -1.2%

[0128]

[0129]

[0080] Table 5 shows the effect of the modifications on the maximum L / D for all flight conditions. Here, airfoil 14 maximum L / D of the inboard flap 3 is slightly increased by both modification in flight conditions #1 and #2. For flight conditions #3 and #4, the improvement is more pronounced with approximately 4%.

[0130]

[0081] Neither outboard flap 4 airfoil 14 modifications improved the maximum L / D in all investigated flight conditions. Maximum L / D was unchanged for flight conditions #2, but decreased for all other flight conditions with a maximum penalty of 9% for M2 in flight condition #4.

[0131]

[0082] The aileron 5 airfoil 14 modifications resulted in slightly lower maximum L / D for all flight conditions with a maximum penalty of 2.9%. The exception was M2 in flight conditions #3 and #4, where the penalty was significantly higher with a maximum of 15.1%.

[0132] Table 5Attorney Docket: 1888P0101US Max L / D FC #1 FC #2 FC #3 FC #4 IB Flap 3 BL 47.3 - 44.2 - 29.2 28.8

[0133] Ml 47.3 0.1% 44.2 0.0% 30.0 2.7% 29.9 3.8% M2 47.8 1.0% 44.6 0.8% 30.5 4.2% 29.8 3.7% OB Flap BL 55.2 - 51.0 - 34.6 33.6

[0134] 4 Ml 54.2 -1.8% 51.0 0.0% 33.3 -3.5% 32.5 -3.4% M2 54.2 -1.8% 51.0 0.0% 31.5 -9.0% 30.6 -9.0% Aileron 5 BL 62.4 - 58.1 36.2 35.4

[0135] Ml 61.1 -2.1% 57.2 -1.5% 35.2 -2.9% 34.4 -2.9% M2 61.0 -2.2% 57.9 -0.3% 30.8 -15.1% 30.2 -14.6%

[0136]

[0137]

[0083] The results obtained indicated that the modifications resulted in an increased wing 2 area respectively in a slightly reduced CL for trimmed flight conditions (Ml = 0.7%; M2 = 1.2%). The expected effects on performance are

[0138] - better climb and descent performance; and

[0139] potentially higher cruising altitude, resulting in improved cruise performance

[0084] Pitch angle was changed by all modifications (Ml = approximately 1° nose down; M2 = approximately 1.5° nose down). This has the potential to decrease fuselage drag and is expected to be more significant in cruise flight at high altitudes.

[0140]

[0085] All modifications shifted maximum airfoil 14 L / D to higher CL values which would allow a slower speed with little airfoil 14 drag penalty. This also has the potential of reducing fuselage 7 drag.

[0141]

[0086] Both Ml and M2 improved inboard flap 3 maximum airfoil 14 L / D in all flight conditions; however, outboard flap 4 and aileron 5 maximum airfoil 14 L / D were not improved. Importantly, aileron 5 modification M2 resulted in a significant penalty for high Mach numbers (i.e. flight conditions #3 and #4).

[0142]

[0087] The following FIGS, detail a second simulation using a 3-D based CFD program, modeling a 3-D representation of an Airbus 320 wing. Starting with the 3-D based CFD program, four flight conditions were simulated, show in Table 6.

[0143]

[0088] Table 6 - Flight ConditionsAttorney Docket: 1888P0101US

[0144] Flight Condition Altitude (ft) Mach

[0145] 1 10,000 0.456

[0146] 2 10,000 0.547

[0147] 3 26,650 0.772

[0148] 4 35,000 0.772

[0149]

[0089] For each flight condition, an angle of attack sweep was conducted using each airfoil configuration, Baseline, Mod 1, Mod 1, as seen in FIG. 14. Mod 1 introduced a slight inboard flap droop / extension (corresponding to a 4° “droop”) over the baseline while Mod 2 introduced a moderate inboard flap droop / extension (corresponding to a 6.5° “droop”). Table 7 lists the chord lengths of the inboard airfoil sections for each airfoil configuration.

[0150]

[0090] Table 7 - Airfoil Inboard Chord Length

[0151] Configuration Chord Length (m)

[0152] Baseline (BL) 4.83

[0153] Mod 1 (Ml) 4° 4.89

[0154] Mod 2 (M2) 6.5° 4.97

[0155]

[0156]

[0091] Drag polars were plotted for each airfoil and flight condition, including the line of max L / D. Plots of lift coefficient vs angle of attack were also made to show the increase in lift from the modifications. Results of the simulations are seen in FIGS. 15-30, with FIGS. 15-18 showing Flight Condition 1 results, FIGS. 19-22 showing Flight Condition 2 results, FIGS.23-26 showing Flight Condition 3 results and FIGS.27-30 showing Flight Condition 4 results.

[0157]

[0092] Flight Condition 1: FIG. 15 shows the coefficient of lift (CL) for the relevant angle of attack range, with 150 representing the baseline (BL) configuration, 151 as Mod 1 and 152 as Mod 2. Both Mod 1 and Mod 2 showed higher CL values over the BL. FIG. 16 shows the Baseline Drag Polar plot for CL against the coefficient of drag (CD), with 160 representing the BL and 165 representing the lift-to-drag maximum (L / D max). FIG. 17 shows the Mod 1 Drag Polar plot where 170 represents Mod 1 and 175 the L / D max line. FIG. 18 shows the Mod 2 Drag Polar plot where 180 represents Mod 1 and 185 the L / D max line.

[0158]

[0093] Flight Condition 2: FIG. 19 shows the coefficient of lift (CL) for the relevant angle of attack range, with 190 representing the baseline (BL) configuration, 191 as Mod 1 and 192 as Mod 2. Both Mod 1 and Mod 2 showed higher CL values over the BL. FIG. 20 shows the BaselineAttorney Docket: 1888P0101US Drag Polar plot for CL against the coefficient of drag (CD), with 200 representing the BL and 205 representing the lift-to-drag maximum (L / D max). FIG. 21 shows the Mod 1 Drag Polar plot where 210 represents Mod 1 and 215 the L / D max line. FIG.22 shows the Mod 2 Drag Polar plot where 220 represents Mod 1 and 225 the L / D max line.

[0159]

[0094] Flight Condition 3 : FIG. 23 shows the coefficient of lift (CL) for the relevant angle of attack range, with 230 representing the baseline (BL) configuration, 231 as Mod 1 and 232 as Mod 2. Both Mod 1 and Mod 2 showed higher CL values over the BL. FIG. 24 shows the Baseline Drag Polar plot for CL against the coefficient of drag (CD), with 240 representing the BL and 245 representing the lift-to-drag maximum (L / D max). FIG. 25 shows the Mod 1 Drag Polar plot where 250 represents Mod 1 and 255 the L / D max line. FIG.26 shows the Mod 2 Drag Polar plot where 260 represents Mod 1 and 265 the L / D max line.

[0160]

[0095] Flight Condition 4: FIG. 27 shows the coefficient of lift (CL) for the relevant angle of attack range, with 270 representing the baseline (BL) configuration, 271 as Mod 1 and 272 as Mod 2. Both Mod 1 and Mod 2 showed higher CL values over the BL. FIG. 28 shows the Baseline Drag Polar plot for CL against the coefficient of drag (CD), with 280 representing the BL and 285 representing the lift-to-drag maximum (L / D max). FIG. 29 shows the Mod 1 Drag Polar plot where 290 represents Mod 1 and 295 the L / D max line. FIG.30 shows the Mod 2 Drag Polar plot where 300 represents Mod 1 and 305 the L / D max line.

[0161]

[0096] As seen in Table 8 below, and as seen in the above FIGs. both inboard flap modifications (Mod 1, Mod 2) see an increase in L / D for all four flight conditions. The increase is more substantial for higher mach and altitude conditions than lower ones. The Mod 2 modification also saw a more substantial performance increase over Mod 1 (with the exception of Flight Condition #2). Both modifications also decrease the trim angle of attack with Mod 2 averaging 1-1.5 degrees nose down. These trends are consistent with the 2-D study discussed above. However, the 3-D analysis showed a Mod 2 performance increase of nearly 13% for flight conditions #3 and #4 which is over double what the 2-D analysis predicted. This suggests the increased accuracy from 3-D modeling produced a more precise simulation of the inboard flap modifications’ effect on the L / D. Thus, significant increase in efficiency can be obtained by solely utilizing the Mod 2 adjustment to the inboard flap, specifically under a flight condition 3 scenario. This further suggests that an implementationAttorney Docket: 1888P0101US that utilizes both a configurable Mod 1 and Mod 2 adaptation will provide maximum efficiency gains under both flight conditions 2 and 3 (3.78% to 14.2 %). As seen in Table 8, all flight conditions were benefited by either of Mod 1 or Mod 2. Therefore, this simulation and analysis provides a high degree of confidence in the performance advantages offered under the Mod 1 and Mod 2 modifications stated herein.

[0162]

[0097] Table 8 - Summary of Max L / D for all Flight Conditions

[0163] Flight Cond. Baseline L / D Mod 1 L / D Mod 2 L / DiV10a 1Mod 2

[0164] % Increase % Increase 1 72.8 72.9 73.9 0.14% 1.51%

[0165] 2 70.3 73.0 71.5 3.78% 1.68%

[0166] 3 42.9 48.7 50.0 11.9% 14.2%

[0167] 4 43.1 46.2 48.9 6.7% 11.9%

[0168]

[0098] In view of the two approaches listed above (2-D & 3-D) it is posited that manipulation of the inboard flap “droop” during different flight conditions, will produce measurable and significant increase in flight performance, while only incurring minor flap modification. Specifically, as demonstrated in FIGS. 9-12, for example, a flap link arm modification would position the inboard flap to the desired “droop” angle. Such a minor modification would prove to be significantly less expensive than a wingtip addition or extended wings. Since the modification affects such a small area of the airfoil, and aircraft operations remain unchanged, it is expected that the certification / legalization / training requirements by civil aviation authorities may be simplified to some degree. It should also be remembered that the increased climb and cruise performance result in reduced fuel consumption, leading to decreased powerplant emissions, longer range.

[0169]

[0099] It is also submitted that while the above 3-D studies were devoted to an Airbus A320 wing, the underlying principles should be readily applicable to other aircraft manufacturers, specifically with those having an inboard flap. This commonality of application is premised on the understanding that flap-to-wing physics are not unique to the Airbus A320, and if a similar or like wing and flap structure is found in another type aircraft, the same principles should apply mutatis mutandis. Thus, the exemplary methods and apparatuses describedAttorney Docket: 1888P0101US herein may be application to other Airbus non-A320 wings, Boeing aircraft, as well as to other manufacturers such as Lockheed, Dassault, Northrop, Grumman, Honda, and many other aircraft companies.

[0170]

[0100] It is also submitted that while the above simulation data was performed for inboard flap modification angles of between 40- 6.50“droop,” it is fully expected that different “droop” angles greater and lesser than those simulated will produce increased performance results. Thus, ranges between 1° to 100are believed to be within the scope of applicability.

[0171]

[0101] The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

Attorney Docket: 1888P0101US CLAIMSWhat is claimed is:

1. A method of modifying an existing aircraft to increase the lift-to-drag ratio of the aircraft wing during flight when the inboard flap, outboard flap(s), if present, and aileron(s) are retracted comprising:(a) repositioning within a flight condition at least one of the inboard flap, outboard flap(s), and aileron(s) when in the retracted position to a position that is rearward and angled downward of its original retracted position without affecting movement limits when not in the retracted position; and(b) providing a substantially even aerodynamic surface for fluid flow over the repositioned at least one inboard flap, outboard flap(s) and aileron(s),whereby the method increases the aerodynamic efficiency of the aircraft by increasing the lift-to-drag ratio when the at least one inboard flap, outboard flap(s) and aileron(s) is repositioned.

2. The method according to claim 1, wherein at least one of the outboard flap(s) and aileron(s) is not repositioned.

3. The method according to claim 1, wherein the inboard flap is repositioned by preventing full retraction of the inboard flap to its original position by providing an inboard flap drive lever with an angle, an arc, and / or a modified length for deployment and retraction of the inboard flap.

4. The method according to claim 1, wherein a camber, cord, and wing area of the inboard flap is increased.

5. The method according to claim 1, wherein the downward angle of the repositioned inboard flap is between 1° - 10° when fully retracted as compared to its original inboard flap position.Attorney Docket: 1888P0101US 6. The method according to claim 1, wherein the inboard flap retains its original position when not fully retracted.

7. The method according to claim 1, wherein the existing aircraft is an Airbus A319 / A320 type aircraft.

8. The method according to claim 1, wherein the wing containing the at least one inboard flap, outboard flap(s), and aileron(s), itself is not modified.

9. A method of modifying an existing aircraft having one or multiple inboard, outboard, and / or aileron flap segments, including fore and aft flap segments, and having predetermined original flap positions, including an original flap retracted position and original flap extended position, to increase the lift-to-drag ratio of the aircraft when the flaps are retracted, comprising:(a) limiting the inboard flap retraction to define a new retracted position for the inboard flap that is between an original inboard flap position and an original inboard flap extended position without affecting the original flap movement limits when not in a fully retracted flap position; and(b) reducing voids created by the new retracted position to maintain an even aerodynamic surface over the inboard flap,whereby the method increases the aerodynamic efficiency of the aircraft by increasing the lift coefficient and decreasing the drag coefficient when the inboard flap is in the new, fully retracted flap position.

10. The method according to claim 9, wherein at least one of the outboard flap segment(s) and aileron segment(s) is not retracted.

11. The method according to claim 9, wherein the inboard flap is repositioned by preventing full retraction of the inboard flap to its original position by providing an inboard flap drive lever with an angle, an arc, and / or a modified length for deployment and retraction of the inboard flap.Attorney Docket: 1888P0101US 12. A method of modifying an existing aircraft to increase the lift-to-drag ratio of the aircraft by using the inboard flap in a rearward and downward angled position to decrease the angle of attack and reduce fuselage drag when the inboard flap, outboard flap(s), if present, are retracted and wherein the aileron(s) is not repositioned, comprising:(a) repositioning the inboard flap when in a flaps retracted position to a new position below its original position without affecting flap movement limits when not in the flaps retracted position; and(b) reducing voids created by the new position to maintain an even aerodynamic surface for fluid flow over the flaps,whereby the method increases the aerodynamic efficiency of the aircraft by decreasing the angle of attack, reducing fuselage drag and increasing the lift-to-drag ratio of the aircraft when the inboard flap is in the new, flap retracted position.

13. The method according to claim 12, wherein the inboard flap is repositioned by preventing full retraction of the inboard flap to its original position by providing an inboard flap drive lever with an angle, an arc, and / or a modified length for deployment and retraction of the inboard flap.

14. A method of modifying a wing, the wing including a trailing edge device forming flight control surfaces and movable forward and aft relative to the wing by a flight control mechanism coupled to the trailing edge device through a kinematic linkage, the trailing edge device being movable by the flight control mechanism and the kinematic linkage between the forward and aft end positions, wherein the method comprises:(a) removing and replacing part of the kinematic linkage associated with an inboard flap of the trailing edge device to obtain a new forward end position of the trailing edge inboard flap, displaced rearwardly and downwardly with respect to an original forward end position of the trailing edge device inboard flap prior to modification of the wing, and the aft end position of the trailing edge device inboard flap remains unchanged;Attorney Docket: 1888P0101US (b) forming a gap in the surface of the airfoil on the topside of the wing and directly in front of the trailing edge device inboard flap when the trailing edge device is in the new forward end position; and(c) installing a void filling structure to close the gap,wherein when the trailing edge device inboard flap is in the new forward end position, the modified wing has an increased coefficient of lift than prior to the modification thereof.

15. The method according to claim 14, wherein the part of the kinematic linkage which is removed is an inboard flap drive lever and the corresponding part of the kinematic linkage substituted therefor is an inboard aft flap drive lever with an angle, an arc, and / or a modified length for deployment and retraction of the inboard flap from the aft end position to the new forward end position by operation of the flight control mechanism.

16. The method according to claim 14, wherein the trailing edge device inboard flap is guided by a track during movement between the new forward end and aft end positions.

17. The method according to claim 14, wherein no other components of the trailing edge device are modified.

18. An aircraft wing comprising:(a) a leading edge and a trailing edge;(b) an upper surface and a lower surface extending between the leading and trailing edges; (c) a cord length defined by the leading and trailing edges;(d) a camber defined by the leading and trailing edges;(e) an inboard flight control surface member as an integral part of the trailing edge of the wing;(f) a control mechanism coupled to the inboard flight control surface member by a drive lever and operable to move the flight control surface member between a forward and aft end positions; andAttorney Docket: 1888P0101US (g) the drive lever controlling the inboard flight control surface member having an angle, an arc, and / or a modified length connecting with the inboard flap link arm, wherein the inboard flight control surface member has a new position when in the forward position.

19. The aircraft wing according to claim 18, wherein the flight control surface member is guided by a drive lever ultimately in contact with a track during movement thereof between the forward and aft end positions.

20. The aircraft wing according to claim 19, wherein the drive lever of other flight control members is not modified.

21. An aircraft wing, according to claim 18, wherein the wing is attached to at least one of a Boeing, Airbus, Lockheed, Dassault, Northrop, Grumman, and Honda aircraft.

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