Wing Assembly with Movable Spoiler and Flap for Short Takeoff
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current aircraft designs require longer distances for take-off and landing, which is a limitation for both military and civilian applications, as it affects maneuverability, speed, and operational efficiency.
Innovation Solution
The development of a wing assembly with a spoiler and flap system that can occupy up to two-thirds of the chord line of an airfoil, allowing for increased control surface area, which can pivot to reduce runway length by creating drag and lift during take-off and landing.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Length of moving object
If conventional spoiler and flap sizes are used (occupying up to 20% of chord line), then aircraft structure is simpler and manufacturing is easier, but take-off and landing distances are longer
Solution Approach 1:
The spoiler and flap are designed as movable control surfaces that can pivot between neutral and active positions. The dynamic deployment of these surfaces allows the aircraft to generate additional drag and lift only when needed during take-off and landing, rather than requiring permanently large fixed surfaces. This resolves the contradiction by providing the necessary control surface area dynamically rather than statically.
Solution Approach 2:
The control surface is divided into two separate components - a spoiler on the upper wing surface and a flap on the lower wing surface. Each can be independently actuated and positioned. This segmentation allows for more flexible aerodynamic control and enables the system to achieve the desired drag and lift effects with smaller individual surface areas compared to a single large conventional control surface.
2Productivity
If larger control surfaces are used to reduce runway length, then take-off and landing performance improves, but aircraft maneuverability during flight may be affected
Solution Approach 1:
The spoiler and flap can be dynamically adjusted between neutral (flush with wing surfaces) and active (pivoted outward) positions. During cruise flight, both surfaces remain in the neutral position to maintain smooth airflow and proper aerodynamic characteristics for maneuverability. During take-off and landing, they pivot to active positions to generate the necessary drag and lift. This dynamic capability allows the system to improve operational efficiency without compromising flight maneuverability.
Solution Approach 2:
The control surfaces are positioned at specific locations on the wing - the spoiler on the upper surface and the flap on the lower surface - rather than using a single large surface spanning the entire wing. This localized placement allows the aerodynamic effects to be concentrated where needed during take-off and landing, while leaving the rest of the wing surfaces undisturbed to maintain proper flight characteristics during maneuvering.
3Loss of time
If spoiler and flap occupy up to two-thirds of chord line, then ground roll is significantly reduced, but wing structure becomes more complex
Solution Approach 1:
Instead of using a single large control surface occupying two-thirds of the chord line, the system segments this area into two separate surfaces - a spoiler on the upper wing and a flap on the lower wing. Each surface occupies a portion of the chord line and can be independently actuated. This segmentation reduces the structural complexity compared to a single large moving surface while achieving the same aerodynamic effect of reducing ground roll duration.
Solution Approach 2:
The spoiler and flap are designed with hinge mechanisms that allow them to pivot between neutral and active positions. This dynamic capability means that the full two-thirds chord line coverage is achieved only when needed during take-off and landing, while the structural complexity is minimized by having the surfaces flush with the wing when not in use. The dynamic deployment reduces the effective structural load compared to permanently extended control surfaces.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution significantly reduces the distance required for take-off and landing, enhancing aircraft maneuverability and operational efficiency by shortening ground roll and allowing for faster retreat or reduced taxi time.
Implementation Method 1
The spoiler and flap are configured for movement between a neutral position and an active position. In the active position, the control surfaces pivot outwardly away from a camber line of the airplane wing, creating drag that reduces runway length during take-off and landing.
Implementation Method 2
The wing assembly comprises an airplane wing with an upper surface and a lower surface. The spoiler on the upper surface and flap on the lower surface function as control surfaces that modify airflow over the airfoil, generating aerodynamic forces to reduce ground roll distance.
Data Source
AI summary
An airfoil assembly comprising an airplane wing, a spoiler, and a flap for unmanned and high endurance aircraft. The spoiler is located on an upper surface of the airplane wing while the flap is located on a lower surface of the airplane wing. The spoiler and the flap can occupy at least one-third, and up to three-quarters, the chord span of the airplane wing. The spoiler and the flap are both capable of moving upwards and downwards with respect to the airplane wing through their respective frames.