Automatic Flap

1. Field of the Invention

This invention refers to a high-lift aircraft flap necessary for low-speed flight.

2. Description of the State of the Technique

At present, flaps are manually operated and controlled by complex, duplicated and heavy devices or when they are automatic they need a big force or big springs for the actuation.

The automatic flap of this invention consists of the use on each wing of two adjacent fins, one of which is smaller and is located on the top middle or front of the wing, the other, which is larger, on the bottom rear of the wing, with a shaft in the common eccentric zone linking the two fins, said shaft being parallel to the axis of the wing or parallel to the transversal axis of the aircraft. Said fins have different resistance to the ram air, creating a rotation torque as a function of the aircraft's speed When retracted, they are shaped so that the front or top fin adapts to the upper surface of the wing and rear or bottom fin adapts to the lower surface so that, together with the wing, they form an aerodynamic profile There are attachment arms between the two fins, and bands or springs to assist or complement the action of the smaller fin whose resistance is such that, at low speed, the flap remains extended. The rotation shaft is close to the central zone, enabling the flap to turn under very little force, using very small springs.

The fins have prolongations in the opposite direction to the shaft, allowing them to fit to the wing surface when the flap is retracted.

One variant has a rear or larger fin coinciding with or forming an integral part of the back of the wing

In another variant, each fin coincides with or is an integral part of the back of the swept wing.

A further variant consists of flaps completely outside the wing and fitted on the side of the fuselage, in which case the shafts for each pair of flaps, one on each side of the fuselage, are connected by a common tubular shafts

In the last two cases, the bands or springs are preferably located in the central part of the connecting tube or shaft.

Another variant makes use around the shaft of a cylindrical drum to secure the fins tangentially.

Small springs allow the flap to be centered in the fully retracted position.

The flap size, whether of one or more elements, provides a large surface, to allow for greater lift without the need for wing slots or leading edge flaps.

The mechanical resistance of the flexing of ailerons and springs, as required, may be linear, exponential or any other desired, operating throughout the movement or only in a low-speed zone.

In some cases, a small, conventional operated additional flap may be necessary.

With hallow flaps, hot air is made to flow through them to heat them, emerging through holes, otherwise the zone of the wing close or adjacent to the flap can be heated

Advantages: There is no need for controls,, actuators, articulations in some cases, asymmetry protection or its alternative systems, training, it is lighter, simpler and more economical It operates constantly and not by sectors as at present The rotation shaft is close to the central zone, enabling the flap to operate under very little force, using very small springs.

FIG. 1 shows a cross-sectional view revealing the aerodynamic profile of a wing with the flap of the invention.

FIG. 2 shows a cross-sectional view of a variant of the invention.

FIG. 3 shows a cross-sectional view of another variant

FIG. 4 shows a lateral cross-sectional view of a portion of wing with a variant of the flap.

FIG. 5 shows a top view of a portion of a wing and the flap shown in FIG. 1.

FIG. 6 shows a top view of the flap shown in FIG. 4 an a portion of fuselage

FIG. 7 shows a cross-sectional view showing the attachment between both flap fins.

FIG. 1 consists of the wing 1, the flap 2 and 2', the shaft 3, the small fin 4 located on the top of the wing and its prolongation 4', the longer fin 5 located on the bottom of the wing and its prolongation 5', the fastening or union bars of the fins 6, and the band or spring 7. The dotted area shows the flap at low speed in an extended or slightly retracted position.

FIG. 2 consists of the wing 1, the flap 2, the shaft 3, the front fin 4, the rear fin 5 which is an integral part of the back of the swept wing and the spring 7. The dotted area shows the flap at low speed.

FIG. 3 consists of the wing 1, the flap 2 which is an integral part of the back of the swept wing, the shaft 3, the front fin 4, and the rear fin 5. The dotted area shows the flap at low speed.

FIG. 4 consists of the flap 2 independent of the wing, the front fin 4, the rear fin 5 and the fuselage 8.

FIG. 5 consists of the wings 1 and 1', the flaps 2 and 2', the shafts 3 and 3', the front fins 4 and their prolongations 4', the rear fins 5, located below the wings, the band or spring 7, the fuselage 8, the connecting tube 9 and the universal joints 10.

FIG. 6 consists of the flaps 2 and 2', the shaft 3, the front fin 4, the rear fins 5, the band or spring 7 and the tube 9 that interconnects the shafts.

FIG. 7 consists of the wing 1, the flap 2 and 2', the shaft 3, the front fin 4 and its prolongation 4', the rear fin 5 and its prolongation 51 and the radial arms 12 of a cylindrical drum to secure the fins tangentially

Operation: with the aircraft stopped and approximately up to the initial ascent speed, the flaps are fully extended or slightly retracted, depending on the type of spring used. During acceleration, retraction continues or begins until, at about 250 knots, in sub-sonic jets, the flap will be completely retracted. This continues during cruising flight; if speed drops for any reason, the flaps extend fully or partly without control or actuators because of the spring. During descent or approach they also extend as speed drops, linearly or exponentially, depending on the type of spring or flap used. Under approximately 200 knots, they are fully or almost fully extended.

Lift can be increased or decreased by altering the aircraft's angle of attack or pitch.

The flaps always extend automatically and simultaneously or in synchronization in both wings, with not external control mechanism, in all cases as a function of the aircraft speed and its angle of attack.