Aircraft trailing edge devices, including devices with non-parallel motion paths, and associated methods

Aircraft trailing edge devices, including devices with non-parallel motion paths, and associated methods are disclosed. A device in accordance with one embodiment includes a wing and an inboard trailing edge device coupled to the wing and movable relative to the wing between a first stowed position and a first deployed position along a first motion path. An outboard trailing edge device can be coupled to the wing outboard of the inboard trailing edge device, and can be movable relative to the wing along a second motion path that is non-parallel to the first motion path. An intermediate trailing edge device can be coupled between the inboard and outboard trailing edge devices and can be movable along a third motion path that is non-parallel to both the first and second motion paths. Each of the trailing edge devices can open a gap relative to the wing when moved to their respective deployed positions.

TECHNICAL FIELD

The present invention is directed generally toward aircraft trailing edge devices, including devices with non-parallel motion paths, and associated methods.

BACKGROUND

Modern high-speed aircraft generally have thin wings that provide a low drag profile during high-speed or cruise flight. The wings of these aircraft often include various movable surfaces to provide aircraft control and/or to configure the aircraft for low-speed operations (e.g., take-off and landing). For example, in addition to carrying fuel, the wings of a high-speed transport aircraft typically include aileron surfaces, spoiler surfaces, leading edge devices, and trailing edge flap surfaces. These movable surfaces are often located at or near the leading and trailing edges of the wings, and are each movable between a stowed position and a variety of deployed positions, depending upon the particular flight condition of the aircraft.

FIG. 1Ais a partially schematic illustration of a portion of an aircraft10a(in this case, a Boeing 767 aircraft) having a fuselage11and a wing20with high lift devices configured in accordance with the prior art. The high lift devices can include deployable slats21positioned toward the trailing edge of the wing20. The trailing edge devices can include an outboard aileron34, an outboard flap32a, an inboard aileron60a, and an inboard flap31a. THe inboard and outboard ailerons60a,34can be used generally for roll control of the aircraft10a, and the inboard and outboard flaps31a,32acan be used to control the lift of the aircraft10aat lower speeds (e.g., during take-off and landing). The ailerons60a,34are simple hinged devices that are ungapped when in their deployed positions. Conversely, when the inboard and outboard flaps31a,32aare deployed, they move in an aft direction to open a gap relative to the wing20. This aft motion is shown schematically be motion paths41aand42a, respectively. Because the inboard flap motion path41aconverges with the outboard flap motion path42a, the inboard aileron60alocated between the inboard flap31aand the outboard flap32adoes not move aft when deployed (as indicated by motion path43a) so as to avoid interference with the adjacent flaps31a,32a.

FIG. 1Bis a cross-sectional illustration of the inboard aileron60a, illustrating the location of a hinge line61about which the inboard aileron60apivots relative to the wing20. Because the hinge line61is located toward the front of the inboard aileron60aand within the contour of the inboard aileron60a, a gap does not open between the inboard aileron60aand the wing when the inboard aileron60adeflects either upwardly or downwardly. Instead, the leading edge71of the inboard aileron60aremains in close proximity to an aft-facing cove37of the wing20.

FIG. 1Cis a partially schematic illustration of a portion of another aircraft10b(in this case, a Boeing 777 aircraft) having a fuselage11and a wing20with high lift devices configured in accordance with another prior art arrangement. The trailing edge devices can include an inboard flap31b, an outboard flap32b, and a flaperon60b, all of which can travel aft during deployment to open corresponding gaps relative to the wing20. Accordingly, the inboard flap31bcan travel aft along an inboard flap motion path42b. Because the inboard and outboard flap motion paths41b,42bare generally parallel, the flaperon60bcan also move aft to a gapped position along a flaperon motion path43bthat is generally parallel to the inboard and outboard flapl motion paths41b,42b. Inboard spoilers51and outboard spoilers52can be used as speed brakes and/or to control the size of the gap between the wing20and the flaps31b,32b.

An advantage of the arrangement shown inFIG. 1Cwhen compared with the arrangement shown inFIGS. 1A and 1Bis that the aft motion of the flaperon60bcan allow it to be deployed to greater deflections without causing flow separations, by virtue of the gap that opens between the flaperon60band the wing20. Accordingly, the flaperon60bcan be operated at high deflection rates for roll control, and at high deflection angles for lift control. However, a potential drawback with this arrangement is that complex mechanisms are typically required to deploy the flaperon60bto its aft configuration, particularly if the mechanism is configured to fit within a shallow wing section, so as to reduce the size of external fairings. On the other hand, simple mechanisms (e.g., a simple hinge), tend to extend well beyond the contours of the wing section, which requires relatively large, heavy hinge suppports and associated fairings that generate drag. Accordingly, there is a need for improved, lightweight trailing edge devices.

SUMMARY

The following summary is provided for the benefit of the reader only, and is not intended to limit in any way the invention as set forth by the claims. An aircraft sysyem in accordance with one aspect of the invention includes a wing and an inboard trailing edge device coupled to the wing and movable relative to the wing between a first stowed position and a first deployed position along a first motion path. An outboard trailing edge device can be coupled to the wing outboard of the inboard trailing device, and can be movable relative to the wing between a second stowed position and a second deployed position along a second motionpath that is non-parallel to the first motion path. The system can still further include an intermediate trailing edge device coupled to the wing between the inboard and outbaord trailing edge devices. The intermediate trailing edge device can be movable relative to the wing between a third stowed position and a third deployed position along a third motion path that is non-parallel to both the first and second motion paths. Each of the inboard, outboard and intermediate trailing edge devices can open a gap relative to the wing when moved to their respective deployed positions.

In further particular aspects, the inboard trailing edge device has a first leading edge, the outboard trailing edge device has a second leading edge, and the intermediate trailing edge device has a third leading edge. The first, second and third leading edges can be offset from each other when the trailing edge devices are in their stowed positions. Each of the trailing edge devices can be moved to multiple deployed positions, and for at least one combination of deployed positions, the first, second and third leading edges can form a composite leading edge profile that follows a generally monotonic function.

Further aspects of the invention are directed to a method for operating an aircraft wing, including moving an inboard trailing edge device relative to an aircraft wing between a first stowed position and a first deployed position along a first motion path to open a gap between the inboard trailing edge device and the wing. The method can further include moving an outboard trailing edge device relative to the wing between a second stowed position and a second deployed positionalong a second motion path that is non-parallel to the first motion path to open a gap between the outboard trailing edge device and the wing. The method can still further include moving an intermediate trailing edge device (located between the inboard and outboard trailing edge devices) relative to the wing between a third stowed position and a third deployed position along a third motion path that is non-parallel to the first and second motion paths to open a gap between the intermediate trailing edge device and the wing.

In a further particular aspect, moving the trailing edge devices can include moving the trailing edge devices along motion paths that converge toward each other in an aft direction. In still a further aspect, the itermediate trailing edge device can have a greater sweep angle than the inboard trailing edge device, and the outboard trailing edge device can have a greater sweep angle than the intermediate trailing edge device. The method can further include offsetting the leading edges of the trailing edge devices from each other when the trailing edge devices are in their stowed positions, aligning the leading edges to form a generally continuous leading edge when the trailing edge devices are in their deployed positions, in addition to affsetting the trailing edges of the trailing edge devices when the trailing edge devices are in their deployed positions, and aligning the trailing edges to form a composite trailing edge profile that follows a generally monotonic function when the trailing edge devices are in their stowed position.

DETAILED DESCRIPTION

The present disclosure describes aircraft trailing edge devices, including devices with non-parallel motion paths, and associated methods. Several specific details of the invention are set forth in the following description and inFIGS. 2-6Cto provide a thorough understanding of certain embodiments of the invention. One skilled in the relevant art, however, will understand that the present invention may have additional embodiments, and that other embodiments of the invention may be practiced without several of the specific features described below.

FIG. 2is a partially schematic, isometric illustration of an aircraft210having a fuselage211and wings220outfitted with trailing edge devices230configured in accordance with an embodiment of the invention. The aircraft210can further iclude an empennage212that carries horizontal stabilizers213and a vertical stabilizer215. The horizontal stabilizers213can carry elevators214, and the vertical stabilizer215can carry a rudder216. The aircraft210can be controlled by activating the trailing edge devices230, the elevators214, and the rudder216under the direction of a control system217(shown schematically inFIG. 2). Further details of the trailing edge devices230are described below with reference toFIGS. 3-6C.

FIG. 3is a top plan view of the left wing220of the aircraft210initially described above with reference toFIG. 2. The wing220can include deployable leading edge devices, such as slats221, located at or proximate to a leading edge222of the wing220. The trailing edge devices230are located aft of the leading edge222and form a composite trailing edge280. The trailing edge devices230can include an aileron234positioned toward the outboard extremity of the wing220, an inboard trailing edge device231(e.g., an inboard flap) positioned toward the inboard extremity of the wing220, an outboard trailing edge device232(e.g., an outboard flap), and an intermediate trailing edge device260(e.g., a flaperon) positioned between the inboard and outboard trailing edge devices231,232. Each of the trailing edge devices230can be moved relative to the wing220between a stowed position (shown inFIG. 3) and one or more deployed positions. In one aspect of this embodiment, the aileron234does not form a gap relative to the wing220when the aileron234is deployed, while the inboard, outboard and intermediate trailing edge devices (collectively referred to as “gapped trailing edge devices238”) are described in greater detail below.

The inboard trailing edge device231can move along a first motion path241, the outboard trailing edge device232can move along a second motion path242, and the intermediate trailing edge device260can move along a third motion path243. Each motion path may be purely rotational when viewed from the side of the aircraft210, or may be a combination of rotation and translation. In either case, components of each motion path carry the corresponding gapped trailing device238aft and downward relative to the wing220, thereby opening a gap between the wing220and the trailing edge device238. The first motion path241can be oriented at a first angle A1relative to the longitudinal axis223of the aircraft. In a particular aspect of an embodiment shown inFIG. 3, the first angle A1can have a value of approximatley zero degrees. The second motion path242can be oriented at an angle A2relative to the longitudinal axis223, and the third motion path243can be oriented at an angle A3that has a value between A1and A2. Accordingly, the motion paths241,242, and243converge toward each other in an aft direction.

The wing220can further include spoilers250positioned proximate to the gapped trailing edge devices238. The spoilers250can include outboard spoilers252, inboard spoilers251, and an intermediate spoiler253. The spoilers250can be deployed in concert with the gapped trailing edge devices238to provide for further control of the airflow adjacent to the trailing edge gaps. The spoilers250can also be deployed independently of the motion of the gapped trailing edge devices238, for example, to provide a speed brake function. In a particular aspect of this embodiment, each of the spoilers250is a simple hinged device that rotates downwardly and upwardly relative to the wing220(e.g., in the manner of standard aileron). Downward rotation can be accompllished without opening an additional gap relative to the wing220, and upward rotation may create a small gap. The trailing edges of the spoilers250can be aligned to form a generally monotonic profile both when the spoilers250are in their stowed positions (as shown inFIG. 3) and also when the spoilers250are deployed downwardly.

FIG. 4Ais a top plan view of a portion of the wing220shown inFIG. 3, approximately centered on the intermediate trailing edge device260. The wing220can include a rear spar290, with the wing fuel volume located forward of the rear spar290, and the gapped trailing edge devices238located aft of the rear spar290. Each of the gapped trailing edge devices238can include at least one actuator for moving the trailing edge devices between their stowed and deployed positions. Accordingly, the inboard trailing edge device231can be coupled to an inboard actuator244. The outboard trailing edge device232can be coupled to an outboard actuator245, and the intermediate trailing edge device260can be coupled to an intermediate actuator265. For purposes of illustration, a single actuator is shown coupled to each of the gapped trailing edge devices238, but it will be understood by those of ordinary skill in the relevant art that each device238may be coupled to a multiple actuators in other embodiments. In any of these embodiments, if the inermediate trailing edge device260is used for roll control (in addition to low-speed lift augmentation), while the inboard and outboard trailing edge edvices231,232are used generally only for low-speed lift augmentation, then the intermediate actuator265can have a higher maximum actuation rate than that of the inboard actuator244and/or the ourboard actuator245. Accordingly, the intermediate actuator265can provide response times appropriate for performing aileron functions.

Each of the gapped trailing edge devices238can include a leading edge positioned close to the wing220, and a distal trailing edge. Accordingly, the inboard trailing edge device231can include a first leading edge271and a first trailing edge281. The outboard trailing edge device232can include a second leading edge272and a second trailing edge282. The intermediate trailing edge device260can include a third leading edge273and a third trailing edge283. The leading edges271,272and273can form a composite device leading edge270, and the trailing edges281,282and283can form the composite trailing edge280. In a particular aspect of this embodiment, each ot the gapped trailing edge devices238can undergo purely rotational motion by rotating about a hinge line that is generally parallel to the corresponding leading edge. Accordingly, the first motion path241can be generally normal to the first leading edge271, the second motion path242can be generally normal to the second leading edge272, and the third motion path243can be generally normal to the third leading edge273.

When the gapped trailing edge devices238are in their stowed positions (as shown inFIG. 4A), the corresponding trailing edges281,282,283can form a generally continuous composite trailing edge280that defines a monotonically varying function. In this configuration, the leading edges271,272, and273can be located beneath the corresponding spoilers251,252and253, respectively, as indicated by dashed lines inFIG. 4A. The leading edges271,272,273can each be swept by successively greater angles (in a spanwise direction) relative to a lateral axis224of the wing220. Accordingly, the first leading edge271can be swept by an angle L1, the second leading edge272can be swept by an angle L2, and the third leading edge273can be swept by an angle L3that is between L1and L2. As is also shown inFIG. 4A, the first, second and third leading edges271,272, and273can be stepped relative to each other when the gapped trailing edge devices238are in their stowed positions. This is not expected to have an adverse aerodynamic consequence because the leading edges are positioned beneath the corresponding spoilers when the gapped trailing edge devices238are in their stowed postions.

FIG. 4Bis an enlarged, schematic illustration of the portion of the wing220shown inFIG. 4A, with the gapped trailing edge devices238shown in stowed and selected deployed positions. The general outlines of the gapped devices238are shown in solid lines when the devices are stowed, dashed lines when the devices are partially deployed (corresponding to a take-off setting), and phantom lines when the devices are fully deployed (corresponding to a landing setting). As described above, when the gapped devices238are in the stowed positions, the trailing edges281,282, and283form a composite trailing edge280that has a generally monotonically varying function. Although there may be small spaces between the sides of adjacent devices238, the overall composite trailing edge280does not include significant steps. Conversely, the composite leading edge270(formed by the first leading edge271, the second leading edge272, and the third leading edge273) is stepped and does not form a generally monotonically varying function. As the gapped trailing edge devices238move from their stowed positions to their deployed positions, the composite trailing edge280becomes more stepped, and the composite leading edge270becomes less stepped. For example, as shown by dashed lines inFIG. 4B, when the gapped trailing edges238are in a partially deployed position (indicated by dashed lines), the leading edges271,272, and273are more closely aligned with each other, while the trailing edges281,282, and283depart from a generally monotonically varying composite trailing edge280. When the gapped trailing edge devices238move to their fully deployed positions (as indicated by phantom lines inFIG. 4B), the composite leading edge270can describe a generally monotonically varying function, while the composite trailing edge280is stepped. Accordingly, while spaces may exist between the edges of adjacent gapped trailing edge devices238at the composite leading edge270, the overall contour of the composite leading edge270is generally monotonic and unstepped.

One feature of an arrangement of the gapped trailing edge devices238in accordance with several embodiments of the invention is that all three of the devices238can form aerodynamic gaps when moved to their deployed positions. An advantage of this arrangement is that the devices238can be deployed to greater deflection angles than would be possible if the devices were not gapped, which can in turn provide for greater aircraft control and reduced aircraft landing speeds.

Another feature of at least some of the foregoing embodiments is that they can include an intermediate, gapped trailing edge device260that has a generally trapezoidal planform shape and that is positioned between tow additional gapped trailing edge devices231,232. The trapezoidal shape can allow the intermediate trailing edge device260to be fit between an inboard trailing edge device231located at a portion of the wing220that has little or no sweep, and an outboard trailing edge232device located at a portion of the wing220that has a significant sweep angle. In addition, the intremediate trailing edge device260can move aft relative to the wing220along a motion path that is aligned between the motion paths of the inboard and outboard trailing edge devices231,232. This arrangement allows the intermediate trailing edge device260to mobe downwardly and in come case, aft (by at least a short distance), without interfering with the inboard and outboard trailing edge devices231,232, which are also moving aft. As a result, the intermediate trailing edge device260can form a gap relative to the wing220, which increases its effectiveness at high deflection angles without causing interference with the adjacent devices. The overall effect of this arrangement is that it can make increased use of the trailing edge devices238when compared with existing trailing edge device arrangement.

Still another feature of at least some embodiments of the foregoing arrangements is that they can include trailing edge devices having the forward 20% (or less) covered by spoilers or other portions of the wing when the trailing edge devices are stowed. An advantage of this arrangement is that it can require less aftward movement to open a suitable gap between the wing and the trailing edge device when the trailing edge device is deployed.

FIGS. 5A-5Cschematically illustrate the intermediate trailing edge device260, including features that can increase the ease with which the trailing edge device260is intergrated with the adjacent trailing edge devices231,232described above. Referring first toFIG. 5A, the intermediate trailing edge device260can have a hinge point261that is located forward of the third leading edge273by a distance F. The hinge point261can also be located below both an upper surface269and a lower surface268of the intermediate trailing edge device260. In a particular embodiment, the hinge point261is located a distance D below the lower surface268. In other embodiments, the location of the hinge point261can be identified with reference to an intersection point I between a portion of the wing220and the upper surface269of the intermediate trailing edge device260. In an embodiment shown inFIG. 5A, the intersection point I can be at the aft-most point of the intermediate spoiler253, and in other embodiments (e.g., those in which the wing220does not include a spoilet at this location), the intersection point I can be at another portion of the wing220. In any of these embodiments, the hinge point261can be located a distance D1beneath the intersection point I, and a distance F1forward of the intersection point I.

By locating the hinge point261forward of the leading edge273(and/or the intersection point I), and at a relatively shallow depth D (or D1) below the intermediate trailing edge device260, the motion of the intermediate trailing edge device260when it deploys can be less likely to interfere with the motion of adjacent trailing edge devices. In particular, this arrangement can allow a significant portion of the movement of the intermediate trailing edge device260to be downward (in addition to being aftward) when it is deployed (as shown inFIG. 5B). For example, in this arrangement, the leading edge273of the intermediate trailing edge device260can move downwardly by a significant margin as a result of the hinge point261being positioned forward relative to the leading edge273. This is unlike many existing trailing edge devices which have hinge points located at or behind the leading edge. An advantage of this arrangement is that the intermediate trailing edge device260can form an aerodynamically significant gap262while moving along an intermediate flap motion path243(shown inFIG. 3) that does not interfere with the motion of adjacent trailing edge devices.

The surfaces of the intermediate trailing edge device260(e.g., the lower surface268and the upper surface269) can be generally rigid in at least one embodiment, and accordingly do not change shape significantly when the intermediate trailing edge device260is deployed. This is unlike some other trailing edge devices that change shape during deployment. In one aspect of this embodiment the position of the hing point261can allow the intermediate trailing edge device260to open the gap262when deployed, without the need for flexible flow surfaces.

The size of the gap262can be controlled at least in part by the intermediate spoiler253. The intermediate spoiler253can rotate about a spoiler hinge point254, and can follow (at least in part) the motion of the trailing edge device260when the trailing edge device260is deflected upwardly (as shown inFIG. 5B). When the trailing edge device260is deflected upwardly (as shown inFIG. 5C), the spoiler253can also follow this motion in such a manner as to eliminate or nearly eliminate the gap262. Accordingly, the spoiler253can follow a motion path that nearly seals it against the trailing edge device260. In other embodiments, such rubbing can be permitted so long as it does not damage either the spoiler253or the trailing edge device260. This arrangement can allow the trailing edge device260to be deflected upwardly for roll control and/or wing load alleviation. The intermediate spoiler253can also be operated independently of the trailing edge device260(as shown in dashed lines inFIG. 5A), to act as a spoiler and/or speed brake. In particular embodiments, the trailing edge device260can be deflected upwardly by at least 10° relative to the stowed position, and in further particular embodiment, the trailing edge device260can be deflected upwardly by up to 30°.

In particular embodiments, the distances F1and D1described above with reference toFIG. 5Acan have specific ranges of values, when non-dimensionalized relative to each other and/or relative to the chord length C of the intermediate trailing edge device260. For example,FIG. 5Dillustrates representative hinge points261plotted on a non-dimensionalized grid. Point I (the origin) identified the intersection point between the wing220and the upper surface269of the intermediate trailing edge device260. The x-scale identifies the fore/aft location of the hinge points261, non-dimensionalized by the chord length C of the intermediate trailing edge device260. The y-scale identifies the upward/downward location of the hinge points261, also non-dimensionalized by the chord length C. Hinge points261in accordance with particular aspects of the invention are located forward of and above a series of line segments passing through x, y coordinates (0.5, −0.5), (0.1 −0.2), (0.2, −0.3), (0.5 −0.4) and (1.0, −0.5) identified as points258a-258e, respectively.

Returning toFIG. 5A, the rear spar290can be positioned relatively far forward of the intermediate trailing edge device260. For example, the rear spar290can be positioned a distance S forward of the third leading edge273. A ratio of S to local streamwise chord length C can have a value of about 0.5. In some cases, this ratio can be higher as well. While this ratio can apply to the intermediate trailing edge device260(and in particular, the outboard trailing edge device260), it can also apply to the outboard trailing edge device232shown inFIG. 3, at any point along the span of that device.

The foregoing ratio (e.g., as applied to the outboard trailing edge device232) is unlike many existing arrangements in which the ratio of S/C varies from about 0.2 to about 0.32. An advantage of an embodiment of the arrangement shown inFIG. 5Ais that it can accomodate a forward location of the hinge point261(and associated actuation mechanisms) without significantly inpacting overall fuel volume. This in turn can improve the intergration of the outboard trailing edge device232.

FIGS. 6A-6Cillustrate further details of the operation of the intermediate trailing edge device260.FIG. 6Aillustrates the intermediate trailing edge device260in its stowed position. In addition to the components described above, the aircraft wing220can include a lower cove door263that controls airflow along the lower surface of the trailing edge device260. As shown inFIG. 6B, the intermediate trailing edge device260has been moved to a lower deployed position to open the gap262between the leading edge273and the wing220. Accordingly, the actuator265drives an actuator link266aft to move the intermediate trailing edge device260along it notion path243. The lower cove door263can be mechanically linked to the coupling between the actuator265and the intermediate trailing edge device260to rotate out of the way and open the gap262, allowing air (indicated by arrow A) to flow through. THe intermediate spoiler253can also by mechanically linked to the motion of the intermediate trailing edge device260to rotate downwardly and control the size of the gap262. In other embodiments, the motion of the lower cove door263and/or the intermediate spoiler253can be controlled in other fashions, for example, by an independent hydraulic or electric control system.FIG. 6Cillustrates the intermediate trailing edge device260and the intermediate spoiler253deflected upwardly, for example, while performing a roll control or wing load alleviation function. As is also shown inFIG. 6C, making the depth of the hinge261relatively shallow can reduce or eliminate the need for a large or otherwise extensive fairing at the lower surface of the wing220. The combination of a gapped trailing edge device with a drooped spoiler can implrove both the aerodynamic performance of the high lift system and the wing in which it is installed.

In a particular embodiment, the arrangement shown inFIGS. 6A-6Ccan include a cam track291and associated linkage that attach the intermediate spoiler253to the intermediate trailing edge device260, controlling the gap262between the two devices. By tailoring the contour of the cam surfaces of the cam track291, the position of the intermediate spoiler253relative to the intermediate trailing edge device260(including the gap262) can be specified with a high degree of accuracy throughout the entire range of motion. The cam track291can add specific advantages over other embodiments, such as hydraulic or electric actuators, or a bellcrank mechanism. For example, actuators (hydraulic or electric) may be heavier, and/or more costly, than the cam track291. A bell crank, though similar in weight an reliability to the cam track291, typically does not match the flexibility and adaptability of the cam track291to manage the gap262. In a particular aspect of an embodiment shown inFIGS. 6A-6C, the cam track291can improve the ability of the spoiler253to fair to the intermediate trailing edge device260in the retracted position. The cam track291can also aid in setting the gap262at a certain value for given down positions of the intermediate trailing edge device260(e.g., a takeoff positon and a landing position). The cam track291can also provide control for specific movement patterns. For example, when the intermediate trailing edge device260moves down from the cruise (retracted) position, the cam track291can be shaped so that the spoiler253“dwells,” allowing the gap262to increase quickly as the intermediate trailing edge device260moves down. Similarly, as the intermediate trailing edge device260moves up from the cruise (retracted) position, the spoiler253can quickly move upwards, to clear the rising intermediate trailing edge device260.

From the foregoing, it will be appreciated that specific embodiments of the invention have been described herein for purposes of illustration, but that various modifications may be made without deviating from the invention. For example, in some embodiments, the intermediate trailing edge device can be installed between inboard and outboard trailing edge devices and can have a gapped deployed configuration that is driven by arrangements other than those shown in the Figures. The trailing edge devices, including the intermediate trailing edge device, can be deployed to control a spanwise lify distribution over the wing. Motion of the trailing edge devices in several embodiments includes rotational motion. In at least some embodiments, the motion of the trailing edge devices can also include other motions (e.g., linear motions). Aspects of the invention described in context of particular embodiments may be combined or eliminated in other embodiments. For example, aspects of the invention described in the context of three gapped trailing edge devices can be extended to a greater number of gapped trailing edge devices in other embodiments. Further, while advantages associated with certain embodiments of the invention have been described in the context of those embodiments, other embodiments may also exhibit such advantages, and not all embodiments need necessarily exhibit such advantages to fall within the scope of the invention. Accordingly, the invention is not limited, except as by the appended claim.