Airbus Operations Gmbh

Alan Mann

Neil John Lyons

Christopher Perkins

Alexander Büscher

Ching-Yu Hui

Maxime Itasse

Aline Scotto

Robert Mills

Kevin Ip

An aerodynamic body for use on an aircraft including at least a first perforated surface portion () and an ice-protection system (). The first perforated surface portion () has perforations. The ice-protection system () includes an actuatable element () and the actuatable element () is movable or deformable between a first position and a second position. In the first position, the actuatable element () is thermally coupled to the first perforated surface portion () and configured to prevent an inflow or outflow between a boundary layer of an outer aerodynamic airflow and the aerodynamic body through at least one of the perforations. In the second position, the actuatable element () is distanced from the first perforated surface portion () and configured to allow an inflow from a boundary layer of an outer aerodynamic airflow through at least one of the perforations into the aerodynamic body.

Aerodynamic body having perforated skin

An aircraft slat deployment mechanism including a first drive member coupled to a slat at a first pivot point and a second drive member coupled to the slat at a second pivot point offset from the first pivot point. A first rack is provided on the first drive member, and a first pinion is carried by the drive shaft. The first pinion is arranged to transmit mechanical power from the drive shaft to the first drive member via the first rack. A second rack is provided on the second drive member, and a second pinion is carried by the drive shaft. The second pinion has a different radius to the first pinion. The second pinion is arranged to transmit mechanical power from the drive shaft to the second drive member via the second rack, such that the first and second drive members move at a different speed.

Slat deployment mechanism

An aircraft includes a wing having a positive dihedral, the wing having a tip and a wing tip device mounted in the region of the tip. The wing tip device is generally downwardly extending and has a region inclined at a cant of more than 180 degrees. The region is arranged to generate lift during flight. The region inclined at a cant of more than 180 degrees may be located at the distal end of the wing tip device. The wing tip may be swept and may aeroelastically deform during flight.

Wing tip device

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Bristol, United Kingdom

Alan Mann