JP2019077371A

JP2019077371A - High lift wing

Info

Publication number: JP2019077371A
Application number: JP2017206890A
Authority: JP
Inventors: 鈴木　哲; Satoru Suzuki; 哲鈴木
Original assignee: Individual
Current assignee: Individual
Priority date: 2017-10-26
Filing date: 2017-10-26
Publication date: 2019-05-23

Abstract

To provide a high lift wing that can increase the aspect ratio with a simple structure and is easy and inexpensive to manufacture.SOLUTION: A high lift wing is formed by a plurality of wings of a substantially same length arranged side by side in the longitudinal direction, and a prescribed gap S1 is provided between a rear end part 1b of a first wing 1 disposed in a front and a tip part 2a of a second wing 2 disposed in a rear, and the tip part 2a of the second wing 2 is disposed at a lower position than the rear end part 1b of the first wing 1. Further, a third wing 3 of a substantially same length is also disposed in the rear of the second wing 2, and a prescribed gap S2 is provided between a rear end part 2b of the second wing 2 and a tip part 3a of the third wing 3, and the tip part 3a of the third wing 3 is disposed at a lower position than the rear end part 2b of the second wing 2. A high lift wing which is easy and inexpensive to manufacture and easy to maintenance is provided by this configuration.SELECTED DRAWING: Figure 2

Description

本発明は、高揚力翼に関する。 The present invention relates to a high lift wing.

現代の航空機は高速であることを追求した結果、離着陸時の速度、滑走距離が増大している。航空機の巡航中において主翼を最適な翼面荷重にすることで速度性能を向上させた結果である。その一方で主翼の翼面積は小さくなり、離着陸時の速度と滑走距離を小さくすることが困難となっている。このため、離着陸の際の低速時において不足する揚力を補うべく主翼の最大揚力係数を増す装置として種々の高揚力装置が考案されてきた。
主翼に発生する揚力は速度の２乗に比例し、離着陸時に重要な低速性能を重視すると高速時の揚力が過大となり、巡航時に重要な高速性能を重視すると低速時の揚力が不足するという関係にある。通常、翼の仰角を調整することで揚力を制御するが、仰角を大きくし過ぎると失速の危険がある。 As a result of pursuing the high speed of modern aircraft, the speed at the time of takeoff and landing and the sliding distance are increasing. This is the result of improving the speed performance by optimizing the wing loading on the wing during aircraft cruise. On the other hand, the wing area of the main wing has become smaller, making it difficult to reduce the take-off and landing speed and the sliding distance. For this reason, various high lift devices have been devised as devices for increasing the maximum lift coefficient of the wing to compensate for the insufficient lift at low speeds during takeoff and landing.
The lift generated on the wing is proportional to the square of the velocity, and the lift at high speed becomes excessive if importance is placed on low speed performance at takeoff and landing, while the lift at low speed is insufficient if importance is placed on high speed performance at cruise is there. Normally, the lift is controlled by adjusting the elevation of the wing, but there is a danger of stalling if the elevation is increased too much.

最大揚力係数を増す方法として翼の長さと幅の比であるアスペクト比を増大させる方法があるが、滑走路の問題や機体強度の問題から無制限に翼の長さを増してアスペクト比を大とすることはできない。
また、翼の前縁部や後縁部にフラップと呼ばれる小翼を設け、これを折り曲げることで最大揚力係数を増す方法もある。構造が比較的簡単な割に揚力係数の増加は大きい。しかし、高速でフラップを展開動作させるとフラップ自体や翼の付け根部分に過大な応力が生じることがあり、操作速度に限界値を設ける等の制御が必要である。
さらに、エンジンで圧縮した空気を翼上面に噴出して、翼上面の境界層剥離を遅らせて揚力を増す方法もあるが、装置の構造は複雑なものとなる。
特許文献１には従来の高揚力装置であるスロッテッドフラップ（隙間フラップ）の技術が開示されている。 As a method of increasing the maximum lift coefficient, there is a method of increasing the aspect ratio which is the ratio of wing length to width, but due to runway problems and airframe strength problems, the wing length is increased without limit to increase the aspect ratio. You can not do it.
There is also a method of increasing the maximum lift coefficient by providing a winglet called a flap at the leading edge or trailing edge of the wing and bending it. Although the structure is relatively simple, the increase in lift coefficient is large. However, when the flaps are deployed at high speed, excessive stress may be generated in the flaps themselves and at the base of the wings, and control such as setting a limit value for the operation speed is required.
Furthermore, there is also a method of injecting air compressed by the engine to the upper surface of the wing to delay boundary layer separation on the upper surface of the wing to increase lift, but the structure of the device becomes complicated.
Patent Document 1 discloses the technology of a slotted flap (gap flap) which is a conventional high lift device.

特開平１０−１２９５９６号公報JP 10-129596 A

しかしながら、特許文献１の発明では構造が複雑であり、またあくまでも主翼の揚力増大のための補助装置であるため揚力増大効果も十分とは言えない。 However, in the invention of Patent Document 1, the structure is complicated, and since it is an auxiliary device for increasing the lift of the main wing, the lift increase effect can not be said to be sufficient.

本発明は上記問題点に鑑み、簡単な構造でアスペクト比を増大させることが可能であり、製作が容易かつ安価に行える高揚力翼を提供することを課題とする。 SUMMARY OF THE INVENTION In view of the above problems, the present invention has an object to provide a high lift wing that can increase the aspect ratio with a simple structure and can be manufactured easily and inexpensively.

上記課題を解決するために請求項１の発明は、航空機の翼であって、前後方向に並んで配設される略同一長さの複数の翼で構成され、前方に配設される第１の翼の後端部と、後方に配設される第２の翼の先端部との間に所定のギャップが設けられており、第２の翼の先端部は第１の翼の後端部より低い位置に配設されることを特徴とする。
請求項２の発明は、さらに、第２の翼の後方にさらに略同一長さの第３の翼が配設され、第２の翼の後端部と、第３の翼の先端部との間に所定のギャップが設けられており、第３の翼の先端部は第２の翼の後端部より低い位置に配設される
ことを特徴とする。
請求項３の発明は、さらに、第３の翼の後方に略同一長さの複数の翼が配設され、第３の翼の後端部と、複数の翼の内、最前方の翼の先端部との間に所定のギャップが設けられており、複数の翼同士も直前に配設される翼の後端部とその後方に続く翼の先端部との間に所定のギャップが設けられており、後方の翼の先端部はいずれも直前に配設される翼の後端部より低い位置に配設されることを特徴とする。 In order to solve the above problems, the invention according to claim 1 is a wing of an aircraft, comprising a plurality of wings of substantially the same length disposed side by side in the front-rear direction, and disposed first A predetermined gap is provided between the rear end of the wing and the front end of the second wing disposed rearward, and the front end of the second wing is the rear end of the first wing. It is characterized by being disposed at a lower position.
According to the second aspect of the present invention, the third wing of substantially the same length is further disposed behind the second wing, and the rear end portion of the second wing and the front end portion of the third wing A predetermined gap is provided therebetween, and a tip end of the third wing is disposed at a lower position than a rear end of the second wing.
According to a third aspect of the present invention, a plurality of wings having substantially the same length is disposed rearwardly of the third wing, and a rear end portion of the third wing and an innermost wing of the plurality of wings. A predetermined gap is provided between the leading end and a plurality of wings are also provided between the rear end of the wing disposed immediately before and the leading end of the wing following the aft thereof. It is characterized in that the front end of the rear wing is disposed at a position lower than the rear end of the wing disposed immediately before.

本発明の高揚力翼によれば、強度を低下させることなくアスペクト比を増大させることを可能とし、滑空比を向上させることができる。これにより、航空機の離着陸時の滑走距離を短くでき、また翼長を短くできるため滑走路の距離、幅をコンパクトにすることができる。
また、簡単な構造であるため従来の高揚力装置と比較して製作が容易かつ安価に行える。さらに、飛行中に操作する動作部分がないためメンテナンスが容易である。 According to the high lift wing of the present invention, the aspect ratio can be increased without decreasing the strength, and the gliding ratio can be improved. As a result, it is possible to shorten the runway distance at the time of takeoff and landing of the aircraft, and to shorten the wing length, so that the runway distance and width can be made compact.
Moreover, since it is a simple structure, compared with the conventional high lift device, manufacture can be performed easily and cheaply. Furthermore, maintenance is easy because there are no operating parts to operate during flight.

本発明の第１の実施形態を示す高揚力翼の模式断面図である。It is a schematic cross section of the high lift wing which shows the 1st Embodiment of this invention. 本発明の第２の実施形態を示す高揚力翼の模式断面図である。It is a schematic cross section of the high lift wing which shows the 2nd Embodiment of this invention. 従来の高揚力装置の模式図であり、（ａ）は前縁フラップ及び後縁フラップの説明図、（ｂ）はファウラーフラップの説明図である。It is a schematic diagram of the conventional high lift apparatus, (a) is explanatory drawing of a front edge flap and a trailing edge flap, (b) is explanatory drawing of a Fowler flap.

以下に、本発明の第１の実施形態について図を用いて説明する。
まず、第１の実施形態の構成について説明する。
図１に示すように、本実施形態の高揚力翼は、前後方向に並んで配設される略同一長さの複数の翼で構成され、前方に配設される第１の翼１の後端部１ｂと、後方に配設される第２の翼２の先端部２ａとの間に所定のギャップＳ１が設けられており、第２の翼２の先端部２ａは第１の翼１の後端部１ｂより低い位置に配設される。なお、第２の翼２の先端部２ａと第１の翼１の後端部１ｂとの前後位置は、平面的に見た場合に重ならないことが求められる。各翼の幅であるＢ１、Ｂ２の部分で重なる部分があると、各翼の上面側、下面側の気流が他の翼の影響で独立した本来の状態とならないからである。また、前後方向のギャップが広がり過ぎても翼の強度及びコンパクト性に不利益となるため、ギャップＳ１及び上記前後位置の最適範囲は限られたものとなる。 Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.
First, the configuration of the first embodiment will be described.
As shown in FIG. 1, the high lift wing of the present embodiment is constituted by a plurality of wings of substantially the same length arranged side by side in the front-rear direction, and the rear of the first wing 1 arranged forward A predetermined gap S1 is provided between the end portion 1 b and the tip 2 a of the second wing 2 disposed rearward, and the tip 2 a of the second wing 2 is of the first wing 1. It is disposed at a position lower than the rear end 1b. The front and rear positions of the front end portion 2a of the second wing 2 and the rear end portion 1b of the first wing 1 are required not to overlap when viewed in plan. If there are overlapping portions in the portions B1 and B2 which are the widths of the respective wings, the airflows on the upper surface side and the lower surface side of the respective wings do not become independent original states due to the influence of the other wings. In addition, even if the gap in the front-rear direction is too wide, the strength and the compactness of the blade are disadvantageous, so the optimum range of the gap S1 and the above-mentioned front-rear position is limited.

第１の翼１と第２の翼２とは翼の長さ方向に設けられる数か所の不図示の連結部材で連結される。航空機が前進する際、第１の翼１と第２の翼２の間に設けられるギャップＳ１を空気が通過する。これにより、第１の翼１と第２の翼２各々の上面側圧力ｐ１、ｐ３は負圧となり、第１の翼１と第２の翼２各々の下面側圧力ｐ２、ｐ４は正圧となるため第１の翼１のみの構成に比べて揚力は大幅に増加する。
通常、翼の長さと幅の比を示すアスペクト比が大きいほど翼の揚力は増大し、航空機の滑空比は増大して高性能となるが、その反面、翼の強度は低下し、離着陸時に必要な滑走路の幅は増大してしまう。その点、本実施形態では翼の長さを２倍に増大させるが、形状的には２枚の翼を前後に階段状に配設するため、翼の強度や滑走路幅の問題は生じない。なお、高度Ｈから滑空して進んだ水平飛行距離がＸの場合、Ｘ／Ｈを滑空比といい，その値は翼の揚力と抗力との比，いわゆる揚抗比Ｌ／Ｄに等しい。揚力が増せば滑空比も増す。
従来の翼の前縁又は後縁に配設されるフラップは、巡航時や離着陸時といった航空機の飛行条件の違いに対応して操作することで揚力の調整を行うが、本実施形態は翼の構造によって高揚力を得るものである。本実施形態の高揚力翼に従来のフラップを追加してさらに揚力を微調整することは可能である。 The first wing 1 and the second wing 2 are connected by several unshown connecting members provided in the longitudinal direction of the wing. As the aircraft advances, air passes through a gap S1 provided between the first wing 1 and the second wing 2. As a result, the upper surface side pressures p1 and p3 of the first wing 1 and the second wing 2 become negative pressure, and the lower side pressures p2 and p4 of the first wing 1 and the second wing 2 respectively become positive pressure Therefore, the lift is significantly increased as compared with the configuration of only the first wing 1.
Usually, the larger the aspect ratio that indicates the ratio of wing length to width, the higher the lift of the wing and the higher the aircraft gliding ratio and the better the performance, but the lower the wing strength, which is necessary for takeoff and landing The width of the runway will increase. In that respect, although the wing length is doubled in the present embodiment, in terms of shape, since two wings are arranged in a step-like manner back and forth, there is no problem of wing strength and runway width. . When the horizontal flight distance glide from altitude H is X, X / H is referred to as the glide ratio, and its value is equal to the ratio of the lift to the drag of the wing, the so-called lift-to-drag ratio L / D. As the lift increases, the gliding ratio also increases.
The flaps disposed at the leading or trailing edge of the conventional wing adjust the lift by operating according to the difference in flight conditions of the aircraft such as at the time of cruise and takeoff and landing. The structure provides high lift. It is possible to finely adjust the lift by adding a conventional flap to the high lift wing of this embodiment.

次に、本発明の第２の実施形態について説明する。
第２の実施形態の構成について説明する。
図２に示すように、本実施形態の高揚力翼は、前後方向に並んで配設される略同一長さの複数の翼で構成され、前方に配設される第１の翼１の後端部１ｂと、後方に配設される第２の翼２の先端部２ａとの間に所定のギャップＳ１が設けられており、第２の翼２の先端部２ａは第１の翼１の後端部１ｂより低い位置に配設される。
さらに、第２の翼２の後方にさらに略同一長さの第３の翼３が配設され、第２の翼２の後端部２ｂと、第３の翼３の先端部３ａとの間に所定のギャップＳ２が設けられており、第３の翼３の先端部３ａは第２の翼２の後端部２ｂより低い位置に配設される。 Next, a second embodiment of the present invention will be described.
The configuration of the second embodiment will be described.
As shown in FIG. 2, the high lift wing of the present embodiment is constituted by a plurality of wings of substantially the same length disposed side by side in the front-rear direction, and the rear of the first wing 1 disposed forward A predetermined gap S1 is provided between the end portion 1 b and the tip 2 a of the second wing 2 disposed rearward, and the tip 2 a of the second wing 2 is of the first wing 1. It is disposed at a position lower than the rear end 1b.
Furthermore, a third wing 3 of substantially the same length is further disposed behind the second wing 2, and between the rear end 2 b of the second wing 2 and the tip 3 a of the third wing 3. A predetermined gap S2 is provided in the second wing 2. The tip 3a of the third wing 3 is disposed at a lower position than the rear end 2b of the second wing 2.

第１の翼１と第２の翼２及び第２の翼２と第３の翼３は各々翼の長さ方向に設けられる数か所の不図示の連結部材で連結される。航空機が前進する際、第１の翼１と第２の翼２の間に設けられるギャップＳ１を空気が通過し、第２の翼２と第３の翼３の間に設けられるギャップＳ２を空気が通過する。これにより、第１の翼１、第２の翼２及び第３の翼３各々の上面側圧力ｐ１、ｐ３、ｐ５は負圧となり、第１の翼１、第２の翼２及び第３の翼３各々の下面側圧力ｐ２、ｐ４、ｐ６は正圧となるため第１の翼１のみの構成に比べて揚力は大幅に増加する。
本実施形態では翼の長さを３倍に増大させるが、形状的には３枚の翼を前後に階段状に配設するため、翼の強度や滑走路幅の問題は生じない。
本実施形態も翼の構造によって高揚力を得るものであるが、本実施形態の高揚力翼に従来のフラップを追加してさらに揚力を微調整することは可能である。 The first wing 1 and the second wing 2 and the second wing 2 and the third wing 3 are connected by a plurality of unshown connecting members provided along the length of the wing. When the aircraft advances, air passes through a gap S1 provided between the first wing 1 and the second wing 2 and an air gap S2 provided between the second wing 2 and the third wing 3 Will pass. As a result, the upper side pressures p1, p3 and p5 of the first wing 1, the second wing 2 and the third wing 3 become negative pressure, and the first wing 1, the second wing 2 and the third wing 3 become negative. The lower surface side pressures p2, p4 and p6 of the respective wings 3 are positive pressures, so that the lift is greatly increased as compared with the configuration of only the first wing 1.
In the present embodiment, the length of the wing is increased threefold, but in terms of shape, since three wings are arranged in a step-like manner back and forth, there is no problem of wing strength or runway width.
Although this embodiment also obtains high lift by the structure of the wing, it is possible to further adjust the lift by further adding a conventional flap to the high lift wing of this embodiment.

次に、本発明の第３の実施形態について説明する。
第３の実施形態の構成は上記の第２の実施形態にさらに、第３の翼３の後方に略同一長さの複数の翼４、５、…ｎが配設され、第３の翼３の後端部３ｂと、複数の翼４、５、…ｎの内、最前方の翼４の先端部４ａとの間に所定のギャップＳ３が設けられており、複数の翼４、５、…ｎ同士も直前に配設される翼ｍ（ｍ＜ｎ）の後端部ｍｂとその後方に続く翼（ｍ＋１）の先端部（ｍ＋１）ａとの間に所定のギャップＳｍが設けられており、後方の翼（ｍ＋１）の先端部（ｍ＋１）ａはいずれも直前に配設される翼ｍの後端部ｍｂより低い位置に配設されることを特徴とする。なお、記号ｍ、ｎは整数を示す。
各翼同士の連結部材が設けられる点は上記第１、第２の実施形態と同様である。
本実施形態では翼の長さをｎ倍に増大させるが、形状的にはｎ枚の翼を前後に階段状に配設するため、翼の強度や滑走路幅の問題は生じない。
本実施形態も翼の構造によって高揚力を得るものであるが、本実施形態の高揚力翼に従来のフラップを追加してさらに揚力を微調整することは可能である。 Next, a third embodiment of the present invention will be described.
In the configuration of the third embodiment, in addition to the second embodiment described above, a plurality of wings 4, 5,... N of substantially the same length are disposed behind the third wing 3, and the third wing 3 A predetermined gap S3 is provided between the rear end portion 3b of the blade 4 and the tip 4a of the foremost wing 4 among the plurality of wings 4, 5. A predetermined gap Sm is provided between the rear end mb of the wing m (m <n) disposed immediately before n and the front end (m + 1) a of the wing (m + 1) following the rear thereof. The front end (m + 1) a of the rear wing (m + 1) is characterized by being disposed at a position lower than the rear end mb of the wing m disposed immediately before. The symbols m and n indicate integers.
The point in which the connection member of each wing | blade is provided is the same as that of the said, 1st, 2nd embodiment.
In the present embodiment, the length of the wing is increased by n times, but in terms of the shape, since n wings are arranged in a step-like manner back and forth, problems of wing strength and runway width do not occur.
Although this embodiment also obtains high lift by the structure of the wing, it is possible to further adjust the lift by further adding a conventional flap to the high lift wing of this embodiment.

従来の高揚力装置として代表的なものに図３（ａ）の前縁フラップあるいは後縁フラップがある。前縁フラップは主翼前面に折りたたんでいたフラップを前下方へ突き出すことで主翼面積を増加させて揚力の増大を図るものである。後縁フラップは主翼後縁を単に下げて翼のキャンバーを増加させるもので、角度は普通何段階かに設定でき、離陸時は中程度の、着陸時は最大の角度にすることが多い。
従来の高揚力装置である図３（ｂ）のスロッテッドフラップ（隙間フラップ）は主翼とフラップの間にギャップを空けてやることにより、翼上面に翼下面の気流を流し上面の層流境界層にエネルギーを供給して剥離を遅らせる方式である。これにより、より高い仰角まで失速せずに揚力を増大させることができる。 A typical prior art high lift device is the leading edge flap or trailing edge flap of FIG. 3 (a). The leading edge flap is intended to increase the wing area by projecting the flap folded forward to the front of the wing forward and downward, thereby increasing the lift. Trailing edge flaps simply lower the wing trailing edge to increase wing camber, and the angle can usually be set at several stages, often medium at takeoff and maximum at landing.
The slotted flap (gap flap) shown in FIG. 3 (b), which is a conventional high lift device, has a gap between the main wing and the flap to flow the air flow on the lower surface of the wing and the laminar boundary layer on the upper surface. Supply energy to delay the peeling. This can increase lift without stalling to higher elevations.

これらの高揚力装置は主翼の揚力を高めるための補助装置であって、揚力を大幅に高めることはできなかった。これに対し本発明の高揚力翼は、ある１つの翼の揚力を高めるのではなく、翼全体としてアスペクト比を高める方式である。その手段として翼を前後に階段状に配設し、その間にギャップを設ける構成とし、翼の強度及びコンパクト性を維持しつつ高揚力を得ることを可能としている。 These high lift devices are auxiliary devices for increasing the lift of the main wing, and could not increase the lift significantly. On the other hand, the high lift wing of the present invention is a method of raising the aspect ratio of the entire wing, rather than raising the lift of a single wing. As a means for this, the wings are arranged stepwise in the back and forth direction, and a gap is provided between them, which makes it possible to obtain high lift while maintaining the strength and compactness of the wings.

本発明の高揚力翼は、簡単な構成で飛行中に操作する部分を持たないため容易かつ安価に製作することができる。半面、翼の抵抗力が増すため巡航速度を大きくすることは困難となる。したがって、短い滑走距離で、しかも幅の狭いコンパクトな滑走路で離着陸を行う必要のある航空機といった、高揚力が得られる性能を活かせる航空機に応用することが効果的と考えられる。 The high lift wing of the present invention can be easily and inexpensively manufactured because it has a simple configuration and no operation part in flight. On the other hand, it is difficult to increase the cruising speed because the wing resistance increases. Therefore, it is considered effective to apply to an aircraft that can take advantage of its ability to obtain high lift, such as an aircraft that needs to take off and land on a short slide distance and a narrow compact runway.

１第１の翼
１ｂ後端部
２第２の翼
２ａ先端部
２ｂ後端部
３第３の翼
３ａ先端部
３ｂ後端部
４第４の翼
４ａ先端部
５第５の翼
ｎ第ｎの翼
ｍ第ｍの翼
ｍｂ後端部
ｍ＋１第（ｍ＋１）の翼
（ｍ＋１）ａ先端部
Ｓ１、Ｓ２、Ｓ３、Ｓｍギャップ
ｐ１、ｐ３、ｐ５翼上面圧
ｐ２、ｐ４、ｐ６翼下面圧 1 first wing 1b rear end 2 second wing 2a front end 2b rear end 3 third wing 3a front end 3b rear end 4 fourth wing 4a front end 5 fifth wing n n Wing m m Wing m mb Rear end m + 1 The (m + 1) wing (m + 1) a Tip S1, S2, S3, Sm Gap p1, p3, p5 Wing upper surface pressure p2, p4, p6 Wing lower surface pressure

Claims

航空機の翼であって、
前後方向に並んで配設される略同一長さの複数の翼で構成され、
前方に配設される第１の翼の後端部と、後方に配設される第２の翼の先端部との間に所定のギャップが設けられており、
上記第２の翼の先端部は上記第１の翼の後端部より低い位置に配設される、
ことを特徴とする高揚力翼。 The wing of an aircraft,
It consists of a plurality of wings of approximately the same length, which are arranged side by side in the longitudinal direction,
A predetermined gap is provided between the rear end of the first wing disposed forward and the front end of the second wing disposed rearward,
The tip of the second wing is disposed at a lower position than the rear end of the first wing,
High lift wing characterized by.

上記第２の翼の後方にさらに略同一長さの第３の翼が配設され、
上記第２の翼の後端部と、上記第３の翼の先端部との間に所定のギャップが設けられており、
上記第３の翼の先端部は上記第２の翼の後端部より低い位置に配設される、
ことを特徴とする請求項１に記載の高揚力翼。 A third wing of substantially the same length is disposed behind the second wing, and
A predetermined gap is provided between the rear end of the second wing and the front end of the third wing,
The leading end of the third wing is disposed at a lower position than the trailing end of the second wing.
The high lift wing according to claim 1, characterized in that:

上記第３の翼の後方にさらに略同一長さの複数の翼が配設され、
上記第３の翼の後端部と、上記複数の翼の内、最前方の翼の先端部との間に所定のギャップが設けられており、上記複数の翼同士も直前に配設される翼の後端部とその後方に続く翼の先端部との間に所定のギャップが設けられており、後方の翼の先端部はいずれも直前に配設される翼の後端部より低い位置に配設されることを特徴とする、請求項２に記載の高揚力翼。 A plurality of wings of substantially the same length are further disposed behind the third wing,
A predetermined gap is provided between the rear end of the third wing and the tip of the foremost wing among the plurality of wings, and the plurality of wings are also disposed immediately before each other. A predetermined gap is provided between the trailing end of the wing and the leading end of the trailing wing, and the leading end of the trailing wing is positioned lower than the trailing end of the immediately preceding wing. The high lift wing according to claim 2, wherein the high lift wing is disposed in