The patent's assignee for patent number 8523101 is Airbus Operations SAS (FR).
News editors obtained the following quote from the background information supplied by the inventors: "The disclosed embodiments fall in the domain of an aircraft that must land and take off on relatively short airstrips.
"In particular, the disclosed embodiments involve civil transportation aircraft for which the combined arrangement of the fuselage, of the various aerodynamic surfaces and of the propulsion engines permits making an aircraft capable of operating on terrains of limited length and complying with the certification requirements of civil aircraft in particular in cases of takeoff and approach with failure of one engine.
"The aircraft according the disclosed embodiments also permits making takeoffs and approaches with reduced noise impacts on the ground which is essential when using the aircraft in concentrated population environments such as mountainous environments or islands.
"To reduce the takeoff and landing distances of aircraft for which the lift is ensured by a wing or by a set of lift aerodynamic surfaces, the solution that is the most generally used is to implement means that permit reducing the minimum flight speeds.
"Indeed, reducing the minimum flight speeds enables an aircraft to limit the acceleration distance on the ground during takeoff and the deceleration distance on the ground during landing.
"Increasing the thrust provided by the propulsion engines, in particular the ratio between engine thrust and aircraft weight, is also a practical solution to diminish the takeoff distances through a much stronger acceleration to reach the takeoff speed but the increase of thrust rapidly finds economic limits, in particular in the area of civil transportation aircraft, and causes sound nuisances that today are no longer acceptable in airport environments.
"A first, widely used technique to increase the lift of the aircraft consists in arranging onto the lifting surfaces, in particular the wings, high-lift devices that result in pushing back the takeoff phenomena at lift factor values that are higher than those possible with a lifting surface not provided with such high-lift devices.
"The trailing edge high-lift devices or wing flaps, also called flaps, and leading edge high-lift devices or leading edge slats, are widely used on civil transportation aircraft.
"As such, for a conventional civil aircraft for which the wing has a lift factor around 1.6 without high-lift device (a so-called smooth configuration), in practice, lift coefficients between 2.5 and 3 are obtained when the high-lift devices are deployed for landing configurations.
"In practice, the increase obtained for the maximum lift of an aircraft wing depends on the complexity of the high-lift systems and of the extension of the chord and the span of said systems.
"Numerous high-lift forms, single, double or triple flaps, with or without slot, are known but on the one hand, it is difficult in practice to obtain lift factors of more than 3.5 and on the other hand, obtaining a high-lift coefficient is accompanied by complex high-lift systems that are as such heavy, expensive to make and expensive to maintain.
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