GB2588963A

GB2588963A - Aircraft wing with anti-icing system and Krueger flap

Info

Publication number: GB2588963A
Application number: GB1916703.0A
Authority: GB
Inventors: Edwards Henry; Strachan Alexander Stuart
Original assignee: Airbus Operations Ltd
Current assignee: Airbus Operations Ltd
Priority date: 2019-11-15
Filing date: 2019-11-15
Publication date: 2021-05-19
Also published as: GB201916703D0

Abstract

An aircraft wing 200 comprises a Krueger flap 215 with an anti-icing system. The anti-icing system comprises a conduit 201 that is configured to provide hot air to an interior surface of the leading edge of the wing 200. The conduit 201 of the anti-icing system structurally supports at least part of the weight of the Krueger flap 215 by means of a support bracket 230. The flap is actuated by a drive shaft 223.

Description

AIRCRAFT WING WITH ANTI-ICING SYSTEM AND KRUEGER FLAP BACKGROUND OF THE INVENTION

[0001] The present invention concerns an aircraft wing. More particularly, but not exclusively, the invention concerns an aircraft wing comprising an anti-icing system and a Krueger flap. The invention also concerns an aircraft comprising said wing.

[0002] It is known in the prior art to use ice protection systems within aircraft wings. Figure 1 shows an exemplary ice protection system implemented in an aircraft wing 100. A primary conduit 101 contained in the leading edge cavity 103 of the wing 100, between the leading edge 104 of the wing 100 and the forward spar 106, runs in a span-wise direction along the wing 100. The conduit 101 provides hot bleed air from the engine to a plurality of chambers 107 adjacent the wing skin 105 via a plurality of secondary conduits 102 which are connected between the primary conduit 101 and the chambers 107. The hot air heats the adjacent aircraft skin 105 and the spent hot air is then exhausted from the wing 100 to outside airflow.

[0003] A wing can be provided with a Krueger flap to increase lift, provide shielding from debris, which is especially important for laminar wing sections, and to improve aircraft handling characteristics during low-speed flight. A Krueger flap generally comprises a retracted position in which it sits flush with the lower wing skin, and a deployed position in which it forms a chord-wise extension to the leading edge of the wing and increases the camber of the aerofoil. Another benefit of Krueger flaps is that they are deployed during low-speed, low-altitude flight and therefore form the effective leading edge of the wing in a flight regime where insects are likely to impact and collect upon the leading edge of the wing. A Krueger flap can therefore protect the leading edge of the wing from a build-up of insect debris which could degrade the airflow and promote turbulent flow, thereby increasing drag.

[0004] The conduits 101, 102 associated with the anti-icing system occupy significant space within the leading edge cavity 103 of the wing 100. This poses a challenge where the wing designer also wishes to incorporate a Krueger flap with an anti-icing system, and, for example, electrical cables for power, signalling, and/or other systems in the leading edge cavity 103 because the actuation system associated with the Krueger flap also requires significant space within the leading edge cavity 103. To create more space in the leading edge cavity, the forward spar 106 could be moved aft. However, this -2 -would necessitate a significant structural redesign of the wing and, where the fuel is carried between the forward and rear spars, could potentially reduce the volume of fuel that the aircraft is able to carry. Equally the leading edge cavity could be enlarged forward of the spar. However this would increase weight and over-size the wing. A more volume-efficient arrangement is therefore desirable where a wing comprises an anti-icing system and a Krueger flap.

[0005] The present invention seeks to mitigate one or more of the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved aircraft wing comprising a Krueger flap and an anti-icing system.

SUMMARY OF THE INVENTION

[0006] According to a first aspect, the present invention provides an aircraft wing comprising a Krueger flap and an anti-icing system, wherein the anti-icing system comprises a conduit that is configured to provide hot air to an interior surface of the leading edge of the wing and wherein the conduit structurally supports at least part of the weight of the Krueger flap.

[0007] The present invention comprises a multifunctional conduit that can both carry hot air for the anti-icing system and act as a structural support for the Krueger flap. By using the conduit as a load-carrying structural member, other structural members that would be in place to support the Krueger flap can be eliminated from the space within the nose of the aircraft wing between the forward spar and leading edge of the wing. The invention therefore provides a more volume-efficient arrangement of a Krueger flap and anti-icing system when compared with prior art wings comprising such systems.

[0008] The wing may be a natural laminar flow wing. Alternatively, the wing may comprise a laminar flow control system. The cross-section of the primary conduit may be circular or non-circular. The conduit may be partially formed by an internal surface of the wing skin. The Krueger flap may be structurally supported by other structural members within the aircraft wing as well as by the conduit. The wing may comprise a plurality of Krueger flaps. The conduit may structurally support at least part of the weight of each Krueger flap of a plurality of Krueger flaps.

[0009] The conduit optionally comprises a Krueger flap support structure mounted upon an outer surface of the conduit. The Krueger flap support structure may be a bracket. A linkage of the Krueger flap actuation system may be pivotally connected to the Krueger flap support structure to structurally support the Krueger flap. A drive shaft may be configured to actuate the linkage to move the Krueger flap between a retracted position and a deployed position. The drive shaft may be configured to rotate the linkage to move the Krueger flap between the retracted position and the deployed position.

[00101 Optionally the conduit structurally supports at least part of the weight of the drive shaft. Optionally the Krueger flap support structure structurally supports the drive shaft. By using the conduit as a load-carrying structural member that supports the drive shaft, other structural members that would be in place to support the drive shaft can be eliminated from the space within the leading edge cavity of the aircraft wing, between the forward spar and leading edge of the wing. This arrangement therefore provides further volume savings within the wing when compared with arrangements in which the drive shaft is not structurally supported by the conduit.

[0011] A gearbox can be provided to convert the low torque and high rotational speed movement of the drive shaft to the high torque and low rotational speed movement required for actuation of the Krueger flap. The gearbox may be mounted upon the Krueger flap support structure. The gearbox may be housed within the Krueger flap support structure. The gearbox may be configured to transmit an actuation force from the drive shaft to the linkage to move the Krueger flap between the retracted position and the deployed position. By using the conduit as a structural member that supports the gearbox, other structural members that would be in place to support the gear box can be eliminated from the space within the leading edge cavity between the forward spar and leading edge of the wing. This arrangement therefore provides further volume savings within the wing when compared with arrangements comprising a gearbox and in which the gearbox is not structurally supported by the conduit.

[0012] Alternatively, the aircraft wing may comprise a motor, wherein the motor is configured to actuate the linkage to move the Krueger flap between a retracted position and a deployed position. The conduit may structurally support at least part of the weight of the motor. The Krueger flap support structure may structurally support a motor. The motor may for example be an electric motor or hydraulic motor. The motor may be mounted upon the Krueger flap support structure. The motor may be housed within the Krueger flap support structure. The wing may comprise a plurality of Krueger flap -4 -support structures spaced apart along the conduit. Each of the plurality of Krueger flap support structures may structurally support a separate motor. By using the conduit as a structural member that supports the motor, other structural members that would be in place to support the motor can be eliminated from the space within the leading edge cavity of the aircraft wing between the forward spar and leading edge of the wing.

[0013] The conduit may comprise a further Krueger flap support structure mounted upon the outer surface of the conduit. A linkage of the Krueger flap actuation system may be pivotally connected to the further Krueger flap support structure. A first Krueger flap support structure may be mounted upon a first side of the conduit. A second Krueger flap support structure may be mounted upon a second, opposite side of the conduit. The first Krueger flap support structure may extend from the conduit towards a trailing edge of the wing. The second Krueger flap support structure may extend from the conduit towards a leading edge of the wing. A first linkage may be pivotally connected to the first Krueger flap support structure. The first linkage may be a drive linkage. A second linkage may be pivotally connected to the second Krueger flap support structure. The first and/or second linkages may be directly pivotally connected to the respective Krueger flap support structures.

[0014] The conduit may support the entire weight of the Krueger flap. The conduit may support at least part of the weight, or the entire weight of the Krueger flap when the wing is not in flight. When the wing is in flight, the conduit may support the entire aerodynamic load exerted on the Krueger flap when in the extended position and/or when in the retracted position, or in any position between the extended and retracted positions. The conduit may support part of the aerodynamic load exerted on the Krueger flap when in the extended position and/or when in the retracted position, or in any position between the extended and retracted positions. The Krueger flap may be mounted to the aircraft via the conduit. The Krueger flap may be mounted to the aircraft only via the conduit. The conduit may be mounted to the aircraft via one or more D-nose ribs of the wing. The Krueger flap may be mounted to one or more D-nose ribs as well as to the conduit such that the conduit does not structurally support the entire weight of the Krueger flap. Such an arrangement provides structural redundancy should the conduit or Krueger flap support structure structurally fail in some way. When the Krueger flap is aerodynamically loaded, the conduit may react the aerodynamic forces on the Krueger flap into the internal structure of the wing. For example, the conduit -5 -may react resultant torsion, bending and/or shear forces from the aerodynamic loading of the Krueger flap into the D-nose ribs and/or other load-bearing substructures of the aircraft wing.

[0015] Optionally the weight of the conduit is structurally supported along the wing by an interior surface of the leading edge of the wing. Alternatively or additionally, the wing may comprise a plurality of ribs and the conduit may be structurally supported along the wing by at least one of the ribs. In certain embodiments the weight of the conduit is structurally supported only by the interior surface of the leading edge of the wing. However, the weight of the conduit may be structurally supported by both the interior surface of the leading edge of the wing and the at least one of the ribs. Arrangements in which the interior surface of the leading edge of the wing structurally supports the conduit may allow for the wing to be designed to have fewer ribs and therefore less mass. Alternatively the weight of the conduit may be supported only by the ribs of the wing and thereby not supported by an interior surface of the leading edge of the wing.

[0016] In certain embodiments the conduit is perforated such that hot air can be provided to an interior surface of the leading edge of the wing via the perforations. Hot air may be provided from the conduit directly into the leading edge cavity of the wing. An interior surface of the conduit may be integrated with an interior surface of the wing. Alternatively, the conduit may be a standalone pipe or tube.

[0017] The conduit may be supported by the interior surface of the leading edge of the wing via a plurality of support members connected between the conduit and the interior surface of the leading edge of the wing. The support members may be elongate and connected to an outer surface of the conduit at a first end and connected to the interior surface of the leading edge of the wing at a second, opposite end.

[0018] The conduit may be a primary conduit. Each support member of the plurality of support members may define a secondary conduit that is connected to the primary conduit at a first end. Optionally the secondary conduit is perforated such that hot air can be provided to an interior surface of the leading edge of the wing via the perforations. The secondary conduits may be contained within their respective support members. Hot air may be provided directly into the leading edge cavity of the wing. [0019] Each support member of the plurality of support members defines a secondary conduit that is connected to the primary conduit at a first end and to an anti-icing -6 -chamber adjacent an inner surface of the wing skin at a second, opposite end. Each of the support members may therefore be configured to supply anti-icing air from the primary conduit to the anti-icing chamber via the secondary conduits.

[0020] According to a second aspect, the present invention provides an aircraft comprising an aircraft wing according to the first aspect of the invention.

[0021] According to a third aspect, the present invention provides a kit of parts comprising at least a part of a conduit for an anti-icing system and a Krueger flap, wherein the kit includes fixings for attaching the Krueger flap to the part of a conduit. The fixings may include a linkage system for moving the Krueger flap. The fixings may include a Krueger flap support structure for mounting upon the conduit. The kit of parts may be configured such that when assembled in situ with a wing of an aircraft the kit of parts forms an aircraft wing according to the first aspect of the invention.

[0022] It will of course be appreciated that features described in relation to one aspect of the present invention may be incorporated into other aspects of the present invention. For example, the kit of parts of the invention may incorporate any of the features described with reference to the aircraft wing of the invention and vice versa.

DESCRIPTION OF THE DRAWINGS

[0023] Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which: Figure 1 is a schematic sectional view of an example wing featuring an anti-icing system of the prior art; Figure 2 shows an aircraft comprising a wing according to a first embodiment of the invention; Figure 3A is a schematic sectional view of the wing according to a first embodiment of the invention featuring a Krueger flap and an anti-icing system with the Krueger flap in a retracted position; Figure 3B is the wing of Figure 3A with the Krueger flap in a deployed position; Figure 3C is a schematic perspective sectional view of the wing according to the first embodiment of the invention with the Krueger flap in a retracted position; Figure 3D is a perspective sectional view of the wing according to the first embodiment of the invention taken along the line X-X in Figure 3A; -7 -Figure 4A is a schematic sectional view of the wing according to a second embodiment of the invention featuring a Krueger flap and an anti-icing system with the Krueger flap in a retracted position; Figure 4B is the wing of Figure 4A with the Krueger flap in a deployed position; Figure 5A is a schematic sectional view of the wing according to a third embodiment of the invention featuring a Krueger flap and an anti-icing system with the Krueger flap in a retracted position; Figure 5B is the wing of Figure SA with the Krueger flap in a deployed position; Figure SC is a schematic sectional view of the wing according to the third embodiment of the invention taken along the line Y-Y in Figure SA; Figure 6A is a schematic sectional view of the wing according to a fourth embodiment of the invention featuring a Krueger flap and an anti-icing system with the Krueger flap in a retracted position; Figure 6B is the wing of Figure 6A with the Krueger flap in a deployed position; Figure 6C is a schematic sectional view of the wing according to the fourth embodiment of the invention taken along the line Z-Z in Figure 6A; Figure 7A is a schematic sectional view of the wing according to a fifth embodiment of the invention featuring a Krueger flap and an anti-icing system with the Krueger flap in a retracted position; Figure 7B is the wing of Figure 7A with the Krueger flap in a deployed position; Figure 8A is a schematic sectional view of the wing according to a sixth embodiment of the invention featuring a Krueger flap and an anti-icing system with the Krueger flap in a retracted position; Figure 8B is the wing of Figure 8A with the Krueger flap in a deployed position; and Figure 9 is a perspective sectional view of wing according to a seventh embodiment of the invention with the Krueger flap in a retracted position.

DETAILED DESCRIPTION

[0024] An aircraft 1 comprising a wing 200 according to an embodiment of the invention is shown in Figure 2. Figures 3A to 3D show schematically the arrangement of a Krueger flap 215 and an ice-protection system positioned in the leading edge cavity 203 of the wing 200, between the leading edge spar 206 and the leading edge 204 of the wing 200. Similarly to the prior art arrangement described above, the anti-icing -8 -system is formed by a primary conduit 201 which extends along the wing 200 and a plurality of secondary conduits 202 which project outwardly from the primary conduit 201 and connect to a respective plurality of chambers 207 adjacent the wing skin 205. Hot engine bleed air is piped into the anti-icing chambers 207 via the primary and secondary conduits 201, 202 to heat the inner surface 208 of the wing skin 205 and thereby provide an anti-icing function.

[0025] The Krueger flap 215 is movable between its retracted position, shown in Figure 3A, and its deployed position, shown in Figure 3B, via a system of linkages 217, 218, 222 that are actuated by a drive shaft 223. The Krueger flap 215 is connected to an L-shaped linkage 217 that is pivotally connected to a substructure (not shown) of the aircraft wing 200. To deploy the Krueger flap 215, the L-shaped linkage 217 is rotated to move the Krueger flap 215 downwardly and outwardly, away from the leading edge of the wing 200 (clockwise as shown in Figures 3A and 3B). The L-shaped linkage 217 is directly pivotally connected to a secondary drive linkage 218, and the secondary drive linkage 218 is directly pivotally connected to a primary drive linkage 222. The primary drive linkage 222 is directly pivotally connected to a Krueger flap support bracket 230 that is mounted upon the outer surface 227 of the primary conduit 201 and extends rearwardly from the primary conduit 201, in a direction towards the forward spar 206. The primary conduit 201 therefore serves as a direct structural support for the Krueger flap 215.

[0026] The drive shaft 223 extends in a span-wise direction along the wing and passes through the Krueger flap support bracket 230 such that the Krueger flap support bracket structurally supports the weight of the draft shaft 223. The drive shaft 223 drives rotation of the primary linkage 222 via a gearbox 226 housed within the Krueger flap support bracket 230. To deploy the Krueger flap 215, the primary drive linkage 222 is rotated by the drive shaft 223 from the position shown in Figure 3A and 3C towards the leading edge of the wing (clockwise as shown in Figures 3A and 3B). This causes the secondary drive linkage 218 to also move towards the leading edge of the wing, which in turn rotates the L-shaped linkage 217 to deploy the Krueger flap 215.

[0027] The weight of the primary conduit 201 is structurally supported along the span of the wing 200 by the plurality of secondary conduits 202 which are mounted to the outer surfaces 213 of the chambers 207. The wing 200 also comprises a plurality of D-nose ribs 211 which are spaced apart along the span of the wing 200. The primary -9 -conduit 201 is also supported by some, but not all of the D-nose ribs at support points 212. As illustrated in Figure 3D, the primary conduit 201 is supported by a first D-nose rib 211A at support point 212A and by a second D-nose rib 211B at support point 212B.

The primary conduit 201 is not supported by the D-nose rib 211C positioned between the first and second D-nose ribs 211A, 211B. Because the primary conduit 201 is partially supported by the outer surfaces 213 of the chambers 207, the wing 200 according to the first embodiment of the invention is able to be constructed with fewer D-nose ribs 211 than is required in prior art arrangements in which D-nose ribs are solely used to support a Krueger flap and/or anti-icing conduit.

[0028] A wing 300 according to a second embodiment of the invention is shown in Figures 4A and 4B. The wing 300 has many features in common with the wing 200 of the first embodiment of the invention and, where present, the common features have been assigned the same reference numeral as for the wing 200 but with the prefix "3" instead of "2". For example, the wing 300 of the second embodiment of the invention comprises a conduit 301 whereas the wing of the first embodiment of the invention comprises a primary conduit 201.

[0029] The anti-icing system of the wing 300 according to the second embodiment of the invention does not comprise a plurality of chambers adjacent the wing skin 305.

Instead, the secondary conduits 302 are connected to the to the inner surface 308 of the wing skin 305 so that the primary conduit is supported by the wing skin 305. The secondary conduits 302 are perforated and the anti-icing function is provided by hot engine bleed air being piped into the leading edge cavity 303 of the wing 300 via the perforated secondary conduits 302.

[0030] A wing 400 according to a third embodiment of the invention is shown in Figures 5A to 5C. Where the wing 400 has features in common with the wing 200 of the first embodiment of the invention those features have been assigned the same reference numeral as for the wing 200 but with the prefix "4" instead of "2".

[0031] The anti-icing system of the wing 400 according to the third embodiment of the invention comprises a perforated primary conduit 401 and the anti-icing function is provided by hot engine bleed air being piped into the leading edge cavity 403 of the wing 400 via the perfOrated primary conduit 401 The secondary conduits 202 of the first embodiment of the invention 200 have been replaced by a plurality of elongate support members 450. Each support member 450 is connected at a first end to the outer -10 -surface 427 of the primary conduit 401 and at a second, opposite end to the inner surface of the wing skin 408 so that the primary conduit 401 is supported along the span of the wing by the plurality of support members 450. In this embodiment of the invention, the primary duct 401 is supported solely by the wing skin 405, and is therefore not supported by any D-nose ribs 411, as shown in Figure 5C.

[0032] A wing 500 according to a fourth embodiment of the invention is shown in Figures 6A and 6B. Where the wing 500 has features in common with the wing 200 of the first embodiment of the invention those features have been assigned the same reference numeral as for the wing 200 but with the prefix "5" instead of "2".

[0033] Similarly to the anti-icing system of the wing 400 according to the third embodiment of the invention, the anti-icing system of the wing 500 according to the fourth embodiment of the invention comprises a perforated primary conduit 501 and the anti-icing function is provided by hot engine bleed air being piped directly into the leading edge cavity 503 of the wing 500 via the perforated primary conduit 501. However, in this case the anti-icing system comprises no secondary conduits or support members. Instead, the weight of the primary conduit 501 is structurally supported solely by D-nose ribs 511 at support points 512, as shown in Figure 6C.

[0034] A wing 600 according to fifth embodiment of the invention is shown in Figures 7A and 7B. Where the wing 600 has features in common with the wing 200 of the first embodiment of the invention those features have been assigned the same reference numeral as for the wing 600 but with the prefix "6" instead of "2".

[0035] The wing 600 comprises a curved plate 670 mounted to the inner surface 608 of the wing skin 605 so that the primary conduit 601 is formed partially by the curved plate 670 and partially by the inner surface 608 of the wing skin 605. The Krueger flap support bracket 630 is mounted to an outer surface 671 of the curved plate 670 so that the Krueger flap 615 is supported by the curved plate 670 that partially forms the primary conduit 601. The curved plate 670 is perforated so that the anti-icing function is provided by hot engine bleed air being piped into the leading edge cavity 603 of the wing via the perforations in the curved plate 670. Because the curved plate 670 is mounted to the inner surface 608 of the wing skin 605, the weight of the primary conduit 601 is fully supported by the wing skin 605. Furthermore, the curved plate 670 increases the stiffness of the wing 600 and therefore allows for fewer D-nose ribs to be used along the span of the wing 600, which may result in a weight saving.

[0036] A wing 700 according to a sixth embodiment of the invention is shown in Figures 8A and 8B. Where the wing 700 has features in common with the wing 200 of the first embodiment of the invention those features have been assigned the same reference numeral as for the wing 200 but with the prefix "7" instead of "2".

[0037] The Krueger flap 215 of the wing 200 according to the first embodiment of the invention is supported only in part by the primary conduit 201 because the L-shaped linkage 217 is attached to another substructure of the aircraft wing 200. However, in addition to a first Krueger flap support bracket 730 that is substantially identical to the Krueger flap support bracket 230 of the first embodiment of the invention, the wing 700 comprises a second Krueger flap support bracket 732. The second Krueger flap support bracket 732 is mounted upon the outer surface 727 of the conduit 701 and extends in a direction towards the leading edge of the wing 700. The L-shaped linkage 717 is directly pivotally connected to the second Krueger flap support bracket 732 such that the Krueger flap is now fully supported by the conduit structure.

[0038] A wing 800 according to a seventh embodiment of the invention is shown in Figure 9. Where the wing 800 has features in common with the wing 200 of the first embodiment of the invention those features have been assigned the same reference numeral as for the wing 200 but with the prefix "8" instead of "2".

[0039] Instead of being actuated by a drive-shaft and gearbox arrangement, the Krueger flap 815 of the wing 800 according to the seventh embodiment of the invention is actuated by an electric motor 860 housed within the Krueger flap support bracket 830. The electric motor 860 is configured to drive rotation of the primary linkage 822 to move the Krueger flap 815 between its retracted position, shown in Figure 9, and its deployed position. Power is supplied to the electric motor 860 via a power supply cable 861 that is mounted upon and runs along the outer surface 827 of the conduit 801.

[0040] Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. For example, it will be understood that the motor of the seventh embodiment of the invention could replace the gear box and drive shaft arrangement of the second to sixth embodiments of the invention. In some embodiments of the invention, secondary conduits may be provided that do not structurally support of the weight of the conduit. In these embodiments, the weight of the conduit may be supported solely -12 -by D-nose ribs or other substructures of the aircraft wing. In other embodiments of the invention some secondary conduits may structurally support the weight of the conduit and other secondary conduits may not. For example, every other secondary conduit may support the weight of the conduit. In these embodiments some of the D-nose ribs may also structurally support the weight of the conduit and some may not. For example, every other D-nose rib may support the weight of the conduit.

[0041] Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some embodiments of the invention, may not be desirable, and may therefore be absent, in other embodiments.

Claims

PCLAIMS1. An aircraft wing comprising a Krueger flap and an anti-icing system, wherein the anti-icing system comprises a conduit that is configured to provide hot air to an interior surface of the leading edge of the wing and wherein the conduit structurally supports at least part of the weight of the Krueger flap.
2. An aircraft wing according to claim 1, wherein the conduit comprises a Krueger flap support structure mounted upon an outer surface of the conduit and wherein a linkage of the Krueger flap actuation system is pivotally connected to the Krueger flap support structure to structurally support the Krueger flap.
3. An aircraft wing according to claim 2 further comprising a drive shaft and wherein the drive shaft is configured to actuate the linkage to move the Krueger flap between a retracted position and a deployed position.
4. An aircraft wing according to claim 3, wherein the conduit structurally supports at least part of the weight of the drive shaft.
5. An aircraft wing according to claim 4, wherein the Krueger flap support structure structurally supports the drive shaft.
6. An aircraft wing according to claims 4 or 5 further comprising a gearbox, wherein the gearbox is mounted upon the Krueger flap support structure and is configured to transmit an actuation force from the drive shaft to the linkage to move the Krueger flap between the retracted position and the deployed position.
7. An aircraft wing according to claim 2 further comprising a motor, wherein the motor is configured to actuate the linkage to move the Krueger flap between a retracted position and a deployed position, and wherein the conduit structurally supports at least part of the weight of the motor.P
-14 - 8. An aircraft wing according to claim 7, wherein the Krueger flap support structure structurally supports the motor.
9. An aircraft wing according to any preceding claim, wherein the conduit structurally supports the entire weight of the Krueger flap.
10. An aircraft wing according to any preceding claim, wherein the weight of the conduit is structurally supported along the wing by an interior surface of the leading edge of the wing and/or wherein the wing comprises a plurality of ribs and the conduit is structurally supported along the wing by at least one of the ribs.
11 An aircraft wing according to claim 10, wherein the weight of the conduit is structurally supported only by the interior surface of the leading edge of the wing.
12. An aircraft wing according to claim 10, wherein the weight of the conduit is structurally supported by both the interior surface of the leading edge of the wing and the at least one of the ribs.
13. An aircraft wing according to any of claims 10 to 12, wherein the conduit is perforated such that hot air can be provided to an interior surface of the leading edge of the wing via the perforations.
14. An aircraft wing according to any of claims 10 to 13, wherein an interior surface of the conduit is integrated with an interior surface of the wing.
15. An aircraft wing according to either of claims 10 to 13, wherein the conduit is supported by the interior surface of the leading edge of the wing via a plurality of support members connected between the conduit and the interior surface of the leading edge of the wing.
16. An aircraft wing according to claim 15, wherein each support member of the plurality of support members defines a secondary conduit that is connected to theP-15 -conduit at a first end, wherein the secondary conduit is perforated such that hot air can be provided to an interior surface of the leading edge of the wing via the perforations.
17. An aircraft wing according to claim 15 or 16, wherein each support member of the plurality of support members defines a secondary conduit that is connected to the primary conduit at a first end and to an anti-icing chamber adjacent an inner surface of the wing skin at a second, opposite end, each of the support members thereby being configured to supply anti-icing air from the conduit to the anti-icing chamber via the secondary conduit.
18. An aircraft comprising an aircraft wing according to any preceding claim.
19. A kit of parts comprising at least a part of a conduit for an anti-icing system and a Krueger flap, wherein the kit includes fixings for attaching the Krueger flap to the part of a conduit.
20. A kit of parts according to claim 19, configured such that when assembled in situ with a wing of an aircraft, the kit of parts forms an aircraft wing according to any of claims 1 to 17.