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An aircraft wing includes a leading airfoil element and a trailing airfoil element. At least one slot is defined by the wing during at least one transonic condition of the wing. The slot may either extend spanwise along only a portion of the wingspan, or it may extend spanwise along the entire wings

An aircraft wing includes a leading airfoil element and a trailing airfoil element. At least one slot is defined by the wing during at least one transonic condition of the wing. The slot may either extend spanwise along only a portion of the wingspan, or it may extend spanwise along the entire wingspan. In either case, the slot allows a portion of the air flowing along the lower surface of the leading airfoil element to split and flow over the upper surface of the trailing airfoil element so as to achieve a performance improvement in the transonic condition.

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What is claimed is: 1. A swept, slotted three-dimensional airfoil having a span and a predetermined three-dimensional shape tailored to improve transonic performance over an un-slotted airfoil, the airfoil comprising: at least one leading airfoil element having an upper surface and a lower surface;

What is claimed is: 1. A swept, slotted three-dimensional airfoil having a span and a predetermined three-dimensional shape tailored to improve transonic performance over an un-slotted airfoil, the airfoil comprising: at least one leading airfoil element having an upper surface and a lower surface; at least one trailing airfoil element defining a spanwise transonic cruise slot with the leading airfoil element, the trailing airfoil element having an upper surface and a lower surface, the cruise slot being positioned along the span at a position where the airfoil experiences Mach critical flow and having a predetermined three-dimensional shape to allow a portion of the air flowing along the lower surface of the leading airfoil element to diverge during a cruise condition to flow over the upper surface of the trailing airfoil element and, thereby, to provide the performance improvement. 2. An aircraft wing comprising the swept airfoil of claim 1. 3. The wing of claim 2, wherein the cruise slot includes an aerodynamically smooth channel defined between the leading and trailing airfoil elements without an unfaired cove. 4. The wing of claim 2, wherein the cruise slot is configured to improve performance of the wing by at least one criterion selected from: an increase in cruise speed; an increase in lift; an increase in thickness; a reduction in sweep; a reduction in drag; or a combination thereof. 5. The wing of claim 2, wherein the cruise slot extends spanwise along an outboard portion of the wing, the cruise slot extending spanwise outboard of an inboard portion of the wing that includes a traditional trailing edge high-lift system. 6. The wing of claim 5, wherein the cruise slot extends spanwise from about a planform break of the wing to about a tip of the wing. 7. The wing of claim 2, wherein the cruise slot only extends over a portion of the wing where airflow separation would occur to add drag during a transonic condition of the wing. 8. The wing of claim 2, wherein the cruise slot extends spanwise essentially continuously from a root of the wing to a tip of the wing. 9. The wing of claim 2, wherein the cruise slot is configured to push shock waves generated by supersonic flow across the wing to a position further aft on the wing. 10. The wing of claim 6, wherein the cruise slot is configured to increase the drag-divergence Mach number capability of the wing while at least maintaining a comparable aerodynamic efficiency for the wing. 11. The wing of claim 6, wherein the cruise slot is configured to mitigate shock waves and provide a higher cruise speed for the wing. 12. The wing of claim 6, further comprising an actuator structure coupled to the leading and trailing airfoil elements for moving one of the leading and trailing airfoil elements relative to the other element to trim the cruise slot. 13. The wing of claim 12, wherein the actuator structure is configured to trim the cruise slot by at least one action selected from: adjusting a gap separating the leading and trailing airfoil elements, the gap defining the cruise slot; adjusting a relative height between the leading and trailing airfoil elements; adjusting an angle between the leading and trailing airfoil elements; or a combination thereof. 14. The wing of claim 12, wherein the cruise slot includes a plurality of segments longitudinally arranged along the wing, each of the segments being independently adjustable by the actuator structure to allow trimming of the cruise slot differently at different locations along the span. 15. The wing of claim 2, further comprising an actuator structure coupled to the leading and trailing airfoil elements for moving one of the leading and trailing airfoil elements relative to the other element to close the cruise slot during at least one subsonic condition and to open the cruise slot during the transonic condition. 16. The wing of claim 2, wherein the cruise slot comprises a plurality of slots longitudinally arranged along the wing. 17. The wing of claim 2, wherein the cruise slot is defined by at least one slotted wing region disposed between two un-slotted wing regions. 18. The wing of claim 2, further comprising at least one un-slotted wing region disposed between two slotted wing regions each defining a spanwise transonic cruise slot. 19. The wing of claim 2, wherein the cruise slot is defined during at least one transonic condition of the wing selected from at least one of a cruise condition and a maneuver. 20. The wing of claim 2, wherein: the leading airfoil element comprises a main wing portion; the trailing airfoil element comprises a flap; and the wing further comprises an actuator structure for trimming the flap during cruise to improve performance of the wing during cruise. 21. An aircraft comprising the airfoil of claim 1. 22. The airfoil of claim 1, wherein slot location substantially coincides with shock location. 23. The airfoil of claim 1, wherein the cruise slot is located along the span only at the position where the airfoil experiences Mach critical flow. 24. The airfoil of claim 1, wherein the three-dimensional shape of the airfoil is tailored in accordance with three-dimensional airfoil pressure distribution data including information related to three-dimensional shock location and sweep of the airfoil. 25. The airfoil of claim 1, wherein the airfoil has a pressure distribution as shown in at least one of FIGS. 16B, 17, 19A, and 19B. 26. A partial-span slotted three-dimensional airfoil having a span and a predetermined three-dimensional shape tailored to improve transonic performance over an un-slotted airfoil, the airfoil comprising: at least one leading airfoil element having an upper surface and a lower surface; at least one trailing airfoil element defining a partial-span transonic cruise slot with the leading airfoil element, the trailing airfoil element having an upper surface and a lower surface, the cruise slot being positioned spanwise along the span at a position where the airfoil experiences Mach critical flow and having a predetermined three-dimensional shape to allow a portion of the air flowing along the lower surface of the leading airfoil element to diverge during a cruise condition to flow over the upper surface of the trailing airfoil element and, thereby, to provide the performance improvement. 27. An aircraft wing comprising the airfoil of claim 26. 28. The wing of claim 27, wherein the cruise slot includes an aerodynamically smooth channel defined between the leading and trailing airfoil elements without an unfaired cove. 29. The wing of claim 27, wherein the cruise slot is configured to improve performance of the wing by at least one criterion selected from: an increase in cruise speed; an increase in lift; an increase in thickness; a reduction in sweep; a reduction in drag; or a combination thereof. 30. The wing of claim 27, wherein the cruise slot extends spanwise from about a planform break of the wing to about a tip of the wing. 31. The wing of claim 27, wherein the cruise slot only extends over a portion of the wing where airflow separation would occur to add drag during a transonic condition of the wing. 32. The wing of claim 27, wherein the cruise slot is configured to push shock waves generated by supersonic flow across the wing to a position further aft on the wing. 33. The wing of claim 27, wherein the cruise slot is configured to increase the drag-divergence Mach number capability of the wing while at least maintaining a comparable aerodynamic efficiency for the wing. 34. The wing of claim 27, wherein the cruise slot is configured to mitigate shock waves and provide a higher cruise speed for the wing. 35. The wing of claim 27, further comprising an actuator structure coupled to the leading and trailing airfoil elements for moving one of the leading and trailing airfoil elements relative to the other element to trim the cruise slot. 36. The wing of claim 35, wherein the actuator structure is configured to trim the cruise slot by at least one action selected from: adjusting a gap separating the leading and trailing airfoil elements, the gap defining the cruise slot; adjusting a relative height between the leading and trailing airfoil elements; adjusting an angle between the leading and trailing airfoil elements; or a combination thereof. 37. The wing of claim 35, wherein the cruise slot includes a plurality of segments longitudinally arranged along the wing, each of the segments being independently adjustable by the actuator structure to allow trimming of the cruise slot differently at different locations along the span. 38. The wing of claim 27, further comprising an actuator structure coupled to the leading and trailing airfoil elements for moving one of the leading and trailing airfoil elements relative to the other element to close the cruise slot during at least one subsonic condition and to open the cruise slot during the transonic condition. 39. The wing of claim 27, wherein the cruise slot comprises a plurality of partial-span slots longitudinally arranged along the wing. 40. The wing of claim 27, wherein the cruise slot is defined by at least one slotted wing region disposed between two un-slotted wing regions. 41. The wing of claim 27, further comprising at least one un-slotted wing region disposed between two slotted wing regions each defining a partial-scan transonic cruise slot. 42. The wing of claim 27, wherein the cruise slot is defined during at least one transonic condition of the wing selected from at least one of a cruise condition and a maneuver. 43. The wing of claim 27, wherein: the leading airfoil element comprises a main wing portion; the trailing airfoil element comprises a flap; and the wing further comprises an actuator structure for trimming the flap during cruise to improve performance of the wing during cruise. 44. The wing of claim 27, wherein the wing is swept. 45. An aircraft comprising the wing of claim 44. 46. An aircraft comprising the airfoil of claim 26. 47. The airfoil of claim 26, wherein slot location substantially coincides with shock location. 48. The airfoil of claim 26, wherein the cruise slot is located along the span only at the position where the airfoil experiences Mach critical flow. 49. The airfoil of claim 26, wherein the three-dimensional shape of the airfoil is tailored in accordance with three-dimensional airfoil pressure distribution data including information related to three-dimensional shock location and sweep of the airfoil. 50. A method for flying a slotted aircraft wing having a predetermined three-dimensional shape tailored to improve transonic performance over an un-slotted wing, a span, at least one leading airfoil element, and at least one trailing airfoil element defining at least one spanwise transonic cruise slot with the leading airfoil element, the cruise slot being positioned along the span at a position where the wing experiences Mach critical flow and having a predetermined three-dimensional shape to allow a portion of the air flowing along a lower surface of the leading airfoil element to diverge to flow over the upper surface of the trailing airfoil element and, thereby, to provide the performance improvement, the method comprising trimming the cruise slot during a transonic condition so as to achieve a performance improvement in the transonic condition. 51. The method of claim 50, wherein the transonic condition is selected from at least one of a cruise condition and a maneuver. 52. The method of claim 50, wherein: the leading airfoil element comprises a main wing portion; the trailing airfoil element comprises a flap assembly; and trimming the cruise slot comprises actuating the flap assembly. 53. The method of claim 50, wherein trimming the cruise slot comprises at least one action selected from: adjusting a gap separating the leading and trailing airfoil elements, the gap defining the cruise slot; adjusting a relative height between the leading and trailing airfoil elements; adjusting an angle between the leading and trailing airfoil elements; or a combination thereof. 54. The method of claim 50, further comprising closing the cruise slot during at least one subsonic condition of the wing. 55. The method of claim 50, wherein the cruise slot includes a partial-span slot. 56. The method of claim 50, wherein the cruise slot includes a single slot that extends substantially the entire length of the span of the wing from about a root of the wing to about a tip of the wing. 57. The method of claim 50, wherein the cruise slot includes an aerodynamically smooth channel defined between the leading and trailing airfoil elements without an unfaired cove. 58. The method of claim 50, wherein the cruise slot comprises a plurality of partial-span slots longitudinally arranged along the wing, and wherein the method further comprises independently trimming each said slot during the transonic condition so as to achieve a performance improvement in the transonic condition. 59. The method of claim 60, wherein the cruise slot comprises a plurality of partial-span slots longitudinally arranged along the wing, and wherein the method further comprises independently trimming each said slot during the transonic condition so as to achieve a performance improvement in the transonic condition. 60. A method for flying a swept slotted aircraft wing defining at least one spanwise transonic cruise slot positioned along the span at a position where the wing experiences Mach critical flow and having a predetermined three-dimensional shape tailored to improve transonic performance over an un-slotted wing, the method comprising using the cruise slot to divert a portion of the air flowing along a lower surface of the wing to flow over an upper surface of the wing during at least one transonic condition of the wing, the diverting at least delaying airflow separation that would occur to add drag at the transonic condition so as to achieve a performance improvement in the transonic condition. 61. The method of claim 60, further comprising trimming the cruise slot during the transonic condition. 62. The method of claim 61, wherein trimming the cruise slot comprises at least one action selected from: adjusting a gap separating a leading element and a trailing element, the gap defining the cruise slot; adjusting a relative height between the leading element and the trailing element; adjusting an angle between the leading element and the trailing element; or a combination thereof. 63. The method of claim 62, wherein: the leading airfoil element comprises a main wing portion; the trailing airfoil element comprises a flap assembly; and trimming the cruise slot comprises actuating the flap assembly. 64. The method of claim 60, wherein the cruise slot includes a partial-span slot. 65. The method of claim 60, wherein the cruise slot includes a single slot that extends substantially the entire length of the span of the wing from about a root of the wing to about a tip of the wing. 66. The method of claim 60, further comprising opening the cruise slot when at or near the transonic condition. 67. The method of claim 60, further comprising closing the cruise slot during at least one subsonic condition of the wing. 68. The method of claim 60, wherein the cruise slot includes an aerodynamically smooth channel defined between the leading and trailing airfoil elements without an unfaired cove. 69. The method of claim 70, wherein the cruise slot comprises a plurality of partial-span slots longitudinally arranged along the wing, and wherein the method further comprises independently trimming each said slot during cruise so as to achieve a performance improvement during cruise. 70. A method for flying a slotted aircraft wing having a predetermined three-dimensional shape tailored to improve transonic performance over an un-slotted wing, a span, a main wing portion, and a flap assembly defining at least one spanwise transonic cruise slot with the main wing portion during cruise, the cruise slot being positioned along the span at a position where the wing experiences Mach critical flow and having a predetermined three-dimensional shape to allow a portion of the air flowing along a lower surface of the leading airfoil element to diverge to flow over the upper surface of the trailing airfoil element and, thereby, to provide the performance improvement, the method comprising actuating the flap assembly during cruise to trim the flap assembly so as to achieve a performance improvement during cruise. 71. The method of claim 70, wherein the cruise slot includes an aerodynamically smooth channel defined between the leading and trailing airfoil elements without an unfaired cove. 72. A method comprising tailoring a swept wing's three-dimensional geometry using three-dimensional wing pressure distribution data including information related to three-dimensional shock location such that the wing defines at least one spanwise transonic cruise slot that allows a portion of the air flowing along a lower surface of the wing to diverge to flow over an upper surface of the wing during at least one transonic condition of the wing so as to achieve a performance improvement in the transonic condition. 73. The method of claim 72, wherein the tailoring includes locating the slot substantially coincident with shock location. 74. The method of claim 72, further comprising obtaining the three-dimensional wing pressure distribution data by computational modeling. 75. The method of claim 72, further comprising obtaining the three-dimensional wing pressure distribution data by simulating an airflow over the wing using three-dimensional computational fluid dynamics. 76. The method of claim 75, wherein the tailoring includes locating the slot where the three-dimensional computational fluid dynamics simulated airflow suggests that a pressure field will result in airflow separation on the upper surface of the wing. 77. The method of claim 72, further comprising determining where the wing will become Mach number critical, and wherein the tailoring includes locating the slot only where it has been determined that the wing will become Mach number critical.