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An exemplary high-lift system for an aircraft includes a wing, a high-lift flap coupled to the wing, a kinematic element which is driven by a drive device, and a flap lever structured and arranged to rotate via an actuating drive between a retracted position in which the high-lift flap complements a

An exemplary high-lift system for an aircraft includes a wing, a high-lift flap coupled to the wing, a kinematic element which is driven by a drive device, and a flap lever structured and arranged to rotate via an actuating drive between a retracted position in which the high-lift flap complements a wing profile and a plurality of extended positions in which a slot of a given width is formed between the wing and the high-lift flap. A first end of the flap lever is coupled to the high-lift flap. A second end of the flap lever is coupled to the kinematic element and is capable of rotating relative thereto via a first rotation point. The kinematic element is structured and arranged to rotate relative to a second rotation point that is fixed in position relative to the wing. The first rotation point is separated by a predetermined distance from the second rotation point.

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1. A high-lift system for an aircraft, comprising: a wing;a high-lift flap coupled to the wing;a kinematic element which is driven by a drive device;a flap lever structured and arranged to rotate via an actuating drive between a retracted position, in which the high-lift flap complements a wing prof

1. A high-lift system for an aircraft, comprising: a wing;a high-lift flap coupled to the wing;a kinematic element which is driven by a drive device;a flap lever structured and arranged to rotate via an actuating drive between a retracted position, in which the high-lift flap complements a wing profile, and a plurality of extended positions, in which a slot of a given width is formed between the wing and the high-lift flap;a first end of the flap lever being coupled to the high-lift flap;a second end of the flap lever being coupled to the kinematic element and being capable of rotating relative thereto via a first rotation point;the kinematic element being structured and arranged to rotate relative to a second rotation point that is fixed in position relative to the wing,wherein the first rotation point is separated by a predetermined distance from the second rotation point;wherein the high-lift flap is structured and arranged to assume the following positions upon rotation of the kinematic element:a retracted or cruise flight position, whereby the high-lift flap continuously complements the wing profile and the first rotation point assumes a first position with respect to an aircraft longitudinal direction and an aircraft vertical direction;a first extended or take-off position, whereby the first rotation point assumes a second position located under the first position with respect to the aircraft vertical direction and forward of the first position with respect to the aircraft longitudinal direction; anda second extended or landing position, whereby the first rotation point assumes a third position which is located aft of the second position with respect to the aircraft longitudinal direction and above the second position with respect to the aircraft vertical direction. 2. The system of claim 1, wherein the high-lift flap is coupled to the wing via a dropped hinge mechanism. 3. The system of claim 1, wherein the kinematic element comprises a lever. 4. The system of claim 1, wherein the kinematic element comprises an eccentric. 5. The system of claim 1, wherein the kinematic element comprises one of: a lever; andan eccentric. 6. The system of claim 1, wherein the drive device and the actuating drive are capable of being operated one of: in a coupled manner; andindependently. 7. The system of claim 1, wherein the first rotation point changes rotationally when the kinematic element is rotated about the second rotation point. 8. A method of using the system of claim 1, the method comprising: rotating the kinematic element in order to move the high-lift flap between the following positions: a retracted or cruise flight position, whereby the high-lift flap continuously complements the wing profile and the first rotation point assumes a first position with respect to an aircraft longitudinal direction and an aircraft vertical direction;a first extended or take-off position, whereby the first rotation point assumes a second position located under the first position with respect to the aircraft vertical direction and forward of the first position with respect to the aircraft longitudinal direction; anda second extended or landing position, whereby the first rotation point assumes a third position which is located aft of the second position with respect to the aircraft longitudinal direction and above the second position with respect to the aircraft vertical direction. 9. A high-lift system for an aircraft, comprising: a wing;a high-lift flap movably coupled to the wing via a dropped hinge mechanism; anda kinematic device which is driven by a drive, is capable of rotating about a rotation point between first, second and third rotation positions, and, when rotated, changes a position of the high-lift flap relative to the wing,wherein the high-lift flap is structured and arranged to assume the following positions upon rotation of the kinematic device about the rotation point:a retracted or cruise flight position, whereby the high-lift flap continuously complements the wing profile based on the first rotation position of the kinematic device with respect to an aircraft longitudinal direction and an aircraft vertical direction;a first extended or take-off position in which a slot of a given width is formed between the wing and the high-lift flap, whereby the second rotation position of the kinematic element assumes a position located under the first rotating position with respect to the aircraft vertical direction and forward of the first rotation position with respect to the aircraft longitudinal direction; anda second extended or landing position in which a slot of a larger given width is formed between the wing and the high-lift flap, whereby the third rotation point of the kinematic device assumes a position which is located aft of the second rotation position with respect to the aircraft longitudinal direction and above the second rotation position with respect to the aircraft vertical direction.