AIRCRAFT WING ASSEMBLIES BACKGROUND With fixed wing aircraft that utilize an airfoil, ranging from small personal aircraft to large commercial or military aircraft, pilots are trained and become aware of dangers related to wing assembly or airfoil stall, which is when one or multiple wings on the aircraft exceed the critical angle of attack because of changes in the aerodynamics or airflow relative to the wing. For example, a stall occurs when the angle of attack of an airfoil increases beyond the critical angle of attack, resulting in the lift of the airfoil decreasing with any additional increase of the airfoil’s angle of attack. Essentially, a wing can generate additional lift because the airflow over a top surface of the wing provides laminar airflow across its surface at a higher speed relative to the airflow across a bottom surface of the wing. In level flight at sufficient speeds for the aircraft to maintain altitude and a low angle of attack to the relative wind, there is no danger of stalling. However, as the angle of attack of the aircraft wing assembly is increased, the airflow over the top of the wing typically starts to separate from the trailing edge of the wing towards the leading edge creating a loss of lift and substantial increase in induced drag. However, if laminar airflow and/or attached airflow over the top of the wing remains dominant beyond the critical angle of attack, then the wing assembly can resist a rapid drop off in generated lift with any increase of angle of attack, allowing for safer operating margins beyond the critical angle of attack. The critical angle of attack is a specific angle to relative airflow over the wing assembly when any increase of angle of attack from that point introduces less lift and increase in drag .Operating an aircraft beyond the critical angle of attack can be dangerous due to the significant reduction in operational margins. Most general aviation aircraft suffer from a very sharp reduction in generated lift, described by many pilots as the wing “giving out.” Should the critical angle of attack be exceeded in an uncoordinated state, an aerodynamic phenomenon known as a “spin” may result. If the conditions described above occur at lower elevations, e.g., landing, takeoff, etc., depending on the characteristics of the specific wing assembly, available altitude, and skill level of the pilot, a spin or stall may be unrecoverable. BRIEF DESCRIPTION OF THE DRAWINGS FIG.1 is a side plan view of an example wing rib assembly with actuation mechanisms and multiple leading edge slats, along with a cross-sectional view of a wing flap assembly, in a low speed or open position in accordance with the present disclosure; FIG.2 is a partial elevated perspective view of an example wing rib assembly mechanistically attached to multiple leading edge slats in a low speed or open position in accordance with the present disclosure; FIG.3 is a side plan view of an example wing rib assembly with actuation mechanisms and multiple leading edge slats, along with a cross-sectional view of a wing flap assembly, in a high speed or closed configuration in accordance with the present disclosure; FIG.4 is a partial elevated perspective view of an example wing rib assembly mechanistically attached to multiple leading edge slats in a high speed or closed configuration in accordance with the present disclosure; FIG.5 is a side plan view of an example wing rib configured to carry the multiple leading edge slats, wing flap, and actuation mechanisms shown in FIGS.1-4 in accordance with the present disclosure; FIG.6 is a partial side plan view of the example wing rib assembly shown in FIGS.1-4 with the leading edge slats located in three different positions in accordance with the present disclosure; FIG.7 is a side perspective view of an example fixed wing assembly with a cross-sectional view of example leading edge slats, depicting an example relative angle of the leading edge slats relative to the chord line of the airfoil in accordance with the present disclosure; FIG.8 is an elevated perspective view of an example partially assembled aircraft including an extendable double-slatted aircraft wing in accordance with the present disclosure; FIG.9 is a schematic view of a comparative airflow model of a fixed wing assembly having a single leading edge slat without an airflow gap; FIG.10 is a schematic view of an example airflow model of an extendable double-slatted aircraft wing in a low speed high drag configuration depicting improvement in performance relative to the comparative airflow model shown in FIG.9 and in accordance with the present disclosure; FIG.11 is a schematic view of an example airflow model of an extendable double-slatted aircraft wing in a high speed low drag configuration in accordance with the present disclosure; FIG.12 is a schematic view of an example airflow model of an extendable double-slatted aircraft wing in a low speed high drag configuration in accordance with the present disclosure; and FIG.13 is a schematic representation depicting various lifting regions of an aircraft wing assembly configured in three different configurations. DETAILED DESCRIPTION In accordance with examples of the present disclosure, an aircraft wing assembly, a fixed wing aircraft, and a method of contributing to lift of an airfoil on an aircraft is disclosed, along with other related devices, systems, and/or methods. In one example, the aircraft wing assembly can include an airfoil including a leading edge, a first slat positioned or positionable upwind relative to the leading edge leaving a first airflow gap between the first slat and the leading edge, and a second slat positioned or positionable upwind relative to the first slat leaving a second airflow gap between the second slat and the first slat. In one more specific example, the first slat and the second slat can be retractable relative to the leading edge, providing the aircraft wing assembly with an open position when the first airflow gap and the second airflow gap are present and a closed position when the first slat closes the first airflow gap against the leading edge and the second slat closes the second airflow gap against the first slat. In another example, a fixed wing aircraft can include an aircraft fuselage and an airfoil including a leading edge. The airfoil in this example is attached to the aircraft fuselage. The fixed wing aircraft also includes a first slat positioned or positionable upwind relative to the leading edge of the airfoil leaving a first airflow gap between the first slat and the leading edge, and a second slat positioned or positionable upwind relative to the first slat leaving a second airflow gap between the second slat and the first slat. Again, as with the aircraft wing assembly, the first slat and the second slat can be retractable relative to the leading edge providing the aircraft wing assembly with an open position when the first airflow gap and the second airflow gap are present and a closed position when the first slat closes the first airflow gap against the leading edge and the second slat closes the second airflow gap against the first slat. In this specific example, the fixed wing aircraft can be any fixed wing aircraft that includes a fixed aircraft wing or airfoil that would benefit from the presence of the first slat and the second slat as described above. Example aircraft that would benefit from this design includes light civilian aircraft, e.g., single-engine small aircraft, experimental aircraft, light sport aircraft, twin-engine small aircraft, seaplanes, bush aircraft, jet aircraft, etc.; commercial aircraft, e.g., single-engine aircraft, twin-engine aircraft, multi-engine aircraft, jet aircraft; etc.; gliders and ultralight aircraft; e.g., unpowered glider, powered glider, microlift glider or airchair, hang glider, etc.; military aircraft, e.g., bombers, fighter or combat aircraft, transport or cargo aircraft, drones, refueling aircraft, reconnaissance aircraft, rotary wing aircraft, seaplanes, etc.; unmanned aircraft, e.g., remote-controlled aircraft such as RC mode airplanes, satellite controlled aircraft, fixed wing drones, etc.; spacecraft, e.g., space shuttle or other similar aircraft utilizing fixed wings for re-entry and landing; a rotorcraft (with fixed-wings); etc. In another example, a method of contributing to lift of an airfoil on an aircraft can include generating a first volume of airflow through a first airflow gap located forward relative to a leading edge of an airfoil on an aircraft, wherein the first airflow gap causes the first volume of airflow to accelerate while within the first airflow gap; and generating a second volume of airflow through a second airflow gap located forward relative to the first airflow gap, wherein the second airflow gap causes the second volume of airflow to accelerate while within the second airflow gap. The first volume of airflow and the second volume of airflow upon exiting the first airflow gap and the second airflow gap, respectively, can combine to generate accelerated airflow at an upper surface of the airfoil enhancing lift provided to the aircraft. Thus, in one example, airflow can be accelerated within the first airflow gap, the second airflow gap, and upon combining after exit from the respective airflow gaps. This can create accelerated airflow over an upper surface of the airfoil that enhances lift, and in many instances, may be in the form of attached airflow or laminar airflow followed by attached airflow toward the aft of the airfoil, providing lifting airflow along the entire upper surface (at one or more location from leading edge to trailing edge) of the airfoil. In some instances, the attached airflow may even extend to and/or through the ailerons, for example, at angles of attack and/or flight speeds that would not occur using the airfoil without the multiple airflow gaps. It is noted that when discussing the aircraft wing assembly, the fixed wing aircraft, and the method of contributing to lift of an airfoil on an aircraft, each of these discussions can be considered applicable to one another whether or not they are explicitly discussed in the context of that example. Thus, for example, when discussing a first airflow gap in the context of the aircraft wing assembly, such disclosure is also relevant to and directly supported in the context of the fixed wing aircraft and/or the method of contributing to lift of an airfoil on an aircraft, and vice versa, etc. It is also understood that terms used herein will take on their ordinary meaning in the relevant technical field unless specified otherwise. In some instances, there are terms defined more specifically throughout the specification or included at the end of the present specification, and thus, these terms have a meaning as described herein. Aircraft Wing Assemblies In accordance with examples of the present disclosure, and as shown by example in FIGS.1-7 in various configurations, e.g., cross-sectional plan view, perspective view, partial assembly view, various flight configurations, etc., an aircraft wing assembly 2 can include an airfoil 10 including having a leading edge 12, a trailing edge 14, an upper surface 16, and a lower surface 18. For purposes of the present disclosure, the “airfoil” is described as the fixed wing portion of the aircraft that is typically essentially immovable during flight, except to the extent there may be natural flexure of the wing due to changing natural and aircraft configuration-induced airflow forces that the wing is subjected to. Thus, the airfoil has a fixed chord line, mean camber line, camber, thickness, etc., as conventionally defined with respect to wing geometry definitions. Not shown in this FIG. is a cross-section of the airfoil skin (shown as partially assembled in FIG.8), which can be any material and thickness suitable for use on fixed wing aircraft of any type, e.g., fabric, fiberglass, aluminum, carbon fiber, etc. In reference to the term “airfoil” in the context of the present disclosure, the airfoils that are included relate to the aircraft wing assemblies, fixed aircraft wings, methods of contributing to the lift, or the like. For example, the airfoils described herein can be included in aircraft wing assemblies for main wings, canards, horizontal stabilizers, or other fixed lifting surfaces (for positive or negative lift) of an aircraft. The main wing can be connected to the fuselage to form a high wing aircraft, a low wing aircraft, a mid-wing aircraft, etc. By “fixed,” what is meant is that during at least one stage of flight, the airfoil of the assembly is essentially immovable, other than flex or other movement that may be in response to aerodynamic forces. The airfoil may be permanently fixed to a fuselage, or may be modular and/or retractable. Wings may be foldable, removable, etc., and still be considered to be “fixed” in the context of the present disclosure. Referring now more specifically to FIG.1 and FIG.2, the aircraft wing assembly 2 is shown in an open position, which can be suitable, for example, for providing one or more low flight speed, high angle of attack flight, low stall speed flight, etc. In this configuration, a first slat 66 can be positioned or positionable upwind relative to the leading edge 12 of the airfoil 10, leaving a first airflow gap 60 between the first slat and the leading edge. Furthermore, a second slat 68 can be positioned or positionable upwind relative to the first slat leaving a second airflow gap 62 between the second slat and the first slat. In one specific example, the first slat 66 and the second slat 68 can be in a fixed position relative to the leading edge of the airfoil. This arrangement may be particularly useable for aircraft that are primarily designed for slow flight (and are not intended for fast flight), e.g., low flying ultralights, slow-flying single engine aircraft, electromagnetic energy, e.g., Radio Frequency, controlled model aircraft, etc. This type of configuration for slow flight (without the option to retract the slats) can provide a reduced number of decisions that the pilot may need to make while flying by reducing the number of controllable surfaces. In another example, the first slat 66 and the second slat 68 can be retractable relative to the leading edge 12, providing the aircraft wing assembly with an open position (as shown in FIGS.1 and 2) when the first airflow gap 60 and the second airflow gap 62 are present, and a closed position (as shown in FIGS.3 and 4) when the first slat closes the first airflow gap against the leading edge and the second slat closes the second airflow gap against the first slat. Thus, the airfoil 10 can have an airfoil camber (relative to the chord line and the mean camber line), but in the open position (as shown in FIGS.1 and 2), the airfoil and the first and second slats can combine to form an open position camber that increases lift of the wing relative to that provided by the airfoil. Furthermore, in the closed position (as shown in FIGS.3 and 4), the airfoil and the first and second slats combine to form a closed position camber that decreases drag relative to that produced by an open position of both slats. In the open position, as shown in FIG.1 and FIG.2, during flight, the first airflow gap 60 can allow a first airflow (or first volume of streaming airflow) to pass from below the aircraft wing assembly 2 to above the aircraft wing assembly, and the second airflow gap 62 can allow a second airflow (or second volume of streaming airflow) to pass from below the aircraft wing assembly to above the aircraft wing assembly. In this example, the first airflow and the second airflow can combine to increase the airflow speed to flow along an upper surface of the airfoil. In further detail, the first airflow gap and the second airflow gap both include an inflow opening D1 and an outflow opening D2 measured in distance in a direction perpendicular to average airflow. In this example, the inflow openings can be the same or different, and thus, can independently be from 2 to 6 times larger than the outflow openings. Both the first airflow gap and the second airflow gap can thus each generate increased airflow speed at the outflow openings relative to the inflow openings. Furthermore, in some examples, airflow exiting the outflow openings combines at or just aft of the outflow opening of the first airflow gap to further increase the speed of the airflow. Thus, the airflow over the upper surface 16 of the airfoil can be in the form of accelerated airflow that includes laminar airflow and/or attached airflow. This airflow may be faster than would normally be present along the airfoil were the outflow openings not present, thus providing lower pressure and greater lift to the airfoil. As an example, at an angle of attack of the fixed wing of at least about 15°, at least about 20°, at least about 25°, at least about 30°, etc., during flight, the aircraft wing assembly can generate laminar and/or attached airflow without a turbulent transition point (at least at one airflow location in the direction of airflow) along an entire upper surface of the airfoil. This can also be true at an angle of attack of at least 30°, at least 35°, at least 40°, or at least 45°, depending on the specific dimensions of the aircraft wing assembly components and configurations. In some examples, the laminar airflow toward the front of the wing can extend further aft as attached airflow, in some instances even beyond the airfoil, including at least along an upper surface of an aileron. The aileron is not shown in FIGS.1-4 because the cross-section is taken through the wing flaps, but the aileron is shown by example at 80 in FIG.8. In one specific example, aileron control while an aircraft wing is stalled (past the critical angle of attack), is a flight characteristic that provides extra safety margin to the passengers of an aircraft, as the aircraft can still be controlled due to the continuation of attached airflow over the aileron even when the aircraft wing assembly is past the critical angle of attack. It is noted that airflow over the top of an airfoil and control surfaces may be in the form of laminar airflow, attached airflow, and/or separated airflow. When an airfoil is in a high speed low drag configuration, such as shown in FIG.11, there may be a significant amount of laminar airflow over the top of the airfoil. When an airfoil is in a low speed high drag configuration, such as shown in FIG.12, there may be a greater amount of lifting airflow in the form of attached airflow. Regardless, whether or not the lifting airflow is laminar airflow and/or attached airflow in a given configuration, there may be accelerated airflow that remains connected to the upper wing surface that provides the aerodynamic effects described herein. In further detail, it is noted that the effectiveness of the aileron may not be dependent on whether the wing is past the critical angle of attack or not, because a wing may stall near the fuselage at an inboard root section of the wing relative to more distal portions of the wings at the outboard sections of the wing where the ailerons typically reside based on wing assembly design. To illustrate, an aerodynamic stall occurs when the angle of attack is past the critical angle of attack, but depending on the wing design and some other factors, laminar and/or attached airflow over the top of the wing may or may not be fully present along the entire or partial wing surface. In further detail regarding wing stall, this occurs beyond the critical angle of attack of the aircraft wing assembly. By opening the first and second slats from a closed configuration (shown in FIG.3) to an open configuration (shown in FIG.1), or by comparing identically configured aircraft wing assemblies with and without the first and second slats in the open position, the aircraft wing assembly with the open slats configuration exhibits a greater angle of attack compared to these comparable configurations before it hits the critical angle of attack. First, the length of the wing is increased by including or opening the first and second slats to the open configuration, e.g., from 4 inches to 30 inches, or from 6 inches to 18 inches, etc., from the closed position. It is also longer than the aircraft wing assembly without the slats present. Thus, by increasing the chord length of the wing, there can be more lift generated. Also, due to the airflow gaps described, the laminar airflow extending to the attached airflow along the upper surface of the wing can be increased in velocity compared to one of these two comparative aircraft wing assemblies. There may also be less laminar airflow or attached airflow separation at the upper surface of the wing. As mentioned regarding wing stall, during flight, as the angle of attack of the aircraft wing assembly is increased, lift increases until you hit the critical angle of attack. At the critical angle of attack, instead of lift increasing, drag increases and lift decreases as the angle is further increased. With the first and second slats open, leaving the first and second airflow gaps as shown and described herein, the aircraft wing assembly of the present disclosure can provide a more gradual reduction in lift so that the aircraft does not drop as precipitously during a stall, instead, a more gradual stall can occur. Furthermore, by flying the aircraft in this state (beyond or above the critical angle of attack), this configuration can be used to reduce the kinetic energy of the aircraft due to the significant increase in drag, such as may be useful for a controllable decent or during landing when in ground effect, for example. In accordance with examples of the present disclosure, the slats described herein can be present along any portion or along all of the wing at the leading edge of the airfoil. For example, the slats may be present along the leading edge along the entire airfoil or along a portion(s) of the airfoil, such as at or near the inboard root section or the airfoil, at or near the outboard section of the airfoil, straddling the inboard and outboard sections of the airfoil, or any combination thereof. As one example, when present at the inboard root section of the wing (or both the inboard root section and the outboard section of the wing), the critical angle of attack may be increased compared to the airfoil alone, or compared to an aircraft wing assembly including airfoil and wing flaps lowered (identically configured, but without the first and second slats present; or identically configured, but with the first and second slats in a closed position in examples that include retractable stats). For example, at the same airfoil and same wing flap configuration, the slats in an open position can provide more lift and a steeper critical angle of attack to the aircraft wing assembly compared to reference aircraft wing assemblies that remove or retract the slats, but which are otherwise identically configured. As also shown in FIGS.1 and 2, the aircraft wing assembly 2 can also include wing flaps, which are shown by example as flap assembly 40. The flap assembly can include, for example, a carriage 42 that is pivotally attached to the wing rib 8 at a location around the trailing edge 14 of the airfoil. In this specific example, the flap assembly includes a fore flap 44 and an aft flap 46. However, this wing flap assembly is one possible example of wing flaps that can be used. In flight, the wing flaps can be operable to be positioned in a high speed low drag position, such as that shown in FIGS.3 and 4, with an angle of about 5° relative to a chord line of the airfoil. In further detail, establishing level flight can be carried out with the wing flaps in a position that is essentially aligned with the direction of flight, and the lowest possible drag (for the speed profile) can often be fine-tuned by the pilot using trim tabs (not shown) or other fine tuning mechanisms to reduce drag. For example, at the maximum speed of the aircraft, the aircraft can be configured at a high speed low drag configuration where drag is reduced as much as possible. For example, at the highest speeds, the wing flaps may be positioned slightly up beyond the neutral position of the wing flap, e.g., from less than 0° to about -10° or from about -2° to about -8°, for example. When the wing flaps are configured in this high speed low drag position, the first slat 66 and the second slat 68 can be in the closed position and trim may be used to adjust the flaps to their high speed configuration, for example, which may or may not be the neutral position of the wing flaps, e.g., from about 5° to about -8° from neutral. On the other hand, as shown in FIGS.1 and 2, with the aircraft wing assembly in a low speed high drag position, the wing flaps can be set at a flap deflection angle (or relative chord) of at least about 30°, from about 30° to about 70°, from about 40° to about 70°, or from about 45° to about 60° relative to the chord line of the airfoil. With that stated, the flap angles herein are defined as conventionally determined as existing on most standard general aviation aircraft relative to the airfoil. In further detail, flap deflection angles in the present disclosure can range from about -10° to about 70°, for example, with the flap deflection angle when the slats are in the open position configurable at any relative deflection angle. However, as mentioned, in some more specific examples, the flap deflection angle can be greater than about 15° or greater than about 30° when the first and second slats are in the open position as shown in this FIG. When in this low speed high drag position, the first slat and the second slat may be positioned in the open position. This configuration can provide low speeds in knots or mph relative to wind, high drag, high angle of attack, and lower risk of wing stall due to the open configuration of the multiple slats (providing multiple airflow gaps as previously described). To provide an example of the safety that may be provided to aircraft with this type of aircraft wing assembly configuration, when in flight at an angle of attack of at least 15°, at least 20°, at least 25°, at least 30°, at least 35°, at least 40°, or at least about 45°, the aircraft wing assembly can generate lift, and once the critical angle of attack is reached, some lift can continue to be generated beyond the critical angle of attack without a severe drop off of produced lift or dropping one or both wings. Furthermore, in some examples, when at this high angle of attack, and in some instances beyond the critical angle of attack, the aircraft may continue to have aileron control beyond what may otherwise be possible without the first and second slats in the open configuration on a given wing design. This type of safety can provide for a slow flying aircraft that is controllable that does not stop flying unexpectedly early (even when the aircraft is sinking in some instances and/or beyond the critical angle of attack, where more moderate stalling characteristics may occur rather than an abrupt attitude and altitude drop). Abrupt attitude and altitude stalls, e.g., wing drops if the aircraft is in an uncoordinated state, nose drops, etc., may occur on many more traditional aircraft even at higher speeds and/or lower angles of attack. Thus, if the aircraft is too close to the ground to recover, e.g., during takeoff, landing, or low and slow flight, the results can be tragic. By providing for flight at higher angles of attack and/or gentle stall characteristics beyond the critical angle of attack, the aircraft passengers and/or the aircraft per se can be kept safer in more situations. Referring now to FIG.3 and FIG.4 in some additional detail, which shows the aircraft wing assembly in the closed position, in some examples, the first slat 66 can be shaped to nest against the leading edge 12 of the airfoil 10, and the second slat 68 can be shaped to nest against the first slat, as shown. Notably, if the first and second slats in this example are nested as described, the relative positioning of the slats can be higher relative to the chord line of the airfoil than when in the open position. Furthermore, in this specific example, as mentioned, in the closed position, the airfoil and the first and second slats can combine to form a closed position camber that decreases drag relative to that provided by the airfoil. In other words, by decreasing the camber of the combined airfoil and closed slats, the wing can be faster with less drag than provided by the airfoil alone. To accomplish this, the retraction mechanism not only pulls back nesting the slats against the leading edge, but also raises the slats relative to the chord line of the airfoil, creating a wind break point at the leading edge (of the second slat) that is higher than would be provided at the leading edge of the airfoil without the presence of the slats. Referring now collectively to FIGS.1-4, some of the internal wing mechanisms are described that can be used to control the first stat 66, the second slat 68, and the wing flap assembly 40. From a pilot control panel or other control area (not shown) used by a pilot within the fuselage, or which may be controlled remotely, e.g., RC aircraft, drone aircraft, etc., the following is an example of one system for using a control surface of the aircraft wing assembly. Control surfaces may include control of the slats, the wing flap assembly, the ailerons, etc., that may be present on the wing. Other control surfaces that may be present on the tail, secondary wings, e.g., canard wing, etc., can also be controlled similarly, and in some instances, may also be modified with the slats described herein. With specific reference to the aircraft wing assembly shown, which is a non-limiting example, a series of wing ribs (with one wing rib shown at 8) can provide support to a wing skin (not shown). The series of wing ribs can be joined together laterally with a fore-spar (or I-beam in this example), which is placed through a fore-spar opening 30, and an aft-spar (or I-beam in this example), which is placed through an aft- spar opening 32. Thus, the series of wing ribs, the spars, the wing skin, and in some instances, additional supports and/or cables, etc., can be used to provide the structural support for the aircraft wing assembly. Control of the control surfaces can be carried out using a torque tube 34 fastened to a bell crank 36. In this example, the first slat 66 and the second slat 68 are controlled together to open and close together, and that same control also raises and lowers the flaps. Thus, a single control can open the slats and lower the flaps, and that same control can close the slats and raise the flaps. This can be helpful for reducing the work load of the pilot. That said, the controls could be configured to independently raise and lower flaps or open and shut the slats. Likewise, the slats could be configured to be independently opened and shut or partially opened or shut. In this example, however, the bell crank 36 is attached to both a flap push bar 38 and a slats push bar 48. Thus, when the bell crank is turned, the first slat 66 and the second slat 68 open and close and the flap assembly 40 (or flaps) are lowered or raised in a coordinated manner. Referring first to the flaps, the flap push bar can be attached to the flap assembly, such as at a fore flap 44, which is attached to a carriage 42. The carriage can pivot from the wing rib (or frame), and another mechanism at the carriage can be attached to the aft flap 46 to cause the aft flap to be in a “flaps down” configuration (as shown in FIGS.1 and 2) or a “flaps up” configuration (as shown in FIGS.3 and 4). With respect to the operation of the first slat 66 and the second slat 68 in coordination with operation of the flap assembly 40, the slats push bar 48 can move back and forth in response to turning of the bell crank 36 to open and close the slats via any of a number of mechanisms. In the example, the slats push bar can be attached at an opposite end (relative to the bell crank) to a pivot crank 50. In this example, the pivot crank can be tracked by multiple pivot tracks 20, 22, 24, which control the movement of the pivot crank in response to pushing and pulling by the slats push bar. The pivot crank, when being tracked by the multiple pivot tracks, can be used to push and pull a first pivot rod 52 and a corresponding first slat throw rod 56 as well as a second pivot rod 54 and a corresponding second slat throw rod 58. Thus, the first slat throw rod is attached to and controls the pushing and pulling of the first slat 66, and the second slat throw rod is attached and controls the pushing and pulling of the second slat 68. Because both are connected indirectly (via the pivot rods) to the pivot crank, the first and second slats can be configured in an open position or a closed position with a single control movement in a coordinated manner. The first slat throw rod 56 and the second slat throw rod 58 are supported and tracked using a first pair of throw rod tracks 26A and 26B and a second pair of throw rod tracks 28A and 28B, respectively, as shown more clearly in FIG.5, which is a view of the wing rib 8 without any of the attachments that obscure the view of the tracks. Notably, as can be seen in this view, the wing rib includes a bottle nose portion 6, which supports a throw rod track 28B. Also notably, throw rod tracks 26A and 28A are operable as separate tracks, but are part of a single cutout joined in the middle by a common start/stop location 27 for convenience, as both of these tracks in this arrangement are in near alignment with one another. Throw rod tracks 26A and 26B provide the track for the throw rods supporting the first slat (shown in FIGS.1-4), and throw rod tracks 28A and 28B provide the track for the throw rods supporting the second slat (also shown in FIGS.1-4). Furthermore, it is noted that the multiple pivot tracks 20, 22, 24 mentioned previously that control and support the pivot crank are also shown and labeled in this view without the obstructed view of the attachments. Referring now briefly to FIG.6, this view shows a forward portion of the aircraft wing assembly 2 in the open position shown at (A) (See FIGS.1 and 2) and in the closed position shown at (C) (See FIGS.3 and 4). However, there may be instances where partial opening of the first slat 66 and the second slat 68 may be desirable. Often this partially open (which may be referred to as partially closed) position may correspond to partial flap deflect, e.g., 10° to 30°. This configuration is shown at (B) as an example. With this configuration, it is also possible to see more clearly how the pivot crank 50 interacts with the multiple pivot tracks while moving from the closed position (A) to the fully open position (C). In a partially open position, as shown at (B), the aircraft wing assembly can provide a balance between relatively fast flight and relatively slow flight. The speed at the top end may not be as fast as the fully closed position of the slats and raised flaps, and may not be as stall resistant and slow compared to the open position of the slats and lowered flaps, but partially open slats and partially lowered flaps can provide an intermediate amount of aircraft speed and stall resistance. Turning now to FIG.7, a schematic side view of a forward portion of an aircraft wing assembly 2 is shown including an airfoil 10, a first slat 66, and a second slat 68 in the open position (as shown in FIGS.1 and 2). In this FIG., a relative angle 70 is provided where the chord line of the airfoil intersects a tangent line common to the lowermost point of both the first and the second slats. In examples of the present disclosure, this relative angle can be from about 5° to about 12°, from about 5° to about 10°, from about 5.5° to about 8°, or from about 6° to about 7.5°. When the first and second slats are fully retracted to partially close (or leave partially open) or fully close the airflow gaps, e.g., nesting the slats together and against the airfoil leading edge, the relative positioning of the first and second slats can be raised to move the wind breaking point of the wing upward, thus reducing the size of the wing camber for faster flight. In some examples, during flight, a first volume of airflow can flow through the first airflow gap causing the first volume of airflow to accelerate while within the first airflow gap and a second volume of airflow can flow through the second airflow gap causing the second volume of airflow to accelerate while within the second airflow gap. The first volume of airflow and the second volume of airflow upon exiting the first airflow gap and the second airflow gap, respectively, can then combine to provide lift enhancement at an upper surface of the airfoil enhancing lift provided to the aircraft. The lift enhancement may be in the form of accelerated airflow, which can include laminar airflow continuing into attached airflow, for example. In some examples, the lift enhancement can contribute to lift of the airfoil so that the critical angle of attack can be from about 10% to 100% greater than a reference critical angle of attack at which the aircraft wing assembly stalls without enhancement of lift provided by the accelerated airflow. Thus, as an example, if the critical angle of attack of an aircraft is 20° for an airfoil with flaps deployed, then the critical angle of attack for the identically configured aircraft wing assembly, but having the first and second slats deployed (leaving the first and second airflow gaps), can be 22° to 40°, for example, based on the 10% to 100% range of increase provided above. For example, where the first and second slats may be opened (retractable slats) or are fixed at the leading edge (non-retractable slats), the critical angle of attack of the aircraft wing assembly can be from about 10% to 100%, from about 20% to 100%, from about 30% to 70%, from about 10% to 50%, or from about 40% to 100% greater than a reference critical angle of attack of an identically configured aircraft wing assembly without the presence of the first slat and the second slat. On the other hand, where the first and second slats may be opened (retractable slats), the critical angle of attack of the aircraft wing assembly can from about 10% to 100% greater than a reference critical angle of attack of an identically configured aircraft wing assembly, except that the first slat and the second slat are in the closed position, In other examples, the critical angle of attack of the aircraft wing assembly can be from about 20% to 100%, from about 30% to 70%, from about 10% to 50%, or from about 40% to 100% greater than a reference critical angle of attack of an identically configured aircraft wing assembly, except that the first slat and the second slat are in the closed position. Fixed Wing Aircraft Turning now to FIG.8, a fixed wing aircraft 100 is shown in a partially assembled state, and can include an aircraft fuselage frame 110, an airfoil 10 including a leading edge, a first slat positioned or positionable upwind relative to the leading edge leaving a first airflow gap between the first slat and the leading edge, and a second slat positioned or positionable upwind relative to the first slat leaving a second airflow gap between the second slat and the first slat. The airfoil, the first slat, and the second slat can be arranged (as attached to the fuselage) with all of the same details as described related to the aircraft wing assembly 2. The fixed wing aircraft can have any of a number of varied fuselage components, tail components, engine components (or no engine), or any other features that may be present on an aircraft as may be beneficial or usable. In this example, in addition to the first and the second slats, the wing includes a flap assembly proximal to the fuselage, and an aileron assembly 80 more distal relative to the fuselage. As with other examples, the first slat 66 and the second slat 68 can be fixed, or they can be retractable. If retractable, the slats can include an open position when the first airflow gap and the second airflow gap are present, and a closed position when the first slat closes the first airflow gap against the leading edge and the second slat closes the second airflow gap against the first slat. In further detail, during flight, the first airflow gap may allow for a first airflow to pass from below the aircraft wing assembly to above the aircraft wing assembly and the second airflow gap may allow a second airflow to pass from below the aircraft wing assembly to above the aircraft wing assembly. Furthermore, the first airflow and the second airflow can combine at an upper surface of the wing to increase in speed to flow along an upper surface of the airfoil. In further detail regarding the partially assembled fixed wing aircraft 100 of FIG. 8, in addition to the fuselage frame 110 and aircraft wing assembly, the location and example number of wing ribs 8 is shown partially exposed, as well as a fore-spar 30A and an aft-spar 32A for lateral wing support. A torque tube 34 is also shown for controlling the first slat 66 and the second slat 68, as well as the wing flap assembly 40. A wing skin 84 is applied and riveted to the wing ribs. In this example, due to the mechanisms used and the desired wing thickness selected, one of the mechanisms moves beyond the shape of the wing, and thus, a skin opening 82 is included to accommodate movement of the bell crank 36. The wing skin, as mentioned, can be of any material and of any thickness suitable for use on fixed wing aircraft of any type, e.g., fabric, fiberglass, aluminum, carbon fiber, etc. Likewise, the first slat 66 and the second slat 68 are shown in some locations as including a first slat skin 86 and a second slat skin 88, respectively. The fixed wing aircraft 100 can be any of a number of types, such as light civilian aircraft, e.g., single-engine small aircraft, experimental aircraft, light sport aircraft, twin- engine small aircraft, seaplanes, bush aircraft, jet aircraft, etc.; commercial aircraft, e.g., single-engine aircraft, twin-engine aircraft, multi-engine aircraft, jet aircraft; etc.; gliders and ultralight aircraft; e.g., unpowered glider, powered glider, microlift glider or airchair, hang glider, etc.; military aircraft, e.g., bombers, fighter or combat aircraft, transport or cargo aircraft, drones, refueling aircraft, reconnaissance aircraft, rotary wing aircraft, seaplanes, etc.; unmanned aircraft, e.g., remote-controlled aircraft such as RC mode airplanes, satellite controlled aircraft, fixed wing drones, etc.; spacecraft, e.g., space shuttle or other similar aircraft utilizing fixed wings for re-entry and landing; a rotorcraft (with fixed wings); etc. Methods of Contributing to Lift of an airfoil on an Aircraft In another example, in accordance with the present disclosure as shown by way of example in FIGS.10-12, with a comparative example provided in FIG.9, a method of contributing to lift of an airfoil on an aircraft can include generating a first volume of airflow through a first airflow gap located forward relative to a leading edge of an airfoil on an aircraft, wherein the first airflow gap causes the first volume of airflow to accelerate while within the first airflow gap. The method can further include generating a second volume of airflow through a second airflow gap located forward relative to the first airflow gap, wherein the second airflow gap causes the second volume of airflow to accelerate while within the second airflow gap. The first volume of airflow and the second volume of airflow can combine to form an accelerated airflow at an upper surface of the airfoil enhancing lift provided to the aircraft. The accelerated airflow may be in the form of laminar airflow and/or attached airflow, for example, reducing or eliminating separated (turbulent) airflow in some examples. The accelerated airflow may extend in the direction of airflow across the entire upper surface of the wing at least at one location starting at where the first volume of airflow and the second volume of airflow combine. The attached airflow may often extend to and even beyond the control surfaces, such as the wing flaps and/or the control surfaces, e.g., the aileron(s). In one example, the method can include configuring the aircraft so that the airfoil has an angle of attack of at least about 15°, at least about 20°, at least about 25°, at least about 30°, etc., while an upper surface of the airfoil retains laminar airflow followed by attached airflow from the leading edge to the trailing edge. In some examples, the attached airflow can extend beyond the trailing edge and across an upper surface of an aileron positioned at the trailing edge to provide aileron control. In other examples, the angle of attack is from about 30° to about 60°, from about 30° to about 55°, from about 35° to about 60°, or from about 35° to about 55°. In addition to the open positioning of the first and the second slat that leaves the first airflow gap and the second airflow gap, the wing flaps can be configured at from 0°C to 70°, or more typically at least 10°, at least 20°, at least 30°, at least 40°, at least 45°, at least 50°, etc. For example, the wing flaps from neutral can be set to a relative angle from about 10° to about 70°, from about 20° to about 70°, from about 30° to about 70°, from about 40° to about 70°, or from about 45° to about 60°. As a note, during level flight and/or fast flight, there may be times where the wing flaps can be raised above their neutral position, such as from less than °0 to about -10° (meaning flaps are angled slightly above the neutral position). In further detail, the combined accelerated airflow, e.g., laminar airflow followed by attached airflow (reducing separated airflow), at the upper surface of the airfoil can provide a steeper critical angle of attack than in comparable aircraft without the presence of the slats. Furthermore, with the aircraft wing assembly as shown and described herein, when the wing gets beyond the critical angle of attack where stall begins, a slower reduction of lift (beyond the critical angle of attack) may produce a sinking effect to the aircraft rather than a more dangerous wing break or nose over stall. In one specific example, the combined accelerated airflow at an upper surface of the airfoil may provide sufficient lift to prevent the wing from stalling at higher angles of attack, such as when a weight of the aircraft causes the aircraft to sink during flight. Furthermore, even beyond the critical angle of attack when stalling occurs, there can still be laminar and attached airflow sufficient provide gentler stalling characteristics that may be safer for pilots to recognize and recover from. By way of a non-limiting specific example, a fully loaded aircraft at a speed of less than about 40 mph relative to wind and at an angle of attack of at least 25° may be a reasonable powered configuration where a wing is stalled yet still producing enough lift to simply lose altitude without dropping a wing or drastically reducing produced lift. At higher angles of attack when the critical angle of attack is exceeded, a gentle stall may occur that is more resistant to quick losses in altitude due to abrupt attitude changes. With respect to FIGS.9-12, airflow modeling was conducted on a comparative aircraft wing assembly (FIG.9), as well as aircraft wing assemblies (FIGS.10-12) of the present disclosure in various configurations. In these examples, dashed lines are used to represent the airflow pattern as the air interacts with the aircraft wing assemblies in different configurations and in various flight configurations, e.g., relative wind speed, angle of attack, etc. Specifically, with respect to FIG.9, a comparative aircraft wing assembly 2C including an airfoil 10, a flap assembly 40 and a single extended drooping slat 64 is shown at a relatively high angle of attack. This comparative aircraft wing does not include a second slat, nor does it include any airflow gaps, such as that shown in FIGS. 1, 2, 5-7 (and in FIGS.3, 4, and 8 where these assemblies are shown in their open configurations). The configuration shown in FIG.9 is similar to that which many commercial airliners use to decrease landing speed and add a margin of safety during landing and/or takeoff. This type of wing has also been used on smaller aircraft with much slower stall speeds than that of a commercial airliner. As shown in this particular example, the airflow modeling was set at a wind speed of 30 miles per hour (mph) with the airfoil at an 18 degree angle of attack, which is a modestly high angle of attack for many types of fixed wing aircraft. The extended slat for this modeling was positioned forward with the nose of the slat drooping below the leading edge of the airfoil, and the wing flaps in the down position or deflecting position, e.g., around 30°, putting this aircraft wing assembly in its slow speed and high drag configuration, such as may be a suitable for landing. To provide a single non-limiting example for illustration purposes, at 30 mph and an 18° angle of attack, this speed and configuration may be too slow for this particular aircraft wing assembly to safely carry an aircraft for landing, as there would not be very much margin for error by the pilot prior to wing stall, particularly if close to the ground in a landing configuration. For example, there could be increased risks of wing stall due to any of a number of factors, including such things as unexpected wind gusts, desire to use cross-control of aileron and rudder for cross-wind landings, inadvertent aircraft slowing, etc., all of which could lead to increasing the angle of attack beyond the critical angle of attack. As can be seen in the FIG.9 model, just above an aft area of the airfoil (relative to the wing chord), a full stall is occurring with the separated airflow circling in the wrong direction for retaining laminar and attached airflow with clockwise airflow (when viewed from this perspective). Referring now to FIG.10, a schematic view of an example aircraft wing assembly 2 in accordance with the present disclosure is shown with a first slat 66 and a second slat 68 in an open or extended position, leaving a first airflow gap 60 and a second airflow gap 62 as previously described. These airflow gaps allow for airflow to become channeled to an upper surface 16 of the airfoil 10. The airflow model used for this example was based on the airfoil configured at about a 30° angle of attack with aircraft speed (or relative wind speed) of about 40 mph. Thus, the angle of attack is about 12° greater than that shown in FIG.9 with a relative wind speed about 10 mph faster than shown in FIG.9. However, as noted above, even at 40 mph the comparable aircraft wing assembly was determined to develop a similar stalling airflow pattern with only about a 22° or 23° angle of attack. Thus, as shown in FIG.10, at about a 30° angle of attack and at a 40 mph relative wind speed or aircraft speed relative to wind, it can be seen that airflow passes through both the first airflow gap and the second airflow gap, and then combines at a location 90 at the upper surface 16 (at or just aft of the outflow opening of the first airflow gap) of the airfoil 10 where laminar airflow 97 followed by attached airflow 99 is shown extending along the entire upper surface of the airfoil, with the attached airflow even continuing along the wing flaps. The location of combined airflow can create a synergistic effect where the two airflows combine and generate accelerated airflow, e.g. laminar airflow followed by attached airflow (reducing separated airflow), across the upper surface of the airfoil (and the wing flaps and/or aileron in some instances) that is greater than achieved with only a single slat or many other known STOL wing shapes or aircraft wing assembly modifications. Notably, the aileron is not shown in this example because it is taken at a more proximal or outboard cross-section relative to the fuselage, but the ailerons would also retain attached airflow along the top surface providing more aileron control, even with this angle of attack and speed. Furthermore, depending on the air speed, the wing shown in FIG.10 can reach an angle of attack of up to about 40° or more in some instances, and maintain laminar and/or attached airflow across the top of the wing assembly. This is in contrast to the backward-flowing airflow pattern shown about a foot above the aircraft wing of FIG.9, indicating a stall is occurring. As a note, although this phenomenon helps propagate a stall, it is not the sole cause or direct indication of a stall. Stalling begins when the airfoil, or the aircraft wing assembly as configured, exceeds the critical angle of attack. Likewise, the presence of laminar and/or attached airflow does not necessarily mean that the wing has not stalled, as there may be a wing stall while there is significant attached airflow in some instances, retaining or enhancing airflow beyond the critical angle of attack can provide better or safer stall characteristics in some circumstances, avoiding or delaying abrupt wing drops which can be unsafe. Referring now to FIG.11, a cross-sectional schematic view of an aircraft wing assembly 2 is shown with an airfoil 10, a flap assembly 40, a first slat 66, and a second slat 68. The first and second slats are retracted to a high speed low drag position, as shown and described previously in FIGS.3 and 4, which can also be referred to herein as in a closed position. Notably, in this closed position, the aerodynamic shape of the aircraft wing assembly can be reshaped compared to the aerodynamic shape of the airfoil. For example, the aircraft wing assembly may have (as shown in this particular example) a reduced or smaller camber compared to the airfoil, making the aircraft wing assembly (with the first and second slats retracted) even faster with lower drag relative to the airfoil portion of the fixed wing assembly without the presence of the first and second wing slats. For example, in the airflow modeling shown schematically in FIG.11, at 150 mph relative to wind, a 29% reduction of forward drag can be achieved compared to that provided by the airfoil (without the slats present). This is partly because the retracted first and second slats raise the airflow divide at the leading edge to a higher location compared to a location of the airflow divide of the airfoil (without the slats). By dividing the wind or airflow closer to the center of the leading edge of the second slat, and by effectively reducing the curvature of the mean camber line and/or reducing the camber area within the airfoil, lift and drag can be reduced, making the wing faster at higher speeds than that provided by the airfoil per se. Stated another way, at 150 mph in this airflow model, the low pressure at the upper surface 16 and the high pressure at the lower surface 18 become closer to one another (compared to the airfoil alone), which facilitates the higher speeds and lower drag associated with this reconfigured aircraft wing assembly shape. Depending on the shape of the airfoil, though this example provided a 29% reduction in forward drag, there may be other airfoil designs where there is less of a difference or more of a difference, e.g., ranging from about 5% to about 40%, from about 10% to about 35%, or from about 15% to about 35% reduction in forward drag. Also shown in FIG.11 is the location of a low pressure lifting region(s) 94 at an upper surface 16 of the airfoil 10, which provides approximate locations of greatest lift with the innermost area of the arcuate dotted lines indicating the greatest lift to the airfoil. The dotted lines are shown for convenience, as there is not typically a hard demarcation of lift at various regions. The dotted lines are merely shown to allow for visualization of the lifting force or pattern of low pressure that can occur relative to locations along the upper surface of the aircraft wing assembly. FIG.12 illustrates a similar aircraft wing assembly 2 configuration as that shown in FIG.10, including the airfoil 10, the flap assembly 40, the first slat 66, the second slat 68, the first airflow gap 60, and the second airflow gap 62. In this example, the relative pressures are also shown with a high angle of attack, but not as high as that shown in FIG.10. As can be seen, the arcs above the airfoil (shown as dotted line arcs) indicate a lifting region(s) 94 of low pressure or areas of greatest lift, which have moved slightly forward with an enlarged lifting envelope compared to the high speed flight configuration shown in FIG.11. Notably, rather than the low pressure and the high pressure being more similar for fast flight, when in this slow flight, open configuration, there is a more significant high pressure 96 (also shown with dotted lines) beneath the lower surface 18 of the aircraft wing assembly. Thus, a greater differential of the high pressure under the aircraft wing assembly relative to the low pressure above the aircraft wing assembly is realized. Furthermore, this configuration not only provides acceptable laminar airflow followed by attached airflow over the upper surface of the airfoil (and ailerons, not shown), but even in this high angle of attack configuration with fully opened slats and 50° of flaps, a low stall speed configuration can be achieved that is very safe for slow flight, low speed landing, and/or a landing with reduced risk of wing stall. Thus, there is not only laminar and attached airflow along the upper surface of the airfoil shown, but there can also be an accelerated airflow region at outflow openings of the first and second airflow gaps which is then further combined just aft of the first airflow gap to even further accelerate the airflow along the upper surface of the airfoil. This accelerated airflow 98 is shown in the shaded region by thickness, with thicker shaded regions indicating more accelerated flow. Thus, at the location where airflow from the first airflow gap and the second airflow gap are combined, this is the location of the fastest airflow creating the lowest pressure. As the airflow flows along the upper surface of the airfoil (and then along the wing flaps and/or ailerons), the airflow gradually slows. Even though slowing of the airflow moves toward the trailing edge of the wings, this configuration can still provide more lift and less risk of wing stall compared to many other Short Takeoff and Landing (STOL) wings/aircraft currently available. In further detail, depending on the configuration of the aircraft wing assembly (open or partially open), the angle of attack, the relative wind speed, etc., the combined airflow from the first and second airflow gaps with the airflow split upward at the second slat and flowing over the upper surface of the airfoil, when combined the accelerated laminar airflow may reach speeds from about 5% to about 100%, from about 5% to about 80%, from about 10% to about 50%, or from about 10% to about 40% faster compared to the laminar airflow that would normally flow over the upper surface of the airfoil without the presence of the slats. The fastest accelerated airflow speeds may typically be found, in flight, toward the front end of the airfoil, losing some velocity as the airflow moves aft toward the trailing edge, for example. In other examples during flight, the aircraft can be configured so that the accelerated airflow contributes to increased angles of attack of the airfoil, which may be from about 10% to 100% greater than a reference angle of attack at which the airfoil stalls without enhancement of lift provided by the accelerated airflow. For example, with first and second slats in a closed position, e.g., closing the first and second airflow gaps, or by using the airfoil without the slats present, in both cases, the angle of attack can be increased relative to reference angle of attack where the aircraft wing assembly may otherwise stall. In another example, the accelerated airflow can contribute to lift of the airfoil so that an angle of attack of the airfoil is from about 10% to 50% greater than the reference angle of attack, or from about 30% to 100% greater than the reference angle of attack. The accelerated airflow can contribute to laminar airflow along an upper surface of the airfoil which extends to a trailing edge of the airfoil at the angle of attack that is greater than the reference angle of attack, and in some examples to or through the aileron positioned at the trailing edge, providing aileron control at the angle of attack that is greater than the reference angle of attack. In another more specific example, in flight the aircraft can be configured so that the airfoil has an angle of attack of at least about 15°, at least about 20°, or even from about 30° to about 60°, where the accelerated airflow contributes to laminar airflow along an upper surface of the airfoil which extends to a trailing edge of the airfoil. In another example, the accelerated airflow can occur while wing flaps are deployed at a relative angle of deflection from about 10° to about 70°, from about 20° to about 60°, from about 30° to about 60°, from about 40° to about 70°, from about 45° to about 60°, etc. In further detail, the method can include configuring the aircraft during flight so that the accelerated airflow contributes to offsetting an induced load on the airfoil introducing deployment of the wing flaps by from 10% to 100%, from about 10% to about 60%, from about 40% to about 100%, etc. In some examples, the wing flaps can be set at a relative deflection angle from about 15° to about 60°, from about 20° to about 70°, from about 30° to about 70°, from about 40° to about 70°, or from about 45° to about 60°, for example. In another example, the airfoil combined with a first slat and a second slat in a closed position without the first airflow gap and the second airflow gap provides a reference center of lift that is aft of a center of lift provided by the airfoil combined with the first slat and the second slat in an opening position exposing the first airflow gap and the second airflow gap. For example, the reference center of lift can be from about 2 inches to about 48 inches or from about 6 inches to about 24 inches aft of the center of lift with the first and second airflow gaps present. Referring now to FIG.13, an aircraft wing assembly 2 is shown in three different configurations. It is noted that this aircraft wing assembly, along with the others shown and described herein, are provided by way of example, and should not intended to be limiting in more specific numerical numbers or range values provided herein. Those ranges can depend on a number of factors as described throughout herein. Regarding the aircraft wing assembly, the three configurations are: a high speed low drag position with the first slat 66 and the second slat 68 in a closed position and the wing flap assembly 40 in a neutral or “flaps up” position (A), e.g., about 0°, but could range from about +/-10° or about +/-5° deflection; a low speed high drag position with the first and second slats still in the closed position but the wing flap assembly in a down deflecting position (B), e.g., about 30 to 55° deflection; and another low speed high drag position, but in this instance the first and second slats in the open position and the wing flap assembly in the same down deflecting position. The aircraft wing assembly is shown in these various configurations in an essentially level flight position to provide a conceptual comparison of center of lifts (X), (Y), or (Z), respectively, though in flight, the angle of attack may or may not be in the orientation shown. This relative aircraft wing assembly orientation is shown to illustrate comparatively the center of lifts and relative lifting regions 94 above an upper surface 16 of the airfoil. It is not the case that the respective center of lift be exactly centrally located within the lifting regions shown, but rather the center of lift is located somewhere within the lifting region or bubble where there are lower pressures found on either side of the center of lift. In other words, the term “center of lift” is not meant to infer exact middle location within a lifting region, but rather to indicate a location where the aerodynamic center is generally located. The aerodynamic center or “center of lift” is the point at which the pitching moment coefficient for the airfoil does not vary with lift coefficient (angle of attack), making analysis simpler. It is also not the case that the lifting regions in the various configurations will necessarily be the same, but are shown in this example as being similar for illustrative purposes. Furthermore, it is noted that the lifting region may be larger than that shown, but for clarity, just a few concentric arcs are shown to provide a generalized idea regarding the location of the lifting region that may be present along the upper surface of the airfoil, and that the center of lift would be positioned within the lifting region. Regarding configuration (A) with the first slat 66 and the second slat 68 in the closed position and the wing flap assembly 40 set around neutral, high speed level flight can be achieved. In this example, the center of lift (X) is shown toward a front portion along an upper surface 16 of the airfoil 10, e.g., about 1/3 of the wing chord in front of the center of lift and about 2/3 of the wing chord aft of the center of lift. This location will depend on the aircraft wing assembly structure and configuration. Referring now to configuration (B), by deflecting the wing flap assembly 40 to a traditional slow speed high drag configuration, e.g., 30° to 55°, which may be suitable for landings, short-field takeoffs, slow flight, or the like, it is noted that the center of lift has moved aft along the upper surface of the airfoil, as shown at (Y). In configuration (C), by opening the first and second slats, the center of lift (Z) has moved forward relative to that provided by configuration (B), as the length of the aircraft wing assembly has grown in wing chord length due to the open slats. Furthermore, the camber in this design has been enlarged to provide more lift and/or airflow gaps between the first and second slats and the first slat and the leading edge of the airfoil generates accelerated airflow, both of which enhance the lift of the aircraft wing assembly as a whole. Both of these enhancements may provide advantages with respect to safety, slow flight, short-field takeoffs and landings, flight efficiency, etc. For example, higher angles of attack can be achieved without stalling, gentler stall characteristics may be achievable when wing stall occurs, and the wing load introduced by induced load from flap deployment can be offset by lengthening the wing chord length, thus, moving the center of lift forward from where the center of lift would be with flap deployment, but without slats or slat deployment. In this specific example shown in FIG.13, the first and second slats in configuration (C) provide a center of lift (Z) at about the same region along the upper surface of the airfoil as that provided by configuration (A). This may be the case in some instances where 100% offset of induced load from introduced by the flaps may be desirable. However, location (X) may be different than that of location (Z), with partial offset (less than 100%, e.g., from about 20% to <100%) or offset with additional forward movement of the center of lift (greater than 100%, e.g., from >100% to about 120%). In other examples, the offset of the center of lift may be from about 20% to about 120%, from about 20% to about 100%, from about 30% to about 70%, or from about 40% to about 100%. By way for further explanation, by lowering flaps during flight, the aerodynamics introduces additional air pressure to the airfoil. To counteract this additional load on the wings, normally an elevator control surface(s) (not shown, but typically present on a horizontal stabilizer of the aircraft, e.g., on the aircraft tail or other horizontal stabilizing surface) may be deflected to counteract this induced load generated by lowering of the flaps. This tradeoff can be beneficial, as it can allow for slower flight, but the combination of lowered flaps counteracted by the use of elevators may necessitate a greater angle of attack. By opening the first and second slats, as shown in configuration (C), the aerodynamics of the aircraft wing assembly can provide a scenario where the center of lift (Z) can be moved forward relative to that shown in configuration (B), and in some cases, can be moved forward to about the same location as shown at configuration (A), though this is not required. If the center of lift (X) in configuration (A) and the center of lift (Z) in configuration (C) provide a location of greatest lift at about the same location, it may be the case that little to no elevator input may be needed to change from configuration (A) to configuration (C). If some minor adjustment is used, it can be done so with minimal elevator input or even with minimal trim added, for example. In further detail, the center of lift provided by the aircraft wing assembly can be located forward along an upper surface of the airfoil relative to a reference center of lift of identically configured aircraft wing assembly without the presence of the first and second slats, e.g., open position or fixed slats vs. aircraft wing assembly without slats present. Alternatively, a center of lift provided by the aircraft wing assembly can be located forward along an upper surface of the airfoil relative to a reference center of lift of an identically configured aircraft wing assembly with the first and second slats in the closed position, e.g., open position slats vs. closed position slats. In either situation, the aft movement of the center of lift in response to lowering wing flaps can be offset by from 20% to 120% by first and second slats, or from about 75% to 105% by presence of the first and second slats (either compared to no slats or compared to retracted slats). The improvement can be achieved with one or both of these comparisons in many examples). As an example, without being limiting, the center of lift provided by the aircraft wing assembly in the open position may be from about 2 to about 48 inches, from about 3 inches to about 36 inches, from about 3 inches to about 24 inches, or from about 4 inches to about 18 inches forward along an upper surface of the airfoil relative to an identically configured aircraft wing assembly, except that the first and second slats are not present and/or the first and second slats are in a closed configuration. These distances can depend on the shape and size of the wing, for example, and should not be considered limiting. To illustrate a specific example, a light single-engine experimental aircraft that is designed for both fast and slow flight may allow for a wing flap assembly angle of deflection of 50°. With flaps lowered to 50°, the air pressure acting on the wing may lead to a 250 pound additional induced load on the wing and movement aft of the area of greatest lift. The opening of the first slat 66 and the second slat 68 can be configured to counteract this additional wing load by providing a longer wing chord (airfoil cord plus additional cord length provided by extended slats), a higher camber (with the slats extending both forward and downward relative to the leading edge of the airfoil), and accelerated airflow 98 occurs along the upper surface 16 of the airfoil 10 provided as airflow over the top of the slats, through the first airflow gap 60, and through the second airflow gap 62 combined. The accelerated airflow can generate laminar airflow 97 followed by attached airflow 99, that may even extend to the aft-located control surfaces. Thus, by extending or opening the first and second slats, the increased wing chord length can bring the center of lift forward to counteract the negative induced load generated by lowering the flaps. Furthermore, counteracting the aft movement of the center of lift (and reducing induced load on the wings) occurs at about the same time that the lifting forces can be increased by modifying the wing camber to a higher lift shape along with enhancing airflow through the first and second airflow gaps to further enhance lift. By moving the center of lift forward as little as from a few inches, e.g., from about 2 inches to about 48 inches, from about 4 inches to about 36 inches, or from about 6 inches to about 24 inches, etc. (depending on the size and shape of the wing), the center of lift can provide an aircraft wing assembly that is more efficient, allows for more level flight at slower speeds, is more stall resistant, and/or can fly at greater angles of attack. In other words, to the extent that the deployment of flaps may move the center of lifting backwards or aft along the upper surface of the airfoil, the slats can be designed to counteract that movement either partially or fully (or in some cases move it forward even more than that provided during level flight). The example shown in FIG.13 provides an essentially neutral match between the induced loads generated by flap deployment which is counteracted by the extension of the slats, as shown. As mentioned, a neutral match is not required, as any movement forward of the center of lift can provide benefits compared to an aircraft wing assembly that only uses flaps or other low speed STOL modification for slow flight, for example. In further detail, the use of flaps during flight can generate a “pitching moment” to the aircraft that tries to pitch the aircraft forward, resulting in induced drag or load on the tail. Thus, with aircraft utilizing an aft tail with elevator controls, elevator surfaces on the tail can be used to counteract the pitching moment. However, in accordance with examples of the present disclosure, extended or open slats as described herein can provide for decreased elevator usage to counteract the induced load on the airfoil generated by the use of flaps. In other words, the use of the slats with the first and second airflow gaps in front of the leading edge of the airfoil can help realign a more efficient lifting area of the wing, reducing pitch that is induced by weight and drag up flap deployment. In further detail, pitching moment can be defined as the moment (or torque) produced by the difference of the center of lift versus the center of gravity. By deploying flaps, the center of lift is moved to the aft, typically and in this example further aft than the center of gravity. By increasing the arm or distance between the center of gravity and center of lift, a force is applied to the horizontal stabilizers to prevent an undesired pitching down, as would occur in the configuration shown in FIG.13B. As mentioned, the deployment of the first and second slats as described herein can reduce the pitching moment by preventing the movement of the center of lift aft in numeric percentages, as previously described. Pitching moment can be calculated using the aerodynamic center and the center of gravity coefficient that can be calculated using airspeed, moment of lift force, dynamic pressure, wing area, and wing chord values. The aerodynamic center and center of gravity can be used to calculate the pitching moment, for example, as is known in aerodynamics. In some examples, the additional load on the aircraft that is induced by introducing flaps can be characterized as an increased weight on the aircraft for the airfoil to support as the center of lift moves aft, e.g., introducing flaps on a given aircraft at a given airspeed induces extra weight or load on the horizontal stabilizer, or other surfaces that control aircraft pitch in order to keep the attitude of the aircraft level. This extra amount of weight or induced load introduced by changing the aircraft wing assembly configuration, e.g., lowering flaps, can be reduced or eliminated by deployment or opening of the slats, for example, by from about 10% to about 100%, where 100% indicates an equal match between the induced load introduced by the deployment of the flaps which is counteracted by the opening of the slats and exposing the first and second airflow gaps. As an example, if lowering the flaps on a given aircraft at a given airspeed creates an additional induced load of about 100 kilograms (Kg) on the horizontal stabilizer airfoil, a reduction in load by opening the slats may be brought to from about 90 Kg (10% reduction) to about 0 Kg (100% reduction). With this range in mind, even a 10% improvement (or 10% reduction in induced load) would allow for less usage of the elevator surfaces during flight. In further detail, induced load introduced by the lowering of flaps can be reduced by extending the slats to provide a first airflow gap and a second airflow gap by from about 10% to about 100%, from about 20% to about 100%, from about 40% to about 100%, from about 60% to about 100%, from about 80% to about 100%, from about 10% to about 80%, from about 10% or about 60%, from about 10% to about 40%, or from about 20% to about 60%, for example. While the above examples, description, and drawings are illustrative of the principles of the present technology in one or more particular applications, it will be apparent to those of ordinary skill in the art that numerous modifications in form, usage and details of implementation can be made without the exercise of inventive faculty, and without departing from the principles and concepts of the present disclosure.