Abstract: A vortex generator, includes a vane, mountable on an aerodynamic surface of an aircraft, and an actuator that rotates the vane between a stowed position and a deployed position. The actuator includes a linear actuator, composed at least in part of a shape memory alloy (SMA), that when thermally activated facilitates rotation of the vane between the stowed position to the deployed position. Thermal activation of the SMA is caused via one or more of joule heating, conduction, and induction in response to one or more of an electronic command signal and a wireless command signal. The electronic command signal and the wireless command signal may be transmitted in response to ambient conditions, aircraft flight conditions, and aircraft mission.

Abstract: A vortex generator, includes a vane, mountable on an aerodynamic surface of an aircraft, and an actuator that rotates the vane between a stowed position and a deployed position. The actuator includes a linear actuator, composed at least in part of a shape memory alloy (SMA), that when thermally activated facilitates rotation of the vane between the stowed position to the deployed position. Thermal activation of the SMA is caused via one or more of joule heating, conduction, and induction in response to one or more of an electronic command signal and a wireless command signal. The electronic command signal and the wireless command signal may be transmitted in response to ambient conditions, aircraft flight conditions, and aircraft mission.

Abstract: Aircraft nacelles having adjustable chines are described. An example apparatus includes a multi-segment chine coupled to a nacelle. The multi-segment chine includes a first segment and a second segment. The first segment is oriented along a fore-aft direction. The first segment is rotatable relative to the nacelle about an axis of rotation. The axis of rotation is substantially perpendicular to a plane of the first segment defined by an outer mold line of the first segment. The second segment is fixedly coupled to the nacelle. The second segment is oriented along the fore-aft direction. The second segment is substantially coplanar with the first segment.

Abstract: Aircraft nacelles having adjustable chines are described. An example apparatus includes a multi-segment chine coupled to a nacelle. The multi-segment chine includes a first segment and a second segment. The first segment is oriented along a fore-aft direction. The first segment is translatable relative to the nacelle along the fore-aft direction. The first segment includes one or more first airflow openings. The second segment is fixedly coupled to the nacelle. The second segment is oriented along the fore-aft direction. The second segment includes one or more second airflow openings. The second segment is substantially coplanar with the first segment. Translation of the first segment adjusts the transverse alignment of the first airflow openings with the second airflow openings to vary an allowable airflow through the multi-segment chine.

Abstract: Mini-spoilers for enhancing the effectiveness of lateral-control surfaces of aircraft wings are described. An example aircraft includes a wing, a lateral-control surface, and a mini-spoiler. The lateral-control surface is movably coupled to the wing. The lateral-control surface is movable between a neutral position, a first upward deflected position, and a second upward deflected position extending beyond the first upward deflected position. The mini-spoiler is located on or forward of the lateral-control surface. The mini-spoiler is movable between a retracted position and a deployed position. The mini-spoiler is configured to be moved from the retracted position to the deployed position based on the lateral-control surface being moved from the neutral position to or toward the first upward deflected position.

Abstract: Mini-spoilers for enhancing the effectiveness of lateral-control surfaces of aircraft wings are described. An example aircraft includes a wing, a lateral-control surface, and a mini-spoiler. The lateral-control surface is movably coupled to the wing. The lateral-control surface is movable between a neutral position, a first upward deflected position, and a second upward deflected position extending beyond the first upward deflected position. The mini-spoiler is located on or forward of the lateral-control surface. The mini-spoiler is movable between a retracted position and a deployed position. The mini-spoiler is configured to be moved from the retracted position to the deployed position based on the lateral-control surface being moved from the neutral position to or toward the first upward deflected position.

Abstract: Aircraft nacelles having adjustable chines are described. An example apparatus includes a multi-segment chine coupled to a nacelle. The multi-segment chine includes a first segment and a second segment. The first segment is oriented along a fore-aft direction. The first segment is translatable relative to the nacelle along the fore-aft direction. The first segment includes one or more first airflow openings. The second segment is fixedly coupled to the nacelle. The second segment is oriented along the fore-aft direction. The second segment includes one or more second airflow openings. The second segment is substantially coplanar with the first segment. Translation of the first segment adjusts the transverse alignment of the first airflow openings with the second airflow openings to vary an allowable airflow through the multi-segment chine.

Abstract: Aircraft nacelles having adjustable chines are described. An example apparatus includes a multi-segment chine coupled to a nacelle. The multi-segment chine includes a first segment and a second segment. The first segment is oriented along a fore-aft direction. The first segment is rotatable relative to the nacelle about an axis of rotation. The axis of rotation is substantially perpendicular to a plane of the first segment defined by an outer mold line of the first segment. The second segment is fixedly coupled to the nacelle. The second segment is oriented along the fore-aft direction. The second segment is substantially coplanar with the first segment.

Abstract: Krueger flap apparatus and methods incorporating a bullnose having a contour variation along a spanwise direction are described. An example apparatus includes a Krueger flap having a bullnose extending in a spanwise direction. The bullnose includes a contour variation formed by a plurality of protuberances located along the bullnose. Respective ones of the protuberances are spaced along the spanwise direction.

Abstract: Krueger flap apparatus and methods incorporating a bullnose having a contour variation along a spanwise direction are described. An example apparatus includes a Krueger flap having a bullnose extending in a spanwise direction. The bullnose includes a contour variation formed by a plurality of protuberances located along the bullnose. Respective ones of the protuberances are spaced along the spanwise direction.

Abstract: Aerodynamic structures having lower surface spoilers are described herein. One disclosed example apparatus includes a first spoiler of an aerodynamic structure of an aircraft, where the first spoiler is to deflect away from a first side of the aerodynamic structure and a second spoiler on a second side of the aerodynamic structure opposite of the first side, where the second spoiler is to deflect away from the second side to reduce a load on at least one of the first spoiler or a flap of the aerodynamic structure.

Abstract: Aerodynamic structures having lower surface spoilers are described herein. One disclosed example apparatus includes a first spoiler of an aerodynamic structure of an aircraft, where the first spoiler is to deflect away from a first side of the aerodynamic structure and a second spoiler on a second side of the aerodynamic structure opposite of the first side, where the second spoiler is to deflect away from the second side to reduce a load on at least one of the first spoiler or a flap of the aerodynamic structure.

Abstract: Systems and methods for secondary suctioning for an aerodynamic body are presented. A primary surface is configured along a leading edge of an aerodynamic body, and at least one secondary suction device comprising an elongated shape is configured at least a first distance from the primary surface. A non-suction surface is configured between the primary surface and the at least one secondary suction device.

Abstract: Systems and methods for secondary suctioning for an aerodynamic body are presented. A primary surface is configured along a leading edge of an aerodynamic body, and at least one secondary suction device comprising an elongated shape is configured at least a first distance from the primary surface. A non-suction surface is configured between the primary surface and the at least one secondary suction device.

Abstract: The movable surfaces affecting the camber of a wing are dynamically adjusted to optimize wing camber for optimum lift/drag ratios under changing conditions during a given flight phase. In a preferred embodiment, an add-on dynamic adjustment control module provides command signals for optimum positioning of trailing edge movable surfaces, i.e., inboard flaps, outboard flaps, ailerons, and flaperons, which are used in place of the predetermined positions of the standard flight control system. The dynamic adjustment control module utilizes inputs of changing aircraft conditions such as altitude, Mach number, weight, center of gravity (CG), vertical speed and flight phase. The dynamic adjustment control module's commands for repositioning the movable surfaces of the wing are transmitted through the standard flight control system to actuators for moving the flight control surfaces.

Abstract: A purging system for a laminar flow control system comprises an air scoop and a diffuser fluidly connected thereto. The air scoop is disposable into an external flow of an external atmosphere. The diffuser is configured to fluidly connect the air scoop to a suction cavity of the laminar flow control system wherein the suction cavity may be disposed adjacent a porous skin of an airfoil such as adjacent a leading edge of the airfoil. The laminar flow control system may be configured to suction boundary layer flow passing over the porous skin by drawing a portion of the boundary layer flow through a plurality of pores formed in the porous skin. The diffuser ducts high pressure flow captured by the air scoop to the suction cavity for discharge through the pores to reduce the potential of blockage thereof.

Abstract: A purging system for a laminar flow control system comprises an air scoop and a diffuser fluidly connected thereto. The air scoop is disposable into an external flow of an external atmosphere. The diffuser is configured to fluidly connect the air scoop to a suction cavity of the laminar flow control system wherein the suction cavity may be disposed adjacent a porous skin of an airfoil such as adjacent a leading edge of the airfoil. The laminar flow control system may be configured to suction boundary layer flow passing over the porous skin by drawing a portion of the boundary layer flow through a plurality of pores formed in the porous skin. The diffuser ducts high pressure flow captured by the air scoop to the suction cavity for discharge through the pores to reduce the potential of blockage thereof.

Abstract: The movable surfaces affecting the camber of a wing are dynamically adjusted to optimize wing camber for optimum lift/drag ratios under changing conditions during a given flight phase. In a preferred embodiment, an add-on dynamic adjustment control module provides command signals for optimum positioning of trailing edge movable surfaces, i.e., inboard flaps, outboard flaps, ailerons, and flaperons, which are used in place of the predetermined positions of the standard flight control system. The dynamic adjustment control module utilizes inputs of changing aircraft conditions such as altitude, Mach number, weight, center of gravity (CG), vertical speed and flight phase. The dynamic adjustment control module's commands for repositioning the movable surfaces of the wing are transmitted through the standard flight control system to actuators for moving the flight control surfaces.

Abstract: Systems and methods for providing differential motion to wing high lift devices are disclosed. A system in accordance with one embodiment of the invention includes a wing having a leading edge, a trailing edge, a first deployable lift device with a first spanwise location, and a second deployable lift device with a second spanwise location different than the first. The wing system can further include a drive system having a drive link operatively coupleable to both the first and second deployable lift devices, and a control system operatively coupled to the drive system. The control system can have a first configuration for which the drive link is operatively coupled to the first and second deployable lift devices, and activation of at least a portion of the drive link moves the first and second deployable lift devices together.

Abstract: The movable surfaces affecting the camber of a wing are dynamically adjusted to optimize wing camber for optimum lift/drag ratios under changing conditions during a given flight phase. In a preferred embodiment, an add-on dynamic adjustment control module provides command signals for optimum positioning of trailing edge movable surfaces, i.e., inboard flaps, outboard flaps, ailerons, and flaperons, which are used in place of the predetermined positions of the standard flight control system. The dynamic adjustment control module utilizes inputs of changing aircraft conditions such as altitude, Mach number, weight, center of gravity, vertical speed and flight phase. The dynamic adjustment control module's commands for repositioning the movable surfaces of the wing are transmitted through the standard flight control system to actuators for moving the flight control surfaces.