Abstract: A method of designing an external geometry of an aircraft lifting surface, including the steps of defining a geometric shape corresponding to an initial lifting surface according to a planform, wherein the initial lifting surface is defined by at least five geometry parameters and a plurality of shape modifier parameters of the lifting surface, modifying the geometric shape of the initial lifting surface by applying a spanwise function to a shape modifier parameter of the initial lifting surface to obtain a modified lifting surface, defining a thickness of an airfoil at a given span position along the span of the modified lifting surface obtained in the modifying step based on a predefined airfoil, and defining the external geometry of the aircraft final lifting surface by interpolating the airfoil along the span of the modified lifting surface via a transition function.

Abstract: A seat assembly for an aircraft cabin, wherein the seat assembly includes, in a same row a first seat, and a second seat, and a storage compartment disposed in an adjacent manner between the first and second seats. The storage compartment is sized to accommodate luggage of a passenger in either or both of the first and second seats.

Abstract: An aircraft (5) including an aerodynamic surface (6), an aerodynamics improvement device with a first electrode (27) embedded beneath and electrically isolated from the aerodynamic surface (6), a second electrode (28) electrically isolated from the first electrode (27), a voltage generator (30) adapted to apply a voltage between the first and the second electrode, further comprising a layer of electrically insulating material (26) between the second electrode (28) and the aerodynamic surface (6). Methods for detecting ice on and de-icing an aerodynamic surface (6), and for delaying a boundary layer transition and separation from the aerodynamic surface.

Abstract: A rear end section for an aircraft, having a fuselage, a v-tail, and a thruster assembly including at least one propulsion device installed to ingest and consume air forming a fuselage boundary layer, a control surface attached at the rearmost section of the rear end, and a casing covering at least part of the propulsion device such that an air inlet and an air outlet are defined between the casing and the propulsion device. The air inlet is configured to permit passage of the fuselage boundary layer towards the propulsion device. The air outlet is configured to direct the airflow exhausted from the propulsion device into the control surface, to divert the airflow and provide vectoring thrust for the aircraft.

Abstract: An asymmetric aircraft configuration having a first and a second wing, the first wing having a span larger than the second wing. A first engine is mounted on the first wing, and a second engine mounted on the rear end of the aircraft with its centerline aligned with the aircraft longitudinal axis. The rear end of the aircraft has a T tail, and the second engine is configured to ingest and consume air forming a boundary layer during the flight. A main landing gear assembly includes a first landing gear attached to the first wing, and a second landing gear attached to an area of the fuselage close to the second wing.

Abstract: An aircraft (5) including an aerodynamic surface (6), an aerodynamics improvement device with a first electrode (27) embedded beneath and electrically isolated from the aerodynamic surface (6), a second electrode (28) electrically isolated from the first electrode (27), a voltage generator (30) adapted to apply a voltage between the first and the second electrode, further comprising a layer of electrically insulating material (26) between the second electrode (28) and the aerodynamic surface (6). Methods for detecting ice on and de-icing an aerodynamic surface (6), and for delaying a boundary layer transition and separation from the aerodynamic surface.

Abstract: An aircraft comprising a fuselage extending along a longitudinal axis between a fore section and an aft section, wings mounted to the fuselage, a tail unit mounted to the aft section of the fuselage, and a first propulsion unit and a second propulsion unit both mounted to the aft section of the fuselage in such a way that a first axis of rotation of the first propulsion unit and a second axis of rotation of the second propulsion unit both extend in a vertical center plane spanned by the longitudinal axis and a yaw axis. The provided centerline mounted double-engine aircraft allows for a simple manufacture, maintenance and retrofit of the engines, in that the first propulsion unit and/or the second propulsion unit are arranged outside the fuselage.

Abstract: An aircraft including a propulsion system formed by engines arranged to ingest boundary layer air. These engines are placed inside of nacelles partially embedded in the aircraft fuselage and, thus, their intake conduits are delimited by specific fuselage areas and the nacelles. For the specific fuselage areas skins are disclosed with a flexible portion and actuation systems over them for changing their surfaces to adapt them to the needs of the propulsion system.

Abstract: An aircraft comprising a fuselage extending along a longitudinal axis between a fore section and an aft section, wings mounted to the fuselage, a tail unit mounted to the aft section of the fuselage, and a first propulsion unit and a second propulsion unit both mounted to the aft section of the fuselage in such a way that a first axis of rotation of the first propulsion unit and a second axis of rotation of the second propulsion unit both extend in a vertical center plane spanned by the longitudinal axis and a yaw axis. The provided centerline mounted double-engine aircraft allows for a simple manufacture, maintenance and retrofit of the engines, in that the first propulsion unit and/or the second propulsion unit are arranged outside the fuselage.

Abstract: A rear fuselage section of an aircraft comprises at least one closed frame constructed as a unitary body, and a horizontal tail plane comprising a box-type central element and two lateral torsion boxes, said horizontal tail plane trimmable with respect to a pivot axis. The horizontal tail plane is mounted at the closed frame and the pivot axis is contained in a horizontal plane below the lowest end of said closed frame.

Abstract: A rear fuselage section of an aircraft comprises at least one closed frame constructed as a unitary body, and a horizontal tail plane comprising a box-type central element and two lateral torsion boxes, said horizontal tail plane trimmable with respect to a pivot axis. The horizontal tail plane is mounted at the closed frame and the pivot axis is contained in a horizontal plane below the lowest end of said closed frame.

Abstract: An aircraft tail surface, such as a horizontal tail plane or a vertical tail plane, including a leading edge having, in at least a section along the tail span, an undulated shape formed by a continuous series of smooth protrusions and recesses so that, in icing conditions, the ice accretion is produced only on the peaks of the protrusions and on the bottoms of the recesses, thereby creating a channeled airflow and an arrangement of air vortices which impart energy to the airflow in the aerofoil boundary layer which delay the airflow separation that causes the stall, thus reducing the detrimental effects of ice accretion in its aerodynamic performance.

Abstract: An aircraft (1) horizontal stabilizer (2) which can vary its sweep angle (6) by rotating around an essentially vertical axis (4) with respect to the direction of flight of the aircraft (1) when the aircraft (1) is in flight at high speeds, close to the speed of sound, this axis (4) being contained in the plane of symmetry of the aforementioned aircraft (1), the aforementioned horizontal stabilizer (2) being is a single and structurally continuous component such that it does not transmit a bending moment to the fuselage (14) structure of the aircraft (1), which permits it to be of reduced weight, such that the horizontal stabilizer (2) rotates in a single way and a single direction around the axis (4) to achieve the sweep angle (6) required for high-speed flight.

Abstract: An aircraft tail surface (11), such as a horizontal tail plane or a vertical tail plane, comprising a leading edge (14) having in at least a section along the tail span an undulated shape formed by a continuous series of smooth protrusions (17) and recesses (19) so that, in icing conditions, the ice accretion is produced only on the peaks (18) of said protrusions (17) and on the bottoms (20) of said recesses (19), thereby creating a channeled airflow and an arrangement of air vortices which impart energy to the airflow in the aerofoil boundary layer which delay the airflow separation that causes the stall, thus reducing the detrimental effects of ice accretion in its aerodynamic performance.

Abstract: Aircraft horizontal stabilizer surface (8) in which the sweep angle (40) of this surface (8), where this angle (40) is the one formed by the projection of the reference line of points located at 25% of the local chord (19) of the horizontal stabilizer surface (8) on a plane perpendicular to the aircraft plane of symmetry (21), and which also contains this plane to the flight direction of the aircraft with respect to the aircraft plane of symmetry (21), is less than 90 degrees, with this angle (40) being measured in the flight direction of the aircraft. In addition, the structural connection of this horizontal stabilizer surface (8) to the aircraft fuselage (1) is located at a closing frame (13) of this fuselage (1).

Abstract: Aircraft having attached to the rear fuselage (31) a propulsion system (13) by means of upstream pylons (17); the aircraft comprising a vertical tail plane (21) attached to the rear fuselage (31); the rear fuselage (31) extending from a rear pressure bulkhead (27) to the aircraft tail (29), comprising a skin (35) and a plurality of frames (37, 37?, 37?) arranged perpendicularly to a central longitudinal axis (33), and having a curved shape with at least a vertical symmetry plane (A-A); the vertical tail plane (21) comprising a torsion box with left and right skins, frontal and rear spars (51, 53) and a plurality of ribs (55); the aircraft also comprising a resistant structure connecting said vertical tail plane (21) with the rear fuselage (31) that acts as a redundant load path in failure events of the propulsion system (13) that can produce damages in the rear fuselage (31).

Abstract: An aircraft having a lambda-box wing configuration includes, a fuselage, a propulsion system, a first pair of swept-back airfoils, connected to the top forward portion of the fuselage, a second pair of swept-forward airfoils, connected to the lower rear portion of the fuselage at a point of the said fuselage aft of the connection of the swept-back airfoils, and a third pair of substantially vertical airfoils, the tips of the swept-forward airfoils being connected to the lower side of the swept-back airfoils at an intermediate point of the span of the said swept-back airfoils, by the substantially vertical airfoils, the swept-back airfoils having a higher aspect ratio than that of the swept-forward airfoils, which makes the swept-back airfoils have a reduced induced drag without penalizing their weight.

Abstract: The invention relates to a control surface (3) for an aerodynamic lifting surface (2) of aircraft comprising a main closing rib (9) located at one end of the control surface (3) to which a main torsion bar (8) is joined, the mentioned torsion bar (8) being joined at its other end to a lever system (14) on which at least one actuator (15) acts, such that it is possible to act on the rotation of the mentioned control surface (3) during the flight of the aircraft. The invention also relates to an actuation method for actuating such a control surface (3).

Abstract: Aircraft control surface (1), in particular for an aircraft lifting surface (2), that comprises a primary control surface (6) that comprises a hinge axis (10), and a secondary control surface (7) that comprises a hinge axis (11), with the secondary control surface (7) rotating by means of its hinge axis (11) relative to the primary control surface (6), said secondary control surface (7) only partially occupying the span of the primary control surface (6), the length of the secondary control surface (7) along its hinge axis (11) being significantly less than the length of the primary control surface (6) along its hinge axis (10), and moreover the width or chord of said secondary control surface (7) along the direction of its hinge axis (11) narrows significantly towards the tip of the lifting surface (2) according to a law of narrowing designed expressly for adapting the distribution of torsional stiffness along the span of the lifting surface (2) to the distribution of aerodynamic load thereon, whereas the di

Abstract: Aircraft having a lambda-box wing configuration, comprising a fuselage (1), a propulsion system (5), a first pair of swept-back airfoils (2), connected to the top forward portion of the fuselage (1), a second pair of swept-forward airfoils (3), connected to the lower rear portion of the fuselage (1) at a point of the said fuselage (1) aft of the connection of the swept-back airfoils (2), and a third pair of substantially vertical airfoils (4), the tips of the swept-forward airfoils (3) being connected to the lower side of the swept-back airfoils (2) at an intermediate point of the span of the said swept-back airfoils (2), by means of the substantially vertical airfoils (4), the swept-back airfoils (2) having a higher aspect ratio than that of the swept-forward airfoils (3), which makes the swept-back airfoils (2) have a reduced induced drag without penalizing their weight.