Abstract: Aspects relate to aircraft and methods of use for aerodynamic control with winglet surfaces. In an aspect an exemplary aircraft includes a first wing having a first winglet at a distal end of the wing, wherein the first winglet comprises at least a first control surface at a first trailing edge of the first winglet and a second wing having a second winglet at a distal end of the wing, wherein the second winglet comprises at least a second control surface at a second trailing edge of the second winglet.

Abstract: A wing tip device for a fixed wing aircraft is disclosed having an alular-like projection, a first leading edge region having a first sweep angle, a second leading edge region outboard of the first leading edge region in a spanwise direction and having a second sweep angle greater than the first sweep angle, a third leading edge region outboard of the second leading edge region in the spanwise direction and adjacent a tip end of the wing tip device and having a third sweep angle greater than the first sweep angle. The second leading edge region is adapted to generate a first vortex, and the third leading edge region is adapted to generate a second vortex which builds towards the tip end of the wing tip device.

Abstract: An aircraft wing is disclosed including a closed surface wing tip device which includes an element or actuator within the wing tip for deforming/morphing the shape of the wing tip between geometrical configurations having different aerodynamic properties, for example including one with better overall fuel efficiency for a shorter journey and one with overall fuel efficiency better suited for a longer journey. The device includes a lower winglet with an essentially planar portion spaced apart from the main body of the wing by a blended transition region which is shaped such that the curvature of the local dihedral increases in the outboard direction. The device includes an upper aerofoil structure which with the winglet essentially forms the closed surface. There is also disclosed an aircraft wing tip device having a sigmoid shaped (e.g. S-shaped) aerofoil structure blending in with a main wing of the aircraft.

Abstract: An aircraft with a variety of control surfaces including but not limited to multiple winglet rudders. Each winglet can have multiple independently controlled rudders to improve the flight stability and maneuverability of the aircraft. Additionally, improved power supply systems can be implemented to allow for sustained flight.

Abstract: A trailing edge for a composite lifting surface is disclosed having a spar, an upper panel and a lower panel each having a free edge, a seal, and an elongated profile located on the panels following a spanwise direction of the trailing edge. An elongated profile including a web extending along the spanwise direction of the trailing edge, and having first and second flange portions, and a transition zone in between the first and second flange portions extending at different heights with respect to each other. The first flange portion is configured to hold at least a part of the seal underneath, and the second flange portion is configured to contact the panel so that the first flange portion secures the seal to the panel, and the second flange portion secures the elongated profile to the panel.

Abstract: A wingtip device may be attached to a baseline wing of an aircraft. The wingtip device may comprise a vertical portion coupled to the baseline wing. The vertical portion may comprise a leading edge and trailing edge. The leading edge and trailing edge may be nonlinear shapes. For example, compound curves, smooth continuous higher order polynomials, or combinations thereof. The leading edge and trailing edge may be shaped as to locate the wingtip device further aft than a conventional winglet design.

Abstract: A rotorcraft is described and includes an inertial measurement unit (“IMU”) sensor mounted to the rotorcraft, the IMU sensor oriented relative to the rotorcraft such that a roll attitude of the rotorcraft occurs about a Z-axis and has a range of ±90 degrees, a pitch attitude of the rotorcraft occurs about an X-axis and has a range of ±180 degrees, and a yaw attitude of the rotorcraft occurs about a Y-axis and has a range of ±180 degrees.

Abstract: An aircraft can include a first wing and a second wing. The first wing can extend laterally from an aircraft body to a first tip, and the second wing can extend laterally from the aircraft body to a second tip. The aircraft can include a first end effector and a second end effector, each including a fore winglet and an aft winglet. The fore and aft winglets of the first end effector can be pivotably connected to the first tip. The fore and aft winglets of the second end effector can be pivotably connected to the second tip. The fore and aft winglets of the first and second end effectors can be independently operable. The first and second end effectors can be independently operable. A processor can be operatively connected to control movement of the fore and aft winglets of the first and second end effectors.

Abstract: In an example, method for locking/unlocking a structure is described. The method includes attaching a first end of a pawl to a support assembly, wherein the pawl comprises a shape memory alloy (SMA) element configured to transition between a first configuration and a second configuration, and wherein the pawl is attached to the support assembly such that a second end of the pawl is movable between a locked position that prevents a rotatable shaft from rotating and an unlocked position that allows the rotatable shaft to rotate, activating the SMA element, thereby causing the SMA element to take on the first configuration and move the second end of the pawl to the locked position, and deactivating the SMA element, thereby causing the SMA element to take on the second configuration and move the second end of the pawl from the locked position to the unlocked position.

Abstract: The invention relates to a wing for an airplane having at least two winglets, wherein a local angle of attack at the upstream winglet shall be reduced by a passive elastic morphing in heavy load conditions and wherein stall shall occur for the downstream winglet, then. Both serves for limiting and reducing the forces and torques produced by the winglets.

Abstract: A flow guide body for an aircraft includes a main body having an outer aerodynamic surface having a plurality of outlet openings, and flow control devices, each having an inlet, an interaction chamber, a first outlet and a second outlet. A first control inlet is connected to the interaction chamber at the first side of the chamber axis. The outlets are each connected to outlet openings in the aerodynamic surface. Each outlet has a control outlet. A second flow control device is arranged such that one outlet is connected with the inlet of the first flow control device. One of the control outlets of the first flow control device is connected to the first control inlet of the first flow control device, and the other of the control outlets of the first flow control device is connected to the first control inlet of the second flow control device.

Abstract: An actuator assembly for moving an aircraft wing tip device is disclosed. The wing tip device is rotatable about a hinge axis relative to a fixed wing of the aircraft. The hinge axis is orientated non-parallel to a line-of-flight direction of the aircraft. The actuator assembly includes a primary shaft having an axis of rotation orientated substantially parallel to the line-of-flight direction, a motor to cause rotation of the primary shaft, and a secondary shaft orientated substantially parallel to the hinge axis. The secondary shaft is couplable to the primary shaft and is arranged to rotate the wing tip device in response to the rotation of the primary shaft.

Abstract: Foldable raked wing tips having aerodynamic devices are disclosed. A disclosed example wing for use with an aircraft includes a fixed portion, and a folding portion proximate a distal end of the wing. The folding portion includes a raked surface. The wing also includes at least one of a feather or a winglet, and a hinge operatively coupled between the fixed and folding portions to enable the folding portion to fold relative to the fixed portion.

Abstract: An airfoil structure comprising a torsion-box member with a cover and a spar web connected by at least one pivot joint to a leading-edge or trailing-edge member, wherein the pivot joint is configured to permit rotation of the leading-edge member, or trailing-edge member, relative to the torsion-box member between an installation position and an operational position.

Abstract: A method of retrofitting a wing of a fixed wing aircraft is disclosed including the steps of providing an existing aircraft wing with a main fixed wing portion, and the main fixed wing portion having a tip end and an existing movable flight control surface connected adjacent the tip end. The existing movable flight control surface is then removed from the main fixed wing portion, and a wing tip device and movable flight control surface are selected as a pair to replace the existing movable flight control surface, with the selected movable flight control surface having an aerodynamic surface of different shape to the shape of the flight control surface removed from the wing. The selected wing tip device and movable flight control surface are then fitted to the main fixed wing portion.

Abstract: An aerodynamic structure is disclosed having a lifting surface, a control device and an actuation mechanism. The lifting surface has a root and a tip, and is deformable during operation of the aerodynamic structure. The control device is movably attached to the lifting surface, at or near the tip. The actuation mechanism is for controlling movement of the control device, and is configured to transmit deformation movement of the lifting surface to the control device.

Abstract: A wingtip device may be attached to a baseline wing of an aircraft. The wingtip device may comprise a vertical portion coupled to the baseline wing. The vertical portion may comprise a leading edge and trailing edge. The leading edge and trailing edge may be nonlinear shapes. For example, compound curves, smooth continuous higher order polynomials, or combinations thereof. The leading edge and trailing edge may be shaped as to locate the wingtip device further aft than a conventional winglet design.

Abstract: A wingtip device for a wing is provided. The wingtip device has an inner end and an outer end, and in which the local dihedral of the wingtip device increases or reduces from the inner end to the outer end, with a pressure-side flow surface and a suction-side flow surface. At least two ancillary wing sections are arranged on the wingtip device, projecting in each case from the flow surface of the wingtip device. The ancillary wing sections in each case form an interface with the surface of the wingtip device; which interfaces are located spaced apart from one another. A wing with such a wingtip device is also provided.

Abstract: An aircraft wing (1) has a wing tip device (3) joined thereto. The root (7) of the wing tip device (3) is joined to the tip of the wing (1) at a first connection (11). An external strut (9) extends between the wing (1) and the wing tip device (3), the strut (9) being joined to the wing (1) at a second connection (13). The second connection (13) is inboard of the first connection, such that loadings on the wing tip device (3) generated during use, are transferred, via the strut (9), to a location on the wing (1) that is inboard of where the root (7) of the wing tip device (3) is joined to the tip of the wing.

Abstract: An active winglet includes a body portion substantially parallel to a wing of an aircraft, as if it were an extension of the wing. The body portion is attachable to an aircraft wing and includes a controllable airflow modification device coupled thereto. By virtue of having a controllable airflow modification device, the winglet is capable of adjusting a control surface of the controllable airflow modification device in response to in-flight conditions, to reduce wing loads, increase range, and/or increase efficiency.

Abstract: A wingtip device may be attached to a baseline wing of an aircraft. The wingtip device may comprise a vertical portion coupled to the baseline wing. The vertical portion may comprise a leading edge and trailing edge. The leading edge and trailing edge may be nonlinear shapes. For example, compound curves, smooth continuous higher order polynomials, or combinations thereof. The leading edge and trailing edge may be shaped as to locate the wingtip device further aft than a conventional winglet design.

Abstract: A split winglet is disclosed having a first generally upward projecting wing end, and a second generally downward projecting wing end. The second generally downward projecting wing end may be integrally formed with the first generally upward projecting wing end to form a winglet assembly or may be separately attached onto an existing upwardly curved winglet.

Abstract: A cooperative actuator system for active flow control, a vehicle comprising such cooperative actuator system, and a method for operating an actuator system for active flow control. The cooperative actuator system includes actuators, a control unit, and a data unit. The actuators are distributed along the surface in at least a first group and a second group downstream of the first group. The control unit is configured to control the actuators of the first group so that they form a first flow structure along the surface. The data unit is configured to provide data of the first flow structure. The control unit is further configured to control the actuators of the second group based on the data of the first flow structure, so that the actuators of the second group cooperatively interact with the first flow structure to form a second flow structure along the surface.

Abstract: An improved winglet design is presented for aircraft wherein the winglet configuration is well suited for aircraft wings having moderate to no aft swept, or wings having forward swept. The winglets (302) are located at the outer end of each wing (300) and curve upwardly as they extend outwardly from their intersection (304) with the wings (300). The curvature profile (303) of the winglets (302) when viewed from the rear (or front) of the aircraft at least approximates a specified curve profile made up of more than one curved section, e.g. the winglet trailing edge profile (305) having a perpendicular projection onto a plane normal to the winglet inner or root chord (342), said projection creating a winglet profile curve approximating a compound curve composed of two arc segment (306, 307).

Abstract: A split winglet configured for attachment to a wing tip of a wing. The split winglet may include an upper winglet extending from the wing tip above a chord plane of the wing and a ventral fin projecting below the chord plane. The upper winglet and the ventral fin may include tip configurations. At least one of the upper winglet tip configuration and the ventral fin tip configuration may be provided by a curved blade cap attached thereto. The curved blade cap may include a leading edge having a first curve with a first radius, and a trailing edge having a second curve with a second radius different from the first radius. The curved blade cap may also include a distal segment oblique to the first curve and the second curve.

Abstract: An active wing extension includes a body portion substantially parallel to a wing of an aircraft, as if it were an extension of the wing. The body portion is attachable to an aircraft wing and includes multiple controllable airflow modification devices coupled thereto. By virtue of having multiple controllable airflow modification devices, the wing extension is capable of adjusting control surfaces of the multiple controllable airflow modification devices in response to in-flight conditions, to reduce wing loads, improve wing fatigue characteristics, increase range, and/or increase efficiency.

Abstract: Within examples, remotely controlled and thermally managed systems for actuation of components in a wind tunnel model are described. A wind tunnel test environment may provide ambient to cryogenic temperature conditions to reproduce aerodynamic flight Reynolds number conditions. Example systems comprise a modular test assembly mounted on a test component, and the test component includes at least one movable surface and is configured for placement in the wind tunnel. An actuator is included within the modular test assembly and coupled to the at least one movable surface of the test component, and a temperature sensor is included to provide temperature of an exterior of the modular test assembly. In addition, a controller is in communication with the actuator and the temperature sensor, and is configured to remotely cause the actuator to move the at least one movable surface through a range of motion.

Abstract: A wing tip device for an aircraft wing may include an upper winglet and a lower element. The upper winglet may extend upwardly from an aircraft wing. The lower element may extend downwardly from the upper winglet and may form a closed loop below the wing. The closed loop may have a hollow interior.

Abstract: An adaptive wing for an aircraft includes a first wing portion, a second wing portion, and a third wing portion. The second wing portion is telescopically attached to the first wing portion to selectively change an overall length of the wing based on real-time flight conditions or airport space constraints. The third wing portion is rotate-ably attached to one end of the second wing portion, and a dihedral angle between the second wing portion and the third wing portion is changeable based on real-time flight conditions or airport space constraints.

Abstract: There is described a variable-width aerodynamic device (10) associable to aerodynamic high lift structures (30), the variable-width aerodynamic device (10) comprising: a main body (11) substantially flat and having constant thickness; a first longitudinal edge (12) associated to the aerodynamic high lift structure (30); and a second non-rectilinear longitudinal edge (13), forming, with the first longitudinal edge (12), a variable width (Lv) along its length.

Abstract: A split winglet configured for attachment to a wing of an airplane. The split winglet may include an upper winglet smoothly extending from the wing tip above a chord plane of the wing and a ventral fin projecting below the chord plane from a lower surface of the upper winglet. The upper winglet may include a transition section which curves upward from the wing tip into a substantially planar section. Upper and lower surfaces of the upper winglet may be bounded by leading and trailing edges which are swept toward an airstream direction, parallel with the chord plane, and curve toward the airstream direction before terminating at a point distal of the wing tip. Similarly, upper and lower surfaces of the ventral fin may be bounded by leading and trailing edges which curve toward the airstream direction and terminate at a point distal of the wing tip.

Abstract: A wing tip device for fixing to the outboard end of a wing, the wing defining a wing plane, the wing tip device comprising: an upper wing-like element projecting upwardly with respect to the wing plane and having a trailing edge; and a lower wing-like element fixed with respect to the upper wing-like element and having a root chord and a trailing edge, the lower wing-like element root chord intersecting with the upper wing-like element, and the lower wing-like element projecting downwardly from the intersection, wherein the upper wing-like element is larger than the lower wing-like element and the trailing edge of the lower wing-like element is adjacent the trailing edge of the upper wing-like element at the intersection, and wherein an included angle between the upper and lower wing-like elements at the intersection is less than, or equal to, 160 degrees.

Abstract: Wing load alleviation methods and apparatus are disclosed. An example winglet system for an aircraft includes a first winglet including a body portion having a leading edge and a trailing edge, a base portion to be coupled to an outboard end of a wing such that the body portion projects at an upward angle from the wing during all modes of airplane operation, a control surface coupled to the body portion proximate to the trailing edge, and at least one of a spoiler and an aileron coupled to the outboard end of the wing; and a processor to, in response to at least one input signal indicative of one of a subset of flight conditions, command actuated deflections of both the control surface of the first winglet and the at least one of the spoiler and the aileron to create an incremental pressure field in an airflow region inboard of the first winglet.

Abstract: A method of launching a powered unmanned aerial vehicle at an altitude of at least 13,000 m, the method comprising lifting the vehicle by attachment to a lighter-than-air carrier from a substantially ground-level location to an elevated altitude, causing the vehicle to detach from the carrier while the velocity of the vehicle relative to the carrier is substantially zero, the vehicle thereafter decreasing in altitude as it accelerates to a velocity where it is capable of preventing any further descent and can begin independent sustained flight.

Abstract: An active wing extension includes a body portion substantially parallel to a wing of an aircraft, as if it were an extension of the wing. The body portion is attachable to an aircraft wing and includes multiple controllable airflow modification devices coupled thereto. By virtue of having multiple controllable airflow modification devices, the wing extension is capable of adjusting control surfaces of the multiple controllable airflow modification devices in response to in-flight conditions, to reduce wing loads, improve wing fatigue characteristics, increase range, and/or increase efficiency.

Abstract: The spiroid wing tip according to embodiments of the invention including a continuous segmental assembly having a closed loop frontal profile comprising a lower near vertical segment, a horizontal segment, a vertical segment, a second horizontal upper segment, and a near vertical segment. Accordingly to some embodiments of the invention, the spiroid profile is lowered with respect to the wing chord plane, such that a portion of the spiroid wing tip extends below the wing chord plane.

Abstract: A wing tip device for fixing to the outboard end of a wing, the wing defining a wing plane, includes: an upper wing-like element projecting upwardly with respect to the wing plane and having a trailing edge; and a lower wing-like element fixed with respect to the upper wing-like element and having a root chord and a trailing edge, the lower wing-like element root chord intersecting with the upper wing-like element, and the lower wing-like element projecting downwardly from the intersection. The upper wing-like element is larger than the lower wing-like element and the trailing edge of the lower wing-like element is adjacent the trailing edge of the upper wing-like element at the intersection. An included angle between the upper and lower wing-like elements at the intersection is less than, or equal to, 160 degrees.

Abstract: Improved supersonic laminar flow wing structure, on a supersonic aircraft, having strake extending forwardly of the wing inboard extent, and reversed fillet at strake junction with the wing leading edge.

Abstract: An airfoil tip vortex mitigation device comprising an intake port disposed in a first surface of an airfoil and an exit port in fluid communication with the intake port and disposed in a second surface of the airfoil where air pressure is less than at the first surface when the airfoil is producing lift. The channel and exit port are positioned and configured to direct diverted air in such a way as to weaken an airfoil tip vortex that's produced by the airfoil when the airfoil is producing lift.

Abstract: A wingtip device for a wing is provided. The wingtip device has an inner end and an outer end, and in which the local dihedral of the wingtip device increases or reduces from the inner end to the outer end, with a pressure-side flow surface and a suction-side flow surface. At least two ancillary wing sections are arranged on the wingtip device, projecting in each case from the flow surface of the wingtip device. The ancillary wing sections in each case form an interface with the surface of the wingtip device; which interfaces are located spaced apart from one another. A wing with such a wingtip device is also provided.

Abstract: A split winglet is disclosed having a first generally upward projecting wing end, and a second generally downward projecting wing end. The second generally downward projecting wing end may be integrally formed with the first generally upward projecting wing end to form a winglet assembly or may be separately attached onto an existing upwardly curved winglet.

Abstract: A wingtip for extending a wing of an aircraft having a NACA 23012 airfoil. The wingtip has an airfoil design for directing and associated wingtip vortex outward and upward to thereby increase the effective wingspan of the aircraft and to reduce induced drag. The wingtip is preferably molded and comprises a fuel tank bay, internal antenna, landing light and navigation light.

Abstract: A winglet system for an aircraft wing may include an upper winglet and a lower winglet mounted to a wing tip. The lower winglet may have a static position when the wing is subject to a ground static loading. The lower winglet may be configured such that upward deflection of the wing under an approximate 1-g flight loading causes the lower winglet to move from the static position to an in-flight position and resulting in a relative span increase of the wing.

Abstract: An active winglet includes a body portion substantially parallel to a wing of an aircraft, as if it were an extension of the wing. The body portion is attachable to an aircraft wing and includes a controllable airflow modification device coupled thereto. By virtue of having a controllable airflow modification device, the winglet is capable of adjusting a control surface of the controllable airflow modification device in response to in-flight conditions, to reduce wing loads, increase range, and/or increase efficiency.

Abstract: A wing of an aircraft has a pressure-side flow surface and a suction-side flow surface relative to an assumed main direction of attack and comprises a flow fence disposed on a flow surface, wherein the flow fence extends in the main wing chordwise direction and between a location of the pressure-side flow surface and a location of the suction side flow surface.

Abstract: An unmanned air vehicle includes a body having front and rear sections with at least one pair of end plates connected to the body, wherein one end plate within the at least one pair of end plates is connected to the left side of the body and another end plate within the at least one pair of end plates is connected to the right side of the body, each end plate having upper and lower sections, wherein: a) the upper section is positioned above a mean line of the body; b) the lower section is positioned below the mean line of the body; and c) a ratio of the area of the upper section to the area of the lower section is less than 1.

Abstract: A split winglet configured for attachment to a wing of an airplane. The split winglet may include an upper winglet smoothly extending from the wing tip above a chord plane of the wing and a ventral fin projecting below the chord plane from a lower surface of the upper winglet. The upper winglet may include a transition section which curves upward from the wing tip into a substantially planar section. Upper and lower surfaces of the upper winglet may be bounded by leading and trailing edges which are swept toward an airstream direction, parallel with the chord plane, and curve toward the airstream direction before terminating at a point distal of the wing tip. Similarly, upper and lower surfaces of the ventral fin may be bounded by leading and trailing edges which curve toward the airstream direction and terminate at a point distal of the wing tip.

Abstract: This invention discloses a method to break down, destabilize, or destroy an in flight wake vortex shed from an aircraft's wing. The wingtip has a winglet mounted to an extremity of the wing, and means for actuating displacement of the winglet relative to the wing. The winglet is displaced from a stationary position, in which the in flight wake vortex is stable, to a continuous moving condition, in which the winglet is displaced to a secondary temporary stationary position, remote from the initial stationary position, and having any angle relative to a plane extending through a vertical, longitudinal, or lateral axis of the aircraft to alter the winglet's angle of attack, and persisting in the moving condition as long as required to break down, destabilize or destroy the in flight wake vortex. The invention includes a wingtip arrangement for use in the method and an aircraft including the wingtip arrangement.

Abstract: A wing for of aircraft has a wing tip shape that has a profile that extends in the direction of the span of the wing, and across the direction of the span of the wing extends from the wing leading edge to the wing trailing edge. The profile is delimited by a first skin and a second skin, with a winglet, arranged on the wing end. The winglet is substantially planar, and has a transition region arranged between the wing and the winglet, that extends from a connection on the wing to a connection on the winglet. The curvature of the local dihedral can increase in the transition region from a low level or a level of zero at or near the wing intersection in the outboard direction.

Abstract: An active wing extension includes a body portion substantially parallel to a wing of an aircraft, as if it were an extension of the wing. The body portion is attachable to an aircraft wing and includes multiple controllable airflow modification devices coupled thereto. By virtue of having multiple controllable airflow modification devices, the wing extension is capable of adjusting control surfaces of the multiple controllable airflow modification devices in response to in-flight conditions, to reduce wing loads, improve wing fatigue characteristics, increase range, reduce torsional loads, alleviate flutter, and/or increase efficiency.