The aircraft includes a fuselage and at least one wing extending from the fuselage. The wing includes first and second original portions and a plug portion positioned between the first and second original portions. A propulsion system is positioned on the at least one wing. The propulsion system includes at least one electric powerplant and at least one combustion powerplant. Each powerplant delivers power to a respective air mover for propelling the aircraft. The electric powerplant and/or the combustion powerplant is positioned outboard from the plug portion. A method for retrofitting an aircraft includes segmenting a wing of an aircraft into two original portions, positioning a plug portion between the two original portions, and connecting the plug portion to one of the two original portions, the first nacelle and/or the second nacelle.

An assembly for an aircraft that has a wing and an engine pylon having a primary structure with right-side and left-side panels, an upper and a lower spar and a rear rib, two sets of upper or lower shackles, one set fastening the right-side panel to the wing, and a second set fastening the left-side panel to the wing, a fastening element secured to the rear rib or to the lower spar, a rear rod connecting the fastening element to the wing, a transverse shackle connecting the upper spar to the wing, a line connecting two centers of the transverse shackle being oriented transversely relative to a longitudinal axis of the engine pylon, and a reinforcing panel, at each joint between a right-side or left-side panel and an upper or lower shackle, which is fastened along a height against the panel and to which the shackle is also fastened.

An assembly for an aircraft that has a wing and an engine pylon having a primary structure with right-side and left-side panels, an upper and a lower spar and a rear rib, two sets of upper or lower shackles, one set fastening the right-side panel to the wing, and a second set fastening the left-side panel to the wing, a fastening element secured to the rear rib or to the lower spar, a rear rod connecting the fastening element to the wing, a transverse shackle connecting the upper spar to the wing, a line connecting two centers of the transverse shackle being oriented transversely relative to a longitudinal axis of the engine pylon, and a reinforcing panel, at each joint between a right-side or left-side panel and an upper or lower shackle, which is fastened along a height against the panel and to which the shackle is also fastened.

Disclosed is an aircraft with a super high aspect ratio based on self-unfolding folding wing technology, the aircraft including: an aircraft body; a fixed wing; and a movable wing assembly including a first movable wing and a second movable wing. When the aircraft takes off, the first movable wing and the second movable wing are in a folded position. The first movable wing and the second movable wing are deflected and moved to an unfolded position or a folded position by the aerodynamic force and moment generated by the deflection of aerodynamic control surfaces and the differential thrust and moment generated by a distributed propulsion system.

Disclosed is an aircraft with a super high aspect ratio based on self-unfolding folding wing technology, the aircraft including: an aircraft body; a fixed wing; and a movable wing assembly including a first movable wing and a second movable wing. When the aircraft takes off, the first movable wing and the second movable wing are in a folded position. The first movable wing and the second movable wing are deflected and moved to an unfolded position or a folded position by the aerodynamic force and moment generated by the deflection of aerodynamic control surfaces and the differential thrust and moment generated by a distributed propulsion system.

A fitting for connecting a first aircraft structure to a second aircraft structure is disclosed including a first substantially planar surface, a second substantially planar surface, a body, and a cavity in the body configured to retain a captive nut. The body connects the first surface to the second surface such that the first surface is at an angle of less than or equal to 90° to the second surface. The cavity is configured such that a captive nut retained therein is adjacent the first surface and the second surface.

A fitting for connecting a first aircraft structure to a second aircraft structure is disclosed including a first substantially planar surface, a second substantially planar surface, a body, and a cavity in the body configured to retain a captive nut. The body connects the first surface to the second surface such that the first surface is at an angle of less than or equal to 90° to the second surface. The cavity is configured such that a captive nut retained therein is adjacent the first surface and the second surface.

A system comprises an engine mounted to an aircraft wing by a plurality of clevis pins, a respective strain sensor mounted in at least one of the clevis pins, and a monitoring system operatively connected to each respective strain sensor to monitor stress in each of the clevis pins having a respective strain sensor.

A system comprises an engine mounted to an aircraft wing by a plurality of clevis pins, a respective strain sensor mounted in at least one of the clevis pins, and a monitoring system operatively connected to each respective strain sensor to monitor stress in each of the clevis pins having a respective strain sensor.

An aircraft defines a vertical direction and includes a fuselage and a propulsion system comprising a power source and a plurality of vertical thrust electric fans driven by the power source. A wing extends from the fuselage. The plurality of vertical thrust electric fans are arranged along a length of the wing along a lengthwise direction of the wing. The wing comprises a diffusion assembly along the lengthwise direction of the wing and includes a first diffusion member positioned downstream of at least one of the plurality of vertical thrust electric fans. The first diffusion member defines a curved shape relative to a longitudinal direction of the aircraft. The longitudinal direction is generally perpendicular to the lengthwise direction of the wing.