A bell crank mechanism is configured to at least indirectly link movement of an aircraft wing spoiler-like hinge panel to the movement of a primary flight control device on an aircraft wing trailing edge. The aircraft wing is configured to be fixed to and to extend from an aircraft fuselage, the wing including a leading edge and a trailing edge. The primary flight control device is attached to the trailing edge, and any movement of the control device is directly subject to an aircraft input controller by a linear actuator. The moveable aerodynamic hinge panel, a secondary control device, is situated proximally to the primary flight control device, and the hinge panel is separately attached to the trailing edge. The bell crank mechanism slaves any hinge panel motion to movements of the primary control device.

A bell crank mechanism is configured to at least indirectly link movement of an aircraft wing spoiler-like hinge panel to the movement of a primary flight control device on an aircraft wing trailing edge. The aircraft wing is configured to be fixed to and to extend from an aircraft fuselage, the wing including a leading edge and a trailing edge. The primary flight control device is attached to the trailing edge, and any movement of the control device is directly subject to an aircraft input controller by a linear actuator. The moveable aerodynamic hinge panel, a secondary control device, is situated proximally to the primary flight control device, and the hinge panel is separately attached to the trailing edge. The bell crank mechanism slaves any hinge panel motion to movements of the primary control device.

Systems and methods for operating control surfaces of an aircraft. The method involves receiving, by an aircraft control system from one or more sensors, deflection information related to a shape and motion of an aircraft, and decomposing, by the aircraft control system, the deflection information into a detected modal state including a first known mode having a first mode strength. The method may further involve determining, by the aircraft control system, a first modal compensation based on the first mode strength, and identifying, by the aircraft control system, a desired control corresponding to a second known mode. The method may yet further involve determining a first control response for a control surface having a first modal weight and a second modal weight, based on the first modal compensation and the first modal weight, and determining a second control response for the control surface based on the desired control and the second modal weight. The method may still further involve generating a control command for the control surface based on the first control response and the second control response.

Systems and methods for operating control surfaces of an aircraft. The method involves receiving, by an aircraft control system from one or more sensors, deflection information related to a shape and motion of an aircraft, and decomposing, by the aircraft control system, the deflection information into a detected modal state including a first known mode having a first mode strength. The method may further involve determining, by the aircraft control system, a first modal compensation based on the first mode strength, and identifying, by the aircraft control system, a desired control corresponding to a second known mode. The method may yet further involve determining a first control response for a control surface having a first modal weight and a second modal weight, based on the first modal compensation and the first modal weight, and determining a second control response for the control surface based on the desired control and the second modal weight. The method may still further involve generating a control command for the control surface based on the first control response and the second control response.

Aspects relate to airplanes having a blended wing body. A blended wing body may include a fuselage and a port wing and a starboard wing continuously coupled to the fuselage and a nose section. A midship control surface may be disposed on a trailing edge of the blended wing body and centered between the port wing and the starboard wing.

The present invention relates to an aircraft having at least one flap arranged at the wing of the aircraft and having at least one first drive unit for actuating the flap as a landing flap and a first control unit for controlling the first drive unit when the aircraft is in a landing mode of operation, wherein the aircraft comprises at least one second drive unit which is an active differential gear box for actuating the flap as an aileron and a second control unit for controlling the second drive unit when the aircraft performs an aileron function.

The present invention relates to an aircraft having at least one flap arranged at the wing of the aircraft and having at least one first drive unit for actuating the flap as a landing flap and a first control unit for controlling the first drive unit when the aircraft is in a landing mode of operation, wherein the aircraft comprises at least one second drive unit which is an active differential gear box for actuating the flap as an aileron and a second control unit for controlling the second drive unit when the aircraft performs an aileron function.

An aircraft wing, including a main wing, a leading edge high lift assembly including a high lift body, and an assembly connecting the high lift body to the main wing. The high lift body is movable relative to the main wing between stowed and deployed positions. The connection assembly includes at least one rotation element mounted to the high lift body and rotatably mounted to the main wing. The main wing comprises an upper panel with a leading edge portion and a lower skin panel. The high lift body has a leading and a trailing edge. The high lift body trailing edge moves along the main wing upper skin panel leading edge portion when the high lift body is moved between the stowed and deployed positions. The upper skin panel leading edge portion is elastically deformed when the high lift body is moved from the stowed to the deployed position.

A wing for an aircraft, including a main wing, and a leading edge high lift assembly including a high lift body, and a connection assembly connecting the high lift body to the main wing such that the high lift body is movable relative to the main wing between a stowed position and a deployed position. The connection assembly includes at least one rotation element mounted to the high lift body and mounted to the main wing rotatably about an axis of rotation. The high lift body includes a rigid portion and a flexible skin portion. The rigid portion is mounted to the rotation element. The flexible skin portion is connected to a leading edge portion of an upper skin panel of the main wing and is connected to the rigid portion of the high lift body The flexible skin portion is configured to be deformed between a stowed deformation state and a deployed deformation state, when the high lift body is moved between the stowed position and the deployed position.

A wing for an aircraft, including a main wing, and a leading edge high lift assembly including a high lift body, and a connection assembly connecting the high lift body to the main wing such that the high lift body is movable relative to the main wing between a stowed position and a deployed position. The connection assembly includes at least one rotation element mounted to the high lift body and mounted to the main wing rotatably about an axis of rotation. The high lift body includes a rigid portion and a flexible skin portion. The rigid portion is mounted to the rotation element. The flexible skin portion is connected to a leading edge portion of an upper skin panel of the main wing and is connected to the rigid portion of the high lift body The flexible skin portion is configured to be deformed between a stowed deformation state and a deployed deformation state, when the high lift body is moved between the stowed position and the deployed position.