Example aircraft spoiler actuation systems and related methods are disclosed herein. An example spoiler actuation system includes a rotary actuator, a first output shaft coupled to the rotary actuator, a second output shaft coupled to the rotary actuator, the first output shaft opposite the second output shaft, a first actuator rod coupled to the spoiler at a first location, and a second actuator rod coupled to the spoiler at a second location, the second location spaced apart from the first location. The rotary actuator is operatively coupled to the first actuator rod via the first output shaft and to the second actuator rod via the second output shaft to cause the spoiler to move between one of a stowed position and a raised position or the stowed position and a drooped position.

During landing and rejected-takeoff flight phases, aircraft drag is a useful force to supplement braking and reduce stopping distance. During descents, aircraft drag is a useful force in steepening flight path angle and achieving higher rates of vertical descent speed at a trimmed forward flight speed in unaccelerated flight. A flight control system is detailed herein that deflects opposing flight control components in a symmetric fashion to increase aircraft drag, while maintaining controllability.

A flight control system for an aircraft having a multi-functional flight control surface. The aircraft has at least one multi-functional flight control surface formed by a sequence of flaps. The shape of each multi-functional flight control surface may be configured by a flight control to simultaneously adjust a trajectory of the aircraft in two or more of a pitch direction, a roll direction, and a yaw direction. The flight control for operating said the multi-functional flight control surface responds to both pilot commands and machine-generated commands. The machine-generated commands configure the shape of the surface of each multi-functional flight control surface in real-time based, at least in part, upon a set of flight objectives comprising: (a) minimizing drag of the aircraft, (b) aeroelastic modal suppression for the aircraft, and (c) maneuver load alleviation in the aircraft.

A flight control system for an aircraft having a multi-functional flight control surface. The aircraft has at least one multi-functional flight control surface formed by a sequence of flaps. The shape of each multi-functional flight control surface may be configured by a flight control to simultaneously adjust a trajectory of the aircraft in two or more of a pitch direction, a roll direction, and a yaw direction. The flight control for operating said the multi-functional flight control surface responds to both pilot commands and machine-generated commands. The machine-generated commands configure the shape of the surface of each multi-functional flight control surface in real-time based, at least in part, upon a set of flight objectives comprising: (a) minimizing drag of the aircraft, (b) aeroelastic modal suppression for the aircraft, and (c) maneuver load alleviation in the aircraft.

Disclosed herein is a system for actuating a flap coupled to a wing of an aircraft in a streamwise direction. The system comprises a geared rotary actuator comprising a drive gear that is rotatable about a first rotational axis. The system also comprises a crank shaft comprising a driven gear in gear meshing engagement with the drive gear of the geared rotary actuator to rotate the crank shaft about a second rotational axis. The second rotational axis is angled relative to the first rotational axis. The system further comprises a crank arm co-rotatably coupled to the crank shaft and configured to be coupled to the flap. Rotation of the crank shaft about the second rotational axis rotates the crank arm in a direction perpendicular to the second rotational axis.

A method of operating a skew detection system, configured for detecting skew in a control surface of one of wings of an aircraft, includes receiving an inboard signal from an inboard sensor and receiving an outboard signal from an outboard sensor. The inboard and outboard sensors have lines of sight intersecting toothed surfaces of gears of the inboard and outboard gears. Inboard distance and outboard distance travelled by the inboard and the outboard tracks respectively are determined using the inboard and outboard signals from the inboard and the outboard sensors. One of the inboard and the outboard distances is compared with a reference value. An alert indicative of an adverse situation is emitted if the one of the inboard and the outboard distances is different than the reference value.

We describe an aircraft design, which is capable of vertical takeoff and landing and also high-speed cruise on a fixed wing. The aircraft comprises a fuselage with a probe-deployment mechanism, which deploys a sample-gathering probe, located at a front end of the fuselage. A main wing is coupled to a middle section of the fuselage, wherein a right motor and right propeller are coupled to a right side of the main wing, and a left motor and left propeller are coupled to a left side of the main wing. The right and left propellers are angled with respect to the fuselage enabling the aircraft to pitch up to a vertical-takeoff mode and pitch down a horizontal-cruising mode. A pitch motor and pitch propeller are located at the rear end of the fuselage, wherein the pitch propeller is angled to provide substantially vertical thrust to control a pitch of the fuselage.

A system for mechanical operation of an aircraft wing includes a torque tube rotatable at a first rate of rotation to cause a downward rotation of a control surface relative to the aircraft wing. A gearing assembly including an output shaft is coupled to the torque tube. The torque tube is configured to rotate the output shaft, via the gearing assembly, at a second rate of rotation less than the first rate of rotation. A rotational member is coupled to the output shaft, and the output shaft is configured to drive a rotation of the rotational member. A first end of a linear actuator is coupled to the rotational member at a forward attach point, which is eccentric to a rotational center of the rotational member. The rotational member is rotatable to cause a translation of the forward attach point relative to the aircraft wing.

A system for mechanical operation of an aircraft wing includes a torque tube rotatable at a first rate of rotation to cause a downward rotation of a control surface relative to the aircraft wing. A gearing assembly including an output shaft is coupled to the torque tube. The torque tube is configured to rotate the output shaft, via the gearing assembly, at a second rate of rotation less than the first rate of rotation. A rotational member is coupled to the output shaft, and the output shaft is configured to drive a rotation of the rotational member. A first end of a linear actuator is coupled to the rotational member at a forward attach point, which is eccentric to a rotational center of the rotational member. The rotational member is rotatable to cause a translation of the forward attach point relative to the aircraft wing.

Provided are flight control mechanisms, such as omnidirectional thrust mechanisms (OTMs), and methods of using such mechanisms. These mechanisms may be positioned in wings, tails, or other components of aircraft. A mechanism may comprise a center member and top and bottom panels. The center member may comprise two curved segments joint at a center edge. The top and bottom panels may be independently pivotable relative to the center member. At high speeds, the top panel and/or the bottom panel may be pivoted outward to change the lift, drag, roll, and/or other flight conditions. The mechanism may also include a gas nozzle to direct compressed gas to the center member. The center member and/or the top and bottom panels redirect this gas resulting in forces in one of four directions, which are used for controlling the aircraft at low speeds, down to hover.