Disclosed herein are aspects of a hybrid unmanned aerial vehicle (UAV). In one embodiment, the hybrid UAV includes a fuselage configured to hold cargo, and at least one wing. The wing has a body that includes upper and lower surfaces and is configured to generate lift to enable the UAV to glide through the air. At least one rotor assembly is held within the body of the wing between the upper and lower surfaces of the wing. The upper and lower surfaces of the wing include upper and lower doors, respectively, extending above and below, respectively, the rotor assembly. The upper and lower doors are configured to be opened during gliding of the UAV to an open position that exposes the rotor assembly such that the rotor assembly is configured to draw air through the body of the wing and thereby generate lift.

Systems and methods of improving the operation of an aircraft during flight are disclosed. In one embodiment, the method comprises deploying spoilers as the speed of the aircraft approaches the maximum operating Mach number of the aircraft, and keeping the spoilers deployed when the speed of the aircraft is substantially at the maximum operating Mach number.

Methods and systems are provided for assisting operation of a vehicle to satisfy a downpath energy constraint when a current energy state has deviated from a reference energy state according to a planned route of travel. One method involves identifying an intermediate energy constraint at an intermediate point en route to the downpath waypoint, determining a first segment for satisfying the intermediate energy constraint at the intermediate point from the current energy state using a first configuration, determining a second segment from the intermediate point that satisfies the requested energy constraint at the downpath waypoint using a different configuration, and providing graphical indicia of the recommended path including the first and second segments. The graphical indicia includes a first graphical indication of the first configuration associated with the first segment and a second graphical indication of the second configuration associated with the second segment.

A system for detecting and controlling the position of a spoiler of an aircraft wing is described herein comprising: a hydraulic actuator having a piston rod operably connected to the spoiler, the piston rod being moveable between a retracted position, a neutral position and an extended position; and means for providing power to said hydraulic actuator; and a mechanical device for detecting whether the piston rod is in the retracted position, the neutral position or the extended position; and means, operatively connected to the mechanical device, that is configured to provide a change in a load applied to said hydraulic actuator, wherein said means is configured to change said load based on whether said piston rod is detected as being in said retracted position or said extended position.

A seal is provided. The seal includes a seal panel having lateral sides. The seal also includes a seal locking mechanism coupled to the seal panel. The seal locking mechanism is configured to resiliently move, under impetus of an actuator, between an unbowed position of the seal locking mechanism and a bowed position of the seal locking mechanism.

An aircraft wing with a wing structure and a spoiler movable between a stowed configuration and a deployed configuration are disclosed. The spoiler includes an actuator configurable between an engaged mode and a disengaged mode. When the actuator is in the engaged mode, the actuator can restrict movement of the spoiler and move the spoiler between the stowed configuration and deployed configuration. In the disengaged mode, the actuator allows free movement of the spoiler, such that the spoiler may pop up due to reduced air pressure on the aircraft wing.

Methods and apparatus for automatically extending aircraft wing flaps in response to detecting an excess energy steep descent condition are described. An example control system of an aircraft includes one or more processors. The one or more processors determine whether the aircraft is experiencing an excess energy steep descent (EESD) condition. In response to determining that the aircraft is experiencing the EESD condition, the one or more processors command an actuator of the aircraft coupled to a flap of the aircraft to extend the flap from a current flap position to a subsequent flap position defined by a flap extension sequence.

Aircraft high-lift device brake apparatus, distributed high-lift device brake systems, and methods of actuating such distributed high-lift device brake systems, where each high-lift device brake apparatus includes an extendable high-lift device, an actuator coupled to the high-lift device that can extend or retract the extendable high-lift device, a torque tube coupled to a remote drive unit so that rotation of the torque tube activates the actuator, and a high-lift device brake that includes, in turn, a brake assembly capable of locking the associated high-lift device in its current position, a torque-based brake activator configured to activate the brake assembly when an applied torque exceeds a predetermined threshold, and a flight control brake activator configured to activate the brake assembly when the flight control brake activator receives an activation signal from the flight control system of the aircraft.

Systems and methods of improving the operation of an aircraft during flight are disclosed. In one embodiment, the method comprises deploying spoilers as the speed of the aircraft approaches the maximum operating Mach number of the aircraft, and keeping the spoilers deployed when the speed of the aircraft is substantially at the maximum operating Mach number.

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.