A spar assembly for an aircraft wing extends between an upper cover and a lower cover and includes linkages spaced consecutively along the length of the spar assembly, each linkage extending from an upper pivot, to a lower pivot, thereby joining upper and lower attachment structures of the spar assembly together. Each linkage includes a pair of fixed-length links pivotably connected at one end about a center pivot and pivotably connected at respective other ends. The spar assembly includes a drive bar connected to the center pivot of each of the linkages, and an actuator arranged to move the drive bar along the length of the spar assembly. When the actuator moves the drive bar along the length of the spar structure, the links in each pair of links are rotated relative to each other about the center pivot, thereby moving the upper and lower covers and warping the wing.

A multi-boom aircraft with an adjustable wing geometric twist includes at least one wing, and at least three booms arranged transversely to at least one of the wings. Each of the booms includes at least one actuator, and the at least one wing is mounted on the booms so as at least a portion of the corresponding wing can be pivoted by means of the actuators about an axis extending substantially along the corresponding wing.

A multi-boom aircraft with an adjustable wing geometric twist includes at least one wing, and at least three booms arranged transversely to at least one of the wings. Each of the booms includes at least one actuator, and the at least one wing is mounted on the booms so as at least a portion of the corresponding wing can be pivoted by means of the actuators about an axis extending substantially along the corresponding wing.

The present invention provides an apparatus and method for twisting a wing rib of an aircraft that when deployed across the wing span allows for a wide range of wing shape variations. This variance in shape may be used to steer the airplane without the use of flaps, and change the wings from a high-speed, low-lift shape to a low-speed, high-lift shape, including interim wing configurations, during flight to increase efficiency. The apparatus utilizes high strength-to-weight ratio polymer artificial muscles wrapped in heating wire as the rib twisting actuators. Wing rib twist is accomplished by electrifying the heating wire of the appropriate polymer artificial muscle to alter the wing rib twist. The wing rib apparatus includes a venting design that allows for faster activation of the wing rib twist by using ambient air convection to accelerate cooling of the relaxing polymer artificial muscle.

The present invention provides an apparatus and method for twisting a wing rib of an aircraft that when deployed across the wing span allows for a wide range of wing shape variations. This variance in shape may be used to steer the airplane without the use of flaps, and change the wings from a high-speed, low-lift shape to a low-speed, high-lift shape, including interim wing configurations, during flight to increase efficiency. The apparatus utilizes high strength-to-weight ratio polymer artificial muscles wrapped in heating wire as the rib twisting actuators. Wing rib twist is accomplished by electrifying the heating wire of the appropriate polymer artificial muscle to alter the wing rib twist. The wing rib apparatus includes a venting design that allows for faster activation of the wing rib twist by using ambient air convection to accelerate cooling of the relaxing polymer artificial muscle.

Flexible control surfaces and related methods are disclosed. Example apparatus disclosed herein include an airfoil including a skin, the skin having perforations filled with an elastomer to increase a flexibility of the skin; and a flexible core adjacent the perforations of the skin to support the skin.

An aircraft can include a wing. A morphing member can be operatively connected to the wing. The morphing member can include a base and a shape memory material member operatively connected to the base. The base can be made of a flexible material. When the shape memory material member is activated, a shape of the morphing member can change. As a result, one or more aerodynamic characteristics of the aircraft can be changed. In some arrangements, the flexible material can be a fabric, and the shape memory material member can be a shape memory alloy wire.

An aircraft can include a wing. A morphing member can be operatively connected to the wing. The morphing member can include a base and a shape memory material member operatively connected to the base. The base can be made of a flexible material. When the shape memory material member is activated, a shape of the morphing member can change. As a result, one or more aerodynamic characteristics of the aircraft can be changed. In some arrangements, the flexible material can be a fabric, and the shape memory material member can be a shape memory alloy wire.

A convertiplane is described that comprises a fuselage, having a first longitudinal axis, with a nose and a tail portion; a pair of wings arranged on respective opposite sides of said fuselage, carrying respective rotors; a pair of engines operatively connected to respective said rotors; at least one first lifting surface arranged on said tail portion; and a pair of canards arranged on said nose of said fuselage and defining respective second lifting surfaces adapted to generate a third lift/negative lift value; each rotor comprising a mast rotatable about a second axis and about an relative third axis transversal to said second axis and with respect to the fuselage, so as to set said convertiplane between a helicopter configuration and an aeroplane configuration; each second axis, in use, being transversal to the first axis of said convertiplane in said helicopter configuration and being parallel to said first axis in said aeroplane configuration.

A convertiplane is described that comprises a fuselage, having a first longitudinal axis, with a nose and a tail portion; a pair of wings arranged on respective opposite sides of said fuselage, carrying respective rotors; a pair of engines operatively connected to respective said rotors; at least one first lifting surface arranged on said tail portion; and a pair of canards arranged on said nose of said fuselage and defining respective second lifting surfaces adapted to generate a third lift/negative lift value; each rotor comprising a mast rotatable about a second axis and about an relative third axis transversal to said second axis and with respect to the fuselage, so as to set said convertiplane between a helicopter configuration and an aeroplane configuration; each second axis, in use, being transversal to the first axis of said convertiplane in said helicopter configuration and being parallel to said first axis in said aeroplane configuration.