An aircraft defining a longitudinal centerline and extending between a forward end and an aft end is provided. The aircraft includes a fuselage extending longitudinally between the forward end of the aircraft and the aft end of the aircraft; a primary wing assembly extending laterally outwardly with respect to the longitudinal centerline from a portion of the fuselage; a first engine mounted to the primary wing assembly; and a first engine wing assembly extending outward from the first engine.

An aircraft control structure includes first and second outer surfaced joined to a side wall. Stiffening webs extends between the first and second outer surfaces, each stiffening web at least partially surrounding an associated aperture formed in either the first or second outer surface and defining a stiffening recess. Skin plates are sized to extend over an associated stiffening recess and are shaped to conform to an associated aperture. Each skin plate is joined to an associated stiffening web by a friction stir welded seam.

An aerodynamic brake includes a rigid panel having a panel leading edge portion and a panel trailing edge portion. The aerodynamic brake also includes a flexible sheet having a sheet lower edge portion coupled to the vehicle body, and a sheet upper edge portion coupled to the panel leading edge portion. The aerodynamic brake further includes a panel actuator configured to move the rigid panel between a stowed position and a deployed position. In the stowed position, the rigid panel is located proximate the vehicle body and covers the flexible sheet in a folded state. In the deployed position, the panel leading edge portion is moved away from the vehicle body and the flexible sheet is in an open state exposable to an oncoming airflow for generating aerodynamic drag for slowing the vehicle.

A method of forming a monolithic aircraft structure having multiple aerodynamic surfaces includes forming a body component to have a body skin defining a body skin outer surface, and a body side wall integrally formed with the body skin and defining a body mating surface, the body skin outer surface providing a first aerodynamic surface. A cover component is formed to have a cover mating surface and a cover outer surface opposite the cover mating surface, the cover outer surface defining a second aerodynamic surface. The body component is positioned relative to the cover component so that the body mating surface engages the cover mating surface. At least portions of the cover mating surface are friction stir welded to the body mating surface to form friction stir welded joints between the body component and the cover component.

An aircraft vibration detecting device applicable to an aircraft having a moving surface to be driven by an actuator includes a difference calculating unit for calculating a difference between a target value of an angle of the moving surface and an actual measured value of the angle of the moving surface, a threshold value determining unit for determining whether an absolute value of the difference is equal to or greater than a threshold value, and a vibration determining unit for determining that the moving surface is vibrating if the absolute value of the difference is equal to or greater than the threshold value.

An aircraft defining a longitudinal centerline and extending between a forward end and an aft end is provided. The aircraft includes a fuselage extending longitudinally between the forward end of the aircraft and the aft end of the aircraft; a primary wing assembly extending laterally outwardly with respect to the longitudinal centerline from a portion of the fuselage; a first engine mounted to the primary wing assembly; and a first engine wing assembly extending outward from the first engine.

Mini-spoilers for enhancing the effectiveness of lateral-control surfaces of aircraft wings are described. An example aircraft includes a wing, a lateral-control surface, and a mini-spoiler. The lateral-control surface is movably coupled to the wing. The lateral-control surface is movable between a neutral position, a first upward deflected position, and a second upward deflected position extending beyond the first upward deflected position. The mini-spoiler is located on or forward of the lateral-control surface. The mini-spoiler is movable between a retracted position and a deployed position. The mini-spoiler is configured to be moved from the retracted position to the deployed position based on the lateral-control surface being moved from the neutral position to or toward the first upward deflected position.

An aerodynamic brake includes a rigid panel having a panel leading edge portion and a panel trailing edge portion. The panel trailing edge portion is pivotably coupled to a vehicle body. The aerodynamic brake also includes a flexible sheet having a sheet lower edge portion coupled to the vehicle body, and a sheet upper edge portion coupled to the panel leading edge portion. The aerodynamic brake further includes a panel actuator configured to pivot the rigid panel between a stowed position and a deployed position. In the stowed position, the rigid panel is located proximate the vehicle body and covers the flexible sheet in a folded state. In the deployed position, the panel leading edge portion is pivoted away from the vehicle body and the flexible sheet is in an open state exposable to an oncoming airflow for generating aerodynamic drag for slowing the vehicle.

Reactive spoilers for aircraft and associated methods. In one embodiment, a wing of an aircraft includes a leading edge, a trailing edge, and an upper surface and a lower surface between the leading edge and the trailing edge. The wing further includes a reactive spoiler disposed on the upper surface between the leading edge and the trailing edge. The reactive spoiler comprises one or more turbines configured to raise in relation to the upper surface into an airflow passing over the upper surface, and to reduce lift of a wing section behind the turbines. The turbines are configured to convert kinetic energy from the airflow into electrical energy.

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.