An aircraft wing includes: a supporting wing portion; and an auxiliary thrust generation wing portion provided behind the supporting wing portion based on a progress direction of an aircraft, and generating force in the direction of thrust by using a pressure change formed at a posterior side of the supporting wing portion while the thrust is applied.

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.

A convertiplane is described that comprises: a fuselage, having a first longitudinal axis and, in turn, comprising a nose and a tail portion; a pair of wings arranged on respective opposite sides of the fuselage, carrying respective rotors and generating a lift value; and a pair of engines operatively connected to respective rotors; each rotor comprising a mast rotatable about a second axis between a helicopter configuration and an aeroplane configuration; each rotor is interposed between the fuselage and the relative rotor along the direction of extension of the relative wing.

A convertiplane is described that comprises: a fuselage, having a first longitudinal axis and, in turn, comprising a nose and a tail portion; a pair of wings arranged on respective opposite sides of the fuselage, carrying respective rotors and generating a lift value; and a pair of engines operatively connected to respective rotors; each rotor comprising a mast rotatable about a second axis between a helicopter configuration and an aeroplane configuration; each rotor is interposed between the fuselage and the relative rotor along the direction of extension of the relative wing.

Morphable active corrugate structure and aeronautical wings are provided herein including one or more skins or envelopes, and a sheet having independently actuable hinge domains attached to the one or more skins or envelopes and independently actuable facet domains, each of the hinge domains and facet domains configured with through-thickness differential expansion coefficients, wherein differential strains in at least one of the hinge domains or the facet domains cause the sheet to expand or contract along a flexible axis of the sheet, wherein the sheet is attached to the upper and lower skins at respective upper and lower of the hinge domains.

Disclosed is an aircraft and a method of controlling an aircraft. The aircraft comprises a continuous wing assembly extending from port to starboard sides of the aircraft. The aircraft is controlled partially by flexing portions of the wing, and partially or totally by mechanical systems that alter the position of a fuselage with respect to the wing. The fuselage is attached to the wing by a wing/fuselage joint structure that permits at least two mutually orthogonal axes of rotation of the fuselage relative to the wing. The aircraft includes a sensors, a telemetry system linked to a remote server, and a control system for programming flight information and aircraft control instructions and a plurality of actuators responsive to the control system for rotating the fuselage relative to the wing and flexing the wing for controlling the flight of the aircraft in response to instructions from the control system.

Disclosed is an aircraft and a method of controlling an aircraft. The aircraft comprises a continuous wing assembly extending from port to starboard sides of the aircraft. The aircraft is controlled partially by flexing portions of the wing, and partially or totally by mechanical systems that alter the position of a fuselage with respect to the wing. The fuselage is attached to the wing by a wing/fuselage joint structure that permits at least two mutually orthogonal axes of rotation of the fuselage relative to the wing. The aircraft includes a sensors, a telemetry system linked to a remote server, and a control system for programming flight information and aircraft control instructions and a plurality of actuators responsive to the control system for rotating the fuselage relative to the wing and flexing the wing for controlling the flight of the aircraft in response to instructions from the control system.

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.

A skin for an aircraft is configured to be disposed on a first rigid member (182). The first rigid member has at least a portion of a structural frame for the aircraft. The skin is configured to be disposed on a second rigid member (184) that has at least a portion of the structural frame for the aircraft. The second rigid member (184) is movable with respect to the first rigid member (182) and a distance is defined between the first rigid member and the second rigid member. A morphing member of the skin extends between the first rigid member and the second rigid member. The morphing member compensates for at least one of a change in the distance and a change in an orientation between the first rigid member and the second rigid member.