Method for enhancing the operation of an aircraft and method for manufacturing a wing

Abstract

The present application relates to a method for enhancing the operation of an aircraft and a method for manufacturing a wing. An aircraft wing is disclosed herein, having fixed-position spoilers placed along the span of the wing to convert airflow from laminar flow to turbulent flow so that potential load growth is limited and the flight performance uncertainty associated with laminar flow wings is reduced. Wings designed for extended laminar flow provide the possibility of significantly reducing aircraft drag and fuel consumption. Side impacts of laminar flow wings produce elevated wing loads under critical load conditions. This impact is mitigated by controlling the downstream restriction of the transition under these critical load conditions.

Description

Technical Field

[0001] The present disclosure relates generally to aircraft wing efficiency and more particularly to a fixed position spoiler along the span of a wing to provide control of laminar and turbulent boundary layer flows. Background Art

[0002] Commercial transport aircraft manufacturers are under continuous pressure to improve the operating efficiency of passenger and cargo aircraft. A major portion of the operating expense is fuel and two major factors in aircraft fuel consumption are aerodynamic drag and aircraft weight. Manufacturers have sought techniques and equipment that reduce drag while maintaining critical loads and without increasing weight.

[0003] One technique is to maintain laminar boundary layer flow on the wing that reduces drag. Laminar flow control on aerodynamic surfaces reduces drag and improves fuel efficiency by delaying the transition to turbulence in the boundary layer on the surface. The transition can be delayed by contouring the aerodynamic surfaces to promote laminar flow. During the design process of the wing, changes to increase the degree of laminar flow are balanced with increases in other factors that lead to performance inefficiencies, such as aerodynamic impact strength and aircraft / wing weight. One design factor is to ensure that increasing the degree of laminar flow does not increase the weight of the wing by having to make the wing stronger to account for extreme loading conditions.

[0004] The degree of laminar flow is balanced against the potential for overloads on the wing under extreme loading conditions (or more generally, non-cruise conditions). Designing the wing with the potential for overloads on the wing in mind requires that the wing be able to withstand extreme or worst-case scenarios. In other words, the wing must be strong enough to handle the extreme loading conditions. Making the wing stronger or reinforced adds weight to the airplane, which quickly offsets any advantage gained from the reduced drag in laminar flow.

[0005] Therefore, there is a need to improve aerodynamic efficiency by maintaining laminar flow in cruise conditions while coping with the worst conditions without increasing the weight of the wing. There is also a need to be able to collect more accurate load, control effectiveness, and handling performance data during ground wind tunnel testing of laminar flow wings. This data can be used in aircraft design prior to flight testing of the aircraft. Summary of the invention

[0006] An example disclosed is a method for operating an aircraft with a wing having a spoiler (trip) at a fixed position along the span of the wing. When the aircraft is in flight and the wing moves through a transonic airflow, the air flowing over the wing surface forms a laminar boundary layer. When the airflow is downstream of the spoiler, a turbulent boundary layer is formed. The laminar boundary layer in front of the spoiler extends a certain length and the turbulent boundary layer extends another certain length. The spoiler is at a runway position, that is, the tail of the laminar boundary layer, so the runway position enables the laminar flow of the laminar boundary layer of this length to increase aerodynamic efficiency and enables the turbulence of the turbulent boundary layer of this length, thereby reducing the load on the wing and providing a fixed rear limit on the transition from the laminar boundary layer to the turbulent boundary layer.

[0007] Another example disclosed is a method of manufacturing a wing with a spoiler. A target transition location that naturally occurs under normal cruise conditions is identified along the chordwise direction of the airfoil surface. Multiple target transition locations are predicted for various design conditions. The target transition location is identified, i.e., the aftmost or downstream of the multiple target transition locations. Thus, the impact on the wing occurs downstream of the identified downstreammost target transition location along the chord of the wing. A spoiler is incorporated at a selected length along the spanwise direction of the wing at the aft portion of the downstreammost target transition location.

[0008] Another example disclosed is an aircraft wing with a spoiler along the span of the wing. The device is located at a selected length at the tail of the chord of the airfoil of the wing along the target transition location. The spoiler prevents downstream movement from laminar flow to turbulent flow and the associated movement of the impact location on the wing. The spoiler position on the airfoil of the wing varies along the span of the wing.

[0009] Illustrative, non-exclusive examples of inventive features according to the present disclosure are described in the following enumerated paragraphs:

[0010] A1. A method 500 of operating an aircraft 100, the method comprising:

[0011] moving the wing 102 having the spoilers 108 at fixed positions along the span of the wing 102 through an airflow such that air passing over the wing surface forms a laminar boundary layer 302; and

[0012] When the airflow is downstream of the fixed-position spoiler 108, a turbulent boundary layer 308 is formed, wherein the laminar boundary layer 302 extends a first length and the turbulent boundary layer extends a second length, wherein the fixed-position spoiler 108 is at the spoiler position, i.e., aft of the laminar boundary layer, so the spoiler position enables the first length of laminar flow to increase aerodynamic efficiency and the second length of turbulent flow to reduce the load on the wing 102, thereby providing a fixed aft limit to the transition from the laminar boundary layer 302 to the turbulent boundary layer 308.

[0013] A2. The method 500 of paragraph A1, wherein the spoiler is located aft of the target transition location 106.

[0014] A3. The method 500 of paragraph A1, wherein the spoiler is located at the target transition position 106 .

[0015] A4. The method 500 of paragraph A1, wherein the spoiler is located upstream of the target transition location 106.

[0016] A5. The method 500, 508 according to paragraph A1 further includes:

[0017] The impingement movement on the wing 102 is reduced, wherein the fixed position spoiler 108 reduces the downstream movement of the transition and the associated movement of the impingement location on the wing 102 during transonic airflow.

[0018] A6. The method 500 of paragraph A1, wherein the spoiler position reduces aerodynamic variation of one of the specific flight parameters and reference.

[0019] A7. The method 500 of paragraph A1, wherein the fixed-position spoiler 108 is a continuous spoiler strip along the span of the wing 102 .

[0020] A8. The method 500 of paragraph A1, wherein the fixed-position spoiler 108 is a plurality of separate elements along the span of the wing 102 .

[0021] A9. The method 500 of paragraph A1, wherein a size of the spoiler varies along the span of the wing 102 .

[0022] A10. The method 500 of paragraph A1, wherein a location of the spoiler on the airfoil 104 of the wing 102 varies along the span of the wing 102 .

[0023] A11. The method 500 of paragraph A1, wherein the fixed position spoiler 108 is along an upper surface of the wing 102.

[0024] A12. The method 500 of paragraph A11, wherein the fixed position spoilers 108 are along both sides of the vertically oriented wing surface.

[0025] A13. A method 400 of manufacturing a wing 102, comprising:

[0026] identifying a first target transition location along a chordwise direction of the surface of the airfoil 104 at a cruise condition; predicting a plurality of target transition locations under a plurality of design conditions 404; identifying a most downstream target transition location 106 from the plurality of target transition locations such that an impingement 110 occurs downstream of the identified most downstream target transition location 106 along a chordwise direction of the surface of the airfoil 104; and

[0027] A spoiler 108 is incorporated at a selected length along the span of the wing 102 aft of the most downstream target transition location 106 .

[0028] A14. The method 400 of paragraph A13, wherein the spoiler position reduces aerodynamic variations between flight conditions.

[0029] A15. The method 400 of paragraph A13, wherein the spoiler location 108 is a continuous spoiler strip.

[0030] A16. The method 400 of paragraph A13, wherein the spoiler 108 is a plurality of separate elements.

[0031] A17. The method 400 of paragraph A13, wherein the spoiler 108 size and spoiler position vary along the span direction of the wing 102.

[0032] A18. An aircraft 100 wing 102, comprising:

[0033] A spoiler 108 along the span of a wing 102, wherein the spoiler position is aft of a target transition location 106 along a chord of an airfoil 104 of the wing 102, wherein the spoiler 108 prevents downstream movement from laminar to turbulent flow and an associated movement of an impingement location on the wing 102, and wherein the spoiler position on the airfoil 104 of the wing varies along the span of the wing 102.

[0034] A19. The wing 102 of the aircraft 100 of paragraph A18, wherein the spoiler (108) is a continuous spoiler strip along the span of the wing 102.

[0035] A20. The wing 102 of aircraft 100 of paragraph A18, wherein the spoiler 108 is a plurality of separate elements along the span of the wing 102 .

[0036] A21. The wing 102 of aircraft 100 of paragraph A18, wherein a location of a spoiler on an airfoil 104 of wing 102 varies along a span of wing 102 . BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1A and Figure 1B is a diagram of an aircraft, an aircraft wing, and an airfoil with a spoiler according to an example;

[0038] Figure 2 is a perspective view of an aircraft showing spoilers on two wings according to one example;

[0039] Figure 3 is a diagram of an airfoil or wing section showing laminar and turbulent boundary layers according to one example;

[0040] Figure 4 is a flow chart showing a process of determining an optimal location of a spoiler and collecting test data according to one example;

[0041] Figure 5 is a flow chart illustrating a process for operating an aircraft having a wing with a spoiler located on an upper surface of the wing according to one example;

[0042] Figure 6 is a flowchart of an aircraft manufacturing and maintenance method according to an example; and

[0043] Figure 7 is a block diagram illustrating components of an aircraft according to one example. DETAILED DESCRIPTION

[0044] In the following description, in order to provide a thorough understanding of the proposed concept, a large number of specific details are set forth. The proposed concept can be practiced without some of these specific details. In other cases, well-known processing operations are not described in detail to avoid unnecessary confusion of the concept. Although some concepts will be described in conjunction with specific examples, it should be understood that these examples are not intended to be limiting. Its purpose is to cover the alternatives, modifications and equivalents that may be included in the spirit and scope of the described examples defined by the attached technical solutions.

[0045] Methods and systems for operating an aircraft having a wing with fixed position spoilers are described in the various figures. Determining where to place the spoilers along the span of the wing is also described in these figures. Limiting the potential load increase and uncertainty in flight performance associated with a laminar flow wing is also described.

[0046] In one example, it is preferred that the point or location of impact on the wing be at a location consistent with where it would be on a conventional wing without spoilers and where most wings would have a turbulent boundary layer under extreme loading conditions.

[0047] A secondary problem is the expansion of the area of ​​laminar flow in the boundary layer. In short, preferably, the downstream limit of the degree of laminar flow is set by placing the spoiler at a fixed position along the chord of the wing. In one example, the downstream limit of the transition is specified according to the spanwise position on the wing. In short, the chord position of the spoiler can be changed as the spoiler extends along the span of the wing. In addition to limiting the load increase that may occur due to the expanded laminar flow, it also provides a limit value indicating an extreme load condition of the aircraft design structure or a critical handling condition.

[0048] In one example, specific flight parameters or design conditions of interest are determined. These include Mach number, altitude, weight, and other conditions. These conditions are referred to as low drag design conditions where drag is nominally minimized during cruise. For each of the identified low drag design conditions, the expected transition position is predicted under these conditions.

[0049] For each low drag design condition, there is a transition line along the span of the wing. The location along the wing chord that is most downstream of the design condition considered is the target transition point. Immediately behind the target transition point is the location of the spoiler. This provides a fixed rear limit for the transition location.

[0050] The shock line is when there is a discontinuity in pressure, with low pressure on the upstream side and high pressure on the downstream side. The further downstream from the shock line, the larger the low pressure area is causing more lift or load on the wing. A shock is a significant increase in pressure and is very sudden.

[0051] In one example, the spoiler location or transition point is determined by taking the load (more specifically, the impact location or position) into account. The goal is to control the aerodynamic forces under extreme loading conditions. Under such conditions, the laminar boundary layer may adversely affect the impact location or position, so limiting the laminar boundary layer will help limit the color box in these cases.

[0052] In one example, determining the spoiler position enables more regular and more deterministic wind tunnel tests to predict the control effectiveness and handling performance of aircraft. The data collected on the ground about the effectiveness of aerodynamic control, loads, etc. become more reliable predictors of these values ​​in flight when the variability is reduced by determined spoilers. The wing is designed to withstand high loads, so the reduction of the uncertainty of the known transition position or the specified spoiler position in the test enables more confidence in predicting the structural response of the laminar wing before building and testing the aircraft. In one example, the impact movement or the impact line caused by the laminar flow is limited by spoilers, thereby limiting the amount of loads on the wing.

[0053] As described above, laminar flow control on an aerodynamic surface reduces drag and improves fuel efficiency by delaying the transition to turbulence in the boundary layer on the surface. During design, changes to increase the degree of laminar flow are balanced against potential increases in other factors that create drag. For operating conditions away from target cruise conditions, the transition can be expected to move forward or backward depending on specific flow conditions (e.g., altitude, Mach number, weight). In general, the closer the transition occurs to downstream (i.e., large chord locations), the greater the laminar flow benefits.

[0054] Figure 1A is a perspective view of aircraft 100 showing wing 102 and a cross section of wing 102 or Figure 1B The airfoil shown. Figure 1B is an airfoil 104 of a wing 102 according to one example. On the upper surface of the airfoil 104 is a target transition point 106. The target transition point 106 may also be on the lower surface of the airfoil 104. The target transition point is the point on the airfoil 104 where it has been determined that laminar airflow is predicted to transition to turbulent airflow to obtain a beneficial balance between the aerodynamic efficiency of the wing and being able to properly handle extreme load conditions (without making the wing heavier). Figure 4 The process of determining where the target transition point 106 is located is shown.

[0055] Immediately behind the target transition point 106 is the spoiler 108. The distance between the target transition point 106 and the spoiler 108 can vary, but generally does not vary greatly. One factor in determining where the target transition point 106 is predicted or expected, and thus the location of the spoiler 108 is predicted or expected, is the impact line location 110. The impact line location 110 has a greater impact or indication on whether the wing 102 can meet the requirements of handling extreme load conditions. As described in more detail above, as a general principle, the further back the impact line location 110 is, the larger the low pressure area on the upper surface of the wing is, which generally applies stress to the wing under extreme load conditions (e.g., recovering from a sharp drop in altitude or a sharp turn where there may be very low pressure on the upper surface of the wing).

[0056] Figure 2 1 is a perspective view of an aircraft 100 showing spoilers 108 on two wings according to an example. The spoilers 108 represented by dashed lines extend from the fuselage or body to the spoilers of the wings in the span direction on each wing. As described above, the position of the spoilers 108 can vary on each airfoil of the wing. That is, the amount of the wing surface along the span of the wing of the head or tail of the spoiler 108 can be different.

[0057] Figure 3 is a diagram of an airfoil or wing section 104 showing laminar and turbulent boundary layers according to one example. The boundary layer, spoiler dimensions, and wing section dimensions are not drawn to scale and are exaggerated for ease of illustration.

[0058] Shown is a cross section of an airfoil or wing section 104 and a spoiler 108. The nose of the wing section 104 is on the left. This is where the air first hits the wing with laminar flow control. A laminar boundary layer 302 is formed from the nose of the wing to the location of the spoiler 108. Immediately behind the location of the spoiler 108, the airflow transitions to a turbulent boundary layer 306. If the spoiler was not present, the airflow would naturally transition to the turbulent boundary layer location 304 under different extreme load conditions closer downstream. Figure 3 In Figure 3, three potential natural turbulent boundary layer transitions are shown. Figure 3 The different potential impact locations are not shown in FIG. Typically, with spoilers, the line of impact will be further upstream on the wing than it would be without the spoilers.

[0059] Figure 4 is a process flow diagram illustrating a method for determining an estimated optimal location for a spoiler and for collecting test data according to one example. In step 402, for an aircraft where laminar flow is the objective, low drag design conditions are identified that minimize drag. These conditions are identified for low drag situations during cruise. Examples of these include Mach number, altitude, weight, and other conditions. In step 404, for each design condition, a transition location from laminar to turbulent flow is predicted. This will result in two or more locations along the chord-wise length of the airfoil where the airflow will naturally transition from laminar flow to turbulent flow. In step 406, the system identifies or determines the envelope transition location, i.e., the most downstream along the span of the airfoil that takes into account the low drag design condition. Reference Figure 2 , determine which design condition results in the maximum downstream path, similar to Figure 2 The spoiler paths of the continuous or separate lines 108 of spoilers in the embodiment are similar.

[0060] In step 408, a spoiler is incorporated into the wing, wherein the spoiler (whether in the form of a discrete element or a continuous spoiler strip or edge, alone or in combination with a vortex generator or other device) is immediately behind the most downstream position as determined in step 406. Conventional methods can be used to determine the distance between the maximum downstream position in step 406 and the spoiler path. As described above, the location (or transition location) of the spoiler over the chord-wise length of an airfoil of the wing is different for each airfoil that makes up the wing. That is, the ratio of the downstream length of the chord (the tail of the spoiler) to the upstream length is different for each wing, resulting in a path that may look like Figure 2 Spoiler 108 in .

[0061] In step 410, the system collects wind tunnel and other calculated data of the wing when the spoiler is in the best estimated or predicted position as determined in step 408. These data can be used to determine whether the spoiler is in the best position from a critical or extreme load condition. The spoiler position can be adjusted accordingly and fine-tuned to account for critical load conditions and aerodynamic efficiency before actual flight testing is performed.

[0062] Preferably there is a high fidelity prediction of the loads (section lift) a priori from flight tests. In one example, the loads (section lift) are determined by Figure 4 The process described determines the best estimate of the location of the loads on a wing where spoilers are already present. This can be achieved by better understanding where spoiler positioning limits the aircraft's handling effectiveness and handling performance.

[0063] Figure 5 Based on an example Figure 4 A process described is a flow chart of a process for operating an aircraft having a wing with spoilers located on the upper surface of the wing. In step 502, the aircraft is in flight and its wing moves through the air. More specifically, the wing moves through a transonic airflow. In step 504, the movement of the wing through the air forms a laminar boundary layer on the upper or lower surface of the wing starting at the wing leading edge of the wing. In another example, the laminar boundary layer can be along a vertical plane. In step 506, the laminar airflow is transformed into a turbulent boundary layer due to the spoilers on the surface of the wing. When looking at the chord of the wing, the length of the laminar boundary layer is a first length and the length of the turbulent boundary layer is a second length. The total chord length of the airfoil is the sum of the first length and the second length. In step 508, an impact may occur on the wing. With just passing Figure 4The process described determines the location at which the impact has less movement when the flight conditions change compared to the movement that would occur if no spoiler was incorporated into the wing. As described above, the location of the impact line on the wing reduces the amount of low pressure on the upper surface of the wing (i.e., extends the amount of high pressure area on the upper surface). This reduces the loads on the wing under extreme conditions. Similar features can also be applied to the lower surface of the wing or both sides of a vertically oriented wing.

[0064] As described above, the fixed position spoiler 108 disclosed herein is used on the wing of the aircraft 100. Thus, it is possible to Figure 6 The manufacture of such an apparatus is described in the context of an aircraft manufacturing and service method 600 and an aircraft 100 as shown. During pre-production, the method 600 may include specification and design 604 of the aircraft 100 and material procurement 606. During production, component and subassembly manufacturing 608 and system integration 610 of the aircraft 100 occurs. Thereafter, the aircraft 100 may be certified and delivered 612 for entry into service 614. While in service by the operator, the aircraft 602 is scheduled for routine maintenance and service 616 (which may also include modification, reconfiguration, refurbishment, etc.).

[0065] Each of the processes of method 600 may be performed or carried out by a system integrator, a third party, and / or an operator. For the purpose of this description, a system integrator may include, but is not limited to, any number of aircraft manufacturers and main system subcontractors; a third party may include, but is not limited to, any number of contractors, subcontractors, and suppliers; and an operator may be an airline, a leasing company, a military enterprise, a service agency, etc.

[0066] like Figure 7 As shown, an aircraft 100 manufactured by method 600 may include an airframe 618 having high-level systems 620 and an interior 622. Examples of high-level systems 620 include one or more of a propulsion system 624, an electrical system 626, a hydraulic system 628, and / or an environmental system 630. Although an aerospace example is shown, the principles of the examples described herein may be applied to other industries.

[0067] The apparatus and methods embodied herein may be employed during any one or more stages of the method 600. For example, components or subassemblies corresponding to stages 608 and 610 may be made or manufactured in a manner similar to components or subassemblies produced while the aircraft 100 is in service. Moreover, during stages 608 and 610, one or more apparatus instances, method instances, or a combination thereof may be utilized, such as by significantly speeding up or reducing the cost of assembling the aircraft 100. Similarly, one or more apparatus instances, method instances, or a combination thereof may be utilized while the aircraft 100 is in service, such as, but not limited to, maintenance and service 616.

[0068] The present disclosure includes the subject matter described in the following items:

[0069] Item 1. A method of enhancing operation of an aircraft (100), the method comprising:

[0070] moving a wing (102) having spoilers (108) at fixed positions along the span of the wing (102) through an airflow such that air passing over a surface of the wing (102) forms a laminar boundary layer (302); and

[0071] When airflow is downstream of a fixed-position spoiler (108), a turbulent boundary layer (306, 308) is formed, wherein the laminar boundary layer (302) extends for a first length and the turbulent boundary layer (306, 308) extends for a second length, wherein the fixed-position spoiler (108) is at the spoiler (108) position, i.e., aft of the laminar boundary layer (302), so that the spoiler (108) position enables the first length of laminar flow to increase aerodynamic efficiency and the second length of turbulent flow to reduce loads on the wing (102), thereby providing a fixed aft limit to the transition from the laminar boundary layer (302) to the turbulent boundary layer (306, 308).

[0072] Item 2. The method of Item 1, wherein the spoiler (108) is located aft of the target transition position (106).

[0073] Item 3. The method according to Item 1 or Item 2, wherein the spoiler (108) is positioned at a target transition position (106).

[0074] Item 4. A method according to any preceding item, wherein the spoiler (108) is located upstream of the target transition location (106).

[0075] Item 5. The method according to any of the preceding items further comprises:

[0076] Reducing impingement movement on a wing (102), wherein a fixed position spoiler (108) reduces downstream movement of transition and associated movement of an impingement location (110) on the wing (102) during transonic airflow.

[0077] Item 6. A method as described in any preceding item, wherein the spoiler (108) position reduces aerodynamic variations between flight conditions.

[0078] Item 7. A method as described in any preceding item, wherein the fixed position spoiler (108) is a continuous spoiler strip along the span of the wing (102).

[0079] Item 8. A method as described in any preceding item, wherein the fixed position spoiler (108) is a plurality of separate elements along the span of the wing (102).

[0080] Item 9. A method according to any preceding item, wherein the spoiler (108) size varies along the span of the wing (102).

[0081] Item 10. A method as described in any preceding item, wherein the position of the spoiler (108) on the airfoil (104) of the wing (102) varies along the span of the wing (102).

[0082] Item 11. A method as described in any preceding item, wherein the fixed position spoiler (108) is along the upper surface of the wing (102).

[0083] Item 12. A method as described in any preceding item, wherein the fixed position spoiler (108) is along either side of a vertical plane of the wing (102).

[0084] Item 13. A method of manufacturing a wing (102), comprising:

[0085] identifying a first target transition position (106) along a chordwise direction of a surface of the airfoil (104) under a cruise condition;

[0086] predicting multiple target transition locations under multiple design conditions (106);

[0087] identifying a most downstream target transition location (106) from a plurality of target transition locations (106) such that an impingement occurs downstream of the identified most downstream target transition location (106) along a chord of a surface of the airfoil (104); and

[0088] A spoiler (108) is incorporated at a selected length along the span of the wing (102) aft of the most downstream target transition location (106).

[0089] Item 14. The method of Item 13, wherein the spoiler (108) position reduces aerodynamic variations between flight conditions.

[0090] Item 15. The method according to Item 13 or Item 14, wherein the spoiler device (108) is a continuous spoiler strip.

[0091] Item 16. The method according to any one of Items 13 to 15, wherein the spoiler (108) is a plurality of separate elements.

[0092] Item 17. A method according to any one of Items 13 to 16, wherein the size of the spoiler (108) and the position of the spoiler (108) vary along the span direction of the wing (102).

[0093] Item 18. A wing (102) of an aircraft (100), comprising:

[0094] A spoiler (108) along the span of a wing (102), wherein the spoiler (108) position is aft of a target transition location (106) along a chord of an airfoil (104) of the wing (102), wherein the spoiler (108) prevents downstream movement from laminar to turbulent flow and associated movement of an impact location (110) on the wing (102), and wherein the spoiler (108) position on the airfoil (104) of the wing (102) varies along the span of the wing (102).

[0095] Item 19. The wing (102) of an aircraft (100) as described in Item 18, wherein the spoiler (108) is a continuous spoiler strip along the span of the wing (102).

[0096] Item 20. An aircraft (100) wing (102) as described in Item 18 or Item 19, wherein the spoiler (108) is a plurality of separate elements along the span of the wing (102).

[0097] Item 21. An aircraft (100) wing (102) according to any one of Items 18 to 20, wherein the position of the spoiler (108) on the airfoil (104) of the wing (102) varies along the span of the wing (102).

[0098] Therefore, it should be understood that the present disclosure is not limited to the specific examples shown, and modifications and other examples are intended to be included within the scope of the attached technical solutions. In addition, although the foregoing description and related drawings describe examples of the present disclosure in the context of certain illustrative combinations of elements and / or functions, it should be understood that different combinations of elements and / or functions may be provided by alternative implementations without departing from the scope of the attached technical solutions. Therefore, the reference numerals in brackets in the attached technical solutions are provided only for illustrative purposes and are not intended to limit the scope of the claimed subject matter to the specific examples provided in the present disclosure.

Claims

1. A method for increasing the aerodynamic efficiency of a wing (102), the method include: moving the wing (102) having spoilers (108) at fixed positions along the span of the wing (102) through an airflow such that air passing over the surface of the wing (102) forms a laminar boundary layer (302); and A turbulent boundary layer (306, 308) is formed when the airflow is downstream of the fixed-position spoiler (108), wherein the laminar boundary layer (302) extends for a first length and the turbulent boundary layer (306, 308) extends for a second length, wherein the fixed-position spoiler (108) is at a spoiler (108) position aft of the laminar boundary layer (302), the spoiler (108) position enabling the first length of laminar flow to increase aerodynamic efficiency and the second length of turbulent flow to reduce loads on the wing (102), thereby providing a fixed aft limit to the transition from the laminar boundary layer (302) to the turbulent boundary layer (306, 308), The spoiler (108) is located at the rear of the target transition position (106). The target transition position is a most downstream target transition position (106) of a plurality of target transition positions from laminar flow to turbulent flow during cruising predicted under a plurality of design conditions.

2. The method according to claim 1, further comprising: include: Reducing impingement movement on the wing (102), wherein the fixed position spoiler (108) reduces downstream movement of the transition and associated movement of an impingement location (110) on the wing (102) during transonic airflow.

3. The method according to claim 1, in, The spoiler (108) position reduces aerodynamic variations between flight conditions, wherein the flight conditions include cruise conditions and extreme load conditions.

4. The method according to claim 1, in, The fixed position spoiler (108) is a continuous spoiler strip along the span of the wing (102).

5. The method according to claim 1, in, The fixed position spoiler (108) is a plurality of separate elements along the span of the wing (102).

6. The method according to claim 1, in, The size of the spoiler (108) varies along the span of the wing (102).

7. The method according to claim 1, in, The position of the spoiler (108) on the airfoil (104) of the wing (102) varies along the span of the wing (102).

8. The method according to claim 1, in, The fixed position spoiler (108) is along the upper surface of the wing (102).

9. The method according to claim 1, in, The fixed position spoiler (108) is along either side of the vertical plane of the wing (102).

10. A method of manufacturing a wing (102), include: identifying a first target transition position (106) along a chordwise direction of a surface of the airfoil (104) under a cruise condition; Predicting multiple target transition locations from laminar to turbulent flow during cruise for multiple design conditions (106); identifying a most downstream target transition location (106) from the plurality of target transition locations (106) such that an impingement occurs downstream of the identified most downstream target transition location (106) along a chord of the surface of the airfoil (104); as well as A fixed position spoiler (108) is incorporated at a selected length along the span of the wing (102) at the tail of the most downstream target transition location (106).

11. The method according to claim 10, in, The spoiler (108) position reduces aerodynamic variations between flight conditions, including cruise conditions and extreme load conditions.

12. The method according to claim 10 or claim 11, in, The spoiler device (108) is a continuous spoiler strip.

Images