Micro spoiler for enhancing the effectiveness of the lateral control surface of an aircraft wing

Abstract

Describes a micro spoiler for enhancing the effectiveness of a lateral control surface of an aircraft wing. An example aircraft includes a wing, a lateral control surface, and a micro spoiler. The lateral control surface is movably coupled to the wing. The lateral control surface is movable between a neutral position, a first upward deflection position, and a second upward deflection position that extends beyond the first upward deflection position. The micro spoiler is located on or in front of the lateral control surface. The micro spoiler is movable between a retracted position and a deployed position. The micro spoiler is configured to move from the retracted position to the deployed position based on the lateral control surface moving from the neutral position to the first upward deflection position or moving toward the first upward deflection position.

Description

Technical Field

[0001] The present disclosure generally relates to the lateral control surfaces of aircraft wings, and more particularly, to micro spoilers for enhancing the effectiveness of the lateral control surfaces of aircraft wings. Background Art

[0002] Each wing of an aircraft typically includes one or more lateral control surfaces (e.g., one or more ailerons, one or more flaperons, one or more spoilers, etc.), which are configured to control the roll and / or yaw of the aircraft during flight. Each lateral control surface is typically movable from a neutral (e.g., undeflected) position to a range of deflected positions (e.g., a range of upward and / or downward deflected positions), so that the lateral control surface can provide the desired aerodynamic effects related to controlling the roll and / or yaw of the aircraft.

[0003] Although lateral control surfaces are generally effective in controlling the roll and / or yaw of an aircraft, in some cases, the lateral control surfaces may experience an adverse reversal of their intended aerodynamic effects. For example, under flight conditions where local supersonic flow features over the wing exceed the cruise speed at a high subsonic Mach number, strong shock waves are generated that cause flow separation. A lateral control surface deployed with a small upward deflection (e.g., five degrees (5°) upward) can change the local flow separation and / or reattachment, resulting in an adverse aerodynamic effect of the lateral control surface. The adverse aerodynamic effects can include the formation of a dead zone, or even a reversal of the expected lateral control surface effect relative to the opposite roll and / or yaw control response obtained at a lower Mach number. Summary of the Invention

[0004] Disclosed herein are micro spoilers for enhancing the effectiveness of the lateral control surfaces of aircraft wings. In some examples, an aircraft is disclosed. In some disclosed examples, the aircraft includes a wing, a lateral control surface, and a micro spoiler. In some disclosed examples, the lateral control surface is movably coupled to the wing. In some disclosed examples, the lateral control surface is movable between a neutral position, a first upward deflected position, and a second upward deflected position that extends beyond the first upward deflected position. In some disclosed examples, the micro spoiler is located on or in front of the lateral control surface. In some disclosed examples, the micro spoiler is movable between a retracted position and a deployed position. In some disclosed examples, the micro spoiler is configured to move from the retracted position to the deployed position based on the lateral control surface moving from the neutral position to the first upward deflected position or moving toward the first upward deflected position.

[0005] In some examples, a method is disclosed. In some of the disclosed examples, the method includes moving a lateral control surface coupled to an aircraft wing from a neutral position to a first upwardly deflected position and from the first upwardly deflected position to a second upwardly deflected position that extends beyond the first upwardly deflected position. In some of the disclosed examples, the method further includes moving a micro spoiler located on or in front of the lateral control surface from a retracted position to a deployed position based on the lateral control surface moving from the neutral position to the first upwardly deflected position or moving toward the first upwardly deflected position. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] FIG. 1 is a plan view of a known aircraft wing.

[0007] FIG. 2 is a partial cross-sectional view of the aircraft wing of FIG. 1, showing the aileron of FIG. 1 in a neutral (e.g., undeflected) position.

[0008] FIG. 3 is a partial cross-sectional view of the aircraft wing of FIGS. 1 and 2, showing the aileron of FIGS. 1 and 2 in a first upwardly deflected position.

[0009] FIG. 4 is a partial cross-sectional view of the aircraft wing of FIGS. 1 - 3, showing the aileron of FIGS. 1 and 2 in a second upwardly deflected position.

[0010] FIG. 5 is a partial cross-sectional view of the aircraft wing of FIG. 1, showing the outboard spoiler of FIG. 1 in a neutral (e.g., undeflected) position.

[0011] FIG. 6 is a partial cross-sectional view of the aircraft wing of FIGS. 1 and 5, showing the outboard spoiler of FIGS. 1 and 5 in a first upwardly deflected position.

[0012] FIG. 7 is a partial cross-sectional view of the aircraft wing of FIGS. 1, 5, and 6, showing the outboard spoiler of FIGS. 1, 5, and 6 in a second upwardly deflected position.

[0013] Figure 8 is a plan view of an example aircraft wing including an example micro spoiler constructed in accordance with the teachings of the present disclosure.

[0014] Figure 9 is Figure 8 a partial cross-sectional view of the aircraft wing of Figure 8 showing the aileron of Figure 8 in an example neutral (e.g., undeflected) position and showing the fourth micro spoiler of

[0015] Figure 10 is Figure 8 and 9 a partial cross-sectional view of the aircraft wing of Figure 8 and 9the aileron and shows the Figure 8 and 9 fourth micro spoiler in an example deployed position.

[0016] Figure 11 is Figures 8 - 10 partial cross-sectional view of an aircraft wing, which shows the Figures 8 - 10 aileron in a second example upward deflected position and shows the Figure 9 fourth micro spoiler in a Figures 8 - 10 retracted position.

[0017] Figure 12 is Figure 8 partial cross-sectional view of an aircraft wing, which shows the Figure 8 outboard spoiler in an example neutral (e.g., undeflected) position and shows the Figure 8 second micro spoiler in an example retracted position.

[0018] Figure 13 is Figure 8 and 12 partial cross-sectional view of an aircraft wing, which shows the Figure 8 and 12 outboard spoilers in a first example upward deflected position and shows the Figure 8 and 12 second micro spoilers in an example deployed position.

[0019] Figure 14 is Figure 8 、 12 and 13 partial cross-sectional view of an aircraft wing, which shows the Figure 8 、 12 and 13 outboard spoilers in a second example upward deflected position and shows the Figure 12 second micro spoilers in a Figure 8 、 12 and 13 retracted positions.

[0020] Figure 15 is a plan view of another example aircraft wing including an example micro spoiler constructed in accordance with the teachings of the present disclosure.

[0021] Figure 16 is Figure 15 partial cross-sectional view of an aircraft wing, which shows the Figure 15 aileron in an example neutral (e.g., undeflected) position and shows the Figure 15 fourth micro spoiler in an example retracted position.

[0022] Figure 17 is Figure 15 and16 Partial cross-sectional view of an aircraft wing, which shows Figure 15 and 16 ailerons in a first exemplary upwardly deflected position, and shows Figure 15 and 16 the fourth micro spoiler in an exemplary deployed position.

[0023] Figure 18 is Figures 15 - 17 Partial cross-sectional view of an aircraft wing, which shows Figures 15 - 17 ailerons in a second exemplary upwardly deflected position, and shows Figure 16 the fourth micro spoiler in a retracted position of Figures 15 - 17 of.

[0024] Figure 19 is Figure 15 Partial cross-sectional view of an aircraft wing, which shows Figure 15 outboard spoilers in an exemplary neutral (e.g., undeflected) position, and shows Figure 15 the second micro spoiler in an exemplary retracted position.

[0025] Figure 20 is Figure 15 and 19 Partial cross-sectional view of an aircraft wing, which shows Figure 15 and 19 outboard spoilers in a first exemplary upwardly deflected position, and shows Figure 15 and 19 the second micro spoiler in an exemplary deployed position.

[0026] Figure 21 is Figure 15 , 19 and 20 Partial cross-sectional view of an aircraft wing, which shows Figure 15 , 19 and 20 outboard spoilers in a second exemplary upwardly deflected position, and shows Figure 19 the second micro spoiler in a retracted position of Figure 15 , 19 and 20.

[0027] Figure 22 Exemplary graph of lift coefficient (CL) as a function of angle of attack (AOA) of the part of the aircraft wing where the aileron is located.

[0028] Figure 23 Exemplary graph of the change in lift coefficient (ΔCL) as a function of angle of attack (AOA) of the part of the aircraft wing where the aileron is located.

[0029] Figure 24An example graph showing the variation of the roll moment coefficient (ΔCRM) as a function of the angle of attack (AOA) of the portion of the aircraft wing where the aileron is located.

[0030] Figure 25 An example graph showing the roll moment coefficient (CRM) as a function of the deflection angle (AOD) of the portion of the aircraft wing where the aileron is located.

[0031] Figure 26 A block diagram of a first example control system configured to control the movement of a micro spoiler associated with a lateral control surface of an aircraft wing.

[0032] Figure 27 A block diagram of a second example control system configured to control the movement of a micro spoiler associated with a lateral control surface of an aircraft wing.

[0033] Certain examples are shown in the above-identified figures and described in detail below. When describing these examples, like or identical reference numerals are used to identify identical or similar elements. The figures are not necessarily drawn to scale, and in order to be clear and / or concise, certain features of the figures and certain views may be shown exaggerated in scale or in schematic form.

[0034] When identifying multiple elements or components that can be separately referenced, the descriptors "first", "second", "third", etc. are used herein. Unless otherwise specified or understood based on the context of use, such descriptors are not intended to imply any meaning of precedence, chronological order, but are merely used as labels to separately reference multiple elements or components for ease of understanding the disclosed examples. In some examples, the descriptor "first" may be used to refer to an element in the detailed description, while a different descriptor such as "second" or "third" may be used in the claims to refer to the same element. It should be understood that in such cases, such descriptors are used merely for ease of referencing multiple elements or components. Detailed Description

[0035] FIG. 1 is a plan view of a known aircraft wing 100. The aircraft wing 100 of FIG. 1 is coupled to the fuselage 102 of the aircraft and is swept rearwardly relative thereto. In other examples, the aircraft wing 100 may alternatively be swept in the forward direction or may alternatively be implemented in a straight wing configuration. The nacelle 104 of the aircraft is coupled to the aircraft wing 100. The longitudinal axis 106 of the nacelle 104 generally divides the aircraft wing 100 into an inboard portion 108 (e.g., located between the fuselage 102 and the longitudinal axis 106 of the nacelle 104) and an outboard portion 110 (e.g., located outboard of the longitudinal axis 106 of the nacelle 104). The aircraft wing 100 further includes a fixed leading edge 112, a fixed trailing edge 114 that is oppositely positioned relative to and / or rearwardly positioned relative to the fixed leading edge 112, and a fixed upper surface 116 that extends between the fixed leading edge 112 and the fixed trailing edge 114. Additionally, the aircraft wing includes a leading edge 113 and a trailing edge 115, the trailing edge 115 being oppositely positioned relative to and / or rearwardly positioned relative to the leading edge 113. The leading edge 113 is the true leading edge of the aircraft wing 100 and is obtained relative to the fixed leading edge 112 of the aircraft wing 100 when any one or more deployable and / or movable leading edge devices of the aircraft wing 100 are positioned in their respective one or more stowed and / or neutral positions. The trailing edge 115 is the true trailing edge of the aircraft wing 100 and is obtained relative to the fixed trailing edge 114 of the aircraft wing 100 when any one or more deployable and / or movable trailing edge devices of the aircraft wing 100 are positioned in their respective one or more stowed and / or neutral positions.

[0036] The aircraft wing 100 of FIG. 1 includes several different types of flight control surfaces and / or devices, including lift control surfaces. The lift control surfaces of the aircraft wing 100 of FIG. 1 include an inboard slat 118, an outboard slat 120, an inboard flap 122, and an outboard flap 124. The lift control surfaces are configured to provide in-flight lift control for the aircraft of FIG. 1 individually and / or jointly (e.g., by adjusting the coefficient of lift generated by the aircraft wing 100 relative to the local airflow). As shown in FIG. 1, the inboard slat 118 and the inboard flap 122 are generally located inboard of the longitudinal axis 106 of the nacelle 104 (e.g., within the inboard portion 108 of the aircraft wing 100), while the outboard slat 120 and the outboard flap 124 are generally located outboard of the longitudinal axis 106 of the nacelle 104 (e.g., within the outboard portion 110 of the aircraft wing 100).

[0037] In addition to the lift control surfaces described above, the aircraft wing 100 of FIG. 1 also includes flight control surfaces and / or devices configured as lateral control surfaces. The lateral control surfaces of the aircraft wing 100 of FIG. 1 include inboard spoilers 126, outboard spoilers 128, flaperons 130, and ailerons 132. Only some of the listed lateral control devices may be installed on the wing (e.g., some aircraft do not require ailerons). Additionally, some aircraft have multiple ailerons. The lateral control surfaces individually and / or jointly provide in-flight lateral control (e.g., roll control and / or yaw control) for the aircraft of the aircraft wing 100 of FIG. 1. As shown in FIG. 1, the inboard spoilers 126 are generally located inboard of the longitudinal axis 106 of the fuselage 104 (e.g., within the inboard portion 108 of the aircraft wing 100), while the outboard spoilers 128, flaperons 130, and ailerons 132 are generally located outboard of the longitudinal axis 106 of the fuselage 104 (e.g., within the outboard portion 110 of the aircraft wing 100).

[0038] The inboard spoilers 126 are movably coupled to the aircraft wing 100 and are located in front of and adjacent to the inboard flaps 122 of the aircraft wing 100. The inboard spoilers 126 include a leading edge 134, a trailing edge 136 positioned opposite to and / or rearward of the leading edge 134, and an upper surface 138 extending between the leading edge 134 and the trailing edge 136. The inboard spoilers 126 are movable relative to the fixed upper surface 116 of the aircraft wing 100 between a neutral (e.g., undeflected) position and a range of deflected positions (e.g., rotatable and / or deflectable), in which neutral position, the upper surface 138 of the inboard spoilers 126 is generally aligned with the fixed upper surface 116 of the aircraft wing 100 (e.g., parallel and / or coplanar with the fixed upper surface 116 of the aircraft wing 100), and in which range of deflected positions, the upper surface 138 of the inboard spoilers 126 is deflected upward relative to the fixed upper surface 116 of the aircraft wing 100 (e.g., about a hinge line positioned near the leading edge 134 of the inboard spoilers 126 and / or in front of the trailing edge 136 of the inboard spoilers 126). The movement of the inboard spoilers 126 occurs via one or more actuating mechanisms that are coupled to the inboard spoilers 126 of the aircraft wing 100 and are controlled via one or more control systems of the aircraft implementing the aircraft wing 100.

[0039] The outboard spoiler 128 is movably coupled to the aircraft wing 100 and is located in front of and adjacent to the outboard flap 124 of the aircraft wing 100. The outboard spoiler 128 includes a leading edge 140, a trailing edge 142 that is oppositely positioned relative to the leading edge 140 and / or is positioned rearward relative to the leading edge 140, and an upper surface 144 that extends between the leading edge 134 and the trailing edge 142. The outboard spoiler 128 is movable (e.g., rotatable and / or deflectable) relative to the fixed upper surface 116 of the aircraft wing 100 between a neutral (e.g., undeflected) position and a range of deflected positions, in which neutral position, the upper surface 144 of the outboard spoiler 128 is generally aligned with (e.g., parallel and / or coplanar with) the fixed upper surface 116 of the aircraft wing 100, and in which range of deflected positions, the upper surface 144 of the outboard spoiler 128 is deflected upward relative to the fixed upper surface 116 of the aircraft wing 100 (e.g., about a hinge line positioned near the leading edge 140 of the outboard spoiler 128 and / or in front of the trailing edge 142 of the outboard spoiler 128). Movement of the outboard spoiler 128 occurs via one or more actuation mechanisms that are coupled to the outboard spoiler 128 of the aircraft wing 100 and are controlled via one or more control systems of the aircraft implementing the aircraft wing 100.

[0040] The flaperon 130 is movably coupled to the aircraft wing 100 and is located between the inboard flap 122 and the outboard flap 124 of the aircraft wing 100. The flaperon 130 includes a leading edge (not visible in FIG. 1), a trailing edge 146 that is oppositely positioned relative to the leading edge and / or is positioned rearward relative to the leading edge, and an upper surface 148 that extends between the leading edge and the trailing edge 146. The flaperon 130 is movable (e.g., rotatable and / or deflectable) relative to the fixed upper surface 116 of the aircraft wing 100 between a neutral (e.g., undeflected) position and a range of deflected positions, in which neutral position, the upper surface 148 of the flaperon 130 is generally aligned with (e.g., parallel and / or coplanar with) the fixed upper surface 116 of the aircraft wing 100, and in which range of deflected positions, the upper surface 148 of the flaperon 130 is deflected upward or downward relative to the fixed upper surface 116 of the aircraft wing 100 (e.g., about a hinge line positioned near the leading edge of the flaperon 130 and / or in front of the trailing edge 146 of the flaperon 130). Movement of the flaperon 130 occurs via one or more actuation mechanisms that are coupled to the flaperon 130 of the aircraft wing 100 and are controlled via one or more control systems of the aircraft implementing the aircraft wing 100.

[0041] The aileron 132 is movably coupled to the aircraft wing 100 and is located outboard of the outboard flap 124 and / or outboard of the outboard spoiler 128 of the aircraft wing. The aileron 132 includes a leading edge (not visible in FIG. 1), a trailing edge 150 positioned opposite to and / or rearward of the leading edge, and an upper surface 152 extending between the leading edge and the trailing edge 150. The aileron 132 is movable (e.g., rotatable and / or deflectable) relative to the fixed upper surface 116 of the aircraft wing 100 between a neutral (e.g., undeflected) position and a range of deflected positions, in which neutral position, the upper surface 152 of the aileron 132 is generally aligned (e.g., parallel and / or coplanar with the fixed upper surface 116 of the aircraft wing 100), and in which range of deflected positions, the upper surface 152 of the aileron 132 is deflected upward or downward relative to the fixed upper surface 116 of the aircraft wing 100 (e.g., about a hinge line positioned near the leading edge of the aileron 132 and / or forward of the trailing edge 150 of the aileron 132). The movement of the aileron 132 occurs via one or more actuation mechanisms that are coupled to the aileron 132 of the aircraft wing 100 and are controlled via one or more control systems of the aircraft implementing the aircraft wing 100.

[0042] The movement of the lateral control surfaces (e.g., inboard spoilers 126, outboard spoilers 128, flaperons 130, and / or ailerons 132) of the aircraft wing 100 relative to the fixed upper surface 116 of the aircraft wing 100 of FIG. 1 enables the lateral control surfaces to individually and / or jointly provide desired aerodynamic effects related to controlling the roll and / or yaw of the aircraft implementing the aircraft wing 100. Although the lateral control surfaces are generally effective for controlling the roll and / or yaw of the aircraft, in some cases, one or more of the lateral control surfaces may experience an adverse reversal of their / its intended aerodynamic effects.

[0043] For example, under flight conditions in which local supersonic flow features over the wing exceed the cruise speed at high subsonic Mach numbers, strong shock waves may be generated, resulting in flow separation in front of the lateral control surfaces (e.g., inboard spoilers 126, outboard spoilers 128, flaperons 130, or ailerons 132) of the aircraft wing 100. When the lateral control surfaces are deployed with a small upward deflection (e.g., five degrees (5°) upward), the local flow separation and / or reattachment can be altered such that an adverse aerodynamic effect of the lateral control surfaces occurs. In such an example, the adverse aerodynamic effect can include the formation of a dead zone or even a reversal of the intended aerodynamic effect of the aileron lateral control surface, which has a roll and / or yaw control response opposite to that achieved at lower Mach numbers.

[0044] As further described below, FIGS. 2-4 illustrate the formation and resolution of adverse aerodynamic effects associated with the aileron 132 of the aircraft wing 100. The description of the flow field of the aileron 132 of the aircraft wing 100 of FIG. 1 provided below in connection with FIGS. 2-4 also applies to the flow field of the flaperon 130 of the aircraft wing 100 of FIG. 1.

[0045] FIG. 2 is a partial cross-sectional view of the aircraft wing 100 of FIG. 1, which shows the aileron 132 of FIG. 1 in a neutral (e.g., undeflected) position 200. The aileron 132 is movably coupled to the aircraft wing 100 and is movable about a hinge line 202 positioned near the leading edge 204 of the aileron 132 and / or in front of the trailing edge 150 (e.g., rotatable and / or deflectable relative to the neutral position 200). When the aileron 132 is in the neutral position 200, the upper surface 152 of the aileron 132 is generally aligned (e.g., parallel and / or coplanar) with the fixed upper surface 116 of the aircraft wing 100.

[0046] FIG. 2 further shows a first airflow 206 local to the aileron 132 when the aircraft incorporating the aircraft wing 100 is traveling at a high Mach number and the aileron 132 is in the neutral position 200. The first airflow 206 includes a first flow separation region 208 positioned along the upper surface 152 of the aileron 132. The first flow separation region 208 of the first airflow 206 of FIG. 2 reduces the lift potential of the aircraft wing 100.

[0047] FIG. 3 is a partial cross-sectional view of the aircraft wing 100 of FIGS. 1 and 2, which shows the aileron 132 of FIGS. 1 and 2 in a first upward deflection position 300. The aileron 132 can be deflected and / or rotated about the hinge line 202 from the neutral position 200 of FIG. 2 to the first upward deflection position 300 of FIG. 3. When the aileron 132 is in the first upward deflection position 300, the upper surface 152 of the aileron 132 is oriented at a first deflection angle 302 relative to the fixed upper surface 116 of the aircraft wing 100. In the example shown in FIG. 3, the first deflection angle 302 is approximately five degrees (5°).

[0048] Figure 3 further shows a second airflow 304 local to the aileron 132 when the aircraft implementing the aircraft wing 100 travels at a high Mach number and the aileron 132 is in the first upward deflection position 300. The second airflow 304 of Figure 3 is different from the first airflow 206 of Figure 2. More specifically, a first flow separation region 208 that is removed from and / or not included in the second airflow 304 of Figure 3 is included in the first airflow 206 of Figure 2. Additionally, the second airflow 304 of Figure 3 includes a second flow separation region 306 positioned along the lower surface 308 of the aileron 132. While the elimination of the first flow separation region 208 improves the lift potential of the aircraft wing 100, this improvement is offset by the introduction of the second flow separation region 306, which reduces the lift potential of the aircraft wing 100. The net aerodynamic effect is that when the aileron 132 moves from the neutral position 200 of Figure 2 to the first upward deflection position 300 of Figure 3, the aircraft wing 100 experiences a negligible lift change, which constitutes an adverse reversal of the expected aerodynamic effect of deflecting the aileron 132 upward.

[0049] Figure 4 is a partial cross-sectional view of the aircraft wing 100 of FIGS. 1 - 3, which shows the aileron 132 of FIGS. 1 and 2 in a second upward deflection position 400. The aileron 132 can deflect and / or rotate about the hinge line 202 from the first upward deflection position 300 of Figure 3 to the second upward deflection position 400 of Figure 4. When the aileron 132 is in the second upward deflection position 400, the upper surface 152 of the aileron 132 is oriented at a second deflection angle 402 relative to the fixed upper surface 116 of the aircraft wing 100. The second deflection angle 402 associated with the second upward deflection position 400 of Figure 4 is greater than the first deflection angle 302 associated with the first upward deflection position 300 of Figure 3. In the example shown in Figure 4, the second deflection angle 402 is approximately fifteen degrees (15°).

[0050] Figure 4 further shows a third airflow 404 local to the aileron 132 when the aircraft implementing the aircraft wing 100 is traveling at a high Mach number and the aileron 132 is in the second upward deflected position 400. The third airflow 404 of Figure 4 is different from the second airflow 304 of Figure 3. More specifically, the third airflow 404 of Figure 4 includes a pressurized region 406 positioned along the upper surface 152 of the aileron 132 and / or along the fixed upper surface 116 of the aircraft wing 100 in front of the aileron 132. The third airflow 404 of Figure 4 further includes a third flow separation region 408, which is positioned along the lower surface 308 of the aileron 132 and has a size and / or area that is increased relative to the size and / or area of the second flow separation region 306 of the second airflow 304 of Figure 3. In response to the increased pressure region 406 and the third flow separation region 408 of Figure 4, the aircraft wing 100 experiences a significant (e.g., measurable) reduction in lift, which corresponds to the expected aerodynamic effect of deflecting the aileron 132 upward. Thus, when the aileron 132 is in a larger upward deflection (e.g., as shown in Figure 4), the adverse reversal of the expected aerodynamic effect that occurs during a smaller upward deflection of the aileron 132 (e.g., as shown in Figure 3) is resolved.

[0051] As described further below, Figures 5 - 7 illustrate the formation and resolution of adverse aerodynamic effects associated with the outboard spoiler 128 of the aircraft wing 100. The description of the flow field of the outboard spoiler 128 of the aircraft wing 100 of Figure 1 provided below in connection with Figures 5 - 7 also applies to the flow field of the inboard spoiler 126 of the aircraft wing 100 of Figure 1.

[0052] Figure 5 is a partial cross-sectional view of the aircraft wing 100 of Figure 1, which shows the outboard spoiler 128 of Figure 1 in a neutral (e.g., undeflected) position 500. The outboard spoiler 128 is movably coupled to the aircraft wing 100 and is movable about a hinge line 502 positioned near the leading edge 140 of the outboard spoiler 128 and / or in front of the trailing edge 142 (e.g., rotatable and / or deflectable relative to the neutral position 500). When the outboard spoiler 128 is in the neutral position 500, the upper surface 144 of the outboard spoiler 128 is generally aligned (e.g., parallel and / or coplanar) with the fixed upper surface 116 of the aircraft wing 100.

[0053] Figure 5 further shows a first airflow 504 local to the outboard spoiler 128 when the aircraft implementing the aircraft wing 100 is traveling at a high Mach number and the outboard spoiler 128 is in the neutral position 500. The first airflow 504 includes a first flow separation region 506, which is positioned along the upper surface 144 of the outboard spoiler 128 and along the upper surface 508 of the outboard flap 124. The first flow separation region 506 of the first airflow 504 of Figure 5 reduces the lift potential of the aircraft wing 100.

[0054] FIG. 6 is a partial cross-sectional view of the aircraft wing 100 of FIGS. 1 and 5, which shows the outboard spoiler 128 of FIGS. 1 and 5 in a first upward deflected position 600. The outboard spoiler 128 can be deflected and / or rotated about hinge line 502 from the neutral position 500 of FIG. 5 to the first upward deflected position 600 of FIG. 6. When the outboard spoiler 128 is in the first upward deflected position 600, the upper surface 144 of the outboard spoiler 128 is oriented at a first deflection angle 602 relative to the fixed upper surface 116 of the aircraft wing 100. In the example shown in FIG. 6, the first deflection angle 602 is approximately five degrees (5°).

[0055] FIG. 6 further shows a second air flow 604 in the vicinity of the outboard spoiler 128 when the aircraft incorporating the aircraft wing 100 is traveling at a high Mach number and the outboard spoiler 128 is in the first upward deflected position 600. The second air flow 604 of FIG. 6 is different from the first air flow 504 of FIG. 5. More specifically, the second air flow 604 of FIG. 6 includes a flow reattachment region 606 located along the upper surface 144 of the outboard spoiler 128 and a second flow separation region 608 located along the upper surface 508 of the outboard flap 124. Although the flow reattachment region 606 improves the lift potential of the aircraft wing 100, this improvement is offset by the second flow separation region 608, which reduces the lift potential of the aircraft wing 100. The net aerodynamic effect is that when the outboard spoiler 128 is moved from the neutral position 500 of FIG. 5 to the first upward deflected position 600 of FIG. 6, the aircraft wing 100 experiences a negligible lift change, which constitutes an adverse reversal of the expected aerodynamic effect of deflecting the outboard spoiler 128 upward.

[0056] FIG. 7 is a partial cross-sectional view of the aircraft wing 100 of FIGS. 1, 5, and 6, which shows the outboard spoiler 128 of FIGS. 1, 5, and 6 in a second upward deflected position 700. The outboard spoiler 128 can be deflected and / or rotated about hinge line 502 from the first upward deflected position 600 of FIG. 6 to the second upward deflected position 700 of FIG. 7. When the outboard spoiler 128 is in the second upward deflected position 700, the upper surface 144 of the outboard spoiler 128 is oriented at a second deflection angle 702 relative to the fixed upper surface 116 of the aircraft wing 100. The second deflection angle 702 associated with the second upward deflected position 700 of FIG. 7 is greater than the first deflection angle 602 associated with the first upward deflected position 600 of FIG. 6. In the example shown in FIG. 7, the second deflection angle 702 is approximately fifteen degrees (15°).

[0057] FIG. 7 further illustrates a third air flow 704 local to the outboard spoiler 128 when the aircraft implementing the aircraft wing 100 is traveling at a high Mach number and the outboard spoiler 128 is in the second upwardly deflected position 700. The third air flow 704 of FIG. 7 is different from the second air flow 604 of FIG. 6. More specifically, the third air flow 704 of FIG. 7 includes a pressurized region 706 positioned along the upper surface 144 of the outboard spoiler 128 and / or along the fixed upper surface 116 of the aircraft wing 100 in front of the outboard spoiler 128. The third air flow 704 of FIG. 7 further includes a third flow separation region 708, which is positioned along the upper surface 508 of the outboard flap 124 and has a size and / or area that is increased relative to the size and / or area of the second flow separation region 608 of the second air flow 604 of FIG. 6. In response to the increased pressure region 706 and the third flow separation region 708 of FIG. 7, the aircraft wing 100 experiences a significant (e.g., measurable) reduction in lift, which corresponds to the expected aerodynamic effect of deflecting the outboard spoiler 128 upward. Thus, when the outboard spoiler 128 is in a larger upward deflection (e.g., as shown in FIG. 7), the adverse reversal of the expected aerodynamic effect that occurs with a smaller upward deflection of the outboard spoiler 128 (e.g., as shown in FIG. 6) is addressed.

[0058] Although existing solutions can reduce or eliminate potential dead zones associated with the effectiveness of the lateral control surfaces of an aircraft, such solutions have drawbacks, disadvantages, and / or negative consequences that generally make such solutions undesirable and / or unsuitable for implementation. For example, a first solution for minimizing or eliminating the adverse reversal of the expected lateral control surface effect includes thickening the trailing edge of the lateral control surface to change the shock wave position with lateral control surface deflection. However, this first solution has the negative consequence of generating adverse aerodynamic drag. As another example, a second solution for minimizing or eliminating the reversal of the expected lateral control surface effect includes changing the profile of the wing to sharply change the shock position and / or intensity at high Mach numbers. However, the second solution has the negative consequence of a sub-optimal shape for cruising, along with a relatively large consumption of cruise fuel. As another example, a third solution for minimizing or eliminating the reversal of the expected lateral control surface effect includes changing the position and / or orientation of the hinge line of the lateral control surface relative to the fixed trailing edge of the wing. However, this third solution has the negative consequences of requiring significant system integration modifications and / or resulting in significant weight loss.

[0059] Different from the known aircraft wing 100 of Fig. 1-7 above, the example aircraft wing disclosed herein includes an example micro-spoiler wing, which is configured to enhance the effectiveness of the example lateral control surface of the aircraft wing. The example micro-spoiler wing for enhancing the effectiveness of the lateral control surface of the aircraft wing is disclosed herein. In some disclosed examples, the lateral control surface is movably connected to the aircraft wing, and the micro-spoiler wing is located on or in front of the lateral control surface. The micro-spoiler wing can be moved between the retracted position and the deployed position relative to the aircraft wing and / or relative to the lateral control surface, and is configured to be based on the lateral control surface relative to the neutral (e.g., undeflected) position of the lateral control surface with a smaller upward deflection (e.g., upward five degrees (5 °)) positioning and move from the retracted position to the deployed position. When the lateral control surface is positioned with a smaller upward deflection, moving the micro-spoiler wing from the retracted position to the deployed position advantageously prevents the flow on the lateral control surface from being reattached. At hypersonic Mach numbers, this favorable flow field change produced by deploying the micro-spoiler wings can minimize or completely eliminate the unfavorable reduction or reversal of the lateral control surface effect that is expected when the lateral control surface is positioned with a small upward deflection.

[0060] In some disclosed examples, the lateral control surface is actuated via a first actuator configured to move the lateral control surface, and the micro-spoiler is actuated separately and / or independently via a second actuator configured to move the micro-spoiler. In other disclosed examples, the lateral control surface is actuated via an actuator configured to move the lateral control surface, and the micro-spoiler is mechanically driven (e.g., via any type and / or any number of mechanical couplings engaged, including gears, clutches, rods, pistons, shafts, connecting rods, pulleys, chains, belts, hinges, pins, biasing elements, fasteners, etc.) to the lateral control surface and / or driven to the actuator configured to move the lateral control surface, so that the movement and / or position of the micro-spoiler is mechanically dependent on the movement and / or position of the lateral control surface. As used herein, the term "mechanically driven" refers to a first object being driven in a mechanically related manner by a second object that is mechanically coupled and / or mechanically linked to the first object. For example, for a micro-spoiler that is mechanically slaved to a lateral control device driven by an actuator, this means that the micro-spoiler is driven in a mechanically dependent manner by the lateral control device and / or by an actuator of the lateral control device to which the micro-spoiler is mechanically coupled and / or linked.

[0061] Figure 8 FIG. 8 is a plan view of an example aircraft wing 800 including an example micro-spoiler constructed according to the teachings of the present disclosure. Figure 8 In the example shown, Figure 8The aircraft wing 800 includes a fuselage 102, a cabin 104 (including a longitudinal axis 106), an inboard portion 108, an outboard portion 110, a fixed leading edge 112, a leading edge 113, a fixed trailing edge 114, a trailing edge 115, a fixed upper surface 116, lift control surfaces (including an inboard slat 118, an outboard slat 120, an inboard flap 122, and an outboard flap 124), and lateral control surfaces of the aircraft wing 100 of FIGS. 1-7 above (including an inboard spoiler 126, an outboard spoiler 128, a flaperon 130, and an aileron 132). In other examples, relative to those described above in connection with FIGS. 1-7, Figure 8 the aircraft wing 800 may alternatively include additional lift control surfaces and / or additional lateral control surfaces. In some other examples, relative to those described above in connection with FIGS. 1-7, Figure 8 the aircraft wing 800 may alternatively include fewer lift control surfaces and / or fewer lateral control surfaces.

[0062] In Figure 8 the example shown, the micro spoilers of the aircraft wing 800 include: a first example micro spoiler 802 associated with the inboard spoiler 126 of the aircraft wing 800, a second example micro spoiler 804 associated with the outboard spoiler 128 of the aircraft wing 800, a third example micro spoiler 806 associated with the flaperon 130 of the aircraft wing 800, and a fourth example micro spoiler 808 associated with the aileron 132 of the aircraft wing 800. Thus, as Figure 8 shown, Figure 8 each lateral control surface of the aircraft wing 800 is associated with a corresponding one of the micro spoilers of the aircraft wing 800. In other examples, the ratio of lateral control surfaces to micro spoilers may be different from Figure 8 the one-to-one ratio shown. For example, Figure 8 the aircraft wing 800 may alternatively include fewer micro spoilers than lateral control surfaces, where a single micro spoiler is associated with multiple lateral control surfaces (e.g., spanning and / or along). As another example, Figure 8 the aircraft wing 800 may alternatively include fewer micro spoilers than lateral control surfaces, where one or more lateral control surfaces have no associated micro spoilers.

[0063] In Figure 8In the example shown, the first microspoiler 802 is movably coupled to the aircraft wing 800 and is located in front of and adjacent to the inboard spoiler 126 of the aircraft wing 800 along the fixed upper surface 116 of the aircraft wing 800. The first microspoiler 802 includes an exemplary leading edge 810, an exemplary trailing edge 812 that is positioned opposite to and / or rearward of the leading edge 810, and an exemplary upper surface 814 that extends between the leading edge 810 and the trailing edge 812. The first microspoiler 802 is movable (e.g., rotatable and / or deflectable) relative to the fixed upper surface 116 of the aircraft wing 800 between a retracted position and a deployed position. In the retracted position, the upper surface 814 of the first microspoiler 802 is generally aligned (e.g., parallel and / or coplanar) with the fixed upper surface 116 of the aircraft wing 800. In the deployed position, the upper surface 814 of the first microspoiler 802 is deflected upward relative to the fixed upper surface 116 of the aircraft wing 800 (e.g., about a hinge line located near the leading edge 810 of the first microspoiler 802 and / or in front of the trailing edge 812 of the first microspoiler 802).

[0064] The first microspoiler 802 is configured (e.g., sized and / or shaped) such that the chordwise dimension of the upper surface 814 of the first microspoiler 802 as measured when the first microspoiler 802 is in its retracted position (e.g., in the front-to-rear direction that is substantially parallel to the longitudinal axis 106) is substantially less than the chordwise dimension of the upper surface 138 of the inboard spoiler 126 as measured when the inboard spoiler 126 is in its neutral (e.g., undeflected) position. In some examples, Figure 8 the measured chordwise dimension of the upper surface 814 of the first microspoiler 802 is between about five percent (5%) and about sixty percent (60%) of the measured chordwise dimension of the upper surface 138 of the inboard spoiler 126. In some examples, Figure 8 the measured chordwise dimension of the upper surface 814 of the first microspoiler 802 is between about one percent (1%) and about five percent (5%) of the local chord measured from the leading edge 113 to the trailing edge 115 of the aircraft wing 800 at a location where the first microspoiler 802 is local to (e.g., adjacent to and / or overlapping with) the aircraft wing 800 and has any one or more local leading edge devices (e.g., inboard slat 118) and / or any one or more local trailing edge devices (e.g., inboard flap 122) located in their respective one or more stowed and / or neutral positions.

[0065] In Figure 8In the example shown, the first micro spoiler 802 has a substantially planar shape that extends along the lateral and / or spanwise direction along the fixed upper surface 116 of the aircraft wing 800. As Figure 8 shown, the spanwise extent of the first micro spoiler 802 is approximately equal to the spanwise extent of the leading edge 134 of the inboard spoiler 126. In other examples, the spanwise extent of the first micro spoiler 802 can be substantially less than the spanwise extent of the leading edge 134 of the inboard spoiler 126.

[0066] In some examples, the movement of the first micro spoiler 802 occurs via one or more actuation mechanisms coupled to the first micro spoiler 802 of the aircraft wing 800 and is controlled via one or more control systems of the aircraft implementing the aircraft wing 800. In such examples, one or more actuation mechanisms coupled to the first micro spoiler 802 can be controlled based on the movement and / or position of the inboard spoiler 126 (e.g., via one or more signals, one or more commands, and / or one or more instructions generated by a dedicated controller). For example, the first micro spoiler 802 can be configured and / or controlled to (A) move towards its retracted position and / or be positioned in its retracted position when the inboard spoiler 126 moves towards its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move towards its deployed position and / or be positioned in its deployed position when the inboard spoiler 126 moves towards its first upward deflected position and / or is positioned in its first upward deflected position, and (C) move towards its retracted position and / or be positioned in its retracted position when the inboard spoiler 126 moves towards a second upward deflected position that extends beyond the first upward deflected position and / or is positioned in the second upward deflected position that extends beyond the first upward deflected position. When the inboard spoiler 126 moves towards the second upward deflected position and / or is positioned in the second upward deflected position, the first micro spoiler 802 can alternatively be configured and / or controlled to remain in its deployed position.

[0067] In other examples, the first micro-spoiler 802 is mechanically driven (e.g., via any type and / or any number of engaged mechanical couplings, including gears, clutches, rods, pistons, shafts, connecting rods, pulleys, chains, belts, hinges, pins, biasing elements, fasteners, etc.) by one or more actuating mechanisms coupled to the inboard spoiler 126, such that movement and / or position of the first micro-spoiler 802 is mechanically dependent on movement and / or position of the inboard spoiler 126. For example, the first micro-spoiler 802 may be mechanically driven to (A) move toward its retracted position and / or be positioned in its retracted position when the inboard spoiler 126 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the inboard spoiler 126 moves toward its first upwardly deflected position and / or is positioned in its first upwardly deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the inboard spoiler 126 moves toward a second upwardly deflected position that extends beyond the first upwardly deflected position and / or is positioned in a second upwardly deflected position that extends beyond the first upwardly deflected position. The first micro-spoiler 802 may alternatively be mechanically driven to remain in its deployed position when the inboard spoiler 126 moves toward the second upwardly deflected position and / or is positioned in the second upwardly deflected position.

[0068] exist Figure 8 In the example shown, the second micro-spoiler 804 is movably coupled to the aircraft wing 800 and is located in front of and adjacent to the outboard spoiler 128 of the aircraft wing 800 along the fixed upper surface 116 of the aircraft wing 800. The second micro-spoiler 804 includes: an example leading edge 816, an example trailing edge 818 positioned opposite to the leading edge 816 and / or positioned rearward relative to the leading edge 816, and an example upper surface 820, which extends between the leading edge 816 and the trailing edge 818. The second micro-spoiler wing 804 is movable (e.g., rotatable and / or deflectable) relative to the fixed upper surface 116 of the aircraft wing 800 between a retracted position, in which the upper surface 820 of the second micro-spoiler wing 804 is generally aligned with the fixed upper surface 116 of the aircraft wing 800 (e.g., parallel and / or coplanar with the fixed upper surface 116 of the aircraft wing 800), and a deployed position, in which the upper surface 820 of the second micro-spoiler wing 804 is deflected upward relative to the fixed upper surface 116 of the aircraft wing 800 (e.g., about a hinge line positioned near the leading edge 816 of the second micro-spoiler wing 804 and / or forward of the trailing edge 818 of the second micro-spoiler wing 804).

[0069] The second micro spoiler 804 is configured (e.g., sized and / or shaped) such that the chordwise dimension of the upper surface 820 of the second micro spoiler 804, as measured when the second micro spoiler 804 is in its retracted position (e.g., in a front-to-back direction substantially parallel to the longitudinal axis 106), is substantially less than the chordwise dimension of the upper surface 144 of the outboard spoiler 128, as measured when the outboard spoiler 128 is in its neutral (e.g., undeflected) position. In some examples, Figure 8 the measured chordwise dimension of the upper surface 820 of the second micro spoiler 804 is between about five percent (5%) and about sixty percent (60%) of the measured chordwise dimension of the upper surface 144 of the outboard spoiler 128. In some examples, Figure 8 the measured chordwise dimension of the upper surface 820 of the second micro spoiler 804 is between about one percent (1%) and about five percent (5%) of the local wing chord measured from the leading edge 113 to the trailing edge 115 of the aircraft wing 800 at a location where the second micro spoiler 804 is local (e.g., adjacent to and / or overlapping with it), and has any one or more local leading edge devices (e.g., one or more outboard slats 120) and / or one or more local trailing edge devices (e.g., outboard flaps 124) located in their respective one or more stowed and / or neutral positions.

[0070] In Figure 8 the example shown, the second micro spoiler 804 has a substantially planar shape that extends along the lateral and / or spanwise direction along the fixed upper surface 116 of the aircraft wing 800. As Figure 8 shown, the spanwise extent of the second micro spoiler 804 is approximately equal to the spanwise extent of the leading edge 140 of the outboard spoiler 128. In other examples, the spanwise extent of the second micro spoiler 804 can be substantially less than the spanwise extent of the leading edge 140 of the outboard spoiler 128.

[0071] In some examples, movement of the second micro-spoiler wing 804 occurs via one or more actuation mechanisms of the second micro-spoiler wing 804 coupled to the aircraft wing 800 and is controlled via one or more control systems of the aircraft implementing the aircraft wing 800. In such examples, the one or more actuation mechanisms coupled to the second micro-spoiler wing 804 may be controlled based on movement and / or position of the outboard spoiler wing 128 (e.g., via one or more signals, one or more commands, and / or one or more instructions generated by a dedicated controller). For example, the second micro-spoiler 804 may be configured and / or controlled to (A) move toward its retracted position and / or be positioned in its retracted position when the outboard spoiler 128 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the outboard spoiler 128 moves toward its first upwardly deflected position and / or is positioned in its first upwardly deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the outboard spoiler 128 moves toward a second upwardly deflected position extending beyond the first upwardly deflected position and / or is positioned in a second upwardly deflected position extending beyond the first upwardly deflected position. The second micro-spoiler 804 may alternatively be configured and / or controlled to remain in its deployed position when the outboard spoiler 128 moves toward the second upwardly deflected position and / or is positioned in the second upwardly deflected position.

[0072] In other examples, the second micro-spoiler 804 is mechanically driven (e.g., via any type and / or any number of engaged mechanical couplings, including gears, clutches, rods, pistons, shafts, connecting rods, pulleys, chains, belts, hinges, pins, biasing elements, fasteners, etc.) by one or more actuating mechanisms coupled to the outboard spoiler 128, such that movement and / or position of the second micro-spoiler 804 is mechanically dependent on movement and / or position of the outboard spoiler 128. For example, the second micro-spoiler 804 may be mechanically driven to (A) move toward its retracted position and / or be positioned in its retracted position when the outboard spoiler 128 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the outboard spoiler 128 moves toward its first upwardly deflected position and / or is positioned in its first upwardly deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the outboard spoiler 128 moves toward a second upwardly deflected position that extends beyond the first upwardly deflected position and / or is positioned in a second upwardly deflected position that extends beyond the first upwardly deflected position. The second micro-spoiler 804 may alternatively be mechanically driven to remain in its deployed position when the outboard spoiler 128 moves toward the second upwardly deflected position and / or is positioned in the second upwardly deflected position.

[0073] In Figure 8 the example shown, the third micro spoiler 806 is movably coupled to the aircraft wing 800 and is located in front of and adjacent to the flap 130 of the aircraft wing 800 along the fixed upper surface 116 of the aircraft wing 800. The third micro spoiler 806 includes an example leading edge 822, an example trailing edge 824 that is oppositely positioned relative to the leading edge 822 and / or is positioned rearward relative to the leading edge 822, and an example upper surface 826 that extends between the leading edge 822 and the trailing edge 824. The third micro spoiler 806 is movable (e.g., rotatable and / or deflectable) between a retracted position and a deployed position relative to the fixed upper surface 116 of the aircraft wing 800. In the retracted position, the upper surface 826 of the third micro spoiler 806 is generally aligned (e.g., parallel and / or coplanar) with the fixed upper surface 116 of the aircraft wing 800. In the deployed position, the upper surface 826 of the third micro spoiler 806 is deflected upward relative to the fixed upper surface 116 of the aircraft wing 800 (e.g., about a hinge line positioned near the leading edge 822 of the third micro spoiler 806 and / or in front of the trailing edge 824 of the third micro spoiler 806).

[0074] The third micro spoiler 806 is configured (e.g., sized and / or shaped) such that the chordwise dimension of the upper surface 826 of the third micro spoiler 806 as measured when the third micro spoiler 806 is in its retracted position (e.g., in a front-to-rear direction substantially parallel to the longitudinal axis 106) is substantially less than the chordwise dimension of the upper surface 148 of the flap 130 as measured when the flap 130 is in its neutral (e.g., undeflected) position. In some examples, Figure 8 the measured chordwise dimension of the upper surface 826 of the third micro spoiler 806 is between about five percent (5%) and about sixty percent (60%) of the measured chordwise dimension of the upper surface 148 of the flap 130. In some examples, Figure 8 the measured chordwise dimension of the upper surface 826 of the third micro spoiler 806 is between about one percent (1%) and about five percent (5%) of the local chord measured from the leading edge 113 to the trailing edge 115 of the aircraft wing 800 at a location where the third micro spoiler 806 is local (e.g., adjacent to and / or overlapping with it) and has any one or more local leading edge devices (e.g., one or more outboard slats 120) and / or one or more local trailing edge devices (e.g., the flap 130) in their respective one or more stowed and / or neutral positions.

[0075] In Figure 8In the example shown, the third micro spoiler 806 has a substantially planar shape that extends along the lateral and / or spanwise direction along the fixed upper surface 116 of the aircraft wing 800. As Figure 8 shown, the spanwise extent of the third micro spoiler 806 is approximately equal to the spanwise extent of the leading edge of the flaperon 130. In other examples, the spanwise extent of the third micro spoiler 806 can be substantially less than the spanwise extent of the leading edge of the flaperon 130.

[0076] In some examples, the movement of the third micro spoiler 806 occurs via one or more actuation mechanisms coupled to the third micro spoiler 806 of the aircraft wing 800 and is controlled via one or more control systems of the aircraft implementing the aircraft wing 800. In such examples, one or more actuation mechanisms coupled to the third micro spoiler 806 can be controlled based on the movement and / or position of the flaperon 130 (e.g., one or more signals, one or more commands, and / or one or more instructions generated by a dedicated controller). For example, the third micro spoiler 806 can be configured and / or controlled to (A) move towards its retracted position and / or be positioned in its retracted position when the flaperon 130 moves towards its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move towards its deployed position and / or be positioned in its deployed position when the flaperon 130 moves towards its first upward deflected position and / or is positioned in its first upward deflected position, and (C) move towards its retracted position and / or be positioned in its retracted position when the flaperon 130 moves towards a second upward deflected position that extends beyond the first upward deflected position and / or is positioned in the second upward deflected position that extends beyond the first upward deflected position. When the flaperon 130 moves towards the second upward deflected position and / or is positioned in the second upward deflected position, the third micro spoiler 806 can alternatively be configured and / or controlled to remain in its deployed position.

[0077] In other examples, the third micro-spoiler 806 is mechanically driven (e.g., via any type and / or any number of engaged mechanical couplings, including gears, clutches, rods, pistons, shafts, connecting rods, pulleys, chains, belts, hinges, pins, biasing elements, fasteners, etc.) by one or more actuation mechanisms coupled to the flaperon 130, such that movement and / or position of the third micro-spoiler 806 is mechanically dependent on movement and / or position of the flaperon 130. For example, the third micro-spoiler wing 806 may be mechanically driven to (A) move toward its retracted position and / or be positioned in its retracted position when the flaperon 130 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the flaperon 130 moves toward its first upward deflected position and / or is positioned in its first upward deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the flaperon 130 moves toward a second upward deflected position extending beyond the first upward deflected position and / or is positioned in a second upward deflected position extending beyond the first upward deflected position. When the flaperon 130 moves toward the second upward deflected position and / or is positioned in the second upward deflected position, the third micro-spoiler wing 806 may alternatively be mechanically driven to remain in its deployed position.

[0078] exist Figure 8 In the example shown, the fourth micro-spoiler 808 is movably coupled to the aircraft wing 800 and is located in front of and adjacent to the aileron 132 of the aircraft wing 800 along the fixed upper surface 116 of the aircraft wing 800. The fourth micro-spoiler 808 includes: an example leading edge 828, an example trailing edge 830 positioned opposite to the leading edge 828 and / or positioned rearward relative to the leading edge 828, and an example upper surface 832, which extends between the leading edge 828 and the trailing edge 830. The fourth micro-spoiler wing 808 is movable (e.g., rotatable and / or deflectable) relative to the fixed upper surface 116 of the aircraft wing 800 between a retracted position and a deployed position, in which the upper surface 832 of the fourth micro-spoiler wing 808 is generally aligned with the fixed upper surface 116 of the aircraft wing 800 (e.g., parallel and / or coplanar with the fixed upper surface 116 of the aircraft wing 800) and in which the upper surface 832 of the fourth micro-spoiler wing 808 is deflected upward relative to the fixed upper surface 116 of the aircraft wing 800 (e.g., about a hinge line positioned near the leading edge 828 of the fourth micro-spoiler wing 808 and / or forward of the trailing edge 830 of the fourth micro-spoiler wing 808).

[0079] The fourth micro spoiler 808 is configured (e.g., sized and / or shaped) such that the chordwise dimension of the upper surface 832 of the fourth micro spoiler 808 as measured when the fourth micro spoiler 808 is in its retracted position (e.g., in a front-to-back direction substantially parallel to the longitudinal axis 106) is substantially less than the chordwise dimension of the upper surface 152 of the aileron 132 as measured when the aileron 132 is in its neutral (e.g., undeflected) position. In some examples, Figure 8 the measured chordwise dimension of the upper surface 832 of the fourth micro spoiler 808 is between about five percent (5%) and about sixty percent (60%) of the measured chordwise dimension of the upper surface 152 of the aileron 132. In some examples, Figure 8 the measured chordwise dimension of the upper surface 832 of the fourth micro spoiler 808 is between about one percent (1%) and about five percent (5%) of the local chord measured from the leading edge 113 to the trailing edge 115 of the aircraft wing 800 at a location where the fourth micro spoiler 808 is local (e.g., adjacent to and / or overlapping with it) and has any one or more local leading edge devices (e.g., one or more outboard slats 120) and / or one or more local trailing edge devices (e.g., aileron 132) in their respective one or more stowed and / or neutral positions.

[0080] In Figure 8 the example shown, the fourth micro spoiler 808 has a substantially planar shape that extends along the lateral and / or spanwise direction along the fixed upper surface 116 of the aircraft wing 800. As Figure 8 shown, the spanwise extent of the fourth micro spoiler 808 is approximately equal to the spanwise extent of the leading edge of the aileron 132. In other examples, the spanwise extent of the fourth micro spoiler 808 can be substantially less than the spanwise extent of the leading edge of the aileron 132.

[0081] In some examples, movement of the fourth micro-spoiler wing 808 occurs via one or more actuation mechanisms of the fourth micro-spoiler wing 808 coupled to the aircraft wing 800 and is controlled via one or more control systems of the aircraft implementing the aircraft wing 800. In such examples, the one or more actuation mechanisms coupled to the fourth micro-spoiler wing 808 may be controlled based on movement and / or position of the aileron 132 (e.g., via one or more signals, one or more commands, and / or one or more instructions generated by a dedicated controller). For example, the fourth micro-spoiler wing 808 may be configured and / or controlled to (A) move toward its retracted position and / or be positioned in its retracted position when the aileron 132 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the aileron 132 moves toward its first upward deflected position and / or is positioned in its first upward deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the aileron 132 moves toward a second upward deflected position extending beyond the first upward deflected position and / or is positioned in a second upward deflected position extending beyond the first upward deflected position. When the aileron 132 moves toward the second upward deflected position and / or is positioned in the second upward deflected position, the fourth micro-spoiler wing 808 may alternatively be configured and / or controlled to remain in its deployed position.

[0082] In other examples, the fourth micro-spoiler 808 is mechanically driven (e.g., via any type and / or any number of engaged mechanical couplings, including gears, clutches, rods, pistons, shafts, connecting rods, pulleys, chains, belts, hinges, pins, biasing elements, fasteners, etc.) by one or more actuation mechanisms coupled to the aileron 132, such that movement and / or position of the fourth micro-spoiler 808 is mechanically dependent on movement and / or position of the aileron 132. For example, the fourth micro-spoiler wing 808 may be mechanically driven to (A) move toward its retracted position and / or be positioned in its retracted position when the aileron 132 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the aileron 132 moves toward its first upward deflected position and / or is positioned in its first upward deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the aileron 132 moves toward a second upward deflected position extending beyond the first upward deflected position and / or is positioned in a second upward deflected position extending beyond the first upward deflected position. When the aileron 132 moves toward the second upward deflected position and / or is positioned in the second upward deflected position, the fourth micro-spoiler wing 808 may alternatively be mechanically driven to remain in its deployed position.

[0083] As described further below,Figures 9 - 11 shows Figure 8 the fourth micro spoiler 808 of the aircraft wing 800 of Figure 8 , which enhances the effectiveness of the aileron 132 of the aircraft wing 800 of Figures 9 - 11 when the aileron 132 moves from the neutral position to the first upward deflected position and from the first upward deflected position to the second upward deflected position extending beyond the first upward deflected position. The following description of the flow field of the aileron 132 and the fourth micro spoiler 808 of the aircraft wing 800 of Figure 8 also applies to the flow field of the flaperon 130 and the third micro spoiler 806 of the aircraft wing 800 of Figure 8 .

[0084] Figure 9 is Figure 8 a partial cross-sectional view of the aircraft wing 800 of Figure 8 showing the aileron 132 of Figure 8 in an exemplary neutral (e.g., undeflected) position 900, and showing the fourth micro spoiler 808 of Figure 8 in an exemplary retracted position 902. The aileron 132 is movably coupled to the aircraft wing 800 and is movable about a first exemplary hinge line 904 located near the exemplary leading edge 906 of the aileron 132 and / or in front of the trailing edge 150 (e.g., rotatable and / or deflectable relative to the neutral position 900). When the aileron 132 is in the neutral position 900, the upper surface 152 of the aileron 132 is generally aligned (e.g., parallel and / or coplanar) with the fixed upper surface 116 of the aircraft wing 800. The fourth micro spoiler 808 is also movably coupled to the aircraft wing 800 and is movable about a second exemplary hinge line 908 located near the leading edge 828 of the fourth micro spoiler 808 and / or in front of the trailing edge 830 (e.g., rotatable and / or deflectable relative to the retracted position 902). When the fourth micro spoiler 808 is in the retracted position 902, the upper surface 832 of the fourth micro spoiler 808 is generally aligned (e.g., parallel and / or coplanar) with the fixed upper surface 116 of the aircraft wing 800.

[0085] Figure 9 Further shown is a first exemplary air flow 910 local to the aileron 132 when the aircraft incorporating the aircraft wing 800 is traveling at a high Mach number with the aileron 132 in the neutral position 900 and the fourth micro spoiler 808 in the retracted position 902. The first air flow 910 includes a first exemplary flow separation region 912 located along the upper surface 152 of the aileron 132. Figure 9 The first flow separation region 912 of the first air flow 910 of reduces the lift potential of the aircraft wing 800. Figure 9 The first air flow 910 shown is substantially the same as the first air flow 206 shown in FIG. 2 described above.

[0086] Figure 10 For Figure 8 and 9 partial cross-sectional view of an aircraft wing 800, which shows the Figure 8 and 9 aileron 132, and shows the Figure 8 and 9 fourth micro spoiler in the example deployed position 1002. The aileron 132 can pivot about a first hinge line 904 from Figure 9 neutral position 900 of Figure 10 to the first upward deflection position 1000 of Figure 10 . When the aileron 132 is in the first upward deflection position 1000, the upper surface 152 of the aileron 132 is oriented relative to the fixed upper surface 116 of the aircraft wing 800 at a first example deflection angle 1004. In Figure 9 the example shown, the first deflection angle 1004 is approximately five degrees (5°). The fourth micro spoiler 808 can pivot about a second hinge line 908 from Figure 10 retracted position 902 of Figure 10 to the deployed position 1002 of

[0087] Figure 10 . When the fourth micro spoiler 808 is in the deployed position 1002, the upper surface 832 of the fourth micro spoiler 808 is oriented relative to the fixed upper surface 116 of the aircraft wing 800 at an example deployment angle 1006. In some examples, the deployment angle 1006 is between thirty degrees (30°) and ninety degrees (90°), and preferably between thirty degrees (30°) and sixty degrees (60°). In Figure 10 the example shown, the deployment angle 1006 is approximately forty-five degrees (45°). Figure 9 The second airflow 1008 is different from Figure 10 the first airflow 910. More specifically, Figure 10 the second airflow 1008 includes a first example pressurized region 1010 located along the upper surface 832 of the fourth micro spoiler 808 and / or along the fixed upper surface 116 of the aircraft wing 800 in front of the fourth micro spoiler 808. Figure 10The second air flow 1008 further includes a third exemplary flow separation region 1016, which is positioned along the upper surface 152 of the aileron 132 and is larger in size and / or area than Figure 9 the size and / or area of the first flow separation region 912 of the first air flow 910. In response to the first increased pressure region 1010, the second flow separation region 1012, and the third flow separation region 1016, the aircraft wing 800 experiences a significant (e.g., measurable) reduction in lift, which corresponds to the expected aerodynamic effect of deflecting the aileron 132 upward.

[0088] When the aileron 132 is positioned at a relatively small upward deflection (e.g., as Figure 10 shown), the deployment of the fourth micro spoiler 808 advantageously eliminates the adverse reversal of the expected aerodynamic effect that would otherwise occur when the aileron 132 is positioned at a relatively small upward deflection in the absence of the fourth micro spoiler 808 (e.g., as shown in FIG. 3 above). By eliminating the dead zone associated with positioning the aileron 132 at a relatively small upward deflection, the fourth micro spoiler 808 advantageously enhances the effectiveness of the aileron 132.

[0089] Figure 11 For Figures 8 - 10 a partial cross-sectional view of the aircraft wing 800, which shows the Figures 8 - 10 aileron 132 in the second exemplary upward deflection position 1100 and shows the Figure 9 fourth micro spoiler 808 in the Figures 8 - 10 retracted position 902. The aileron 132 can be deflected and / or rotated about a first hinge line 904 from Figure 10 the first upward deflection position 1000 to Figure 11 the second upward deflection position 1100. When the aileron 132 is in the second upward deflection position 1100, the upper surface 152 of the aileron 132 is oriented at a second exemplary deflection angle 1102 relative to the fixed upper surface 116 of the aircraft wing 800. The second deflection angle 1102 associated with Figure 11 the second upward deflection position 1100 is greater than the first deflection angle 1004 associated with Figure 10 the first upward deflection position 1000. In the Figure 11 example shown, the second deflection angle 1102 is approximately fifteen degrees (15°). The fourth micro spoiler 808 can be deflected and / or rotated about a second hinge line 908 from Figure 10 the deployed position 1002 to Figure 9 and 11 the retracted position 902.

[0090] Figure 11Further shown is a third exemplary airflow 1104 local to the aileron 132 when the aircraft implementing the aircraft wing 800 is traveling at a high Mach number and the aileron 132 is in the second upward deflection position 1100 and the fourth micro spoiler 808 is in the retracted position 902. Figure 11 The third airflow 1104 is different from Figure 10 the second airflow 1008. More specifically, removed from and / or not included in Figure 11 the third airflow 1104 is the second flow separation region 1012 included in Figure 10 the second airflow 1008. Additionally, Figure 11 the third airflow 1104 includes a second exemplary pressurized region 1106 that is positioned along the upper surface 152 of the aileron 132, along the upper surface 832 of the fourth micro spoiler 808, and / or along the fixed upper surface 116 of the aircraft wing 800 in front of the aileron 132, and that is larger in size and / or area than Figure 10 the size and / or area of the first pressurized region 1010 of the second airflow 1008. Figure 11 The third airflow 1104 further includes a fourth exemplary flow separation region 1108 that is positioned along the lower surface 1014 of the aileron 132 and that is larger in size and / or area than Figure 10 the size and / or area of the second flow separation region 1012 of the second airflow 1008. In response to the second increased pressure region 1106 and the fourth flow separation region 1108, the aircraft wing 800 maintains a significant (e.g., measurable) lift reduction.

[0091] As further described below, Figures 12 - 14 shown is Figure 8 the second micro spoiler 804 of the aircraft wing 800 of Figure 8 which enhances the effectiveness of the outboard spoiler 128 of the aircraft wing 800 of Figures 12 - 14 as the outboard spoiler 128 moves from the neutral position to the first upward deflection position and from the first upward deflection position to a second upward deflection position extending beyond the first upward deflection position. The description of the flow fields of the outboard spoiler 128 and the second micro spoiler 804 of the aircraft wing 800 provided below in connection with Figure 8 also applies to the flow fields of the inboard spoiler 126 and the first micro spoiler 802 of the aircraft wing 800 of Figure 8

[0092] Figure 12 For Figure 8 is a partial cross-sectional view of the aircraft wing 800 of Figure 8 showing the outboard spoiler 128 of Figure 8The second micro spoiler 804. The outboard spoiler 128 is movably coupled to the aircraft wing 800 and is movable about a first exemplary hinge line 1204 located near the leading edge 140 of the outboard spoiler 128 and / or in front of the trailing edge 142 (e.g., rotatable and / or deflectable relative to the neutral position 1200). When the outboard spoiler 128 is in the neutral position 1200, the upper surface 144 of the outboard spoiler 128 is generally aligned (e.g., parallel and / or coplanar) with the fixed upper surface 116 of the aircraft wing 800. The second micro spoiler 804 is also movably coupled to the aircraft wing 800 and is movable about a second exemplary hinge line 1206 located near the leading edge 816 of the second micro spoiler 804 and / or in front of the trailing edge 818 (e.g., rotatable and / or deflectable relative to the retracted position 1202). When the second micro spoiler 804 is in the retracted position 1202, the upper surface 820 of the second micro spoiler 804 is generally aligned (e.g., parallel and / or coplanar) with the fixed upper surface 116 of the aircraft wing 800.

[0093] Figure 12 Further shown is a first exemplary airflow 1208 local to the outboard spoiler 128 when the aircraft implementing the aircraft wing 800 is traveling at a high Mach number and the outboard spoiler 128 is in the neutral position 1200 and the second micro spoiler 804 is in the retracted position 1202. The first airflow 1208 includes a first exemplary flow separation region 1210 that is located along the upper surface 144 of the outboard spoiler 128 and along the upper surface 1212 of the outboard flap 124. Figure 12 The first flow separation region 1210 of the first airflow 1208 reduces the lift potential of the aircraft wing 800. Figure 12 The first airflow 1208 shown is substantially the same as the first airflow 504 shown in FIG. 5 described above.

[0094] Figure 13 For Figure 8 And Figure 12 A partial cross-sectional view of the aircraft wing 800 that shows the Figure 8 And Figure 12 Outboard spoiler 128 in a first exemplary upward deflected position 1300 and shows the Figure 8 And Figure 12 Second micro spoiler 804 in an exemplary deployed position 1302. The outboard spoiler 128 can be deflected and / or rotated about the first hinge line 1204 from Figure 12 The neutral position 1200 of Figure 13The first upward deflection position 1300. When the outboard spoiler 128 is in the first upward deflection position 1300, the upper surface 144 of the outboard spoiler 128 is oriented relative to the fixed upper surface 116 of the aircraft wing 800 at a first exemplary deflection angle 1304. In Figure 13 the example shown, the first deflection angle 1304 is approximately five degrees (5°). The second micro spoiler 804 can be deflected and / or rotated about the second hinge line 1206 from Figure 12 its retracted position 1202 to Figure 13 its deployed position 1302. When the second micro spoiler 804 is in the deployed position 1302, the upper surface 820 of the second micro spoiler 804 is oriented relative to the fixed upper surface 116 of the aircraft wing 800 at an exemplary deployment angle 1306. In some examples, the deployment angle 1306 is between thirty degrees (30°) and ninety degrees (90°), and preferably between thirty degrees (30°) and sixty degrees (60°). In Figure 13 the example shown, the deployment angle 1306 is approximately forty-five degrees (45°).

[0095] Figure 13 Further shown is a second exemplary airflow 1308 local to the outboard spoiler 128 when the aircraft implementing the aircraft wing 800 is traveling at a high Mach number and the outboard spoiler 128 is in the first upward deflection position 1300 and the second micro spoiler 804 is in the deployed position 1302. Figure 13 The second airflow 1308 is different from Figure 12 the first airflow 1208. More specifically, Figure 13 the second airflow 1308 includes a first exemplary pressurized region 1310 positioned along the upper surface 820 of the second micro spoiler 804 and / or along the fixed upper surface 116 of the aircraft wing 800 in front of the second micro spoiler 804. Figure 13 The second airflow 1308 further includes a second exemplary flow separation region 1312 that is positioned along the upper surface 144 of the outboard spoiler 128 and along the upper surface 1212 of the outboard flap 124, and that has a size and / or area greater than Figure 12 the size and / or area of the first flow separation region 1210 of the first airflow 1208. In response to the first increased pressure region 1310 and the second flow separation region 1312, the aircraft wing 800 experiences a significant (e.g., measurable) lift reduction, which corresponds to the expected aerodynamic effect of deflecting the outboard spoiler 128 upward.

[0096] When the outboard spoiler 128 is positioned at a smaller upward deflection (e.g., as Figure 13When in the position shown (e.g., as shown in FIG. 6 above), the deployment of the second micro spoiler 804 advantageously eliminates an adverse reversal of the expected aerodynamic effects that would otherwise occur when the outboard spoiler 128 is positioned at a relatively small upward deflection (e.g., as shown in FIG. 6 above) in the absence of the second micro spoiler 804. By eliminating the dead zone associated with positioning the outboard spoiler 128 at a relatively small upward deflection, the second micro spoiler 804 advantageously enhances the effectiveness of the outboard spoiler 128.

[0097] Figure 14 For Figure 8 、 Figure 12 and Figure 13 partial cross-sectional view of an aircraft wing 800, which shows the Figure 8 、 Figure 12 and Figure 13 outboard spoiler 128 in the second example upward deflection position 1400, and shows the Figure 12 retracted position 1202 of the Figure 8 、 Figure 12 and Figure 13 second micro spoiler 804. The outboard spoiler 128 can pivot and / or rotate about a first hinge line 1204 from the Figure 13 first upward deflection position 1300 to the Figure 14 second upward deflection position 1400. When the outboard spoiler 128 is in the second upward deflection position 1400, the upper surface 144 of the outboard spoiler 128 is oriented at a second example deflection angle 1402 relative to the fixed upper surface 116 of the aircraft wing 800. The second deflection angle 1402 associated with the Figure 14 second upward deflection position 1400 is greater than the first deflection angle 1304 associated with the Figure 13 first upward deflection position 1300. In the example shown in Figure 14 , the second deflection angle 1402 is approximately fifteen degrees (15°). The second micro spoiler 804 can pivot and / or rotate about a second hinge line 1206 from the Figure 13 deployed position 1302 to the Figure 12 and 14 retracted position 1202.

[0098] Figure 14 Further shown is a third example airflow 1404 local to the outboard spoiler 128 when the aircraft implementing the aircraft wing 800 is traveling at a high Mach number and the outboard spoiler 128 is in the second upward deflection position 1400 and the second micro spoiler 804 is in the retracted position 1202. Figure 14 The third airflow 1404 of Figure 13a second air flow 1308. More specifically, the third air flow 1404 includes a second exemplary pressurization region 1406 that is positioned along the upper surface 144 of the outboard spoiler 128, along the upper surface 820 of the second micro spoiler 804, and / or along the fixed upper surface 116 of the aircraft wing 800 in front of the outboard spoiler 128, and that is larger in size and / or area than Figure 13 the size and / or area of the first pressurization region 1310 of the second air flow 1308. Figure 14 The third air flow 1404 further includes an exemplary flow reattachment region 1408 that is positioned along the upper surface 144 of the outboard spoiler 128. Figure 14 The third air flow 1404 further includes a third exemplary flow separation region 1410 that is positioned along the upper surface 1212 of the outboard flap 124 and that is larger in size and / or area than Figure 13 the size and / or area of the second flow separation region 1312 of the second air flow 1308. In response to the second increased pressure region 1406, the flow reattachment region 1408, and the third flow separation region 1410, the aircraft wing 800 maintains a significant (e.g., measurable) lift reduction.

[0099] Figure 15 is a plan view of another exemplary aircraft wing 1500 that includes exemplary micro spoilers constructed in accordance with the teachings of the present disclosure. In Figure 15 the example shown, Figure 15 the aircraft wing 1500 includes a fuselage 102, a cabin 104 (including a longitudinal axis 106), an inboard portion 108, an outboard portion 110, a fixed leading edge 112, a leading edge 113, a fixed trailing edge 114, a trailing edge 115, a fixed upper surface 116, lift control surfaces (including an inboard slat 118, an outboard slat 120, an inboard flap 122, and an outboard flap 124), and lateral control surfaces of the aircraft wing 100 of FIGS. 1-7 above (including an inboard spoiler 126, an outboard spoiler 128, a flaperon 130, and an aileron 132). In other examples, relative to those described above in connection with FIGS. 1-7, Figure 15 the aircraft wing 1500 may alternatively include additional lift control surfaces and / or additional lateral control surfaces. In some other examples, relative to those described above in connection with FIGS. 1-7, Figure 15 the aircraft wing 1500 may alternatively include fewer lift control surfaces and / or fewer lateral control surfaces.

[0100] In Figure 15In the example shown, the micro spoilers of the aircraft wing 1500 include: a first example micro spoiler 1502 associated with the inboard spoiler 126 of the aircraft wing 1500, a second example micro spoiler 1504 associated with the outboard spoiler 128 of the aircraft wing 1500, a third example micro spoiler 1506 associated with the flaperon 130 of the aircraft wing 1500, and a fourth example micro spoiler 1508 associated with the aileron 132 of the aircraft wing 1500. Thus, as Figure 15 shown, Figure 15 each lateral control surface of the aircraft wing 1500 is associated with a respective one of the micro spoilers of the aircraft wing 1500. In other examples, the ratio of lateral control surfaces to micro spoilers can be different from the Figure 15 one-to-one ratio shown. For example, Figure 15 the aircraft wing 1500 can alternatively include fewer micro spoilers than lateral control surfaces, where one or more of the lateral control surfaces do not have an associated micro spoiler.

[0101] In Figure 15 the example shown, the first micro spoiler 1502 is movably coupled to the inboard spoiler 126 of the aircraft wing 1500 and is positioned along the upper surface 138 of the inboard spoiler 126 near the leading edge 134 of the inboard spoiler 126 and / or in front of the trailing edge 136. The first micro spoiler 1502 includes an example leading edge 1510, an example trailing edge 1512 positioned opposite and / or rearward relative to the leading edge 1510, and an example upper surface 1514 that extends between the leading edge 1510 and the trailing edge 1512. The first micro spoiler 1502 is movable (e.g., rotatable and / or deflectable) between a retracted position and a deployed position relative to the upper surface 138 of the inboard spoiler 126, in which retracted position the upper surface 1514 of the first micro spoiler 1502 is generally aligned (e.g., parallel and / or coplanar) with the upper surface 138 of the inboard spoiler 126, and in which deployed position the upper surface 1514 of the first micro spoiler 1502 is deflected upward relative to the upper surface 138 of the inboard spoiler 126 (e.g., about a hinge line positioned near the leading edge 1510 of the first micro spoiler 1502 and / or in front of the trailing edge 1512 of the first micro spoiler 1502).

[0102] The first micro spoiler 1502 is configured (e.g., sized and / or shaped) such that the chordwise dimension of the upper surface 1514 of the first micro spoiler 1502, as measured when the first micro spoiler 1502 is in its retracted position (e.g., in the fore-aft direction substantially parallel to the longitudinal axis 106), is substantially less than the chordwise dimension of the upper surface 138 of the inboard spoiler 126, as measured when the inboard spoiler 126 is in its neutral (e.g., undeflected) position. In some examples, Figure 15 the measured chordwise dimension of the upper surface 1514 of the first micro spoiler 1502 is between about five percent (5%) and about sixty percent (60%) of the measured chordwise dimension of the upper surface 138 of the inboard spoiler 126. In some examples, Figure 15 the measured chordwise dimension of the upper surface 1514 of the first micro spoiler 1502 is between about one percent (1%) and about five percent (5%) of the local chord measured from the leading edge 113 to the trailing edge 115 of the aircraft wing 1500 at a location where the first micro spoiler 1502 is local (e.g., adjacent to and / or overlapping with it), and having any one or more local leading edge devices (e.g., inboard slat 118) and / or one or more local trailing edge devices (e.g., inboard flap 122) in their respective one or more stowed and / or neutral positions.

[0103] In Figure 15 the example shown, the first micro spoiler 1502 has a substantially planar shape that extends along the inboard spoiler 126's upper surface 138 in the lateral and / or spanwise direction. As Figure 15 shown, the spanwise extent of the first micro spoiler 1502 is approximately equal to the spanwise extent of the leading edge 134 of the inboard spoiler 126. In other examples, the spanwise extent of the first micro spoiler 1502 can be substantially less than the spanwise extent of the leading edge 134 of the inboard spoiler 126.

[0104] In some examples, movement of the first micro-spoiler wing 1502 occurs via one or more actuation mechanisms of the first micro-spoiler wing 1502 coupled to the aircraft wing 1500 and is controlled via one or more control systems of the aircraft implementing the aircraft wing 1500. In such examples, the one or more actuation mechanisms coupled to the first micro-spoiler wing 1502 may be controlled based on movement and / or position of the inboard spoiler wing 126 (e.g., via one or more signals, one or more commands, and / or one or more instructions generated by a dedicated controller). For example, the first micro-spoiler wing 1502 may be configured and / or controlled to (A) move toward its retracted position and / or be positioned in its retracted position when the inboard spoiler wing 126 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the inboard spoiler wing 126 moves toward its first upwardly deflected position and / or is positioned in its first upwardly deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the inboard spoiler wing 126 moves toward a second upwardly deflected position extending beyond the first upwardly deflected position and / or is positioned in a second upwardly deflected position extending beyond the first upwardly deflected position. When the inboard spoiler wing 126 moves toward the second upwardly deflected position and / or is positioned in the second upwardly deflected position, the first micro-spoiler wing 1502 may alternatively be configured and / or controlled to remain in its deployed position.

[0105] In other examples, the first micro-spoiler 1502 is mechanically driven (e.g., via any type and / or any number of engaged mechanical couplings, including gears, clutches, rods, pistons, shafts, connecting rods, pulleys, chains, belts, hinges, pins, biasing elements, fasteners, etc.) by one or more actuating mechanisms coupled to the inboard spoiler 126, such that movement and / or position of the first micro-spoiler 1502 is mechanically dependent on movement and / or position of the inboard spoiler 126. For example, the first micro-spoiler 1502 may be mechanically driven to (A) move toward its retracted position and / or be positioned in its retracted position when the inboard spoiler 126 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the inboard spoiler 126 moves toward its first upwardly deflected position and / or is positioned in its first upwardly deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the inboard spoiler 126 moves toward a second upwardly deflected position extending beyond the first upwardly deflected position and / or is positioned in a second upwardly deflected position extending beyond the first upwardly deflected position. The first micro-spoiler 1502 may alternatively be mechanically driven to remain in its deployed position when the inboard spoiler 126 moves toward the second upwardly deflected position and / or is positioned in the second upwardly deflected position.

[0106] In Figure 15 the example shown, the second micro spoiler 1504 is movably coupled to the outboard spoiler 128 of the aircraft wing 1500 and is positioned along the upper surface 144 of the outboard spoiler 128 near the leading edge 140 of the outboard spoiler 128 and / or in front of the trailing edge 142. The second micro spoiler 1504 includes an example leading edge 1516, an example trailing edge 1518 positioned opposite to and / or rearward of the leading edge 1516, and an example upper surface 1520 that extends between the leading edge 1516 and the trailing edge 1518. The second micro spoiler 1504 is movable (e.g., rotatable and / or deflectable) between a retracted position and a deployed position relative to the upper surface 144 of the outboard spoiler 128. In the retracted position, the upper surface 1520 of the second micro spoiler 1504 is generally aligned (e.g., parallel and / or coplanar with the upper surface 144 of the outboard spoiler 128) with the upper surface 144 of the outboard spoiler 128. In the deployed position, the upper surface 1520 of the second micro spoiler 1504 is deflected upward relative to the upper surface 144 of the outboard spoiler 128 (e.g., about a hinge line positioned near the leading edge 1516 of the second micro spoiler 1504 and / or in front of the trailing edge 1518 of the second micro spoiler 1504).

[0107] The second micro spoiler 1504 is configured (e.g., sized and / or shaped) such that the chordwise dimension of the upper surface 1520 of the second micro spoiler 1504 as measured when the second micro spoiler 1504 is in its retracted position (e.g., in a front-to-back direction substantially parallel to the longitudinal axis 106) is substantially less than the chordwise dimension of the upper surface 144 of the outboard spoiler 128 as measured when the outboard spoiler 128 is in its neutral (e.g., undeflected) position. In some examples, Figure 15 the measured chordwise dimension of the upper surface 1520 of the second micro spoiler 1504 is between about five percent (5%) and about sixty percent (60%) of the measured chordwise dimension of the upper surface 144 of the outboard spoiler 128. In some examples, Figure 15 the measured chordwise dimension of the upper surface 1520 of the second micro spoiler 1504 is between about one percent (1%) and about five percent (5%) of the local wing chord measured from the leading edge 113 of the aircraft wing 1500 to the trailing edge 115 of the aircraft wing 1500 at a location where the second micro spoiler 1504 is local (e.g., adjacent to and / or overlapping with it) and has any one or more local leading edge devices (e.g., one or more outboard slats 120) and / or one or more local trailing edge devices (e.g., outboard flaps 124) in their respective one or more stowed and / or neutral positions.

[0108] In Figure 15 the example shown, the second micro spoiler 1504 has a substantially planar shape that extends along the upper surface 144 of the outboard spoiler 128 in the lateral and / or spanwise direction. As Figure 15 shown, the spanwise extent of the second micro spoiler 1504 is approximately equal to the spanwise extent of the leading edge 140 of the outboard spoiler 128. In other examples, the spanwise extent of the second micro spoiler 1504 can be substantially less than the spanwise extent of the leading edge 140 of the outboard spoiler 128.

[0109] In some examples, the movement of the second micro spoiler 1504 occurs via one or more actuation mechanisms of the second micro spoiler 1504 coupled to the aircraft wing 1500 and is controlled via one or more control systems of the aircraft implementing the aircraft wing 1500. In such examples, one or more actuation mechanisms coupled to the second micro spoiler 1504 can be controlled based on the movement and / or position of the outboard spoiler 128 (e.g., via one or more signals, one or more commands, and / or one or more instructions generated by a dedicated controller). For example, the second micro spoiler 1504 can be configured and / or controlled to (A) move towards its retracted position and / or be positioned in its retracted position when the outboard spoiler 128 moves towards its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move towards its deployed position and / or be positioned in its deployed position when the outboard spoiler 128 moves towards its first upward deflected position and / or is positioned in its first upward deflected position, and (C) move towards its retracted position and / or be positioned in its retracted position when the outboard spoiler 128 moves towards a second upward deflected position that extends beyond the first upward deflected position and / or is positioned in the second upward deflected position that extends beyond the first upward deflected position. When the outboard spoiler 128 moves towards the second upward deflected position and / or is positioned in the second upward deflected position, the second micro spoiler 1504 can alternatively be configured and / or controlled to remain in its deployed position.

[0110] In other examples, the second micro-spoiler 1504 is mechanically driven (e.g., via any type and / or any number of engaged mechanical couplings, including gears, clutches, rods, pistons, shafts, connecting rods, pulleys, chains, belts, hinges, pins, biasing elements, fasteners, etc.) by one or more actuating mechanisms coupled to the outboard spoiler 128, such that movement and / or position of the second micro-spoiler 1504 is mechanically dependent on movement and / or position of the outboard spoiler 128. For example, the second micro-spoiler 1504 may be mechanically driven to (A) move toward its retracted position and / or be positioned in its retracted position when the outboard spoiler 128 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the outboard spoiler 128 moves toward its first upwardly deflected position and / or is positioned in its first upwardly deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the outboard spoiler 128 moves toward a second upwardly deflected position extending beyond the first upwardly deflected position and / or is positioned in a second upwardly deflected position extending beyond the first upwardly deflected position. The second micro-spoiler 1504 may alternatively be mechanically driven to remain in its deployed position when the outboard spoiler 128 moves toward the second upwardly deflected position and / or is positioned in the second upwardly deflected position.

[0111] exist Figure 15 In the example shown, the third micro-spoiler 1506 is movably coupled to the flaperon 130 of the aircraft wing 1500 and is positioned along the upper surface 148 of the flaperon 130 near the leading edge of the flaperon 130 and / or in front of the trailing edge 146. The third micro-spoiler 1506 includes an example leading edge 1522, an example trailing edge 1524 positioned opposite to the leading edge 1522 and / or positioned rearward relative to the leading edge 1522, and an example upper surface 1526 extending between the leading edge 1522 and the trailing edge 1524. The third micro-spoiler 1506 is movable (e.g., rotatable and / or deflectable) relative to the upper surface 148 of the flaperon 130 between a retracted position, in which the upper surface 1526 of the third micro-spoiler 1506 is generally aligned with the upper surface 148 of the flaperon 130 (e.g., parallel and / or coplanar with the upper surface 148 of the flaperon 130), and a deployed position, in which the upper surface 1526 of the third micro-spoiler 1506 is deflected upward relative to the upper surface 148 of the flaperon 130 (e.g., about a hinge line positioned near a leading edge 1522 of the third micro-spoiler 1506 and / or forward of a trailing edge 1524 of the third micro-spoiler 1506).

[0112] The third micro spoiler 1506 is configured (e.g., sized and / or shaped) such that the chordwise dimension of the upper surface 1526 of the third micro spoiler 1506, as measured when the third micro spoiler 1506 is in its retracted position (e.g., in a front-to-back direction substantially parallel to the longitudinal axis 106), is substantially less than the chordwise dimension of the upper surface 148 of the flaperon 130, as measured when the flaperon 130 is in its neutral (e.g., undeflected) position. In some examples, Figure 15 the measured chordwise dimension of the upper surface 1526 of the third micro spoiler 1506 is between about five percent (5%) and about sixty percent (60%) of the measured chordwise dimension of the upper surface 148 of the flaperon 130. In some examples, Figure 15 the measured chordwise dimension of the upper surface 1526 of the third micro spoiler 1506 is between about one percent (1%) and about five percent (5%) of the local chord measured from the leading edge 113 to the trailing edge 115 of the aircraft wing 1500 at a location where the third micro spoiler 1506 is local (e.g., adjacent to and / or overlapping with it), and having any one or more local leading edge devices (e.g., one or more outboard slats 120) and / or one or more local trailing edge devices (e.g., flaperon flaps 130) in their respective one or more stowed and / or neutral positions.

[0113] In Figure 15 the example shown, the third micro spoiler 1506 has a substantially planar shape that extends along the upper surface 148 of the flaperon 130 in the lateral and / or spanwise direction. As Figure 15 shown, the spanwise extent of the third micro spoiler 1506 is approximately equal to the spanwise extent of the leading edge of the flaperon 130. In other examples, the spanwise extent of the third micro spoiler 1506 can be substantially less than the spanwise extent of the leading edge of the flaperon 130.

[0114] In some examples, the movement of the third micro spoiler 1506 occurs via one or more actuation mechanisms of the third micro spoiler 1506 coupled to the aircraft wing 1500 and is controlled via one or more control systems of the aircraft implementing the aircraft wing 1500. In such examples, one or more actuation mechanisms coupled to the third micro spoiler 1506 (e.g., one or more signals, one or more commands, and / or one or more instructions generated by a dedicated controller) can be controlled based on the movement and / or position of the flaperon 130. For example, the third micro spoiler 1506 can be configured and / or controlled to (A) move toward its retracted position and / or be positioned in its retracted position when the flaperon 130 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the flaperon 130 moves toward its first upward deflected position and / or is positioned in its first upward deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the flaperon 130 moves toward a second upward deflected position extending beyond the first upward deflected position and / or is positioned in the second upward deflected position extending beyond the first upward deflected position. When the flaperon 130 moves toward the second upward deflected position and / or is positioned in the second upward deflected position, the third micro spoiler 1506 can alternatively be configured and / or controlled to remain in its deployed position.

[0115] In other examples, the third micro spoiler 1506 is mechanically driven by (e.g., via any type and / or any number of engaging mechanical couplings, including gears, clutches, rods, pistons, shafts, linkages, pulleys, chains, belts, hinges, pins, biasing elements, fasteners, etc.) one or more actuation mechanisms coupled to the flaperon 130 such that the movement and / or position of the third micro spoiler 1506 is mechanically dependent on the movement and / or position of the flaperon 130. For example, the third micro spoiler 1506 can be mechanically driven to (A) move toward its retracted position and / or be positioned in its retracted position when the flaperon 130 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the flaperon 130 moves toward its first upward deflected position and / or is positioned in its first upward deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the flaperon 130 moves toward a second upward deflected position extending beyond the first upward deflected position and / or is positioned in the second upward deflected position extending beyond the first upward deflected position. When the flaperon 130 moves toward the second upward deflected position and / or is positioned in the second upward deflected position, the third micro spoiler 1506 can alternatively be mechanically driven to remain in its deployed position.

[0116] In Figure 15 In the example shown, the fourth micro spoiler 1508 is movably coupled to the aileron 132 of the aircraft wing 1500 and is positioned along the upper surface 152 of the aileron 132 near the leading edge of the aileron 132 and / or forward of the trailing edge 150. The fourth micro spoiler 1508 includes an exemplary leading edge 1528, an exemplary trailing edge 1530 positioned opposite and / or rearward relative to the leading edge 1528, and an exemplary upper surface 1532 that extends between the leading edge 1528 and the trailing edge 1530. The fourth micro spoiler 1508 is movable (e.g., rotatable and / or deflectable) between a retracted position and a deployed position relative to the upper surface 152 of the aileron 132. In the retracted position, the upper surface 1532 of the fourth micro spoiler 1508 is generally aligned (e.g., parallel and / or coplanar) with the upper surface 152 of the aileron 132. In the deployed position, the upper surface 1532 of the fourth micro spoiler 1508 is deflected upward relative to the upper surface 152 of the aileron 132 (e.g., about a hinge line positioned near the leading edge 1528 of the fourth micro spoiler 1508 and / or forward of the trailing edge 1530 of the fourth micro spoiler 1508).

[0117] The fourth micro spoiler 1508 is configured (e.g., sized and / or shaped) such that the chordwise dimension of the upper surface 1532 of the fourth micro spoiler 1508 as measured when the fourth micro spoiler 1508 is in its retracted position (e.g., in a generally fore-aft direction substantially parallel to the longitudinal axis 106) is substantially less than the chordwise dimension of the upper surface 152 of the aileron 132 as measured when the aileron 132 is in its neutral (e.g., undeflected) position. In some examples, Figure 15 the measured chordwise dimension of the upper surface 1532 of the fourth micro spoiler 1508 is between about five percent (5%) and about sixty percent (60%) of the measured chordwise dimension of the upper surface 152 of the aileron 132. In some examples, Figure 15 the measured chordwise dimension of the upper surface 1532 of the fourth micro spoiler 1508 is between about one percent (1%) and about five percent (5%) of the local chord measured from the leading edge 113 of the aircraft wing 1500 to the trailing edge 115 of the aircraft wing 1500 at a location where the fourth micro spoiler 1508 is local (e.g., adjacent and / or overlapping therewith), and having any one or more local leading edge devices (e.g., one or more outboard slats 120) and / or one or more local trailing edge devices (e.g., the aileron 132) in their respective one or more stowed and / or neutral positions.

[0118] In Figure 15In the example shown, the fourth micro spoiler 1508 has a substantially planar shape that extends along the upper surface 152 of the aileron 132 in the lateral and / or spanwise direction. As Figure 15 shown, the spanwise extent of the fourth micro spoiler 1508 is approximately equal to the spanwise extent of the leading edge of the aileron 132. In other examples, the spanwise extent of the fourth micro spoiler 1508 can be substantially less than the spanwise extent of the leading edge of the aileron 132.

[0119] In some examples, the movement of the fourth micro spoiler 1508 occurs via one or more actuation mechanisms of the fourth micro spoiler 1508 coupled to the aircraft wing 1500 and is controlled via one or more control systems of the aircraft implementing the aircraft wing 1500. In such examples, one or more actuation mechanisms coupled to the fourth micro spoiler 1508 can be controlled based on the movement and / or position of the aileron 132 (e.g., one or more signals, one or more commands, and / or one or more instructions generated by a dedicated controller). For example, the fourth micro spoiler 1508 can be configured and / or controlled to (A) move toward its retracted position and / or be positioned in its retracted position when the aileron 132 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the aileron 132 moves toward its first upward deflected position and / or is positioned in its first upward deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the aileron 132 moves toward a second upward deflected position that extends beyond the first upward deflected position and / or is positioned in the second upward deflected position that extends beyond the first upward deflected position. When the aileron 132 moves toward the second upward deflected position and / or is positioned in the second upward deflected position, the fourth micro spoiler 1508 can alternatively be configured and / or controlled to remain in its deployed position.

[0120] In other examples, the fourth micro-spoiler wing 1508 is mechanically driven (e.g., via any type and / or any number of engaged mechanical couplings, including gears, clutches, rods, pistons, shafts, connecting rods, pulleys, chains, belts, hinges, pins, biasing elements, fasteners, etc.) by one or more actuation mechanisms coupled to the aileron 132, such that movement and / or position of the fourth micro-spoiler wing 1508 is mechanically dependent on movement and / or position of the aileron 132. For example, the fourth micro-spoiler wing 1508 may be mechanically driven to (A) move toward its retracted position and / or be positioned in its retracted position when the aileron 132 moves toward its neutral (e.g., undeflected) position and / or is positioned in its neutral position, (B) move toward its deployed position and / or be positioned in its deployed position when the aileron 132 moves toward its first upward deflected position and / or is positioned in its first upward deflected position, and (C) move toward its retracted position and / or be positioned in its retracted position when the aileron 132 moves toward a second upward deflected position extending beyond the first upward deflected position and / or is positioned in a second upward deflected position extending beyond the first upward deflected position. When the aileron 132 moves toward the second upward deflected position and / or is positioned in the second upward deflected position, the fourth micro-spoiler wing 1508 may alternatively be mechanically driven to remain in its deployed position.

[0121] As described further below, Figures 16 - 18 Shows Figure 15 The fourth micro spoiler wing 1508 of the aircraft wing 1500 enhances the aileron 132 when the aileron 132 moves from the neutral position to the first upward deflection position and from the first upward deflection position to the second upward deflection position extending beyond the first upward deflection position. Figure 15 The effectiveness of the aileron 132 of the aircraft wing 1500. Figures 16 - 18 Provided Figure 15 The description of the flow field of the aileron 132 and the fourth micro spoiler wing 1508 of the aircraft wing 1500 is also applicable to Figure 15 Flow fields of the flaperon 130 and the third micro spoiler wing 1506 of the aircraft wing 1500 .

[0122] Figure 16 for Figure 15 A partial cross-sectional view of an aircraft wing 1500 is shown in an example neutral (eg, undeflected) position 1600. Figure 15 The aileron 132 is shown in an example retracted position 1602. Figure 15The fourth micro spoiler 1508. The aileron 132 is movably coupled to the aircraft wing 1500 and is movable about a first exemplary hinge line 1604 located near the exemplary leading edge 1606 of the aileron 132 and / or located forward of the trailing edge 150 (e.g., rotatable and / or deflectable relative to the neutral position 1600). When the aileron 132 is in the neutral position 1600, the upper surface 152 of the aileron 132 is generally aligned (e.g., parallel and / or coplanar) with the fixed upper surface 116 of the aircraft wing 1500. The fourth micro spoiler 1508 is movably coupled to the aileron 132 and is movable about a second exemplary hinge line 1608 located near the leading edge 1528 of the fourth micro spoiler 1508 and / or located forward of the trailing edge 1530 (e.g., rotatable and / or deflectable relative to the retracted position 1602). When the fourth micro spoiler 1508 is in the retracted position 1602, the upper surface 1532 of the fourth micro spoiler 1508 is generally aligned (e.g., parallel and / or coplanar) with the upper surface 152 of the aileron 132.

[0123] Figure 16 Further shown is a first exemplary airflow 1610 local to the aileron 132 when the aircraft implementing the aircraft wing 1500 is traveling at a high Mach number and the aileron 132 is in the neutral position 1600 and the fourth micro spoiler 1508 is in the retracted position 1602. The first airflow 1610 includes a first exemplary flow separation region 1612 located along the upper surface 152 of the aileron 132. Figure 16 The first flow separation region 1612 of the first airflow 1610 reduces the lift potential of the aircraft wing 1500. Figure 16 The first airflow 1610 shown is substantially the same as the first airflow 206 shown in FIG. 2 described above.

[0124] Figure 17 For Figure 15 And Figure 16 A partial cross-sectional view of the aircraft wing 1500, which shows the Figure 15 And Figure 16 Aileron 132 in a first exemplary upward deflected position 1700, and shows the Figure 15 And 16 Fourth micro spoiler 1508 in an exemplary deployed position 1702. The aileron 132 can be deflected and / or rotated from the Figure 16 Neutral position 1600 of Figure 17 To the first upward deflected position 1700 of Figure 17In the example shown, the first deflection angle 1704 is approximately five degrees (5°). The fourth micro spoiler 1508 can be deflected and / or rotated about the second hinge line 1608 from Figure 16 its retracted position 1602 to Figure 17 its deployed position 1702. When the fourth micro spoiler 1508 is in the deployed position 1702, the upper surface 1532 of the fourth micro spoiler 1508 is oriented relative to the upper surface 152 of the aileron 132 at an example deployment angle 1706. In some examples, the deployment angle 1706 is between thirty degrees (30°) and ninety degrees (90°), and preferably between thirty degrees (30°) and sixty degrees (60°). In Figure 17 the example shown, the deployment angle 1706 is approximately forty-five degrees (45°).

[0125] Figure 17 Further shown is a second example airflow 1708 local to the aileron 132 when an aircraft implementing the aircraft wing 1500 is traveling at a high Mach number and the aileron 132 is in the first upward deflection position 1700 and the fourth micro spoiler 1508 is in the deployed position 1702. Figure 17 The second airflow 1708 of Figure 16 is different from Figure 17 the first airflow 1610 of Figure 17 The second airflow 1708 of Figure 17 further includes a first example pressurized region 1710 positioned along the upper surface 1532 of the fourth micro spoiler 1508 and / or along the fixed upper surface 116 of the aircraft wing 1500 in front of the fourth micro spoiler 1508. Figure 17 The second airflow 1708 of Figure 17 further includes a second example flow separation region 1712 positioned along an example lower surface 1714 of the aileron 132. Figure 17 The second airflow 1708 of Figure 17 further includes a third example flow separation region 1716, which is positioned along the upper surface 152 of the aileron 132 and which has a size and / or area greater than Figure 16 the size and / or area of the first flow separation region 1612 of Figure 16 the first airflow 1610. In response to the first increased pressure region 1710, the second flow separation region 1712, and the third flow separation region 1716, the aircraft wing 1500 experiences a significant (e.g., measurable) lift reduction, which corresponds to the expected aerodynamic effect of deflecting the aileron 132 upward.

[0126] When the aileron 132 is positioned at a smaller upward deflection (e.g., as in Figure 17When in the position shown (e.g., as shown in FIG. 3 above), the deployment of the fourth micro spoiler 1508 advantageously eliminates an adverse reversal of the expected aerodynamic effects that would otherwise occur when the aileron 132 is positioned at a relatively small upward deflection (e.g., as shown in FIG. 3 above) in the absence of the fourth micro spoiler 1508. By eliminating the dead zone associated with positioning the aileron 132 at a relatively small upward deflection, the fourth micro spoiler 1508 advantageously enhances the effectiveness of the aileron 132.

[0127] Figure 18 A Figures 15 - 17 partial cross-sectional view of an aircraft wing 1500, which shows the Figures 15 - 17 aileron 132 in a second exemplary upward deflection position 1800, and shows the Figure 16 fourth micro spoiler 1508 in a Figures 15 - 17 retracted position 1602. The aileron 132 can pivot about a first hinge line 1604 from a Figure 17 first upward deflection position 1700 to and / or rotate to a Figure 18 second upward deflection position 1800. When the aileron 132 is in the second upward deflection position 1800, the upper surface 152 of the aileron 132 is oriented at a second exemplary deflection angle 1802 relative to the fixed upper surface 116 of the aircraft wing 1500. The second deflection angle 1802 associated with the Figure 18 second upward deflection position 1800 is greater than the first deflection angle 1704 associated with the Figure 17 first upward deflection position 1700. In the Figure 18 example shown, the second deflection angle 1802 is approximately fifteen degrees (15°). The fourth micro spoiler 1508 can pivot about a second hinge line 1608 from a Figure 17 deployed position 1702 to and / or rotate to a Figure 16 and 18 retracted position 1602.

[0128] Figure 18 Further shown is a third exemplary airflow 1804 local to the aileron 132 when the aircraft implementing the aircraft wing 1500 is traveling at a high Mach number and the aileron 132 is in the second upward deflection position 1800 and the fourth micro spoiler 1508 is in the retracted position 1602. Figure 18 The third airflow 1804 is different from the Figure 17 second airflow 1708. More specifically, removed from and / or not included in the Figure 18 third airflow 1804 is a second flow separation region 1712 included in the Figure 17 second airflow 1708. Additionally, ​The third air flow 1804 includes a second exemplary pressurization region 1806 that is positioned along the upper surface 152 of the aileron 132, along the upper surface 1532 of the fourth micro spoiler 1508, and / or along the fixed upper surface 116 of the aircraft wing 1500 in front of the aileron 132, and has a size and / or area that is greater than ​ the size and / or area of the first pressurization region 1710 of the second air flow 1708 of ​ The third air flow 1804 further includes a fourth exemplary flow separation region 1808 that is positioned along the lower surface 1714 of the aileron 132, and has a size and / or area that is greater than ​ the size and / or area of the second flow separation region 1712 of the second air flow 1708 of

[0129] As further described below, ​ shows ​ the second micro spoiler 1504 of the aircraft wing 1500 of ​ which enhances the effectiveness of the outboard spoiler 128 of the aircraft wing 1500 of ​ when the outboard spoiler 128 moves from the neutral position to the first upward deflected position and from the first upward deflected position to the second upward deflected position that extends beyond the first upward deflected position. The description of the flow field of the outboard spoiler 128 and the second micro spoiler 1504 of the aircraft wing 1500 provided below in conjunction with ​ also applies to the flow field of the inboard spoiler 126 and the first micro spoiler 1502 of the aircraft wing 1500 of ​

[0130] ​ is ​ a partial cross-sectional view of the aircraft wing 1500 of ​ which shows the outboard spoiler of ​ ​The second micro spoiler 1504. The outboard spoiler 128 is movably coupled to the aircraft wing 1500 and is movable about a first exemplary hinge line 1904 located near the leading edge 140 of the outboard spoiler 128 and / or in front of the trailing edge 142 (e.g., rotatable and / or deflectable relative to the neutral position 1900). When the outboard spoiler 128 is in the neutral position 1900, the upper surface 144 of the outboard spoiler 128 is generally aligned (e.g., parallel and / or coplanar) with the fixed upper surface 116 of the aircraft wing 1500. The second micro spoiler 1504 is also movably coupled to the outboard spoiler 128 and is movable about a second exemplary hinge line 1906 located near the leading edge 1516 of the second micro spoiler 1504 and / or in front of the trailing edge 1518 (e.g., rotatable and / or deflectable relative to the retracted position 1902). When the second micro spoiler 1504 is in the retracted position 1902, the upper surface 1520 of the second micro spoiler 1504 is generally aligned (e.g., parallel and / or coplanar) with the upper surface 144 of the outboard spoiler 128.

[0131] ​ Further shown is a first exemplary airflow 1908 local to the outboard spoiler 128 when the aircraft implementing the aircraft wing 1500 is traveling at a high Mach number and the outboard spoiler 128 is in the neutral position 1900 and the second micro spoiler 1504 is in the retracted position 1902. The first airflow 1908 includes a first exemplary flow separation region 1910 that is located along the upper surface 144 of the outboard spoiler 128 and along the upper surface 1912 of the outboard flap 124. ​ The first flow separation region 1910 of the first airflow 1908 reduces the lift potential of the aircraft wing 1500. ​ The first airflow 1908 shown is substantially the same as the first airflow 504 shown in FIG. 5 described above.

[0132] ​ is ​ and ​ A partial cross-sectional view of the aircraft wing 1500, which shows the ​ and ​ outboard spoiler 128 in a first exemplary upward deflected position 2000, and shows the ​ and ​ second micro spoiler 804 in an exemplary deployed position 2002. The outboard spoiler 128 can be deflected and / or rotated about the first hinge line 1904 from ​ the neutral position 1900 of ​a first upward deflection position 2000. When the outboard spoiler 128 is in the first upward deflection position 2000, the upper surface 144 of the outboard spoiler 128 is oriented at a first exemplary deflection angle 2004 relative to the fixed upper surface 116 of the aircraft wing 1500. In ​ the illustrated example, the first deflection angle 2004 is approximately five degrees (5°). The second micro spoiler 1504 can deflect and / or rotate about a second hinge line 1906 from ​ a retracted position 1902 to ​ an extended position 2002. When the second micro spoiler 1504 is in the extended position 2002, the upper surface 1520 of the second micro spoiler 1504 is oriented at an exemplary deployment angle 2006 relative to the upper surface 144 of the outboard spoiler 128. In some examples, the deployment angle 2006 is between thirty degrees (30°) and ninety degrees (90°), and preferably between thirty degrees (30°) and sixty degrees (60°). In ​ the illustrated example, the deployment angle 2006 is approximately forty-five degrees (45°).

[0133] ​ Further shown is a second exemplary airflow 2008 local to the outboard spoiler 128 when an aircraft implementing the aircraft wing 1500 is traveling at a high Mach number and the outboard spoiler 128 is in the first upward deflection position 2000 and the second micro spoiler 1504 is in the extended position 2002. ​ The second airflow 2008 is different from ​ the first airflow 1908. More specifically, ​ the second airflow 2008 includes a first exemplary pressurized region 2010 positioned along the upper surface 1520 of the second micro spoiler 1504 and / or along the fixed upper surface 116 of the aircraft wing 1500 in front of the second micro spoiler 1504. ​ The second airflow 2008 further includes a second exemplary flow separation region 2012 that is positioned along the upper surface 144 of the outboard spoiler 128 and along the upper surface 1912 of the outboard flap 124, and that has a size and / or area greater than ​ the size and / or area of the first flow separation region 1910 of the first airflow 1908. In response to the first increased pressure region 2010 and the second flow separation region 2012, the aircraft wing 1500 experiences a significant (e.g., measurable) lift reduction, which corresponds to the expected aerodynamic effect of deflecting the outboard spoiler 128 upward.

[0134] When the outboard spoiler 128 is positioned at a smaller upward deflection (e.g., as ​When in the position shown (e.g., as shown in FIG. 6 above), the deployment of the second micro spoiler 1504 advantageously eliminates an adverse reversal of the expected aerodynamic effects that would otherwise occur when the outboard spoiler 128 is positioned with a relatively small upward deflection in the absence of the second micro spoiler 1504. By eliminating the dead zone associated with positioning the outboard spoiler 128 with a relatively small upward deflection, the second micro spoiler 1504 advantageously enhances the effectiveness of the outboard spoiler 128.

[0135] ​ For ​ 、 ​ and ​ partial cross-sectional view of an aircraft wing 1500 of, which shows the ​ 、 ​ and ​ outboard spoiler 128 of in the second exemplary upward deflection position 2100, and shows the ​ retracted position 1902 of the ​ 、 ​ and ​ second micro spoiler 1504 of. The outboard spoiler 128 can be deflected and / or rotated about a first hinge line 1904 from the ​ first upward deflection position 2000 of to the ​ second upward deflection position 2100 of. When the outboard spoiler 128 is in the second upward deflection position 2100, the upper surface 144 of the outboard spoiler 128 is oriented at a second exemplary deflection angle 2102 relative to the fixed upper surface 116 of the aircraft wing 1500. The second deflection angle 2102 associated with the ​ second upward deflection position 2100 is greater than the first deflection angle 2004 associated with the ​ first upward deflection position 2000 of. In the example shown in ​ , the second deflection angle 2102 is approximately fifteen degrees (15°). The second micro spoiler 1504 can be deflected and / or rotated about a second hinge line 1906 from the ​ deployed position 2002 of to the ​ and 21 retracted position 1902 of.

[0136] ​ Further shown is a third exemplary airflow 2104 local to the outboard spoiler 128 when the aircraft implementing the aircraft wing 1500 is traveling at a high Mach number and the outboard spoiler 128 is in the second upward deflection position 2100 and the second micro spoiler 1504 is in the retracted position 1902. ​ The third airflow 2104 of is different from the ​a second airflow 2008. More specifically, the third airflow 2104 includes a second exemplary pressurization region 2106 that is positioned along the upper surface 144 of the outboard spoiler 128, along the upper surface 1520 of the second micro spoiler 1504, and / or along the fixed upper surface 116 of the aircraft wing 1500 in front of the outboard spoiler 128, and is larger and / or has a greater area than ​ the first pressurization region 2010 of the second airflow 2008 in terms of size and / or area. ​ The third airflow 2104 further includes an exemplary flow reattachment region 2108 that is positioned along the upper surface 144 of the outboard spoiler 128. ​ The third airflow 2104 further includes a third exemplary flow separation region 2110 that is positioned along the upper surface 1912 of the outboard flap 124, and is larger and / or has a greater area than ​ the second flow separation region 2012 of the second airflow 2008 in terms of size and / or area. In response to the second increased pressure region 2106, the flow reattachment region 2108, and the third flow separation region 2110, the aircraft wing 1500 maintains a significant (e.g., measurable) lift reduction.

[0137] Figure 22 An exemplary graph 2200 of the lift coefficient (CL) as a function of the angle of attack (AOA) of the part of the aircraft wing where the aileron is located. The first exemplary curve 2202 of the graph 2200 is provided for an aileron positioned in a neutral (e.g., undeflected) position, where the aileron lacks an associated micro spoiler. The second exemplary curve 2204 of the graph 2200 is provided for an aileron positioned at a small upward deflection of five degrees, where the aileron lacks an associated micro spoiler. The third exemplary curve 2206 of the graph 2200 is provided for an aileron positioned at a small upward deflection of five degrees, where the aileron has an associated micro spoiler in the deployed position.

[0138] In Figure 22 the example shown, the second curve 2204 includes an exemplary dead zone region 2208 (e.g., a region where, for a given angle of attack, the lift coefficient associated with the second curve 2204 is equal to or close to the lift coefficient associated with the first curve 2202), and the exemplary dead zone region 2208 corresponds to an adverse reversal of the expected aerodynamic effect when the aileron is deflected with a small upward deflection. In contrast, the third curve 2206 lacks such a dead zone region. Thus, when the aileron is positioned at a small upward deflection, the deployment of the micro spoiler eliminates the adverse reversal of the expected aerodynamic effect that would otherwise occur when the aileron is positioned at a small upward deflection in the absence of a micro spoiler. By eliminating the dead zone region 2208 associated with an aileron positioned at a small upward deflection, the micro spoiler advantageously enhances the effectiveness of the aileron.

[0139] Figure 23 Example graph 2300 of the variation of the lift coefficient (ΔCL) as a function of the angle of attack (AOA) of the part of the aircraft wing where the aileron is located. The first example curve 2302 of graph 2300 is provided for an aileron positioned at a small upward deflection of five degrees, where the aileron lacks an associated micro spoiler. The second example curve 2304 of graph 2300 is provided for an aileron positioned at a small upward deflection of five degrees, where the aileron has an associated micro spoiler in the deployed position. From the above Figure 22 the difference between the second curve 2204 and the first curve 2202 of graph 2200 is obtained Figure 23 the first curve 2302 of graph 2300. From the above Figure 22 the difference between the third curve 2206 and the first curve 2202 of graph 2200 is obtained Figure 23 the second curve 2304 of graph 2300.

[0140] In Figure 23 the example shown, the first curve 2302 includes an example dead zone region 2306 (e.g., a region where the change in the lift coefficient associated with the first curve 2302 is equal to or close to zero), and the example dead zone region 2306 corresponds to an adverse reversal of the expected aerodynamic effect when the aileron is deflected with a small upward deflection. In contrast, the second curve 2304 lacks such a dead zone region. Thus, when the aileron is positioned with a small upward deflection, the deployment of the micro spoiler eliminates the adverse reversal of the expected aerodynamic effect that would otherwise occur in the absence of the micro spoiler when the aileron is positioned with a small upward deflection. By eliminating the dead zone region 2306 associated with the aileron positioned with a small upward deflection, the micro spoiler advantageously enhances the effectiveness of the aileron.

[0141] Figure 24 Example graph 2400 of the variation of the roll moment coefficient (ΔCRM) as a function of the angle of attack (AOA) of the part of the aircraft wing where the aileron is located. The first example curve 2402 of graph 2400 is provided for an aileron positioned at a small upward deflection of five degrees, where the aileron lacks an associated micro spoiler. The second example curve 2404 of graph 2400 is provided for an aileron positioned at a small upward deflection of five degrees, where the aileron has an associated micro spoiler in the deployed position.

[0142] In Figure 24In the example shown, the change in the roll moment coefficient associated with the first curve 2402 decreases as the angle of attack associated with the first curve 2402 increases. Conversely, as the angle of attack associated with the second curve 2404 increases, the change in the roll moment coefficient associated with the second curve 2404 remains substantially constant. Thus, when the aileron is positioned at a small upward deflection, the deployment of the micro spoiler reduces and / or stabilizes the change in the roll moment coefficient over a range of angles of attack, thereby enhancing the effectiveness of the aileron.

[0143] Figure 25 Example graph 2500 of the roll moment coefficient (CRM) as a function of the angle of deflection (AOD) of a portion of an aircraft wing where the aileron is located. A first example curve 2502 of graph 2500 is provided for an aileron lacking an associated micro spoiler. A second example curve 2504 of graph 2500 is provided for an aileron having an associated micro spoiler positioned in the deployed position.

[0144] In Figure 25 the example shown, the roll moment coefficient associated with the first curve 2502 is non-linear in the range of small deflections of the aileron and becomes linear at relatively large deflections of the aileron beyond the range of small deflections. Conversely, the roll moment coefficient associated with the second curve 2504 remains substantially linear within both small and relatively large deflections of the aileron. Thus, when the aileron is positioned at a small deflection, the deployment of the micro spoiler reduces and / or stabilizes the change in the roll moment coefficient within the range of deflections of the aileron, thereby enhancing the effectiveness of the aileron.

[0145] Figure 26 Block diagram of a first example control system 2600 configured to control the movement of a micro spoiler associated with a lateral control surface of an aircraft wing. Figure 26 The control system 2600 includes an example lateral control surface 2602, an example lateral control surface actuator mechanism 2604, an example micro spoiler 2606, an example micro spoiler actuator mechanism 2608, an example controller 2610, an example lateral control surface sensor 2612, and an example micro spoiler sensor 2614. Figure 26 The control system 2600 may further include one or more example other sensors 2616, including for example one or more lift control surface sensors (e.g., inboard slat sensors, outboard slat sensors, inboard flap sensors, outboard flap sensors, etc.), angle of attack sensors, attitude sensors, altitude sensors, airspeed sensors, Mach number sensors, etc.

[0146] In Figure 26In the example shown, the lateral control surface actuator mechanism 2604 is operably coupled to the lateral control surface 2602. The micro spoiler actuator mechanism 2608 is operably coupled to the micro spoiler 2606. The controller 2610 is operably coupled to the lateral control surface actuator mechanism 2604 and the micro spoiler actuator mechanism 2608. The lateral control surface sensor 2612, the micro spoiler sensor 2614, and one or more other sensors 2616 are respectively operably coupled to the controller 2610. In Figure 26 the example shown, the lateral control surface actuator mechanism 2604 and the micro spoiler actuator mechanism 2608 are configured such that the respective operations of the lateral control surface actuator mechanism 2604 and the micro spoiler actuator mechanism 2608 can be performed independently of each other and such operations are independently controlled via the controller 2610 of the control system 2600.

[0147] It can be implemented in an aircraft including Figure 8-14 aircraft wing 800 or Figure 15-21 aircraft wing 1500 of Figure 26 control system 2600. For example, the lateral control surface 2602 of the control system 2600 can be implemented by and / or implemented as any lateral control surface (e.g., inboard spoiler 126, outboard spoiler 128, flaperon 130, or aileron 132) of Figure 8-14 aircraft wing 800, or by and / or implemented as any lateral control surface (e.g., inboard spoiler 126, outboard spoiler 128, flaperon 130, or aileron 132) of Figure 15-21 aircraft wing 1500. As another example, the micro spoiler 2606 of the control system 2600 can be implemented by and / or implemented as any micro spoiler (e.g., first micro spoiler 802, second micro spoiler 804, third micro spoiler 806, or fourth micro spoiler 808) of Figure 8-14 aircraft wing 800, or by and / or implemented as any micro spoiler (e.g., first micro spoiler 1502, second micro spoiler 1504, third micro spoiler 1506, or fourth micro spoiler 1508) of Figure 15-21 aircraft wing 1500.

[0148] Preferably, Figure 26 the lateral control surface 2602 and the micro spoiler 2606 of the control system 2600 are implemented by and / or implemented as lateral control surface and micro spoiler that are associated with each other (e.g., associated in position and / or function). For example, Figure 26 the lateral control surface 2602 can be implemented by and / or implemented as Figure 8-14 the inboard spoiler 126 of aircraft wing 800Figure 8-14 the inboard spoiler 126 of the aircraft wing 800, and Figure 26 the micro spoiler 2606 can be implemented by Figure 8-14 a first micro spoiler 802 of the aircraft wing 800 that is in front of the inboard spoiler 126 and / or implemented as Figure 8-14 a first micro spoiler 802 of the aircraft wing 800 that is in front of the inboard spoiler 126. As another example, Figure 26 the lateral control surface 2602 can be implemented by Figure 8-14 the outboard spoiler 128 of the aircraft wing 800 and / or implemented as Figure 8-14 the outboard spoiler 128 of the aircraft wing 800, and Figure 26 the micro spoiler 2606 can be implemented by Figure 8-14 a second micro spoiler 804 of the aircraft wing 800 that is in front of the outboard spoiler 128 and / or implemented as Figure 8-14 a second micro spoiler 804 of the aircraft wing 800 that is in front of the outboard spoiler 128. As another example, Figure 26 the lateral control surface 2602 can be implemented by Figure 8-14 the flaperon 130 of the aircraft wing 800 and / or implemented as Figure 8-14 the flaperon 130 of the aircraft wing 800, and Figure 26 the micro spoiler 2606 can be implemented by Figure 8-14 a third micro spoiler 806 of the aircraft wing 800 that is in front of the flaperon 130 and / or implemented as Figure 8-14 a third micro spoiler 806 of the aircraft wing 800 that is in front of the flaperon 130. As another example, Figure 26 the lateral control surface 2602 can be implemented by Figure 8-14 the aileron 132 of the aircraft wing 800 and / or implemented as Figure 8-14 the aileron 132 of the aircraft wing 800, and Figure 26 the micro spoiler 2606 can be implemented by Figure 8-14 a fourth micro spoiler 808 of the aircraft wing 800 that is in front of the aileron 132 and / or implemented as Figure 8-14 a fourth micro spoiler 808 of the aircraft wing 800 that is in front of the aileron 132.

[0149] As another example, Figure 26 the lateral control surface 2602 can be implemented by Figure 15-21 the inboard spoiler 126 of the aircraft wing 1500 and / or implemented as Figure 15-21 the inboard spoiler 126 of the aircraft wing 1500, and Figure 26 the micro spoiler 2606 can be implemented by Figure 15-21The first micro spoiler 1502 of the aircraft wing 1500 located on the inboard spoiler 126 is implemented as and / or implements Figure 15-21 The first micro spoiler 1502 of the aircraft wing 1500 located on the inboard spoiler 126. As another example, Figure 26 The lateral control surface 2602 can be Figure 15-21 Implemented as and / or implemented by the outboard spoiler 128 of the aircraft wing 1500 Figure 15-21 The outboard spoiler 128 of the aircraft wing 1500, and Figure 26 The micro spoiler 2606 can be Figure 15-21 Implemented as and / or implemented by the second micro spoiler 1504 of the aircraft wing 1500 located on the outboard spoiler 128 Figure 15-21 The second micro spoiler 1504 of the aircraft wing 1500 located on the outboard spoiler 128. As another example, Figure 26 The lateral control surface 2602 can be Figure 15-21 Implemented as and / or implemented by the flaperon 130 of the aircraft wing 1500 Figure 15-21 The flaperon 130 of the aircraft wing 1500, and Figure 26 The micro spoiler 2606 can be Figure 15-21 Implemented as and / or implemented by the third micro spoiler 1506 of the aircraft wing 1500 located on the flaperon 130 Figure 15-21 The third micro spoiler 1506 of the aircraft wing 1500 located on the flaperon 130. As another example, Figure 26 The lateral control surface 2602 can be Figure 15-21 Implemented as and / or implemented by the aileron 132 of the aircraft wing 1500 Figure 15-21 The aileron 132 of the aircraft wing 1500, and Figure 26 The micro spoiler 2606 can be Figure 15-21 Implemented as and / or implemented by the fourth micro spoiler 1508 of the aircraft wing 1500 located on the aileron 132 Figure 15-21 The fourth micro spoiler 1508 of the aircraft wing 1500 located on the aileron 132.

[0150] Figure 26 The lateral control surface actuator mechanism 2604 of the control system 2600 can be located (e.g., partially or fully located) Figure 8-14 Within and / or above the aircraft wing 800 or Figure 15-21 Within and / or above the aircraft wing 1500, and can include portions and / or components located within and / or above the fuselage of the aircraft implementing Figure 8-14 The aircraft wing 800 or Figure 15-21 The aircraft wing 1500. Figure 26The lateral control surface actuation mechanism 2604 can be configured to be partially and / or fully assembled within Figure 26 the lateral control surface 2602 thereof and an aircraft wing to which it is movably coupled (e.g., Figure 8-14 the aircraft wing 800, Figure 15-21 the aircraft wing 1500, etc.) and can be configured to move within a desired and / or specified range of positions (e.g., rotate and / or deflect) Figure 26 the lateral control surface 2602 and implemented as or implemented by any number and / or type of actuation mechanisms.

[0151] In some examples, Figure 26 the lateral control surface actuation mechanism 2604 can be implemented as or implemented by an electromechanical actuation system including one or more electronic components. In other examples, Figure 26 the lateral control surface actuation mechanism 2604 can be implemented as or implemented by a hydromechanical actuation system including one or more hydraulic components. In still other examples, Figure 26 the lateral control surface actuation mechanism 2604 can be implemented as or implemented by a pneumatic mechanical actuation system including one or more pneumatic components. Figure 26 The lateral control surface actuation mechanism 2604 can include any number and / or type of mechanical components, including for example any number and / or type of actuators, motors, valves, gears, clutches, latches, pistons, rods, shafts, linkages, pulleys, chains, belts, hinges, pins, biasing elements, shape memory alloys, etc.

[0152] Figure 26 The micro spoiler actuation mechanism 2608 of the control system 2600 can be located (e.g., partially or fully located) Figure 8-14 within and / or above the aircraft wing 800 or Figure 15-21 the aircraft wing 1500, and can include portions and / or components located within and / or above the fuselage of the aircraft that implements Figure 8-14 the aircraft wing 800 or Figure 15-21 the aircraft wing 1500. Figure 26 The micro spoiler actuation mechanism 2608 can be configured to be partially and / or fully assembled within Figure 26 the micro spoiler 2606 thereof and an aircraft wing to which it is movably coupled (e.g., Figure 8-14 the aircraft wing 800, Figure 15-21 the aircraft wing 1500, etc.) and can be configured to move within a desired and / or specified range of positions (e.g., rotate and / or deflect) Figure 26Any number and / or any type of actuation mechanism of the micro spoiler 2606 is implemented and / or realized as that any number and / or any type of actuation mechanism.

[0153] In some examples, Figure 26 the micro spoiler 2606 of the control system 2600 is movably coupled to Figure 26 the lateral control surface 2602 of the control system 2600. In such examples, Figure 26 the micro spoiler actuation mechanism 2608 of the control system 2600 can be located (e.g., partially or fully) Figure 26 within and / or above the lateral control surface 2602 of the control system 2600. In such examples, Figure 26 the micro spoiler actuation mechanism 2608 can be configured to be partially and / or fully assembled within Figure 26 the micro spoiler 2606 that is movably coupled thereto Figure 26 and above the lateral control surface 2602 and can be configured to move (e.g., rotate and / or deflect) within a desired and / or specified position range Figure 26 any number of actuation mechanisms of the micro spoiler 2606 and / or the actuation mechanism is implemented and / or realized as that any number of actuation mechanisms and / or the actuation mechanism.

[0154] In some examples, Figure 26 the micro spoiler actuation mechanism 2608 can be implemented and / or realized as an electromechanical actuation system including one or more electronic components. In other examples, Figure 26 the micro spoiler actuation mechanism 2608 can be implemented and / or realized as a hydromechanical actuation system including one or more hydraulic components. In other examples, Figure 26 the micro spoiler actuation mechanism 2608 can be implemented and / or realized as a pneumatic mechanical actuation system including one or more pneumatic components and / or the pneumatic mechanical actuation system. Figure 26 the micro spoiler actuation mechanism 2608 can include any number and / or type of mechanical components, including for example any number and / or type of actuators, motors, valves, gears, clutches, latches, pistons, rods, shafts, linkages, pulleys, chains, belts, hinges, pins, biasing elements, shape memory alloys, etc.

[0155] Figure 26 The controller 2610 of the control system 2600 can be located (e.g., partially or fully located) Figure 8-14 within and / or above the aircraft wing 800 or Figure 15-21 the aircraft wing 1500, or can be located to implement Figure 8-14 the aircraft wing 800 or Figure 15-21within and / or above the fuselage of an aircraft of the aircraft wing 1500. Figure 26 The controller 2610 can be configured to control Figure 26 the lateral control surface actuation mechanism 2604 and / or the micro spoiler actuation mechanism 2608 of the control system 2600 and / or can be configured to receive and / or process data sensed, measured, and / or detected by Figure 26 the lateral control surface sensor 2612, the micro spoiler sensor 2614, and / or one or more other sensors 2616 of the control system 2600, and is implemented as and / or implemented by any number and / or type of hardware elements. Figure 26 The controller 2610 can be implemented by one or more controllers, one or more processors, one or more microcontrollers, one or more microprocessors, and / or one or more circuits. In some examples, the controller 2610 can include: a first controller dedicated to controlling Figure 26 the lateral control surface actuation mechanism 2604 of the control system 2600; and a second dedicated controller configured to independently control Figure 26 the micro spoiler actuation mechanism 2608 of the control system 2600.

[0156] Figure 26 The lateral control surface sensor 2612 of the control system 2600 can be located Figure 26 on the lateral control surface 2602. For example, Figure 26 the lateral control surface sensor 2612 can be located Figure 8-14 on the aircraft wing 800 or Figure 15-21 any lateral control surface (e.g., inboard spoiler 126, outboard spoiler 128, flaperon 130, or aileron 132) of the aircraft wing 1500. Figure 26 The lateral control surface sensor 2612 is configured to sense, measure, and / or detect Figure 26 the position and / or angle of the lateral control surface 2602 (e.g., relative to a reference position and / or orientation). For example, Figure 26 the lateral control surface sensor 2612 can be configured to sense, measure, and / or detect Figure 8-14 the position and / or angle of a lateral control surface (e.g., inboard spoiler 126, outboard spoiler 128, flaperon 130, or aileron 132) of the aircraft wing 800 or Figure 15-21 the aircraft wing 1500 (e.g., relative to a reference position and / or orientation).

[0157] Figure 26 The micro spoiler sensor 2614 of the control system 2600 can be located Figure 26on the micro spoiler 2606. For example, the micro spoiler sensor 2614 may be located Figure 8-14 on any micro spoiler (e.g., the first micro spoiler 802, the second micro spoiler 804, the third micro spoiler 806, or the fourth micro spoiler 808) of the aircraft wing 800, or on Figure 15-21 any micro spoiler (e.g., the first micro spoiler 1502, the second micro spoiler 1504, the third micro spoiler 1506, or the fourth micro spoiler 1508) of the aircraft wing 1500. Figure 26 The micro spoiler sensor 2614 is configured to sense, measure, and / or detect Figure 26 the position and / or angle (e.g., relative to a reference position and / or orientation) of the micro spoiler 2606. For example, Figure 26 the micro spoiler sensor 2614 may be configured to sense, measure, and / or detect Figure 8-14 the position and / or angle (e.g., relative to a reference position and / or orientation) of a micro spoiler (e.g., the first micro spoiler 802, the second micro spoiler 804, the third micro spoiler 806, or the fourth micro spoiler 808) of the aircraft wing 800 or Figure 15-21 the position and / or angle (e.g., relative to a reference position and / or orientation) of a micro spoiler (e.g., the first micro spoiler 1502, the second micro spoiler 1504, the third micro spoiler 1506, or the fourth micro spoiler 1508) of the aircraft wing 1500.

[0158] Figure 26 One or more other sensors 2616 of the control system 2600 may be located Figure 8-14 inside and / or above the aircraft wing 800 or Figure 15-21 inside and / or above the aircraft wing 1500, and / or may include portions and / or components located inside and / or above the fuselage of the aircraft that implements Figure 8-14 the aircraft wing 800 or Figure 15-21 the aircraft wing 1500. For example, Figure 26 one or more other sensors 2616 may include one or more lift control surface sensors located on Figure 8-14 any lift control surface (e.g., the inboard slat 118, the outboard slat 120, the inboard flap 122, or the outboard flap 124) of the aircraft wing 800 or Figure 15-21 the aircraft wing 1500. In such an example, the one or more lift control surface sensors may be configured to sense, measure, and / or detect Figure 8-14 the aircraft wing 800 or Figure 15-21The position and / or angle (e.g., relative to a reference position and / or orientation) of one or more lift control surfaces (e.g., inboard slat 118, outboard slat 120, inboard flap 122, or outboard flap 124) of the aircraft wing 1500. Figure 26 Other sensors 2616 may additionally or alternatively include one or more angle-of-attack sensors, one or more attitude sensors, one or more altitude sensors, one or more airspeed sensors, and / or one or more Mach number sensors, which are respectively configured to sense, measure, and / or detect one or more other parameters related to the aircraft associated with the aircraft wing 800 or Figure 8-14 the aircraft wing 800 or Figure 15-21 the aircraft wing 1500. Such one or more other parameters may include, for example, Figure 8-14 the angle of attack of the aircraft wing 800 (e.g., the angle between the chord line of the aircraft wing and the relative direction of the airflow with respect to the aircraft wing) or Figure 15-21 the angle of attack of the aircraft wing 1500 (e.g., the angle between the chord line of the aircraft wing and the relative direction of the airflow with respect to the aircraft wing) and / or to achieve Figure 8-14 the aircraft wing 800 or Figure 15-21 any one of the attitude, altitude, airspeed, or Mach number of the aircraft associated with the aircraft wing 1500.

[0159] The lateral control surface 2602 can be moved (e.g., rotated and / or deflected) in a controlled manner to any number of positions within the possible position range of the lateral control surface 2602. One or more controlled movements of the lateral control surface 2602 occur via Figure 26 the lateral control surface actuator mechanism 2604 of the control system 2600, where the lateral control surface actuator mechanism 2604 is managed and / or controlled via the controller 2610 of the control system 2600. The controller 2610 generates and / or sends one or more signals, one or more commands, and / or one or more instructions that cause the lateral control surface actuator mechanism 2604 to move the lateral control surface 2602 to one or more positions (e.g., neutral position, first upward deflection position, second upward deflection position extending beyond the first upward deflection position, etc.) specified, indicated, and / or derived by the one or more signals, one or more commands, and / or one or more instructions. Figure 26 In some examples, the controller 2610 is configured to generate one or more signals, one or more commands, and / or one or more instructions that cause the lateral control surface actuator mechanism 2604 in response to the controller 2610 determining and / or detecting a threshold parameter associated with the position of the lateral control surface 2602, the position of the micro spoiler 2606, and / or more generally, to achieve

[0160] Figure 26 ​The operation of the aircraft's control system 2600 has been sensed, measured, and / or detected by one or more of the lateral control surface sensors 2612, micro spoiler sensors 2614, and / or one or more other sensors 2616 of the control system 2600, causing the lateral control surface 2602 to move to a specified position. Figure 26

[0161] The micro spoilers 2606 of Figure 26 can be moved (e.g., rotated and / or deflected) in a controlled manner to any number of positions within the range of possible positions of the micro spoilers 2606. One or more controlled movements of the micro spoilers 2606 occur via Figure 26 the micro spoiler actuator mechanism 2608 of the control system 2600, where the micro spoiler actuator mechanism 2608 is managed and / or controlled via the controller 2610 of the control system 2600. The controller 2610 generates and / or sends one or more signals, one or more commands, and / or one or more instructions that cause the micro spoiler actuator mechanism 2608 to move the micro spoilers 2606 to one or more positions (e.g., retracted position, deployed position, etc.) specified, indicated, and / or derived by the one or more signals, one or more commands, and / or one or more instructions.

[0162] In some examples, the controller 2610 is configured to generate one or more signals, one or more commands, and / or one or more instructions that cause the micro spoiler actuator mechanism 2608 to move the micro spoilers 2606 in response to the controller 2610 determining and / or detecting Figure 26 that the lateral control surface 2602 is moving from one position to another position or moving towards another position. For example, the controller 2610 may be configured to generate one or more signals, one or more commands, and / or one or more instructions that cause the micro spoiler actuator mechanism 2608 to move the micro spoilers 2606 from a retracted position to a deployed position in response to the controller 2610 determining and / or detecting Figure 26 that the lateral control surface 2602 is moving from a neutral position to a first upward deflected position or moving towards a first upward deflected position. The controller 2610 may further be configured to generate one or more signals, one or more commands, and / or one or more instructions that cause the micro spoiler actuator mechanism 2608 to move the micro spoilers 2606 in response to the controller 2610 determining and / or detecting Figure 26The lateral control surface 2602 is moving from the first upward deflection position to the second upward deflection position extending beyond the first upward deflection position or toward the second upward deflection position extending beyond the first upward deflection position to move the micro spoiler wing 2606 from the deployed position to the retracted position. The controller 2610 may alternatively be configured to generate one or more signals, one or more commands, and / or one or more instructions that cause the micro spoiler wing actuation mechanism 2608 to respond to the controller 2610 determining and / or detecting that the micro spoiler wing actuation mechanism 2608 is in a state of being ... Figure 26 The lateral control surface 2602 is moving from the first upwardly deflected position to the second upwardly deflected position or moving toward the second upwardly deflected position to maintain the micro spoiler wing 2606 in its deployed position.

[0163] Figure 27 is a block diagram of a second example control system 2700 configured to control movement of micro-spoiler wings associated with lateral control surfaces of an aircraft wing. Figure 27 The control system 2700 includes an example lateral control surface 2702 , an example lateral control surface actuator 2704 , an example micro-spoiler 2706 , an example controller 2708 , an example lateral control surface sensor 2710 , and an example micro-spoiler sensor 2712 . Figure 27 The control system 2700 may also include one or more example other sensors 2714, including, for example, one or more lift control surface sensors (e.g., inboard slat sensors, outboard slat sensors, inboard flap sensors, outboard flap sensors, etc.), angle of attack sensors, attitude sensors, altitude sensors, airspeed sensors, Mach number sensors, etc.

[0164] exist Figure 27 In the example shown, lateral control surface actuation mechanism 2704 is operably coupled to lateral control surface 2702. Micro-spoiler 2706 is mechanically driven (e.g., via any type and / or any number of engaged mechanical couplings, including gears, clutches, rods, pistons, shafts, connecting rods, pulleys, chains, belts, hinges, pins, biasing elements, fasteners, etc.) to lateral control surface actuation mechanism 2704, such that movement and / or position of micro-spoiler 2706 is mechanically dependent on movement and / or position of lateral control surface 2702. Controller 2708 is operably coupled to lateral control surface actuation mechanism 2704. Lateral control surface sensor 2710, micro-spoiler sensor 2712, and one or more other sensors 2714 are each operably coupled to controller 2708.

[0165] Can include Figure 8-14 Aircraft wing 800 or Figure 15-21 The aircraft wing of 1500 is realized in the aircraft Figure 27control system 2700. For example, the lateral control surface 2702 of the control system 2700 may be implemented by and / or implemented as any lateral control surface (e.g., inboard spoiler 126, outboard spoiler 128, flaperon 130, or aileron 132) of the aircraft wing 800 of Figure 8-14 or implemented as such a lateral control surface, or by Figure 15-21 any lateral control surface (e.g., inboard spoiler 126, outboard spoiler 128, flaperon 130, or aileron 132) of the aircraft wing 1500 of Figure 8-14 or implemented as such a micro spoiler. As another example, the micro spoiler 2706 of the control system 2700 may be implemented by and / or implemented as any micro spoiler (e.g., first micro spoiler 802, second micro spoiler 804, third micro spoiler 806, or fourth micro spoiler 808) of the aircraft wing 800 of Figure 15-21 or implemented as such a micro spoiler, or by

[0166] Preferably, Figure 27 the lateral control surface 2702 and the micro spoiler 2706 of the control system 2700 are implemented by and / or implemented as lateral control surfaces and micro spoilers that are associated with each other (e.g., associated in terms of position and / or function). For example, Figure 27 the lateral control surface 2702 may be implemented by and / or implemented as Figure 8-14 the inboard spoiler 126 of the aircraft wing 800 of Figure 8-14 the inboard spoiler 126 of the aircraft wing 800, and Figure 27 the micro spoiler 2706 may be implemented by and / or implemented as Figure 8-14 the first micro spoiler 802 of the aircraft wing 800 that is in front of the inboard spoiler 126 of Figure 8-14 the first micro spoiler 802 of the aircraft wing 800 that is in front of the inboard spoiler 126. As another example, Figure 27 the lateral control surface 2702 may be implemented by and / or implemented as Figure 8-14 the outboard spoiler 128 of the aircraft wing 800 of Figure 8-14 the outboard spoiler 128 of the aircraft wing 800, and Figure 27 the micro spoiler 2706 may be implemented by and / or implemented as Figure 8-14 the second micro spoiler 804 of the aircraft wing 800 that is in front of the outboard spoiler 128 of Figure 8-14The second micro spoiler 804 of the aircraft wing 800 that is located forward of the outboard spoiler 128. As another example, Figure 27 The lateral control surface 2702 can be formed by Figure 8-14 The flaperon 130 of the aircraft wing 800 and / or be formed as Figure 8-14 The flaperon 130 of the aircraft wing 800, and Figure 27 The micro spoiler 2706 can be formed by Figure 8-14 The third micro spoiler 806 of the aircraft wing 800 that is located forward of the flaperon 130 and / or be formed as Figure 8-14 The third micro spoiler 806 of the aircraft wing 800 that is located forward of the flaperon 130. As another example, Figure 27 The lateral control surface 2702 can be formed by Figure 8-14 The aileron 132 of the aircraft wing 800 and / or be formed as Figure 8-14 The aileron 132 of the aircraft wing 800, and Figure 27 The micro spoiler 2706 can be formed by Figure 8-14 The fourth micro spoiler 808 of the aircraft wing 800 that is located forward of the aileron 132 and / or be formed as Figure 8-14 The fourth micro spoiler 808 of the aircraft wing 800 that is located forward of the aileron 132.

[0167] As another example, Figure 27 The lateral control surface 2702 can be formed by Figure 15-21 The inboard spoiler 126 of the aircraft wing 1500 and / or be formed as Figure 15-21 The inboard spoiler 126 of the aircraft wing 1500, and Figure 27 The micro spoiler 2706 can be formed by Figure 15-21 The first micro spoiler 1502 on the inboard spoiler 126 of the aircraft wing 1500 and / or be formed as Figure 15-21 The first micro spoiler 1502 on the inboard spoiler 126 of the aircraft wing 1500. As another example, Figure 27 The lateral control surface 2702 can be formed by Figure 15-21 The outboard spoiler 128 of the aircraft wing 1500 and / or be formed as Figure 15-21 The outboard spoiler 128 of the aircraft wing 1500, and Figure 27 The micro spoiler 2706 can be formed by Figure 15-21 The second micro spoiler 1504 of the aircraft wing 1500 that is located forward of one of the outboard spoilers 128 and / or be formed as Figure 15-21 The second micro spoiler 1504 of the aircraft wing 1500 that is located forward of one of the outboard spoilers 128. As another example, Figure 27The lateral control surface 2702 can be implemented by and / or implemented as Figure 15-21 the flaperon 130 of the aircraft wing 1500 of Figure 15-21 the flaperon 130 of the aircraft wing 1500 of, and Figure 27 the micro spoiler 2706 can be implemented by and / or implemented as Figure 15-21 the third micro spoiler 1506 located on the flaperon 130 of the aircraft wing 1500 of Figure 15-21 the third micro spoiler 1506 located on the flaperon 130 of the aircraft wing 1500 of. As another example, Figure 27 the lateral control surface 2702 can be implemented by and / or implemented as Figure 15-21 the aileron 132 of the aircraft wing 1500 of Figure 15-21 the aileron 132 of the aircraft wing 1500 of, and Figure 27 the micro spoiler 2706 can be implemented by and / or implemented as Figure 15-21 the fourth micro spoiler 1508 located on the aileron 132 of the aircraft wing 1500 of Figure 15-21 the fourth micro spoiler 1508 located on the aileron 132 of the aircraft wing 1500 of.

[0168] Figure 27 The lateral control surface actuator mechanism 2704 of the control system 2700 can be located (e.g., partially or fully located) in Figure 8-14 the aircraft wing 800 or Figure 15-21 within and / or above the aircraft wing of, and can include portions and / or components located within and / or above the fuselage of the aircraft of the aircraft wing 800 or Figure 8-14 the aircraft wing 800 or Figure 15-21 the aircraft wing 1500 of. Figure 27 The lateral control surface actuator mechanism 2704 can be implemented by and / or implemented as any number and / or type of actuator mechanisms capable of being configured to be partially and / or fully assembled within and / or above the aircraft wing (e.g., Figure 27 the lateral control surface 2702 movably coupled thereto, such as the aircraft wing 800 of Figure 8-14 the aircraft wing 800, Figures 15 - 21 the aircraft wing 1500, etc.) and capable of being configured to move (e.g., rotate and / or deflect) within a desired and / or specified position range Figure 27 of the lateral control surface 2702.

[0169] In some examples, Figure 27 the lateral control surface actuator mechanism 2704 can be implemented by and / or implemented as an electromechanical actuator system including one or more electronic components. In other examples, Figure 27The lateral control surface actuating mechanism 2704 can be implemented by and / or implemented as a hydromechanical actuating system including one or more hydraulic components. In other additional examples, Figure 27 The lateral control surface actuating mechanism 2704 can be implemented by and / or implemented as a pneumomechanical actuating system including one or more pneumatic components. Figure 27 The lateral control surface actuating mechanism 2704 can include any number and / or type of mechanical components, including for example any number and / or type of actuators, motors, valves, gears, clutches, latches, pistons, rods, shafts, linkages, pulleys, chains, belts, hinges, pins, biasing elements, shape memory alloys, etc.

[0170] Figure 27 The controller 2708 of the control system 2700 can be located (e.g., partially or wholly located) Figures 8 - 14 within or above the aircraft wing 800 or Figures 15 - 21 within the aircraft wing, or can be located within and / or above the fuselage of an aircraft implementing Figures 8 - 14 the aircraft wing 800 or Figures 15 - 21 the aircraft wing 1500. Figure 27 The controller 2708 can be implemented by and / or implemented as any number and / or type of hardware elements capable of being configured to control Figure 27 the lateral control surface actuating mechanism 2704 of the control system 2700 and / or capable of being configured to receive and / or process data sensed, measured, and / or detected by Figure 27 the lateral control surface sensor 2710, the micro spoiler sensor 2712, and / or one or more other sensors 2714 of the control system 2700. Figure 27 The controller 2708 can be implemented by one or more controllers, one or more processors, one or more microcontrollers, one or more microprocessors, and / or one or more circuits.

[0171] Figure 27 The lateral control surface sensor 2710 of the control system 2700 can be located Figure 27 on the lateral control surface 2702. For example, Figure 27 the lateral control surface sensor 2710 can be located Figures 8 - 14 on any lateral control surface (e.g., inboard spoiler 126, outboard spoiler 128, flaperon 130, or aileron 132) of the aircraft wing 800 or Figures 15 - 21 the aircraft wing 1500. Figure 27 The lateral control surface sensor 2710 is configured to sense, measure, and / or detect Figure 27The position and / or angle (e.g., relative to a reference position and / or orientation) of the lateral control surface 2702. For example, Figure 27 The lateral control surface sensor 2710 of can be configured to sense, measure, and / or detect Figures 8 - 14 An aircraft wing 800 of or Figures 15 - 21 The position and / or angle (e.g., relative to a reference position and / or orientation) of a lateral control surface (e.g., inboard spoiler 126, outboard spoiler 128, flaperon 130, or aileron 132) of the aircraft wing 1500.

[0172] Figure 27 The micro spoiler sensor 2712 of the control system 2700 of can be located Figure 27 On the micro spoiler 2706 of. For example, the micro spoiler sensor 2712 can be located Figures 8 - 14 On any micro spoiler (e.g., first micro spoiler 802, second micro spoiler 804, third micro spoiler 806, or fourth micro spoiler 808) of the aircraft wing 800 of, or on Figures 15 - 21 On any micro spoiler (e.g., first micro spoiler 1502, second micro spoiler 1504, third micro spoiler 1506, or fourth micro spoiler 1508) of the aircraft wing 1500 of. Figure 27 The micro spoiler sensor 2712 of is configured to sense, measure, and / or detect Figure 27 The position and / or angle (e.g., relative to a reference position and / or orientation) of the micro spoiler 2706 of. For example, Figure 27 The micro spoiler sensor 2712 of can be configured to sense, measure, and / or detect Figures 8 - 14 A micro spoiler (e.g., first micro spoiler 802, second micro spoiler 804, third micro spoiler 806, or fourth micro spoiler 808) of the aircraft wing 800 of or Figures 15 - 21 The position and / or angle (e.g., relative to a reference position and / or orientation) of a micro spoiler (e.g., first micro spoiler 1502, second micro spoiler 1504, third micro spoiler 1506, or fourth micro spoiler 1508) of the aircraft wing 1500 of.

[0173] Figure 27 One or more other sensors 2714 of the control system 2700 of can be located Figures 8 - 14 Within and / or above the aircraft wing 800 of or Figures 15 - 21 Within and / or above the aircraft wing 1500 of, and / or can include portions and / or components located within and / or above the fuselage of the aircraft that implements Figures 8 - 14 The aircraft wing 800 of or Figures 15 - 21 The aircraft wing 1500 of. For example, Figure 27One or more other sensors 2714 may include those located Figures 8 - 14 on the aircraft wing 800 of Figures 15 - 21 or on any lift control surface (e.g., inboard slat 118, outboard slat 120, inboard flap 122, and / or outboard flap 124) of the aircraft wing 1500 of Figures 8 - 14 the aircraft wing 800 of Figures 15 - 21 or on one or more lift control surfaces (e.g., inboard slat 118, outboard slat 120, inboard flap 122, or outboard flap 124) of the aircraft wing 1500 of Figure 27 The other sensors 2714 may additionally or alternatively include one or more angle-of-attack sensors, one or more attitude sensors, one or more altitude sensors, one or more airspeed sensors, and / or one or more Mach number sensors, which are respectively configured to sense, measure, and / or detect Figures 8 - 14 parameters related to the aircraft of the aircraft wing 800 of Figures 15 - 21 or of the aircraft wing 1500 of Figures 8 - 14 The angle of attack of the aircraft wing 800 (e.g., the angle between the chord line of the aircraft wing and the relative direction of the airflow with respect to the aircraft wing) or Figures 15 - 21 the angle of attack of the aircraft wing 1500 (e.g., the angle between the chord line of the aircraft wing and the relative direction of the airflow with respect to the aircraft wing) and / or to achieve Figures 8 - 14 the attitude, altitude, airspeed, or Mach number of the aircraft of the aircraft wing 800 of Figures 15 - 21 or of the aircraft wing 1500 of

[0174] The lateral control surface 2702 can be moved (e.g., rotated and / or deflected) in a controlled manner to any number of positions within the possible position range of the lateral control surface 2702. One or more controlled movements of the lateral control surface 2702 are via Figure 27 the lateral control surface 2702 of Figure 27The lateral control surface actuation mechanism 2704 of the control system 2700 occurs, where the lateral control surface actuation mechanism 2704 is managed and / or controlled via the controller 2708 of the control system 2700. The controller 2708 generates and / or sends one or more signals, one or more commands, and / or one or more instructions that cause the lateral control surface actuation mechanism 2704 to move the lateral control surface 2702 to one or more positions specified, indicated, and / or derived by the one or more signals, one or more commands, and / or one or more instructions (e.g., neutral position, first upward deflection position, second upward deflection position extending beyond the first upward deflection position, etc.).

[0175] In some examples, the controller 2708 is configured to generate one or more signals, one or more commands, and / or one or more instructions that cause the lateral control surface actuation mechanism 2704 in response to the controller 2708 determining and / or detecting threshold parameters associated with the position of the lateral control surface 2702, the position of the micro spoiler 2706, and / or more generally, implementing Figure 27 the operation of the aircraft of the control system 2700 has been Figure 27 sensed, measured, and / or detected by one or more of the lateral control surface sensor 2710, the micro spoiler sensor 2712, and / or one or more other sensors 2714 of the control system 2700 and move the lateral control surface 2702 to a specified position.

[0176] The Figure 27 micro spoiler 2706 can be moved (e.g., rotated and / or deflected) in a controlled manner to any number of positions within the possible position range of the micro spoiler 2706. One or more controlled movements of the micro spoiler 2706 are mechanically slave to the Figure 27 lateral control surface actuation mechanism 2704 of the Figure 27One or more controlled movements of the lateral control surface 2702. In some examples, the mechanically actuated microspoiler 2706 is configured to move from a retracted position to a deployed position in response to the lateral control surface actuator 2704 moving the lateral control surface 2702 from a neutral position to a first upward deflected position or toward a first upward deflected position. The mechanically actuated microspoiler 2706 may further be configured to move from a deployed position to a retracted position in response to the lateral control surface actuator 2704 moving the lateral control surface 2702 from the first upward deflected position to a second upward deflected position that extends beyond the first upward deflected position or toward a second upward deflected position that extends beyond the first upward deflected position. The mechanically actuated microspoiler 2706 may alternatively be configured to maintain its deployed position in response to the lateral control surface actuator 2704 moving the lateral control surface 2702 from the first upward deflected position to the second upward deflected position or toward the second upward deflected position.

[0177] In view of the foregoing, it will be appreciated that an aircraft wing having an example microspoiler configured to enhance the effectiveness of an example lateral control surface of an aircraft wing as disclosed above is advantageous over known aircraft wings that lack such microspoilers. In some of the disclosed examples, the lateral control surface is movably coupled to the aircraft wing and the microspoiler is located on or forward of the lateral control surface. The microspoiler is movable between a retracted position and a deployed position relative to the aircraft wing and / or relative to the lateral control surface and is configured to move from the retracted position to the deployed position based on the lateral control surface being positioned at a small upward deflection (e.g., five degrees (5°) upward) relative to a neutral (e.g., undeflected) position of the lateral control surface. Moving the microspoiler from the retracted position to the deployed position when the lateral control surface is positioned at a small upward deflection advantageously prevents reattachment of the flow on the lateral control surface. In the case of hypersonic Mach numbers, this advantageous change in the flow field created by deploying the microspoiler can minimize or completely eliminate an adverse reduction or reversal of the lateral control surface effect that would otherwise be expected when the lateral control surface is positioned at a small upward deflection.

[0178] In some disclosed examples, the lateral control surface is actuated via a first actuator configured to move the lateral control surface, and the micro-spoiler is actuated separately and / or independently via a second actuator configured to move the micro-spoiler. In other disclosed examples, the lateral control surface is actuated via an actuator configured to move the lateral control surface, and the micro-spoiler is mechanically driven (e.g., via any type and / or any number of mechanical couplings engaged, including gears, clutches, rods, pistons, shafts, connecting rods, pulleys, chains, belts, hinges, pins, biasing elements, fasteners, etc.) to the lateral control surface and / or driven to the actuator configured to move the lateral control surface, so that the movement and / or position of the micro-spoiler mechanically depends on the movement and / or position of the lateral control surface.

[0179] The following paragraphs provide various examples of the examples disclosed herein.

[0180] Example 1 includes an aircraft including a wing, a lateral control surface, and a micro-spoiler. The lateral control surface of Example 1 is movably connected to the wing. The lateral control surface can move between a neutral position, a first upward deflection position, and a second upward deflection position extending beyond the first upward deflection position. The micro-spoiler of Example 1 is located on or in front of the lateral control surface. The micro-spoiler can move between a retracted position and an extended position. The micro-spoiler is configured to move from the retracted position to the extended position based on the lateral control surface moving from the neutral position to the first upward deflection position or moving toward the first upward deflection position.

[0181] Example 2 includes the aircraft of Example 1, wherein the micro-spoiler includes an upper surface having a chordwise dimension between about one percent and about five percent of a local chord when the micro-spoiler is in a retracted position, wherein the local chord is measured from a leading edge of the wing to a trailing edge of the wing at a location local to the micro-spoiler.

[0182] Example 3 includes the aircraft of any of Examples 1-2, wherein the micro-spoiler is movably coupled to the wing and is located forward of the lateral control surface.

[0183] Example 4 includes the aircraft of any of Examples 1-2, wherein the micro-spoiler wing is movably coupled to the lateral control surface.

[0184] Example 5 includes the aircraft of any of Examples 1-4, wherein the first upwardly deflected position is at an angle of approximately five degrees from the neutral position, and the second upwardly deflected position is at an angle of approximately fifteen degrees from the neutral position.

[0185] Example 6 includes an aircraft according to any one of Examples 1-5, wherein the micro spoiler is further configured to move from the deployed position to the retracted position based on the lateral control surface moving from a first upward deflected position to a second upward deflected position or moving toward the second upward deflected position.

[0186] Example 7 includes an aircraft according to any one of Examples 1-6, wherein the aircraft further includes a first actuation mechanism, a second actuation mechanism, and a controller. The first actuation mechanism of Example 7 is operably coupled to the lateral control surface and is configured to move the lateral control surface. The second actuation mechanism of Example 7 is operably coupled to the micro spoiler and is configured to move the micro spoiler independently of the first actuation mechanism moving the lateral control surface. The controller of Example 7 is operably coupled to the first and second actuation mechanisms and is configured to independently control the first and second actuation mechanisms.

[0187] Example 8 includes the aircraft according to Example 7, wherein the controller is configured to command the first actuation mechanism and the second actuation mechanism to simultaneously move the lateral control surface from the neutral position toward the first upward deflected position and move the micro spoiler from the retracted position toward the deployed position.

[0188] Example 9 includes an aircraft according to any one of Examples 1-6, wherein the aircraft further includes an actuation mechanism and a controller. The actuation mechanism of Example 9 is operably coupled to the lateral control surface and is configured to move the lateral control surface. The actuation mechanism is configured to mechanically couple the micro spoiler to the lateral control surface such that the micro spoiler moves based on the actuation mechanism moving the lateral control surface. The controller of Example 9 is operably coupled to the actuation mechanism and is configured to control the actuation mechanism.

[0189] Example 10 includes an aircraft according to any one of Examples 1-9, wherein the lateral control surface is a spoiler.

[0190] Example 11 includes an aircraft according to any one of Examples 1-9, wherein the lateral control surface is a flaperon.

[0191] Example 12 includes an aircraft according to any one of Examples 1-9, wherein the lateral control surface is an aileron.

[0192] Example 13 includes a method that includes moving a lateral control surface coupled to an aircraft wing from a neutral position to a first upward deflected position and from the first upward deflected position to a second upward deflected position that extends beyond the first upward deflected position. The method of Example 13 further includes moving a micro spoiler located on or in front of the lateral control surface from a retracted position to a deployed position based on the lateral control surface moving from the neutral position to the first upward deflected position or moving toward the first upward deflected position.

[0193] Example 14 includes the method described in Example 13, wherein the micro spoiler includes an upper surface that has a chordwise dimension between about one percent and about five percent of the local chord when the micro spoiler is in the retracted position, where the local chord is measured from the leading edge of the wing to the trailing edge of the wing at the location local to the micro spoiler.

[0194] Example 15 includes the method described in any one of Examples 13 - 14, wherein the micro spoiler is movably coupled to the wing and is located forward of the lateral control surface.

[0195] Example 16 includes the method described in any one of Examples 13 - 14, wherein the micro spoiler is movably coupled to the lateral control surface.

[0196] Example 17 includes the method described in any one of Examples 13 - 16, wherein the first upward deflection position is at an angle of about five degrees with respect to the neutral position, and wherein the second upward deflection position is at an angle of about fifteen degrees with respect to the neutral position.

[0197] Example 18 includes the method described in any one of Examples 13 - 17, wherein the method further includes moving the micro spoiler from the deployed position to the retracted position based on the lateral control surface moving from the first upward deflection position to the second upward deflection position or moving toward the second upward deflection position.

[0198] Example 19 includes the method described in any one of Examples 13 - 18, wherein the method further includes independently controlling a first actuator operably coupled to the lateral control surface and a second actuator operably coupled to the micro spoiler, and wherein the first actuator is configured to move the lateral control surface and the second actuator is configured to move the micro spoiler.

[0199] Example 20 includes the method described in any one of Examples 13 - 18 and further includes controlling an actuator operably coupled to the lateral control surface, wherein the actuator is configured to move the lateral control surface and cause the micro spoiler to mechanically follow the lateral control surface such that the movement of the micro spoiler mechanically depends on the movement of the lateral control surface.

[0200] Although certain example methods, devices, and articles have been disclosed herein, the scope of this patent is not limited thereto. Instead, this patent covers all methods, devices, and articles that fall fully within the scope of the claims of this patent.

Claims

1. An aircraft, comprising: Wing; A lateral control surface movably coupled to the wing, the lateral control surface being movable between a neutral position, a first upwardly deflected position, and a second upwardly deflected position extending beyond the first upwardly deflected position; And A micro spoiler located on or forward of the lateral control surface, the micro spoiler being movable between a retracted position and a deployed position, the micro spoiler being configured to move from the retracted position to the deployed position based on the lateral control surface moving from the neutral position to the first upwardly deflected position or toward the first upwardly deflected position, and the micro spoiler being further configured to move from the deployed position to the retracted position based on the lateral control surface moving from the first upwardly deflected position to the second upwardly deflected position or toward the second upwardly deflected position.

2. The aircraft according to claim 1, wherein, The micro spoiler includes an upper surface having a chordwise dimension between one percent and five percent of the local chord when the micro spoiler is in the retracted position, wherein the local chord is measured from the leading edge of the wing to the trailing edge of the wing at a location local to the micro spoiler.

3. The aircraft according to claim 1, wherein, The micro spoiler is movably coupled to the wing and is located forward of the lateral control surface.

4. The aircraft according to claim 1, wherein, The micro spoiler is movably coupled to the lateral control surface.

5. The aircraft according to claim 1, wherein, The first upwardly deflected position is at an angle of five degrees with respect to the neutral position, and wherein the second upwardly deflected position is at an angle of fifteen degrees with respect to the neutral position.

6. The aircraft according to claim 1, further comprising: A first actuation mechanism operably coupled to the lateral control surface, the first actuation mechanism being configured to move the lateral control surface; A second actuation mechanism operably coupled to the micro spoiler, the second actuation mechanism being configured to move the micro spoiler independently of the first actuation mechanism moving the lateral control surface; And A controller operably coupled to the first actuation mechanism and the second actuation mechanism, the controller being configured to independently control the first actuation mechanism and the second actuation mechanism.

7. The aircraft according to claim 6, wherein, The controller is configured to command the first actuation mechanism and the second actuation mechanism to simultaneously move the lateral control surface from the neutral position toward the first upwardly deflected position and move the micro spoiler from the retracted position toward the deployed position.

8. The aircraft according to claim 1, further comprising: An actuation mechanism operably coupled to the lateral control surface, the actuation mechanism being configured to move the lateral control surface and cause the micro spoiler to mechanically follow the lateral control surface such that the micro spoiler moves based on the actuation mechanism moving the lateral control surface; And A controller operably coupled to the actuation mechanism, the controller being configured to control the actuation mechanism.

9. The aircraft according to claim 1, wherein, The lateral control surface is a spoiler.

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