EP4701927A1

EP4701927A1 - Pop-up spoiler

Info

Publication number: EP4701927A1
Application number: EP24715068.3A
Authority: EP
Inventors: Alan Mann
Original assignee: Airbus Operations Ltd
Current assignee: Airbus Operations Ltd
Priority date: 2023-04-25
Filing date: 2024-03-19
Publication date: 2026-03-04
Also published as: GB2629364A; CN120826351A; GB202306032D0; WO2024223153A1

Abstract

An aircraft wing having a wing profile and a multi-functional pop-up spoiler unit. The pop-up spoiler unit has a first spoiler panel having at least one cut out and a second spoiler panel. The first spoiler panel is moveable between a retracted position in which the first spoiler panel is within the wing profile and an extended position in which the first spoiler panel is projected outside the wing profile. The second spoiler panel is moveable between a retracted position in which the second spoiler panel is within the wing profile and an extended position in which the second spoiler panel is projected outside the wing profile. The pop-up spoiler unit is arranged to move between: a first configuration in which the first and second spoiler panels are in their retracted positions; a second configuration in which the first spoiler panel is in an extended position with the at least one first cut out exposed to an airflow over the wing profile; and a third configuration in which the first and second spoiler panels are in their extended positions and exposed to an airflow over the wing profile.

Description

POP-UP SPOILER

FIELD OF THE INVENTION

[0001] The present invention relates to a pop-up spoiler unit for an aircraft wing.

BACKGROUND OF THE INVENTION

[0002] Spoilers are examples of movable components on aircraft usually designed to interrupt airflow over a wing and reduce the lift generated by the wing. They are often located on the upper and lower surfaces of aircraft wings, and may be used during landing to aid in descent and slowing the aircraft by increasing aerodynamic drag and/or spoiling lift.

[0003] Currently spoilers comprise a panel that may be extended out of the profile on the aircraft wing and into the airflow over the wing to disrupt airflow. Although they may be extended to different heights over the wing, spoilers are effectively binary in that they are either extended or retracted. There is a desire to improve this limitation of spoiler design.

SUMMARY OF THE INVENTION

[0004] A first aspect of the invention provides an aircraft wing having a wing profile and a multi-functional pop-up spoiler unit, the pop-up spoiler unit comprising: a first spoiler panel having at least one cut out; and a second spoiler panel, wherein the first spoiler panel is moveable between a retracted position in which the first spoiler panel is within the wing profile and an extended position in which the first spoiler panel is projected outside the wing profile, and wherein the second spoiler panel is moveable between a retracted position in which the second spoiler panel is within the wing profile and an extended position in which the second spoiler panel is projected outside the wing profile, and wherein the pop-up spoiler unit is arranged to move between: a first configuration in which the first and second spoiler panels are in their retracted positions; a second configuration in which the first spoiler panel is in an extended position with the at least one first cut out exposed to an airflow over the wing profile; and a third configuration in which the first and second spoiler panels are in their extended positions and exposed to an airflow over the wing profile.

[0005] The cut out in the spoiler panel allows airflow through the spoiler panel when the spoiler panel is extended into the airflow over the wing. A spoiler panel with a cut out has been shown to provide improved spoiler effect across a broader range of incidence angles of the wing compared with a solid panel having no cut outs. A solid panel without cut outs has been shown to provide improved lift reduction compared with a spoiler panel with a cut out but only across a more limited range of incidence angles of the wing, especially at higher incidence angles of aircraft wing operation. Spoiler effect is the amount of aerodynamic drag and/or lift spoiling that the spoiler generates on the wing during flight. Other cut outs in the spoiler panels that would not be exposed to the airflow over the wing when the panel is extended into the airflow would not have any effect on the spoiler performance, so the cut outs referenced here are the exposed cut outs.

[0006] In the second configuration the second spoiler panel may be in its retracted position. This may allow limited spoiler effect as only the first spoiler panel is extended when the second spoiler panel is retracted, and a portion of the air flowing over the wing can pass through the first cut out in the first spoiler panel.

[0007] In the second configuration the second spoiler panel may be in an extended position. In certain examples this arrangement may still allow air to flow through the first cut out in the first spoiler panel. Having both the first and second spoiler panels extended in the second configuration may allow greater spoiler effect.

[0008] The second spoiler panel may have no cut outs. This may provide maximum lift reduction when the second spoiler panel is fully extended.

[0009] The second spoiler panel may have at least one second cut out. Providing a second spoiler panel having a cut out may enable the spoiler effect from the first and second spoiler panels when extended to be available across a broader range of incidence angles of the wing.

[0010] In the third configuration the second spoiler panel may obstruct the first cut out in the first spoiler panel to substantially prevent airflow through the first cut out. This may enable the spoiler unit to be configured to provide maximum spoiler effect using the first spoiler panel.

[0011] In the second and/or third configurations portions of the first and second spoiler panels projected outside the wing profile may be overlapping. By overlapping portions of the first and second spoiler panels the surface area of the first and second spoiler panels that is exposed to the airflow over the wing may be reduced even when both the first and second spoiler panels are extended compared to if there was no overlap.

[0012] Between the second and third configurations the first and second spoiler panels may move laterally with respect to one another in the wing spanwise direction. Providing panels that move laterally to one another may allow greater control over the spoiler effect generated, for example it may be used to vary the exposed area of the spoiler panels to the airflow over the wing.

[0013] In the second and/or third configurations portions of the first and second spoiler panels projected outside the wing profile may be adjacent and not overlapping. This arrangement may be used to provide a simpler design of spoiler unit but potentially reduces the maximum spoiler effect compared to other examples as the first cut out in the first spoiler panel remains exposed when the first and second spoiler panels are extended.

[0014] Movement of the first and second spoiler panels between the first, second and third configurations may be controlled by a common drive mechanism. Using a common drive mechanism may reduce complexity, size and weight of the spoiler unit.

[0015] The first and second spoiler panels may each have a slot. Movement of one or more pins along the respective slots may effect movement of the first and second spoiler panels between the first, second and third configurations. Using a pin and slot allows a continuous range of motion of the spoiler unit, such that in addition to the three configurations defined previously further configurations are attainable, for example spoiler deployment between the first and second configurations and/or between the second and third configurations.

[0016] A single common pin may be arranged to move along both of the slots. This may reduce the complexity of the drive mechanism. [0017] A common actuator may drive a pair of pins. One of the pins of the pair of pins may be arranged to move along each of the respective slots. This arrangement may allow different types of actuators such as rotary actuators to be more readily used.

[0018] The first spoiler panel may have at least one slot. The second spoiler panel may have a pin. Movement of the second spoiler panel may cause the pin to move in the slot and consequent movement of the first spoiler panel. Alternatively, movement of the first spoiler panel may cause the pin to move in the slot, which may cause movement of the second spoiler panel.

[0019] The second spoiler panel may be arranged to rotate and the first spoiler panel may be arranged to translate. This arrangement may provide a more compact arrangement, wherein a smaller second spoiler panel can be rotated to cover the first cut out in the first spoiler panel when the first spoiler panel is extended.

[0020] The first and second spoiler panels may be arranged to be moved by one or more linear or rotary actuators.

[0021] Deployment of the pop-up spoiler unit may be arranged to place the spoiler in the second configuration in between the first configuration and the third configuration in a sequence.

[0022] The second configuration may be used for roll control of the aircraft wing and/or when the wing is at relatively low incidence.

[0023] The third configuration may be used for gust load alleviation of the aircraft wing and/or wherein the wing is at relatively high incidence.

BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Embodiments of the invention will now be described with reference to the accompanying drawings, in which:

[0025] Figure 1 shows an aircraft;

[0026] Figure 2 shows a schematic representation of a sequenced pop-up spoiler unit on an aircraft wing;

[0027] Figure 3 shows a first example of a sequenced pop-up spoiler unit; [0028] Figures 4A, 4B and 4C show a method of actuating the sequenced pop-up spoiler unit of Figure 3;

[0029] Figures 5A, 5B and 5C show a further method of actuating the sequenced popup spoiler unit of Figure 3;

[0030] Figure 6 shows a second example of a sequenced pop-up spoiler unit;

[0031] Figures 7A, 7B and 7C show a method of actuating the sequenced pop-up spoiler unit of Figure 6;

[0032] Figure 8 shows a third example of a sequenced pop-up spoiler unit;

[0033] Figures 9A, 9B and 9C show a method of actuating the sequenced pop-up spoiler unit of Figure 8;

[0034] Figure 10 shows a fourth example of a sequenced pop-up spoiler unit;

[0035] Figures HA, 11B and 11C show a method of actuating the sequenced pop-up spoiler unit of Figure 10;

[0036] Figure 12 shows a fifth example of a sequenced pop-up spoiler unit;

[0037] Figures 13 A, 13B and 13C show a method of actuating the sequenced pop-up spoiler unit of Figure 12;

DETAILED DESCRIPTION OF EMBODIMENT(S)

[0038] Figure 1 shows an aircraft 10. The aircraft 10 has a fuselage 12, and starboard and port fixed wings 13, 14. An engine 15 is mounted to each wing 13, 14. The aircraft 10 is a typical jet passenger transport aircraft but the invention is applicable to a wide variety of fixed wing aircraft types, including commercial, military, passenger, cargo, jet, propeller, general aviation, etc. with any number of engines attached to the wings or fuselage.

[0039] Each wing has a cantilevered wing structure with a length extending in a spanwise direction from a root 18 to a tip 19, with the root 18 being joined to the aircraft fuselage 12. The wings 13, 14 are similar in construction and so only the starboard wing 13 will be described in detail. The wing 13 has a leading edge 16 and a trailing edge 17. The leading edge 16 is at the forward end of the wing and the trailing edge 17 is at the rearward end of the wing.

RECTIFIED SHEET (RULE 91) ISA/EP [0040] The wing 13 is an example of an aircraft assembly 100. The wing 13 may comprise a wing box 20. The wing box 20 forms a structural assembly including forward and rear spars (part of the rear spar shown in Figure 2), ribs extending between the forward and rear spars. The wing 13 may alternatively have a multi-spar construction. Regardless of the wing structure, the wing has upper and lower wing covers, 21, 22 and leading and trailing edge cover panels (collectively the “wing covers”), which form part of the outer aerodynamic surface of the wing. The wing 13 has an upper aerodynamic surface between the leading and trailing edges 16, 17 and a lower aerodynamic surface between the leading and trailing edges of the wing.

[0041] The wing 13 has a span wise axis S which extends in a direction from the wing root 18 to the wing tip 19, and a chordwise axis which extends in the direction from the leading edge 16 to the trailing edge 17. The wing 13 has an aerofoil cross section. The wing 13 has a thickness direction perpendicular to the chordwise and spanwise directions.

[0042] The wing 13 has a pop-up spoiler unit 30 as best shown in Figure 2. The pop-up spoiler unit comprises an actuation mechanism 31 and a spoiler 32 coupled to the actuation mechanism. The spoiler 32 is an example of a moveable device 110. The spoiler 32 is moved by the actuation mechanism 31 to translate along substantially a single linear axis without rotation. The spoiler is arranged to move substantially vertically in a direction substantially normal to the outer aerodynamic surface of the upper wing cover, e.g. wing cover 21. The spoiler 32 is moveable by the actuation mechanism 31 to deploy through an aperture 23 in the upper wing cover 21. Alternatively, the spoiler 32 is moveable by the actuation mechanism 31 to deploy through an aperture in another of the wing covers, e.g. a leading edge cover panel or a trailing edge cover panel on the upper or lower surface of the wing. The spoiler 32 is configured to move between a retracted position in which the spoiler is fully within the aerofoil profile of the wing 13, and an extended position in which the spoiler extends above the surface of the upper wing cover 21. The spoiler 23 may have a plurality of extended positions.

[0043] The spoiler 32 may be located closer to the leading edge 16 of the wing 13 than the trailing edge 17 of the wing. The distance between the leading edge 16 of the wing 13 and the spoiler 32 may be less than 40%, less than 20%, or less than 10% of the chord length of the aerofoil profile of the wing 13.

[0044] The spoiler 32 is arranged as a substantially flat wall or thick plate facing the oncoming airflow over the upper wing cover 21 when in the extended position. The spoiler 32 may have a length extending substantially in a spanwise direction of the wing, and a height extending substantially in a thickness direction of the wing. The length of the spoiler 32 may be several times its height. With the spoiler 32 facing the oncoming airflow, the actuation mechanism 31 may be behind the thick plate so as to be protected by the spoiler from high speed airflow. Alternatively, the actuation mechanism 31 may be housed within the aerofoil profile of the wing 13. The aperture 23 in the upper wing cover 21 may be an elongate slot, preferably a substantially rectangular slot.

[0045] The spoiler 32 has an upper surface 34 which forms a substantially flush surface with an outer aerodynamic surface of the upper wing cover, e.g. wing cover 21, when the spoiler 32 is in the retracted position. Depending on the configuration of the spoiler unit, the spoiler 32 may carry a substantially flat plate mounted to the top of the spoiler 32 to form a ‘top hat’ . The plate may have a slightly curved surface to match the aerofoil profile of the wing 13 (i.e. the shape of the outer aerodynamic surface of the wing cover(s)) when the plate occupies the aperture 23.

[0046] The spoiler 32 comprises a first spoiler panel 32a having at least one first cut out, and a second spoiler panel 32b. A first cut out in the first spoiler panel 32a (not visible in figure 2) extends through the entire thickness of the first spoiler panel 32a and may take any shape, including square, rectangular, oval or circular. The total area of all the cut outs in the panel may be less than 80%, less than 50%, or less than 30% of the area defined by the outer perimeter of the first spoiler panel 32a when fully extended. The cut outs may be taken from the edge of the panel to create a crenelated profile as illustrated in Figure 3; from the centre of the panel as illustrated in Figures 6 and 8; or may comprise any combination thereof as shown in Figure 10.

[0047] The first spoiler panel 32a and/or second spoiler panel 32b are moveable between a retracted position in which they are within the wing profile and an extended position in which they are projected outside the wing profile. In its retracted position a spoiler panel may be housed entirely within the wing profile, or the spoiler may comprise an upper surface which forms a substantially flush surface with an outer aerodynamic surface of the upper wing cover, e.g. wing cover 21. Once extended, at least 20% or at least 30% of the height of the panel may be projected outside of the wing profile.

[0048] The pop-up spoiler unit 30 may be arranged to move between a first configuration, a second configuration and a third configuration. In the first configuration, the first spoiler panel 32a and the second spoiler panel 32b are both in their retracted positions. In the second configuration, the first spoiler panel 32a is in an extended position with at least one first cut out exposed to an airflow over the wing profile. In the third configuration, the first spoiler panel 32a and the second spoiler panel 32b are in their extended positions and exposed to an airflow over the wing profile. The spoiler unit 32 may move between each configuration in any sequence.

[0049] The cut out in the first spoiler panel 32a allows airflow through the spoiler panel when the spoiler panel is extended into the airflow over the wing. A spoiler panel with a cut out has been shown to provide improved spoiler effect across a broader range of incidence angles of the wing compared with a solid panel having no cut outs. A solid panel without cut outs has been shown to provide improved lift reduction compared with a spoiler panel with a cut out but only across a more limited range of incidence angles of the wing, especially at higher incidence angles of aircraft wing operation. Spoiler effect is the amount of aerodynamic drag and/or lift spoiling that the spoiler generates on the wing during flight.

[0050] In the second configuration, the second spoiler panel 32b may be in its retracted position. This may allow limited spoiler effect as only the first spoiler panel 32a is extended when the second spoiler panel 32b is retracted, and a portion of the air flowing over the wing can pass through the first cut out in the first spoiler panel 32a. Alternatively, in the second configuration the second spoiler panel 32b may be in different position to its retracted position, however still not exposed to the airflow over the wing, e.g. hidden behind the first spoiler panel, so as not to generate any additional spoiler effect than created by the first spoiler panel. Further alternatively, in the second configuration the second spoiler panel 32b may be in different position to its retracted position, and only partially exposed to the airflow over the wing, e.g. partially hidden behind the first spoiler panel, so as to generate limited additional spoiler effect than created by the first spoiler panel, as compared to the spoiler effect in the third configuration.

[0051] In the third configuration, the second spoiler panel 32b may obstruct the at least one first cut out in the first spoiler panel 32a to substantially prevent airflow through the at least one first cut out. This may provide maximum spoiler effect in the third configuration.

[0052] The second spoiler panel 32a may comprise at least one second cut out. This at least one second cut out may be the same or different shape and/or configuration and/or geometry to the at least one first cut out in the first spoiler. The second cut out in the second spoiler panel 32b extends through the entire thickness of the second spoiler panel 32b and may take any shape, including square, rectangular, oval or circular. The total area of all the second cut outs in the second spoiler panel 32b may be less than 50%, less than 30%, or less than 20% of the area defined by the outer perimeter of the second spoiler panel 32b. The second cut outs may be taken from the edge of the panel to create a crenelated profile as illustrated in Figures 3 and 10; from the centre of the panel as illustrated in Figure 8; or may comprise any combination thereof.

[0053] Several examples comprising first and second spoiler panels having different profiles, cut outs and deployment mechanisms will now be described. It will be clear to the skilled person that these examples may be adjusted in various ways.

[0054] In a first example of the spoiler unit 30, the first spoiler panel 40 and second spoiler panel 42 both comprise a crenelated upper edge so as to create the first and second cut outs in the first and second spoiler panels respectively. An example of this arrangement is shown in Figure 3. Once assembled in the spoiler unit 30, the extended portions 42a of the second spoiler panel 42 may be aligned with the cut-out portions 40a of the first spoiler panel 40. The extended portions 42a of the second spoiler panel 42 may cover a portion of the cut-out portions 40a of the first spoiler panel 40, or the entirety of the cut-out portions. In the latter case, the extended portions 42a of the second spoiler panel 42 may be sized to exactly match the width and height of the cutout portions 40a of the first spoiler panel 40, or they may be oversized in either or both directions. [0055] Figures 4A-C illustrate the first example of the spoiler unit in a first, second and third configuration. In the second and/or third configurations, portions of the first spoiler panel 40 and second spoiler panel 42 that are projected outside the wing profile 13 may be adjacent and not overlapping. In this way the area of the first cut outs through which air can pass may be reduced to control the effect of the spoiler 32 on the aerodynamic performance of the wing. In the example illustrated by Figure 4C, the extended portions 42a of the second spoiler panel 42 are adjacent to and not overlapping the cut out portions 40a of the first spoiler panel 40. However, the lower non-exposed portions of the first and second panels within the wing profile may be overlapping.

[0056] Movement of the first 40 and second 42 spoiler panels between the first, second and third configurations may be controlled by a common drive mechanism 44. The drive mechanism 44 is driven by the actuation mechanism 31, which may comprise a single actuator to move both panels or may utilise multiple actuators which may or may not be coupled. An example of a linear actuation mechanism 31 is shown schematically in Figure 4A, the arrow indicating the direction of movement of the actuation mechanism 31 to deploy the spoiler in the configurations shown in Figures 4B and 4C. It will be appreciated that the actuation mechanism 31 may also move in the opposite direction to that shown in Figures 4A-C. Actuating both the first and second spoiler panels using a common drive mechanism 44 may reduce the size and weight of the spoiler unit 30, and may provide a simpler system to control which could reduce the likelihood of malfunction.

[0057] Figures 5A-C illustrate actuating the first spoiler panel 40 and the second spoiler panel 42 using a common drive mechanism 44. The first and second spoiler panels each have a slot 40b, 42b, each slot having a different profile. The drive mechanism 44 may comprise one or more pins passing through at least one of the slots. Movement of the one or more pins along the respective slots effects movement of the first and/or second spoiler panels between the first, second and third configurations. A single rotary actuation mechanism 31 may be used to move the pins as illustrated in Figure 5A. The slots may be arranged so as to allow a continuous range of movement between any of the first, second and third configurations. In this way the first and/or second spoiler panels may be moved through a range of positions, including the first, second and third configurations. This may allow greater control over the spoiler effect of the spoiler 32. The spoiler unit 30 may be arranged such that moving the spoiler 32 from its first configuration to its third configuration passes the spoiler through its second configuration.

[0058] A single common pin may be arranged to move along both of the slots, as shown in Figures 4A-C, 7A-C, 9A-C and 11A-C. Alternatively, the first spoiler panel 40 may comprise at least one slot and the second spoiler panel 42 may have at least one pin as shown in Figures 12 and 13A-C. In this case, movement of the second spoiler panel 42 causes the at least one pin to move in the at least one slot and consequently causes movement of the first spoiler panel 40.

[0059] The first spoiler panel 42 and/or the second spoiler panel 40 may be arranged to be moved by one or more linear or rotary actuators. Figures 4A-C, 7A-C, 9A-C and 11A-C show examples of linear actuators being used to move pins to deploy the spoiler 32, including arrows to show the direction of travel of the actuated pin. Figures 5A-C shows a further example of a rotary actuator connected to two pins, each pin inserted into a slot in each of the first and second spoiler panels. Here a common actuator drives a pair of pins, one of the pins of the pair of pins being arranged to move along each of the respective slots. Different actuators may be selected based on for example the available space and power requirements of the actuation mechanism 31.

[0060] Figure 6 illustrates a further example, wherein the first spoiler 50 comprises a plurality of first cut outs 50a and the second spoiler panel 52 has no cut outs that would be exposed to the airflow over the wing. This arrangement may prove simpler to manufacture and assemble. Figure 7A shows the spoiler panels in the first configuration. In this example the second configuration comprises the first spoiler panel 50 projected beyond the wing profile 13 as shown in Figure 7B. In the third configuration, the second spoiler panel 52 is also projected beyond the wing profile 13 such that the first and second spoiler panels are overlapping. The entirety of the projected spoiler panel sections may overlap as shown in Figure 7C, or alternatively only a portion of the panels projected beyond the wing profile may overlap.

[0061] Alternatively, in the second configuration both the first and second spoiler panels may be in their extended positions, and project beyond the wing profile. Figures 8 and 9A-C illustrate a further example comprising this arrangement, with Figure 9B showing the spoiler unit in its second configuration. The first spoiler panel 60 may have a greater height and/or width than the second spoiler panel 62, The first and second spoiler panels may be overlapped in the second configuration such that the first cut outs 60a in the first spoiler panel 60 align with the second cut outs 62a in the second spoiler panel 62, thus allowing air to flow through the spoiler 32.

[0062] A lateral direction of movement is defined as being parallel to the wing spanwise direction. The spoiler unit 30 may be arranged such that the first spoiler panel 60 and/or the second spoiler panel 62 move in both a lateral direction and a direction normal to the wing profile adjacent the spoiler unit. Said movement in different directions may occur sequentially or simultaneously and may be determined by the profile of a slot in each of the first and second spoiler panels. In the example illustrated in Figures 8 and 9A-C, the first 60 and second 62 spoiler panels move in a direction normal to the wing profile when deploying from the first to the second configuration, before the first and/or second spoiler panel moves in a lateral direction when deploying from the second to the third configuration. The second spoiler panel 62 may move relative to the first spoiler panel 60 in a lateral direction to cover the first cut outs 60a in the first spoiler panel.

[0063] The spoiler 32 may comprise a first spoiler panel 70 having at least one first cutout 70a which cannot be obstructed by the second spoiler panel 72, as illustrated in Figures 10 and 11A-C. This may be achieved by providing a second spoiler panel 72 having a cut-out 72a that aligns with the first cut-outs 70a in the first spoiler panel 70, as illustrated by Figure 11C.

[0064] In a yet further example, such as shown in Figures 12 and 13A-C, the second spoiler panel 82 may be arranged to rotate, and the first spoiler panel 80 may be arranged to translate. Movement of the two panels may occur sequentially or simultaneously, and may be dependent or independent of one another. The spoiler 32 may comprise multiple second spoiler panels 82, each of which may be operated independently or using a common drive.

[0065] The second rotatable spoiler panel 82 may comprise a pin 82a coupled to the panel, and arranged to be inserted into a slot 80b in the first spoiler panel 80. In this manner, rotating the second spoiler panel 82 using for example a rotary actuator will move the first spoiler panel 80 in a linear direction as the pin 82a slides in the slot 80b. Varying the slot 80b profile will vary the movement of the first spoiler panel 80. Alternatively, the first spoiler panel 80 may be translated using a linear actuator, and the second spoiler panel 82 will rotate accordingly.

[0066] The second spoiler panel 82 may be sized such that in the second configuration it is housed entirely within the wing profile 13, or it may extend beyond the wing profile. It is preferable that in the second configuration the second spoiler panel 82 blocks less than 10%, preferably less than 5%, preferable less than 2% of the surface area of the first cut outs 80a in the first spoiler panel 80b.

[0067] Providing a spoiler unit 30 with multiple configurations allows the operator to adjust the spoiler depending on flight conditions. It may be beneficial to vary the amount of air that flows through the spoiler depending on factors such as the incidence of the wing, roll of the aircraft, and external factors such as wind speed and gusts.

[0068] For example, the second configuration may be used for roll control of an aircraft wing. This may be achieved by deploying a spoiler 32 on one aircraft wing 13 only, or deploying spoilers 32 on both sides of an aircraft, one in the second configuration and one in the third configuration. It may also be beneficial to deploy the spoiler 32 in its second configuration when the wing 13 is at relatively low incidence.

[0069] The third configuration may be used for gust load alleviation of the aircraft wing 13. It may also be beneficial to deploy the spoiler 32 in its third configuration when the wing is at relatively high incidence.

[0070] Where the word ‘or’ appears this is to be construed to mean ‘and/or’ such that items referred to are not necessarily mutually exclusive and may be used in any appropriate combination.

[0071] Although the invention has been described above with reference to one or more preferred embodiments, it will be appreciated that various changes or modifications may be made without departing from the scope of the invention as defined in the appended claims.

Claims

1. An aircraft wing having a wing profile and a multi-functional pop-up spoiler unit, the pop-up spoiler unit comprising: a first spoiler panel having at least one cut out; and a second spoiler panel, wherein the first spoiler panel is moveable between a retracted position in which the first spoiler panel is within the wing profile and an extended position in which the first spoiler panel is projected outside the wing profile, and wherein the second spoiler panel is moveable between a retracted position in which the second spoiler panel is within the wing profile and an extended position in which the second spoiler panel is projected outside the wing profile, and wherein the pop-up spoiler unit is arranged to move between: a first configuration in which the first and second spoiler panels are in their retracted positions; a second configuration in which the first spoiler panel is in an extended position with the at least one first cut out exposed to an airflow over the wing profile; and a third configuration in which the first and second spoiler panels are in their extended positions and exposed to an airflow over the wing profile.

2. An aircraft wing according to claim 1, wherein in the second configuration the second spoiler panel is in its retracted position.

3. An aircraft wing according to claim 1, wherein in the second configuration the second spoiler panel is in an extended position.

4. An aircraft wing according to any of claims 1 to 3, wherein the second spoiler panel has no cut outs.

5. An aircraft wing according to any of claims 1 to 3, wherein the second spoiler panel has at least one second cut out.

6. An aircraft wing according to any preceding claim, wherein in the third configuration the second spoiler panel obstructs the first cut out in the first spoiler panel to substantially prevent airflow through the first cut out.

7. An aircraft wing according to any preceding claim, wherein in the second and/or third configurations portions of the first and second spoiler panels projected outside the wing profile are overlapping.

8. An aircraft wing according to any preceding claim, wherein between the second and third configurations the first and second spoiler panels move laterally with respect to one another in the wing spanwise direction.

9. An aircraft wing according to claim 1 or claim 2, wherein in the second and/or third configurations portions of the first and second spoiler panels projected outside the wing profile are adjacent and not overlapping.

10. An aircraft wing according to any preceding claim, wherein movement of the first and second spoiler panels between the first, second and third configurations is controlled by a common drive mechanism.

11. An aircraft wing according to any preceding claim, wherein the first and second spoiler panels each have a slot and movement of one or more pins along the respective slots effects movement of the first and second spoiler panels between the first, second and third configurations.

12. An aircraft wing according to claim 11, wherein a single common pin is arranged to move along both of the slots.

13. An aircraft wing according to claim 11, wherein a common actuator drives a pair of pins, one of the pins of the pair of pins being arranged to move along each of the respective slots.

14. An aircraft wing according to any of claims 1 to 10, wherein the first spoiler panel has at least one slot and the second spoiler panel has a pin, and movement of the second spoiler panel causes the pin to move in the slot and consequent movement of the first spoiler panel.

15. An aircraft wing according to any preceding claim, wherein the second spoiler panel is arranged to rotate and the first spoiler panel is arranged to translate.

16. An aircraft wing according to any preceding claim, wherein the first and second spoiler panels are arranged to be moved by one or more linear or rotary actuators.

17. An aircraft wing according to any preceding claim, wherein deployment of the pop-up spoiler unit is arranged to place the spoiler in the second configuration in between the first configuration and the third configuration in a sequence.

18. A method of operating the aircraft wing according to any preceding claim, wherein the second configuration is used for roll control of the aircraft wing and/or when the wing is at relatively low incidence.

19. A method of operating the aircraft wing according to any preceding claim, wherein the third configuration is used for gust load alleviation of the aircraft wing and/or wherein the wing is at relatively high incidence.