JPS6390499A - System for actively controlling aircraft - Google Patents

Abstract

(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

BACKGROUND OF THE INVENTION Field of the Invention This invention relates to the control of aircraft, and more particularly to the control of aircraft by deflecting a wing through controlled movement of wing control surfaces. It is related to something.

b. Description of the Prior Art Control of high speed aircraft has been a major problem for aircraft designers. Aircraft with very aft swept wings have poor control effectiveness, especially roll control, in high dynamic pressure regimes. , resulting from aeroelastic torsion caused by trailing edge control surface deflection. Typically,
Differentially, however, since the airfoil is flexible, the increase in differential lift caused by the trailing edge control surface deflection also
This will cause the multi-wings to twist in a direction that reduces differential lift. In high dynamic pressure flight conditions, the torsion due to aeroelastic effects is large. As a result, the roll control surfaces must be deflected significantly to obtain the desired roll, thereby increasing drive requirements and power system requirements, which adds weight to the aircraft. At this point, the effect can produce a roll reversal, or what is commonly known as reverse winding of the aileron. (The aircraft would actually roll in the opposite direction from the pilot's command.) To preserve roll control, the wings are traditionally stiff, and rolling tails are utilized. be done. Adding a rolling tail or increasing wing stiffness results in an aircraft that is heavier, aerodynamic performance is reduced, and observables are increased.

May 2, 1906 +1: O, and lf, Wr1gh
No. 821,393, issued in December 2003, discloses a labyrinth of lobes and booles that twist a two-sided wing to provide lateral stability. The wings, made of wood and covered with fabric, were flexible enough to allow the desired twisting. The pilot is positioned on a movable platform,
It had a robe attached to it. Thus, the pilot could cause lobe movement and resulting wing twisting by his lateral movements. The Wright Brothers' goal was to keep the wings level and control lateral turbulence caused by gusts of wind. This practice has been superseded by the current practice of aircraft control forces being provided by control surface deflection that minimizes wing deflection.

Another problem with high-speed aircraft is the need to compromise wing design for effectiveness over a flight range. Aerodynamic requirements change for different flight conditions,
. For example, the optimal wing configurations for transonic maneuver and ultrasonic cruise are quite different.

Modern aircraft wings typically must be stiff to provide effective roll control, so variable aeroelastic torsion has little to do with this effect. Mechanical devices that change the camber of the leading and trailing edges have been used in this regard, but this is only an inefficient compromise while the balance of the wing remains unchanged and the weight, cost, and complexity of the aircraft increases. It won't happen.

SUMMARY OF THE INVENTION It is therefore an object of the invention to provide a system for controlling an aircraft through aeroelastic deflection of the aircraft's wings.

Another object of the invention is to provide a system that minimizes aircraft drag during cruise and maneuver.

Another object of this invention is to provide an aircraft control system that provides improved control effectiveness during high dynamic pressure conditions and that overcomes control surface inversion.

Yet another object of the invention is to provide an aircraft control system that results in reduced aircraft weight, drag, and observation pull.

Yet another object of the invention is to provide an aircraft control system that automatically compensates for damaged control surfaces.

Yet another object of the invention is to provide an aircraft control system that changes the configuration of an aircraft wing by aeroelastically deflecting it as desired for flight conditions.

Briefly, in accordance with the present invention, a system is provided for controlling an aircraft through aeroelastic deflection of the wings in all flight modes. The operation of the leading and trailing edge wing control surfaces provides aeroelastic deflection of the flexible wing for aircraft control, optimal cruise, and specific maneuvers. The system may also achieve gust load reduction, flutter suppression, and maneuver load control. The system is responsive to pilot control signals and signals from sensors representative of selected aircraft flight parameters. Responsive to the commands and sensor signals, the processing means provides control signals to the actuators which move the leading and trailing edge control surfaces to cause selected aeroelastic deflections of the wings so that each of the wings It has an overall shape that gives rise to specific aircraft controls. The system preferably incorporates an adaptive capability in the processing means to compensate for damage to the control surface. For example, if a control surface were to become disabled, the remaining control surfaces would immediately adapt to the loss and maintain control of the aircraft with minimal drag, achieving the desired aeroelastic wing deflection. .

Other objects and advantages of the invention will become apparent upon reading the following detailed description and referring to the drawings.

While the invention will be described with reference to preferred embodiments,
It will be understood that they are not intended to limit the invention to those examples.

On the other hand, it is intended to cover all alternatives, modifications, and equivalents falling within the spirit and scope of the invention as described by the appended claims.

DETAILED DESCRIPTION OF THE INVENTION Referring now to FIGS. 1 and 2, an aircraft, generally designated 10, is shown having m12 and 14 and a fuselage 16. Engine inlets 13 and 15 are provided in the fuselage. The right side, that is, the starboard (5 tar
The wing 12 on the board) side has leading edge wing control surfaces 18 and 2.
0 and trailing edge wing control surfaces 22 and 24. The left, or boat side, wing 14 uses leading edge wing control surfaces 26 and 28 and trailing edge wing control surfaces 30 and 32. Also shown in FIG. 1 is a main body control surface 34 that primarily provides pitch control.
and 36, and vertical tail control surfaces 42 and 44 that provide yaw control. In this embodiment the yaw control surface is conventional. The control surface is mechanically movable in a conventional manner. However, the wing control surfaces correspond,
The wings can be deflected up and down.

It should be noted that aircraft 10 does not include a horizontal tail. This is not necessary with this invention, thereby saving considerable weight and reducing observables of the aircraft. Tail structures 41 and 43 are shown somewhat aligned with respect to the vertical axis of the aircraft, however they are much more vertical than horizontal, and their primary function is as a vertical tail for yaw control. , but not as a horizontal tail. Thus, by any horizontal tail is not meant a tail structure that is substantially horizontal with respect to the fuselage and has a primary purpose of acting as a horizontal tail.

Preferably, Aviation 8110 does not have a horizontal tail, but
This is not a requirement. The system has a horizontal tail,
It would also provide many of the benefits discussed here to aircraft. Similarly, aircraft 10 does not utilize a canard.

However, the invention may be used to advantage whether or not the aircraft has such surfaces. - All aircraft wings are flexible to some degree.

However, even with active control, the design burden,
The wings must be stiff and strong enough to withstand maneuver loads, wind gusts, and prevent flutter. Recently we have seen composite materials being applied to wings.1. This is because it is strong to weight ratio and has the ability to modify aeroelasticity. For these reasons, in the preferred embodiment, the wings 12 and 14 of the present invention are made from a composite material such as graphite epoxy. However, other materials can be used if desired. Optimal use of wing materials will provide a significant degree of wing flexibility with sufficient strength and stiffness to meet the aforementioned design requirements with active control.

Referring now to FIG. 3, a block diagram of a control system in accordance with the present invention is shown. When the pilot wants the aircraft to perform a particular control action, the command signal 48
is generated (such as by movement of a control stick) and transmitted to computer 50. Commands may be given manually by the pilot or by the autopilot. Computer 50 also receives signals from sensors 46 located on aircraft 10. Sensors 46 provide signals indicative of aircraft motion. A number of parameters may be sensed in this regard. These will preferably include aircraft attitude, fuselage motion (accelerometer readout), hardness, and Matzha number. Gain scheduling, appropriate shaping, filtering, switching, adjusting, converting, surface command limiting, and the like for a particular aircraft contained in computer memory.
and, after combination, the command and sensor signals are calculated to determine the optimal flap motion and cause an aeroelastic wing deflection that will result in the desired control motion. Control signals from the computer 50 control each flap 1.
8.20.22.24.28.29.30.32.34
and 36 to rotate them from their current positions. These flap movements create aerodynamic loads on the wings 12 and 14, which cause them to deflect, so that each of the wings 12 and 14 (
(combined with the control surfaces thereon) to produce the desired control action. The control surface deflections are calculated by computer 50 so that the optimum wing shape of wings 12 and 14 is obtained for minimum drag for a given flight condition and provides the desired control behavior. It should be understood that the control surface is not used as a primary force generating device, but is used as an aerodynamic surface to control the aeroelastic deformation of the wing. The overall deflected shape of the wing produces the desired control action.

The control system can also be used to provide active longitudinal stability enhancement to the aircraft 10, which is particularly advantageous when there is no horizontal tail. This is except that the computer 50 calculates its control signal based solely on the signal from the sensor 46 in order to maintain stability.
This is accomplished in a similar manner as described above. However, when stability and flight control are required simultaneously, computer 50 processes all input signals such that the control signals arrive at most effectively accomplishing both functions. Thus, computer 50 transmits control signals to the actuators so that the control surfaces provide longitudinal stability of the aircraft and/or desired flight control actions under current flight conditions.
Generates wing shape (with minimal drag). Tail control surface 4
2 and 44 are preferably used to provide lateral stability to the aircraft 10.

As an alternative to or in addition to gain scheduling of computer 50, a self-adaptive concept may be used.

This approach uses incremental motion of selected control surfaces, and the resulting aircraft motion is monitored and computer 5
It is fed back to 0. Based on these feedback signals, computer 50 continually recalculates the optimal positions of the various control surfaces to cause wing deflections that result in the desired aircraft control. This may be combined with gain scheduling used for initial positioning of the control surface.

The self-adaptive concept also allows the system to compensate for damaged or non-functional control surfaces. Since such a control surface does not yield the expected control effect, the computer searches for combinations of control surface operations that will yield it. Conversely, the loss of control surfaces such as ailerons on conventional aircraft typically severely impacts aircraft controls.

With the ability to compensate for damaged or non-functional control surfaces, the present invention results in yet another advantage: less control redundancy is required. This allows for additional reductions in weight, complexity and cost.

Referring again to FIGS. 1 and 2, if the pilot issues a roll command intended to cause a roll rate of ζ, computer 50 sends control signals to the various wing flaps (and a wing 12 transmitting a control signal (optionally to a flap of the body) and in combination with a control surface of the wing;
and 14 causes the aeroelastic shape to result in the desired behavior, such as by increasing the angle of attack of wing 14 with respect to wing 12.

This control technique would not be affected by aileron inversion (in this regard, the present invention takes advantage of, rather than counteracts, the flexibility of the airfoil. The control surfaces are To achieve this action, the first control surface must overcome the torsion of the aeroelastic wing, as opposed to twisting the multi-wing to obtain the desired wing shape. used to achieve the desired control,
. This allows for a lighter weight wing (because less stiffness is required) and the elimination of a rolling tail, which also saves weight and reduces the aircraft's observer pull.

FIG. 4 presents an illustration of the graph in the case of a particular design for g12 with a roll rate of 66 degrees per second at various dynamic pressures. A controlled surface deflection was obtained based on achieving the desired roll rate with minimal drag. It should be noted that the trailing edge control surface deflection reverses direction as dynamic pressure increases. Control surfaces are used for purposes other than traditional aileron inversion.

It should also be noted that the maximum deflection of any control surface is never greater than 5 degrees. Typical trailing edge control surface deflection in conventional "stiff" wing designs maintains the same roll rate,
Therefore, it is within the range of 30 degrees to 40 degrees. Thus, this invention produces much lower drag during maneuver than conventional designs. Also, because less control surface deflection is required, surface hinging is reduced, resulting in smaller, lighter and lower power actuators.

Pitch control for aircraft 10 is provided by flaps 34 and 3.
6, or wings 12 and 14, or a combination of body flaps and i12 and 14. When wings 12 and 14 are used for pitch control, the wing control surfaces (and optionally flaps 34 and 36) are positioned to cause deflection of wings 12 and 14 to produce the desired pitch. Wing deflection to produce the desired pitch motion is optimally based on the lowest drag configuration.

The invention can also be used to provide yaw control, thereby allowing overall control of the aircraft. This is illustrated in the embodiment shown in FIGS. 5 and 6. The aircraft, generally designated 60, has wt 62 and 64 and fuselage 66. Engine inlets 63 and 65 are provided in the fuselage. The airfoil 62 has leading edge airfoil control surfaces 68 and 70 and trailing edge airfoil control surfaces 72,74.
and adopts 75. WS2 employs leading edge wing control surfaces 76 and 78 and trailing edge wing control surfaces 80, 82 and 83. Optional body control surface 8 that primarily provides pitch control
4 and 86 are also exemplified.

The control surfaces are all movable in a conventional manner. However, similar to aircraft 10, the wing control surfaces can be deflected correspondingly above and below the wing. Also, like aircraft 10, aircraft 60 does not include a horizontal tail. Additionally, aircraft 60 does not include a vertical tail.

This again saves overall aircraft weight and reduces the aircraft's observation pull. ' Yaw control for aircraft 60 is provided by wings 62 and 64. In this regard, wings 62 and 64
Note that the should be permanently curved up span-wise.

162 and 64 are still flexible according to the invention, but maintain a generally crescent shape whatever the deflection. Wings 62 and 64 may instead be permanently bent down into a crescent shape. The crescent shapes have vertical components for wings 62 and 64 to achieve yaw control, particularly at wing tips 90 and 92, respectively. Thus, i6
2 and 64 utilize wing control surfaces (and optionally body control surfaces 84 and 86) for roll and pitch control and longitudinal stability, as in the embodiment of FIGS. 1-3. , and achieve yaw control, for example by differentially deflecting wing tips 90 and 92.
Therefore, it can be deflected aeroelastically. In this example,
Wings 62 and 64 are also used to provide increased active lateral stability for aircraft 60 as well.

A significant advantage of this invention is the ability to shape aircraft wings for substantially optimal performance under different flight conditions. Thus, the optimal wing shape for transonic maneuvers, ultrasonic cruise, landing and takeoff, and high speed acceleration changes substantially. The present invention allows the wing to be adjusted as desired based on pilot or computer control and sensor signals.
It is possible to deal with this problem by significantly changing the shape of 2 and 14. In this regard, wings 12 and 14 can be aeroelastically modified for increased wing flexibility as the extra wing stiffness specified by conventional high speed aircraft designs is removed. As such, the present invention has great freedom to change the wing configuration as desired for particular flight conditions.

Referring now to FIG. 7, a diagram of the aircraft 10 of FIG. 1 is shown illustrating specific examples of various sensor arrangements. While aircraft 10 is illustrated, this approach also applies to aircraft 60. Sensors 120, 122, 124 and 126 are located near the leading edge of wing 12. sensor 12
8.130.132 and 134 are located near the trailing edge of the wing 12. Sensors 136.138.140 and 14
2 is located near the leading edge of the wing 14 and the sensor 144.1
46, 148, and 150 are located near the trailing edge of the wing 14. Sensors on wings 12 and 14 measure the motion of the respective portions of the wings in which they are located. The wing sensor is preferably a linear accelerometer and is positioned to measure vertical acceleration. Aircraft 10 also employs fuselage sensors 152 and 154, which are positioned on the right and left sides of the fuselage, respectively. Sensors 152 and 154, also preferably linear accelerometers, are
They are spaced the same distance from the fuselage centerline and measure vertical fuselage acceleration, so that the loads on the wings 12 and 14 can be isolated (from fuselage motion and from the conditions of interest).

A plurality of other sensors, indicated at 156, also monitor roll, pitch and yaw motion of the aircraft, lateral motion of the fuselage,
Installed on aircraft to measure Matsuha number and altitude. Aircraft nominal C, 1164 is also illustrated. The term "nominal" means that during flight, the aircraft's actual center of gravity is
That is, it is shifted for fuel use, so it is used.

Therefore, what is meant by "nominal" is the average position of the center of gravity during flight.

FIG. 8 illustrates a block diagram of an enhanced control system for aircraft 10, which incorporates capabilities for maneuver load control, gust load relief, and compensation for flutter suppression.

Such a system allows further reduction in the weight and stiffness of the wing. The computer 200 receives the pilot command signal 48 (when transmitted by the pilot or autopilot) and the entire sensor 15.
6. Receive signals from vertical fuselage sensors 202 and wing sensors 204; Vertical torso sensor 202 includes sensors 152 and 154 illustrated in FIG. 7; - cutting tool sensor 204 includes sensor 120 also illustrated in FIG.
, 122.124.126.128.130, 132.
134.136.138.140.142.144.1
46.148 and 150 included.

When neither maneuver load control, gust load reduction, or flutter suppression is required, computer 200 performs the functions listed to calculate optimal flap operation in response to sensors 156 and pilot command signals 48, and deflection, which maintains stability, produces the desired control behavior, and results in an optimal wing configuration for a particular flight condition, such as ultrasonic cruise.

Control signals from computer 200 are applied to each flap 18.20.22.24.28.29.30.32.
34 and 36 are subsequently transmitted to actuators (not shown) for each of them to rotate them from their current positions.

As previously discussed, the operation of these flaps creates an aerodynamic load on the wings 12 and 14, which allows each of the wings 12 and 14 to perform the desired control action (or increased stability) and flight conditions. This causes the wing to deflect, such that the overall shape produces the optimum wing morphology. Gain scheduling by computer 200 is preferably based on providing optimal airfoil shapes for wings 12 and 14 with minimal drag for a given flight condition (
and to achieve any stability increase and desired control action).

Wings 12 and/or wings 14 may cause flutter, gusts and/or
or when deflected for a maneuvering load, maneuvering load control, gust load reduction or flutter suppression is the sensor 2
Computer 2 based on signals from 02 and 204
00, the computer 200 also combines the signals from the global sensor 156 and the pilot command signal 48 and processes such signals to calculate flap operation. . thus,
achieving increased stability and/or desired control behavior;
The flap movements calculated for are combined with the calculated flap movements necessary to compensate for maneuver load control, gust mitigation or flutter suppression. When flutter suppression, maneuver load control or gust mitigation is required, if no control action or stability increase is required at a given time, the flaps simply offset the detected maneuver load, gust or flutter, and so on. It will be run by computer 200.

The self-adaptive concept discussed with reference to FIG. 3 may be used in place of, or preferably in combination with, gain scheduling of computer 200. Computer 200 will use the resulting aircraft operation feedback to determine the desired control action or optimum configuration for a given flight condition. For wind gusts, flutter, and maneuver loads, the computer 200 will use feedback from the wing sensors to determine the impact of flap motion.

Thus, according to this invention, the previously stated objectives,
It is clear that an aircraft control system has been provided which fully satisfies the objectives and advantages. Although the invention has been described with respect to specific embodiments thereof, it is evident that many alternatives, modifications and variations will be apparent to those skilled in the art in view of the foregoing description. Accordingly, it is intended to cover all alternatives, modifications, and variations falling within the spirit and scope of the appended claims.

[Brief explanation of the drawing]

FIG. 1 is a plan view of an aircraft according to the invention with active flexible adaptations. FIG. 2 is a front view of the aircraft of FIG. 1. FIG. 3 is a block diagram of a control system according to the invention. FIG. 4 is a graph of power pressure versus selected control surface deflections to maintain a selected roll rate with minimal drag under specific conditions for the aircraft of FIG. FIG. 5 is a plan view of another embodiment of an aircraft according to the invention with active flexible adaptations. FIG. 6 is a front view of the aircraft of FIG. 5. FIG. 7 is a plan view of the aircraft of FIG. 1 showing the arrangement of various sensors. FIG. 8 is a block diagram of a control system that incorporates gust load reduction, increased stability, flutter suppression, and maneuver load control. In the figure, 10 is an aircraft, 12 and 14 are wings, and 13
and 15 is the engine inlet, 16 is the fuselage, 18.20
．． 26 and 28 are leading edge wing control surfaces, -22,
24, 30 and 32 are trailing edge wing control surfaces; 34 and 3;
6 is a main body control surface, 42 and 44 are vertical tail control surfaces, 41 and 43 are tail structures, 46 is a sensor, 48 is a command signal, 50 is a computer, 60 is an aircraft, 62 and 64 are wings, 66 is a fuselage, 63 and 65 is the engine inlet, 68.70.76 and 78 are the leading edge wing control surfaces;
72.74.75.80.82 and 83 are trailing edge wing control surfaces, 84 and 86 are main body control surfaces, 90 and 92
is the wing tip, 120.122.124.126.128.1
30.132.134.136.138.140.14
2.144.146.148.150.152 and 1
54 is a sensor, 156 is a plurality of other sensors, 16
4 is nominal c, g, 200 is a computer, and 202 and 204 are sensors. IG2? Pressure iy (PSF-) F/G, 4 F/G6 IG 7 1985 Patent Application No. 236969 2, Title of Invention System 3 for Actively Controlling an Aircraft, with Amendments Relationship Patent Applicant Address 10 North Seipurveida Boulevard, El Segundo, California, United States of America
0 Name Rockwell International Corporation Representative Charles T. Silverbarb 4 Agent address Chiyo Building 6, 1 Hirano-cho 2-8 Hirano-cho, Higashi-ku, Osaka City Details of the invention in the specification subject to amendment In Explanation Column 7, "29" in line 13 on page 17 and line 8 on page 28 of the statement of contents of the amendment will be corrected to "26". that's all

Claims (28)

[Claims] (1) a flexible wing; a flight control surface disposed on the flexible wing; an aircraft sensor for providing a signal indicative of aircraft motion; and a desired control surface in response to the signal from the aircraft sensor. processing means for generating control signals in connection with control surface motion to aeroelastically achieve wing deflection of the aircraft; further receiving said control signals from said processing means, each of said flexible wings a control means for moving said control surface in accordance with said signal to cause aeroelastic deflection to a desired overall shape for controlling an aircraft. 2. The system of claim 1, further comprising command means for generating signals for flight control of an aircraft, wherein said processing means is responsive to said signals from said command means. 3. The system of claim 1, wherein the control means causes the flexible wing to aeroelastically deflect to a desired overall shape to maintain aircraft stability. . 4. The system of claim 1, wherein a leading edge and a trailing edge of the wing have at least one of the flight control surfaces disposed thereon. 5. The system of claim 2, wherein the system operates under conventional roll reversal conditions. (6) the leading and trailing edges of said wing have at least one of said flight control surfaces disposed thereon, and said flight control surfaces are deflectable above and below the wing on which they are disposed; A system according to claim 5, wherein the system is arranged to enable. (7) The system according to claim 1, wherein the aircraft does not have a horizontal tail. (8) The aircraft has no horizontal tail and the control means causes the flexible wing to deflect aeroelastically to achieve roll control of the aircraft. The system described. (9) The control signal causes the control means to move the control surface to aeroelastically deflect the wing such that desired aircraft control is achieved with substantially minimal drag. A system according to claim 1. (10) The control signal causes the control means to move the control surface to cause the wing to aeroelastically deflect such that desired aircraft control is achieved with substantially minimal drag. A system according to claim 6. (11) The control means also moves the control surface to cause the wing to be aeroelastically deflected into a configuration substantially optimal for flight conditions.
The system described in Section. (12) the aircraft has a fuselage, the fuselage being disposed on the wing and also including a fuselage flight control surface and a second control means, the fuselage flight control surface being disposed on the aircraft fuselage and the processing means; also generates a second control signal;
the second control means moves the fuselage flight control surface in response to the second control signal, the fuselage flight control surface operative in combination with the wing to control the aircraft;
10. The system of claim 9, wherein the second control signal is combined with the first control signal so that control of the aircraft is achieved with substantially minimal drag. (13) the system is for providing roll control to an aircraft, the command means generating signals for aircraft roll control; 11. The system of claim 10 causing aeroelastic deflection into a desired shape to achieve. (14) A system for providing roll and pitch control to an aircraft, wherein the command means generates signals for roll and pitch control of the aircraft, and the control means is configured to control each of the flexible wings. 11. The system of claim 10, wherein the system causes the aircraft to aeroelastically deflect into a desired shape to achieve roll and pitch control of the aircraft. (15) the command means generates signals for roll, pitch, and yaw control of the aircraft; 11. The system of claim 10, which causes an aeroelastic deflection into the shape of . 16. The system of claim 10, wherein the aircraft sensor senses Mach number, aircraft attitude, and altitude. 17. The system of claim 10, further comprising a wing sensor for providing a signal indicative of motion of the wing, and wherein the processing means is also responsive to the signal from the wing sensor. (18) the control means also moves the control surface;
18. The system of claim 17, causing the flexible airfoil to aeroelastically deflect in a desired manner to provide gust load relief. (19) The control means also moves the control surface;
18. The system of claim 17, causing the flexible airfoil to aeroelastically deflect in a desired manner to provide flutter suppression. (20) the control means also moves the control surface;
18. The system of claim 17, causing the flexible wing to aeroelastically deflect in a desired manner to provide maneuver load control. (21) the control means also moves the control surface;
18. The system of claim 17, wherein the flexible wing is caused to aeroelastically deflect in a desired manner to provide gust load relief, flutter suppression and maneuver load control. 22. The system of claim 1, wherein the processing means compensate for damaged or inoperative control surfaces that are unable to cause the wing to deflect in the desired manner. 23. The system of claim 17, wherein the processing means compensate for damaged or inoperative control surfaces that are unable to cause the wing to deflect in the desired manner. (24) The system of claim 6, wherein the aircraft does not have a vertical tail. (25) The system of claim 7, wherein the aircraft does not have a vertical tail. (26) A method for actively controlling an aircraft having a flexible wing and a flight control surface disposed on the flexible wing, comprising: sensing aircraft motion; and moving control surfaces on the wings to cause each of the wings to aeroelastically deflect into a desired overall shape to control the aircraft in response to the motions caused by the aircraft. Method. 27. The method of claim 26, further comprising the step of generating a command signal for flight control of an aircraft, wherein the movement of a control surface is also responsive to the command signal. 28. The method of claim 27, wherein the movement of the control surface is in a manner to aeroelastically deflect the wing to achieve desired aircraft control with substantially minimal drag. .