# US 11,897,600 B2 · Trip device for enhancing performance and handling qualities of an aircraft > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 11,897,600 B2 - Document ID: US11897600B2 - Status: Granted - Kind: B2 - Application number: 16/457,664 - Filed: 2019-06-28 - Published: 2020-12-31 - Granted: 2024-02-13 - Earliest claimed: 2019-06-28 - Assignees: The Boeing Company - Applicants: The Boeing Company - Inventors: Jeffrey D. Crouch; Mary Indriani Sutanto; Gregory Dennis Miller - Web page: https://patentgrep.com/patent/US11897600B2 ## CPC - B64F 5/00: Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for - B64C 21/00: Influencing air flow over aircraft surfaces by affecting boundary layer flow - B64C 23/04: by generating shock waves - B64C 23/06: by generating vortices - Y02T 50/10: Drag reduction - B64F: GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR - B64C: AEROPLANES; HELICOPTERS - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract An aircraft wing is disclosed herein having a fixed-location trip device placed along the span of the wing to transition airflow from laminar flow to turbulent flow so that potential load increases are limited and flight performance uncertainties associated with laminar flow wings are reduced. Wings designed for extended laminar flow offer the potential to significantly reduce airplane drag and fuel consumption. A collateral impact of a laminar flow wing is the generation of elevated wing loads at critical load conditions. This impact is mitigated by controlling the downstream limit of transition at these critical load conditions. ## Claims ### Claim 1 A method of enhancing operation of an aircraft, the method comprising: moving a wing having a fixed-location trip device along a span of the wing through an airflow such that air passing over a wing surface creates a laminar boundary layer; and creating a turbulent boundary layer when the airflow is downstream of the fixed-location trip device, wherein the laminar boundary layer extends for a first length and the turbulent boundary layer extends for a second length, wherein the fixed-location trip device extends spanwise along an upper surface of the wing at a position that is just aft of a most downstream position for transitioning from a laminar to turbulent flow under a plurality of cruise conditions without the trip device, such that the trip device's position enables laminar flow for the first length to increase aerodynamic efficiency and enables turbulent flow for the second length to decrease loads on the wing, thereby providing a fixed aft limit on a transition from laminar boundary layer to turbulent boundary layer, wherein the trip device's position is determined by: predicting a plurality of target transition locations under a plurality of design conditions including the plurality of cruise conditions without the trip device, wherein each target transition location is a location where airflow transitions from a laminar boundary layer to a turbulent boundary layer, and identifying the most downstream target transition location from the plurality of target transition locations as the position of the trip device, so as to limit downstream movement of transitions from a laminar boundary layer to a turbulent boundary layer under non-cruise conditions. ### Claim 2 (depends on 1) The method as recited in claim 1, wherein the trip device's position extends continuously spanwise along a curved line. ### Claim 3 (depends on 1) The method as recited in claim 1, wherein the cruise conditions include a plurality of different speeds, altitudes, and weights. ### Claim 4 (depends on 1) The method as recited in claim 1 further comprising: reducing shock movement on the wing wherein the fixed-location trip device reduces downstream movement of the transition and an associated movement of shock location on the wing during transonic airflow. ### Claim 5 (depends on 1) The method as recited in claim 1, wherein the trip device's position decreases variation of aerodynamic forces between flight conditions, and wherein the flight conditions comprise cruise conditions and extreme load conditions. ### Claim 6 (depends on 1) The method as recited in claim 1, wherein a vertically oriented wing comprises a second fixed-location trip device. ### Claim 7 A method of manufacturing a wing comprising: along a chordwise direction of an airfoil surface of the wing, predicting a plurality of target transition locations under a plurality of design conditions including a plurality of cruise conditions without a trip device, wherein each target transition location is a location where airflow transitions from a laminar boundary layer to a turbulent boundary layer; identifying a most-downstream target transition location from the plurality of target transition locations, so as to limit downstream movement of transitions from a laminar boundary layer to a turbulent boundary layer under non-cruise conditions; and incorporating a trip device along a spanwise direction of the wing at a position that is just aft of the most-downstream target transition location to enable turbulent flow, wherein the trip device extends spanwise along an upper surface of the wing. ### Claim 8 (depends on 7) The method as recited in claim 7, wherein a trip device's position location decreases variation of aerodynamic forces between flight conditions, wherein the flight conditions comprise cruise conditions and extreme load conditions. ### Claim 9 An aircraft wing comprising: a trip device along a span of the wing to enable turbulent flow, wherein a trip device extends spanwise along an upper surface of the wing at a position that is just aft of a most downstream position for transitioning from a laminar to turbulent flow under a plurality of cruise conditions without the trip device, wherein the trip device's position prevents downstream movement of the transition from laminar flow to turbulent flow, and wherein the trip device's position is determined by: predicting a plurality of target transition locations under a plurality of design conditions including the plurality of cruise conditions without the trip device, wherein each target transition location is a location where airflow transitions from a laminar boundary layer to a turbulent boundary layer, and identifying the most downstream target transition location from the plurality of target transition locations as the position of the trip device, so as to limit downstream movement of transitions from a laminar boundary layer to a turbulent boundary layer under non-cruise conditions. ### Claim 10 (depends on 9) The aircraft wing as recited in claim 9, wherein the trip device's position decreases variation of aerodynamic forces between flight conditions. ### Claim 11 (depends on 9) The aircraft wing as recited in claim 9, wherein the flight conditions comprise cruise conditions and extreme load conditions. ### Claim 12 (depends on 1) The method as recited in claim 1, wherein the wing comprises: a first end coupled to a fuselage of the aircraft; and a second end that is a tip of the wing, wherein the trip device extends continuously from the first end to the second end. ### Claim 13 (depends on 7) The method as recited in claim 7, wherein the wing is a wing of an aircraft. ### Claim 14 (depends on 13) The method as recited in claim 13, wherein the wing comprises: a first end coupled to a fuselage of the aircraft; and a second end that is a tip of the wing. ### Claim 15 (depends on 14) The method as recited in claim 14, wherein the trip device extends continuously from the first end to the second end. ### Claim 16 (depends on 9) The aircraft wing as recited in claim 9, wherein a first end of the wing is configured to couple to an aircraft and wherein a second end of the wing is a tip of the wing. ### Claim 17 (depends on 16) The aircraft wing as recited in claim 16, wherein the trip device extends continuously from the first end to the second end. ### Claim 18 (depends on 7) The method as recited in claim 7, wherein the trip device's position extends continuously spanwise along a curved line. ### Claim 19 (depends on 7) The method of claim 7, further comprising: in a wind tunnel under a plurality of extreme load conditions, testing the wing with the trip device at the position to determine whether the trip device's position is to be adjusted for at least one of the extreme load conditions; and adjusting the position of the trip device if it is determined that the trip device's position is to be adjusted for at least one of the extreme load conditions. ### Claim 20 (depends on 1) The method of claim 1, wherein the trip device's position is further determined by: in a wind tunnel under a plurality of extreme load conditions, testing the wing with the trip device at the position to determine whether the trip device's position is to be adjusted for at least one of the extreme load conditions; and adjusting the position of the trip device if it is determined that the trip device's position is to be adjusted for at least one of the extreme load conditions.