# US 2015/0102166 A1 · System and method for reducing the stopping distance 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 2015/0102166 A1 - Document ID: US20150102166A1 - Status: Published application - Kind: A1 - Application number: 14/035,030 - Filed: 2013-09-24 - Published: 2015-04-16 - Earliest claimed: 2013-09-24 - Assignees: The Boeing Company - Applicants: The Boeing Company - Inventors: Matthew A. Moser; David D. Leopold; Michael R. Finn - Web page: https://patentgrep.com/patent/US20150102166A1 ## CPC - B64C 25/426: {Braking devices providing an automatic sequence of braking} - B64C 9/12: surfaces of different type or function being simultaneously adjusted - B64C 13/34: using toothed gearing - Y02T 50/30: Wing lift efficiency - B64C: AEROPLANES; HELICOPTERS - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract A system for reducing a stopping distance of an aircraft may include an edge control system configured to control a leading edge device mounted to a wing of an aircraft. The edge control system may be configured to automatically command extension of the leading edge device from a first position to a second position in response to deployment of a spoiler if a ground speed of the aircraft is greater than a threshold ground speed. ## Claims ### Claim 1 A system for reducing a stopping distance of an aircraft, comprising: an edge control system configured to control a leading edge device mounted to a wing of an aircraft; the edge control system configured to automatically command extension of the leading edge device from a first position to a second position in response to deployment of a spoiler if a ground speed of the aircraft is greater than a threshold ground speed. ### Claim 2 (depends on 1) The system of claim 1, wherein: the first position is a retracted position, a sealed position, or a gapped position, and wherein the second position is a sealed position or a gapped position. ### Claim 3 (depends on 1) The system of claim 1, further comprising: a thrust control system operable for selecting an idle thrust setting and a non-idle thrust setting; and a speedbrake control system configured to automatically command deployment of the spoiler responsive, at least in part, to selection of the idle thrust setting. ### Claim 4 (depends on 3) The system of claim 3, wherein: the thrust control system includes a thrust lever positionable in at least an idle position corresponding to the idle thrust setting and a non-idle position corresponding to a thrust setting different than the idle thrust setting; and wherein the speedbrake control system is configured to automatically command deployment of the spoiler responsive, at least in part, to movement of the thrust lever from the non-idle position to the idle position. ### Claim 5 (depends on 1) The system of claim 1, wherein: the edge control system is further configured to automatically command deployment of a trailing edge device responsive, at least in part, to deployment of the spoiler in conjunction with deployment of the leading edge device. ### Claim 6 (depends on 5) The system of claim 5, further comprising: a device actuation system communicatively coupled to the edge control system and configured to actuate the leading edge device and/or the trailing edge device; and the device actuation system is configured to deploy the trailing edge device to a maximum deflection angle responsive, at least in part, to deployment of the spoiler in conjunction with deployment of the leading edge device. ### Claim 7 (depends on 5) The system of claim 5, wherein: the trailing edge device comprises at least one of a flap, an aileron, and a flaperon. ### Claim 8 (depends on 1) The system of claim 1, further comprising: a device actuation system communicatively coupled to the edge control system; wherein the leading edge device is one of a plurality of leading edge devices coupled to the wing, the plurality of leading edge devices including an inboard leading edge device and an outboard leading edge device; and the device actuation system is configured to actuate the inboard leading edge device independently of the outboard leading edge device. ### Claim 9 (depends on 8) The system of claim 8, wherein: the edge control system is configured to automatically command the device actuation system to extend the outboard leading edge device prior to extending the inboard leading edge device. ### Claim 10 (depends on 8) The system of claim 8, wherein: the device actuation system includes a variable camber trim unit (VCTU) positioned between the inboard leading edge device and the outboard leading edge device; and the VCTU actuating the outboard leading edge device independent of the inboard leading edge device. ### Claim 11 (depends on 10) The system of claim 10, wherein the VCTU includes: a speed sum gearbox including an inboard shaft coupled to the inboard leading edge device and an outboard shaft coupled to the outboard leading edge device; a VCTU electric motor engaged to the speed sum gearbox; and wherein the VCTU electric motor selectively operating in conjunction with the speed sum gearbox to rotate the outboard shaft independent of the inboard shaft in a manner causing the outboard leading edge device to be actuated independent of the inboard leading edge device. ### Claim 12 An autoslat system for reducing a stopping distance of an aircraft, comprising: an edge control system including a device actuation system configured to position a leading edge device mounted to a wing of an aircraft; a thrust control system including a forward thrust lever positionable in one of an idle position and a non-idle position; a speedbrake control system automatically commanding a spoiler actuation system to deploy a spoiler when the forward thrust lever is moved from the non-idle position to the idle position and the aircraft is on ground and moving in excess of a threshold ground speed; and the edge control system automatically commanding the device actuation system to extend the leading edge device when the spoiler is deployed automatically by the spoiler actuation system in response to the forward thrust lever being moved to the idle position. ### Claim 13 A method of reducing a stopping distance of an aircraft, comprising: deploying a spoiler mounted on a wing of an aircraft; and if a ground speed of the aircraft exceeds a threshold ground speed, automatically commanding a leading edge device on the wing of the aircraft from a first position to a second position in response to deployment of the spoiler. ### Claim 14 (depends on 13) The method of claim 13, wherein the first position is a refracted position, a sealed position, or a gapped position and the second position is a sealed position or a gapped position. ### Claim 15 (depends on 13) The method of claim 13, wherein the step of deploying the spoiler includes: moving a thrust lever from a non-idle position to an idle position; and deploying the spoiler responsive, at least in part, to moving the thrust lever from the non-idle position to the idle position. ### Claim 16 (depends on 13) The method of claim 13, further comprising: deploying a trailing edge device responsive, at least in part, to the deployment of the spoiler. ### Claim 17 (depends on 16) The method of claim 16, wherein the step of deploying the trailing edge device includes: deploying the trailing edge device to a maximum deflection angle. ### Claim 18 (depends on 17) The method of claim 17, wherein: the trailing edge device comprises at least one of a flap, an aileron, and a flaperon. ### Claim 19 (depends on 13) The method of claim 13, further comprising: moving an inboard leading edge device independently of an outboard leading edge device. ### Claim 20 (depends on 19) The method of claim 19, further comprising: extending the outboard leading edge device prior to extending the inboard leading edge device.