This paper examines the structural effects of applying active-load-alleviation, through a symmetric negative incidence of the ailerons, to the detailed structural design of the torque box of a commercial aircraft. We will examine this effect across three different configurations, representing: 1) a regional jet (50,000-lbm), 2) a small narrow-body aircraft (100,000-lbm), and 3) a large narrow-body aircraft (150,000-lbm). We modelled the aerodynamic effects of active aileron reflex using a vortex lattice CFD code. Both baseline, elliptical, and reflexed aileron loads drove an iterative wing primary structure sizing tool that considers both the strength and the buckling stability of structure. We found that active-load-alleviation consistently leads to lighter structures through a reduction in bending moment. Because these structures are buckling rather than strength limited, we found that active-load-alleviation may not yield as much weight savings as its implied reduction in root bending moment might otherwise indicate. NomenclatureBL = Butt Line (ft) WL = Water Line (ft) α = Angle of Attack () CL = Coefficient of Lift t/c root = Thickness to Chord Ratio of Wing Section at the Root of the Wing (%) t/c tip = Thickness to Chord Ratio of Wing Section at the Tip of the Wing (%) b = Span of Wing (tip-to-tip) (ft) c = Chord of Wing (ft) TR = Taper Ratio (ratio of tip-chord to root-chord) Sref = Wing Planform Area (ft 2 ) MTOW = Maximum Takeoff Weight (lbm) MLW = Maximum Landing Weight (lbm) ±Nz = Load factor in the WL direction (g's)  ty = Material Tension Yield Strength (lbf/in 2 )  cy = Material Compressive Yield Strength (lbf/in 2 )  su = Material Ultimate Shear Strength (lbf/in 2 ) ρ = Material Density (lbf/in 3 ) E = Material Elastic Modulus (lbf/in 2 ) F.O.S. = Factor of Safety