Abstract: An aircraft wing (2) including a main wing (3) and a wing tip device (4) at the tip of the main wing (3), wherein the wing tip device (4) has a variation of leading edge droop with respect to unrolled span-wise position such that flow separation on the wing tip device (4) first occurs in an outboard region (O) of the wing tip device (4). The leading edge droop of the wing tip device (4) may be a maximum in an outboard region (O) of the wing tip device.

Abstract: A flight control surface with an actuator with an aerodynamic fairing for a swept aircraft wing. The swept aircraft wing includes a movable flight control surface with a hinge line non-perpendicular to the line of flight of the aircraft, and an actuator arm configured to actuate the flight control surface. The actuator arm includes a longitudinal axis substantially aligned with the line of flight, the actuator arm extending at least partially from an outer surface of the aircraft wing, and a fairing arranged on the outer surface of the aircraft wing to at least partially cover the actuator arm. Aligning the actuator arm with the line of flight of the aircraft may allow for an improved fairing to be provided.

Abstract: An isolator for an aircraft fuel tank configured to separate an electrically conductive internal panel of the fuel tank from an electrically conductive pipe that passes through the panel. The isolator includes: a plurality of first attachment points for attaching the isolator to the panel, a plurality of second attachment points for attaching the isolator to the pipe, and an aperture defined by an outer wall and extending from a first side of the isolator to a second side of the isolator. The aperture is configured to receive the pipe in use, wherein the isolator is formed of a non-electrically conductive material.

Abstract: A method of forming a laminate charge, and a forming tool and apparatus for forming a laminate charge is disclosed. In a forming step, a suction force is generated between a forming tool and an impermeable sheet which causes the impermeable sheet to press the laminate charge against a male corner of the forming tool and into a female corner of the forming tool. The male corner of the forming tool is positioned between first and second parts of the laminate charge, and the female corner of the forming tool is positioned between second and third parts of the laminate charge. During the forming step, gas is injected between the forming tool and part of the laminate charge to create a gas cushion between the forming tool and the third part of the laminate charge. This gas cushion inhibits the third part of the laminate charge from becoming clamped against the forming tool as the laminate charge is pressed into the female corner of the forming tool.

Abstract: An aircraft wing (1) including a fixed wing (3) and a wing tip device (4) at the tip of the fixed wing (3), the wing tip device (4) being rotatable relative to the fixed wing (3) between a flight configuration (4a) for use during flight, and a ground configuration (4b) for use during ground-based operations, in which ground configuration the wing tip device (4) is rotated relative to the fixed wing (3) such that the span of the wing (1) is reduced. The aircraft wing (1) has a gear assembly (31) that couples the wing tip device (4) to an actuator (30) such that the actuator (30) drives the rotation of the wing tip device (4) between the flight and ground configurations, the gear assembly (31) comprising a worm drive (32).

Abstract: An aircraft door controller 100 including a receiver 110 configured to receive a command 14 to move an aircraft door between an open position and a closed position relative to a door frame. The aircraft door controller 100 is configured to not store the command 14 when power to move the aircraft door between the open position and the closed position relative to the door frame is unavailable.

Abstract: A seal for sealing an aircraft fuel tank, an aircraft wing rib and stringer sealing assembly, an aircraft wing fuel tank, an aircraft structural wing box, an aircraft wing, and a method of sealing an aperture are disclosed. The seal is for sealing a wing rib to a stringer passing through an aperture in the rib at a variable position in the aperture. The seal includes self-adjustment means to absorb any tolerance when forming the seal, upon the stringer being assembled into the aperture in the rib.

Abstract: An aircraft assembly with a hot air exhaust outlet. The aircraft assembly has an assembly surface over which a hot-air exhaust flow from the hot-air exhaust outlet is exhausted. The aircraft assembly also has a vortex generator with a flow surface. The flow surface lies in an air flow over the vortex generator. The flow surface is arranged to interrupt the hot-air exhaust flow and generates a flow vortex to cool the air flow over the assembly surface.

Abstract: A duct stringer is disclosed and forms at least part of a duct with a closed cross-section along which a fluid flows. An aperture is formed through a duct wall of the duct stringer and communicates with the duct. An insert is adhered in the duct stringer and is configured to engage with a fastening member to mount a fluid transporting conduit, such as a pipe, over the aperture.

Abstract: A method of monitoring the pressure of a tire of an aircraft, the method including: taking two or more pressure readings from the tire at different times; calculating an estimated deflation rate based on the pressure readings; and calculating a time for the tire to deflate to a reference pressure level based on the estimated deflation rate. Two or more temperature readings are each associated with one of the pressure readings, and the estimated deflation rate is calculated by normalising each pressure reading based on its associated temperature reading and a common reference temperature to obtain a temperature-normalised pressure reading, and calculating the estimated deflation rate based on the temperature-normalised pressure readings. The estimated deflation rate is compared with a threshold, and a warning provided if the estimated deflation rate exceeds the threshold.

Abstract: A roller gear for use in a roller gear and sprocket configuration of a drive system is disclosed, particularly for use in a landing gear drive system of an aircraft. Alternative embodiments and, in particular, means for permitting removal and replacement of rollers and roller mounting pins in the roller gear are disclosed.

Abstract: A wing leading edge assembly is disclosed including a leading edge panel and a cover panel located over the structural component. The cover panel has a thermoplastic layer with an inner surface. A thermoplastic fastening member extends through the structural component and is welded to the inner surface so that the structural component is fastened between the inner surface and the fastening member.

Abstract: A cable routing system is disclosed including a routing fixture and an exit fitting. The routing fixture defines a channel for a cable. The channel is engaged by the exit fitting and a cable in the channels exits through an exit channel defined by the exit fitting. The exit channel is directed away from the channel in the routing fixture. The resulting assembly allows low profile cable runs that can conform to a structural surface and in which cables can be broken out easily, without a requirement to cut the cable. A clamp may be provided to further secure the exit fitting to the routing fixture. A method of installation involves installing a cable into a routing channel before installing the exit fitting. The cable routing system can be used in an aircraft, including space constrained areas such as within an aircraft wing.

Abstract: A locking apparatus for locking the rotational position of a fastener component which is rotatable about an axis relative to a structure. The locking apparatus includes a collar and a rigid arm. The collar is configured to engage with the fastener component such that relative rotation of the collar and the fastener component is substantially prevented. The arm has a first end configured to engage with the collar such that rotation of the collar relative to the first end is substantially prevented, and a second end configured to engage with the structure such that rotation of the arm relative to the structure is substantially prevented. The collar has an inner surface having a first finite order of rotational symmetry about the axis, and an outer surface having a second, larger, finite order of rotational symmetry about the axis.

Abstract: A starboard wing of an aircraft includes various movable aerodynamic surfaces, such as a spoiler, slat, aileron, flap or the like. An actuator is provided for moving each such surface. The location and mounting of the actuator of the starboard wing is symmetrical about the centreline of the aircraft to that of the actuator of the port wing. The location of the piston, arm or other mechanical output of the actuator is at a centre portion of the actuator (i.e. at or near the midline of the actuator. The input port(s) for power is/are also at the centre portion. The actuator for the starboard wing may thus be substantially identical to the actuator for the port wing.

Abstract: A landing gear is disclosed having a main strut being connected to a first attachment point located on the aircraft. The landing gear includes an inboard sidestay and outboard sidestays. The inboard sidestay has a first end connected to the main strut for movement along the main strut and is connected at a second end to a second attachment point located on the aircraft. The outboard sidestay has a first end connected to the main strut for movement along the main strut and is connected at a second end to a third attachment point located on the aircraft. When the landing gear is in a deployed configuration, the connection between the first end of each of the inboard and outboard sidestays and the main strut allows for movement of each first end along at least a portion of the length of the main strut.

Abstract: A wing assembly is disclosed. The wing assembly includes a main structure having a first contact face and a first recess arranged to receive a portion of a tension bolt; and a modular edge having a second contact face and a second recess arranged to receive a portion of the tension bolt. The modular edge is pivotally mounted on the main structure for rotation between an installation position and an operational position in which the modular edge is aligned with the main structure to form at least part of an edge of the wing assembly. The wing assembly is arranged such that, when the modular edge is in the operational position, tension in a tension bolt received in the first and second recesses acts to press the first and second contact faces together, thereby forming a tension joint that resists pivoting of the modular edge relative to the main structure.

Abstract: An aircraft control system including transducers connected by interface units to an avionics network, such as an AFDX network. Each transducer is directly connected to an interface unit local to the transducer. Each interface unit is a configurable unit and has a signal processing module converting data to a format suitable for transmission over the network. Each interface unit may be configurable, via software commands, to operate in an application session mode, a data-loading mode, or a maintenance mode. Each interface unit may be directly associated with one of the software applications of the aircraft control system. The network may include a lower bandwidth part where data communication is conducted over sampling ports only. Interface units may be configured or installed using a plug and play method.

Abstract: An aircraft (1) including a fixed wing (7) and a wing tip device (9) moveably mounted thereon. The wing tip device (9) is movable from a load-alleviating configuration to a flight configuration. The wing tip device includes an airflow channel (88) extending between respective apertures (83, 84) on the upper surface and lower surface of the wing tip device. The channel (88) is configurable between an open state in which air can flow through the channel and a closed state in which the airflow through the channel (88), via the apertures (83, 84), is blocked. The channel (88) is configured such that when the wing tip device (9) is in the load-alleviating configuration and the channel (88) is in the open state, the aerodynamic loading on the wing tip device in flight urges the wing tip device towards the flight configuration.

Abstract: An aircraft wing subassembly including: a wing skin defining a first outer surface, and, a structural reinforcement member, the structural reinforcement member defining a second outer surface, wherein the structural reinforcement member is arranged within the wing such that the first outer surface and the second outer surface form part of an outer wing surface.