Abstract: An actuating system for an actuatable door that comprises at least one latching device with a latching hook that is adapted for locking the actuatable door in a closed position, the latching hook being pivotally mounted to an associated pivot bearing and connected to a pivotable mechanical transmission element via a coupling link, which is pivotally mounted to the latching hook and to the pivotable mechanical transmission element, the pivotable mechanical transmission element being coupled to a rotatable latching shaft, wherein rotation of the rotatable latching shaft in operation results in pivoting of the pivotable mechanical transmission element and pivoting of the latching hook around the associated pivot bearing, wherein the pivotable mechanical transmission element is mounted onto the rotatable latching shaft. The invention is further related to an actuatable door having such an actuating system.

Abstract: A multi-blade rotor for a rotary wing aircraft, comprising a plurality of rotor that is connected to an associated rotor head via a plurality of flexbeam elements, wherein at least one flexbeam element of the plurality of flexbeam elements comprises an asymmetrical flexbeam root that is mounted to the associated rotor head.

Abstract: A modular subfloor system comprises first longitudinal structural frames, lateral regions, and a modular tank system that is connected to the first longitudinal structural frames. The modular tank system comprises a bottom shell, an upper panel, second longitudinal structural frames arranged between the bottom shell and the upper panel and transversal structural frames that are arranged between the bottom shell and the upper panel. The transversal structural frames and the second longitudinal structural frames form compartments. The modular tank system further comprises tank bladders arranged in at least some of the compartments and sealing elements that seal the upper panel, the bottom shell, and the at least some of the compartments of the modular tank system.

Abstract: A rotary wing aircraft that comprises a structural arrangement with at least one first fiber reinforced polymer component and at least one second fiber reinforced polymer component that are spaced apart from each other by an interspace and that are rigidly attached to an associated structural component, wherein the at least one first fiber reinforced polymer component and the at least one second fiber reinforced polymer component are at least partly interconnected by means of an electrically conductive connection, and wherein the electrically conductive connection comprises at least one sprayed layer of electrically conductive particles, the at least one sprayed layer of electrically conductive particles being provided in the interspace.

Abstract: A propeller assembly with at least two propeller blades that are interconnected by associated connection means, the associated connection means defining a common pitch axis for the at least two propeller blades in operation, each one of the at least two propeller blades comprising associated leading and trailing edges that define a respective chord and quarter chord line thereof, wherein the common pitch axis is arranged with a predetermined offset relative to the quarter chord line of each one of the at least two propeller blades, and wherein the associated connection means is adapted to enable, at least in operation in a non-axial inflow field, a passive pitch adjustment of the at least two propeller blades around the common pitch axis.

Abstract: A maintenance step for a helicopter, comprising: a casing that is adapted for integration into a lateral shell of a fuselage of a helicopter, and a step member that is pivotally mounted to the casing, wherein a stirrup unit is pivotally mounted to the step member, the stirrup unit comprising at least a first and a second section, the second section being telescopically mounted to the first section.

Abstract: An aircraft with a composite tail boom that comprises at least partly a tubular tail boom cone with an outer skin and an inner skin, wherein the inner skin delimits a hollow interior of the composite tail boom, wherein a plurality of rod-shaped stiffening elements and a plurality of ring-shaped stiffening elements are arranged between the outer skin and the inner skin, the plurality of rod-shaped stiffening elements being oriented in longitudinal direction of the composite tail boom and the plurality of ring-shaped stiffening elements being distributed along the longitudinal direction in the tubular tail boom cone.

Abstract: An aircraft with a fuselage that defines at least an interior region and a drive system accommodating region, the drive system accommodating region being arranged inside the fuselage and comprising at least one fire protection zone that is defined by at least one associated firewall arrangement, the at least one fire protection zone accommodating at least one engine within the at least one associated firewall arrangement such that the associated firewall arrangement defines a fire-resistant separation between the at least one engine and the interior region of the fuselage, wherein the at least one associated firewall arrangement comprises at least one air duct for ducting a hot air flow that is generated in operation of the aircraft independent from heat generation of the at least one engine.

Abstract: A mounting arrangement for mounting at least a gear box of a rotorcraft to a fuselage of a rotorcraft, the mounting arrangement comprising a gear box of a rotorcraft and at least two support plates that are rigidly attached to at least approximately opposing sides of the gear box, each one of the at least two support plates comprising at least two attachment means that are adapted to allow attachment of the at least two support plates to a fuselage of a rotorcraft by means of associated struts in order to enable transfer of induced loads occurring in operation, which are directed into a predetermined load direction, via the associated struts.

Abstract: An aircraft structural component that is adapted for absorbing and transmitting forces in an aircraft, the aircraft structural component comprising at least one panel element and at least one reinforcing structure. The at least one reinforcing structure is rigidly attached to the at least one panel element such that at least one cavity is defined between the at least one panel element and the at least one reinforcing structure, the at least one cavity being adapted for distributing forces that are absorbed by the aircraft structural component in operation.

Abstract: A rotor or propeller may have rotor blades and a passive pitch angle adjustment apparatus. The passive pitch angle adjustment apparatus may include levers, rods, and central rod. Levers may be connected to rotor blades and rotate them around a respective pitch axis. Rods may be connected to levers and mechanically link levers with each other via central point that is located outside rotor plane. Central rod may connect central point with base point that is located in a longitudinal direction of rotor axis. The passive pitch angle adjustment apparatus may enable a cyclic pitch adjustment of the rotor blades and block a collective pitch adjustment of the rotor blades.

Abstract: The invention is related to composite materials that enable the detection of imperfections through non-destructive testing. The composite material may include several constituent materials. One of these constituent materials may include cavities of a predetermined or random shape that are arranged at predetermined or random locations. Another constituent material may at least partially fill at least some of these cavities during manufacturing of the composite material. A method for non-destructively detecting imperfections in such a composite material may involve receiving an image of the composite material that shows at least some cavities and detecting imperfections in the composite material based on an inspection of the image.

Abstract: A deflector assembly for the rope/cable hanging from a hoist mounted on an aircraft (A). The deflector assembly has an adjoined anchorage that includes a socket face that internally has a sliding bearing in which is housed an innermost end, so that the innermost end is slidably guided relative to the adjoined anchorage to have one degree of freedom along a linear translation axis (LT). A remote anchorage has a support bracket for demountably mounting the remote anchorage to the fuselage. The rotorcraft can be chosen among: helicopters, hybrid rotary aircrafts, UAV rotorcrafts and inhabitable rotorcrafts including remote piloting functions.

Abstract: A shear connection for interchangeably connecting two airframe parts of an aircraft. The shear connection may include first and second interface parts. The second interface part may overlap in the longitudinal direction at an overlap section with at least one of the first interface part and the first airframe part. The shear connection may further comprise means that rigidly and non-interchangeably attach the first interface part to the first airframe part and the second interface part to the second airframe part and a shear bolt that rigidly and interchangeably connects the second interface part with the at least one of the first interface part and the first airframe part at the overlap section, thereby interchangeably connecting the first and second airframe parts.

Abstract: A composite laminate for connection to at least one attachment component in a load-introduction joint, said composite laminate comprising an opening that is adapted to receive a load-introduction component of said load-introduction joint, wherein a prefailure indication element is provided in the region of said opening, said prefailure indication element being modifiable by said load-introduction component in a prefailure mode of said load-introduction joint for indication of an impending function-affecting failure of said composite laminate. The invention is further related to a corresponding load-introduction component.

Abstract: A bearing arrangement with a first bearing layer comprising a first bearing support element and a second bearing layer comprising a second bearing support element, the first and second bearing layers being glidingly interconnected by at least one intermediate gliding element, wherein at least one first gliding surface is arranged between the first bearing support element and the at least one intermediate gliding element, and wherein at least one second gliding surface is arranged between the second bearing support member and the at least one intermediate gliding element, the at least one intermediate gliding element being elastically attached to the first bearing support element by means of at least one first flexible connector and to the second bearing support element by means of at least one second flexible connector.

Abstract: A rotor assembly for a rotorcraft, comprising a rotor shaft, a torque transmission unit that is non-rotatably mounted to the rotor shaft, a rotor hub that is rotatably mounted to the rotor shaft via an associated angular displacement enabling component, and at least two rotor blades that are connected to the rotor hub, wherein the torque transmission unit is coupled to the at least two rotor blades on a rotor assembly outflow side via a pitch control unit, wherein the pitch control unit transmits to the at least two rotor blades torque that is applied from the rotor shaft to the torque transmission unit, and wherein the pitch control unit increases a respective pitch angle of the at least two rotor blades if the torque is increased.

Abstract: A fatigue life management system for determining a remaining fatigue life of a component of an aircraft. The fatigue life management system may generate probability density functions of minimum load, maximum load, and timeframe damage for predetermined time intervals based on selected flight data of the aircraft and regression models for probabilistic prediction of minimum load, maximum load, and timeframe damage of the component. The fatigue life management system may further compute an accumulated fatigue damage estimation based on the probability density functions and a probabilistic fatigue strength model. The fatigue life management system may then generate a distribution of the accumulated fatigue damage estimation of the component. If desired, the processing circuit may compare the distribution of the accumulated fatigue damage estimation with a reliability requirement to determine the remaining fatigue life of the component.

Abstract: A braced wing aircraft with a fuselage and a fixed wing arrangement, the fixed wing arrangement comprising at least two braced wings that are arranged laterally and opposite to each other on the fuselage, each one of the at least two braced wings comprising at least one upper wing and at least one lower wing which are staggered and interconnected at a predetermined transition region, the at least one upper wing being connected to the fuselage at an associated upper wing root and the at least one lower wing being connected to the fuselage at an associated lower wing root.

Abstract: A helicopter with a fuselage and a composite tail boom. The composite tail boom has at least a tubular tail boom cone and a composite attachment ring segment that defines a mating face which is connected to the fuselage at an associated connection interface by means of a plurality of tension members that are oriented longitudinally with respect to a longitudinal extension direction of the composite tail boom. The plurality of tension members are distributed over a perimeter of the composite attachment ring segment 7. The composite attachment ring segment has a clamp ring section with a plurality of tension member accommodations. The clamp ring section defines the mating face of the composite attachment ring segment 7. The plurality of tension members is at least partly accommodated in the plurality of tension member accommodations.