Abstract: Two components of an aircraft structure are joined by providing a threaded opening in one of them and supporting an alignment insert in that opening. The alignment insert is used to guide drilling of the second component such that a hole is produced which is aligned with the threaded opening, for instance using an alignment projection which physically guides a drill. The alignment insert may then be removed. A fastener is then inserted through that hole and into the threaded opening, then tightened to form the completed joint.

Abstract: An aircraft assembly is disclosed having a wing tip device connected to a wing tip of a wing by a first connector, a second connector, and a third connector. The wing tip device includes a front device spar and a rear device spar. The first connector is associated with the rear device spar. The second connector is spaced apart in a chordwise direction forward of the first connector, and the third connector is spaced apart in a chordwise direction rearward of the first connector. The third connector includes a spigot mounting formation.

Abstract: A passenger cabin area includes at least one aisle extending along a longitudinal axis of the passenger cabin area, a seating area next to the aisle in the direction of a transverse axis, perpendicular to the longitudinal axis, of the passenger cabin area and in which at least one passenger seat is provided, and a plurality of sleeping berths arranged above the seating area in the direction of a vertical axis, perpendicular to the longitudinal axis and the transverse axis, of the passenger cabin area. Each sleeping berth is accessible from the aisle of the passenger cabin area via a stairway element assigned individually to the sleeping berth.

Abstract: A drilling method is provided allowing drilling in confined spaces with less effort. Two independent data sources are used for reducing tolerances between the component to be joined to the workpiece. The component is measured at the supplier using photogrammetry or laser scanning. First geometric data of the component obtained by this measurement are put in a data storage, such as a barcode tag or database. At the manufacturer, the first geometric data are used to position the component relative to the workpiece. Subsequently, the component is measured to obtain second geometric data indicative of the positions and diameters of the component joining holes. After determining a deviation between the first and second geometric data to be smaller than a predetermined threshold, the automatic drill is positioned at the correct drilling location and joining holes are drilled into the workpiece. Finally, the component and the workpiece are joined by fasteners.

Abstract: A wing for an aircraft is disclosed including a fixed wing, a high-lift device and a hold-down arrangement arranged between two supports of the high lift device having a first hold-down element attached to the high-lift device and a second hold-down element attached to the fixed wing. The first hold-down element contacts the second hold-down element when the high-lift device is in a retracted position in which it prevents a trailing edge of the high-lift device from detaching from an upper surface of the fixed wing when the fixed wing bends in the spanwise direction. One of the hold-down elements is a load-limited hold-down element which comprises a biasing means. When the load transmitted through the hold-down arrangement exceeds an operational threshold, elastic deformation of the biasing element results in the hold-down arrangement no longer preventing the trailing edge high-lift device from detaching from the upper surface of the fixed wing.

Abstract: An aircraft usable as a passenger aircraft and a fire fighter aircraft. The passenger aircraft includes a passenger area with passenger seats and a permanently installed fire extinguishing medium tank for storing fire extinguishing medium such as water, as well as a fire extinguishing medium nozzle for discharging the fire extinguishing medium. The passenger aircraft may be a type from an aircraft series also including a long-haul aircraft having a center tank for range extension. In the passenger aircraft, a center tank may be used as an extinguishing medium tank.

Abstract: A wing for an aircraft, comprising a main wing and a slat assembly with a slat and a connection assembly with a slat track. The front end of the slat track is mounted to the slat, and the rear end and/or the intermediate portion of the slat track are mounted to the main wing by a roller or slide bearing. The slat track is movable along the track longitudinal axis. The connection assembly includes a drive unit. The drive unit includes a rotary actuator mounted to the main wing and having at least one drive arm rotatably driven about a rotation axis and drivingly engaging the slat track, and one of the drive arm and the slat track has at least one groove and the other one of the drive arm and the slat track comprises at least one spigot drivingly engaging the groove.

Abstract: A propeller propulsion unit, comprising at least one kinematic system comprising at least: a heat engine, an electrical energy generator, an electric motor configured to generate a rotary movement as output from the electrical energy generated by the electrical energy generator, a drive and selection device configured to assume a first configuration, in which it is coupled to the output of the electric motor, and a second configuration, in which it is coupled to the main shaft of the heat engine, and a propeller rotated by the drive and selection device. Such a propeller propulsion unit with a hybrid engine allows more power to be provided and facilitates maintenance and ergonomics and is safer.

Abstract: A component life prediction system configured to predict the remaining life of a consumable component installed on an aircraft. The system includes a processor configured to: receive wear information indicative of a current wear state of the component; receive schedule information indicative of a future flight schedule for the aircraft; and determine the remaining life of the component based on the received wear information and the received schedule information.

Abstract: A wing tip device for a fixed wing aircraft is disclosed having an alular-like projection, a first leading edge region having a first sweep angle, a second leading edge region outboard of the first leading edge region in a spanwise direction and having a second sweep angle greater than the first sweep angle, a third leading edge region outboard of the second leading edge region in the spanwise direction and adjacent a tip end of the wing tip device and having a third sweep angle greater than the first sweep angle. The second leading edge region is adapted to generate a first vortex, and the third leading edge region is adapted to generate a second vortex which builds towards the tip end of the wing tip device.

Abstract: A wing for an aircraft is disclosed having a fixed wing, a foldable wing tip portion and a flight latch device for latching the foldable wing tip portion in the extended position, wherein the flight latch device includes a housing, a latch bolt, and a motor for driving the latch bolt between the latched and unlatched positions. A flight latch device includes a threaded shaft rotationally driven by the motor, a nut engaging the shaft, so that the nut can rotate relative to the shaft, the nut is connected to the housing via a linear guide and is connected to the latch bolt for common linear movement with the latch bolt, and the flight latch device includes an offset compensation, providing that the shaft is supported pivotable relative to the housing and the latch bolt is coupled to the nut via a compensational bearing allowing angular play between the nut and the latch bolt.

Abstract: An aircraft wing trailing edge section assembly is disclosed having an upper skin structure providing an upper external aerodynamic trailing edge surface, a lower skin structure providing a lower external aerodynamic trailing edge surface, and a movement mechanism including a first portion attached to an internal surface of the upper skin structure, a second portion attached to an internal surface of the lower skin structure, and a rotationally mounted connector member connected between the first and second portions, such that rotational movement of the connector member causes simultaneous movement of both first and second portions and therefore both upper and lower skin structures, such that the camber of the trailing edge section is changed. An aircraft wing section assembly, an aircraft and methods of operating an aircraft are disclosed.

Abstract: An aircraft brake control system for controlling antiskid braking of an aircraft wheel is disclosed including a control assembly having a mode controller which sets the mode of operation of an antiskid brake calculator, configured to set a first mode, when an input of the indication of a brake energy supply configuration indicates a first brake energy supply being used, in which the antiskid brake calculator applies a first restriction level on a rise rate of the antiskid brake command, and a second mode, when the input 305 indicates a second brake energy supply being used, in which the antiskid brake calculator applies a second, lower, restriction level on a rise rate of the antiskid brake command.

Abstract: A leading-edge component for an aircraft includes at least a part of a flow body having a front skin and a rib. The front skin comprises a top section, a bottom section and a leading edge arranged therebetween. The rib extends from the bottom section to the top section. The rib comprises a flange that at least partially surrounds the rib. The flange is attached to an inner side of the front skin. The at least one peripheral surface extends from the contact surface inwardly into the flow body and away from the inner side of the front skin or encloses a weakened connection region with the contact surface for bending inwardly into the flow body upon an impact onto the front skin on or adjacent to the at least one peripheral surface.

Abstract: A piccolo tube for de-icing an airfoil structure of an aircraft is disclosed having a shape extending in a longitudinal direction and is configured for installation in an airfoil structure of an aircraft in the longitudinal direction of the airfoil structure. The piccolo tube includes a connector element for receiving heated air from a supply source, and a longitudinally extending air duct having a plurality of outlet openings arranged along the air duct, for supplying and distributing the heated air along the inner side of the airfoil structure. The piccolo tube is curved and its curvature is adapted to a curvature of the airfoil structure in its longitudinal direction. A de-icing system includes the piccolo tube and a supply source for supplying heated air to the piccolo tube. An airfoil structure includes the piccolo tube and/or the de-icing system.

Abstract: A barrel nut retainer for retaining a barrel nut in a bore of a component is disclosed having a body adapted to fit within a bore and extending between a first end and a second end, and wherein the body has an aperture between the first end and second end configured to receive a barrel nut, and a head portion at the first end of the body, the head portion adapted to sit over an open end of the bore.

Abstract: A method is disclosed for manufacturing connecting members for connecting an aircraft wing to a center wing box, using preforms. The method involves a step of manufacturing at least one preform made of composite material forming the connecting member, and a step of assembling the preform or preforms by heat treatment to form the connecting member. The manufacturing method makes it possible, simply and quickly, to manufacture a connecting member that contributes to the connection between a center wing box of an aircraft and a wing of the aircraft.

Abstract: A method of determining a status of a tyre monitoring device is disclosed. The tyre monitoring device includes a counter initiated on a first use of the tyre monitoring device on a wheel and the method includes: determining a current value of the counter; determining a status of the tyre monitoring device based on the current value of the counter; and providing an indication based on the determined status. In some examples, the status is a remaining service lifetime and the indication may be a replacement notification. A method of cross-checking data between tyre monitoring devices is also disclosed. The method includes receiving data from a plurality of tyre monitoring devices associated with respective tyres of a same vehicle; comparing the received data from different ones of the plurality of tyre monitoring devices; determining inconsistent data associated with at least one of the plurality of tyre monitoring devices based on the comparison; and providing an indication of the inconsistent data.

Abstract: An aircraft landing gear support (1) including: a support member (such as a landing gear rib (2)) and a plurality of pintle supports (5, 7, 8) (typically in the form of lugs) which form a pintle support arrangement for holding a pintle on which a landing gear assembly may be rotatably supported. The lugs are removably attached to the gear rib.

Abstract: A propulsion system includes a system for producing electricity that supplies electricity to at least one electric motor to which is mechanically coupled a propeller situated near a first longitudinal end of a nacelle that houses at least the system for producing electricity and the at least one electric motor. An air circulation channel, which receives a heat exchanger provided to allow the system for producing electricity to be cooled, extends inside the nacelle from a first end of the air circulation channel situated at the first longitudinal end of the nacelle. A part of the air circulation channel that is contiguous with its first end is delimited by an outer surface of cylindrical shape that surrounds the longitudinal axis of the nacelle.