Abstract: A leading edge structure (11) for a flow control system of an aircraft (1), including a leading edge panel (13) surrounding a plenum (17) and having a first side portion (21), a second side portion (27), an inner surface (33) facing the plenum (17) and an outer surface (37) in contact with an ambient flow (39), wherein the leading edge panel (13) includes micro pores (45), wherein a first port device (49) is arranged in the first side portion (21) fluidly connected to the plenum (17) via a duct (53) defined by a duct structure (105), and wherein the first port device (49) comprises a first door (55) pivotable by a first hinge (57) about a first hinge axis (59).

Abstract: A propulsion unit, and an aircraft, with a propeller and electric motor, including at least one intermediate element interposed between the electric motor and the propeller and configured to transmit at least thrust loads generated by the propeller, a primary structure supporting the propulsion unit, at least one interface having: a first load path, configured to transmit loads perpendicular to the axis of rotation of the propeller, linking the at least one intermediate element to a support linked rigidly to or incorporated in the primary structure, a second load path, configured to transmit loads that are parallel to the axis of rotation of the propeller, linking the at least one intermediate element to a support linked rigidly to or incorporated in the primary structure.

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 wing section assembly is disclosed having a structural spine, a movement mechanism including a support rod 1 extending through the structural spine, a first lever, for connection to and for moving a first moveable control surface, pivotally mounted to the support rod, a second similar lever for connection to and for moving a second moveable control surface, and a connection mechanism for connecting the first and second levers such that pivotal movement of the first lever causes pivotal movement of the second lever, and an actuation mechanism for actuating pivotal movement of the first lever, such that, in use, when the actuation mechanism actuates pivotal movement of the first lever, the second lever also pivotally moves, thus causing movement of both the first and second moveable control surfaces. Also disclosed is an aircraft wing assembly, an aircraft and a method of operating an aircraft.

Abstract: A mounting member configured to support a cabin component to be mounted to a mounting rail. The rail mounting arrangement comprises a disengagement locking mechanism that prevents a removal of the mounting member along a transversal direction of the mounting rail, while still allowing movement along the longitudinal direction. The rail mounting arrangement includes a securing mechanism that is configured to secure the mounting member at the desired location along the mounting rail.

Abstract: A cradle for supporting an aircraft landing gear assembly is disclosed including a chassis for transporting the cradle and an arm movable between a stowed position and an elevated position with respect to the chassis. The arm has a set of clamps for securing the landing gear assembly to the cradle. In this way the landing gear assembly is held securely in the stowed position for storage and transport, and held securely in the elevated position for installation to an aircraft, such that damage to the landing gear assembly during transportation and installation is minimised.

Abstract: A lightning strike protection layer for an aircraft is disclosed having a first portion and a second portion, the first portion includes a first fibre reinforced polymer composite layer and a first electrically conductive metal layer and the second portion includes a second fibre reinforced polymer composite layer and a second electrically conductive metal layer, and the first and second portions are joined at a butt joint, with the first and second fibre reinforced polymer composite layers abutting and the first and second electrically conductive metal layers abutting; and a butt-strap extending across the butt joint, the butt-strap comprising a third electrically conductive metal layer electrically connected to the first and second electrically conductive metal layers.

Abstract: A rib mounting assembly for an aircraft is disclosed including a rib post and a seal member. The rib post has a rib post foot to mount with a longitudinal spar and a rib post web upstanding from the rib post foot. The seal member has a seal body and a mounting flange. The mounting flange is mounted with the rib post foot and the seal body extends from an end of the rib post.

Abstract: A computer-implemented method of tire maintenance including: receiving data of a plurality of tire gas pressure measurements each measurement having an associated time; analyzing the received data to determine maintenance information, wherein the maintenance information comprises at least one of: an inflation event, a maximum pressure, a minimum pressure and a tire replacement event; and providing an indication based the determined maintenance information.

Abstract: A method of determining a status of a tyre monitoring device that includes a power supply. The method includes determining a value indicative of consumption of the power supply, determining a status of the tyre monitoring device based on the value indicative of consumption of the power supply, and providing an indication based on the determined status.

Abstract: A method of landing an aircraft in which the aircraft receives information from a second aircraft via a direct aircraft-to-aircraft communication from the second aircraft to the aircraft; determines a landing plan of the aircraft based on the information; and lands the aircraft based on the landing plan. The use of a direct aircraft-to-aircraft communication (i.e. a communication from the second aircraft to the first aircraft which does not travel via an intermediary such as a land station, air traffic controller or satellite) makes the method reliable because such a communication is inherently secure and difficult to hack.

Abstract: A stiffener is disclosed including a core and a shell which surrounds the core. The shell is formed from a fibre material, and the core includes first and second battens arranged side by side, and a foam spacer between the battens. The stiffener extends in a lengthwise direction, and the battens and the foam spacer have respective lengths which extend in the lengthwise direction of the stiffener. The core is assembled with the spacer between the battens, then surrounded with the shell. The stiffener may be a stringer for an aircraft wing.

Abstract: A freight container configured to fit in an aircraft cargo hold includes a floor element. First and second parallel side walls extend away from first and second opposite edges of the floor element base surface. A top wall, parallel to a floor element resting surface, extends between edges of the first and second side walls, which edges are remote from the first and second edges. A front wall extends between the first and second side walls from a base surface third edge to a top wall front edge. The front wall has a first front wall portion, extending from the base surface third edge at a first angle of at least 90° to the resting surface. The front wall has a second front wall portion, extending from the top wall front edge at a second angle of less than 180° and more than 90° to the top wall.

Abstract: A computer-implemented method of predicting tire pressure of a tire of an aircraft, the method including obtaining first data indicative of an inflation pressure of the tire, obtaining second data indicative of a brake temperature of a brake associated with an aircraft wheel to which the tire is mounted, obtaining third data indicative of a gas temperature of the tire, and obtaining fourth data indicative of one or more predicted operational conditions of the aircraft during a future time period. The method includes determining, based at least in part on the first, second, third and fourth data, predicted tire pressure characteristics of the tire during the future time period.

Abstract: An aircraft engine incudes: a catalyst, e.g. platinum, applied to turbine blades (580c, 590c) and/or to a catalytic grid downstream of the engine's combustion chamber. An exhaust fluid additive injection system is incorporated upstream of the catalyst via a line 560, in a stator blade within the engine. The catalyst is used to reduce NOx emissions from the engine by a Selective Catalytic Reduction reaction.

Abstract: A primary structural assembly for an aircraft outside-skin heat exchanger, the assembly comprising an outer-skin portion which defines an outer shape of the aircraft and forms a portion of a hull of the aircraft, wherein the outer-skin portion comprises at least one recess, a thermal-transfer fluid connection which is designed to convey a thermal-transfer fluid into the recess, a component which closes the recess, and at least one retaining element which is arranged in or on the recess and is configured to hold the component closing the recess, in the recess. Further, an aircraft including such a primary structural assembly and a method for attaching the aircraft outside-skin heat exchanger are disclosed.

Abstract: In order to enlarge a tank volume of a hydrogen powered aircraft, an aircraft tank for storing cryogenic H2 is configured as a non-circular dorsal tank. The aircraft tank may be configured as a conformal fuel tank fitted to an outer contour of an aircraft fuselage. Further, an aircraft is provided with such an aircraft tank.

Abstract: A method of monitoring friction associated with a plurality of aircraft wheels of an aircraft, the method including, for each of the plurality of aircraft wheels, obtaining wheel speed data associated with the aircraft wheel. The method includes determining, based at least in part on the wheel speed data, deceleration of the aircraft wheel during a time interval, and determining, based at least in part on the determined deceleration, a value indicative of friction associated with the aircraft wheel. The method includes providing, based at least in part on the determined value, a signal indicative of a level of friction associated with the aircraft wheel.

Abstract: An aircraft floor grid transport system for assembling an aircraft fuselage barrel and method of calibrating the transport system are disclosed. The transport system includes a rectangular beam, a stabilizer device to be associated with referential positioning devices of an assembly platform and a plurality of fixing devices to be fixed to the floor grid, each of the fixing devices having a vertically adjustable length. The transport system makes it possible to handle the floor grid without deforming it in order to assemble a fuselage barrel.

Abstract: A method and apparatus for cutting a Non-Crimp Fabric for improving edge stability and reducing stitch retraction is disclosed. The part of the NCF to be cut is treated with a binder and heated to activate the binder and therefore bind the tows and stitches together. By treating only the cutting path the drapability of the wider fabric is maintained. This may be achieved by heating only the part of the NCF to be cut, or applying binder to only the part of the NCF to be cut. The NCF may be compressed and cooled before cutting to improve binding action. A ply cutter may be adapted to carry out the invention by including a heat source and optionally a binder dispenser, compressor and cooler.