Abstract: There is provided a method of mounting equipment to an aircraft. The method comprises attaching a mounting structure to the fuselage of the aircraft, the fuselage extending lengthwise along a longitudinal axis. This comprises irremovably attaching a plurality of substantially planar frames to the exterior of the fuselage, such that each frame is oriented orthogonal to the longitudinal axis and spaced apart from an adjacent frame; and irremovably attaching a plurality of intercostal ribs between pairs of adjacent frames of the plurality frames, such that each rib is oriented parallel to the longitudinal axis and attached to each of a pair of said adjacent frames. The method further comprises mounting equipment to or within the mounting structure; and covering the mounting structure and the equipment mounted thereon or therein with a cover. The method further comprises removably attaching the cover to the mounting structure or the fuselage. An assembly, structure, tailplane and aircraft are also provided.

Abstract: Certain aspects of the present disclosure provide techniques for an aerodynamic surface actuation system, including: a plurality of outer tracks, wherein each outer track of the plurality of outer tracks include: an inner roller channel; and an outer roller channel positioned above the inner roller channel; an aerodynamic surface connected to a carrier, wherein the carrier includes: a plurality of rollers configured to move within inner roller channels of the plurality of outer tracks; and a carrier rack; a plurality of fixed rollers mounted to a plurality of longitudinal structural elements in an aerodynamic structure, wherein the plurality of fixed rollers are disposed within outer roller channels of the plurality of outer tracks; and a plurality of fixed racks, wherein each fixed rack of the plurality of fixed racks is mounted to a longitudinal structural element of the plurality of longitudinal structural elements.

Abstract: An airfoil body is provided for an aircraft which includes a first skin, a second skin, a plurality of first stiffeners and a plurality of second stiffeners. The first stiffeners are configured from or otherwise include first stiffener composite material. The first stiffeners extends widthwise between and are connected to the first skin and the second skin. Each of the first stiffeners has a first stiffener longitudinal centerline that extends spanwise along the first skin and the second skin. The second stiffeners are configured from or otherwise include second stiffener composite material. The second stiffeners extend widthwise between and are connected to the first skin and the second skin. Each of the second stiffeners has a second stiffener longitudinal centerline that extends lengthwise along the first skin and the second skin.

Abstract: A multispar lifting surface including a multispar torsion box having corner reinforcements, a movable control surface, and an axial rod fitting. The movable control surface includes a movable element, a hinged connection joined to the movable element, and an axial rod joining the hinged connection to the rear spar of the multispar torsion box. The axial rod fitting is configured to join the axial rod and the multispar torsion box; and includes a longitudinal profile resting against the rear spar, and a lug joined to the longitudinal profile at one end and to the axial rod at another end; the lug defining a plane including the longitudinal axis of the axial rod. This multispar lifting surface is able to support sideward forces without any additional structure.

Abstract: Embodiments for commercial freighter configuration for aircraft with composite wings. One embodiment is cargo floor structure for a wing center section of an aircraft. The cargo floor structure includes over wing floor beams extending longitudinally between a rear spar and a front spar of the aircraft. The over wing floor beams are coupled with an upper skin panel of a composite wing. The cargo floor structure also includes intercostals extending spanwise across the over wing floor beams. The intercostals suspended over the upper skin panel of the composite wing. The cargo floor structure also includes a truss box structure disposed between a middle pair of the over wing floor beams and configured to shear a spanwise load from the intercostals into the upper skin panel of the composite wing.

Abstract: A wing includes: a main structural member; a leading-edge member formed of material with a coefficient of linear thermal expansion different from that of material of the main structural member; an eccentric bushing that has a circular through-hole and is shaped in a cylindrical shape; and a coupling member. The leading-edge member has a first hole prolonged in a specific direction. The main structural member has a second hole. The center axis of the eccentric bushing and the center axis of the through-hole are parallel to and offset from each other. The eccentric bushing is inserted to the first hole. The first coupling member is inserted to the through-hole and the second hole to couple the main structural member and the leading-edge member.

Abstract: A window unit for an aircraft includes a wall module having a side wall laterally delimiting an aircraft cabin. The side wall has a window opening and the wall module has retaining portions. A window module has a window frame accommodating at least one windowpane and the window module has fastening portions. A fastening configuration fastens the window module on the side wall in a region of the window opening. The fastening configuration is formed by a respective fastening portion engaging with a respective retaining portion. The retaining portions and the fastening portions are movable into a plug-in position by a plug-in movement of the window module and are movable from the plug-in position into a securing position by a rotary movement of the window module. The wall module and the window module are interconnected by a form-locking connection in the securing position.

Abstract: An aircraft fuselage body is constructed of an upper body section having a curved cross-section configuration and a lower body section having a curved cross-section configuration. The upper body section and the lower body section are joined together to form an aircraft fuselage body by splice straps that are secured, end to end along interior surfaces of the upper body section and the lower body section. The aircraft fuselage body being constructed of an upper body section and a lower body section enables installation of systems separately into the upper body section and the lower body section prior to the upper body section and lower body section being joined together.

Abstract: An aircraft nacelle air intake includes sectors each having a lip forming portion, an outer panel forming portion and an inner panel forming portion. The outer panel forming portions and lip forming portions are formed by a continuous one-piece wall. At at least one junction between two adjacent sectors, an opening and a hatch are provided between the outer panel forming portions of the sectors. The inner panel forming portions and the lip forming portions of the sectors are edge to edge and fixed to each other by fixing devices accessible from the inside of the sectors and invisible from outside of the sectors. A maintenance method in which, when a zone of a sector is damaged, the sector concerned is removed as a whole and is replaced by a new of “recycled” sector is also described.

Abstract: A wingtip device to attach to a wing of an aircraft includes an aerofoil portion and a connection spar arranged to be received in a connection spar receiving portion of the wing of an aircraft. The spar includes a first through hole in a first portion of the connection spar and a second through hole in a second rearward portion of the connection spar, the second portion being rearward of the first portion with respect to a direction of flight. The first and second through holes are arranged to receive a retaining pin that is to be inserted through both the first and second through holes.

Abstract: A wing assembly include at least one fuel tank having a tank outboard end. In addition, the wing assembly includes a stout wing rib located proximate the tank outboard end and extending between a front spar and a rear spar. The wing assembly also includes at least one outboard wing rib located outboard of the stout wing rib and defining an outboard wing bay. The wing assembly also includes an upper skin panel and a lower skin panel each coupled to the front spar, the rear spar, the stout wing rib, and the outboard wing rib. A plurality of bead stiffeners are coupled to the upper skin panel and/or the lower skin panel and are spaced apart from each other within the outboard wing bay.

Abstract: A pressure deck system for a fuselage of an aircraft. The pressure deck system comprises a first sloping outboard pressure panel, a first longitudinal stiffener connected to the first sloping outboard pressure panel, a second sloping outboard pressure panel opposite the first sloping outboard pressure panel, a second longitudinal stiffener connected to the second sloping outboard pressure panel, pressure panels between the first sloping outboard pressure panel and the second sloping outboard pressure panel and forming the an upper barrier of a wheel well, longitudinal beams connected to the pressure panels and supporting a cabin floor of the fuselage, and a sloping pressure deck connecting a number of these components to the rear spar of the center wing box. A waterline of the pressure deck system is de-coupled from a side-of-body waterline in the fuselage.

Abstract: A number of devices are provided for detecting presence of ice in an airstream. In some examples such device includes a housing defining a first chamber and a second chamber, and a partition wall separating the first chamber and the second chamber. The first chamber has at least one inlet opening on a front housing wall facing the airstream, and at least one outlet opening, smaller than the at least one inlet opening. The second chamber is configured for being operatively coupled to at least one electromagnetic (EM) system that is configured for transmitting EM energy to the first chamber at least via the partition wall, which is transparent and/or translucent with respect to the EM energy, the EM energy being configured for melting ice that can accrete with respect to the inlet opening.

Abstract: A movable surface of an aircraft has a front spar extending along a spanwise direction between opposing movable surface ends. The movable surface also includes a plurality of ribs defining a plurality of bays between adjacent pairs of the ribs. Each rib extends between the front spar and a trailing edge portion of the movable surface. The movable surface further includes an upper and a lower skin panels coupled to the ribs and the front spar. In addition, the bull surface includes a plurality of bead stiffeners coupled to an inner surface of at least one of the upper skin panel and the lower skin panel. The bead stiffeners within the bays are spaced apart from each other and are oriented non-parallel to the front spar and have a bead stiffener cap having opposing cap ends respectively locate proximate the front spar and the trailing edge portion.

Abstract: An anchoring platform is disclosed for captive aircraft that addresses problems when handling captive aerostats, including excessive workload required to switch between flying and anchored states. The anchoring platform includes an anchoring device. Cords, together with a confluence point, are wound into the anchoring device, by the winch. The structure for anchoring the captive aircraft is the cradle which bears the aerostat, while the winch exerts tension to hold same static in the structure.

Abstract: In order to integrate an aerodynamic box without a solid shim, a spar joint is provided. The spar joint comprises a first spar having a first spar contact surface and a second spar having a second spar contact surface. When the first and second spars are fixed to each other, the first and second contact surfaces engage each other in a manner forming a contact plane. The first and second contact surfaces are inclined such that a first imaginary plane that is an extension of the contact plane in a chordwise direction forms at least one intersection with a second imaginary plane that is originating from a chordwise extremal end of an aerodynamic skin. The spar joint is used in aerodynamic boxes, such as flap boxes and TE boxes. The spar joint is also used in airfoil profiles.

Abstract: A wing assembly includes a center wing structure and a pair of outer wing structures. The center wing structure includes a center wing front spar, a center wing rear spar, and an engine mounting location on each side of a wing centerline. Each outer wing structure includes an outer wing front and rear spar configured to be coupled respectively to the center wing front and rear spar to define a wing joint coupling the outer wing structure to the center wing structure. The center wing structure is configured such that the spar terminal ends of the center wing front and rear spars at each wing joint are located no further inboard than an engine centerline associated with the engine mounting location, and no further outboard of the engine centerline than ten percent of a distance between the engine centerline and the wing centerline.

Abstract: An aircraft wing box is disclosed having a fuel tank with a fuel-tight boundary, upper and lower covers, forward and aft spars, and a partition including an inboard portion, an outboard portion, and a third portion between the inboard and outboard portions. Each cover is attached to each spar, the inboard portion of the partition is joined to each cover and joined to one of the spars, the outboard portion of the partition is joined to each cover and joined to one of the spars, each cover is joined to the partition. The inboard part, outboard part and third part of the partition are integrally formed as a single-piece; and the single-piece provides part of the fuel-tight boundary of the fuel tank.

Abstract: A method of providing torque protection and/or thrust protection for the or each propeller of a hybrid helicopter. The hybrid helicopter includes a control system connected to the blades of each propeller and a thrust control configured to generate an order for modifying a pitch of the blades, which order is transmitted to the control system, the propeller(s) being driven in rotation by a mechanical transmission system of the hybrid helicopter. The method includes a step of having the control system keep the pitch of the blades of a propeller within at least one control envelope relating to a thrust generated by the propeller or to a torque exerted in the mechanical transmission system. In this way, the pitch of the blades of each propeller is kept between a lower limit and an upper limit of the control envelope.

Abstract: Method for assembling a slat, for an aircraft wing, comprising providing a skin and a plurality of stiffeners; assembling the stiffeners to the skin obtaining a skin sub-assembly; providing a spar and a plurality of lugs; assembling the lugs to the spar obtaining a spar sub-assembly; assembling the spar sub-assembly to the skin sub-assembly to obtain the slat.