Abstract: A method for configuring a sensor tag includes placing the sensor tag in a location on a garment or fabric to be affixed. The method may further include applying a heat source at a temperature to the sensor tag for a time period. The method may further include removing the heat source after the time period has elapsed. The method may further include removing a paper layer between an adhesive layer and the garment of fabric prior to placing the sensor taking in the location. The method may further include removing a top protective layer after removing the heat source.

Abstract: A method for configuring a sensor tag includes placing the sensor tag in a location on a garment or fabric to be affixed. The method may further include applying a heat source at a temperature to the sensor tag for a time period. The method may further include removing the heat source after the time period has elapsed. The method may further include removing a paper layer between an adhesive layer and the garment of fabric prior to placing the sensor taking in the location. The method may further include removing a top protective layer after removing the heat source.

Abstract: An aircraft aerodynamic surface (1) including a torsion box (2) having a front spar (21) and rear spar (22), a first control surface (3) including a front spar (31) and a trailing edge (32) and a second control surface (4) having a front spar (41), a trailing edge (42), and a pivot device (5, 6, 7, 8) for pivotally attaching the first control surface (3) and the second control surface (4) to the rear spar (22) of the torsion box (2), the first control surface is an inboard control surface (4) including two lateral ribs (9, 9?), six inner ribs (11, 12, 13, 14, 15, 10) and an inner spar (16), and the second control surface (3) is an outboard control surface which includes two lateral ribs (20, 20?), three internal ribs (17, 18, 19), two internal spars (24, 24?) and one internal spar (23).

Abstract: A sandwich structure architecture for high speed impact resistant structure includes sandwich skins which enclose a sandwich core formed by a plurality of spacing layers and a plurality of trigger layers, wherein these layers are stacked alternatively in the core. The walls of the trigger layers are thicker than the walls of the spacing layers and/or the walls of the trigger layers include at least one part inclined with respect to the walls of the spacing layers. The spacing and the trigger layers are made of the same type of material, preferably composite materials or metallic materials. The structure is capable of absorbing high-speed impacts, and at the same time can be used as load carrying structure in aircraft fuselages, wings, vertical or horizontal stabilizers.

Abstract: A leading edge for an airfoil comprising a torsion box, the leading edge comprising a leading plate and a first inflatable element suitable for being filled with air. The leading plate comprises a convex side and a concave side. The first inflatable element is in contact with at least part of the concave side, thus reinforcing the leading plate. An airfoil comprising such a leading edge is also provided.

Abstract: A pressure bulkhead for an aircraft comprising a fuselage. The pressure bulkhead comprises an inflatable element, suitable for being filled with air, which in turn comprises a cover which delimits an inner zone. The pressure bulkhead further comprises a seal suitable for providing an airtight seal between the cover and the fuselage of the aircraft.

Abstract: An external part of an aircraft (such as a fairing) comprising a skin made with flexible materials attached to rigid supporting elements (such as longerons and frames) arranged in, at least, two directions. The skin comprises inner inflatable panels in all bays delimited by the rigid supporting elements and/or an external inflatable panel. The skin is joined to the supporting elements so that its external surface complies with aerodynamic requirements.

Abstract: A deformable structure, such as a panel or a shock absorber, for absorbing energy from a mechanical and/or acoustic impact. The structure comprises an inner core and one or more external layers covering the inner core. The inner core comprises a set of first segments having a positive Poison's ratio and second segments having a negative Poisson's ratio. The first and second segments are arranged alternately and joined to one another so that the deformation received by one first segment is transmitted to an adjacent second segment and vice versa.

Abstract: A structure of a control surface for aircrafts, such as elevators, rudders, landing flaps, ailerons, and other similar lifting surfaces. The control surface includes a front spar, a rear spar, a plurality of ribs, at least one hinge fitting, and at least one actuator fitting, the hinge and actuator fittings joined with the front spar. A first rib is joined with a hinge fitting to form a first oblique angle with the front spar; a second rib is joined with an actuator fitting to form a second oblique angle with the front spar. The rear spar, located between the front spar and trailing edge of the control surface, extends only between the second rib and an outboard end of the control surface. The ribs are located in correspondence with the main torsion and bending load paths created in the control surface during flight, landing or takeoff.

Abstract: An aircraft aerodynamic surface (1) including a torsion box (2) having a front spar (21) and rear spar (22), a first control surface (3) including a front spar (31) and a trailing edge (32) and a second control surface (4) having a front spar (41), a trailing edge (42), and a pivot device (5, 6, 7, 8) for pivotally attaching the first control surface (3) and the second control surface (4) to the rear spar (22) of the torsion box (2), the first control surface is an inboard control surface (4) including two lateral ribs (9, 9?), six inner ribs (11, 12, 13, 14, 15, 10) and an inner spar (16), and the second control surface (3) is an outboard control surface which includes two lateral ribs (20, 20?), three internal ribs (17, 18, 19), two internal spars (24, 24?) and one internal spar (23).

Abstract: A sandwich structure architecture for high speed impact resistant structure includes sandwich skins which enclose a sandwich core formed by a plurality of spacing layers and a plurality of trigger layers, wherein these layers are stacked alternatively in the core. The walls of the trigger layers are thicker than the walls of the spacing layers and/or the walls of the trigger layers include at least one part inclined with respect to the walls of the spacing layers. The spacing and the trigger layers are made of the same type of material, preferably composite materials or metallic materials. The structure is capable of absorbing high-speed impacts, and at the same time can be used as load carrying structure in aircraft fuselages, wings, vertical or horizontal stabilizers.

Abstract: A pressure bulkhead for an aircraft comprising a fuselage. The pressure bulkhead comprises an inflatable element, suitable for being filled with air, which in turn comprises a cover which delimits an inner zone. The pressure bulkhead further comprises a seal suitable for providing an airtight seal between the cover and the fuselage of the aircraft.

Abstract: A leading edge for an airfoil comprising a torsion box, the leading edge comprising a leading plate and a first inflatable element suitable for being filled with air. The leading plate comprises a convex side and a concave side. The first inflatable element is in contact with at least part of the concave side, thus reinforcing the leading plate. An airfoil comprising such a leading edge is also provided.

Abstract: A deformable structure, such as a panel or a shock absorber, for absorbing energy from a mechanical and/or acoustic impact. The structure comprises an inner core and one or more external layers covering the inner core. The inner core comprises a set of first segments having a positive Poison's ratio and second segments having a negative Poisson's ratio. The first and second segments are arranged alternately and joined to one another so that the deformation received by one first segment is transmitted to an adjacent second segment and vice versa.

Abstract: An external part of an aircraft (such as a fairing) comprising a skin made with flexible materials attached to rigid supporting elements (such as longerons and frames) arranged in, at least, two directions. The skin comprises inner inflatable panels in all bays delimited by the rigid supporting elements and/or an external inflatable panel. The skin is joined to the supporting elements so that its external surface complies with aerodynamic requirements.

Abstract: The present disclosure generally refers to an aircraft horizontal tail plane (HTP) having a multi-rib torsion box formed by first and second lateral torsion boxes symmetrically arranged with respect to a plane of symmetry of the horizontal tail plane. A group of ribs are substantially parallel to the plane of symmetry of the horizontal tail plane, and the stringers are arranged as to define an angle within the range 80°-100° with respect to the plane of symmetry of the horizontal tail plane. Due to this relative arrangement of the ribs and stringers, the stringers are not continuous through ribs, thus the ribs can be manufactured without mouse holes. The HTP of the invention can be manufactured easier and faster than traditional HTP designs.

Abstract: An optimized leading edge for an aircraft lifting or supporting surfaces, such as wings and stabilizers, wherein the leading edge includes inboard and outboard leading edge sections that are span-wise arranged so as to form together an aerodynamic surface of the leading edge. Each of the leading edge sections includes a skin panel and a support structure formed by spars that are internally arranged in the skin panel. These two support structures are designed taking into account the different load requirements of those two different sections, so that the number of spars in each leading edge section is progressively reduced from root to tip of the leading edge, in such a way that the support structure of the outboard leading edge section, has less spars than the inboard leading edge section. Hence the weight of the leading edge is reduced while still maintaining the required structural behavior.

Abstract: An optimized structure of a control surface for aircrafts, such as elevators, rudders, landing flaps, ailerons, and other similar lifting surfaces. The control surface includes a front spar, a rear spar, a plurality of ribs and at least one hinge fitting, as well as and an actuator fitting joined with the front spar. At least one rib is connected with the actuator fitting and it is arranged so as to define an oblique angle with the front spar. One or more ribs are located in correspondence with the main torsion and bending load paths created in the control surface during flight, landing or takeoff, so the same structural behavior of the control surface is achieved, but, with a reduced number of ribs, so that the weight of the control surface is reduced.

Abstract: Horizontal tail plane of an aircraft which comprises a single torsion box which also comprises a front spar (1), a rear spar (2), an upper cover and a lower cover, ribs and two closing ribs (3), the front spar (1), the rear spar (2) and the upper and lower covers extending between said two closing ribs (3) and along the whole span of the horizontal tail plane in a symmetric layout with respect to the symmetry axis of the aircraft.

Abstract: An optimized leading edge for an aircraft lifting or supporting surfaces, such as wings and stabilizers, wherein the leading edge includes inboard and outboard leading edge sections that are span-wise arranged so as to form together an aerodynamic surface of the leading edge. Each of the leading edge sections includes a skin panel and a support structure formed by spars that are internally arranged in the skin panel. These two support structures are designed taking into account the different load requirements of those two different sections, so that the number of spars in each leading edge section is progressively reduced from root to tip of the leading edge, in such a way that the support structure of the outboard leading edge section, has less spars than the inboard leading edge section. Hence the weight of the leading edge is reduced while still maintaining the required structural behavior.