Abstract: The present invention has an objective to provide a leading-edge structure for an aircraft that is capable of, in the case of a collision with an airborne object, effectively absorbing the energy of the collision with the airborne object, with no increase in its weight. A leading-edge structure (10) for an aircraft according to the present invention includes a spar (11) extending in a predetermined direction, a plurality of ribs (13) provided in the predetermined direction of the spar (11) at intervals, and a skin (17) supported by the plurality of ribs (13). The ribs (13) includes first ribs 14 and a plurality of second ribs 15 that are disposed between the pair of first ribs (14). The second ribs (15) do not support the skin in the vicinity of their front ends.

Abstract: The present invention has an objective to provide a leading-edge structure for an aircraft that is capable of, in the case of a collision with an airborne object, effectively absorbing the energy of the collision with the airborne object, with no increase in its weight. A leading-edge structure (10) for an aircraft according to the present invention includes a spar (11) extending in a predetermined direction, a plurality of ribs (13) provided in the predetermined direction of the spar (11) at intervals, and a skin (17) supported by the plurality of ribs (13). The ribs (13) includes first ribs 14 and a plurality of second ribs 15 that are disposed between the pair of first ribs (14). The second ribs (15) do not support the skin in the vicinity of their front ends.

Abstract: The present invention prevents misassembly of access doors while reducing stress concentrations. A hole-side convex portion 80 is formed in each opening 12 at one or more locations in a circumferential direction, and a door-side rib 70 is formed on each door body 30. The hole-side convex portions 80 formed in the openings 12A to 12C differ in location in the circumferential direction among the plural openings 12A to 12C. The door-side ribs 70 formed on the respective door bodies 30A to 30C are provided in such locations as not to interfere with the hole-side convex portions 80 provided in the openings 12A to 12C in correct combination with the door bodies 30A to 30C.

Abstract: An object is to provide a closing member for an opening, the closing member capable of more reliably maintaining a lightning-protective function. In addition to a first insulator 63, a second insulator 65 is provided between a door body 30 and a wing inner surface 11b around an opening 12. When the first insulator 63 falls off, the second insulator 65 becomes interposed between an inner peripheral planar part 64 and the wing inner surface 11b. With the first insulator 63 being tightly interposed between an outer peripheral planar part 62 and the wing inner surface 11b, the second insulator 65 faces the wing inner surface 11b with a predetermined clearance C therebetween. The outer peripheral planar part 62 is formed at a position further away from the wing inner surface 11b than an apical surface 65a of the second insulator 65 mounted on the inner peripheral planar part 64.

Abstract: An object is to provide a closing member for an opening, the closing member capable of more reliably maintaining a lightning-protective function. In addition to a first insulator 63, a second insulator 65 is provided between a door body 30 and a wing inner surface 11b around an opening 12. When the first insulator 63 falls off, the second insulator 65 becomes interposed between an inner peripheral planar part 64 and the wing inner surface 11b. With the first insulator 63 being tightly interposed between an outer peripheral planar part 62 and the wing inner surface 11b, the second insulator 65 faces the wing inner surface 11b with a predetermined clearance C therebetween. The outer peripheral planar part 62 is formed at a position further away from the wing inner surface 11b than an apical surface 65a of the second insulator 65 mounted on the inner peripheral planar part 64.