Abstract: A door stop element for an aircraft door has a body which is formed at least approximately L-shaped, and which has at least one contact area on the outer side of one of the legs for fixed contact on the aircraft fuselage, and a stop surface on the inner side of the other leg for the aircraft door. The body has a cavity, on the inner side of which adjacent to the stop surface a rib is provided, which extends through the stop surface symmetrically on both sides of the longitudinal median plane that extends perpendicular to the stop surface.

Abstract: A vertical stabilizer for an aircraft, including a fin, pivotable rudder, rudder adjustment arrangement, and vortex generator arrangement having on each side of the fin a turbulence generation element, each turbulence generation element disposed in a surface section of the fin and mounted moveably between a first, retracted position, where it is retracted into an interior space of the fin, and a second, extended position, where it projects at least partially outwardly from the fin transversely with respect to the surface section, and a turbulence generation element adjustment arrangement which is coupled to the rudder. The turbulence generation element adjustment arrangement engages the turbulence generation elements to move them. In a range of angular positions of the rudder, the turbulence generation element adjustment arrangement is inoperative for causing a movement of the turbulence generation elements out of the first position.

Abstract: A vortex generator arrangement for an aircraft including a surface section, a flap element pivotable between a first position and a second position, a biasing arrangement biasing the flap element towards the second position, retaining devices retaining the flap element in the first or second position, and a release device releasing the flap element from the first retaining device. The biasing arrangement, the first retaining device and the second retaining device are configured such that the second retaining device automatically retains the flap element in the second position after the flap element has been pivoted by the biasing arrangement from the first position into the second position. As soon as the torque exceeds a predetermined value, the second retaining device automatically releases the flap element, which pivots against the force of the biasing arrangement into the first position and is automatically retained therein by the first retaining device.

Abstract: This relates to a method for manufacturing a shell-like structural component for a vehicle using additive layer manufacturing. In a step of the method, a first material is applied to a region of the shell-like structural component. In another step of the method, the region of the shell-like structural component is heated by a laser beam such that the first material is added to the shell-like structural component. The shell-like structural component comprising the first material is cooled in another step such that an internal stress is generated within the shell-like structural component resulting in a bending of the shell-like structural component. This further relates to a shell-like structural component which is manufactured by a method using additive layer manufacturing.

Abstract: This relates to a method for manufacturing an aircraft or spacecraft component comprising a crack stopper using additive layer manufacturing. In a step of the method, a shell-like structural component comprising a first material is provided. In another step, a hole in the shell-like structural component is provided. In yet another step of the method, a second material is applied to a first surface of the shell-like structural component by additive layer manufacturing such that a first elongated protrusion or a circular protrusion on the first surface of the shell-like structural component is generated to form a first crack stopper. This also relates to an aircraft or spacecraft component manufactured using additive layer manufacturing and to the use of an aircraft component as structural component in an aircraft.

Abstract: A sealing assembly on an aircraft exterior having several sealing elements, lying one behind the other in the flight direction. The contact surfaces of the sealing elements sit on a bearing surface. The sealing elements are attached to seal retainer elements. The rear end of each sealing element lies immediately adjacent to the front end of the subsequent sealing element located further back on the aircraft. Adjacent sealing elements form a stepless contact surface and an essentially continuous top surface, interrupted only by the gaps between them. The front end of each rearward sealing element is mechanically coupled to the rear end of the adjacent forward sealing element in such a way that the gap lying between them is bridged. The front end of the sealing element located further to the rear is prevented from lifting relative to the rear end of the forward sealing element.

Abstract: A holder for connecting a module to a component of an aircraft or spacecraft includes a first holder portion having a first adhesive face and a second holder portion having a second adhesive face. The first and second holder portions are movable relative to one another in an initial state of the holder such that a portion of the component can be received between the holder portions so as to glue the holder portions to the component by means of an adhesive layer in each case. The holder has two or more guided parts which are movable relative to one another by means of mutually cooperating guide faces in the initial state of the holder. The guide faces are suitably formed for being glued together using an adhesive. The holder can be used to counter peeling stress of an adhesive connection of the holder in the region of the first and/or second adhesive face.

Abstract: A manufacturing method for reinforced structural elements includes providing a reinforcement structure including a first material, and embedding the reinforcement structure in an encasing matrix comprising a second material using additive layer manufacturing, ALM. A manufacturing tool for reinforced structural elements includes a positioning component including a jig for clamping a reinforcement structure including a first material and an ALM robot configured to embed a reinforcement structure clamped in the jig in an encasing matrix including a second material.

Abstract: A manufacturing method for passenger door corner components of aircraft or spacecraft includes using additive layer manufacturing, ALM, to form an integral passenger door corner component. The integral passenger door corner component includes a substantially cruciform shape having a frame coupling member with two frame couplings as end pieces. The frame coupling member intersect with a beam coupling member with two beam couplings as end pieces.

Abstract: A cover plate for covering a door clearance between a skin of a means of transportation and a door as well as a door arrangement with such a cover plate is proposed. The cover plate includes a mounting region for permanently fastening the cover plate on the door; a covering region for covering the door clearance; and a fastening device that is designed for fixing the covering region on the skin when the door is closed.

Abstract: The present disclosure relates to a structural member for an aircraft or spacecraft, including a first part having a first material having a first coefficient of thermal expansion and a second part including a second material having a second coefficient of thermal expansion, wherein the first part and the second part are rigidly connected with each other, and wherein the second part is configured to induce forces in the first part upon a drop in temperature to counteract loading stresses. A corresponding method of forming a structural member is also provided.

Abstract: A method for determining the flight velocity of an aircraft comprising a flow body is provided. The method comprises acquiring a change in length of a structural component connected to the flow body; determining at least one aerodynamic force acting on the flow body based on the acquired change in length of the structural component connected to the flow body; determining a flow coefficient of the flow body; and calculating the incident flow velocity on the flow body, taking into account the determined flow coefficient and the determined aerodynamic force. With this method reliable determination of the flight velocity can take place without measuring the dynamic pressure.