Abstract: An aircraft fuselage part (31) located in a section of an aircraft (11) having a propulsion system (13) attached by upstream pylons (17), the fuselage part includes a skin (35); a plurality of frames (37) arranged perpendicularly to a longitudinal axis (33); a single or internally divided upper longitudinal box (41) and a single or internally divided lower longitudinal box (51) which are configured to form with the skin (35) a multi-cell structure, belonging in each cell the external side to the skin (35) and the internal sides to the longitudinal boxes (41, 51); a plurality of lateral beams (61) that are interconnected with the frames (37) to form together with the skin (35) a structural unity. The fuselage components (35, 37, 41, 51, 61) are dimensioned so that the aircraft can withstand the effect of pre-defined failure events keeping a sufficient number of closed cells.

Abstract: Rear fuselage of an aircraft comprising a tail cone end and a rest of the real fuselage whereby the tail cone end is attached to the rest of the rear fuselage by means of an attachment system comprising a balancer fitting, three lugs and a waiting link. When there is a failure in one of the lugs, the balancer fitting acts supporting loads in the transversal direction of the aircraft. The waiting link only acts if a failure in other link occurs. This waiting link is able to support loads in the longitudinal direction of the aircraft.

Abstract: An aircraft pylon support system for mounting and supporting aircraft propulsion systems to a fuselage section of an aircraft that includes an internal, central support box disposed within and extending across the interior of an aircraft fuselage, and external support boxes extending laterally into pylons disposed at both sides of the aircraft, each of the internal and external support boxes being made of a composite material and structured as multi-spar boxes containing lateral spars and at least one central spar, wherein the central and lateral support boxes are connected together to provide a continuous interface therebetween with a full transfer of loads therebetween and between any interrupted, intermediate frame members.

Abstract: Rear fuselage of an aircraft comprising a tail cone end and a rest of the real fuselage whereby the tail cone end is attached to the rest of the rear fuselage by means of an attachment system comprising a balancer fitting, three lugs and a waiting link. When there is a failure in one of the lugs, the balancer fitting acts supporting loads in the transversal direction of the aircraft. The waiting link only acts if a failure in other link occurs. This waiting link is able to support loads in the longitudinal direction of the aircraft.

Abstract: An attachment system for attaching a component (11) such as a vertical tail plane to a fuselage (27) of an aircraft; the component (11) being structured as a box comprising front and rear spars (13, 14), ribs (15) extending from the front spar (13) to the rear spar (14), and a skin (17), and also comprising a plurality of intermediate spars (23) arranged to be attached to fuselage frames (33); the fuselage (27) comprising a skin (31) and frames (33) and also comprising a mounting arrangement suitable for receiving the additional spars (23) and for allowing its attachment to the frames (33).

Abstract: Configuration of a rear fuselage tail cone of an aircraft with an auxiliary power unit, whereby a fire compartment of the rear fuselage tail cone defines a housing for the auxiliary power unit in which the auxiliary power unit is housed laterally and asymmetrically with respect to a longitudinal axis (X) of the rear fuselage tail cone and the auxiliary power unit is directly fasten attached to a structural skin wall of the housing. Additionally, by struts or rods attached to opposite side and upper structural skin wall of the fire compartment.

Abstract: The aircraft fuselage part (31) located in a section of an aircraft (11) having attached a propulsion system (13) by means of upstream pylons (17) that comprises: a skin (35); a plurality of frames (37) arranged perpendicularly to the longitudinal axis (33), a single or internally divided upper longitudinal box (41) and a single or internally divided lower longitudinal box (51) which are configured to form with the skin (35) a multi-cell structure, belonging in each cell the external side to the skin (35) and the internal sides to said longitudinal boxes (41, 51); a plurality of lateral beams (61) that are interconnected with said frames (37) to form together with the skin (35) a structural unity. Said fuselage components (35, 37, 41, 51, 61) are dimensioned so that the aircraft can withstand the effect of pre-defined failure events keeping a sufficient number of closed cells.

Abstract: Aircraft control surface (1), in particular for an aircraft lifting surface (2), that comprises a primary control surface (6) that comprises a hinge axis (10), and a secondary control surface (7) that comprises a hinge axis (11), with the secondary control surface (7) rotating by means of its hinge axis (11) relative to the primary control surface (6), said secondary control surface (7) only partially occupying the span of the primary control surface (6), the length of the secondary control surface (7) along its hinge axis (11) being significantly less than the length of the primary control surface (6) along its hinge axis (10), and moreover the width or chord of said secondary control surface (7) along the direction of its hinge axis (11) narrows significantly towards the tip of the lifting surface (2) according to a law of narrowing designed expressly for adapting the distribution of torsional stiffness along the span of the lifting surface (2) to the distribution of aerodynamic load thereon, whereas the di

Abstract: Pylon (19) attached to an aircraft fuselage part (17) having a close transversal section of a curved shape comprising a skin (31) and a plurality of frames (33); its structural configuration comprising a central box (41) inside the aircraft fuselage and two external lateral boxes (51, 55) at its both sides all of them made with composite material, the three boxes (41, 51, 61) being structured as multi-spar boxes with upper and lower skins (43, 45; 53, 55; 63, 65), lateral spars (47, 49; 57, 59, 67, 69) and at least a central spar (48, 58; 68); the interface between the central box (41) and the fuselage skin (31) being continuous; c) the pylon (19) being attached to the aircraft fuselage (17) keeping a full continuity in the fuselage skin (31) and a full transfer of loads between any interrupted intermediate frame (33?) when reaching the central box (41).

Abstract: Aircraft control surface (1), in particular for an aircraft lifting surface (2), that comprises a primary control surface (6) that comprises a hinge axis (10), and a secondary control surface (7) that comprises a hinge axis (11), with the secondary control surface (7) rotating by means of its hinge axis (11) relative to the primary control surface (6), said secondary control surface (7) only partially occupying the span of the primary control surface (6), the length of the secondary control surface (7) along its hinge axis (11) being significantly less than the length of the primary control surface (6) along its hinge axis (10), and moreover the width or chord of said secondary control surface (7) along the direction of its hinge axis (11) narrows significantly towards the tip of the lifting surface (2) according to a law of narrowing designed expressly for adapting the distribution of torsional stiffness along the span of the lifting surface (2) to the distribution of aerodynamic load thereon, whereas the di