Abstract: A flight-operable, truly modular aircraft has an aircraft core to which one or more of outer wings members, fuselage, cockpit, leading and trailing edge couplings, and empennage and tail sections can be removably coupled and/or replaced during the operating life span of the aircraft. In preferred embodiments the aircraft core houses the propulsive engines, avionics, at least 80% of the fuel, and all of the landing gear. The aircraft core is preferably constructed with curved forward and aft composite spars, that couple to outer wing sections and possibly other sections using hardpoints. The aircraft core preferably has a large central cavity dimensioned to interchangeably carry an ordnance launcher, a surveillance payload, electronic countermeasures, and other types of cargo. Contemplated aircraft can be quite large, for example having a wing span of at least 80 ft.

Abstract: A method and apparatus comprising a composite section. The composite section has a cylindrical shape. The composite section also has an outer wall configured to be bonded to a first inner wall of a first composite cylindrical fuselage section and a second inner wall of a second composite cylindrical fuselage section for an aircraft.

Abstract: A rear fuselage section of an aircraft comprises at least one closed frame constructed as a unitary body, and a horizontal tail plane comprising a box-type central element and two lateral torsion boxes, said horizontal tail plane trimmable with respect to a pivot axis. The horizontal tail plane is mounted at the closed frame and the pivot axis is contained in a horizontal plane below the lowest end of said closed frame.

Abstract: The method comprises the manufacture of a front section (2) and an rear section (3) with an assembly structure integrated into the rear section and the subsequent assembly of the two sections. The manufacture of the front section (2) comprises the manufacture of a main portion (9) of the front section separated from a coupling portion (10) of the front section. The assembly of the two sections comprises the assembly of the main portion (9) with the group comprising of the rear section assembly (3) and the coupling portion (10) of front section.

Abstract: The invention relates to a cabin system for an aircraft fuselage, having one or more lining components for interior lining, and optionally one or more cabin equipment components, wherein the lining component can be installed either separately or in combination with a further lining component and/or a cabin equipment component under tension in the aircraft fuselage such that a cabin that is under tension in the circumferential direction and attaches to the aircraft fuselage is defined. In this manner a passenger cabin configured as a closed safety cell is created in a fuselage, which is of particular advantage in an aircraft fuselage made of a fiber composite material because no splinters or the like can penetrate the self-supporting passenger cabin in case of damage to the same.

Abstract: An aircraft fuselage element being a one-piece component, and including a closed wall defining an internal volume, an external surface of the wall forming the external skin of the fuselage. The wall has a cross section that includes on a side facing the internal volume a planar central part, a male connecting element at a first edge, and a female connecting element at its other edge, which connecting elements project, each connecting element configured to engage with the corresponding connecting element of another fuselage element placed side by side with the fuselage element to connect these fuselage elements longitudinally to each other, and one of the connecting elements includes a step forming a frame for the fuselage.

Abstract: A fuselage having a longitudinal window belt has a composite outer skin including upper and lower composite skin sections. The skin includes at least one window opening located at the window belt. The upper and lower skin sections are joined together by a longitudinal splice joint located at the window belt.

Abstract: A method for stiffening a skin field of an aircraft fuselage includes providing a skin field for an aircraft fuselage, manufacturing an integral lattice-shaped stiffening structure including a plurality of longitudinal stiffeners and connecting the stiffening structure to the skin field. The manufacturing can include the use of a tool mold having a plurality of longitudinal recesses configured to form longitudinal stiffeners and a plurality of sunken areas disposed between the longitudinal recess. The sunken areas are configured for forming respective mounts that are configured for connection to circumferential stiffeners.

Abstract: A stiffened panel including at least one stiffener, known as a longitudinal stiffener, extending substantially from one extremity of the panel to another and whose trace on a surface of the panel follows a path having non-zero geodesic curvature between the two extremities of the stiffener. This configuration makes it possible to optimize both a stiffness of the panel and its resistance to the force flow to which the panel is subjected to during operation by minimizing its mass through an optimum definition of an orientation of the stiffeners relative to the force flow.

Abstract: An aircraft fuselage is constructed of a plurality of cylindrical semi-monocoque fuselage sections that are each constructed with mirrored screw threads on either their interior or exterior surfaces. The screw threads of adjacent fuselage sections are secured together end-to-end by a sleeve having complementary screw threads. The sleeve is positioned between adjacent fuselage sections that are held against rotation, but are free to move in translation towards each other. The sleeve is engaged with the screw threads of the adjacent fuselage sections and is rotated, causing the adjacent fuselage sections to move toward each other and into secure engagement in response to the rotating sleeve.

Abstract: Structures and methods for joining composite fuselage sections and other panel assemblies together. In one embodiment, a shell structure configured in accordance with the present invention includes a first panel portion positioned adjacent to a second panel portion. The first panel portion can include a first stiffener attached to a first composite skin, and the second panel portion can include a second stiffener attached to a second composite skin. The shell structure can further include a fitting extending across a first edge region of the first panel portion and a second edge region of the second panel portion. A first end portion of the fitting can be attached to the first stiffener and the first composite skin, and a second end portion of the fitting can be attached to a second stiffener and a second composite skin, to join the first panel portion to the second panel portion.

Abstract: The disclosed embodiments concern an aircraft fuselage section made of composite material with an internal skeleton having frames that form the radial structure of the fuselage and stringers that form the longitudinal structure of said fuselage, and a skin made of composite material, surrounding the internal skeleton, with said skin having an evolving thickness along a longitudinal axis X, with an approximately constant, regular interior profile. The disclosed embodiments also concern a process for manufacturing the skin of an aircraft fuselage section made of composite material, having a draping operation for strips of fibers precoated with resin around a mold, with the number of strips of fibers varying longitudinally depending on the area of the fuselage being considered so as to create a skin with an evolving thickness.

Abstract: A fuselage assembly is provided. The fuselage assembly includes a first barrel section including a body that extends from a first end to a second end and a second barrel section coupled to said first barrel section. The second barrel section includes a body that extends from a first end to a second end, and the second end of the first barrel section is coupled to the second end of the second barrel section. At least one member maintains a coupling between the first barrel section and the second barrel section. The at least one member induces a compressive force to at least one of the first barrel section and the second barrel section.

Abstract: Structures and methods for joining composite fuselage sections and other panel assemblies together are disclosed herein. In one embodiment, a shell structure configured in accordance with the present disclosure includes a first panel portion positioned adjacent to a second panel portion. The first panel portion can include a first stiffener attached to a first composite skin, and the second panel portion can include a second stiffener attached to a second composite skin. The shell structure can include a fitting extending across a first edge region of the first panel portion and a second edge region of the second panel portion. A first end portion of the fitting can be attached to the first stiffener and the first composite skin, and a second end portion of the fitting can be attached to a second stiffener and a second composite skin, to join the first panel portion to the second panel portion.

Abstract: Composite aircraft frame (1) comprising two segments (10, 20), each of these segments (10, 20) being single unitary element made in composite material and comprising at least one web (2), a stiffening structure and a fitting (4), the two segments (10, 20) being joint by the fittings (4) using rivets, forming the aircraft frame (1). The invention also refers to a method for fabricating such an aircraft frame (1).

Abstract: A method for manufacturing a tool equipment used in molding a panel for a fuselage of an aircraft from a composite material is provided. The method includes manufacturing a mold such that a fixed part includes a hub and an intermediary member. A plurality of removable modules which are able to be mounted on this fixed part are also manufactured and then fastened to the fixed part so as to modify an external surface upon which composite material is laid-up or draped during the molding of the panel.

Abstract: An aircraft including a fuselage that includes a floor extending in the longitudinal plane of the fuselage and separating a first space from a second space accommodated in the fuselage. The first space includes a fuselage portion having a length essentially equal to the width of the floor along the fuselage cross-section, and the distance between the fuselage portion and the floor is essentially constant along the width.

Abstract: Aeroshells and methods for manufacturing aeroshells are provided. In this regard, a representative aeroshell for a missile formed of a long fiber thermoplastic composite exhibits a wall thickness of no greater than approximately 0.070?.

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 (1) provided with a tail boom (4) including a tail plane (100) provided with an airfoil surface (5), the airfoil surface (5) being provided with at least one stabilizer portion (11, 12) extending laterally outside the tail boom (4) and with a central portion (13) extending inside the tail boom (4), said stabilizer portion (11, 12) being implanted in an orifice (6, 7) of the tail boom (4) that is defined by a peripheral wall (6?, 7?), clearance (21, 22) existing between said stabilizer portion (11, 12) and said peripheral wall (6, 7). The aircraft includes combating means (30) for combating the flutter phenomenon, which means are provided with stiffener means (31, 32) exerting predetermined compressive stress on said stabilizer portion (11, 12), said stiffener means (31, 32) being arranged at the root of the stabilizer portion (11, 12).

Abstract: An aircraft frame comprising a first partial aircraft frame configured to be attached to a first aircraft fuselage segment and a second partial aircraft frame configured to be attached to a second aircraft fuselage segment is provided. The first partial aircraft frame and the second partial aircraft frame are configured to be connected to each other to be in a connected configuration forming the aircraft frame such that the first fuselage segment and the second fuselage segment are connectable.

Abstract: A transverse splicing plate for producing a fuselage of an aircraft by connecting several CFP fuselage sections that have in particular been produced in the winding method, in each case by forming a transverse seam, wherein the flexible transverse splicing plate is of a multilayer construction, in other words it comprises a multitude of plate segments arranged one above the other, wherein each of the plate segments comprises a multitude of longitudinal slits, each being able independently of each other to make small radial bending movements in order to cause tolerance compensation in radial direction between the fuselage sections to be joined, in which tolerance compensation a sliding movement between the sub-plates of the plate segments arranged one above the other takes place in axial direction of the barrel-shaped fuselage sections, and wherein on the inside the ends of the fuselage sections comprise chamfers; as well as a method for producing a connection between two CFP fuselage sections, which have pref

Abstract: A wing box rib, joining an aircraft wing to the wing box and to the rest of the structure, extends advantageously over an adjacent part of the fuselage, having in particular an upper line situated above a junction line of the wing upper surface panel. The connection is simplified, as is the structure of the aircraft and its manufacture, a lightening is possible, and the transmission of stresses takes place in a more favorable manner.

Abstract: An aircraft nose comprising a primary fuselage structure, and housed inside said structure, a cockpit, and an avionics bay containing a plurality of avionics racks designed to receive electrical and/or electronic equipment. The cockpit and the avionics bay are each made in the form of a distinct module that is suitable for being installed in a single operation inside the primary fuselage structure. The use of modules for integrating in the aircraft nose makes it possible to reduce considerably the time required for fitting out the nose on the final assembly line of the aircraft.

Abstract: A cockpit for an aircraft nose, the cockpit having a floor that acts solely as a floor for the crew to walk on and that is lower than the height of the cabin floor situated behind the cockpit. The cockpit also has a stair connected to the floor in order to enter and leave the cockpit. This arrangement enlarges the volume of the cockpit and enables equipment to be housed therein that previously used to be housed in the zone that is difficult to access that is situated under the cockpit and that also contains the bay for storing landing gear.

Abstract: An integral avionics bay module. The module has a structure that has an integral cabin floor on top that closes the structure. Installing such an integral avionics bay structure in a single operation inside a primary fuselage structure considerably reduces the integration time on the final assembly line for the aircraft.

Abstract: According to an exemplary embodiment of the invention a fuselage segment of an aircraft fuselage is provided, which aircraft fuselage comprises four different radii of curvature, wherein two radii of curvature comprise center points that are not situated on a vertical symmetry axis of the fuselage segment.

Abstract: A fairing includes a fairing body having a fairing interior and an interior surface and a spray-on insulation foam layer provided on the interior surface of the fairing body.

Abstract: A large scale composite structure is fabricated by forming a plurality of composite laminate modules and joining the modules together along their edges using scarf joints.

Abstract: An airplane comprises a twin-deck fuselage in which an upper deck support structure is utilized for carry-through of a mid-mount main wing box. The main landing gear of the airplane is mounted to the fuselage and is stowed in a non-pressurized area below the main wing box (enabled due to an optimized wing box geometry). A pressurized passageway/cargo/galley complex separates the main landing gear box and the main wing box. The upper deck is continuous, while the lower deck is separated by the wheel wells into two distinct fore and aft areas (for either cargo or passengers). The airplane further comprises an integrated vertical fin and an aft-extended pressurized deck area for reduced double-deck wetted area. More specifically, the double-deck pressurized fuselage structure is extended to form a blending structure to which a structural box of the vertical fin is attached.

Abstract: An aircraft fuselage structure having a first fuselage barrel section and a second fuselage section barrel which are joined by tension fasteners extending through frame holes. A shank diameter of the fasteners is smaller than a respective frame hole diameter. A first positive locking element and a second positive locking element is provided forming a form-fit area with the first positive locking element in the circumferential direction. A method for producing such an aircraft fuselage section is also provided.

Abstract: A fuselage section may include a structural member and a frame member having a stub frame extending over the structural member. The stub frame may have a web. The fuselage section may include an intercostal extending from a terminal end of the stub frame and having an end flange. The fuselage section may additionally include an adjustable splice fitting having a web, a lower flange, and an end flange being mountable in faying contact with respective ones of the stub frame web, the structural member, and the intercostal end flange.

Abstract: Described herein is a vertical take-off and landing aircraft comprising: an upper enclosure comprising a first upper arm and a second upper arm; a lower enclosure comprising a first lower arm and a second lower arm; wherein the first upper arm and the first lower arm comprise a first upper buckle and a first lower buckle, respectively; wherein the second upper arm and the second lower arm comprise a second upper buckle and a second lower buckle, respectively; wherein the first upper buckle engages the first lower buckle and the second upper buckle engages the second lower buckle, thereby securing the upper enclosure to the lower enclosure.

Abstract: The disclosed shell structure splice and method may include a first panel having a first edge, a second panel having a second edge, the second edge being positioned in edgewise alignment with the first edge to form a splice joint, a strap bridging the splice joint and attached to the first panel and the second panel, the strap having a first tapered region and a second tapered region, a first fitting having a tapered section and a flat section, the tapered section being attached to the first tapered region of the strap, and a second fitting having a tapered section and a flat section, the tapered section being attached to the second tapered region of the strap.

Abstract: The disclosed embodiments concern a curved structural part composed of a composite material with reinforced, continuous fibers whose cross section includes at least two wings, with said fibers extending from one wing to the other, with said structural part having a variation in the width of its section parallel to the local radius of curvature. The structural element that results from assembling the parts in the disclosed embodiments therefore has local widening of the section at the connections between the parts constituting a structural element, such as an aircraft fuselage frame, and widening at the connection with the floor profiles, if such a profile is used to make an aircraft fuselage structure. The disclosed embodiments also concern a process for manufacturing such a part, as well as a device for advantageously implementing such a process.

Abstract: A composite structural member with fiber reinforcement comprising a plurality of layers oriented relative to a longitudinal direction of said member in directions including 0°, 90° and +/??, the relative proportion of layers in one of these orientations being variable along a transverse direction of said member so as to spatially adjust the rigidity of the member according to a defined distribution of mechanical stresses along this transverse axis. The rigidity of the member is adapted locally to the stress system so as to dissipate the force flux over the entire volume of said member.

Abstract: A pressure fuselage of an aircraft or a spacecraft includes at least two fuselage sections disposed longitudinally along the fuselage; at least one pressure calotte disposed in the fuselage so as to form a pressurized area; and an arcuate frame profile having a Y-shaped cross-section with a long profile leg connected to at least one of the at least two fuselage sections and a short profile leg extending at an acute angle from the long profile leg toward an inside of the at least two fuselage sections and attached to the at least one pressure calotte.

Abstract: An aircraft fuselage structure with frames (11) running transversely with respect to the longitudinal direction of the fuselage, and main deck cross members (14) is disclosed. The aircraft fuselage structure contains premanufactured integral units (10) which each comprise at least the lower region of the fuselage frame (11) and the main deck cross member (14), the fuselage frame (11) and a region (14a) of the main deck cross member (14) that spans at least an essential part of the width of the main deck and merges on both sides into the fuselage frame (11) being premanufactured in the form of an integral component.

Abstract: A barrel assembly for a composite structure includes a barrel of composite material, a first end ring, and a mid support. The barrel of composite material has a first end, an interior surface and an outer surface, and the first end ring is removably attached to the first end. The first end ring has a perimeter that is substantially congruent with the first end, and is configured to maintain a shape of the barrel. The mid support is removably disposed within the barrel, and has a plurality of spokes extending outwardly from a central hub to contact the interior surface, to maintain a shape of the barrel.

Abstract: An aircraft for unmanned aviation is described. The aircraft includes an airframe, a pair of fins attached to a rear portion of the airframe, a pair of dihedral braces attached to a bottom portion of the airframe, a first thrust-vectoring (“T/V”) module and a second T/V module, and an electronics module. The electronics module provides commands to the two T/V modules. The two T/V modules are configured to provide lateral and longitudinal control to the aircraft by directly controlling a thrust vector for each of the pitch, the roll, and the yaw of the aircraft. The use of directly articulated electrical motors as T/V modules enables the aircraft to execute tight-radius turns over a wide range of airspeeds.

Abstract: A reconfigurable aircraft having a fuselage and a series of wing segments that form a wing, and an extra wing segment that is interchangeable with a wing segment that is part of the wing. The wing segments are readily attachable and detachable from the fuselage, allowing for the interchanging of the wing segments. At least one of the two interchangeable wing segments is configured with one type of mission-specific equipment, and the other may be configured with a second type of mission-specific equipment, allowing for the quick reconfiguration of the aircraft. Alternatively, the two interchangeable wing segments are each configured with the same mission-specific equipment, allowing for mission-specific equipment is serviced without interfering with the flight schedule. With an additional fuselage and set of wing segments that form a wing a mission may be continuously flown.

Abstract: A ceiling panel for lining the interior of a vehicle, particularly an airplane, includes a plastic composite element having elements disposed at lateral edges extending substantially in a movement direction of the vehicle for fastening to a supporting structure of the vehicle or parts connected thereto. At least one fixation device is provided on a transverse edge disposed substantially transversely to the movement direction and at least one counter piece is provided on an opposite transverse edge, as viewed in the movement direction, to avoid an offset in a perpendicular direction between consecutive ceiling panels. The at least one fixation device is configured to complement the at least one counter piece and a form-locking connection can be produced and detached again without tools in the substantially perpendicular direction, by the interaction of each fixation device with a respective counter piece.

Abstract: An aircraft structure includes a skin (28) that is reinforced in two directions: by a first family of stiffeners called stringers (30) that are arranged in the longitudinal direction of the aircraft, and by a second family of stiffeners called frames (32) that are arranged in planes that are perpendicular to the longitudinal direction and that ensure the taking up of orbital forces, characterized in that at least one frame (32) has a hollow cross-section that is delimited by a closed profile, produced for a given cross-section in a single piece, of which one portion is in contact with the skin.

Abstract: A fuselage having a longitudinal window belt has a composite outer skin including upper and lower composite skin sections. The skin includes at least one window opening located at the window belt. The upper and lower skin sections are joined together by a longitudinal splice joint located at the window belt.

Abstract: An aircraft may include a cabin having a first portion, a second portion, a first ramp and a second ramp. The first portion of the cabin may include an upper deck and a lower deck. The upper deck and the lower deck may be disposed proximate to each other with vertical separation therebetween. The second portion may include an intermediate deck disposed in a plane that is substantially parallel to planes in which the upper deck and the lower deck lie. The intermediate deck may be vertically separated from both the upper deck and the lower deck. The first ramp may extend between the lower deck and the intermediate deck to provide access therebetween. The second ramp may extend between the upper deck and the intermediate deck to provide access therebetween.

Abstract: A fuselage assembly is provided. The fuselage assembly includes a first barrel section including a body that extends from a first end to a second end and a second barrel section coupled to said first barrel section. The second barrel section includes a body that extends from a first end to a second end, and the second end of the first barrel section is coupled to the second end of the second barrel section. At least one member maintains a coupling between the first barrel section and the second barrel section. The at least one member induces a compressive force to at least one of the first barrel section and the second barrel section.

Abstract: A removable flooring system includes modular floorboard panels having one or more latches, placed on longitudinal support structures having mating locking disks, so that the floorboard panels can be readily secured to the longitudinal support structure. In one embodiment, the floorboard panel comprises a top skin, a frame, and a bottom skin. Two latches may be located in the panel, where each latches comprise a latch handle, a moveable cam, and a board disk. The locking disk is affixed to the longitudinal support structure, and is designed to receive the board disk. The latch can be rotated so the cam readily engages and disengages with the locking disk. To use the system, a plurality of longitudinal support structures are placed in a plane, and a plurality of floorboard panels are placed over the longitudinal support structure, and affixed by rotating the cam in the latch.

Abstract: The invention relates to a structural configuration of the rear fuselage (4) of an aircraft with propeller engines (1) comprising propellers (23) formed in turn by blades (3), the mentioned propeller engines (1) being located at the rear part of the aircraft and the empennage (5) of the aircraft in turn being located behind the plane of the propellers (23), characterized in that the structural configuration of the rear fuselage (4) comprises an outer skin (6) and an inner skin (7), both skins (6, 7) being joined by means of radial elements (13) configuring cells (14), such that the obtained structural configuration maximizes the torsional strength of the rear fuselage (4) of the aircraft in the event of damage of the mentioned rear fuselage (4) due to the detachment of one of the blades (3) of the propeller engines (1).

Abstract: A splice and an associated method are provided in order to efficiently join structures, such as adjacent fuselage sections. A splice for joining fuselage sections may include a strap configured to bridge the fuselage sections, a shear tie overlying the strap and a fitting positioned between the strap and the shear tie such that the strap and the shear tie are spaced apart. At least the strap and the fitting may be formed of a composite material. The fitting may have an H-shape and may have first and second longitudinally extending sections that extend beyond opposite sides of the strap. Each longitudinally extending section is configured to overlie at least two stringers of a respective fuselage section. The fitting may also have a medial portion upon which the shear tie is seated.

Abstract: An aircraft has a fuselage of elongated form along a longitudinal axis X corresponding essentially to the longitudinal axis of the aircraft. In a first forward section, the fuselage includes a cockpit in front of a cockpit bulkhead and a front landing gear associated with a landing gear compartment located behind the cockpit bulkhead. The front landing gear and the landing gear compartment are at least partially beneath a floorboard of a compartment of a lower space of the fuselage and in a bulge that increases a volume available for installation of the landing gear.