Abstract: A central airfoil box comprising two beams, each beam having a wall pierced with a first bore centered on a first axis, a connecting rod comprising, for each wall, a yoke joint having two flanks arranged on either side of the wall and pierced with a bore. Each yoke joint is fixed to the wall by a fixing system. The fixing system comprises a bearing lodging in the first bore, and being pierced with a second bore centered on a second axis parallel and offset to the first axis, a cylindrical shoulder, secured to and coaxial with the bearing and bearing against the wall, an outer perimeter of the shoulder having a plurality of splines, at least one block fixed to the wall around the first bore and configured to lodge in one of the splines, and a shaft lodging in the second bore and the yoke joint bores.

Abstract: A light-weight stiffened wing airfoil includes at least one wing segment (52). The wing segment comprises an upper (53b) and a lower skin assembly (53a), wherein each of the upper and lower skin assemblies incorporates a plurality of inwardly facing stringers (74); a first rib (64-1) at a distal end of the wing segment and a second rib (64-2) at a proximal end of the wing segment; a plurality of rib trusses (70) extending from the first and second ribs to the opposing skin assembly (53); and a plurality of support members extending from the inwardly facing stringers to the opposing skin assembly.

Abstract: In one aspect, there is provided a spar member for an aircraft wing including a support beam having an interior surface, an exterior surface, and opposing ends configured for an aircraft wing, the interior surface and exterior surface disposed between the opposing ends; and a first spar flange extending generally laterally from the exterior surface, the first spar flange configured for attachment with a first wing skin. The first spar flange can be an upper or lower spar flange. In some embodiments, the first spar flange is at an acute angle relative to the exterior surface of the support beam. In certain embodiments, the first spar flange is at an angle of from about 50 degrees to about 85 degrees relative to the exterior surface of the support beam.

Abstract: A core for an airfoil casting, including: a cantilevered core section; and a boss extending from the cantilevered core section to an outer profile of the core.

Abstract: A central wing box for an aircraft, including a top panel, a bottom panel, a front spar, a rear spar, and at least one secondary rib. A secondary rib includes two stiffeners, a first stiffener extending adjacent to the top panel and to one of the front spar and the rear spar, and a second stiffener extending adjacent to the bottom panel and to the other of the front spar and the rear spar. A reduced number of components can be employed, thereby simplifying the construction of the central wing box of an aircraft, particularly the installation of the secondary ribs.

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: A method of reinforcing a masonry structure is described wherein polyester thread reinforcement strips are manufactured and mounted on the masonry structure to protect it from lateral forces caused by earthquake and other natural occurring phenomena that generally produce bending moments in the masonry structure. The disclosed method can easily and economically be applied to reinforce masonry structures in underprivileged regions.

Abstract: The invention relates to a mobile rotary drive for a wind rotor of a wind power plant having a frame comprising a drive wheel for driving a segment of a rotor shaft of the wind power plant and a drive set which drives the drive wheel in rotation as a drive pinion, wherein the drive wheel is a friction wheel and interacts with a pressing device in such a way that the pressing device generates a force which presses the friction wheel onto the segment with the result that the friction wheel can apply a drive torque to the segment through friction, wherein a torque support for supporting an opposing torque to the drive torque generated by the friction wheel is also provided. Thanks to the friction wheel drive, there is no need for specific pre-equipping of the wind power plant. The invention makes available a mobile rotary drive which can be transported from one wind power plant to another.

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: The invention relates to a mounting device in an aircraft. In one aspect of the invention, a method is disclosed for assembling a metal securement member of the mounting device. In another aspect of the invention, a mounting device is disclosed. In another aspect of the invention, a method is disclosed for installing and using a mounting device in an aircraft.

Abstract: It is desired to make a shock absorbing structure small in size. The shock absorbing structure includes a beam-like structural member having a concave section; and a shock absorbing member, one end of which is arranged in the concave section to abut to the structural member and the other end of which is arranged outside the structural member. Even in a case of a dead stroke when the shock absorbing member is bottomed out, the concave section overlaps with the structural member supporting the structure, so that there is no wasteful space.

Abstract: The invention relates to a strut system for the stabilization of the shell (2) of an aerodynamic aircraft component in a commercial aircraft, comprising a pair of connection supports (4a, 4b) connected on the inside to the shell (2) and opposing each other, between which connection supports (4a, 4b) several struts (5) extend to form a latticework structure (3), which struts (5) in nodal points (6a, 6b) arranged on the ends are non-detachably connected to the connection supports (4a, 4b), wherein the area extension of the latticework structure (3) is aligned in such a manner relative to a middle plane of symmetry (11) that the struts (5), formed with an open symmetrical cross section, as well as the cross section of the connection supports (4a, 4b), are arranged so as to be symmetrical to the aforesaid.

Abstract: A wing box for an aircraft wing with a framework and a first shell. The framework is connected to the first shell such that a load acting on the first shell can be transferred by the framework.

Abstract: An aircraft engine pylon comprises a top wall, a bottom wall, a left side wall, and a right side wall. The left side wall includes a left truss structure along with a left upper ledge and a left lower ledge. The right side wall includes a right truss structure along with a right upper ledge and a right lower ledge. The top wall is joined with the left upper ledge and the right upper ledge and an upper truss structure is formed in the left upper ledge, the right upper ledge, and the top wall. The bottom wall is joined with the left lower ledge and the right lower ledge and a lower truss structure is formed in the left lower ledge, the right lower ledge, and the bottom wall.

Abstract: The lifting surfaces comprise a torsion box capable of bearing aerodynamic and inertial loads. The torsion box has lateral parts that are connected together by an attachment comprising a rib, having a central upper part and a central support lower part joined only by angled cross bars, forming a truss structure along the length of the central support upper part and the central support lower part. The angled cross bars are attached to the upper and the lower parts of the central support: alternatively to both sides of a plane of symmetry defined by said upper and lower parts of the central support, dividing the torsion box in the two lateral parts making a zone of access perpendicular to the length of the central supports, where said zone of access is closed with a piece provided with at least one hole for permanent access.

Abstract: A support structure for an aircraft, includes one or several bar elements and one or several junction elements. At least one bar element includes a transition region which can be made to engage at least one junction element. When the transition region of the bar element engages at least one junction element, centric force transmission takes place between the bar element and the junction element.

Abstract: The present invention relates to a connecting structure for an aircraft or spacecraft, with a structural component and a stringer. The stringer is connected to the structural component by means of connecting regions. In order to reduce stress peaks that result for example from impact in the structural component, a high impact material is introduced into at least one of the connecting regions to provide a local increase in the energy absorbing capacity of the at least one connecting region.

Abstract: Plural regions are defined within a main wing by a plurality of spars and ribs. Of these regions, predetermined regions extending from a main wing connecting portion of the pylon to an internal space of a leading edge skin are used as wiring/piping accommodating chambers for collectively accommodating wiring and piping which provide communication between an engine and a fuselage, a predetermined region adjacent to parts of the wiring/piping accommodating chambers is used as a landing device accommodating chamber for accommodating a landing device and predetermined regions adjacent to other parts of the wiring/piping accommodating chambers are used as fuel tanks. Thus, the maintainability is improved as compared with the case where the wiring and the piping are distributed within the main wing. In addition, because the wiring/piping accommodating chambers are isolated from the landing device accommodating chamber and the fuel tanks, the operational reliability can be improved.

Abstract: A lightweight wind turbine blade formed with a truss support structure assembly of composite truss joints including composite spar and cross members attached to and supporting in spaced relation a spine of lightweight rib panels. The rib panels are oriented in parallel spaced relation from one another and individually molded with perimeters defining individual areas of curvature for the finished blade assembly. The truss support structure is covered with a lightweight fiberglass or hardened fabric skin attached to and fitted on respective rib panel edges forming an airfoil structure.

Abstract: A lightweight wind turbine blade formed with a truss support structure assembly of composite truss joints including composite spar and cross members attached to and supporting in spaced relation a spine of lightweight rib panels. The rib panels are oriented in parallel spaced relation from one another and individually molded with perimeters defining individual areas of curvature for the finished blade assembly. The truss support structure is covered with a lightweight fiberglass or hardened fabric skin attached to and fitted on respective rib panel edges forming an airfoil structure.

Abstract: A lightweight wind turbine blade formed with a truss support structure assembly of composite truss joints including composite spar and cross members attached to and supporting in spaced relation a spine of lightweight rib panels. The rib panels are oriented in parallel spaced relation from one another and individually molded with perimeters defining individual areas of curvature for the finished blade assembly. The truss support structure is covered with a lightweight fiberglass or hardened fabric skin attached to and fitted on respective rib panel edges forming an airfoil structure.

Abstract: An open cell or highly porous woven composite truss utilizes fibers of carbon, glass, ceramic, or the like that are woven together in a loom. The warps or tow are woven with the wefts, while the fibers are impregnated with resin. The resin impregnation step may be performed before or after the weaving step. The truss is then cured on the loom and later may be machined as needed. A rigid foam material may be used to stabilize the shape of the truss prior to curing and while machining. The foam may be later chemically dissolved or otherwise disposed of.

Abstract: A wing box for an aircraft wing with a framework and a first shell. The framework is connected to the first shell such that a load acting on the first shell can be transferred by the framework.

Abstract: A metallic-composite joint is formed by inserting a metallic member into a slot of a pi-shaped composite preform. The preform is formed from woven carbon fiber in a binder of resin and may or may not be cured prior to assembly. An inert compliant layer is located between the legs of the preform and the metallic member. The resin binder or an adhesive is used to bond the compliant layer to the preform. The compliant layer has a coefficient of thermal expansion that more closely matches that of the preform. The properties of the compliant layer also avoid galvanic corrosion between the carbon in the preform and the metallic member.

Abstract: A device for reinforcement of hollow structures such as aircraft boxes, composed of a front panel, an upper panel, a lower panel, and a rear panel, the device comprising a network of reinforcement rods with the ends attached to at least some of the panels comprising the structure. The device comprises at least a first rod and a second rod, both inclined, the first end of the first rod being attached to the internal side of the front panel, the second end of the first rod being attached to the internal side of the upper panel, the second end of the second rod being attached to the internal side of the lower panel, the device comprising in addition a third rod connecting said second ends of said first and second rods, the first, second and third rods thus comprising a reinforcement triangle.

Abstract: A grid fin control system for a fluid-borne body includes a nozzle extension, an optional stabilization device, and a plurality of grid fins. The grid fins are stowable folded against the nozzle extension and deployable to extend radially outwardly.

Abstract: An intercostal for an aircraft for dissipating a load from a first frame onto a second frame and/or a skin of the aircraft, the intercostal having a framework.

Abstract: A curved extrusion includes a body that has indefinite length and a cross-section, and that is formed to contour and at least one channel cut into the cross-section that is filled with deposited material such that said cross-section of said body is restored. By cutting the channels into the cross-section of the extrusion, the extrusion may be easily formed onto a contoured tool to be curved with lower forming and residual stresses and distortion. By filling the channels with deposited material, the original cross-section and strength of the extrusion can be restored. By adding a transverse stiffener, the strength of the original extrusion may not only be restored but also further improved. By depositing material to create structural features the cross-section of the extrusion may be locally changed. The method for forming curved extrusions of the present invention may be used, for example, to produce T-chords of an aircraft.