Abstract: A wing, in particular a airfoil of an aircraft, with a variable profile shape, which wing comprises a first skin and a second skin and a supporting structure, arranged between the first and the second skin, which supporting structure in the direction of the wing depth extends between a first end and a second end, wherein the form of said supporting structure, for the purpose of varying the profile shape by means of a drive device comprising drive elements, is variable. The supporting structure comprises ribs, arranged one behind the other in the direction of the wing depth, which ribs at connection positions are interconnected so as to be articulated, wherein said ribs at first connection positions are connected to the first skin, and at second connection positions are connected to the second skin. For the purpose of setting the variable profile the mutual spacing of the second connection positions can be varied by means of the drive elements.

Abstract: Leading edge structures for high performance aircraft and the direct manufacture thereof are disclosed. Direct manufacturing technology is used to deposit leading edge structures directly from a digital model to form near-net shape products. This technique permits a wider range of materials to be utilized, such as casting alloys capable of the highest temperature usage that are not available in billet or sheet form. Refractory metals or high temperature ceramics also may be used to form the entire lead edge structure, or just a replaceable tip of the leading edge structure.

Abstract: An aircraft wing made of a composite material, and its method of manufacture, require a plurality of kabobs (i.e. substantially rectangular shaped hollow tubes having an open end and a closed end). Of these kabobs, several are aligned end-to-end, to create a section. Several sections are then positioned side-by-side and covered by a layer of composite material to define an aerodynamic surface for the wing. The juxtaposed sections also establish spar webs for the wing, and the closed ends of the juxtaposed sections establish transverse ribs for the wing. Thus, the kabobs form the main load-bearing member of the wing. The sections of composite material are co-cured with the composite material of the aerodynamic surface.

Abstract: The invention relates to an aircraft wing including two members removably connected end to end by a coupling means including: a male coupling part with spaced opposed upper and lower faces, a first face being planar while the second face has a longitudinal relief (9) with a V-shaped section, said first and second faces being mutually included towards each other at their free ends; a female coupling part with spaced upper and lower faces facing each other, a first face being planar while the second face has a longitudinal relief with a V-shaped section complementary to that of the relief, and said first and second faces being mutually inclined away from each other at their free ends; and means for retaining the two parts coupled with their respective interacting faces in a mutual bearing relation.

Abstract: A shock-absorbing structure component has two cover layers and an intermediate layer that is arranged between them. The intermediate layer extends in an alternating form between the cover layers, with the material of the intermediate layer being selected such that it has a higher capacity elongation prior to breaking than that of the outer cover layer. The energy of an impact can thus be absorbed as the intermediate layer is stretched into a bag shape and the inner cover layer breaks off progressively.

Abstract: Provided herein is a method for manufacturing a worked product comprising a fiber sensor therein. Also provided is a wrought product comprising a fiber sensor as well as structural elements and other products including fuselage skin and a wing panel.

Abstract: An aircraft wing made of a composite material, and its method of manufacture, require a plurality of kabobs (i.e. substantially rectangular shaped hollow tubes having an open end and a closed end). Of these kabobs, several are aligned end-to-end, to create a section. Several sections are then positioned side-by-side and covered by a layer of composite material to define an aerodynamic surface for the wing. The juxtaposed sections also establish spar webs for the wing, and the closed ends of the juxtaposed sections establish transverse ribs for the wing. Thus, the kabobs form the main load-bearing member of the wing. The sections of composite material are co-cured with the composite material of the aerodynamic surface.

Abstract: The invention relates to an integrated structure of a composite material multispar torsion box (1) for aircraft, comprising a lower skin (12), an upper skin (11), several spars (9) defining cells (14), the first cell (19) being the closest to the input of load in the box (1), said structure comprising unit elements in the first cell, which unit elements provide the torsion box (1) with the necessary torsional rigidity to prevent the deformations occurring as a result of local loads.

Abstract: This invention relates to improving the tolerance of composite laminate structures to damage and/or delamination, resulting in weakening of the structure and/or to reducing the possibility of such damage and/or delamination. In particular, but not exclusively the invention relates to protecting the end surfaces of composite laminate structures present on aircraft from impact damage. The invention provides an aircraft component comprising a composite laminate structure, the composite laminate structure including an end surface at which a multiplicity of the layers of the laminate structure terminate, wherein the aircraft component further comprises a deformable strip mounted to protect the end surface of the composite laminate structure from direct impacts.

Abstract: Apparatuses and methods for joining composite members and other structural members in aircraft wings and other structures are disclosed herein. An aircraft wing box structure configured in accordance with one embodiment of the invention includes a first composite member having a first surface portion positioned at an angel relative to a second surface portion of a second composite member. The wing box structure of this embodiment further includes at least one metallic joining member having an upstanding leg portion extending from a base portion. The base portion of the joining member is bonded to the first surface portion of the first composite member with a first portion of adhesive, and the upstanding leg portion of the metallic joining member is bonded to the second surface portion of the second composite member with a second portion of adhesive.

Abstract: The present invention relates to a stringer for an aircraft wing and a method of reinforcing such a stringer in which the stringer is formed with a substantially lambda shaped section.

Abstract: The present invention relates to a wing cover panel for an aircraft wing and a method of forming such a wing cover panel, which is formed as a plurality of sections each carrying stringer sections which are then fixed together to form a wing cover panel with an integral stringer.

Abstract: A simplified structure for a wing skin and wing box wherein the internal surface (2) of an aircraft wing skin panel (1) in the wing box includes a multiplicity of strips (3), each strip being associated with a stringer. The strips (3) have different gradients in the span-wise direction S, which is the direction in which the strips extend. The surface of each strip is, in the chord-wise direction C, parallel to the external surface (5). At a junction, at which a rib meets a stringer, the interior surface (2) has an area (4a) that is parallel to the exterior surface (5), such that the rib and stringer at that junction may be simply attached to the wing skin panel (1).

Abstract: A method, system, and apparatus for attaching a fairing to a body or aircraft wing are disclosed. A plurality of attach anchors is disposed on the body or aircraft wing to which the fairing is to be attached. Disposed in the fairing is a plurality of core pockets that are alignable with the plurality of attach anchors, and each of the core pockets defines a channel. The fairing is placed over the body or the aircraft wing such that the heads of the attach anchors are received in the core pockets. The fairing is then slid across the body or the aircraft wing with the channels sliding along the heads of the attach anchors such that the fairing is prevented from being lifted away from the body or aircraft wing.

Abstract: In a wing of an airplane, a front spar having a C-shape in section includes a web, flanges, and a reinforcing partition wall. An intermediate spar having an I-shape in section includes a web, flanges, and a reinforcing partition wall. Ribs can be positioned in a span direction by coupling front and rear portions of the ribs to the reinforcing partition wall of the front spar and the reinforcing partition wall of the intermediate spar, without the provision of an assembling jig having a positioning function and without the use of a special positioning member. In addition, the ribs can be positioned in a cord direction by bringing rear ends of the ribs into abutment against a front surface of the web of the intermediate spar. Thus, it is possible to assemble the wing of the airplane using an inexpensive assembling jig having no rib-positioning function.

Abstract: A multi-layer ceramic matrix composite structure (40) having a plurality of fiber-reinforced cooling passages (42) formed therein. The cooling passages are formed by the removal of a fugitive material (24). The fugitive material is part of a wrapped fugitive material structure (28) containing a layer of reinforcing ceramic fibers (26) that is used to lay-up the multi-layer structure. An intermediate layer of ceramic fabric 56 may be placed alternately over and under the wrapped fugitive material structure to separate the cooling passages into alternating upper (54) and lower (52) cooling passages. The transversely oriented fibers surrounding the cooling passages serve to increase the interlaminar strength of the structure when compared to prior art designs. An airfoil member (112) incorporating such reinforced integral cooling passages (120) is provided.

Abstract: A method and apparatus of bonded wing construction in which skins (35, 39) having shaped protrusions (37, 41) are bonded to rib members having correspondingly shaped intrusions (33). The skins may also include differently shaped protrusions (53, 55) which are bonded to K-shaped spars (51) having correspondingly shaped intrusions (61, 63).

Abstract: A box-structure airfoil is constructed of a composite material uppers skin, a composite material lower a skin 12 and a spar. Ribs and an elongate projection are formed integrally on the inner surface of each of the two skins. The upper and lower skins and the spar are simultaneously bonded by an adhesive to form a single structure. Since the ribs and the elongate projection are one-piece formed with each skin, it is possible to reduce the number of principal constituent components. Furthermore, since assembly operation is made by using the adhesive, there is no need for fasteners or the like for assembling. Moreover, the flanges on both sides of the spar can also be bonded to the respective skins. According to the invention, it is possible to reduce the number of principal constituent components and that of assembling components of an airfoil, thereby achieving its cost reduction.

Abstract: A method and apparatus for the manufacture of fiber reinforced structures including the tooling and its use in the manufacture of reinforced structures. The apparatus comprises a conformable locating aperture system (CLAS) used for the formation of composite structures. The method includes the use in the formation of a structure and the method of manufacture of a structure.

Abstract: The invention lies in the field of fluid dynamics. In particular, the invention pertains to aircraft airfoils and wing designs. The variable airfoil wing is a simple concept which divides an aircraft wing into a forward segment and a rearward segment. The wing forward segment is fixed and the wing rearward segment is movable. Using a symmetrical airfoil design as the base wing shape, the rearward segment is rotated downward to increase the wing camber. When utilized in accordance with specific limitations, the wing design offers a broad range of aerodynamic capabilities.

Abstract: A ruddervator for an aerospacecraft. The ruddervator is formed by a plurality of airfoil sections nestably disposed in side by side fashion and supported by a pair of titanium box beam frame elements extending through central openings in each of the airfoil sections. Each airfoil section includes an oxide fiber/oxide matrix-based ceramic matrix composite (oxide-CMC) panel made up of multiple plies of oxide-CMC fabric which are fused over a rigid ceramic foam insulation member. The lower ends of the frame elements are secured to a transition component comprising a conventional torque box. The ruddervator can be manufactured with less cost and lower weight over previous ruddervator designs which require one or more large skin sections which are mechanically fastened to a substructure. The ruddervator of the present invention further minimizes fabrication costs by using a common design for the nesting airfoil sections so that a common female lay-up mold can be used for fabricating all of the airfoil sections.

Abstract: A compact, aerodynamic wing assembly constructed and arranged so as to withstand a force due to acceleration in at least one direction includes at least two wing segments, each of the wing segments having a span-wise axis, and a airfoil cross section normal to the span axis. The wing segments are preferably disposed mutually adjacent and end to end. For each pair of wing segments, the wing further includes a pivot assembly fixedly attached to the wing segments at an end of each of the wing segments along the span-wise axis. The pivot assembly forms an articulation axis for relative movement between each the pair of wing segments, such that the wing assembly converts, upon a predetermined stimulus, from a stowed configuration characterized by nested wing segments, to a deployed configuration characterized by a substantially uninterrupted aerodynamic surface.

Abstract: A composite material wing structure is disclosed, comprising a plurality of composite material multi-spar structures, each including a plurality of spar extending in a span direction, placed in the span direction. A wing structure of an airplane is also disclosed, comprising wing structures divided into plural parts in a span direction, a rib connected to an end of the wing structure to assemble adjacent wing structures, and a coupling material for coupling spars of the adjacent wing structures.

Abstract: A method and tooling concept for fabricating complex composite parts is provided. The method and tooling concept use various tooling configurations in order to produce varying magnitudes of thermal expansion at different areas within the tooling concept. The varying magnitudes of thermal expansion allow the tool concept to account for varying magnitudes of tool movement needed to debulk and consolidate varying thickness areas of the composite workpiece being cured. The tooling concept is formed of different materials having different thicknesses that allow the tooling concept to produce varying magnitudes of thermal expansion. The exterior surface of the tooling concept is covered by a compliant covering. The compliant covering helps to equalize the consolidation pressures produced by the tooling concept during curing. A composite wing box structure fabricated using the method and tooling concept is also disclosed.

Abstract: A method and apparatus for manufacturing wing spars includes a fixture that holds spar webs for drilling and edge trimming by accurate numerically controlled machine tools using original numerical part definition records, utilizing spatial relationships between key features of detail parts or subassemblies as represented by coordination features machined into the parts and subassemblies, thereby making the parts and subassemblies intrinsically determinant of the dimensions and contour of the wing.

Abstract: The device for lift and to reduce forward resistance of aircraft consists of a converging input duct of truncated-cone-shaped or truncated-pyramid-shaped, arranged lengthwise inside the fuselage and inclined to the longitudinal axis, with the larger opening coinciding with the front fuselage contour or periphery of maximum cross-section, and reducing in bore backwards so that its generatrix or lower side coincides with the lower surface of the fuselage parallel to the aircraft's longitudinal axis and the generatrix or upper edge forms an acute angle with the aircraft's longitudinal axis. The narrowest end of the duct discharges into the input of the turbofan, UHD, etc. type drive engines which discharge through a rear outlet duct facing backwards with the rear end curved slightly downward.

Abstract: The instant invention generally relates to a forwardly swept wing 10 for an aircraft comprised of a pair of opposed single piece machined aluminum alloy wing boxes 20 and 40. Specifically, the invention provides for a forward swept wing construction utilizing known in the art computer numerical control machining techniques to produce an aluminum alloy wing 10 having an integral leading edge 24 thereby greatly reducing assembly time. A plurality of integral stiffeners 80 oriented at a forwardly swept angle of approximately 12 to 13 degrees between forward 62 and rear 64 spars provides for a wing 10 that minimizes the effects of aeroelastic divergence.

Abstract: A retractable wing assembly for a flying vehicle includes a vane support member, a wing with vanes, and a wing extending and retracting assembly. Each vane includes a base portion and an end portion and is pivotally secured to the vane support member at its base portion. The wing extending and retracting assembly includes link members and an articulating assembly. Each link member pivotally connects two of the vanes together between the base portions and end portions of the two vanes. The articulating assembly is secured to a vehicle body and mechanically coupled to the vane support member and at least one of the vanes. The articulating assembly is manipulable to reposition the vane support member relative to the vehicle body while simultaneously spreading the end portions of the vanes apart from each other.

Abstract: A method of manufacture of an aircraft comprising the manufacture of a range of interconnectable demountable structural modules and assembly of one of a plurality of aircraft variants by the selection and assembly of a pre-determined set of said structural modules.

Abstract: A digital longitudinal Aircraft Propulsion Control (APC) system of a multiengine aircraft is provided by engine thrust modulation in response to comparing an input flightpath angle signal .gamma.c from a pilot thumbwheel or an ILS system with a sensed flightpath angle .gamma. to produce an error signal .gamma.e that is then integrated (with reasonable limits) to generate a drift correction signal to be added to the error signal .gamma.e after first subtracting a lowpass filtered velocity signal Vel.sub.f for phugoid damping. The output error signal is multiplied by a constant to produce an aircraft thrust control signal ATC of suitable amplitude to drive a throttle servo for all engines, each of which includes its own full-authority digital engine control (FADEC) computer. An alternative APC system omits sensed flightpath angle feedback and instead controls the flightpath angle by feedback of the lowpass filtered velocity signal Vel.sub.f which also inherently provides phugoid damping.

Abstract: A rotary wing having a spar that flexes and crosses the axis of the spar in two or more points. The spar mounts two adjacent flying surfaces extending spanwise and rotatable about the longitudinal axis of the spar without the transmission of flexural movement to the wing sheets. The adjacent edges of the flying surfaces are adapted such that the flying surfaces are capable of engaging each other and thus they cooperate to constitute a wing.

Abstract: A system for enabling an aircraft to accomplish extremely short takeoffs and landings, which includes an integrated flight control system; a takeoff system; a landing system and a high thrust-to-weight propulsion system. The integrated flight propulsion control system includes a multi-axis thrust vectoring system. The takeoff system is operably engageable with the multi-axis thrust vectoring system. The takeoff system includes means for rotating the aircraft nose upwardly below stall speed without substantial use of thrust vectoring from the multi-axis thrust vectoring system. The landing system is operably engageable with the multi-axis thrust vectoring system. It includes means for de-rotating the aircraft from a high angle of attack to a main gear touchdown angle of attack sufficiently low to avoid scraping the tail of the aircraft.

Abstract: A mechanism for quickly removing and installing the free wings and/or the tail booms of a freewing aircraft to the fuselage. The fuselage includes a free wing cross tube extending transversely through the fuselage at the spanwise axis, and each of the left and right free wings includes a support tube disposed therein, also along the spanwise axis, with a portion of the wing structural tube being received within the fuselage cross tube. A quick-release pin is insertable in holes disposed in both the structural tube and the cross tube when the holes are placed in alignment. A second cross tube extends transversely through the rear end of the fuselage at the tail boom pivot axis. At least a portion of each tail boom member is disposed in surrounding relationship to the cross tube. In a preferred embodiment, a quick-release pin is insertable in holes disposed in both the tail boom member portion and the cross tube when the holes are placed in alignment.

Abstract: In a structural member with large unidirectional rigidities unidirectional fiber bundles are completely embedded in shear resistant sheaths. The shear resistant sheaths are joined to a shear resistant torsion shell made up of skin layers by shear resistant vertical walls. A part of the vertical walls is shaped into stringers. Dividing layers (20) interrupting the passage of tension between adjacent unidirectional fiber bundles (30) are provided between the shear resistant sheaths (31) of the unidirectional fiber bundles (30).

Abstract: A modular approach to the manufacture of high performance military aircraft allows different aircraft to be manufactured at affordable cost and with high part number commonality. An aircraft so constructed includes a delta wing; a forebody section, including a cockpit, which is mounted to the front of the wing; and a propulsion system support frame mounted beneath the forebody section and the underside of the wing. The propulsion system is supported within this frame. The aircraft can also include an aftbody section mounted to the aft end of the wing, which includes a 2-D variable thrust vectoring nozzle and a pair of canted vertical tails. The forebody section includes a chin inlet below the cockpit. The wing is preferably constructed using thermoplastic welding.

Abstract: Rotor blade stowing system for stowing rotor blades that conserves storage space without adding significant weight or cost to the aircraft. The system includes a rotary actuator disposed on a blade grip member. A rotor blade is pivotally connected to the blade grip member. The rotary actuator is operably coupled to a blade pivoting cam and a locking cam. The system includes a cam follower linkage which has a first end which includes a blade pivoting cam follower and a locking cam follower and a second end. The blade pivoting cam follower follows the blade pivoting cam. The locking cam follower follows the locking cam. The second end of the cam follower linkage is coupled to the blade grip member. The system includes a shaft rotatably coupled to the blade grip member, a locking linkage bell crank operably coupled to the shaft, a delay cam coupled to the blade grip member, and a locking linkage idler operably coupled to the locking linkage bell crank.

Abstract: Rolled plate products up to 6 inches thick or more and other products in an aluminum alloy consisting essentially of about 5.2 to 6.8% zinc, 1.7 to 2.4% copper, 1.6 to 2% magnesium, 0.03 to 0.3% zirconium, balance substantially aluminum and incidental elements and impurities, are useful in making structural members for commercial airplanes especially by machining or shaping such members from the plate. Such members include lower wing skins and wing spars and other members. The plate is made by operations comprising homogenization, hot rolling, solution heat treatment, stretching and artificial aging. Alternatively, the plate is shaped after stretching, which may include machining, and is then artificially aged.

Abstract: A reduced amplitude corrugated web spar for use in airplane wings and the like is disclosed. The amplitude of the corrugation is determined based upon general stability requirements of the spar, and the fasteners are offset from the center line of the web corrugations. The resulting spar is easier to manufacture and still provides the structural integrity required of the wings.

Abstract: The invention relates to a mass transit method including a docking terminal where passengers are loaded onto a craft with integral passenger pod. The craft lifts vertically from the docking terminal until it reaches an appropriate commuting altitude within 1,000 feet of the ground at which time the craft will fly to a second docking terminal and vertically descend to the second terminal for unloading of passengers. The commuting routes are networked to create an urban-suburban-rural mass transit system. The utility area of the craft can be detached and replaced. For instance, a passenger pod can be interchanged with a cargo, an emergency medical service (rescue) or a military unit pod for an innovative and versatile means of transportation.

Abstract: A vertical takeoff and landing aircraft has a fuselage with a wing located above the fuselage at the rearward end and with a horizontal stabilizer located at the forward end. The propellers are mounted on booms separate from the wings and located just behind the center of gravity of the aircraft. The propellers are pivotable between horizontal and vertical axes and brakes are provided to allow locking of propeller position. When the brakes are released, the propellers automatically pivot between vertical and horizontal orientations and vice-versa based upon control of the aircraft by the pilot.

Abstract: A discus-shaped aircraft is provided with a peripheral jet arrangement for generating lift and, in the bottom of the aircraft, at least one rocket engine supplied with silicon hydride and compressed air and operated under conditions in which the silicon hydride is reacted with nitrogen of the compressed air to form silicon nitride while the nitrogen of the silicon hydride compounds reacts with oxygen to form H.sub.2 O.

Abstract: The invention relates to a system for removing the heat that is incident upon an aircraft, and especially a supersonic aircraft, during flight. The incident heat is generated by the constant heating effect of aerodynamic friction on the outer skin of the fuselage, by compression heating at the ram or stagnation point and stagnation edges of the aircraft fuselage, and by the heating of external air as it is compressed to cabin pressure. In the present system, the used cabin air is exhausted out of the cabin through a space between the cabin interior panels and the fuselage outer skin, where the airflow absorbs the heat incident through the outer skin and is heated to approximately the temperature of the outer skin. Next, the heated airflow is preferably first filtered through a filter and is then expanded and cooled through an expansion turbine. The output shaft of the turbine can drive a generator to recover useful electrical energy.

Abstract: An unmanned aerial vehicle that includes symmetrical wings, tail section and internal compartments. The wings which include the only control surfaces can be attached to either side of the aircraft. An engine and a payload are non-symmetrically attached modules. Assembly and disassembly is performed with quick release pin and plate latches, quarter turn fasteners and guides that prevent improper assembly. The compartments include quick release hatch covers for the various internal craft compartments.

Abstract: The vehicle includes a fuselage; a plurality of lifting surfaces attached to the fuselage having control devices attached thereto; and, an articulated propulsion system attached to the fuselage. The propulsion system includes a duct assembly pivotally connected to the fuselage. The duct assembly includes a duct and a propeller assembly mounted within the duct. A motor assembly is connected to the propeller assembly. The duct assembly may be positioned in a substantially vertical position to provide sufficient direct vertical thrust for vertical take-off and landing and may be directed in other positions to provide a varying spectrum of take-off and landing configurations, as well as a substantially horizontal position for high speed horizontal flight. Use of the control surface in the ducted propulsion assembly provides VTOL capability in a very small environment. The environment is not required to be prepared in any special manner.

Abstract: A ducted fan 20 provides lift to a flying vehicle 10. The ducted fan includes direction control vanes (1, 2, 3, 4) for controlling torques applied to the vehicle, and also includes lift negation vanes (305, 306, 307, 308), which control the available lift. The lift negation vanes are oriented with their longitudinal axes parallel to the forward-aft axis (9) of the vehicle in order to reduce drag at high forward velocities. The thrust negation vanes include fixed (305) and movable (305M) portions, with the movable portions rotatable so as to extend into the duct airflow to cause turbulence. The direction control vanes are airfoils arranged for rotation about their quarter-chord axes (410), which reduces the amount of torque required for rotation of the direction-control vanes. This, in turn, allows stepper motors (924a) to be used to drive the vanes. The effects of forward velocity on the ducted fan also creates effects which tend to pitch the vehicle nose-down.

Abstract: In a wing with wing shells with good shear strength made of fibrous composite materials, particularly fiber-reinforced plastics, for aircraft, members taking up tensile and compressive forces are attached to the inside of the wing shells. These members have unidirectional fibers extending longitudinally of the wing. Stringers spaced longitudinally of the wing are provided on the inside of the wing shells, their fiber component being formed by a fiber ply joined to the fiber ply of the wing shell. Unidirectional fibre bundles are arranged between spaced stringers, the bundles being embedded with good shear strength in the synthetic resin matrix of the wing shells, extending longitudinally of the wing and having a substantially rectangular cross-section.

Abstract: A vertical take-off and landing aircraft has an upwardly-open U-shaped channel extending from a front edge to a rear edge of each of two fixed wings and a thrust providing device, such as a propeller, mounted for tilting at the rear end of the channel. The thrust providing device has an inlet at which low pressure is produced by drawing in air along a path and the thrust providing device is tilted to vary the angle of the air drawing-in path relative to the wing and effect vertical take-off and landing by variably enhancing the lift of the wing.

Abstract: A three dimensional woven fabric connector includes a first generally planar section of flexible fabric composed of fibers which run lengthwise and are interwoven with fibers that run crosswise generally at right angles to the lengthwise fibers, and a second generally planar section of flexible fabric composed of lengthwise and crosswise fibers interwoven generally at right angles to one another. The second section of fabric is interwoven with the first section along an intersection of the two sections, with at least one lengthwise fiber being common to the two sections. At least some of the crosswise fibers of each section extend from that section through the intersection to the other section.

Abstract: An aerodynamic structure having an aerodynamic surface for an aircraft, has at least two spars, several ribs made up of rib elements, and two shells made up of a plurality of shell elements. The ribs extend in the direction of the profile depth of the structure and the longitudinal extension of the spars and shells corresponds approximately to the span width of the structure. The shells and ribs are subdivided in the direction of the profile depth with an approximately equal division, to form at least two structural components open along one length side and closed by a spar along the opposite length side. Each component (21, 22) has two shell elements (24, 25; 34, 35, etc.

Abstract: In a vertical take-off and landing vehicle, the invention is a method for improving stability by virtue of establishing conversion of thrust vectors over the center of gravity of the vehicle while in the hover position. Through the use of selected angles of inclination of the thrust-generating devices, a positive static stability of the aircraft is maintained. In addition, the spars supporting the thrust-generating devices are mounted in a fixed angular relationship to the centerline of the aircraft's fuselage, to achieve the desired inclination of the thrust vectors of the lift-generating devices toward the centerline of the vehicle, by simple rotation of the spars on which the lift-generating devices are mounted.