Airbus Operations Sl

Airbus Operations Gmbh

Airbus Operations (s.a.s.)

Andrea Ivan Marasco

Fernando Pereira Mosqueira

Francisco Javier Honorato Ruiz

Enrique Guinaldo Fernandez

Esteban Martino Gonzalez

Carlos Garcia Nieto

Lars Krog

Eduardo Vinue Santolalla

Francisco José Cruz Dominguez

Stéphane Grihon

Manuela Jürgens

Gary Ryan

Stuart Bates

Aitor Baldomir Garcia

Jacobo Diaz Garcia

Santiago Hernandez Ibanez

Francisco Jose Cruz Domínguez

A sandwich structure architecture for high speed impact resistant structure includes sandwich skins which enclose a sandwich core formed by a plurality of spacing layers and a plurality of trigger layers, wherein these layers are stacked alternatively in the core. The walls of the trigger layers are thicker than the walls of the spacing layers and/or the walls of the trigger layers include at least one part inclined with respect to the walls of the spacing layers. The spacing and the trigger layers are made of the same type of material, preferably composite materials or metallic materials. The structure is capable of absorbing high-speed impacts, and at the same time can be used as load carrying structure in aircraft fuselages, wings, vertical or horizontal stabilizers.

Impact resistant sandwich structure

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.

Aircraft control surface

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.

Leading edge for an aircraft lifting surface

A beam () comprising first and second flanges (), the beam () having a first region () extending between the flanges () and a second region () extending between the flanges. The first region () is designed to support an applied concentrated shear load and the second region () is designed to support a predominantly bending load. The first region comprises a fan-shaped truss comprising a hub () adjacent the first flange and a plurality of struts () which extend substantially radially from the hub (), and the second region () comprises either a truss structure which is substantially regular in the longitudinal beam direction or a shear web. The beam may, for example, be used as a floor beam for an aircraft fuselage.

Beam

A computer-aided method for carrying out the structural design of a part subjected to damages having significant effects on its structural integrity, such as an aircraft fuselage section subjected to a propeller blade release event, is provided. The method includes: obtaining finite element models that include all the relevant information for an optimization analysis for the un-damaged part and for at least one possible damaged part; defining at least one design variable of the part and at least one design constraint and one load case for the un-damaged part and for the damaged part; providing at least one simulation module for analyzing one or more failure modes of the part; iteratively modifying the design variables of the part for the purpose of optimizing a target function by analyzing simultaneously the un-damaged part and the at least one damaged part using the at least one simulation module.

Multiple damage method for structural design optimization

Growing community of inventors

Madrid, Spain

Andrea Ivan Marasco