Airbus Operations Sl

Airbus Operations Gmbh

Airbus Defence and Space S.a.

Carlos Garcia Nieto

Francisco Javier Honorato Ruiz

Enrique Guinaldo Fernandez

Jesus Javier Vazquez Castro

Iker Vélez De Mendizábal Alonso

Alberto Arana Hidalgo

Esteban Martino-Gonzalez

Melania Sanchez Perez

Fernando Iniesta Lozano

Edouard Menard

Maria Almudena Canas Rios

Francisco Jose Cruz Dominguez

Fernando Pereira Mosqueira

Paula Más Más

Andrea Ivan Marasco

Soledad Crespo Peña

Francisco José Cruz Dominguez

Diego Sanchez Franco

Luis Rodriguez Urbina

Enrique Guinaldo Fernadez

Luis Manuel Rodriguez Urbina

Francisco Jose Cruz Domínguez

Iker Vélez De Mendizàbal Alonso

Paula Màs Màs

Enrique Guinaldo Fernàndez

A method for manufacturing a composite assembly with a continuous skin for a rear end of an aircraft by obtaining an upper part of the rear end by composite tooling. The upper part comprises a multi-spar vertical tail plane. The spars of the vertical tail plane comprise widening roots that form an upper shell of the rear end and an upper skin. Furthermore, a lower part comprises a lower shell of the rear end including semi-complete frames and stringers and a lower skin. The upper and lower parts are assembled with a joining procedure. The upper and lower skins are joined to obtain the composite assembly with the continuous skin.

Method for manufacturing a multi-spar box with a continuous skin upper shell of a tail cone section for a rear end of an aircraft and a composite assembly

A method for manufacturing an aircraft rear section including a tail cone and a vertical tail plane, the method includes: providing pre-cured frames () each of which includes a section of the tail cone () and a section of the vertical tail plane (); providing pre-cured stringers (); placing the pre-cured stringers () each in respective positions within the pre-cured frames (); placing a skin () around an external surface of the pre-cured frames (); and curing the pre-cured frames (), the pre-cured stringers (), and the skin (), forming the final aircraft rear section.

Method for manufacturing a rear section of an aircraft and aircraft rear section manufactured by said method

A method for manufacturing a composite assembly of an empennage and rear-fuselage having a continuous skin solution. The method obtains parts of the sub-structure. For each part, it is obtained a plurality of stringers performs and frames preforms by composite tooling. The frames are transferred to curing frames molds and a sub-structure skin is obtained. Furthermore, the method includes integrating the parts over an integration tool having cavities for locating the curing frames molds and the stringer performs. Furthermore, the method includes co-curing the integration tool in one shot on an autoclave, demolding the sub-structure skin sections and disassembling the curing frame molds to obtain the composite assembly of the rear section.

Method for manufacturing a rear section of an aircraft and aircraft rear section

A method for manufacturing a composite rear section assembly having a continuous skin solution including obtaining a vertical tail plane tooling that has intermediate tooling for tooling intermediate preforms of a vertical tail plane (), obtaining a fuselage barrel tooling (), (), () and () the fuselage barrel tooling having a cut-out (), (), () and longitudinal cavities (), (), () and (), attaching the vertical tail plane tooling to the fuselage barrel tooling by the cut-out of the fuselage barrel tooling, performing a composite skin lay-up () over the fuselage barrel tooling and the vertical tail plane tooling to obtain a continuous skin, curing the composite skin lay-up, the vertical tail plane tooling and the fuselage barrel tooling and demolding the tools to obtain the composite assembly with a continuous skin (), ().

Composite fuselage assembly and methods to form the assembly

A composite structure () for an aircraft, having at least one insert () for receiving attachment devices, each insert () includes a core () having a major dimension and containing at least one through-hole (), and a composite strip arrangement formed by a first section () surrounding the core () and attached to said core () by an adhesive polymeric layer, and a second section () including at least one free end (). The first () and the second portion () of the composite strip arrangement are disposed over a first surface () of the composite structure (), such that the major dimension of the core () is positioned transversal to said first surface (a). The at least one insert () is co-cured with the composite structure ().

Composite structure having an integrated support

An aircraft aerodynamic surface () including a torsion box () having a front spar () and rear spar (), a first control surface () including a front spar () and a trailing edge () and a second control surface () having a front spar (), a trailing edge (), and a pivot device () for pivotally attaching the first control surface () and the second control surface () to the rear spar () of the torsion box (), the first control surface is an inboard control surface () including two lateral ribs ('), six inner ribs () and an inner spar (), and the second control surface () is an outboard control surface which includes two lateral ribs (&#x2032;), three internal ribs (), two internal spars (&#x2032;) and one internal spar ().

Aircraft empennage

Disclosed is a multi-spar torsion box structure comprising a plurality of spars of composite material arranged to form a multi-cell structure with two or more cells extending longitudinally along the torsion box, and upper and lower skin covers formed of composite material and joined to upper and lower surfaces of the multi-cell structure, respectively. The structure further comprises at least one belt-like reinforcing element extending around the outer perimeter of the torsion box, and fixed to the upper and lower surfaces of the multi-cell structure, and transversely arranged with respect to the longitudinal direction of the torsion box. The belt-like reinforcing element is made of a metallic or a composite material. The disclosed torsion box can advantageously be used in the manufacture of aircraft lifting surfaces, such as horizontal tailplanes (HTP) or wings.

Multi-spar torsion box 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 aircraft lifting surface with a main supporting structure comprising upper and lower faces defining its aerodynamic profile, front and rear faces oriented towards, respectively, the leading and trailing edges, a first set of transverse ribs extended from the front face to the rear face and a second set of transverse ribs crossing the front face and/or the rear face. The integration of leading and trailing edge ribs in the main supporting structure allows a weight and cost reduction of aircraft lifting surfaces. A manufacturing method of said main supporting structure is also disclosed.

Main supporting structure of an aircraft lifting surface

An aircraft lifting surface with a monolithic main supporting structure of a composite material including an upper skin having at least a part of the upper aerodynamic profile of the leading edge and/or of the trailing edge, a lower skin, a front spar, a rear spar, and leading edge ribs and/or a trailing edge ribs. The main supporting structure allows a weight and cost reduction of aircraft lifting surfaces.

Highly integrated structure including leading and trailing edge ribs for an aircraft lifting 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

An aircraft lifting surface with a torsion box of a composite material including an upper skin, a lower skin, a front spar, a rear spar, one or more intermediate spars and transverse ribs arranged between the rear spar and an adjacent intermediate spar and/or between the front spar and the adjacent intermediate spar.

Growing community of inventors

Getafe, Spain

Carlos Garcia Nieto