Airbus Operations Sl

Other

Airbus Operations (s.a.s.)

Airbus Operations Gmbh

Enrique Guinaldo Fernandez

Francisco Javier Honorato Ruiz

Carlos Garcia Nieto

Iker Vélez De Mendizábal Alonso

Esteban Martino Gonzalez

Diego Folch Cortes

Pablo Goya Abaurrea

Eduardo Vinue Santolalla

Alvaro Jara Rodelgo

Andrea Ivan Marasco

Guillermo Hernaiz Lopez

Paula Más Más

Julien Guillemaut

Carlos García Nieto

Francisco Jose Cruz Dominguez

Fernando Pereira Mosqueira

Pablo Cebolla Garrofe

Soledad Crespo Peña

Tamara Blanco Varela

Álvaro Calero Casanova

Alfonso Parra Rubio

Vasilis Votsios

Francisco José Cruz Dominguez

Diego Sanchez Franco

Bernardo Lopez Romano

Alvaro Torres Salas

Luis Rodriguez Urbina

Pablo Vazquez Sanchez

José Sanchez Gomez

Carlos Garcïa Nieto

Alejandro Pico Bolaño

Fernando Garcia Mostoles

Luis Manuel Rodriguez Urbina

Alejandro Pico BOLAÑO

ÁLvaro Calero Casanova

ÁLvaro Torres Salas

Soledad Crespo PEÑA

Francisco Jose Cruz Domínguez

Iker VÉLEZ De Mendizabal Alonso

Carlos GARCÍA Nieto

Iker Vélez De Mendizàbal Alonso

Paula Màs Màs

A method for manufacturing a part layer-upon-layer using Additive Manufacturing technology, the method including: printing the part together with an elastomeric enclosure shaped thereto leaving a gap free of material therebetween, the elastomeric enclosure including at least one opening; heating the ensemble of the printed part and elastomeric enclosure or keeping an operating printing temperature; applying vacuum by the at least one opening of the elastomeric enclosure so that the elastomeric enclosure deflates thus exerting pressure to the printed part; and maintaining the printed part under vacuum and heat during a predefined time.

Method for manufacturing a part

An impression chamber () for a 3D printer () adapted to receive a high performance plastic filament () and including a print head () and a printing bed (), wherein the impression chamber () includes a thermally insulated plate () and a polyimide film () attached to the plate () for delimiting a printing space (). The plate () is dimensioned to have a surface () equal or larger than the major surface of the piece () to be printed, and the film () is dimensioned to surround the printing bed (). The plate () is provided with a first through-hole () for allowing the passage of at least part of the print head (), so that the plate () is moved by the movement of the print head () and the film () is dragged by said movement providing a flexible impression chamber ().

Impression chamber for additive manufacturing of high performance plastics

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

This disclosure relates to the manufacturing of a leading edge section with hybrid laminar flow control for an aircraft. A manufacturing method involves: providing an outer hood, a plurality of elongated modules, first and second C-shaped profiles having comprising cavities, and an inner mandrel; assembling an injection molding tool by placing each profile on each end of the inner mandrel, arranging a first extreme of each elongated module in one cavity of the first profile and a second extreme of the module in another cavity of the second profile, both cavities positioned in the same radial direction; and placing the hood on first and second profiles to close the tool. Further, the injection molding tool is closed and filled with an injection compound comprising thermoplastic and short-fiber. Finally, the compound is hardened and demolded.

Method, injection moulding tool for manufacturing a leading edge section with hybrid laminar flow control for an aircraft, and leading edge section with hybrid laminar flow control obtained thereof

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

Provided is a structure of composite material, comprising a continuous first layer of composite material, a second layer of viscoelastic material, and a continuous impact-protection third layer. The first layer is formed by structural components in the form of a matrix and fibers. The second layer of viscoelastic material is added on top of the first layer and said second layer can be continuous or non-continuous. If a non-continuous second layer is used, elongate, circular or square cavities are arranged inside the layer. Optionally, reinforcements comprising carbon nanofibers or nanotubes are provided in either of the first and second layers. The third layer of impact-protection material is added in a continuous manner on top of the second layer, the third layer forming the outermost layer of the composite material. In addition, this third layer is electrically conductive. The composite material has noise attenuation, impact resistance and electric conductivity properties.

Multifunctional composite material including a viscoelastic interlayer

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

A method for manufacturing a leading edge profile section of an aircraft lifting surface is provided. The method comprises the following steps: a) providing a set of laminated preforms of a composite material configured with a suitable shape for constituting the leading edge profile section; b) arranging said laminated preforms in a curing tooling and subjecting the assembly to an autoclave cycle to co-cure said laminated preforms; c) demolding the curing tooling in a spanwise direction towards the aircraft symmetry plane. The invention also comprises a leading edge profile section manufactured by said method comprising in addition to the skin of the leading edge profile section, one or more of the following structural elements: an auxiliary spar, a longitudinal stiffener reinforcing an auxiliary spar, a longitudinal stringer reinforcing the skin of the leading edge profile.

Highly integrated leading edge of an aircraft lifting surface

A fuselage section of an aircraft includes a skin, a plurality of frames positioned transversely to a longitudinal axis of a fuselage of the aircraft, and a plurality of longitudinal stringers at least one of which is configured with a closed transversal section including a stringer hat, two stringer webs, and two stringer feet joined to the skin. At least one of the frames is configured in at least one sector with a frame foot joined to the skin, a frame web having holes at crossing zones with the stringers, a frame cap, and a frame cap extension which does not interfere with the stringers. The frames are joined to, at least, the stringer hats at crossing zones of the frames and the stringer hats.

Aircraft fuselage with high strength frames

Aircraft fuselage section () subjected to impacts of external bodies, the aircraft fuselage having a curved shape with at least a vertical symmetry plane (A-A) and a central longitudinal axis and comprising a skin () and a plurality of frames () arranged perpendicularly to said longitudinal axis (), the aircraft fuselage section also comprising at least an inner reticular structure () mounted on a supporting structure () comprising longitudinal beams () attached to the skin () and interconnected with said frames (), said inner reticular structure () being arranged for creating at least one closed cell () with the skin () for improving its resistance and its damage tolerance to said impacts. Said inner reticular structure () can be formed by panels (), rods (65, 65'), cables (67, 67&#x2032;) or belts (69, 69&#x2032;).

Impact resistant and damage tolerant aircraft fuselage

Commercial aircraft () having a black box () comprising a flight data recorder () connected to suitable acquisition units () for recording information required for crash investigation purposes inside a container (), wherein the aircraft () comprises a crash detection device (); the black box () is installed in a suitable location for being ejected outside the aircraft in a crash event through a duct () having its exit in a fuselage area where the ejected black box () would not impact on the aircraft; the aircraft () also comprises ejection means (), controlled by a black box ejection control unit () connected to said crash detection device (), for ejecting the black box () through said duct (), when an impending crash is detected by said crash detection device ().

Aircraft black box

Growing community of inventors

Salamanca, Spain

Enrique Guinaldo Fernandez