A vent system includes a vent stack for venting a tank fluid from a fuel tank that is external to the vent stack, during fuelling of the fuel tank. The vent stack includes a conduit including a conduit inlet and a conduit outlet, the conduit outlet opening to atmosphere external to the conduit. The vent stack also includes an opening into the conduit between the conduit inlet and the conduit outlet. The opening is fluidically connected, or connectable, to the fuel tank so the tank fluid from the fuel tank flows through the opening to the conduit outlet, in use. The vent stack also includes a fluid mover operable to cause a mixer fluid receivable in the conduit inlet to flow through the conduit towards the conduit outlet, thereby to mix the mixer fluid with the tank fluid in the conduit, upstream of the conduit outlet.
An applicator for applying an adhesive film to a surface of an aircraft component includes an adhesive inlet for receiving adhesive from a source of adhesive, adhesive outlets for dispensing of adhesive therethrough, one or more reservoirs for receiving adhesive from a respective adhesive outlet, channels wherein at least two of the channels are configured to facilitate delivery of adhesive from the adhesive inlet to a respective, mutually-different outlet, and one or more adhesive-contacting surfaces for contacting adhesive dispensed from the adhesive outlets into the reservoir and for forming an adhesive film therefrom, the one or more adhesive-contacting surfaces being configured to be maintained in spaced relationship with a surface onto which an adhesive film is to be formed.
B05C 5/02 - Apparatus in which liquid or other fluent material is projected, poured or allowed to flow on to the surface of the work from an outlet device in contact, or almost in contact, with the work
B05C 11/02 - Apparatus for spreading or distributing liquids or other fluent materials already applied to a surfaceControl of the thickness of a coating
A method for assembling a component to an aircraft body portion comprises using a funnel device to guide a portion of the component relative to the body portion for movement into a desired position for assembly. Also a funnel device which is configured to be supported by a body portion in a predetermined position and orientation relative to an orifice of the body portion during an assembly process. Also, a pintle mounting portion of an aircraft landing gear assembly is funneled into a predetermined position relative to a pintle mount portion of an aircraft body.
A support apparatus to support a component such as an aircraft landing gear assembly in an installation location for assembly to a body. The apparatus is adapted to assist movement of the supported component in a direction of a vertical axis to reduce an external force necessary to reposition the component from an approximate alignment position into a desired final alignment position. A method of assembly comprising resiliently supporting a component on a platform to assist vertical movement of a mounting portion of the component to align with a mount portion of the body. A pin having a tapered end portion is inserted through an orifice of a pintle mounting and an orifice of a pintle mount to align an aircraft landing gear assembly with a body.
A double-wall pipe for an aircraft fuel system includes an inner wall defining a first open end, a second open end, and an inner region connecting the first open end to the second open end and via which a fuel is flowable through the double-wall pipe, in use. The double-wall pipe includes an outer wall at least in part around the inner wall to define an interspace, between the inner wall and the outer wall, that is fluidically isolated from the inner region. The double-wall pipe includes at least one barrier that is openable to create a passage that fluidically connects the interspace to the inner region. The at least one barrier is configured to open when a pressure in the interspace is higher than a pressure in the inner region.
An aircraft morphable aerodynamic surface structure including an elastomeric material having a glass transition temperature, a temperature management system for heating or cooling the elastomeric material, and a controller to control the temperature management system, the controller configured to control the temperature management system on the basis of a command received at the controller.
A fuel system includes a chamber for storing a fuel, an optical differential pressure sensor, and one or more processors in communication with the optical differential pressure sensor. The optical differential pressure sensor is fluidically connected to the chamber and is configured to, when the fuel is stored in the chamber, output a signal indicative of a pressure difference in the optical differential pressure sensor to the one or more processors.
A fiber-optic sensor including an optical fiber comprising a first Fiber Bragg Grating (FBG) arranged along a first part of the optical fiber; and a first element disposed on an outer surface of the optical fiber, the first element having a first coefficient of thermal expansion (CTE) different to a CTE of the optical fiber, and being configured to induce a change in strain across the FBG in response to a change in temperature of the fiber-optic sensor in the region of the first FBG, the first element bonded to the optical fiber at two first locations that are separated, along the optical fiber from one another by the first part and unbonded to the optical fiber along the first part.
G01K 11/3206 - Measuring temperature based on physical or chemical changes not covered by group , , , or using changes in transmittance, scattering or luminescence in optical fibres at discrete locations in the fibre, e.g. using Bragg scattering
An avionics unit for an aircraft including a communications interface arranged to interface with one or more other avionics units. The communication interface is arranged to transmit a signal having a first state indicating a fault condition of the avionics unit to the one or more other avionics units if the first state persists for a predetermined time. A processor is arranged to modulate an output at the communication interface to provide a modulated signal to indicate a characteristic of a present state of the avionics unit with respect to the fault condition. The modulated signal includes the first state and a second state, different from the first state, wherein, in the modulated signal, the first state has a duration less than the predetermined time
H04L 67/12 - Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
B60T 7/04 - Brake-action initiating means for personal initiation foot-actuated
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
An aircraft wing is provided having a fixed wing with a gulled wing tip rotatably mounted at the tip thereof, the gulled wing tip extending below a wing plane defined by the end of the fixed wing such that the centre of gravity of the gulled wing tip is located below the wing plane. Lowering the centre of gravity of the gulled wing tip has been found to reduce the onset of flutter. The gulled wing tip may be gulled about a hinge axis where it meets the fixed wing, or may be otherwise folded or curved to lower the centre of gravity of the gulled wing tip.
A wing defines a chord which runs from a leading edge to a trailing edge. The wing has a main portion and a flap which is movable relative to the main portion to change the aerodynamics of the wing, for instance to maximize lift, or to reduce drag at the expense of some loss of lift. The wing has a guide mechanism which guides movement of the flap. The guide mechanism uses a pair of runners which run along respective tracks. The tracks are positioned at different locations along the direction of the chord, but overlap one another in the direction of the chord.
In an aircraft wing structure where space and weight considerations are a principal concern, there may be significant challenges in providing a moveable slat and/or a spoiler, particularly in combination with one another. A control device for an aircraft includes upper and lower flaps pivotably mountable adjacent to a slot in a wing behind a leading edge, wherein the control device is operable in a lift configuration to move the upper and lower flaps towards each other to abut opposing surfaces of the slot, to permit airflow along the slot.
A pipe spacer (50) for separating inner and outer pipes of a double- walled pipe assembly, the pipe spacer comprising: an annular body (60) for positioning in an interspace between inner and outer pipes of a double-walled pipe assembly, wherein the annular body (60) defines an axis of the pipe spacer; a plurality of springs (70) extending radially from the annular body (60), wherein each spring (70) is configured to deform inwardly towards the annular body (60) on contact with one of the inner and outer pipes; and a plurality of projecting stops (80) extending from the annular body (60) which are configured to limit the inward deformation of the springs (70).
F16L 39/00 - Joints or fittings for double-walled or multi-channel pipes or pipe assemblies
F16L 7/00 - Supporting pipes or cables inside other pipes or sleeves, e.g. for enabling pipes or cables to be inserted or withdrawn from under roads or railways without interruption of traffic
A pipe spacer 50 for separating inner and outer pipes of a double-walled pipe assembly, the pipe spacer 50 comprising: an annular body 60 for positioning in an interspace between inner and outer pipes of a double-walled pipe assembly, the annular body 60 formed of a composite material; a plurality of outer arms 70a extending radially outwardly from the annular body 60 for contacting the outer pipe and/or a plurality of inner arms 70b extending radially inwardly from the annular body 60 for contacting the inner pipe; and wherein each of the inner and/or outer arms are springs 71 that extend radially from the annular body 60 and are configured to deform inwardly towards the annular body 70 on contact with the respective outer or inner pipe, the arms formed of a composite material.
F16L 7/00 - Supporting pipes or cables inside other pipes or sleeves, e.g. for enabling pipes or cables to be inserted or withdrawn from under roads or railways without interruption of traffic
F16L 39/00 - Joints or fittings for double-walled or multi-channel pipes or pipe assemblies
F16L 3/01 - Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets for supporting or guiding the pipes, cables or protective tubing, between relatively movable points, e.g. movable channels
An aircraft wing is disclosed having a fixed wing with a tip, and a wing tip device rotatably mounted on a hinge at the tip of the fixed wing, such that the wing tip device is rotatable about the hinge, and an actuation system for rotating the wing tip device about the hinge. The actuation system includes a motor, at least one geared rotary actuator, a reduction gearbox, a clutch for selectively decoupling rotation of the motor from rotation of the geared rotary actuator, the geared rotary actuator is driveable by the motor and arranged to convert rotary motion into a different rotary motion and is arranged to rotate the wing tip device relative to the tip of the fixed wing. The reduction gearbox is positioned between the clutch and the geared rotary actuator along a drive train between the motor and the geared rotary actuator.
An aircraft wing is disclosed having a fixed wing with a tip, and a wing tip device rotatably mounted on a hinge at the tip of the fixed wing, such that the wing tip device is rotatable about the hinge, and an actuation system for rotating the wing tip device about the hinge. The actuation system includes a motor, at least one geared rotary actuator, a reduction gearbox, a clutch for selectively decoupling rotation of the motor from rotation of the geared rotary actuator, the geared rotary actuator is driveable by the motor and arranged to convert rotary motion into a different rotary motion and is arranged to rotate the wing tip device relative to the tip of the fixed wing. The clutch is coupled to the geared rotary actuator by a shaft and the shaft is fixed in rotation to a mass disposed radially outwardly from the shaft.
The invention provides an aircraft fuel supply arrangement for delivering liquid hydrogen to an aircraft engine (19), the arrangement comprising: a fuel tank (2) for the storage of liquid hydrogen; an aircraft engine (19) configured to be powered by liquid hydrogen; a primary pump (3) for delivering liquid hydrogen fuel from the fuel tank (2) to the aircraft engine; one or more fuel delivery conduits (4,5) for carrying fuel from the fuel tank to the primary pump (3), one or more fuel delivery conduits (18) providing a fuel supply volume for carrying fuel; and a secondary pump (6) for delivering liquid hydrogen fuel to the primary pump (3). An aircraft comprising such an aircraft fuel supply arrangement, and a method of supplying liquid hydrogen to an aircraft engine are also provided.
A speed determination system for an aircraft including one or more interfaces arranged to receive first speed data from a first speed measurement system and second speed data from a second speed measurement system. The first speed measurement system provides the first speed data using global positioning system data. The second speed measurement system provides the second speed data based on a second speed measurement. The speed determination system includes a processor arranged to determine whether the data received from the first speed measurement system is reliable. If global positioning data is determined to be reliable, the speed determination system determines a speed from the first speed data and determines correction values for the second speed measurement system. If global positioning data is determined to be unreliable, the speed determination system determines a speed from the second speed data and the correction values.
G01S 19/47 - Determining position by combining measurements of signals from the satellite radio beacon positioning system with a supplementary measurement the supplementary measurement being an inertial measurement, e.g. tightly coupled inertial
G01S 19/48 - Determining position by combining or switching between position solutions derived from the satellite radio beacon positioning system and position solutions derived from a further system
G01S 19/45 - Determining position by combining measurements of signals from the satellite radio beacon positioning system with a supplementary measurement
G01S 19/49 - Determining position by combining or switching between position solutions derived from the satellite radio beacon positioning system and position solutions derived from a further system whereby the further system is an inertial position system, e.g. loosely-coupled
A fuel storage structure for an aircraft. The fuel storage structure comprises a first container configured to store a first type of fuel and a second container arranged within the first container. The second container has a variable volume and is configured to store a second type of fuel. The fuels storage structure comprises a fuel release apparatus operable to provide the first type of fuel and the second type of fuel stored by the first container and the second container, respectively, to an engine of the aircraft.
An aircraft fuel tank monitoring system is disclosure including at least one first sensor for sensing a pressure of fuel within a fuel tank; at least one second sensor for sensing a pressure of an ullage space above the fuel within the fuel tank; a processor for monitoring the change in the pressure of the fuel within the fuel tank over a time period and for monitoring the change in the pressure of the ullage space within the fuel tank over the time period, and to determine a fault if the monitored pressure changes exceed normal operating conditions.
A cover for covering an access port of a fuel storage structure of an aircraft, the access port is configured to allow a human operator to access an interior of a first container of the fuel storage structure. The cover comprises an inlet port configured to interface with and receive fuel from an aircraft refueling apparatus, and an outlet port fluidically connectable to the inlet port and operable to provide the fuel received at the inlet port to the interior of the first container when the cover is arranged to cover the access port.
An antenna element includes a first thin-film membrane, second thin-film membrane essentially parallel to and spaced apart from the first thin-film membrane, an electromagnetic metasurface on a first side of the first thin-film membrane opposite of the second thin-film membrane, and a metallic coating on a first side of the second thin-film membrane opposite of the first thin-film membrane. An antenna array is also disclosed.
Disclosed is a spark containment cap plate (20) comprising: a base (22); and two or more spark containment caps (21a,21b,21c); each spark containment cap (21a,21b,21c) comprising a cover portion (24) which extends from the base (22), the cover portion (24) defining a cavity (26) inside the spark containment cap (21a,21b,21c) inside which the end (203) of a fastener (202) can be enclosed. Also disclosed is a fastener joint (200) comprising: a structure (28); two or more fasteners (202), each fastener (202) having a fastener end (203) protruding from a surface of the structure (28); and a spark containment cap plate (20), the spark containment cap plate (20) comprising: a base (22); and two or more spark containment caps (21a,21b,21c); each of the spark containment caps (21a,21b,21c) comprising a cover portion (24) extending from the base (22), the cover portion (24) defining a cavity (26) inside the spark containment cap (21a,21b,21c) inside which the end (203) of a fastener (202) can be enclosed; and a cured sealing material (27) provided between the spark containment cap plate (20) and the structure (28) which secures the spark containment cap plate (20) to the structure (28) in such a position that each end (203) of each fastener (202) is enclosed within a spark containment cap (21a,21b,21c).
An assembly is provided for preventing the relative rotation of a fastener and a nut by way of a nut plate that engages with a drive feature of the nut and a fastener plate that engages with a drive feature of the fastener. The nut plate and fastener plate are secured together to prevent their relative rotation. A base plate is secured to a workpiece in which the nut and fastener are located that is further secured to the nut plate and the fastener plate to prevent the relative rotation of the fastener and nut with respect to the workpiece. The plates have locking members that extend away from the fastener and can be secured together e.g. by drilling and fastening.
F16B 39/10 - Locking of screws, bolts, or nuts in which the locking takes place after screwing down by a plate or ring immovable with regard to the bolt or object
25.
METHOD OF CHECKING THE ACCURACY OF A DRILLING ROBOT
A method of checking the accuracy of a robot is disclosed providing a component; fitting a tool jig to the component; using the tool jig to guide a stamp tool against the component to create a first mark on the component representative of a calibrated drilling location; removing the tool jig; providing a robot, the robot including an end effector holding a marking tool; operating the robot according to a program to manoeuvre the marking tool against the component to create a second mark representative of a robot drilling location; and comparing the position of the first mark to the position of the second mark to measure a distance between the first mark and the second mark.
A seal between two aircraft surfaces which are able to move relative to each other. A wing tip device moves between a flight configuration and a ground configuration, in which ground configuration the wing tip device is moved away from the fixed wing such that the span of the aircraft wing is reduced. The fixed wing and wing tip device each comprise an outer surface, and a male seal and female seal are arranged such that when the wing tip device is in the flight configuration the female seal receives the male seal, and the female seal and male seal cooperate to provide a smooth transition from the fixed wing outer surface to the wing tip device outer surface.
A multi-material component is provided including two members formed of different materials joined together at a multi-material join. The two members have complementary protrusions that form a multi-material join with a zig-zag interface, such that a tension between them is experienced in at least part as a shear force at the interface between the protrusions. The component further includes a third member connected to the first member by a lattice, which is capable of elastic deformation so as to substantially isolate the interface between the complementary protrusions from deformation of the third member such as that caused by thermal expansion. Methods of designing and constructing such a component in a single piece via additive manufacturing are provided. The component is particularly suitable for use in pylons connecting jet engines to aircraft wings.
An aircraft wing having a wing profile and a multi-functional pop-up spoiler unit. The pop-up spoiler unit has a first spoiler panel having at least one cut out and a second spoiler panel. The first spoiler panel is moveable between a retracted position in which the first spoiler panel is within the wing profile and an extended position in which the first spoiler panel is projected outside the wing profile. The second spoiler panel is moveable between a retracted position in which the second spoiler panel is within the wing profile and an extended position in which the second spoiler panel is projected outside the wing profile. The pop-up spoiler unit is arranged to move between: a first configuration in which the first and second spoiler panels are in their retracted positions; a second configuration in which the first spoiler panel is in an extended position with the at least one first cut out exposed to an airflow over the wing profile; and a third configuration in which the first and second spoiler panels are in their extended positions and exposed to an airflow over the wing profile.
An aircraft fuel tank venting and inerting arrangement comprising a fuel tank, a venting fluid flow path between the fuel tank and a venting outlet, an inerting fluid flow path for delivering inerting fluid to the fuel tank, at least part of the venting fluid flow path being provided by a fluid flow conduit and at least part of the inerting fluid flow path being provided by the fluid flow conduit. An aircraft comprising such an arrangement and a method of venting and inerting an aircraft fuel tank.
A liner segment for a frame bay of a fuel tank structure includes a liner segment base body adapted to float on fuel in the fuel tank structure, a liner segment side wall extending from the liner segment base body, a multitude of drainage holes arranged in the liner segment base body, and adapted to provide a bidirectional fluid connection from an upper side to a bottom side of the liner segment facing the fuel tank structure, a valve, arranged in a cut out of the liner segment and adapted to provide an unidirectional fluid connection from the bottom side of the liner segment to the upper side of the liner segment, such that the unidirectional fluid connection is blocked in the opposite direction, such that a remaining portion of fuel within the fuel tank structure is reduced.
A method of suppressing contrails emitted by a propulsion system of an aircraft. A first fuel composition is fed into the propulsion system for a predetermined period. The expiry of the predetermined period is detected with a timer. Upon expiry of the predetermined period, a second fuel composition is fed into the propulsion system. The second fuel composition is more prone to cause contrails than the first fuel composition. Contrails generated by the propulsion system are detected as the second fuel composition is fed into the propulsion system. If a contrail is detected, the steps of the method are repeated.
A wing tip device for a fixed wing aircraft is disclosed having an alular-like projection, a first leading edge region having a first sweep angle, a second leading edge region outboard of the first leading edge region in a spanwise direction and having a second sweep angle greater than the first sweep angle, a third leading edge region outboard of the second leading edge region in the spanwise direction and adjacent a tip end of the wing tip device and having a third sweep angle greater than the first sweep angle. The second leading edge region is adapted to generate a first vortex, and the third leading edge region is adapted to generate a second vortex which builds towards the tip end of the wing tip device.
An aircraft assembly jig for fitting a number of landing gear door components to an aircraft. The jig includes a lifting device for elevating the components towards the aircraft for fitting, and a number of adjustable platforms attached to the lifting device, each of which holds one of the landing gear door components. The adjustable platforms allow each of the components to be positioned independently so that when elevated together towards the aircraft by the lifting device, each component is correctly and independently aligned and positioned for installation at the aircraft.
An aircraft having a port over which a first connector is mounted for connecting to a second connector to transfer fluid to and/or from the aircraft is disclosed. The first connector includes a first fluid path extending from the port towards an aircraft fluid tank and a second, different, fluid path which extends from the port towards an aircraft fluid tank.
A temporary pintle support which can attach between upper prongs of a landing gear, and which is arranged to hold pintle pins prior to installation of the landing gear assembly at an aircraft. The pintle support is attached at the landing gear to align the pintle pins with their respective attachment bearings on each of the prongs. The pintle support may be removed once the pintle pins are fully inserted.
A coupling for a double-walled pipe having an inner wall and an outer wall, the inner wall having an inner lumen, and the inner wall and the outer wall delimiting an outer lumen. The coupling comprises an inner section forming a passage in fluid communication with the inner lumen, and an outer section arranged radially adjacent to the inner section. A material of the outer section is interrupted in a radial direction multiple times in an area corresponding to a radial range between the inner wall and the outer wall. A further exemplary coupling may have an outer section that is interrupted multiple times in the longitudinal direction.
THE MANUFACTURING TECHNOLOGY CENTRE LIMITED (United Kingdom)
Inventor
Moore, Ian
Cantle, David
Foster, Matthew
Edwards, Dan
Abstract
An automated clamp for clamping a rib web to a rib post or rib foot of an aircraft wing box is disclosed including a clamp frame having a first arm and a second arm extending from the base of the clamp frame. The second arm is moveable towards and away from the first arm; a robot end effector connector coupled to the clamp frame; clamp jaws including a first jaw fixed at a distal end of the first arm, and a second jaw fixed at a distal end of the second arm, the clamp jaws configured to clamp a rib web to a rib post or clamp a rib web to a rib foot. The first jaw and/or second jaw includes a contact normalisation system, the contact normalisation system including: a jaw body fixed relative to the respective arm.
THE MANUFACTURING TECHNOLOGY CENTRE LIMITED (United Kingdom)
Inventor
Moore, Ian
Cantle, David
Foster, Matthew
Edwards, Dan
Abstract
An automated clamp for clamping a rib web to a rib post or rib foot of an aircraft wing box is disclosed including a clamp frame having a first arm and a second arm extending from the base of the clamp frame. The second arm is moveable towards and away from the first arm; a robot end effector connector coupled to the clamp frame; clamp jaws including a first jaw fixed at a distal end of the first arm, and a second jaw fixed at a distal end of the second arm, the clamp jaws configured to clamp an aircraft assembly. One of the jaws includes a tool module docking aperture into which a tool module is insertable for accessing the aircraft assembly; and a swarf channel extending into the tool module docking aperture, the swarf channel fluidically connected to a vacuum source and configured to extract waste material adjacent the aircraft assembly.
A method of fabricating an aircraft structural component for an aircraft includes providing a component precursor with a web and a flange. The web has a length, height shorter than the length, thickness shorter than the height, first end proximal to the flange and second end distal from the flange. A force is applied to the component precursor with a magnitude varying along the web height from a minimum at one of the first and second ends to a maximum at another of the first and second ends to increase length of the web to different extents. Then shaping the component precursor includes curving the component precursor into a curved shape having a first radius of curvature at the one of the first and second ends and a second radius of curvature at the another of the first and second ends, the second radius of curvature greater than the first.
A method of fabricating an aircraft structural component for an aircraft includes providing a component precursor with a web and a flange extending from the web, wherein the web has a length, a height which is shorter than the length, a thickness which is shorter than the height, a first end proximal to the flange and a second end distal from the flange, applying tension to the component precursor in a direction parallel to the length of the web and with a magnitude that varies along the height of the web so as to increase the length of the web to different extents between the first end of the web and the second end of the web, sectioning the component precursor, and releasing the tension to allow shaping of the component precursor into a form required for the aircraft structural component.
THE MANUFACTURING TECHNOLOGY CENTRE LIMITED (United Kingdom)
Inventor
Moore, Ian
Cantle, David
Foster, Matthew
Edwards, Dan
Abstract
An automated clamp for clamping a rib web to a rib post or rib foot of an aircraft wing box is disclosed including a clamp frame, a first arm and a second arm extending from the base of the clamp frame, the second arm is moveably mounted to the base of the clamp so as to be moveable towards and away from the first arm; a robot end effector connector coupled to the clamp frame. The clamp jaws include a first jaw fixed at a distal end of the first arm, and a second jaw fixed at a distal end of the second arm, the clamp jaws configured to clamp the rib web to the rib post or rib foot. One of the clamp jaws defines a tool module docking aperture configured to receive a tool module for providing access to the rib web and rib post or rib foot clamped between the clamp jaws.
The Manufacturing Technology Centre Limited (United Kingdom)
Inventor
Hardi, Robin
Brookes, Harvey
Mumford, John
Blain, Richard Cameron
Abstract
A programmable robot is configurable between a measuring configuration, in which a probe is operable, and a machining configuration, in which a tool is operable. The robot includes a carrier for carrying the probe and the tool, a position sensing arrangement for determining coordinate data, and a controller 7. The controller is configured to cause the carrier, in the measuring configuration, to move the probe to each of a plurality of reference features in a template held in a first orientation by a jig, wherein feedback via the probe enables the position sensing arrangement to determine coordinate data associated with the reference features. The controller is configured to, based on the determined data, cause the carrier, in the machining configuration, to return to each position corresponding to each reference feature location and machine a workpiece held in the first orientation.
A sealant application includes an interface structure having an interface for interfacing with a source of sealant and a nozzle structure including a nozzle for dispensing sealant. A gear pump module including a gear pump is configured to be detachably connectable to each of the interface structure and the nozzle structure such that sealant provided at the interface is pumpable by the gear pump from the interface to the nozzle.
THE MANUFACTURING TECHNOLOGY CENTRE LIMITED (United Kingdom)
Inventor
Moore, Ian
Edwards, Dan
Abstract
An automated self-aligning system is disclosed including a first robot arm attached to a clamping end effector including clamp jaws for clamping either side of a workpiece and with an aperture in one of the clamp jaws. A second robot arm is attached to a tooling end effector including a tool module carrying a tool. The tool module is insertable into the aperture and the tool is adapted to perform an operation on the workpiece. The second robot arm is arranged to move the tool module so as to move the tool module in a direction of insertion so as to insert the tool module into the aperture. A load sensor coupled to the tooling end effector and is arranged to determine a load in the direction of insertion of the tool module. The tooling end effector is further arranged to move the tool module with respect to the second robot arm in a plurality of degrees of freedom different than the insertion direction.
B64F 5/50 - Handling or transporting aircraft components
B23B 35/00 - Methods for boring or drilling, or for working essentially requiring the use of boring or drilling machinesUse of auxiliary equipment in connection with such methods
G05D 3/12 - Control of position or direction using feedback
45.
MONITORING AN AIRCRAFT FLUID STORAGE TANK ASSEMBLY
A system for monitoring an aircraft fluid storage tank assembly is disclosed including a pressure sensor configured to receive an acoustic signal emitted from a location within the aircraft fluid storage tank assembly in use and a controller. The controller is configured to receive information indicative of the acoustic signal from the pressure sensor and perform a determination process to determine, on the basis of the received acoustic signal, whether to output an indicator of a fault condition of the aircraft fluid storage tank assembly.
A method of determining configuration status of a component of an aircraft landing gear assembly. The component with a lidar system is scanned to generate a set of position data points. A subset of the position data points is determined, the subset having position data points corresponding to positions in a predetermined region of the landing gear assembly, the predetermined region including a part of the component. The representative position point of the subset of position data points is determined, and it is determining if the position is beyond a predetermined threshold position. If the point is beyond the predetermined threshold position, a signal indicating the component of the landing gear assembly has a first configuration status is output, and if the representative position point is not beyond the predetermined threshold position, a signal indicating the component of the landing gear assembly has a second configuration status is output.
An aircraft wing including a wing structure supporting a wing cover having an outer aerodynamic surface, and a pop-up spoiler unit including an actuation mechanism and a spoiler coupled to the actuation mechanism. The spoiler is moveable by the actuation mechanism to deploy through an aperture in the wing cover. The pop-up spoiler unit is mounted to the wing structure to be substantially isolated from wing bending deflections. The wing structure has a neutral plane which is substantially neither stretched nor compressed during bending of the wing structure. The pop-up spoiler unit is mounted to the wing structure at only two pin joints each having a respective pin axis about which the pop-up spoiler unit is substantially free to rotate, and each pin axis substantially lies in the neutral plane.
An aircraft assembly is disclosed having a cover with an outer aerodynamic surface and an aperture with a stop adjacent an edge of the aperture, and a moveable device for extending through the aperture in the cover. The moveable device carries a panel attached to the moveable device by a plurality of leaf springs. The assembly is configured so that when the moveable device is moved towards a retracted position the panel bears against the stop forming a substantially flush surface with the outer aerodynamic surface of the cover surrounding the aperture. The panel is displaced from the moveable device by elastic deformation of at least some of the leaf springs.
A computer-implemented method of determining a position of a component of an aircraft landing gear assembly. The method includes obtaining an image of the aircraft landing gear assembly; determining a region of interest within the image, the region of interest contains the component of the aircraft landing gear assembly; calculating a coordinate of a centroid of the bounding box and comparing the coordinate of the centroid to a corresponding predetermined threshold coordinate to determine the position of the component of the aircraft landing gear assembly.
An aircraft including: a source of inert gas; a fuel system for containing fuel; a containment area of the aircraft outside the fuel system and configured to contain oxygen and/or fuel vapour leaked from the fuel system; and a piccolo tube located in the containment area, the piccolo tube connected to the source of inert gas and configured to flow inert gas from the source of inert gas through holes of the piccolo tube and into the containment area to reduce the concentration of oxygen and/or fuel vapour within the containment area.
A computer-implemented method of determining a steering angle of an aircraft landing gear is disclosed including obtaining a set of position data points, wherein the set of position data points comprises position data points of a component of the aircraft landing gear and calculating a centroid of the set of position data points. The method also includes determining an angle of an intersection between a straight line that passes through both the centroid and an axis of rotation of the aircraft landing gear and an axis that is orthogonal to a strut of the aircraft landing gear when the aircraft landing gear is at a previously known steering angle, and determining the steering angle of the aircraft landing gear based on the determined angle of intersection.
A method of contrail suppression. Data is generated with a sensing system onboard a first aircraft during a flight of the first aircraft. The data includes atmospheric information indicative of an atmospheric condition and/or contrail information indicative of a presence or absence of contrails generated by the first aircraft. A second aircraft is operated to perform one or more contrail suppression measures on a basis of the data.
An aircraft includes a ground maneuver control system that automatically steers a nose landing gear wheel to compensate for asymmetrical braking of the wheels of the aircraft resulting from a failure on one side in comparison to the other. A control system detects such a failure in order to be able to effect such automatic steering. The system may be retrofitted by the installation of software on an existing aircraft, having a braking and steering computer system with a pre-existing steering control functional block and a pre-existing braking control functional block.
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/1755 - Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
54.
AIRCRAFT SUB-ASSEMBLY MANUFACTURING SYSTEM AND METHOD
An aircraft sub-assembly manufacturing system is arranged over multiple floors of a manufacturing facility. A production line of workstations is provided at locations at both a first floor and a second floor of the facility, each of the workstations being arranged for providing manufacturing steps for the aircraft sub-assembly. Elevator apparatus is arranged to transport the assembled aircraft sub-assembly between the first floor and the second floor of the facility.
An aircraft fuel storage system is disclosed including a fuel tank comprising a chamber for storing fuel, the chamber comprising a first side, a second side, and a base connecting the first side to the second side; a collector; and a first conduit and a second conduit, each of the first and second conduits fluidically coupling the chamber to the collector so that fuel is freely passable from the chamber to the collector via the respective first and second conduits. The first and second conduits open into the chamber at respective first and second conduit openings, the first conduit opening is nearer to the first side than the second conduit opening is to the first side, and the second conduit includes a second conduit lock portion that is nearer to the first side than the second conduit opening is to the first side. Also disclosed is an aircraft including the aircraft fuel storage system.
A method of manufacturing an aircraft assembly is disclosed including forming a first tension hole in a first aircraft component and a second tension hole in a second aircraft component. The first and second aircraft components are positioned relative to each other such that the first tension hole at least partially overlies the second tension hole, to define a pair of tension holes. The first aircraft component is secured relative to the second aircraft component by providing a first fastener between the first tension hole and the second tension hole of the pair of tension holes. A first shear hole is formed in the first aircraft component and a second shear hole is formed in the second aircraft component. The first shear hole is axially aligned with the second shear hole, to define a pair of shear holes.
A VTOL aircraft (100) including a wheel braking system and a hydraulically coupled shock absorber (5) and brake piston (7). The shock absorber (5) carries the weight of the aircraft (100) when a wheel (1) connected to the shock absorber (5) is in contact with a ground surface. A hydraulic pressure within the shock absorber (5) is proportional to the weight of the aircraft (100) carried by the shock absorber (5). The shock absorber (5) and brake piston (7) are hydraulically coupled such that, when the pressure within the shock absorber (5) exceeds a threshold pressure, the pressure within the shock absorber (5) actuates the brake piston (7) to apply a braking torque to the wheel (1) of the VTOL aircraft (100).
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
B60T 13/14 - Pressure supply arrangements using accumulators or reservoirs
An aircraft wing section assembly is disclosed having a structural spine, a movement mechanism including a support rod 1 extending through the structural spine, a first lever, for connection to and for moving a first moveable control surface, pivotally mounted to the support rod, a second similar lever for connection to and for moving a second moveable control surface, and a connection mechanism for connecting the first and second levers such that pivotal movement of the first lever causes pivotal movement of the second lever, and an actuation mechanism for actuating pivotal movement of the first lever, such that, in use, when the actuation mechanism actuates pivotal movement of the first lever, the second lever also pivotally moves, thus causing movement of both the first and second moveable control surfaces. Also disclosed is an aircraft wing assembly, an aircraft and a method of operating an aircraft.
A control device for an aircraft is disclosed including a push-button switch that is configured to be held in a depressed position by a pilot during taxiing of the aircraft. The push-button switch is configured to return automatically to a released position if it is not held in the depressed position by the pilot. The control device is configured to output a command for braking to a braking system of the aircraft, if the push-button switch moves to the released position during taxiing of the aircraft and does not return to the depressed position within a set time. The button may be provided on a tiller. A method of detecting on-board pilot incapacitation during an aircraft taxi phase is also disclosed.
B60T 7/14 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger operated upon collapse of driver
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
G05G 1/02 - Controlling members for hand-actuation by linear movement, e.g. push buttons
G05G 5/05 - Means for returning or tending to return controlling members to an inoperative or neutral position, e.g. by providing return springs or resilient end-stops
G05G 9/00 - Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously
An aircraft landing gear is disclosed having a landing gear leg attachable at a first end to an aircraft, and an axle beam, both the landing gear leg and the axle beam being rotatably mounted. The axle beam is rotatable between a first position, in which a first end of the axle beam is a first (shorter) distance from the first end of the landing gear leg, and a second position, in which said first end of the axle beam is a second (longer) distance from the first end of the landing gear leg. A biasing member is configured to be able to bias the axle beam towards the second position. An aircraft, a blended wing body aircraft, and a method of operating an aircraft are also disclosed.
An aircraft structure component (1) for laminar flow including an outer skin (3) having an aerodynamic surface (5), wherein the aerodynamic surface (5) has a leading edge portion (7) and a downstream portion (11) adjacently downstream from the leading edge portion (7), wherein the downstream portion (11) of the aerodynamic surface (5) comprises a paint layer (13) or a foil layer that is not present in the leading edge portion (7), so that a border line (15) is formed between the leading edge portion (7) and the downstream portion (11) by the beginning paint layer (13) or foil layer, and wherein the outer skin (3) comprises an attachment surface (17) to which the paint layer (13) or the foil layer is attached.
A routine maintenance procedure performed in respect of a wheel of an aircraft landing gear is disclosed. Consumable brake lining material is integrated with the wheel. Re-treading or replacing the wheel tyre and inspecting or replacing the consumable brake lining material tyre are performed at the same successive intervals as part of the routine maintenance procedure. The sum volume and mass of brake material present on the aircraft may thus be reduced. Brake material providing for the demands of a maximum energy rejected take-off may be provided separately. The wheel may be made in one or two parts from carbon-fibre composite material. At least some of the brake material may be provided on an outwardly facing planar surface of the wheel.
A method of extending a landing gear of an aircraft is disclosed. The aircraft includes an uplock arranged to retain the landing gear in a retracted position, a primary landing gear system configured to retract and extend the landing gear, and an alternate landing gear system, independent from the primary landing gear system. The method includes the primary landing gear system holding the landing gear in place while the uplock is moved from a first configuration to a second configuration by the alternate landing gear system.
A method of extending a landing gear 201 of an aircraft 10 is disclosed. The aircraft 10 comprises an uplock 61 arranged to retain the landing gear 201 in a retracted position, a primary landing gear system 220 configured to retract and extend the landing gear 201, and an alternate landing gear system 230, independent from the primary landing gear system 220. The method comprises the primary landing gear system 220 holding the landing gear 201 in place while the uplock 61 is moved from a first configuration to a second configuration by the alternate landing gear system 230.
A load-bearing structure is disclosed and configured to, during operation of the structure, transfer load from a first part of the structure to a second part of the structure via a load path. The component includes a matrix material, a plurality of longitudinal first reinforcing elements embedded in the matrix material, and a plurality of longitudinal second reinforcing elements embedded in the matrix material. The long axis of each first reinforcing element is substantially aligned with a first direction and the long axis of each second reinforcing element is substantially aligned with a second direction, the second direction being substantially perpendicular to the first direction. The structure has a predefined crack-propagation region configured to control the propagation of a crack in the structure. The crack-propagation region either comprises multiple first reinforcing elements and does not comprise any second reinforcing elements; or comprises multiple second reinforcing elements and does not comprise any first reinforcing elements.
An aircraft is disclosed including a fuel tank, and a refuelling system configured to feed fuel into the fuel tank. The refuelling system includes a sensor. The sensor is configured to measure a composition of fuel in the refuelling system before it is fed into the fuel tank, and the sensor is further configured to generate an output based on the measured composition.
B64D 37/04 - Arrangement thereof in or on aircraft
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
67.
HYDROGEN SUPPLY DEVICE COMPRISING A HYDROGEN TANK AS WELL AS EQUIPMENT ITEMS DISTRIBUTED IN AT LEAST ONE CONTAINER CONNECTED TO THE TANK AND AT LEAST ONE REMOVABLE CONTAINER
A hydrogen supply device including at least one hydrogen tank, at least one hydrogen circuit and at least one upstream container joined to the hydrogen tank, as well as at least one removable downstream container. The upstream and downstream containers are configured to occupy an assembled state, in which the upstream and downstream containers are connected, and a detached state in which the upstream and downstream containers are not joined. The hydrogen circuit has an upstream segment positioned in the upstream container, a downstream segment positioned in the downstream container, as well as a first connection system which connects the upstream and downstream segments when the upstream and downstream containers are in the assembled state. Thus, each downstream container may be uninstalled and removed from the aircraft without it being necessary to uninstall the hydrogen tank.
An aircraft control surface system for an aircraft structure, that can be a pop-up spoiler for an aircraft wing, includes a deployable control surface member and a deployment mechanism. The deployment mechanism moves the deployable control surface member between a retracted position and a deployed position. In the retracted position, the deployable control surface member is curled to facilitate stowage within the aircraft structure. In the deployed position, the deployable control surface member is uncurled and extends from a surface of the aircraft structure. The deployment mechanism enables the deployable control surface member to extend to have a straight portion with a length greater than the local depth of the aircraft structure.
An aircraft pipework assembly is disclosed including an aircraft structure; pipework; a fixture arrangement between the pipework and the aircraft structure; a tie rod connecting the pipework to the aircraft structure; a first tie rod bearing which connects the tie rod to the pipework; and a second tie rod bearing which connects the tie rod to the aircraft structure. The fixture arrangement includes a spherical bearing, the spherical bearing comprising a ball mounted to the pipework, and a housing coupled to the aircraft structure. The ball includes a convex spherical bearing surface; and the housing comprises a concave spherical bearing surface which mates with the convex spherical bearing surface of the ball. The fixture arrangement is configured to enable the pipework to translate relative to the ball in an axial direction aligned with a longitudinal axis of the pipework.
An aircraft assembly including: an aircraft structure; a pipe assembly; a fixture arrangement attached to the aircraft structure, the fixture arrangement contacting the pipe assembly via a curved bearing surface having curvature in two orthogonal directions; the curved bearing surface configured to enable the pipe assembly to rotate relative to the fixture arrangement about three perpendicular axes; wherein the pipe assembly comprises a stop member adjacent the fixture arrangement, a contact surface of the stop member configured to abut a contact surface of the fixture arrangement so as to restrict axial movement of the pipe assembly relative to the fixture arrangement, and wherein a distance between the contact surface of the fixture arrangement and the contact surface of the stop member increases radially from the longitudinal pipe axis.
F16L 3/10 - Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets substantially surrounding the pipe, cable or protective tubing divided, i.e. with two members engaging the pipe, cable or protective tubing
F16L 5/00 - Devices for use where pipes, cables or protective tubing pass through walls or partitions
An aircraft wing assembly includes a wing box including an upper surface, a lower surface, and a leading edge structure connecting the upper surface to the lower surface and secured to the upper surface at a connection point. The aircraft wing assembly includes a drive mechanism secured to the wing box and a high lift device mounted to the drive mechanism. The drive mechanism is configured to move the high lift device between a retracted position and an extended position in use, and wherein the high lift device is configured to overlap the connection point when in the retracted position.
A canister for hot isostatic pressing is disclosed including a body arranged to define a cavity for containing a powder arranged to be subjected to hot isostatic pressing; and an opening defined in the body through which a powder can be inserted into the body, and the opening being closeable so as to seal the canister for hot isostatic pressing; wherein the body comprises a weakened area, the weakened area defining a part of the body which is designed to dissolve in acid faster than the rest of the body.
A test system for modifying a graph-based trained classifier, configured to output control data for controlling the aircraft system according to a graph model representing the aircraft system. The test system is configured to obtain scenario data, control data, and validation data. The test system generates a custom loss score based on differences between the validation data and the control data and modifies the graph-based trained classifier based on the custom loss score, the scenario data, and the control data. A computer-implemented method for modifying the graph-based trained classifier and a storage medium comprising instructions to perform the method are also provided.
An aircraft control surface deployment system for an aircraft structure, that can be a spoiler deployment system for an aircraft wing, includes a cam body, an actuator, and a coupling mechanism. The actuator moves the cam body such that it raises and lowers the aircraft control surface. The actuator is connected to the cam body via the coupling mechanism. The coupling mechanism has a first portion connected to the cam body and a second portion connected to the actuator, configured such that the coupling mechanism allows some free relative movement and rotation of the first and second portions. Loads transverse to the axis of movement of the actuator, resulting from relative movement of the cam body, are not transferred to the actuator.
A pipe spacer for separating inner and outer pipes of a double-walled pipe is disclosed including an inner circumferential bearing surface for contacting an inner pipe of a double-walled pipe assembly; an outer circumferential bearing surface for contacting an outer pipe of the double-walled pipe assembly; at least three inner lobes, each of the inner lobes having an apex on which lies the inner circumferential bearing surface; and the outer circumferential bearing surface is curved in two orthogonal directions.
An aircraft including a wing, a first pressure sensor and a second pressure sensor, wherein each pressure sensor is configured to measure pressure of a liquid within the wing and has a known position within the wing. The aircraft includes a processing system configured to receive first pressure data from the first pressure sensor, receive second pressure data from the second pressure sensor, and determine a bending state of the wing based on the first pressure data, the second pressure data, and the known positions of the first and second pressure sensors within the wing.
An aircraft wing including: a wingbox; a fuel tank; a fuel cell system with a fuel cell; a fuel line configured to deliver fuel from the fuel tank to the fuel cell system; a propulsion system carried by the wingbox; and an electrical power line configured to deliver electrical power from the fuel cell system to the propulsion system. The fuel tank and the fuel cell system are located inside the wingbox, and the propulsion system is located outside the wingbox.
An aircraft engine incudes: a catalyst, e.g. platinum, applied to turbine blades (580c, 590c) and/or to a catalytic grid downstream of the engine's combustion chamber. An exhaust fluid additive injection system is incorporated upstream of the catalyst via a line 560, in a stator blade within the engine. The catalyst is used to reduce NOx emissions from the engine by a Selective Catalytic Reduction reaction.
F23R 3/40 - Continuous combustion chambers using liquid or gaseous fuel characterised by the use of catalytic means
F02C 3/20 - Gas-turbine plants characterised by the use of combustion products as the working fluid using a special fuel, oxidant, or dilution fluid to generate the combustion products
An aircraft wing (5) has a fixed wing (7) with a tip (7'), and a wing tip device (9) rotatably mounted on a hinge (11) at the tip of the fixed wing. The wing tip device is rotatable about the hinge. An actuation system (20') rotates the wing tip device about the hinge. The actuation system has a motor (22'), a plurality of geared mechanical actuators (24'), and an angle gearbox (29) coupled between the plurality of geared mechanical actuators and the motor. Each geared mechanical actuator is driveable by the motor and arranged to convert rotary motion into a different rotary motion. Each geared mechanical actuator is arranged along a hinge line of the hinge. The angle gearbox is arranged along the hinge line and between two of the plurality of geared mechanical actuators.
An aircraft structural component includes a flange having a non-planar side and a web having a first end extending from the non-planar side of the flange and a second end distal from the first end and from the non-planar side of the flange wherein the web has a non-planar shape that deviates from a plane normal to the non-planar side of the flange and extending in a longitudinal direction of the aircraft structural component, so that a deviation of the non-planar shape of the web from the plane increases with distance along the web in a direction from one of the first and second ends to the other of the first and second ends, and so that the deviation extends over at least 10 cm of a length of the aircraft structural component.
A wing tip device for fixing to the outboard end of a wing, the wing defining a wing plane, the wing tip device comprising: an upper wing-like element projecting upwardly with respect to the wing plane and having a trailing edge; and a lower wing-like element fixed with respect to the upper wing-like element and having a root chord and a trailing edge, the lower wing-like element root chord intersecting with the upper wing-like element, and the lower wing-like element projecting downwardly from the intersection, wherein the upper wing-like element is larger than the lower wing-like element and the trailing edge of the lower wing-like element is adjacent the trailing edge of the upper wing-like element at the intersection, and wherein an included angle between the upper and lower wing-like elements at the intersection is less than, or equal to, 160 degrees.
An aircraft wing has a fixed wing and a moveable wing tip device. The wing is operable in a fixed flight configuration, in which the wing tip device is fixed relative to the fixed wing and the wing tip device is forward swept, and a moving flight configuration in which the wing tip device is free to move relative to the fixed wing. The forward moveable swept wing tip device may provide particular synergy with a forward swept fixed wing.
An aircraft access cover for an opening in the surface of an aircraft. The aircraft access cover includes a first panel and a second panel, the first panel and second panel configured to be attachable to each other such that the surface of the aircraft is clampable between the first panel and second panel when the first panel and the second panel are attached to each other. A device that is operable to perform a function while attached to the aircraft access cover is attachable by a connector to the first panel of the aircraft access cover, the connector allowing the device to be movable between a first orientation relative to the first panel and a second orientation relative to the first panel.
Disclosed is an aircraft power system 800 comprising a first driveable component 120, 130 of the aircraft, and a mechanical flywheel 250, wherein the mechanical flywheel is connectable to the first driveable component such that the mechanical flywheel is arranged to drive the first driveable component of the aircraft, such that, in a first driveable mode of operation, the first driveable component is driven by the mechanical flywheel, and wherein the first driveable component is connectable to the mechanical flywheel such that the first driveable component is arranged to drive the mechanical flywheel, such that, in a first regenerative mode of operation, the mechanical flywheel is driven by the first driveable component. Also disclosed is an aircraft landing gear drive system 700, an aircraft 1000, a method of operating an aircraft and other aircraft power systems.
Disclosed is an aircraft power system (800) comprising a hydraulic reservoir (801, 803), a bidirectional hydraulic pump (212) for pumping hydraulic fluid to and from the reservoir, and an electric motor (230), wherein the hydraulic pump is connectable to the electric motor such that the hydraulic pump is arranged to drive the electric motor as a generator, such that, in an electrical generation mode of operation, the electric motor is driven by the hydraulic pump. Also disclosed is an aircraft landing gear drive system (700), an aircraft (1000) and a method of operating an aircraft.
A method of determining an operating condition of a valve of an aircraft system includes obtaining a first time period associated with actuating the valve, and a second time period associated with actuating the valve. The method includes providing an indication of an altered operating condition associated with actuation of the valve based on the first and second time periods.
F02C 7/232 - Fuel valvesDraining valves or systems
B64D 37/00 - Arrangements in connection with fuel supply for power plant
B64F 5/60 - Testing or inspecting aircraft components or systems
F16K 37/00 - Special means in or on valves or other cut-off apparatus for indicating or recording operation thereof, or for enabling an alarm to be given
87.
METHOD OF JOINING COMPONENTS OF AN AIRCRAFT STRUCTURE
Two components of an aircraft structure are joined by providing a threaded opening in one of them and supporting an alignment insert in that opening. The alignment insert is used to guide drilling of the second component such that a hole is produced which is aligned with the threaded opening, for instance using an alignment projection which physically guides a drill. The alignment insert may then be removed. A fastener is then inserted through that hole and into the threaded opening, then tightened to form the completed joint.
An aircraft wing structure includes first and second unitary shell structures formed from a fiber-reinforced composite material. Each shell structure includes a partial front spar, a partial rear spar and a wing skin. The partial front spars of each shell structure and the partial rear spars of each shell structure are arranged to overlap to form front and rear spars respectively. A wing box structure is lightweight, strong and durable, with a lower overall part count than has been conventionally achievable. Aircraft systems equipment may be attached to the shell structures prior to, or after, assembly into a wing box.
An aircraft brake system includes a supply line for supplying hydraulic fluid to wheel brakes, and an associated return line. Hydraulic fluid is replenished in at least a portion of the return line both before applying a braking force to the one or more wheels of the aircraft during landing, and before an intervening, optional, step if so performed of testing the brake system before landing of the aircraft. Replenishing the hydraulic fluid can be conducted by a control unit automatically and/or in response to a pressure drop in the return line measure by a transducer.
A hydraulic brake system for activating the wheel brakes of an aircraft landing gear assembly includes a hydraulic fluid supply line and an associated return line. There is a valve which separates a source of hydraulic fluid from a portion of the return line and an associated leak path associated with the valve that in use maintains the pressure and/or volume of hydraulic fluid in the portion of the return line above a minimum acceptable level. The leak path may be provided by a hole drilled in a part (e.g. the poppet) of a non-return check valve.
B60T 13/12 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
A valve actuation mechanism for actuating a rotatable closing valve element for cryogenic applications and/or H2 applications, including a housing defining an inner area sealed by a membrane from an outer area, an input shaft configured to receive a rotational movement, the input shaft being in the outer area, an output shaft configured to be connected to the closing element, wherein the output shaft is in the inner area, and a strain wave gearing connecting the input and output shafts. The strain wave gearing includes a wave generator connected to one of the input and output shafts, a rotatable outer gear wheel connected to the other one of the input and output shafts and a stationary flexible ring gear with external teeth deformed by the wave generator to engage with internal gear teeth of the outer gear wheel. The flexible ring gear is a portion of the sealing membrane.
An aircraft brake control system for controlling antiskid braking of an aircraft wheel is disclosed including a control assembly having a mode controller which sets the mode of operation of an antiskid brake calculator, configured to set a first mode, when an input of the indication of a brake energy supply configuration indicates a first brake energy supply being used, in which the antiskid brake calculator applies a first restriction level on a rise rate of the antiskid brake command, and a second mode, when the input 305 indicates a second brake energy supply being used, in which the antiskid brake calculator applies a second, lower, restriction level on a rise rate of the antiskid brake command.
A method of monitoring a mechanical connection between a first aircraft component and a second aircraft component. The method includes securing, using a securing device, the first aircraft component to the second aircraft component; obtaining information indicative of an acoustic signal emitted during the securing the first aircraft component to the second aircraft component; and inputting the information indicative of the acoustic signal into a machine learning model. The machine learning model is configured to provide an output indicative of a fault condition of the mechanical connection.
G01N 29/44 - Processing the detected response signal
G01N 29/14 - Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic wavesVisualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object using acoustic emission techniques
A aircraft braking system is disclosed including a plurality of brakes each for braking one of a plurality of aircraft wheels using hydraulic pressure, a first hydraulic pressure supply unit, and a second hydraulic pressure supply unit. The first hydraulic pressure supply unit is connected to only a first subset of the plurality of brakes, such that the first hydraulic pressure supply unit can enable only the first subset of the plurality of brakes to provide braking. The second hydraulic pressure supply unit is connected to only a second subset of the plurality of brakes, the second subset not including any of the brakes of the first subset, such that the second hydraulic pressure supply unit can enable only the second subset of the plurality of brakes to provide braking.
B60T 13/14 - Pressure supply arrangements using accumulators or reservoirs
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/94 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action on a fluid pressure regulator
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
A sensor carrier for sensing forces acting upon an axle of an aircraft landing gear assembly is disclosed being arranged to fit within the axle and includes an end coupling for fixing to one end of the axle, and a central coupling for fixing to a central portion of the axle where the axle attaches to a main leg of the assembly. The sensor carrier includes a sensor arrangement arranged to detect strain occurring between the end coupling and the central coupling so that in use, the sensor arrangement indicates strain occurring between the end of the axle and the main leg of the aircraft.
G01L 5/16 - Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring several components of force
B64C 25/32 - Alighting gear characterised by elements which contact the ground or similar surface
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
An aircraft wing with a moveable leading edge device mounted towards the leading edge of the wing. The leading edge device is moveable between a first configuration, a second configuration and a third configuration. In the first configuration, the leading edge device is retracted fully within the wing profile. In the second configuration, a portion of a surface of the leading edge device is extended away from the wing profile and into the oncoming airflow on the lower surface of the wing as the wing moves through the airflow to increase lift produced by the wing. In the third configuration, a portion of the surface of the leading edge device is extended away from the wing profile into the oncoming airflow over the upper surface of the wing to impair lift produced by the wing.
An aircraft wing with a moveable leading edge device mounted towards the leading edge of the wing is disclosed. The leading edge device is moveable between a first configuration and a second configuration. In the first configuration, the leading edge device is substantially flush with the low pressure surface. In the second configuration, the surface of the leading edge device is retracted into the wing profile. The second configuration creates a void in the lower surface of the wing which modifies the airflow over the surfaces. The oncoming airflow can enter the void. In the second configuration, the leading edge device reduces the lift on the wing, acting to reduce the lift induced strain on the wing during high speed flight or to help manoeuvre the wing. The leading edge device may also be configured to move into a third configuration.
A method of controlling an inerting system of an aircraft is disclosed. The inerting system feeds inert gas into a fuel tank of the aircraft, the method includes: a) obtaining a location of the aircraft, the location comprising a current location or an expected future location; b) assessing an environmental impact of releasing of fuel vapour at the location obtained in step a); and c) controlling the inerting system based on the assessment of step b).
A coupling for insulated piping is disclosed having first and second parts for forming the coupling. The first and second parts include an inner conduit portion for fluid communication with an inner tube of an insulated pipe and an outer conduit portion, the inner conduit portion and outer conduit portion forming therebetween a space for fluid communication with the insulating part of an insulated pipe. In use, cold liquid is transported in the inner conduit portions. The first and second parts comprise flanges. The inner conduit portion of the first part has a projection comprising a lower thermal expansion region. The second part has a projection-receiving portion for receiving the projection of the first part, the projection-receiving portion having a co-efficient of thermal expansion that is greater than the lower thermal expansion region of the projection.
An aircraft wing with an array of moveably flight control surfaces is disclosed. Each flight control surface includes a trailing edge with a moveable tab attached to the flight control surface trailing edge. A flight control system coupled to a flight control surface drive system which moves the flight control surfaces; a tab drive system which moves the moveable tabs and one or more aircraft angle of attack sensors. The flight control system stores a set of angular deflections to deflect the tabs upwardly when the angle of attack reaches a threshold.
patents
