An aerostructure assembly of an aircraft is disclosed having a first aerostructure portion extending in a direction between a first position and a second position and including structurally of at least one rib or spar portion at least partially enclosed by a cover portion; a corresponding second aerostructure portion connected to the first aerostructure portion and extending continuously in the direction from the first aerostructure portion between the second position and a third position and including structurally of at least one further rib or further spar portion at least partially enclosed by a further cover portion. The first aerostructure portion has a first aerodynamic planform area (SI) and the corresponding second aerostructure portion has a corresponding second aerodynamic planform area (S2). A total aerodynamic planform area of the first aerostructure portion and corresponding second aerostructure portion is equal to the sum of the first aerodynamic planform area and the corresponding second aerodynamic planform area.

Embodiments of the present invention discloses a wing detachment assembly and an aerial vehicle. The wing detachment assembly includes a first connecting portion and a second connecting portion. The first connecting portion includes a fixing base, a press-fitting member and a fastening member, one of the fixing base and the second connecting portion being fixed on a wing and the other being fixed on a vehicle body. A mounting groove is provided on the second connecting portion, a notch of the mounting groove being provided far away from the first connecting portion. The press-fitting member is rotatably connected to the fixing base, the fastening member is rotatably connected to the press-fitting member, an end of the fastening member is fastened in the mounting groove.

Embodiments of the present invention discloses a wing detachment assembly and an aerial vehicle. The wing detachment assembly includes a first connecting portion and a second connecting portion. The first connecting portion includes a fixing base, a press-fitting member and a fastening member, one of the fixing base and the second connecting portion being fixed on a wing and the other being fixed on a vehicle body. A mounting groove is provided on the second connecting portion, a notch of the mounting groove being provided far away from the first connecting portion. The press-fitting member is rotatably connected to the fixing base, the fastening member is rotatably connected to the press-fitting member, an end of the fastening member is fastened in the mounting groove.

Embodiments for aircraft pressure deck. One embodiment is a pressure deck of an aircraft. The pressure deck includes beams extending longitudinally along a fuselage of the aircraft, and a web attached to an underside of the beams, the web including arches between adjacent beams to allow the pressure deck to flex laterally. The pressure deck also includes a box structure between a middle pair of the beams and configured to transfer load forward to a rear spar of a wing of the aircraft and aft to an aft wheel well bulkhead of the aircraft. The pressure deck further includes a first intercostal outboard from the box structure and configured to stabilize a first outboard pair of the beams, and a second intercostal outboard from the first intercostal and coupled between a second outboard pair of the beams via a swing link to allow the second intercostal to flex laterally.

Embodiments for aircraft pressure deck. One embodiment is a pressure deck of an aircraft. The pressure deck includes beams extending longitudinally along a fuselage of the aircraft, and a web attached to an underside of the beams, the web including arches between adjacent beams to allow the pressure deck to flex laterally. The pressure deck also includes a box structure between a middle pair of the beams and configured to transfer load forward to a rear spar of a wing of the aircraft and aft to an aft wheel well bulkhead of the aircraft. The pressure deck further includes a first intercostal outboard from the box structure and configured to stabilize a first outboard pair of the beams, and a second intercostal outboard from the first intercostal and coupled between a second outboard pair of the beams via a swing link to allow the second intercostal to flex laterally.

A monolithic joint system for a fuselage to wing joint in an aircraft is provided. The joint system comprises a first vertical flange, a base plate, a second vertical flange, and damage containment features associated with at least one of these components. The first vertical flange is configured to connect to a fuselage section of the aircraft and the second vertical flange is configured to connect to a rib web of a wing, while the base plate attaches outboard wing to inboard wing box. The first vertical flange, the base plate, and the second vertical flange are formed from a continuous piece of material. The damage containment features are configured to slow propagation of an active crack tip in the joint system during operation of the aircraft. Thus, the illustrative embodiments provide a one-piece joint system for the fuselage to wing joint of an aircraft.

A monolithic joint system for a fuselage to wing joint in an aircraft is provided. The joint system comprises a first vertical flange, a base plate, a second vertical flange, and damage containment features associated with at least one of these components. The first vertical flange is configured to connect to a fuselage section of the aircraft and the second vertical flange is configured to connect to a rib web of a wing, while the base plate attaches outboard wing to inboard wing box. The first vertical flange, the base plate, and the second vertical flange are formed from a continuous piece of material. The damage containment features are configured to slow propagation of an active crack tip in the joint system during operation of the aircraft. Thus, the illustrative embodiments provide a one-piece joint system for the fuselage to wing joint of an aircraft.

The invention relates to a fastening unit (100) for movably fastening an aircraft component (300) to a support structure (400) of an aircraft (500). The fastening unit (100) has a connection element (5) having a hole (5a). The fastening unit (100) also has a first support arm (1) having a first end (1a) for connecting to the support structure (400) of the aircraft (500) and having a second end (1b) for connecting to the connection element (5). The fastening unit (100) also has a second support arm (2) having a first end in (2a) for connecting to the support structure (400) of the aircraft (500) and having a second end (2b) for connecting to the connection element (5). The first support arm (1) and the second support arm (2) are arranged in such a way that a distance (d) between the first end (1a) of the first support arm (1) and the first end (2a) of the second support arm (2) is greater than a distance (e) between the second end (1b) of the first support arm (1) and the second end (2b) of the second support arm (2). The first support arm (1) is produced at least partly by means of a deformation method. The invention further relates to the use of a fastening unit (100) for fastening a rudder (300) to a support structure (400) of an aircraft (500) and to a method for providing movable fastening of an aircraft component (300) to support structure (400) of an aircraft.

Methods and systems for assembling containerized aircraft as complete aircraft. The methods comprise removing aircraft components from shipping container(s), unloading the aircraft components from shipping fixture(s), removing tooling comprising aircraft component positioning structure(s) from the shipping container(s), loading aircraft component(s) onto aircraft component positioning structure(s), positioning the aircraft components in aircraft component installation positions, positioning the aircraft component(s) using the aircraft component positioning structure(s), and attaching the aircraft components to assemble the complete aircraft. The systems comprise aircraft components configured to be loaded into shipping container(s) in a shipping arrangement, unloaded from the shipping arrangement and attached to at least one other aircraft component to assemble the complete aircraft; shipping fixture(s) configured to support the aircraft components in the shipping arrangement, and tooling configured to facilitate assembly of the aircraft components and comprising aircraft component positioning structure(s) configured to position aircraft component(s) in aircraft component installation position(s).

Described herein are aircraft, comprising rear spar integration assemblies, and methods of manufacturing these aircraft. Specifically, an aircraft comprises a keel beam and a center wing box, comprising a rear spar. The rear spar is attached to the keel beam using a rear spar integration assembly. The assembly comprises a rear spar stiffener, attached to the rear spar, and having a stiffener load axis. The assembly also comprises and a keel beam fitting, attached to the keel beam, and having a fitting load axis. The rear spar stiffener is also attached to the keel beam fitting, e.g., using splice plates. More specifically, the fitting load axis is offset relative to the stiffener load axis along the primary axis of the aircraft. This offset is designed to compensate for a bending moment at the keel beam-rear spar interface, which allows reducing the size and/or the number of fasteners needed.