A duct stringer has duct walls providing a duct with a closed cross-section; and a bulkhead in the duct. The duct is adapted to transport fluid, and the bulkhead is adapted to block the flow of fluid along the duct. The bulkhead is adhered to the duct walls by one or more co-cured or co-bonded joints. The bulkhead includes a pair of bulkhead parts, each with a web and one or more flanges. The duct stringer is manufactured by positioning the mandrels end-to-end with the bulkhead parts back-to-back between them; wrapping or laying-up the duct walls around the bulkhead parts and the mandrels; co-curing or co-bonding the flanges of the bulkhead parts to the duct walls; and after the bulkhead has been adhered to the duct walls, removing the mandrels from opposite ends of the duct.

Aircraft, aircraft wings and associated shear ties are disclosed. An example apparatus includes a first panel coupled to a second panel to define a wing box; a rib disposed chordwise within the wing box; and a stringer disposed spanwise within the wing box immediately adjacent at least one of the first panel or the second panel, the rib including a shear tie including first and second legs extending in opposite directions, the first and second legs to be coupled to at least one of the first panel, the second panel, or the stringer.

A movable surface of an aircraft has a front spar extending along a spanwise direction between opposing movable surface ends. The movable surface also includes a plurality of ribs defining a plurality of bays between adjacent pairs of the ribs. Each rib extends between the front spar and a trailing edge portion of the movable surface. The movable surface further includes an upper and a lower skin panels coupled to the ribs and the front spar. In addition, the bull surface includes a plurality of bead stiffeners coupled to an inner surface of at least one of the upper skin panel and the lower skin panel. The bead stiffeners within the bays are spaced apart from each other and are oriented non-parallel to the front spar and have a bead stiffener cap having opposing cap ends respectively locate proximate the front spar and the trailing edge portion.

Provided herein is a method to reinforce a junction of fiber-composite aircraft components forming an elongate conduit. The method comprises (a) abrading the junction and (b) applying sealant along the junction from a tool moveable through the conduit, the tool exerting force on an interior surface of the conduit opposite the junction.

An assembly of a pylon and of a wing of an aircraft, the pylon including a primary structure with a rear face and an upper spar. The assembly includes a rear fastening system including a pair of vertical shackles articulated between the rear face of the primary structure and a first shoe fastened to the wing, wherein the shackles are fastened to the primary structure by a clevis-type connection, and a pair of transverse shackles articulated between the rear face of the primary structure and a second shoe fastened to the wing, wherein the shackles are fastened to the primary structure by a clevis-type connection. With such an assembly, the bulk of the rear fastening system is reduced.

A stiffener is disclosed including a core and a shell which surrounds the core. The shell is formed from a fibre material, and the core includes first and second battens arranged side by side, and a foam spacer between the battens. The stiffener extends in a lengthwise direction, and the battens and the foam spacer have respective lengths which extend in the lengthwise direction of the stiffener. The core is assembled with the spacer between the battens, then surrounded with the shell. The stiffener may be a stringer for an aircraft wing.

A panel assembly is disclosed having a panel, a beam attached to the panel, and a plurality of stiffeners attached to the panel. Each stiffener includes a respective bridge which crosses over the beam at an intersection from a first side of the beam to a second side of the beam. Each bridge has an outer surface facing away from the panel and an inner surface facing towards the panel. The inner surface of each bridge deviates away from the panel to form a recess at the intersection, and the outer surface of each bridge deviates away from the panel to form a protrusion at the intersection.

In order to integrate an aerodynamic box without a solid shim, a spar joint is provided. The spar joint comprises a first spar having a first spar contact surface and a second spar having a second spar contact surface. When the first and second spars are fixed to each other, the first and second contact surfaces engage each other in a manner forming a contact plane. The first and second contact surfaces are inclined such that a first imaginary plane that is an extension of the contact plane in a chordwise direction forms at least one intersection with a second imaginary plane that is originating from a chordwise extremal end of an aerodynamic skin. The spar joint is used in aerodynamic boxes, such as flap boxes and TE boxes. The spar joint is also used in airfoil profiles.

An aircraft (1) having a wing (3) and a wing tip device (4) at the tip of the wing (3), the wing tip device (4) having front and rear spars (14, 13), wherein the wing tip device (4) has a cross-brace spar (18) that links the front and rear spars and is oriented such that it is oblique to the front and rear spars (14, 13).

A method for manufacturing the trailing edge ribs and the bearing ribs of trailing edges of aircraft lifting surfaces, in which the trailing edge ribs and the bearing ribs are made by joining simple C-shaped parts and/or simple L-shaped parts so as to obtain the final trailing edge ribs and bearing ribs. The manufacturing of the simple C-shaped parts uses the same tooling both for the trailing edge ribs and the bearing ribs, and the manufacturing of the simple L-shaped parts uses the same tooling both for the trailing edge ribs and the bearing ribs.