Several embodiments of buffer zones are provided that are contemplated to be disposed with respect to two or more adjacent elements on an aircraft. The buffer zones adjust for dynamic spacing between the elements to help control different gapping requirements between the elements installed in the aircraft. Embodiments include an aircraft interior panel configuration, an aircraft interior wall panel configuration, an adjustable width aircraft bulkhead, and an aircraft personal service unit.

An assembly to connect a panel to a support member. The assembly may include a saddle fitting configured to connect to the support member and including first and second plates. A back fitting may be positioned between the second plate of the saddle fitting and a second face of the panel. An index fitting includes a flange that may be positioned between the first plate of the saddle fitting and a first face of the panel, and a boss that extends outward from the flange and through the opening in the panel. The index fitting is wider than the panel and sized to fit within the gap of the saddle fitting with a first end of the index fitting contacting against the first plate and a second end of the index fitting contacting against the second plate. One or more fasteners may connect the saddle fitting to the index fitting.

A pressure bulkhead system is presented. The pressure bulkhead system comprises an aft pressure bulkhead having a bulkhead interface surface, skin splice angles positioned adjacent to one another and joined to the aft pressure bulkhead, and a plurality of shims between the flange surface and the bulkhead interface surface of the aft pressure bulkhead. The skin splice angles form a circumferential surface and a flange surface, wherein the circumferential surface has a nominal shape.

A pressure bulkhead system is presented. The pressure bulkhead system comprises an aft pressure bulkhead having a bulkhead interface surface, skin splice angles positioned adjacent to one another and joined to the aft pressure bulkhead, and a plurality of shims between the flange surface and the bulkhead interface surface of the aft pressure bulkhead. The skin splice angles form a circumferential surface and a flange surface, wherein the circumferential surface has a nominal shape.

An aircraft tail assembly includes an aft fuselage section secured to a forward fuselage section, and includes a stiffener-reinforced pivot bulkhead defined by separate parts secured together by a first set of splices. A longeron extends longitudinally along the aft and forward fuselage sections, and includes a discontinuity adjacent a peripheral edge of the pivot bulkhead. The aircraft tail assembly includes a second set of splices that overlie the discontinuity. One of the second set of splices extends laterally over the longeron to bridge the discontinuity adjacent the peripheral edge of the pivot bulkhead, and another of the second set of splices extends longitudinally along the longeron to secure the longeron to the pivot bulkhead adjacent the discontinuity. A chord engages the peripheral edge of the pivot bulkhead to facilitate transfers of force loads from the bulkhead along a load path that includes the longerons and the splices.

An aircraft tail assembly includes an aft fuselage section secured to a forward fuselage section, and includes a stiffener-reinforced pivot bulkhead defined by separate parts secured together by a first set of splices. A longeron extends longitudinally along the aft and forward fuselage sections, and includes a discontinuity adjacent a peripheral edge of the pivot bulkhead. The aircraft tail assembly includes a second set of splices that overlie the discontinuity. One of the second set of splices extends laterally over the longeron to bridge the discontinuity adjacent the peripheral edge of the pivot bulkhead, and another of the second set of splices extends longitudinally along the longeron to secure the longeron to the pivot bulkhead adjacent the discontinuity. A chord engages the peripheral edge of the pivot bulkhead to facilitate transfers of force loads from the bulkhead along a load path that includes the longerons and the splices.

During a formation method, a build plate is arranged within a build space. A first object is built onto the build plate within the build space using an additive manufacturing process. The object is fused to the build plate during the additive manufacturing process. At least the build plate is machined to form a component that includes a portion of the build plate and at least a portion of the first object.

During a formation method, a build plate is arranged within a build space. A first object is built onto the build plate within the build space using an additive manufacturing process. The object is fused to the build plate during the additive manufacturing process. At least the build plate is machined to form a component that includes a portion of the build plate and at least a portion of the first object.

An assembly is provided for an aircraft. This aircraft assembly includes a cowl and a latch assembly. The cowl is configured to move between an open position and a closed position. The latch assembly includes a latch and a housing. The latch is pivotally mounted to the housing. The housing is connected to the cowl. The latch assembly is configured such that the latch is removable from the housing while the housing is connected to the cowl and the cowl is in the closed position.

A textile fiber-composite material precursor and method for producing a component from fiber-composite material. Aircraft components can be produced from polymer fiber-composite materials, a matrix of which can be a high-performance plastics material such as polyether ketone ketone wherein a reinforcement of a non-crimp fabric of carbon fibers is embedded. Large-area non-crimp fabrics and large-area polymer films can be consolidated while being heated and pressed forming simple components. The flexible textile fiber-composite material precursor includes a stack of woven-fabric tiers from a polymer and of non-crimp fabric tiers from carbon fibers. Since both components are capable of draping, the fiber-composite material precursor can be deposited over a large area on curved shape-imparting surfaces and subsequently be consolidated under pressure and heated to form the fiber-composite material.