A high-lift device comprising an airfoil shaped body having a leading edge and a trailing edge and extending in a spanwise direction configured mainly to generate aerodynamic force; a profile structure arranged to be mounted inside of the airfoil shaped body and extending in spanwise direction of the airfoil shaped body that is configured to provide most of the mechanical strength and stiffness; wherein the airfoil shaped body is provided with an opening extending in spanwise direction at one side through which the profile structure can be fastened and remains accessible inside of the airfoil shaped body.

Methods and apparatuses may include a stiffened beam assembly including a structural beam portion having a web and upper and lower flanges, and at least one continuous stiffening member extending back and forth between the upper and lower flanges on one side of the web, forming one or more trusses or other reinforcing structures. The beam portion and/or the stiffening member(s) may comprise formed sheet metal. The stiffening member(s) may be mechanically attached to the beam portion.

Aircraft wing droop leading edge apparatus and methods are described. An example aircraft includes a wing having a front spar and an outer skin covering the front spar. The outer skin includes a forward portion located forward of the front spar. The forward portion of the outer skin includes a leading edge movable between a neutral position and a drooped position deflected downward relative to the neutral position. The forward portion of the outer skin has a continuous outer mold line when the leading edge is in the drooped position.

Disclosed embodiments include a structurally integrated thermal management system that uses the structure of an aerospace vehicle as part of the heat dissipation system. In this system, structural elements of the aerospace vehicle function as a thermal bus, and are thermally connected with heat-generating electrical components, so that heat from those components is directed away from the component by the structure of the vehicle itself, into lower temperature surfaces of the vehicle.

A structural assembly for an airfoil structure comprising at least one connection member configured to connect a leading-edge member, or a trailing-edge member, of an airfoil structure to a torsion-box member, such that the connection member prevents the leading-edge member, or trailing-edge member, from pivoting relative to the torsion-box member away from an operational position. At least one corresponding support is provided wherein the support is configured to be attachable to the connection member and further configured to be attachable to at least one system element.

A composite stiffener for a stiffener reinforced panel is disclosed. The stiffener has a longitudinal direction and a run-out region which terminates at an end of the stiffener. The stiffener also has a constant section region inboard of the run-out region in the longitudinal direction and having a constant cross section transverse to the longitudinal direction with a crown between adjacent foot portions. The run-out region has a changing cross section transverse to the longitudinal direction with a crown between adjacent foot portions and the crown reduces in height towards the end of the stiffener forming a ramp. The composite stiffener includes a number of blankets of non-crimp fabric layers.

A lift assembly that is releasably fastened to a fuselage of a rotorcraft. The lift assembly comprises a wing comprising at least two spars. A main gearbox passes through an opening in the suction side of a central box of the wing so that its bottom is attached to a resilient suspension system arranged level with the pressure side of the central box, a top of the main gearbox projecting from the central box and being fastened to at least one spar by at least three suspension bars. A reversible fastener system having a plurality of fastener means serves to fasten the central box reversibly to a plurality of fastener points of a fuselage.

A method for assembling a box structure includes elementary parts assembled along an understructure of stiffeners and skins. The understructure and skins are made of composite material with a polymer matrix. The method includes sizing the box structure for the loads to which it is subjected and for a glued assembly. A map of the loads on the structure is obtained and a first load limit is defined depending on the probability of the structure being damaged. The understructure and the skins are assembled by gluing them. An additional layer is applied that covers the assembled elementary parts to areas of the assembled box structure where the first load limit is reached.

A method of securing a lower trailing edge panel of an aircraft wing. The wing includes a wingbox with an upper cover, a lower cover, and a rear spar. A leading edge of the lower trailing edge panel is attached to the wingbox. A support structure is also attached to the wingbox and a connector is mounted to the trailing edge panel. A link is provided, with a first end and a second end. The second end of the link is pivotally attached to the support structure at a pivot joint. A biasing arrangement biases the link towards an upright orientation in which the first end of the link is higher than the pivot joint. The link is held in its upright orientation with the biasing arrangement; and then the first end of the link is attached to the connector.

An aircraft wing including a wingbox with an upper cover, a lower cover, and a rear spar. A lower trailing edge panel is provided with a leading edge attached to the wingbox. The wing includes a flap, a flap deployment mechanism which is configured to deploy the flap, and a fairing which covers the flap deployment mechanism. A first end of a link is pivotally attached to the lower trailing edge panel at a first pivot joint, and a second end of the link is pivotally attached to the fairing at a second pivot joint. The second pivot joint is lower than the first pivot joint.