A wing assembly with at least two ribs is disclosed. Each rib defines a rib plane and has a peripheral edge. A fluid pipe extends through each rib plane and is disposed external to the peripheral edge of each rib. The fluid pipe is coupled to each rib.

A method for manufacturing a wing-box for aircraft comprises: arranging, on a curing surface, a first panel of composite material comprising a skin a plurality of longitudinal stringers, and arranging, on each stringer, a caul plate; arranging, on the first panel, pluralities of support inserts so that each support insert rests on a respective caul plate, and on the skin of the first panel, and arranging, on the first panel, a plurality of ribs of non-polymerized composite material, each rib comprising a plate, a first pair of flanges and a second pair of flanges arranged at opposed ends of the plate, and having openings on an edge of the plate, by placing the respective first pair of flanges on the first panel and the respective plurality of openings on the plurality of support inserts, and having the first panel and the plurality of ribs undergo a curing process in autoclave with vacuum bag.

Stop pads for aircraft folding wing tips are described herein. An example aircraft wing includes a fixed wing portion and a wing tip moveably coupled to the fixed wing portion about a hinge axis. The wing tip is moveable between an extended position and a folded position. The aircraft wing also includes a first stop pad coupled to the fixed wing portion, the first stop pad having a first contact surface, and a second stop pad coupled to the wing tip, the second stop pad having a second contact surface. The first and second contact surfaces are to engage each other when the wing tip is in the extended position. A contact plane between the first and second contact surfaces is coplanar with the hinge axis.

An assembly that comprises a first part and a second part. The second part comprises a non-faying surface facing the base surface, a plurality of faying surfaces manifested at bosses that are shimmed if and as required, and a plurality of second through-holes. A width of each one of the plurality of bosses is equal to or greater than 2(r+T tan θ), where r is a maximum radial dimension of an outermost peripheral portion of a fastener in contact with the first part or the second part, T is the distance from the point of contact, between a fastener and the first part or the second part, and a faying surface of a corresponding boss, and θ is an angle between a central axis of the corresponding second through-hole and an outermost load vector initiating at the point of contact between the fastener and the first part or the second part.

Embodiments relate to a flight vehicle structural component for nano-scale energy converters and thermionic power harvesting devices. The apparatus includes a first electrode, a second electrode spaced from the first electrode to provide an inter-electrode gap between the first and second electrodes, and a plurality of nanoparticles suspended in a medium contained in the inter-electrode gap, the nanoparticles arranged in the inter-electrode gap to permit electron transfer between the first electrode and the second electrode. The flight vehicle structural component is operable as an energy harvesting device and configured to define a skin, a portion of the skin, a structural support, or a portion of the structural support of a flight vehicle.

A vertical take-off and landing (VTOL) aircraft, that may be incorporated into a personal automobile, comprises a rectangular wing including an upper wing section having a right upper wing side and a left upper wing side, a lower wing section having a right lower wing side and left lower wing side, a right vertical wing section coupled to the right upper wing side and to the right lower wing side, and a left vertical wing section coupled to the left upper wing side and to the left lower wing side, the upper wing section having an upper wing cross section with a first asymmetrical airfoil shape configured to cause lift when in forward flight, the lower wing section having a lower wing cross section with a second asymmetrical airfoil shape for causing lift when in forward flight, each of the right vertical wing section and the left vertical wing section having a vertical wing cross section with a symmetrical shape to cause lateral stability when in forward flight; two elevons on at least one of the upper wing section and the lower wing section; at least one rudder on each of the right vertical wing section and the left vertical wing section; a support frame coupled to the rectangular wing; and a propulsion system coupled to the support frame.

In order to be able to reduce the time and cost required for final assembly of an aircraft, a junction rib designed for the wing-central wingbox junction comprises a central web and an upper flange and a lower flange which extend from the main web, on a first side, the main web having a junction surface arranged on a second side opposite the first side, the main web including rows of orifices opening on the second side in the junction surface and on the first side, comprising a first row of orifices and a third row of orifices formed in an upper part of the main web on either side of the upper flange, and a second row of orifices formed in a lower portion of the main web, each one of the rows of orifices comprising orifices in a free state.

A trailing edge for a composite multispar integrated lifting surface includes a first C-shape composite form that includes a web and two flanges. The web forming a portion of the rear spar of a torsion box. The two flanges extending along a skin chordwise direction. A second C-shape composite form includes a web and two flanges. The web forms an auxiliary spar. The flanges extend along the skin chordwise direction. The first C-shape composite form and the second C-shape composite form forming a first auxiliary cell and a second cell. The first auxiliary cell is delimited by the first C-shape composite form and the second C-shape composite form. The second cell is an open cell delimited by the second C-shape composite form.

An aircraft high lift airfoil arrangement guiding element includes a first part configured to be fixed to a first edge member or rib of the airfoil arrangement, and a second part including a track support element to movably support a track device of a second edge member or slat of the airfoil arrangement. The second part is mounted to the first part to move from a first to a second position. A biasing device biases the track support element in the spanwise direction towards the track device. The airfoil arrangement is produced by providing the first edge member or rib, rigidly attaching thereto guiding elements to guide the movable track device supporting the second edge member or slat, and attaching the track device to the first edge member. During installation, a surface of the track device is pressed against a movable track support element biased against the track device.

A leading-edge component for an aircraft includes at least a part of a flow body having a front skin and at least one rib, wherein the front skin includes a top section, a bottom section and a leading edge arranged therebetween, wherein the rib extends from the bottom section to the top section, wherein the rib includes at least one kink separating the rib into a first section and at least one second section, and wherein main extension planes of the first section and the at least one second section enclose an angle of at least 10°.