Method for assembling a slat, for an aircraft wing, comprising providing a skin and a plurality of stiffeners; assembling the stiffeners to the skin obtaining a skin sub-assembly; providing a spar and a plurality of lugs; assembling the lugs to the spar obtaining a spar sub-assembly; assembling the spar sub-assembly to the skin sub-assembly to obtain the slat.

A composite structure includes a first composite skin and a second composite skin spaced from the first composite skin. The first composite skin and the second composite skin define a longitudinal cavity therebetween. The composite structure further includes a plurality of spars located in the longitudinal cavity and laterally spaced from one another. The plurality of spars extends between and connects the first composite skin and the second composite skin. The composite structure further includes at least one rib located within the longitudinal cavity between a first spar and a second spar of the plurality of spars. The first spar is laterally adjacent the second spar. The at least one rib is in contact with the first composite skin, the second composite skin, the first spar and the second spar.

A seal for sealing an aircraft fuel tank, an aircraft wing rib and stringer sealing assembly, an aircraft wing fuel tank, an aircraft structural wing box, an aircraft wing, and a method of sealing an aperture are disclosed. The seal is for sealing a wing rib to a stringer passing through an aperture in the rib at a variable position in the aperture. The seal includes self-adjustment means to absorb any tolerance when forming the seal, upon the stringer being assembled into the aperture in the rib.

A rigid-flexible coupled unmanned aerial vehicle (UAV) morphing wing and an additive manufacturing method thereof are disclosed. A shape memory alloy (SMA) strip/wire for controlling the wing upward deformation and an SMA strip/wire for controlling the wing downward deformation are arranged alternately, and a plurality of reinforcing ribs are arranged at intervals on the SMA strips/wires for controlling the wing upward deformation and the SMA strips/wires for controlling the wing downward deformation. The SMA strips/wires for controlling the wing upward deformation and the SMA strips/wires for controlling the wing downward deformation are arranged on a flexible substrate, and are wrapped with an insulating covering. The SMA strips/wires for controlling the wing upward deformation and the SMA strips/wires for controlling the wing downward deformation each are provided with an electric heating element.

A variable camber wing for mounting to a vehicle chassis has an actuator shaft and a static pin extending from the chassis. The wing's nose segment defines a proximal edge and a distal edge and has a channel therethrough between the proximal and distal edges, an arcuate aperture therethrough aft of the channel, and a second aperture therethrough aft of the arcuate aperture. The wing has a first linkage defining a clevis on a proximal end and hingeably connected to the nose segment. The clevis can rotatably engage with the static pin extending through the arcuate aperture. A second linkage defines a second clevis on a proximal end and a distal edge. The second linkage is configured to hingeably connect to the first linkage.

Described herein are methods of forming uncured sealant assemblies and also methods of forming seals between various parts using such assemblies. In some examples, an uncured sealant assembly comprises two protective layers and an uncured sealant layer, disposed in between. The uncured sealant assembly is stored and provided at a cure-inhibiting temperature, selected to minimize the curing rate of the uncured sealant layer. The size and the shape of the uncured sealant layer are specifically selected to ensure the complete coverage of the faying surfaces, filling of all gaps and voids between the faying surfaces, and controlling the shape and size of uncured sealant squeeze out between the faying surfaces. In some examples, the size and shape of the uncured sealant layer maybe be specifically selected to have no uncured sealant squeeze out between parts.

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.

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 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.