Aircraft structure

Abstract

The present invention provides an aircraft structure comprising a structural component and a set of reinforcing straps for reinforcing the structural component, wherein the set comprises a first reinforcing strap having an inner and outer surface, wherein the inner surface is attached to a first surface of the structural component such that the first reinforcing strap extends longitudinally along the structural component and a second reinforcing strap having an inner and outer surface, wherein the inner surface is attached to the outer surface of the first reinforcing strap such that the second reinforcing strap extends longitudinally along the first reinforcing strap. The invention also provides an aircraft, a method of reinforcing an aircraft structure and a method of inspecting an aircraft structure.

Claims

1. An aircraft structure comprising: an aircraft structural component having a first outer surface, and a set of reinforcing straps for reinforcing the aircraft structural component, wherein the set comprises: a first reinforcing strap having an inner and outer surface, wherein the inner surface is attached to the outer surface of the aircraft structural component such that the first reinforcing strap extends longitudinally along the aircraft structural component, a second reinforcing strap having an inner and outer surface, wherein the inner surface is attached to the outer surface of the first reinforcing strap and the inner surface does not contact the outer surface of the aircraft structural component such that the second reinforcing strap extends longitudinally along the first reinforcing strap, wherein over at least a portion of the length of the reinforcing straps, the second reinforcing strap has an average thickness between the inner and outer surfaces of the second reinforcing strap that is larger than the average thickness of the first reinforcing strap between the inner and outer surfaces of the first reinforcing strap, wherein the thickness of the first reinforcing strap varies along its height, wherein the aircraft structural component is a stringer, and wherein the aircraft structure further comprises a rib extending across the stringer and wherein the rib is provided with a hole for the stringer to pass through and wherein the reinforcing straps also pass through the hole.

2. An aircraft structure as claimed in claim 1, wherein, over at least a portion of the length of the reinforcing straps, the first reinforcing strap has a height between a top and bottom of the first reinforcing strap that is larger than the height of the second reinforcing strap between a top and bottom of the second reinforcing strap.

3. An aircraft structure as claimed in claim 2, wherein the height of the first reinforcing strap is approximately 115 to 125% of the height of the second reinforcing strap.

4. An aircraft structure, as claimed in claim 1, wherein a top portion or a bottom portion of the first reinforcing strap is thinner than a middle portion of the first reinforcing strap.

5. An aircraft structure, as claimed in claim 1, wherein the thickness of the second reinforcing strap is constant along its height.

6. An aircraft structure as claimed in claim 1, wherein the average thickness of the second reinforcing strap is approximately 115 to 125% of the average thickness of the first reinforcing strap.

7. An aircraft structure as claimed in claim 2, wherein the at least a portion of the length of the reinforcing straps is the entire length of the reinforcing straps.

8. An aircraft structure as claimed in claim 1, wherein the height and average thickness of the reinforcing straps are such that the cross-sectional areas of the first and second reinforcing straps are substantially the same.

9. An aircraft structure as claimed in claim 1, wherein the aircraft structural component has a second surface opposite its first surface and wherein a second set of reinforcing straps is attached to the second surface of the aircraft structural component in a similar way to the first set of reinforcing straps to the first surface of the aircraft structural component.

10. An aircraft structure as claimed in claim 1, wherein the aircraft structure further comprises a skin component to which the stringer is attached and wherein the first surface of the stringer is a surface extending inwardly from an inner surface of the skin component.

11. An aircraft structure as claimed in claim 1, wherein the aircraft structure is a wing box structure and wherein a wing tip device is fitted to the wing box structure and wherein the reinforcing straps are located towards an outboard end of the stringer to provide reinforcement of the stringer.

12. An aircraft comprising an aircraft structure as claimed in claim 1.

13. An aircraft structure comprising: an aircraft structural component having an outer surface, and a set of relatively thin and substantially flat reinforcing straps for reinforcing the aircraft structural component, wherein the set comprises: a first reinforcing strap having an inner and outer surface, wherein the inner surface is attached to the outer surface of the aircraft structural component such that the first reinforcing strap extends longitudinally along the aircraft structural component, a second reinforcing strap having an inner and outer surface, wherein the inner surface is attached to the outer surface of the first reinforcing strap and the inner surface does not contact the outer surface of the aircraft structural component such that the second reinforcing strap extends longitudinally along the first reinforcing strap, wherein over at least a portion of the length of the reinforcing straps, the second reinforcing strap has an average thickness between the inner and outer surfaces of the second reinforcing strap that is larger than the average thickness of the first reinforcing strap between the inner and outer surfaces of the first reinforcing strap, wherein the thickness of the first reinforcing strap varies along its height, wherein, over at least a portion of the length of the reinforcing straps, the first reinforcing strap has a height between a top and bottom of the first reinforcing strap that is larger than the height of the second reinforcing strap between a top and bottom of the second reinforcing strap, wherein the aircraft structural component is a stringer, and wherein the aircraft structure further comprises a rib extending across the stringer and wherein the rib is provided with a hole for the stringer to pass through and wherein the reinforcing straps also pass through the hole.

Description

DESCRIPTION OF THE DRAWINGS

(1) Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which:

(2) FIG. 1 shows a side sectional view of a prior art stringer with a reinforcing strap;

(3) FIG. 2 shows a side sectional view of a stringer with two reinforcing straps, according to a first embodiment of the invention; and

(4) FIG. 3 shows a side sectional view of a stringer with four reinforcing straps, according to a second embodiment of the invention.

DETAILED DESCRIPTION

(5) FIG. 2 shows a side sectional view of part of an aircraft outboard wing box structure, with a reinforced manhole boundary stringer, according to a first embodiment of the present invention.

(6) The wing box structure includes a lower cover structure 110 with a manhole boundary stringer 130 extending upwards from the cover structure 110 and extending in a spanwise longitudinal direction of the wing box structure. Extending in the chordwise direction of the wing box structure is a rib 120 with a mousehole 121 for allowing the stringer 130 to pass longitudinally through the rib 120. The stringer 130 comprises a web portion 131 which extends upwards from the cover structure 110 and an end portion which extends from the web 131 in both chordwise directions to provide a chordwise flange 132.

(7) A set of reinforcing straps 140 is attached to one side of the web portion 131 of the stringer 130. The set of reinforcing straps includes a first reinforcing strap 141 attached to one side of the web portion 131 and extending longitudinally along the stringer 130. The first reinforcing strap 141 has a middle portion 141b with a constant thickness. It has top and bottom portions 141a which taper on the inner surface of the first reinforcing strap to a point. This allows the first reinforcing strap 141 to fit against the side of the web portion 131, allowing for the rounded corners between the web portion 131 and the cover structure 110 and the web portion 131 and the chordwise flange 132. The outer surface of the first reinforcing strap 141 is substantially flat. A second reinforcing strap 142 is attached to the outer surface of the first reinforcing strap 141 and extends longitudinally along the first reinforcing strap 141. The second reinforcing strap 142 has a constant thickness. The top of the second reinforcing strap 142 is at the same height as the top of the first reinforcing strap 141. However, the bottom of the second reinforcing strap 142 is higher than the bottom of the first reinforcing strap 141. Hence, a lower portion of the first reinforcing strap 141 is left exposed by the second reinforcing strap 142.

(8) Both reinforcing straps 141, 142 are made from high strength steel. In order to provide the same load carrying ability, the cross-sectional areas of the straps 141, 142 are the same. As the height of the first reinforcing strap is greater than the second reinforcing strap (by about 20%), the thickness of the second reinforcing strap 142 is greater (by about 20%) than the average thickness of the first reinforcing strap 141.

(9) The straps 141, 142 are designed with a cross-sectional area to allow for one of the straps to have developed a flaw that has propagated to a crack and therefore the strap has a loss of strength, where the overall section has enough residual strength to carry sufficient load until the next inspection.

(10) FIG. 3 shows a side sectional view of part of an aircraft outboard wing box structure, with a reinforced manhole boundary stringer, according to a second embodiment of the present invention.

(11) The wing box structure includes a lower cover structure 210 with a manhole boundary stringer 230 extending upwards from the cover structure 210 and extending in a spanwise longitudinal direction of the wing box structure. Extending in the chordwise direction of the wing box structure is a rib 220 with a mousehole 221 for allowing the stringer 230 to pass longitudinally through the rib 220. The stringer 230 comprises a web portion 231 which extends upwards from the cover structure 210 and an end portion which extends from the web 231 in both chordwise directions to provide a chordwise flange 232.

(12) A first set of reinforcing straps 240 is attached to one side of the web portion 231 of the stringer 230. The first set of reinforcing straps includes a first reinforcing strap 241 attached to one side of the web portion 231 and extending longitudinally along the stringer 230. The first reinforcing strap 241 has a middle portion 241b with a constant thickness. It has top and bottom portions 241a which taper on the inner surface of the first reinforcing strap to a point. This allows the first reinforcing strap 241 to fit against the side of the web portion 231, allowing for the rounded corners between the web portion 231 and the cover structure 210 and the web portion 231 and the chordwise flange 232. The outer surface of the first reinforcing strap 241 is substantially flat. A second reinforcing strap 242 is attached to the outer surface of the first reinforcing strap 241 and extends longitudinally along the first reinforcing strap 241. The second reinforcing strap 242 has a constant thickness. The top of the second reinforcing strap 242 is at the same height as the top of the first reinforcing strap 241. However, the bottom of the second reinforcing strap 242 is higher than the bottom of the first reinforcing strap 241. Hence, a lower portion of the first reinforcing strap 241 is left exposed by the second reinforcing strap 242.

(13) Both reinforcing straps 241, 242 are made from high strength steel. In order to provide the same load carrying ability, the cross-sectional areas of the straps 241, 242 are the same. As the height of the first reinforcing strap is greater than the second reinforcing strap (by about 20%), the thickness of the second reinforcing strap 242 is greater (by about 20%) than the average thickness of the first reinforcing strap 241.

(14) A second set of reinforcing straps 250 is also provided on the other, opposite side of the web portion 232 of the stringer 230. The second set of reinforcing straps 250 is similar to the first set of reinforcing straps 240. In the same way, a lower portion of the first reinforcing strap 251 of the second set is left exposed by the second reinforcing strap 252 of the second set.

(15) The second reinforcing strap 251 has a middle portion 251b with a constant thickness. It has top and bottom portions 251a which taper on the inner surface of the first reinforcing strap to a point. The straps 241, 242, 251, 252 are designed with a cross-sectional area to allow for one of the straps to have developed a flaw that has propagated to a crack and therefore the strap has a loss of strength, where the overall section has enough residual strength to carry sufficient load until the next inspection.

(16) During a repair or retrofit procedure, the stringers of the wing box structure can be reinforced by attaching first and second reinforcing straps 141, 142, 241, 241, 251, 252 to the stringers 130, 230.

(17) During inspection, the lower portion of all first reinforcing straps 141, 241, 252 can be seen and inspected through a manhole in the covers 110, 210 without removing the second reinforcing straps 142, 242, 252. This means that cracks and flaws can be detected in the first reinforcing straps 141, 241, 252, as well as the second reinforcing straps 142, 242, 252, without deconstruction.

(18) Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. By way of example only, certain possible variations will now be described.

(19) The reinforcing straps, or at least one of the reinforcing straps, may be made from a different material, other than high strength steel. For example, a different metallic alloy may be used or a composite material may be used.

(20) The reinforcing straps may be attached to a different structural component, such as a rib, a spar, a skin, or a stringer that is not a manhole boundary stringer. The reinforcing straps may also be used in a location in an aircraft other than a wing, such as the tailplane or fuselage.

(21) The reinforcing straps may be attached to the structural component using any convenient attachment mechanism. For example, rivets, bolts or adhesive may be used. The second reinforcing strap may be attached to the first reinforcing strap prior to the first reinforcing strap being attached to the structural component. The first and second reinforcing straps may be attached to the structural component using rivets or bolts passing through both straps.

(22) In relation to the second embodiment of the invention, all four reinforcing straps may be attached using rivets or bolts passing through all four straps.

(23) Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some embodiments of the invention, may not be desirable, and may therefore be absent, in other embodiments.