ARTICLES OF COMPOSITE CONSTRUCTION AND METHODS OF MANUFACTURE THEREOF

Abstract

An article manufactured in a mould and which comprises a structural composite of plastics layers, the article having a wall defining an internal space for holding contents therein; wherein, the wall is formed from at least two layers of plastics materials; wherein a first of said layers comprises a thermoplastics material and at least a second layer comprises a thermosetting resin and a fibrous layer.

Claims

1-105. (canceled)

106. A storage vessel manufactured in a rotational mould and which comprises a structural composite including a thermoplastics material and a layer of fibrous material in the form of: (i) a woven cloth; or (ii) a mat or felt; or (iii) a preform of fibres held in shape by a binder the vessel when formed having a wall defining an internal space for holding contents therein; the wall including said thermoplastics material and the fibrous reinforcing layer at least partially embedded in said thermoplastic material and reinforcing the composite; wherein the vessel is manufactured in the rotational mould according to the following method: a) placing the layer of fibrous material inside the mould in apposition to an inner surface of the mould; b) placing the thermoplastics material inside the mould; c) closing the mould and heating the mould to thereby heat the thermoplastics material sufficient to enable the thermoplastics material to morph from a solid state to a flowable state; d) during rotation of the mould, allowing the heated thermoplastics material to flow at least part way through the thickness of the layer of fibrous reinforcing material so that at least some fibres of the fibrous layer are embedded in the thermoplastics material thereby forming a layer of reinforced thermoplastics material; e) allowing the thermoplastics layer to cool; and f) removing the composite from the rotational mould.

107. A vessel according to claim 106 wherein the thermoplastics layer material comprises a member selected from the group consisting of polyethylene, polypropylene (PP), polyvinylidene fluoride (PVDF), and ethylenechlorotrifluoroethylene (ECTFE).

108. A vessel according to claim 107 wherein the fibrous layer comprises woven cloth having alternate strands of warp and weft traversing the thickness of the cloth.

109. A vessel according to claim 108 wherein the thermoplastic layer material is introduced into the mould in powder form prior to heating.

110. A vessel according to claim 109 wherein the fibrous layer is prior to introduction into said mould pretreated with a primer wherein the primer is a wetting binder solution including a solvent which evaporates before closing the mould.

111. A vessel according to claim 110 wherein the binder is polystyrene or polymethylmethacrylate dissolved in their respective monomers styrene and methylmethacrylate as the solvent.

112. A vessel according to claim 111 further comprising a thermosetting resin selected from the group consisting of polyester, vinylester, epoxy, and polyurethane.

113. A vessel according to claim 112 wherein the vessel forms a hollow liquid road vehicle storage tank.

114. A vessel according to claim 112 wherein the vessel forms an aircraft wing fuel tank.

115. A vessel according to claim 112 wherein the article forms a hollow storage vessel for a rail car.

116. A vessel according to claim 112 wherein the primer applied to the fibrous layer increases the penetrability of the thermoplastics material into said fibres during rotation of said mould.

117. A vessel according to claim 116 wherein the primer comprises polystyrene dissolved in styrene.

118. A vessel according to claim 116 wherein the primer is mixed with a suspension of thermoplastics powder.

119. A method of manufacture of an article using a rotational mould to form a composite hollow vessel, the method comprising: a) taking a layer of fibrous material in the form of: (i) a woven cloth; or (ii) a mat or felt; or (iii) a preform of fibres held in shape by a binder, and placing the material against an inner surface of a mould having a predetermined internal shape; b) placing the preformed fibrous layer so that it conforms to a shape of an inner surface of the mould; c) introducing a thermoplastics material into the mould and heating the material; d) allowing the thermoplastics material to at least partially penetrate the preformed fibrous layer; e) heating the thermoplastics material sufficient to enable that material to morph from a solid to a flowable state; f) allowing the thermoplastics material to flow at least part way through the thickness of the fibrous layer to form a wall of an article to be formed in the mould; g) allowing the thermoplastics material to cool so that at least some fibres of the fibrous layer are embedded in the first layer; and h) removing the article from the mould.

120. A method of manufacture according to claim 119 wherein the thermoplastic layer is melted about the preformed fibrous layer causing it to flow at least part way through the thickness of the fibrous layer.

121. A method according to claim 120 wherein the thermoplastics layer material comprises a member selected from the group consisting of polyethylene, polypropylene (PP), polyvinylidene fluoride (PVDF), and ethylenechlorotrifluoroethylene (ECTFE).

122. A method of manufacture according to claim 121 further comprising applying a primer as a wetting binder solution applied to said fibrous layer and including a solvent which evaporates before closing the mould.

123. A method of manufacture according to claim 122 wherein the binder is polystyrene or polymethylmethacrylate dissolved in their respective monomers styrene and methyl methacrylate as the solvent.

124. A method according to claim 123 wherein a release agent is applied to the mould inner surface prior to introduction of the fibrous layer.

125. A method according to claim 124 wherein a thermosetting resin is applied to fibres of the fibrous layer not embedded in the thermoplastics layer to thereby form a bond between the thermoplastics layer and the thermosetting resin, and wherein the thermosetting resin is selected from the group consisting of polyester, vinylester, epoxy, and polyurethane.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0057] The present invention will now be described in more detail according to preferred embodiments and with reference to the accompanying illustrations wherein

[0058] FIG. 1 shows a schematic view of the moulding regime for preparing the thermoplastic layer with a first degree of penetration of the fibrous layer within the thermoplastic layer providing smooth inner and outer layers.

[0059] FIG. 2 shows a schematic view of the moulding regime for preparing the thermoplastic layer with a second degree of penetration of the fibrous layer within the thermoplastic layer.

[0060] FIG. 3 is an example of an iso-tensoid curve which can be joined to its mirror image by to form a closed membrane with uniform tension.

[0061] FIG. 4 shows a cross sectional view of a tank made in accordance with the methodology of the invention.

[0062] FIG. 5 shows an end view of a tank made in accordance with the methodology of the invention with partial abbreviation to reveal wall structure.

[0063] FIG. 6 shows a side elevation of a trailer manufactured in accordance with the method of the invention with inner compartments exposed to view.

[0064] FIG. 7 shows a side elevation of a trailer manufactured in accordance with the method of the invention with outer structural skin and partial view of inner compartments exposed to view.

[0065] FIG. 8 shows a cross sectional elevation of a mould assembly and aerofoil shaped vessel manufactured from the mould.

[0066] FIG. 9 shows the aerofoil shaped vessel extracted from the mould.

[0067] FIG. 10 shows a cross sectional elevation of an aerofoil vessel.

[0068] FIG. 11 shows a perspective view of an aircraft wing incorporating vessels made in accordance with the method of the invention.

DETAILED DESCRIPTION

[0069] In a broad general sense the present invention provides a method of coupling two dissimilar plastic materials which do not naturally form a bond by allowing one of the materials to flow partially through a fibrous layer and then to wet the remaining fibres with the second material. The materials are mechanically coupled together by the fibres which traverse the interface between the two materials. Many structural and non structural articles may be constructed from the so formed composite.

[0070] The present invention will be described primarily with reference to its application in portable tanker storage vessels and also its application to aircraft wing fuel tanks. It will however be appreciated that the invention has other applications. Features of the dual construction

[0071] This invention particularly applies when the first material is a thermoplastic which flows at a temperature above its melting point into the fibrous layer and the second is a thermosetting resin which is applied to the unoccupied fibres after the thermoplastic has cooled.

[0072] The invention is founded on a technique providing a layered composite comprising a first thermoplastic layer in which is embedded a layer of fibrous material. The thermoplastic layer is melted to at least partially envelop the fibrous layer. The composite includes at least a second thermosetting resin layer which is disposed over the fibrous layer.

[0073] The methodology embodied in the invention employs rotational moulding normally employed for the manufacture of hollow plastic articles in a split mould. Typically a thermoplastic powder is loaded into the mould which is heated in an oven while it is rotated about two axes simultaneously. The powder melts and coats the inside of the mould uniformly. As the mould rotates the flowable thermoplastic material conforms to the internal shape of the mould. After cooling the moulded piece is removed from the split mould.

[0074] Referring to FIG. 1 there is shown a schematic view of the moulding regime for preparing the thermoplastic layer with a first degree of penetration of the fibrous layer within the thermoplastic layer. Mould 1 has an inner surface 2 and outer surface 3. In use, a fibre layer 4 is laid on inner surface 2 following application of a release agent. When the inner surface of the mould is covered with a fibrous layer 4 a thermoplastic powder represented by layer 5 is introduced into the mould. Upon the application of a predetermined temperature-time relationship the thermoplastic 5 flows against fibre layer 4 and at least partially penetrates into the interstices of the fibre layer. The penetration of the fibre layer by the thermoplastic layer is usually partial but can be fully enveloped. Typically, when the moulded article is removed from the mould, inner surface 6 is a smooth melted thermoplastic surface and the exterior is the fibrous material layer 4 partly immersed in the thermoplastic. During moulding gas pressure is used to hold the composite against the mould wall.

[0075] FIG. 2 shows with corresponding numbering, a schematic view of the moulding regime for preparing the thermoplastic layer with a second degree of penetration of the fibrous layer within the thermoplastic layer. The main difference between the arrangement of FIG. 1 and that of FIG. 2 is the lesser extent of thermoplastic penetration into the fibre layer 4.

[0076] When the article is extracted form the mould, the exterior part of the fibrous layer is wetted with a liquid catalysed resin which hardens and is coupled to the interior thermoplastic by the fibres which bridge the interface between the two layers. Further layers of fibres and resin can be laminated onto the exterior to carry the structural loads imposed by the contents and the service. Glass and carbon fibres are the preferred materials to form the fibrous layer 4 and to reinforce both the thermoplastic and thermosetting layers. The preferred form of the fibrous layer is a woven cloth so that the alternate strands of the warp and the weft traverse the thickness of the cloth. Other forms of the fibrous layer may be mat or felt provided that there are a substantial portion of the fibres which traverse the thickness of the layer. The fibrous layer 4 is placed into the open parts of the mould which is then closed with the load of thermoplastic powder placed therein. The rotational moulding is completed by rotating the mould about two axes during a thermal cycle of heating and cooling. As an alternative method the fibrous layer can be made as a preform of fibres held in shape with a binder. The preform is then inserted into the mould. The fibrous layer can be formed in situ in the mould by wetting the fibres with a binder solution and allowing the solvent to evaporate before closing the mould. The binder may be polystyrene or polymethylmethacrylate dissolved in their respective monomers styrene and methyl methacrylate as the solvent. They are thermoplastic which melts and forms a copolymer with the thermoplastic powder and is also soluble in the styrene monomer of the thermoset resin thus ensuring complete compatibility throughout the dual construction. It will be appreciated that other combinations of binder and solvent may be used. The aforesaid step addresses the problem of high viscosity materials which do not penetrate sufficiently to ensure satisfactory bonding. Unsatisfactory boding can result in delamination of layers and hence failure of the article constructed using the methodology. On rotation of the mould, the binder penetrates the fibres of the fibrous layer and enhances bonding of the melting thermoplastics and fibres of the fibrous layer. The fibres are held in place once the binder evaporates and this greatly enhances bonding between layers.

[0077] The fibrous layer can be held in position against the interior of the mould by supplying a gas flow into the interior of the mould so that a pressure drop across the fibrous layer forces it against the mould. In the rotational moulding operation the powdered thermoplastic is introduced into the mould after the fibrous material is in place. As the mould rotates about two axes simultaneously the powdered thermoplastic is distributed uniformly and begins to melt as the mould is heated from the outside The conditions of temperature, time and thermoplastic powder volume can be adjusted so that the article can be produced from this moulding process with a smooth thermoplastic interior and exterior with the fibres adjacent to the exterior as is shown in FIG. 1 or with a smooth thermoplastic interior and a fibrous exterior ready for joining to a Thermoset layer as shown in FIG. 2. As the thermoplastic powder melts and flows into the fibrous material, a flow resistance to the gas supplied to the mould interior increases until all the pores are sealed and the gas pressure acts on the smooth molten interior thermoplastic surface This pressure is maintained during the cooling phase to prevent any movements due to differential thermal contractions. These operations are schematically shown in both FIGS. 1 and 2.

[0078] Suitable thermoplastics are but not limited to: polyethylene (HDPE), polypropylene (PP), polyvinylidene fluoride (PVDF), ethylene chloro tri fluoro ethylene (ECTFE). Suitable thermosetting resins are, but not limited to polyester, vinylester, epoxy and polyurethane.

[0079] Preferred applications of the aforesaid structure produced from the mould constructions are where the particular properties of each are advantageously employed. The thermoplastics have excellent chemical resistance to a wide range of pH, oxidative and solvent conditions and large elongation without damage. The thermosetting resins, when reinforced by structural fibres have high strength and stiffness. Both have low density, so the combination is best suited to the situations benefiting from light weight structures in aggressive chemical environments.

[0080] Practical Applications of Moulded Composite

[0081] Examples of the applications of the method and apparatus aspects of the invention includes storage tanks for vehicles and containers for the transport of hazardous materials ane the construction of fuel and cargo tanks for the transport vehicles. Other non limiting examples of practical applications include: fuel tanks for marine, road, rail, air and space vehicles and craft; cargo tanks for the carriage of hazardous chemicals, fuels, milk and beverages (wine beer and fruit juices) by the various transportation modes; cargo tanks for all these applications where the tanks are mounted on wheeled systems and cargo tanks which are mounted in standardised ISO intermodal container frames.

[0082] Implementation

[0083] 1 Iso-tensoid hydrostatic tanks

[0084] 2 Iso-tensoid hydrostatic plus pressure tanks

[0085] 3 Transport tanks subject to bending

[0086] 1 ISO-Tensoid Tanks.

[0087] A liquid or gas contained by a flexible tensile tanks forming membrane will assume a shape in which the membrane is stressed in uniform tension without any bending stress. Examples in nature of these shapes are liquids contained by surface tension such as a water drop hanging from a leaf tip, water pooling on a leaf and mercury on a flat surface. A flexible canvas water bag forms itself into a rectangular tank with uniform tension in its wall. This iso-tensoid shape carries the loads due to the contents without bending stresses in the walls which results minimum composite wall thickness required to carry loads.

[0088] FIG. 3 is an example of an iso-tensoid curve which can be joined to its mirror image by to form a closed membrane with uniform tension.

[0089] The iso-tensoid shape as a horizontal rectangular tank for hydrostatic loading is defined by the following calculations:

[0090] Membrane tension due to hydrostatic pressure Th

Th=(*g*D2)/4 [0091] Density of liquid [0092] g Acceleration due to gravity [0093] D Total depth of liquid in the membrane

[0094] Membrane tension due to constant, superimposed pressure Tc

Tc=P*D/2 [0095] P Superimposed pressure.

[0096] The total tension is the sum of the se two:

Tt=Th+Tc=(*g*D2)/4+P*D/2

[0097] Equating horizontal forces acting on the membrane over an increment of depth d ay a variable depth d with both hydrostatic and constant superimposed pressure:

(Th+Tc)*((cos(A2)cos(A1))=P*d+*g*d*d then

cos A2=Cos A1+(P*d+*g*d*d)/(P*D/2+(*g*D2)/4)

[0098] Note Thus calculation starts with A1=0 at the bottom and d measured from the top of the membrane and adds d for each increment, d is negative.

x=d/tan(A2)

[00001]$X=\underset{0}{\overset{d}{.Math.}}.Math.\left(\mathrm{dx}\right)$

x is the horizontal increment of the membrane coordinate

[00002]$Y=\underset{0}{\overset{d}{.Math.}}.Math.\left(\mathrm{dy}\right)$

y is the vertical increment of the membrane coordinate

[0099] By joining the upper and lower terminations of the curve to the corresponding points of a mirror image curve with horizontal lines, a closed curve is formed which is the cross section of an iso tensoid tank.

[0100] 2 Iso-tensoid Hydrostatic Plus Superimposed Pressure Tanks.

[0101] The applications of this combined shape are closed tanks with a hydrostatic loading and an additional applied pressure. Non limiting examples are:

[0102] i) Horizontal stationary tanks

[0103] ii) Horizontal fuel tanks mounted in transport vehicles, road, rail, air and marine.

[0104] iii) Horizontal cargo tanks mounted in or on transport vehicles, road, rail, air and marine.

[0105] iv) Horizontal cargo tanks arranged as a road tanker trailer with a turntable mounted at the front end and wheels, axles and suspensions at the rear end.

[0106] 3 Transport/Cargo Tanks Subject to Bending

[0107] The broad method steps for constructions of such tanks is outlined below:

[0108] 1 An outer shell is constructed in two moulds which join along a centreline. The mould is shaped according to the product to be manufactured from the mould.

[0109] 2 The moulds includes vertical recesses to form the upper coamings and the lower rails.

[0110] 3 The mould is prepared with a release agent followed by a gel coat of pigmented resin.

[0111] 4 This is followed by layers of structural fibres which will carry the shearing forces generated by the transport operations.

[0112] 5 Continuous structural fibres saturated with resin are placed into these recesses to form a structural rectangular frame which carries all the loads generated by the operations on the road.

[0113] 6 A further two moulds shaped to form the end caps of the tanker make the structural connection between the two longitudinal mouldings.

[0114] 7 The dual construction compartments, with thermoplastic interior and the fibre reinforced plastic outer zone thickened to carry the tension loads are assembled into the space between the two laminated moulds the length of the complete tanker.

[0115] 8 The inner compartments are placed between the outer mouldings with spacers to maintain a uniform gap.

[0116] 9 This gap is then filled with structural foam injected into the space.

[0117] Referring to FIG. 4 there is shown a cross sectional view of a tank 20 made in accordance with the methodology of the invention schematically mounted on wheel base 24. Tank 20 comprises a composite wall 21 having an outer skin 22, an inner surface 23 defining an isotensoid shaped void 29. Wall 21 further preferably comprises integrated carbon fibre coamings 25 and 26, 27 and 28 disposed as four bars which carry applied tension and compression loads. The coamings are formed by introducing appropriate cavities in the mould from which the tank is produced. The coamings are set a maximum distance apart so that the areas required for the bars to carry the loads are minimised and since the Moment of Inertia is very large, this results in a strong stiff structure and minimum wall and overall body deflections. This high efficiency structure (one in which the maximum of the materials in the structure are stressed to near their allowable limit) results in the minimum use of materials which also results in the minimum mass and cost. The lower coamings 27 and 28 are integrally formed to provide mountings for the running gear, landing legs, spare wheels and king pin plate. The Tank 20 of FIG. 4 may be employed in the transport of hazardous materials and as fuel and cargo tanks for transport vehicles.

[0118] As indicated specific non limiting applications are in fuel tanks for marine, road, rail, air and space vehicles and craft; cargo tanks for the carriage of hazardous chemicals, fuels, milk and beverages (wine beer and fruit juices) by the various transportation modes; cargo tanks for all these applications where the tanks are mounted on wheeled systems; cargo tanks which are mounted in standardised ISO intermodal container frames.

[0119] The iso-tensoid shape applied to tank 20 carries contents loads resisting applied bending stresses in the walls which is designed with a minimum thickness required to carry the applied loads. The iso-tensoid shape as a horizontal rectangular tank for hydrostatic loading and superimposed uniform pressure is defined by mathematical calculations mentioned earlier.

[0120] FIG. 5 shows with corresponding numbering an end view of a tank 20 made in accordance with the methodology of the invention with partial abbreviation to reveal wall structure 22 and end formation 30. FIG. 6 shows a side elevation of a trailer manufactured in accordance with the method of the invention tank 20 at rear and with additional longitudinally disposed inner compartments 31, 32 and 33 exposed to view.

[0121] Compartments 31, 32 and 33 have thermoplastic compartment interiors and are suitable for transport of such products as fuels, food and chemicals. The moulded structural shell with smooth exterior gel coat surface is easy to clean with an attractive appearance.

[0122] Structural foam insulation is placed in spaces 34, 35, 36 and 37 adjacent compartments 31, 32 and 33 to provide protection for the compartments against penetrating damage, punching shear and other unwanted impact loadings. Foam insulation enables carriage of perishable foods.

[0123] FIG. 7 shows a side elevation of a trailer 40 manufactured in accordance with the method of the invention with outer structural skin 41 and partial view of inner compartments 42 and 43 exposed to view. Adjacent compartments 42 and 43 is a foam filled structural interspace 44.

[0124] Continuous structural fibres in an outer shell layer provide roll-over protection. The thermoplastic elongation at break of greater than 50% gives protection against rupture in the case of accident. The shape of the inner compartments generated by the condition for uniform tension has a lower centre of gravity than a comparable circle or ellipse and the structural shell design allows the tank shell to be set as low as possible towards the suspension. This lowered centre of gravity improves vehicle stability and reduces the risk of a roll-over accident. A result of the iso tensoid compartment shape and the design efficiency in using the structural fibres is that the mass of the road tanker is substantially less than those of comparable existing metal and composite road tankers.

[0125] The procedure for rotational moulding a tank incorporating a thermoplastic sheet with fibre backing suitable for use in a road tanker employs a two piece mould which can be separated after moulding is complete. The part is produced by rotational moulding of a thermoplastic powder into a hollow mould with a fibrous layer in contact with the interior surface of the mould. The mould is a cylindrical, non circular cross section with domed ends. The cylindrical part may be formed by rolling. The non circular, the domed half-ends and are preferably made on a former generated by CAD CAM procedures to produce a male profile shape. On this former a CAD developed shape of woven wire of suitable gauge and aperture is stabilised with flanges and reinforcing ribs. The flanged ends are preferably bolted onto the cylindrical section to form one half of the mould. This half mould is composed of woven wire mesh reinforcing and stabilized with flanges and ribs. This mould half is placed in a plenum chamber with an extraction fan which will draw air through the wire mesh. A fibrous layer, preferably in the form of a woven cloth is then draped into the mould half and held in place by the pressure drop caused by the fan air flow. When the fibrous layer is in place a thermoplastic binder carried in a solvent is then applied to the layer which will hold the fibres in place when the solvent has evaporated. The second half mould is treated in the same way and the two half moulds are then bolted together ready for the rotational moulding process. In the rotational moulding process an air supply is arranged to pass through the fibrous layer and the mesh mould to keep the fibrous layer in close contact with the mould. As the temperature in the mould rises the powder and the binder melt and flow into the layer and partially penetrate this fibrous layer and form a smooth fused surface on the interior of the moulding. The mould and its contents are allowed to cool and the mould is split and the part removed.

[0126] The composite of the present invention may be applied to aircraft for example as wing fuel tanks. Plastics layered composites may be used as iso tensoid tanks as multi compartment structural members for aircraft wings complete with integral fuel tanks. This shape can be approximated by the iso tensoid shape. Deviations from this shape approximation at the leading and trailing edges of wing structure 61 can be arranged to accommodate leading and trailing edge high lift devices in region 62 such as flaps (as shown in FIG. 10).

[0127] A typical aircraft wing section is an aerofoil comprising a curved upper surface and a lower surface with substantially lower curvature. FIG. 8 shows a cross sectional elevation of a mould assembly 50 and aerofoil shaped vessel manufactured from the mould. Mould 50 comprises two parts 51 and 52 defining an aerofoil shaped opening 53. FIG. 9 shows the aerofoil shaped vessel 54 extracted from the mould 50. Vessel 54 comprises an integral outer structural skin 55 and inner cell 56. FIG. 10 shows a cross sectional elevation of an aerofoil vessel 60 incorporated in a wing structure 61. Vessel 60 may be reinforced with metal baffle inserts at locations of stress application particularly when the tank an wing are integrally attached.

[0128] FIG. 11 shows a perspective view of an aircraft wing 70 incorporating vessels made in accordance with the method of the invention. Wing 70 is constructed from leading edge vessels 71, 72 and 73 and trailing edge compartments 74, 75 and 76. Wing 70 further comprises webs 77 and 78. For this shape to be used as the structural member of a wing subject to bending and torsion the two surfaces must be connected to carry the shear and peeling stresses generated by the loading. These webs run longitudinally with transverse webs at intervals along the wing. In this way the structural member can be built up by an assembly of individual dual construction compartments of iso tensoid cross section and straight walls to match the wing profile as shown in FIG. 11.

[0129] These dual construction compartments function as both structural members and fuel tanks with a thermoplastic interior which is completely resistant to the chemicals in the fuel systems. This interior is moulded in as a complete surface with no joints or welds. No maintenance is required. The exterior layer of the compartment is composed of sufficient fibre reinforced plastic to carry the fuel loads in tension.

[0130] For the compartments to function as fuel tanks each one is preferably fitted with integrally formed connections to allow the functions of filling and supply to the engines and venting to control the pressure in the tanks. These connections may be used in the assembly of these compartments into position for the construction of the structural member. The loading due to the fuel in the compartments is carried by tension in the curved isotensoid surfaces and is balanced across the vertical web walls as the fuel level is equalised by flow through the connections between the compartments. The short vertical web walls are designed to carry any imbalanced fuel load. The compartments may be assembled to become the core of the wing structural member by drawing the compartments into position with hollow fasteners sealing into the connections which thus forms the fuel supply and venting systems.

[0131] An external mould as shown in FIG. 11 is provided to form rhe external shape and surface of the wing. Using the known techniques for reinforced plastic construction resin and the structural fibres are placed in the mould which is then closed around the assembly of compartments. The space inside the interconnected compartments is then inflated to press the compartment walls against the resin and fibres in the mould. This inflation pressure is held until the resin cures by catalyzation or heat or combination of both. Metallic inserts may be placed between the compartment walls as attachment points for concentrated loads.

[0132] It will be recognised by persons skilled in the art that numerous variations and modifications may be made to the invention as broadly described herein without departing from the overall spirit and scope of the invention.