Abstract:
A method of constructing a large, complex composite panel involves connecting smaller compression molded thermoplastic subpanels, edge to edge using a thermoplastic co-consolidation method. The edges of adjacent subpanels are given complementary surface configurations. The surface configurations are overlapped and heat and pressure are applied to the overlapping surface constructions to co-consolidate the surface constructions in forming a large, composite panel of two or more subpanels.
Abstract:
Lower joints of aircraft wing assemblies are disclosed. In some embodiments, a lower joint includes an outboard lower wing panel, a center lower wing panel, a rib, and a lower joint assembly that includes two outboard flanges operatively coupled to the outboard lower wing panel, an inboard flange operatively coupled to the center lower wing panel, and an upper flange operatively coupled to the rib. In some embodiments, a lower joint assembly includes one or more splice plates, an upper T-fitting, and one or more intermediate plates. In some embodiments, the outboard lower wing panel, the center lower wing panel, and the lower joint assembly are constructed substantially of different materials.
Abstract:
Provided are wingtip torque boxes and methods of fabricating such boxes using friction stir welding. Specifically, a wingtip torque box may be formed by friction stir welding two monolithic clamshells along their respective spars thereby forming a new monolithic structure. Use of the friction stir welding and monolithic clamshells simplifies the overall fabrication process and yields a robust wingtip torque box that can be bolted on or otherwise attached to an aircraft wing. The wingtip torque box may include internal grid stiffeners and/or external stiffeners that may be also monolithic with other components of the box. For example, the stiffeners may be machined in spars or skin portions of the clamshells during fabrication of clamshells. The wingtip torque box may have a continuous cavity extending between the ends and, in some embodiments, between spars of the box and providing access for performing various operations inside the box.
Abstract:
There is provided a method of making a composite hat stiffener. The method has the steps of curing a composite hat stiffener in a hat tool to form a pre-cured composite hat stiffener. The pre-cured composite hat stiffener has a composite hat section, a plurality of composite stiffening plies with a body ply, a wrap ply, and a base ply, all coupled to the composite hat section, wherein the body ply is coupled to a first side of the composite hat section, the wrap ply is coupled to the body ply, and the base ply is coupled to the body ply and the wrap ply, a pair of radius filler noodles coupled to the composite hat section and disposed between the plurality of composite stiffening plies, and an outer ply coupled to the composite hat section. The method further includes bonding the pre-cured composite hat stiffener to a structure surface.
Abstract:
A serrated fitting and method for installing fixed length roller tray segments spanning an aircraft fuselage integration zone. The serrated fitting includes a first surface for attachment to a fixed length roller tray segment. The serrated fitting also includes a serrated surface for engagement with a serrated plate attached to a floor beam of an aircraft. A fastener connects the serrated surface to the serrated plate and the floor beam through a pre-drilled hole in the floor beam. The pre-drilled hole is larger than the diameter of the fastener to accommodate accumulated tolerance between joined fuselage sections at a fuselage integration zone.
Abstract:
A serrated fitting and method for installing fixed length roller tray segments spanning an aircraft fuselage integration zone. The serrated fitting includes a first surface for attachment to a fixed length roller tray segment. The serrated fitting also includes a serrated surface for engagement with a serrated plate attached to a floor beam of an aircraft. A fastener connects the serrated surface to the serrated plate and the floor beam through a pre-drilled hole in the floor beam. The pre-drilled hole is larger than the diameter of the fastener to accommodate accumulated tolerance between joined fuselage sections at a fuselage integration zone.
Abstract:
Beaded panels and method of forming beaded panels. A beaded panel as described herein includes a base structure comprising a sheet of material, and beads that comprise a protrusion on a first side of the base structure, and a concavity on an opposing second side of the base structure. A geometry of the beads comprises a center section having a conic shape about a longitudinal axis, flared sections symmetric about the center section along the longitudinal axis, and a transition section that curves outward from a base of the center section and the flared sections to blend with a flat surface on the first side of the base structure.
Abstract:
There is provided a method of making a composite hat stiffener. The method has the steps of curing a composite hat stiffener in a hat tool to form a pre-cured composite hat stiffener. The pre-cured composite hat stiffener has a composite hat section, a plurality of composite stiffening plies with a body ply, a wrap ply, and a base ply, all coupled to the composite hat section, wherein the body ply is coupled to a first side of the composite hat section, the wrap ply is coupled to the body ply, and the base ply is coupled to the body ply and the wrap ply, a pair of radius filler noodles coupled to the composite hat section and disposed between the plurality of composite stiffening plies, and an outer ply coupled to the composite hat section. The method further includes bonding the pre-cured composite hat stiffener to a structure surface.
Abstract:
An aircraft includes an aircraft body including a longitudinal axis and a wing box extending through the aircraft body. The aircraft also includes an attachment assembly coupled to the aircraft body and to the wing box. The attachment assembly includes a first attachment member coupled to the aircraft body and a second attachment member coupled to the wing box. The second attachment member is configured to couple to the first attachment member. The attachment assembly also includes a plurality of fasteners extending through the first attachment member and the second attachment member such that the plurality of fasteners are loaded in shear during a wing loading condition.