GB2567899A - Aircraft wing and wing tip device with fairing - Google Patents
Aircraft wing and wing tip device with fairing Download PDFInfo
- Publication number
- GB2567899A GB2567899A GB1717994.6A GB201717994A GB2567899A GB 2567899 A GB2567899 A GB 2567899A GB 201717994 A GB201717994 A GB 201717994A GB 2567899 A GB2567899 A GB 2567899A
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- GB
- United Kingdom
- Prior art keywords
- wing
- aircraft
- hinge
- fairing
- skin
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- 230000007935 neutral effect Effects 0.000 claims abstract description 17
- 230000007704 transition Effects 0.000 claims abstract description 10
- 239000004411 aluminium Substances 0.000 claims abstract description 7
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims abstract description 7
- 229910052782 aluminium Inorganic materials 0.000 claims abstract description 7
- 230000008901 benefit Effects 0.000 description 11
- 230000007246 mechanism Effects 0.000 description 6
- RTAQQCXQSZGOHL-UHFFFAOYSA-N Titanium Chemical compound [Ti] RTAQQCXQSZGOHL-UHFFFAOYSA-N 0.000 description 2
- 238000005452 bending Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 239000010936 titanium Substances 0.000 description 2
- 229910052719 titanium Inorganic materials 0.000 description 2
- 241000256259 Noctuidae Species 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000008439 repair process Effects 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/38—Adjustment of complete wings or parts thereof
- B64C3/54—Varying in area
- B64C3/546—Varying in area by foldable elements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C7/00—Structures or fairings not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
- B64U20/00—Constructional aspects of UAVs
- B64U20/50—Foldable or collapsible UAVs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
- B64U30/00—Means for producing lift; Empennages; Arrangements thereof
- B64U30/10—Wings
- B64U30/12—Variable or detachable wings, e.g. wings with adjustable sweep
- B64U30/16—Variable or detachable wings, e.g. wings with adjustable sweep movable along the UAV body
Abstract
A fairing 26’, 28’ for at least partially covering a protruding hinge 16’ of an aircraft’s folding wing tip (fig.3,12), preferably when the wing tip is in a locked flight configuration and the fairing extending from either the fixed wing or the wing tip. A fairing protruding from an upper wing skin surface 22’, located towards the distal end of a wing is also claimed. The hinge’s axis is preferably parallel to the line of flight of the aircraft, and located in the top half of the aircrafts wing. The aircraft may include stringers 37 mechanically attached to the upper skin, with the axis located in a neutral plane NA-A’ of the wing skin and stringers combined. The hinge may have lugs, ribs and pins and be partially made of aluminium. The fairing may extend and taper beyond the length of the hinge, to smooth the transition between the skin and the hinge in a chordwise direction. A lower fairing 40’,42’ may extend from a lower wing skin 30’,32’ to partially cover a protruding part of a locking device 36’, provided on the lower side of the wing, opposite the hinge.
Description
(57) A fairing 26’, 28’ for at least partially covering a protruding hinge 16’ of an aircraft’s folding wing tip (fig.3,12), preferably when the wing tip is in a locked flight configuration and the fairing extending from either the fixed wing or the wing tip. A fairing protruding from an upper wing skin surface 22’, located towards the distal end of a wing is also claimed. The hinge’s axis is preferably parallel to the line of flight of the aircraft, and located in the top half of the aircrafts wing. The aircraft may include stringers 37 mechanically attached to the upper skin, with the axis located in a neutral plane NA-A’ of the wing skin and stringers combined. The hinge may have lugs, ribs and pins and be partially made of aluminium. The fairing may extend and taper beyond the length of the hinge, to smooth the transition between the skin and the hinge in a chordwise direction. A lower fairing 40’,42’ may extend from a lower wing skin 3O’,32’ to partially cover a protruding part of a locking device 36’, provided on the lower side of the wing, opposite the hinge.
At least one drawing originally filed was informal and the print reproduced here is taken from a later filed formal copy.
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Fig. 4A
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Fig. 4B
AIRCRAFT WING AND WING TIP DEVICE WITH FAIRING
BACKGROUND OF THE INVENTION [0001] There is a trend towards increasing the wing span of passenger aircraft. However, the maximum aircraft span is effectively limited by airport operating rules which govern various clearances required when manoeuvring around the airport (such as the span and/or ground clearance required for gate entry and safe taxiway usage).
[0002] Therefore, movable wing tip devices have been introduced into passenger aircraft, where a wing tip device is movable between a flight configuration for use during flight, and a ground configuration for use during ground-based operations. In the ground configuration, the wing tip device is moved away from the flight configuration such that the span of the aircraft wing is reduced, thereby allowing use of existing gates and safe taxi usage.
[0003] Introducing a movable wing tip device increases the complexity of the wing, and also requires a fixing between the fixed wing and wing tip device that can handle the inflight loads experienced by the wing, without unduly affecting the aerodynamic performance of the wing.
[0004] The present invention seeks to mitigate the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved aircraft, aircraft wing, and wing tip device.
SUMMARY OF THE INVENTION [0005] According to a first aspect, the invention provides an aircraft comprising an aircraft wing, the aircraft wing comprising: a fixed wing and a wing tip device at the tip thereof, and a hinge connecting the fixed wing and wing tip device, wherein the wing tip device is configurable between (i) a locked flight configuration for use during flight, and (ii) a ground configuration for use during ground based operations, in which ground configuration the wing tip device is rotated around the hinge away from the locked flight configuration such that the span of the aircraft wing is reduced, wherein the fixed wing and wing tip device each comprise an upper wing skin, and the hinge comprises a protruding hinge structure which extends beyond the upper wing skin of the fixed wing and wing tip device when the wing tip device is in the locked flight configuration, the aircraft wing further comprising a first fairing, the first fairing extending from the upper wing skin of the fixed wing or wing tip device and at least partially covering the protruding hinge structure.
[0006] The skilled person will appreciate that the protruding hinge structure extends beyond the upper wing skin of the fixed wing and the wing tip device relative to the local level of the wing skin at the hinge location.
[0007] The hinge may be any suitable type of hinge, for example comprising a plurality of interleaved lugs connected via a pin. The hinge may comprise a hinge line, the hinge line being an axis around which the hinge rotates. The hinge line may be aligned parallel to the line of flight of the aircraft. Providing the hinge line aligned parallel to the line of flight of the aircraft may result in aerodynamic and/or mechanical strength advantages when the aircraft is in flight. Orienting the hinge in the direction of flight may also provide an optimised wing shortening effect when the wing tip device is moved into the ground configuration.
[0008] The skilled person will appreciate that where the terms “upper” and “lower” and “top” and “bottom” are used, they should be interpreted as the appropriate directions, orientations, or positions, when the aircraft is on the ground.
[0009] The hinge line may be in the top half of the aircraft wing. The hinge line may be within, or in close proximity to, the upper wing skin. Provision of a hinge which connects the fixed wing and wing tip device towards the top of the upper wing skin of the fixed wing and wing tip device may provide a mechanical advantage to the wing. Such a hinge may be better suited to dealing with the mechanical loads experienced by the wing during flight, for example the placement of the hinge improving the transmission or reaction of bending moments from the wing tip device into the fixed wing without excessive shear forces.
[0010] The hinge may extend over only a partial section of the wing in a chordwise direction. In the locked flight configuration, the transition between the upper wing skin of the fixed wing and wing tip device, in the area over which the hinge does not extend, may be substantially smooth and continuous.
[0011] The upper wing skin may comprise a thickness, and the hinge line may be located within the thickness of the upper wing skin. The hinge line may lie along the neutral axis or neutral plane of the upper wing skin. The hinge line may be located in the centre of the thickness of the upper wing skin. Provision of the hinge line within the thickness of the upper wing skin, and particularly within the centre of the thickness of the upper wing skin, may provide a mechanical advantage where flight loads experienced by the upper wing skin of the wing tip device are transmitted directly through the hinge into the fixed wing structure. Such an arrangement may also provide a mechanical advantage when the wing tip device is moving from the locked flight configuration to the ground configuration, allowing the movement of the wing tip device without the upper wing skin of the wing tip device clashing with the upper wing skin of the fixed wing. The skilled person will appreciate that where the hinge line is described as located within the thickness of the upper wing skin, the location is within an envelope defined by the thickness of the upper wing skin of the fixed wing and the thickness of the upper wing skin of the wing tip device.
[00121 The first fairing may extend beyond the length of the hinge, in order to smooth the transition from the upper wing skins of the fixed wing and wing tip device and the hinge in the chordwise direction. The fairing may taper beyond the length of the hinge.
[0013] The aircraft wing may comprise a second fairing. The second fairing may at least partially cover some of the protruding hinge structure. If the first fairing extends from the upper wing skin of the fixed wing, the second fairing may extend from the upper wing skin of the wing tip device and vice versa. Provision of a first fairing and second fairing may improve the aerodynamic performance of the wing at the junction between the fixed wing and wing tip device, by increasing the shielding of the protruding hinge structure.
[0014] The hinge may comprise a hinge structure of various lugs, ribs, and pins. The hinge structure may be constructed at least partially of aluminium. The hinge structure may be constructed at least partially of titanium. An aluminium hinge structure may need to be larger in size than a similar titanium hinge structure in order to provide the necessary load bearing capacity, strength etc. In such a case, the aluminium hinge may comprise a larger protruding hinge section. Provision of a fairing for an aluminium hinge structure may therefore be particularly advantageous.
[0015] The aircraft may further comprise a locking device, the locking device for locking the wing tip device in the locked flight configuration. The fixed wing and wing tip device may each comprise a lower wing skin. When in the locked flight configuration, the transition between the lower wing skins at the junction of the fixed wing and wing tip device may be substantially smooth and continuous.
[0016] The locking device may be located on the opposite (i.e. lower) side of the aircraft wing to the hinge. The locking device may be located proximate to the lower wing skin, such that the locking device comprises a protruding lock structure extending beyond the lower wing skin of the fixed wing and wing tip device when the wing tip device is in the locked flight configuration. The aircraft wing may further comprise a lower fairing, the lower fairing extending from the lower wing skin to at least partially cover the protruding lock structure. The aircraft wing may comprise a first lower fairing extending from the lower wing skin of the fixed wing or wing tip device and at least partially covering the protruding lock structure. The aircraft wing may comprise a second lower fairing extending from the other of the lower wing skin of the fixed wing or the wing tip device, the second lower fairing at least partially covering the exposed lock section.
[0017] Provision of the locking device in the lower part of the aircraft wing may allow more efficient alignment of the locking mechanism, and/or allow easier access to the locking mechanism for repair or maintenance.
[0018] The locking device may be within, or in close proximity to, the lower wing skin. Provision of a locking device which connects the fixed wing and wing tip device towards the bottom of the wing skin of the fixed wing and wing tip device may provide a mechanical advantage to the wing. Such a locking device may be better suited to dealing with the mechanical loads experienced by the wing during flight, for example the placement of the hinge improving the transmission or reaction of bending moments from the locking device into the fixed wing without excessive shear forces.
[0019] The locking device may extend over only a partial section of the wing in a chordwise direction. In the locked flight configuration, the transition between the lower wing skin of the fixed wing and wing tip device, in the area over which the locking device does not extend, may be substantially smooth and continuous.
[0020] The lower wing skin may comprise a thickness, and the locking device may be located within the thickness of the lower wing skin. The locking device may lie along the neutral axis or neutral plane of the lower wing skin. The locking device may be located in the centre of the thickness of the lower wing skin. Provision of the locking device within the thickness of the lower wing skin, and particularly within the centre of the thickness of the lower wing skin, may provide a mechanical advantage where flight loads experienced by the lower wing skin of the wing tip device are transmitted directly through the locking device into the fixed wing structure. The skilled person will appreciate that where the locking device is described as located within the thickness of the lower wing skin, the location is within an envelope defined by the thickness of the lower wing skin of the fixed wing and the thickness of the lower wing skin of the wing tip device. The skilled person will also appreciate that references to the locking device being located within the thickness of the lower wing skin, for example in the neutral plane of the wing skin, are reference to the reaction point or points of the locking device, and it is not necessary for the whole of the locking device to be so located.
[00211 The lower wing skin may be joined to one or more stringers in the close vicinity of the locking device. The locking device may be located aligned with the neutral plane of the lower wing skin and stringer(s) combined. Such an arrangement will provide similar mechanical advantages to the locking device being located aligned with the neutral plane of the lower wing skin.
[0022] The first fairing may extend beyond the length of the locking device, in order to smooth the transition from the lower wing skins of the fixed wing and wing tip device and the locking device in the chordwise direction. The fairing may taper beyond the length of the locking device.
[0023] Alignment of the locking device with the lower wing skin may provide structural advantages to the aircraft wing. Maximising the distance between the locking device and the hinge may increase the stiffness and strength of the aircraft wing when the wing tip device is in the locked flight configuration.
[0024] The lower fairing or fairings may be approximately parallel to the line of flight of the aircraft. The lower fairing or fairings may be tapered in the direction of the line of flight of the aircraft.
[0025] According to a second aspect, the invention provides an aircraft comprising an aircraft wing, the aircraft wing comprising: a fixed wing and a wing tip device at the tip thereof, and a hinge connecting the fixed wing and wing tip device, wherein the wing tip device is configurable between (i) a locked flight configuration for use during flight, and (ii) a ground configuration for use during ground based operations, in which ground configuration the wing tip device is rotated around the hinge away from the locked flight configuration such that the span of the aircraft wing is reduced, wherein the fixed wing and wing tip device each comprise a wing skin, and the hinge comprises a protruding hinge structure which extends beyond the wing skin of the fixed wing and wing tip device when the wing tip device is in the locked flight configuration, the aircraft wing further comprising a first fairing, the first fairing extending from the wing skin of the fixed wing or wing tip device and at least partially covering the protruding hinge structure.
[0026] According to a third aspect, the invention provides an aircraft wing, the aircraft wing comprising: a fixed wing and a wing tip device at the tip thereof, and a hinge connecting the fixed wing and wing tip device, wherein the wing tip device is configurable between (i) a locked flight configuration for use during flight, and (ii) a ground configuration for use during ground based operations, in which ground configuration the wing tip device is rotated around the hinge away from the locked flight configuration such that the span of the aircraft wing is reduced, wherein the fixed wing and wing tip device each comprise an upper wing skin, and the hinge comprises a protruding hinge structure which extends beyond the upper wing skin of the fixed wing and wing tip device when the wing tip device is in the locked flight configuration, the aircraft wing further comprising a first fairing, the first fairing extending from the upper wing skin of the fixed wing or wing tip device and at least partially covering the protruding hinge structure.
[0027] According to another aspect of the invention, there is provided a fairing for use as the first fairing described herein.
[0028] The wing tip device may be a wing tip extension; for example the wing tip device may be a planar tip extension. In other embodiments, the wing tip device may comprise, or consist of, a non-planar device, such as a winglet. In the flight configuration the trailing edge of the wing tip device is preferably a continuation of the trailing edge of a fixed wing. The leading edge of the wing tip device is preferably a continuation of the leading edge of the fixed wing. There is preferably a smooth transition from the fixed wing to the wing tip device. It will be appreciated that there may be a smooth transition, even where there are changes in sweep or twist at the junction between the fixed wing and wing tip device. However, there are preferably no discontinuities at the junction between the fixed wing and wing tip device. The upper and the lower surfaces of the wing tip device may be continuations of the upper and lower surfaces of the fixed wing. The span ratio of the fixed wing relative to the wing tip device may be such that the fixed wing comprises 70%, 80%, 90%, or more, of the overall span of the aircraft wing.
[0029] When the wing tip device is in the ground configuration, the aircraft may be unsuitable for flight. For example, the wing tip device may be aerodynamically and/or structurally unsuitable for flight in the ground configuration. The aircraft is preferably configured such that, during flight, the wing tip device is not moveable to the ground configuration. The aircraft may comprise a sensor for sensing when the aircraft is in flight. When the sensor senses that the aircraft is in flight, a control system is preferably arranged to disable the possibility of moving the wing tip device to the ground configuration.
[0030] All aspects of the invention may be applicable to various types of moveable wing tip device (i.e. various different arrangements if rotational movement between flight and ground configurations). In all cases, the axis of rotation is preferably orientated such that when the wing tip device is rotated about the axis, from the flight configuration to the ground configuration, the span of the aircraft wing is reduced. In the flight configuration, the span may exceed an airport compatibility limit. In the ground configuration the span may be reduced such that the span (with the wing tip device in the ground configuration) is less than, or substantially equal to, the airport compatibility limit. The airport compatibility limit is a span limit (for example relating to clearance restrictions for buildings, signs, other aircraft). The compatibility limit is preferably a gate limit.
[0031] The aircraft is preferably a passenger aircraft. The passenger aircraft preferably comprises a passenger cabin comprising a plurality of rows and columns of seat units for accommodating a multiplicity of passengers. The aircraft may have a capacity of at least 20, more preferably at least 50 passengers, and more preferably more than 50 passengers.
- 8 The aircraft is preferably a powered aircraft. The aircraft preferably comprises an engine for propelling the aircraft. The aircraft may comprise wing-mounted, and preferably underwing, engines.
[0032] According to another aspect, there is provided an aircraft comprising a wing with a folding wing tip for reducing the span of the aircraft on the ground, wherein the folding wing tip is rotatable along a hinge having a hinge structure which protrudes above the surface of the upper wing skin, and wherein the wing comprises a fairing for at least partially covering the protruding hinge structure.
[0033] According to yet another aspect, the invention provides an aircraft, the aircraft comprising a wing, the wing including an upper wing skin and a fairing protruding from the upper wing skin. The fairing may extend in a chord-wise direction. The fairing may be located towards a distal end of the wing. The fairing may be located towards the distal end of the wing, such that the distance between the fairing and the distal end of the wing makes up no more than 10%, 20%, 30%, or 40%, of the total span of the wing. Provision of a fairing on the upper surface of an aircraft wing may provide aerodynamic advantages to the wing.
[0034] It will of course be appreciated that features described in relation to one aspect of the present invention may be incorporated into other aspects of the present invention. For example, the method of the invention may incorporate any of the features described with reference to the apparatus of the invention and vice versa. Features described with reference to the aircraft of the first aspect may also be applicable to any or all of the other aspects of the invention, and vice versa.
[0035] The term ‘or’ shall be interpreted as ‘and/or’ unless the context requires otherwise.
DESCRIPTION OF THE DRAWINGS [0036] Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which:
[0037] Figure 1 shows a schematic view of an aircraft according to a first embodiment of the invention;
[0038] Figure 2 shows a schematic view of an aircraft wing comprising a wing as shown in figure 1;
[0039] Figure 3 shows a plan view of a section of an aircraft wing according to an embodiment of the invention; and [0040] Figure 4A shows a cross-sectional view of the aircraft wing section shown in figure 3, and [0041] Figure 4B shows a cross-sectional view of a variation of the aircraft wing section shown in figure 3.
DETAILED DESCRIPTION [0042] Figure 1 shows a wing 10 comprising a wing tip device 12 and a fixed wing 14. Figure 2 shows an aircraft 100 comprising the wing 10. The wing tip device 12 is configurable between: (i) a flight configuration for use during flight, as shown in figure 2 and (ii) a ground configuration for use during ground-based operations, as shown in figure 1, in which ground configuration the wing tip device 12 is moved away from the locked flight configuration such that the span of the aircraft wing 10 is reduced.
[0043] Figure 3 shows a plan view of a section of an aircraft wing according to the invention. Figure 4 A shows a cross sectional view of the aircraft wing as shown in figure 3, and Figure 4B shows a variation of the wing shown in figure 3. The cross section is taken approximately along the centre of the wing, in the direction of the wing span, as shown by the line X-X. The wing 10 comprises a wing tip device 12 and a fixed wing 14. The wing tip device 12 is connected to the fixed wing 14 by a hinge 16, comprising a series of interleaving lugs and a pin which has a hinge line 18 extending parallel to the line of flight F of the aircraft 100. The fixed wing has an upper wing skin 20 and the wing tip device 12 has an upper wing skin 22. Where the upper wing skin 20 and upper wing skin 22 meet the hinge 16 they have a similar thickness T and the hinge line 18 is aligned with the centre of the thickness T, i.e. in the neutral axis NA-A of the wing skins. As can be seen in the figure, reaction forces RAI through the hinge line 16 will be transmitted into the neutral axis NA-A of the upper wing skin. Therefore, the reaction loads will result only in pure shear forces in wing skin bolts. The hinge 16 includes a protruding hinge structure 24 which extends beyond the upper wing skin 20 and upper wing skin 22. A first fairing 26 extends from the upper wing skin 20 of the fixed wing 14 such that it partially covers the protruding hinge structure 24. A second fairing 28 extends from the upper wing skin 22 of the wing tip device 12 such that the fairing partially covers the protruding hinge structure 24. As can be seen in figure 3, the first fairing 26 and second fairing 28 are tapered in the direction of the line of flight F to improve the aerodynamics of the aircraft wing 10. The first fairing 26 and the second fairing 28 extend beyond the ends of the hinge 16 in order to improve the aerodynamics of the aircraft wing 10. To further improve the airflow over the wing, the second fairing 28 overlaps with the first fairing 26. The overlapping surfaces are shaped such that they may move over each other when the wing tip device 12 is moved into the ground configuration, without obstruction, and also present a substantially smooth surface when the wing tip device is in the locked flight configuration. In an alternative arrangement, the first fairing 26 and second fairing 28 do not overlap, but simply abut each other in the locked flight configuration. The movement of the wing tip device between the ground configuration and flight configuration can be performed in many ways as would be appreciated by the skilled person, for example with the use of a simple piston actuator. Therefore, no further details of the actuation method between the ground configuration and locked flight configuration will be described.
[0044] The fixed wing 14 further comprises a lower wing skin 30, and the wing tip device comprises a lower wing skin 32. When the wing tip device is in the locked flight configuration, the lower wing skin 30 of the fixed wing 14 and the lower wing skin 32 of the wing tip device 12 are substantially continuous. A locking device 34 is associated with the wing tip device 12 and the fixed wing 14, such that the locking device 34 may be used to lock the wing tip device 12 in the locked flight configuration. In a similar way to the upper wing skin arrangement, the lower wing skins 30, 32 have a thickness T’ where they join with the locking device 34. The locking device 34 includes a reaction axis 36 through which the reaction loads of forces on the locking device 34 will pass. The locking device 34 is arranged such that the reaction axis 36 is aligned with the centre of the thickness T’ of the lower wing skins 30, 32, i.e. the reaction axis is aligned with the neutral axis NA-B of the lower wing skins 30, 32. Such an arrangement will ensure the direct transfer of forces RB-1 from the locking device 34 through the lower wing skins
30, 32, without any further shear loads being created. The skilled person will appreciate that there exist many suitable locking mechanisms for locking the wing tip device in the locked flight configuration. Rather than the particular structure of the locking mechanism being essential to the invention, it is the placement of the locking mechanism relate to the wing structure that provides advantages. Therefore, no further details of a specific locking mechanism are provided or are necessary. A first lower fairing 40 and second lower fairing 42 extend respectively from the lower wing skin 30 and the lower wing skin 32 such in the locked flight configuration, the exposed [0045] Figure 4B shows a similar arrangement to that of figure 4A, except that the upper wing skins 20’, and 22’, each include one or more stringers 37 extending along the wing skin up to the location of the hinge 16’. The hinge line 18’ is aligned with the neutral axis NA-A’ of the wing skins 20’, 22’ and the stringer 37 combined, meaning that the hinge line 18’ can be located a little lower than the hinge line 18 shown in figure 4A. This may be advantageous, as the lower hinge position may result in a smaller protruding hinge structure 24’, with a resultant reduction in the size of the fairings 26’ and 28’ needed. The same may be true of the lower wing skins 30’, 32’, which also include stringers 38, allowing the reaction axis 36’ of the locking device 34’ to be located a little higher, whilst still being aligned with the neutral plane NA-B’ of the lower wing skins 30’, 32’, and the stringers 38 combined. As with the embodiment described with reference to figure 4A, aligning the hinge line 16’ and the reaction axis 36’ with the corresponding neutral axes NA-A’ and NA-B’ means that wing tip reaction forces will be pure shear loads on any bolts between the wing skins and their respective stringers.
[0046] 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. In an alternative embodiment, the hinge may be located such that the wing tip moves downwards into the ground configuration, the hinge being proximate or aligned with the lower wing skin. In another embodiment, the hinge may include a profiled structure which meant that only a single fairing was required.
[0047] 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.
Claims (23)
1. An aircraft comprising an aircraft wing, the aircraft wing comprising: a fixed wing and a wing tip device at the tip thereof, and a hinge connecting the fixed wing and wing tip device, wherein the wing tip device is configurable between (i) a locked flight configuration for use during flight, and (ii) a ground configuration for use during ground based operations, in which ground configuration the wing tip device is rotated around the hinge away from the locked flight configuration such that the span of the aircraft wing is reduced, wherein the fixed wing and wing tip device each comprise an upper wing skin, and the hinge comprises a protruding hinge structure which extends beyond the upper wing skin of the fixed wing and wing tip device when the wing tip device is in the locked flight configuration, the aircraft wing further comprising a first fairing, the first fairing extending from the upper wing skin of the fixed wing or wing tip device and at least partially covering the protruding hinge structure.
2. An aircraft as claimed in claim 1, wherein the hinge comprises a hinge line, the hinge line being an axis around which the hinge rotates.
3. An aircraft as claimed in claim 2, wherein the hinge line is aligned parallel to the line of flight of the aircraft.
4. An aircraft as claimed in claim 2 or claim 3, wherein the hinge line is in the top half of the aircraft wing.
5. An aircraft as claimed in any of claims 2 to 4, wherein the wing skin comprises a thickness, and the hinge line is located within the thickness of the upper wing skin.
6. An aircraft as claimed in any of claims 2 to 5, wherein the hinge line is located in the centre of the thickness of the upper wing skin.
7. An aircraft as claimed in any of claims 2 to 6, wherein the hinge line is located in the neutral plane of the wing skin.
8. An aircraft as claimed in any of claims 2 to 6, further including one or more stringers mechanically attached to the upper wing skins, wherein the hinge line is located in the neutral plane of the wing skin and one or more stringers combined.
9. An aircraft as claimed in any preceding claim, wherein the first fairing extends beyond the length of the hinge, in order to smooth the transition from the upper wing skins of the fixed wing and wing tip device and the hinge in the chordwise direction.
10. An aircraft as claimed in claim 9, wherein the fairing may taper beyond the length of the hinge.
11. An aircraft as claimed in any preceding claim, further comprising a second fairing, the second fairing at least partially covering the protruding hinge structure.
12. An aircraft as claimed in any preceding claim, wherein the hinge comprises a hinge structure of lugs, ribs, and pins.
13. An aircraft as claimed in claim 10, wherein the hinge structure is constructed at least partially of aluminium.
14. An aircraft as claimed in any preceding claim, wherein the aircraft further comprises a locking device, the locking device for locking the wing tip device in the locked flight configuration.
15. An aircraft as claimed in claim 14, wherein the fixed wing and wing tip device each comprise a lower wing skin.
16. An aircraft as claimed in claim 14 or claim 15, wherein the locking device is located on the opposite (i.e. lower) side of the aircraft wing to the hinge.
17. An aircraft as claimed in claim 16, wherein the locking device is located proximate to the lower wing skin, such that the locking device comprises a protruding lock structure extending beyond the lower wing skin of the fixed wing and wing tip device when the wing tip device is in the locked flight configuration, the aircraft wing further comprising a lower fairing, the lower fairing extending from the lower wing skin to at least partially cover the protruding lock structure.
18. An aircraft as claimed in any of claims 14 to 17, wherein the lower fairing or fairings are approximately parallel to the line of flight of the aircraft.
19. An aircraft as claimed in any of claims 14 to 18, wherein the lower fairing or fairings are tapered in the direction of the line of flight of the aircraft.
20. An aircraft wing comprising a fixed wing, a wing tip device, a hinge and a first fairing, for use as the wing in any preceding claim.
21. A fairing for use as the first fairing of any preceding claim, the fairing being configured to at least partially cover a protruding hinge structure.
22. An aircraft comprising a wing with a folding wing tip for reducing the span of the aircraft on the ground, wherein the folding wing tip is rotatable along a hinge having a hinge structure which protrudes above the surface of the upper wing skin, and wherein the wing comprises a fairing for at least partially covering the protruding hinge structure.
23. An aircraft, the aircraft comprising a wing, the wing including an upper wing skin and a fairing protruding from the upper wing skin, the fairing being located towards the distal end of the wing.
Intellectual Property Office
Application No: GB 1717994.6
Examiner:
Mr Keir Howe
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1717994.6A GB2567899A (en) | 2017-10-31 | 2017-10-31 | Aircraft wing and wing tip device with fairing |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1717994.6A GB2567899A (en) | 2017-10-31 | 2017-10-31 | Aircraft wing and wing tip device with fairing |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201717994D0 GB201717994D0 (en) | 2017-12-13 |
| GB2567899A true GB2567899A (en) | 2019-05-01 |
Family
ID=60579957
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1717994.6A Withdrawn GB2567899A (en) | 2017-10-31 | 2017-10-31 | Aircraft wing and wing tip device with fairing |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2567899A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2580930A (en) * | 2019-01-30 | 2020-08-05 | Airbus Operations Ltd | Fairing for folding wing tip |
| WO2020157446A1 (en) * | 2019-01-30 | 2020-08-06 | Airbus Operations Limited | Hinge fairing |
| GB2583959A (en) * | 2019-05-16 | 2020-11-18 | Airbus Operations Ltd | An arrangement for avoiding clashing on a folding wing tip |
| GB2584409A (en) * | 2019-05-16 | 2020-12-09 | Airbus Operations Ltd | A moveable panel arrangement for a folding wing tip |
| US11814166B2 (en) | 2020-12-21 | 2023-11-14 | Goodrich Actuation Systems Limited | Folding wing tip assembly with linear actuator |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2166564A (en) * | 1936-03-04 | 1939-07-18 | Douglas Aircraft Co Inc | Airplane having folding wings |
| US2881994A (en) * | 1953-11-09 | 1959-04-14 | Northrop Aircraft Inc | Convex panel wing construction |
| US2925233A (en) * | 1957-02-18 | 1960-02-16 | Chance Vought Aircraft Inc | Aircraft wing fold system |
| US5372336A (en) * | 1993-04-05 | 1994-12-13 | Grumman Aerospace Corporation | Folding wing assembly |
| US5381986A (en) * | 1992-01-30 | 1995-01-17 | The Boeing Company | Folding wing-tip system |
| US20140117151A1 (en) * | 2012-10-30 | 2014-05-01 | The Boeing Company | Wing fold system |
| CN105438443A (en) * | 2015-12-08 | 2016-03-30 | 中国航空工业集团公司成都飞机设计研究所 | Shape-preserving foldable wing |
| CN106184711A (en) * | 2016-09-28 | 2016-12-07 | 西北工业大学 | The wingfold mechanism of variant aircraft |
-
2017
- 2017-10-31 GB GB1717994.6A patent/GB2567899A/en not_active Withdrawn
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2166564A (en) * | 1936-03-04 | 1939-07-18 | Douglas Aircraft Co Inc | Airplane having folding wings |
| US2881994A (en) * | 1953-11-09 | 1959-04-14 | Northrop Aircraft Inc | Convex panel wing construction |
| US2925233A (en) * | 1957-02-18 | 1960-02-16 | Chance Vought Aircraft Inc | Aircraft wing fold system |
| US5381986A (en) * | 1992-01-30 | 1995-01-17 | The Boeing Company | Folding wing-tip system |
| US5372336A (en) * | 1993-04-05 | 1994-12-13 | Grumman Aerospace Corporation | Folding wing assembly |
| US20140117151A1 (en) * | 2012-10-30 | 2014-05-01 | The Boeing Company | Wing fold system |
| CN105438443A (en) * | 2015-12-08 | 2016-03-30 | 中国航空工业集团公司成都飞机设计研究所 | Shape-preserving foldable wing |
| CN106184711A (en) * | 2016-09-28 | 2016-12-07 | 西北工业大学 | The wingfold mechanism of variant aircraft |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2580930A (en) * | 2019-01-30 | 2020-08-05 | Airbus Operations Ltd | Fairing for folding wing tip |
| WO2020157446A1 (en) * | 2019-01-30 | 2020-08-06 | Airbus Operations Limited | Hinge fairing |
| GB2581136A (en) * | 2019-01-30 | 2020-08-12 | Airbus Operations Ltd | Hinge fairing |
| US11738854B2 (en) | 2019-01-30 | 2023-08-29 | Airbus Operations Limited | Fairing for folding wing tip |
| US11840328B2 (en) | 2019-01-30 | 2023-12-12 | Airbus Operations Limited | Hinge fairing |
| GB2583959A (en) * | 2019-05-16 | 2020-11-18 | Airbus Operations Ltd | An arrangement for avoiding clashing on a folding wing tip |
| WO2020229630A1 (en) * | 2019-05-16 | 2020-11-19 | Airbus Operations Limited | An arrangement for avoiding clashing on a folding wing tip |
| GB2584409A (en) * | 2019-05-16 | 2020-12-09 | Airbus Operations Ltd | A moveable panel arrangement for a folding wing tip |
| US11772776B2 (en) | 2019-05-16 | 2023-10-03 | Airbus Operations Limited | Arrangement for avoiding clashing on a folding wing tip |
| US11814166B2 (en) | 2020-12-21 | 2023-11-14 | Goodrich Actuation Systems Limited | Folding wing tip assembly with linear actuator |
Also Published As
| Publication number | Publication date |
|---|---|
| GB201717994D0 (en) | 2017-12-13 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |