CA1161014A - Composite leading edge for aircraft - Google Patents
Composite leading edge for aircraftInfo
- Publication number
- CA1161014A CA1161014A CA000359080A CA359080A CA1161014A CA 1161014 A CA1161014 A CA 1161014A CA 000359080 A CA000359080 A CA 000359080A CA 359080 A CA359080 A CA 359080A CA 1161014 A CA1161014 A CA 1161014A
- Authority
- CA
- Canada
- Prior art keywords
- component
- leading edge
- shoe
- aircraft
- deicer
- 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.)
- Expired
Links
- 239000002131 composite material Substances 0.000 title claims description 28
- 230000003628 erosive effect Effects 0.000 claims abstract description 10
- 239000004033 plastic Substances 0.000 claims abstract description 8
- 229920003023 plastic Polymers 0.000 claims abstract description 8
- 239000000835 fiber Substances 0.000 claims 1
- 239000000306 component Substances 0.000 description 53
- 239000000463 material Substances 0.000 description 6
- 229920002430 Fibre-reinforced plastic Polymers 0.000 description 2
- 239000000853 adhesive Substances 0.000 description 2
- 230000001070 adhesive effect Effects 0.000 description 2
- 239000011151 fibre-reinforced plastic Substances 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 238000000465 moulding Methods 0.000 description 2
- 230000001681 protective effect Effects 0.000 description 2
- 230000037303 wrinkles Effects 0.000 description 2
- SLZWEMYSYKOWCG-UHFFFAOYSA-N Etacelasil Chemical compound COCCO[Si](CCCl)(OCCOC)OCCOC SLZWEMYSYKOWCG-UHFFFAOYSA-N 0.000 description 1
- 239000004568 cement Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000003365 glass fiber Substances 0.000 description 1
- 230000001788 irregular Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
- B64D15/16—De-icing or preventing icing on exterior surfaces of aircraft by mechanical means, e.g. pulsating mats or shoes attached to, or built into, surface
- B64D15/166—De-icing or preventing icing on exterior surfaces of aircraft by mechanical means, e.g. pulsating mats or shoes attached to, or built into, surface using pneumatic boots
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01Q—ANTENNAS, i.e. RADIO AERIALS
- H01Q1/00—Details of, or arrangements associated with, antennas
- H01Q1/42—Housings not intimately mechanically associated with radiating elements, e.g. radome
- H01Q1/422—Housings not intimately mechanically associated with radiating elements, e.g. radome comprising two or more layers of dielectric material
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Moulds For Moulding Plastics Or The Like (AREA)
- Moulding By Coating Moulds (AREA)
- Lining Or Joining Of Plastics Or The Like (AREA)
Abstract
ABSTRACT
A mold-formed, replaceable nonmetallic aircraft leading edge portion comprises an inner, rigid member and an outer, flexible, elastomeric member. The outer member may be a deicer or erosion shoe while the inner member may be of suitable plastic.
A mold-formed, replaceable nonmetallic aircraft leading edge portion comprises an inner, rigid member and an outer, flexible, elastomeric member. The outer member may be a deicer or erosion shoe while the inner member may be of suitable plastic.
Description
- 17gO054 COMPOSITE LEADING EDGE FOR AIRCRAFT
BACKGROUND
The invention relates to leading edges of aircraft sections and particularly to such leading edges which include rubber coverings such as deicer or erosion shoes or boots.
Certain sections of today's aircraft employ rubber sheet-like components along portions of their leading edges, such as deicer or erosion "shoes". These rubber components, also sometimes referred to as "boots" or "blankets", are often attached along leading edges o aircraft sections through use of a suitable adhesive or cement disposed between the outer,surface o~ the section leading edge portion and the inner surface of the rubber component. Actual application of the rubber component to the leading edge portion is sometimes performed in the field or may be done in the factory of the rubber component manufacturer who is furnished all or a portion of an appropriate aircraft section structure in order to apply the component.
Because selected sections of aircraft such as airfoils or nose sections, are critically contoured metal structures, great care must be exercised to assure that the aontour of the leading edges of such sections remain aerodynamically suitable during applica~
tion of the rubber component and that the adhesion between the leading edge surface and the rubber is of such uniformity and strength that the rubber component will remain secure during service conditions. Alsol care must be exercised to assure that the outer surface .
of the applied rubber component remains as smooth as possible for aerodynamic reasons.
Despite extreme care taken in applying these rubber components to leading edges, it is common to find that aircraft sections have irregular or non-smooth rubber component surfaces at their Ieading edges. Also, it is possible that the rubber component can be destroyed or lost during service due to in-sufficient adhesion. Furthermore, it has bee~ found that when replacement of rubber components is necessary, this operation is d7fficult and inefficient.
SUMM~RY
This invention provides a removable leading edge portion for a selected section of an aircraft which leading edge portion is a molded non-metallic composi~e member consisting of an inner rigid component and an outer sheet like flexible elastomeric compon~nt.
The composite is shaped and formed in a mold with the rigid component orming to substantially the leading edge contour and the elastomeric component mold bonding to the outer surface of the inner component and conforming to the proper aerodynamic contour. The outer surface of the outer rubber component forms substantially free of surface irregularities or wrinkles due to the fact that substantially all irregulaxities of the elastomeric component occur along the interface of its inner surface and the rigid component outer surface. These molded composites are readily installed to function as the Leading edge of a selected aircraft section, are easily replaceable, provide a substantially wrinkle-free outer elastomeric surace for the leading edge, and provide an elastomeric shoe or ~oot which is uniformly and strongly bonded because of its being ormed simultaneously with the inner component in an appropriate mold. The molded composite~as applied to an aircraft~section, provides a desired aerodynamic surface and an aerodynamic force load carrying me~ber or aerodynamic force transmitting member according to the composite design and manner of attachment.
THE DRAWINGS
In the drawings of this speciication, the invention is illustrated with respect to several pre-sently preferred embodiments wherein . ~
:
Fig. 1 is a perspective view of a portion of an aircra~t wing structure;
Fig. 2 is a cross-section o the wing structure of Fig. 1 taken along lines 2 - 2 of Fig. l;
Fig. 3 is a cross-sectional view similar to Fig. 2 of a wing structure illustrating a modification;
Fig. 4 is a perspective view of a portion of an aircraft; and Fig. 5 is a cross-sectional view of the nose structure o~ the aircraft shown in Fig. 4, taken along lines 5 - 5 of Fig. 4~
DESCRIPTION
In Fig. 1 of the drawings, an aircraft wing is generally referenced 10, which wing comprises a principal or main body portion 12 and a leading edge portion 14. The leading edge portion 14 is illustrated as removably secured to the wing main portion 12 by a series of spaced fasteners 16. Although not shown, the removable leading edge portion 14 is understood to extend con~inuously to the wing tip ~also not shown).
The construction of this leading edge portion is in accordance with a presently preferred embodiment of the present invention shown in more detail in Fig~ 2, ox, alternatively, in Fig. 3.
In Fig. 2, removable leading edge portion 14 is shown as a ~tructural composike comprising an outer ~lexible sheetlike component 20 and an inner rigid component 24. Outer component 20 is preferably composed of flexible reinforced or unreinorced rubber, or xubbexlike material. Innex component 24 is pre~exably composed of rigid nonmetallic material such as plastic.
The outer and inner components are mold bonded to each other (i.e. are united in a mold used to form the composite to the leading edge contour).
The rubber outex component 20 as shown in Fig. 2 and in accordance with a preferred embodiment is a deicer shoe or blanket. As such, component 20 includes a plurality of chambers 22 adapted to receive fluid, such as air, from a 1uid source (not shown~.
Upon receipt of air into chambers 22, portions of the outer surface 26 of flexible component 20 expand or bulge such as to break up ice which may form along the leading edge portion of the wing. Deicers such as just described are generally known a~ pneumatic deicers. It is understood that deicer component 20 could also be an electrical type deicer wherein a rubber blanket or shoe is provided with embedded resistance coils which, when energized, generate heat to melt ice which may form along the leading edge of the wing. Control of deicer operation, whether pneumatic or electrical, is usually by the aircraft operator .
As stated, inner component 24 is preferably of rigid plastic material and more preferably, is constructed of such plastic reinforced by glass fibers.
This more preferred material, which is easily formed to selected contours by molding, manifests strength and durability in performance comparable to that of a metal leading edge. Inner component 24 is carefully formed to a preselected contour dictated by the required aero-dynamic shape of the structure of which it is to form part.
As seen urther in Fig. 2, deicer outer component 20 is of such area so as to cover ~ubstan-tially all of the outer surface 27 of inner component 24. This enables a good bond to be formed along the inner surface 25 of deicer 20 and outer surface 27 of component 24 during mold forming of the composite 14-Also, as seen in Fig. 2, the marginal areas 23 o~
component 24 are not covered by deicer 20 and are formed slightly thicker than remaining areas so as to receive fasteners 16 securing the composite 14 to the main body 12 of the wing. It is also understood that composite 14 may be secured to the wing body 12 by means other than fasteners, such as, for example, by - - ~
suitable adhesives.
In Fig. 3, an alternate design is shown wherein composite 14' secured to wing body 12' ~y fasteners 16' comprises a flexible rubber outer compon~
ent 20' and an inner rigid plastic component 24'. The difference between composite 14' and composite 14 as shown in Fig. 2 is that outer component 20' of compos-ite 14' is a simple rubber sheet member which does not function as a deicer. Thus, in this case rubber com-ponent 20' functions solely as a protective coveringfor the leading ~dge area of the aircraft. These protective coverings or "erosion shoes" are often used rather than deicer blankets where ice ormation is not an expected occurrence.
In both Figs.2 and 3, it is noted that the ~ composites are applied to a wing structure which is - foreshortened at what is typically its leading edg~
section such that the inner components 24 (Fiy. 2) or 24' (Fig. 3) become th force load carrying or aero-dynamic force transmitting members. It is understood, however, that composites according to the present invention may be applied in glove-like fashion over wing sections which have not been foreshortened where a leading edge portion of the wing remains integral with the wing body. This alternate ~orm has the advantage that the force carrying and transmitting function of the rigid component of the composite is complemented by the wing proper through presence of the integral leading edge of the wing.
Figsr4 and 5 illustrate another preferred environment where the present invention is applicable.
Fig. 4 shows an aircraft 30 wherein the nose area 32 thereof is constructed in accordance with the present invention. Sensitive equipment such as radar equipment is often mounted within these nose portions and such nose portions commonly feature eroslon shoes or blankets.
As seen in Fig. 5, nose portion 32 of plane 30 is a removable composite comprising an inner rigid component 44 and an outer flexible component 40 shown in the form of an erosion shoe.
Erosion shoe 40 of composite 32 forming the ; nose portion of aircraft 30 is also composed of 1exible reinforced or unreinforced rubber or rubberlike material.
Inner rigid component 44 is preferably rigid plastic, and also, more preerably, fiber reinforced plastic as 10 is the inner components 24 and 24' of leading edge composites 14 or 14'. As in the embodiments previously described~ inner component is carefully formed to a preselected contour in a mold along with the erosion shoe sheet to achieve strong and uniform bonding 15 between the inner surface 45 of the erosion shoe component 40 and the outer surface 47 of inner compon-ent 44.
From the foregoing, it is evident that this invention has application to other aircraft sections 20 where rubber covered leading edges are used. Thus, for example, these removable leading edge composites could be used as the leading edges of tail wings, tails, propellers or rotor blades in rotary winy type aircraft.
As previously indicated, leading edge com-posites constructed in accordance with the present invention are readily molded composites. Typica]ly these composites can be mold formed by placing within a mold cavity of required pre elected aerodynamic contour the two component materials in uncured, partially cured 30 or cured states. Specifically, a suitable sized layer or layers of rubber can be placed against the female portion of the mold, against which rubber layer is placed the fiber reinforced plastic layer in a par-tially cured state. A male mold member, or preferably 35 conventional bagging techniques, can then form the composite by pressure against the female mold member, while heat introduced into the mold cures the composite within the aerodynamically contoured cavity between the mold members. Mold forming these composites in this manner has been found to provide a leading edge with well-bonded components wherein the outer rubber component is substantially smooth and wrinkle~free.
This latter characteristic is believed due to phenomena occurring during the molding operation, where surface irregularities appear adsorbed along the interface between ~he inne~ surface of the outer flexible component and the outer surface o~ the inner rigid component.
From the foregoing specification which describes the invention in several preferred embodiments, it is evident that departures from and modifications to these embodiments can be made within the scope of the invention, which scope is to be measured by the following claims.
BACKGROUND
The invention relates to leading edges of aircraft sections and particularly to such leading edges which include rubber coverings such as deicer or erosion shoes or boots.
Certain sections of today's aircraft employ rubber sheet-like components along portions of their leading edges, such as deicer or erosion "shoes". These rubber components, also sometimes referred to as "boots" or "blankets", are often attached along leading edges o aircraft sections through use of a suitable adhesive or cement disposed between the outer,surface o~ the section leading edge portion and the inner surface of the rubber component. Actual application of the rubber component to the leading edge portion is sometimes performed in the field or may be done in the factory of the rubber component manufacturer who is furnished all or a portion of an appropriate aircraft section structure in order to apply the component.
Because selected sections of aircraft such as airfoils or nose sections, are critically contoured metal structures, great care must be exercised to assure that the aontour of the leading edges of such sections remain aerodynamically suitable during applica~
tion of the rubber component and that the adhesion between the leading edge surface and the rubber is of such uniformity and strength that the rubber component will remain secure during service conditions. Alsol care must be exercised to assure that the outer surface .
of the applied rubber component remains as smooth as possible for aerodynamic reasons.
Despite extreme care taken in applying these rubber components to leading edges, it is common to find that aircraft sections have irregular or non-smooth rubber component surfaces at their Ieading edges. Also, it is possible that the rubber component can be destroyed or lost during service due to in-sufficient adhesion. Furthermore, it has bee~ found that when replacement of rubber components is necessary, this operation is d7fficult and inefficient.
SUMM~RY
This invention provides a removable leading edge portion for a selected section of an aircraft which leading edge portion is a molded non-metallic composi~e member consisting of an inner rigid component and an outer sheet like flexible elastomeric compon~nt.
The composite is shaped and formed in a mold with the rigid component orming to substantially the leading edge contour and the elastomeric component mold bonding to the outer surface of the inner component and conforming to the proper aerodynamic contour. The outer surface of the outer rubber component forms substantially free of surface irregularities or wrinkles due to the fact that substantially all irregulaxities of the elastomeric component occur along the interface of its inner surface and the rigid component outer surface. These molded composites are readily installed to function as the Leading edge of a selected aircraft section, are easily replaceable, provide a substantially wrinkle-free outer elastomeric surace for the leading edge, and provide an elastomeric shoe or ~oot which is uniformly and strongly bonded because of its being ormed simultaneously with the inner component in an appropriate mold. The molded composite~as applied to an aircraft~section, provides a desired aerodynamic surface and an aerodynamic force load carrying me~ber or aerodynamic force transmitting member according to the composite design and manner of attachment.
THE DRAWINGS
In the drawings of this speciication, the invention is illustrated with respect to several pre-sently preferred embodiments wherein . ~
:
Fig. 1 is a perspective view of a portion of an aircra~t wing structure;
Fig. 2 is a cross-section o the wing structure of Fig. 1 taken along lines 2 - 2 of Fig. l;
Fig. 3 is a cross-sectional view similar to Fig. 2 of a wing structure illustrating a modification;
Fig. 4 is a perspective view of a portion of an aircraft; and Fig. 5 is a cross-sectional view of the nose structure o~ the aircraft shown in Fig. 4, taken along lines 5 - 5 of Fig. 4~
DESCRIPTION
In Fig. 1 of the drawings, an aircraft wing is generally referenced 10, which wing comprises a principal or main body portion 12 and a leading edge portion 14. The leading edge portion 14 is illustrated as removably secured to the wing main portion 12 by a series of spaced fasteners 16. Although not shown, the removable leading edge portion 14 is understood to extend con~inuously to the wing tip ~also not shown).
The construction of this leading edge portion is in accordance with a presently preferred embodiment of the present invention shown in more detail in Fig~ 2, ox, alternatively, in Fig. 3.
In Fig. 2, removable leading edge portion 14 is shown as a ~tructural composike comprising an outer ~lexible sheetlike component 20 and an inner rigid component 24. Outer component 20 is preferably composed of flexible reinforced or unreinorced rubber, or xubbexlike material. Innex component 24 is pre~exably composed of rigid nonmetallic material such as plastic.
The outer and inner components are mold bonded to each other (i.e. are united in a mold used to form the composite to the leading edge contour).
The rubber outex component 20 as shown in Fig. 2 and in accordance with a preferred embodiment is a deicer shoe or blanket. As such, component 20 includes a plurality of chambers 22 adapted to receive fluid, such as air, from a 1uid source (not shown~.
Upon receipt of air into chambers 22, portions of the outer surface 26 of flexible component 20 expand or bulge such as to break up ice which may form along the leading edge portion of the wing. Deicers such as just described are generally known a~ pneumatic deicers. It is understood that deicer component 20 could also be an electrical type deicer wherein a rubber blanket or shoe is provided with embedded resistance coils which, when energized, generate heat to melt ice which may form along the leading edge of the wing. Control of deicer operation, whether pneumatic or electrical, is usually by the aircraft operator .
As stated, inner component 24 is preferably of rigid plastic material and more preferably, is constructed of such plastic reinforced by glass fibers.
This more preferred material, which is easily formed to selected contours by molding, manifests strength and durability in performance comparable to that of a metal leading edge. Inner component 24 is carefully formed to a preselected contour dictated by the required aero-dynamic shape of the structure of which it is to form part.
As seen urther in Fig. 2, deicer outer component 20 is of such area so as to cover ~ubstan-tially all of the outer surface 27 of inner component 24. This enables a good bond to be formed along the inner surface 25 of deicer 20 and outer surface 27 of component 24 during mold forming of the composite 14-Also, as seen in Fig. 2, the marginal areas 23 o~
component 24 are not covered by deicer 20 and are formed slightly thicker than remaining areas so as to receive fasteners 16 securing the composite 14 to the main body 12 of the wing. It is also understood that composite 14 may be secured to the wing body 12 by means other than fasteners, such as, for example, by - - ~
suitable adhesives.
In Fig. 3, an alternate design is shown wherein composite 14' secured to wing body 12' ~y fasteners 16' comprises a flexible rubber outer compon~
ent 20' and an inner rigid plastic component 24'. The difference between composite 14' and composite 14 as shown in Fig. 2 is that outer component 20' of compos-ite 14' is a simple rubber sheet member which does not function as a deicer. Thus, in this case rubber com-ponent 20' functions solely as a protective coveringfor the leading ~dge area of the aircraft. These protective coverings or "erosion shoes" are often used rather than deicer blankets where ice ormation is not an expected occurrence.
In both Figs.2 and 3, it is noted that the ~ composites are applied to a wing structure which is - foreshortened at what is typically its leading edg~
section such that the inner components 24 (Fiy. 2) or 24' (Fig. 3) become th force load carrying or aero-dynamic force transmitting members. It is understood, however, that composites according to the present invention may be applied in glove-like fashion over wing sections which have not been foreshortened where a leading edge portion of the wing remains integral with the wing body. This alternate ~orm has the advantage that the force carrying and transmitting function of the rigid component of the composite is complemented by the wing proper through presence of the integral leading edge of the wing.
Figsr4 and 5 illustrate another preferred environment where the present invention is applicable.
Fig. 4 shows an aircraft 30 wherein the nose area 32 thereof is constructed in accordance with the present invention. Sensitive equipment such as radar equipment is often mounted within these nose portions and such nose portions commonly feature eroslon shoes or blankets.
As seen in Fig. 5, nose portion 32 of plane 30 is a removable composite comprising an inner rigid component 44 and an outer flexible component 40 shown in the form of an erosion shoe.
Erosion shoe 40 of composite 32 forming the ; nose portion of aircraft 30 is also composed of 1exible reinforced or unreinforced rubber or rubberlike material.
Inner rigid component 44 is preferably rigid plastic, and also, more preerably, fiber reinforced plastic as 10 is the inner components 24 and 24' of leading edge composites 14 or 14'. As in the embodiments previously described~ inner component is carefully formed to a preselected contour in a mold along with the erosion shoe sheet to achieve strong and uniform bonding 15 between the inner surface 45 of the erosion shoe component 40 and the outer surface 47 of inner compon-ent 44.
From the foregoing, it is evident that this invention has application to other aircraft sections 20 where rubber covered leading edges are used. Thus, for example, these removable leading edge composites could be used as the leading edges of tail wings, tails, propellers or rotor blades in rotary winy type aircraft.
As previously indicated, leading edge com-posites constructed in accordance with the present invention are readily molded composites. Typica]ly these composites can be mold formed by placing within a mold cavity of required pre elected aerodynamic contour the two component materials in uncured, partially cured 30 or cured states. Specifically, a suitable sized layer or layers of rubber can be placed against the female portion of the mold, against which rubber layer is placed the fiber reinforced plastic layer in a par-tially cured state. A male mold member, or preferably 35 conventional bagging techniques, can then form the composite by pressure against the female mold member, while heat introduced into the mold cures the composite within the aerodynamically contoured cavity between the mold members. Mold forming these composites in this manner has been found to provide a leading edge with well-bonded components wherein the outer rubber component is substantially smooth and wrinkle~free.
This latter characteristic is believed due to phenomena occurring during the molding operation, where surface irregularities appear adsorbed along the interface between ~he inne~ surface of the outer flexible component and the outer surface o~ the inner rigid component.
From the foregoing specification which describes the invention in several preferred embodiments, it is evident that departures from and modifications to these embodiments can be made within the scope of the invention, which scope is to be measured by the following claims.
Claims (8)
1. For use on a selected section of an aircraft, a removable leading edge portion having a predeter-mined aerodynamic contour and consisting essentially of a mold-formed, non-metallic composite consisting essentially of:
(A) an inner, rigid component consisting essentially of plastic having an outer surface con-forming substantially to said contour, and (B) an outer, flexible, sheet-like elasto-meric component having (1) an inner surface mold bonded to the outer surface of said inner component, and (2) a smooth outer surface conforming to said contour.
(A) an inner, rigid component consisting essentially of plastic having an outer surface con-forming substantially to said contour, and (B) an outer, flexible, sheet-like elasto-meric component having (1) an inner surface mold bonded to the outer surface of said inner component, and (2) a smooth outer surface conforming to said contour.
2. The invention defined in claim 1, wherein said outer component is a deicer shoe.
3. The invention defined in claim 1, wherein said outer component is an erosion shoe.
4. The invention defined in claim 1, wherein said plastic is reinforced with fibers.
5. The invention defined in claim 4, wherein said outer component is an erosion shoe.
6. The invention defined in claim 4, wherein said outer component is a deicer shoe.
7. The invention defined in claim 1, wherein said outer component is a deicer shoe of continuous cross-section.
8. The invention defined in claim 4, wherein said outer component is a deicer shoe of continuous cross-section.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US8159779A | 1979-10-03 | 1979-10-03 | |
| US081,597 | 1979-10-03 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1161014A true CA1161014A (en) | 1984-01-24 |
Family
ID=22165149
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000359080A Expired CA1161014A (en) | 1979-10-03 | 1980-08-27 | Composite leading edge for aircraft |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP0036875A4 (en) |
| JP (1) | JPS5657598A (en) |
| BR (1) | BR8008855A (en) |
| CA (1) | CA1161014A (en) |
| ES (1) | ES262183Y (en) |
| IT (1) | IT1132967B (en) |
| WO (1) | WO1981000993A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5288355A (en) * | 1989-11-06 | 1994-02-22 | The B.F. Goodrich Company | Structural airfoil having integral expulsive system |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB8821741D0 (en) * | 1988-09-14 | 1989-09-13 | British Aerospace | Radomes |
| US5449134A (en) * | 1993-09-24 | 1995-09-12 | The B. F. Goodrich Company | Apparatus and method for providing a pneumatic de-icer with a replaceable environment resistant surface |
| US6662715B2 (en) * | 2000-07-21 | 2003-12-16 | Aida Engineering Co., Ltd. | Slider link press |
| JP3709485B1 (en) * | 2004-10-08 | 2005-10-26 | 株式会社昭和 | Lining structure |
| US8043065B2 (en) * | 2009-05-01 | 2011-10-25 | General Electric Company | Wind turbine blade with prefabricated leading edge segments |
| WO2014081355A1 (en) * | 2012-11-20 | 2014-05-30 | Saab Ab | An erosion protection strip for a leading edge of an airfoil article |
| CN103318419B (en) * | 2013-05-20 | 2016-01-20 | 西安电子工程研究所 | Airborne electronic equipment pod body and radome muff-coupling sealing structure |
| DK3475559T3 (en) * | 2016-06-24 | 2022-09-26 | Lm Wind Power As | WINDMILL BLADE AND PROCEDURE FOR MANUFACTURING A WINDMILL BLADE |
| US10273012B2 (en) * | 2016-09-08 | 2019-04-30 | Ge Aviation Systems Llc | Deicing module for an aircraft and method for deicing |
| US11220998B2 (en) | 2017-03-21 | 2022-01-11 | Vestas Wind Systems A/S | Wind turbine blade, wind turbine rotor, and wind turbine power generating apparatus |
| GB2573286B (en) * | 2018-04-27 | 2020-10-14 | Airbus Operations Ltd | Winglet |
| US12313031B2 (en) | 2018-12-21 | 2025-05-27 | Lm Wind Power Us Technology Aps | Wind turbine blade and method of manufacturing a wind turbine blade |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2393635A (en) * | 1942-04-17 | 1946-01-29 | Robert H Wendt | Ice removing device for aircraft |
| US2762897A (en) * | 1951-06-28 | 1956-09-11 | Lockheed Aircraft Corp | De-icing means for aircraft and the like |
| US2956281A (en) * | 1954-09-08 | 1960-10-11 | Edward B Mcmillan | Dielectric walls for transmission of electromagnetic radiation |
| US3085925A (en) * | 1957-02-20 | 1963-04-16 | Konenklijke Nl Vliegtuigenfabr | Method of forming an aircraft part having a pliable deicer boot thereon |
| FR2354242A1 (en) * | 1976-06-11 | 1978-01-06 | Paulstra Sa | IMPROVEMENTS MADE TO RANGING SURFACES, MORE SPECIFICALLY TO HELICOPTER BLADES, EQUIPPED WITH DEFROSTING MEANS |
-
1980
- 1980-08-25 WO PCT/US1980/001095 patent/WO1981000993A1/en not_active Ceased
- 1980-08-25 BR BR8008855A patent/BR8008855A/en unknown
- 1980-08-27 CA CA000359080A patent/CA1161014A/en not_active Expired
- 1980-09-18 IT IT24753/80A patent/IT1132967B/en active
- 1980-10-02 JP JP13681780A patent/JPS5657598A/en active Pending
- 1980-10-03 ES ES1980262183U patent/ES262183Y/en not_active Expired
-
1981
- 1981-04-21 EP EP19800901913 patent/EP0036875A4/en not_active Withdrawn
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5288355A (en) * | 1989-11-06 | 1994-02-22 | The B.F. Goodrich Company | Structural airfoil having integral expulsive system |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5657598A (en) | 1981-05-20 |
| IT8024753A0 (en) | 1980-09-18 |
| IT1132967B (en) | 1986-07-09 |
| WO1981000993A1 (en) | 1981-04-16 |
| ES262183Y (en) | 1982-12-16 |
| ES262183U (en) | 1982-06-01 |
| BR8008855A (en) | 1981-09-01 |
| EP0036875A4 (en) | 1982-07-12 |
| EP0036875A1 (en) | 1981-10-07 |
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