Spatially staggered emergency support column system

Abstract

A spatially staggered emergency strut system is disclosed. A strut system for a wing of an aircraft includes a strut member extending from the wing and a first emergency strut assembly associated with the wing. The first emergency strut assembly includes a first emergency strut and a second emergency strut, a first end of the first emergency strut connected to the strut member, a first end of the second emergency strut connected to the strut member, wherein second ends of the first emergency strut and the second emergency strut are each connected to the wing spaced apart from each other in a direction of a chord.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a strut member for a wing of an aircraft, and more particularly to a strut member including an emergency strut support. BACKGROUND

[0002] Wings of aircraft having strut member supports provide aircraft weight and drag advantages compared to wings not having strut member supports. Strut members reduce the bending moment at the wing root where the wing is attached to the fuselage. Strut member instances including strut members connected to the fuselage of an aircraft and to the bottom of the wing typically experience tensile loads in the case of an aircraft in flight, and compressive loads in the case of an aircraft on the ground. This is the most common configuration because interference drag at the strut-wing connection is less severe on the lower surface of the wing compared to the upper surface of the wing. In instances of load conditions of an aircraft certified by the Federal Aviation Administration ("FAA") including meeting the -1.0g pushover flight condition of the aircraft, in which instances the strut is connected to the lower surface of the wing. The 1.0g pushover condition places the strut member in compression where the strut is connected to the lower surface of the wing. In compressive loads, to increase the buckling load capacity of the strut member without increasing the cross section of the strut member, it is advantageous to use one or more emergency struts on each side of the aircraft to break up the buckling length of the strut member into smaller segments along the length of the strut member. By segmenting the strut member length using emergency struts fastened along the length of the strut member and substantially normal to the axis of the strut member and substantially aligned, the emergency struts provide support to the strut member in the bending plane associated with the weaker moment of inertia and enhance the buckling load capacity of the strut member according to the Euler column formula.

[0003] The aircraft is designed to overcome so-called discrete-source failure events. One type of discrete-source failure event is engine rotor rupture. In the event of engine rotor rupture, the aircraft engine rotor breaks into multiple fragments and exits the engine casing at high speed. In the analysis of engine rotor rupture events, the analyst has assumed that the fragments from the event possess infinite energy, and that the size and shape of the fragments are assumed to be the size and shape of one-third of the rotor segment. The exit path of the fragments from the engine is assumed to be within 360° in any direction within the plane surrounding and located on the rotating rotor of the engine. In the top-down view of the aircraft, the analyst assumes that the fragments originating from the engine rotor will travel within the boundaries of a plane inclined at five degrees (5°) on either side of a plane extending perpendicular to the axis of the rotating rotor. Furthermore, the width of the fragments can vary based on the specific aircraft engine used. The analyst has chosen widths ranging from a few inches to a foot or more. In the event of an engine rotor explosion, it is necessary to maintain the substantial energy capability of the aircraft's structural components (e.g., emergency struts, which provide the necessary support for strut members, and consequently for the wings).

[0004] Therefore, there is a need for an emergency strut design that contributes to the safe operation of the aircraft and maintains the buckling load drag required for the strut members in the event of an engine rotor explosion. Furthermore, there is a need for an emergency strut design that optimizes the aircraft's emergency strut performance in the event of a bird strike. Summary of the Invention

[0005] One example includes a strut system for an aircraft wing, the strut system comprising a strut member extending from the wing and a first emergency strut assembly associated with the wing. The first emergency strut assembly includes a first emergency strut and a second emergency strut, the first emergency strut having a first end connected to the strut member, and the second emergency strut having a first end connected to the strut member, wherein the second ends of the first emergency strut and the second emergency strut are both spaced apart from each other in a chordal direction and connected to the wing.

[0006] Another example includes a method for mounting a strut system for an aircraft wing, the method comprising: securing strut members to the aircraft wing and the aircraft fuselage, and connecting a first emergency strut assembly to the wing and the strut member. The method further comprises: connecting a first end of the first emergency strut to the strut member; connecting a first end of a second emergency strut to the strut member; and connecting second ends of the first emergency strut and the second end of the second emergency strut, spaced apart from each other in a chordal direction, to the wing.

[0007] The features, functions and advantages discussed may be implemented independently in various embodiments or in combination in other embodiments, as can be seen in further detail with reference to the following description and figures. Attached Figure Description

[0008] Figure 1 This is a partial frontal view of a turboprop aircraft whose wings are supported by strut members and emergency struts, which is a conventional technology.

[0009] Figure 2 From Figure 1 A perspective view taken from below the wing;

[0010] Figure 3 This is a perspective view taken from below the wing of a turboprop aircraft, showing a first instance of the first emergency strut assembly (inner wing) and a first instance of the second emergency strut assembly (outer wing) of this disclosure;

[0011] Figure 4 yes Figure 3 A schematic diagram of the top plan of the wing of a turboprop aircraft, showing a first instance of the first emergency strut assembly and a first instance of the second emergency strut assembly connected to the wing.

[0012] Figure 5A It is along Figure 4 Cross-sectional view of line 5A-5A;

[0013] Figure 5B It is along Figure 4 A cross-sectional view of line 5B-5B;

[0014] Figure 6 This is a perspective view taken from below the wing of a turboprop aircraft, showing a second instance of the first emergency strut assembly (inner wing) and a second instance of the second emergency strut assembly (outer wing) of this disclosure;

[0015] Figure 7 yes Figure 6 A schematic diagram of the top plan of the wing of a turboprop aircraft, showing a second instance of the first emergency strut assembly and a second instance of the second emergency strut assembly connected to the wing;

[0016] Figure 8A It is along Figure 7 Cross-sectional view of line 8A-8A;

[0017] Figure 8B It is along Figure 7 The cross-sectional view of line 8B-8B; and

[0018] Figure 9 This is a flowchart of a method for installing a strut system for the wings of an aircraft. Detailed Implementation

[0019] Compared to wings without strut support members, wings of aircraft with strut support members offer an operational weight advantage. The strut member significantly reduces the bending moment at the wing root where the wing is attached to the fuselage. During aircraft operation, the strut member typically experiences tensile loads, while when the aircraft is on the ground, it experiences compressive loads. In examples of load conditions for aircraft certified by the Federal Aviation Administration (“FAA”) (including satisfying the aircraft’s -1.0g pushover flight condition), where the strut member is attached to the lower surface of the wing, the 1.0g pushover condition places the strut member attached to the lower surface of the wing in a compressed state. Under compressive loads, to increase the buckling load capacity of the strut member without increasing its cross-sectional area, it is advantageous to use one or more emergency struts on each side of the aircraft to break down the buckling length of the strut member into smaller segments along its length. The emergency support is positioned to be fastened along the length of the support member and substantially orthogonal to and aligned with the axis of the support member, such that the emergency support provides support to the support member in a bending plane associated with a weaker moment of inertia and enhances the buckling load capacity of the support member according to the Euler column formula, as previously mentioned.

[0020] The aircraft is designed to overcome so-called discrete-source damage events. One type of discrete-source damage event is the so-called engine rotor burst. In an engine rotor burst event, the analyst's findings have determined that the engine rotor breaks into multiple fragments and leaves the engine casing at very high speeds. In the analysis of an engine rotor burst event, for this analysis, the analyst has assumed that the rotor fragments have infinite energy, and the size and shape of the rotor fragments, as well as one or more fragments, are assumed to be the size and shape of one-third segments of the rotor. The fragments will follow an exit path located anywhere within approximately 360° of the rotating rotor, which is the plane of the rotating rotor, and the fragments will travel within the boundaries of a plane inclined at five degrees (5°) on either side of the plane extending perpendicular to the axis of the rotating rotor. The width of the rotor varies relative to the engine in use; however, in many cases, the analyst is comfortable approximating the rotor width to a few inches up to approximately twelve (12.0) inches, however, this width can vary in size depending on the engine design and the corresponding rotor design.

[0021] As a result of the analyst's findings and assumptions, the path of the fragmented portion of the engine rotor is a consideration in the performance capability of maintaining emergency strut support for the wing in the event of an engine rotor rupture. This disclosure addresses a means for positioning the emergency struts to optimize the operational wing support in the event of an engine rotor rupture, based on the analyst's findings and assumptions made regarding such an event. Furthermore, this disclosure addresses a means for positioning the emergency struts to optimize the operational wing support in the event of a bird strike, wherein the analyst has included the spacing or pitch of the emergency struts to include intervals of several inches to at least twelve inches (12") along the wingspan of the aircraft wing.

[0022] like Figure 1 and 2 As shown, a prior art strut system 10 for the wing 12 of an aircraft 14 having a turboprop engine 16 is illustrated. In the strut system 10, strut members 18 are fixed to the wing 12 and extend and connect to the fuselage 15 of the aircraft 14, thereby providing tensile load support during normal operation of the aircraft 14 and compressive load support when the aircraft 14 is on the ground. Emergency struts 20 and 22 are connected to the strut member 18 and the wing 12, thereby providing improved buckling load support for the strut member 18. However, in the case of positioning emergency struts 20 and 22, emergency struts 20 and 22 are susceptible to engine rotor rupture events, in which debris travels in aligned directions along the spanwise direction 56 of the emergency struts 20 and 22, such as... Figure 2 As shown, this could potentially result in severe damage to both emergency struts 20 and 22 by a single fragment and eliminate the support provided by emergency struts 20 and 22. Furthermore, by arranging emergency struts 20 and 22, a single bird strike to each of emergency struts 20 and 22 could result in a loss of acceptable buckling load support for strut member 18.

[0023] refer to Figures 3-5A The diagram shows a strut system 24 for the wing 12 of the aircraft 14, wherein the strut system 24 includes strut members 26 extending from the wing 12. Figure 5A As shown, a first example of a first emergency strut assembly 28 associated with the wing 12 includes a first emergency strut 30 having a first end 32 connected to the strut member 26, and includes a second emergency strut 34 having a first end 36 connected to the strut member 26. Figure 3 As shown, a first instance of the first emergency strut assembly 28 is positioned inside the wing 12 relative to a first instance of the second emergency strut assembly 62, wherein each emergency strut assembly has a similar arrangement and positioning of emergency struts.

[0024] A first example of the first emergency support assembly 28 also includes a second end 38 of the first emergency support 30 and a second end 40 of the second emergency support 34, wherein, as Figure 4 As shown, each of the second end 38 and the second end 40 is connected to the wing 12 and is spaced "S" apart from each other in the direction of the chord 42. Figures 6-8A A second example of the first emergency support assembly 28' of the support system 24 is shown, and a second positioning arrangement of the emergency support having a different positioning arrangement from that of the first example of the first emergency support assembly 28 will be discussed herein.

[0025] Referring to a first instance of a support system 24 having a first emergency support component 28, such as Figures 3-5A As shown, the second end 38 of the first emergency strut 30 and the second end 40 of the second emergency strut 34 are both connected to the wing 12 and positioned such that the second end 38 of the first emergency strut 30 and the second end 40 of the second emergency strut 34 are positioned on the first chord 44. In this example, the second end 38 of the first emergency strut 30 and the second end 40 of the second emergency strut 34 are connected to the skin 46 and the spars 48 of the wing 12. Similarly, the second end 49 of the strut member 26 is connected to the skin 46 and the spars 48. Various known connection arrangements can be used to connect the emergency struts and strut members to the wing using various combinations of connections selected from the skin, spars, and rib structures of the wing 12. In this example, the first end (not shown) of the strut member 26 is connected to the fuselage of the aircraft 14, and as described above, the second end 49 is connected to the wing 12.

[0026] In this example, the second end 38 of the first emergency support 30 is positioned in the forward position "F" and is separated from the second end 40 of the second emergency support 34. Further, in this example, the second end 40 of the second emergency support 34 is positioned in the rear position "A" and is separated from the second end 38 of the first emergency support 30.

[0027] like Figure 4As shown, the second end 38 of the first emergency support 30, and in this example, the cross-sectional area 50 of the length of the first emergency support 30 is greater than the cross-sectional area 52 of the second emergency support 34. The more robust construction of the first emergency support 30 provides resistance to bird strikes, making the first emergency support 30, positioned in the forward position "F," more likely to encounter such bird strikes compared to the second emergency support 34 positioned in the rear position "A" behind the first emergency support 30 and aligned with the first chord 44. The more robust construction of the first emergency support 30 also provides a barrier against bird strikes for the rearward second emergency support 34. Furthermore, in the case where the first emergency support 30 is in the forward position "F" relative to the second emergency support 34 and aligned along the first chord 44, in this example, the first emergency support 30 is provided with... Figure 4 The airfoil configuration 54 shown is intended to reduce drag on the aircraft 14 during flight operations. In other instances, both the first emergency strut 30 and the second emergency strut 34 may be provided with the desired airfoil configuration.

[0028] Referring further to a first example of the first emergency support assembly 28 of the support system 24, wherein the second end 38 of the first emergency support 30 and the second end 40 of the second emergency support 34 are positioned on the first chord 44, as shown below. Figure 4 and Figure 5A As shown, the first end 32 of the first emergency support 30 and the first end 36 of the second emergency support 34 are spaced apart from each other by a first distance D1 in the direction of the chord 42, as... Figure 5A As shown. The second end 38 of the first emergency support 30 and the second end 40 of the second emergency support 34 are spaced apart from each other by "S" (second distance D2) in the direction of the chord 42, as... Figure 4 As shown in the diagram. Each of the first distance D1 and the second distance D2 is equal to or greater than the width dimension of the rotor (not shown) of the engine (not shown) of the aircraft 14, thereby limiting any significant destructive direct impact from debris on either the first emergency support 30 or the second emergency support 34 in the event of an engine rotor rupture, and avoiding destructive direct impacts on both the first emergency support 30 and the second emergency support 34. Through this positioning arrangement of the first emergency support 30 and the second emergency support 34, provided that the structural design of each of the first emergency support 30 and the second emergency support 34 incorporates appropriate safety structural design capabilities, the desired function of the aircraft 14 can be maintained in the event of an engine rotor rupture by retaining at least one of the first emergency support 30 and the second emergency support 34. Therefore, the desired operation of the aircraft 14 can be maintained even if either the first emergency support 30 or the second emergency support 34 is lost. Figure 5AIn the example of the emergency support pillars shown, the first emergency support pillar 30 and the second emergency support pillar 34 are shown to be in a non-parallel relationship to each other; in other examples, the first emergency support pillar 30 and the second emergency support pillar 34 may be positioned parallel to each other.

[0029] Refer to pillar system 24, such as Figures 6-8A As shown, a second example of the first emergency strut assembly 28' is illustrated, located on the wing 12 inside the second example of the second emergency strut assembly 62'. The second example of the first emergency strut assembly 28' includes one of the second end 38' of the first emergency strut 30' or the second end 40' of the second emergency strut 34' positioned on the first chord 44'. In this example, as... Figure 6 and 7 As shown, the second end 38' of the first emergency strut 30' is positioned on the first chord 44'. The other of the second end 38' of the first emergency strut 30' or the second end 40' of the second emergency strut 34' is spaced apart from the first chord 44' along the wing 12 in the wingspan direction 56. Figure 7 As shown, in this example, the second end 40' of the first emergency strut 30' is spaced "S1" from the first chord 44' along the wingspan direction 56 of the wing 12. This spaced "S1" is a distance sufficient to separate the second end 38' and the first emergency strut 30' from the second end 40' and the second emergency strut 34' along the wingspan direction 56, thereby reducing the vulnerability of both the first emergency strut 30' and the second emergency strut 34' of the second instance of the first emergency strut assembly 28' to severe direct impact damage from a single bird strike. Therefore, the design spacing of "S1" includes a sufficient distance between the first emergency strut 30' and the second emergency strut 34', as previously mentioned by the analyst, which will reduce the vulnerability of both the first emergency strut 30' and the second emergency strut 34' to failure due to a direct bird strike. As long as sufficient design capability is provided for each of the first emergency pillar 30' and the second emergency pillar 34', the desired operation of the aircraft 14 will be maintained, wherein the loss of one emergency pillar will still provide sufficient operational support by utilizing the remaining emergency pillars in the second instance of the first emergency pillar assembly 28'.

[0030] The second end 38' of the first emergency support 30', and in this example, the first emergency support 30' is positioned in a forward position "F" and separated from the second end 40' and the second emergency support 34'. The second end 40' of the second emergency support 34', and in this example, the second emergency support 34' is positioned in a rearward position "A" and separated from the first emergency support 30'. Wherein, when one of the second end 38' of the first emergency support 30' or the second end 40' of the second emergency support 34' is positioned on the first chord 44', and the other of the second end 38' of the first emergency support 30' or the second end 40' of the second emergency support 34' is spaced "S1" from the first chord 44' along the wingspan direction 56 of the wing 12, each of the first emergency support 30' and the second emergency support 34' has an airfoil configuration 58, 60, thereby providing less drag to the aircraft 14 during operation.

[0031] Further referring to a second example of the strut system 24 concerning the first emergency strut assembly 28', one of the second end 38' of the first emergency strut 30' or the second end 40' of the second emergency strut 34' is positioned on the first chord 44', wherein in this example, the second end 38' of the first emergency strut 30' is positioned on the first chord 44'. The other of the second end 38' of the first emergency strut 30' or the second end 40' of the second emergency strut 34' is spaced "S1" from the first chord 44' along the wingspan direction 56 of the wing 12, as previously described. In this example, the second end 40' of the second emergency strut 34' is spaced from the first chord 44'. Figure 8AAs shown, the first end 32' of the first emergency support 30' and the first end 36' of the second emergency support 34' are spaced apart from each other by a first distance D1' in the direction of chord 42, and the second end 38' of the first emergency support 30' and the second end 40' of the second emergency support 34' are spaced apart from each other by a second distance D2' in the direction of chord 42. Each of the first distance D1' and the second distance D2' is equal to or greater than the width dimension of the rotor (not shown) of the engine (not shown) of the aircraft 14, thereby limiting significant direct impact damage to either the first emergency support 30' or the second emergency support 34' caused by debris in the event of an engine rotor explosion, and avoiding direct impact damage to both the first emergency support 30' and the second emergency support 34' caused by such debris. By utilizing this positioning arrangement of the first emergency support 30' and the second emergency support 34', provided that the structural design of each of the first emergency support 30' and the second emergency support 34' incorporates appropriate safety structural design capabilities, the desired function of the aircraft 14 can be maintained in the event of an engine rotor explosion by retaining at least one of the first emergency support 30' and the second emergency support 34'. Therefore, the desired operation of the aircraft 14 can be maintained even if either the first emergency support 30' or the second emergency support 34' is lost. Figure 8A In this example of emergency support pillars, the first emergency support pillar 30' and the second emergency support pillar 34' are shown as not parallel to each other, while in other examples, the first emergency support pillar 30' and the second emergency support pillar 34' may be positioned parallel to each other.

[0032] like Figure 3 , Figure 4 and Figure 5B As shown, the strut system 24 also includes a first instance of a second emergency strut assembly 62 associated with the wing 12, which is positioned outward on the wing 12 relative to a first instance of the first emergency strut assembly 28. This document will discuss, as... Figure 6 , Figure 7 and Figure 8B The second instance of the second emergency strut assembly 62' shown is positioned on the outside of the wing 12 relative to the second instance of the first emergency strut assembly 28'.

[0033] like Figure 3 and Figure 5B As shown, a first example of the second emergency support assembly 62 includes a third emergency support 64 having a first end 66 and a fourth emergency support 68 having a first end 70 connected to the support member 26, which has a... Figure 5A The first instance of the first emergency support component 28 is positioned similarly. For example... Figure 4As shown, the second end 72 of the third emergency strut 64 and the second end 74 of the fourth emergency strut 68 are both connected to the wing 12, spaced "S" apart from each other in the direction of chord 42. As previously discussed, various known connection arrangements can be used to connect the emergency struts to the wing. Figure 3 As shown, the first chord 44 of the first emergency strut assembly 28 and the second chord 76 of the first instance of the second emergency strut assembly 62 are spaced apart from each other in the spanwise direction 56 of the wing 12. Figure 5B As shown, a first example of the second emergency strut assembly 62 includes a second end 72 of a third emergency strut 64 and a second end 74 of a fourth emergency strut 68 connected to the wing 12. In this example, as... Figure 3 As shown, the second end 72 of the third emergency support 64 and the second end 74 of the fourth emergency support 68 are positioned on the second chord 76. This positioning of the second ends 72, 74 is consistent with the first instance of the first emergency support assembly 28 (wherein, as shown in the image) Figure 4 As shown, the second ends 38 and 40 are positioned on the first chord 44 in a similar arrangement.

[0034] A first example of the second emergency support assembly 62 has a second end 72 of a third emergency support 64, and the third emergency support 64 is positioned in a forward position "F" relative to the second end 74 of a fourth emergency support 68. Further, in this example, the second end 74 of the fourth emergency support 68 is positioned in a rearward position "A" relative to the second end 72 of the third emergency support 64. When the second end 72 of the third emergency support 64 and the second end 74 of the fourth emergency support 68 are positioned on a second chord 76, as... Figure 4 As shown, in this example, the cross-sectional area 78 of the third emergency support 64 is larger than the cross-sectional area 80 of the fourth emergency support 68. The more robust construction of the third emergency support 64 provides resistance to bird strikes, making the third emergency support 64, positioned in the front position "F," more likely to be struck by birds than the fourth emergency support 68, which is positioned rearward at position "A" aligned with the second chord 76 and located behind it. The more robust construction of the third emergency support 64 also provides a barrier against bird strikes for the fourth emergency support 68 behind it.

[0035] When the second end 72 of the third emergency support 64 and the second end 74 of the fourth emergency support 68 are positioned on the second chord 76 and the third emergency support 64 and the fourth emergency support 68 are aligned along the second chord 76 (as shown in the example) Figure 3 As shown), the third emergency support 64 has a wing-shaped structure 82, such as... Figure 4 As shown. Figure 5BAs shown, in the case where the third emergency support 64 is in the forward position "F" relative to the fourth emergency support 68, in this example, the third emergency support 64 is provided with the following... Figure 4 The airfoil configuration 82 shown is designed to reduce drag on the aircraft 14 during flight operations. In other instances, the third emergency strut 64 and the fourth emergency strut 68 may also be provided with the desired airfoil configuration.

[0036] like Figure 5B As shown, with the second end 72 of the third emergency support 64 and the second end 74 of the fourth emergency support 68 positioned on the second chord 76, the first end 66 of the third emergency support 64 and the first end 70 of the fourth emergency support 68 are spaced apart from each other by a first distance D3 in the direction of the chord 42. The second end 72 of the third emergency support 64 and the second end 74 of the fourth emergency support 68 are spaced apart from each other by a second distance D4 in the direction of the chord 42. Each of the first distance D3 and the second distance D4 is equal to or greater than the width dimension of the rotor (not shown) of the engine (not shown) of the aircraft 14, thereby limiting any significant destructive direct impact of debris in an engine rotor explosion event on either the third emergency support 64 or the fourth emergency support 68, and avoiding destructive direct impacts on both the third emergency support 64 and the fourth emergency support 68. With this positioning arrangement of the third emergency support 64 and the fourth emergency support 68, provided that the structural design of each of the third emergency support 64 and the fourth emergency support 68 incorporates appropriate safety structural design capabilities, the desired function of the aircraft 14 can be maintained in the event of an engine rotor explosion by retaining at least one of the third emergency support 64 and the fourth emergency support 68. Therefore, even if one of the third emergency support 64 and the fourth emergency support 68 is lost, the desired operation of the aircraft 14 can be maintained. Figure 5B In the example of the emergency support pillars shown, the third emergency support pillar 64 and the fourth emergency support pillar 68 are shown as not parallel to each other; in other examples, the third emergency support pillar 64 and the fourth emergency support pillar 68 may be positioned as parallel to each other.

[0037] like Figure 6 and Figure 8B The second example of the second emergency support assembly 62' shown includes a third emergency support 64' having a first end 66' and a fourth emergency support 68' having a first end 70' connected to the support member 26, which has a... Figure 6 , Figure 7 and Figure 8A The second instance of the first emergency support component 28' has a similar construction. (As...) Figure 8B As shown, the second ends 72' of the third emergency support 64' and 74' of the fourth emergency support 68' are both connected to the wing 12 at intervals from each other in the direction of chord 42. In this example, as...Figure 6 As shown, the first chord 44' of the second instance of the first emergency strut assembly 28' and the second chord 76' of the second instance of the second emergency strut assembly 62' are spaced apart from each other in the wingspan direction of the wing 12. In this instance, as... Figure 7 and 8B As shown, one of the second end 72' of the third emergency strut 64' or the second end 74' of the fourth emergency strut 68' is positioned on the second chord 76'. In this example, the second end 72' of the third emergency strut 64' is positioned on the second chord 76'. The other of the second end 72' of the third emergency strut 64' or the second end 74' of the fourth emergency strut 68' is spaced apart from the second chord 76' along the wingspan direction 56 of the wing 12. Figure 7 As shown, the second end 74' of the fourth emergency strut 68' is spaced apart "S1" to include the second end 72' of the third emergency strut 64' and the spacing between the second end 74' and the fourth emergency strut 68' along the wingspan direction 56 of the wing 12. The spacing between the third emergency strut 64' and the fourth emergency strut 68' in the wingspan direction 56 reduces the vulnerability of the second instance of the second emergency strut assembly 62' to severe direct impact damage from a single bird strike. Therefore, the design spacing of “S1” includes sufficient spacing between the first emergency support 30’ and the second emergency support 34’ as suggested by the analyst, which will reduce the vulnerability of both the third emergency support 64’ and the fourth emergency support 68’ to failure in the event of a direct bird strike, and utilizes the sufficient design capability of each of the third emergency support 64’ and the fourth emergency support 68’ so that the loss of one emergency support will still result in the remaining emergency support in the third emergency support 64’ and the fourth emergency support 68’ using the remaining emergency support in the second instance of the second emergency support assembly 62’ to provide sufficient expected operational support for the aircraft 14.

[0038] In this example, the second end 72' of the third emergency strut 64' and the third emergency strut 64' are positioned forward in position "F" relative to the second end 74' and the fourth emergency strut 68'. And in this example, the second end 74' of the fourth emergency strut 68' and the fourth emergency strut 68' are positioned rearward in position "A" relative to the second end 72' and the third emergency strut 64'. With the third emergency strut 64' and the fourth emergency strut 68' spaced apart along the wingspan direction 56 of the wing 12, both the third emergency strut 64' and the fourth emergency strut 68' have airfoil configurations 84 and 86, respectively, as shown... Figure 7 As shown. Airfoil configurations 84 and 86 reduce the drag of aircraft 14 during flight operations.

[0039] In a second example of the second emergency support assembly 62', one of the second end 72' of the third emergency support 64' or the second end 74' of the fourth emergency support 68' is positioned on the second chord 76'. In this example, as... Figure 6 As shown, the second end 72' of the third emergency strut 64' is positioned on the second chord 76'. The other of the second end 72' of the third emergency strut 64' or the second end 74' of the fourth emergency strut 68' is spaced "S1" from the second chord 76' along the wingspan direction 56 of the wing 12. In this example, as... Figure 6 and Figure 7 As shown, the second end 74' of the fourth emergency strut 68' is spaced apart from the second chord 76' along the wingspan direction 56 of the wing 12. (Reference) Figure 8B The first end 66' of the third emergency support 64' and the first end 70' of the fourth emergency support 68' are spaced apart from each other by a first distance D3' in the direction of chord 42, and the second end 72' of the third emergency support 64' and the second end 74' of the fourth emergency support 68' are spaced apart from each other by a second distance D4' in the direction of chord 42. Each of the first distance D3' and the second distance D4' is equal to or greater than the width dimension of the rotor (not shown) of the engine (not shown) of the aircraft 14, thereby limiting any significant destructive direct impact of debris in an engine rotor explosion event on either the third emergency support 64' or the fourth emergency support 68', and avoiding destructive direct impacts on both the third emergency support 64' and the fourth emergency support 68'. By utilizing this positioning arrangement of the third emergency support 64' and the fourth emergency support 68', provided that the structural design of each of the third emergency support 64' and the fourth emergency support 68' incorporates appropriate safety structural design capabilities, the desired function of the aircraft 14 can be maintained in the event of an engine rotor explosion by retaining at least one of the third emergency support 64' and the fourth emergency support 68'. Therefore, the desired operation of the aircraft 14 can be maintained even if one of the third emergency support 64' or the fourth emergency support 68' is lost. Figure 8B In this example of the emergency support pillars shown, the third emergency support pillar 64' and the fourth emergency support pillar 68' are shown as not parallel to each other, while in other examples, the third emergency support pillar 64' and the fourth emergency support pillar 68' may be positioned as parallel to each other.

[0040] refer to Figure 9The diagram illustrates a method 88 for mounting a strut system 24 for the wing 12 of an aircraft 14. Method 88 includes the construction of a first instance of a first emergency strut assembly 28 and a second instance of a first emergency strut assembly 28', which are positioned inwards on the wing 12 relative to the first instance of a second emergency strut assembly 62 and the second instance of a second emergency strut assembly 62', respectively. The first instance of the first emergency strut assembly 28 and the second emergency strut assembly 62 has a similar emergency strut position arrangement to each other, and differs from the second instance of the first emergency strut assembly 28' and the second emergency strut assembly 62' having a similar emergency strut position arrangement to each other.

[0041] Method 88 includes steps 90 of securing strut member 26 to the wing 12 of aircraft 14 and securing strut member 26 to the fuselage 15 of aircraft 14. Method 88 is applicable to both a first instance of first emergency strut assembly 28 and a second instance of first emergency strut assembly 28', and to both a first instance of second emergency strut assembly 62 and a second instance of second emergency strut assembly 62'.

[0042] Method 88 includes step 92 of connecting the first emergency strut assemblies 28, 28' to the wing 12 and strut member 26 respectively, as follows: Figure 3 As shown in Figure 8, the system includes connecting the first ends 32, 32' of the first emergency struts 30, 30' to the strut member 26, connecting the first ends 36, 36' of the second emergency struts 34, 34' to the strut member 26, and connecting the first ends 38, 38' of the first emergency struts 30, 30' and the second ends 40, 40' of the second emergency struts 34, 34' to the wing 12 at intervals from each other in the direction of chord 42. Figure 5A and Figure 8A As shown.

[0043] like Figure 5A and Figure 8A As shown, method 88 further includes connecting the second ends 38, 38' of the first emergency struts 30, 30' and the second ends 40, 40' of the second emergency struts 34, 34' to the wing 12, respectively, spaced apart from each other at the wing 12, and positioned relative to each other in one of two locations. Figure 3 and Figure 4 As shown, one arrangement includes positioning the second end 38 of the first emergency support 30 and the second end 40 of the second emergency support 34 on the first chord 44. Figure 6 and Figure 7As shown, the second arrangement positioning includes one of the second end 38' of the first emergency strut 30' or the second end 40' of the second emergency strut 34' being positioned on the first chord 44', and the other of the second end 38' of the first emergency strut 30' or the second end 40' of the second emergency strut 34' being spaced apart from the first chord 44' along the wingspan direction 56 of the wing 12. In the earlier embodiment described above, the second end 38' of the first emergency strut 30' is positioned on the first chord 44', as... Figure 7 As shown.

[0044] As previously described, the second ends 38, 38' of the first emergency supports 30, 30' and the first emergency supports 30, 30' are positioned in the forward position "F" relative to the second ends 40, 40' of the second emergency supports 34, 34', and the second ends 40, 40' of the second emergency supports 34, 34' and the second emergency supports 34, 34' are positioned in the rear position "A" relative to the second ends 38, 38' of the first emergency supports 30, 30'.

[0045] like Figure 4 As shown in Figure 5, with the second end 38 of the first emergency support 30 and the second end 40 of the second emergency support 34 positioned on the first chord 44, the cross-sectional area 50 of the first emergency support 30 is larger than the cross-sectional area 52 of the second emergency support 34. The first emergency support 30 has an airfoil structure 54, as shown in Figure 5. Figure 4 As shown; the first end 32 of the first emergency support 30 and the first end 36 of the second emergency support 34 are spaced apart from each other by a first distance D1 in the direction of the chord 42, and the second end 38 of the first emergency support 30 and the second end 40 of the second emergency support 34 are spaced apart from each other by a second distance D2 in the direction of the chord 42, as... Figure 5A As shown. Each of the first distance D1 and the second distance D2 is equal to or greater than the width dimension of the rotor (not shown) of the engine (not shown) of the aircraft 14. Alternatively, one of the second end 38' of the first emergency strut 30' or the second end 40' of the second emergency strut 34' is positioned on the first chord 44', and the other of the second end 38' of the first emergency strut 30' or the second end 40' of the second emergency strut 34' is spaced apart from the first chord 44' along the wingspan direction 56 of the wing 12. In the example described above, such as Figure 6 As shown, the first emergency support 30' is positioned on the first chord 44'. (Reference) Figure 8AThe first emergency support 30' and the second emergency support 34' have airfoil configurations 84 and 86, respectively. The first end 32' of the first emergency support 30' and the first end 36' of the second emergency support 34' are spaced apart from each other by a first distance D1' in the direction of chord 42, and the second end 38' of the first emergency support 30' and the second end 40' of the second emergency support 34' are spaced apart from each other by a second distance D2' in the direction of chord 42. Each of the first distance D1' and the second distance D2' is equal to or greater than the width dimension of the rotor (not shown) of the engine (not shown) of the aircraft 14.

[0046] Method 88 further includes connecting second emergency strut assemblies 62, 62' to strut member 26 and wing 12, wherein the first emergency strut assemblies 28, 28' and the second emergency strut assemblies 62, 62' are spaced apart from each other along the wing 12 in the wingspan direction 56. Figure 5B and Figure 8B As shown, method 88 further includes connecting the first ends 66, 66' of the third emergency struts 64, 64' to the strut member 26 and connecting the first ends 70, 70' of the fourth emergency struts 68, 68' to the strut member 26 spaced apart from the first ends of the third emergency struts in the direction of chord 42, and further includes connecting the second ends 72, 72' of the third emergency struts 64, 64' and the second ends 74, 74' of the fourth emergency struts 68, 68' to the wing 12 spaced apart from each other in the direction of chord 42.

[0047] Method 88 further includes connecting the second ends 72, 72' of the third emergency struts 64, 64' and the second ends 74, 74' of the fourth emergency struts 68, 68' to the wing 12, spaced apart from each other at the wing 12, and positioned relative to each other in one of two arrangement positions. Figure 3 and Figure 4 As shown, the first arrangement position includes the second end 72 of the third emergency support 64 and the second end 74 of the fourth emergency support 68 positioned on the second chord 76. Alternatively, as Figure 6 and Figure 7 As shown, the second arrangement position includes one of the second end 72' of the third emergency strut 64' or the second end 74' of the fourth emergency strut 68' positioned on the second chord 76', and the other of the second end 72' of the third emergency strut 64' or the second end 74' of the fourth emergency strut 68' being spaced apart from the second chord 76' along the wingspan direction 56 of the wing 12. In the previously described example, the second end 72' of the third emergency strut 64' is positioned on the second chord 76'.

[0048] In the first instance of the second emergency support assembly 62 and the second instance of the second emergency support assembly 62', asFigure 5B and Figure 8B As shown, the second ends 72, 72' of the third emergency supports 64, 64' and the third emergency supports 64, 64' are positioned in the forward position "F" and spaced apart from the second ends 74, 74' of the fourth emergency supports 68, 68'. The second ends 74, 74' of the fourth emergency supports 68, 68' are positioned in the rear position "A" and spaced apart from the second ends 74, 74' of the third emergency supports 64, 64'.

[0049] When the second end 72 of the third emergency support 64 and the second end 74 of the fourth emergency support 68 are positioned on the second chord 76, as follows Figure 4 As shown, the cross-sectional area 78 of the third emergency support 64 is larger than the cross-sectional area 80 of the fourth emergency support 68, and the third emergency support 64 has an airfoil structure 82. Figure 5B As shown, the first end 66 of the third emergency support 64 and the first end 70 of the fourth emergency support 68 are spaced apart from each other by a first distance D3 in the direction of chord 42, and the second end 72 of the third emergency support 64 and the second end 74 of the fourth emergency support 68 are spaced apart from each other by a second distance D4 in the direction of chord 42. Each of the first distance D3 and the second distance D4 is equal to or greater than the width dimension of the rotor (not shown) of the engine (not shown) of the aircraft 14.

[0050] When one of the second end 72' of the third emergency support 64' or the second end 74' of the fourth emergency support 68' is positioned on the second chord 76', such as Figure 7 As shown, the other of the second end 72' of the third emergency strut 64' or the second end 74' of the fourth emergency strut 68' is spaced apart from the second chord 76' along the wing 12 in the wingspan direction 56. In the previously described example, the second end 72' is positioned on the second chord 76'. Figure 8B As shown, the first end 66' of the third emergency support 64' and the first end 70' of the fourth emergency support 68' are spaced apart from each other by a first distance D3' in the direction of chord 42, and the second end 72' of the third emergency support 64' and the second end 74' of the fourth emergency support 68' are spaced apart from each other by a second distance D4' in the direction of chord 42. Each of the first distance D3' and the second distance D4' is equal to or greater than the width dimension of the rotor (not shown) of the engine (not shown) of the aircraft 14.

[0051] While various embodiments have been described above, this disclosure is not intended to be limited thereto. Variations may be made to the disclosed embodiments that still fall within the scope of the appended claims.

Claims

1. A strut system (24) for a wing (12) of an aircraft (14), the strut system comprising: A strut member (26) extends from the wing (12); as well as A first emergency strut assembly (28, 28'), associated with the wing (12), the first emergency strut assembly comprising: A first emergency support (30, 30'), the first emergency support having a first end (32, 32') connected to the support member (26); and The second emergency support (34, 34') has a first end (36, 36') connected to the support member (26), wherein the second ends (38, 38') of the first emergency support (30, 30') and the second ends (40, 40') of the second emergency support (34, 34') are both spaced apart from each other in the direction of the chord (42) and connected to the wing (12). The first emergency support assembly (28, 28') includes the second end (38, 38') of the first emergency support (30, 30') and the second end (40, 40') of the second emergency support (34, 34') connected to the wing (12), wherein the second end (38, 38') of the first emergency support (30, 30') and the second end (40, 40') of the second emergency support (34, 34') are positioned relative to each other in the following position: the second end (38) of the first emergency support (30) and the second end (40) of the second emergency support (34) are positioned on a first chord (44); Wherein: the second end (38, 38') of the first emergency support (30, 30') is positioned in the forward position ("F") relative to the second end (40, 40') of the second emergency support (34, 34'); and The second end (40, 40') of the second emergency support (34, 34') is positioned in a rearward position ("A") relative to the second end (38, 38') of the first emergency support (30, 30'); Furthermore, when the second end (38) of the first emergency support (30) and the second end (40) of the second emergency support (34) are positioned on the first chord (44), the cross-sectional area of ​​the first emergency support (30) is greater than the cross-sectional area of ​​the second emergency support (34).

2. The support system (24) according to claim 1, wherein, With the second end (38) of the first emergency support (30) and the second end (40) of the second emergency support (34) positioned on the first chord (44), the first end (32) of the first emergency support (30) and the first end (36) of the second emergency support (34) are spaced apart from each other by a first distance (D1) in the direction of the chord (42), and the second end (38) of the first emergency support (30) and the second end (40) of the second emergency support (34) are spaced apart from each other by a second distance (D2) in the direction of the chord (42), each of the first distance (D1) and the second distance (D2) being equal to or greater than the width dimension of the rotor of the engine of the aircraft (14).

3. The support system (24) according to claim 1, wherein, Instead of positioning the second end (38) of the first emergency support (30) and the second end (40) of the second emergency support (34) on the first chord (44), one of the second end (38) of the first emergency support (30') and the second end (40') of the second emergency support (34') is positioned on the first chord (44'), and the other of the second end (38) of the first emergency support (30') and the second end (40') of the second emergency support (34') is positioned along the wing (12) in the wingspan direction (56) between the first chord (44') and the first chord (44'). The first end (32') of the first emergency support (30') and the first end (36') of the second emergency support (34') are spaced apart by a first distance (D1') in the direction along the chord (42), and the second end (38') of the first emergency support (30') and the second end (40') of the second emergency support (34') are spaced apart by a second distance (D2') in the direction along the chord (42), each of the first distance (D1') and the second distance (D2') being equal to or greater than the width dimension of the rotor of the engine of the aircraft (14).

4. The strut system (24) according to claim 1 or 3, further comprising a second emergency strut assembly (62, 62') associated with the wing (12).

5. The support system (24) according to claim 4, wherein, The second emergency support assembly (62, 62') includes: A third emergency support pillar (64, 64'), the third emergency support pillar having a first end (66, 66') connected to the support member (26); and The fourth emergency support (68, 68') has a first end (70, 70') connected to the support member (26), wherein the second ends (72, 72') of the third emergency support (64, 64') and the second ends (74, 74') of the fourth emergency support (68, 68') are both spaced apart from each other in the direction of the chord (42) and connected to the wing (12).

6. The support system (24) according to claim 5, wherein, The first chord (44, 44') of the first emergency strut assembly (28, 28') and the second chord (76, 76') of the second emergency strut assembly (62, 62') are spaced apart from each other in the wingspan direction (56) of the wing (12).

7. The support system (24) according to claim 6, wherein, The second emergency strut assembly (62) includes the second end (72) of the third emergency strut (64) and the second end (74) of the fourth emergency strut (68) connected to the wing (12), wherein the second end (72) of the third emergency strut (64) and the second end (74) of the fourth emergency strut (68) are both positioned on the second chord (76).

8. The support system (24) according to claim 6, wherein, The second emergency strut assembly (62') includes a second end (72') of the third emergency strut (64') and a second end (74') of the fourth emergency strut connected to the wing, wherein one of the second end of the third emergency strut and the second end of the fourth emergency strut (68') is positioned on the second chord (76'), and the other of the second end (72') of the third emergency strut (64') and the second end (74') of the fourth emergency strut (68') is spaced apart from the second chord (76') along the wingspan direction (56) of the wing (12).

9. The support system (24) according to claim 8, wherein: The second ends (72, 72') of the third emergency support (64, 64') are positioned in a forward position ("F") relative to the second ends (74, 74') of the fourth emergency support (68, 68'); and The second end (74, 74') of the fourth emergency support (68, 68') is positioned in a rear position ("A") relative to the second end (72, 72') of the third emergency support (64, 64').

10. The support system (24) according to claim 9, wherein, When the second end (72) of the third emergency support (64) and the second end (74) of the fourth emergency support (68) are positioned on the second chord (76), the cross-sectional area of ​​the third emergency support (64) is greater than the cross-sectional area of ​​the fourth emergency support (68).

11. The support system (24) according to claim 9, wherein, With the second end (72) of the third emergency support (64) and the second end (74) of the fourth emergency support (68) positioned on the second chord (76), the third emergency support (64) has an airfoil configuration (54).

12. The support system (24) according to claim 8, wherein, With one of the second end (72') of the third emergency strut (64') and the second end (74') of the fourth emergency strut (68') positioned on the second chord (76') and the other of the second end (72') of the third emergency strut (64') and the second end (74') of the fourth emergency strut (68') spaced apart from the second chord (76') along the wingspan direction (56) of the wing (12), the third emergency strut (64') and the fourth emergency strut have airfoil configurations (58, 60).

13. The support system (24) according to claim 8, wherein: With the second end (72) of the third emergency support (64) and the second end (74) of the fourth emergency support (68) positioned on the second chord (76), the first end (66) of the third emergency support (64) and the first end (70) of the fourth emergency support (68) are spaced apart from each other by a first distance (D3) in the direction of the chord (42), and the second end (72) of the third emergency support (64) and the second end (74) of the fourth emergency support (68) are spaced apart from each other by a second distance (D4) in the direction of the chord (42), each of the first distance (D3) and the second distance (D4) being equal to or greater than the width dimension of the rotor of the engine of the aircraft (14), or With one of the second end (72') of the third emergency strut (64') and the second end (74') of the fourth emergency strut (68') positioned on the second chord (76') and the other of the second end (72') of the third emergency strut (64') and the second end (74') of the fourth emergency strut (68') spaced apart from the second chord (76') along the wing (12) in the wingspan direction (56), the first end (62') of the third emergency strut (68') The first end (70') of the third emergency support (6') and the fourth emergency support (68') are spaced apart from each other by a first distance (D3') in the direction of the chord (42), and the second end (72') of the third emergency support (64') and the second end (74') of the fourth emergency support (68') are spaced apart from each other by a second distance (D4') in the direction of the chord (42), each of the first distance (D3') and the second distance (D4') being equal to or greater than the width dimension of the rotor of the engine of the aircraft (14).

14. A method (88) for mounting a strut system (24) for a wing (12) of an aircraft (14), the method comprising: In the first step (90), the strut member (26) is fixed to the wing (12) of the aircraft (14) and the strut member (26) is fixed to the fuselage (15) of the aircraft (14), and The second step (92) involves connecting the first emergency support assembly (28, 28') to the wing (12) and to the support member (26). This second step includes: The first end (32, 32') of the first emergency support (30, 30') is connected to the support member (26); Connect the first end (36, 36') of the second emergency support (34, 34') to the support member (26); and The second ends (38, 38') of the first emergency support (30, 30') and the second ends (40, 40') of the second emergency support (34, 34') are connected to the wing (12) at intervals in the direction of the chord (42). The method further includes: The second ends (38, 38') of the first emergency strut (30, 30') and the second ends (40, 40') of the second emergency strut (34, 34') are connected to the wing (12) and spaced apart from each other at the wing (12), and positioned relative to each other in the following position: the second ends (38) of the first emergency strut (30) and the second ends (40) of the second emergency strut (34) are positioned on the first chord (44); in: The second end (38, 38') of the first emergency support (30, 30') is positioned in a forward position ("F") relative to the second end (40, 40') of the second emergency support (34, 34'); The second end (40, 40') of the second emergency support (34, 34') is positioned in a rearward position ("A") relative to the second end (38, 38') of the first emergency support (30, 30'); and When the second end (38) of the first emergency support (30) and the second end (40) of the second emergency support (34) are positioned on the first chord (44), the cross-sectional area of ​​the first emergency support (30) is greater than that of the second emergency support (34).

15. The method (88) according to claim 14, wherein, The first emergency support (30) has an airfoil configuration (54), the first end (32) of the first emergency support (30) and the first end (36) of the second emergency support (34) are spaced apart from each other by a first distance (D1) in the direction of the chord (42), and the second end (38) of the first emergency support (30) and the second end (40) of the second emergency support (34) are spaced apart from each other by a second distance (D2) in the direction of the chord (42), each of the first distance (D1) and the second distance (D2) being equal to or greater than the width dimension of the rotor of the engine of the aircraft (14).

16. The method (88) according to claim 14, wherein, Instead of positioning the second end (38) of the first emergency support (30) and the second end (40) of the second emergency support (34) on the first chord (44), one of the second end (38) of the first emergency support (30') and the second end (40') of the second emergency support (34') is positioned on the first chord (44'), and the other of the second end (38) of the first emergency support (30') and the second end (40') of the second emergency support (34') is spaced apart from the first chord (44') along the wingspan direction (56) of the wing (12), the first emergency support (30') and the second end (40') of the second emergency support (30) are positioned on the first chord (44'). The second emergency strut (34') has an airfoil configuration (58, 60), the first end (32') of the first emergency strut (30') and the first end (36') of the second emergency strut (34') are spaced apart from each other by a first distance (D1') in the direction of the chord (42), and the second end (38') of the first emergency strut (30') and the second end (40') of the second emergency strut (34') are spaced apart from each other by a second distance (D2') in the direction of the chord (42), each of the first distance (D1') and the second distance (D2') being equal to or greater than the width dimension of the rotor of the engine of the aircraft (14).

17. The method (88) according to any one of claims 14 to 16, further comprising: The second emergency strut assembly (62, 62') is connected to the strut member (26) and to the wing (12), wherein the first emergency strut assembly (28, 28') and the second emergency strut assembly (62, 62') are spaced apart from each other along the wingspan direction (56) of the wing (12); Connect the first end (66, 66') of the third emergency support (64, 64') to the support member (26); Connect the first end (70, 70') of the fourth emergency support (68, 68') to the support member (26); and The second ends (72, 72') of the third emergency support (64, 64') and the second ends (74, 74') of the fourth emergency support (68, 68') are spaced apart from each other in the direction of the chord (42) and connected to the wing (12).

18. The method (88) according to claim 17, further comprising: The second ends (72, 72') of the third emergency strut (64, 64') and the second ends (74, 74') of the fourth emergency strut (68, 68') are connected to the wing (12), spaced apart from each other at the wing (12), and positioned relative to each other in one of the following two locations: The second end (72) of the third emergency support (64) and the second end (74) of the fourth emergency support (68) are positioned on the second chord (76); or One of the second end (72') of the third emergency strut (64') and the second end (74') of the fourth emergency strut (68') is positioned on the second chord (76'), and the other of the second end (72') of the third emergency strut (64') and the second end (74') of the fourth emergency strut (68') is spaced apart from the second chord (76') along the wing (12) in the wingspan direction (56), wherein: The second end (72, 72') of the third emergency support (64, 64') is positioned in a forward position ("F") relative to the second end (74, 74') of the fourth emergency support (68, 68'); The second ends (74, 74') of the fourth emergency support (68, 68') are positioned in a rearward position ("A") relative to the second ends (72, 72') of the third emergency support (64, 64'); and With the second end (72) of the third emergency support (64) and the second end (74) of the fourth emergency support (68) positioned on the second chord (76), the cross-sectional area of ​​the third emergency support (64) is larger than that of the fourth emergency support (68). The third emergency support (64) has an airfoil configuration (58, 60). The first end (66) of the third emergency support (64) and the first end (70) of the fourth emergency support (68) are spaced apart from each other by a first distance (D3) in the direction of the chord (42), and the second end (72) of the third emergency support (64) and the second end (74) of the fourth emergency support (68) are spaced apart from each other by a second distance (D4) in the direction of the chord (42). Each of the first distance (D3) and the second distance (D4) is equal to or greater than the width dimension of the rotor of the engine of the aircraft (14), or With one of the second end (72') of the third emergency strut (64') and the second end (74') of the fourth emergency strut (68') positioned on the second chord (76') and the other of the second end (72') of the third emergency strut (64') and the second end (74') of the fourth emergency strut (68') spaced apart from the second chord (76') along the wing (12) in the wingspan direction (56), the first end (66') of the third emergency strut (64') The first end (70') of the third emergency support (64') and the second end (72') of the fourth emergency support (68') are spaced apart from each other by a first distance (D3') in the direction (56) of the chord (42), and the second end (74') of the third emergency support (64') and the second end (74') of the fourth emergency support (68') are spaced apart from each other by a second distance (D4') in the direction of the chord (42), each of the first distance (D3') and the second distance (D4') being equal to or greater than the width dimension of the rotor of the engine of the aircraft (14).

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