Aircraft assembly with an integrated spar - cover

Abstract

An aircraft component, the aircraft component comprising a longitudinal spar and an airfoil cover, the longitudinal spar and the airfoil cover being integrally formed from a composite laminate to form a spar-cover such that the composite material of the spar continuously extends into the cover through a fold region created between the spar and the cover. The spar and the cover are spaced apart by a recess located at a longitudinal end of the fold region to define a spar end region and a cover end region, and a reinforcing element extends between the spar end region and the cover end region to couple the spar end region to the cover end region.

Description

Technical Field

[0001] The present invention relates to an aircraft component having an integral spar - cap, an aircraft including the aircraft component, and a method of assembling the aircraft component. Background Art

[0002] Integrating the spar and cover panels of a wing box into a single component provides a number of benefits compared to a conventional airfoil having separately - manufactured spar and cover assembled together, such as reducing the number of components, shortening the assembly time, and improving mechanical properties.

[0003] Assembly of the wing box typically starts using the lower inner end of the wing as a reference, such that tight manufacturing tolerances are required to ensure a tight fit of the components at the outer end of the wing. Since most commercial aircraft wings are very long, this can be particularly challenging and may be even more challenging when the wing box includes composite components that are vulnerable to manufacturing variations during and after the curing process. Thus, the tool needs to be precise to maintain control of the tolerances at locations far from the reference point. Summary of the Invention

[0004] A first aspect of the present invention provides an aircraft component including a longitudinal spar and an airfoil cover, the spar and the cover being integrally formed of a composite laminate to form a spar - cap such that the composite material of the spar continuously extends into the cover through a fold region created between the spar and the cover, the spar having a spar end region and the cover having a cover end region, the spar end region and the cover end region being spaced apart by a recess located at a longitudinal end of the fold region, and wherein a reinforcing element extends between the spar end region and the cover end region to couple the spar end region and the cover end region.

[0005] The recess provides additional flexibility for the end regions by decoupling the cover and the spar along a portion of the length of the spar - cap to allow the end regions to bend relative to each other and relative to the remainder of the spar - cap, and thus to deflect them, and thus to more easily align with structural members. The recess allows the spar to deflect in two orthogonal directions. The two orthogonal directions are perpendicular to the axis of the fold region. Thus, the need for time - consuming and expensive shimming operations is reduced or eliminated, while the requirement for expensive thickness control measures is reduced or eliminated. The recess is a discontinuity in the shear continuity between the spar and the cover of the spar - cap. The discontinuity is reinforced by a reinforcing element that re - introduces shear continuity between the spar and the cover at the span - wise location of the recess in order to restore / repair any loss of load - bearing capacity due to the inclusion of the recess.

[0006] Another aspect of the present invention provides an aircraft including the aircraft component of the first aspect.

[0007] Another aspect of the present invention provides a method of assembling an aircraft component, the aircraft component comprising: a structural member, a longitudinal spar, and an airfoil cover, the spar and the cover being integrally formed from a composite laminate to form a spar-cover such that the composite material of the spar continuously extends into the cover through a fold region generated between the spar and the cover, the method comprising: forming a recess in the fold region to space the spar and the cover apart at a longitudinal end of the integrally formed spar-cover, attaching a spar end region to the structural member, attaching a cover end region to the structural member, and coupling the cover end region to the spar end region by a reinforcing element.

[0008] Another aspect of the present invention provides an airfoil-shaped body, the airfoil-shaped body comprising: a first airfoil cover; and a spar-cover integrally formed from a composite laminate, the spar-cover having a longitudinal spar, a second airfoil cover, and a fold region generated between the spar and the second airfoil cover to continuously extend therebetween; wherein a portion of the second airfoil cover located at one end of the spar-cover is spaced apart from the spar and is in at least one of a deflected position towards the first airfoil cover and a deflected position away from the first airfoil cover relative to the remaining portion of the second airfoil cover; the body further comprising a bridging member disposed between a portion of the second airfoil cover and the spar to hold the portion of the second airfoil cover in the deflected position.

[0009] The aircraft component may be an airfoil-shaped body such as a wing, a horizontal tail, or a vertical tail. An airfoil-shaped body is a three-dimensional body having an airfoil cross-section (2-D) and is also referred to as a 3-D airfoil. An airfoil body, such as a wing, typically includes a torsion box that includes an upper cover and a lower cover (or skin) on either side of a frame, the frame including spanwise spars and chordwise ribs. At least one spar is provided for each wing, although two or more spars are more common. In an aircraft wing, the torsion box is also referred to as a wing box. The cover may also be reinforced by stringers that typically extend in the spanwise direction.

[0010] The integral spar-cover is a monolithic spar-cover such that the composite laminate of the spar continuously extends into the cover panel. The spar and the cover are not manufactured as separate components and then joined together, but are manufactured as one component by the uninterrupted continuous extension of the composite material of the spar into the cover. However, it should be noted that since the composite laminate will include several layers, not all layers need to extend from the spar into the cover and vice versa. It is sufficient for at least some layers or composite fibers to extend from the spar into the cover through the fold region.

[0011] The referred folding region refers to the angle formed between the spar and the cover or the out-of-plane curvature. The folding region can be a sharp vertex or a smoothly transitioning arcuate angle.

[0012] The referred longitudinal spar refers to the spar that extends along the length of the wing in a generally spanwise direction from the wing root to the wing tip. The longitudinal spar can be substantially perpendicular to the longitudinal axis of the fuselage, although the longitudinal spar may be slightly inclined with respect to the fuselage longitudinal axis due to, for example, the aspect ratio, twist, or sweep of the wing.

[0013] The airfoil cover can be an upper airfoil cover, and the aircraft component can include a lower airfoil cover and a structural member that extends between the cover end regions of the upper cover and the cover end regions of the lower cover.

[0014] The cover end regions can be held in a deflected position to fix the structural member between the cover end regions of the upper cover and the cover end regions of the lower cover. The spar end regions can be held in a deflected position. With this arrangement, any tolerance variations in the spar-cover or the structural member can be accommodated during assembly.

[0015] The referred deflected position means that, for example, the cover end regions are deflected relative to the spar-cover and / or the spar end regions inside the joint, or alternatively, the spar end regions are deflected relative to the spar-cover and / or the cover end regions inside the joint.

[0016] The structural member can be a rib at the outer end of the aircraft component. This is advantageous because the inner end of the wing is typically used as a reference point, resulting in any tolerance variations being amplified towards the outer side of the wing. These tolerance variations can be compensated for by disconnecting the integral spar and cover over a discrete length at the outer end.

[0017] The aircraft component can be a wing component, and the structural member can be arranged to mount a winglet.

[0018] The spar-cover can have a first limb corresponding to the upper cover, a second limb corresponding to the spar web, and a third limb corresponding to the spar flange for attachment to the lower cover.

[0019] The strengthening element can be adjacent to the structural member. The strengthening element can overlap the structural member. The strengthening element can be coupled to the structural member.

[0020] The folding region can have a curved folding axis that extends generally along the longitudinal direction of the spar, and the recess can extend in the direction of the curved folding axis.

[0021] The reinforcing element can hold at least one of the spar end region and the cover end region in a deflected position. The spar can include a spar web and spar flanges, and the reinforcing element can hold at least one of the spar web and the spar flanges in a deflected position.

[0022] The reinforcing element can overlap a joint between a longitudinal end of the folding region and the recess, where reinforcement by the reinforcing element helps to control strain in the recess at this stress concentration region, maintain the joint dimensions, and prevent crack propagation and unfolding at the recess.

[0023] The joint can be arcuate. With this arrangement, the peak stress at the joint is reduced.

[0024] The reinforcing element can include metal. The reinforcing element can include a composite material.

[0025] The spar can be a first spar, and the aircraft assembly can include a second spar, where the second spar and the cover are integrally formed of a composite laminate such that the composite material of the second spar continuously extends into the cover through a second folding region created between the second spar and the cover, wherein a second spar end region of the second spar and a cover end region of the cover are spaced apart by a second recess at a longitudinal end of the second folding region, and wherein a second reinforcing element extends between the second spar end region and the cover end region to couple the second spar end region and the cover end region.

[0026] The method of assembling the aircraft assembly can further include aligning the spar end region with a lower end portion of a structural member and bending the cover end region to a deflected position to align with an upper end portion of the structural member.

[0027] References to terms such as upper, lower, leading edge, and trailing edge are used in reference to the conventional terminology of an aircraft. For example, the upper cover refers to the cover on the side of the wing where the lifting member points.

[0028] The terms cover, panel, and cover panel can be used interchangeably. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Embodiments of the present invention will now be described with reference to the accompanying drawings, in which:

[0030] Figure 1 A plan view of a fixed-wing aircraft is illustrated;

[0031] Figure 2 A perspective view of a wing box of a starboard wing is illustrated;

[0032] Figure 3 An exploded perspective view of the wing box attached to an end rib is illustrated;

[0033] Figure 4 Illustrates the outer end of the integral spar - cap of the wing box;

[0034] Figure 5 Illustrates the attachment between the spar - cap and the end rib;

[0035] Figure 6 and Figure 7 Illustrates the attachment between the spar - cap and the end rib connected by an attachment bracket;

[0036] Figure 8 Illustrates a cross - sectional view of the spar end region and the cap end region connected by a strengthening element;

[0037] Figure 9 Illustrates a perspective view of the strengthening element within the wing box; and;

[0038] Figure 10 Illustrates an omega - shaped integral spar - cap. Detailed Description

[0039] Figure 1 Illustrates a typical configuration for securing a wing of a transonic jet passenger aircraft 1. Aircraft 1 includes a fuselage 2, wings 3, main engines 4, a horizontal tail 5, and a vertical tail 6. It will be understood that the invention is applicable to a wide variety of aircraft types, not just the aircraft type illustrated in Figure 1 For example, the aircraft can be for commercial or military purposes, can be used to transport passengers or cargo, can have jet engines, propellers, or other engine propulsion systems, can have various fuselage / wing configurations, such as high - wing, low - wing, or blended - wing, and can be designed to fly at subsonic, transonic, or supersonic speeds.

[0040] Figure 2 Illustrates a schematic view of the wing box 10 of the port - side wing 3 of aircraft 1. The starboard wing and the port - side wing 3 of aircraft 1 are substantially the same, and thus only the port - side wing 3 will be described in detail. As Figure 1 shown, wing 3 tapers from the inner root end of wing 3 to the outer tip end of wing 3 such that the chord length of wing 3 decreases from the inner end to the outer end. Correspondingly, wing box 10 is also tapered. Wing box 10 is a support structure arranged to support most of the loads on wing 3. Wing box 10 has an integral spar - cap 11, which is integrally formed by an upper cap 12 and a leading - edge spar 14. Spar - cap 11 extends substantially the entire length of wing 3 from the wing root to the wing tip.

[0041] The spar-cap 11 is a unitary structure having a fold axis between the upper cap 12 and the leading edge spar 14 so that the material of the spar 14 extends continuously into the upper cap 12 through a fold region 17. The fold region 17 extends substantially in the longitudinal direction of the spar-cap 11.

[0042] The leading edge spar 14 is a longitudinal spar extending in the span direction of the wing 3 and comprises a spar web 15 and a spar flange 16. As can be seen, the integrated spar-cap 11 is generally Z-shaped, wherein a first limb corresponds to the upper cap 12, a second limb corresponds to the spar web 15, and a third limb corresponds to the spar flange 16. The spar flange 16 of the leading edge spar 14 is attached to the lower cap 18.

[0043] At the trailing edge, a trailing edge spar 20 extends between the upper cap panel 12 and the lower cap panel 18. The trailing edge spar 20 is generally C-shaped, with a first limb corresponding to an upper attachment flange 21 attached to the upper cap panel 12, a second limb corresponding to the spar web 22, and a third limb corresponding to a lower attachment flange 23 attached to the lower cap panel 18. The arrangement of the trailing edge spar 20 may be different. For example, in some examples, the trailing edge spar 20 is integral with one of the upper cap 12 and the lower cap 18.

[0044] The upper and lower cover panels 12, 18 have outer aerodynamic surfaces.The wing 3 also comprises a leading edge structure (not shown) and a trailing edge structure (not shown) which are aerodynamically shaped to form a body which combines with the wing box 10 to form an airfoil shape.

[0045] The covers 12, 18 may be reinforced using stringers. Stringers are span-extending reinforcement members attached to the inner side of the covers 12, 18. The wing box 10 of the wing 3 will also typically include a plurality of chord-wise ribs extending between the spars 14, 20 and between the covers 12, 18. The stringers and ribs are of conventional type and will therefore not be described in further detail.

[0046] exist Figure 3 , an exploded view of the wing box 10 is shown (it should be noted that Figure 3 The trailing edge spar 20 is not shown, wherein the wing box 10 includes an outboard end rib 25 located at the outboard end of the wing 3. The rib is a metal rib, although the skilled person will appreciate that the rib may be made of other materials known in the art, such as a composite material. The outboard rib 25 includes an attachment portion (not shown) that is attached to the wing tip device (not shown).

[0047] The component includes a recess 30 at a longitudinal end of a folding region 17 of the one-piece spar-cover 11, the recess 30 spacing apart a portion of the cover 12 and the spar 14. The recess 30 extends in a direction of a curved folding axis located between the cover 12 and the spar 14. A reinforcing element 35 extends across the recess 30 between the cover 12 and the spar 14 to reinforce the recess. The reinforcing element 35 is attached to the end rib 25.

[0048] As will be described in further detail with reference to Figure 6 The component further includes an attachment bracket 28 that extends across the spar-flange 16 and a lower attachment portion 27 of the end-rib 25.

[0049] The wing box 10 component involves attaching the spar-cover 11 to the end rib 25 by attaching the upper cover 12 of the spar-cover 11 to a corresponding upper attachment portion 26 of the end rib 25 and attaching a flange 16 of the leading edge spar 14 to a corresponding lower attachment portion 27 of the end rib 25.

[0050] The design and assembly of the wing 3 are typically carried out by using the inner end of the wing 3 and the lower cover 18 of the wing box 10 as a reference. Thus, any variation in the tolerance of the dimensions of the wing box 10 is exacerbated at the outer end of the wing 3 towards the connection of the wing box 10 to the end rib 25. Therefore, careful maintenance of the tolerance control of the dimensions of the spar-cover 11, particularly the height tolerance of the spar-web 15, is required to align the upper cover 12 well with the upper attachment portion 26 of the end rib 25.

[0051] The spar-cover 11 includes a composite material such as carbon fiber reinforced polymer. It is desirable to make the spar-cover 11 continuous along its length without any discontinuities in the structure so that the load path of the stress in the wing 3 is relatively uninterrupted. However, due to the reliance on precise tools and the increasing cost of tools with the increase in component size, as well as the need to manage and control the shrinkage of composite components during and after the curing process, the tolerance control of composite components can be particularly challenging. Additionally, in the case where the spar-cover 11 is in a Z-shaped configuration, the out-of-plane curvature of the spar-cover 11 makes the spar-cover 11 relatively inflexible and intolerant of geometric errors during assembly. Therefore, it is particularly important to control and / or mitigate the tolerances of the spar-cover 11.

[0052] It has been found that the increased tolerance control can be offset by disconnecting the spar 14 and the cover 12 of the one-piece spar-cover 11 in discrete segments along the longitudinal span direction. As Figure 4 shown in more detail, to accommodate this, a recess 30 is formed in the folding region 17 between the spar 14 and the cover 12 to form a spar end region 34 and a cover end region 32 spaced apart by the recess 30. AsFigure 5 As shown, the recess 30 is located at the longitudinal end of the folding region 17 on the integral spar-cover 11 and adjacent to the attachment location of the end rib 25. The recess 30 extends in the direction of the bending fold axis between the cover 12 and the spar 14, i.e., generally in the spanwise direction of the wing 3. There is a joint 31 between the recess 30 and the longitudinal end of the folding region 17. The joint 31 is arcuate such that the recess 30 has a curved interface that conforms to the folding region 17. However, the joint can have other shapes, for example, the joint 31 can be stepped and / or tapered.

[0053] The recess 30 provides additional flexibility to the end regions 32, 34 by disconnecting the cover 12 and the spar 14 along a portion of the length of the spar-cover 11, allowing the end regions 32, 34 to have some flexibility relative to each other and relative to the remaining part of the spar-cover 11, and thus prompting the end regions 32, 34 to be deflected and thereby aligned with the attachment portions 26, 27 of the end rib 25. The recess 30 allows the spar 14 to deflect in the vertical and chordwise directions, thus facilitating the alignment of the spar-cover 11 with the end rib 25.

[0054] The disconnection of the cover 12 and the spar 14 of the integral spar-cover 11 reduces or eliminates the need for time-consuming and expensive padding operations at the interface between the spar-cover 11, the end rib 25, and the lower cover 18. The disconnection caused by the recess 30 also reduces the requirement for expensive thickness control measures incorporated into the spar-cover manufacturing process.

[0055] In Figures 5 to 7 the assembly of the wing box 10 and the end rib 25 is shown. The wing box 10 is assembled by aligning the spar-flange 16 with the lower attachment portion 27 of the end rib 25, for example, by using the plane of the lower cover 18 as a reference from which to build. Then the cover end region 32 is bent into a deflected position relative to the spar end region 34 and the inner portion of the spar-cover 11 so as to align the cover end region 32 with the upper end of the end rib 25, such as the upper attachment portion 26. The spar end region 34 is attached to the end rib 25 using Figure 6 the attachment bracket 28 shown in Figure 7As shown in greater detail in

[0056] the thickness of the attachment bracket 28 varies along its extent such that the portion adjacent to the end rib 25 is thicker than the portion adjacent to the leading edge spar 14, so as to align the flange 16 of the leading edge spar 14 with the lower attachment portion 27 of the end rib 25. The dimensions of the attachment bracket 28 can be customized, i.e., machined to match, according to the specific requirements of the individual wing box 10 being assembled, and the thickness may or may not vary. In an alternative example, the flange 16 of the leading edge spar 14 can be directly attached to the lower attachment portion 27 of the end rib 25 without using an attachment bracket. The cover 12 can be indirectly attached to the end rib 25 using the attachment bracket 28. In other alternative examples, additionally or alternatively to the spar-web 15 being attached between the spar-cover 11 and the end rib 25 as described above, the spar-web 15 can be attached to a corresponding attachment portion of the end rib 25. The cover end region 32 is attached to the upper attachment portion 26 of the end rib 25. Figure 6 and Figure 7 Fasteners 40 can be used to couple the components together, some of which are shown in

[0057] Other fastening means, such as adhesives, can be used in combination or as an alternative.

[0058] By providing flexibility in the spar end region 34 and the cover end region 32, the gaps formed during component assembly can be reduced without the need for shimming or similar post-production operations.

[0059] The recess 30 creates a discontinuity in the composite spar-cover 11. Figure 8 and Figure 9 show that the recess 30 is reinforced by a reinforcing element 35 that extends between the cover end region 32 and the spar end region 34 to couple the spar end region 34 and the cover end region 32. The reinforcing element 35 bridges between the cover end region 32 and the spar end region 34 and can be referred to as a bridging member. The reinforcing element 35 is located on the inner portion of the folding region 17, although in other examples the reinforcing element 35 can be located on the outer portion of the folding region 17.

[0060] The reinforcement element 35 overlaps with the joint 31 between the longitudinal end of the folding region 17 and the recess 30. The reinforcement element 35 extends from a position inside the joint 31 and extends outwardly to abut against the end rib 25. The reinforcement element 35 helps to restore the shear continuity between the spar-web 15 and the cover 12 of the spar-cover 11. The reinforcement element 35 is attached to the end rib 25 by a plurality of fasteners to form a vertical shear joint between the spar-web 15 and the end rib 25 and a horizontal shear joint between the upper cover 12 and the end rib 25. The reinforcement element 35 strengthens the joint area 31 to control the composite strain in the recess 30, maintain the joint dimensions (such as radius), and prevent deployment at the recess 30 (especially at the joint 31).

[0061] The recess 30 is a discrete recess 30 such that the cover 12 and the spar 14 are integral parts. For example, the recess 30 may extend up to 0.5%, 1%, 2%, 5%, 10%, or 20% of the total length of the spar-cover 11. The recess 30 is a cutout. The recess 30 is discontinuous between the cover 12 and the spar 14.

[0062] Figure 10 Another example is illustrated, where the integral spar-cover is generally omega-shaped (alternatively referred to as U-shaped) because the trailing edge spar 20 is integrally formed with the cover panel 12 through a second folding region 19 generated between the trailing edge spar 20 and the upper cover 12, such that the material of the leading edge spar 14 continuously extends into the upper cover 12 through the first folding region 17 and continues to extend into the trailing edge spar 20 through the second folding region 19. The first folding region 17 and the second folding region 19 generally extend along the longitudinal span direction of the wing 3.

[0063] Similar to the Z-shaped spar-cover, the integral spars 14, 20 are disconnected from the upper cover panel 12 by the first recess 30 and the second recess 30 to form spar end regions 34 and cover end regions 32 spaced apart by the recesses 30. The recesses 30 are located at the longitudinal ends of the folding regions 17, 19 on the integral spar-cover 11 and adjacent to the position where the end rib 25 is attached.

[0064] The recess 30 provides additional flexibility to the end regions 32, 34 by disconnecting the cover 12 from the leading edge spar 14 and the trailing edge spar 20 along a portion of the length of the spar-cover 11, thereby allowing the end regions 32, 34 to have some flexibility relative to each other and the rest of the spar-cover 11.

[0065] The relative flexibility of the end regions 32, 34 of the spar-cap 11 may have advantages in terms of repairability. For example, a new component introduced to replace a damaged component, such as an end rib, may have different dimensions due to tolerances or other factors. In this case, the decoupling of the spar and cap allows any tolerance variations of the new end rib compared to the replaced end rib to be accommodated.

[0066] It will be clear to those skilled in the art that the above examples may be adapted in various ways. For example, the reinforcement element 35 is shown attached to the end rib 25. In an alternative example, the reinforcement may extend between the cap end region 32 and the spar end region 34 to couple the spar end region 34 with the cap end region 32, but not be directly attached to the end rib 25.

[0067] In alternative examples, the integral Z-shaped spar-cap 11 may include a lower cap and a trailing edge spar, or a lower cap and a leading edge spar, or an upper cap and a trailing edge spar. Similarly, the omega-shaped spar-cap may include one of a lower cap integral with the leading edge spar and the trailing edge spar, or an upper cap and a lower cap integral with the leading edge spar and the trailing edge spar.

[0068] The spar cap 11 is shown connected to the end-rib 25. In an alternative example, the rib may be a mid-rib located inboard of the end-rib 25 at a mid-span position on the wing 3.

[0069] Where the word "or" appears, this should be interpreted as meaning "and / or" such that the items involved are not necessarily mutually exclusive but can be used in any appropriate combination.

[0070] Although the invention has been described above with reference to one or more preferred embodiments, it will be appreciated that various changes or modifications may be made without departing from the scope of the invention as defined in the appended claims.

Claims

1. An aircraft component, comprising: A longitudinal spar, and, An airfoil cover, The spar and the airfoil cover are integrally formed from a composite laminate to form a spar-cover such that the composite material of the spar continuously extends into the airfoil cover through a folding region created between the spar and the airfoil cover, The spar has a spar end region and the airfoil cover has a cover end region, Characterized in that the spar end region and the cover end region are spaced apart by a recess located at a longitudinal end of the folding region, and A reinforcing element extends between the spar end region and the cover end region to couple the spar end region and the cover end region.

2. The aircraft component according to claim 1, wherein, The airfoil cover is an upper airfoil cover, and the aircraft component includes a lower airfoil cover and a structural member that extends between the cover end region of the upper airfoil cover and the cover end region of the lower airfoil cover.

3. The aircraft component according to claim 2, wherein, The cover end region of the upper airfoil cover is held in a deflected position to secure the structural member between the cover end region of the upper airfoil cover and the cover end region of the lower airfoil cover.

4. The aircraft component according to claim 2 or 3, wherein, The structural member is a rib located at an outer end of the airfoil body.

5. The aircraft component according to claim 2 or 3, wherein, The aircraft component is a wing component, and the structural member is arranged to mount a winglet.

6. The aircraft component according to claim 2 or 3, wherein, The spar-cover has a first limb corresponding to the upper airfoil cover, a second limb corresponding to the spar web, and a third limb corresponding to the spar flange for attachment to the lower airfoil cover.

7. The aircraft component according to claim 2 or 3, wherein, The reinforcing element is adjacent to the structural member.

8. The aircraft assembly according to any one of claims 1 to 3, wherein, The folding region has a curved folding axis that extends generally along the longitudinal direction of the spar, and the recess extends in the direction of the curved folding axis.

9. The aircraft assembly according to any one of claims 1 to 3, wherein, The reinforcing element holds at least one of the spar end region and the cover end region of the airfoil cover in a deflected position.

10. The aircraft assembly according to any one of claims 1 to 3, wherein, The reinforcing element overlaps a joint located between the longitudinal end of the folding region and the recess.

11. The aircraft component according to claim 10, wherein, The joint is arcuate.

12. The aircraft assembly according to any one of claims 1 to 3, wherein, The reinforcing element includes metal.

13. The aircraft component according to any one of claims 1 to 3, wherein, The spar is a first spar, and the body includes a second spar, and the second spar and the airfoil cover are integrally formed from a composite laminate such that the composite material of the second spar continuously extends into the airfoil cover through a second folding region created between the second spar and the airfoil cover, wherein the second spar end region of the second spar and the cover end region of the airfoil cover are spaced apart by a second recess located at a longitudinal end of the second folding region, and wherein a second reinforcing element extends between the second spar end region and the cover end region of the airfoil cover to couple the second spar end region and the cover end region of the airfoil cover.

14. An aircraft, the aircraft including the aircraft component according to any one of claims 1 to 13.

15. A method of assembling an aircraft component, The aircraft component includes: A structural member, a longitudinal spar, and an airfoil cover, The spar and the airfoil cover are integrally formed from a composite laminate to form a spar-cover such that the composite material of the spar continuously extends into the airfoil cover through a fold region created between the spar and the airfoil cover, the spar having a spar end region and the airfoil cover having a cover end region, The method is characterized in that: a recess is formed in the fold region to space the spar and the airfoil cover apart at longitudinal ends of the integrally formed spar-cover, the spar end region is attached to the structural member, the cover end region is attached to the structural member, the cover end region is coupled to the spar end region by a strengthening element.

16. The method according to claim 15, comprising the steps of aligning the spar end region with a lower end portion of the structural member and bending the cover end region to align with an upper end portion of the structural member.

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