System and method for securing stringers to an aircraft wing and fuselage

Abstract

The present invention relates to systems and methods for securing longitudinal beams to aircraft wings and fuselages, and discloses a system and method for securing a portion of an aircraft fuselage to a portion of an aircraft wing, the system and method comprising a longitudinal beam having a first end and a second end, a first movable coupling interface for movably securing the first end to a portion of the fuselage, and a second movable coupling interface for movably securing the second end to a portion of the wing.

Description

Technical Field

[0001] The examples disclosed in this topic generally relate to aircraft, and more specifically to systems and methods for securing underwing spars to the wings and fuselage of an aircraft. Background Technology

[0002] An aircraft comprises various structural components that form the fuselage. For example, longitudinal beams are structural components used to form part of the fuselage, such as the front and rear sections. Longitudinal beams are the load-bearing parts of the frame, such as the aircraft fuselage.

[0003] Some known underwing spars may experience physical irregularities, such as deflection-induced bending moments caused by complex load paths in areas of the aircraft where the mismatch between wing and fuselage motion is severe and considerable. A typical underwing spar configuration consists of components comprising multiple fasteners that secure all translational and rotational movements between the wing and fuselage. For example, the spars are typically fastened along their length to multiple points on the wing and / or fuselage by numerous fasteners.

[0004] Under load, the wing may move in a completely different manner than the fuselage, thus imposing considerable induced moments on the underwing spars about the vertical and horizontal axes. These moments are distributed through rigid attachments in the wing and fuselage support structures. The resulting loads on the underwing spars and attachments are complex and difficult to characterize. Furthermore, due to the imposed deflection nature of this load, proper sizing becomes complex given that stronger and stiffer structures attract more loads in the imposed deflection load environment. The challenges associated with properly characterizing the load path and subsequently sizing for the load environment can lead to irregularities related to the underwing spars.

[0005] Furthermore, the construction process requires drilling and installing multiple attachment fasteners during final assembly, thus increasing factory process time. Therefore, the process of attaching the underwing spars to the wing and fuselage is typically time- and labor-intensive. Summary of the Invention

[0006] There is a need for longitudinal spars that are configured to easily adapt to forces applied to and associated with the fuselage and wings. Furthermore, there is a need for longitudinal spars that can be quickly and efficiently attached to the fuselage and wings.

[0007] In view of these needs, certain examples disclosed in this subject matter provide systems for securing a portion of an aircraft fuselage to a portion of an aircraft wing. The system includes a longitudinal beam having a first end and a second end, a first movable coupling interface for movably securing the first end to said portion of the fuselage, and a second movable coupling interface for movably securing the second end to said portion of the wing.

[0008] As an example, the portion of the wing described therein is the lower side of the wing, which is located at the tail relative to the leading edge of the wing. As another example, the portion of the fuselage described therein is located in front of and below the wing.

[0009] In at least one example, the fuselage includes a first support component fixed to a first movable coupling interface. The wing includes a second support component fixed to a second movable coupling interface.

[0010] In at least one example, one or both of the first movable coupling interface or the second movable coupling interface include a spherical bearing movably held within a reciprocating bushing. As another example, one or both of the spherical bearing or the reciprocating bushing are fixed to said portion of the fuselage or said portion of the wing.

[0011] In at least one example, the first and second ends were not rigidly secured in place relative to the fuselage and wing. Furthermore, the length of the longitudinal beam between the first and second ends was free. Additionally, the longitudinal beam was entirely unfastened.

[0012] Some examples disclosed in this subject provide methods for securing a portion of an aircraft fuselage to a portion of an aircraft wing. The method includes movably securing a first end of a longitudinal beam to the portion of the fuselage via a first movable coupling interface; and movably securing a second end of the longitudinal beam to the portion of the wing via a second movable coupling interface.

[0013] Some examples disclosed in this subject provide an aircraft including a fuselage, a wing coupled to the fuselage, and a system for securing a portion of the fuselage to a portion of the wing, as described herein. Attached Figure Description

[0014] Figure 1 A perspective front view of an aircraft, as disclosed in this subject matter, is shown.

[0015] Figure 2 A perspective side view of an aircraft, as disclosed in this subject matter, is shown.

[0016] Figure 3 A side view of a longitudinal beam coupled to a portion of the fuselage, as disclosed in this subject matter, is shown.

[0017] Figure 4 A schematic diagram of an example system disclosed in this subject for securing a portion of an aircraft wing to a portion of an aircraft fuselage is shown.

[0018] Figure 5 A perspective end view of a spherical bearing held within a bushing, as disclosed in this subject matter, is shown.

[0019] Figure 6A perspective view of a movable coupling interface, as disclosed in this subject, is shown.

[0020] Figure 7 A flowchart illustrating an example method disclosed in this subject for securing a portion of the fuselage to a portion of the wing is shown. Detailed Implementation

[0021] The foregoing overview and the following detailed description of certain embodiments will be better understood when read in conjunction with the accompanying drawings. As used herein, elements or steps listed in the singular and preceded by the word "a" or "an" should be understood to not necessarily exclude plural elements or steps. Furthermore, reference to "an embodiment" is not intended to be construed as excluding the existence of additional embodiments that also incorporate the listed features. In addition, embodiments that "comprise" or "have" one or more elements having a particular condition may include additional elements that do not have that condition, unless expressly stated otherwise.

[0022] Certain examples disclosed in this subject matter provide systems and methods for securing a portion of an aircraft wing to a portion of the fuselage. In at least one example, the system and method include a longitudinal beam linking a tail end and a leading end, wherein the tail end is connected to a lug fitting on the underside of the lower panel of the wing's central section, and the leading end is connected to a lug fitting on the fuselage frame forward of the wing's leading spar. In at least one embodiment, the system and method include pin-end structures at these locations. The use of spherical bearings at both attachment points results in a significantly simplified subsequent load path for the two-force member underwing longitudinal beam compared to conventional designs. The system and method also reduce the amount of deflection-induced load on the longitudinal beam and support structure.

[0023] The dimensions of the structure can be set based on the applied load, with little consideration for inductive loads. By eliminating drilling and filling operations, the amount of time required to install the longitudinal beams in the final assembly is also significantly reduced.

[0024] By using a pin-end design, the longitudinal spars reduce induced moments and better fulfill their structural purpose of providing a forward / tail load path between the fuselage and wing. Furthermore, this configuration facilitates reduced production system process time during the wing-to-fuselage connection. Traditional architectures require drilling assembly operations to install the underwing longitudinal spars. This configuration simplifies and accelerates the wing-to-fuselage connection process by eliminating or otherwise reducing drilling operations at this location and replacing them with simple pin installation, pin joint clamping, and pin retention operations—operations that are easier and faster to complete.

[0025] Figure 1A perspective front view of an aircraft 10 according to an embodiment of the present disclosure is shown. For example, the aircraft 10 includes a propulsion system 12 that includes engines 14. Optionally, the propulsion system 12 may include more engines 14 than shown. The engines 14 are carried by wings 16 of the aircraft 10. In other embodiments, the engines 14 may be carried by a fuselage 18 and / or a tail 20. The tail 20 may also support a horizontal stabilizer 22 and a vertical stabilizer 24. The fuselage 18 of the aircraft 10 defines an internal cabin 30, which includes a flight deck or cockpit.

[0026] The size, shape, and configuration of the aircraft 10 may differ from those shown. As described herein, the aircraft 10 includes a system for securing a portion of the wing 16 to the fuselage 18.

[0027] Figure 2 A perspective side view of an aircraft 10, an example disclosed in this subject matter, is shown. The aircraft 10 includes a system 100 for securing a portion of a wing 16 to a portion of a fuselage 18. In at least one example, said portion of the wing 16 is the lower side 102 of the wing 16, i.e., the tail (i.e., the rear portion) relative to the leading edge 104. The said portion of the wing 16 may be located at both the leading edge 104 and the trailing edge (…). Figure 2 (Not shown in the image). The portion of fuselage 18 is located at the front (i.e., forward) and below wing 16. As another example, the portion of fuselage 18 may be above wing 16. As another example, the portion of fuselage may be located at the tail (i.e., rear) and below or above wing 16.

[0028] System 100 includes a longitudinal beam 106 having a longitudinal body 108. The body 108 extends between a first end 110 and a second end 112 of the longitudinal beam 106. The body 108 may be a linear beam, rod, bar, and / or the like. System 100 also includes a first movable coupling interface 114 for movably securing the first end 110 to said portion of the fuselage 18, and a second movable coupling interface 116 for movably securing the second end 112 to said portion of the wing 16.

[0029] In at least one embodiment, a first movable coupling interface movably fixed in a first end 110 and a second movable coupling interface movably fixed in a second end 112 are capable of free rotation in any direction. However, while the coupling interfaces are capable of free rotation, they are axially constrained (i.e., cannot move or translate axially in any direction). Alternatively, the coupling interfaces can be at least partially free to rotate and translate.

[0030] In at least one example, the fuselage 18 includes a support fitting (e.g., a first support fitting) 118 fixed to a first movable coupling interface 114. In at least one example, the support fitting 118 includes at least a portion of the first movable coupling interface 114. Furthermore, the wing 16 includes a support fitting (e.g., a second support fitting) 120 fixed to a second movable coupling interface 116. In at least one example, the support fitting 120 includes at least a portion of the first movable coupling interface 114.

[0031] In at least one example, the first movable coupling interface 114 includes a spherical bearing movably secured within a reciprocating bushing. For example, the first end 110 of the longitudinal beam 106 includes a U-shaped clip and / or lug coupled to the spherical bearing, which is movably held within a reciprocating bushing secured to a support fitting 118, or vice versa. As another example, the first end 110 includes a spherical bearing, and the support fitting 118 includes a reciprocating bushing, or vice versa. The spherical bearing is received and movably held within the bushing. In at least one example, the bushing is secured in place by pin fasteners (e.g., bolts, lugs, and / or the like). In at least one embodiment, the spherical bearing is integrally located within the reciprocating bushing. The spherical bearing is mounted in the base material, just like the bushing.

[0032] In at least one embodiment, a spherical bushing is mounted on the lug side of the connector in the hole of the fitting lug, and a bushing is mounted on the U-clamp side of the connector in the hole of the fitting U-clamp. The lug may be located on the wing or fuselage attachment structure, or on the underwing longitudinal spars member, wherein the U-clamp is located on the opposite member of the connector. The spherical bearing is held by the lug.

[0033] Furthermore, as an example, the second movable coupling interface 116 includes a spherical bearing movably secured within a reciprocating bushing. For instance, the second end 112 of the longitudinal beam 106 includes a U-shaped clip and / or lug coupled to the spherical bearing, which is movably held within a reciprocating bushing secured to the support fitting 120, or vice versa. As another example, the second end 112 of the longitudinal beam 106 includes a reciprocating bushing, and the support fitting 120 includes a spherical bearing, or vice versa. The spherical bearing is received and movably held within the bushing. In at least one example, the bushing is secured in place by pin fasteners (e.g., bolts, lugs, and / or the like).

[0034] The use of spherical bearings at the first movable coupling interface 114 and the second movable coupling interface 116 (i.e., the two attachment points) results in a two-force member underwing longitudinal beam with a significantly simplified subsequent load path compared to conventional designs. This system and method also reduce the amount of deflection-induced load on the longitudinal beam and the support structure.

[0035] Figure 3A side view of the longitudinal beam 106 coupled to the portion of the fuselage 18, as disclosed in this subject matter, is shown. As an example, the support fitting 118 includes a flange 130 that includes a fastener opening 132 that receives a pin 134 (e.g., a bolt) for securing a bushing of a first movable coupling interface 114 to the support fitting 118.

[0036] Figure 4 A schematic diagram of a system 100, disclosed in this subject matter, for securing a portion of a wing 16 to a portion of a fuselage 18 is shown. In at least one example, the fuselage 18 includes a plurality of frames 140. Spare support fittings 141 are secured between the frames 140. Support fittings 118 extend outwardly from the frames 140 (e.g., the frame 140 closest to the wing 16). Support fittings 118 may be integrally formed with the frames 140 or separately secured to the frames 140. A skin 142 is secured to the underside of the frames 140.

[0037] The cheek panel 144 is fixed to the frame 140 closest to the wing 16 and the front wing spars 146 of the wing 16. The lower panel 148 of the wing 16 is connected below the front wing spars 146. The support fitting 118 is fixed below the lower panel 148.

[0038] As shown, a longitudinal beam 106 (e.g., an underwing or overwing longitudinal beam) extends between the aforementioned portion of the fuselage 18 and the aforementioned portion of the wing 16. The first end 110 and the second end 112 are not rigidly fixed in place relative to the fuselage 18 and the wing 16 (i.e., not subject to movement restrictions). Instead, the first end 110 and the second end 112 are movable through multiple degrees of freedom via a first movable coupling interface 114 and a second movable coupling interface 116, respectively.

[0039] The length 150 of the longitudinal beam 106 between the first end 110 and the second end 112 is free. That is, the portion of the main body 108 between the first end 110 and the second end 112 (i.e., the length 150 of the longitudinal beam 106) is not fastened to the fuselage 18 or wing 16, for example, by fasteners. Instead, the length 150 of the longitudinal beam 106 does not have fasteners or other such structures to secure the longitudinal beam 106 in place. The length 150 of the longitudinal beam 106 is freely movable via the first movable coupling interface 114 and the second movable coupling interface 116.

[0040] The first end 110 and the second end 112 each include at least a portion of the first movable coupling interface 114 and the second movable coupling interface 116. In at least one example, the portions of the first movable coupling interface 114 and the second movable coupling interface 116 are the first end 110 and the second end 112. The first end 110 and the second end 112 are those portions directly coupled to the reciprocating portions of the fuselage 18 and the wing 16, for example, through the reciprocating portions of the first movable coupling interface 114 and the second movable coupling interface 116, respectively.

[0041] As shown in the figure, the first movable coupling interface 114 and the second movable coupling interface 116 include spherical bearings. The spherical bearings allow rotation about any axis, thereby eliminating or reducing induced torque due to deflection mismatch between the fuselage 18 and the wing 16, while maintaining the forward / rear load path through the longitudinal beam 106. Bushings (e.g., eccentric bushings) allow construction tolerances to be addressed during installation via bushing timing. Final assembly operations include bushing timing, pin installation, joint clamping, and mounting retention features. No drilling operations are required, thus reducing manufacturing time and cost.

[0042] In at least one embodiment, an eccentric bushing can be used to adjust construction tolerances. The eccentric bushing can be installed in the two forks, lugs, or the like of the U-shaped clamp.

[0043] Figure 5 A perspective end view of a spherical bearing 200 held within a bushing 202, as disclosed in this subject matter, is shown. The spherical bearing 200 is rotatably held within the bushing 202. The bushing 202 can be secured to a support fitting 204, for example... Figures 2-4 The support fitting 118 or support fitting 120 shown. Optionally, the bushing 202 can be fixed to the end of the longitudinal beam 106, such as end 110 or 112, for example. Figures 2-4 As shown in the image.

[0044] Figure 6 A perspective view of a movable coupling interface 210, as disclosed in this subject matter, is shown. For clarity, several portions of the movable coupling interface 210 and the support fitting 204 are shown as transparent. The movable coupling interface 210 is... Figures 2-4 Examples of the first movable coupling interface 114 or the second movable coupling interface 116 shown. In one example, the first end 110 (or the second end 112) of the longitudinal beam 106 includes a U-shaped clip 220 coupled to one or both of the spherical bearing 200 and / or bushing 202.

[0045] refer to Figure 5 and Figure 6The bushing 202 and / or bearing 200 may include a pin channel 260. For example, the bushing 202 and bearing 200 may include a coaxial pin channel 260. The pin channel 260 is configured to receive and retain one or more pins 270 (e.g., a first pin 270 on one side and a second pin 270 on the opposite side), which are configured to movably couple the interface 210 relative to the fuselage 18 or wing 16 (e.g., ...). Figures 1-4 (As shown) it is fixed in place. In another example, pin 270 is nested inside the hole of a larger pin.

[0046] Alternatively, the size, shape, and configuration of the movable coupling interface 210 may be similar to or different from those shown. For example, the movable coupling interface 210 may be a ball-and-socket connection.

[0047] Figure 7 A flowchart is shown for a method of securing a portion of an aircraft fuselage to a portion of an aircraft wing. The method includes movably securing a first end of a longitudinal beam to the fuselage portion at 300 via a first movable coupling interface; and movably securing a second end of the longitudinal beam to the wing portion at 302 via a second movable coupling interface. In at least one example, the method further includes securing a first support fitting of the fuselage to the first movable coupling interface; and securing a second support fitting of the wing to the second movable coupling interface. In at least one other embodiment, the installation sequence is consistent with reference to… Figure 7 The order shown and described is the reverse.

[0048] As described herein, the examples disclosed in this subject matter provide a longitudinal beam configured to readily adapt to forces applied to and associated with the fuselage and wing. Furthermore, the examples disclosed in this subject matter provide a longitudinal beam that can be quickly and efficiently attached to the fuselage and wing without drilling operations, for example, during the final assembly process of connecting the fuselage to the wing.

[0049] Furthermore, this disclosure includes embodiments as described in the following terms:

[0050] Clause 1. A system for securing a portion of an aircraft fuselage to a portion of an aircraft wing, the system comprising:

[0051] A longitudinal beam, having a first end and a second end;

[0052] A first movable coupling interface, which movably secures the first end to the portion of the fuselage; and

[0053] A second movable coupling interface movably secures the second end to the portion of the wing.

[0054] Clause 2. The system according to Clause 1, wherein the portion of the wing is the underside of the wing, the underside of the wing being at the tail relative to the leading edge of the wing.

[0055] Clause 3. The system described in Clause 1 or 2, wherein the said portion of the fuselage is in front of and below the wing.

[0056] Clause 4. The system according to any one of Clauses 1-3, wherein the fuselage includes a first support fitting fixed to a first movable coupling interface, and wherein the wing includes a second support fitting fixed to a second movable coupling interface.

[0057] Clause 5. The system according to any one of Clauses 1-4, wherein one or both of the first movable coupling interface or the second movable coupling interface includes a spherical bearing movably held within a reciprocating bushing.

[0058] Clause 6. The system according to Clause 5, wherein one or both of a spherical bearing or a reciprocating bushing are fixed to the said portion of the fuselage or the said portion of the wing.

[0059] Clause 7. The system according to any one of Clauses 1-6, wherein the first end and the second end are not rigidly secured in place relative to the fuselage and the wing.

[0060] Clause 8. The system according to any one of Clauses 1-7, wherein the length of the longitudinal beam between the first end and the second end is free.

[0061] Clause 9. The system described in Clause 8, wherein the length of the longitudinal beam is not fastened.

[0062] Clause 10. A method for securing a portion of an aircraft fuselage to a portion of an aircraft wing, the method comprising:

[0063] The first end of the longitudinal beam is movably fixed to the portion of the fuselage via a first movable coupling interface; and

[0064] The second end of the longitudinal beam is movably fixed to the portion of the wing via a second movable coupling interface.

[0065] Clause 11. The method according to Clause 10, wherein the portion of the wing is the underside of the wing, the underside of the wing being at the tail relative to the leading edge of the wing.

[0066] Clause 12. The method described in Clause 10 or 11, wherein the said portion of the fuselage is in front of and below or above the wing.

[0067] Clause 13. The method according to any one of Clauses 10-12 further includes:

[0068] Secure the first support component of the fuselage to the first movable coupling interface; and

[0069] Secure the second support component of the wing to the second movable coupling interface.

[0070] Clause 14. The method according to any one of Clauses 10-13, wherein one or both of the first movable coupling interface or the second movable coupling interface comprises a spherical bearing movably held within a reciprocating bushing.

[0071] Clause 15. The method described in Clause 14 further includes securing one or both of the spherical bearing or the reciprocating bushing to the said portion of the fuselage or the said portion of the wing.

[0072] Clause 16. The method according to any one of Clauses 10-15, wherein the first end and the second end are not rigidly secured in place relative to the fuselage and the wing.

[0073] Clause 17. The method according to any one of Clauses 10-16, wherein the length of the longitudinal beam between the first end and the second end is free.

[0074] Clause 18. The method described in Clause 17, wherein the length of the longitudinal beam is not fastened.

[0075] Clause 19. An aircraft comprising:

[0076] body;

[0077] Wings, which are connected to the fuselage; and

[0078] A system for securing a portion of the fuselage to a portion of the wing, the system comprising:

[0079] A longitudinal beam, having a first end and a second end;

[0080] A first movable coupling interface, which movably secures the first end to the portion of the fuselage; and

[0081] A second movable coupling interface movably secures the second end to the portion of the wing.

[0082] One or both of the first movable coupling interface or the second movable coupling interface include a spherical bearing movably held within a reciprocating bushing.

[0083] The first and second ends were not rigidly secured in place relative to the fuselage and wing.

[0084] The length of the longitudinal beam between the first and second ends is free, and

[0085] The longitudinal beams do not have fasteners.

[0086] Clause 20. An aircraft as described in Clause 19, wherein the portion of the wing is the underside of the wing, the underside of the wing being at the tail relative to the leading edge of the wing, and wherein the portion of the fuselage is in front of and below or above the wing.

[0087] While various spatial and directional terms (e.g., top, bottom, lower, middle, lateral, horizontal, vertical, front, and similar terms) may be used to describe embodiments of this disclosure, it should be understood that these terms are used only for the orientation shown with reference to the figures. The orientation may be inverted, rotated, or otherwise changed such that an upper portion becomes a lower portion, a horizontal portion becomes a vertical portion, and so on, and vice versa.

[0088] As used herein, structures, constraints, or elements “configured” to perform a task or operation are structurally specifically formed, constructed, or adapted in a manner corresponding to the task or operation. For clarity and to avoid ambiguity, objects that can only be modified to perform a task or operation are not “configured” to perform the task or operation used herein.

[0089] It should be understood that the above description is intended to be illustrative and not limiting. For example, the above embodiments (and / or aspects thereof) can be used in combination with each other. Furthermore, many modifications can be made to adapt particular situations or materials to the teachings of various embodiments of this disclosure without departing from its scope. While the dimensions and types of materials described herein are intended to define parameters of various embodiments of this disclosure, these embodiments are by no means limiting and are exemplary embodiments. Many other embodiments will be apparent to those skilled in the art upon review of the above description. Therefore, the scope of the various embodiments of this disclosure should be determined by reference to the appended claims and the full scope of their equivalents. In the appended claims and the detailed description herein, the terms “comprising” and “wherein” are used as concise equivalents to the corresponding terms “including” and “in”. Furthermore, the terms “first,” “second,” and “third,” etc., are used merely as labels and are not intended to impose numerical requirements on their objects. Moreover, the limitations of the appended claims are not written in the form of means plus function and are not intended to be interpreted based on 35 U.S.SC §112(f), unless and until such claims expressly use the phrase “means for” and subsequently state that its function is independent of further structure.

[0090] This written description uses examples to disclose various embodiments of this disclosure, including the best mode, and also enables any person skilled in the art to practice the various embodiments of this disclosure, including making and using any device or system and performing any incorporated methods. The patent scope of the various embodiments of this disclosure is defined by the claims, and may include other examples that would occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

Claims

1. A system (100) for securing a portion of an aircraft fuselage to a portion of an aircraft wing, wherein the fuselage includes a first support fitting (118) and the wing includes a second support fitting (120), the system (100) comprising: The longitudinal beam (106) includes a linear body (108) extending between a first end (110) and a second end (112), wherein the first end (110) includes a first U-shaped clamp and the second end (112) includes a second U-shaped clamp; A first movable coupling interface (114) movably secures the first end (110) to the portion of the housing, wherein the first movable coupling interface (114) is configured to be secured to the first support fitting (118), wherein the first movable coupling interface (114) includes a first spherical bearing rotatably held within a first eccentric bushing, and wherein the first U-shaped clamp is coupled to one or both of the first spherical bearing or the first eccentric bushing. A first pin is coupled to the first eccentric bushing, wherein the first pin is configured to secure the first eccentric bushing to the first support fitting (118). A second movable coupling interface (116) movably secures the second end (112) to the portion of the wing, wherein the second movable coupling interface (116) is configured to be secured to the second support fitting (120), wherein the second movable coupling interface (116) includes a second spherical bearing rotatably held within a second eccentric bushing, and wherein the second U-shaped clamp is coupled to one or both of the second spherical bearing and the second eccentric bushing; and A second pin is coupled to the second eccentric bushing, wherein the second pin is configured to secure the second eccentric bushing to the second support fitting (120).

2. The system (100) of claim 1, wherein the portion of the wing is the lower side of the wing, the lower side of the wing being at the tail relative to the leading edge of the wing.

3. The system (100) of claim 1, wherein the portion of the fuselage is in front of and below the wing.

4. The system (100) according to claim 1, wherein the first end (110) and the second end (112) are not rigidly secured in place relative to the fuselage and the wing.

5. The system (100) according to claim 1, wherein the length (150) of the longitudinal beam (106) between the first end (110) and the second end (112) is free.

6. The system (100) according to claim 5, wherein the length (150) of the longitudinal beam (106) is not fastened.

7. A method for securing a portion of an aircraft fuselage to a portion of an aircraft wing, wherein the fuselage includes a first support fitting (118) and the wing includes a second support fitting (120), the method comprising: The first end (110) of the longitudinal beam (106) is movably fixed to the part of the body via a first movable coupling interface (114), wherein the first end (110) includes a first U-shaped clip, wherein the first movable coupling interface (114) includes a first spherical bearing rotatably held within a first eccentric bushing, and wherein the first U-shaped clip is coupled to one or both of the first spherical bearing or the first eccentric bushing. The first movable coupling interface (114) is fixed to the first support accessory (118) of the body. The first eccentric bushing of the first movable coupling interface (114) is coupled to the first support accessory (118) of the fuselage by means of a first pin. The second end (112) of the longitudinal beam (106) is movably fixed to the portion of the wing via a second movable coupling interface (116), wherein the second end (112) includes a second U-shaped clip, wherein the second movable coupling interface (116) includes a second spherical bearing rotatably held within a second eccentric bushing, and wherein the second U-shaped clip is coupled to one or both of the second spherical bearing and the second eccentric bushing. The second movable coupling interface (116) is fixed to the second support accessory (120) of the wing. as well as The second eccentric bushing of the second movable coupling interface (116) is coupled to the second support fitting (120) of the wing by means of a second pin.

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