Aircraft component and related methods

Abstract

An annular frame 100 for directing air into an aircraft engine. The frame 100 comprises at least one section 102 for directing air through the frame, and the frame 100 also comprises composite materia

Description

The present invention is concerned with an aircraft component, and in particular a frame, for use with an aircraft engine, which is used to direct air into the aircraft engine, and which may support adjacent hardware, along with providing structural rigidity to the aircraft engine. In use, the frame typically surrounds a portion of the aircraft engine, and comprises a mount portion for attaching the frame to a component part from an aircraft. In the context of such a frame, it is typically formed of metal, or a metal alloy, and is typically formed as a single-piece structure, potentially via casting or forging. Any mount portion for the frame is then typically integrally formed as part of this single-piece structure, as shown in Figure 1. Any such frame typically comprises a plurality of sections, which each define an interior channel for directing air through the pertinent section. The air which passes through each such section is then directed towards, and ultimately delivered into, the air intake from the aircraft engine which, in use, is surrounded by the frame and these plurality of air-directing sections therefrom. A difficulty with such a frame is that it can be challenging to manufacture, due to its formation as a single-piece structure. Additionally, a single piece construction for the frame can pose issues in managing its weight. Related to this, due to how such a frame is typically formed, stress concentrations can also arise around the parts of the frame which are located proximal to its mount portion. Various approaches are therefore described herein, which seek to help address or mitigate some of the issues discussed above. Summary of the Invention According to a first aspect of certain embodiments there is provided a frame for directing air into an aircraft engine, wherein the frame comprises: at least one section for directing air through the frame; and composite material, which is secured to the at least one section, wherein the composite material at least partially defines a mount portion from the frame for attaching the frame to a component part from an aircraft. According to a second aspect of certain embodiments there is provided a method of forming a frame, for directing air into an aircraft engine, which comprises a mount portion for attaching the frame to a component part from an aircraft; wherein the method comprises: forming composite material next to at least one air-directing section from the frame such that the composite material is secured to the at least one section and such that the composite material at least partially defines the mount portion. According to a third aspect of certain embodiments there is provided an aircraft engine assembly comprising the frame according to the first aspect, and an aircraft engine which is at least partially located in an interior space, defined by the frame, which is next to the at least one section. It will be appreciated that features and aspects of the invention described above in relation to the various aspects of the invention are equally applicable to, and may be combined with, embodiments of the invention according to other aspects of the invention as appropriate, and not just in the specific combinations described herein. Brief Description of the Drawings Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a frame, for use with an aircraft engine, which comprises a plurality of sections for directing air through the frame, and which comprises a mount portion for attaching the frame to a component part from an aircraft, wherein the sections and the mount portion from the frame are all integrally formed together. Figure 2 shows a modified frame, for use with an aircraft engine, which comprises a plurality of sections for directing air through the frame, and which comprises a mount portion for attaching the frame to a component part from an aircraft, wherein the sections are secured together using composite material, from the frame, which is located between the plurality of sections. This frame from Figure 2 also illustrates the optional employment of one or more reinforcement members from the frame, wherein each reinforcement member may be at least partially located between, and / or at one or more inner and outer sides of, a pair of neighbouring sections from the plurality of sections. This Figure 2 also show composite material being employed, as part of the frame, wherein the composite material at least partially defines the mount portion from the frame, in accordance with certain embodiments of the disclosure. Figure 3 shows an enlarged perspective view of a mount portion from a frame that is similar to the frame illustrated in Figure 2, in accordance with certain embodiments of the disclosure. Detailed Description With reference to the Figures, there is shown a frame 100 for di recti ng air into an aircraft engine 10. The frame 100 defines a plurality of sections 102, wherein each of the plurality of sections defines an interior channel 104 for directing air through the section 102. The air which passes through these sections 102 is ultimately configured to be delivered into the aircraft engine 10, which typically is at least partially located in an interior space 106, between the plurality of sections 102, from the frame 100. In this way, the interior space 106 of the frame 100 effectively acts to receive a portion of this aircraft engine 10. In each of the Figures 1-3, it may be seen that each of the plurality of sections 102 of the frame may be arcuate, such to facilitate their defining of the interior space 106 between these sections 102. The number of sections 102 which may be employed may depend on the size of the aircraft engine 10 used with the frame 100, and may also depend on the required characteristics of the airflow A1 which is configured to pass through the interior channel 104 of each section 102. Though in accordance with some embodiments, the plurality of sections may comprise at least four sections, or in some more limited embodiments comprise at least six sections, or in some more limited embodiments at least eight sections, or in some even more limited embodiments at least ten sections. Appreciably, as the number of sections 102 increases, this allows for greater control of the airflow A1 passing through the sections 102, as a collective. As explained previously, in the case of the frame 100 illustrated in Figure 1, this is depicted as being formed as a single-piece structure, such that all of its plurality of sections 102 are also integrally formed together as part of this single-piece structure. Particularly where a large number of sections 102 are present, noting the geometries and dimensions of each section 102 may be quite complicated in practice, and may be quite different from each other, the fact these sections are all integrally formed together as this single-piece structure makes the resultant frame 100 (as shown in Figure 1) difficult to manufacture. It is also may result in any failure of a section 102 more quickly propagating through the rest of the frame 100, which may reduce the life expectancy of the frame 100. A variant of this frame is therefore depicted in Figures 2 and 3. In such frames 100, rather than this being formed as a single-piece structure where all the sections 102 are integrally formed together, in these latter frames 100, each of the plurality of sections 102 are initially separate from each other, but then secured together using composite material 120, from the frame 100, which is located between the plurality of sections. The composite material, in practice 120, is located between the plurality of sections, such that when the composite material is formed, it effectively secures the [initially separate] plurality of sections 102 together, to hold them in the required location, and such to prevent the sections from moving apart from each other in use. This composite material is illustrated in Figure 2 in the upper-left sections 102 of the frame shown, and appreciably would also be present between the remaining sections 102 of the frame 100, in a similar way. By forming the frame 100 in this way, the implementation of the composite material 100 may serve to allow for frames of more complicated geometries to be formed, and may also better inhibit any failures in one section 102 of the frame from propagating into other parts / sections of the frame 100. The fact that the frame is then also not formed as a single-piece structure may also reduce the effects of deleterious vibrational effects in the frame 100, for example caused by a single vibration otherwise vibrating the entirety of the frame (as would be the case for the single-piece frame 100 shown in Figure 1). The introduction of composite material 120 to the frame 100 in this way may also allow for different materials to be used for the different sections 102. In that respect, in some embodiments, each, all, or any combination of the sections 102 may be made of, or comprise composite material, which might in some even more limited embodiments comprise a carbon fibre reinforced plastic. In the case of any section(s) 102 comprising composite material, appreciably in some more limited embodiments, the composite material could be the same as the composite material 120 between the plurality of sections, or could be a different composite material. To contextualise the above in more detail, a formation methodology for forming the frame illustrated in Figure 2 may be to initially arrange the plurality of sections 102 from the frame 100, which may be separate from each other at this stage, into an annular configuration. This annular configuration then approximates the intended shape of the frame 100, and the arrangement of the sections 102, which the frame is intended to adopt in its final form (for example as shown in Figure 2). Once the plurality of sections 102 are then arranged in this way, the composite material 120 may be formed / cured between these plurality of sections 102 to secure them together. This may be done, appreciably, as part of a prepreg process, which then allows the shape of the composite material 120 between the plurality of sections to be contoured to match, and cured around, the shape of the adjacent plurality of sections. By forming the composite material 120 around these plurality of sections 102 in this way, once the composite material is formed around these sections, the plurality of sections 102 largely then function as the plurality of sections 102 from the frame 100 depicted in Figure 1, in terms of working together to direct air through their interior channels 104 and ultimately into the aircraft engine 10, which typically is at least partially located in an interior space 106 between the sections 102. Although not necessarily required, in accordance with some embodiments, the frame 100 may further comprise at least one reinforcement member 122, wherein each reinforcement member is at least partially located, or at least partially extends, between a pair of neighbouring sections 102A;102B from the plurality of sections 102. A purpose of the reinforcement member 122, which may be formed of a different material, or composition, to that of the neighbouring sections 102A;102B and / or the composite material 120, is to provide customisation of the mechanical properties around these pair of neighbouring sections 102A;102B. For example, the reinforcement member 122 in some embodiments may be configured to increase the mechanical strength of the frame 100 in an / this area between the pair of neighbouring sections 102A;102B, or more be configured to increase the stiffness of the frame 100 in an / this area between the pair of neighbouring sections 102A;102B. Mindful of this, some embodiments for the frame may involve the reinforcement member 122 comprising, or being made of, a metal; or a metal alloy, for example. For instance, in accordance with some more limited embodiments, any such metal or metal alloy may comprise titanium or a titanium alloy, due to its relatively light weight and desirable mechanical properties. In terms of the geometry of each reinforcement member 122, it may be seen that in some embodiments (such as that illustrated in Figure 2) that each reinforcement member may comprise a first end portion 124 which extends across a portion of an outer side 140 of the pair of neighbouring sections 102;102A;102B; and a second end portion 126, opposite the first end portion 124, which extends across a portion of an inner side 142 of the pair of neighbouring sections 102;102A;102B. For completeness, the outer side 140 of a given section 102 may be construed as a side of the section 102 which is furthest away from the interior space 106, or construed as a side of the section 102 which is further away from the interior space 106 than the inner side 142 of the section 102 is to the interior space 106. Appreciably, each of the outer side 140 and the inner side 142 may be curved, or arcuate, as can be seen in the particular embodiments depicted in Figures 2 and 3. Though collectively, it may be that the sides of each 102 define a continuous loop of material, which effectively surrounds / defines the interior channel 104 of the section. Phrasing this potential geometry for each reinforcement member 122 differently, it may be seen that in some embodiments, each reinforcement member 122 may extend across, or at least partially envelope, two opposing sides 140; 142 of each section 102 from the pair of neighbouring sections 102;102A;102B. In some more limited embodiments, it may be seen that each reinforcement member 122 may extend across, or at least partially envelope, three sides 140;142;144 of each section 102 from the pair of neighbouring sections 102;102A;102B, wherein at least one of these three sides 140;142;144 is an end side 144 that is configured to extend between the other two sides 140; 142 from the section 102 - or phrasing this differently is configured to extend in a radial direction R1 away from the interior space 106 define by the frame 100. With reference to the embodiment illustrated in Figure 2, it may be seen that any of the described geometries for any employed reinforcement member(s) 122 may also / alternatively be applicable to the geometry of the composite material 120 which is located between the plurality of sections 102, in so far this composite material 120 located between the plurality of sections may comprise additional portions 148 of composite material, wherein the additional portions 148 of composite material comprise a first end portion 150 which extends across a portion of the outer side 140 of the plurality of sections 102; and a second end portion 152, opposite the first end portion 150, which extends across a portion of the inner side 142 of the sections 102. Also in the context of any employed reinforcement member(s) 122, it may be seen that where employed, in terms of their location as part of any methodologies used to form the frame 100, it may be realised that forming such a frame 100 may be achieved by locating each reinforcement member 122 between a pair of neighbouring sections 102A;102B from the plurality of sections 102, prior to forming the composite material 120. In this way, forming the composite material 120 between the plurality of sections 102 such that the plurality of sections 102 are secured together using the composite material 120 may be further such the reinforcement member 122 is secured in position between the pair of neighbouring sections 102A;102B by the composite material 120. This can be seen in Figure 2, where for a given reinforcement member 122, the composite material 120 is formed around the reinforcement member 122 to secure the reinforcement member 122 between the pair of neighbouring sections 102A;102B. Phrasing this differently, it may be seen that between the pair of neighbouring sections 102A;102B, there is an ordering 160 in this region which defines a portion of one of the neighbouring sections 102A; a portion of the composite material 120; the reinforcement member 122; another portion of the composite material 120; and finally a portion of the other of the neighbouring sections 102B. For completeness though, with respect to any reinforcement member(s) 122 which might be employed, each such reinforcement member need not necessarily be located between the plurality of sections 102. In that respect, each reinforcement member 122 may still be able to provide a degree of reinforcement, in instances where the reinforcement member 122 only comprises the first end portion 150 which extends across a portion of the outer side 140 of the plurality of sections 102; and the second end portion 152, opposite the first end portion 150, which extends across a portion of the inner side 142 of the sections 102. In such embodiments therefore, it may be appreciated any or each reinforcement member 122 need not necessarily be located between a pair of neighbouring sections 102A;102B to nonetheless achieve a function of reinforcement in the frame 100. Thus in accordance with such embodiments, the ordering 160 in a region between a pair of neighbouring sections 102A;102B might instead define a portion of one of the neighbouring sections 102A; one or more portions of the composite material 120; and finally a portion of the other of the neighbouring sections 102B. In connection with the frame 100, as can be seen from the embodiments depicted in Figures 1 and 2, some embodiments of the frame may additionally employ an first / inner, potentially annular, support portion 186. This first support portion 186 is configured to extend around the interior space 106, and may be located next to, or connected with, each of the plurality of sections 102 to help secure them together. In this way, it may be seen that the first support portion 186 may be located proximal, or next to, the inner side 142 of each section 102. Related to the first support portion 186, the frame in accordance with some additional / alternative embodiments may appreciably comprise a second / outer, potentially annular, support portion 188. This second support portion 188 is configured to extend around the plurality of sections 102, and may be located next to, or connected with, each of the plurality of sections 102 to help secure them together. In this way, it may be seen that the second support portion 186 may be located proximal, or next to, the outer side 140 of each section 102. From the foregoing, it may be seen how the frame 100 described, and shown in the particular embodiment from Figure 2, may be used in to define an aircraft engine assembly comprising the frame 100 as described above, and an aircraft engine 10 which is at least partially located in the interior space 106, defined by the frame 100, which is between the plurality of sections 102 from the frame 10. In this way, and in such an aircraft engine assembly, it may be realised that the assembly may be configured such that air is configured to pass through the plurality of sections 102 from the frame 100, for example through their interior channels 104, into an air intake from the aircraft engine 10. Turning now to a second, related, aspect of the disclosure, it may be seen from the frames illustrated in Figures 2 and 3 that an additional aspect of these frames 100 is in its mount portion 200, which is used for attaching the frame 100 to a component part from an aircraft. Unlike the mount portion 200 illustrated in the frame 100 shown in Figure 1, and as described previously, the mount portion 200 illustrated in the embodiments from Figures 2 and 3 employs the composite material 120, which is secured to at least one section 102 from the frame, and wherein this composite material 120 at least partially defines the mount portion 200. The implementation of this composite material 120 to at least partially define the mount portion of the frame 100 has been found to better allow for stress concentrations, which might otherwise be focalised (as in the case of the mount portion 200 from the frame of Figure 1) to be better avoided through the forces creating such stresses being distributed about wider parts of the frame where this composite material 120 is present. This can be seen in Figure 3 for example, where the forces creating such stresses in the mount portion 200 can be distributed through the various portions of the composite material 120, and hence distributed across the wider surface areas about which this composite material 120 is secured to its adjacent section(s) 102 from the frame 100. This distribution of the force, as facilitated by the composite material 120 present in the mount point 200, to other parts away from this mount portion 200 to which the composite material is also effectively secured, is indicated by the various areas / regions As illustrated in Figure 3. To help such distribution of the forces in the mount portion 200, it may be such that each section 102 of the at least one section 102 from the frame 100 is located between two portions 170;172 of the composite material 120. This can be seen in Figure 3, where these [additional] portions 170; 172 of the composite material 120 comprise a first end portion 170 which extends across a portion of the outer side 140 of each section 120; and a second end portion 172, opposite the first end portion 170, which extends across a portion of the inner side 142 of each section 102. Equally, and in accordance with some additional / alternative embodiments, again to help such distribution of the stresses in the mount portion 200, it may be such that the at least one section 102 comprises two sections 102C;102D, as can be seen for example in the case of the embodiment illustrated in Figures 2 and 3. In such embodiments, it can be seen that the composite material 120 may be at least partially located between the two sections 120C;120D - in the region R2 as indicated in Figures 2 and 3. As mentioned above, to help distribute the stresses, in some embodiments it may be such that each section 102 of the at least one section 102 from the frame 100 is located between two portions 170;172 of the composite material 120. In this way, it may be such that the composite material at least partially envelopes at least two sides 140;142 of each section 102 from the at least one section 102. Though in some related embodiments, it may be such that the composite material at least partially envelopes other / different sides 174; 176 of each section 102 from the at least one section 102, beyond the outer side 140 and inner side of the section 120. These other / different sides 174 may be described as radial sides, or sides 176 which are disposed between the outer side 140 and inner side 142 of the section 120, or sides 176 which each comprise a first end 176A and a second end 176B, wherein the first end 176A of each side 174; 176 is more proximal to the mount portion 200 than the first end 176A is to the interior space 106, and wherein the second end 176B of each side 174; 176 is more proximal to the interior space 106 than the second end 176B is to the mount portion 200. Noting the above, it may be seen that in some either more limited embodiments, the composite material 120 may at least partially envelope at least three sides, or potentially even four sides, of each section 102 from the at least one section 102. In the case of the two sections 102C;102D shown in Figure 2, it may be seen that the composite material 120 at least partially envelopes all three sides of the section, namely the inner side 140, and the two sides 176 of the section (each of these two sides 176 comprising the first end 176A more proximal to the mount portion 200 and the second end 176B more proximal to the interior space 106). Whereas in the case of the two sections 102C;102D shown in Figure 3, it may be seen that the composite material 120 at least partially envelopes four sides of the section - namely the inner side 140; the outer side 142; and the two sides 176 of the section. Staying with the composite material which is near, or adjacent to, these sections 102C;120D, a particular embodiment may comprise the composite material 120 comprising a portion 180 which is adjacent to a section from the at least one section 102, wherein the portion 180 of the composite material 120 defines a length L1 extending between a first position P1 and a second position P2. In this portion 180, the first position P1 is located more proximal to the mount portion 200 than the second position P2 is located to the mount portion 200, and is such that the thickness T1 of the composite material 120 progressively decreases along the length of the portion 180 in a direction which extends away from the first position P1 towards the second position P2. This can be seen in Figure 3, where the portion 180 is adjacent to one of the sides 176 of the section. With this geometry, where the thickness T1 of the composite material 120 progressively decreases along the length of the portion 180 in a direction which is effectively away from the mount portion 200, this has been found to better dimension the thickness of the composite material 120 to the expected forces imposed on it, noting the expected forces may typically decrease as the distance away from the mount portion 200 increases. So as this distance away increases, it has been found that the thickness of the composite material 120 can progressively decrease whilst still providing the necessary strength. With respect to some of the additional features of the mount portion 200 illustrated in the embodiments from Figures 2 and 3, the mount portion 200 in accordance with such embodiments, and potentially others, may comprise at least one reinforcing insert 202, wherein each reinforcing insert is configured to be at least partially surrounded by the composite material 120. A purpose of each reinforcement insert 202, which may be formed of a different material, or composition, to that of any neighbouring / surrounding composite material 120 is to provide customisation of the mechanical properties around the mount portion. For example, each reinforcement insert 202 in some embodiments may be configured to increase the mechanical strength, or stiffness of the mount portion 200. Mindful of this, some embodiments for the frame may involve each reinforcing insert 202 comprising, or being made of, a metal; or a metal alloy. For instance, in accordance with some more limited embodiments, any such metal or metal alloy may comprise titanium or a titanium alloy, due to its relatively light weight and desirable mechanical properties. Appreciably, where at least one reinforcing insert 202 is employed, there may in some embodiments (such as those illustrated in Figures 2 and 3) be more than one reinforcing insert, such as two (or more) reinforcing inserts. In such embodiments, it may be seen that the composite material 120 may be at least partially located between the two reinforcing inserts 202 - as shown in the case of the embodiments illustrated in Figures 2 and 3). Concerning the shape of each reinforcing insert 202, some embodiments (such as those illustrated in Figures 2 and 3) may have each reinforcing insert 202 comprising a first / base end 203 and two support plates 205. In accordance with such embodiments, one of the support plates 205 projects away from the first / base end 203 in a first direction away D1 from the at least one section 102, or as can be seen in the embodiments from Figures 2 and 3 in a direction which is substantially perpendicular to the first / base end 203. With respect to the other of the support plates 205, it may be realised that this may then project away from the first / base end 203 in the first direction D1, or another direction away from the at least one section 102 (such as again in a direction which is substantially perpendicular to the base end 203). Staying with the shape of each reinforcing insert 202, and in particular any support plates 205 which may be employed therewith, in some load-optimising embodiments it may be such that the support plates are parallel to each other and / or are substantially triangular or semi-circular in shape -as can be seen in the embodiments depicted in Figures 2 and 3. In connection with the shape of any employed support plates 205 though, it is to be realised that other shapes may also be employed, which might not necessarily result in them needing to be substantially triangular or semi-circular in shape. For instance, some embodiments may have the support plates 205 connected such that they define a closed loop in terms of their shape. This might then allow for further load distribution between the support plates 205 in use. In connection with the above embodiments, it may be also realised that each support plate 205 from the reinforcing insert 202 may be in contact with the composite material 120, to facilitate load transfer between these components. Moving away from any employed reinforcing insert(s) 202 from the mount portion 200, some embodiments may have the mount portion 200 additionally / alternatively define at least one orifice 204 which extends through a portion of the composite material, and which may also extend through a portion of any reinforcing insert(s) 202 where these might be additionally employed. In such embodiments, for further increasing the rigidity and strength of the mount portion 200 around this orifice 204, some embodiments (as shown in the embodiment from Figure 1) may have the mount portion 200 further comprising a sleeve 206 which surrounds the orifice 204, wherein the sleeve 206 optionally comprises a metal or a metal alloy. In more specific embodiments, this sleeve 206 may considered as, or form the shape of, an eyelet which is located within the orifice 204, for reinforcing the outer circumference of the orifice 204. From the foregoing disclosure, it may be seen that this may allow for related methods in forming a frame 100 which comprises such a mounting portion 200 as described above. One such method may thus be a method of forming a frame 100, for directing air into an aircraft engine, which comprises the mount portion 200 for attaching the frame 100 to a component part from an aircraft. In particular, the method may comprise forming composite material 120 next to at least one [air-directing] section 102 from the frame 100 such that the composite material 120 is secured to the at least one section 102 and such that the composite material 120 at least partially defines the mount portion 200. In the context of such a method, some narrower embodiments which employ the previously described at least one reinforcing insert 202 may comprise forming the composite material 120 next to the at least one reinforcing insert from the mount portion 200 such that the composite material 120 is at least partially located between the at least one reinforcing insert 202 and the at least one section 102 from the frame 100. Particular with reference to the disclosure from Figure 3, it may be realised that any composite material as herein described may in some embodiments be at least partially laminated, or formed of a plurality of layers 120A;120B;120C;120D... 120n. This may therefore facilitate the shaping of the composite material into is requisite shape, and also may facilitate any optimisation of the material properties for the composite material. In connection with the composition of the composite material 120 herein described, it may be appreciated that this composite material may include a variety of different types, and for instance may comprise carbon-fibre or glass-fibre. To the extent the composite material does comprise fibres, such fibres may in some narrower embodiments be unidirectional or bidirectional. For completeness, additional embodiments may have the composite material 120 comprise, or be formed of, fibre reinforced resin composites. Also, and as mentioned previously, it may be such that in some embodiments, some or all of the composite material employed as part of the frame 100 in some embodiments be at least partially laminated, or formed of a plurality of layers 120A;120B;120C;120D... 120n (as shown for instance in the embodiment from Figure 3). Appreciating the foregoing, there has accordingly been an annular frame for directing air into an aircraft engine, wherein the frame defines a plurality of sections which are secured together using composite material, from the frame, which is located between the plurality of sections. There has also been described a method of forming an annular frame for directing air into an aircraft engine, wherein the method comprises: arranging a plurality of sections from the frame into an annular configuration; and forming composite material between the plurality of sections such that the plurality of sections are secured together using the composite material. There has also been described a frame for directing air into an aircraft engine, wherein the frame defines a plurality of sections, wherein each of the plurality of sections defines an interior channel for directing air through the section; wherein the frame further comprises at least one reinforcement member, wherein each reinforcement member is at least partially located between a pair of neighbouring sections from the plurality of sections. There has also been described an aircraft engine assembly comprising any frame as described previously as described previously, and an aircraft engine which is at least partially located in an interior space, defined by the frame, which is between the plurality of sections from the frame. There has also been described a frame for directing air into an aircraft engine, wherein the frame comprises: at least one section for directing air through the frame; and composite material, which is secured to the at least one section, wherein the composite material at least partially defines a mount portion from the frame for attaching the frame to a component part from an aircraft. There has also been described a method of forming a frame, for directing air into an aircraft engine, which comprises a mount portion for attaching the frame to a component part from an aircraft; wherein the method comprises: forming composite material next to at least one air-directing section from the frame such that the composite material is secured to the at least one section and such that the composite material at least partially defines the mount portion. There has also been described an aircraft engine assembly comprising the frame as described previously, and an aircraft engine which is at least partially located in an interior space, defined by the frame, which is next to the at least one section. There has also been described a frame 100 for directing air into an aircraft engine. The frame 100 comprises at least one section 102 for directing air through the frame, and the frame 100 also comprises composite material 120. The composite material 120 is secured to the at least one section 102, and the composite material 120 at least partially defines a mount portion 200 from the frame for attaching the frame 200 to a component part from an aircraft. This has been found to reduce stress concentrations around parts of the frame 100 which are located proximal to the mount portion 200, by allowing the forces creating such stress concentrations to be more effectively distributed about wider parts of the frame 100 where the composite material 120 is additionally present. The present disclosure thus shows by way of illustration various embodiments in which the claimed invention(s) may be practiced. The advantages and features of the disclosure are of a representative sample of embodiments only, and are not exhaustive and / or exclusive. They are presented only to assist in understanding and to teach the claimed invention(s). It is to be understood that advantages, embodiments, examples, functions, features, structures, and / or other aspects of the disclosure are not to be considered limitations on the disclosure as defined by the claims or limitations on equivalents to the claims, and that other embodiments may be utilised and modifications may be made without departing from the scope of the claims. Various embodiments may suitably comprise, consist of, or consist essentially of, various combinations of the disclosed elements, components, features, parts, steps, means, etc. other than those specifically described herein, and it will thus be appreciated that any of the feature(s) from the claims may be combined / altered with any other combination of feature(s) from the claims beyond those combinations as explicitly set out in the claims. The disclosure may include other inventions not presently claimed, but which may be claimed in future. For example, some embodiments of the frame 100 as herein described may not necessarily employ composite material 120 between the plurality of sections, but might nonetheless include other features as herein described, such as one or more reinforcement member 122 which might be at least partially located between a pair of neighbouring sections from the plurality of sections, for helping to provide reinforcement and load distribution in this neighbouring region. In this way, there might resultantly be disclosed a frame 100 for directing air into an aircraft engine, wherein the frame 100 defines a plurality of sections 102, wherein each of the plurality of sections defines an interior channel 104 for directing air through the section 102. In this way, the frame 100 may then further comprise at least one reinforcement member 122, wherein each reinforcement member 122 is at least partially located between a pair of neighbouring sections from the plurality of sections 102. Such an embodiment might then comprise any combination of the features as otherwise set out herein, such as any of the features from the claims or clauses as appended to the end of this specification. First Set of Clauses 1. An annular frame for directing air into an aircraft engine, wherein the frame defines a plurality of sections which are secured together using composite material, from the frame, which is located between the plurality of sections. 2. The frame according to clause 1, wherein each of the plurality of sections defines an interior channel for directing air through the section. 3. The frame according to any preceding clause, wherein each of the plurality of sections is arcuate. 4. The frame according to any preceding clause, wherein the frame defines an interior space, between the plurality of sections, which is configured for receiving a portion of an aircraft engine. 5. The frame according to any preceding clause, wherein the plurality of sections comprises at least four sections. 6. The frame according to any preceding clause, wherein the plurality of sections comprises at least six sections. 7. The frame according to any preceding clause, wherein each of the plurality of sections defines a continuous loop of material. 8. The frame according to any preceding clause, wherein each of the plurality of sections comprises an inner side and an outer side. 9. The frame according to clause 8, wherein the frame comprises a first support portion located next to the inner side of each the plurality of sections. 10. The frame according to clause 8 or 9, wherein the frame comprises a second support portion located next to the outer side of each of the plurality of sections. 11. The frame according to clause 9 or 10, wherein each support portion is annular. 12. The frame according to any preceding clause, wherein the frame further comprises at least one reinforcement member, wherein each reinforcement member is at least partially located between a pair of neighbouring sections from the plurality of sections. 13. The frame according to clause 12, when further dependent on clause 8, wherein each reinforcement member comprises: a first end portion which extends across a portion of the outer side of each section from the pair of neighbouring sections; and a second end portion, opposite the first end portion, which extends across a portion of the inner side of each section from the pair of neighbouring sections. 14. The frame according to any preceding clause, wherein each of the plurality of sections is formed of composite material. 15. The frame according to any preceding clause, wherein each of the plurality of sections is made of a metal, or a metal alloy. 16. A method of forming an annular frame for directing air into an aircraft engine, wherein the method comprises: arranging a plurality of sections from the frame into an annular configuration; and forming composite material between the plurality of sections such that the plurality of sections are secured together using the composite material. 17. The method according to clause 16, wherein the method further comprises: locating at least one reinforcement member between a pair of neighbouring sections from the plurality of sections, prior to forming the composite material; wherein forming the composite material between the plurality of sections such that the plurality of sections are secured together using the composite material further comprises: forming the composite material between the plurality of sections such that the plurality of sections are secured together using the composite material and such the reinforcement member is secured in position between the pair of neighbouring sections by the composite material. 18. A frame for directing air into an aircraft engine, wherein the frame defines a plurality of sections, wherein each of the plurality of sections defines an interior channel for directing air through the section; wherein the frame further comprises at least one reinforcement member, wherein each reinforcement member is at least partially located between a pair of neighbouring sections from the plurality of sections. 19. The frame according to clause 18, wherein each reinforcement member comprises: a first end portion which extends across a portion of an outer side of each section from the pair of neighbouring sections; and a second end portion, opposite the first end portion, which extends across a portion of an inner side of each section from the pair of neighbouring sections. 20. The frame according to clause 18 or 19, wherein the frame is annular. 21. The frame according to any of clauses 18-20, wherein the plurality of sections are secured together using composite material, from the frame, which is located between the plurality of sections. 22. The frame according to any of clauses 18-21, wherein each reinforcement member is made of a metal or a metal alloy. 23. The frame according to clause 22, wherein the metal or metal alloy comprises titanium or a titanium alloy. 24. The frame according to any of clauses 18-23, wherein the frame further comprises a mount portion for attaching the frame to a component part from an aircraft. 25. An aircraft engine assembly comprising the frame according to any of clauses 1-15 or 18-24, and an aircraft engine which is at least partially located in an interior space, defined by the frame, which is between the plurality of sections from the frame. 26. The aircraft engine assembly according to clause 25, wherein the assembly is configured such that air is configured to pass through the plurality of sections from the frame into an air intake from the aircraft engine. Also described are the embodiments set out in the following numbered clauses: 1. A frame for directing air into an aircraft engine, wherein the frame comprises: at least one section for directing air through the frame; and composite material, which is secured to the at least one section, wherein the composite material at least partially defines a mount portion from the frame for attaching the frame to a component part from an aircraft. 2. The frame according to clause 1, wherein the mount portion comprises at least one reinforcing insert, wherein each reinforcing insert is configured to be at least partially surrounded by the composite material. 3. The frame according to clause 2, wherein the at least one reinforcing insert comprises two reinforcing inserts, wherein the composite material is at least partially located between the two reinforcing inserts. 4. The frame according to clause 2 or 3, wherein each reinforcing insert is made of a metal, or a metal alloy. 5. The frame according to any of clauses 2-4, wherein each reinforcing insert comprises a base end and two support plates, wherein one of the support plates projects away from the base end in a first direction away from the at least one section, and the other of the support plates projects away from the base end in the first direction, or another direction away from the at least one section. 6. The frame according to any clause 5, wherein the other of the support plates projects away from the base end in the first direction, or another direction away from the at least one section. 7. The frame according to any clause 5 or 6, wherein each support plate is in contact with the composite material. 8. The frame according to any of clauses 5-7, wherein the two support plates are parallel to each other. 9. The frame according to any of clauses 5-8, wherein each of the support plates is substantially triangular or semi-circular in shape. 10. The frame according to any preceding clause, wherein the mount portion defines at least one orifice which extends through a portion of the composite material. 11. The frame according to clause 10, wherein the mount portion further comprises a sleeve which surrounds the orifice, wherein the sleeve optionally comprises a metal or a metal alloy. 12. The frame according to any preceding clause, wherein each section of the at least one section is located between two portions of the composite material. 13. The frame according to any preceding clause, wherein the at least one section comprises two sections. 14. The frame according to clause 13, wherein the composite material is at least partially located between the two sections. 15. The frame according to any preceding clause, wherein the composite material at least partially envelopes at least two sides of each section from the at least one section. 16. The frame according to any preceding clause, wherein the composite material at least partially envelopes at least three sides of each section from the at least one section. 17. The frame according to any preceding clause, wherein each section of the at least one section is arcuate. 18. The frame according to any preceding clause, wherein the composite material comprises a portion which is adjacent to a section from the at least one section, wherein the portion of the composite material defines a length extending between a first position and a second position; wherein the first position is located more proximal to the mount portion than the second position is located to the mount portion; and wherein the thickness of the composite material progressively decreases along the length of the portion in a direction which extends away from the first position towards the second position. 19. The frame according to any preceding clause, wherein the composite material is at least partially laminated. 20. A method of forming a frame, for directing air into an aircraft engine, which comprises a mount portion for attaching the frame to a component part from an aircraft; wherein the method comprises: forming composite material next to at least one air-directing section from the frame such that the composite material is secured to the at least one section and such that the composite material at least partially defines the mount portion. 21. The method according to clause 20, wherein forming the composite material further comprises forming the composite material next to at least one reinforcing insert from the mount portion such that the composite material is at least partially located between the at least one reinforcing insert and the at least one section from the frame. 22. An aircraft engine assembly comprising the frame according to any of clauses 1-19, and an aircraft engine which is at least partially located in an interior space, defined by the frame, which is next to the at least one section.

Claims

1. An annular frame for directing air into an aircraft engine, wherein the frame defines a plurality of sections which are secured together using composite material, from the frame, 5 which is located between the plurality of sections;wherein each of the plurality of sections defines an interior channel for directing air through the section; andwherein the frame further comprises at least one reinforcement member, wherein each reinforcement member is at least partially located between a pair of neighbouring sections from 10 the plurality of sections.

2. The frame according to claim 1, wherein each of the plurality of sections is arcuate.

3. The frame according to any preceding claim, wherein the frame defines an interior15 space, between the plurality of sections, which is configured for receiving a portion of an aircraftengine.

4. The frame according to any preceding claim, wherein the plurality of sections comprises at least four sections.

205. The frame according to any preceding claim, wherein the plurality of sections comprises at least six sections.

6. The frame according to any preceding claim, wherein each of the plurality of sections 25 defines a continuous loop of material.

7. The frame according to any preceding claim, wherein each of the plurality of sections comprises an inner side and an outer side.30 8. The frame according to claim 7, wherein the frame comprises a first support portionlocated next to the inner side of each the plurality of sections.

9. The frame according to claim 7 or 8, wherein the frame comprises a second support portion located next to the outer side of each of the plurality of sections.3510. The frame according to claim 8 or 9, wherein each support portion is annular.16 06 2511. The frame according to claim 7, wherein each reinforcement member comprises:a first end portion which extends across a portion of the outer side of each section from the pair of neighbouring sections; anda second end portion, opposite the first end portion, which extends across a portion of the inner side of each section from the pair of neighbouring sections.

12. The frame according to any preceding claim, wherein each of the plurality of sections is formed of composite material.

13. The frame according to any preceding claim, wherein each of the plurality of sections is made of a metal, or a metal alloy.

14. A method of forming an annular frame for directing air into an aircraft engine, wherein the method comprises:arranging a plurality of sections from the frame into an annular configuration, wherein each of the plurality of sections defines an interior channel for directing air through the section;locating a reinforcement member between a pair of neighbouring sections from the plurality of sections; andforming composite material between the plurality of sections such that the plurality of sections are secured together using the composite material and such that the reinforcement member is secured in position between the pair of neighbouring sections by the composite material.

15. An aircraft engine assembly comprising the frame according to any of claims 1-13, and an aircraft engine which is at least partially located in an interior space, defined by the frame, which is between the plurality of sections from the frame.

16. The aircraft engine assembly according to claim 15, wherein the assembly is configured such that air is configured to pass through the plurality of sections from the frame into an air intake from the aircraft engine.

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