Aircraft equipment base

Abstract

The invention relates to a basic body 1 of an aircraft device made of fiber-reinforced composite material and to a method for the manufacture of the basic body 1 of an aircraft device. The basic body 1 of an aircraft device has a carrying structure formed as an elongated fuselage section 3. Wing pairs consisting of two wing sections are arranged at the sides of the elongated fuselage section 3. The wing sections 4 are formed in such a way that lift is generated for the aircraft device 2 during a horizontal flight movement in a horizontal flight direction parallel to the longitudinal axis 5 of the fuselage section 3. A number of accommodation devices are formed in the wing sections for the accommodation of drive devices. The basic body 1 of an aircraft device is formed from an upper shell 7 and a lower shell 8. The upper shell 7 and the lower shell 8 are connected to each other along a common connecting surface 9. A tail 11 is arranged in the tail section 10 of the fuselage section 3. The tail 11 is formed by a tail surface pair 12. The guide surfaces 13 of the tail surface pairs are aligned V-shaped with respect to each other in the horizontal flight direction. The upper shell 7 is manufactured in one piece.

Description

Technical Field

[0001] The present invention relates to an aircraft basic body of an aircraft made of a fiber-reinforced composite material, and a method for manufacturing the aircraft basic body, wherein the aircraft basic body has a support structure formed as a vertically elongated fuselage part, a pair of wing parts consisting of two wing parts is arranged on the side of the vertically elongated fuselage part, these wing parts are formed such that lift for the aircraft is generated during a horizontal flight movement in a horizontal flight direction parallel to the longitudinal axis of the fuselage part, a plurality of accommodating devices for accommodating a drive device are formed in these wing parts, the aircraft basic body is formed of an upper shell and a lower shell, the upper shell and the lower shell are joined to each other along a common joint surface, a tail wing is arranged at the tail of the fuselage part, and the tail wing is formed by a pair of tail wing surfaces, the guiding surfaces of the pair of tail wing surfaces are aligned in a V-shape with respect to each other in the horizontal flight direction.

Background Art

[0002] In the field of aviation, structural members and three-dimensional structural members of aircraft are often manufactured from fiber-reinforced composite materials, where fiber-reinforced composite materials also include fiber-reinforced composite materials of synthetic substances. In this case, fiber-reinforced composite materials mean fibers embedded in a synthetic substance matrix. In the field of aviation, often, for example, carbon fiber-reinforced synthetic substances (simply, CFRP) are used, where the carbon fibers are embedded in a synthetic substance matrix. This matrix is used for bonding the fibers and for filling the intermediate spaces between these fibers. As matrix materials, epoxy resins are often used. In this case, thermosetting resins (Duroplaste) or thermoplastic resins (Thermoplaste) are also used as matrix materials. Carbon fiber-reinforced composite materials are characterized by a small mass at the same time as high rigidity. Glass fiber-reinforced composite materials, in which the fibers embedded in the composite matrix are formed from glass fibers, can also be used in the field of aviation.

[0003] Structural members made of carbon fiber-reinforced composite materials usually have so-called anisotropic properties. In this case, the strength and rigidity are significantly greater in the fiber direction than in the direction transverse to the fiber direction. In order to form anisotropic properties, i.e., properties that do not depend on direction, the fiber layers can be oriented and arranged so that these fiber layers point in a plurality of different directions. In addition, due to the pre-given arrangement and orientation of the fiber layers, the desired strength and rigidity can be adjusted in the desired direction and within the area of the structural member.

[0004] In order to manufacture structural members from fiber-reinforced composite materials or fiber-reinforced composite materials, a so-called prepreg manufacturing method is used in aircraft structures. In this manufacturing method, pre-impregnated fabrics or prepared fabric-like semi-finished products are infiltrated in a synthetic resin and thermally treated only until a slight cure, so that these pre-impregnated fabrics or prepared fabric-like semi-finished products can be handled one on top of the other. Such web-shaped or layer-shaped prepreg semi-finished products usually have a certain adhesiveness and, accordingly, can be placed well in the corresponding forming tool or layered on top of each other until the desired structural member shape is formed. When the desired layers of the prepreg semi-finished product are arranged, these desired layers can be (thermally) cured. For the curing of these prepreg structural members, a so-called autoclave device is used. In the autoclave device, the prepreg structural members are processed under an overpressure up to 10 bar and at a temperature ranging from 120°C to 200°C over several hours, whereby complete curing of the prepreg structural members in a vacuum state can be achieved.

[0005] In the structure of an aircraft or in the structure of a remotely controllable flying device such as a drone, for example, the basic body of the flying device is often manufactured by different materials and manufacturing methods. In this case, often, load-bearing structural parts such as the longitudinally extended fuselage part and the wing support body arranged on this longitudinally extended fuselage part, which are subject to high loads, are manufactured from carbon fiber-reinforced composite materials. In this case, for large-area aircraft components of this type, the prepreg manufacturing method is used. In this prepreg manufacturing method, usually, the tool mold is lined with the prepreg semi-finished product. Accordingly, in most cases, only semi-disc-shaped members of the basic body of the flying device can be manufactured. Usually, the basic body of the flying device is accordingly divided into two shell halves, an upper shell and a lower shell. The upper shell and the lower shell are each manufactured individually in their respective tool molds of these upper and lower shells. The cured prepreg structural members are subsequently shaped into the desired shape by cutting from the excess prepreg semi-finished product that protruded during the lining of the tool mold. Thus, the cut prepreg structural members form the upper shell and the lower shell.

[0006] In order to enable a particularly stable connection to be formed between the wing part and the fuselage part, these wing parts 4 and the upper or lower shell of the fuselage part are often already joined into one prepreg structural member by correspondingly arranged prepreg semi-finished products in the prepreg manufacturing method. Thus, the curing is carried out on a monolithic structural member.

[0007] Similarly, fin components such as guide surfaces are also manufactured by the prepreg manufacturing method. However, in this case, depending on the respective shapes and arrangements of the individual aircraft components or fin components, it is not possible to manufacture a monolithic fin. Rather, aircraft components or fin components that are manufactured separately from each other and individually fiber-reinforced composite materials need to be subsequently assembled into the aircraft base body or fin. For this purpose, the fin components are assembled, for example, with the upper shell of the aircraft base body or fuselage section. At this time, the assembly is performed by a joining method such as adhesion, riveting, or screwing. The joining positions or joining regions generated by this type of joining method usually have a smaller strength in comparison to the strength of the aircraft components. Furthermore, this type of joining region has a large mass based on the local accumulation of adhesives, rivets, or screws for the formation of each joining bond.

[0008] By using a large number of joining positions and joining regions, accordingly, the total weight of the aircraft increases, and thereby the flight time or reach of the aircraft is reduced based on the output demand of the drive unit increased by the increased mass.

Summary of the Invention

Problems to be Solved by the Invention

[0009] Therefore, making available an aircraft that is particularly weight-reduced and at the same time stable is regarded as an object of the present invention.

Means for Solving the Problems

[0010] This problem is solved by manufacturing the upper shell and / or the lower shell each from one piece. Accordingly, the number of joining positions is small, and thus an aircraft with a particularly reduced weight can be manufactured. Based on the monolithic upper shell, a particularly high rigidity and strength of this upper shell and the aircraft can be achieved. By manufacturing the upper shell and / or the lower shell each from one piece, the outer surface of this upper shell and / or this lower shell can be manufactured such that this upper shell and / or this lower shell has an aerodynamic outer surface shape in the horizontal flight direction.

Advantages of the Invention

[0011] In an advantageous variant of the inventive concept, since a particularly large proportion of the aircraft basic body can be manufactured from one piece, the guide surface is directly arranged on and transitions to the tail, and thus it is intended that the tail fin is part of the upper shell or part of the lower shell. Accordingly, a tail fin consisting of a plurality of different tail fin components can likewise be manufactured from one piece. Based on the low number of joining positions thereby, an aircraft with a particularly reduced weight can be manufactured. In the case where the tail fin is part of the upper shell, the surfaces of the guide surfaces aligned with each other in a V-shape face upward. Accordingly, the tail fin can be manufactured from one piece together with the upper shell. As long as the tail fin is part of the lower shell, the surface of the guide surface faces downward, and thus this tail fin can be manufactured from one piece together with this lower shell.

[0012] To manufacture an aircraft basic body with particularly high strength at the same time with low weight, the upper shell and the lower shell are manufactured from a fiber-reinforced composite material. Advantageously, the upper shell and the lower shell are made of a carbon fiber reinforced composite material, and this carbon fiber reinforced composite material is included in the concept of fiber reinforced composite materials. In comparison with other fiber reinforced composite materials, such as glass fiber reinforced composite materials for example, this carbon fiber reinforced composite material has a particularly low specific gravity. Accordingly, the upper shell and / or the lower shell made of a carbon fiber reinforced composite material can be configured to be particularly lightweight, and thus, an aircraft base body with particularly reduced weight can be manufactured.

[0013] In order that an aircraft base body with particularly reduced weight can be manufactured, in an advantageous embodiment of this aircraft base body, the upper shell and the lower shell are configured such that an inner volume is surrounded by the upper shell and the lower shell, and thus, the aircraft base body is configured as a hollow body, and it is intended that they can be joined to each other along the joint surface. Advantageously, inside the hollow body-shaped aircraft base body, electrical and control-related instruments necessary for the operation of the aircraft can be stored. Together with a GPS receiver, a radio transmitter, a radio receiver, a camera, a battery, or a drive motor, electrical conductors can also be stored inside the hollow body and can be protected from ambient influences such as rain, wind, and impact.

[0014] The problem presented at the beginning is also solved by a method for manufacturing an aircraft base body of an aircraft according to claims 1 to 4, wherein the aircraft base body is formed by an upper shell and a lower shell, in a lamination process, the shaping of the upper shell and the lower shell is replicated by the molding and arrangement of one or more layers of a curable material, in a subsequent curing process, one or more layers are cured by the application of pressure and temperature, whereby the upper shell and the lower shell are formed. Advantageously, as the curable material, a prepreg semi-finished product pre-impregnated with an impregnating resin is used, wherein this prepreg semi-finished product has a certain degree of adhesiveness and a certain degree of shape stability, and thus, the shaping of the prepreg structural member formed from the prepreg semi-finished product can be carried out.

[0015] In an advantageous variant of the inventive concept, in order for the shaping of the aircraft base body to be particularly rapidly replicable, the shaping of the upper shell and / or the lower shell is intended to be carried out by lining the tool mold with one or more layers of the curable material. By lining the tool mold, the shape of the upper shell and / or the lower shell is advantageously replicable. In addition, one or more layers of the curable material can be arranged, in particular, evenly side by side or overlapping, and thus, in particular, thin-walled upper shells and / or lower shells can be manufactured, and accordingly, an aircraft base body or an aircraft with a particularly reduced weight can also be manufactured.

[0016] In an advantageous embodiment of the invention, it is intended that the laminate consists of one or more layers of prepreg semi-finished products. Accordingly, during the entire lamination process, the thickness of the aircraft base body can be determined in different regions of the upper shell and / or the lower shell.

[0017] In an advantageous embodiment of the invention, it is intended that the prepreg semi-finished product has pre-given cut pieces in order to enable all regions of the tool mold to be completely and evenly lined. With large cut pieces, large surfaces of the tool mold can be lined particularly rapidly. Under the use of small cut pieces, a predetermined region of the tool mold can be reinforced by one or more layers of the prepreg semi-finished product, and thus, the desired rigidity and / or strength of the aircraft base body can be formed.

[0018] In an advantageous embodiment of the method according to the invention, in order to form the desired rigidity and / or strength of the aircraft base body, it is intended that the prepreg semi-finished product has different thicknesses within the cut pieces. In addition, in order to achieve the desired rigidity and / or strength of the aircraft base body, since only one layer of the prepreg semi-finished product needs to be used, it is possible that the prepreg semi-finished product is prepared such that the lamination process for the lining of the tooling with these prepreg semi-finished products can be carried out particularly quickly.

[0019] In an advantageous embodiment of the invention, in order to enable complete lining of all regions of the tooling for the defined regions of the upper shell and the lower shell, the tooling is intended to be lined in the lamination process of the lamination with pre-given cut pieces of the prepreg semi-finished product, each adapted for the defined region. Accordingly, in particular, the circular, curved or transition parts of the tooling can be lined particularly evenly with the prepreg semi-finished product. Accordingly, a particularly even thickness of the aircraft base body can be formed.

[0020] In an advantageous embodiment of the inventive concept, for a particularly even curing of the curable material, it is intended that the curing process is carried out in an autoclave device. According to the invention, however, the curing process is also possible and intended in a conventional furnace, whereby less expense is required for the preparation of the prepreg semi-finished product inserted into the tooling. Furthermore, the curing can also be carried out in a similarly heated tooling. Accordingly, a particularly rapid and even curing of the curable material can be carried out.

[0021] In an advantageous embodiment of the inventive concept, for an especially easy joining of the upper shell and the lower shell, it is intended that the upper shell and the lower shell be joined to one another by a joining method in a joining step following the hardening step. Advantageously, the upper shell and the lower shell are joined to one another by adhesion, whereby a consistent and even joint surface is produced. Along therewith, an especially even rigidity and / or strength of the aircraft base body can be formed.

[0022] In an advantageous variant of the inventive concept, for an especially easy production of a monolithic structural member, it is intended that the upper shell and the lower shell be combined in a joining step preceding the hardening step in a non-hardened state. In that case, the joining of the upper shell to the lower shell is effected by a thermal softening of a curable material within a desired joining region of this upper shell and / or this lower shell, wherein the softened joining regions are brought into contact with one another, and thus, the upper shell and the lower shell are joined to one another or at least a certain degree of adherent bonding is caused. In a subsequent hardening step, a firm hardened bond between the upper shell and the lower shell is formed.

[0023] In an advantageous embodiment of the method according to the invention, in the laminating step, one or more of the layers of curable material of the upper shell and the lower shell can be brought into contact with one another within an overlap region, and thus, it is intended that in the hardening step, the upper shell and the lower shell be joined to form a monolithic aircraft base body. In that case, within this overlap region, the overlap of one or more layers of curable material of the upper shell with one or more layers of curable material of the lower shell is formed solely by the corresponding arrangement and orientation of the curable material. No preceding or subsequent joining step is necessary. In addition, accordingly, no joining position for joining the upper shell and the lower shell is required, and thus, an aircraft base body with particularly reduced weight can be manufactured.

[0024] A further advantageous embodiment of the present invention will be described based on the embodiments illustrated in the drawings.

Brief Description of the Drawings

[0025]

Figure 1

Figure 2

Figure 3

Figure 4

Modes for Carrying Out the Invention

[0026] In FIG. 1, a schematic view of the aircraft base body 1 of the aircraft 2 is shown in a perspective view. This aircraft base body 1 is manufactured from a carbon fiber reinforced composite material. The aircraft base body 1 has a load-bearing structure formed as a vertically elongated fuselage portion 3. A pair of wing portions composed of two wing portions 4 are arranged laterally of the vertically elongated fuselage portion 3. These wing portions 4 are configured to generate lift for the aircraft device 2 during horizontal flight movement in the horizontal flight direction parallel to the longitudinal axis 5 of the fuselage portion 3. A plurality of accommodating devices 6 for accommodating a driving device (not shown in FIG. 1) are formed on these wing portions 4. The aircraft base body 1 is formed of an upper shell 7 and a lower shell 8 (not shown in FIG. 1). The upper shell 7 and the lower shell 8 are coupled to each other along a common joint surface 9 (not shown in FIG. 1). A tail wing 11 is disposed at the tail portion 10 of the fuselage portion 3, and this tail wing is formed by a tail wing surface pair body 12 composed of guide surfaces 13. These guide surfaces 13 of the tail wing surface pair body 12 are oriented in a V shape with respect to each other and are part of the upper shell 7.

[0027] In FIG. 2, a schematic view of the aircraft base body 1 composed of the upper shell 7 and the lower shell 8 is shown in a cross-sectional view along the cutting line A-A shown in FIG. 1. The upper shell 7 and the lower shell 8 are coupled to each other along the common joint surface 9. At this time, the upper shell 7 and the lower shell 8 surround an inner volume portion 14 by the upper shell 7 and the lower shell 8, and thus, the aircraft base body 1 is configured to be a hollow body and is coupled to each other along this joint surface 9. These guide surfaces 13 of the tail wing surface pair body 12 are oriented in a V shape with respect to each other and are part of the upper shell 7. In the joining process, the upper shell 7 and the lower shell 8 are joined to each other by a joining method. Advantageously, the upper shell 7 and the lower shell 8 are joined to each other by adhesion, thereby generating a consistent and uniform joint surface 9.

[0028] In FIG. 3, a schematic view of a partial region of a tool mold 15 for manufacturing the upper shell 7 is shown in a plan view together with a prepreg semi-finished product 16 inserted into the tool mold 15 in the region of the tail wing 11 of the aircraft base body 1. By means of the lining of the tool mold 15, the shape of the upper shell 7 and / or the lower shell 8 can advantageously be replicated. One or more layers of the prepreg semi-finished product 16 can be arranged, in particular, evenly side by side or overlapping, and can be adapted, in particular, to the tool mold. The prepreg semi-finished product 16 consists of a plurality of different pre-given cut pieces 17. Under the use of large cut pieces 17, the large surface of the tool mold 15 can be lined, in particular, quickly, and under the use of small cut pieces 17, a predetermined area of this tool mold 15 can be lined, in particular, precisely.

[0029] In FIG. 4, a schematic view of the tool mold 15 for the production of the upper shell 7 is shown in a sectional view along the cutting line B-B illustrated in FIG. 3, together with the prepreg semi-finished product 16 inserted into this tool mold 15 in the region of the tail fin 11 of the aircraft base body 1. In so doing, the shape of the tail fin 11 or the guide surface 13 is replicated by means of the lining of the tool mold 15. In order to form the desired rigidity and / or strength of the aircraft base body 1, according to the present invention, it is intended that the prepreg semi-finished product 16 has different thicknesses within the cut pieces. Note that this application relates to the invention described in the claims, but may also include the following as other aspects. 1. An aircraft basic body (1) of an aircraft, made of a fiber-reinforced composite material, wherein the aircraft basic body (1) has a load-bearing structure formed as a vertically elongated fuselage part (3), a pair of wing parts consisting of two wing parts are arranged on the side of the vertically elongated fuselage part (3), these wing parts (4) are formed such that lift for the aircraft (2) is generated during horizontal flight movement in the horizontal flight direction parallel to the longitudinal axis (5) of the fuselage part (3), a plurality of accommodating devices for accommodating a driving device are formed on these wing parts, the aircraft basic body (1) is formed of an upper shell (7) and a lower shell (8), the upper shell (7) and the lower shell (8) are coupled to each other along a common coupling surface (9), a tail fin (11) is arranged at the tail part (10) of the fuselage part (3), and the tail fin (11) is formed by a tail fin surface pair (12), the guiding surfaces (13) of the tail fin surface pair are oriented in a V-shape with respect to each other in the horizontal flight direction, in the above aircraft basic body (1), the upper shell (7) and / or the lower shell (8) are each manufactured to consist of one member, characterized aircraft basic body (1). 2. The guiding surface (13) is directly arranged on and transitions to the tail part (10), and thus the tail fin (11) is part of the upper shell (7) or part of the lower shell (8), characterized aircraft basic body (1) according to 1 above. 3. The upper shell (7) and the lower shell (8) are manufactured from a fiber-reinforced composite material, characterized aircraft basic body (1) according to 1 or 2 above. 4. The upper shell (7) and the lower shell (8) are configured such that an inner volume part (14) is surrounded by this upper shell (7) and this lower shell (8), and thus the aircraft basic body (1) is configured as a hollow body, and can be coupled to each other along the coupling surface (9), characterized aircraft basic body (1) according to any one of 1 to 3 above. 5. A method for manufacturing an aircraft base body (1) of an aircraft device (2) according to any one of 1 to 4 above, wherein the aircraft base body is formed by an upper shell (7) and a lower shell (8), in the laminating step, the shaping of the upper shell (7) and the lower shell (8) is replicated by the molding and arrangement of one or more layers of curable material, in a subsequent curing step, one or more layers are cured by applying pressure and temperature, thereby forming the upper shell (7) and the lower shell (8), a method characterized by this. 6. The shaping of the upper shell (7) and / or the lower shell (8) is performed by lining a tool mold (15) with one or more layers of the curable material, characterized in that the method according to 5 above. 7. The laminate consists of one or more layers of prepreg semi-finished products (16), characterized in that the method according to 5 or 6 above. 8. The prepreg semi-finished product (16) has a pre-given cut piece (17), characterized in that the method according to 7 above. 9. The prepreg semi-finished product (16) has different thicknesses within the cut piece (17), characterized in that the method according to 8 above. 10. For a defined area of the upper shell (7) and the lower shell (8), the tool mold (15) is lined with a cut piece (17) of the prepreg semi-finished product (16), which is pre-given and adapted for each of the defined areas in the laminating step of the laminate, characterized in that the method according to 8 or 9 above. 11. The curing step is carried out in an autoclave device, characterized in that the method according to any one of 5 to 10 above. 12. The upper shell (7) and the lower shell (8) are joined to each other by a joining method in a joining step subsequent to the curing step, characterized in that the method according to any one of 5 to 11 above. 13. The upper shell (7) and the lower shell (8) are combined in an uncured state in a joining step prior to the curing step, characterized in that the method according to any one of 5 to 11 above. 14. In the laminating step, One or more of the layers of curable material between the upper shell (7) and the lower shell (8) may be in contact with each other within the overlap region, Accordingly, the method according to any one of the above 5 to 11, characterized in that, in the curing step, the upper shell (7) and the lower shell (8) are joined to a monolithic aircraft base body (1).

Claims

1. An aircraft basic body (1) of an aircraft, made of a fiber-reinforced composite material, wherein the aircraft basic body (1) has a load-bearing structure formed as a vertically elongated fuselage part (3), a pair of wing parts consisting of two wing parts is arranged laterally of the vertically elongated fuselage part (3), these wing parts (4) are formed such that lift for the aircraft (2) is generated during horizontal flight movement in a horizontal flight direction parallel to the longitudinal axis (5) of the fuselage part (3), a plurality of accommodating devices for accommodating a drive device are formed in these wing parts, the aircraft basic body (1) is formed from an upper shell (7) and a lower shell (8), the upper shell (7) and the lower shell (8) are joined to each other along a common joint surface (9), a tail fin (11) is arranged at the tail part (10) of the fuselage part (3), and the tail fin (11) is formed by a pair of tail fin surfaces (12), the guide surfaces (13) of the pair of tail fin surfaces are aligned in a V-shape with respect to each other in the horizontal flight direction, in the above-mentioned aircraft basic body (1), the upper shell (7) and / or the lower shell (8) are each manufactured to consist of one member, characterized aircraft basic body (1).

2. The guide surface (13) is directly arranged at the tail part (10) and transitions into the tail part (10), so that the tail fin (11) is part of the upper shell (7) or part of the lower shell (8), characterized aircraft basic body (1) according to claim 1.

3. The upper shell (7) and the lower shell (8) are manufactured from a fiber-reinforced composite material, characterized aircraft basic body (1) according to claim 1.

4. The upper shell (7) and the lower shell (8) are configured such that an inner volume part (14) is surrounded by this upper shell (7) and this lower shell (8), so that the aircraft basic body (1) is configured as a hollow body, and can be joined to each other along the joint surface (9), characterized aircraft basic body (1) according to claim 1.

5. A method for manufacturing an aircraft basic body (1) of an aircraft (2) according to any one of claims 1 to 4, wherein the aircraft basic body is formed by an upper shell (7) and a lower shell (8), In the lamination process, the shapes of the upper shell (7) and the lower shell (8) are replicated by the molding and placement of one or more layers of curable material, In the subsequent curing process, one or more layers are cured by the application of pressure and temperature, Thereby, the upper shell (7) and the lower shell (8) are formed, A method characterized by this.

6. The shape of the upper shell (7) and / or the lower shell (8) is The method according to claim 5, characterized in that it is carried out by lining the tool mold (15) with one or more layers of curable material.

7. The method according to claim 5, characterized in that the laminate consists of one or more layers of prepreg semi-finished products (16).

8. The prepreg semi-finished product (16) has a pre-given cut piece (17), and the method according to claim 7 is characterized by this.

9. The prepreg semi-finished product (16) has different thicknesses within the cut piece (17), and the method according to claim 8 is characterized by this.

10. For the defined regions of the upper shell (7) and the lower shell (8), the tool mold (15) is In the lamination process of the laminate, it is lined with the cut pieces (17) of the prepreg semi-finished product (16) that are pre-given and adapted for the respectively defined regions, and the method according to claim 8 is characterized by this.

11. The curing process is carried out in an autoclave device, and the method according to claim 5 is characterized by this.

12. The upper shell (7) and the lower shell (8) are joined to each other by a joining method in a joining process subsequent to the curing process, and the method according to claim 5 is characterized by this.

13. The upper shell (7) and the lower shell (8) are combined in an uncured state in a joining process prior to the curing process, and the method according to claim 5 is characterized by this.

14. In the lamination process, One or more layers of curable material of the upper shell (7) and the lower shell (8) can be in contact with each other within the overlap region, Therefore, in the curing process, the upper shell (7) and the lower shell (8) are joined to the monolithic aircraft base body (1), and the method according to claim 5 is characterized by this.

Images