TECHNOLOGY FOCUS - MECHANICAL ENGINEERING - Preferred Structure: In the primary flight structure, the tail boom has attached or is adapted to have attached at least one of an empennage, fins, or tail rotor mechanism. The empennage is adapted to support a ducted fan tail rotor assembly, horizontal and vertical stabilizers. The tail boom is adapted to have attached an empennage to form a monocoque structure. The primary flight structure further comprises a forward section of the fuselage adapted to house one or more occupants and flight controls. The central section and forward section of the fuselage delineates at least one of a door, window or hatch opening. Preferably, the structure delineates an opening located in an upper region of the fuselage surface, the opening adapted to allow at least one of an engine or main rotor gearbox or drive train module to be at least partly inserted into the fuselage. It further comprises at least two members components extending between at least an upper and lower internal surface of the fuselage. The members provide at least one attachment point for at least one of an engine or main rotor gearbox or drive train module, or at least one attachment point for a frame assembly to which at least one of an engine or main rotor gearbox or drive train module are adapted to be attached. The primary flight structure also comprises at least two members extending at least between side internal surfaces of the fuselage and transversely to the at least two beam components. At least one of the members is adapted to transfer load created by at least one of an engine or main rotor gearbox or drive train module to the composite shell. At least one of the members is arranged to at least partially create an enclosed space in which one or more fuel cells can be located. The members are adapted to create a structure attachable to the internal surface of the composite shell such that the structure least partially absorbs aircraft impact energy and diverts energy away from the enclosed space. At least two members further comprise an integrally formed and forward protruding member adapted to extend from the central fuselage section to the forward section, the protruding member having a lower region adapted to attach to a lower internal surface of the composite shell and an upper region adapted to support a cabin floor panel. The forward section of the fuselage and the cabin floor panel at least partly define a cabin space such that seating for occupants and flight controls can be located or referenced. The cabin floor is supported by the forward protruding member and structural members, the structural members adapted to extend between the lower side of the cabin floor panel and the internal surface of the lower region of the composite shell. The structural members are adapted to attach to the cabin floor panel and the internal surface of the composite shell; or the structural members comprise a first set of members and second set or members and the first set of members are adapted to extend substantially perpendicular to the second set of members such that the structural members together, when combined, are adapted to form a lattice structure extending between the cabin floor panel and the internal surface of the composite shell. The cabin space is further adapted to allow seats, flight controls and occupant restraints to be located. The composite shell comprises a laminate, the laminate comprising fabric layers. The fabric layers comprise a first layer of continuous filament mat, a first layer of carbon and Kevlar composite, a layer of unidirectional carbon fiber, a second layer of carbon and Kevlar composite, a second layer of continuous filament mat and where the laminate is, or is adapted to be infused with a cured or curable resin. The laminate further comprises additional laminates and/ or core filler material including Soric. It also comprises a layer of carbon unidirectional fabric between the first and second layers. The laminate further comprises a layer of carbon double bias fabric between the first and second layers. It further comprises a filler layer between the first and second layers. The layer of carbon double bias fabric comprises layers of carbon double bias fabric, including: layers that span a surface of an upper region of the central fuselage section to a surface of an upper section of the tail boom, layers that span the upper region of the central fuselage surface section to a middle and a lower surface section of the tail boom, and layers that span between a lower region of the central fuselage section to at least some way into the lower surface of the tail boom region. The unidirectional carbon fiber fabric is approximately 200 g/ mm2. At least some of the support fabrics are approximately 200 mm to 300 mm wide. The support fabrics are integrated within the laminate layers of the fuselage. The continuous filament mat layers are approximately 300 g/mm2. The carbon and Kevlar composite layers are approximately 190 g/mm2. The filler layer is approximately 2 mm thick. The outer surface layer is formed as a substantially smooth and substantially continuous surface that extends through at least the central fuselage section to the tail boom. Preferred Enclosure: In the enclosure, each of the fuselage or outer shell and panel members comprise a composite laminate structure. The enclosure further comprises a floor member attached to a lower region of the enclosed space. The upper region of the panel members is adapted to support at least one of an engine or main rotor gearbox or drive train module, or at least a frame assembly to which at least one of an engine or main rotor gearbox or drive train module are attachable. The enclosure is adapted to support at least one fuel cell. At least one of the panel members has an aperture through which a fuel cell can be inserted. The fuselage or outer shell and panel members together form a structure such that, when subjected to an impact load, divert impact energy away from the enclosed space. Preferred Method: In forming helicopter fuselage applying fabric layers into the mold comprises applying a first layer of continuous filament mat (CFM), applying a first layer of carbon and Kevlar composite fabric, applying a layer of Carbon unit (CU), applying a second layer of carbon and Kevlar composite fabric, and applying a second layer of CFM. The method further comprises applying additional laminates and/ or a core material including Soric. Applying fabric layers into the mold further comprises a layer of CU between the first and second layers. Applying fabric layers into the mold the laminate structure further comprises a layer of CDB between the first and second layers. The method further comprises aligning each of the first and second molds together, such that the port section and starboard section of the fuselage are adjacent. Each mold section has one or more of an alignment marker or datum, the method further comprising aligning each of the alignment markers or datums. The method also comprises applying fabric layers across the adjoining port section and starboard section of the fuselage; providing molds corresponding to desired internal fuselage structure; and allowing the resin to cure and removing the composite structure from the mold. Building helicopter further comprises assembling the members inside the fuselage outer skin or shell to form an internal structure; inserting floor panels into the fuselage through at least one of the openings; and bonding the members to either the inner surface of the fuselage outer skin or shell, other members and floor panels, or its combination. Bonding comprises applying fabric to overlap regions of the proximate regions of the adjoining members and infusing the fabric with resin to form a composite structure. The method further comprises arranging the members in the center section inside the fuselage to define an enclosed space. The fuselage further forms a forward section of a fuselage adaptable to enclose a cabin for housing a pilot, passengers and flight controls. The openings include either door, a window or a hatch opening. The method further comprises attaching an empennage or any number of flight stabilization appendages to the tail boom. The tail boom and empennage define a monocoque structure. The empennage is adapted to support a ducted fan tail rotor assembly, horizontal and vertical stabilizers. The method further comprises inserting an engine or engine supporting frame into the fuselage through one of the openings; attaching the engine or engine supporting frame to at least one of the members; and inserting at least one fuel cell into the enclosed space within the fuselage through one of the openings. Joining two surfaces of flight structure further comprises mixing a fiber additive to the adhesive. Positioning the surfaces together comprises positioning the surfaces not greater than 10 mm apart. Positioning the surfaces together comprises positioning the surfaces approximately 3mm apart. Providing holes in each surface comprises providing a size of approximately 3 to 5 mm; or providing holes in each surface comprises providing a size of approximately 4 mm. The holes are spaced approximately 25 mm between hole centers; the holes are located first relative to an outside edge of a surface and spaced inward; or the holes located closest to an outside edge of a surface are approximately 10 mm from that outside side edge. Preferred Assembly: In crashworthy seat assembly, the seat base is of a form such that when subjected to an impact, the seat base crushes to absorb impact energy. The seat base component comprises a base wall and four side walls, the side walls comprising substantially continuous inner and outer layers that each extend around the perimeter of the seat base, the side walls further comprising an intermediate layer, the intermediate layer comprising discrete wall sections disposed between the inner and outer layers such that a crushing region is defined at or near the region where each wall transitions to the next. The base wall and the side walls have a region of overlap, where the region of overlap is provide by either the sidewalls extending into the base wall, or the base wall extending into the side wall, or both. The region of overlap of the side layers extend approximately 50 mm across the base surface and the base layers extend approximately 30 mm up the side surfaces. Seat base further comprises upper layer extending around the upper region of the four side walls. Upper support layer is a continuous filament fabric of approximately 450 g/m2. The seat component comprises a seat back and seat pan, the seat back and seat pan formed from substantially continuous layers. Seat is an all composite upper seat comprising a seat pan and seat back structurally bonded to a crushable composite seat base. The base wall is adapted to be fastened to an aircraft cabin floor. It comprises one or more additional layers of carbon double bias fabric. The base wall of carbon double bias fabric is approximately 400 g/ mm2; and the base wall of carbon double bias fabric is at least 75 mm wide. Base wall and four side walls define an enclosed internal space, the internal space adapted to house an energy absorbing material, or luggage. The energy absorbing foam is Confor CF45, Confor CF47 or similar. At least one of the side walls has an opening providing access to the enclosed space, the opening having a support layer disposed around the periphery. The support layer is a continuous filament mat fabric of approximately 450 g/m2. The rearward side wall extends upward at of the seat base such that additional support is provided to the back section of the seat. The inner and outer layers are as carbon and Kevlar fabric 0/90, bidirectional or coaxial type fabric. The inner and outer layers are a Carbon and Kevlar fabric of approximately 180 g/m2. Intermediate layers are a continuous filament fabric of approximately 450 g/m2. The seat pan component has a substantially upstanding seat back portion integral with a substantially flat seat base portion, where the seat pan component is constructed from alternating layers of fabric materials. At least one of the fabrics is a flow medium. At least one of the fabrics provides mechanical strength. The fabrics prevent explosive failure of the other fabrics when subjected to an impact load. The alternating fabrics are Carbon and Kevlar fabric and continuous filament. A core material spaces a portion of the layers of fabric apart. The layers of fabric materials comprise a first surface layer of carbon and Kevlar composite fabric of approximately 180 g/mm2, a second layer continuous filament mat of approximately 300 g/ mm2, a third layer of laterally spaced portions of carbon unidirectional fabric, each approximately 100 mm in width and approximately 300 g/mm2, a fifth and sixth layer of carbon and Kevlar composite fabric of approximately 180 g/mm2, a sixth layer of continuous filament mat of approximately 300 g/ mm2, a seventh of continuous filament mat of approximately 300 g/ mm2, an eighth layer of carbon and Kevlar composite fabric of approximately 180 g/mm2, laterally spaced ninth layers of carbon unidirectional fabric of approximately 300 g/mm2, a tenth of continuous filament mat of approximately 300 g/ mm2, and an eleventh layerof carbon and Kevlar composite fabric of approximately 180 g/mm2. The layers of fabric materials further comprise a layer of core material disposed between the sixth and seventh layers. Core material comprises two laterally spaced members. It is a polyvinyl chloride (PVC) foam material or similar. The width of each ninth layer of fabric is approximately 50 mm. There are at least three pairs of laterally spaced ninth layers. Preferred Fastening: In the fastening, the adhesive is methyl methacrylates based epoxy adhesive. Adhesive is at least one of ITW Plexus MA530, MA550, Clickbond, Permabond, Parsons, and ITW Ramset A7. It has a viscosity of approximately of 150000 cps. The adhesive is mixed with a fiber additive. Additive is at least one of carbon, Kevlar or a composite glass fiber. The gap between each opposing surface is not greater than 10 mm. The gap between each opposing surface is approximately 3mm. The hole size is approximately 3 to 5 mm, preferably approximately 4 mm. The holes are spaced approximately 25 mm between hole centers. The holes are located first relative to an outside edge of a surface and spaced inward. The holes located closest to an outside edge of a surface are approximately 10 mm from that outside side edge. At least one of the surfaces is part of an aircraft structure or fuselage. At least one of the surfaces is an appendage adapted to be attached to an aircraft structure or fuselage. Preferred Surface: In the aircraft surface, the adhesive is mixed with a fiber additive. EXAMPLE - No example given.