A decompression panel includes a frame provided with an opening and a flap connected to the frame by a connecting system comprising at least one elastomer part provided with a plurality of fixing elements fixing together the elastomer part, the frame, and the flap. The flap is moved from a closed position in which it completely closes the opening to an open position in which it partially frees the opening because of the effect of a pressure difference between the two sides of the decompression panel in the event of rapid decompression.
An assistance system and method for assisting with the restart of at least one engine of an aircraft includes determining that at least one engine of the aircraft has flamed out and controlling an automated descent of the aircraft down to a predefined target altitude below which the altitude of the aircraft is conducive to at least one attempt to restart the at least one stopped engine.
An engine mounting system comprising an engine with a center of thrust, a first engine mount having a longitudinal axis that intersects with the center of thrust, a second engine mount having a longitudinal axis that intersects with the center of thrust, the longitudinal axis of the first engine mount intersecting the longitudinal axis of the second engine mount at the center of thrust, wherein the engine includes a first connection point at a first point on the engine, the first engine mount to couple the first connection point to a pylon, a second connection point at a second point on the engine, the second engine mount to couple the second connection point to the pylon, and a third connection point at a third point on the engine symmetrical to the second point across a centerline, the second engine mount to couple the third connection point to the pylon.
This invention relates to an engine mounting assembly comprising a forward engine mount coupled to a pylon of the aircraft and an engine, the engine having a propeller with a center of thrust, the forward engine mount having a longitudinal axis that intersects with the center of thrust, an intermediate engine mount including at least two thrust links coupled to the pylon and the engine aft of the forward engine mount, the intermediate engine mount having a longitudinal axis that intersects with the center of thrust, wherein the longitudinal axis of the forward engine mount and the longitudinal axis of the intermediate engine mount intersect at the center of thrust, and a rear engine mount coupled to the pylon and the engine aft of the intermediate engine mount.
A propulsion assembly comprising a cowling delimiting an internal zone, an engine which operates on hydrogen, a hydrogen conduit which is connected to the engine and which is positioned in the internal zone, a zone for ejecting debris and an inert gas container which is positioned around or in the vicinity of the hydrogen conduit and which is configured to be perforated or ruptured when it is struck by debris originating from the engine. Also an aircraft comprising at least one such propulsion assembly.
B64D 37/32 - Safety measures not otherwise provided for, e.g. preventing explosive conditions
6.
ACOUSTIC ABSORPTION STRUCTURE COMPRISING A CELLULAR STRUCTURE AND AT LEAST ONE PARTITION TUBE WHICH HAS AT LEAST TWO FLAT SIDES WHICH ARE CONNECTED TO THE WALLS OF THE CELLULAR STRUCTURE
An acoustic absorption structure includes at least one cellular structure interposed between an acoustically resistive layer and a reflective layer, which includes cells and at least one partition tube positioned in one of the cells and configured to delimit in the cell two cavities forming two resonators. The partition tube includes at least two flat sides, the walls which delimit the cell into which the partition tube is inserted including at least first and second planar fixing walls against which the flat sides of the partition tube are placed and fixed, and at least two remote walls which are spaced apart from the lateral wall of the partition tube.
A thermal assembly including a heat exchanger including a central matrix including a first assembly, an inlet module configured to cause a first fluid to enter the central matrix, and an outlet module configured to evacuate the first fluid from the central matrix, and a support including a base to be fixed to the propulsion system and rails rigidly fastened to the base including a second assembly cooperating with the first assembly to form a sliding connection. Also an aircraft with such a heat exchanger.
An assembly for reinforcing a fuselage of an aircraft, the aircraft including a fuselage including an opening and a removable panel received in the opening. The assembly including a first support fixed to an exterior face of the fuselage around and outside an opening in the fixed fuselage. A sub-assembly is to an exterior face of the removable panel and housed inside the first support. The first support is fixed to the fuselage. The sub-assembly is fixed to the removable panel.
Disclosed is a method of exchanging cryptographic parameters in a network of tire monitoring devices, the method including broadcasting, from each tire monitoring device to a plurality of other tire monitoring devices, a message comprising a cryptographic parameter generated by that respective tire monitoring device.
A method for controlling a superconducting electrical supply line that is carried out in a control circuit obtains a piece of information representative of a first electric current in the superconducting electrical supply line, then, when the piece of information representative of a first electric current is greater than or equal to a first predetermined threshold value, generates a current, referred to as the second current, in a superconducting coil arranged in the vicinity of the supply line, the value of the second current being determined on the basis of the piece of information representative of the first current. A control circuit is configured to implement the method. Current limiter functions are reversibly performed by initiating a quench phenomenon in the superconducting electrical supply line.
H02H 7/00 - Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
11.
ENERGY CONVERSION ARRANGEMENT, ENERGY SYSTEM AND AIRCRAFT COMPRISING SAME
An energy conversion arrangement for an aircraft, an energy system and an aircraft including an energy conversion arrangement and/or an energy system are provided. The energy conversion arrangement includes a fuel conversion device, in particular a fuel cell system, for converting at least one fuel to electrical and/or mechanical energy, and an exhaust outlet for letting out exhausts produced in the fuel conversion device by the fuel conversion. At least one heating device is arranged in a flow path of the exhausts before the exhaust outlet which is configured to heat up the exhausts.
B60L 50/70 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
B60L 1/02 - Supplying electric power to auxiliary equipment of electrically-propelled vehicles to electric heating circuits
B60L 50/90 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by specific means not covered by groups , e.g. by direct conversion of thermal nuclear energy into electricity
B64D 33/04 - Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of exhaust outlets or jet pipes
An energy conversion arrangement for an aircraft, an energy system and an aircraft including an energy conversion arrangement and/or an energy system are provided. The energy conversion arrangement includes a fuel conversion device, in particular a fuel cell system, for converting at least one fuel to electrical and/or mechanical energy; an expansion device arranged in a flow path of exhausts produced in the fuel conversion device and configured to decompress the exhausts; an exhaust outlet for letting out exhausts produced in the fuel conversion device by the fuel conversion; and at least one bypass duct configured to allow the exhausts to bypass the expansion device on their way from the fuel conversion device to the exhaust outlet.
F02C 9/18 - Control of working fluid flow by bleeding, by-passing or acting on variable working fluid interconnections between turbines or compressors or their stages
F02C 3/06 - Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor the compressor comprising only axial stages
13.
ASSEMBLY OF AN ENGINE MOUNTING PYLON WITH AN AIRCRAFT ENGINE
A front engine mount system for an aircraft comprising an assembly secured, on the one hand, to the engine mounting pylon and, on the other hand, to a set of front fittings of an engine; the assembly being situated at the front of the engine/engine mounting pylon assembly and having, on the one hand, a central articulation system articulated to the clevis block of the engine and two lateral articulation systems connected to the engine.
A method for controlling the position of an end effector of a multi-axis robot, in particular used to drill aeronautical-equipment parts in a first direction. The method regulates the clamping force of the tool against a workpiece in the first direction while automatically controlling the position of the end effector in two other directions that are perpendicular to each other and each perpendicular to the first direction, based on pieces of information representative of forces oriented in the first direction and obtained from three separate sensors. A control device is configured to execute the method for positioning the end effector. Reducing or preventing slippage of a tool over a workpiece improves the quality of machining operations carried out by the tool-bearing end effector.
An energy conversion arrangement for an aircraft, an energy system and an aircraft including an energy conversion arrangement and/or an energy system are provided. The energy conversion arrangement includes a fuel conversion device, in particular a fuel cell system, for converting at least one fuel to electrical and/or mechanical energy, and an exhaust outlet for letting out exhausts produced in the fuel conversion device by the fuel conversion. At least one mixing assembly is arranged in a flow path of the exhausts before and/or after the exhaust outlet and is configured to mix the exhausts with further exhausts from the energy conversion arrangement.
B60L 50/70 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
B60L 50/90 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by specific means not covered by groups , e.g. by direct conversion of thermal nuclear energy into electricity
B64D 33/04 - Arrangement in aircraft of power plant parts or auxiliaries not otherwise provided for of exhaust outlets or jet pipes
A method for a soft-start strategy of a fuel cell includes: providing a fuel cell, wherein the fuel cell is connected to load, providing a capacitor, wherein the capacitor is connected in between the fuel cell and the load, wherein the fuel cell includes an anode and a cathode and the anode and the cathode are in a preconditioned state, the method further including filling the cathode with a mass rate derived from a proportion of an input gas and a used gas, and a predefined current, such that the predefined current does not exceed a maximum current during a precharge of the capacitor.
A device for absorbing energy by compression including several first conduits spaced apart from one another and oriented in a compression direction and joining walls which are parallel to the compression direction and connect the first conduits so as to delimit, with the latter, at least one second conduit. This solution makes it possible to absorb a greater quantity of energy. An aircraft including at least one such device for absorbing energy is also disclosed.
An aircraft including first and second elements spaced apart from one another and at least one device for absorbing energy by compression, positioned between the first and second elements, including at least one module for absorbing energy by compression and at least one attachment system removably connecting each module for absorbing energy by compression to at least one of the first and second elements, at least one module for absorbing energy by compression including several first conduits oriented in a compression direction and being independent of the first and second elements.
An aircraft propulsion assembly has an engine casing, an attachment pylon, a first front engine attachment with a pin and a blade fitted on the pin and fastened in an articulated manner on either side of a median plane to the casing and a second front engine attachment with a central rod in the median plane fastened in an articulated manner to a lower wall of the attachment pylon and to a fitting of the casing. The central rod is generally parallel to a longitudinal axis. In this arrangement, the casing is brought closer to the attachment pylon for a saving in terms of height.
A propeller includes a hub, blades each provided with a shank, a pivoting connection connecting the shank of the blade and the hub and having a pivot axis and at least one holding system for holding the blade connected to the hub. The holding system is reinforced and includes at least one main stop integral with the hub and configured to be at least partially housed in a transverse groove, provided in a surface integral with the shank of the blade, which extends over at least a part of the circumference of the shank. This solution reduces the risk of blades or blade debris being ejected. An aircraft propulsion assembly includes at least one such propeller.
B64C 11/06 - Blade mountings for variable-pitch blades
21.
PROPULSION ASSEMBLY FOR AN AIRCRAFT COMPRISING A FLUID-COOLING CIRCUIT WITH QUICK-FIT NACELLE/ENGINE COUPLINGS AND AIRCRAFT PROVIDED WITH SUCH AN ASSEMBLY
A propulsion assembly for an aircraft with an engine; an inner structure formed by two half-shells, each half-shell articulated to a pylon and comprising a semi-cylindrical part movable between a closed position, in which the half-shell is closely fitted around the engine, and an open position, in which the half-shell is away from the engine; and, a fluid circuit. At least one half-shell has a cooling circuit connected to the fluid circuit. A detachable hydraulic interface between the fluid circuit and the cooling circuit is provided having at least two quick-fit couplings, wherein each of the quick-fit couplings comprises a pair of male/female elements configured for axial fitting of one in the other, with one element of the pair being fixed on the half-shell and the other element of the pair being integral with the engine.
A method for monitoring the coherence of an atmospheric pressure value to be used for configuring flight instruments of an aircraft includes: interrogating a database to obtain an altitude value of a selected airport; obtaining a static pressure value, a static temperature value, and a geometric altitude value, corresponding to a current situation of the aircraft; deducing therefrom an estimate of a static pressure value at the selected airport; evaluating a coherence level between the estimate and the atmospheric pressure value to be used for configuring the flight instruments of the aircraft; and generating a warning if the coherence level is below a predefined threshold.
An attachment system for installing a landing gear into a landing gear bay of an aircraft. The attachment system comprises an attachment element configured to be attachable to the landing gear; and a receiving element configured to receive the attachment element and secure the landing gear within the landing gear bay. The receiving element is configured such that the attachment element is insertable into the receiving element from an installation direction, and the attachment element is configured to receive, in the installation direction, a fastener to fasten the attachment element to the receiving element.
A superconducting motor comprising a rotor, a stator on the outside of the rotor penetrated by an even number of holes, for each pair of holes, a coil comprising a U-shaped base and U-shaped sheets and made from a superconducting material, in which the sheets are fixed to one another and to the base, in which each column of a coil is inserted into one of the holes of the pair of holes.
H02K 55/00 - Dynamo-electric machines having windings operating at cryogenic temperatures
H02K 15/04 - Processes or apparatus specially adapted for manufacturing, assembling, maintaining or repairing of dynamo-electric machines of windings prior to their mounting into the machines
25.
METHOD FOR MONITORING THE TEMPERATURE OF BRAKES OF LANDING GEAR OF AN AIRCRAFT
A device for monitoring a maximum temperature reached during landing by a brake of landing gear of an aircraft. The monitoring device uses a prediction model to estimate a maximum temperature reached by the brake during landing. An error between the estimated maximum temperature and the measured maximum temperature is determined, and if the error is greater than a first predefined threshold, when the measured maximum temperature is greater than the estimated maximum temperature, or a second predefined threshold, when the measured maximum temperature is less than the estimated maximum temperature, and if a total number of errors is greater than a third predefined threshold, then a warning message is generated for attention of the flight crew and/or ground crew. It is thus possible to anticipate maintenance actions on landing-gear components.
A printing method comprising application of an ink on a support, pinning of the ink under UV radiation, capture of an image of the decoration and analysis of the image. In the absence of defects, the method continues with deposition of a varnish and solidification under UV radiation. In the event of a defect, the method includes erasure of the ink in a removal zone surrounding the defect, capture of a second image of the removal zone, analysis of the second image so as to determine the part of the decoration to be redone, the repair of the ink by deposition on the support so as to form the part of the decoration to be redone, and looping back to the analysis step.
B41J 29/26 - Devices, non-fluid media or methods for cancelling, correcting errors, underscoring or ruling
B41J 3/407 - Typewriters or selective printing or marking mechanisms characterised by the purpose for which they are constructed for marking on special material
B41M 7/00 - After-treatment of printed works, e.g. heating, irradiating
A method and a device for analysis of a profile of a real form of a surface of a part. The device determines and divides into subsections a deviation between the real form and the theoretical form. Then, for each subsection, a sinusoidal wave characterized by an amplitude b and a half-length of wave a is identified. When b is smaller than a predetermined value bmin or when a is smaller than a predetermined value amin, then the device stops the analysis, otherwise a new iteration of the analysis is carried out, considering the sinusoidal wave identified as a new profile of a theoretical form of the surface. Upon completion of the analysis phase, an alert message is generated if the values b and/or b/a do not comply with a manufacturing tolerance criterion.
A method of opening a cargo door of an aircraft, the aircraft including a body with an opening into a cargo bay, and a cargo door which covers the opening when it is in a closed position. A cargo door is outwardly rotated with a first actuator from the closed position to a first open position. Then an actuator rod is installed by coupling a first end of an actuator rod to the body and coupling a second end of the actuator rod to the cargo door in the first open position. Then the cargo door is outwardly rotated with the actuator rod from the first open position to a second open position by increasing a distance between the first and second ends of the actuator rod.
B64C 1/14 - WindowsDoorsHatch covers or access panelsSurrounding frame structuresCanopiesWindscreens
E05F 15/60 - Power-operated mechanisms for wings using electrical actuators
29.
METHOD AND SYSTEM FOR DEFINING A DIGITAL TWIN OF AN AIRCRAFT INTENDED TO IMPROVE A DESIGN OF AN AIRCRAFT STRUCTURE IN ORDER TO CONTRIBUTE TO THE FIGHT AGAINST CORROSION OF THE AIRCRAFT STRUCTURE
A method and system for defining a digital twin of an aircraft to improve a design of an aircraft structure to contribute to the fight against corrosion of the aircraft structure includes a step of collecting corrosion incidents on aircrafts, a step of determining zones associated with a corrosion risk level for each part, a definition step for defining a category of corrosion protection for each zone according to the corrosion risk level associated with each of the zones. The method makes it possible to define the corrosion protection treatment requirements of the aircraft structure more precisely.
To detect a measurement error in a pair of right-left static-pressure probes of an aircraft, a system including electronic circuitry is configured to obtain right/left static-pressure measurements from the pair of right-left static-pressure probes, compute a right-left static-pressure differential from the obtained measurements, determine a theoretical right-left static-pressure differential using data from other equipment of the aircraft, compare the difference between the computed right-left differential and the determined theoretical right-left differential with a predetermined threshold, and when the comparison shows that the difference between the computed right-left differential and the determined theoretical right-left differential is greater than the predetermined threshold, generate a static-pressure-measurement error warning. Thus, it is possible to finely detect any errors in static-pressure measurements.
A device comprising a plurality of sensors arranged on an aircraft and configured to measure input data, an avionics computer configured to determine, based on the input data, at least one control command for at least one control surface of the aircraft by using a control law comprising at least one gain value, the control law being configured to obtain a control command making it possible to generate a flutter mode on at least a part of the aircraft, and a control system configured to control the control surface of the aircraft so as to generate the flutter mode by using the control command determined by the avionics computer.
An actuation system for a cargo door of an aircraft. The cargo door covers an opening into a cargo bay when it is in a closed position. The actuation system includes a first actuator configured to outwardly rotate the cargo door from the closed position to a first open position, and a second actuator configured to outwardly rotate the cargo door from the first open position to a second open position.
A method and system for optimizing the maintenance of an aircraft structure against corrosion includes a step of collecting corrosion incidents on aircrafts, a step of determining zones and corrosion incident rates in each of the zones, a step of determining zones at risk, a step of determining a depth of corrosion, a step of determining a rate of corrosion, a step of determining a proposed inspection frequency for each of the zones at risk based on its rate of corrosion and a predetermined limit depth of each of the zones at risk. A proposed inspection frequency can be obtained that is more accurate and suited to the different parts of the aircraft structure.
B64F 5/60 - Testing or inspecting aircraft components or systems
G07C 5/00 - Registering or indicating the working of vehicles
G07C 5/08 - Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle, or waiting time
34.
METHOD AND SYSTEM USING A NEURAL NETWORK TO PREDICT A TIME OF OCCUPANCY OF A RUNWAY BY AN AIRCRAFT
A prediction system with a unit for generating a current value of a parameter relating to the movement of an aircraft, a selection unit for a crew member of the aircraft to select an exit of the runway used for landing, an avionics computer for computing a value of the time of occupancy of the runway and a unit for transmitting this value to a user system. The avionics computer using an initial ground speed and an exit type and an exit distance of the exit selected, and computes the value of the time of occupancy of the runway, with the data and by using a prediction model comprising a neural network trained on the basis of landing data originating from previous landings.
ATELIERS DE LA HAUTE GARONNE ETS AURIOL ET CIE SAS (France)
Inventor
Laurent, Jean-Noël
Bigot, Julien
Fouladoux, Adrien
Le Henaff, Perig
Maurice, Arnaud
Jehenne, Bertrand
Gutierrez, Lucas
Meric, François
Abstract
A fastening device for keeping at least first and second parts assembled, the fastening device comprising a tubular body passing through the first and second parts, an expansion nut and a screw that is seated in the tubular body and cooperates with the expansion nut. To facilitate the removal of the fastening device, the screw has at least one shape, such as a recess positioned on the transverse face thereof, to prevent it from rotating using a first tool, and the expansion nut has at least one shape, such as a flat, to unscrew it using a second tool. Also an assembly comprising at least one such assembly device as well as a removal method.
A system includes a collecting unit for collecting a current oxygen pressure value of the oxygen bottles, an estimating unit for estimating an average degradation model, an adapting unit for adapting the average degradation model, a generating unit for generating several future degradation scenarios, an estimating unit for estimating, for each of the future degradation scenarios, a remaining useful lifetime, and for generating a remaining useful lifetimes probability distribution, a transmitting unit for transmitting an end-of-lifetime alert signal to an alert device if a remaining useful lifetime of an oxygen bottle is below a predetermined alert threshold.
G01M 3/32 - Investigating fluid tightness of structures by using fluid or vacuum by measuring rate of loss or gain of fluid, e.g. by pressure-responsive devices, by flow detectors for containers, e.g. radiators
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
37.
PROPULSION SYSTEM FOR AN AIRCRAFT COMPRISING A TURBOJET, A PYLON AND ENGINE ATTACHMENT
A propulsion system of an aircraft comprising a turbojet extending around a longitudinal axis and having a vertical median plane passing through the longitudinal axis and having a fan casing with a rear face perpendicular to the longitudinal axis, a pylon presenting a rigid structure with a front wall and a lower spar, and an engine attachment comprising a front ring coaxial with the longitudinal axis and comprising first fixation element for securing the front ring to the rear face of the fan casing and second fixation element for securing the front ring to the front wall of the pylon.
A propulsion assembly having a combustion chamber and a fairing, an exhaust nozzle delimited by a nozzle wall, a dihydrogen tank, and a supply duct between the tank and the combustion chamber with a first portion between the tank and the nozzle wall, a second portion between the nozzle wall and the combustion chamber, and intermediate portions housed in the exhaust nozzle and wherein each intermediate portion has a first end, which is connected to the first portion through the nozzle wall, and a second end, which is connected to the second portion through the nozzle wall.
F02C 3/22 - Gas-turbine plants characterised by the use of combustion products as the working fluid using a special fuel, oxidant, or dilution fluid to generate the combustion products the fuel or oxidant being gaseous at standard temperature and pressure
A propulsion assembly having a propulsion system comprising a fairing, a rotary assembly having a combustion chamber and housed in the fairing, an exhaust nozzle positioned downstream of the combustion chamber and delimited by a nozzle wall, and ensuring the discharge of the combustion gases originating from the combustion of the dihydrogen in the combustion chamber, a dihydrogen tank, a supply duct which connects the tank and the combustion chamber, and at least one vane positioned inside the exhaust nozzle, wherein the supply duct has a duct portion arranged in the vane.
A propulsion assembly having a fairing, a combustion chamber housed in the fairing, an exhaust nozzle delimited by a nozzle wall, a dihydrogen tank, a double-walled supply duct between the tank and the combustion chamber that has an inner wall delimiting an inner volume for the circulation of the dihydrogen and, around it, an outer wall delimiting an outer volume, and a bypass chamber, which is positioned around the nozzle wall and in which is made an upstream orifice for the introduction of the combustion gases and a downstream orifice for the discharge of the combustion gases, and wherein the supply duct has a portion arranged in the bypass chamber.
An aircraft comprising at least one engine attachment system connecting a primary structure of a pylon and a motor, having a right-hand interface connected to the right-hand lateral face of the primary structure, a left-hand interface connected to the left-hand lateral face of the primary structure, first and second shackles connecting the right-hand and left-hand interfaces to the motor by virtue of engine connection pins and interface connection pins, a right-hand emergency connection pin cooperating with the right-hand interface and the motor, and a left-hand emergency connection pin cooperating with the left-hand interface and the motor.
A simplified representation of obstacles in the vicinity of an airport strip is constructed by obtaining information on the elevation of the terrain in the vicinity of the airport strip, applying filtering by following a filtering profile in the shape of a cone the apex of which is placed at one end of the airport strip, the rotation axis of the cone being perpendicular to the airport strip, the cone having an outer surface forming a predetermined angle a with the airport strip, the filtering eliminating the information on the elevation of terrain having an altitude which is lower than the filtering profile. The terrain elevation information remaining after filtering is stored as relevant obstacle information. Thus, the volume of elevation data to be stored and to be processed on take-off or on landing is reduced.
A method for manufacturing an intermediate resistive membrane called “septum” with tubular guides for an acoustic treatment panel with double degree of freedom. The membrane and the tubular guides are manufactured by hot stamping a substrate placed between two parts of a stamping press and an additional layer taking the form of a thermoplastic film of small thickness and pre-perforations. Hot air intake may be used for the hot stamping.
B29C 51/08 - Deep-drawing or matched-mould forming, i.e. using mechanical means only
B29C 51/12 - Shaping by thermoforming, e.g. shaping sheets in matched moulds or by deep-drawingApparatus therefor of articles having inserts or reinforcements
B29C 51/14 - Shaping by thermoforming, e.g. shaping sheets in matched moulds or by deep-drawingApparatus therefor using multilayered preforms or sheets
A method for manufacturing an intermediate resistive membrane, called a “septum”, with tubular guides for a DDOF (double degree of freedom) acoustic treatment panel. The method includes the membrane and the tubular guides being manufactured by the same operation of injecting a resin around a substrate placed between two parts of an injection mold.
B29C 45/14 - Injection moulding, i.e. forcing the required volume of moulding material through a nozzle into a closed mouldApparatus therefor incorporating preformed parts or layers, e.g. injection moulding around inserts or for coating articles
B29C 45/00 - Injection moulding, i.e. forcing the required volume of moulding material through a nozzle into a closed mouldApparatus therefor
An airport installation including a plurality of types of aircraft in which each aircraft of one type includes a tank containing dihydrogen at a saturation pressure in a first range different from the other first ranges, for each type of aircraft a storage tank at a saturation pressure in a second range associated with the type of aircraft, and for each storage tank pumps or other devices fill from the storage tank the tank of the aircraft of the type for which the first range corresponds to the storage tank.
A device for measuring temperature of a fluid flowing over an outer wall of an object including an optical fiber and a flexible jacket surrounding the optical fiber, the optical fiber extending along a longitudinal axis, the measuring device including an elongate insulating part including cork and having at least two opposite faces, an inner face and an outer face, and the jacket surrounding the insulating part, apart from the outer face, and keeping the inner face of the insulating part facing the optical fiber over at least a part of its length along the longitudinal axis, the inner face of the insulating part having a transverse dimension greater at least than the diameter of the fiber.
G01K 11/32 - Measuring temperature based on physical or chemical changes not covered by group , , , or using changes in transmittance, scattering or luminescence in optical fibres
A sealing plug for leaktightly plugging a cavity. The sealing plug comprises an incompressibly deformable envelope delimiting a hollow internal space and provided with at least one orifice, a rod which can slide through the envelope, a first end of the rod that is provided with a head being able to deform the envelope when a second end of the rod is pulled, and a viscous seal arranged in the internal space of the envelope so as to be expelled from the envelope through the orifice when the envelope is deformed.
A method and system for monitoring a safety level of a trajectory followed by a flying aircraft. The system selects, from among a set of integration points, the integration point at the position farthest from the current position of the aircraft on the trajectory. The system checks whether part of the trajectory extending from the current position of the aircraft to the position of the selected integration point is safe if no conflict is detected, and a contingency trajectory exists. These steps are repeated for each integration point, one step at a time until a safe trajectory is found. This results in a safety level dependent on the integration point from which the trajectory is considered to be safe. It is possible to anticipate any conflicts and, if necessary, to seamlessly carry out operations for diverting the aircraft.
A set of pipes comprising two pipes, a sleeve into which the pipes are fitted, for each pipe, a clamping collar arranged around the sleeve and an anchoring element secured to the pipe and comprising a first fastener, for each clamping collar, a retaining element secured to the clamping collar and having a through-passage, and a tie passing through the through-passages and having, at each end, a second fastener cooperating with a first fastener in order to fasten each end of the tie an anchoring element.
F16L 21/06 - Joints with sleeve or socket with a divided sleeve or ring clamping around the pipe ends
50.
AIRCRAFT NACELLE PROVIDED WITH AT LEAST ONE THRUST REVERSAL DEVICE COMPRISING AT LEAST ONE LONGITUDINAL DEFLECTOR, AIRCRAFT COMPRISING AT LEAST ONE PROPULSION ASSEMBLY COMPOSED OF SUCH A NACELLE
An aircraft nacelle provided with a thrust reversal device which comprises at least one diversion system which is configured to divert, in the activated state, an airflow channeled in the nacelle toward a lateral opening of the nacelle, at least one orientation system comprising at least one transverse deflector which is configured to orientate the airflow diverted by the diversion system in the radial directions and toward the upstream end of the nacelle, and at least one longitudinal deflector which is secant to the transverse deflector(s) and which is oriented in a direction which forms an angle of less than 25° with the longitudinal direction.
An aircraft comprising at least one dihydrogen tank, at least one dihydrogen consumer system, a supply line arranged between a consumer system and a tank, for each consumer system, a loop containing a heat transfer fluid, for each tank and each supply line, a supply heat exchanger which exchanges calories between the heat transfer fluid and the dihydrogen and, for each consumer system, a return heat exchanger which exchanges calories between the heat transfer fluid and the consumer system.
A powerplant for an aircraft, comprising a propulsion system with a core enclosed in a casing and having a combustion chamber, a supply pipe conveying dihydrogen to the combustion chamber by passing through the casing in an injection zone, and a closed enclosure, delimited by first and second walls and containing a downstream pipe, a treatment system for treating the dihydrogen, and the injection zone, wherein the first wall is formed by part of the casing.
A fuel conditioning system for an aerobic hydrogen engine, including: at least one hydrogen pump configured to increase the pressure of the liquid hydrogen delivered at the outlet of a tank, one or several heat exchangers configured to increase the temperature of the pressurized hydrogen, an air supply circuit, at least one combustion device configured to ensure a partial combustion of the hydrogen with air coming from the air supply circuit in order to produce a fuel including a gas mixture including gaseous hydrogen and devoid of oxygen.
An aircraft fuselage includes fore and aft sections, a barrier wall separating the sections and an opening therebetween, a rail attached to the barrier wall, a door moveable across the barrier wall between an open position offset from the opening and a closed position covering the opening, a first roller and a second roller rotatably fixed to the door and moveable on the rail along first and second paths to move the door, the rail including a first ramp engaging the first roller as it moves along the first path and to direct the first roller towards the barrier wall, and a second ramp engaging the second roller as it moves along the second path and to direct the second roller towards the barrier wall, the first roller configured to engage the first ramp as the second roller engages the second ramp to move the door towards the barrier wall.
A joint for aircraft electrical pack or battery pack for attaching the electrical pack to an aircraft component is disclosed. The electrical pack includes a surface having a dovetail dowel integrally formed thereon, and a dovetail rail is attached to the aircraft component. The electrical pack is mounted and assembled to the aircraft component by securing the dovetail dowel to the dovetail rail forming a dovetail joint. The aircraft component may be an engine pylon.
An aircraft including at least one aerodynamic wall against which an airflow flows in a direction of flow when the aircraft is in flight and at least one cavity opening at the aerodynamic wall, the cavity being delimited by a tubular lateral wall and a bottom. The cavity comprises at least one reduction in passage section spaced apart from the bottom and extending only over a part of the circumference of the tubular lateral wall.
An assembly comprising a longitudinal member of an aircraft wing, where the longitudinal member has a contact wall which is penetrated by first bores, each passing through the contact wall parallel to a longitudinal direction, an engine pylon which is arranged at the end of the longitudinal member in the longitudinal direction and having an upper longitudinal member which, for each first bore, is penetrated by a second bore which is aligned with the first bore, and a nut and a screw for each pair of a first bore and a second bore, which are aligned, where the screw is screwed into the nut successively via the first bore and the second bore, sandwiching the upper longitudinal member and the contact wall.
A method for managing taxiing paths of an aircraft includes at least one computer system, the method being implemented by the computer system. The method includes the following steps: editing an initial path; displaying a route of the initial path on a screen using a first route symbolism; obtaining a validation of the initial path; displaying a route of the validated initial path on the screen using a second route symbolism; implementing the validated initial path in a taxiing setpoint of the aircraft. The method further includes an editing process and an independent display process.
A seat mounting system having a seat rail and a seat fitting, wherein the seat rail has an upper flange with a plurality of heads thereon. The seat fitting comprises a main body having a void configured to receive the upper flange and at least some of the plurality of heads.
A method for repairing a zone of a metal structural aircraft part having a protection defect in the vicinity of an orifice for receiving a fastener. There is a step of positioning an isolation element on the zone around the orifice, a step of applying a coat of paint to the zone, covering the isolation element, and a step of inserting a metal fastener into an orifice of the isolation element, prior to or following the step of applying the coat of paint. The isolation element makes it possible to avoid direct contact between the metal of the fastener and the metal forming the aircraft structure, and therefore to avoid any risk of galvanic coupling between the damaged zone and the fastening.
A method for optimizing a climb phase of an aircraft, implemented repeatedly during the climb phase, includes an acquiring step for acquiring current values of input parameters, a determining step for determining a current optimized DTflex value from the current values of the input parameters and from optimized DTflex values recorded in a database and a transmitting step for transmitting the determined current optimized DTflex value to a user system with a view to controlling the thrust of the aircraft, the method making it possible to continuously adapt, during the climb phase, the optimized DTflex value so it corresponds to current conditions of the aircraft to maximize its performance particular for fuel consumption.
An assembly comprising a wing and a reactor mast fixed to the wing. The primary structure of the reactor mast comprises a first fixing lug and starboard and port fixing lugs, the wing carries a first fitting and starboard and port fittings, the fixing lugs being joined to the fittings with shackles having three fixing points, and the first lug being fixed to the first fitting.
An aircraft comprising at least one engine mounting system which connects a propulsion unit and a wing and which comprises a primary structure, engine mounts connecting the primary structure and the propulsion unit, as well as at least first, second and third wing mounts connecting the primary structure and the wing structure, the first and second wing mounts being offset height-wise with respect to one another, the third wing mount being offset in the longitudinal direction toward the rear with respect to the first and second wing mounts.
An aircraft pylon comprising an aircraft pylon fairing extending along a longitudinal axis, a primary structure having a peg that is inserted in a through opening of an inner rib of the fairing and four yokes as well as four removable fixing elements that can be inserted from the outside of the fairing. The fixing elements are inserted in a direction perpendicular to said longitudinal axis of the fairing in order to hold in place a fitting of the primary structure that has an oblong through opening and is inserted into one of said yokes of the fairing. Also a method of assembling an aircraft pylon and an aircraft with such a pylon.
A system for opening a cowling on a nacelle of an engine of an aircraft, the system including: an actuator configured to move the cowling between a closed position and an open position; a distributor on the nacelle including a first electrical connector; cabling extending from the distributor to an actuator, wherein the cabling is attached to the nacelle and/or the engine; a power source external to the aircraft, and a cable attached to the power source and having a distal end with a second electrical connector configured to attach to the first electrical connector of the distributor, wherein electrical power from the power source flows through the cable, the distributor and the cabling to power the actuator.
A vent system includes a vent stack for venting a tank fluid from a fuel tank that is external to the vent stack, during fuelling of the fuel tank. The vent stack includes a conduit including a conduit inlet and a conduit outlet, the conduit outlet opening to atmosphere external to the conduit. The vent stack also includes an opening into the conduit between the conduit inlet and the conduit outlet. The opening is fluidically connected, or connectable, to the fuel tank so the tank fluid from the fuel tank flows through the opening to the conduit outlet, in use. The vent stack also includes a fluid mover operable to cause a mixer fluid receivable in the conduit inlet to flow through the conduit towards the conduit outlet, thereby to mix the mixer fluid with the tank fluid in the conduit, upstream of the conduit outlet.
A method for determining a risk of landing failure of an aircraft on a landing location is based on a reference table constructed by making a selection of a set of values of M variables representative of landing conditions independent of potential turbulences, uniformly between a minimum value and a maximum value of each variable, performing a number P of closed-loop simulations by applying random turbulence conditions, from the set of values of the M variables, calculating a mean and a standard deviation of touchdown parameters from the P closed-loop simulations, and by complementing the reference table on each iteration for a number N of sets of values of the M variables. Next, the reference table is used to determine the risk of landing failure, in light of envisaged landing conditions.
G06F 30/15 - Vehicle, aircraft or watercraft design
G06F 30/27 - Design optimisation, verification or simulation using machine learning, e.g. artificial intelligence, neural networks, support vector machines [SVM] or training a model
68.
PROPULSION SYSTEM FOR AN AIRCRAFT COMPRISING A TURBOJET, A PYLON AND ENGINE ATTACHMENT
A propulsion system comprising a turbojet with a fan casing and a central casing, a pylon with an upper spar, a front wall and on either side of a vertical median plane, a fitting rigidly fixed to the rigid structure, a cylindrical pin as one with the fan casing and inserted in a hole of the upper spar, a shackle with at the vertical median plane, an upper articulation between the shackle and the front wall and on either side of the vertical median plane, a lower articulation between the shackle and the central casing, and two reaction rods disposed on either side of the median plane, where each rod is articulated, at a front end, on the central casing, and, at rear end, on the fitting.
An aircraft air intake comprising a lip, an internal panel which comprises a front edge linked to the lip, a front frame which comprises an outer edge and an inner edge linked to the lip and/or to the internal panel, a rear frame which comprises an outer edge, directly or indirectly linked to the lip and an inner edge linked to the rear edge of the internal panel, and at least one joining element linking the outer edges of the front frame and of the rear frame.
An air intake that makes it possible to avoid stiffeners and a front frame includes a lip, at least one external panel extending the lip on the outer side, at least one internal panel extending the lip on the inner side, the wall of the air intake having a thickness of value e. The thickness of the wall of the air intake changes longitudinally and comprises a zone at the front longitudinal end having a thickness of value e2 greater than the thickness e. In this way, the thickness of the air intake is optimized according to the needs of the zone concerned. A nacelle and propulsive assembly are provided with such air intake.
A method for the selective modification of position information for a throttle lever. The method is implemented by a device configured to receive position information representing a current position of the throttle lever. The method includes determining that a predefined situation is encountered when a flight condition associated with the predefined situation is verified, and obtaining, for each encountered predefined situation, a category, a duration and an expected position of the throttle lever. The method includes modifying the received position information by replacing it with the expected position, when the flight condition and a validity condition of the category are simultaneously verified for said obtained duration, and sending the modified position information in the event of a modification to a control device of the propulsion engine. Thus, it is possible to automatically influence the thrust of the engine when required by the situation.
An aircraft comprising at least one propulsion assembly and at least one pylon, the propulsion assembly comprising at least one cowl, connected by at least one first articulation to a fixed support, comprising a curved main part and a secondary lateral fairing which is positioned in the extension of a main lateral fairing of the pylon when the cowl is in the closed position. The secondary lateral fairing comprises at least first and second parts movable relative to each other, the first part being connected to the main part of the cowl.
A propulsion unit comprising a propulsion system, at least one electric motor positioned in a first external zone, a transmission system, a coupling device which comprises: a first coupling shaft coupled to an output of the electric motor, passing through the transmission system and having a first end protruding into a second external zone; a second coupling shaft coupled to an input of the transmission system, passing through at least one wall of the transmission system and having a first end protruding into the second external zone; and a coupling system configured to couple the first ends of the first and second coupling shafts in terms of rotation and which is positioned in the second external zone. Also an aircraft having at least one such propulsion unit.
B64D 35/021 - Transmitting power from power plants to propellers or rotorsArrangements of transmissions specially adapted for specific power plants for electric power plants
An aircraft with a fuselage separated into an upper part and a lower part by a floor, a tubular tank containing an extinguishing fluid, positioned in the upper part and fastened to the floor, a discharge device connected between the tubular tank and the outside, passing in succession through the floor and the fuselage, a release system movable between a retention position and a discharge position, and a control unit arranged to control the movement of the at least one release system from the retention position to the discharge position, and vice versa.
B64D 1/16 - Dropping or releasing powdered, liquid or gaseous matter, e.g. for fire-fighting
A62C 3/02 - Fire prevention, containment or extinguishing specially adapted for particular objects or places for area conflagrations, e.g. forest fires, subterranean fires
A double-wall pipe for an aircraft fuel system includes an inner wall defining a first open end, a second open end, and an inner region connecting the first open end to the second open end and via which a fuel is flowable through the double-wall pipe, in use. The double-wall pipe includes an outer wall at least in part around the inner wall to define an interspace, between the inner wall and the outer wall, that is fluidically isolated from the inner region. The double-wall pipe includes at least one barrier that is openable to create a passage that fluidically connects the interspace to the inner region. The at least one barrier is configured to open when a pressure in the interspace is higher than a pressure in the inner region.
A method for automatically guiding an aircraft includes receiving an ATIS message and decoding the content of the ATIS message. If the decoded content of the ATIS message includes a parameter relating to an active landing runway, the method includes creating a message requesting confirmation of the decoded content and commanding the sending of the message over a communication frequency with air traffic control, receiving a response from air traffic control and decoding the response to determine whether or not the response is a confirmation of the decoded content of the ATIS message. If the response is a confirmation of the decoded content of the ATIS message, the method includes determining a contingency trajectory of the aircraft at least partially in consideration of the decoded content of the ATIS message. The method also includes automatically guiding the aircraft along the determined contingency trajectory.
ASSEMBLY COMPRISING AT LEAST ONE CONNECTING ELEMENT AND AT LEAST TWO CONTACT SURFACES PROVIDED WITH ASPERITIES, AIRCRAFT COMPRISING AT LEAST ONE SUCH ASSEMBLY
An assembly comprising at least first and second components, at least one connection element comprising a rod configured to ensure uptake of the traction/compression forces between the first and second components, and at least one pair of first and second contact surfaces provided respectively with first and second bumps and rigidly secured respectively to the first and second components, the first and second bumps having complementary shapes configured to nest in one another and ensure transmission of the shear forces between the first and second components. Also, an aircraft comprising at least one such assembly.
A propulsion assembly having a combustion chamber and a turbine, a nacelle with a front cowl facing the turbine, with a window passing through it, and a rear cowl to the rear of the turbine, a fire barrier between the front cowl and the rear cowl, a dihydrogen supply pipe meandering from the inside of the rear cowl, then in a sealed manner through the fire barrier, then through the window as far as the combustion chamber, wherein the supply pipe has an intermediate section between the fire barrier and the window, and a plate fastened in a sealed manner to the intermediate section and fastened in a sealed manner to the front cowl around the window.
A nacelle comprising a cowl which has a window, a box structure around the window and containing a conditioning device for conditioning dihydrogen, a door mounted pivotably on the cowl between a closed position and an open position, a maneuvering system for moving the door from the closed position to the open position, a detector for detecting the presence of dihydrogen in the box structure, and a control unit designed to make the maneuvering system open on the basis of information supplied by the detector.
A method for monitoring an engine of an aircraft supplied with dihydrogen, comprising a safety device including a safety valve that is movable between an open position in which the engine is supplied with dihydrogen and a closed position in which the engine is no longer supplied with dihydrogen, an engine fire detection system, a dihydrogen leak detection system and an engine damage detection system, and comprising electronic circuitry adapted to implement the monitoring method. If a locking authorization is given and if one out of three conditions A, B and C is true, then the safety device closes the safety valve, with: the condition A is true if an engine fire detection system detects a fire, the condition B is true if a dihydrogen leak detection system detects a dihydrogen leak, and the condition C is true if an engine damage detection system detects engine damage.
A62C 3/06 - Fire prevention, containment or extinguishing specially adapted for particular objects or places of highly inflammable material, e.g. light metals, petroleum products
A62C 2/04 - Removing or cutting-off the supply of inflammable material
A62C 3/08 - Fire prevention, containment or extinguishing specially adapted for particular objects or places in vehicles, e.g. in road vehicles in aircraft
81.
MODULE FOR AIRCRAFT COMPRISING A DIHYDROGEN PROCESSING SYSTEM
A module for an aircraft, the module comprising a sealed housing comprising walls delimiting an interior volume, a processing system intended to process dihydrogen fixed on the inside of the sealed housing and filling elements filling at least in part the interior volume around the processing system. The filling elements may be foam or beads. Also an aircraft with such a module.
A module for an aircraft, the module comprising a sealed housing comprising walls delimiting an interior volume, a processing system to process dihydrogen and fixed on the inside of the housing, an inlet port connected to the interior volume and equipped with a first shut-off valve, an outlet port connected to the interior volume and equipped with a second shut-off valve and beads filling the interior volume.
A locking washer includes an annular main component with a ring equipped, on its inner periphery, with flexible tabs which are curved such that their free ends deviate, on the same side, from a plane formed by the ring and substantially define arcs of the same circle, which is referred to as the locking circle, to produce efficient locking and to obtain a robust locking washer, the locking washer also including an annular auxiliary component to interact with the main component to quickly unlock the locking washer.
F16B 39/24 - Locking of screws, bolts, or nuts in which the locking takes place during screwing down or tightening by means of washers, spring washers, or resilient plates that lock against the object
84.
SYSTEM FOR FIXING AN ELEMENT AND AIRCRAFT COMPRISING AT LEAST ONE SUCH SYSTEM
A support for a system for fixing an element comprising a hose clamp having a flexible link and a cage, the support comprising: a base comprising a recess in which the cage is housed and a first channel into which the link is fitted; an inclined upright extending from the base by moving away from the recess such that a free end of the upright is disposed at a distance from and facing an aperture which emerges in the recess. The link is able to penetrate into the first channel, surround the element, then penetrate in succession into the aperture of the recess and into the cage.
F16L 3/233 - Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets specially adapted for supporting a number of parallel pipes at intervals for a bundle of pipes or a plurality of pipes placed side by side in contact with each other by means of a flexible band
B65D 63/10 - Non-metallic straps, tapes, or bandsFilamentary elements, e.g. strings, threads or wiresJoints between ends thereof
85.
ASSEMBLY OF AN ATTACHMENT PYLON WITH AN AIRCRAFT ENGINE
An assembly of an attachment pylon with an aircraft engine comprising a front engine mount comprising a front tang and a front clevis, a lower tang and a lower clevis connecting the attachment pylon and the engine via a front pin mounted in the front tang and clevis and a lower pin mounted in the lower tang and clevis, and port/starboard links mounted between the attachment pylon and the engine via mounting pins, wherein the front and lower pins are orthogonal to a mid-plane, and wherein the mounting pins of the links are parallel to the mid-plane.
A method for detecting and localizing a failure of an input sensor of a flight control computer of an aircraft including comparing a first piece of information representative of a probability of occurrence of the failure, delivered by a neural network, with a second piece of information representative of a probability of occurrence of the failure, delivered by a classifier trained to carry out a detection and a localization of the failure. It is thus possible to optimize a failure diagnosis and a localization of a failure of an input sensor used in the determination of flight controls.
G07C 5/08 - Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle, or waiting time
87.
PROPULSION UNIT COMPRISING A SUSPENSION SYSTEM OF THE REAR PART OF THE ENGINE, AIRCRAFT COMPRISING AT LEAST ONE SUCH PROPULSION UNIT
A propulsion unit comprising an engine, a pylon, an engine mount system which connects a front part of the engine and the pylon, in addition to a suspension system which connects the pylon and a rear part of the engine which is offset toward the rear end of the engine relative to the engine mount system.
An aircraft propulsion system comprising a turbojet having a fan casing with a rear face, a pylon with a front part and a lower spar with a rear fitting fixed to it, and a front engine attachment fixed between an upper part of the fan casing and the front part, a front arch having two arms, each having a first end fixed to the lower spar and a second end fastened in an articulated manner to the rear face, and two lateral rods, each having a first end fastened in an articulated manner to the rear fitting and a second end fastened in an articulated manner to the rear face.
A system for attaching a front engine of an aircraft, having: a vertical median plane, an engine pylon with a nose having a main female clevis, and a cylindrical housing around a vertical axis, a main link fastened to a front casing of the engine by a secondary ball-joint connection about a secondary axis perpendicular to the median plane by a secondary shaft, a main shaft, perpendicular to the median plane and forming a main ball-joint connection of the main link in the main female clevis about a main axis, the main and secondary axes in the plane perpendicular to the median plane, and an outer cylinder, coaxial with the vertical axis and a first end of which fastened in the cylindrical housing and a second end of which mounted, via an annular linear connection, around the vertical axis with respect to the front casing.
A device for sealing a joint between a wall of a wing box and a wall of a central fuselage of an aircraft, the device comprising at least one deformable element clamped between a first and a second rigid end element. The device moreover comprises clamp for moving the first and second rigid end elements closer to one another so as to deform the at least one deformable element by crushing until it is pressed against the walls of the joint.
A support device includes a profiled element having at least one passage hole passing transversely through the profiled element, a fastening support, integral with the profiled element, to fasten the support device to a primary structure, at least one clamping element having a clamp to receive at least one cable and at least one fastening element to fasten the clamping element or elements to the profiled element. The device facilitates the fastening of cables to a primary structure.
F16L 3/127 - Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets substantially surrounding the pipe, cable or protective tubing comprising a member substantially surrounding the pipe, cable or protective tubing and extending away from the attachment surface
F16L 3/123 - Supports for pipes, cables or protective tubing, e.g. hangers, holders, clamps, cleats, clips, brackets substantially surrounding the pipe, cable or protective tubing comprising a member substantially surrounding the pipe, cable or protective tubing and extending along the attachment surface
92.
SYSTEM FOR COMMANDING AND BRAKING AN ARTICULATED MOBILE ELEMENT OF AN AIRCRAFT
A command system of an aircraft mobile element actuated by a motor is provided. The command system is electrically connected to a power supply, to the motor and to a current consuming device used to effect de-icing. The system establishes a connection between the motor and the current consuming device and inhibits a first connection between the power supply and the motor and a second connection between the power supply and the current consuming device when a braking command is received. The system enables the first connection and the second connection to be established and inhibits the third connection as long as no braking command has been received or when a command to stop braking is received. Thus the mobile element can be easily braked and the overall size of the system is limited.
H02P 3/06 - Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
B64C 13/50 - Transmitting means with power amplification using electrical energy
A wing defines a chord which runs from a leading edge to a trailing edge. The wing has a main portion and a flap which is movable relative to the main portion to change the aerodynamics of the wing, for instance to maximize lift, or to reduce drag at the expense of some loss of lift. The wing has a guide mechanism which guides movement of the flap. The guide mechanism uses a pair of runners which run along respective tracks. The tracks are positioned at different locations along the direction of the chord, but overlap one another in the direction of the chord.
A propulsion assembly for an aircraft, the propulsion assembly having a jet engine having a fan casing and a central casing around a longitudinal axis and having a vertical median plane passing through the longitudinal axis, an attachment pylon having a rigid structure that takes the form of a box that has a front wall and an upper spar extending forwardly in respect to the front wall, a front engine attachment fixed between an upper area of the fan casing and a front end of the upper spar, and a complementary front engine attachment fixed between an upper area of the central casing and a lower end of the front wall.
A propulsion assembly for an aircraft, the propulsion assembly having a jet engine having a fan casing and a central casing around a longitudinal axis and having a vertical median plane passing through the longitudinal axis, an attachment pylon having a rigid structure that takes the form of a box that has a front wall and an upper spar extending forwardly in respect to the front wall, a front engine attachment fixed between an upper area of the central casing and a lower end of the front wall, and a complementary front engine attachment fixed between an upper area of the fan casing and a front end of the upper spar.
A device for coupling a propulsion system to an engine pylon of an aircraft, the device comprising a baseplate comprising a base suitable for being fastened to the propulsion system, and a first wall extending substantially perpendicularly to the base. The first wall of the baseplate interacts with first and second sleeves, a pair of flanges and a fasteners to the engine pylon. The fasteners comprise two adjacent fastening screws extending parallel to each other.
A tank comprising a shell having an edge face connecting first and second inner lateral surfaces of first and second portions, at least one end wall, positioned at the first portion of the shell, which has a central part in the shape of a dome, a peripheral sleeve positioned around the central part and a junction zone connecting the central part and the peripheral sleeve and having an edge face, a weld connecting the first portion and the peripheral sleeve, the edge faces of the end wall and of the shell having shapes configured to immobilize the junction zone with respect to the shell in a radial direction. Also a cryogenic reservoir with such a tank.
A propulsion assembly for an aircraft, the propulsion assembly having a jet engine having a fan casing and a central casing around a longitudinal axis and having a vertical median plane passing through the longitudinal axis, an attachment pylon having a rigid structure that takes the form of a box that has a front wall and an upper spar extending forwardly in respect to the front wall, a front engine attachment fixed between an upper area of the fan casing and a front end of the upper spar, and a complementary front engine attachment fixed between an upper area of the central casing and a lower end of the front wall.
A propulsion assembly for an aircraft, the propulsion assembly having a jet engine, an attachment pylon having a rigid structure, and an extinguishing system. The extinguishing system is located in a front position relative to the rigid structure, the extinguishing system being positioned between the rigid structure and the jet engine.
B64D 27/40 - Arrangements for mounting power plants in aircraft
A62C 3/08 - Fire prevention, containment or extinguishing specially adapted for particular objects or places in vehicles, e.g. in road vehicles in aircraft
A62C 35/68 - Details, e.g. of pipes or valve systems
100.
AIRCRAFT PROPULSION ASSEMBLY HAVING A JET ENGINE, A PYLON AND MEANS FOR ATTACHING THE JET ENGINE TO THE PYLON
A propulsion assembly for an aircraft, the propulsion assembly having a jet engine having a fan casing and a central casing around a longitudinal axis and having a vertical median plane passing through the longitudinal axis, an attachment pylon having a rigid structure that takes the form of a box that has a front wall and an upper spar extending forwardly in respect to the front wall, a front engine attachment fixed between an upper area of the central casing and a lower end of the front wall, and a complementary front engine attachment fixed between an upper area of the fan casing and a front end of the upper spar.
