Abstract: A lavatory enclosure for an aircraft, reconfigurable to accommodate a stretcher, includes a first wall, a second wall, a third wall, and a fourth wall. The lavatory enclosure has a doorway in the third wall and a door having a first side, a second side, an upper end, and a lower end, in the doorway. The door is operable between an opened position and a closed position. A reconfigurable wall element with a first edge and a second edge is disposed in the second wall. The reconfigurable wall element has a hinge along the first edge permitting the reconfigurable wall element to pivot between a closed position, where the reconfigurable element is flush with the second wall, and an opened position, where the second edge of the reconfigurable wall element is pivoted so that the second edge is interior to the lavatory enclosure.

Abstract: A brake for preventing rotation of a segment of a transmission line used for actuation of control surfaces of an aircraft, including a retaining arm configured for connection to a fixed element of the aircraft, a clamp and a connection member. The clamp includes a first clamp portion having a first engagement surface and a second clamp portion having a second engagement surface facing the first engagement surface. The clamp portions are movable with respect to each other so as to vary a distance between the engagement surfaces. The clamp portions are configured to apply a pressure toward each other with the transmission line segment being received between the engagement surfaces. The connection member interconnects the clamp and the retaining arm, and is selectively configurable between an unlocked configuration allowing relative movement between the clamp and the retaining arm and a locked configuration preventing the relative movement.

Abstract: Methods and systems for providing vertical flight guidance for an aircraft. Vertical flight guidance for the aircraft is provided by an aircraft computer in an altitude capture mode for commanding the aircraft to capture a target altitude. At least one engine inoperative condition is detected by the computer, while in the altitude capture mode. In response to detecting the at least one engine inoperative condition, the computer causes an automatic transition (e.g., no pilot action on a flight level change (FLC) pushbutton on a flight control panel) of the vertical flight guidance for the aircraft from the altitude capture mode to an already existing mode that is flight level change with modified control parameters and provides vertical flight guidance in the flight level change mode for commanding the aircraft to capture the target altitude while maintaining airspeed of the aircraft substantially at a target airspeed.

Abstract: Herein provided are methods and systems for assessing a fuel burn level of an aircraft for a planned mission. Flight information relating to the planned mission is obtained via a graphical user interface, the flight information comprising configurable number of passengers for the aircraft. A requisite engine bleed level for the planned mission is determined based on the flight information. The fuel burn level is assessed based on the requisite engine bleed level.

Abstract: An aircraft fairing includes a fairing body having an exterior fairing wall and at least one wheel bin. The at least one wheel bin has a side wall extending from an opening in the exterior fairing wall to an end wall. The side wall and the end wall define a cavity of the at least one wheel bin in fluid communication with the opening in the exterior fairing wall. An acoustic resonator is mounted to an outer surface of the side wall of the at least one wheel bin and is in fluid communication with the cavity. The acoustic resonator has a resonant frequency substantially similar to a cavity modal frequency of the at least one wheel bin at an aircraft flight condition.

Abstract: The present disclosure provides methods and systems for correcting a vertical speed of an aircraft. An instantaneous vertical speed of the aircraft is obtained, based on inertial data from an inertial reference unit on the aircraft. A first correction is applied to the instantaneous vertical speed to generate a baro-inertial vertical speed, and a second correction is applied to the baro-inertial vertical speed based on an error between a geometric vertical speed and the baro-inertial vertical speed to obtain a temperature-corrected baro-inertial vertical speed.