Abstract: 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.

Abstract: 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.

Abstract: A fastening system for an aircraft to fasten at least one tank to contain liquid hydrogen, allowing easy access to the tank. The fastening system includes a longitudinal box, upper formers fastened to the upper end of the longitudinal box and lower formers fastened to the lower end of the longitudinal box, at least two upper formers including two fastening devices to each connect a fastening point of the tank to an upper former, at least one lower former including two second fastening devices to each connect a second fastening point of the tank to the lower former. The fastening system allows an operator to access the tanks that are capable of being fastened by the fastening system.

Abstract: A method for assembling aircraft panels by welding improves the flexibility thereof. Panels are butted together along longitudinal joining lines and fixed to one another via their longitudinal edges by welding without the longitudinal ends of their welded edges being connected to one another. Longitudinal hoops are fixed to partially cover the concave surface of the panels at least partially at the ends. The absence of welding at the ends introduces the desired flexibility. The disclosure also covers the fuselage portions formed by assembling panels according to this method and the aircraft including such portions.

Abstract: 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.

Abstract: 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.

Abstract: An aircraft with a unit to transmit information on ability/inability of pilots to fly the aircraft. Guidance avionics include guidance architecture and a flight controller to fly the aircraft. The guidance architecture has two dissimilar guidance chains and a selection unit connected thereto, to the flight controller and to the unit for measuring physical ability/inability, a first guidance chain to compute a main path for the aircraft towards a destination airport based on a current state of the aircraft by following a flight plan and to compute main guidance instructions for following the main path, a second guidance chain to compute an emergency path for the aircraft towards a diversion airport based on an initial portion of the common path with the main path and to compute emergency guidance instructions for following the emergency path. The selection unit receives the main and emergency guidance instructions and transmits either one to the flight controller.

Abstract: A structural assembly for an aircraft having pairs of main gantries distributed in the longitudinal direction, two transverse panels fixed to the front and the rear of the pairs of main gantries to together define a compartment for a landing gear of the aircraft, at least one pair of secondary gantries between the main gantries, at least one crossmembers parallel to the transverse panels and that straddles at least one secondary gantry, and, for each secondary gantry and each crossmember straddling the secondary gantry, a connecting rod mounted to be able to freely rotate, via a first end, on a lower part of the crossmember and, via a second end, on an outer lateral part of the secondary gantry. Such an arrangement reduces the vertical bulk of the structural assembly.

Abstract: An aircraft propulsion assembly having an engine, a nacelle positioned around the engine, an annular duct delimited by the engine and the nacelle for a bypass flow of cold air, at least one bifurcation passing through the annular duct for connecting the engine and the nacelle and having a leading edge and a primary structure of a pylon housed in the bifurcation and configured to connect the engine to an aircraft wing. The propulsion assembly has at least one heat exchange device including a plate heat exchanger, having a hexagonal longitudinal section and positioned in the bifurcation. According to one configuration, the heat exchanger is a countercurrent heat exchanger.

Abstract: An aircraft including a floor positioned above a central wing box and in a front fuselage portion positioned in front of the central wing box. The floor includes at least one rail which has at least first and second rail portions and at least one articulation connecting the first and second rail portions and configured to allow a pivoting movement, about a transverse and horizontal pivot pin, between the connected first and second rail portions. By virtue of this articulation, it is possible to integrate the rails into the floor and not to position them on the floor.

Abstract: An output cone of an aircraft propulsive assembly extending in a general direction called longitudinal direction and including a front part and a rear part. The longitudinal assembly of the front part and rear part forms an acoustic treatment system with at least two degrees of freedom. Such a system allows for the treatment of several frequency ranges or of one wide frequency range by the treatment of several overlapping ranges.

Abstract: An assembly method includes a succession of assembly steps of assembling fuselage components of the fuselage portion of the aircraft, for example the nose of the aircraft, to form a fuselage body, a mounting step of introducing, into the fuselage body thus formed, a floor module having at least a predetermined width, and which can be provided with items of equipment, and a fastening step of fastening the fuselage body to the floor module such that the floor module shapes the final shape of the fuselage body and the assembled fuselage portion is obtained, the floor module, which has at least a suitable predetermined width, making it possible, when it is incorporated into the fuselage body, to provide the fuselage body, which is slightly flexible, with its desired and definitive shape corresponding to the desired and definitive shape of the assembled fuselage portion.

Abstract: A guide system to enable installation of a cable tie on a supporting element by passing the cable tie through a first passage to traverse the supporting element, then through a second passage to come back to the same side of the supporting element, enabling the cable tie to surround one or more cables. The guide device includes a gutter with a guide surface with two curves, a first longitudinal curve enabling the surface to extend from a passage to the other passage and a second transverse curve forming a partial envelope for receiving the cable tie and guiding and holding the cable tie in the gutter. The device also has at least one protrusion with a wedging surface projecting from the surface of the gutter to come into contact with and wedge against the supporting element to lock the gutter in position in relation to the supporting element.

Abstract: A system includes at least one upper flexible skin intended to be fixed in the extension of an upper plane of the wing, a lower flexible skin intended to be movable in the extension of a lower plane of the wing and fixed along a trailing edge of the control surface, an actuator for generating a displacement of the lower flexible skin with respect to the lower plane. The displacement causes a curvature of the first, upper flexible skin and a curvature of the second, lower flexible skin having a concavity oriented in a same direction. The control surface system makes it possible to reduce the quantity of energy supplied by the actuator.

Abstract: A flexible pillar for a variable geometry flight control surface including upper skin and lower skins includes an elongate shape elastic element having an and at least a first end and a second end. The flexible pillar can be disposed between the upper skin and the lower skin so the elastic element can be fixed to the upper skin at the first end of the flexible pillar and fixed to the lower skin at the second end of the flexible pillar. The flexible pillar has a rigidity along the longitudinal axis of the flexible pillar that is greater than a rigidity of the flexible pillar in shear along a transverse axis of the flexible pillar, the flexible pillar making it possible to obtain a support having a longitudinal direction and able to transmit forces between its ends without, or with little, deformation longitudinally and to be easily deformed in a transverse direction.

Abstract: A linking member between a first and a second structural member of a fuselage of an aircraft allowing improved dissipation of stresses. The linking member has a first part made of a solid structure and at least one second part made of a lattice structure. The first part made of the solid structure is configured to dissipate static stresses and to withstand fatigue up to a predetermined maximum stress and fatigue threshold. This configuration allows improved dissipation of the stresses exerted on the linking member.

Abstract: A measurement device includes a substrate having accommodations with an emerging opening in which sensors are provided, the substrate including a cavity with a flexible printed circuit. The device is installed on a surface to characterize a fluid flow at this surface. The circuit uses hierarchized buses comprising two data communication buses emerging at the two longitudinal ends of the substrate and an internal data acquisition bus, the bus linking control circuits, each control circuit being connected to one of the communication buses, the sensors being connected to the bus in a distributed fashion on either side of each control circuit. The data from the sensors can be transmitted to the two surrounding circuits and may be acquired if one of them is faulty.

Abstract: A seal includes a barrel extending between a base and a top, in which the barrel has a cylindrical cavity passing through it between its base and its top, and a skirt indissociable from the barrel and extending around said barrel, in which the skirt adopts the shape of a dome of which the exterior edges extend out beyond the base starting from the top. The seal is able to divert the fluid and keep the space under the skirt fluid tight.

Abstract: A hinge assembly 8a for an aircraft component comprises first and second hinge plates 9, 10, each hinge plate including a plurality of fingers 13 to 17. The fingers of the first and second hinge plates are interleaved. A seal assembly 28 to 32 is provided between at least some of the fingers. The provision of a hinge including interposed fingers allows for a hinge assembly having a complex aerodynamic profile to be made, while the sealing function is performed by the seals filling the gaps between the fingers.

Abstract: A structural assembly for an aircraft having pairs of main gantries distributed in the longitudinal direction, two transverse panels fixed to the front and the rear of the pairs of main gantries to together define a compartment for a landing gear of the aircraft, at least one pair of secondary gantries between the main gantries, at least one crossmember parallel to the transverse panels and that straddles at least one secondary gantry, and, for each secondary gantry and each crossmember straddling the secondary gantry, a connecting rod mounted to be able to freely rotate, via a first end, on a lower part of the crossmember and, via a second end, on an outer lateral part of the secondary gantry. Such an arrangement reduces the vertical bulk of the structural assembly.