Abstract: A computer-aided method suitable for assisting in the design of an aircraft by providing relevant dimensioning values corresponding to an aircraft component in transonic conditions inside a predefined parameter space by means of a reconstruction of the CFD computations for an initial group of points in the parameter space using a POD reduced-order model, comprising the following steps: a) Decomposing for each flow variable the complete flow field into a smooth field and a shock wave field in each of said computations; b) Obtaining the POD modes associated with the smooth field and the shock wave field considering all said computations; c) Obtaining the POD coefficients using a genetic algorithm (GA) that minimizes a fitness function; d) Calculating said dimensioning values for whatever combination of values of said parameters using the reduced-order model. The invention also refers to a system able to perform the method.

Abstract: The invention relates to an electronic module (2) comprising: an electronic card (4) on which electronic components (10) are disposed, two covers (6, 8), disposed on either side of the card (4). The cover (6) facing the components (10) has a central part (22) extending at a distance from the card (4) and a flanged edge (24) turned toward the card (4), prolonging one of the two opposite sides of the central part (22). This flanged edge (24) is prolonged by a flat support (26), extending in a plane parallel to the plane of the electronic card (4), the card (4) being added onto the said support (26). The covers (6, 8) bear indexing means (34), the electronic card (4) having indexing holes (36) cooperating with the indexing means (34) during positioning of the card (4) between the covers (6, 8).

Abstract: A trajectory analysis device automatically determines an auxiliary takeoff trajectory including a curvilinear lateral profile, which allows to maximize the takeoff weight of the aircraft. To this end, the device includes an initial data generation device, an auxiliary takeoff trajectory determination device, and a display device. The crew of the aircraft may then review the optimized auxiliary takeoff trajectory.

Abstract: An installation of systems in aircraft fuselages such as thermophonic insulation mattresses and devices such as onboard systems, and bundles of electric wires or fluid ducts (air, water, oxygen, hydraulic fluid). A structure for fastening onto an aircraft fuselage includes at least frames and stringers, the structure further including: fuselage stabilizers connecting the frames and stringers, wherein two stabilizers of two consecutive frames face each other between the two consecutive frames; and a strip board connecting the two stabilizers and including a fastening mechanism arranged so as to receive corresponding fastening mechanisms of the insulation mattresses and the devices.

Abstract: A method for deactivating a steering system of a front landing gear of an aircraft, including detecting an activated status of the steering system, detecting a pilot control unit in neutral position, detecting towing conditions of the aircraft, detecting a rotational movement of the nose gear, and deactivating the steering system when operations to are verified. The disclosed embodiments also concern a system for implementing this method.

Abstract: A door for an aircraft engine nacelle, comprising an opening leaf, locking device with which the opening leaf may be locked in the closed position, as well a device for setting the opening leaf into motion with which the latter may be displaced from the closed position to the open position. The locking device has a mechanical fuse intended to break under the effect of a force exerted by the opening leaf and resulting from an opening gas pressure being applied on the opening leaf, with a value greater than or equal to a predetermined value and causing displacement of the opening leaf from the closed position to the open position after breakage of the mechanical fuse.

Abstract: A system for controlling at least one aircraft engine and an aircraft comprising such a control system are disclosed. The system (4) comprises a control lever (5), the intermediary range of automatic regulation thereof of the engine speed comprises a single marked position (II) with which there are associated a climbing speed and an automatic regulation speed. Such a lever is able to occupy another take-off and go-around marked position, with which there are associated a take-off speed and a go-around speed.

Abstract: A monitoring device includes one or more devices for implementing monitoring, in order to check whether two flight management systems are able to operate in dual mode during operations requiring navigation and guidance performance. For example, a change condition verification device may be included in a second or slave flight management system so that sequencing requests and resynchronization requests received from a first or master flight management system are verified for accuracy before implementation. The verification may include comparison of positional data used by the first and second flight management systems or a comparison of a resynchronized flight plan to information from a navigation data database.

Abstract: A target vertical speed, to be applied to the aircraft upon the initiation of the aircraft's flaring phase, is defined in relation to the ground. An optimized ground slope associated with an approach path to be tracked during the landing, is then determined as a function of the determined target vertical speed and of at least one outside parameter. This optimized ground slope is at least equal to a predefined ground slope. Upon interception by the aircraft with the approach path, the aircraft is guided to track the determined optimized ground slope associated with the approach path and reach the target vertical speed upon initiation of the flaring phase.

Abstract: A Krueger, or leading edge flap, deployable from a lower aerodynamic surface of an aircraft main wing element so as to form a slot between the Krueger and the main wing element when deployed, the deployed Krueger having a leading edge, a trailing edge and upper and lower aerodynamic surfaces extending between the leading edge and the trailing edge, and a flow deflector which provides an effectively divergent flap profile thickness in the downstream direction at or adjacent the Krueger trailing edge so as to direct airflow away from the lower aerodynamic surface of the deployed Krueger towards an upper aerodynamic surface of the main wing element. Also, aircraft wing assembly including a main wing element and the Krueger.

Abstract: A device for mechanically linking with a rotating axis at least two parts, which is configured to extend in a longitudinal direction in coaxial bores formed respectively in the at least two parts hinged in relation to each other around the axis. The device includes: a cylindrical body including at least one end portion including at least one longitudinal slot, the cylindrical body including in the longitudinal direction a cylindrical bore extended by a frusto-conical bore extending in the at least one end portion configured to be located in another bore; an insert of frusto-conical shape substantially complementary to the frusto-conical bore, the insert including a tapped aperture extending in the longitudinal direction when the insert is accommodated in the frusto-conical bore, and a screw with a threaded end configured to cooperate by screwing with the tapped aperture of the insert allowing to lock the cylindrical body in the another bore and making a rotoide joint around axis.

Abstract: A method for detecting the opening of a thrust reverser for a jet engine of an aircraft is disclosed. According to the method, an operating parameter of the turbojet (1) is determined being responsive to the opening of a mobile element (2a, 2b) of the thrust reverser and reacting to such an opening by a sudden variation of the value thereof, the parameter is measured continuously and the mobile element (2a, 2b) is considered as being opened when the sudden variation is detected.

Abstract: A method for assembling a part of a metal material and a part of a composite material, the junction of the two parts being achieved through a fastener having a substantially constant section and received in a first hole formed in the part of a metal material and a second hole formed in the part of a composite material. According to the disclosed embodiments and before assembling the aforementioned parts, the method includes: an expansion step for generating a field of compression stresses at the periphery of the first hole and locally in the material constituting the part of a metal material using an expansion tool; a single boring step for making the first hole and the second hole with a diameter Øfinal substantially larger than the diameter of the fastener in order to leave a gap between the inner walls of the holes and the outer surface of the fastener; and an assembling step for placing the fastener inside the holes for maintaining together the metal part and the composite part.

Abstract: A tail-cone of an aircraft includes a skin provided with a movable fairing which, by a swing articulated mechanism, is supported on the skin in order to allow the opening/closing of the movable fairing and gain access to the inside of the tail-cone. The tail-cone includes actuators for operating the swing articulated mechanism in order to permit the automatic opening and closing of the movable fairing to be carried out.

Abstract: A device for controlling engine speed of a multi-engine aircraft includes a series of components for automatically controlling the speed of the engines during the take-off, so as to avoid discrepancies in the engine speeds. To this end, as long as all engines of the aircraft do not have, at least at given intermediary moment of the take-off, a driving parameter value equal to a preset intermediate value of the parameter, the speed of all of the engines cannot exceed an intermediate speed associated with the preset intermediate value. Thus, all engines must reach the intermediate speed so that the acceleration to a higher take-off speed can continue simultaneously for all engines.

Abstract: A cap has a body portion forming a central cavity, and an annular flange which extends outwardly from the body portion. The body portion is deformable between a first configuration in which the annular flange is inclined upwardly, and a second configuration in which the annular flange is inclined downwardly. A method includes applying a quantity of sealant to the annular flange in the first configuration; fitting the cap over the end of the fastener so that the fastener is enclosed by the cap; and turning down the annular flange such that the cap assumes the second configuration in which an annular pocket is formed between the flange and the base, and the sealant material fills the annular pocket; and bonding the cap to the structure with the sealant material.

Abstract: An engine is mounted on a structure by an intermediate structure assembled by flanges, to the structure and to the engine, where a rigid structure connects the flanges. This arrangement enables design of the structure to be simplified while allowing a substantial overhang when it is sought to mount the engine by the plane of its center of gravity, while being obliged to move the mounting structure away from it. The intermediate structure is resistant to forces resulting from the overhang, and also allows assemblies that are favorable to a balanced transmission of forces to the structure and a satisfactory ability to filter vibrations.

Abstract: The present invention provides a fireproof bulkhead, having a highly porous structure with an intumescent coating, the highly porous structure being formed as a reticulated foam or as a highly porous pimple or nub structure.

Abstract: An airplane, including a fuselage having an elongate shape along a longitudinal axis of the airplane, and at least one wing attached to the fuselage between front and back ends of the fuselage and a substantially cylindrical central portion and a rear scaleable portion on which a vertical tail assembly and a rear propulsion assembly are attached. Between a section for connecting the rear portion to the central portion of the fuselage and the back end: the maximum width of each fuselage section is constant or increases towards the rear up to a maximum fuselage width L; the height of each fuselage section decreases towards the rear, such that the back end of the fuselage forms a thin trailing edge substantially horizontal in the indicating line of the airplane and substantially rectilinear; a reactor for the propulsion assembly is provided in a so-called semi-buried configuration in the fuselage.

Abstract: A device for shutting an aircraft jettisoning circuit includes a coupling endpiece. The endpiece carries a sealing gasket and means suitable for modifying a dimension of the gasket.