Abstract: A wing for an aircraft, comprising a main wing and a slat assembly with a slat and a connection assembly with a slat track. The front end of the slat track is mounted to the slat, and the rear end and/or the intermediate portion of the slat track are mounted to the main wing by a roller or slide bearing. The slat track is movable along the track longitudinal axis. The connection assembly includes a drive unit. The drive unit includes a rotary actuator mounted to the main wing and having at least one drive arm rotatably driven about a rotation axis and drivingly engaging the slat track, and one of the drive arm and the slat track has at least one groove and the other one of the drive arm and the slat track comprises at least one spigot drivingly engaging the groove.

Abstract: A wing for an aircraft is disclosed including a fixed wing, a high-lift device and a hold-down arrangement arranged between two supports of the high lift device having a first hold-down element attached to the high-lift device and a second hold-down element attached to the fixed wing. The first hold-down element contacts the second hold-down element when the high-lift device is in a retracted position in which it prevents a trailing edge of the high-lift device from detaching from an upper surface of the fixed wing when the fixed wing bends in the spanwise direction. One of the hold-down elements is a load-limited hold-down element which comprises a biasing means. When the load transmitted through the hold-down arrangement exceeds an operational threshold, elastic deformation of the biasing element results in the hold-down arrangement no longer preventing the trailing edge high-lift device from detaching from the upper surface of the fixed wing.

Abstract: A drilling method is provided allowing drilling in confined spaces with less effort. Two independent data sources are used for reducing tolerances between the component to be joined to the workpiece. The component is measured at the supplier using photogrammetry or laser scanning. First geometric data of the component obtained by this measurement are put in a data storage, such as a barcode tag or database. At the manufacturer, the first geometric data are used to position the component relative to the workpiece. Subsequently, the component is measured to obtain second geometric data indicative of the positions and diameters of the component joining holes. After determining a deviation between the first and second geometric data to be smaller than a predetermined threshold, the automatic drill is positioned at the correct drilling location and joining holes are drilled into the workpiece. Finally, the component and the workpiece are joined by fasteners.

Abstract: A display system comprising a bell with a lateral wall and a ceiling, delimiting between them an internal volume with an opening opposite the ceiling, a depressurizing arrangement configured to produce a depressurization in the internal volume, an image capturing device at the ceiling, a display screen, and a processing unit receiving an image from the image capturing device and sending the image to the display screen.

Abstract: A table arrangement has a mounting element to be fastened to a fastening structure element. A first table element is connected to the mounting element, pivotally relative to the mounting element about a first pivot axis between a stowage position, in which the first table element extends substantially parallel to a mounting plane defined by the mounting element, and a position of use, in which the first table element extends substantially perpendicular to the mounting plane. A second table element is connected to the first table element substantially parallel to the first table element and rotatable relative to the first table element about a rotation axis that is parallel to the mounting plane in the position of use.

Abstract: A wing tip device for a fixed wing aircraft is disclosed having an alular-like projection, a first leading edge region having a first sweep angle, a second leading edge region outboard of the first leading edge region in a spanwise direction and having a second sweep angle greater than the first sweep angle, a third leading edge region outboard of the second leading edge region in the spanwise direction and adjacent a tip end of the wing tip device and having a third sweep angle greater than the first sweep angle. The second leading edge region is adapted to generate a first vortex, and the third leading edge region is adapted to generate a second vortex which builds towards the tip end of the wing tip device.

Abstract: A wing for an aircraft is disclosed having a fixed wing, a foldable wing tip portion and a flight latch device for latching the foldable wing tip portion in the extended position, wherein the flight latch device includes a housing, a latch bolt, and a motor for driving the latch bolt between the latched and unlatched positions. A flight latch device includes a threaded shaft rotationally driven by the motor, a nut engaging the shaft, so that the nut can rotate relative to the shaft, the nut is connected to the housing via a linear guide and is connected to the latch bolt for common linear movement with the latch bolt, and the flight latch device includes an offset compensation, providing that the shaft is supported pivotable relative to the housing and the latch bolt is coupled to the nut via a compensational bearing allowing angular play between the nut and the latch bolt.

Abstract: An engine pylon of an aircraft having a rear portion, two rear cowls around the rear portion, each rear cowl having an upper fixed cowl and a lower movable cowl mounted articulated on the rear portion, wherein in the closed position the two lower movable cowls are moved close to one another, such that their lower edges are contiguous, wherein in the open position the two lower movable cowls are tilted such that their lower edges are moved away from one another, for each lower movable cowl, a hinge system fixed between the lower movable cowl and the rear portion, and at least one locking system which locks the two lower movable cowls to one another in the closed position. The presence of the lower movable cowls ensures, among other things, easy access to the interior of the engine pylon.

Abstract: A storage compartment arrangement for a cabin of a vehicle has a storage compartment, housing, storage compartment opening, lower compartment, and upper compartment. The compartments are directly above each other and separated by an intermediate base pivotable at least in sections into the upper compartment. Items of luggage can be placed onto a lower horizontal pivoting edge and pushed into the lower compartment. Adjacent to a lower delimitation of the upper compartment, when the intermediate base is not pivoted, an upper horizontal pivoting edge is formed, onto which items of luggage can be placed and pushed into the upper compartment. The upper compartment has an upper opening edge adjoined by an auxiliary surface extending over the upper compartment, is at an angle in a range of 10° to 50° to the intermediate base and, as the distance from the upper delimitation increases, encloses an increasing distance from the intermediate base.

Abstract: To bring an aircraft in flight to a runway, an automatic trajectory generation system obtains a procedure, called STARI procedure, which provides a final trajectory flyable by the aircraft to land on the runway, such that from the entry point of the final trajectory or from any point above it, a holding loop pattern of a predefined shape is flyable in order to dissipate energy if necessary. The automatic trajectory generation system then computes a lateral trajectory, avoiding any terrain relief, meteorological obstacles and military zones, between the current position of the aircraft and the entry point or a point above it, based on performance adapted to an operational state of the aircraft. An overall trajectory is thus obtained, by linking the computed lateral trajectory and the final trajectory of the STARI procedure, including iterations of the holding loop pattern if necessary.

Abstract: A component life prediction system configured to predict the remaining life of a consumable component installed on an aircraft. The system includes a processor configured to: receive wear information indicative of a current wear state of the component; receive schedule information indicative of a future flight schedule for the aircraft; and determine the remaining life of the component based on the received wear information and the received schedule information.

Abstract: An aircraft controller configured to determine a period and/or distance over which deployment of a landing gear can be initiated for landing including a determined first portion during which landing gear deployment can be safely initiated and a determined second portion, closer to aircraft landing than the first portion, during which the landing gear deployment can be safely initiated in an efficient landing mode; issue a first pilot feedback when the first portion is entered by the aircraft; issue a second pilot feedback when the second portion of the determined; and initiate landing gear deployment when the aircraft is in the determined period and/or distance in response to receiving a deployment signal from the pilot.

Abstract: An aircraft brake control system for controlling antiskid braking of an aircraft wheel is disclosed including a control assembly having a mode controller which sets the mode of operation of an antiskid brake calculator, configured to set a first mode, when an input of the indication of a brake energy supply configuration indicates a first brake energy supply being used, in which the antiskid brake calculator applies a first restriction level on a rise rate of the antiskid brake command, and a second mode, when the input 305 indicates a second brake energy supply being used, in which the antiskid brake calculator applies a second, lower, restriction level on a rise rate of the antiskid brake command.

Abstract: A propulsion system for an aircraft, which has a chassis, a propeller able to move in rotation about an axis of rotation, a main gear as one with the propeller, an electric generator, at least one linear electric motor having a fixed element and a slider able to move in translation, for each linear electric motor, a secondary gear meshing with the main gear and mounted to be able to move in rotation about an axis of rotation perpendicular to the axis of rotation, and a rod of which one end is articulated on the corresponding slider and of which the other end is articulated on the corresponding secondary gear at an articulation that is offset with respect to the axis of rotation of the secondary gear.

Abstract: An aircraft wing trailing edge section assembly is disclosed having an upper skin structure providing an upper external aerodynamic trailing edge surface, a lower skin structure providing a lower external aerodynamic trailing edge surface, and a movement mechanism including a first portion attached to an internal surface of the upper skin structure, a second portion attached to an internal surface of the lower skin structure, and a rotationally mounted connector member connected between the first and second portions, such that rotational movement of the connector member causes simultaneous movement of both first and second portions and therefore both upper and lower skin structures, such that the camber of the trailing edge section is changed. An aircraft wing section assembly, an aircraft and methods of operating an aircraft are disclosed.

Abstract: A line assembly for installation in an aircraft fuselage includes a first line section having a first diameter, a second line section having a second diameter, a set of first line brackets, and a set of second line brackets. The first line brackets include a first receiving space configured to hold the first line section and a first support portion for attaching the first line brackets to a fuselage structural part. The second line brackets include a second receiving space configured to hold the second line section and a second support portion for attaching the second line brackets to the first line section. The second line section includes a higher flexibility than the first line section. The second line section is attached to the first line section through a plurality of second line brackets arranged at a distance to and independent from the first line brackets.

Abstract: A device for latching a door of an oxygen mask container in an aircraft cabin includes a door for an oxygen mask container having an inner side, outer side and hinge, a first latching device attached to the inner side, and a second latching device movable relative to the first latching device to selectively engage or disengage the second latching device. A retaining element is attachable to a structural part inside the oxygen mask container. A test control device on the inner side of the door includes a movable hook element and can move the hook element to a first or second position. The hook element can engage the retaining element in the first position to restrict an opening degree of the door. The hook element is placed in the second position such that when the door is opened, the hook element is moved past the retaining element.

Abstract: A barrel nut retainer for retaining a barrel nut in a bore of a component is disclosed having a body adapted to fit within a bore and extending between a first end and a second end, and wherein the body has an aperture between the first end and second end configured to receive a barrel nut, and a head portion at the first end of the body, the head portion adapted to sit over an open end of the bore.

Abstract: An expansion tank system for a liquid cooling system includes a first chamber for receiving a coolant, a second chamber for pressurized gas, a first gas conveying device for conveying gas from the first to the second chamber, a second gas conveying device for conveying gas from the second to the first chamber, a first pressure sensor in fluid communication with the first chamber, and a control unit connected to the first gas conveying device, the second gas conveying device and the first pressure sensor for controlling the second conveying device to selectively convey gas from the second to the first chamber if a pressure measured through the first pressure sensor is below a predefined first threshold value, and for controlling the first conveying device to convey gas from the first to the second chamber if a pressure measured through the first pressure sensor is above a second threshold value.

Abstract: An aircraft glazing unit including a body of transparent material and at least one subsurface thickness indicator at a predetermined depth within the material. The provision of a subsurface thickness indicator allows for the unit to be re-polished to remove erosion, whilst providing a visual indicator to ground crew of the remaining thickness of material in the unit. In this way, the service lifetime of the glazing unit can be extended.