Abstract: An interface and a method for mounting a piece of equipment (5) with a rotary drive source (3). The mounting interface has a first frame (1) fastened to the drive source (3) and a second frame (2) fastened to the piece of equipment (5), the frames (1, 2) being fitted with assembly means (19) for assembling them together. Rails (22, 23) for guiding the piece of equipment (5) are removably mounted on the first frame (1) and co-operate with windows (20, 21) of the second frame (2). The windows (20, 21) are laterally open providing transverse passages for the rails (22, 23) into the windows (20, 21). The piece of equipment (5) can be moved transversely by an operator towards the rails (22, 23) in order to support it and guide it axially towards the drive source (5).

Abstract: A regulator device (10) for reducing the risk of surging in a turbine engine (3) that includes a gas generator (4), air extraction means (8), and mechanical power take-off means (100). An engine computer (11) includes storage means (16) that store a plurality of acceleration regulation relationships, each acceleration regulation relationship corresponding to air extraction in a first range, and to mechanical power take-off in a second range, said regulator device (10) including first measurement means (20) for measuring current air extraction, and second measurement means (30) for measuring current mechanical power take-off, said engine computer (11) controlling acceleration of the engine (3) by implementing the acceleration regulation relationship corresponding to the current air extraction and to the current mechanical power take-off.

Abstract: A method of monitoring at least one limited-lifetime part. During an identification step (STP1), storage means (40) store a list including a reference for each limited-lifetime part of an engine (3). During an information-search step (STP2), the storage means (40) communicate with a centralized data system (DB) in order to store for each identified part the corresponding maintenance data. During a monitoring step (STP3), the wear of the engine is monitored by using the information stored in the storage means (40).

Abstract: A method of automatically regulating a power plant (3?) of an aircraft (1), said power plant comprising at least one turbine engine (3), said aircraft (1) having at least one rotary wing (300) provided with a plurality of blades (301) having variable pitch and driven in rotation by said power plant (3?), it being possible for each engine (3) to operate in an idling mode of operation and in a flight mode of operation. During a selection step (STP0), a two-position selector (60) is operated either to stop each engine (3) or to set each engine (3) into operation. During a regulation step (STP1), each engine (3) is controlled automatically so as to implement the idling mode of operation if the collective pitch (CLP) of said blades is less than a threshold and if the aircraft (1) is standing on the ground.

Abstract: A method of automatically performing an engine health check for checking the health of at least one turbine engine of an aircraft. During flight, the stability of at least one monitoring parameter is verified by acquiring a measurement signal, by performing first filtering of each signal by a high-pass filter over a long first duration (TPS1) and by verifying that a first amplitude (A1) of the signal filtered in this way does not exceed a first threshold defined by the manufacturer, by performing second filtering of each signal by a high-pass filter over a short second duration (TPS2) in parallel with said first filtering by a high-pass filter, and by verifying that a second amplitude (A2) of the signal filtered in this way does not exceed a second threshold defined by the manufacturer, the second duration (TPS2) being less than the first duration (TPS1), and the second amplitude (A2) being less than the first amplitude (A1).

Abstract: A communication device (20) for communication between a movable piece of equipment (101) of a rotary rotor (5) and a stationary piece of equipment (102). Said communication device (20) is fitted with a set (10) of controlling swashplates including a rotary swashplate (11) and a non-rotary swashplate (12), the communication device (20) comprising a movable transfer unit (21) and a stationary transfer unit (22) for exchanging information respectively with the movable equipment (101) and with the stationary equipment (102). Each transfer unit (21, 22) is connected to a respective transmit-and-receive antenna (31, 32), including a movable antenna (31) connected to the movable transfer unit (21) and fastened to the rotary swashplate (11) and a stationary antenna (32) connected to the stationary transfer unit (22) and fastened to the non-rotary swashplate (12), the movable antenna (31) and the stationary antenna (32) being suitable for communicating with each other wirelessly.

Abstract: An on-board device (5) for measuring the weight of an aircraft (G), the device comprising a hollow element (3) extending from a first end (11) to a second end (12) and a bar (4) extending inside said hollow element (3) from an embedded end (13) to a free end (14). The free end (14) has first and second sensors (21, 22) respectively for taking first and second distance measurements, said device (5) further including processor means (50) connected to the first sensor (21) and to the second sensor (22) to generate an alert when a sum of the first measurement plus the second measurement varies, and secondly a processor unit (60) connected to at least one of said sensors (21, 22) for determining information relating to weight.

Abstract: A piloting assistance device (5) comprising a calculation unit (10) and a display unit (20). The calculation unit (10) executes stored instructions to determine at least one thrust margin for a propeller between a current thrust being exerted by said propeller and a threshold thrust corresponding to a negative power limit (Pmin), and to determine a main minimum total ground slope that can be followed by the aircraft in descent as a function of said thrust margin. Finally, the calculation unit presents a main symbol (25) on a display unit (20), the main symbol (25) representing the minimum total ground slope that can be followed by the aircraft (1) in descent, the main symbol (25) appearing superimposed on a representation (21) of the surroundings that exist in front of the aircraft (1).

Abstract: An aircraft power plant (2) having at least two engines (3, 4), each co-operating with respective control means (5) including respective memories (6), each memory (6) containing information for causing said engine (3, 4) to operate with a plurality of distinct utilization envelopes at iso-damage. Said power plant (2) includes determination means (10) for determining a first utilization envelope (101) for application during a takeoff stage of flight and a second utilization envelope (102) for application during a cruising stage of flight following the takeoff stage of flight, and a third utilization envelope (103) for application during a landing stage of flight following the cruising stage of flight.

Abstract: A rotorcraft (1) having on-board lighting equipment for lighting the surrounding environment. The lighting equipment comprises a plurality of headlights (2, 2?, 3, 3?) that are allocated to respective specific lighting functions in landing and in winching. The headlights (2, 2?, 3, 3?) are also operated to perform a searching lighting function. Control means determine which headlights (2, 2?, 3, 3?) are to be operated depending on a lighting function selected by an operator and depending on where the headlights are located on the rotorcraft (1). A search zone (4, 4?) for illuminating is identified by identification means on the basis of a lighting command common to the headlights (2, 2?, 3, 3?). Coordination means cause the headlights (2, 2?, 3, 3?) to converge on the identified search zone (4, 4?), while taking account of their respective locations on the rotorcraft (1).

Abstract: A method of controlling a group (2) of engines developing a necessary power (Wnec) for driving a rotor (3), said group (2) of engines having at least one electrical member (4), electrical energy storage means (5), and a first number n of engines (6) that is greater than or equal to two. A processor unit (10) executes instructions for evaluating a main condition as to whether the group of engines can develop the necessary power while resting one engine, and if so for resting one engine and accelerating a second number engines not at rest, and for causing the electrical member to operate in motor mode, if necessary, the electrical member operating temporarily in electricity generator mode when the storage means are discharged.

Abstract: A sealing (1) for a fairing (2) against transverse airflow between a wing (3) and a fuselage (4) of an aircraft. Inner and outer sides (7, 8) of the sealing (1) are provided with lips biased against the fairing (2) and the wing (3). At least two gaskets (5, 6) are positioned between respective ends of the sides (7, 8), thus sealing the fairing (2) and the wing (3) against longitudinal airflow.

Abstract: An autopilot device (10) and method for automatically piloting a rotary wing aircraft (1), having at least one propulsion propeller (2), said rotary wing comprising at least one rotor (3) with a plurality of blades (3?), said device comprising a processor unit (15) co-operating with at least one collective control system (7) for controlling the collective pitch of said blades (3?). The device includes engagement means (20) connected to the processor unit (15) for engaging an assisted mode of piloting for maintaining an angle of attack, said processor unit (15) automatically controlling the collective pitch of the blades (3?) when the assisted mode of piloting for maintaining an angle of attack is engaged by controlling said collective control system to maintain an aerodynamic angle of attack (?) of the aircraft at a reference angle of attack (?*).

Abstract: A rotor blade (1) provided with an outer covering (2) and with at least one load take-up spar (10) associated with at least one pin-receiving bushing (3). Each spar (10) is a compartmentalized spar comprising centrifugal force take-up means (20) incorporated within a twisting stress take-up casing (30), said centrifugal force take-up means (20) comprising at least two boxes (21, 22), each having said pin-receiving bushing (3) of the spar (10) passing therethrough, each box (21, 22) including a closed retention belt (23) extending in the spanwise direction of the blade, the retention belt (23) of one box (22) surrounding the retention belt (23) of another box (21), each retention belt (23) being provided with unidirectional fibers (24) wound around said pin-receiving bushing (3), said casing (30) being provided with inclined fibers (31) presenting an angle relative to said unidirectional fibers (24).

Abstract: An aircraft (1) having a fuselage (2), the aircraft (1) comprising a rotary wing (9) above the fuselage (2) and an extra fixed wing (10), the rotary wing (9) being above both the fuselage (2) and the fixed wing (10), said fixed wing (10) comprising at least one closed wing (20) comprising a first half-wing (21) and a second half-wing (22). Each half-wing (21, 22) is provided with a top lift portion (30) and a bottom lift portion (40), said bottom lift portion (40) of a half-wing being arranged in the wake (S) of the top lift portion (30) of that half-wing, the wake (S) being generated by a stream of air (F) coming from said rotary wing (9) and impacting against the top face (30?) of the top lift portion (30) when said aircraft (1) has a forward speed less than a predetermined threshold.

Abstract: Primary flight controls (10) for main and/or tail rotors (4) of helicopters with electro-mechanical interface between any of fly-by-wire and/or fly-by-light controls and hydraulic servo actuators (8) for control force amplification towards said main and/or tail rotor controls (4). For each of the main and/or tail rotor controls (4) there is provided but one of the hydraulic servo actuators (8), connected by one mechanical linkage (7) to one electro motor (5), said one hydraulic servo actuator (8) being of the type having the one mechanical linkage (7) connected to its input (29) and its output (30) and the one electro motor (5) being of the direct drive type, the position of said electro motor (5) having a reference to said one mechanical linkage (7) and the torque delivered by said electro motor (5) to the hydraulic servo actuator (8) being related to the power consumption of said electro motor (5).

Abstract: The invention is related to an electrical powered tail rotor (1) of a helicopter comprising a housing (2) around the tail rotor (1), and at least one permanent magnet energized synchronous motor with a stator (6, 7) with an increased number of poles (9). Said at least one synchronous motor is integrated as a torus (8) around an opening of the housing (2) encompassing the tail rotor (1). Blades (4) of the tail rotor (1) are fixed to at least one rotating component (10, 11) of said at least one synchronous motor. Supply means provide for electric energy to said at least one synchronous motor. Blade pitch control means are provided at the torus (8).

Abstract: A composite gusset filler (1) of cut-off material from fiber fabrics (2, 3) trimmed into fragments of 2 min-10 mm length, separated into single yarn or roving elements mixed to quasi-homogeneous raw material for a semi-finished gusset filler (1). The present invention relates as well to specific shapes and a method of manufacture of said composite gusset filler (1) and to applications of said composite gusset filler (1).

Abstract: A method of managing maintenance of an aircraft. The method includes defining a recommended maintenance program for the aircraft. Maintenance deadlines for the recommended maintenance program are determined by using primary data from a testing of at least one of pieces of equipment and elements of the aircraft. Utilization data for the aircraft is used and stored. A calculation device is used to implement at least one algorithm to recalculate the maintenance deadlines as a function of the actual utilization data. The recommended maintenance program is updated.

Abstract: A method and system for predictive maintenance of electronic equipment on board an aircraft (1). To produce a prognosis, the following are provided: a step (48) of modeling the equipment (3) with a model (53) for damage by an external aggression; a step (49) of simulating the damage up to failure; a learning step (64); a step (65) of classifying calculated and normalized values; and a fusion step (61) giving the real prognosis of the time to maintenance in units of time. The invention applies in particular to a rotary wing aircraft (1), e.g. a helicopter drone.