Abstract: An uplock for retaining a capture pin of a movable part includes a hook that is movable between a release position and a retaining position, a locking part that interacts with the hook and is movable between a locking position and an unlocking position, and a detector. The detector includes a first sensor for detecting whether the hook is in the retaining position, and a second sensor for detecting a presence of the mobile part in the immediate vicinity of the uplock in the position occupied by the mobile part when the capture pin is in the hook.

Abstract: A remote towing interface is used to couple a towbar to an aircraft having a fuselage and a steerable landing gear. The remote towing interface includes a towbar coupler mounted to the aircraft and configured to releasably couple a towbar to the aircraft. The remote towing interface further includes a sensor and a controller. The sensor is configured to sense a position of the towbar relative to the aircraft when the towbar is coupled to the towbar coupler, and the controller controls the steerable landing gear according to the sensed position of the towbar relative to the aircraft.

Abstract: An uplock for the selective retention of a capture pin of a movable element includes a hook, a locking member, and a detector. The hook is movable between a release position and a retaining position for retaining the capture pin. The locking member moves between a locked position, and an unlocked position. The detector detects whether the hook is in the retaining position and the capture pin is in the hook. The detector includes a sensor movable relative to a target. The target or the sensor is carried by the locking member and the other by an indicator lever which is movable between a first position indicating absence of the capture pin in the hook and a second position indicating presence. The target and the sensor are only in the proximate position if the locking member is in the locked position and the indicator lever is in the second position.

Abstract: An uplock for selectively retaining a capture pin of a movable element including a hook, a locking member, and a detector. The hook is movable between a release position and a retaining position. The locking member is movable between a locked position that immobilizes the hook and an unlocked position in which the hook is free. The detector detects whether the hook is in the retaining position and the capture pin is present in the hook. The detector includes a sensor associated with a single target which is movable between two positions The sensor emits a signal which is modified when the target passes from one of the positions to the other. The target is independently in kinematic interaction with the hook and the capture pin.

Abstract: A pin for a pinned joint includes a hollow body with a first and second end caps coupled to first and second ends, respectively. The body and the end caps at least partially define a cavity within the body, wherein at least one aperture extends through the hollow body. A main piston is slidably disposed within the cavity and divides the cavity into a first chamber proximate to the first end and a second chamber proximate to the second end and fluidly isolated from an environment around the body. A lubricant is disposed within the first chamber. The main piston moves toward the first end of the body when a pressure in the second chamber is greater than a pressure of the environment. Movement of the main piston toward the first end of the body discharges lubricant through the at least one aperture.

Abstract: A brake assembly is suitable for use with a vehicle wheel that has a rim rotatably mounted to an axle. The brake assembly includes a housing fixedly positioned relative to the axle and a plurality of disks disposed within the housing and fixedly positioned relative to the rim. A fluid is disposed within the housing and has a selectively variable viscosity. The viscosity of the fluid is selectively increased to increase a braking force applied to the wheel.

Abstract: An aircraft has retractable landing gear configured to reciprocate between a deployed position and a stowed position. A landing gear door installation includes a first door rotatably coupled to the aircraft about a first axis for movement between a raided position and lowered position. The door installation further includes a second door located aft of the first door and coupled to the aircraft for movement between a first position when the landing gear is in the stowed position, and a second position when the landing gear is in the deployed position. A portion of the first door overlaps a portion of the second door when the first door is in the raised position and the second door is in the first position so that the first door blocks deployment of the second door to the second position.

Abstract: A connecting device for connecting two mechanical parts includes a rod having a section between a stop and a threaded portion. The rod is inserted into the parts, and a nut is screwed onto the threaded portion in order to hold the parts between the stop and the nut. An anti-rotation system blocks rotation of the nut and includes a washer interacting with the rod to be constrained to rotate with it. The washer has two protuberances, each engaged in a notch of shape complementary to the rod. The anti-rotation system has a ring with an inner periphery of with a shape complementary to that of an outer periphery of the nut in order to be secured to the nut. The ring is secured to the washer by a screw.

Abstract: An aircraft wheel including a rim fitted with rotor disks driven in rotation with the rim by first splines secured to the rim and engaged in notches in the rotor disks, stator disks interposed between the rotor disks and provided with notches engaged on second splines secured to a brake torque tube arranged to be fastened to an axle carrying the aircraft wheel, one or more heatpipe extending in one or more of the first and second splines parallel to a plane containing an axis of rotation of the wheel, the heatpipe having an end projecting outside the aircraft wheel, and one or more heatsinks secured to the end of the heatpipe.

Abstract: A motor sub-assembly for an electromechanical brake actuator of an aircraft wheel includes a casing, a shaft mounted in the casing, and an electric motor mounted in the casing rotate the shaft, the shaft having an end connected to a screw-and-nut assembly to exert a force on a stack of disks for braking the aircraft wheel. The shaft has a first set of teeth and the motor sub-assembly has a shuttle mounted to slide relative to the casing and provided with a second set of teeth. The motor sub-assembly includes a selector mechanism that moves the shuttle selectively between first and second positions in which the first set of teeth is engaged and disengaged with the second set of teeth, respectively. The motor sub-assembly includes a holder device that holds the shuttle in the first position and a locking device that continuously prevents the shuttle from rotating relative to the casing.

Abstract: A braking device for braking a wheel of an aircraft, a hub of which is mounted rotatably on an axle includes a stack of discs threaded on a torque tube which is attached to the axle and equipped internally with a heat shield extending opposite an outer surface of the hub facing the stack of discs to protect the hub from heat radiation generated by the stack of discs. The heat shield includes a tubular body which is coaxial to the torque tube and retaining tabs which are resiliently deformable and secured to the tubular body, each of the retaining tabs and an inner surface of the torque tube including additional raised portions to engage with one another so as to axially immobilize the heat shield inside the torque tube.

Abstract: A feedback system senses a steering position of a nose wheel assembly for an aircraft. The nose wheel assembly has a first element rotatably associated with a second element about an axis, and the rotational position of the first element relative to the second element corresponds to the steering position of the nose wheel assembly. The feedback system includes a first magnetic field sensor fixedly positioned relative to the first element and configured to sense a first element orientation. A second magnetic field sensor is fixedly positioned relative to the second element and configured to sense a second element orientation. The feedback system further includes a controller programmed to determine the steering position of the nose wheel according to the sensed first element orientation and the sensed second element orientation.

Abstract: Aircraft wheel and brake assembly, including: a wheel (20) and a brake (21) comprising at least one friction member (31), an actuator bracket (24), and at least one brake actuator (25) held by the actuator bracket; a first measuring device arranged to measure a rotation speed of the wheel (20); a second measuring device arranged to measure a temperature of the friction member (31); a data concentrator (40) arranged to acquire measurement signals produced by the first measuring device and by the second measuring device, and to process and transmit the measurement signals to the outside, the data concentrator (40) being mounted on the actuator bracket (24).

Abstract: Aircraft braking system architecture comprising: a brake comprising electromechanical actuators (1, 2); a principal control channel (6) and an alternative control channel (7) comprising electrical components that are at least partly different and adapted to provide respectively a principal braking control function and an alternative braking control function that are at least partly different; power modules (15, 16) comprising electrical components that are at least partly different and adapted to generate electrical power supply currents (I1, I2) on the basis of principal control signals or alternative control signals; a surveillance unit (8) adapted to ensure that in normal operation the principal control signals are used and that in the event of a fault the alternative control signals are used to generate the electrical power supply currents.

Abstract: A method of monitoring aircraft tire operating parameters includes pairing of transmission modules with wheel positions of an aircraft to obtain a cartography associating emission modules with wheel positions, storing the obtained cartography, transmitting data including information identifying the emission module, and operating parameter values of tire operating parameters measured by a sensor, checking an existence of an association between the information identifying the emission module and a wheel position on a given aircraft in the cartography to ensure that the information received belongs to the given aircraft, and displaying the operating parameter values and the wheel on which the one operating parameter values have been measured.

Abstract: The invention provides a bistable electromagnetic actuator comprising a yoke extending in part around a pivot axis of the actuator, an excitation coil supported by the yoke in order to generate control magnetic flux, a rotor movable about the pivot axis of the actuator and suitable for being held stationary in two stable angular positions as a function of the magnetic flux generated by the coil, an actuator member coupled to the rotor in order to form an assembly that can be turned, and a manual control device including a drive shaft dynamically coupled to the rotor in such a manner that turning the drive shaft causes the rotor to turn.

Abstract: A disclosed controller is configured with logic that, when executed, performs actions to extend landing gear of a maglev vehicle. The actions include receiving a height control target value and transitioning between a standby control state and an active control state. The controller maintains the landing gear in a fixed position when the controller is in the standby control state, and the controller controls extension and retraction of the landing gear according to the height control target value when the controller is in the active control state.

Abstract: A fuse pin valve includes a housing, a piston, and a mechanical fuse, such as a fuse pin. As assembled, the piston is movably disposed in the housing and is retained in a static position by the fuse pin. Upon a certain pressure (e.g., an abnormal pressure) acting on the piston, the fuse pin fails, thereby releasing the piston to move from a first or start position to second or end position. In the start position of the piston, the valve is in a first operational state (e.g., a closed state). In the end position of the piston, the valve is in a second operational state (e.g., an open state, fully open states, etc.). In other embodiments, in the start position of the piston the valve is in an open state, and in the end position of the piston the valve is in a closed state.

Abstract: Aircraft landing gears include at least one wheel, an electric taxiing system including an electric taxiing motor, brakes capable of slowing down or stopping the rotation of the wheel, and a cooling system for cooling the electric taxiing motor and the brakes. The cooling system includes ventilation means capable of mixing a first air flow originating from the brakes and a second air flow originating from outside the landing gear and of ventilating the electric taxiing motor with a mixture of the two air flows.

Abstract: The invention relates to a motorizing device (1) for moving an aircraft (A) provided with a landing device (L) having wheels (W) on the ground, the motorizing device comprising at least one electric motor (2) having an output shaft provided with means for its rotational connection to at least one of the wheels (W) of the landing device for driving said wheel in rotation, and an electronic control unit (3) connected on the one hand to the motor to control it and on the other hand to a control interface (4) from which the aircraft pilot can transmit control signals which the electronic control unit (3) is arranged to transform into motor control signals, characterized in that the control unit is arranged to implement a first control law having determined dynamics to promote an aircraft movement speed and a second control law having dynamics to promote aircraft manoeuvrability.