Abstract: The system includes a module for monitoring whether a pilot controls the aircraft, a module for updating the flight plan based on a pilot-provided approach order, modules implemented if no pilot controls the aircraft, including a module for monitoring whether an approach order signal is sent by a ground control device, a module for verifying compatibility of the ground control device approach order, a module for updating the flight plan based on the approach order if there is safety compatibility, a module for updating the flight plan based on an approach order determined based on current data if no approach order is received by the aircraft or if the approach order received by the aircraft does not have safety compatibility. The system provides for updating the flight plan for a landing in good conditions, even without an approach order from the pilot or from the ground control device.

Abstract: A generating system comprises a module for determining coordinates of a first center and a first radius of a first circle, a module for determining a curve comprising points of a second circle having a second radius and a second center corresponding to an orthogonal projection of the first center onto a display plane and a sending module configured to send to a display module a signal representative of the curve to be displayed. The second radius corresponds to a distance between the second center and a curve point. The curve point corresponds to an orthogonal projection onto the display plane of a point of the first circle. The generating system displays on the display module a curve representative of a small circle with a sufficient precision without requiring substantial computational or display resources.

Abstract: A method and device for adjusting performance variables of an aircraft. The device which is intended for adjusting performance variables, the performance variables being generated by at least one performance module, includes an auxiliary data input unit for entering into a flight management system correction data intended to be used for adjusting at least one associated performance variable, and a correction unit for carrying out a correction, the correction including adjusting the associated performance variable on the basis of the input correction data.

Abstract: An actuating system comprising a hydraulic actuator provided with a cylindrical cavity containing a piston configured to slide within the cylindrical cavity and a rod. The piston separates the cylindrical cavity into a first actuating chamber and a second actuating chamber. A first servo valve comprises a sheath including a first slider configured to slide within a cavity of the sheath on the basis of command signals from a command system. The cavity of the sheath comprises a first command chamber and a second command chamber on either side of the first slider. The first actuating chamber is fluidically connected to the first command chamber, and the second actuating chamber is fluidically connected to the second command chamber.

Abstract: A method and device for adjusting performance variables of an aircraft. The device which is intended for adjusting performance variables, the performance variables being generated by at least one performance module, includes an auxiliary data input unit for entering into a flight management system correction data intended to be used for adjusting at least one associated performance variable, and a correction unit for carrying out a correction, the correction including adjusting the associated performance variable on the basis of the input correction data.

Abstract: An actuating system comprising a hydraulic actuator provided with a cylindrical cavity containing a piston configured to slide within the cylindrical cavity and a rod. The piston separates the cylindrical cavity into a first actuating chamber and a second actuating chamber. A first servo valve comprises a sheath including a first slider configured to slide within a cavity of the sheath on the basis of command signals from a command system. The cavity of the sheath comprises a first command chamber and a second command chamber on either side of the first slider. The first actuating chamber is fluidically connected to the first command chamber, and the second actuating chamber is fluidically connected to the second command chamber.

Abstract: In order to eliminate or at least to reduce a possible unbalance of the propulsive system, counterweights are brought in locations that are provided on the hub envelope, near the ends of the latter and away from the planes of the propellers. More particularly, the counterweights are provided as discrete elements located in two planes spaced from the propellers and orthogonal to an outer surface of the hub envelopes, or are provided as a non-uniform mass ring.

Abstract: According to the invention, at least one of the counterweights (40, 40.1, 40.2, 40.3, 40.4) is mobile mounted on a guiding slot (24, 34) coaxial to the hub envelope (22, 32) that surrounds the hub (21, 31) of the corresponding propeller (2, 3), the movement of said mobile counterweight (40, 40.1, 40.2, 40., 40.4) along said guiding slot (24, 34) being controlled on the basis of an estimation of the possible unbalance of said propulsive system (1).

Abstract: A device for locking an engine on a pylon includes two systems attaching the engine to the pylon, located in attachment regions spaced out in a longitudinal direction of the engine. A second region is adjacent to a center of gravity plane of the engine and closer to a fan than a first region. A first system attaching to the first region is rigid towards torsional, transverse and vertical engine forces. The first region is located at a separation between two compressors of the engine or two turbines, whether the fan is at a rear or front of the engine respectively, the separation being adjacent to a node of a first engine flexural mode. A second system attaching to the second region is rigid towards transverse and vertical forces but less rigid than the first system. The device also includes a third system withstanding thrust forces in the longitudinal direction.

Abstract: A rear part of an aircraft including two connecting rods positioned symmetrically on either side of a median vertical plane, wherein each connecting rod has an end mounted on a support structure of the engines and another end mounted on the fuselage, wherein this part is configured to allow, by rotation of the connecting rods around their axes of rotation, an oscillating movement of limited amplitude of the assembly formed by the support structure and the engines, relative to the fuselage, through the first and second fuselage openings.

Abstract: According to the invention, at least one of the counterweights (40, 40.1, 40.2, 40.3, 40.4) is mobile mounted on a guiding slot (24, 34) coaxial to the hub envelope (22, 32) that surrounds the hub (21, 31) of the corresponding propeller (2, 3), the movement of said mobile counterweight (40, 40.1, 40.2, 40., 40.4) along said guiding slot (24, 34) being controlled on the basis of an estimation of the possible unbalance of said propulsive system (1).

Abstract: According to the invention, in order to eliminate or at least to reduce a possible unbalance of the propulsive system (1), counterweights (40, 50, 60, 70) are brought in locations that are provides on the hub envelope (22, 32), near the ends (22A, 22B, 32A, 32B) of the latter away from the planes od the propellers (B-B?, C-C?).

Abstract: The invention relates to a mounting for attaching an engine to an aircraft structure, said mounting including a metal spring and being adapted for fulfilling the following conditions: the stiffness of the mounting for load values falling within a predetermined range ([CA, CB]) is less than the stiffness of the mounting for load values that fall below or above the predetermined range; considering a first load value (CS2) corresponding to a first operating mode (MF2), the load values due to dynamic variations during said first operating mode around said first value (CS2) fall within the predetermined range; the mounting comprising a means for limiting the movement of the spring with a given maximum value when applying a load with a value falling above the predetermined range ([CA, CB]).

Abstract: A rear part of an aircraft including two connecting rods positioned symmetrically on either side of a median vertical plane, wherein each connecting rod has an end mounted on a support structure of the engines and another end mounted on the fuselage, wherein this part is configured to allow, by rotation of the connecting rods around their axes of rotation, an oscillating movement of limited amplitude of the assembly formed by the support structure and the engines, relative to the fuselage, through the first and second fuselage openings.

Abstract: The device for locking an engine (1) on a pylon (2) comprises a front attachment region (12) at the location of the separation between two compressors (5) and (6) and a rear attachment system (13) positioned at the rear of the turbines (9), close to the center of gravity (C). Further the rear attachment system (13) is more flexible than the other either by its own design or by being suspended from the pylon by a more flexible portion (21). This device is advantageous for reducing the level of vibrations transmitted to the aircraft (24) by the engine (1). The extension of the pylon is reduced relatively to customary designs and disk shots have less to be feared. The invention symmetrically applies to “towed” engines, the fan of which is at the front rather than at the rear.