Abstract: An engine mounting assembly comprising a forward engine mount coupled to a pylon of the aircraft and an engine, the engine having a propeller with a center of thrust, the forward engine mount having a longitudinal axis that intersects with the center of thrust, an intermediate engine mount including at least two thrust links coupled to the pylon and the engine aft of the forward engine mount, the intermediate engine mount having a longitudinal axis that intersects with the center of thrust, wherein the longitudinal axis of the forward engine mount and the longitudinal axis of the intermediate engine mount intersect at the center of thrust, and a rear engine mount coupled to the pylon and the engine aft of the intermediate engine mount.

Abstract: This invention relates to an engine mounting assembly comprising a forward engine mount coupled to a pylon of the aircraft and an engine, the engine having a propeller with a center of thrust, the forward engine mount having a longitudinal axis that intersects with the center of thrust, an intermediate engine mount including at least two thrust links coupled to the pylon and the engine aft of the forward engine mount, the intermediate engine mount having a longitudinal axis that intersects with the center of thrust, wherein the longitudinal axis of the forward engine mount and the longitudinal axis of the intermediate engine mount intersect at the center of thrust, and a rear engine mount coupled to the pylon and the engine aft of the intermediate engine mount.

Abstract: In order to simplify the design of an aircraft turbo engine propeller while enhancing the safety function thereof related to control of the blade angle of attack, a propeller is provided comprising a secondary rotational coupling to couple in rotation, along the radial axis of the blade, the inner radial end of the blade root with a mechanical joining member of a blade angle of attack control device, the secondary coupling being designed and configured to be active in the event of failure of the main pin.

Abstract: To reduce the overall mass of an engine assembly for aircraft, this assembly comprises a part of the fuselage of an aircraft, a turbomachine comprising an unfaired propeller, together with an annular row of unfaired after-guide vanes located aft of the propeller and rotationally fixed in relation to a longitudinal axis of the turbomachine, and a mounting pylon. At least part of the leading edge of the pylon is incorporated within the annular row between two after-guide vanes.

Abstract: A thrust reverser system with a thrust reverser cascade and a reverser door with door segments laid out in a folded condition relatively to each other in an inactive configuration of the reverser system, and accommodated in an accommodation space located outside the secondary channel. Upon passing from the inactive configuration to the active configuration a rearward displacement of the cascade towards a nacelle aperture, released by an external movable nacelle cowl driven rearwards by the cascade, and a deployment of segments until they attain a deployed closing position within the secondary channel occurs simultaneously.

Abstract: A nacelle having a longitudinal axis and comprising a chassis, two articulated fan cowl doors and a sliding fan cowl door. Each articulated fan cowl door is rotatably mounted in an upper portion of the chassis, each about their own opening axis. The opening axes are parallel to the longitudinal axis. The articulated doors pivot between a closed position and an open position. The sliding fan cowl door, in its closed position, is placed between free edges of the articulated fan cowl doors. A sliding arrangement for the sliding door is configured such that, in the open position of either articulated door, the sliding fan cowl door can rotate about the longitudinal axis. The nacelle has fan cowl doors which take up less space when in the open position and which are more compact, in comparison to articulated fan cowl doors without a sliding fan cowl door.

Abstract: An aircraft fuselage frame including a central element adapted to be located within the perimeter of the fuselage, and two lateral extensions projecting outside the perimeter of the fuselage from both sides of the central element that are a portion of a longitudinal structure of a lifting surface. The central element and the two lateral extensions are configured as an integrated piece.

Abstract: In order to reduce the congestion of the attachment means for aircraft engines in a secondary vein, a first fuselage frame has two side portions for supporting the engine, each associated with one of the two partly buried side engines, these portions being curved inwards so as to surround and follow the profile of the outer shroud of an intermediate case. The side portion is attached on this shroud through first and second attachment arrangements spaced apart from each other circumferentially, these arrangements being configured in order to allow absorption of the forces related to the torque along a longitudinal direction of the engine.

Abstract: A thrust reverser system with a thrust reverser cascade and a reverser door with door segments laid out in a folded condition relatively to each other in an inactive configuration of the reverser system, and accommodated in an accommodation space located outside the secondary channel. Upon passing from the inactive configuration to the active configuration a rearward displacement of the cascade towards a nacelle aperture, released by an external movable nacelle cowl driven rearwards by the cascade, and a deployment of segments until they attain a deployed closing position within the secondary channel occurs simultaneously.

Abstract: In order to simplify the design of an aircraft turbo engine propeller while enhancing the safety function thereof related to control of the blade angle of attack, a propeller is provided comprising a secondary rotational coupling to couple in rotation, along the radial axis of the blade, the inner radial end of the blade root with a mechanical joining member of a blade angle of attack control device, the secondary coupling being designed and configured to be active in the event of failure of the main pin.

Abstract: To reduce the overall mass of an engine assembly for aircraft, this assembly comprises a part of the fuselage of an aircraft, a turbomachine comprising an unfaired propeller, together with an annular row of unfaired after-guide vanes located aft of the propeller and rotationally fixed in relation to a longitudinal axis of the turbomachine, and a mounting pylon. At least part of the leading edge of the pylon is incorporated within the annular row between two after-guide vanes.

Abstract: A device for reducing aerodynamic disturbances in the wake of an aerodynamic profile. The device comprises a first air ejection nozzle arranged on the top side of the profile and a second air ejection nozzle arranged on the underside of the profile. A first blowing chamber is fluidically connected to the first nozzle and a second blowing chamber is fluidically connected to the second nozzle. Air supply means are configured to vary the distribution of air between said first blowing chamber and second blowing chamber. The distribution of the blown air can thus be adapted depending on the situation in which the profile is used, for example depending on the flight phase of an aircraft equipped with such a profile. Also, an aerodynamic profile, a pylon supporting a propulsion assembly for an aircraft comprising such an aerodynamic profile, and an aircraft.

Abstract: In the case of an aircraft aft portion equipped with an engine mounting structure passing across the fuselage, assembly of the aft portion presents problems caused by the moving of the box structure of the mounting structure through lateral openings in the fuselage. In order to overcome these problems, a method of assembling an aircraft aft portion is proposed, in which method the box structure of the engine mounting structure is inserted into the fuselage through a top opening extending from one side of the fuselage to the other across a vertical midplane of the fuselage such that the top opening opens to the top and to the sides of the fuselage.

Abstract: An air ejection device comprises an aerodynamic profile provided with a slot and an ejection nozzle. The device comprises a flexible tongue fixed flush with the aerodynamic profile in such a way as to obstruct the slot, the tongue being able to lift under the effect of a pressure differential between the air situated in the ejection nozzle and the outside air. The tongue makes it possible for the slot made in the profile to be obstructed during phases of flight during which the ejection of the air is unnecessary, and prevents external air from entering the slot. The flow of air over the aerodynamic profile is unaffected, and there is no increase in drag. Because the tongue lifts as a result of a pressure differential, it does not require any control mechanism to lift it.

Abstract: A nacelle having a longitudinal axis and comprising a chassis, two articulated fan cowl doors and a sliding fan cowl door. Each articulated fan cowl door is rotatably mounted in an upper portion of the chassis, each about their own opening axis. The opening axes are parallel to the longitudinal axis. The articulated doors pivot between a closed position and an open position. The sliding fan cowl door, in its closed position, is placed between free edges of the articulated fan cowl doors. A sliding arrangement for the sliding door is configured such that, in the open position of either articulated door, the sliding fan cowl door can rotate about the longitudinal axis. The nacelle has fan cowl doors which take up less space when in the open position and which are more compact, in comparison to articulated fan cowl doors without a sliding fan cowl door.

Abstract: In the case of an aircraft aft portion equipped with an engine mounting structure passing across the fuselage, assembly of the aft portion presents problems caused by the moving of the box structure of the mounting structure through lateral openings in the fuselage. In order to overcome these problems, a method of assembling an aircraft aft portion is proposed, in which method the box structure of the engine mounting structure is inserted into the fuselage through a top opening extending from one side of the fuselage to the other across a vertical midplane of the fuselage such that the top opening opens to the top and to the sides of the fuselage.

Abstract: An aircraft fuselage frame including a central element adapted to be located within the perimeter of the fuselage, and two lateral extensions projecting outside the perimeter of the fuselage from both sides of the central element that are a portion of a longitudinal structure of a lifting surface. The central element and the two lateral extensions are configured as an integrated piece.

Abstract: An air ejection device comprises an aerodynamic profile provided with a slot and an ejection nozzle. The device comprises a flexible tongue fixed flush with the aerodynamic profile in such a way as to obstruct the slot, the tongue being able to lift under the effect of a pressure differential between the air situated in the ejection nozzle and the outside air. The tongue makes it possible for the slot made in the profile to be obstructed during phases of flight during which the ejection of the air is unnecessary, and prevents external air from entering the slot. The flow of air over the aerodynamic profile is unaffected, and there is no increase in drag. Because the tongue lifts as a result of a pressure differential, it does not require any control mechanism to lift it.

Abstract: The stiffening frames (14) of an aircraft fuselage (2) remain continuous while passing through an upper panel (5) of the wing box and extend over the ribs (3) situated in that box. The overall mechanical strength of the assembly is improved, despite the notches it is necessary to make in the panel (5).