Abstract: A device for protecting a hydrogen tank, in particular for an aircraft, comprising an external envelope delimiting an internal volume, and an extinguishing agent, preferably in the gas phase, in the internal volume, the external envelope being provided with at least one pressure relief valve, to release the at least one extinguishing agent when a pressure prevailing in the internal volume is greater than a threshold value, and the external envelope being shaped to be installed in a fuselage of the aircraft.

Abstract: A primary fuselage structure for an aircraft, including circumferential frames, a floor structure having lateral ends connected to the circumferential frames, at least one strut supporting the floor structure and including a lower end fixed on a circumferential frame and an upper end fixed on the floor structure, and at least one failure-initiating element associated with the strut, including a first arrangement for fastening the strut to a circumferential frame, at a distance from the lower end of the strut, as well as a second arrangement for attaching the circumferential frame to the strut, away from the ends of the strut. A fuselage segment and aircraft, such as an airplane, including the primary fuselage structure are also provided.

Abstract: A reduction of the multiple costs of manufacture, assembly use, and upkeep connected with the assembly of window frames on aircraft fuselages. To this end, the invention provides a particular shape for the frames connected to the fuselage skin according to a specific assembly method. The shape enables, among other things, the window frames to be fitted onto the skin by means of adhesion and also frames to be dispensed with between the fuselage and the window. In one embodiment, composite material window frame has a wall totally in the shape of a crown that is connected, through co-adhesion, to the inner surface of the fuselage skin, also made of composite material. The skin is cut into a window-receiving opening, and the frame has a T-shaped cross section, wherein the bar of the “T” that forms the crown includes two portions having substantially equal lengths “T.

Abstract: A primary fuselage structure for an aircraft, including circumferential frames, a floor structure having lateral ends connected to the circumferential frames, at least one strut supporting the floor structure and including a lower end fixed on a circumferential frame and an upper end fixed on the floor structure, and at least one failure-initiating element associated with the strut, including a first arrangement for fastening the strut to a circumferential frame, at a distance from the lower end of the strut, as well as a second arrangement for attaching the circumferential frame to the strut, away from the ends of the strut. A fuselage segment and aircraft, such as an airplane, including the primary fuselage structure are also provided.

Abstract: A reduction of the multiple costs of manufacture, assembly use, and upkeep connected with the assembly of window frames on aircraft fuselages. To this end, the invention provides a particular shape for the frames connected to the fuselage skin according to a specific assembly method. The shape enables, among other things, the window frames to be fitted onto the skin by means of adhesion and also frames to be dispensed with between the fuselage and the window. In one embodiment, composite material window frame has a wall totally in the shape of a crown that is connected, through co-adhesion, to the inner surface of the fuselage skin, also made of composite material. The skin is cut into a window-receiving opening, and the frame has a T-shaped cross section, wherein the bar of the “T” that forms the crown includes two portions having substantially equal lengths “T.

Abstract: An aircraft fuselage has at least one reinforcement frame (13), at least one crossbar (14) and at least one energy-absorbing structural element (2) that includes a compression beam (21) having a longitudinal axis Z and oriented substantially in the direction of compression forces to be absorbed upon an impact, the compression beam being attached at a first end (213) thereof to the crossbar (14) and at a second end (214) thereof to the reinforcement frame (13). The compression beam (21) is attached at least one of its ends (213, 214) via a shoulder bracket (22), wherein the shoulder bracket further has the function of cutting the compression beam (21) in case of an impact.

Abstract: The invention concerns a mobile airfoil device that can locally modify the lift of an aircraft wing, including an upper panel and a lower panel and at least one actuator per panel in order to move the panels independently of one another between a first position, called rest, in which the outer surface of each of the panels forms a continuous surface with the upper surface and the lower surface of the wing, respectively, and a second position in which one of the two panels is deployed to form an angle with the corresponding surface of the wing, the actuators being positioned between the upper and lower panels in a recess of the wing.

Abstract: Method and spoiler system for ensuring the aerodynamic continuity of the upper surface of an aircraft wing. According to the invention, the spoiler 7 has a chord (C) of adjustable length and means (16, 19, 20) are provided for acting on the length of said chord when said spoiler (7) is in the retracted position.

Abstract: Device for articulating a flap to an aircraft aerodynamic surface.

Abstract: Device and mechanism for transmission of radial forces between the central and end regions of this device.