Abstract: A tank system comprising a tank, a drainage line fixed in the bottom part of the tank and having a drainage port at each end and, for each drainage port, a funnel having a wall through which at least one window passes, a body that can move in translation, for each funnel, a plug that is secured to the body and arranged to be able to move inside said funnel between an open position and a closed position, and an arm, a first end of which is mounted in an articulated manner to the top part of the tank and a second end of which is mounted in an articulated manner on the body.

Abstract: A casing system mounted between an upstream solenoid valve of an upstream pipe and a downstream solenoid valve of a downstream pipe and which has a casing divided by a separation wall into a first volume which is placed under reduced pressure and a second volume, a heat exchanger which is fixed inside the casing with a first inlet which is arranged in the first volume and which is connected to the upstream pipe and a first outlet which is arranged in the second volume and which is connected to the downstream pipe, and a control unit which closes the solenoid valves if the deviation between two successive values of the pressure in the first volume or in the second volume is greater than a threshold.

Abstract: An aircraft having at least one dihydrogen transport pipe, an embedding channel with a lower gutter, an aeration aperture with an air inlet collecting external air and at least one supply pipe opening at the air inlet, a control unit, and, for one or more lower gutters, a bypass box having, for each lower gutter, an inlet connected to the supply pipe and an outlet connected to the lower gutter, between each associated inlet and outlet, a door able to move alternately between an open position and a closed position, and, for each door, a maneuvering system controlled by the control unit and moving the door.

Abstract: A skidding phase shock absorber and protection device to protect a part on an aircraft for example at the level of a fuel tank of the aircraft includes a support and a convex plate to assume a first position and a second position and to in the first position, because of the action of compression forces, undergo resisted plastic deformation via an elastic element and in a second position to withstand friction, the device assuring, during a crash landing of the aircraft with an impact phase followed by a skidding phase, both protection against the compression forces generated during the impact phase, via the plastic deformation and the elastic shock absorption, and mechanical protection and protection against heating during the skidding phase.

Abstract: In a system and a method for pressure management while extracting a liquid from a liquid storage vessel, a liquid and its vapor are provided in liquid storage vessel. The liquid is extracted by a pump from the storage vessel and fed as a liquid flow to a consumer unit. A defined partial flow is separated from the liquid flow downstream of the pump. The pressure of the partial flow is reduced by a pressure regulation means and the partial flow is evaporated by an evaporator. The evaporated partial flow is fed back into the storage vessel.

Abstract: An aircraft having at least one transport pipe in which dihydrogen flows and, for each transport pipe, an embedding channel in which the transport pipe is housed. The embedding channel has a gutter that has a bottom and an opening opposite the bottom and a cover that covers the opening of the gutter. The cover constitutes an outer wall of the aircraft in direct contact with external air surrounding the aircraft. The cover has ventilation windows passing through it that allow the passage of the dihydrogen towards the outside. With such an arrangement, even in the event of dihydrogen leaking into the embedding channel, the dihydrogen is automatically evacuated towards the outside 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: 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: 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: 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: An articulation device for articulating a flap to an aircraft aerodynamic surface, the flap having its front edge facing a rear edge of the aerodynamic surface and the articulation device including two fittings bearing the flap. The articulation device pivots about a common axle borne by the aerodynamic surface and arranged at the interior side thereof, in order to cause the flap to adopt either a retracted position or a deployed position. The portion of each fitting facing a corresponding cutout, when the flap is in the retracted position, is set back toward the inside with respect to the outer faces of the aerodynamic surface and the flap. A flat blanking piece, the shape of which corresponds to that of the cutout, is associated with each cutout. Each blanking piece is borne by a linkage articulated to the aerodynamic surface and to the flap.

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

Abstract: A device (22) fitted with ribs is placed on a cylindrical rod (20) so that it is fixed to it in bending. The device (22) is formed of at least three ribs connected to each other at their ends, and at least one pair of elements in the form of a star connecting the ribs together, at least close to its central region. This device enables the rod (20) to apply an approximately radial force to the center of the rod through an actuator onto webs (24) bearing on its ends, minimizing the mass for a given spacing of the webs (24). The device is particularly applicable to the control of aircraft control surfaces.

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