US Pat. No. 9,100,994

HEATING SYSTEM HAVING AT LEAST ONE ELECTROTHERMAL HEATING LAYER, A STRUCTURAL COMPONENT HAVING SUCH A HEATING LAYER, A HEATING METHOD AND A METHOD FOR PRODUCING A SEMI-FINISHED COMPONENT OR A COMPONENT HAVING A HEATING DEVICE

Airbus Operations GmbH, ...

1. A structural component comprising a heating system with at least one energy supply device, wherein the heating system comprises:
a base heating device comprising an insulation layer, with an electrothermal base heating layer arranged thereon which comprises
at least one bundle of rovings, or at least one compound structure of rovings, or at least one ribbon of rovings, and with
an electrical connecting device connecting at least one energy supply device to the base heating layer, wherein the ends of
each roving in each case are connected to an electrode of the electrical connecting device,

an additional heating device comprising an insulation layer with an electrothermal additional heating layer arranged thereon
which comprises at least one bundle of rovings, or at least one compound structure of rovings, or at least one ribbon of rovings,
and with an electrical connecting device connecting the energy supply device to the additional heating layer thereby providing
a cohesive heating effect, the base heating device and the additional heating device are spatially associated with each other,
and in this arrangement the energy supply device is designed in such a manner that in an activation phase current is supplied
during at least a partial period of time to the additional heating layer to heat the structural component in the region of
the additional heating layer to a setpoint temperature, and that, above and beyond the activation phase, current is continuously
supplied to the base heating layer so that the base heating layer generates heat continuously during operation of the heating
system, while the additional heating layer generates heat in the partial period of time.

US Pat. No. 9,056,665

AIRCRAFT DOOR INSTALLATION

Airbus Operations (S.A.S....

1. An aircraft exterior door installation comprising a door pivotally attached to an airframe, the aircraft exterior door
installation comprising:
a damper which is arranged to damp motion of the door as the door is opened by rotating the door away from the airframe; and
a coupling mechanism which is arranged to couple the damper with the door over an opening damping range and decouple the damper
from the door at an end of the opening damping range so that the damper does not damp the motion of the door as it opens further
beyond the opening damping range;

wherein the coupling mechanism comprises a fitting carried on the door and a coupling member pivotally attached to the damper;
and

wherein the coupling member is arranged to engage the fitting over the opening damping range and disengage from the fitting
when the door opens beyond the opening damping range.

US Pat. No. 9,151,244

AIRCRAFT JET ENGINE COMPRISING A SYSTEM FOR REDUCING THE NOISE GENERATED BY THE EJECTION OF THE GASES

AIRBUS Operations (S.A.S....

1. An aircraft jet engine, comprising:
a nozzle including a nozzle outlet to eject a gas stream;
at least one duct with a downstream end which opens downstream at the nozzle outlet so as to eject at least one fluid jet
to interact with the ejected gas stream; and

at least one pulsation means for ejecting a respective fluid jet from said at least one fluid jet at the nozzle outlet, the
at least one pulsation means including two cowls which face each other along a first axis, the two cowls connected together
defining at least part of a recess, the recess divided into several chambers by at least two deformable membranes, and the
at least one pulsation means includes a fluid inlet and a fluid outlet on a second axis that is perpendicular to the first
axis, the fluid outlet connected to an upstream end of the at least one duct, wherein a speed of the respective fluid jet
is modulated by varying a volume of at least one of said several chambers.

US Pat. No. 9,321,219

METHOD FOR ASSEMBLING ELEMENTS OF COMPOSITE MATERIAL FOR AIRCRAFTS, WITH STRESS RELAXATION IN THE ELEMENTS

Airbus Operations (S.A.S....

1. A method of assembling composite material parts (10, 12) in a final assembly geometrical configuration, the method being characterized in that it comprises the following steps:
mounting at least two partially polymerized composite material parts (10, 12) under stress (S6) on a “pre-assembly” stand (14), the partially polymerized parts being arranged relative to each other in an assembly general geometrical arrangement that
is that of the final assembly, the mounting of said at least two parts under stress shaping the assembly of said at least
two parts to an assembly geometrical configuration that is imposed by the shape of the pre-assembly stand while inducing internal
stresses in said at least two parts;

heating (S7) together the pre-assembly stand (14) and said at least two partially polymerized parts (10, 12) mounted under stress so as to completely polymerize and pre-assemble said at least two parts in the assembly geometrical
configuration that is imposed by the shape of the pre-assembly stand, the heating serving to relieve the internal stresses
in said at least two parts;

cooling (S8) said at least two pre-assembled polymerized parts, said at least two parts as cooled in this way being in the final assembly
geometrical configuration; and

mechanically assembling (S9) together said at least two pre-assembled and cooled polymerized parts in the final assembly geometrical configuration.

US Pat. No. 9,315,255

AIRCRAFT COMPRISING A DEVICE FOR INFLUENCING THE DIRECTIONAL STABILITY OF THE AIRCRAFT, AND A METHOD FOR INFLUENCING THE DIRECTIONAL STABILITY OF THE AIRCRAFT

Airbus Operations GmbH, ...

1. An aircraft comprising a device for influencing the directional stability of the aircraft, with the aircraft comprising:
wings with ailerons and a rudder, with the device for influencing the directional stability of the aircraft comprising:
a control-input device for inputting control demands for controlling the flight path of the aircraft,
a flight control device that is functionally connected with the control-input device,
a sensor device that is functionally connected with the flight control device, for acquiring the rotation rates, including
the yaw rates, of the aircraft,

in each case at least one actuator, which is functionally connected with the flight control device, for adjusting the ailerons
and for adjusting the rudder, wherein the flight control device comprises a control function that is designed in such a manner
that from the control demands and the rotation rates said flight control device generates adjusting commands for the actuators
for controlling the aircraft and transmits them to said actuators, wherein:

the aircraft comprises two tail-mounted flaps, situated behind the connecting region of the wings and on opposite sides of
the fuselage, each tail-mounted flap being coupled to an actuator that is functionally connected with the flight control device
for moving the tail-mounted flaps between a retracted and an extended position,

the control function is designed in such a manner that for lateral control of the aircraft, on the basis of rotation rates
about a z-axis of the aircraft acquired by the sensor device, the control function generates commands for actuating of at
least one of the tail-mounted flaps and transmits the commands to said actuator for actuating the tail-mounted flaps such
that a moment about the z-axis of the aircraft is effected, and

in response to a deflection of at least one of the tail-mounted flaps, additional drag is generated which in turn generates
the moment about the z-axis of the aircraft.

US Pat. No. 9,052,198

INTERACTIVE DIALOG DEVICE BETWEEN AN OPERATOR OF AN AIRCRAFT AND A GUIDANCE SYSTEM OF SAID AIRCRAFT

Airbus Operations (S.A.S....

1. A dialog device between an operator of an aircraft and a guidance system of said aircraft, said dialog device being installed
on the aircraft and comprising:
at least one visual display screen, wherein the screen is configured to visually display both a graphic element and an interactive
element simultaneously, for co-locating the control and monitoring aspects of one or more guidance setpoints, wherein:

the graphic element comprises a symbol for visually representing a current value of at least one guidance setpoint; and
the interactive element comprises:
a graphic playback element for visually indicating a value of at least one guidance setpoint in conjunction with a scale of
values; and

a graphic control element that is interactive and movable over a portion of the visual display screen, such that changes to
the physical location of the graphic control element modify the current value of the at least one guidance setpoint;

wherein the visual display screen is a touch screen, wherein a location of the graphic control element is controlled by a
direct contact with the touch screen, and wherein the graphic control element is configured to dynamically appear on the visual
display screen by the direct contact with the touch screen.

US Pat. No. 9,361,804

METHOD AND DEVICE FOR CALCULATING PREDICTIONS ON A FLIGHT PLAN OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A device for calculating predictions on a flight plan of an aircraft, the device comprising:
a flight management system which comprises at least a data processing unit for defining a lateral trajectory;
a performance function server external with respect to the flight management system that is connected to the flight management
system via a data transmission connection that forms part of a communication network of the aircraft and is configured to
improve response time;

a prediction calculation device for calculating predictions along the lateral trajectory and implementing performance functions
that comprise a group of performance calculations and performance data reading, wherein the prediction calculation device
is externalized from the flight management system in the performance function server; and

a prediction management unit configured to generate consolidated requests through which results of the performance functions
required for the flight management system are requested and communicate the consolidated requests to the performance function
server, the consolidated requests corresponding to requests requiring implementation of several calculations;

wherein the performance function server comprises a request control unit for processing the consolidated requests using the
prediction calculation device and transmitting the results to the flight management system.

US Pat. No. 9,323,248

MISSION MANAGEMENT SYSTEM OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A mission management system configured to manage a mission of an aircraft, the mission management system being located
onboard the aircraft and comprising:
a flight management system comprising a flight management unit, the flight management unit being configured to define and
manage a flight plan and an associated flight trajectory for a flight phase of the mission;

an airport navigation unit configured to define and manage a ground taxiing plan on an airport and an associated taxiing trajectory
for at least one ground phase of the mission; and

a mission management unit linked to the flight management unit and to the airport navigation unit and being configured to
manage a continuity between the ground and flight phases of the mission and mission prediction computations,

wherein said flight management system has an architecture comprising:
a core module configured to implement generic functionalities related to the management of the flight of the aircraft;
a supplementary module distinct from the core module and configured to implement specific supplementary functions different
from the generic functionalities implemented by the core module;

a data exchange interface configured to link together the core and supplementary modules, and
wherein the flight management unit is housed in the core module and the mission management unit is housed in the supplementary
module.

US Pat. No. 9,568,305

METHOD AND SYSTEM FOR MEASURING THE THICKNESS OF ICE ON A SURFACE, NOTABLY OF AN AIRCRAFT, USING A LUMINOUS PATTERN GENERATED BY DIFFUSION IN THE ICE

AIRBUS OPERATIONS (S.A.S....

1. A system for measuring a thickness of ice on a surface of an aircraft, the system comprising:
a light source configured to project a collimated beam onto the surface to generate a luminous pattern by diffusion in the
ice;

an imaging device configured to acquire an image of the ice including the luminous pattern;
a measuring unit configured to measure on the image a luminous intensity profile of the luminous pattern, wherein the luminous
intensity profile comprises a curve representing intensity of the luminous pattern as a function of a distance from a point
of penetration of the collimated beam into the ice, and wherein the light source is oriented with respect to the surface so
that the luminous intensity profile has a summit at the point of penetration; and

a calculation unit configured to estimate the thickness of ice present on the surface as a function of the luminous intensity
profile,

wherein the measuring unit is configured to measure a width of the summit of the intensity profile and the calculation unit
is configured to estimate the thickness of ice as a function of the width of the summit of the intensity profile and from
at least one predetermined table.

US Pat. No. 9,139,289

METHOD FOR THE AUTOMATIC MONITORING OF AIR OPERATIONS NECESSITATING GUARANTEED NAVIGATION AND GUIDANCE PERFORMANCE

AIRBUS OPERATIONS (S.A.S....

1. A method for automatic monitoring of a flight management assembly of an aircraft implementing air operations necessitating
guaranteed navigation and guidance performance, the flight management assembly comprising a first flight management system
and a second flight management system, which are independent, and which, in use, allow pilots of the aircraft to manage a
flight plan of the aircraft and generate deviations and guidance commands, the flight management assembly comprising a third
flight management system, the third flight management system comprising a back-up system deprived of an ability to dialogue
with the pilots, such that the third flight management system is prevented from accessing the flight plan,
wherein:
a) flight path data generated by the first and second flight management systems respectively, are compared in order to check
their consistency;

b) the first and second flight management systems transmit their flight path data to the third flight management system;
c) the third flight management system receives a current position of the aircraft, calculates deviations between this current
position of the aircraft and a flight path depending on the flight path data received from the first and second flight management
systems, which it takes into account only if they are identical, and calculates, according to these deviations, guidance commands
for slaving onto this flight path; and

d) a monitoring system comprising monitoring architecture and associated monitoring algorithms compares the deviations and
guidance commands received from the first second and third flight management systems in order to detect an inconsistency between
them, the monitoring system being configured to identify which system is responsible for the inconsistency so that its data
is no longer taken into account where the inconsistency is detected.

US Pat. No. 9,126,695

METHOD AND SYSTEM FOR DISPLAYING METEOROLOGICAL EVENTS ALONG A FLIGHT PLAN OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A method of displaying meteorological phenomena encountered by an aircraft flying along a flight plan, on at least one
screen of a display device comprising at least one time line, the time line representing a time scale relating to the duration
of the flight of the aircraft along the flight plan and comprising a symbol indicating the current instant,
the method comprising automatically:
a) receiving meteorological phenomena determined by a plurality of meteorological information sources, each of the meteorological
phenomena being defined by a defining volume and a period of validity;

b) identifying, from among these meteorological phenomena received, the set of meteorological phenomena for which, on each
occasion, a reference volume dependent on the corresponding defining volume is envisaged to be traversed by a leg of the flight
plan during the corresponding period of validity, and in defining, for each of the meteorological phenomena thus identified,
an associated intersection span representing the common time interval between the period of validity of the meteorological
phenomenon considered and the duration associated with the leg of the flight plan traversing the reference volume of the meteorological
phenomenon considered; and

c) presenting, on the screen of the display device, at least one meteorological indicator, the meteorological indicator comprising
at least the time line and, on this time line, at least one set of first symbols illustrating the meteorological phenomena
identified in step b) and each positioned on the time line at the level of the associated intersection span.

US Pat. No. 9,888,604

SUPPORT RACK FOR AT LEAST ONE ITEM OF AIRCRAFT ELECTRONICS, CORRESPONDING SUPPORT DEVICE AND AIRCRAFT

Airbus Operations (S.A.S....

1. A support rack for at least one item of aircraft electronics, wherein the support rack comprises:
a rectangular frame formed by four essentially straight beam segments and having an essentially planar upper surface; and
four feet each having an essentially planar upper surface which is in the essentially planar upper surface of the rectangular
frame, wherein each of said feet are joined to a corner of said frame, and each of said feet extend in a direction forming
an angle between 90° and 180° with a lengthwise direction of each of the beam segments of said frame forming the corner of
the frame, wherein the rectangular frame, the four essentially straight beam segments and the feet are a one-piece assembly;

a first set of holes configured to attach at least one item of electronic equipment to the rectangular frame, wherein the
first set of holes are in the essentially planar upper surfaces of said rectangular frame or of said feet, and

at least one second set of attachment holes configured to anchor the rectangular frame to the structure of an aircraft, wherein
the at least one second set of attachment holes are in a sidewall of one of the beam segments or the feet and in a surface
of the support rack out of the essentially planar upper surface and include a first group of holes and a second group of holes
such that the first group of holes are a first distance from the upper surface less than a distance between the upper surface
and a bottom edge of a narrowest portion of a sidewall of the one of the beam segments and the second group of holes are a
second distance from the upper surface greater than the distance between the upper surface and the bottom edge of the narrowest
portion of the sidewall of the one of the beam segments.

US Pat. No. 9,334,040

LANDING GEAR DOOR DAMPING MECHANISM FOR AIRCRAFT

AIRBUS OPERATIONS (S.A.S....

1. A landing gear door damping mechanism comprising:
a damper; and
a coupling mechanism comprising:
a roller which is pivotally attached to the damper and has a pivot bearing for pivotally connecting the roller to a landing
gear door when in use; and

a fitting which is engagable with the roller to couple the fitting with the damper and disengageable with the roller to decouple
the fitting from the damper;

wherein the roller further comprises:
a pair of parallel planar faces which taper outwardly from the pivot bearing to a convex curved edge, an upper edge and a
lower edge,

a first and a second recess formed in the convex curved edge,
a rib between the first and the second recesses, and
a third recess formed in the lower edge.

US Pat. No. 9,193,476

METHOD AND DEVICE FOR AIDING THE MONITORING OF A TURBINE ENGINE OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A method for aiding the monitoring of a turbine engine of an aircraft while said turbine engine is in a sub-idle operating
phase, according to which method the following operations are carried out automatically and repeatedly in real-time:
a) receiving current values for a rotational speed (N2) of a high-pressure module of the turbine engine and for a gas outlet temperature (EGT) from the turbine engine;

b) calculating a first parameter indicating as a percentage a state of completion of a start or a current state of the sub-idle
operating phase, wherein the calculation is based on at least the current value for the rotational speed (N2) of the high-pressure module of the turbine engine;

c) calculating at least one second parameter indicating a margin to a temperature limit for the turbine engine, wherein the
calculation is based on at least the current value for the gas outlet temperature (EGT) from the turbine engine;

d) calculating at least one third parameter indicating a margin to a start failure due to an insufficiently quick acceleration,
wherein the calculation is based on at least a time derivative of the current value for the rotational speed (N2) of the high-pressure module of the turbine engine;

e) determining a correlation between said first and second parameters, and between said first and third parameters; and
f) displaying a first indicating element, at least one second indicating element and at least one third indicating element
on a same gauge of a display device, wherein the first indicating element represents the first parameter, the at least one
second indicating element represents the second parameter, and the at least one third indicating element represents the third
parameter, and adhere, among themselves, to the correlations determined in step e).

US Pat. No. 9,114,880

AIRCRAFT SEAT BACK WITH IMPROVED COMFORT AND REDUCED SIZE

Airbus Operations (S.A.S....

1. An aircraft seat back comprising:
a structural column with a plurality of seat occupant support devices, the support devices being distributed along the structural
column and oriented transverse to the column so that they protrude from each side of the column; and

an attachment structure associated with each support device and on the structural column;
wherein the attachment structure comprises a plurality of segments pivotably movable relative to each other, including a central
segment mounted on the structural column, so as to pivot relative to it, the attachment structure also comprising two lateral
segments mounted at the two opposite ends of the central segment, pivotably movable relative to the central segment, and each
support device being sufficiently flexible so that it is deformable elastically under an effect of pressure of an occupant's
back leaning on the seat back.

US Pat. No. 9,050,758

PROCESS FOR MANUFACTURING A PART MADE OF COMPOSITE MATERIAL THAT COMPRISES AT LEAST ONE RADIUS OF CURVATURE

AIRBUS OPERATIONS (S.A.S....

1. A method of producing a part made of composite material having at least one radius of curvature, the method comprising:
depositing pre-impregnated fiber layers on one another on a device having a convex shape on and compacting the layers by applying
localized and repeated forces by successively passing a point support perpendicular to the radius of curvature over portions
of an entire zone of the radius of curvature at different angles to cover the entire zone of the radius of curvature, each
of the portions being less than half of the zone of the radius of curvature,

wherein, at a given instant, the forces are applied on the portion of the zone that are less than half the zone of curvature,
so as to compact the fiber layer locally during the depositing and compacting, and

prior to applying localized forces, covering the fiber layers with a bladder and extracting air under the bladder.

US Pat. No. 9,387,919

AIRCRAFT NOSE STRUCTURE AND CORRESPONDING AIRCRAFT

Airbus Operations (S.A.S....

1. An aircraft nose structure comprising:
frames;
a lower windshield frame member and an upper windshield frame member which are adapted to receive a windshield, the lower
windshield frame member having an arcuate shape comprising two branches;

wherein both branches of the lower windshield frame member are connected together by a tie-rod.

US Pat. No. 9,353,648

PANEL FOR THE ACOUSTIC TREATMENT COMPRISING HOT AIR DUCTS AND AT LEAST ONE ANNULAR CHANNEL

Airbus Operations (S.A.S....

1. An aircraft nacelle comprising:
a lip extended by an internal conduit forming an air intake;
a front frame defining with said lip an annular channel through which hot air circulates, as well as a panel for acoustic
treatment comprising:

an acoustic resistive layer;
at least one honeycomb structure disposed over the acoustic resistive layer;
a reflective layer disposed over the at least one honeycomb structure; and
ducts for channeling hot air, each duct having an inlet communicating with the annular channel and an outlet communicating
with the internal conduit, wherein the panel for acoustic treatment comprises a downstream annular channel which extends over
at least a portion of a nacelle circumference;

wherein at least one conduit provides communication between said downstream annular channel and the annular channel, wherein
the ducts open into said downstream annular channel, wherein the panel for acoustic treatment is connected to the front frame,
and wherein the downstream annular channel and the ducts are delimited by a common wall shaped and pressed against the acoustic
resistive layer.

US Pat. No. 9,272,775

COMPACT IMPROVED AIRCRAFT LANDING GEAR

Airbus Operations (S.A.S....

1. A breaker strut for an aircraft landing gear, the breaker strut comprising:
two portions;
wherein a lower one of the two portions includes an eye for articulated connection to a landing gear undercarriage about a
first hinge axis;

wherein an upper one of the two portions includes a first hinge for articulated connection to at least one structural aircraft
element about a second hinge axis;

wherein the two portions are connected to one another by a second respective hinge about a third hinge axis parallel to the
first and second hinge axes, such that the lower and upper portions are moved relative to one another between:

a deployed position, in which the lower and upper portions are positioned on either side of the third hinge axis, such that
the first hinge axis is contained in a plane defined by the second and third hinge axes, and

a folded position, in which the lower portion is folded towards a lower face of the upper portion; and
wherein at least one of the lower and upper portions of the breaker strut includes a mechanism of mutual attachment of the
eye and the second hinge and the first and second hinges, respectively, which allows a distance separating the eye and second
hinge and the first and second hinges, respectively, to be modified.

US Pat. No. 9,139,306

FASTENING DEVICE PARTICULARLY SUITABLE FOR THE FASTENING BETWEEN AN AIR INTAKE AND AN ENGINE OF AN AIRCRAFT NACELLE

Airbus Operations (S.A.S....

1. An aircraft nacelle with a connecting device between a first conduit of an air inlet and a second conduit of a motor, both
conduits being arranged end-to-end, said connecting device comprising:
an annular flange connected to the air inlet and an annular flange connected to the motor pressed against the air inlet annular
flange, said flanges extending in a plane perpendicular to the longitudinal axis of the nacelle;

a plurality of bolt holes formed in the annular flanges and arranged plumb to each other; and
a plurality of connecting elements disposed in the plurality of bolt holes for connecting said annular flanges;
wherein at least one flange comprises at least one enclosed opening interposed between a first bolt hole and a junction zone
of the flange and/or between the first bolt hole and an outer edge of the flange; and

wherein the at least one enclosed opening comprises a central portion and two lobes delimited by two edges such that a width
of the two lobes increases progressively going away from a median plane and then decreases, the two lobes being arranged on
either side of the first bolt hole.

US Pat. No. 9,233,760

ANGLE MEASUREMENT PROBE ON BOARD AN AIRCRAFT AND AIRCRAFT IMPLEMENTING AT LEAST ONE SUCH PROBE

Airbus Operations (S.A.S....

1. Angle measurement probe on board an aircraft, comprising:
a fin, which can move in rotation about an axis,
at least one first optical encoder and one second optical encoder, each comprising at least one disk, each disk being fixed
at right angles to the central axis and being provided with at least two circular tracks, each track being provided with transparent
slots alternating with opaque zones, each disk comprising at least two concentric tracks, each comprising successive slots,
the slots of each track being offset relative to the slots of each other track;

a processor to process the output signal from each encoder.

US Pat. No. 9,151,697

METHOD OF MEASURING LOADINGS IN JOINS IN A HIGH-TEMPERATURE ENVIRONMENT AND INSTRUMENTED SHAFT FOR IMPLEMENTATION, IN PARTICULAR FOR REAR ATTACHMENT OF AIRCRAFT TURBOJET

Airbus Operations (S.A.S....

1. A method for measuring passage of loadings through rear suspension attachments of an aircraft turbojet engine providing
connection between a pylon and an engine casing, a rear attachment being made up of connecting yokes joined together via a
plurality of connecting rods, the connecting yokes and the plurality of connecting rods constituting mounts having collinear
openings in which hollow connecting shafts are instrumented, said method comprising:
creating a component having at least first and second parts and a central bearer, all configured to come into contact with
an inner wall of the corresponding hollow shaft, and having a first plurality of intermediate portions extending longitudinally
from the central bearer to the first part without contact with the region between the parts and the central bearer and a second
plurality of intermediate portions extending longitudinally from the central bearer to the second part without contact with
the region between the parts and the central bearer, wherein each of adjacent intermediate portions of the first and second
pluralities is spaced apart from one another by a circumferential gap and is disposed at a predetermined radial distance away
from an axis of symmetry of the corresponding hollow shaft;

instrumenting the first and second pluralities of intermediate portions for extensometric measurement,
inserting the instrumented component into a region through which loadings pass to establish a plurality of contacts with the
first and second parts and the central bearer, so that bending of the region induces bending of the intermediate portions
of the component, and

measuring flexural deformation of the region in shear planes from variations in length of the intermediate portions using
the instrumentation of the component.

US Pat. No. 9,112,339

ELECTRICAL HARNESS EQUIPPED WITH A DEVICE TO SPACE ITS ELECTRICAL CONDUCTORS AT THE LEVEL OF A PARTITION PASSAGE

Airbus Operations (S.A.S....

1. An electrical harness having a plurality of electrically conductive elements held one against another in a braided sheath
obtained by braiding strands around the electrical conductor elements, the strands being joined and forming a web around electrical
conductor elements when held against each other, wherein the electrical harness includes a device to space, the device to
space comprising:
two portions connected by a central part, at least one of the two portions with a peripheral surface at a level of which channels
are provided wherein an electrical conductor fits, the at least one portion having a section such that it allows to obtain
strands spaced at a level of the device to space when the sheath is braided around the electrical conductor elements, and

an annular groove disposed in the central part, the annular groove having an annular groove bottom being offset towards a
center of the device relative to channel bottoms opening into the annular groove, wherein a coating material is configured
to penetrate the channels between the braided sheath and the electrical conductor elements and fill spaces between the electrical
conductor elements and the device to space at a level of the annular groove

wherein the portions are conical or tapered, a greatest diameter of each portion being adjacent to the central part.

US Pat. No. 9,388,767

PANEL FOR THE ACOUSTIC TREATMENT COMPRISING HOT AIR DUCTS AND AT LEAST ONE STABILIZATION CHAMBER

Airbus Operations (S.A.S....

1. An aircraft nacelle comprising:
a lip extended by an inner conduit forming an air intake;
a front frame defining with the lip a first annular channel within which hot air flows; and
a panel for acoustic treatment, the panel comprising, from outside inwardly:
an acoustic resistive layer,
at least one honeycomb structure,
a reflective layer,
ducts for channeling the hot air, wherein each of the ducts comprise an inlet communicating with the first annular channel
and an outlet communicating with the inner conduit, and

at least one stabilization chamber in the form of a second annular channel with a cross-section in a longitudinal plane greater
than that of the ducts, the second annular channel extending over at least a portion of a circumference of the aircraft nacelle,
wherein the at least one stabilization chamber comprises a plurality of inlets in communication with the second annular channel,
a plurality of outlets each communicating with one of the ducts, and a wedge for tilting flow of exhaust air in the inner
conduit that is disposed inside the at least one stabilization chamber and pressed against the acoustic resistive layer in
which output ports are located, and wherein the plurality of inlets and the plurality of outlets are not aligned in a longitudinal
direction.

US Pat. No. 9,174,725

SYSTEMS FOR TASKS GUIDANCE OF OPERATIONS MANAGEMENT IN AN AIRCRAFT COCKPIT

AIRBUS OPERATIONS (S.A.S....

1. A system for assisting guidance of actions to be carried out by an operator of an aircraft, the system comprising:
a display unit;
a memory unit; and
a processor configured to execute an assistance module for guidance of actions for the management of systems of the aircraft;
wherein the assistance module is configured to display on the display unit a single display screen that displays, at a same
time, at least one possible aircraft flight phase in a first part of the single display screen and at least one current flight
phase in the first part of the single display screen, at least one operation to be carried out for the at least one current
flight phase in a second part of the single display screen, and at least one action corresponding to the at least one operation
in a third part of the single display screen.

US Pat. No. 9,145,986

WIRING SUPPORT FOR AIRCRAFT

Airbus Operations (S.A.S....

1. A support for wiring of an aircraft, the support comprising a single piece main body of elongate shape extending in a longitudinal
direction, said main body including:
an internal face configured to be connectable to a structural element of the aircraft;
an external face configured to accept at least one electric cable, wherein said main body has a substantially convex shape
on said external face, said external face includes repeating external pattern, said pattern including a plurality of facets,
said facets are connected by convex sections, wherein a transverse section of said external face comprises said facets joined
by said convex sections in the overall shape of an arc of a circle with a first set of openings separating said facets;

a plurality of main contact surfaces and openings in the external face, said contact surfaces and openings located in a repeating
pattern both longitudinally and transversely on said surface, wherein a main contact surface separates at least two openings
in said external face, each of said main contact surfaces is configured to accept one electric cable adjacent said contact
surface and a cable tie extends through adjacent openings to secure said cable.

US Pat. No. 9,052,347

METHOD OF TESTING THE PERFORMANCE OF ELECTRICAL JUNCTIONS IN AN AIRCRAFT CURRENT RETURN NETWORK

Airbus Operations (S.A.S....

1. Method of testing an electrical junction between a first metallic element and a second metallic element in an aircraft
current return network, said network comprising a plurality of metallic elements, each of which is connected to at least two
other elements, said aircraft comprising at least one element made of a composite material connected to said network, said
method comprising the following steps:
a) use a current transformer to inject an alternating current into said network through a conductor a first end of which is
connected to said first element and a second end of which is connected to said second element, said transformer being electromagnetically
coupled to said conductor and sized to supply a current with a minimum value to a load with a predetermined impedance called
the nominal impedance;

b) measure the value of said current circulating in said conductor;the junction between said first metallic element and said second metallic element being identified as defective when the value
of said current thus measured is less than said minimum value.

US Pat. No. 9,463,867

DETECTION-CORD ATTACHMENT DEVICE, IN PARTICULAR FOR AN OVERHEATING AND LEAK DETECTION SYSTEM ON A GAS PIPE IN AN AIRCRAFT

AIRBUS OPERATIONS (S.A.S....

1. A detection-cord attachment device comprising coils for surrounding only portions of cords, a bracket comprising slots
configured to receive the coils, with the slots configured to pass through a whole of the bracket between two extremities,
and one opening, configured to extend from a side of the bracket, between the two extremities, wherein the bracket further
comprises a holder configured to hold the coils in the slots, wherein the holder comprises projections located on a wall of
the slots and overhanging stops located on opposing edges of the opening of the slots, the overhanging stops being configured
to overhang the slots, and wherein the projections comprise stops located at the extremities of the slots.

US Pat. No. 9,434,478

AIRCRAFT COCKPIT WITH EMERGENCY EXIT VIA A CENTRAL PANE

Airbus Operations (S.A.S....

1. An aircraft cockpit with a double flight deck, comprising:
a windscreen comprising a plurality of panes and a windscreen frame delimiting a central opening, the central opening having
sufficiently large dimensions to constitute an emergency exit;

wherein a central pane of the plurality of panes is movable between a closed position in which the central pane fills the
central opening and an open position in which the central pane is removed from the central opening in order to at least partially
clear the central opening delimited by the windscreen frame, the central pane of the windscreen being retractable downwards
to a storage location when moved between the closed position and the open position.

US Pat. No. 9,201,423

METHOD AND DEVICE FOR AIDING THE MANAGING OF AIR OPERATIONS WITH REQUIRED NAVIGATION AND GUIDANCE PERFORMANCE

Airbus Operations (S.A.S....

1. An aiding method for managing air operations with required performance based on a threshold required navigation performance
value, carried out by an aircraft, which is provided with a guidance system comprising at least the following successive stages:
a calculation stage for the position of the aircraft;
a managing stage for the flight plan of the aircraft;
a calculation stage for the path of the aircraft;
a calculation stage for deviations; and
a calculation stage for guidance orders of the aircraft, the method comprising:
providing for each one of the successive stages of the guidance system, an architecture comprising at least N pieces of equipment,
each of which is able to carry out the same functions relating to the respective stage, N being an integer higher than or
equal to 3; and the architecture further includes:

at least N inertial and anemobarometric reference systems implementing the calculation stage for the position of the aircraft;
at least N flight management systems implementing the managing stage for the flight plan, the calculation stage for the path
of the aircraft, and the calculation stage for deviations; and

at least N flight control and guidance systems implementing the calculation stage for guidance orders of the aircraft;
generating monitoring statuses for each one of the successive stages, by self-monitoring an operational status of the at least
N inertial and anemobarometric reference systems, self-monitoring an operational status of the at least N flight management
systems, and self-monitoring an operational status of the at least N flight control and guidance systems, each of said self-monitoring
further comprising:

comparing values of a particular parameter respectively supplied by the different pieces of equipment of the stage;
determining that a defect is detected in the case of an inconsistency between the compared values; and
when the defect is detected, identifying which of the different pieces of equipment of the stage is a defective piece of equipment,
and reconfiguring the stage to not use the defective piece of equipment;

determining a global status for the air operations, based on at least the monitoring statuses for each one of the successive
stages, that indicates if the aircraft is able to perform the air operations with required performance by automatically identifying
whether any equipment in the guidance system is defective or broken down and automatically identifying whether the defective
or broken down equipment prevents the guidance system from enabling the aircraft to perform the air operations with required
performance;

determining a required navigation performance value for the aircraft; and
activating automatically the generating of the monitoring statuses for each one of the successive stages and the determining
of the global status when the required navigation performance value is less than the threshold required navigation performance
value.

US Pat. No. 9,182,218

METHOD AND DEVICE FOR NONDESTRUCTIVE TESTING OF MATERIAL HEALTH ESPECIALLY IN THE FILLETS OF A COMPOSITE PART

AIRBUS OPERATIONS (S.A.S....

4. A fully automatic device for automatically detecting and characterizing a resin flash on a surface of a composite part
comprising a matrix formed from a transparent or scattering resin and a fibrous reinforcement, the fully automatic device
comprising:
i) an OCT measurement head comprising an OCT measurement module;
ii) a manipulator configured to move the OCT measurement head in space; and
iii) an information-processor comprising a controller configured to pilot the manipulator and memory for acquiring a definition
of geometry of a zone to be tested, for recording measurements in an acquisition file, for storing a criteria file, and for
carrying out calculations relating to the comparison of the acquisition file with the criteria file; and

wherein the fully automatic device is configured, by virtue of instructions stored in the memory and executable by the controller,
to execute the instructions using the controller and to:

a) obtain a geometric definition of the zone of a part to be tested;
b) obtain the criteria file comprising values of resin thickness tolerances corresponding to the zone to be tested;
c) illuminate a portion, referred to as a measurement point, of the surface of the zone to be tested using a laser source
having a low temporal coherence;

d) measure a resin thickness at the measuring point using an optical coherence tomography approach;
e) record the resin thickness measured in step d) and spatial coordinates of the measurement point;
f) move the laser source to another measurement point and repeat steps c) to f) so as to carry out a scan until the zone to
be tested has been entirely covered; and

g) compare a resin thickness variation profile of the zone to be tested with the criteria file.

US Pat. No. 9,493,229

RETRACTABLE EQUIPMENT SYSTEM INCLUDING A DEVICE OPTIMIZED FOR DRIVING PROTECTION FLAPS

Airbus Operations (S.A.S....

1. A system for an aircraft, the system comprising:
a frame configured for mounting on an aircraft structure;
equipment configured to move, by an actuator, relative to the frame along a predetermined path between a retracted position
and a deployed position;

a protection structure configured to move between a first position, in which the protection structure intercepts the predetermined
path of the equipment to protect the equipment, and a second position, in which the protection structure is spaced apart from
the predetermined path to allow the equipment to pass along the predetermined path; and

at least one drive device configured to drive the protection structure between the first and second positions,
wherein the at least one drive device comprises:
a cam secured to the frame;
a cam follower configured to cooperate with the cam;
a drive member connected to the protection structure so as to drive the protection structure between the first and second
positions;

a first coupler configured to mechanically couple the cam follower to the equipment; and
a second coupler configured to mechanically couple the cam follower to the drive member; and
wherein the cam, the first coupler, and the second coupler are configured such that the cam follower converts a straight-line
movement of the equipment along the predetermined path into a straight-line movement of the drive member such that a ratio
of respective speeds of the drive member and of the equipment varies during the straight-line movement of the equipment.

US Pat. No. 9,272,373

DEVICE FOR ASSEMBLING BRACKETS IN AN AIRCRAFT STRUCTURE

AIRBUS OPERATIONS (S.A.S....

1. A positioning device for positioning at least one bracket for assembly with an aircraft structure, the positioning device
comprising:
a laser projector configured to project an outline of the at least one bracket on a surface of the aircraft structure;
a set of targets fastened to the aircraft structure within a visibility space of the laser projector so as to locate the laser
projector in relation to the aircraft structure; and

a mount for fastening the laser projector to the aircraft structure in a defined position and orientation, the mount comprising
a supporting platform and at least one parallel rail suspended from the aircraft structure by clamping devices.

US Pat. No. 9,114,870

CABIN WINDOW WITH PLANNED DEFORMATION, METHOD OF MANUFACTURING SUCH A WINDOW AND AIRCRAFT COMPRISING SUCH A WINDOW

Airbus Operations (S.A.S....

1. An aircraft window, of a type comprising a holding frame for securing the window to the fuselage of an aircraft and at
least one pane mounted in the holding frame by a sealing system, said at least one pane having an inner surface and outer
surface, wherein:
the pane comprises, in a first state called the rest state, at least one concavity in its outer surface when there is no pressure
difference between the outer surface and the inner surface of the pane, and

said at least one concavity of the pane is at least partially eradicated in a second state in which there is a pressure difference
between the outer surface and the inner surface of the pane.

US Pat. No. 9,090,327

INTERMEDIATE SUPPORT STRUCTURE FOR THE COCKPIT OF AN AIRCRAFT

AIRBUS OPERATIONS (S.A.S....

1. An intermediate support structure for a cockpit of an aircraft, wherein the intermediate support structure comprises:
a raised floor;
at least two structural elements arching above the raised floor, the at least two arched structural elements each comprising
at least one routing chute and holding in position at least one item of equipment in an upper part of the cockpit;

at least one connecting element extending between the at least two arched structural elements in an upper part of each of
the two arched structural elements, such that the at least two arched structural elements are connected to each other by the
at least one connecting element; and

a fastener for securing the intermediate support structure to a fuselage primary structure.

US Pat. No. 9,399,525

METHOD, SYSTEMS, AND COMPUTER READABLE MEDIA FOR TROUBLESHOOTING AN AIRCRAFT SYSTEM DURING SYSTEM FAILURE

AIRBUS OPERATIONS (S.A.S....

1. A method for troubleshooting an aircraft system failure, the method comprising:
at least one interactive interface configured for troubleshooting and repairing the aircraft system failure and in association
with a hardware processor:

displaying at least one or more graphic object representing at least one or more aircraft system and configured for receiving
interaction from a user, wherein receiving interaction from the user comprises at least one or more of: activating or deactivating
an aircraft system associated with the aircraft system failure by functionally interacting with the one or more graphic object
displayed on the interactive interface and representing the aircraft system, and activating a safeguard mechanism embedded
in the aircraft system by requiring the user to perform a specific interaction to confirm execution of a procedure;

displaying at least one or more energy flow icon representing a direction of circulation of an energy flow; and
displaying at least one or more macro action icon configured for performing an automated action sequence for troubleshooting
and repairing the system failure.

US Pat. No. 9,271,406

OVERHEAD PANEL FOR AN AIRCRAFT COCKPIT AND AIRCRAFT INCLUDING SUCH A PANEL

Airbus Operations (S.A.S....

1. An overhead panel for provision in an aircraft cockpit, the overhead panel comprising:
an assembly of independent submodules, each of which is associated with a particular system or a particular function of the
aircraft; and

a rigid self-supporting module comprising a front plate to which the assembly of independent submodules is attached, and two
side faces fitted with peripheral electrical connectors for connection to different systems of the aircraft.

US Pat. No. 9,152,744

METHODS, SYSTEMS, AND COMPUTER READABLE MEDIA FOR GENERATING A NON-DESTRUCTIVE INSPECTION MODEL FOR A COMPOSITE PART FROM A DESIGN MODEL OF THE COMPOSITE PART

AIRBUS OPERATIONS (S.A.S....

1. A method for generating at a computing platform, including a memory and a processor, a non-destructive inspection model
for a composite part from a design model of the composite part, the method comprising:
analyzing, by the processor, a design model file stored in the memory to determine a plurality of properties of the composite
part, the design model file describing one or more physical characteristics of the composite part and comprising a computer
aided design (CAD) model file for the composite part;

analyzing an area of interest of the CAD model file corresponding to a region of the composite part selected by a user;
generating, by the processor, a non-destructive inspection model for the composite part based on the plurality of properties
of the composite part determined by analyzing the CAD model file by converting the area of interest into a volume of interest
by formulating an arbitrarily oriented minimum bounding box that encompasses voxels corresponding to material contained within
the area of interest; and

constructing a set of voxel models from cross section bitmaps of the composite part, by extruding the cross section bitmaps,
such that non-destructive inspection simulation is performed on the set of voxel models;

wherein the composite part comprises a portion of an aerospace component comprising at least one of carbon fiber reinforced
polymer (CFRP) and/or graphite fiber reinforced polymer (GFRP); and

wherein the plurality of determined properties of the composite part comprise at least one of a density of the composite part,
a speed of a given acoustic wave in the composite part, an orientation of plies for the composite part, a layer layup rule
for the composite part, a layer layup order for the composite part, a description of layer interply for the composite part,
and an overall geometry for the composite part.

US Pat. No. 9,651,598

DEVICE AND METHOD FOR DETECTING DISCHARGES

Airbus Operations (S.A.S....

1. A device for detecting an edge glow phenomenon in a composite panel, the device comprising:
at least one cable for introducing current into the composite panel;
at least one current return cable;
at least one insulating panel in direct physical contact with the composite panel such that at least one face of the composite
panel is free and not in contact with the at least one insulating panel; and

a detector configured to detect an edge glow on an outer surface of the composite panel.

US Pat. No. 9,266,626

METHOD, DEVICES AND PROGRAM FOR COMPUTER-AIDED ANALYSIS OF THE FAILURE TOLERANCE OF AN AIRCRAFT SYSTEM, USING CRITICAL EVENT CHARTS

AIRBUS OPERATIONS (S.A.S....

1. A method for a computer-aided preparation of a failure tolerance report for a system of an aircraft comprising a plurality
of subsystems, at least one subsystem of said plurality of subsystems having a computer processor and performing monitoring
and notification of at least one detected event, the method comprising:
implementing, via the computer processor, a critical event chart at least partially modelling said system, said critical event
chart comprising a plurality of nodes, each node of said plurality of nodes being linked by a logical implication relation
to at least one other node of said plurality of nodes, said plurality of nodes comprising:

a plurality of nodes each representing a notification message capable of being received;
at least one node representing a critical event; and,
a plurality of nodes each representing an element of said system, which is liable to failure, and each such element comprising
a suspect candidate item;

receiving, via the computer processor, at least one message notifying the occurrence of said at least one detected event,
said detected event comprising said at least one node representing said critical event;

creating, via the computer processor, a minimal diagnostic set relative to said at least one detected event, comprising a
plurality of said elements suspected of resulting in said at least one detected event, each element of said minimal diagnostic
set being represented by a node of said critical event chart and determined according to at least one logical implication
relation of said critical event chart with said node representing said critical event associated with said at least one received
notification message;

selecting, via the computer processor, at least one receivable notification message represented by said node of said critical
event chart;

identifying, via the computer processor, elements of said minimal diagnostic set capable of resulting in the generation of
said at least one selected notification message, said identified elements forming part of said failure tolerance report; and

calculating a remaining distance before an imminent effect for at least one of said identified elements, said remaining distance
being calculated as being equal to a number of the elements that do not form part of said minimal diagnostic set as said suspect
candidate item, a malfunction of which being necessary for the generation of said at least one selected notification message.

US Pat. No. 9,172,230

CABLE RACEWAY SUPPORT DEVICE FOR AN AIRCRAFT, IN PARTICULAR AN AIRCRAFT WITH A STRUCTURE AT LEAST PARTLY FORMED FROM A COMPOSITE MATERIAL

Airbus Operations (S.A.S....

1. A cable raceway support device for an aircraft, formed from an electrically conductive material, the cable raceway support
device comprising:
a pedestal comprising:
a fastening plane for fastening the device onto a primary structure, and
a support face opposite to the fastening plane, the support face comprising:
at least one pair of jaws, each jaw of the at least one pair of jaws overhanging the support face and forming, with part of
the pedestal, a stirrup-shaped clamp, wherein each clamp comprises a base and two branches, the first branch merging with
the pedestal, the second branch corresponding to the jaw, and the base separating the first branch from the second branch,

a first planar zone adapted to receive a first section of cable raceway and comprising at least two bores of the pedestal,
and a second planar zone adapted to receive a second section of cable raceway and comprising the at least one pair of jaws,
and

at least two contacts, the first contact projecting from the first branch and the second contact projecting from the second
branch to face the first contact;

wherein the two contacts provide a sliding electrical contact to be formed.

US Pat. No. 9,422,049

JOINT

Airbus Operations Limited...

1. A joint comprising first and second rib components, the first rib having an abutment surface and a plurality of lugs disposed
adjacent to the abutment surface; and the second rib having an abutment surface and a plurality of lugs disposed adjacent
to the abutment surface, wherein the abutment surfaces of the respective ribs are abutting and joined with a tension joint,
wherein the tension joint includes a tension bolt, and wherein the lugs are pinned to form a pinned lug joint by aligning
respective holes in the plurality of lugs such that the lugs of the first and second ribs are interleaved and have one or
more pins passing through the aligned lug holes, and wherein the tension bolt is transverse to the one or more pins.

US Pat. No. 9,268,330

METHOD FOR FUSING DATA FROM SENSORS USING A CONSISTENCY CRITERION

Airbus Operations (S.A.S....

1. A method for fusing measurements of an aircraft flight parameter based on a first set of main measurements taken by a first
set of main sensors and a plurality of second sets of secondary measurements taken by second sets of secondary sensors, the
first set of main measurements exhibiting a greater degree of accuracy than the plurality of second sets of secondary measurements,
the method comprising:
at a processor configured to receive the first set of main measurements taken by the first set of main sensors and the plurality
of second sets of secondary measurements taken by the second sets of secondary sensors:

calculating a discrepancy between each of the main measurements and the secondary measurements;
determining, by the discrepancy, a score of consistency of each of the main measurements with the secondary measurements;
performing, for each possible fault configuration of the main sensors, a first, conditional estimation of the aircraft flight
parameter based on the main measurements taken by the main sensors which are not faulty;

determining, for each fault configuration, a weighting coefficient based on the score of consistency of the main measurements;
performing a second estimation of the aircraft flight parameter by weighting the first, conditional estimations relating to
the fault configurations by the weighting coefficients corresponding to these fault configurations; and

outputting the second estimation of the aircraft flight parameter to one or more systems of the aircraft.

US Pat. No. 9,199,395

MOLD ADAPTED TO RECEIVE A PREFORM OF A COMPOSITE PART AND CORRESPONDING MOLDING METHOD

Airbus Operations (S.A.S....

1. A mold adapted to receive a preform for a part of composite material and in which the preform is adapted to be impregnated
by injection of resin to form the part of composite material and comprises at least one substantially vertical lateral preform,
the mold comprising:
a central core comprising at least one lateral wall which has a flat outside surface;
an inside mold member having an inside surface turned towards the outside surface of the central core, with the surfaces being
inclined relative to the vertical to form a draft angle, the inside mold member also having a substantially vertical outside
surface; and

an outside mold member mounted against the inside mold member and which has a substantially vertical inside surface, such
that the inside surface of the outside mold member is turned towards the outside surface of the inside mold member;

wherein the inside surface of the outside mold member or a facing outside surface of the inside mold member being adapted
to receive the lateral preform, such that the inside mold member and the outside mold member are adapted to clamp the lateral
preform;

wherein the inside surface, inclined relative to the vertical, of the inside mold member bears grooves adapted to form, with
the outside surface of the at least one lateral wall of the central core, flow channels for the resin, when the inside mold
member is disposed against the outside surface of the at least one lateral wall of the central core.

US Pat. No. 9,145,200

VEHICLE ENERGY CONTROL SYSTEM WITH A SINGLE INTERFACE

Airbus Operations (S.A.S....

1. An energy control system for an aircraft controlled by an operator, said system comprising:
a control interface comprising an operator adjusted movable element configured to move along a path, said path defining at
least two path portions;

at least two combinations of actuators acting on an energy parameter of said aircraft; and
a control unit configured to generate an energy change instruction according to a command associated with a current position
of said movable element on one of said at least two path portions, and, said energy change instruction being for the combination
of actuators currently associated with the path portion on which the moveable element is positioned;

wherein at least one path portion of said at least two path portions has a non-fixed association with different combinations
of actuators, and a current association between said at least one path portion and one combination of actuators depends on
a current phase of movement of the aircraft; and said energy change instruction depends on said current phase of movement
of the aircraft.

US Pat. No. 9,400,066

FIXTURE DEVICE FOR AN AIRCRAFT TUBING

Airbus Operations (S.A.S....

1. A clamping ring for fastening piping in an aircraft, comprising:
two jaws shaped and assembled to each other to prevent gliding arcs, the two jaws each including a baseplate with a ridge
extending from the baseplate, and the two jaws each including at least one transverse support cut-out for receiving at least
one tube,

wherein the baseplate is wider than the ridge along a same plane,
wherein the at least one transverse support cut-out is disposed on an upper surface of the ridge opposite of the baseplate,
wherein the ridge includes a column that extends from the ridge on a first longitudinal side of the ridge relative to the
at least one transverse support cut-out,

wherein lateral flanks of the ridge include ribs that project from the lateral flanks in an axial direction of the at least
one transverse support cut-out, and

wherein the baseplate includes a first mounting hole penetrating through the baseplate, the ridge, and the column on the first
longitudinal side.

US Pat. No. 9,495,878

METHOD AND DEVICE FOR AUTOMATICALLY MANAGING A FLIGHT PATH CHANGE ON AN AIRCRAFT, IN PARTICULAR FOR A LOW-LEVEL FLIGHT

Airbus Operations (S.A.S....

1. A method for automatically managing a flight path change on an aircraft during a flight at low altitude, the flight path
comprising at least one of a lateral path and a vertical path, the method comprising:
a) automatically calculating, using a flight management calculator during the flight of the aircraft along a current flight
path, a new flight path referred to as an auxiliary flight path;

b) automatically carrying out, using a central unit, a path comparison by repeatedly implementing successive sub-steps over
a predetermined time period, the sub-steps comprising:

b1) determining, using a position calculator, a current position of the aircraft;
b2) determining a first deviation corresponding to a deviation of the current position of the aircraft from the current flight
path;

b3) determining a second deviation corresponding to a deviation of the current position of the aircraft from the auxiliary
flight path;

b4) calculating a difference between the first and second deviations; and
b5) comparing an absolute value of the difference with a predetermined maximum allowed distance, a first condition being considered
to be met when the absolute value is less than or equal to the maximum allowed distance; and

c) automatically making, using a path change unit, the flight path change if at least the first condition is considered to
be met repeatedly over an entirety of the predetermined time period, the flight path change comprising replacing the current
flight path with the auxiliary flight path in a manner such as to make the aircraft fly following the auxiliary flight path
from the flight path change onwards.

US Pat. No. 9,381,994

AEROFOIL PORTION OF AN AIRCRAFT COMPRISING AN ATTACHMENT SUPPORT OF A CONNECTING DEVICE MOUNTED IN TRANSLATION

Airbus Operations (S.A.S....

1. A wing portion of an aircraft comprising a connecting device between a rigid duct and a flexible duct, the connecting device
being attached to a structural element of the wing portion via an intermediary of an attachment support, wherein the attachment
support is mounted in translation on a retaining arm of the structural element by at least one translation spindle, and wherein
either the attachment support is attached non-removably to the at least one translation spindle, the assembly thus formed
by the attachment support and the at least one translation spindle being able to slide with respect to the retaining arm,
or the retaining arm is attached non-removably to the at least one translation spindle, the assembly thus formed by the retaining
arm and the at least one translation spindle being able to slide with respect to the attachment support.

US Pat. No. 9,281,555

METHOD AND MONOPOLE ANTENNA FOR MAKING UNIFORM THE RADIATION OF SAID ANTENNA, WHEN DISPOSED INSIDE A RADOME

Airbus Operations (S.A.S....

1. A method for ensuring a uniform radiation pattern of an assembly comprising:
a monopole antenna, and
a radome with an aerodynamic profile, inside which said monopole antenna is positioned,
wherein the method comprises:
determining the radiation pattern of said antenna/radome assembly;
determining the directions, about the axis of said monopole antenna positioned inside said radome, in which said radiation
pattern of the antenna/radome assembly has areas in which the gain values are reduced in comparison with the radiation pattern
of said monopole antenna; and

modifying the surface of said monopole antenna, to form on it a protruding longitudinal ridge that is at least approximately
facing at least one of said areas of reduced gain thus determined.

US Pat. No. 9,250,285

METHOD AND ARCHITECTURE FOR DETECTING INACCESSIBLE ELECTRICAL ANOMALIES BY MEANS OF REFLECTOMETRY

Airbus Operations (S.A.S....

1. A method for detecting, by reflectometry, inaccessible electrical anomalies in a network of a plurality of metal structures
able to accommodate electrical cables and to provide a return current path for the cables, comprising:
injecting a modulated test signal into a first end of one or more insulated conductive elements, the one or more insulated
conductive elements being arranged a constant distance away from each metal structure of the plurality of metal structures
substantially along an entire length of the network of metal structures and being electrically connected to the network of
metal structures via a second end of the one or more insulated conductive elements; and

detecting and analyzing a reflected signal returned via the one or more insulated conductive elements by:
comparing an aspect of the reflected signal to a threshold; and
determining, based on a result of comparing the aspect of the reflected signal to the threshold, that an anomaly exists at
a location within the network of metal structures by topological correlation.

US Pat. No. 9,463,926

AUTOMATED STORAGE CABINET FOR TROLLEYS, AND AIRCRAFT INCORPORATING SUCH A CABINET

Airbus Operations (S.A.S....

1. An automated storage cabinet for at least one trolley in a supporting structure, the automated storage cabinet comprising:
at least two levels of compartments each intended for storing one trolley;
a waiting area arranged on a floor of the supporting structure and adjacent to openings of the trolley storage compartments
of the automated storage cabinet;

a predetermined compartment at a predetermined level of the automated storage cabinet; and
a device for automatically handling a single trolley between the waiting area and the predetermined compartment,
the device for automatically handling the single trolley comprising a handling basket, the handling basket comprising:
a vertical plate perpendicular to the waiting area, vertically movable between a floor of the waiting area and any one of
the levels of the automated storage cabinet; and

two side flanks, connected to the vertical plate and configured to support, on either side, two opposite sides of the trolley
in the waiting area and to transfer the supported trolley through an opening of the predetermined compartment, the vertical
plate bearing at least one motor for producing a relative lateral displacement of the two side flanks;

wherein the device for automatically handling the single trolley is configured to carry out insertion of the trolley into
the predetermined compartment or extraction of the trolley out of the predetermined compartment;

wherein the two side flanks comprise at least one motor configured to allow transfer of the trolley between a position situated
between the side flanks and the predetermined compartment or vice versa, the at least one motor being configured to be actuated
under control of a control unit cooperating with sensors for displacement of moving parts and for selecting a predetermined
compartment; and

wherein the automated storage cabinet further comprises a projector, controlled by the control unit, configured to project
onto an image of a mark for alignment of a trolley on the floor in the waiting area, such that the alignment of the trolley
facilitates positioning of the handling basket around the trolley.

US Pat. No. 9,409,351

DEVICE FOR DEPOSITION OF FIBERS UPON A FRAME WITH CONCAVE CIRCULAR SECTIONS

AIRBUS OPERATIONS (S.A.S....

1. A device for deposition of fibers on a support for producing a panel with an axis of revolution, said device comprising:
a deposition head; and
means for positioning said deposition head relative to the support, the means for positioning having kinematics comprising
a first translation in a first direction that is parallel to the axis of revolution,
a second translation in a second direction making possible to bring the deposition head close to the support,
a first rotation around a first rotary axis combined with the second direction,
a second rotation around a second rotary axis that is perpendicular to the first and second directions, and
a third rotation around a third axis of rotation that is parallel to the first direction, the third axis of rotation being
combined with the axis of revolution of the panel to be produced, and the third rotation is placed between the two translations,

wherein
the means for positioning is configured to be split on both sides of the third axis of rotation makes possible to limit the
weight of parts in movement around said third axis of rotation and makes possible to increase the range of the angular section
of the cross-sections of panel, and it is not necessary to combine the third axis of rotation with the axis of revolution
of the panel, since the control of the position of the center of the roller is done in cylindrical coordinates, and

the device further comprises:
a crosspiece that moves translationally in the first direction,
a telescopic upright,
a joint that connects one end of the telescopic upright to the deposition head comprising the first and second rotations,
and

a shaft that corresponds to the third axis of rotation of the third rotation and whose ends are connected to two forks that
are integral with the crosspiece, whereby the telescopic upright is able to pivot around said shaft.

US Pat. No. 9,260,180

AUTONOMOUS AND AUTOMATIC LANDING METHOD AND SYSTEM

Airbus Operations (S.A.S....

1. A system for automatic landing of an aircraft on a landing runway, the system comprising:
at least one on-board video camera on board the aircraft, wherein the on-board video camera is configured to take a series
of successive images of the ground;

an image processor configured to extract from the images visual features of the landing runway; and
a guidance system configured to:
determine a horizon line for a first image of the series of successive images;
determine a respective demand position for an axis (?) of the landing runway and a touchdown point (P) on the landing runway
in the first image to bring the aircraft into a nominal approach plane and to align the aircraft with the axis of the landing
runway, wherein the demand position of the axis of the landing runway is based on a median vertical axis of the image, and
wherein the demand position of the touchdown point is the point of intersection between the median vertical axis and a line
parallel to the horizon line and located under the horizon line at a demand distance from the horizon line;

estimate the distance between the positions of the visual features and the demand positions of the visual features in the
first image; and

determine guidance commands of the aircraft based on the estimated distances between the positions of the visual features
and the demand positions of the visual features in the first image to bring the visual features to their respective demand
positions in the first image.

US Pat. No. 9,079,666

SECURED VESTIBULE TO THE COCKPIT OF AN AIRCRAFT AND AIRCRAFT EQUIPPED WITH SUCH AN ACCESS DOOR

Airbus Operations (S.A.S....

1. A secured vestibule allowing communication between several aircraft compartments, the secured vestibule being installed
in an area of the aircraft situated between a first compartment and at least a second compartment, the secured vestibule comprising
two mobile partitions in the form of concentric portions of cylinders, each of the partitions being capable of independent
movement about a common axis, so as to form between the partitions a single opening which, depending on the relative position
of the partitions, gives access to one or other of the compartments, the two partitions being capable of moving on two concentric
cylinders having different diameters.

US Pat. No. 9,604,728

AIRCRAFT TURBOJET NACELLE

Airbus Operations (S.A.S....

1. An aircraft turbojet nacelle of elongate shape extending around and along a longitudinal central axis, the aircraft turbojet
nacelle comprising:
a cowling assembly that is pivotally movable between a closed position and an open position, the cowling assembly in the closed
position defining an internal space that extends radially around said longitudinal central axis and parallel thereto, the
transition from the closed position to the open position being obtained by moving the cowling assembly radially away from
the longitudinal central axis in order to give access to said internal space,

wherein the cowling assembly comprises four covers each extending in arcuate shape around part of the longitudinal central
axis and in a manner that is symmetrical about a vertical plane containing the longitudinal central axis,

the cowling assembly comprising on either side of said plane at least one top cover hinged at its top portion and at least
one bottom cover, hinged at its bottom portion, the arcuate shape of the at least one bottom cover extending in cross-section
over an arc of length that is shorter than the length of the arc of the at least one top cover;

wherein the at least one top cover comprises a first cover on one side of the vertical plane and a second cover on an opposite
side of the vertical plane,

wherein the at least one bottom cover comprises a third cover on the one side of the vertical plane and a fourth cover on
the opposite side of the vertical plane,

wherein the first cover and the fourth cover are configured to open independently of each other, and
wherein the second cover and the third cover are configured to open independently of each other.

US Pat. No. 9,280,904

METHODS, SYSTEMS AND COMPUTER READABLE MEDIA FOR ARMING AIRCRAFT RUNWAY APPROACH GUIDANCE MODES

AIRBUS OPERATIONS (S.A.S....

1. A method for direct arming at least one runway approach guidance mode of an aircraft, the method comprising:
using an aircraft runway approach mode engagement module implemented using a processor for:
displaying, on a display unit, a navigation display comprising an active runway for final approach that is connectedly aligned
with a lateral axis of an approach path associated with the active runway, and a vertical display comprising the active runway
for final approach that is connectedly aligned with a vertical axis of the approach path associated with the active runway;

selecting the active runway for final approach;
displaying on the display unit an interactor associated with the selected final approach runway;
displaying on the display unit at least one symbol associated with the at least one runway approach guidance mode;
moving the interactor to select the at least one symbol associated with the at least one runway approach guidance mode; and
arming, on the navigation display of the display unit, a lateral runway approach guidance mode that provides lateral approach
guidance and a vertical runway approach guidance mode that provides vertical approach guidance.

US Pat. No. 9,261,230

CONNECTION SYSTEM FOR CONNECTING AN ELECTRONIC DEVICE, IN PARTICULAR FOR AN AIRCRAFT, TO A TEST UNIT

Airbus Operations (S.A.S....

1. Connection system for connecting an electronic device to be tested, in particular for an aircraft, to a test unit, the
connection system comprising:
a fixed portion, which is fixable to said test unit;
a movable plate which is mounted on said fixed portion and is capable of receiving the electronic device to be tested, said
movable plate being able to be displaced linearly with respect to said fixed portion in a longitudinal direction and to be
brought into one of the following two positions:

a rear position which corresponds to a position for connecting the electronic device to the test unit; and
a forward position which is remote from the test unit and corresponds to a position for disconnecting the electronic device
from the test unit, said movable plate being configured such that its displacement from the forward position towards the rear
position directly produces the connection and its displacement from the rear position towards the forward position directly
produces the disconnection;

manually actuated displacement generation means which are able to displace said movable plate between said rear position and
said forward position with a single manual actuation; and

width adjustment means which comprise opposite sidewalls for at least laterally supporting the electronic device that is to
be arranged between these sidewalls with lateral contact, the lateral spacing of said opposite sidewalls, laterally to the
longitudinal direction in which the movable plate is displaced, being adjustable for adaptation to the size of said electronic
device.

US Pat. No. 9,073,644

METHOD AND DEVICE FOR AUTOMATICALLY DETERMINING AN OPTIMIZED APPROACH PROFILE FOR AN AIRCRAFT

Airbus Operations (S.A.S....

1. A method for automatically determining an optimized approach profile for an aircraft, the approach profile comprising an
intermediate approach profile comprising a sequence of segments and aerodynamic configuration change positions and a final
approach profile comprising a fixed slope angle, wherein the approach profile is calculated backwards from a calculation start
point, the method comprising:
at a flight management system:
evaluating a type of a segment; and
the method further comprising a sequence of steps to at least define on the aerodynamic configuration change positions of
the intermediate approach profile and which steps involve, for each configuration change:

(A) during backward calculation of the intermediate approach profile, with a continuous modification of a speed, if a predetermined
speed referred to as a configuration change from an upstream configuration to a following downstream configuration is reached,
evaluating a type of a segment upstream of a first position, and:

(B1) if a slope of the segment upstream of the first position is of an authorized type, positioning the configuration change
at the first position corresponding to the configuration change speed;

(B2) if the slope of the segment upstream of the first position is of a prohibited type, maintaining a following backward
configuration at the most until a corresponding speed profile reaches a maximum speed, the maximum speed being equal to a
maximum configuration change speed minus a predetermined margin; and

(B2a) evaluating a type of a segment upstream of a second position; and:
if a slope of a segment upstream of the second position is of an authorized type, positioning the configuration change at
the second position corresponding to the maximum speed; and

if the slope of the segment upstream of the second position is of a prohibited type, applying a logic for maintaining a current
speed and adding a segment at a constant speed from the second position as far as a third position upstream of the upstream
segment, and positioning the configuration change at the third position.

US Pat. No. 9,597,844

PROCESS FOR MANUFACTURING A TEXTILE PREFORM WITH CONTINUOUS FIBRES BY CIRCULATION OF HOT GAS FLOW THROUGH A FIBROUS ARRAY

Airbus Operations (S.A.S....

1. A process for manufacturing a textile preform by stamping of a fibrous array comprising continuous fibers, the process
comprising:
providing a matrix and a punch,
forming the fibrous array by pressing the punch against the matrix, with a stack of fibrous layers comprising continuous fibers
being located therebetween, the continuous fibers comprising a resin, and

circulating a hot gas flow through the matrix, the fibrous array, and the punch to heat and stiffen the fibrous array,
wherein a sliding layer is interposed between two directly consecutive fibrous layers, the sliding layer having a coefficient
of friction less than that of the fibrous layers and

wherein each sliding layer comprises a hollowing out for the passage of the punch during the step of pressing the punch against
the fibrous array and the matrix.

US Pat. No. 9,495,798

METHOD AND DEVICE FOR PRODUCING A FINITE ELEMENT MODEL

AIRBUS OPERATIONS (S.A.S....

1. A method for realization of a finite-element model by a computer, wherein the method comprises:
generating, using the computer, a finite-element model of a geometric entity, the finite-element model having a particular
granularity, wherein modeling the geometric entity includes geometrical coordinates;

acquiring at least one property data by an interface of said computer, the at least one property data being associated with
a discrete position on the geometrical entity independently from the particular granularity of said finite-element model;

storing said at least one property data in a memory of said computer;
storing at least one positioning identifier in said memory of said computer, the at least one positioning identifier identifying
the discrete position of a corresponding one of said at least one property data on said geometrical entity independently from
the particular granularity of said finite-element model;

establishing a correspondence between said at least one positioning identifier and at least one element of said finite-element
model in said memory of said computer using a rule of correspondence wherein the rule of correspondence establishes the correspondence
based at least on the geometrical coordinates;

applying the at least one property data to the finite-element model by linking said at least one property data with said at
least one element of said finite-element model for which the rule of correspondence with said positioning identifier of said
at least one property data was established in said memory of said computer; and

modifying the finite element model based on the linking of said at least one property data and said at least one element of
said finite-element model, wherein the modification includes updating the property data during creation or modification of
at least one element of said finite-element model.

US Pat. No. 9,340,293

AIRCRAFT FLIGHT DECK COMPRISING A FOLDING SEAT

Airbus Operations (S.A.S....

1. A flight deck of an aircraft, the flight deck comprising:
control and/or viewing devices;
at least one seat;
an access door; and
a corridor for access to the at least one seat, which is closed at an opposite end to the at least one seat by the access
door;

a folding seat comprising a frame which pivots about a vertical axis and on which are mounted a seat-rest and a back-rest,
the folding seat being mounted in the corridor such that the folding seat is configured to pivot and adopt a first position
in which the folding seat closes the corridor so forming a lock enclosure with the access door and a second position in which
the folding seat enables the access to the at least one seat from the corridor.

US Pat. No. 9,148,222

AFDX NETWORK WITH A PASSIVE OPTICAL NETWORK

Airbus Operations (S.A.S....

8. A full-duplex, deterministic, and redundant frame switching network comprising
a terminal and
a plurality of equipment, being subscribers to the network, and
a passive optical network, the optical line terminal of which consists of said terminal and the optical network terminals
of which consist of said equipment, said passive optical network broadcasting over the downlink every frame transmitted by
said terminal to all said equipment and multiplexing over the uplink the frames transmitted by said equipment;

wherein the passive optical network comprises an optical coupler connected to a port of said terminal by a first optical fiber
and to said plurality of equipment by a plurality of second optical fibers; and

wherein, for a virtual link output by a first equipment and intended to a second equipment of said plurality, the first and
second equipment being connected to the optical coupler, said virtual link being incident on said port of the terminal, said
terminal is configured to selectively loop this virtual link back to said port.

US Pat. No. 9,736,963

COLD PLATE, FORMING IN PARTICULAR A STRUCTURAL PART OF AN ITEM OF EQUIPMENT HAVING HEAT-GENERATING COMPONENTS

Airbus Operations (S.A.S....

1. A cold plate for cooling heat-generating components, comprising:
two plates extending parallel to one another and a core disposed between the two plates to form a sandwich structure, the
core comprising a set of passages for passing at least one cooling fluid from a first edge to an opposite second edge of the
sandwich structure,

wherein first and second fluid-tight joining members are disposed respectively on the first and second opposite edges of the
sandwich structure, the first fluid-tight joining member comprising at least one inlet connector for the at least one cooling
fluid and the second fluid-tight joining member comprising at least one outlet connector for the at least one cooling fluid,

wherein the first and second fluid-tight joining members block all the passages except at least one subset of the set of passages,
the at least one inlet connector for at least one cooling fluid being connected with the subset of the set of passages, and
the at least one outlet connector for the at least one cooling fluid being connected with the subset of the set of passages.

US Pat. No. 9,712,684

AUDIO SYSTEM FOR AN AIRCRAFT

AIRBUS OPERATIONS (S.A.S....

1. An audio system for an aircraft, comprising:
a management unit to which are connected, by cables, at least one piece of audio equipment and at least one radiocommunications
unit;

each piece of audio equipment comprising an audio unit for generating audio signals and a control unit;
wherein each piece of audio equipment comprises a generator which, under control of the control unit, is configured to generate
a pulsed coded audio signal and to inject the signal into a same cable as that used for conveying the audio signals coming
from the audio unit of the audio equipment, each code formed by a pulsed coded audio signal being representative of a piece
of audio equipment; and

wherein the audio system comprises a decoder which, on reception of a coded audio signal generated by a piece of audio equipment,
is configured to decode the coded audio signal and generate a logic control signal to activate the radiocommunications unit
which has previously been associated with the audio equipment represented by the code of the coded audio signal received and
decoded.

US Pat. No. 9,652,127

DEVICE AND METHOD FOR REMOTE INTERACTION WITH A DISPLAY SYSTEM

Airbus Operations (S.A.S....

1. A mobile device for remote control and interaction with a display system of an aircraft cockpit including several screens
able to display at least one window including at least one control widget and/or at least one signal providing information
concerning the status of an on-board system of the aircraft, wherein the mobile device comprises:
a touchscreen; and
a computer configured, by virtue of a computer program recorded on a recording medium, to:
display an initial window downloaded from an initial screen of the said display system on the touchscreen of the mobile device;
download at least one window displayed on at least one of the screens of the said display system so as to interact remotely
with the interactive widget contained in the downloaded window by the touchscreen and/or to display the signal providing the
information concerning the status of the aircraft's on-board system on the touchscreen, wherein the at least one window displaces
the initial window on the touchscreen of the mobile device and the at least one window remains displayed on the at least one
of the screens of the said display system, and wherein the downloading of the window from the at least one of the screens
to the touchscreen is controlled from the mobile device by a first sliding movement of a user's fingers on the touchscreen
of the mobile device, wherein the first sliding movement is accomplished by using at least three fingers, and wherein the
at least one screen is selected from the several screens based on position and orientation of the mobile device in the cockpit
and a first direction of the first sliding movement; and

delete the at least one window from the touchscreen of the mobile device by a second sliding movement of the user's fingers
on the touchscreen of the mobile device and, in response, restore the display of the initial window on the touchscreen of
the mobile device, wherein the second sliding movement is accomplished by using the at least three fingers and is distinct
from the first sliding motion;

wherein the computer is configured to transfer the downloaded window with at least one screen of the display system and at
least one second mobile control and interaction device so as to interact remotely with the interactive widget contained in
the said window from the said second mobile control and interaction device, and to display the signal providing information
concerning the status of the aircraft's on-board system on the said second mobile control and interaction device.

US Pat. No. 9,212,764

DEVICE FOR ATTACHING AN ELECTRICAL HARNESS IN AN AIRCRAFT

Airbus Operations (S.A.S....

1. An attachment device for attaching an electrical harness on a structure of an aircraft, the attachment device comprising:
a support connected to the structure;
a body with at least two jaws, at least one of the jaws being movable along a reference plane perpendicular to a path direction
between a first open position in which the at least two jaws enable an insertion of at least one harness and a second closed
position in which the at least two jaws keep an at least one harness in a position; and

a retainer strip in a form of a blade comprising free ends that are attachably inserted within the support allowing for the
at least two jaws to be maintained in the second closed position and the body to be flattened against the support;

wherein the at least one harness follows the path direction; and
wherein the body comprises three jaws, a first jaw which cooperates with the at least two jaws, each connected to the first
jaw via an articulation zone, the articulation zones being spaced apart as far as possible so that openings of the at least
two jaws are oriented toward one another.

US Pat. No. 9,656,736

METHOD FOR ASSEMBLING AN AIRCRAFT AFT PORTION

Airbus Operations (S.A.S....

1. A method for assembling an aircraft aft portion, the method comprising:
assembling a fuselage outer skin and circumferential frames to form a fuselage of the aircraft aft portion, the fuselage having
a top opening extending from one side of the fuselage to another side thereof across a vertical midplane of the fuselage,
so that the top opening opens towards a top and towards sides of the fuselage;

assembling a box structure of a mounting structure provided with an attachment structure configured to attach aircraft engines
to the mounting structure;

inserting a middle portion of the box structure of the mounting structure into the top opening of the fuselage; and
fixing the middle portion of the box structure to the fuselage.

US Pat. No. 9,807,670

METHOD AND SYSTEM FOR TRANSMITTING DATA IN A NETWORK OF AIRCRAFT IN FLIGHT

Airbus Operations (S.A.S....

1. A method for data transmission in a communications network comprising an aircraft in flight and at least one ground station,
which constitute communication nodes of the communications network, the method comprising:
selecting, at the aircraft in flight, a destination node; and
selecting, at the aircraft in flight, an intermediate node between the aircraft in flight and the destination node in the
communications network, wherein the intermediate node comprises an intermediate aircraft, and wherein selecting the intermediate
node comprises finding, in response to selecting the destination node, a plurality of aircraft within a communication range
of the aircraft in flight and selecting the intermediate aircraft from the plurality of aircraft within the communication
range based on the destination node, wherein finding the plurality of aircraft within the communications range comprises performing
a radio sweep around the aircraft using a first communication system having a relatively small bandwidth and being used only
for controlling communication by detecting nodes and opening and closing communication from a second communication system;
and

transmitting, using the second communication system, the data at a high rate from the aircraft in flight to the intermediate
aircraft for routing to the destination node.

US Pat. No. 9,983,609

ELECTRICAL ENERGY DISTRIBUTION NETWORK IN A TRANSPORT VEHICLE, SUCH AS AN AIRCRAFT, AND AN ELECTRICAL INSTALLATION IN AN AIRCRAFT

Airbus (SAS), Blagnac (F...

1. An electrical energy distribution network for a transport vehicle, the electrical energy distribution network comprising a management unit and nodes to which at least one power supply source and at least one equipment to be supplied by said power supply source can be connected by external links, wherein said nodes are connected together by internode links forming at least one mesh of a meshed network, each mesh being polygonal of an order higher than or equal to three and providing two paths between any two nodes in a respective mesh, at least one node in each mesh being an active node, each active node in said electrical energy distribution network being controlled by the management unit so as to control each electrical connection of the internode links and external links connected to said active node,wherein each active node comprises:
switches, each switch having a terminal connected to a port to which an internode or external link is connected and a terminal connected to a common point, and
a control unit configured to receive control data from said management unit and to control each of said switches to open or close an electrical connection to an internode or external link,
wherein each active node is configured to measure physical operating characteristics of said node that delivers measurement signals to the control unit, and
wherein the control unit is configured to transmit said measurement signals to the management unit, which is configured to configure the nodes according to said measurement signals to enable each equipment to receive power supply via the meshed network.

US Pat. No. 9,638,241

AIRCRAFT COMPRISING A LINK ROD ONE PART OF WHICH IS MADE OF COMPOSITE

Airbus Operations (S.A.S....

1. A link for an aircraft, the link comprising:
at least two portions respectively made of metal and of composite material together forming a middle segment of the link with
both being present in any section of the middle segment in a plane perpendicular to a longitudinal direction of the link,
and

end parts located at opposite ends of the middle segment, the middle segment extending between the end parts,
wherein the at least two portions are spaced apart from each other in the middle segment by spacer elements engaging the end
parts, whereby the two portions have no region of mutual contact,

wherein each of the end parts includes a connector configured to be connected to a structure or other part of the aircraft,
at least one of the connectors including an inclined face arranged to urge a corresponding ring in abutment with a corresponding
one of the spacer elements, which is prevented from sliding relative to the composite portion in either of two opposite longitudinal
directions, and

wherein the at least two portions are arranged to face each other in the middle segment with no material whatsoever between
them in the middle segment.

US Pat. No. 9,457,893

METHODS, SYSTEMS AND COMPUTER READABLE MEDIA FOR MANAGING AIRCRAFT SYSTEMS

AIRBUS OPERATIONS (S.A.S....

1. A method for managing an aircraft system of an aircraft, the method comprising:
at least one interactive interface configured for managing the aircraft system and in association with a hardware processor:
displaying an aircraft graphic representing at least a portion of a fuselage structure of the aircraft;
displaying at least one or more graphic object representing at least one or more system component;
displaying at least one or more energy flow icon representing a direction of circulation of an energy flow;
interacting with the at least one or more system component by a user action on the at least one or more graphic object; and
initializing a safeguard mechanism configured to prevent the aircraft system from executing an inappropriate operating procedure,
wherein initializing the safeguard mechanism comprises placing a zone at risk icon over the at least one or more system component,
wherein the zone at risk icon is configured to prevent the at least one or more system component from executing the inappropriate
operating procedure;

wherein the at least one or more graphic object is integrated into the aircraft graphic displayed on the interface in reference
to a physical location of the at least one or more system component on the aircraft.

US Pat. No. 10,087,664

DEVICE FOR OPERATING AT LEAST ONE AIRCRAFT DOOR COMPRISING A CONTROL HANDLE

AIRBUS OPERATIONS (S.A.S....

1. A device for operating at least one door of an aircraft which comprises a fuselage with an exterior surface, the device comprising a chassis that is fixed and secured to the fuselage of the aircraft, a control handle that is rotationally movable with respect to the chassis, and a mechanism for converting a rotational movement of the control handle into an opening movement of the door, whereinthe control handle is translationally movable with respect to the chassis between an in position in which the control handle is aligned with the exterior surface of the fuselage and an out position in which the control handle projects beyond the exterior surface of the fuselage,
the control handle comprises a cylindrical body with an axis and a head connected to one end of the cylindrical body,
the chassis comprises a guide for guiding the body of the control handle in an out direction,
the chassis and/or the fuselage comprise an indentation configured to house the head of the control handle in the in position,
at least one first return mechanism configured to push the control handle toward the out position, an end stop for limiting the movement of the control handle against the at least one first return mechanism and securing the control handle in the out position, and a first locking/unlocking mechanism configured to lock the control handle in the in position, and
the head of the control handle comprises:
a fixed part rigidly connected to the cylindrical body of the control handle and which extends perpendicular to the axis of the cylindrical body, and
a mobile part connected to the cylindrical body by an articulation, the mobile part being configured to be in a folded-down position folded down against the fixed part of the handle and be in a deployed position in which the control handle forms a T shape, wherein the T shape is formed by the cylindrical body, the fixed part extending longitudinally in a first direction which is perpendicular to the cylindrical body and the mobile part extending laterally in a second direction that is perpendicular to the cylindrical body and opposite to the first direction.

US Pat. No. 10,082,799

METHOD AND DEVICE FOR ASSISTING THE INTIATION OF A FLARE MANEUVER OF AN AIRCRAFT DURING A LANDING OF THE AIRCRAFT

Airbus Operations (S.A.S....

1. A method for assisting initiation of a flare maneuver of an aircraft during a landing of the aircraft, the method being implemented during a descent of the aircraft during the landing and comprising:acquiring in real time, by at least one acquisition unit, current values of flight parameters of the aircraft, including a current height of the aircraft with respect to the ground;
computing in real time, by a first computation unit, a current start of flare height based on the current values acquired;
computing in real time, by the computation unit, reference heights, which comprise at least a first height and a second height, wherein the first reference height corresponds to a height starting from which the aircraft attains the current start of flare height while maintaining its current descent conditions over a first predetermined duration, and wherein the second reference height is less than the first reference height and corresponds to a height starting from which the aircraft attains the current start of flare height while maintaining its current descent conditions over a second predetermined duration;
determining in real time, by a third computation unit, a time at which the current height of the aircraft attains the first reference height during the descent and a time at which the current height of the aircraft attains the second reference height during the descent; and
emitting, by an acoustic emission unit, at least two sound signals in a cockpit of the aircraft, wherein the at least two sound signals comprise a first sound signal, which is emitted when the current height of the aircraft attains the first reference height during the descent, and a second sound signal, which is emitted when the current height of the aircraft attains the second reference height during the descent.

US Pat. No. 9,657,685

DEVICE FOR CONTROLLING A NOZZLE OF VARIABLE CROSS-SECTION OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. An aircraft comprising a nozzle of variable cross-section with a right movable part and a left movable part, each of which
extend respectively over a right half and over a left half of a circumference of the nozzle and are movable in a direction
of displacement parallel to a longitudinal direction of an engine to enable modification of the cross-section of the nozzle,
the aircraft comprising:
a control device comprising:
a regulation system configured to regulate the engine connected to a control element,
a first electric motor controlled by the control element which creates a movement of the right movable part by two mechanical
transmission systems connected only to the first electric motor, a first mechanical transmission system being disposed close
to a high generator of the nozzle and a second mechanical transmission system being disposed close to a low generator of the
nozzle, and

a second electric motor controlled by the control element which creates a movement of the left movable part by two mechanical
transmission systems connected only to the second electric motor, a first mechanical transmission system being disposed close
to the high generator of the nozzle and a second mechanical transmission system being disposed close to the low generator
of the nozzle,

wherein each of the first and second mechanical transmission systems respectively comprise a first stop and a second stop
that delimit a travel of the right and left movable parts, so that the right and left movable parts alternately occupy first
and second stable positions, the first stable position corresponding to a smallest cross-section of the nozzle when the first
and second movable parts are in contact with the first stop, and a second stable position corresponding to a largest cross-section
of the nozzle when the first and second movable parts are in contact with the second stop, and

wherein the control device comprises a sensor for each stop delimiting the travel of the right and left movable parts, each
sensor being configured to provide an indication to at least one of the regulation system and the control element that the
right movable part, the left movable part, or both the right and left movable parts have reached one of the two stable positions.

US Pat. No. 9,692,828

MONITORING SYSTEM FOR AN AVIONICS PLATFORM WITH THREE-TIER ARCHITECTURE

Airbus Operations (S.A.S....

1. A system for an aircraft platform implementing a set of avionics functions using a plurality of heterogeneous hardware
and software components, the system comprising:
an acquisition module for acquiring operating parameters of the components, configured to implement a plurality of communication
protocols each configured to query a respective component of the heterogeneous hardware and software components;

a storage module including a database, configured to collect and store the operating parameters acquired by the acquisition
module in the database in response to a request made by a client;

an interface module for interfacing with a plurality of clients, including a query unit configured to query the database of
the storage module and supply several of the operating parameters acquired by the acquisition module from several different
components using several different communications protocols, causing a client monitoring application for the client to display
the several operating parameters using a same graphic interface in a format selected by the client monitoring application;

and wherein the acquisition, storage and interface modules are arranged in a three-tier architecture comprising a lower tier
in which the acquisition module is arranged, an intermediate tier in which the storage module is arranged and an upper tier
in which the interface module is arranged.

US Pat. No. 9,708,071

AIRCRAFT PROPULSION SYSTEM COMPRISING AN AFT PYLON FAIRING WITH LATERAL WALLS THAT ARE PROFILED FOR INJECTING COOL AIR ALONG A THERMAL PROTECTION FLOOR

AIRBUS OPERATIONS (S.A.S....

1. A propulsion system for an aircraft, the propulsion system comprising:
a bypass turbojet engine; and
a pylon for attaching the bypass turbojet engine to an airframe of the aircraft, the pylon comprising an aft fairing comprising
two lateral walls, a floor to protect the pylon from a heat of a primary flow ducted by a jetpipe of the bypass turbojet engine,
and, formed in each of the two lateral walls, a recess in a form of an air passage, wherein each recess is respectively defined
by the jetpipe on a bottom of the recess, a lateral floor portion on a top of the recess, and a lateral wall portion on an
inner surface of the recess,

wherein each lateral floor portion has a surface that curves towards an exterior surface of an ejection bullet, around which
the jetpipe extends,

wherein the pylon is configured such that a base is disposed between the jetpipe and the two lateral floor portions of the
pylon, the base being formed by the lateral wall portion of each of the lateral walls of the aft fairing at an end facing
a rear of the propulsion system, and wherein each lateral wall portion is configured to extend towards the rear of the propulsion
system and is curved towards a mid-plane of the aft fairing,

wherein each lateral floor portion is disposed on either side of the mid-plane of the aft fairing and is separated from the
jetpipe so that the lateral floor portions and the lateral wall portions, along with the jetpipe, delimit each air passage,
which are open laterally and towards the rear of the propulsion system, and

wherein the floor is configured such that at least a part of a bypass stream is injected under the lateral floor portions
to form a film of cool air under the floor for protecting the pylon from the heat of the primary flow.

US Pat. No. 9,567,099

AIRCRAFT FLIGHT MANAGEMENT DEVICES, SYSTEMS, COMPUTER READABLE MEDIA AND RELATED METHODS

AIRBUS OPERATIONS (S.A.S....

1. A device for providing flight management, the device comprising:
an interactive user interface;
at least one map displayed on the user interface;
at least one flight icon displayed on the map;
at least one indicator for an aircraft range, wherein the aircraft range is calculated from data exchanged with multiple servers,
including at least one performance server and at least one database server;

at least one calculated flight path and multiple, selectable diversion routes displayed on the user interface;
an interactive ghost aircraft that is movable, by a user, along the at least one calculated flight path, wherein the interactive
user interface is configured to display the interactive ghost aircraft, forecasted aircraft performance characteristics associated
with the interactive ghost aircraft, and an associated action range indicating a forecasted range of the interactive ghost
aircraft at a future location along the at least one calculated flight path;

information regarding one or more reachable airports overlaid on the at least one map; and
one or more flight plan decision points configured to delimit one diversion decision from another diversion decision and configured
to offer a ‘time to decision point’ as a countdown to remaining time before making a diversion decision for selecting one
of the multiple, selectable diversion routes displayed on the user interface, each of the one or more flight plan decision
points including at least one task allocation.

US Pat. No. 9,561,868

METHOD AND DEVICE FOR VERTICALLY GUIDING AN AIRCRAFT DURING AN APPROACH OF A RUNWAY ALONG A LATERAL APPROACH TRAJECTORY

AIRBUS OPERATIONS (S.A.S....

1. A method of vertical guidance of an aircraft during an approach to a landing runway along a lateral approach trajectory,
the method comprising successive steps of automatically and repeatedly:
a) determining a current distance corresponding to a distance in a lateral plane along the lateral approach trajectory, between
a current position of the aircraft and a threshold of the landing runway;

b) extracting from a linear terrain profile stored in a database and defined along the lateral approach trajectory, a terrain
height for the current distance, the terrain height being defined with respect to a level of the threshold of the landing
runway;

c) determining a current height of the aircraft with respect to the terrain height, using at least one measurement taken by
at least one on-board radar altimeter at the current position;

d) computing a first current altitude of the aircraft, with respect to the level of the threshold of the landing runway, using
the current height of the aircraft and the terrain height;

e) computing an approach profile corresponding to a half-line having a predetermined angle with respect to a horizontal and
comprising an endpoint that is situated on the landing runway at a predetermined distance defined by a difference in distance
between the endpoint and the threshold of the landing runway, wherein the half-line comprises a slope corresponding to a change
in height above the runway divided by a change in distance along the horizontal at a declination rate determined by the predetermined
angle;

f) computing a second current altitude of the aircraft, with respect to the level of the threshold of the landing runway,
corresponding to an altitude on the approach profile for the current distance;

g) computing a difference between the first current altitude and the second current altitude; and
h) using the difference to vertically guide the aircraft.

US Pat. No. 9,193,460

METHOD FOR BOARDING AND UNLOADING OF PASSENGERS OF AN AIRCRAFT WITH REDUCED IMMOBILIZATION TIME OF THE AIRCRAFT, AIRCRAFT AND AIR TERMINAL FOR ITS IMPLEMENTATION

Airbus Operations (S.A.S....

1. An aircraft comprising:
a removable cabin module, comprising a floor, an upper aircraft fuselage portion connected to the floor, and a first and a
second end wall, wherein the first and second end walls, the floor and the upper aircraft fuselage portion form a cabin for
transport of passengers, luggage, freight or combinations thereof;

a reception space for receiving the removable cabin module;
a nose cone comprising a cockpit and a transverse wall;
a tail cone comprising a tail unit and a transverse wall;
a lower structure comprising a lower fuselage portion truncated in a horizontal plane, wherein the reception space is delimited
between the transverse wall of the nose cone and the transverse wall of the tail cone, and above the horizontal plane of the
lower structure;

a centring device for centring the removable cabin module in the reception space; and
a retaining device for retaining the removable cabin module in the reception space, wherein the retaining device comprises
a first docking device for securely coupling the floor of the removable cabin module to the horizontal plane of the lower
structure, wherein the first docking device comprises a first element forming a hook which is coupled securely to the floor
of the removable cabin module, and a second element forming a hook coupled securely to the horizontal plane of the lower structure,
wherein the retaining device comprises a second docking device for securely coupling the first or second end wall of the removable
cabin module to the transverse wall of the nose cone or the transverse wall of the tail cone, wherein the second docking device
comprises a lengthways rod retractably housed in a bore in the transverse wall of the nose cone, the transverse wall of the
tail cone, or both.

US Pat. No. 9,073,632

AERODYNE INCLUDING MOTORIZED UNDERCARRIAGES

Airbus Operations (S.A.S....

1. An aerodyne, comprising:
an auxiliary power unit comprising a first generator of electricity suitable for producing electricity;
a first electricity distributor connected to the unit;
at least one flight propulsion engine including a second electricity generator;
at least one undercarriage motor, the motor enabling the aerodyne to taxi;
wherein the first electricity distributor is suitable for supplying members of the aerodyne other than an undercarriage motor
through a first circuit exclusively with electricity from the first generator,

wherein the second electricity distributor is supplying at least one undercarriage motor trough a second circuit exclusively
with electricity from the second generator, and

wherein the two circuits are separated.

US Pat. No. 9,688,382

METHOD OF CONSTRUCTING A FIXED-WING AIRCRAFT

AIRBUS OPERATIONS (S.A.S....

1. A method of constructing an aircraft comprising:
taking a subassembly comprising two wings and a central wing box,
connecting each wing to the central wing box with at least one splice plate,
fastening each wing and the box to the splice plate by means of shear elements,
fitting the subassembly to a wall of a fuselage, wherein the fuselage includes a recessed portion, and
after the connecting step, fastening the subassembly to the fuselage wall by means of fastener members that are distinct from
the subassembly and that present main axes that are vertical in such a manner that the fastener members pass through the splice
plate or at least one of the splice plates,

wherein the aircraft is not a scale model or a mock-up, and the subassembly is mounted within the recessed portion of the
fuselage.

US Pat. No. 9,503,192

DATA NETWORK, AIRCRAFT OR SPACECRAFT, AND METHOD

Airbus Operations GmbH, ...

1. A data network for an aircraft or spacecraft, the data network comprising:
a primary data grid comprising primary data nodes, wherein the primary data nodes are coupled in data communication with each
other;

at least one secondary data grid each comprising secondary data nodes and connecting the secondary data nodes in a data communication
chain and connecting the first secondary data node of the data communication chain directly to a first respective primary
data node and the last secondary data node of the data communication chain directly to a second respective primary data node;
and

a backup data grid, the backup data grid comprising a technology for data transmission that is different from technology of
data transmission of the primary data grid.

US Pat. No. 9,335,156

METHOD AND DEVICE FOR TESTING A COMPOSITE MATERIAL USING LASER ULTRASONICS

AIRBUS OPERATIONS (S.A.S....

7. A system for nondestructive laser ultrasonic testing of a composite part containing fibrous reinforcements in a resin that
optically scatters the laser light, comprising:
a first laser source configured to produce laser ultrasonic shots;
an OCT device comprising a second laser source and an interferometer, the interferometer comprising a scanning mirror located
in a measurement path of length LM configured to project laser radiation from the first and second laser sources onto the
part;

an optical fiber of length Lf located in a reference path and a reference mirror placed at a distance Lz from an exit of the
optical fiber such that LM=Lf+Lz; and

an information-processing device configured to cause the system to perform operations comprising:
measuring, using the second laser, a thickness of the resin of the part in an area;
adjusting a laser power setting for the first laser based on the measured thickness, including adjusting the laser power setting
to reduce a risk of the fibrous reinforcements producing flashes while performing nondestructive testing of the area of the
part;

firing, using the first laser, a laser ultrasonic shot at the area using the laser power setting; and
analyzing a result of firing the laser ultrasonic shot at the area, thereby nondestructively testing the area of the part.

US Pat. No. 9,776,703

AIRCRAFT FUSELAGE STIFFENER FORMED FROM A SHEET FOLDED OVER ONTO ITSELF

Airbus Operations (S.A.S....

1. An aircraft fuselage stiffener formed, at least in part, from a folded sheet and comprising a heel, a web, and a flange,
wherein the folded sheet comprises a main portion, in a form of an exterior surface of the stiffener, the main portion having
a heel main portion extending along a length of the heel, a web main portion extending along a length of the web, and a flange
main portion extending along a length of the flange, and at least one folded-over portion, in a form of an interior surface
of the stiffener, the folded-over portion extending over at least part of one or more of the web, the heel, and the flange,

wherein the web main portion is a same height as a height of the stiffener;
wherein the main portion comprises a first surface and a second surface,
wherein the first surface comprises the exterior surface of the stiffener, and the second surface is covered by the folded-over
portion, and

wherein the main portion is spaced apart from the folded-over portion in one or more of the web, the heel, and the flange,
thereby delimiting at least one cavity therebetween.

US Pat. No. 9,688,377

PART OF A FUSELAGE OF AN AIRCRAFT AND AIRCRAFT COMPRISING A KEEL BEAM AND AN AFT LOWER SHELL

AIRBUS OPERATIONS (S.A.S....

1. A part of a fuselage of an aircraft having a longitudinal axis, the part comprising a keel beam and a lower rear shell,
wherein the keel beam and the lower rear shell each comprise composite materials comprising fibers,
wherein a portion of the fibers extend continuously between the keel beam and the lower rear shell, and
wherein the portion of the fibers comprise upstream parts, which form at least a part of the keel beam and are oriented parallel
to the longitudinal axis, and downstream parts, which form at least a part of the lower rear shell and are oriented at an
angle other than parallel to the longitudinal axis.

US Pat. No. 9,674,169

METHOD AND SYSTEM FOR WRITING, UPDATING AND READING STATIC AND DYNAMIC IDENTIFICATION DATA FOR AN AERONAUTICAL APPLIANCE

AIRBUS OPERATIONS (S.A.S....

1. A method of writing, updating, and reading static and dynamic identification data for an aeronautical appliance comprising
a computing unit, the method comprising:
transmission by the aeronautical appliance to a collection device, of static and dynamic identification data for the aeronautical
appliance, the collection device being integrated into the aeronautical appliance and coupled, by an isolation interface of
the collection device, to the computing unit of the aeronautical appliance according to a master-slave communication model
in which the computing unit is master of the communication with the collection device, wherein the isolation interface is
configured to isolate a connection between the aeronautical appliance and the collection device from an exterior intrusion;

storage of the static and dynamic identification data in a memory of the collection device;
remote reading by a reading device of at least part of the static and dynamic identification data stored in the memory of
the collection device; and

managing, by a supervision circuit of the collection device, a conflict between simultaneous attempts to access the memory
of the collection device, the simultaneous attempts including a first remote access attempt by the reading device and a second
access attempt by the computing unit of the aeronautical appliance using the master-slave communication model and the isolation
interface, wherein managing the conflict comprises resolving the conflict by automatically giving priority to the computing
unit of the aeronautical appliance, and wherein managing the conflict comprises, in response to automatically giving priority
to the computing unit of the aeronautical appliance, deactivating an energy harvesting circuit of the collection device while
the computing unit of the aeronautical application is accessing the memory of the collection device.

US Pat. No. 9,596,142

WIRELESS PARTITIONED ON-BOARD TELECOMMUNICATION NETWORK

AIRBUS OPERATIONS (S.A.S....

1. An on-board network on board an aircraft, the network comprising nodes linked by wired links and being partitioned into
a plurality of sub-networks, two sub-networks being adjacent if at least one of the wired links them, the wired links between
two adjacent sub-networks being each equipped with a security element to segregate the two adjacent sub-networks, wherein
at least a first and a second adjacent sub-network are each equipped with at least one wireless access point, and wherein
the first and second adjacent sub-networks belong to different communication domains, the access points respectively equipping
the first and second adjacent sub-networks using different communication standards or separate sets of communication resources;
wherein the access points equipping any two adjacent sub-networks use a common communication standard and separate sets of
transmission resources; and

wherein the on-board network re-uses the separate sets of transmission resources every M sub-networks.

US Pat. No. 9,583,008

MANAGING DATA EXCHANGE BETWEEN AN AVIONIC CORE AND AN OPEN WORLD DEVICE

Airbus Operations (S.A.S....

1. A management system for an aircraft comprising:
an avionics core including a computer system configured to provide generic aircraft management functions and to support functional
services associated with the generic aircraft management functions;

an open world device, separate from the avionics core, configured to provide a remote function, wherein the remote function
supports data exchange between the avionics core and an open world application being executed by the open world device, and
the remote function is configured to ensure homogeneity and consistency of data being exchanged between the avionics core
and the open world application; and

an exchange interface configured to enable or disable data transmission between the avionics core and the open world device
depending on data to be transmitted between the avionics core and the open world device, wherein the exchange interface interacts
with the remote function during the supported data exchange, and by enabling and disabling the data transmission, the exchange
interface provides security with respect to the data transmission to the avionics core.

US Pat. No. 9,558,671

METHOD AND A DEVICE FOR AIDING THE GUIDANCE OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A method for aiding guidance of an aircraft to be guided and having to comply with at least one time constraint requiring
a given passing time at a particular waypoint of a flight plan of the aircraft, comprising, in an automatic manner:
determining, by a flight computer system, a reference speed which, if maintained by the aircraft along the flight plan, would
cause the aircraft to be guided to comply with the time constraint;

simulating, by the flight computer system, a reference aircraft, including simulating a flight of the reference aircraft along
the flight plan at the reference speed, beginning to fly at the same instant and the same position as the aircraft to be guided
and continuing to fly along the same flight plan as the aircraft to be guided;

determining, by the flight computer system, a current offset in distance along the flight plan of the aircraft to be guided,
in a course of its flight, with respect to a current simulated position of the reference aircraft that is simulated as continuing
to fly along the same flight plan as the aircraft to be guided, in a repetitive manner and at a plurality of times in the
course of flight of the aircraft to the particular waypoint of the flight plan of the aircraft and prior to arriving at the
particular waypoint of the flight plan, on the aircraft to be guided; and

indicating to a crew member of the aircraft at least the current offset in distance, by presenting the current offset on a
viewing screen of the aircraft to be guided.

US Pat. No. 9,517,529

SYSTEM FOR FRICTION STIR WELDING INCLUDING A MOBILE COUNTER-BEARING

Airbus Operations (S.A.S....

1. A friction stir welding system for welding at least two parts to be assembled, the friction stir welding system comprising:
a welding unit which includes a welding device which includes at least one welding head provided with a rotating pin;
a counter-bearing unit which offers a support surface designed to support the parts to be assembled against a pressure exerted
by each of the at least one welding head;

wherein:
the at least one welding head is moved relative to the support surface of the counter-bearing unit, in a first direction parallel
to an axis of rotation of the rotating pin of each of the at least one welding head;

each of the at least one welding head is moved in a second direction which is orthogonal to the axis of rotation of the rotating
pin of the at least one welding head;

the counter-bearing unit is configured for moving the support surface along the second direction;
wherein the counter-bearing unit includes two clamp rollers set apart from each other and which have a common axis of revolution
which is substantially orthogonal to the first direction and orthogonal to the second direction, where each of the clamp rollers
has a main circumferential track which forms at least one part of the support surface; and

wherein the counter-bearing unit is configured for moving the clamp rollers towards each other so that two respective side-walls
of each of the clamp rollers are configured to contact and sandwich a portion of a first part of the at least two parts between
the two respective side-walls, and the side-wall of each clamp roller is connected to the corresponding main circumferential
track by a curved circumferential part.

US Pat. No. 9,515,722

DISTRIBUTED MANAGEMENT OF AIRCRAFT-GROUND COMMUNICATIONS IN AN AIRCRAFT

Airbus Operations (S.A.S....

1. A method of configuring communications management on board an aircraft comprising:
detecting a communication management configuration event;
exchanging, by one or more computer equipment items each comprising a processing unit, information relative to at least one
election criterion for electing a master equipment item in a network of computer equipment items in charge of aircraft-ground
communications of the aircraft;

determining, by the one or more computer equipment items each comprising a processing unit, a master equipment item according
to said exchanged information; and

configuring, by the one or more computer equipment items each comprising a processing unit, communication management according
to said determined master equipment item by configuring each of the one or more computer equipment items to route one or more
aircraft-ground communication messages to the master equipment item and configuring the master equipment item to manage aircraft-ground
communications, including the one or more aircraft-ground communication messages, for each of the one or more computer equipment
items.

US Pat. No. 9,457,892

MANAGEMENT INTERFACES FOR AIRCRAFT SYSTEMS

AIRBUS OPERATIONS (S.A.S....

1. A method for managing a plurality of systems of an aircraft through a dedicated interface, the method comprising:
at least one global visualization interface implemented using at least one hardware processor:
displaying at least one or more graphic object representing at least one or more aircraft system, wherein the at least one
or more graphic object is displayed on the at least one global visualization interface in reference to a physical location
of the at least one or more aircraft system on the aircraft;

displaying, separately from the at least one or more graphic object representing at least one or more aircraft system, at
least one or more insert associated with the at least one aircraft system, wherein the at least one or more insert provides
system status information about the at least one aircraft system on the insert, and wherein the system status information
comprises contextual and/or supplemental information for providing additional systems information during different phases
of a flight;

displaying at least one or more energy flow icon representing a direction of circulation of an energy flow;
accessing a system management interface of the at least one or more aircraft system by performing a user interaction with
the at least one or more graphic object; and

initializing a safeguard mechanism configured to prevent the at least one or more aircraft system from executing an inappropriate
operating procedure;

wherein initializing the safeguard mechanism comprises requesting, by the at least one or more aircraft system, a confirmation
to take action to prevent the at least one or more aircraft system from executing the inappropriate operating procedure, and
displaying the confirmation to take action over the at least one or more graphic object on the at least one global visualization
interface.

US Pat. No. 9,452,839

ASSEMBLY FOR AIRCRAFT COCKPIT, AIRCRAFT COCKPIT EQUIPPED WITH SUCH ASSEMBLY AND AIRCRAFT

Airbus Operations (S.A.S....

1. An assembly for an aircraft cockpit, the assembly comprising:
a seat for a crew member, the seat comprising a backrest with lateral borders, the backrest defining a front zone of the backrest
which is laterally delimited by the lateral borders of the backrest; and

a display and control device designed for interactions between the crew member and at least some controls of the aircraft,
the display and control device comprising a functional face comprising a display and control system, and a support face which
is disposed on an opposite side with respect to the functional face, the support face being configured to act as support;

wherein the display and control device is mounted on the seat displaceable between a first position in which the display and
control device is in the front zone of the backrest and a second position in which the display and control device is to a
side of the seat and leaves free the front zone of the backrest;

wherein in both the first position and the second position the functional face facing the crew member when the crew member
is seated in the seat such that the crew member controls and interacts with the at least some controls of the aircraft by
using the display and control device without moving the display and control device; and

wherein the display and control device is mounted on the seat by a mounting system comprising:
at least one pivoting arm to move the display and control device between the first and the second position, and
a ball joint by which the display and control device is connected to the pivoting arm, the ball joint being adapted to authorise
a change in orientation of the display and control device when the display and control device is in the first and the second
position such that in at least the first position the display and control device could be positioned to present the support
face turned substantially horizontally upwards to act as support.

US Pat. No. 9,983,174

METHOD AND SYSTEM TO VERIFY THE CALIBRATION OF A SYSTEM FOR NON-DESTRUCTIVE TESTING

Airbus Operations (S.A.S....

1. A method of verification of the calibration of a system for non-destructive testing of at least one piece, said system for non-destructive testing comprises at least one ultrasound probe, and the method includes successive steps E1 to E3 which comprise:E1—carrying out measurements, by means of the non-destructive testing system, on at least one standard reflector including at least one reference defect, recording the measurements, and creating and analyzing an ultrasound mapping of an entry surface of the standard reflector;
E2—determining a virtual probe based on physical data of the at least one ultrasound probe, and associating the virtual probe with a bandwidth representative of measurements carried out at the step E1; and
E3—modeling a virtual gauge block and creating a virtual mapping in amplitude and in time of flight of a bottom surface of the virtual gauge block using characteristics of the at least one piece, the virtual probe and measurements carried out in the step E1 as input data, and
analyzing said virtual mapping to deduce dimensional characteristics of the virtual mapping and comparing the dimensional characteristics of the virtual mapping to known dimensional characteristics of standard reflector to determine calibration of said non-destructive testing system.

US Pat. No. 9,835,050

AIRCRAFT PROPULSION ASSEMBLY COMPRISING AN AIR FLOW VALVE WITH A VARIABLE FLOW RATE

AIRBUS OPERATIONS (S.A.S....

1. A propulsion assembly comprising a turbomachine and a pylon, the turbomachine comprising an engine attached to the pylon,
an annular interstream shroud surrounding the engine and an annular nacelle arranged coaxially around and radially towards
the exterior in relation to the interstream shroud in such a way as to delimit, together with the latter, a stream of air,
the turbomachine comprising a heat exchanger and a system for the supply of cold air, the system comprising an air inlet placed
in the stream of air, an air duct connecting the air inlet fluidly to the exchanger, and an air flow valve with a variable
flow rate placed inside the air duct, wherein the air flow valve comprises a hub, on which there are mounted at least three
blades projecting radially from the hub in order to form a helix, each blade having a root mounted rotatably on the hub, the
air flow valve in addition comprising an electric motor configured to drive the hub by a motor shaft, and structure for varying
the pitch angle of the blades, the extremity of each blade being flush with a wall of the air duct, the air flow valve being
controllable to adopt one of the following configurations:
a closed configuration, in which the pitch angle of the blades is 0° and in which the valve prevents the passage of the air
through the duct;

an open configuration, in which the pitch angle of the blades is 90° and in which the valve completely opens the access to
the air duct;

a charge configuration, in which the pitch angle of the blades lies in the range between 0° and 90°.

US Pat. No. 9,745,043

AIRCRAFT FUSELAGE FRAME ELEMENT INTEGRATING TABS FOR THE FASTENING OF STIFFENERS

Airbus Operations (S.A.S....

1. An aircraft fuselage frame element comprising:
a heel;
a footing;
at least one core, which comprises one or more through-openings for passing of a fuselage stiffener through at least a portion
of the at least one core; and

a tab associated with at least one of the one or more through-openings for fastening the aircraft fuselage frame element onto
the fuselage stiffener,

wherein the tab:
is a single piece with the at least one core comprising the one or more through-openings,
is connected to the at least one core at the one or more through-opening by a fold that defines the through-opening,
extends from the at least one core at the one or more through-opening formed therein at a position above a bottom edge of
the at least one core from which the tab is formed as the single piece,

comprises a folded partially cut-out portion of the at least one core having the one or more through-opening formed therein
within the aircraft fuselage frame element, and

is formed from less than a full height of the at least one core, so that the tab is not substantially coplanar with the heel,
wherein the aircraft fuselage frame element is configured to reinforce a fuselage skin of an aircraft fuselage, and
wherein, in an area of the fuselage stiffener, the aircraft fuselage frame element is not, when assembled with the fuselage
stiffener in an aircraft fuselage, directly joined to the fuselage skin.

US Pat. No. 9,701,392

JOINT

Airbus Operations Limited...

1. A joint comprising:
first and second rib components,
the first rib component having an abutment surface and a plurality of lugs disposed adjacent to the abutment surface; and
the second rib component having an abutment surface and a plurality of lugs disposed adjacent to the abutment surface,
wherein the abutment surfaces of the respective first and second rib components are abutting and joined with a tension fitting
wherein at least a member of the tension fitting is under tension, and

wherein the lugs are pinned to form a pinned lug joint by aligning respective holes in the plurality of lugs such that the
lugs of the first and second rib components are interleaved and have one or more pins passing through the aligned lug holes.

US Pat. No. 9,637,220

SUPPORTING SET FOR A WING FLAP SYSTEM OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A support assembly for a wing flap system of an aircraft, the support assembly comprising:
a structural component of the aircraft,
a flap system support component having a center plane which is inclined or substantially vertically oriented, and
a fixing system configured to fix the support component to the structural component,
wherein the support component comprises a substantially planar contour, and
wherein the fixing system comprises:
a first connection rod connected directly via a first end to the support component, the first connection rod being configured
to generate a primary force path transverse to the center plane of the support component;

a second connection rod connected directly via a first end to the support component, the second connection rod being configured
to generate a secondary force path transverse to the center plane of the support component; and

a beam associated with the structural component, a second end of the first connection rod and a second end of the second connection
rod being connected to the beam, and

wherein the beam is arranged so that directions of the first and second connection rods are oriented in substantially a same
plane, this plane being substantially orthogonal to the center plane of the support component.

US Pat. No. 9,500,544

PROCESS FOR CHECKING THAT FULL THREADS ARE ENGAGED IN TIGHTENING AND ASSEMBLY

Airbus Operations (S.A.S....

1. A process for checking that complete threads are engaged when tightening an assembly comprising at least a first part and
a second part and a threaded fastener, comprising a first component and a second component, the process comprising at least
the following stages:
a stage of measuring at least one torque from a coupling torque and a reaction torque in the threaded fastener while keeping
one of the components of the threaded fastener fixed;

a stage of measuring another parameter, other than torque, preferably a time, an axial displacement or again an angle of rotation
between the first and second parts;

a stage of determining a function representing a change in torque in relation to the other parameter for torque values between
0 and the final torque value;

a stage of analyzing the function comprising:
a stage of identifying the portions of the function, the portions together making up the function, and their corresponding
gradient values,

a stage of comparing the gradient value for each portion of the function with each of the previously determined gradient values
of a first theoretical and/or experimental reference function which is characteristic of correct defect-free assembly and
with each of the predetermined gradient values of a second theoretical and/or experimental reference function which is characteristic
of incorrect assembly with tightening on incorrectly formed threads; and

checking stage comprising:
checking that the value of the gradient of a portion of the function is zero, this portion of the function forming a non-zero
plateau in relation to values of the other parameter;

checking that the value of the gradient of a last portion of the function defined after the portion forming the plateau for
torques which are equal to at least the torque of the portion forming the plateau is equal to a gradient value characteristic
of correct assembly;

checking that none of the values for the gradients of the portions of function defined after a portion forming the plateau
(2) is equal to a gradient value of the second reference function corresponding to tightening on incorrectly formed threads;
and
if at least one of the checks in the checking stage is not satisfactory the process comprises a stage informing that tightening
has not been carried out correctly.

US Pat. No. 10,046,845

FLEXIBLE CONNECTION BETWEEN THE FLOOR STRUCTURE AND THE HULL STRUCTURE OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A part of an aircraft structure comprising:a portion of a floor structure and a portion of a hull structure;
a connecting element comprising a flexible cable having a first end fixed to the portion of a floor structure and a second end fixed to the portion of a hull structure; and
a pre-tensioning device configured to continuously tension the flexible cable, wherein the pre-tensioning device comprises:
a first stop element protruding on the flexible cable at one of the ends of the flexible cable;
a second stop element, which is mounted fixedly relative to the portion of a floor structure or the portion of a hull structure, and which is provided with an opening through which the flexible cable extends; and
a pre-tensioning force element disposed between the first stop element and the second stop element,
wherein the portion of a floor structure is connected to the portion of a hull structure by the connecting element, and
wherein the flexible cable extends in a plane substantially horizontal to a direction of flight.

US Pat. No. 10,041,808

METHOD OF SENSOR DATA FUSION

Airbus Operations (S.A.S....

1. A method for merging measurements of a flight parameter of an aircraft, from measurements of the flight parameter supplied respectively by a plurality of sensors, the method comprising:searching, by a data merging module implemented on at least one processor, for a possible anomaly on one out of the plurality of sensors, wherein searching comprises:
for each sensor, computing a detection deviation, proportional to the absolute value of a difference between a measurement supplied by the sensor and an estimation of the flight parameter computed from the measurements supplied by the other sensors that excludes the measurement supplied by the sensor;
for each sensor, comparing the respective detection deviation for the sensor to a corresponding predetermined threshold;
based on the result of the comparisons, determining the presence or the absence of an anomaly on one of the sensors with a determined total probability of false alarm; and
merging, by the data merging module, measurements supplied by the sensors to provide a final estimation of the flight parameter; and
transmitting, by the data merging module, the final estimation of the flight parameter to an avionic system of the aircraft.

US Pat. No. 9,994,303

CONTROL SYSTEM AND METHOD FOR AN AIRCRAFT

AIRBUS OPERATIONS (S.A.S....

1. A control system for an aircraft configured to operate according to a first mode of operation corresponding to an automatic piloting of the aircraft and a second mode of operation corresponding to a manual piloting of the aircraft, the control system comprising a selection member that is configured to be actuated by a pilot of the aircraft,wherein the control system is configured to operate according to the first mode of operation when the selection member is not actuated continuously;
wherein the control system is configured to operate according to the second mode of operation when the selection member is actuated continuously;
wherein the control system is configured to control attitude or roll angles of the aircraft or control both attitude and roll angles of the aircraft; and
wherein the control system is further configured such that, upon switching from the first mode of operation to the second mode of operation because of an actuation of the selection member, the control system continues to control attitude or roll angles of the aircraft, or control both attitude and roll angles of the aircraft, that are unchanged until the control system receives a control signal originating from a control member of the aircraft and corresponding to a modification of a value of at least one of the attitude or roll angles.

US Pat. No. 9,904,658

METHOD AND DEVICE FOR AUTOMATICALLY MONITORING A SELF-CONTAINED APPROACH OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A method for automatically monitoring a self-contained approach of an aircraft, the method comprising
entering a decision height, and
a monitoring step, the monitoring step being implemented in an automatic manner and including:
a first computation step including determining alert limit based on a calculation of a first limit depending on the decision
height and a calculation of a second limit depending on a current height of the aircraft, wherein the calculations of the
first limit and the second limit use the same mathematical expression which differ in the use of the decision height and the
current height;

a second computation step including calculating, in real time, at least one protection limit depending on performance of the
aircraft;

a comparison step including comparing, in real time, the protection limit with the alert limit;
an alert step including emitting an alert signal if the protection limit is greater than the alert limit; and
a step for generating data including automatically determining, in real time, the current height of the aircraft, and
selecting, as the alert limit, a maximum value of the first limit and the second limit.

US Pat. No. 9,868,545

PRIMARY STRUCTURE FOR AN ATTACHMENT PYLON WITH FIREWALL AND THERMAL LAYERS

Airbus Operations (S.A.S....

1. A structural element for an aircraft comprising at least one portion of an attachment pylon primary structure,
wherein the attachment pylon primary structure portion is at least partially covered by a protective assembly comprising a
layer forming a firewall and a thermally insulating layer,

wherein the thermally insulating layer is located between the layer forming the firewall and the attachment pylon primary
structure portion,

wherein the protective assembly is connected to the attachment pylon primary structure portion via fasteners axially arranged
in pairs, wherein one of each pair of the fasteners extends through the protective assembly and the other of each pair of
the fasteners extends through the pylon primary structure.

US Pat. No. 9,745,067

METHOD OF INTEGRATING AN AVIONICS BAY AND FLOOR STRUCTURE FOR IMPLEMENTATION

Airbus Operations (S.A.S....

1. A method of integrating an avionics bay in an aircraft floor structure, the method comprising:
liberating a space in the aircraft floor structure;
integrating the avionics bay in a horizontal position in the space;
making a direct access to the avionics bay from an upper surface at a floor level by a protective cover configured to function
as a floor; and

performing a forced ventilation of the avionics bay by blowing fresh air vertically from a lower wall of the avionics bay,
wherein the protective cover channels the air from the forced ventilation through walls of the avionics bay;

wherein the avionics bay comprises side openings formed in a frame and associated with vertical walls, the side openings configured
for channeling the air through the vertical walls in order to carry out the forced ventilation vertically.

US Pat. No. 9,767,413

METHOD AND COMPUTER PROGRAM FOR THE MAINTENANCE AID OF AIRCRAFT EQUIPMENT

Airbus Operations (S.A.S....

1. A decision aid method for maintenance operation of aircraft equipment, the aircraft comprising a maintenance system arranged
to make a record of one or more equipment failure messages and equipment failure warning messages emitted during a flight,
the method comprising:
extracting, by at least one processor, at least one combination of failure messages corresponding to failure messages recorded
by the maintenance system during a flight and a set of previous flights; and

determining, by the at least one processor, as a function of the at least one extracted combination, a probability of occurrence
of at least one warning message, wherein:

warning messages are represented as nodes of a directed graph stored in computer memory comprising a set of arcs each provided
with a transition probability from one warning message to another, each warning message of the directed graph corresponding
to a given sequence of failure messages;

the at least one extracted combination corresponds to the sequence formed by the failure messages recorded during the flight
and the set of previous flights;

the extracted sequence is represented as a mix of warning messages; and
the determining a probability of occurrence comprises calculating, by the at least one processor, a probability of occurrence
of each of the warning messages of the graph made by a random walk on the graph initialized by the representation of the extracted
sequence.

US Pat. No. 9,731,823

CENTER PEDESTAL FOR AIRCRAFT COCKPIT AND AIRCRAFT COMPRISING SUCH A PEDESTAL

Airbus Operations (S.A.S....

1. A center pedestal for the attachment of a plurality of control and instrumentation equipment for an aircraft cockpit, wherein
the center pedestal comprises:
an equipment module in which the plurality of control and instrumentation equipment is grouped and integrated into a single
housing, the equipment module comprising at least one first electrical connector centralized on a front face of the equipment
module and connected to the plurality of control and instrumentation equipment; and

a single-piece support frame comprising an upper face provided with a recess, the single-piece support frame comprising at
least one second electrical connector located at a bottom of the recess and configured to be connected to computers onboard
an aircraft in which the equipment module is installed;

wherein the at least one first electrical connector of the equipment module is inserted into the at least one second electrical
connector so as to connect the controls of the equipment module and the computers onboard the aircraft; and

wherein the upper face of the single-piece support frame is articulated for providing a volume of space under the center pedestal.

US Pat. No. 9,688,417

METHOD AND DEVICE FOR AUTOMATICALLY DETERMINING A SPEED PROFILE WITH SPEED LEVELS FOR AN AIRCRAFT

Airbus Operations (S.A.S....

1. A method for constructing at least one speed profile (P1) for a descent or an approach of an aircraft looking to land, the speed profile (P1) including a series of constant speed levels (T1, T3, T5) and deceleration segments (T2, T4) along a flight path of the aircraft and being determined for a part of the flight path of the aircraft upstream from a calculation
starting point corresponding to the aircraft travelling downstream along the flight path at a downstream speed limit (V2) at a given altitude level (A2) above ground, the method comprising:
a) receiving at least one speed constraint (V1) for a given waypoint (B1) along the aircraft flight path, the at least one speed constraint (V1) requiring the aircraft to fly at the waypoint (B1) at least at a speed corresponding to the speed constraint (V1);

b) determining at least one portion of the speed profile (P1) upstream of the waypoint (B1), by defining, a first acceleration upstream along the aircraft flight path from the downstream speed limit (V2) imposed at the given altitude level (A2) above ground up to an optimum speed (Vopt) for optimizing a cost index for operation of the aircraft, the first acceleration
upstream corresponding to a second deceleration (T4) flown by the aircraft from the optimum speed (Vopt) down to the downstream speed limit (V2),

c) maintaining the optimum speed (Vopt) upstream along the aircraft flight path up to a defined second acceleration upstream
along the aircraft flight path from the optimum speed (Vopt) directly up to the speed constraint (V1) at said waypoint (B1), the second acceleration upstream corresponding to a first deceleration (T2) flown by the aircraft,

whereby the speed profile (P1) is such that, from upstream to downstream along the aircraft flight path, an aircraft speed (V) is maintained at the speed
constraint (V1) up to the waypoint (B1), then the first aircraft speed deceleration (T2) is performed from the waypoint (B1) up to the optimum speed (Vopt), the optimum speed (Vopt) being maintained up to the second deceleration (T4), which ends directly at the downstream speed limit (V2) reached at the given altitude level (A2) above ground, the optimum speed (Vopt) being less than the at least one speed constraint (V1), but greater than the downstream speed limit (V2);

d) transmitting the speed profile (P1) to at least one user device comprising an automatic pilot system, and

e) having the user device automatic pilot system guide or help guide the descent or approach of the aircraft using the speed
profile (P1) as part of a vertical profile.

US Pat. No. 9,610,738

INSTALLATION FOR MAKING A FUSELAGE PORTION OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A method of making an aerodyne, the method comprising:
providing at least one magazine carrying individual frames; and
causing at least one mandrel to pass through each of the individual frames carried by the at least one magazine, the at least
one magazine having an opening that receives the individual frames, and the individual frames being transferred from the at
least one magazine onto the at least one mandrel as the at least one mandrel passes through the individual frames,

wherein a fuselage of the aerodyne comprises the individual frames, and
wherein transfer is performed such that the individual frames present a mutual spacing on the at least one mandrel that is
greater than a mutual spacing in the at least one magazine.

US Pat. No. 9,557,211

ACOUSTIC MEASUREMENT DEVICE IN AN AIR FLOW

AIRBUS OPERATIONS (S.A.S....

1. An acoustic measurement device for use in an air flow and for being subjected to a noise source, the device comprising:
a base having a surface in contact with the air flow;
a first microphone which is mounted flush with the surface;
second and third microphones mounted on either side of the first microphone, each at a bottom of a cavity which opens onto
the surface, wherein each of the second and third microphones is covered with a noise-reducing element, the second and the
third microphones being assembled at a distance from the first microphone that is greater than a correlation length of a turbulent
phenomenon in a frequency band studied, and

a computer configured for computing a power spectrum of the noise source from signals detected by the three microphones.

US Pat. No. 9,527,599

AIRCRAFT ENGINE FASTENER

AIRBUS OPERATIONS (S.A.S....

1. An aircraft engine fastener, intended to fix an engine to a nacelle stub for suspension of this engine, the engine fastener
comprising an elongate fastener body formed of two joined fittings, the fastener body being provided at a first end with a
fixing assembly, the engine fastener comprising two connecting rods connected by a crossbar to the fastener body at a second
end thereof opposite the first end, the fixing assembly comprising a connection element provided with a shaft and configured
to hold two tubular pins arranged one in each of the two fitting parts of the two fittings, the two fitting parts being joined
at a junction zone, and the two tubular pins surrounding the shaft by being arranged one at each of the two axial ends of
the shaft,
the fixing assembly comprising a tubular shear pin surrounding the shaft of the connection element with a clearance, the shear
pin being arranged between the two pins and being in contact with the two fitting parts on either side of the junction zone,
the shaft of the connection element also being mounted with clearances relative to the two pins and to the two fitting parts.

US Pat. No. 10,105,938

SELF-STIFFENED COMPOSITE PANEL AND METHOD OF PRODUCING SAME

Airbus Operations (S.A.S....

1. A method for producing a self-stiffened composite panel having an outer skin and stiffeners, each stiffener having a portion for connecting the stiffener to the outer skin, and at least one portion that projects from the connecting portion, the method comprising:draping layers of fibers, that are intended to form the stiffeners, over at least one insert having a complementary shape to a final shape of the stiffeners, such that each layer of fibers that is intended to form a stiffener has a connecting portion and a free lower end portion that projects vertically downwardly from the connecting portion;
draping a layer of fibers that is intended to form the outer skin over the connecting portion of the layers of fibers that are intended to form the stiffeners; and
simultaneously bonding all the layers of fibers together by a matrix using the at least one insert as a mold element;
wherein, during draping, the layers of fibers are not impregnated with matrix and bonding together comprises a phase of injecting the matrix and then a phase of hardening the matrix, and wherein injecting the matrix comprises injecting the matrix from a bottom upwards from the free lower end portion.

US Pat. No. 9,915,285

UNIVERSAL JOINT WITH SIMPLIFIED STRUCTURE

AIRBUS OPERATIONS (S.A.S....

1. A universal joint comprising:
a first band;
a second band, the first and second bands being cylindrical bands coaxial with one another with respect to a common axis,
the first band and the second band being separated by a slot; and

a first and a second torsion bar, which extend inside the bands in a single plane perpendicular to the common axis, and which
are joined to one another and intersect at right angles at the common axis, each torsion bar having a first end and a second
end, in which, for the first torsion bar, the first and second ends are joined to the first band at an inner cylindrical surface
thereof, and in which, for the second torsion bar, the first and second ends are joined to the second band at an inner cylindrical
surface thereof.

US Pat. No. 9,884,679

AIRCRAFT STEERING SYSTEM CONTROLLER

Airbus Operations Limited...

1. An aircraft steering system comprising:
a steerable nose-landing gear, and
controller configured:
to receive a steering input representative of a desired direction of travel of the steerable nose landing gear, and
to receive one or more force-based inputs representative of lateral forces acting upon the nose landing gear,
wherein the lateral forces are forces with a component in a lateral direction perpendicular to a longitudinal axis and a vertical
axis of the aircraft, and

wherein the controller is adapted to automatically adjust the steering input based upon the one or more force-based inputs
and output an adjusted steering command for a steering actuator of the nose landing gear.

US Pat. No. 9,789,948

TOOL FOR SIMULTANEOUSLY HOLDING SEVERAL ATTACHMENT CLIPS IN CONTACT WITH AN AIRCRAFT FUSELAGE FRAME ELEMENT

Airbus Operations (S.A.S....

1. A system comprising:
a plurality of attachment clips in a number greater or equal to three, the system being designed to fix an attachment element
of an aircraft fuselage frame onto a fuselage skin and/or to one or more fuselage stiffeners fitted onto the fuselage skin;
and

junction elements configured as reusable tooling elements arranged alternately with the plurality of attachment clips such
that the tooling elements and the plurality of attachment clips connect to each other,

wherein the junction elements are arranged such that the attachment clips are not in contact with each other.

US Pat. No. 9,776,734

LANDING AID METHOD AND DEVICE FOR AN AIRCRAFT

AIRBUS OPERATIONS (S.A.S....

1. A landing aid method for an aircraft, comprising, in an automatic and repetitive manner, during a final approach of the
aircraft with a view to landing on a landing runway:
a) receiving current values of a plurality of parameters, including a ground speed of the aircraft and a height of the aircraft
in relation to ground;

b) calculating a slope angle of a flight path of the aircraft, using at least the current values of the ground speed of the
aircraft and the height of the aircraft and at least a target vertical speed, the target vertical speed representing a vertical
speed required on contact with the landing runway, wherein the flight path comprises a descent phase followed by a flare phase
so that, if the aircraft follows the flight path, the aircraft will be descending at the target vertical speed on contact
with the landing runway; and

c) displaying, on at least one screen of the flight deck of the aircraft, and while the aircraft is in the descent phase of
the flight path, a first symbol at a fixed location on the at least one screen and a second symbol as moving across the at
least one screen in a direction towards the first symbol at a rate based on a variation rate of the slope angle of the flight
path so that the second symbol reaches the fixed location of the first symbol in the direction across the at least one screen
at a time for the aircraft to transition from the descent phase of the flight plan to the flare phase of the flight plan;
and

d) displaying, on the at least one screen of the flight deck of the aircraft, and while the aircraft is in the flare phase
of the flight path, the first symbol illustrating a current slope angle of a current path of the aircraft by positioning the
first symbol at a first distance in the direction across the at least one screen and the second symbol illustrating the slope
angle of the flight path, calculated in step b), by positioning the second symbol at a second distance in the direction across
the at least one screen.

US Pat. No. 9,672,661

DAMAGE DETECTION AND REPAIR SYSTEM AND METHOD USING ENHANCED GEOLOCATION

AIRBUS OPERATIONS (S.A.S....

1. A damage detection and repair system to detecting damage of an object and preparing for repairing the damage, comprising:
an image-capturing device having at least one camera lens, a first positional sensor, and an orientation sensor;
at least three second positional sensors provided for the object to detect a corresponding three-dimensional (3D) position
of the object relative to the image-capturing device;

and a processor configured to:
determine a positional information of the damage of the object based on signals received from the first positional sensor,
the orientation sensor, and the second positional sensors; and

generate a 3D digital mockup (DMU) model for illustrating the damage of the object and associated parts needed for repairing
the damage,

wherein the object is an aircraft, and the at least three second positional sensors include a nose sensor disposed on a nose
of the aircraft and two wing sensors, each wing sensor disposed on a wing tip of the aircraft.

US Pat. No. 9,630,722

SUPPORT FOR ROUTING CONDUITS IN AN AIRCRAFT WING

Airbus Operations (S.A.S....

1. A routing support for a line fastened in an opening in a structural component of an aircraft, the line comprised of two
conduits connected end-to-end along a longitudinal axis, the routing support comprising:
an outer body cooperating with a fastener configured to fasten the outer body in the aircraft structural component opening;
a housing structure comprised of two accommodating parts for accommodating respective ends of the two conduits placed end-to-end;
and

a flexible interface resiliently connecting the housing structure to the outer body, wherein the flexible interface is integral
and a single piece with the outer body and the housing structure, the flexible interface being attached to the two accommodating
parts so as to physically distance them from the outer body and being comprised of a material having a bending capability
so as to permit by bending limited translation and limited rotation of each of the two accommodating parts, and thus each
of the two respective conduits with respect to the outer body,

wherein the outer body and the housing structure are created by simultaneous or sequential bi-material injection with the
flexible interface, and

wherein the flexible interface is a different material from the material of the outer body and the housing structure.

US Pat. No. 9,604,716

AIRCRAFT HINGE ARRANGED BETWEEN A MOVABLE PANEL AND A LOAD-BEARING STRUCTURE

Airbus Operations (S.A.S....

1. An assembly comprising:
a panel of an aircraft;
a load-bearing structure of the aircraft;
a hinge positioned between the panel and the load-bearing structure, wherein:
the hinge comprises at least two plates which are comprised of a flexible, elastic material, each of the plates comprising
a first end fixed to the panel, a second opposite end which is fixed to the load-bearing structure, and a free intermediate
part between the panel and the load-bearing structure, the intermediate part of each of the at least two plates intersecting
at an intersection point, and

the first and second ends of each plate are directly connected to top portions of the panel and load-bearing structure, respectively;
and

an actuator arranged under the hinge and pivoted to the load-bearing structure at a first pivot point and to the panel at
a second pivot point, wherein:

a position of the first pivot point is fixed with respect to the load-bearing structure, and
the second pivot point is aligned with the intersection point in a plane also comprising an axis of rotation about which the
panel rotates, the plane being perpendicular to a longitudinal axis of the actuator passing through a first and second end
of the actuator.

US Pat. No. 9,604,727

AERODYNAMIC FAIRING

Airbus Operations (S.A.S....

1. An aerodynamic fairing for a pylon of a turbojet engine, the fairing comprising:
a plurality of consecutive deck portions oriented along a longitudinal axis of the pylon, the consecutive deck portions including
an upstream deck portion and a downstream deck portion partly overlapped by the upstream deck portion;

a plurality of consecutive frames oriented transversely to the longitudinal axis, each frame having a corresponding lower
edge, and

the upstream deck portion being directly fixed at its front end to a corresponding lower edge of a first frame of the plurality
of consecutive frames and at its rear end indirectly to a second frame of the plurality of consecutive frames, directly following
the first frame, by a first rear flange, which allows the upstream deck portion to be suspended from the lower edge of the
second frame, and

the downstream deck portion being directly fixed at its front end to a corresponding lower edge of the second frame so that
the downstream deck portion is partly overlapped by the upstream deck portion,

wherein the rear flange is constructed so as to cause the upstream deck portion partly overlapping the downstream deck portion
to either be in contact with or at a distance from the downstream deck portion.

US Pat. No. 9,592,559

MANUAL DRILLING APPARATUS EQUIPPED WITH A DEVICE FOR CONTROL OF ADVANCE

Airbus Operations (S.A.S....

1. A manual drilling apparatus comprising a chuck which supports a tool with an axis of rotation and a device for control
of advance of the tool, which comprises:
a fixed part and a mobile part, the mobile part having an end in contact with a part to be drilled during drilling, and the
mobile part having movement of translation relative to the fixed part during the drilling; and

a system for control of the movement of translation of the mobile part relative to the fixed part,
the fixed part and the mobile part comprising respectively at least one fixed tube and at least one mobile tube which slide
relative to one another, the fixed and mobile tubes being coaxial to the axis of rotation of the tool, and the system for
control of the movement of translation of the mobile part relative to the fixed part comprising:

a rotary element;
a converter of the movement of translation of the mobile part relative to the fixed part into movement of rotation of the
rotary element; and

a control for controlling movement of rotation of the rotary element.

US Pat. No. 9,527,606

TOOL TO HOLD SEVERAL MOUNTING CLAMPS SIMULTANEOUSLY AGAINST AN AIRCRAFT FUSELAGE FRAME ELEMENT

Airbus Operations (S.A.S....

1. A tool for positioning mounting clamps used for attaching an aircraft fuselage frame element onto a fuselage skin and/or
onto one or more fuselage stiffeners fitted to the fuselage skin, the tool comprising:
a ramp; and
one or more position-holding systems configured to hold the mounting clamps in position, wherein the one or more position-holding
systems are distributed along the ramp, and wherein each of the one or more position-holding systems comprises a mobile device
for applying pressure to a respective mounting clamp, together with an adjustment device coupled to the mobile device, such
that a separation of the mobile device from the ramp is adjustable.

US Pat. No. 10,066,551

FAIRING DEVICE FOR AIRCRAFT PROPULSION ASSEMBLY COMPRISING AN INTERNAL COMPARTMENT FITTED WITH A FAN

Airbus Operations (S.A.S....

1. A propulsion assembly for an aircraft, the propulsion assembly comprising:a turbine engine comprising a rotor;
an accessory gear box comprising at least one gear mechanically coupled to the rotor;
a fairing device comprising an outer annular wall and an inner annular wall that together delimit an internal compartment fitted with an air inlet orifice and an air exhaust orifice, wherein both the air inlet orifice and the air exhaust orifice are formed in the outer annular wall on opposite sides thereof so that an entirety of the internal compartment is ventilated, the opposing sides being defined with respect to a longitudinal axis of the propulsion assembly;
at least one fan unit housed in the internal compartment, the at least one fan unit comprising a fan propeller; and
a clutch for coupling and uncoupling the fan propeller and the gear.

US Pat. No. 9,923,366

ELECTRICAL PROTECTION USING A SEMICONDUCTOR SWITCH

AIRBUS OPERATIONS (S.A.S....

1. A method implemented in an aircraft, for protecting an electrical circuit of this aircraft against overcurrents, said circuit
comprising a load, a power source electrically powering the load and comprising at least one electrical generator of the aircraft,
and an electrical link linking the load and the power source, the method comprising measuring a current circulating on the
electrical link, and comprising:
comparing the measured current (Imes) with a reference current (Iref);

when the measurement current (Imes) is greater than the reference current (Iref), triggering of a closed-loop control of the impedance of a semiconductor switch mounted in series on the electrical link,
so as to regulate the measured current (Imes) to the value of the reference current (Tref), the closed-loop control being applied as long as the measured current (Imes) does not fall back below the reference current (Iref), wherein triggering the closed-loop control of the impedance of the semiconductor switch comprises controlling the semiconductor
switch to change from a closed state to a linear state and to remain in the linear state during the closed-loop control, and
wherein the semiconductor switch exhibits, in the linear state, an impedance which depends on an amplitude of a regulation
signal applied to the semiconductor switch;

measuring a time, called regulation time, during which the closed-loop control is implemented; and
opening the semiconductor switch, by controlling the semiconductor switch to change from the linear state to an open state,
when the regulation time is greater than a predetermined time (Tref).

US Pat. No. 9,862,499

HUMAN MACHINE INTERFACE FOR DISPLAYING INFORMATION RELATIVE TO THE ENERGY OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. An interface for displaying information relative to the energy of an aircraft, the interface being a display comprising:
a cursor symbolizing and corresponding to a lever handled by a pilot to control the energy of the aircraft,
a first part corresponding to a first direction in which the lever is moved to increase the energy of the aircraft,
a second part corresponding to a second direction in which the lever is moved to decrease the energy of the aircraft,
a neutral position located between the first and second parts,
the cursor being movable so as to follow actual strokes of the lever to increase or decrease the energy of the aircraft, and
to return to the neutral position in the race when the lever is not being handled,

a first shutter positioned over the first part of the display which changes in length as the cursor moves in the first part
of the display, the length of the first shutter symbolizing an ordered value in the increase in the energy of the aircraft,

a second shutter positioned over the second part of the display which changes in length as the cursor moves in the second
part of the display, the length of the second shutter symbolizing an ordered value in the decrease in the energy of the aircraft,

a first column having a length symbolizing a current value in actual aircraft push, the first column changing in length as
the actual aircraft push changes and the length of the first shutter changes in response to the ordered value in the increase
in the energy of the aircraft,

a second column having a length symbolizing a current value in actual aircraft braking, the second column changing in length
as the actual aircraft braking changes and the length of the second shutter changes in response to the ordered value in the
decrease in the energy of the aircraft, and

a plurality of switches, including one for memorizing a selected aircraft push or aircraft deceleration when the lever is
operated in a manual mode, and for setting a range of authority when the lever is operated in an automatic mode, and one which
enables automatic triggering of a flight phase change when the lever is operated in an automatic mode.

US Pat. No. 9,834,317

METHOD FOR IDENTIFYING A PIECE OF DEFECTIVE EQUIPMENT IN AN AIRCRAFT

Airbus Operations (S.A.S....

1. A method of assistance in troubleshooting for an aircraft, the method comprising:
at a troubleshooting assistance server:
receiving a message transmitted by the aircraft and reporting a fault;
transmitting to an equipment identifying device, a query formed using the message, and obtaining in response a list of identifiers
each associated with a piece of equipment the failure of which can be the cause of the fault, wherein each identifier on the
list of identifiers is a unique Functional Item Number (FIN);

transmitting to an expert system, a query formed using the list of identifiers, and receiving a response that gives, for each
FIN identifier, a family of pertinent parameters, with each pertinent parameter being associated with at least one sensor
of the aircraft; and

transmitting, to a data acquisition device on board the aircraft, an acquisition order and receiving in return the measurements
of the pertinent parameters;

wherein the expert system implements the following steps, for each family of pertinent parameters:
comparing measurements of the pertinent parameters of the family with a predetermined criterion associated with the family;
and

according to the results of the comparison, assigning a priority, to the FIN identifier corresponding to the family, wherein
a FIN identifier with high priority corresponds to a piece of equipment which is more likely to be defective and a FIN identifier
with low priority corresponds to a piece of equipment which is less likely to be defective.

US Pat. No. 9,738,373

FISH JOINT DEVICE HAVING AN IMPROVED MECHANICAL HOLD

Airbus Operations (S.A.S....

1. A fish joint device configured to securely attach first and second structural elements of an aircraft to one another, the
fish joint device comprising:
a first fishplate disposed on either side of the first and second structural elements;
a second fishplate disposed on a side of the first and second structural elements opposite the first fishplate, the second
fishplate including a first attachment branch, a second attachment branch, and a third attachment branch;

a set of through fastenings configured to attach the first and second fishplates to the first and second structural elements,
the second fishplate being attached to the first and second structural elements by the first and second attachment branches,
respectively, and to a third structural element by the third attachment branch; and

at least one intermediate fish joint plate disposed between and in contact with one of the first or second fishplates and
the first and second structural elements, respectively, wherein the intermediate fish joint plate at least partly covers and
is attached to the first and second structural elements by at least some of the through fastenings,

wherein the at least one intermediate fish joint plate has a flexural rigidity greater than the first or second fishplate
located on a same side as the at least one intermediate fish joint plate, relative to the first and second structural elements,
and

wherein the first and second fishplates and the at least one intermediate fish joint plate are configured to transmit forces
experienced by the first and second structural elements into the first and second fishplates and the at least one intermediate
fish joint plate.

US Pat. No. 9,612,819

SYSTEM AND METHOD FOR AUTOMATIC RELOADING OF SOFTWARE INTO EMBARKED EQUIPMENT

Airbus Operations (S.A.S....

1. A method for automatically reloading software in an embedded and replaceable unit of an aircraft, the method comprising:
transmitting, using a transmitter stored in a memory and associated with the unit, a configuration frame comprising a set
of identifiers of current hardware and/or software configuration of the unit, the unit being reinstalled on the aircraft after
having been removed and repaired or being a new unit installed on the aircraft to replace a previously removed defective unit;

wherein the transmitter comprises:
a connection detector that detects a reconnection of the unit in a corresponding receptacle of the aircraft, in which the
connection detector comprises a switch that trips when the unit is installed in the receptacle;

a first RFID tag tagging the unit and comprising first configuration identifiers;
a second RFID tag tagging the receptacle of the unit and comprising second configuration identifiers; and
an RFID controller adapted to recover the first and second configuration identifiers from the first and second RFID tags,
respectively, after detection of the reconnection of the unit and to transmit a configuration frame comprising the current
configuration identifiers of the unit on a date of reconnection in the receptacle;

capturing the configuration frame and detection of a change of hardware and/or software configuration of the unit; and
automatically reloading a set of appropriate software elements in the unit according to the detected change of configuration.

US Pat. No. 9,611,039

AIRCRAFT INCLUDING A PASSENGER CABIN EXTENDING AROUND A SPACE DEFINED OUTSIDE THE CABIN AND INSIDE THE AIRCRAFT

Airbus Operations (S.A.S....

1. An aircraft comprising a structure having a substantially continuous passenger cabin, wherein, when the structure is seen
from above, the structure comprises:
at least two lateral portions respectively comprising two lateral regions of the substantially continuous passenger cabin
and separated from each other by a space defined outside the structure and extending between substantially solid lower and
upper parts of an aerodynamic envelope externally delimiting the aircraft;

a forward portion connecting two forward ends of the lateral portions of the structure to each other; and
an aft portion connecting two aft ends of the lateral portions of the structure to each other,
wherein the at least two lateral portions, the forward portion, and the aft portion comprise the substantially continuous
passenger cabin, and

wherein the aircraft comprises a propulsion system located external to the aerodynamic envelope of the aircraft.

US Pat. No. 9,604,731

MEASUREMENT SYSTEM FOR MEASURING THE VELOCITY OF AN AIRCRAFT

AIRBUS OPERATIONS (S.A.S....

1. A measurement system for measuring characteristics of a velocity vector of an aircraft in relation to a surrounding air
mass, the measurement system comprising:
a radome arranged at a front of the aircraft;
two primary sensors, wherein each sensor is a strain gauge fixed to and inside the radome and is configured to deliver output
values for a deformation experienced by the sensor; and

a processing unit configured to receive the output values and to calculate an angle of attack and/or a velocity of the aircraft
from the output values,

wherein the processing unit comprises:
a calculator configured to calculate the angle of attack, the velocity, and/or an angle of sideslip from formulas based on
coefficients and constants;

a receiver configured to receive a series of values of the angle of attack, the velocity, and/or the angle of sideslip from
other instruments of the aircraft;

a comparer to compare each series of values thus received with a corresponding series of values calculated on the basis of
the output values; and

an updater to update the corresponding coefficients and/or constants for which the comparer has emitted a negative signal.

US Pat. No. 9,569,974

METHOD AND ASSEMBLY FOR GUIDANCE OF AN AIRCRAFT DURING A LOW-ALTITUDE FLIGHT

AIRBUS OPERATIONS (S.A.S....

1. A method of guidance of an aircraft during a low-altitude flight, the method comprising:
a) constructing with the aid of a flight management system a low-altitude flight trajectory corresponding to a flight plan,
the flight trajectory being transmitted from the flight management system to a guidance system, the flight management system
being able to construct at least one new low-altitude flight trajectory corresponding to a new flight plan; and

b) guiding the aircraft with the aid of the guidance system, along the low-altitude flight trajectory termed the active flight
trajectory,
which comprises additional steps of:
storing in at least one first memory of the flight management system, the active flight trajectory along which the aircraft
is guided, as well as any new flight trajectory;

storing in at least one second memory of the guidance system, the active flight trajectory along which the aircraft is guided,
as well as any new flight trajectory;

identifying, with the aid of an associated identification code, each flight trajectory transmitted from the flight management
system to the guidance system; and

periodically transmitting from the guidance system to the flight management system, the identification codes for the flight
trajectories recorded in the second memory of the guidance system.

US Pat. No. 9,529,356

DATA MANAGEMENT SYSTEM OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A data management system for an aircraft, the data management system comprising:
a flight management system, of an avionics type;
at least one portable electronic device, of an open world type;
a data link configured to allow a transmission of data between the portable electronic device and the flight management system;
a data securing module configured to:
automatically monitor the data to be transmitted from the portable electronic device to the flight management system, and
automatically enable or disable data transmission between the flight management system and the portable electronic device
based on the monitoring; and

a switching element configured to be brought alternatively into a first state in which the transmission of data between the
portable electronic device and the flight management system via the data link is disabled such that no data is allowed to
be transmitted from the portable electronic device to the flight management system, or a second state in which the transmission
of data between the portable electronic device and the flight management system via the data link is enabled.

US Pat. No. 9,342,988

METHOD AND DEVICE FOR DETERMINING A LINEAR TERRAIN PROFILE ALONG A LATERAL APPROACH TRAJECTORY OF AN AIRPORT

AIRBUS OPERATIONS (S.A.S....

1. A method for determining a linear terrain profile along a lateral approach trajectory of an airport, the method comprising:
at a central processing unit (CPU) that is communicatively linked to a database and at least one memory:
receiving measured values that are automatically stored in the at least one memory, wherein the measured values are automatically
and repetitively measured on at least one aircraft during at least one flight of the aircraft along the lateral approach trajectory,
during an approach to a landing runway of the airport, and wherein the measured values comprise a height of the aircraft relative
to the ground measured using at least one onboard radio altimeter, a barometric altitude measured using at least one onboard
barometric altimeter, a total air temperature and a Mach number of the aircraft measured using onboard sensors;

automatically, after the flight of the aircraft and after receiving the measured values:
repetitively, for each of a plurality of different distances relative to a threshold of the landing runway along the lateral
approach trajectory:

a) estimating, using the total air temperature, the Mach number and the barometric altitude, measured and stored in the at
least one memory, a variation of the static temperature dependent on the altitude and a temperature on the ground;

b) computing a geometric altitude, using the barometric altitude measured and stored in the at least one memory, as well as
the variation of the static temperature and of the temperature on the ground, estimated in step a);

c) computing a terrain height, by subtracting, from the geometric altitude computed in step b), the height measured by the
radio altimeter and stored in the at least one memory; and

for the set of the plurality of different distances relative to the threshold of the landing runway along the lateral approach
trajectory:

d) determining at least one auxiliary terrain profile from the set of terrain heights computed for the set of different distances;
e) determining a one-dimensional terrain profile using at least the auxiliary terrain profile, the terrain profile representing
the trend of the terrain height as a function of the distance relative to the threshold of the landing runway, the terrain
height being defined relative to a reference altitude corresponding to that of the threshold of the landing runway; and

f) storing, in the database, the terrain profile determined in step e).

US Pat. No. 10,005,537

AIRCRAFT FUSELAGE AND METHOD FOR CONSTRUCTING A FLOOR IN SUCH A FUSELAGE

Airbus Operations (S.A.S....

1. A fuselage of an aircraft comprising cross-members configured for use in formation of a floor, a plurality of the cross-members each respectively comprising:an upper part fastened to the fuselage, wherein the upper part is dimensioned so as to bear stresses to which the plurality of the cross-members may be subjected when the aircraft is not in flight;
a lower part directly fastened only to the upper part as a reinforcement such that, when assembled, the upper part and the lower part bear stresses to which the plurality of the cross-members may be subjected when the aircraft is in flight;
at least one linkage for linking the lower part to the upper part; and
an opening for a passage of systems, the opening being located between the lower part and the upper part,
wherein the lower part is configured to be unfastened from the upper part without the upper part being unfastened from the fuselage, so that the systems passing through the opening between the lower part and the upper part are removable while the upper part is fastened to the fuselage.

US Pat. No. 9,999,940

PROCESS AND SYSTEM FOR FRICTION STIR WELDING OF A STIFFENER ON AN AIRCRAFT PANEL

Airbus Operations (S.A.S....

1. A method for linear transparency friction stir welding of a flange of a stiffener, which comprises a web oriented transverse to the flange, onto at least one panel for an aircraft, the method comprising:making a weld bead along a direction of welding along a first surface, which is a longitudinally or circumferentially extending surface of the flange of the stiffener applied onto the at least one panel, by using at least one rotating pin,
wherein a width of the first surface, taken orthogonally to the direction of welding, is greater than a maximum diameter of the at least one rotating pin,
wherein the weld bead extends continuously in cross-section across an entire width of the flange, from a first outer lateral edge to a second outer lateral edge of the first surface,
wherein the first outer lateral edge and the second outer lateral edge of the first surface are located on opposite outer lateral edges of the flange with respect to the width of the first surface, and
wherein no gap is present in the weld bead and flange from the first outer lateral edge to the second outer lateral edge.

US Pat. No. 9,920,789

UNIVERSAL JOINT WITH SIMPLIFIED STRUCTURE

AIRBUS OPERATIONS (S.A.S....

1. A universal joint comprising:
a first band;
a second band, the first and second bands being cylindrical bands coaxial with one another with respect to a common axis,
the first band and the second band being separated by a slot;

a first and a second stiffener, which extend, respectively, inside the bands, the first stiffener extending in a first radial
plane containing the common axis, the second stiffener extending in a second radial plane orthogonal to the first radial plane
and containing the common axis, and each stiffener having a first end and a second end, the first and second ends of the first
stiffener being joined to the first band, and the first and second ends of the second stiffener being joined to the second
band;

a stem which is coaxial with the common axis and of which a first end is joined to the first stiffener and of which a second
end is joined to the second stiffener;

a crown that is coaxial with the common axis and surrounds the stem; and
four torsion bars, which extend inside the bands in a single plane that is perpendicular to the common axis and which are
distributed at regular angular intervals of 90° around the common axis, the four torsion bars comprising:

a first torsion bar extending in the first radial plane and having a first end joined to the first band and a second end joined
to the crown,

a second torsion bar extending in the second radial plane and having a first end joined to the second band and a second end
joined to the crown,

a third torsion bar extending in the first radial plane and having a first end joined to the first band and a second end joined
to the crown, and

a fourth torsion bar extending in the second radial plane and having a first end joined to the second band and a second end
joined to the crown.

US Pat. No. 9,878,790

METHOD AND DEVICE FOR FITTING OUT AN AIRCRAFT NOSE COMPARTMENT IN AN AVIONICS BAY

AIRBUS OPERATIONS (S.A.S....

1. A systems cabinet of an aircraft, the systems cabinet comprising:
a cabinet which receives and/or holds components, in particular electronic and electrical components for operation and flight
control of the aircraft, and

a mechanical structure fastened by lower mountings and upper mountings in a structure of the aircraft, the lower mountings
being on a circumferential stiffener of the aircraft and the upper mountings being on a cross member of the aircraft,

wherein the systems cabinet has a front side, through which the components are accessible and/or removable,
wherein the circumferential stiffener and the cross member to which the systems cabinet is affixed are substantially parallel
to each other,

wherein the mechanical structure is configured to provide added stiffness and rigidity to resist deflections under a loading
of the circumferential stiffener and the cross member on which the mechanical structure is fastened,

wherein all of the upper mountings of the front side of the systems cabinet are attached to a same cross member of the aircraft
and all of the lower mountings of a front side of the systems cabinet are attached to a same circumferential stiffener of
the aircraft, such that the systems cabinet is substantially horizontal when in an installed position,

wherein the aircraft comprises a plurality of circumferential stiffeners, including the circumferential stiffener to which
the systems cabinet is affixed, that are arranged at regular intervals along a longitudinal axis of a fuselage of the aircraft,
and

wherein the aircraft comprises a plurality of cross members, including the cross member to which the systems cabinet is affixed,
that are oriented transversally and spaced apart by a longitudinal distribution pitch along a longitudinal axis of the fuselage,
the plurality of cross members being configured to bear a floor of the aircraft.

US Pat. No. 9,879,973

DEVICE AND METHOD FOR MEASURING DISPLACEMENT BETWEEN TWO SUBSTANTIALLY COAXIAL PARTS, PREFERABLY FOR AIRCRAFT

Airbus Operations (S.A.S....

1. A measurement device for measuring displacement between a first part and a second part mounted on one another and arranged
substantially coaxially, the measurement device comprising:
a mounting structure for mounting the measurement device on the first part, the mounting structure being fixed around the
first part;

a plurality of blades, each blade comprising a first end, which is secured to the mounting structure, and a second end, which
is for bearing either on a surface of the second part or on a surface of an intermediate member of the measurement device,
wherein the intermediate member is for mounting around the second part, wherein the plurality of blades comprises three or
more blades, and wherein the plurality of blades are distributed around a central axis of the measurement device;

at least one strain/deformation sensor associated with each blade, the at least one strain/deformation sensor being configured
to transmit output signals dependent on levels of deformation of a respective one of the plurality of blades; and

a conversion unit configured to deliver, from the output signals of the strain/deformation sensors, at least one datum corresponding
to a relative position of the first and second parts, including an axial displacement between the first and second parts.

US Pat. No. 9,849,995

AIRCRAFT NACELLE COMPRISING A SPACING SYSTEM WHICH IS INTENDED TO MAINTAIN THE TWO COWLS SPACED APART

AIRBUS OPERATIONS (S.A.S....

1. A nacelle comprising:
two cowls arranged symmetrically about an opening axis, each cowl comprising:
an upper region and a lower region, and
an indexer disposed in the lower region,
wherein the opening axis is disposed in the upper region of each cowl, and the cowls are configured to be rotatable about
the opening axis such that the lower regions contact with each other in a closed position and are spaced apart from each other
in an open position, and

a spacing system comprising:
a base which is attached to the nacelle,
a lever for each cowl, wherein each lever is rotatable about the base between an engagement position, in which the indexer
is in the housing or against a stop, and a disengagement position, in which the lever is retracted in order to allow the movement
of the indexer,

a housing in which the indexers are received when the corresponding cowl is in the closed position,
the stop disposed on each lever and against which each indexer is positioned when the corresponding cowl is in the open position,
a return for each lever and which is configured to urge each lever into the engagement position,
an actuator which is common to the two levers and whose actuation allows movement of each lever from the engagement position
to the disengagement position,

wherein the levers can be positioned independently from one another, and
wherein each lever has an extension on which the indexer slides when the indexer is beyond the stop in relation to the housing.

US Pat. No. 9,851,022

MOUNTING SYSTEM OF AT LEAST TWO PIPES

AIRBUS OPERATIONS (S.A.S....

1. A mounting system for pipes, the mounting system comprising:
a mounting plate for being fixed onto a support;
a pipe holder attachable to the mounting plate and comprising a first pipe supporting surface and a second pipe supporting
surface, the first pipe supporting surface comprising a first curved profile and the second pipe supporting surface comprising
a second curved profile, the first curved profile differing from the second curved profile, the first pipe supporting surface
being configured to accommodate a first pipe having a shape matching the first curved profile and the second pipe supporting
surface being configured to accommodate a second pipe having a shape matching the second curved profile, the first pipe supporting
surface being centered on a central plane of the mounting system and the second pipe supporting surface being divided into
two sub-surfaces, each sub-surface being arranged symmetrically on either side of the central plane; and

an adjustment structure to allow displacement of the pipe holder on the mounting plate along an adjustment direction and to
ensure a locking of the pipe holder on the mounting plate,

the mounting system further comprising first and second arms which are removably fastened to the pipe holder by a mounting
structure and arranged symmetrically on either side of the first pipe supporting surface, the first and second arms each comprising
at least one complementary pipe supporting surface, respectively, the at least one complementary pipe supporting surface of
the first arm being symmetrical with a corresponding complementary pipe supporting surface of the second arm with respect
to the central plane of symmetry, the complementary pipe supporting surfaces together forming a third pipe supporting surface
comprising at least a third curved profile, which is different from the first and second pipe supporting surfaces and is configured
to accommodate a third pipe having a shape matching the third curved profile,

wherein only one of the first, second, or third pipe supporting surfaces can hold only one of the first, second, or third
pipes at a time, respectively, while others of the first, second, or third pipe supporting surfaces are blocked from holding
any other pipes.

US Pat. No. 9,783,346

CASE INCLUDING A VESSEL AND PIVOTING COVER

AIRBUS OPERATIONS (S.A.S....

11. A case comprising:
a vessel including sidewalls and a bottom wall defining an interior volume;
a cover mounted via a hinge system to an upper portion of the vessel, wherein the cover has a first operating position in
which the cover covers the upper portion of the vessel and forms a top wall to the interior volume, a second operating position
in which the cover exposes the upper portion and the interior volume of the vessel, and a third position in which the cover
is disassociated from the hinge system;

the hinge system includes a first hinge and a second hinge having a common axis with the first hinge, wherein the cover pivots
about the common axis while moving from the first operating position to the second operating position;

the first hinge and second hinge each include a ball and a spring aligned with the common axis, wherein each ball is biased
by the spring to be positioned in an interface between the cover and the vessel while the cover is in the first and second
operating positions, and the ball is displaced from the interface while the cover is in the third position; and

a retention device configured to retain the cover in the second operating position and comprising:
a block which has a counterpart and which is fixedly joined to the cover,
a lever which has a cavity, the lever being mounted so as to be movable in rotation on the vessel about a rotation axis parallel
with the hinge axis and remote therefrom, between a non-engagement position in which the cavity and the counterpart do not
cooperate to retain the cover in an open position and an engagement position in which the cavity and the counterpart cooperate
in order to retain the cover in an open position, and

a return spring which urges the lever into contact against the block.

US Pat. No. 9,785,144

METHOD AND DEVICE FOR AUTOMATICALLY MANAGING AIR OPERATIONS REQUIRING A GUARANTEE OF NAVIGATION AND GUIDANCE PERFORMANCE OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A method for automatically managing at least one air operation specified by an aircraft navigation specification as requiring
a guarantee of navigation and guidance performance of an aircraft, the air operation being defined by management parameters
and being monitored by activatable monitoring for checking if the capability of the aircraft is compatible with the implementation
of the air operation, the implementation of the air operation being initiated at an application point, the method comprising:
automatically calculating, by at least one processor, at least one anticipated activation point as a function of the application
point, the anticipated activation point being defined upstream of the application point in the direction of flight of the
aircraft; and

automatically activating, by an activation circuit, at least the activatable monitoring for checking if the capability of
the aircraft is compatible with the implementation of the air operation when the aircraft reaches, during its flight, the
anticipated activation point, wherein checking if the capability of the aircraft is compatible with the implementation of
the air operation comprises checking lateral and vertical deviations of the aircraft with respect to a reference trajectory
specified by the aircraft navigation specification and determining that the capability of the aircraft is compatible with
the implementation of the air operation in response to determining that the lateral and vertical deviations of the aircraft
are within reference deviations from the reference trajectory specified by the aircraft navigation specification.

US Pat. No. 9,739,686

TOOL COMPRISING AT LEAST ONE SEALING DEVICE FOR AN OPENING

Airbus Operations (S.A.S....

1. A tool for sealing at least one opening of a fluid circuit element, the tool comprising:
a support frame with at least one removable part to allow the frame to be placed around the fluid circuit element;
at least one sealing device for sealing an opening of the fluid circuit element when connected to the support frame; and
a positioning structure for positioning and immobilizing the support frame with respect to the fluid circuit element,
wherein the opening of the fluid circuit element is transverse to a longitudinal direction of the fluid circuit element,
wherein the support frame comprises
a U-shaped stirrup with a base portion and two arms, the arms having a base end and a free end,
a rod having a support side and an outer side, and
two connections connecting the rod to the free end of each arm,
wherein the positioning structure comprises a centering wedge attached to a support surface of each arm, the support surfaces
being spaced apart by a distance making it possible to immobilize the fluid circuit element in a direction transverse to a
longitudinal direction of the fluid circuit element.

US Pat. No. 9,716,543

METHODS, SYSTEMS, AND COMPUTER READABLE MEDIA FOR MANAGING AIRCRAFT RADIOFREQUENCY COMMUNICATIONS

AIRBUS OPERATIONS (S.A.S....

1. A method for managing aircraft radiofrequency communications, on board an aircraft, the method comprising:
determining a plurality of communication frequencies, each communication frequency corresponding to a communication center
within a radio horizon of the aircraft;

filtering the plurality of communication frequencies according to a current flight step of the aircraft, wherein filtering
the plurality of communication frequencies comprises identifying at least one irrelevant communication frequency that corresponds
to a first communication center not providing services relevant to the current flight step of the aircraft and identifying
one or more relevant communication frequencies;

sorting the one or more relevant communication frequencies according to occupation rate in order to prioritize the one or
more relevant communication frequencies, and thereby aid in predicting a communication frequency communicated to the aircraft;
and

displaying the one or more relevant communication frequencies, sorted according to occupation rate, on a display device.

US Pat. No. 9,632,127

METHOD FOR DETECTING AN ELECTRICAL CONTINUITY FAULT IN A NETWORK OF METALLIZATION STRIPS AND DEVICE FOR IMPLEMENTING SAME

Airbus Operations (S.A.S....

1. A method for detecting an electrical continuity fault between a first and a second points of a network of metallization
strips, the network being defined by a mapping listing, for each metallization strip, its length, the method comprising:
determining, from the mapping, a length of a shortest path between the first and the second points;
sending, at the first point, a signal in the network;
detecting, at the second point, the signal sent;
measuring a duration between the sending and the detection of the signal; and
knowing speed of propagation of the signal in the metallization strips, determining a presence of at least one electrical
continuity fault in the network of metallization strips between the first and second points of the network of metallization
strips if the distance traveled calculated from the measured duration is different from the length of the shortest path determined
from the mapping.

US Pat. No. 9,573,269

TOOL-HOLDER FIXED TO A WORKPIECE

Airbus Operations (S.A.S....

1. A tool-holder configured to be fixed to a surface of a workpiece and to carry a tool, said tool-holder comprising:
a first rail and a second rail that are parallel and each of which includes first fixing elements configured to fix one of
the first and second rails to the surface;

a driving slide including first guiding elements that have a guiding position in which said first guiding elements are configured
to provide a sliding connection between the driving slide and the first rail;

a drive system configured to move the driving slide along the first rail;
a first fixing system;
a driven slide including second guiding elements that have a guiding position in which said second guiding elements are configured
to provide a sliding connection between the driven slide and the second rail and a second fixing system,

an assembly bar a first end of which carries a first complementary fixing system intended to cooperate with the first fixing
system to form a removable fixing between them, a second end of which carries a second complementary fixing system intended
to cooperate with the second fixing system to form a removable fixing between them, a carriage having a first assembly system,
and a movement system on which the carriage is fixed and that is configured to move said carriage along the assembly bar,
and

a support module including second fixing elements for fixing the tool and a second assembly system intended to cooperate with
the first assembly system to form a removable fixing between them,

wherein each of the first and second guiding elements includes at least three grooved wheels, at least two of which are disposed
along a first longitudinal edge of the first rail, respectively second rail, and at least one of which is disposed along a
second longitudinal edge of the first rail, respectively second rail,

wherein for each of the first or second guiding elements, at least one group from said at least two grooved wheels or said
at least one grooved wheel is movable from the guiding position to a releasing position in which said at least one group is
at a distance from the rail, and wherein the corresponding slide includes an actuating system configured to move said at least
one group from the guiding position to the releasing position and vice versa,

wherein for each of the first and second guiding elements, the actuating system includes a handle that can be moved from a
locking position to an unlocking position and, for the movable grooved wheels, an offsetting system mobile between a guiding
position in which said grooved wheels are in the guiding position and a releasing position in which said grooved wheels are
in the releasing position, and a transmission system configured to drive the movement of the offsetting system from the guiding
position to the releasing position when the handle is manoeuvred from the locking position to the unlocking position and vice
versa, and

wherein for one of the first and second guiding elements, the handle takes the form of a trigger, wherein the transmission
system includes a cable connecting the trigger to the offsetting system, and wherein the offsetting system includes:

an actuator with a rod,
an offsetting arm having a first end connected to the cable and on which the actuator is rotatedly mounted and a second end
rotatably mounted on the chassis,

a first arm rotatably mounted on the chassis and articulated to the rod,
a second arm one end of which is mounted on and articulated to the first arm, and
a third arm rotatably mounted on the chassis and carrying the grooved wheel, and wherein the other end of the second arm is
mounted on and articulated to the third arm.

US Pat. No. 9,511,846

AIRPLANE FLIGHT DECK EQUIPPED WITH AN EMERGENCY ESCAPE

Airbus Operations (S.A.S....

1. An airplane flight deck comprising an external skin attached to a structure, an internal bulkhead delimiting the flight
deck, and an escape opening passing through the external skin and the internal bulkhead, the escape opening being closed off
by:
an emergency door mounted in a manner hinged on the structure between a closed position, in which the emergency door is disposed
in line with the external skin and closes off the emergency opening, and an open position, in which the emergency door pivots
towards the inside of the flight deck, the emergency door comprising an locking/unlocking mechanism;

an emergency hatch that is movable between a closed position, in which the emergency hatch ensures continuity of the internal
bulkhead of the flight deck, and an open position, the emergency hatch comprising a locking/unlocking mechanism;
wherein the emergency hatch comprises a sheeting permanently connected to the structure by a first side, and wherein the locking/unlocking
mechanism comprises:
a first part secured to a second side, away from the first side, and a second part secured to the structure, the first and
second parts engaging in a locked state so as to couple the second side of the sheeting to the structure; and

a rod secured to the second side and a lever handle that is actuatable from the flight deck and is connected to the rod.

US Pat. No. 10,172,171

SYSTEM FOR CONNECTING A MOBILE DEVICE TO A WIRELESS NETWORK OF AN AIRCRAFT

AIRBUS OPERATIONS (S.A.S....

1. A system for connecting a mobile device to a wireless network of an aircraft, the network comprising a wireless access point, the system comprising:a management module installed in a secured area of the aircraft and linked to the wireless access point, the management module being configured to generate connection parameters and to configure the wireless access point according to the connection parameters, the management module further comprising a parameterizing unit configured to receive a predefined trigger event and to produce the connection parameters on reception of the trigger event, wherein the trigger event is a change of flight phase, such that the parameterizing unit is configured to produce new connection parameters for the wireless access point in response to the change of flight phase, and wherein the parameterizing unit is programmed to detect the trigger event by detecting a signal from an avionics interface that the airplane is entering a pre-flight phase, such that new connection parameters are generated on each flight, and
a wireless transmission module installed in the secured area and linked to the management module, the wireless transmission module being configured to deliver the connection parameters to the mobile device according to a range restricted to the secured area, the connection parameters being generated by the management module to allow the mobile device to be connected securely to the wireless network of the aircraft via the wireless access point;
wherein the wireless transmission module comprises a wireless transmission module near field communication (NFC) interface in the secured area, wherein the wireless transmission module is configured to deliver the connection parameters for the wireless access point to a mobile device NFC interface of the mobile device in the secured area using the wireless transmission module NFC interface.

US Pat. No. 10,121,385

METHOD AND DEVICE FOR ESTIMATING A LATERAL SPEED AND A LATERAL POSITION OF AN AIRCRAFT, DURING A PHASE WHERE THE AIRCRAFT IS TRAVELING ON THE GROUND

Airbus Operations (S.A.S....

1. A method for estimating a current lateral speed and a current lateral position of an aircraft while the aircraft is traveling on a runway after a landing of the aircraft on the runway, the method comprising:determining, using a first data generation unit, a lateral position value that represents an initial lateral position, wherein the initial lateral position corresponds to a lateral position value of the aircraft with respect to a central longitudinal axis of the runway at a time of the aircraft touching down on the runway on landing;
repetitively determining, at least from the time of the aircraft touching down on the runway upon landing, a current ground speed of the aircraft and a current lateral angular deviation from at least inertial information, wherein the current lateral angular deviation represents an angular deviation between a current route of the aircraft and a heading of the runway, and wherein repetitively determining the current ground speed and the current lateral angular deviation is performed using at least a second data generation unit;
repetitively computing, using a first computation unit, the current lateral speed of the aircraft from the current ground speed and the current lateral angular deviation of the aircraft;
computing, using a second computation unit, a current lateral position from the current lateral speed and the initial lateral position of the aircraft; and
transmitting, using a data transmission link, one or more of the current lateral speed and the current lateral position to at least one user system of the aircraft.

US Pat. No. 10,118,711

METHOD OF CONTROLLING THE THRUST OF THE JETS OF AN AIRCRAFT DURING THE TAKEOFF PHASE, CONTROL DEVICE AND AIRCRAFT CORRESPONDING THERETO

Airbus Operations (S.A.S....

1. A control method of controlling thrust of jets of a multi-jet aircraft, during an aircraft takeoff phase, comprising successive steps of:a first step of controlling the jets to a first thrust level, until the aircraft reaches a first predetermined speed; and
a second step of controlling the jets to a second thrust level, less than the first thrust level, when the aircraft reaches the first predetermined speed,
wherein the first predetermined speed is less than a minimum ground control speed at the second thrust level.

US Pat. No. 10,088,055

ELECTRIC GENERATOR FOR AN AIRCRAFT, COMPRISING A VENTILATION DEVICE WITH CONTROLLED OPENING

AIRBUS OPERATIONS (S.A.S....

1. An electric generator for an aircraft, comprising:a sealed casing;
a rotating shaft; and
a ventilation device, the ventilation device comprising:
at least one orifice configured to place a chamber positioned inside the rotating shaft in communication with an exterior of the sealed casing;
for at least one orifice, an inertia sealing system configured to occupy an open state when a speed of rotation of the rotating shaft is below a given threshold, in which state the sealing system is spaced from the orifice, and a closed state when the speed of rotation of the rotating shaft is above the given threshold, in which state the sealing system seals the orifice,
wherein each sealing system comprises a blade of which a first end is connected to the rotating shaft and of which a second end is positioned to cooperate with the orifice, and
wherein the first end of the blade is offset relative to the second end of the blade in a direction of rotation of the rotating shaft.

US Pat. No. 9,956,728

TOOLING FOR CREATING A COMPONENT MADE OF COMPOSITE, METHOD FOR CREATING A COMPONENT MADE OF COMPOSITE USING THE TOOLING, AND COMPOSITE COMPONENT THUS OBTAINED

AIRBUS OPERATIONS (S.A.S....

1. Tooling for creating a component made of composite, the tooling comprising a mold configured to receive a preform of fibers embedded in a resin, the resin having a threshold temperature above which the resin is softened, and a compacting membrane configured to cover the preform arranged in the mold, the tooling comprising:at least one rigid element configured to occupy a rest position in which it is not in contact with the preform, and, in use, to occupy an active position in which it is in contact with the preform;
at least one elastic return associated with the rigid element and configured to push the rigid element into the active position and hold it therein; and
at least one hot-melt element associated with the elastic return,
wherein the hot-melt element is configured to hold the rigid element in the rest position against the action of the elastic return as long as the temperature of the resin is below the threshold temperature and to allow the elastic return to push the rigid element to the active position when the resin exceeds the threshold temperature.

US Pat. No. 9,939,818

METHOD AND SYSTEM FOR AUTOMATIC AUTONOMOUS LANDING OF AN AIRCRAFT

Airbus Operations (S.A.S....

1. A system for automatic landing of an aircraft on a landing runway, comprising:an onboard image capture system carried by the aircraft and intended to capture a series of successive images of the ground;
an image analyzer for detecting in an image a landing runway and for determining in this image the characteristics of a segment [P,?] connecting a planned point of impact P on the runway and a vanishing point ? of the image;
a measurement module for measuring a plurality of observables in an inertial frame tied to the runway, on the basis of the characteristics of the segment [P,?], the plurality of observables comprising a first observable defined by the relative heading angle (?) of the aircraft with respect to a mid-axis of the runway, a second observable
defined by the ratio of a lateral deviation to a vertical deviation of the position of the aircraft with respect to the point of impact and a third observabledefined by the ratio of a longitudinal deviation to the vertical deviation of the position of the aircraft with respect to the point of impact;an estimator for estimating longitudinal (?X), lateral (?Y) and vertical (?H) position deviations, expressed in the inertial frame, of the position of the aircraft with respect to the point of impact on the basis of the measurements of the first, second and third observables; and
a guidance module for determining guidance orders for the aircraft on the basis of the longitudinal, lateral and vertical position deviations thus estimated, and of the relative heading angle,
wherein characteristics of the segment [P,?] in the image are the angle ? between the straight line (P?) with the vertical of the image, the distance dy of the point P from a horizon line Dh and the distance dF between the orthogonal projection, Ph, of the point P on the horizon line and the vanishing point ?.

US Pat. No. 9,932,900

THERMAL PROTECTION DEVICE FOR EQUIPMENT IN A TURBOMACHINE ENGINE COMPARTMENT

Airbus Operations (S.A.S....

1. A thermal protection device for equipment positioned in an engine compartment of an aircraft turbomachine, comprising:at least one heat shield arranged at least partially between the equipment and a wall of the engine compartment exposed to a heating source without encircling the equipment in any direction,
wherein the shield comprises at least a first part arranged between the equipment and the wall, and a second part configured for ventilation of the equipment,
wherein the shield comprises at least one air channel connected to a cooling air source, and
wherein the shield is configured to direct cooling air away from the shield and toward the equipment.

US Pat. No. 9,862,497

ASSEMBLY FOR AN AIRCRAFT, COMPRISING AN ENGINE ATTACHMENT BODY PARTIALLY PRODUCED IN ONE PIECE WITH AN INTERNAL STIFFENING RIB OF AN ATTACHMENT PYLON BOX SECTION

Airbus Operations (S.A.S....

1. An assembly for an aircraft, the assembly comprising:
an attachment pylon for an aircraft engine;
an engine attachment mounted on the attachment pylon to provide a joining between the engine and the attachment pylon,
wherein the attachment pylon comprises a primary structure, which comprises an upper spar, a lower spar, and two lateral panels
together in a form of a box section, the primary structure being equipped with internal transverse stiffening ribs, and

wherein the engine attachment comprises a body located outside the primary structure; and
shackles that are articulated on the body and can be articulated on the engine,
wherein at least a part of the body of the engine attachment is formed in a single piece with one of the internal transverse
stiffening ribs of the primary structure.

US Pat. No. 9,847,954

DISTRIBUTED METHOD OF DATA ACQUISITION IN AN AFDX NETWORK

AIRBUS OPERATIONS (S.A.S....

1. A frame switch of an Avionics Full-Duplex Switched Ethernet (AFDX) network comprising a plurality of input ports and a
plurality of output ports, a switching table comprising a plurality of entries, each entry corresponding to a virtual link
passing through the switch and providing, for a virtual link ID (VLId) for the virtual link, the input port and the output port(s) taken by this virtual link, a switching module circuit configured
for switching any frame arriving on an input port of the frame switch, for reading the virtual link ID contained in a header
of the frame and for switching the frame towards the output port(s) given by the entry in the switching table corresponding
to this virtual link, a network interface configured for receiving frames intended for the frame switch, wherein:
at least one entry of the switching table, corresponding to a predetermined virtual link, furthermore comprises an ID of a
media access control (MAC) address of the frame switch;

the switching module circuit is configured to transmit at least one frame received on the predetermined virtual link to the
network interface of the frame switch; and

the frame switch transmits the at least one frame received on the predetermined virtual link to a distributed data application
(DDA) hosted by the frame switch to locally store at least part of the frame data of the at least one frame, and wherein transmitting
the at least one frame comprises, in response to determining that the at least one frame corresponds to the predetermined
virtual link with the ID of the MAC address of the frame switch, transmitting the at least one frame through an Internet Protocol
(IP) layer and through a transport layer of a protocol stack of the frame switch to the distributed data application, wherein
the distributed data application receives a data acquisition request from a remote server, the data acquisition request giving
at least one virtual link for which data are to be acquired, the distributed data application updating the switching table
by adding for this virtual link, the ID of the MAC address of the frame switch.

US Pat. No. 9,821,918

AIRCRAFT COMPRISING A CONTROL DEVICE FOR A JET PIPE NOZZLE WITH VARIABLE CROSS-SECTION POWERED BY TWO INDEPENDENT ELECTRICAL POWER SUPPLIES

Airbus Operations (S.A.S....

1. An aircraft comprising
one or more jet pipe nozzles, each of the one or more met pipe nozzles having a variable cross-section,
at least one left motor generator,
at least one right motor generator,
a control device for the one or more jet pipe nozzles of the aircraft, the control device comprising
at least one control member, which drives at least one actuator, which generates, via a mechanical transmission chain, a movement
of at least one moving part of the one or more jet pipe nozzles with variable cross-section,

wherein the control member is powered by a first airplane electrical power supply linked to at least one of the at least one
right motor generator or the at least one left motor generator, and

wherein the control member is powered by a second airplane electrical power supply linked to an electrical power source of
the aircraft that is independent of the first airplane electrical power supply.

US Pat. No. 9,742,287

SWITCHED-MODE POWER SUPPLY COMPRISING A MODULE FOR CHARGING AND DISCHARGING AN ENERGY STORE INCLUDING AN ELECTRICAL TRANSFORMER

Airbus Operations (S.A.S....

1. A switched-mode electrical power supply device for regulating a DC input voltage provided between two input terminals of
the switched-mode electrical power supply device by an electrical network, the switched-mode electrical power supply device
comprising:
at least one conversion module to convert the DC input voltage into a regulated DC voltage,
an energy store module to store electrical energy to yield to the at least one conversion module in case of outage of the
DC input voltage,

a disconnection module for disconnecting the switched-mode electrical power supply device from the electrical network in case
of outage of the DC input voltage,

a management module distinct from the disconnection module, wherein the management module is directly connected to first and
second switching modules and configured to manage charging and discharging of the energy store module by controlling the first
and second switching modules, and

an electrical transformer, and wherein:
a primary circuit connected between the two input terminals comprises a primary winding of the electrical transformer connected
in series with the first switching module controlled by the management module,

a closed secondary circuit comprises a secondary winding of the electrical transformer connected in series with the energy
store module and the second switching module controlled by the management module, and

the closed secondary circuit is closed because an input end of the closed secondary circuit and an output end of the closed
secondary circuit are directly coupled to a common electrical node, and wherein the input end is electrically coupled to the
secondary winding of the electrical transformer and the output end is electrically coupled to the energy store module.

US Pat. No. 9,767,229

METHOD OF SIMULATION OF UNSTEADY AERODYNAMIC LOADS ON AN EXTERNAL AIRCRAFT STRUCTURE

Airbus Operations (S.A.S....

1. A method of simulation by computer of unsteady aerodynamic loads being exerted on an external structure of an aircraft,
positioned in an airflow, the method comprising:
(a) a step of measurement of pressure by multiple sensors located on the surface of the external structure, and positioned
at first plurality of points of a grid having a first direction in a direction of the airflow, and a second direction, separate
from the first direction, where the pressure signals of the sensors are stored in a memory;

(b) a step of calculation of a spectral density of the pressure signals at the first plurality of points of the grid as a
spectral pressure density at the first plurality of points;

(c) a step of extrapolation and/or interpolation of the spectral pressure density at the first plurality of points in order
to obtain a spectral pressure density at second plurality of points of the grid, the second plurality of points having no
sensor;

(d) a step of estimation of coherence of pressure for multiple pairs of points of the grid, from a predetermined model of
a coherence function;

(e) a step of calculation of an interspectral pressure density for the multiple pairs of points of the grid, from the coherence
of the pressure estimated for these pairs of points, and a spectral pressure density being calculated for the points of these
pairs; and

(f) a step of calculation of the unsteady aerodynamic loads by summing the real part of the interspectral density in the area
of the external structure having a separation of the boundary layer of the airflow.

US Pat. No. 9,702,390

DEVICE FOR THE ATTACHMENT OF AN OBJECT BY INJECTION OF LIQUID

Airbus Operations (S.A.S....

1. A device for the attachment of a first object to a second object, comprising,
a hollow insert configured to attach to the first object and delimiting a chamber having an inlet conduit,
a mobile connecting element inserted into said chamber and configured to attach to the second object, wherein said chamber
is configured to receive at least one connecting liquid conveyed via said inlet conduit and which is intended to solidify
in order to set the relative position between the hollow insert and the mobile connecting element, said mobile connecting
element being an elongated guide pin (a) emerging from the hollow insert and (b) including an extremity terminating in the
interior of the chamber, the inlet conduit having one extremity discharging into the interior of the chamber and terminating
in a nozzle provided with at least two holes for the diffusion of the connecting liquid,

wherein the elongated guide pin and the inlet conduit are mechanically connected one to the other, inside the chamber, by
means of a connecting component, and wherein said connecting component is configured to permit said elongated guide pin and
said inlet conduit to be aligned in the same axis.

US Pat. No. 9,696,386

SYSTEM AND METHOD OF MAKING AN INTEGRITY TEST ON AN ELECTRICITY NETWORK IN AN AIRCRAFT

Airbus Operations (S.A.S....

1. An integrity testing system adapted to determine electrical characteristics related to an integrity of an electricity power
supply network in an aircraft, the electricity power supply network comprising at least one multi-phase electricity generator
supplying power to a plurality of phase lines in which each phase line comprises a set of electricity transmission cables
between an input point located on an end of the at least one multi-phase electricity generator and an output point, each phase
line being equipped on its input side with an input current measurement probe and each transmission cable being equipped on
its output side with an output current measurement probe, the integrity testing system comprising:
a current injector adapted to be connected to the output point of at least one of the plurality of phase lines and a ground
node shared with the at least one multi-phase electricity generator, thus forming a test circuit with the at least one multi-phase
electricity generator, the current injector being configured to inject a test signal through the at least one multi-phase
electricity generator in the test circuit;

a current measurement test probe adapted to be installed in the test circuit to measure an intensity of the current of the
injected test signal; and

a processing unit adapted to be connected firstly to the current measurement test probe and secondly to a first set of input
and output current measurement probes associated with the at least one phase line, the processing unit being configured to
acquire current intensity measurement signals output by the current measurement test probe and by the first set of input and
output current measurement probes, and to determine electricity indicators representative of the integrity of the electricity
power supply network, by performing signal processing based on the current intensity measurement signals.

US Pat. No. 9,643,731

BRACKET FOR DISPLAY DEVICES FOR AN AIRCRAFT COCKPIT

Airbus Operations (S.A.S....

1. A glare shield and an instrument panel assembly for a cockpit in an aircraft comprising:
a glare shield positioned in the cockpit and supporting display devices in the cockpit;
an instrument panel also supporting the display devices in the aircraft cockpit, wherein the glare shield includes an edge
extending beyond the instrument panel towards the cockpit along a longitudinal direction of the aircraft, and

a flat panel of the instrument panel or the glare shield which includes a core of cellular structure and two parallel skins
covering opposite faces of the core,

wherein the core includes at least one ventilation duct extending parallel two the skins and within the core, and the at least
one ventilation duct includes openings extending through the one of the skins facing the display devices.

US Pat. No. 10,183,367

TOOL-SUPPORT SYSTEM

Airbus Operations (S.A.S....

1. A tool-support system for working on holes of a surface of a workpiece, the tool-support system comprising:parallel first and second rails fixed to the surface of the workpiece, each of the first and second rails having imprints regularly distributed over lengths thereof, respectively,
a mobile tool-support including:
an optical system configured to capture at least one image of the surface of the workpiece, wherein the optical system is movable on the mobile tool-support,
for each rail, at least one wheel that is movable on the rail, and
a tool that is movable on the mobile tool-support and comprises a working tip, and
a control unit configured to control movement of the mobile tool-support on the rails, movement of the tool on the mobile tool-support, and movement of the optical system on the mobile tool-support;
wherein at least one of the at least one wheel has counter-imprints on a rolling strip thereof, each of the counter-imprints having a shape complementary to that of the imprints of the rails, and
wherein the control unit is configured to:
analyze an image captured by the optical system and to detect both a presence of a first hole in the surface of the workpiece and a real position of the first hole in the surface of the workpiece;
calculate a distance between the real position of the first hole and an expected position of the first hole,
compare the distance to a predefined threshold; and
verify if a part of the surface of the workpiece that can be reached by the tool has been entirely scanned by the optical system.

US Pat. No. 10,180,391

DEVICES AND METHODS FOR CONDUCTING ACCELERATED AGING TESTS OF A COATING WITH SEVERAL TYPES OF STRESSES

Airbus Operations (S.A.S....

1. A device for conducting accelerated aging tests of a coating, the device comprising at least a first test chamber and a second test chamber which are separated by a mobile partition, each chamber being subjected to accelerated aging test parameters, comprising at least temperature and level of humidity, the test parameters being different between the first and second chambers and/or controllable independently between the first and second chambers, each of the first and second chambers additionally comprising a light to generate photo-oxidation, and the device also comprising a support for retention of at least one sample of the coating, the support being displaceable from the first chamber to the second chamber and conversely, after opening of the mobile partition between the first and second chambers in order to generate mechanical stresses by thermal shocks.

US Pat. No. 10,056,063

METHOD OF PRODUCING A MICRO-CHANNELED MATERIAL AT ATMOSPHERIC PRESSURE

Airbus Operations (S.A.S....

1. A method for producing a micro-channeled material from a plurality of metal-plated polymer fibers, comprising:consolidating the metal-plated polymer fibers into a bundle, the metal-plated polymer fibers extending in parallel along a longitudinal direction of the bundle; and
heating the bundle to a first temperature in presence of an inert first gas at atmospheric pressure, thereby pyrolyzing the polymer fibers and obtaining a plurality of metal channels, a carbonaceous residue remaining in the bundle.

US Pat. No. 10,055,998

GROUND-BASED IDENTIFICATION OF WAKE TURBULENCE ENCOUNTERS

Airbus Operations (S.A.S....

1. A ground-based server for identifying a wake turbulence generated by at least one generating aircraft, the ground-based server comprising:at least one processor and memory storing executable instructions for the at least one processor; and
a wake turbulence analyzer implemented on the at least one processor and memory and configured for:
collecting avionics data for an in-flight aircraft and traffic data for one or more other aircraft in flight at a first flight time of the in-flight aircraft;
determining that the in-flight aircraft was within a threshold distance of at least a first position of a wake turbulence estimated, using the traffic data, to be generated by a first other aircraft;
determining, after the first flight time and at the ground-based server, that the in-flight aircraft experienced at the first flight time an impact having a severity level exceeding a threshold;
determining, after the first flight time and at the ground-based server, that the in-flight aircraft experienced at the first flight time at least one of: one or more uncommanded forces and moments, and a wind signature indicative of wake turbulence; and
generating a report of a wake turbulence encounter for the in-flight aircraft at the first flight time in response to: determining that the in-flight aircraft was within the threshold distance, determining that the in-flight aircraft experienced the impact, and determining that the in-flight aircraft experienced at least one of the one or more uncommanded forces and moments and the wind signature.

US Pat. No. 10,035,608

METHODS AND DEVICES FOR ASSISTING THE PILOTING OF AN AIRCRAFT DURING AT LEAST ONE FLIGHT PHASE HAVING A PLURALITY OF STEERING STEPS

AIRBUS OPERATIONS (S.A.S....

1. A method of aiding piloting of an aircraft, during at least one flight phase including a plurality of piloting steps, a piloting step being a decision step or an action step, the method comprising:an acquisition step for carrying out real-time acquisition of flight parameters of the aircraft;
a display step for displaying in real time, on at least one screen of a flight deck, a plurality of characteristic signs, each of the characteristic signs illustrating one of the piloting steps, wherein displaying the characteristic signs includes displaying a representation of the predicted flight trajectory of the airplane in a form of a virtual strip and, for each piloting step of at least a decision piloting step and an action piloting step, displaying on either side of the virtual strip a virtual panel including a label that specifies the piloting step and height, pressure altitude, or speed information for the piloting step; and
a calculation step for calculating in real time, with aid of the flight parameters, for each of the piloting steps, a distance between current position of the aircraft and a position along a flight trajectory followed by the aircraft, at which the aircraft will reach a corresponding piloting step, and wherein in the display step the characteristic signs are integrated into environment viewed with aid of the screen and are positioned to locate a place of the environment along the flight trajectory followed by the aircraft, at which the aircraft will reach the piloting step.

US Pat. No. 9,889,943

ASSEMBLY FOR AN AIRCRAFT, COMPRISING AN ENGINE ATTACHMENT BODY EQUIPPED WITH AT LEAST ONE SHACKLE SUPPORT FITTING THAT PASSES INTO THE BOX SECTION OF THE ATTACHMENT PYLON

Airbus Operations (S.A.S....

1. An assembly for an aircraft, the assembly comprising:
an attachment pylon for an aircraft engine, the attachment pylon comprising a primary structure in a shape of a box section;
and

an engine attachment mounted on the attachment pylon, wherein the engine attachment provides a joint between the aircraft
engine and the attachment pylon,

wherein a body of the engine attachment is arranged on an outside of the primary structure,
wherein the engine attachment comprises shackles that are articulated on the body of the engine attachment,
wherein at least the body of the engine attachment has, at least at a first end, a first one-piece fitting comprising a first
joining portion, on which one of the shackles is articulated, and a second joining portion, which is fixed within, at least
partially, the primary structure, and

wherein the engine attachment is a rear engine attachment.

US Pat. No. 9,884,686

AIRCRAFT INCLUDING AN ENGINE ATTACHMENT WITH A CONTROL SURFACE

Airbus Operations GmbH, ...

1. An aircraft comprising:
a fuselage include a longitudinal axis, a rear end pointing in a reverse direction along the longitudinal axis, and a nose
end pointing in a flight direction along the longitudinal axis, wherein the reverse direction is opposite to the flight direction;

a wing connected to the fuselage;
a main gear connected to the fuselage or to the wing in a main gear position with respect to the longitudinal axis, wherein
the main gear is position behind a center of gravity of the aircraft;

an engine provided outside of the fuselage and attached to the fuselage via an attachment device at a position spaced from
the main gear position along the longitudinal axis, wherein the engine generates a repulsive air stream in the reverse direction
of the aircraft;

a surface element moveably connected to the attachment device, wherein the surface element is movable between a neutral position
at which the surface element does not substantially deflect the repulsive air stream and a deflected position at which the
surface element substantially deflects the repulsive air stream, and

a T-shaped tail unit attached to the fuselage between the main gear position and the rear end, wherein the T-shaped tail unit
comprises a horizontal stabilizer and a pitch elevator which are outside of the repulsive air stream,

wherein the surface element is aligned with an airscrew or turbofan of the engine, and the alignment is such that a hypothetical
line parallel to the longitudinal axis extends through both the surface element and the at least one of the airscrew or turbofan.

US Pat. No. 9,619,252

RECONFIGURABLE AVIONICS EQUIPMENT AND METHOD OF RECONFIGURING SUCH EQUIPMENT

Airbus Operations (S.A.S....

1. Reconfigurable avionics equipment for connection to an onboard network on board an aircraft, the equipment being configured
to carry out a predetermined function and comprising:
a first portion configured to perform the function, with this first portion comprising first hardware and first software,
as well as a first configuration file to configure the first hardware and/or the first software, and wherein the first software
comprises one or more applications that perform the function; and

a second portion physically connected between the first portion and the network and configured to interface the first portion
with the network by carrying messages between the network and the first portion to enable the first portion to access the
network only through the second portion, with this second portion comprising second hardware and second software as well as
a second configuration file to configure the second hardware and/or the second software, with the second configuration file
being separate from the first one;

wherein the second software comprises a communications application and the second portion is configured to interface the first
portion with the network by virtue of the communications application managing a communications protocol stack which allows
the one or more applications of the first software to exchange messages with remote applications, and wherein the second portion
uses the second configuration file to configure the communications application by parameters extracted or calculated using
the second configuration file; and

wherein the first portion and the second portion of the reconfigurable avionics equipment are configured to execute the first
software and the second software using a common processor shared by the first hardware and the second hardware, and wherein
the second portion is configured to execute the second software independently of the first portion executing the first software.

US Pat. No. 10,209,162

METHOD AND DEVICE FOR DETECTING A FAILURE ON AN AIRCRAFT

Airbus Operations (S.A.S....

1. A method for detecting a fault on an aircraft, comprising the following successive steps implemented in an automated and repeated manner:a) providing a control surface on the aircraft, wherein the control surface is adapted to be moved to control the aircraft;
b) monitoring a movement parameter indicative of the movement of the control surface on the aircraft by a single sensor;
c) outputting by the single sensor at least one noisy datum indicating the movement parameter;
d) receiving the at least one noisy datum output by the sensor, wherein the derivative of the at least one noisy datum is established by a sliding mode differentiator;
e) estimating a derivative of said at least one noisy datum by differentiation, on the basis of said at least one noisy datum;
f) detecting a fault on the basis of at least the estimated derivative, and
g) declaring the fault as a failure of the control surface in conjunction with monitoring performance of the aircraft.

US Pat. No. 10,207,288

TOOL AND METHOD FOR APPLYING AN ANTI-CORROSION SUBSTANCE TO AN AIRCRAFT PASSENGER SEAT RAIL

Airbus Operations (S.A.S....

1. A tool for applying a substance for protection against corrosion to flanges of a rail for securing seats in an aircraft, the tool comprising an elongate overall shape that comprises:a base slidable along the rail;
a rollers support detachably mounted to and supported by the base and comprising at least one shaft that extends transversely with respect to a longitudinal direction of the tool; and
a plurality of rollers mounted on the at least one shaft, one roller on each side of the tool, for applying the substance.

US Pat. No. 10,193,830

ONBOARD COMMUNICATION NETWORK OF A VEHICLE AND SUBSCRIBER OF SUCH A COMMUNICATION NETWORK

AIRBUS OPERATIONS (S.A.S....

1. A subscriber of an onboard communication network of a vehicle, the communication network being a deterministic Ethernet network using virtual links with each of which is associated a constraint relating to a time interval between two successive dispatches of data packets on the virtual link, referred to as a Bandwidth Allocation Gap (BAG) constraint,the subscriber comprising:
at least one first receiver of a communication port compatible with the communication network;
at least one first transmitter of a communication port compatible with the communication network;
at least one first memory to record a configuration table relating to a set of virtual links that the subscriber can receive and/or retransmit; and
a processor configured to implement:
at least one application able to receive information originating from the communication network and/or to transmit information to the communication network;
a sorting function;
a reception function configured to receive data frames received by the first receiver, to extract a virtual link identifier corresponding to each data frame received, to compare this identifier with identifiers of virtual links belonging to the configuration table, to accept reception only of the data frames corresponding to virtual links belonging to the set of virtual links and to transmit these data frames to the sorting function; and
a transmission function comprising a set of transmission queues, wherein each of the virtual links of the set of virtual links is associated with a specific queue belonging to the set of transmission queues, the transmission function being configured to receive data frames originating from the sorting function, to insert each of the data frames into the transmission queue associated with the virtual link corresponding to this data frame and to dispatch to the first transmitter the data frames arising from the various transmission queues while complying with the BAG constraints associated with the corresponding virtual links,
the sorting function being configured to receive the data frames transmitted by the reception function and to transmit each of the data frames to the application and/or to the transmission function as a function of information contained in the configuration table for the virtual link corresponding to this data frame, and the subscriber further comprising a second receiver of a communication port compatible with the communication network and a second transmitter of a communication port compatible with the communication network, wherein the subscriber is coupled to a set of subscribers each comprising first and second transmitters and first and second receivers, wherein the set of subscribers comprises at least a first, a second, a third, a fourth and a fifth subscribers, the first subscriber being linked to the other subscribers of the set of subscribers such that the first receiver of the first subscriber is linked to the first sender of the second subscriber, the first sender of the first subscriber is linked to the first receiver of the third subscriber, the second receiver of the first subscriber is linked to the second sender of the fourth subscriber and the second sender of the first subscriber is linked to the second receiver of the fifth subscriber.

US Pat. No. 10,170,009

METHOD FOR TRANSMITTING FLIGHT PARAMETERS OF A LEAD AIRCRAFT TO AN INTRUDER AIRCRAFT

Airbus Operations (S.A.S....

1. A method for transmitting flight parameters of a lead aircraft to at least one intruder aircraft, enabling the intruder aircraft to calculate positions of centers of wake vortices generated by the lead aircraft or to calculate flow strength of the wake vortices, each aircraft comprising:a collision avoidance system configured to detect probabilities of collisions with other aircraft flying within a monitoring volume distributed around the aircraft, the system comprising an interrogator connected to a directional antenna, termed interrogator antenna, and a transponder;
a flight management system collecting the flight parameters of the aircraft; and
a flight parameter transmission authorization system connected to the collision avoidance system, the flight parameter transmission authorization system having a database comprising coordinates defining a volume of confidence, the volume of confidence being smaller than the monitoring volume of the aircraft;
the method comprising successive steps comprising:
interrogation, in which the interrogator of the lead aircraft transmits an interrogation signal via the interrogator antenna in each of four segments of 90° azimuth, the interrogation signal containing an address of the lead aircraft;
reception, in which the interrogator of the lead aircraft receives, from the transponder of each intruder aircraft located within the monitoring volume, a response signal in response to an interrogation signal from the lead aircraft, the response signal comprising an altitude of the intruder aircraft provided by the flight management system of the intruder aircraft;
calculation, in which the interrogator of the lead aircraft determines position of each intruder aircraft on a basis of time difference between transmission of the interrogation signal and reception of a response signal from the intruder aircraft, of an analysis of a wave carrying the intruder response signal, and of knowledge of the altitude of the intruder aircraft;
comparison, and determination, on a basis of the database, of position of each intruder aircraft with respect to the volume of confidence; and
only if an intruder aircraft is situated within the volume of confidence, transmission, by the flight parameter transmission authorization system of the lead aircraft, of an instruction to the transponder of the lead aircraft to transmit an enriched signal to the interrogator of the intruder aircraft, the enriched signal comprising one or more flight parameters provided by the flight management system of the lead aircraft and enabling the flight management system of the intruder aircraft to calculate the position of centers of wake vortices generated by the lead aircraft or the flow strength of the wake vortices.

US Pat. No. 10,029,414

METHOD FOR PRODUCING PART OF AN AIRCRAFT FUSELAGE AND TOOL FOR IMPLEMENTING SAID METHOD

Airbus Operations (S.A.S....

1. A method for assembling at least one panel and frames, which are part of an aircraft fuselage, the method comprising:shaping the at least one panel on support surfaces of a tool, the support surfaces having at least one radius of curvature in a transverse plane, the frames following a reference line of curvature;
holding each frame clamped against at least one sliding support surface arranged in a transverse plane, the sliding support surfaces and the support surfaces being secured to the same tool and positioned relative to one another; and
putting in place permanent attachment elements for connecting the at least one panel to the frames.