A fuel ecology system includes a fuel ecology reservoir having a reservoir volume, includes a moveable barrier disposed within the reservoir volume, the movable barrier defining a first volume and a second volume within the reservoir volume, a fuel inlet port in fluid communication with the first volume, a fuel outlet port in fluid communication with the first volume, and a vent port in fluid communication with the second volume.

Aircraft hydrogen fuel systems and methods and systems of starting such systems are described. The aircraft hydrogen fuel systems include a hydrogen burning main engine, a main tank configured to contain liquid hydrogen to be supplied to the main engine during a normal operation, and a starter tank configured to contain gaseous hydrogen to be used during a startup operation of the main engine. Methods and processes for starting and/or restarting such systems are described.

An aircraft fuel tank, which includes a water sensor, arranged at the bottom of the tank and connected to a calculation and processing mechanism in order to receive a presence of water signal sent by the sensor, and to return information regarding the need, or not, to perform a fuel tank drainage operation.

A method for assembling a skin and a flange of a stiffener. The periphery of the contact between the skin and the flange of the stiffener is sealed by applying a bead of adhesive on the flange of the stiffener in contact with the skin. A first and second orifices are made in the skin. The orifices open at the interface between the skin and the flange of the stiffener. The adhesive is injected through the first orifice at the interface between the skin and the flange of the stiffener while keeping the skin in contact with the stiffener until the interface between the skin and the stiffener is completely filled with the adhesive.

A method for assembling a skin and a flange of a stiffener. The periphery of the contact between the skin and the flange of the stiffener is sealed by applying a bead of adhesive on the flange of the stiffener in contact with the skin. A first and second orifices are made in the skin. The orifices open at the interface between the skin and the flange of the stiffener. The adhesive is injected through the first orifice at the interface between the skin and the flange of the stiffener while keeping the skin in contact with the stiffener until the interface between the skin and the stiffener is completely filled with the adhesive.

A system and method for improving fuel storage within the wing of an aircraft. In one exemplary embodiment, the system and method eliminate the traditional spars and ribs, and any spanwise and cordwise connecting vertical webs, within a wing. Instead, the system comprises a plurality of modified flared spars, each having a length defined by an angled hat section, to form a wing structure. The modified flared spars may also comprise one or more lengths defined by a specialized section configured to accommodate a portion of a box section, or any other internal component of the wing. The system and method may also involve a contiguous fuel bladder of any size/type. The fuel bladder for the wing may comprise a fabric coated or impregnated with an elastomeric material that may include a polyurethane dispersion layer combined with a sealant.

A system and method for improving fuel storage within the wing of an aircraft. In one exemplary embodiment, the system and method eliminate the traditional spars and ribs, and any spanwise and cordwise connecting vertical webs, within a wing. Instead, the system comprises a plurality of modified flared spars, each having a length defined by an angled hat section, to form a wing structure. The modified flared spars may also comprise one or more lengths defined by a specialized section configured to accommodate a portion of a box section, or any other internal component of the wing. The system and method may also involve a contiguous fuel bladder of any size/type. The fuel bladder for the wing may comprise a fabric coated or impregnated with an elastomeric material that may include a polyurethane dispersion layer combined with a sealant.

The invention relates to a device for propelling a passenger, comprising a body arranged to receive said passenger and cooperating with a fuel-fed thrust unit. The arrangement of such a device enables great freedom of movement in the air. More specifically, the thrust unit comprises at least one thrust sub-unit, each advantageously comprising at least two thrusters and secondary course-correction and/attitude-correction thrusters.

The invention relates to a device for propelling a passenger, comprising a body arranged to receive said passenger and cooperating with a fuel-fed thrust unit. The arrangement of such a device enables great freedom of movement in the air. More specifically, the thrust unit comprises at least one thrust sub-unit, each advantageously comprising at least two thrusters and secondary course-correction and/attitude-correction thrusters.

Lightning protected vent lines associated operatively with aircraft fuselage fuel tanks (i.e., on-board fuel tanks that are not physically located in an aircraft's wing but instead are physically located within the aircraft's fuselage structure) are provided which include a vent conduit, a coupling at a proximal end of the vent conduit for fluid connecting the vent conduit to the fuel tank, a vent opening positioned at a distal end of the vent conduit and at an external location of the fuselage and a flame arrestor positioned in the conduit between the coupling and the vent opening. The vent conduit will have an effective axial dimension (L) between the coupling and the vent opening and the flame arrestor will be positioned in the conduit at an effective separation distance (D) between an inlet of the flame arrestor and the vent opening such that L/D is greater than 5. Alternatively, the flame arrestor may be omitted, but the vent conduit will then have at least one linear conduit segment to provide an effective axial dimension (L.sub.1) of the vent line conduit between the coupling and the vent opening which is at least ten times greater than the vent conduit diameter (D.sub.1).