(19)
(11)EP 3 042 849 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
13.06.2018 Bulletin 2018/24

(21)Application number: 15150788.6

(22)Date of filing:  12.01.2015
(51)International Patent Classification (IPC): 
B64F 5/50(2017.01)
B64C 25/26(2006.01)
B64F 5/10(2017.01)

(54)

Aircraft landing gear assembly stop member

Stoppelement einer Flugzeugfahrwerksanordnung

Élément d'arrêt d'ensemble de train d'atterrissage d'aéronef


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(43)Date of publication of application:
13.07.2016 Bulletin 2016/28

(73)Proprietor: Safran Landing Systems UK Ltd
Gloucester, Gloucestershire GL2 9QH (GB)

(72)Inventors:
  • Millington, Peter
    Glouchestershire GL2 9QH (GB)
  • Lee, Williams
    Glouchestershire GL2 9QH (GB)
  • Foy, Anthony
    Glouchestershire GL2 9QH (GB)
  • Tutton, Richard
    Glouchestershire GL2 9QH (GB)

(74)Representative: Latham, Stuart Alexander 
Withers & Rogers LLP 4 More London Riverside
London SE1 2AU
London SE1 2AU (GB)


(56)References cited: : 
GB-A- 811 741
US-A1- 2009 057 485
GB-A- 2 480 623
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    BACKGROUND OF THE INVENTION



    [0001] It is known for a landing gear assembly to include a first part that is movably coupled to a second part. In use, as the landing gear assembly moves between operational conditions, the second part moves relative to the first part throughout an operational movement envelope.

    [0002] The coupling between the first and second parts may be such that the total movement envelope is larger than the operational movement envelope. As such, the second part is capable of moving relative to the first so as to assume a position that is outside of the operational movement envelope. Such a position will be referred to as a 'non-operational position'.

    [0003] When arriving at an optimum strength to weight configuration for the landing gear assembly, the first part can clash with the second part if the second part is permitted to assume a hazardous non-operational position. Due to this, it is possible for a landing gear assembly to be damaged during installation into an aircraft.

    [0004] An example of landing gear assembly stop member, permanently installed on a landing gear assembly, is provided by GB 811,741.

    SUMMARY OF THE INVENTION



    [0005] In accordance with a first aspect of the present invention there is provided a stop member according to claim 1.

    [0006] Thus, the stop member can be coupled to the first part of the landing gear assembly to permit free movement of the second part relative to the first part in a plurality of directions within a confined portion of the movement space, inhibiting the second part assuming a hazardous position while facilitating easy assembly of the landing gear assembly into an aircraft.

    [0007] The unobstructed portion of the movement space can be defined by a passage surface which connects the projections. This can simplify construction of the stop member and in some cases enable a unitary construction. However, the stop member can comprise two separate parts each with a projection and an engagement formation.

    [0008] One or more of the projections can each define a gradient surface extending into the movement space so as to provide an increasing level of resistance to movement of the second part from the unobstructed portion of the movement space.

    [0009] The first part can be pivotally coupled to the second part.

    [0010] The first part can be arranged to move relative to the second part in a single movement plane.

    [0011] The engagement formation of the stop member can be arranged to conform to an external surface profile of one or more portions of the first part.

    [0012] The first part can comprise a stay member. The second part can comprise a cardan pivotally coupled to the stay member. The stop member can be provided with a hole positioned so as to align with a mounting lug for a down lock spring when the stop member is in the coupled condition. Thus, the stop member can be coupled to existing features of the landing gear assembly.

    [0013] The stop member can include a movable locking tab having an unlocked position in which the stop member can be moved to and from the coupled condition, and a locked condition which inhibits uncoupling of the stop member from the coupled condition.

    [0014] In accordance with a second aspect of the invention, there is provided an aircraft landing gear assembly including an aircraft landing gear assembly stop member according to the first aspect.

    [0015] In accordance with a third aspect of the invention, there is provided an aircraft assembly including one or more aircraft landing gear assemblies according to the second aspect.

    [0016] In accordance with a fourth aspect of the invention, there is provided a method of forming an aircraft landing gear assembly according to the second aspect, the method comprising the step of coupling a stop member according to the first aspect to a first part of an aircraft landing gear assembly.

    [0017] In accordance with a further aspect of the invention, there is provided a method of forming an aircraft assembly according to the third aspect, the method comprising the steps of fitting one or more aircraft landing assemblies according to the second aspect to an aircraft assembly.

    BRIEF DESCRIPTION OF THE DRAWINGS



    [0018] Embodiments of the invention will now be described with reference to the accompanying drawings, in which:

    Fig. 1 shows a known landing gear assembly;

    Fig. 2 illustrates a clash between first and second parts of the landing gear assembly of Fig. 1;

    Fig. 3 illustrates a clash between first and second parts of the landing gear assembly of Fig. 1;

    Figs. 4a and 4b show a stop member according to an embodiment of the invention;

    Figs. 5a to 5c show the stop member of Figs. 4a and 4b being coupled to the landing gear assembly of Fig. 1;

    Fig 6. shows the stop member of Figs. 4a and 4b coupled to the landing gear assembly of Fig. 1;

    Fig. 7 illustrates the different regions of the control surface of the stop member of Figs. 4a and 4b;

    Fig. 8 illustrates the stop member of Figs. 4a and 4b inhibiting a clash between first and second parts of the landing gear assembly of Fig. 1; and

    Fig. 9 illustrates the stop member of Figs. 4a and 4b inhibiting a clash between first and second parts of the landing gear assembly of Fig. 1.


    DETAILED DESCRIPTION OF EMBODIMENT(S)



    [0019] Fig. 1 shows an aircraft landing gear assembly 100 including a first part 102 movably coupled to a second part 104. In this example the first part 102 is an elongate arm of a side stay 102 and the second part 104 is a cardan pin 104 that is pivotally coupled to the stay arm 102 via a pivot pin 106. The stay arm 102 can be coupled to the airframe via the cardan pin 104.

    [0020] The cardan pin 104 can move in a plane which is orthogonal with respect to the pivot axis of pin 106 throughout a movement or volume swept by the cardan pin 102 as the cardan pin 102 moves relative to the stay arm 102 throughout its total movement envelope TME.

    [0021] In use, when the landing gear assembly 100 is installed in an aircraft (not shown), articulation constraints mean that the cardan pin 102 has an operational movement envelope OME which can be smaller than the total movement envelope TME. As such, within the total movement envelope TME there can exist non-operational zones NOZa, NOZb which flank the operational movement envelope OME.

    [0022] When arriving at an optimum strength to weight configuration for the landing gear assembly 102, the first part 102 can clash with the second part 104 if the second part 104 is permitted to assume a position within a non-operational zone NOZa, NOZb. During assembly to an aircraft, the second part 104 is free to move relative to the first part 102 so that the second part 104 can be manipulated into a correct orientation for coupling to the aircraft. Due to this, it is possible for a landing gear assembly 100 to be damaged during installation. For example, as illustrated in Fig. 2, a cardan grease nipple 104a can clash with a portion 102a of stay arm 102 if the cardan 104 assumes a hazardous position within the first non-operational zone NOZa. Also, as illustrated in Fig. 3, a side portion of the cardan 104b can clash with a portion 102b of stay arm 102 if the cardan 104 assumes a hazardous position within the second non-operational zone NOZb.

    [0023] Referring additionally to Figs. 4a and 4b, a stop member 10 according to an embodiment of the invention is shown. As an overview, the stop member 10 is arranged to control the amount of free movement of the second part 104 to inhibit damage during installation.

    [0024] The stop member 10 comprises an engagement formation 12, 14 via which the stop member 10 can be coupled to the first part 102 of the aircraft landing gear assembly 100 to be placed in a coupled condition.

    [0025] The engagement formation in this example comprises recesses 12, 14 shaped to conform to an external surface profile of first part 102. The first recess 12 is shaped to conform to the side and top faces of an upper portion 102c of the stay arm 102. The second recess 14 is shaped to conform to a down lock spring lug. In this example, the front face 16 of the stop member 10 includes a hole 18 which is aligned with the second recess 14 so that a retaining bolt 20 can be inserted through the hole 18 and through a hole 102e in the lug 102d to lock the stop member 10 in the coupled condition, as illustrated in Figs. 5a and 5b. A movable latch 22 can also be provided adjacent the first recess 12 to engage with an inner face 102f of the upper portion 102c of the stay arm 102, as illustrated in Fig. 5c. In other embodiments the engagement formation can take any suitable form; for example, a confirming surface arranged to form an interference fit with a portion of the first part 102 to hold the stop member 10 in place.

    [0026] Referring additionally to Fig. 6, the stop member 10 is arranged to confine the second part 104 to movement within a confined movement envelope CME which is smaller than the total movement envelope TME and sized to inhibit the second part 104 entering hazardous areas within the non-operational zones NOZa, NOZb. The confined movement envelope CME can be larger than, equal to, or smaller than the operational movement envelope OME.

    [0027] Referring additionally to Fig. 7, the stop member 10 includes a control surface 24, 26, 28. The projections 24, 26 project radially with respect the pivot axis 106 of the cardan pin 104 so as to be prominent relative to a radius C defined by the middle portion 28 of the control surface. When the stop member 10 is in the coupled condition, a shoulder portion 104f of the cardan pin 104 (illustrated in Fig. 2) is spaced from the pivot axis 106 by a radius which is greater than C, but less than that of the projections. The shoulder portion 104f moves relative the control surface 24, 26, 28 as the cardan pin 104 pivots. The projections 24, 26 reside within a movement space corresponding to a volume that would be swept by the cardan pin 104 as it moves relative to the stay arm 102 throughout its total movement envelope TME. The middle portion 28 of the control surface defines an unobstructed portion of the movement space within which the cardan pin 104 is free to move, equating to the confined movement envelope CME illustrated in Fig. 6. The projections 24, 26 are arranged to inhibit movement of the second part 104 beyond them so as to confine the cardan pin 104 to the confined movement envelope CME.

    [0028] As illustrated in Fig. 8, the projection 26 contacts the shoulder portion 104f of the cardan pin 104 to inhibit the cardan pin 104 assuming a hazardous position within the non-operational zone NOZb.

    [0029] As illustrated in Fig. 9, the projection 24 contacts the shoulder portion 104f of the cardan pin 104 to inhibit the cardan pin 104 assuming a hazardous position within the non-operational zone NOZa.

    [0030] Thus, a stop member 10 according to embodiments of the invention can be coupled to a first part 102 of a landing gear assembly 100 to permit free movement of a second part 104 relative to the first part 102 in a plurality of directions within a confined portion of the movement space. The stop member 10 therefore enables safe, unhindered assembly of the landing gear assembly 100 into an aircraft.

    [0031] Referring back to Fig. 7, the projections 24, 26 each taper into the swept volume so as to provide an increasing level of resistance to movement of the cardan pin 104 from the confined movement envelope CME. However, in other embodiments the projections 24, 26 can take any suitable form.

    [0032] In the illustrated example the stop member 10 has a unitary body, which can simplify manufacture.

    [0033] In the illustrated example the stop member 10 is arranged to be coupled to a single side of the first part 102, which can make it easier for a worker to remove the stop member 10 once the cardan 104 has been coupled into the airframe, given the lack of space that exists within a landing gear assembly bay.

    [0034] The stop member 10 according to embodiments of the present invention can be formed from any suitable material, such as a soft metal or a plastics material, such as nylon.

    [0035] It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be capable of designing many alternative embodiments without departing from the scope of the invention as defined by the appended claims. In the claims, any reference signs placed in parenthesis shall not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps other than those listed in any claim or the specification as a whole. The singular reference of an element does not exclude the plural reference of such elements and vice-versa. Parts of the invention may be implemented by means of hardware comprising several distinct elements. In a device claim enumerating several parts, several of these parts may be embodied by one and the same item of hardware. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.


    Claims

    1. An aircraft landing gear assembly stop member (10) arranged to be coupled to an aircraft landing gear assembly (100) prior to installation of the aircraft landing gear assembly into an aircraft and arranged to be removed from the aircraft landing gear assembly once the aircraft landing gear assembly is installed in the aircraft, the stop member being arranged to limit movement of a first part (102) of the aircraft landing gear assembly relative to a second part (104) of the aircraft landing gear assembly, the stop member comprising:

    an engagement formation (12, 14) via which the stop member can be removably coupled to the first part of the aircraft landing gear assembly to be placed in a coupled condition; and

    first and second projections (24, 26) which when the stop member is in the coupled condition reside within a movement space corresponding to a volume swept by the second part as the second part moves relative to the first part throughout its total movement envelope (TME), the projections being spaced from one another within the movement space so as to define an unobstructed portion of the movement space between them within which the second part is free to move, each projection being arranged to inhibit movement of the second part beyond it so as to confine the second part to the unobstructed portion (CME) of the movement space.


     
    2. An aircraft landing gear assembly stop member according to claim 1, comprising a recessed passage surface (28) between the projections defining the unobstructed portion of the movement space.
     
    3. An aircraft landing gear assembly stop member according to any preceding claim, wherein one or more of the projections each define a gradient surface extending into the movement space so as to provide an increasing level of resistance to movement of the second part from the unobstructed portion of the movement space.
     
    4. An aircraft landing gear assembly stop member according to any preceding claim, wherein the first part is pivotally coupled to the second part.
     
    5. An aircraft landing gear assembly stop member according to any preceding claim, wherein the first part is arranged to move relative to the second part in a single movement plane.
     
    6. An aircraft landing gear assembly stop member according to any preceding claim, wherein the engagement formation of the stop member is arranged to conform to an external surface profile of one or more portions of the first part.
     
    7. An aircraft landing gear assembly stop member according to any preceding claim, wherein the first part comprises a stay member.
     
    8. An aircraft landing gear assembly stop member according to claim 7, wherein the second part comprises a cardan pin pivotally coupled to the stay member.
     
    9. An aircraft landing gear assembly stop member according to claim 7 or claim 8, wherein the stop member is provided with a hole (18) positioned so as to align with a mounting lug for a down lock spring when the stop member is in the coupled condition.
     
    10. An aircraft landing gear assembly stop member according to any preceding claim, wherein the stop member includes a movable locking tab having an unlocked position in which the stop member can be moved to and from the coupled condition, and a locked condition which inhibits uncoupling of the stop member from the coupled condition.
     
    11. An aircraft landing gear assembly including an aircraft landing gear assembly stop member according to any preceding claim.
     
    12. An aircraft assembly including one or more aircraft landing gear assemblies according to claim 11.
     
    13. A method of forming an aircraft landing gear assembly comprising the step of coupling a stop member according to any of claims 1 to 9 to a first part of an aircraft landing gear assembly.
     


    Ansprüche

    1. Flugzeugfahrwerksanordnungsstoppelement (10), das eingerichtet ist zu einer Flugzeugfahrwerksanordnung (100) vor Installation der Flugzeugfahrwerksanordnung in ein Flugzeug gekoppelt zu sein und das eingerichtet ist von der Flugzeugfahrwerksanordnung, sobald die Flugzeugfahrwerksanordnung in dem Flugzeug installiert ist, entfernt zu werden, das Stoppelement ist eingerichtet Bewegung eines ersten Bauteils (102) der Flugzeugfahrwerksanordnung relativ zu einem zweiten Bauteil (104) der Flugzeugfahrwerksanordnung zu begrenzen, das Stoppelement weist auf:

    eine Eingriffsvorrichtung (12, 14), via die das Stoppelement zu dem ersten Bauteil der Flugzeugfahrwerksanordnung entfernbar gekoppelt sein kann, um in einen gekoppelten Zustand gebracht zu werden; und

    erste und zweite Vorsprünge (24, 26), die, wenn das Stoppelement in dem gekoppelten Zustand ist, innerhalb eines Bewegungsraums bleiben, der einem Volumen entspricht, das von dem zweiten Bauteil überstrichen wird, während sich das zweite Bauteil relativ zu dem ersten Bauteil durch seine vollständige Bewegungseinhüllende (TME) bewegt, die Vorsprünge sind innerhalb des Bewegungsraums voneinander beabstanded, um einen freien Teil des Bewegungsraums zwischen ihnen zu definieren, innerhalb dessen das zweite Bauteil frei beweglich ist, jeder Vorsprung ist eingerichtet Bewegung des zweiten Bauteils darüber hinaus zu hemmen, um das zweite Bauteil innerhalb des freien Teils (CME) des Bewegungsraums zu beschränken.


     
    2. Flugzeugfahrwerksanordnungsstoppelement gemäß Anspruch 1, aufweisend eine vertiefte Durchgangsoberfläche (28) zwischen den Vorsprüngen, die den freien Teil des Bewegungsraums definiert.
     
    3. Flugzeugfahrwerksanordnungsstoppelement gemäß einem der vorangehenden Ansprüche, wobei einer oder mehrere der Vorsprünge jeweils eine Gradientenoberfläche definieren, die sich in den Bewegungsraum erstreckt, um ein steigendes Widerstandsniveau für Bewegung des zweiten Bauteils von dem freien Teil des Bewegungsraums bereitzustellen.
     
    4. Flugzeugfahrwerksanordnungsstoppelement gemäß einem der vorangehenden Ansprüche, wobei das erste Bauteil drehbar zu dem zweiten Bauteil gekoppelt ist.
     
    5. Flugzeugfahrwerksanordnungsstoppelement gemäß einem der vorangehenden Ansprüche, wobei das erste Bauteil eingerichtet ist sich relativ zu dem zweiten Bauteil in einer einzigen Bewegungsebene zu bewegen.
     
    6. Flugzeugfahrwerksanordnungsstoppelement gemäß einem der vorangehenden Ansprüche, wobei die Eingriffsvorrichtung des Stoppelements eingerichtet ist sich an ein externes Oberflächenprofil von einem oder mehreren Teilen des ersten Bauteils anzupassen.
     
    7. Flugzeugfahrwerksanordnungsstoppelement gemäß einem der vorangehenden Ansprüche, wobei das erste Bauteil ein Strebenelement aufweist.
     
    8. Flugzeugfahrwerksanordnungsstoppelement gemäß Anspruch 7, wobei das zweite Bauteil einen Kardanbolzen aufweist, der zu dem Strebenelement drehbar gekoppelt ist.
     
    9. Flugzeugfahrwerksanordnungsstoppelement gemäß Anspruch 7 oder 8, wobei das Stoppelement mit einem Loch (18) bereitgestellt ist, das positioniert ist, um mit einer Befestigungslasche ausgerichtet zu sein für eine sperrende Feder, wenn das Stoppelement in dem gekoppelten Zustand ist.
     
    10. Flugzeugfahrwerksanordnungsstoppelement gemäß einem der vorangehenden Ansprüche, wobei das Stoppelement eine bewegliche Verriegelungslasche beinhaltet, die eine entsperrte Position hat, in der das Stoppelement in den und aus dem gekoppelten Zustand bewegt werden kann, und die einen gesperrten Zustand hat, der Entkoppeln des Stoppelements von dem gekoppelten Zustand hemmt.
     
    11. Flugzeugfahrwerksanordnung beinhaltend ein Flugzeugfahrwerksanordnungsstoppelement gemäß einem der vorangehenden Ansprüche.
     
    12. Flugzeuganordnung beinhaltend ein oder mehrere Flugzeugfahrwerksanordnungen gemäß Anspruch 11.
     
    13. Verfahren zum Formen einer Flugzeugfahrwerksanordnung aufweisend den Schritt des Koppelns eines Stoppelements gemäß einem der Ansprüche 1 bis 9 zu einem ersten Bauteil einer Flugzeugfahrwerksanordnung.
     


    Revendications

    1. Elément de butée d'un ensemble train d'atterrissage d'avion (10) agencé de manière à être accouplé à un ensemble train d'atterrissage d'avion (100) avant le montage de l'ensemble train d'atterrissage d'avion sur un avion et agencé de manière à être enlevé de l'ensemble train d'atterrissage d'avion une fois que l'ensemble train d'atterrissage d'avion a été monté sur l'avion, l'élément de butée étant agencé pour limiter le déplacement d'une première pièce (102) de l'ensemble train d'atterrissage d'avion par rapport à une seconde pièce (104) de l'ensemble train d'atterrissage d'avion, l'élément de butée comprenant :

    une formation de mise en prise (12, 14) par l'intermédiaire de laquelle l'élément de butée peut être accouplé de manière amovible à la première pièce de l'ensemble train d'atterrissage d'avion afin d'être placé dans un état accouplé ; et

    des première et seconde protubérances (24, 26) qui, lorsque l'élément de butée se trouve dans l'état accouplé, sont positionnées au sein d'un espace de mouvement qui correspond à un volume balayé par la seconde pièce au moment où la seconde pièce se déplace par rapport à la première pièce sur l'ensemble de son enveloppe de mouvement totale (TME), les protubérances étant espacées l'une de l'autre au sein de l'espace de mouvement de façon à définir une portion non obstruée de l'espace de mouvement entre elles, au sein de laquelle la seconde pièce est libre de se déplacer, chaque protubérance étant agencée de manière à empêcher le déplacement de la seconde pièce au-delà de celle-ci, de façon à confiner la seconde pièce à la portion non obstruée (CME) de l'espace de mouvement.


     
    2. Elément de butée d'un ensemble train d'atterrissage d'avion selon la revendication 1, comprenant une surface de passage en creux (28) entre les protubérances définissant la portion non obstruée de l'espace de mouvement.
     
    3. Elément de butée d'un ensemble train d'atterrissage d'avion selon l'une quelconque des revendications précédentes, dans lequel l'une ou plusieurs des protubérances définit/définissent chacune une surface à gradient qui s'étend dans l'espace de mouvement de façon à assurer un meilleur niveau de résistance au déplacement de la seconde pièce à partir de la partie non obstruée de l'espace de mouvement.
     
    4. Elément de butée d'un ensemble train d'atterrissage d'avion selon l'une quelconque des revendications précédentes, dans lequel la première pièce est accouplée en pivotement à la seconde pièce.
     
    5. Elément de butée d'un ensemble train d'atterrissage d'avion selon l'une quelconque des revendications précédentes, dans lequel la première pièce est agencée de manière à se déplacer par rapport à la seconde pièce dans un seul plan de mouvement.
     
    6. Elément de butée d'un ensemble train d'atterrissage d'avion selon l'une quelconque des revendications précédentes, dans lequel la formation de mise en prise de l'élément de butée est agencée de manière à épouser un profil de surface extérieure d'une ou de plusieurs portion(s) de la première pièce.
     
    7. Elément de butée d'un ensemble train d'atterrissage d'avion selon l'une quelconque des revendications précédentes, dans lequel la première pièce comprend un élément d'entretoise.
     
    8. Elément de butée d'un ensemble train d'atterrissage d'avion selon la revendication 7, dans lequel la seconde pièce comprend un axe de cardan accouplé pour pivoter à l'élément d'entretoise.
     
    9. Elément de butée d'un ensemble train d'atterrissage d'avion selon la revendication 7 ou la revendication 8, dans lequel l'élément de butée est muni d'un orifice (18) placé de façon à être aligné avec une patte de montage pour ressort de verrouillage train sorti lorsque l'élément de butée est dans l'état accouplé.
     
    10. Elément de butée d'un ensemble train d'atterrissage d'avion selon l'une quelconque des revendications précédentes, dans lequel l'élément de butée comporte une languette de verrouillage mobile qui présente une position déverrouillée dans laquelle l'élément de butée peut se déplacer dans, ou depuis, l'état accouplé, et un état verrouillé qui empêche le désaccouplement de l'élément de butée de son état accouplé.
     
    11. Elément de butée d'un ensemble train d'atterrissage d'avion comportant un élément de butée de l'ensemble train d'atterrissage d'avion selon l'une quelconque des revendications précédentes.
     
    12. Ensemble d'avion comportant un ou plusieurs ensemble(s) train (s) d'atterrissage d'avion selon la revendication 11.
     
    13. Procédé de formation d'un ensemble train d'atterrissage d'avion comprenant l'étape d'accouplement d'un élément de butée selon l'une quelconque des revendications 1 à 9 à une première pièce d'un ensemble train d'atterrissage d'avion.
     




    Drawing




















    Cited references

    REFERENCES CITED IN THE DESCRIPTION



    This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

    Patent documents cited in the description