Obstruction to secure an aircraft on a landing grid and aircraft

Abstract

The present invention relates to a restraint (20) for an aircraft (1). The restraint (20) comprises a cylinder (50) comprising a housing (51) and a head (70) movable in translation relative to the housing (51) along an elevation axis (AXALT), said head (70) having three degrees of freedom in rotation respectively along a longitudinal axis (AXL) as well as a transverse axis (AXT) and the elevation axis (AXALT), said restraint (20) comprising a force-recovery member (40) surrounding the cylinder (50) and provided with a fixing (42) capable of being secured to the aircraft (1). Abstract figure: figure 3

Description

Title of the invention: Obstacle for securing an aircraft on a landing grid and aircraft

[0001] The present invention relates to an obstacle for securing an aircraft on a landing grid and to an aircraft provided with such an obstacle.

[0002] An aircraft may be placed on a moving surface or one exposed to the wind, for example on a ship. The aircraft may then be equipped with a system enabling it to be kept in a substantially stationary position independently of the wind and / or, where appropriate, the mobility of the ship and in particular its pitch and roll inclination.

[0003] An anchor harpoon is generally arranged under the fuselage of the aircraft, between the landing gear wheels or between the skids of a skid landing gear. The harpoon has a movable harpoon head. The harpoon head is equipped with a clamp, a finger or other device that automatically locks when landing on a landing grid of a platform. Such a grid is sometimes called a "landing grid" in the context of a ship.

[0004] In addition, the anchoring harpoon allows, after anchoring, by applying a tensile force between the anchoring point and the aircraft, to press the aircraft onto the platform in order to increase its stability and ensure that it remains on the platform. The anchoring harpoon thus allows, in a certain range of inclination of the ship and in a certain wind range, to temporarily replace a mooring system.

[0005] An anchor harpoon comprises a means for deploying the harpoon head allowing, on the one hand, the movement of the harpoon head during landing and, on the other hand, the application of a tensile force on the harpoon head in order to press the aircraft onto the platform.

[0006] The means for deploying the harpoon head generally comprises a hydraulic cylinder, particularly on a medium or heavy aircraft requiring powerful harpoons, or an electric or even pneumatic cylinder on lighter aircraft.

[0007] An anchor harpoon is interesting and effective, but can be relatively heavy since the harpoon is likely to undergo significant forces. In addition, its arrangement under the fuselage can sometimes be delicate in the presence of certain additional equipment, such as cameras, headlights, RADAR systems, etc.

[0008] For example, documents FR 2 701 689 Al, FR 2 943 988 Al and FR 2 982 241 Al describe anchoring harpoons.

[0009] Document FR 2 701 689 A1 presents a harpoon having a harpoon head comprising a pin. The pin is provided with radially oriented and movable fingers, means for driving and retaining the fingers in the extended position and means for de- lock fingers.

[0010] Document FR 2 943 988 A1 describes a gas anchor harpoon provided with a rod. A free end of the rod comprises a harpoon head equipped with retaining fingers movable between a retracted position and an active position by control means.

[0011] Document FR 2 982 241 A1 describes a harpoon having a bistable actuator.

[0012] Document FR 2 708 249 A1 describes an adapter for a driving assistance system landing and takeoff of helicopters. The adapter is equipped with an automatic anchoring head in a landing grid

[0013] The present disclosure then aims to propose not a harpoon which is anchored in a landing grid but an obstacle capable of being less complex and heavy than a harpoon in order to tend to limit the sliding of an aircraft with skids.

[0014] The present disclosure relates to an obstacle for an aircraft. This obstacle comprises a jack comprising a housing and a head movable in translation relative to the housing along an elevation axis, said head having three degrees of freedom in rotation respectively along a longitudinal axis as well as a transverse axis and the elevation axis, for example relative to, among other things, an airframe of the aircraft, said obstacle comprising a force-recovery member surrounding the jack and provided with a fixing capable of being secured to the aircraft.

[0015] The cylinder can be an electric, pneumatic or even hydraulic cylinder. The cylinder can be connected in the usual way to a control interface to be extended, if necessary on the ground, or retracted, in flight in particular.

[0016] The cylinder can then move the head of the obstacle in translation towards a conventional landing grid following landing to engage the head in the landing grid. Such a landing grid usually comprises cells and separators separating the adjacent cells. The three degrees of rotational freedom of the head of the obstacle then allow it to reach an immobilization position, the head penetrating at least partially into one cell or two cells by positioning itself on either side of a separator of the grid. When the head is in position within the landing grid, the force-recovery member limits the movement of the cylinder relative to the aircraft and transmits the forces experienced to the aircraft as a stop. As a result, the movements of the aircraft relative to the landing grid are limited.The head may have an immutable / fixed shape not including parts that move relative to each other, unlike a head equipped with a clamp or at least one locking finger that moves in translation, for example.

[0017] Thus, an aircraft may comprise one or more restraints which each make it possible to limit the sliding of the aircraft, the restraints not exerting any tensile force unlike a harpoon. Each restraint may in fact be compact and relatively light, the forces undergone being directly taken up by the aircraft.

[0018] Indeed, contrary to existing prejudices, it is not necessarily obligatory to use an anchor harpoon providing traction. Depending on the nature of the aircraft, the climatic conditions, the characteristics of the ship or floating bridge and the sea state, the present disclosure proposes to use an obstacle. An aircraft can be relatively stable on the deck of a boat, at least in certain deck movements, in particular a relatively light and / or skid-mounted aircraft. Consequently, such an obstacle can prove sufficient in conditions of reasonable limited sea deck movements. The obstacle prevents the aircraft from sliding on the deck of the boat, the risk of tipping being zero when the deck movements are small.

[0019] The obstacle may further comprise in particular one or more of the following characteristics, taken alone or in combination.

[0020] The obstruction may comprise a support carrying said jack, the jack being movable in rotation relative to the support along the longitudinal axis and the transverse axis, the head being movable in rotation relative to the housing along the elevation axis.

[0021] For example, the support comprises a bearing connected by a joint to the jack. This simple configuration easily gives the head the required mobility. The support can be light since the radial forces experienced in the event of sliding pass through the force-recovery member.

[0022] According to a possibility compatible with the previous one, the head can comprise a free end comprising two stops capable of penetrating jointly into the same cell of a landing grid, said two stops being immobile relative to each other and separated from each other by a space capable of receiving a separator of said landing grid separating two said cells.

[0023] The head thus comprises two elongated elements forming two stops forming a fork. Therefore, the two stops are configured to jointly grip a separator by penetrating into two cells, and to be able to be inserted into the same cell.

[0024] According to a possibility compatible with the previous ones, the two stops can each comprise a tapered end section moving away from the housing.

[0025] When extending the cylinder, this characteristic promotes the rotation of the head relative to the landing grid to reach its immobilization position either in one cell or in two cells around a separator, depending on the initial point of contact between the head and the landing grid.

[0026] According to a possibility compatible with the previous ones, at least one tapered end section can be rounded.

[0027] When extending the cylinder, this characteristic promotes the rotation of the head, relative to the landing grid, for its engagement in the landing grid, in avoiding blocking before a stopping position is reached.

[0028] According to a possibility compatible with the previous ones, the two stops can be different.

[0029] When extending the cylinder, this feature promotes rotation of the head, relative to the landing grid, for its engagement in the landing grid, avoiding blocking before a locking position is reached. The head has an asymmetrical shape in order to avoid blocking of the cylinder while the head is not correctly positioned. The asymmetrical shape can optionally promote a direction of rotation of the head.

[0030] According to a possibility compatible with the previous ones, one of said two stops can extend parallel to the elevation axis over a first length and the other stop extends parallel to the elevation axis over a second length greater than the first length.

[0031] When extending the cylinder, this feature promotes rotation of the head, relative to the landing grid, for its engagement in the landing grid, tending to avoid blocking in a non-optimal position. This feature makes it possible to prevent the head from coming into contact with the landing grid simultaneously at two points and not reaching a position of immobilization.

[0032] According to a possibility compatible with the previous ones, said two stops can each comprise a rounded external face which is concave with respect to the elevation axis, namely seen from the elevation axis.

[0033] The cells of a landing grid usually have a cylindrical shape. Therefore, the external faces can have a shape complementary to the wall delimiting a cell to ensure optimal support in a cell.

[0034] According to a possibility compatible with the previous ones, the two stops can each comprise a rounded internal face convex with respect to the elevation axis, namely seen from the elevation axis.

[0035] The internal faces may have a shape complementary to the walls of a separator to ensure optimal support when the head is fitted around this separator. If necessary, this shape tends to promote the sliding of the head against the landing grid to reach an immobilization position. The play present between the separator and the head can be minimized.

[0036] According to a possibility compatible with the previous ones, one of the two stops may have an oval shape in a plane orthogonal to the elevation axis and the other stop has a truncated oval shape in said plane.

[0037] When extending the cylinder, this feature promotes rotation of the head, relative to the landing grid, for its engagement in the landing grid.

[0038] The present disclosure also relates to an assembly comprising a grid landing provided with several cells, each cell being separated from an adjacent cell by a separator of the landing grid. This assembly then comprises a said obstacle, said stops jointly having a shape which can be inscribed in each cell, said space having a shape which can contain each separator.

[0039] The present disclosure also relates to an aircraft comprising at least one said obstacle.

[0040] The aircraft comprising landing gear, the attachment of the force-recovery member being secured to the landing gear or to a boom secured to a cell of the aircraft.

[0041] The restraint may comprise a support carrying the jack and the aircraft may comprise landing gear, the support may be fixed to the landing gear or to a pole secured to a cell of the aircraft.

[0042] Optionally, the restraint may be attached to the landing gear itself or to a pole attached to an airframe of the aircraft or to the landing gear, for example.

[0043] The obstruction may in particular not be arranged under the cell, unlike a harpoon. Such an arrangement, in particular on the landing gear, may facilitate the installation and / or removal of the obstruction. This arrangement may avoid hindering access to the underside of the aircraft and / or the installation of other equipment, such as surveillance equipment such as an optronic ball, light, camera or radar for example.

[0044] According to one possibility, the landing gear may be a skid landing gear, the attachment and the support being able to be attached to a skid of the landing gear, the support being able to have an articulation carrying the jack, the articulation being able to be located above the force-recovering member when the aircraft is landed.

[0045] The cylinder may be mounted on a ball joint or cardan joint of the support in order to have freedom of angular movement at least around the longitudinal axis and the transverse axis. This joint may be offset in height relative to the ground by being above the force-recovering member. The radial forces introduced into the cylinder during a slide of the aircraft are then taken up by the force-recovering member at the level of the skid.

[0046] The invention and its advantages will appear in more detail in the context of the description which follows with examples given for illustrative purposes with reference to the appended figures which represent:

[0047] [Fig.l], an example of an aircraft according to the invention having a wheel landing gear,

[0048] [Fig.2], an example of an aircraft according to the invention having a skid landing gear,

[0049] [Fig. 3], a three-dimensional view of a restraint according to the extended invention,

[0050] [Fig.4] is a three-dimensional view of a restraint having a head interfaced in a landing grid,

[0051] [Fig.5], a schematic section of a jack according to the invention,

[0052] [Fig.6], a schematic section of a jack according to the invention,

[0053] [Fig.7], a schematic section of a first stop of a jack according to the invention,

[0054] [Fig.8], a schematic section of a second stop of a jack according to the invention,

[0055] [Fig.9], a schematic section of the stops of a jack according to the invention arranged in a cell,

[0056] [Fig.10], a schematic section of the stops of a jack according to the invention arranged around a separator,

[0057] [Fig.l 1], a diagram illustrating the operation of a hindrance,

[0058] [Fig.12], a diagram illustrating the positioning of a head of a hindrance in a alveolus, and

[0059] [Fig. 13], a diagram illustrating the positioning of a head of a hindrance between two cells.

[0060] Elements present in several distinct figures are assigned a single reference.

[0061] Figures 1 and 2 illustrate examples of aircraft 1 according to the present disclosure. Such an aircraft 1 may be an aircraft with or without an onboard pilot.

[0062] As illustrated in [Fig.l], the aircraft 1 may comprise at least one rotary wing 5 carried by an airframe 2, the airframe 2 being able for example to extend from a nose 3 to a tail 4.

[0063] Furthermore, and whatever the embodiment, the aircraft 1 may comprise one or more landing gears 6. According to [Fig. 1], the aircraft 1 may comprise several landing gears each comprising at least one wheel 7. According to [Fig. 2], the aircraft 1 may comprise a skid landing gear 8. Such a skid landing gear comprises, for example, at least two skids 8 and at least two crosspieces 9.

[0064] Regardless of the nature of the aircraft 1 and the type of landing gear it comprises, an aircraft 1 may comprise at least one hindrance 20 configured to be able to be engaged in a landing grid 10 in an immobilized position. An hindrance 20 and a landing grid 10 may form an assembly 95. Usually, the landing grid 10 may comprise a structure delimiting cells 11, the structure having separators 12 between the adjacent cells 11. The cells 11 have, for example, cylindrical shapes with a circular base.

[0065] Such a hindrance 20 can be carried by a pole 15. This pole 15 can be integral with cell 2 or others according to the example of [Fig.l], or directly with a landing gear according to the example of [Fig.2] where an obstacle 20 is fixed to a skid 8.

[0066] [Fig. 3] shows an extended shackle 20 and [Fig. 4] illustrates this same shackle 20 engaged in a landing grid 10. The shackle 20 is fixed, for illustration purposes, to a skid 8, but the following explanations are also valid for fixing to a pole 15, unless otherwise stated.

[0067] With reference to [Fig. 3], the hindrance 20 comprises a jack 50. The jack 50 is provided with a housing 51 and a head 70 movable in translation relative to the housing 51 along an axis in elevation AXALT relative to the cell or the pad.

[0068] Furthermore, the head 70 has three degrees of freedom in rotation ROTI, ROT2, ROT3 respectively around a longitudinal axis AXL as well as a transverse axis AXT and the elevation axis AXALT. The elevation axis can furthermore be movable relative to the longitudinal axis AXL and the transverse axis AXT.

[0069] According to one example, the head 70 is only movable in translation relative to the housing 51, the housing 51 being movable in rotation along the three preceding axes, possibly via a ball joint. In this case, the ball joint gives freedom of movement to the cylinder around the longitudinal axis AXL, the transverse axis AXT and the elevation axis AXALT.

[0070] According to another example, the head 70 is for this purpose movable in rotation ROT3 relative to the housing 51 around the elevation axis AXALT, this elevation axis also being able to be movable relative to the longitudinal axis AXL and the transverse axis AXT. The jack 50 can be articulated to a support 30 by an articulation making it movable in rotation relative to the support 30 only along the longitudinal axis AXL and the transverse axis AXT. The support 30 is then fixed, for example, to a landing gear 6, and for example to a skid 8, or to a pole 15.

[0071] According to the illustrated embodiment, the support 30 may comprise a frame 31 fixed to the landing gear 6 or to the boom 15. In addition, the support 30 comprises a hinge 32 articulating the housing 51 to the frame 31 along the longitudinal axis AXL and the transverse axis AXT. For example, the hinge 32 comprises a yoke 33 carried by a bearing or an equivalent of the frame 31 to be movable in rotation about the transverse axis AXT, the jack 50, and in particular its housing 51, being articulated to the yoke 33 about the longitudinal axis AXL.

[0072] The jack 50 can be of different types for moving the head 70 relative to the aircraft 1 and can be controlled by a control interface 60. Such a control interface 60 can comprise a button, a touch screen, a voice command, an antenna receiving a control signal, etc. Figures 5 and 6 give non-limiting examples of jacks.

[0073] [Fig. 5] illustrates an example of a hydraulic or pneumatic cylinder 50, capable of moving the head 70 in translation along the AXALT elevation axis while leaving it a degree of freedom in rotation around this AXALT elevation axis.

[0074] According to this example, a piston 52 can separate the internal volume of the housing 51 into two chambers in communication with a hydraulic or pneumatic circuit 54 controlled by the control interface 60. The piston 52 is secured to a piston rod 53 carrying the head 70. Furthermore, the head 70 is rotatable about the elevation axis AXALT relative to the housing 51. For example, the piston 52, the piston rod 53 and the head 70 can be rotatable about the elevation axis AXALT relative to the housing 51.

[0075] [Fig. 6] illustrates an example of an electric cylinder. The housing 51 houses an electric motor 55, for example a linear electric motor provided with an output rod 56 movable in translation along the elevation axis AXALT. The head 70 can be connected to this output rod 56 with a degree of freedom in rotation around the elevation axis AXALT. For example, the head 70 comprises a plate arranged between a shoulder 57 of the output rod 56 and a nut 58 or equivalent.

[0076] Whatever the variant, each jack 50 can comprise usual sensors, means for immobilizing the head 70 and / or can communicate with an alerter capable of signaling the position of the head to an operator.

[0077] Independently of the manner of making the head 70 mobile relative to the aircraft 1 and with reference again to [Fig. 3], the hindrance 20 comprises a force-recovery member 40 to limit the movements of the aircraft 1 relative to the jack 50 and to transmit the forces undergone by the hindrance 20 to this aircraft 1.

[0078] The force-recovery member 40 locally surrounds the cylinder 50, for example under the articulation 32. In addition, the force-recovery member 40 is provided with one or more fixings 42 to be fixed to the support 30, or to the landing gear 6, for example to the skid 8 where appropriate, or to the pole 15.

[0079] For this purpose, the force-recovering member 40 may comprise a retaining ring 41 provided with the fixing(s) 42. Such a fixing 42 may comprise an orifice crossed by a screw or a rivet for example.

[0080] To be correctly engaged in the landing grid 10, the head 70 may comprise a free end 72 comprising two stops 75, 76. For example, the head 70 comprises a base 71 extended along the elevation axis AXALT by the two stops 75, 76. The two stops may extend parallel to each other.

[0081] The two stops 75, 76 are immobile relative to each other. The two stops 75, 76 may be arranged on either side of the elevation axis AXALT. Furthermore, a space 90 may separate the two stops perpendicular to the elevation axis AXALT.

[0082] The two stops 75, 76 are further dimensioned to be able to penetrate jointly into the same cell 11 in an immobilization position, for example by being inscribed in a cylinder with a radius smaller than the radius of each cell 11. In addition, the two stops 75, 76 are dimensioned to be able to be fitted around a separator 12 so that one stop 75 is then in one cell 11 and the other stop 76 is in another adjacent cell 11 in an immobilization position.

[0083] To facilitate the positioning of the stops 75, 76 in an immobilization position, each stop 75, 76 may comprise an end section 77, 78 which tapers away from the housing 51. At least one end section 77, 78 may further be rounded.

[0084] In a complementary or alternative manner, the two stops 75, 76 are different.

[0085] According to [Fig.7], a first stop 75 can in fact extend along the elevation axis AXALT over a first length L1, from the base 71 if necessary. According to [Fig.8], a second stop 76 can extend along the elevation axis AXALT from the base 71 if necessary, over a second length L2 greater than the first length L1. Furthermore, the second stop 76 can have a rounded end with a radius greater than the radius of the first stop 75.

[0086] According to [Fig.9], the two stops 75, 76 can each extend radially, with respect to the elevation axis AXALT from a rounded internal face 83, 84 to a rounded external face 81, 82. The two internal faces 83, 84 are opposite each other.

[0087] The two external faces 81, 82 may each be concave with respect to the elevation axis AXALT. Conversely, the two internal faces 83, 84 may be convex with respect to the elevation axis AXALT.

[0088] In a plane 99 orthogonal to the elevation axis AXALT, one stop may have a truncated oval-shaped section while the other stop may have an oval-shaped section. According to the illustrated example, the first stop 75 has a truncated oval-shaped section while the second stop 76 has an oval-shaped section.

[0089] According to [Fig.9], the two stops 75, 76 can then be inscribed in a cell 11. According to [Fig. 10], the two stops 75, 76 can be arranged respectively in two adjacent cells 11.

[0090] Figures 11 to 13 illustrate the operation of the hindrance 20.

[0091] With reference to [Fig. 11], when the aircraft 1 is landed, the jack 50 is extended, on the possible order of the control interface 60. The head 70 shown schematically moves towards the landing grid 10. The head 70 can then penetrate directly into a cell 12 if such a cell 11 is located to the right of the head 70.

[0092] On the other hand, if the head 70 touches the structure of the landing grid 10, the head 70 performs, together with its translational movement, at least one rotary movement around one of the longitudinal AXL, transverse AXT or elevation AXALT axes. The diagram illustrates various immobilization positions that can be reached at the end of these movements.

[0093] Figures 12 and 13 illustrate various situations.

[0094] According to [Fig.12], the first stop 75 can touch the structure of the landing grid 10 while the second stop 76 is located in a cell 11 in an intermediate position POSINT. The extension of the jack 50 then causes the rotation of the head 70 which drives the first stop 75 into another cell 11 than the second stop 76 in the final immobilization position POSF.

[0095] According to [Fig. 13], the second stop 76 can touch the structure of the landing grid 10, the shorter first stop 75 then being above the landing grid 10. The extension of the jack 50 then causes the rotation of the head 70 which drives the first stop 75 and the second stop 76 into the same cell 11 in the final immobilization position POSF.

[0096] Naturally, the present invention is subject to numerous variations as to its implementation. Although several embodiments have been described, it is understood that it is not conceivable to exhaustively identify all possible modes. It is of course conceivable to replace a means described by an equivalent means without departing from the scope of the present invention.

Claims

Claims

1. Obstacle (20) for an aircraft (1), said obstacle (20) comprises a jack (50) comprising a housing (51) and a head (70) movable in translation relative to the housing (51) along an elevation axis (AXALT), said head (70) having three degrees of freedom in rotation respectively along a longitudinal axis (AXL) as well as a transverse axis (AXT) and the elevation axis (AXALT), said obstacle (20) comprising a force-recovery member (40) surrounding the jack (50) and provided with a fixing (42) capable of being secured to the aircraft (1) characterized in that said head (70) comprises a free end (72) comprising two stops (75, 76) configured to penetrate jointly into the same cell (11) of a landing grid (10), said two stops (75,76) being immobile relative to each other and separated from each other by a space (90) configured to accommodate a separator (12) of said landing grid (10) separating two said cells (11).,

2. Obstacle according to claim 1, characterized in that said obstacle (20) comprises a support (30) carrying said cylinder (50), said cylinder (50) being movable in rotation relative to the support (30) along the longitudinal axis (AXL) and the transverse axis (AXT), the head (70) being movable in rotation relative to the housing (51) along the elevation axis (AXALT).

3. Obstacle according to any one of claims 1 to 2, characterized in that said two stops (75, 76) each comprise an end section (77, 78) tapering away from said housing (51).

4. Obstacle according to claim 3, characterized in that at least one tapered end section (77, 78) is rounded.

5. Obstacle according to any one of claims 1 to 4, characterized in that the two stops (75, 76) are different.

6. Obstacle according to claim 5, characterized in that one stop (75) of said two stops (75, 76) extends parallel to the elevation axis over a first length (L1) and the other stop (76) extends parallel to the elevation axis over a second length (L2) greater than the first length (L1).

7. Obstacle according to any one of claims 1 to 6, characterized in that said two stops (75, 76) comprise each one has an external face (81, 82) rounded concave with respect to the elevation axis (AXALT).

8. Obstacle according to any one of claims 1 to 7, characterized in that said two stops (75, 76) each comprise an internal face (83, 84) rounded convex with respect to the elevation axis (AXALT).

9. Obstacle according to any one of claims 1 to 8, characterized in that one stop (76) of said two stops (75, 76) has an oval shape in a plane (99) orthogonal to the elevation axis (AXALT) and the other stop (75) has a truncated oval shape in said plane (99).

10. An assembly (95) comprising a landing grid (10) provided with a plurality of cells (11), each cell (11) being separated from an adjacent cell (11) by a separator (12) of the landing grid (10), characterized in that the assembly (95) comprises an obstacle (20) according to any one of claims 1 to 9, said stops (75, 76) jointly having a shape that can be inscribed in each cell (11), said space (90) having a shape that can contain each separator (12).

11. Aircraft (1), characterized in that the aircraft (1) comprises at least one obstacle (20) according to any one of claims 1 to 9,

12. Aircraft according to claim 11, characterized in that said aircraft (1) comprises a landing gear (6), said attachment (42) of said force-recovery member (40) being secured to the landing gear (6) or to a boom (15) secured to a cell (2) of the aircraft (1).

13. Aircraft according to any one of claims 11 to 12, characterized in that said hindrance (20) comprising a support (30) carrying the jack (50) and said aircraft (1) comprising a landing gear (6), said support (30) is fixed to the landing gear (6) or to a pole (15) secured to a cell (2) of the aircraft (1).

14. Aircraft according to claims 12 and 13, characterized in that said landing gear (6) is a skid landing gear (8), said attachment (42) and the support (30) being attached to a skid (8) of the landing gear (6), said support (30) having an articulation (32) carrying the jack (50), the articulation (32) being located above said force-recovery member (40) when the aircraft (1) is laid.

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