AIRCRAFT FOR FLIGHT TRAINING

Description

[0001] The invention relates to an aircraft for pilot training, as well as a specific cabin for such an aircraft and a simulator equipped with such a cabin. The aircraft according to the invention falls into the category of light aircraft, that is to say, aircraft whose mass is substantially less than 2700 kg or between 2700 kg and 5700 kg.

[0002] The entire training path of an airplane pilot, from the initial stage to the threshold of the first type rating, before entering commercial transport, is riddled with deficiencies in practical application which cause weaknesses in mastery of learning.

[0003] These weaknesses are essentially due to the lack of a true tool, dedicated to pilot training, which would ensure real technological continuity between aircraft used for training and aircraft used for passenger transport.

[0004] These deficiencies, accumulated over the course of the multiple stages of pilot training, create the ideal breeding ground for incidents and accidents that occur during the careers of many of these pilots, who are confronted in flight with unusual situations that require not only greater mastery of the operation of the machine, but a very thorough knowledge of all facets of the reaction of their aircraft, in conditions and situations that are more than abnormal.

[0005] The use of disparate and generic aircraft types, with all their technological weaknesses, along with flight simulators that produce an optical illusion instead of simulating, cannot change this situation. In other words, current flight simulators create an optical illusion instead of generating, through simulation, conditions that allow for a genuine perception of physical effects. There is a technological gap between general aviation and commercial aviation that requires an urgent response.

[0006] The invention aims to address these shortcomings and bridge this technological gap. Document EP 1 436 193 describes a training aircraft for pilots comprising a fuselage including a cockpit, wings, landing gear, and a tail assembly. The wings of this aircraft are unique and designed specifically to maximize lateral stability up to high angles of attack, thereby enabling aircraft control and preventing spins during flight, or facilitating spin recovery during training exercises.

[0007] Document WO 2008 / 054449 describes a three-hulled amphibious aircraft comprising a central hull situated between a starboard outer hull and a port outer hull. The central hull supports a fuselage.

[0008] US document 8523101 describes an aircraft capable of short takeoffs and landings, the aircraft essentially comprising a fuselage, a wing attached to the fuselage, a forward horizontal stabilizer attached to the fuselage at the forward end of the fuselage, and at least two jet engines for propulsion.

[0009] The invention notably offers a more efficient and comprehensive aircraft design alternative.

[0010] To this end the invention relates in the first instance to an aircraft for pilot training, said aircraft comprising in particular a fuselage which extends along a longitudinal axis of the aircraft, said fuselage comprising a front end forming an aircraft nose and a rear end, said aircraft comprising a cockpit, a wing, a landing gear, at least one turboprop engine and a tail assembly.

[0011] The aircraft is notable in that it also features two symmetrical canards attached to the forward fuselage, on either side of the nose and substantially forward of the cockpit. Furthermore, the tail assembly comprises two V-shaped elements symmetrical about the aircraft's longitudinal axis, and at least one turboprop engine is located above the fuselage, forward of the tail assembly and in a plane of symmetry including the aircraft's longitudinal axis, between the two V-shaped elements of the tail assembly.

[0012] The aircraft conforming to the invention may also include the following features, taken separately or in combination: Each canard wing may comprise a leading edge, a trailing edge, and a curved tip between two leading edge and trailing edge tips; each of said canard leading edges comprising at least one high-lift flap, and each of said canard trailing edges possibly comprising a slotted flap; the V-shaped elements of said tail assembly may form an angle between them of substantially between 100° and 125°; each of the V-shaped elements may have a substantially triangular shape with a leading edge and a trailing edge; said leading edge being oriented in a direction inclined with respect to said longitudinal axis of the aircraft at an angle of inclination of substantially between 100° and 160°; each of the V-shaped elements may comprise subdivided and independent rudders; said tail assembly may comprise a biomimetic device.positioned at said rear end of the fuselage, extending said rear end along the longitudinal axis of the aircraft, said biomimetic device comprising paddles articulated relative to each other around a pivot axis perpendicular to said longitudinal axis of the aircraft, between a retracted position in which said paddles are positioned one on top of the other and a deployed position in which said paddles form a fan, the biomimetic device may be mounted pivoting about an axis perpendicular to said longitudinal axis of said aircraft, said wing may comprise two symmetrical swept wings, each wing having a sinusoidal profile and comprising a wing leading edge and a wing trailing edge, which extend respectively between a wing connecting end which is connected to the fuselage through a box by means of a root strut, and a free wing end,and a groove forming a Venturi channel may be provided in the connecting end, said groove having a groove inlet near the wing leading edge and a groove outlet near the wing trailing edge, said groove having a groove depth and a groove width, said groove width increasing between said groove inlet and said groove outlet, said wing leading edge may have a tip slat which may be offset, fixed or steered, the wing free ends may be curved and, optionally, the wing trailing edge may have at least one slotted flap, each of the wings may be equipped with differential pressure measuring elements of overpressure on the lower surface versus underpressure on the upper surface and communicating with a computer to monitor airflow over the aircraft and provide positive or negative takeoff information to said cabin,This information being related to the variation of the differential pressure ensuring takeoff, the aircraft may include a nose whose profile extends in a direction inclined relative to the longitudinal axis of the aircraft, at a downward angle of substantially between 5° and 25°. The turboprop group may include a turbine drive device that transitions between electrical energy and fossil energy (via biofuels) to rotate a propeller capable of generating an outgoing airflow oriented in a median direction substantially parallel to the longitudinal axis of the aircraft between the elements forming a V of the tail assembly.

[0013] The invention further relates to a cockpit for an aircraft as described above, said cockpit comprising an instrument panel including: an upper control panel, extending substantially at least partially over an upper wall of said cabin, said upper control panel concentrating first control devices of the electrical, hydraulic and pneumatic system of said aircraft, and a front control panel, extending substantially at least partially over a front wall of said cabin, including in particular second control devices of on-board services of said aircraft and electrical protection, as well as a take-off capability indicator of said aircraft, said indicator delivering a positive or negative take-off information, generated by a computer from data provided by aerodynamic pressure variation measurement elements positioned under and / or on said wing.

[0014] The cabin according to the invention may also include a dummy control device for retracting and extending the landing gear.

[0015] Finally, the invention relates to a flight simulator, comprising a cabin as defined above, for an aircraft conforming to the invention. The simulator has the particularity of comprising a cabin mounted to rotate clockwise or counterclockwise on a support pedestal, at a rotational speed calculated by a simulator control module in response to the actions of a pilot on the first or second control devices of said cabin.

[0016] Thus realized, the invention offers the aeronautical industry a proposal to break with the approximation in the training of airplane pilots, in particular by proposing an airplane whose specific mission is pilot training, the airplane being equipped accordingly.

[0017] The invention thus makes it possible to drastically improve safety in the operation of this aircraft which can be considered as an aerial "educational tool".

[0018] The aircraft conforming to the invention offers distinctive aerodynamic efficiency at the limits of its flight envelope, under both normal and degraded conditions. The new educational objectives supported by the teaching tools of an aeronautical innovation program are part of a quest for greater control of reactions in stressful situations and improved mastery of procedural management, for an effective and rapid regaining of aircraft control.

[0019] The aircraft or simulator conforming to the invention allows pilot training centers to restore their training capacity to, in turn, respond to the global airline pilot crisis whose impact affects even the delivery of new aircraft to airlines that are desperately short of crews.

[0020] To facilitate this improvement, the aircraft or simulator helps to level the technological gap that undermined the transition of pilots from light aircraft to airliners.

[0021] Other advantages and features of the invention will become apparent upon examination of the detailed description of a non-limiting embodiment and the accompanying drawings, in which: [ Fig. 1 ] is a top view of an aircraft according to the invention, [ Fig. 2 ] is a partial cross-sectional view of a wing of the aircraft shown in figure 1 , according to plan II-II, [ Fig. 3 ] is a front profile view of the aircraft shown in figure 1 , [ Fig. 4 ] is a rear profile view of the aircraft shown in figure 1 , [ Fig. 5 ] is a top view of a rear part of an aircraft according to a second embodiment of the invention, [ Fig. 6 ] is a side view of the rear part shown in figure 5 , [ Fig. 7 ] is a top view of an aircraft wing according to another embodiment of the aircraft according to the invention, [ Fig. 8 ] is a cross-sectional view along plane VIII- VIII indicates in figure 7 illustrating a strut-rib that allows an aircraft wing to be fixed at the root, [ Fig. 9 ] is a top view of a canard wing of an aircraft according to another embodiment of the invention, [ Fig. 10 ] is a top view of a forward portion of an aircraft according to the invention, illustrating in particular a cockpit of the aircraft, [ Fig. 11 ] is a front view of a cabin dashboard shown in figure 9 , [ Fig. 12 ] is a perspective view of a support for a flight simulator cockpit that is not claimed, [ Fig. 13 ] is a side view of the support shown in figure 12 , [ Fig. 14 ] is a view from below of the support shown in figures 12 et 13 .

[0022] In the following description, the terms "lower," "upper," "left," "right," "top," "bottom," etc., are used with reference to the drawings for ease of understanding. They should not be interpreted as limitations on the scope of the invention.

[0023] The aircraft that will now be presented is a flight training aircraft, meaning it is exclusively dedicated to the initial training of commercial airline pilots (those aspiring to become airline pilots). The aircraft described is lightweight (less than 2700 kg), has three seats in a cabin that is more spacious than the usual cabins in light aircraft, and features an unparalleled aerodynamic profile with four wings.

[0024] The plane pictured on the figures 1 , 3 et 4 It comprises, in a classic manner, a fuselage 1 in which a cockpit 2 is provided (at the front of the aircraft).

[0025] On either side of the fuselage 1, extend two wings 3 left and right, constituting the wing of the aircraft.

[0026] Under fuselage 1, a fixed tricycle landing gear 4 is planned, comprising: two fixed legs 40, equipped or not with shock-absorbing systems, placed substantially behind the center of gravity of the aircraft, each of the legs being equipped at its free end with one or more wheels, and a fixed leg 41, equipped or not with shock-absorbing systems, placed at the front of the aircraft, under the front end of the cabin 2, also equipped with one or more wheels at its free end.

[0027] The aircraft according to the invention also includes a turboprop engine 5 placed above the fuselage, behind the wings 3 of the wing.

[0028] In addition, the aircraft has a tail assembly 6, at the rear end of the fuselage, and according to the invention, it has two canard beaks 7, at the front end of the fuselage (therefore in the front part of the aircraft).

[0029] Each of the elements listed above, bearing references 1 to 7, will now be described in more detail, starting from the front part of the aircraft towards the rear part of the aircraft.

[0030] Firstly, the forward end of the aircraft has a nose 8 behind which is the cockpit 2.

[0031] Nose 8 has a so-called "descending" profile, particularly visible in figures 3 et 4 .

[0032] This downward profile acts as a counterweight, an aerodynamic balancing lever on the longitudinal axis D of the aircraft around the pitch axis (not shown).

[0033] The nose 8 is formed by the forward end of the fuselage: it originates at the base of the cabin 2 and terminates at the free forward end of the aircraft. The wall that forms the nose has an upper part 80 which extends in a direction D1 (see figures 3 ou 4 ) inclined downwards, thus following a downward angle A1 with respect to the longitudinal axis D of the aircraft (shown in figure 1 ).

[0034] Angle A1 is approximately between 5° and 25°.

[0035] On the nose wall 8 of the aircraft, in front of the cabin 2, are fixed the two canard beaks 7: these are wings of smaller span than the wings 3 of the wing, which are made symmetrically with respect to the longitudinal axis D of the aircraft.

[0036] The canard wings help protect the aircraft from an aerodynamic stall of the main wing while contributing to increased lift by reducing the load of the aircraft's mass on the main wing surface alone.

[0037] As can be seen in particular on the figures 3 et 4 , each of the duckbills 7 has a curved winglet end 70, which can be fixed or articulated mounted, like the pallets 10 and 11 which will be described later.

[0038] This curved tip allows for increased efficiency by reducing lift-induced drag without increasing the wingspan.

[0039] The canard beaks 7 of the aircraft according to the invention may also include other features shown in particular in figure 9 .

[0040] There figure 9 shows a left duckbill 7 of the plane (the left duckbill is the one located on the left side of the plane when you are in cabin 2 and looking towards the front of the plane).

[0041] The duckbill 7 has a leading edge 71 (called "beak edge" to differentiate it from the leading edge of a wing of the sail, described later) and a trailing edge 72 (also called "beak edge" for the same reasons).

[0042] The leading edge of the slat 71 has a high-lift flap 73, also called a "leading edge slat", which increases the aircraft's lift coefficient at low speed and thus lowers the stall speed (high-lift flaps reduce takeoff and landing speeds, thus reducing the distances required and improving safety).

[0043] For information purposes, the aircraft conforming to the invention can stall at approximately 55 km / h, whereas light aircraft usually stall between 100 and 120 km / h.

[0044] The trailing edge of the leading edge 72 incorporates a slotted flap 74. The slotted flap(s) increase the aircraft's lift by increasing the wing's camber, being hinged along one of its edges on the trailing edge. The presence of one or more slots allows for the venting of the flap's upper surface, thus reducing the risk of turbulence formation and boundary layer stall.

[0045] These elements are placed at a strategic distance from the leading edge of the main wing so as not to disrupt its flow.

[0046] Behind the duckbills 7, is the cockpit 2 which is more clearly represented in figure 10 .

[0047] As can be seen, cabin 2 has three seats 20, including two front seats 20 arranged side by side in front of the dashboard, and a rear seat 20 arranged behind the two front seats 20, in front of the space separating the two front seats 20.

[0048] Cabin 2, like commercial aircraft, has 24 glass walls.

[0049] Cabin 2 is equipped with fly-by-wire controls deployed in two versions: one with a joystick and another with a steering wheel on a central pylon (see figure 11 - only the version with the joystick is shown). The dashboard 23 that the cab includes is also shown more precisely in figure 11 .

[0050] The directional control of the front axle 4 is ensured both by a manual steering wheel 19, located next to the steering control lever (see figure 11 ) for slow taxiing and by rudder pedals (pedals located on the floor of the cabin, not shown) for takeoff and landing.

[0051] The instrument panel 23 includes a front control panel 25 equipped with a series of control screens 26 which is equivalent to that of commercial transport aircraft, as well as conventional analog instrumentation for the exploration and integration of fundamental piloting skills.

[0052] The cabin is also equipped with an overhead control panel, which concentrates the control devices for the electrical, hydraulic and pneumatic systems of the aircraft components, as well as some onboard service controls, and electrical protections.

[0053] According to the invention, the instrument panel includes an indicator 27, indicating to the trainee pilot whether the aircraft is ready to take off.

[0054] To do this, the indicator delivers visual information, in the context of our example, which is either positive or negative.

[0055] Positive or negative information is generated by a computer (not shown) from measurement data of aerodynamic pressure variations (i.e., a depression or an overpressure) from sensors positioned under and / or on the wing of the aircraft (the sensors have not been shown).

[0056] The visual information generated by indicator 27 is, for example, a light scale.

[0057] This translates into a display on the instrument panel 23 showing the interpretation of the pressure delta, illustrating the aircraft's takeoff and flight stability capabilities. This particular feature of the aircraft cabin according to the invention eliminates the risk of accidents related to a discrepancy between the flight parameters displayed at takeoff and the control response that prevents takeoff.

[0058] Cabin 2 of the aircraft according to the invention also includes other features: in particular, it includes a dummy control device 28 for retracting or extending the landing gear and an automatic and manually controlled trim wheel 42.

[0059] Indeed, as explained, the landing gear 4 of the aircraft described and illustrated is fixed. Nevertheless, a trainee pilot must become familiar with the control systems of commercial aircraft. Therefore, the cockpit of the training aircraft conforming to the invention is equipped with such control devices, although these are not connected to anything (even though the instrument panel displays the landing gear retraction, extension, and transit maneuver indicators).

[0060] The dummy control unit 28 is located on the base of the front dashboard, slightly to the right of center (see figure 11 ).

[0061] The cabin can also be equipped with another dummy propeller pitch control device.

[0062] Behind cabin 2, on either side of fuselage 1, lies the wing assembly with its two symmetrical swept wings 3. In other words, the two wings 3 form a non-perpendicular angle with the longitudinal axis D of the aircraft. The angle of the wings 3 with the longitudinal axis D of the aircraft is approximately 60°.

[0063] The wingspan of wing 3 is approximately 13.5 m (instead of a wingspan usually between 7 and 9 m for light aircraft).

[0064] Each of the wings 3 is connected to the fuselage 1 by means of a box 12 which is located under the fuselage 1, in its center, and forms the junction between the left wing 3 and the right wing 3 (see figure 2 ). The two wings 3 are fixed by means of root struts 99 (see further on).

[0065] The 12 box is equipped to limit the transfer of shocks into the fuselage structure to dampen the forces during landing and limit their transfer to the fuselage.

[0066] Each of the two wings 3 has a sinusoidal profile, shown in figure 2 : indeed, the cross-section of a wing 3 shows that the wing 3 does not have a flat wall from one end to the other: the upper wall 30 and the lower wall 31 follow a sinusoidal curve, that is to say a curve which rises slightly from a first wing end 32 (connecting to the box 12), then falls slightly, remains substantially flat and rises again towards the second end 33 of the wing 3.

[0067] The second end 33 of the wing 3 is the free end of the wing 3. As with canard beaks, this free end 33 is curved upwards, of the winglet type, to gain efficiency by reducing lift-induced drag without increasing the wingspan.

[0068] There figure 7 shows an example of wing 3 in more detail.

[0069] Each of the wings 3 has a wing leading edge 34 and a wing trailing edge 35, both of which extend between the wing 3 connection end 32 on the box 12, through the wing attachment root strut 99 37, and the upward-curved free end 33.

[0070] The wing trailing edge 35 has at least one low-speed outboard fin 36 and the wing leading edge 34 has a wingtip slat 38.

[0071] The wing leading edge 34 also includes a high-lift flap 39, also called a leading edge slat.

[0072] The wing trailing edge 35 also includes slotted sliding flaps 43, slotted inboard flaps 44 on each wing half, five lift-breaking spoiler panels 45, kinematic flap deployment rails 46, high-speed inboard ailerons 47 and airbrake panels 48.

[0073] There figure 8 This shows a wing root strut 99 which allows the wing 3 to be fixed to the central box 12 of the aircraft. This strut-rib 99 is located at the end 32 of the wing 3 and is illustrated in cross-section, to better represent its construction.

[0074] It should be understood that this spacer 99 could be made differently without going out of the scope of the invention.

[0075] In this example, the root spacer 99 has internal recesses 98 which can have different shapes: roughly triangular, rectangular, ovoid, etc. These recesses 98 make it possible to lighten the spacer 99, while creating a stiffening mesh.

[0076] This embodiment contributes in particular to the absorption of shocks during landing.

[0077] We can observe two circular through holes 97, allowing passage for a fixing piece (not illustrated), the fixing piece allowing the wing 3 to be linked to the box 12.

[0078] In accordance with an advantageous embodiment of the invention, a groove 9 is provided at the connecting end 32 of the wing 3 on the box 12. This groove can be made by the shape of the wall of the end of the wing 3.

[0079] Gorge 9 has an entrance 90 ( figure 3 ) near the leading edge of wing 34 and an exit 91 ( figure 4 ) near the trailing edge of wing 35.

[0080] The groove 9 has a groove depth and a groove width.

[0081] The throat width increases between the inlet 90 and the outlet 91 of the throat 9. In this way, at the level of the hollow formed between the wing 3 and the fuselage (also called the Karman hollow), the throat 9 forms a channel for the aerodynamic airflow with Venturi effect on the extrados (i.e. a phenomenon of fluid dynamics where there is formation of a depression in an area where fluid particles are accelerated), which has the effect of minimizing turbulence which usually develops there.

[0082] It is also planned to equip the wings with measuring elements, such as electronic pressure detectors, absolute pressure sensors, metal-cell pressure sensors, and diaphragm pressure sensors (for example), which monitor airflow by measuring the dynamic pressure of the airflow in the ambient environment. This involves measuring the pressure variation on the upper and lower surfaces of the wing, the value of which determines the lift, which in turn determines the aircraft's ability to take off and maintain flight. These elements are positioned at a predetermined distance from the aircraft's aerodynamic reference line, specifically the center of pressure on the pitch axis. The measuring elements can be placed in an area between the leading and trailing spars, distributed between the wingtip and the wing root.

[0083] These measuring elements transmit information to the computer acting on the visual takeoff capability indicator 27 located in the cockpit 2.

[0084] Reference will now be made to turboprop group 5.

[0085] The latter is located above the fuselage 1, behind the wings 3 of the wing, upstream of said tail assembly 6.

[0086] The turboprop group 5 includes a turbine drive device which transitions between electrical energy and fossil energy - via biofuels - to rotate a propeller 50. The turboprop group 5 also includes the propeller 50 capable of generating an airflow directed towards the tail assembly 6 of the aircraft.

[0087] This embodiment has the advantage of facilitating aircraft maneuverability. Indeed, it ensures efficient supply of air to the control surfaces in pitch and yaw, during low-speed maneuvers in configurations requiring very steep angles of attack. The airflow is not disturbed before reaching the control surfaces, and the propeller rotation does not disrupt the airflow supplying the lift surfaces.

[0088] The tail assembly 6 located behind the turboprop group 5 comprises two elements 60 forming a V, oriented upwards, the elements 60 being symmetrical with respect to the longitudinal axis D of the aircraft.

[0089] Angle A2, shown in figure 5 , formed by the two symmetrical elements 60 is approximately between 100° and 125°.

[0090] Furthermore, the elements 60 each have a substantially triangular shape with a leading edge of element 61 and a trailing edge of element 62 (see in particular the figure 5 ou 6 ).

[0091] The leading edge of element 61 is inclined towards the rear, and forms an angle A3 with the longitudinal axis of the aircraft which is substantially between 100° and 160°.

[0092] The trailing edge of element 62 includes directional control surfaces 63 which are subdivided and operate independently. This ensures directional response even if one segment fails.

[0093] It should be noted that the airflow generated by the turboprop group 5 is directed substantially largely between the elements 60 forming a V (it is predicted that the median direction of the generated airflow is between the two elements forming a V, theoretically in a plane of symmetry between the two elements 60).

[0094] In accordance with an advantageous embodiment of the aircraft according to the invention, it is planned to equip the tail assembly 6 with an articulated biomimetic device 10, which reproduces the tail of a bird.

[0095] This biomimetic device, which is also aeroelastic, complements the elevators and enhances their effectiveness: it controls the roll and yaw axes around the aircraft's longitudinal axis, assisted by artificial intelligence implemented in the aircraft's control system. This intuitive monitoring is supported by micro inertial measurement units, all controlled by artificial intelligence algorithms.

[0096] The biomimetic device 10 is located at the rear end of the fuselage 1, and extends this end along the longitudinal axis D of the aircraft (see figure 6 ).

[0097] The biomimetic device 10 comprises paddles 11 articulated relative to each other, around a pivot axis which is perpendicular to the longitudinal axis D, between a retracted position (see figure 6 ) and a deployed position (see figure 5 ).

[0098] Depending on the retracted position, the pallets 11 are positioned one on top of the other and depending on the deployed position, the pallets 11 form a fan, like the tail of a bird.

[0099] The biomimetic device can also pivot to orient the paddles 11 upwards or downwards, at an angle A4 shown in figure 6 and approximately plus or minus 35° above or below the longitudinal axis D of the aircraft.

[0100] Thanks to all the elements presented above, which make this aircraft a complete aircraft for the training of a pilot destined for a career as an airline pilot, the aircraft presents optimized performance compared to that offered by classic (generic) training aircraft, without a specific educational profile.

[0101] Furthermore, the aircraft conforming to the invention is safer.

[0102] The implementation of an artificial intelligence module for controlling certain elements has not been described. The aircraft according to the invention, equipped with such a module, makes it possible to control all kinds of responses, and in particular the deployment and movement of the biomimetic device, or that of the various elements equipping the wings 3 or the canards 7.

[0103] In addition, the description also relates to a flight simulator which is not claimed but which complements the educational device, comprising a cabin identical to that of the aircraft conforming to the invention.

[0104] The cabin of such a simulator is mounted mobile in rotation on a support foot 13, in the clockwise direction or in the counterclockwise direction, according to a rotation speed calculated by a simulator control module in response to the actions of a pilot on the first or second control devices of said cabin.

[0105] The support foot 13 of such a simulator is notably shown in figures 12à 14 .

[0106] The support foot 13 includes a main support 14, substantially in the shape of a three-leaf clover, suitable for being fixed to the ground.

[0107] The main support 14 is surmounted by a cylindrical foot 15 (see figure 13 ).

[0108] The cylindrical foot 15 includes a first wheel 16 equipped with the drive systems for rotating the upper parts of the support foot 13.

[0109] A second receiving wheel 17 receives the clockwise and counterclockwise rotation control information for rotating the cabin through three hundred and sixty degrees for the combination of movements for the purpose of better simulation.

[0110] Finally, the second wheel is surmounted by a support plate 18, on which conventional hydraulic simulator cylinders can be mounted to control the movements of the simulator cabin.

[0111] It should be noted that all existing professional-grade flight simulation systems are mounted on hydraulic jacks, which are themselves fixed to the ground. This configuration drastically limits the movement the aircraft can make around its anchor points and, consequently, its simulation capabilities. It is impossible to provide a simulation performed under these conditions with the ability to generate and transmit to pilots in training even the slightest sensory perception of the effects resulting from the forces applied to the simulation.

[0112] The simulator has a freedom on its fixings which gives it the ability to rotate through three hundred and sixty degrees of azimuth in the clockwise direction as well as in the counter-clockwise direction and at variable and controllable speeds.

[0113] This innovative differentiation paves the way for next-generation simulation, which will finally allow trained pilots to develop the ability to perceive the real physical sensations of the forces applied during maneuvers. This simulator ushers in a new era of flight simulation by adding to the simulation, which until now offered only an optical illusion, a genuine capacity to generate a sensory perception of the effects of resulting forces.

Claims

1. Aircraft for pilot training, said aircraft comprising notably a fuselage (1) extending along a longitudinal axis (D) of the aircraft, said fuselage (1) having a front end forming an aircraft nose (8) and a rear end, said aircraft (1) comprising a cockpit (2), a wing assembly (3), a landing gear (4), at least one turboprop engine (5), and a tail assembly (6), the aircraft further comprising two canard foreplanes (7) symmetrically arranged with respect to the longitudinal axis (D), fixed to the fuselage (1) in the front part of the aircraft, on either side of the nose (8) and substantially upstream of the cockpit (2), said tail assembly (6) comprising two elements (60) forming a V-shape, symmetrically arranged with respect to said longitudinal axis (D) of the aircraft, and said at least one turboprop engine (5) being located above the fuselage (1) upstream of said tail assembly (6) and in a symmetry plane containing said longitudinal axis (D) of the aircraft, between the two elements (60) forming a V of said tail assembly (6).

2. Aircraft according to claim 1, characterized in that each of the canard foreplanes (7) comprises a leading edge (71), a trailing edge (72), and a curved end (70), between two edge ends, namely a leading edge end (71) and a trailing edge end (72), each of said leading edges (71) comprising at least one high-lift flap (73) and each of said trailing edges (72) optionally comprising a slotted flap (74).

3. Aircraft according to claim 1 or 2, characterized in that the elements (60) forming a V in said tail assembly (6) define an angle (A2) between them ranging substantially from 100° to 125°.

4. Aircraft according to claim 1, 2, or 3, characterized in that said elements (60) forming a V each have a substantially triangular shape with a leading edge (61) and a trailing edge (62), said leading edge (61) being oriented in an inclined direction relative to said longitudinal axis (D) of the aircraft, at an inclination angle (A3) ranging substantially from 100° to 160°.

5. Aircraft according to any one of the preceding claims, characterized in that each of the elements (60) forming a V includes subdivided and independent rudder surfaces (63).

6. Aircraft according to any one of the preceding claims, characterized in that said tail assembly (6) comprises a biomimetic device (10) positioned at said rear end of the fuselage (1), extending said rear end along the longitudinal axis (D) of the aircraft, said biomimetic device (10) comprising blades (11) articulated relative to each other around a first pivot axis perpendicular to said longitudinal axis (D) of the aircraft, between a retracted position in which said blades (11) are stacked on top of each other and a deployed position in which said blades (11) form a fan-like arrangement.

7. Aircraft according to claim 6, characterized in that the biomimetic device (10) is mounted pivotable around a second axis perpendicular to said longitudinal axis (D) of said aircraft.

8. Aircraft according to any one of the preceding claims, characterized in that said wing assembly comprises two swept-back symmetrical wings (3), each wing (3) having a sinusoidal profile and comprising a wing leading edge (34) and a wing trailing edge (35), extending respectively between a wing root end (32), which is connected to the fuselage (1) through a box structure (12) via a root rib-brace (99), and a free wingtip (33), wherein a groove (9) forming a Venturi corridor is arranged along the wing root end (32), said groove (9) having a groove inlet (90) near the wing leading edge (34) and a groove outlet (91) near the wing trailing edge (35), said groove (9) having a groove depth and a groove width, said groove width increasing between said groove inlet (90) and said groove outlet (91).

9. Aircraft according to claim 8, characterized in that said wing leading edge (34) has a tip slat (38), in that the free wingtips (33) are curved, and optionally, in that the wing trailing edge (35) comprises at least one low-speed outer aileron (36).

10. Aircraft according to claim 8 or 9, characterized in that each of the wings (3) is equipped with differential pressure measurement elements to compare the overpressure on the wing lower surface to the underpressure on the wing upper surface, said elements communicating with a computer to monitor airflow and provide a positive or negative takeoff capability indication.

11. Aircraft according to any one of the preceding claims, characterized in that it comprises an aircraft nose (8) whose profile extends in a direction (D1) inclined relative to the longitudinal axis (D) of the aircraft, at a downward angle ranging substantially from 5° to 25°.

12. Aircraft according to any one of the preceding claims, characterized in that said turboprop engine (5) comprises a turbine drive system transitioning between electrical energy and fossil energy to rotate a propeller (50) capable of generating an outgoing airflow directed in a median direction substantially parallel to the longitudinal axis (D) of the aircraft, between said elements (60) forming a V in said tail assembly (6).

13. Aircraft according to any one of the preceding claims, comprising a cockpit including a control panel (23) comprising: - an upper control panel, extending at least partially along an upper internal wall of said cockpit (2), said upper control panel grouping first control devices for the aircraft's electrical, hydraulic, and pneumatic systems; and - a front control panel (25), extending at least partially along a front wall of said cockpit (2), comprising notably second control devices for the aircraft's onboard services (26) and electrical protection, as well as a takeoff capability indicator (27), said indicator (27) providing a positive or negative takeoff capability indication, generated by a computer based on data from aerodynamic pressure variation measurement elements positioned under and / or on said wing assembly (3).

14. Aircraft according to claim 13, wherein the cockpit comprises a dummy control device (28) for retracting and extending the landing gear (4).