An aircraft encompasses a main-body, a frame-structure to support the main-body, main and auxiliary rotors provided to the frame-structure and a controller for controlling rotations of the main and auxiliary rotors. In a first mode, the controller delivers a same control signal for rotating the set of the main and auxiliary rotors, and when one of the main and auxiliary rotors becomes abnormal, the controller delivers the same control signal for compensating a decrease of the lift. In a second mode, the controller delivers a control signal only to the normal rotor for increasing the rotation of the normal rotor. Sets of the main and auxiliary rotors in divided regions adjacent to a subject divided region are rotated in a direction counter to the subject divided region. By the first and second modes, the lifts are equalized for balancing the aircraft.

An aircraft encompasses a main-body, a frame-structure to support the main-body, main and auxiliary rotors provided to the frame-structure and a controller for controlling rotations of the main and auxiliary rotors. In a first mode, the controller delivers a same control signal for rotating the set of the main and auxiliary rotors, and when one of the main and auxiliary rotors becomes abnormal, the controller delivers the same control signal for compensating a decrease of the lift. In a second mode, the controller delivers a control signal only to the normal rotor for increasing the rotation of the normal rotor. Sets of the main and auxiliary rotors in divided regions adjacent to a subject divided region are rotated in a direction counter to the subject divided region. By the first and second modes, the lifts are equalized for balancing the aircraft.

A method of aeroservoelastic coupling suppression, and particularly, the field of real time adaptive cancellation of elastic modes in discrete-time signals which measure the dynamics of a flexible structure. The flexible structure comprises a structure with elastic variable characteristics, and more particularly, a structure with non-linear aerodynamics. A method is disclosed for adaptively cancelling, in real time, N elastic modes in discrete-time signals which measure the dynamics of the flexible structure. Also disclosed is a computer program implemented on a computing device, a system and an aircraft implementing the mentioned method.

A propulsive assembly, in particular for an aircraft, comprising a mast and a propulsion device comprising an engine and a nacelle, the engine comprising a propeller, the propulsive assembly comprising: A standby protection device comprising a first connecting member fixedly mounted to the mast and a second connecting member fixedly mounted to the propulsion device, the second connecting member being rotatably hinged with respect to the first connecting member in at least one degree of freedom, and at least one retaining member keeping the second connecting member fixed with respect to the first connecting member, and configured, in the presence of a predetermined unbalance force on the propeller, to release the standby protection device in order to protect the mast.

A propulsive assembly, in particular for an aircraft, comprising a mast and a propulsion device comprising an engine and a nacelle, the engine comprising a propeller, the propulsive assembly comprising: A standby protection device comprising a first connecting member fixedly mounted to the mast and a second connecting member fixedly mounted to the propulsion device, the second connecting member being rotatably hinged with respect to the first connecting member in at least one degree of freedom, and at least one retaining member keeping the second connecting member fixed with respect to the first connecting member, and configured, in the presence of a predetermined unbalance force on the propeller, to release the standby protection device in order to protect the mast.

A multirotor aerial vehicle (MAV) is disclosed. The MAV includes a housing, a plurality of rotatable arms, wherein each of the plurality of rotatable arms has a proximal end coupled to the housing and a distal end configured to rotate about a vertical axis passing through the proximal end of the corresponding arm, a plurality of thrust-generating rotors, each coupled to a corresponding one of the plurality of rotatable arms at the corresponding distal end, a flight controller configured to selectively control each of the plurality of thrust-generating rotors, and a flight trim controller configured to control rotation of the plurality of rotatable arms in order to adjust the geometric center of the rotors of the MAV from a first center of gravity (CoG) associated with the MAV in an unloaded state to a second CoG associated with the MAV in a loaded state.

A multirotor aerial vehicle (MAV) is disclosed. The MAV includes a housing, a plurality of rotatable arms, wherein each of the plurality of rotatable arms has a proximal end coupled to the housing and a distal end configured to rotate about a vertical axis passing through the proximal end of the corresponding arm, a plurality of thrust-generating rotors, each coupled to a corresponding one of the plurality of rotatable arms at the corresponding distal end, a flight controller configured to selectively control each of the plurality of thrust-generating rotors, and a flight trim controller configured to control rotation of the plurality of rotatable arms in order to adjust the geometric center of the rotors of the MAV from a first center of gravity (CoG) associated with the MAV in an unloaded state to a second CoG associated with the MAV in a loaded state.

Load stability systems and methods for stabilizing swinging motions of suspended loads. The load stability systems include a fully automated, self-powered device that employs thrust to counteract and control lateral and rotational motion of an external load. The device is a temporary installment on the load, cable, or boom, and is agnostic to the platform from which it is suspended.

Load stability systems and methods for stabilizing swinging motions of suspended loads. The load stability systems include a fully automated, self-powered device that employs thrust to counteract and control lateral and rotational motion of an external load. The device is a temporary installment on the load, cable, or boom, and is agnostic to the platform from which it is suspended.

Vertical take-off and landing (VTOL) aircraft can provide opportunities to incorporate aerial transportation into transportation networks for cities and metropolitan areas. However, VTOL aircraft can be sensitive to uneven weight distributions, e.g., the payload of an aircraft is primarily loaded in the front, back, left, or right. When the aircraft is loaded unevenly, the center of mass of the aircraft may shift substantially enough to negatively impact performance of the aircraft. Thus, in turn, there is an opportunity that the VTOL may be loaded unevenly if seating and/or luggage placement is not coordinated. Among other advantages, dynamically assigning the VTOL aircraft payloads can increase VTOL safety by ensuring the VTOL aircraft is loaded evenly and meets all weight requirements; can increase transportation efficiency by increasing rider throughput; and can increase the availability of the VTOL services to all potential riders.