The present disclosure relates to a control system for a vehicle, comprising: at least one compressor arranged to generate compressed fluid having a massflow rate; at least one fluidic control effector in fluidic communication with the at least one compressor and arranged to change the direction of travel of the vehicle when the compressed fluid is incident on the at least one fluidic control effector; a dump duct for expelling excess compressed fluid not delivered to the at least one fluidic control effector out of the vehicle; a dump valve for controlling the massflow rate of compressed fluid delivered to the dump duct; and a controller electrically coupled to the dump valve and configured to adjust the dump valve. The present disclosure also relates to an aircraft having the control system and a method of controlling a vehicle.

The present disclosure relates to a control system for a vehicle, comprising: at least one compressor arranged to generate compressed fluid having a massflow rate; at least one fluidic control effector in fluidic communication with the at least one compressor and arranged to change the direction of travel of the vehicle when the compressed fluid is incident on the at least one fluidic control effector; a dump duct for expelling excess compressed fluid not delivered to the at least one fluidic control effector out of the vehicle; a dump valve for controlling the massflow rate of compressed fluid delivered to the dump duct; and a controller electrically coupled to the dump valve and configured to adjust the dump valve. The present disclosure also relates to an aircraft having the control system and a method of controlling a vehicle.

A control system (10) for a gas turbine engine (1) having a gas generator (4) and a turbine (6) driven by the gas generator (4), is provided with: a control unit (12) to control a forward operating mode or a reverse operating mode of the gas turbine engine (1); and a supervising unit (14), operatively coupled to the control unit (12), to receive an input signal (PLA) indicative of a forward, or reverse, power request and to cause the control unit (12) to control the forward, or reverse, operating mode based on the input signal (PLA). The supervising unit (14) has an enabling stage (20) to enable a transition between the forward and reverse operating modes based on a check that a safety condition is satisfied.

A control system (10) for a gas turbine engine (1) having a gas generator (4) and a turbine (6) driven by the gas generator (4), is provided with: a control unit (12) to control a forward operating mode or a reverse operating mode of the gas turbine engine (1); and a supervising unit (14), operatively coupled to the control unit (12), to receive an input signal (PLA) indicative of a forward, or reverse, power request and to cause the control unit (12) to control the forward, or reverse, operating mode based on the input signal (PLA). The supervising unit (14) has an enabling stage (20) to enable a transition between the forward and reverse operating modes based on a check that a safety condition is satisfied.

A system for managing the deceleration of an aircraft enabling the control in real time of the position of the aircraft on a braking axis, includes a braking system; a calculator configured to: calculate, from aircraft data and from external data, a sequence of use of the braking system intended to brake the aircraft over a predetermined braking distance which associates a predetermined position on the braking axis with each braking instant; update in real time the sequence of use as a function of the difference between the position of the aircraft and the predetermined position; and a controller configured to control the braking system as a function of the sequence of use.

An air vehicle is provided including a body, a primary propulsion unit mounted to the body, and a set of secondary propulsion units mounted to the body. The primary propulsion unit includes at least one primary rotor and is configured for providing at least a majority of a total vertical thrust required for enabling vectored thrust flight to the air vehicle. The set includes at least three said secondary propulsion units. The set is configured for providing variable vectored thrust at least sufficient for generating control moments for stability and control of the air vehicle. The set of secondary propulsion units includes at least one secondary propulsion unit pivotably mounted with respect to the body about a respective pivot axis and configured for pivoting about the pivot axis between at least a vertical mode and a horizontal mode, to respectively provide a thrust vector at least in a range between a vertical thrust vector and a horizontal thrust vector. The pivotable secondary propulsion units are further configured for providing at least horizontal propulsion to the air vehicle at least when not in vertical mode.

An air vehicle is provided including a body, a primary propulsion unit mounted to the body, and a set of secondary propulsion units mounted to the body. The primary propulsion unit includes at least one primary rotor and is configured for providing at least a majority of a total vertical thrust required for enabling vectored thrust flight to the air vehicle. The set includes at least three said secondary propulsion units. The set is configured for providing variable vectored thrust at least sufficient for generating control moments for stability and control of the air vehicle. The set of secondary propulsion units includes at least one secondary propulsion unit pivotably mounted with respect to the body about a respective pivot axis and configured for pivoting about the pivot axis between at least a vertical mode and a horizontal mode, to respectively provide a thrust vector at least in a range between a vertical thrust vector and a horizontal thrust vector. The pivotable secondary propulsion units are further configured for providing at least horizontal propulsion to the air vehicle at least when not in vertical mode.

A vehicle includes a vehicle body, a vehicle power source, and an actuator. The vehicle power source includes a housing and a power generator. The housing is rotationally mounted on the vehicle body and is configured to rotate, relative to the vehicle body, about a first rotational axis. The power generator is rotationally mounted within the housing and is configured to rotate about a second rotational axis and generate power. The first rotational axis and the second rotational axis are orthogonally disposed. The actuator is coupled to the housing and is operable to selectively rotate the housing about the first rotational axis. By gimballing the rotating mass of the power source a gyroscopic torque can be applied to the vehicle improving its maneuverability.

The Curtic Protocol, an aircraft control interface, is provided. The Curtis Protocol standardizes the division and selection of aircraft flight regimes and flight modes within the selected flight regime.

The Curtic Protocol, an aircraft control interface, is provided. The Curtis Protocol standardizes the division and selection of aircraft flight regimes and flight modes within the selected flight regime.