In accordance with at least one aspect of the present disclosure, there is provided a method for controlling power in an aircraft. The method includes, monitoring an electric energy storage module electrically connected to an electrical bus for an exceedance of a first current limit and monitoring a generator module connected to the electrical bus for an exceedance of a second current limit. If the current limit of either of the electric energy storage module or the generator module is exceeded by a predetermined exceedance amount, the method includes reducing a power consumption for an electric machine by a predetermined bias until the exceedance of the electrical energy storage and the exceedance of the generator module are both less than or equal to zero.

In accordance with at least one aspect of the present disclosure, there is provided a method for controlling power in an aircraft. The method includes, monitoring an electric energy storage module electrically connected to an electrical bus for an exceedance of a first current limit and monitoring a generator module connected to the electrical bus for an exceedance of a second current limit. If the current limit of either of the electric energy storage module or the generator module is exceeded by a predetermined exceedance amount, the method includes reducing a power consumption for an electric machine by a predetermined bias until the exceedance of the electrical energy storage and the exceedance of the generator module are both less than or equal to zero.

A cyclic pitch angle adjustment apparatus for a rotor or propeller, to a rotor with such a cyclic pitch angle adjustment apparatus, and to a rotorcraft with such a rotor. The cyclic pitch angle adjustment apparatus may include levers that rotate rotor blades around associated pitch axes rods that mechanically link the levers with a bearing such that the rods are movable relative to the central point, the bearing being attached to a central rod that is movable and adapted for adjusting the cyclic pitch angle of the rotor blades from one pitch angle in one position to another pitch angle in another position.

Aircraft capable of vertical takeoff and landing, hovering, and efficient forward flight are described. An aircraft includes two side mounted tiltable proprotors and a central rotor disposed above the proprotors. The proprotors are tiltable between at least a horizontal position for forward flight and a vertical position for vertical or hovering flight. The central rotor may be powered for vertical and transitional flight modes and may turn by free autorotation during forward flight. The proprotors may be differentially tilted during vertical or hovering flight to counter torque effects of the central rotor. The central rotor may be foldable and/or easily detachable from the aircraft to facilitate storage and transportation. Left and right proprotors may provide both forward thrust and attitude control. Control inputs to left and right proprotors may be connected directly to an autopilot creating closed loop actuation using motor RPM feedback.

A flight control system that is adapted for controlling movements of a rotary wing aircraft while considering passenger discomfort, to a rotary wing aircraft with such a flight control system, and to a method of operating a flight control system. The flight control system includes sensors configured to generate sensor data based on captured motions of the rotary wing aircraft, motion actuators that are adapted for inducing a translational and/or a rotational movement of the rotary wing aircraft about at least one of a yaw axis, a roll axis, or a pitch axis, and a passenger discomfort-aware control unit that is configured to generate, based on the sensor data, passenger discomfort-aware actuator control signals for controlling the motion actuators of the rotary wing aircraft.

Aircraft capable of vertical takeoff and landing, hovering, and efficient forward flight are described. An aircraft includes two side mounted tiltable proprotors and a central rotor disposed above the proprotors. The proprotors are tiltable between at least a horizontal position for forward flight and a vertical position for vertical or hovering flight. The central rotor may be powered for vertical and transitional flight modes and may turn by free autorotation during forward flight. The proprotors may be differentially tilted during vertical or hovering flight to counter torque effects of the central rotor. The central rotor may be foldable and/or easily detachable from the aircraft to facilitate storage and transportation. Left and right proprotors may provide both forward thrust and attitude control. Control inputs to left and right proprotors may be connected directly to an autopilot creating closed loop actuation using motor RPM feedback.

A vertical take-off and landing aircraft includes a fuselage, at least one wing connected to the fuselage, a plurality of rotors connected to the at least one wing for providing lift for vertical take-off and landing of the aircraft and a plurality of proprotors connected to the at least one wing and tiltable between lift configurations for providing lift for vertical take-off and landing of the aircraft and propulsion configurations for providing forward thrust to the aircraft.

A vertical take-off and landing aircraft includes a fuselage, at least one wing connected to the fuselage, a plurality of rotors connected to the at least one wing for providing lift for vertical take-off and landing of the aircraft and a plurality of proprotors connected to the at least one wing and tiltable between lift configurations for providing lift for vertical take-off and landing of the aircraft and propulsion configurations for providing forward thrust to the aircraft.

An electric vertical takeoff and landing aircraft including a teetering propulsor assembly is provided. Teetering propulsor assembly may include a propeller that includes a hub and blades. Hub of propeller may be mechanically connected to a teeter mechanism of propulsor assembly that may be configured to allow the propeller to pivot about a teeter axis relative to the electric aircraft. Thus, teeter mechanism allows for a rotational axis of propeller to move during teetering of propeller. Teeter mechanism may include one or more springs that reduce teetering or prevent teetering of the propulsor at certain rotational speeds of propeller.

An electric vertical takeoff and landing aircraft including a teetering propulsor assembly is provided. Teetering propulsor assembly may include a propeller that includes a hub and blades. Hub of propeller may be mechanically connected to a teeter mechanism of propulsor assembly that may be configured to allow the propeller to pivot about a teeter axis relative to the electric aircraft. Thus, teeter mechanism allows for a rotational axis of propeller to move during teetering of propeller. Teeter mechanism may include one or more springs that reduce teetering or prevent teetering of the propulsor at certain rotational speeds of propeller.