A first hand control controls an altitude of a vertical takeoff and landing (VTOL) aircraft; the movement of the VTOL aircraft within a plane defined by a roll axis and a pitch axis is independent of the first hand control. The first hand control is provided on a first hand side of a pilot's seat included in the VTOL aircraft. A second hand control controls the movement of the VTOL aircraft within the plane defined by the roll axis and the pitch axis; the altitude of the VTOL aircraft is independent of the second hand control. The second hand control is provided on a second hand side of the pilot's seat that is opposite from the first hand side.

An electric power supply is described that has direct-current (DC) to alternating-current (AC) circuitry adapted and configured to receive DC power input having a DC input voltage and convert the DC power input to multi-phase, alternating-current (AC) power output. The DC to AC circuitry includes an electromagnetic interference (EMI) noise filter to suppress EMI noise, wherein the EMI noise filter comprises two, electrically insulated, conductive rails configured and adapted to receive the DC power input, ferrite material at least partially surrounding the two conductive rails, and a current sensing element positioned in a gap in the ferrite material and configured to measure leakage current escaping to ground.

An electric power supply is described that has direct-current (DC) to alternating-current (AC) circuitry adapted and configured to receive DC power input having a DC input voltage and convert the DC power input to multi-phase, alternating-current (AC) power output. The DC to AC circuitry includes an electromagnetic interference (EMI) noise filter to suppress EMI noise, wherein the EMI noise filter comprises two, electrically insulated, conductive rails configured and adapted to receive the DC power input, ferrite material at least partially surrounding the two conductive rails, and a current sensing element positioned in a gap in the ferrite material and configured to measure leakage current escaping to ground.

A charging control system (70) includes a power unit having a power generation apparatus (40a) configured to perform power generation to supply electric power to a load, and a battery (32) configured to accumulate the electric power supplied from the power generation apparatus and supply the electric power that is accumulated to the load, and a control section (91) configured to apply a target power feed amount indicating an amount of power to be supplied to the load and a target power charge amount indicating an amount of power to be stored in the battery to a charge loss characteristic of the battery and a fuel consumption characteristic of the power generation apparatus to decide a fuel consumption of the power generation apparatus and to control charge of the battery based on the fuel consumption. In accordance with this, the fuel consumption can be suppressed.

A charging control system (70) includes a power unit having a power generation apparatus (40a) configured to perform power generation to supply electric power to a load, and a battery (32) configured to accumulate the electric power supplied from the power generation apparatus and supply the electric power that is accumulated to the load, and a control section (91) configured to apply a target power feed amount indicating an amount of power to be supplied to the load and a target power charge amount indicating an amount of power to be stored in the battery to a charge loss characteristic of the battery and a fuel consumption characteristic of the power generation apparatus to decide a fuel consumption of the power generation apparatus and to control charge of the battery based on the fuel consumption. In accordance with this, the fuel consumption can be suppressed.

The present disclosure concerns the communication between electronic systems in an aircraft subassembly such as a propulsion unit. This communication is at least partially carried out by light signals transmitted through at least one interior volume of the sub-assembly, this interior volume defining an optical channel. To this end, at least one of these systems includes an emitter arranged to emit a light signal and modulate it depending on data to be transmitted generated by this system, and at least one other of these systems includes at least one receiver capable of receiving this light signal.

The present disclosure concerns the communication between electronic systems in an aircraft subassembly such as a propulsion unit. This communication is at least partially carried out by light signals transmitted through at least one interior volume of the sub-assembly, this interior volume defining an optical channel. To this end, at least one of these systems includes an emitter arranged to emit a light signal and modulate it depending on data to be transmitted generated by this system, and at least one other of these systems includes at least one receiver capable of receiving this light signal.

A method for checking the maximum available power of a turbine engine of an aircraft equipped with two turbine engines configured to operate in parallel and together to supply a necessary power to the aircraft during a flight phase includes: placing one of the turbine engines in a maximum take-off power regime, and adjusting a power supplied by the other turbine engine, such that the turbine engines continue to supply the necessary power to the aircraft during the flight phase; determining a power supplied by the turbine engine placed in the maximum take-off power regime, and processing the supplied power determined in this way, in order to deduce a piece of information relating to the maximum available power.

A method for checking the maximum available power of a turbine engine of an aircraft equipped with two turbine engines configured to operate in parallel and together to supply a necessary power to the aircraft during a flight phase includes: placing one of the turbine engines in a maximum take-off power regime, and adjusting a power supplied by the other turbine engine, such that the turbine engines continue to supply the necessary power to the aircraft during the flight phase; determining a power supplied by the turbine engine placed in the maximum take-off power regime, and processing the supplied power determined in this way, in order to deduce a piece of information relating to the maximum available power.

An autonomous propeller propulsion system for an aircraft. The autonomous system comprises a chassis with first attachment systems which engage with second attachment systems of the wing to ensure detachable attachment of the autonomous system, a fuel cell attached to the chassis, an electric motor attached to the chassis and having an output shaft, a propshaft rotated by the output shaft, a propeller attached to the propshaft, a controller converting an electric current delivered by the fuel cells into an electric current delivered to the electric motor, a hydrogen feed duct and an air feed duct, a set of auxiliary equipment, and a first connection arrangement, which connects with a second connection arrangement of the aircraft.