The disclosed non-limiting embodiment provides important improvements in aircraft performance in short rejected takeoff systems by automatically detecting whether the speed of the aircraft does not exceed Vshort, where Vshort>V1; automatically detecting whether one of said plural engines has failed during takeoff while the aircraft is still in contact with the ground; and if the aircraft speed does not exceed vshort and an engine has failed, automatically performing an autonomous abort takeoff sequence to allow an improved takeoff weight in case of a single engine failure autonomously rejected takeoff. The aircraft's take off weight increase leads to increased payload or fuel quantity. The Payload increase allows for increased passenger and/or cargo capability. The fuel quantity increased allows the aircraft to achieve greater ranges. An aircraft provided with the proposed system, which reduces accelerate-stop distance, may then operate in shorter runways as compared to the prior art.

Aircraft having at least one propulsion unit supplied with hydrogen by at least one hydrogen tank, and having at least one thrust reversal system including at least one actuator. The aircraft can include at least one means for storing or transporting the residual hydrogen of the propulsion unit, a fuel cell disposed in the hydrogen power source and supplied with hydrogen by the at least one means for storing the residual hydrogen, and a hydrogen thrust reverser actuation system. The thrust reverser actuation system can include a hydrogen thrust reverser actuation controller and a hydrogen primary power unit with a fuel cell supplied with hydrogen and powering the at least one thrust reverser actuator.

Aircraft having at least one propulsion unit supplied with hydrogen by at least one hydrogen tank, and having at least one thrust reversal system including at least one actuator. The aircraft can include at least one means for storing or transporting the residual hydrogen of the propulsion unit, a fuel cell disposed in the hydrogen power source and supplied with hydrogen by the at least one means for storing the residual hydrogen, and a hydrogen thrust reverser actuation system. The thrust reverser actuation system can include a hydrogen thrust reverser actuation controller and a hydrogen primary power unit with a fuel cell supplied with hydrogen and powering the at least one thrust reverser actuator.

A tiltrotor aircraft comprising a wing carrying an engine on each wing half, and a fuselage-mounted third engine with a transmission system configured to drive each of the tilting rotors from the third engine. The engines may be any powerplant, including fore example, a reciprocating engine, a turbine engine, or an electric motor. The third engine is preferably controlled for best efficiency and best safety in engine failure cases.

The subject of the disclosure is an aircraft comprising at least one left motor generator, at least one right motor generator, a control device for a jet pipe nozzle with variable cross-section of the aircraft comprising at least one control member powered by a first airplane electrical power supply linked to at least one right or left motor generator, the control member powered by a second electrical power supply linked to an electrical power source of the aircraft independent of the first airplane electrical power supply.

The subject of the disclosure is an aircraft comprising at least one left motor generator, at least one right motor generator, a control device for a jet pipe nozzle with variable cross-section of the aircraft comprising at least one control member powered by a first airplane electrical power supply linked to at least one right or left motor generator, the control member powered by a second electrical power supply linked to an electrical power source of the aircraft independent of the first airplane electrical power supply.

Thrust reverser composite cascade (1), comprising at least one longitudinal wall (15) and transverse walls (14) connecting to this longitudinal wall, characterized in that the longitudinal wall comprises at least one continuous longitudinal fibre bundle (19) and the transverse walls each comprise at least one continuous transverse fibre bundle (23) crossing the longitudinal bundle, so that the intersections (16) of the transverse and longitudinal walls are structurally bridged in both directions by the reinforcing continuous longitudinal and transverse fibre bundles.

Thrust reverser composite cascade (1), comprising at least one longitudinal wall (15) and transverse walls (14) connecting to this longitudinal wall, characterized in that the longitudinal wall comprises at least one continuous longitudinal fibre bundle (19) and the transverse walls each comprise at least one continuous transverse fibre bundle (23) crossing the longitudinal bundle, so that the intersections (16) of the transverse and longitudinal walls are structurally bridged in both directions by the reinforcing continuous longitudinal and transverse fibre bundles.

The present disclosure relates to an aircraft turbojet engine nacelle, the nacelle including a rear section without a lower bifurcation, the rear section including a thrust reversal system, the thrust reversal system including a mobile cowl. The nacelle includes a guide system that translates as one with the mobile cowl, the guide system collaborating with at least one slide that is fixed in relation to the nacelle, the guide system and the slide being arranged near the position referred to as the 6 o'clock position.

A fuselage for an aircraft. The fuselage has a control element with an integrated engine outlet. The control element is integrated at a rear end of the fuselage, so that the control element terminates flush with an outer skin of the fuselage in a circumferential direction of the fuselage. An outer wall of the control element surrounds the engine outlet wherein the engine outlet is directed towards an open rear side of the control element. The control element is connected to the fuselage such that the control element jointly the engine outlet is pivotable about a rotation axis with respect to the fuselage. The rotation axis runs transversely to a longitudinal direction of the fuselage and the control element functions as a tailplane when pivoting about the rotation axis.