A system includes a thermal engine operatively connected to drive a propeller. An electric motor is operatively connected to the thermal engine to drive the propeller together with the thermal engine. An external input system is configured to accept input and output a thrust command. A protection function module is configured to enforce limits on the thermal engine, electric motor, and propeller. A low select module is operatively connected to receive input from the external input system and form the protection function module and to output the lower of input from the protection function module and external input system to the thermal engine, the electric motor, and the propeller.

In one aspect, described herein is an aircraft capable of carrying at least 400 pounds of payload. An embodiment has four rotors systems, each of the rotor systems being independently driven by an electric motor or other torque-producing source. Each of the rotor systems provide sufficient thrust such that the aircraft is capable of controlled vertical takeoff and landing, even if one of the variable pitch rotor systems is inoperable. An electronic control system is configured to control the rotational speed and pitch of at least one of the rotor systems.

An electronic control system (30) for a turbopropeller engine (12) having a gas turbine (20) and a propeller assembly (13) coupled to the gas turbine (20), controls propeller operation based on a pilot input request, via generation of a driving quantity (Ip) for an actuation assembly (29) designed to adjust a pitch angle (β) of propeller blades (2) of the propeller assembly (13). The control system (30) envisages: a propeller speed regulator (39), receiving at its input a propeller speed error (ep), indicative of a difference between a propeller speed measure (Nr) and a propeller speed demand (Nrref), and generating at its output, based on the propeller speed error (ep), a first control quantity (Outi); a propeller pitch regulator (42), receiving at its input a propeller pitch error (ep), indicative of a difference between a propeller pitch demand ( ) and a pitch position measure (β), and generating at its output, based on the propeller pitch error (ep), a first control quantity (Out2); and a priority selection stage (45), configured to implement a priority selection between the first and the second control quantities, for providing at the output the driving quantity (IP), based on the priority selection between the first and the second control quantities.

A method of operating an aircraft engine coupled to a wing of an aircraft including: setting a pitch of a plurality of rotor blades of a rotor assembly of the aircraft engine at non-uniform pitch angles along a circumferential direction of the aircraft engine such that the plurality of rotor blades define a first pitch at a first position and a second pitch at a second position, wherein the second position is 180 degrees offset from the first position, and wherein the first pitch is different from the second pitch.

A method of verifying operation of an aircraft in a pre-defined flight mode includes operating the aircraft in a first flight mode, commanding the aircraft to transition to a second flight mode, evaluating a plurality of motor performance parameters, and based on values of the plurality of motor performance parameters, determining whether the aircraft has successfully transitioned to the second flight mode.

A control device (1) of a flying object includes a generator (11), a driving source (12), a battery (13), an electric motor (3), a rotor blade (4), a battery status determination part (5), a variable pitch mechanism (6), and a pitch change control part (7). The electric motor (3) is driven by electric power supplied from at least one of the generator (11) and the battery (13). The rotor blade (4) is driven by the electric motor (3). The battery status determination part (5) determines a state of charge of the battery (13). The variable pitch mechanism (6) changes a pitch of the rotor blade (4). The pitch change control part (7) determines whether the pitch of the rotor blade (4) is changed based on a charging rate of the battery determined by the battery status determination part (5).

A method of verifying operation of an aircraft in a pre-defined flight mode includes operating the aircraft in a first flight mode, commanding the aircraft to transition to a second flight mode, evaluating a plurality of motor performance parameters, and based on values of the plurality of motor performance parameters, determining whether the aircraft has successfully transitioned to the second flight mode.

An actuation system for an aircraft piston engine includes a controller and an actuator. The controller selectively supplies motor control signals to a motor. The actuator includes a housing, a motor, a main rod, a control handle, and an inner rod. The main rod receives a drive torque from the motor and translates in either a first axial direction or a second axial direction. The main rod is responsive to an axial drive force to translate in either the first axial direction or the second axial direction. The inner rod is disposed within the main rod and is movable between a first position, in which main rod rotation causes the main rod to translate, and a second position, in which main rod rotation does not cause the main rod to translate, but application of the axial force to the control handle causes the main rod to translate.

An automatic aircraft powerplant control system includes a throttle servo for adjusting a throttle valve via a throttle control linkage. A throttle control lever provides a user input to the throttle servo, and a throttle controller controls the throttle servo for controlling a throttle valve. A propeller servo is provided for adjusting a propeller governor setting of an engine. A propeller control lever provides a user input to the propeller servo, and a propeller controller controls the propeller servo. A mixture control servo is configured for providing a mixture control output to the engine via a mixture control linkage for adjusting an air-fuel mixture. A mixture controller is configured for controlling the mixture control servo.

An automatic aircraft powerplant control system includes a throttle servo for adjusting a throttle valve via a throttle control linkage. A throttle control lever provides a user input to the throttle servo, and a throttle controller controls the throttle servo for controlling a throttle valve. A dual-redundant propellor servo drive provides propellor control, and a dual-redundant mixture servo drive controls an air-fuel mixture. A first processor and a second processor are communicatively coupled with the dual-redundant propellor servo drive and the dual-redundant mixture servo drive and with each other to provide dual-redundant propellor and mixture control. The throttle control lever provides a single lever for pilot control of aircraft power, and the throttle control configuration is compatible with an auto-land capability.