An aircraft in the form of an electrically driven, vertical take-off and landing, preferably people-carrying and/or load-carrying multicopter (1) is provided, in which a multiplicity of rotors are arranged in a common rotor plane (R), in which a tail unit (6), protruding upward or downward with respect to the rotor plane (R), is provided above or below the rotor plane (R), preferably in a rear region of the aircraft (1) with respect to a forward flying direction.

An aircraft in the form of an electrically driven, vertical take-off and landing, preferably people-carrying and/or load-carrying multicopter (1) is provided, in which a multiplicity of rotors are arranged in a common rotor plane (R), in which a tail unit (6), protruding upward or downward with respect to the rotor plane (R), is provided above or below the rotor plane (R), preferably in a rear region of the aircraft (1) with respect to a forward flying direction.

A control system for assisting a pilot to control an aircraft operating under control of an active inceptor, the control system comprising: a receiver for receiving pilot-inputs on an active inceptor; an instruction generator to generate an instruction, the instruction based on an external signal associated with the geographical location of the aircraft; a tactile cue generator to generates a tactile cue which causes the active inceptor to move from a nominal position to a first offset position within a predetermined time period in response to the instruction.

A rudder bar includes a main module provided at least with pedals and with all the elements subject to maintenance, the main module being one-piece and detachable relative to a support frame integrated into the floor of the cockpit of the aircraft, so as to exhibit significant flexibility with respect to its maintainability, particularly in the event of the failure of a component, by allowing quick intervention both on a local level and an overall level.

A rudder bar includes a main module provided at least with pedals and with all the elements subject to maintenance, the main module being one-piece and detachable relative to a support frame integrated into the floor of the cockpit of the aircraft, so as to exhibit significant flexibility with respect to its maintainability, particularly in the event of the failure of a component, by allowing quick intervention both on a local level and an overall level.

A first sensitivity level is used to interpret an input signal received from an input device in a vehicle while the vehicle is in a first region. A second sensitivity level is used to interpret the input signal received from the input device in the vehicle while the vehicle is in a second region, wherein the second sensitivity level is greater than the first sensitivity level.

In an aspect, a system for fixed-pitch lift configured for use in an electric aircraft includes a plurality of flight components mechanically coupled thereto, each configured to provide lift to the electric aircraft. The electric aircraft also includes a first pusher mechanically coupled to a first owing of the electric aircraft, wherein the first pusher is configured to provide forward flight to the electric aircraft, a second pusher mechanically coupled to a second wing of the electric aircraft, wherein the second pusher is configured to provide forward flight to the electric aircraft as well, a sensor that is configured to detect vertical lift and forward flight from a pilot control and generate a command datum, as a function of the pilot control, a flight controller which may include a computing device configured to receive the command datum and direct the electric aircraft, as a function of the command datum.

A system for remote pilot control of an electric aircraft in autopilot mode including a remote computing device configured to receive a user input and generate a control datum as a function of the pilot input, a flight controller configured to receive the control datum from the remote computing device, and generate a command datum as a function of the control datum and an authority status, and the remote computing device configured to receive the command datum from the flight controller, and display the command datum.

A system and method for detecting yoke interference for an aircraft having an auto pitch trim function is provided. The system includes a source of elevator load data, a source of aircraft speed data, and a processing system. The processing system is coupled to receive the elevator load data, the aircraft speed data, and initial condition center-of-gravity (CG) data that is representative of at least an estimated initial position of the CG of the aircraft. The processing system is configured to process at least the speed data and the initial condition CG data to: (i) determine an expected elevator load on the elevator flight control surface, (ii) determine if the expected elevator load exceeds the sensed elevator load by a predetermined magnitude, and (iii) when the expected elevator load exceeds the sensed elevator load by a predetermined magnitude, generate a disconnect signal that will disable the auto pitch trim function.

Aspects relate to method and systems for wrapping simulated intra-aircraft communication to a physical controller area network. An exemplary method includes receiving simulator data from an aircraft simulator, disaggregating a simulated digital message from the simulator data, abstracting a simulated signal as a function of the simulated digital message, transmitting the simulated signal on at least a controller area network (CAN), receiving, using at least an aircraft component communicative with the at least a CAN, the simulated signal by way of the at least a CAN, transmitting a phenomenal signal by way of the at least a CAN, receiving the phenomenal signal by way of the at least a CAN, converting a phenomenal digital message as a function of the phenomenal signal, and inputting the phenomenal digital message to the aircraft simulator.