A control system for controlling at least one propeller of a compound rotorcraft, the control system generating a control order for collectively controlling a pitch of the blades of at least one propeller. According to the disclosure, the control system comprises: a first piloting control for generating a first control setpoint; a second piloting control for at least generating a second control setpoint different from first control setpoint; and a control unit configured to generate control order depending on the first control setpoint and second control setpoint, the control unit implementing a control law generating the control order as a function of first control setpoint and the second control setpoint.

A control system for controlling at least one propeller of a compound rotorcraft, the control system generating a control order for collectively controlling a pitch of the blades of at least one propeller. According to the disclosure, the control system comprises: a first piloting control for generating a first control setpoint; a second piloting control for at least generating a second control setpoint different from first control setpoint; and a control unit configured to generate control order depending on the first control setpoint and second control setpoint, the control unit implementing a control law generating the control order as a function of first control setpoint and the second control setpoint.

The disclosure provides a hybrid aircraft capable of being propelled by a vertical rotor(s) or a horizontal engine(s). The aircraft includes a fuselage defining a horizontal plane, two wings attached to opposite sides of fuselage and oriented substantially parallel to the horizontal plane, an engine(s) configured to generate propulsion in a horizontal direction, and a rotor(s) extending vertically from the fuselage and oriented over a first portion of each wing. Each wing includes a wing frame and an aircraft skin covering at least a portion of the wing frame. When the aircraft is being propelled by the rotor, the aircraft skin covering the first portion of each wing frame is removed or rotated to facilitate airflow through the rotors. When the aircraft is being propelled by the one or more horizontal engines, the aircraft skin may cover the first portion of the wing frame, facilitating aerodynamic lift and stability.

Rotary-wing aircraft or fixed-wing aircraft consisting of one or a plurality of rotors and/or one or a plurality of airscrews being caused to rotate by means of at least one shaft, the said aircraft comprising a distributed electric motor unit configured to ensure the propulsion and/or the lifting of the said aircraft by causing the said shaft to rotate, the motor unit being a distributed electric motor unit connected directly to the rotating shaft, no mechanism for the transmission of movement being interposed between the said unit and the said shaft, the distributed electric motor unit being composed of a plurality of stacked electric motor elements, each said electric motor element being connected directly to the rotating shaft and consisting of at least one fixed stator and at least one moving rotor capable of connection to the said rotating shaft in order to transmit to it a mechanical power of the following kind where: .Math.Pr=the nominal mechanical power necessary for the propulsion and/or for the lifting of the said aircraft, .Math.Pim=the maximum mechanical power capable of being delivered by the electric motor element on level i, to the rotating shaft, for instance Pim<Pr, .Math.Ki=the power derating of the electric motor element on level i, for instance 0≦ki≦1, Ki being a variable that is adjustable as a function of the undamaged number of electric motor elements and/or as a function of the nominal mechanical power necessary for the propulsion and/or for the lifting of the said aircraft at a moment in time t, n=the number of electric motor elements comprising the distributed electric, motor unit, for instance n≧2,—the axes of rotation of the moving rotors and of the rotating shaft being coaxial.

Provided is a flight efficiency improving system for a compound helicopter with a rotor and fixed wings. In forward flight of the compound helicopter, the flight efficiency improving system does not perform a cyclic pitch control of the rotor so as to allow a difference in lift generated by the rotor between an advancing side and a retreating side of the rotor, or the flight efficiency improving system performs the cyclic pitch control to an extent that does not completely eliminate the difference. The fixed wings are provided respectively on left and right sides of a body and are asymmetric to each other so that influence of an aerodynamic interference between the rotor and the fixed wings is reduced.

A request for transport services that identifies a rider, an origin, and a destination is received from a client device. Eligibility of the request to be serviced by a vertical take-off and landing (VTOL) aircraft is determined based on the origin and the destination. A transportation system determines a first and a second hub for a leg of the transport request serviced by the VTOL aircraft and calculates a set of candidate routes from the first hub to the second hub. A provisioned route is selected from among the set of candidate routes based on network and environmental parameters and objectives including pre-determined acceptable noise levels, weather, and the presence and planned routes of other VTOL aircrafts along each of the candidate routes.

An air mobility vehicle may include air flaps located under a mounting position of each of rotary wings and rotatably mounted inside openings to guide a flow direction of air flowing to a region under each of the rotary wings or air flowing above the openings to inside of the air mobility vehicle, an actuator coupled to the air flaps and configured to rotate the air flaps to direct the air having passed through the air flaps to a motor, an inverter, or the motor and the inverter of each of the rotary wings, or batteries, and a controller electrically connected to the actuator and configured to control a flow of the air having passed through the air flaps by controlling the actuator depending on a driving state of the air mobility vehicle or temperatures of the motor and the inverter of each of the rotary wings or a temperature of the batteries.

Embodiments are directed to systems and methods for deploying an outboard rotor blade of proprotor pylon to act as an extended lifting surface. Blade control actuators may provide primary rotor flight control as well as providing fold linkage actuation when fold locks are disengaged. During cruise flight, the blade control actuator may provide feathering inputs to the extended rotor blade, wherein the amplitude and frequency of feathering inputs are tuned to mitigate undesirable wing and fuselage dynamic modes thereby enhancing aircraft stability. The deployed rotor blades also improve the total lifting area of the aircraft, which may increase aircraft range and efficiency.

An aerial vehicle pertinent to the present application has a rotor system that operates in both a vertical-take-off-landing (VTOL) and a cruise mode. There are boom structures which support rotors and the tail. Tiltable rotors are located at the front ends of the booms. The rear rotors are placed under an upward rise in the booms, which allows for reduced in-flight drag and eliminates the need for collapsible rotors when said rotors are not actively operational.

An aerial vehicle pertinent to the present application has a rotor system that operates in both a vertical-take-off-landing (VTOL) and a cruise mode. There are boom structures which support rotors and the tail. Tiltable rotors are located at the front ends of the booms. The rear rotors are placed under an upward rise in the booms, which allows for reduced in-flight drag and eliminates the need for collapsible rotors when said rotors are not actively operational.