The invention relates to the field of aeronautical engineering, specifically to convertiplanes. A convertiplane comprises a fuselage, a control system, aerodynamic outer wings with aerodynamic control surfaces, an all-moving foreplane with aerodynamic control surfaces, a tail plane, and propulsion systems with propellers. The propulsion systems with propellers are arranged rotatably on tips of the foreplane and on the tail plane. The convertiplane is designed to permit the aerodynamic centre of pressure and the resultant thrust vector to coincide. The convertiplane is designed to permit the mutual dynamic and static scalar control thereof by operating the aerodynamic control surfaces and thrust vectoring of each of the propulsion systems. The propulsion systems arranged on the tips of the foreplane are capable of counterrotation of the propeller and are capable of dynamically displacing the centre of pressure and are also capable of displacing the axis of rotation of the front propulsion systems in the ZX plane. The propulsion systems have an axial degree of freedom, and are also capable of independently of one another controlling thrust vectoring and revolutions by controlling the pitch angle of the blades and the diameter thereof.

The invention relates to the field of aeronautical engineering, specifically to convertiplanes. A convertiplane comprises a fuselage, a control system, aerodynamic outer wings with aerodynamic control surfaces, an all-moving foreplane with aerodynamic control surfaces, a tail plane, and propulsion systems with propellers. The propulsion systems with propellers are arranged rotatably on tips of the foreplane and on the tail plane. The convertiplane is designed to permit the aerodynamic centre of pressure and the resultant thrust vector to coincide. The convertiplane is designed to permit the mutual dynamic and static scalar control thereof by operating the aerodynamic control surfaces and thrust vectoring of each of the propulsion systems. The propulsion systems arranged on the tips of the foreplane are capable of counterrotation of the propeller and are capable of dynamically displacing the centre of pressure and are also capable of displacing the axis of rotation of the front propulsion systems in the ZX plane. The propulsion systems have an axial degree of freedom, and are also capable of independently of one another controlling thrust vectoring and revolutions by controlling the pitch angle of the blades and the diameter thereof.

A dual-motor system includes a first motor rotationally coupled to a first drive shaft. The first drive shaft is coupled to a common shaft couplable to a rotationally driveable member. The dual-motor system also includes a second motor rotationally coupled to a second drive shaft. The second drive shaft is coupled to the common shaft. The first motor and the second motor are coaxially aligned with the first drive shaft passing through the second drive shaft.

A dual-motor system includes a first motor rotationally coupled to a first drive shaft. The first drive shaft is coupled to a common shaft couplable to a rotationally driveable member. The dual-motor system also includes a second motor rotationally coupled to a second drive shaft. The second drive shaft is coupled to the common shaft. The first motor and the second motor are coaxially aligned with the first drive shaft passing through the second drive shaft.

A flight control computer (FCC) may implement automatic rotor tilt control by gathering or receiving, as inputs, airspeed or a commanded airspeed for the aircraft, acceleration or a commanded acceleration for the aircraft, pitch attitude of the aircraft and pilot pitch bias commands for the aircraft, a rotor tilt angle, and/or the like. The FCC calculates, from the airspeed, the commanded airspeed, the acceleration, the commanded acceleration, the pitch attitude, the pilot pitch bias commands, and/or the like, a commanded rotor tilt angle for the aircraft. From the aircraft rotor tilt angle and the commanded rotor tilt angle, the FCC calculates a rotor tilt angle error for the aircraft, and from the rotor tilt angle error, calculates a rotor tilt rate command for the aircraft. The FCC outputs the resulting rotor tilt rate command to (an) aircraft flight control element actuator(s) to tilt the aircraft rotor.

A method of controlling an overly determined actuator system that has a first number of actuators (α.sub.i) which is greater than a second number of the actuators needed to perform a predetermined physical task. The method includes: automatically controlling the first number of actuators by a control unit (CU) for jointly performing the predetermined physical task; repeatedly checking a functional state of the first number of actuators to detect an actuator failure of any one thereof; in case of any detected actuator failure, generating at least one emergency signal (EM) representative of an adapted physical task to be performed by a remaining number of the actuators. The emergency signal is generated based on kinematics of the actuator system, on known physical capacities at least of the remaining actuators, and optionally on a computational performance model of the actuator system. The adapted physical task includes activating each of the remaining actuators below a predetermined threshold of maximum physical load on a respective actuator and activating the ensemble of remaining actuators in a way to prevent further damage to the actuator system. An emergency control system and an aircraft are also provided.

The tricopter type rotary-wing drone includes three arms connected to a frame. Each of the free ends of the arms support a rotor with an axis perpendicular to the respective free end. The rotor is driven in rotation by a motor connected to power supply. The arms are pivotally mounted on the frame. Two arms automatically drive the rotor supported by their respective free ends into a position in which its axis forms an angle between −30° and +150° with the plane of the frame. The third arm automatically pivots, if necessary, into a position in which its free end is spaced apart from the apex being considered of the triangle by an angle between −60° and +60°.

A system for retaining a folded proprotor blade in flight. The system includes a mounting plate, a first arm coupled to the mounting plate at an acute angle relative to the mounting plate, and a first deformable pad affixed to the first arm and adapted to contact the folded proprotor blade.

A system for retaining a folded proprotor blade in flight. The system includes a mounting plate, a first arm coupled to the mounting plate at an acute angle relative to the mounting plate, and a first deformable pad affixed to the first arm and adapted to contact the folded proprotor blade.