Methods, apparatus, systems and a vertical take-off and landing (VTOL) vehicle are provided. The VTOL vehicle includes: a fuselage having longitudinally a front section, a central section and a rear section; a first lifting surface comprising two wings respectively secured to opposite sides of the rear section of the fuselage; a second lifting surface comprising two wings respectively secured to opposite sides of the front section of the fuselage; where each wing comprises at least one engine module, each of the engine modules being pivotally coupled to the wing and each engine module being independently controlled for transitioning between a vertical mode of flight and a horizontal mode of flight.

In an aspect, a vertical take-off and landing (VTOL) aircraft is disclosed. The VTOL aircraft includes at least a lift component affixed to the aft end of a boom, wherein the lift component is configured to generate lift. The VTOL includes a fuselage comprising a fore end and an aft end. Additionally, VTOL aircraft includes a tail affixed to the aft end of a fuselage. A tail includes a plurality of vertically projecting elements, wherein the plurality vertically projecting elements are affixed at the aft end of the boom and positioned outside of the wake from the at least a lift component.

To control an engine shutdown in an aircraft, a control system includes a fuel supply shut-off member, a control member with a set of switches, a first switch on an electrical power supply link of the fuel supply shut-off member and second switches connected to avionics of the aircraft, the set of switches switching position on an engine shutdown command. An engine shutdown confirmation unit includes a third switch on the electrical power supply link, the third switch in open position by default. The engine shutdown confirmation unit includes electronic circuitry configured to switch the third switch over to closed position when a predefined quantity Q of switches of the control member switches position within a sliding window of predefined duration and, otherwise, keeps the third switch in open position. Thus, it is ensured that the engine shutdown is intentional.

To control an engine shutdown in an aircraft, a control system includes a fuel supply shut-off member, a control member with a set of switches, a first switch on an electrical power supply link of the fuel supply shut-off member and second switches connected to avionics of the aircraft, the set of switches switching position on an engine shutdown command. An engine shutdown confirmation unit includes a third switch on the electrical power supply link, the third switch in open position by default. The engine shutdown confirmation unit includes electronic circuitry configured to switch the third switch over to closed position when a predefined quantity Q of switches of the control member switches position within a sliding window of predefined duration and, otherwise, keeps the third switch in open position. Thus, it is ensured that the engine shutdown is intentional.

A pivot assembly for a control lever. The pivot assembly include a primary pivot bearing arranged about a longitudinal axis (A) and a redundant pivot bearing arranged about the longitudinal axis (A). The redundant pivot bearing is configured to become operative as a bearing in the event that the primary pivot bearing malfunctions, and to produce haptic feedback in the control lever throughout operation of the redundant pivot bearing.

A command device for controlling a mechanical energy reduction assembly of an aircraft, movable between an inactive configuration and a maximum mechanical energy reduction configuration, includes a rocker button, movable between a mechanical energy reduction assembly configuration maintaining position, a first position of incremental movement of the mechanical energy reduction assembly to its maximum mechanical energy reduction configuration and a second position of incremental movement of the mechanical energy reduction assembly to its inactive configuration. The command device further includes at least one return element configured to return the rocker button to its maintaining position.

A command device for controlling a mechanical energy reduction assembly of an aircraft, movable between an inactive configuration and a maximum mechanical energy reduction configuration, includes a rocker button, movable between a mechanical energy reduction assembly configuration maintaining position, a first position of incremental movement of the mechanical energy reduction assembly to its maximum mechanical energy reduction configuration and a second position of incremental movement of the mechanical energy reduction assembly to its inactive configuration. The command device further includes at least one return element configured to return the rocker button to its maintaining position.

A control system of an air vehicle for urban air mobility (UAM) is provided. A human-machine interface (HMI) system enables people to more easily control the air vehicle for UAM with a familiar method. The control system includes a steeling wheel operated for steering of the air vehicle, an accelerator pedal operated for acceleration of the air vehicle, and a decelerator pedal operated for deceleration and braking of the air vehicle. An altitude designating device selects and designates a target altitude and a controller generates a control command for adjusting altitude, acceleration, deceleration and braking, and steering of the air vehicle, based on air vehicle driving information. A drive device is then operated according to the control command generated from the controller.

An electronic aircraft control system and an electronic aircraft control method are provided. In some embodiments, the aircraft control system includes a motor including a rotating shaft, a lever including an axis of rotation, the lever connected to the rotating shaft, wherein the position of the lever is not maintained by a mechanical clutch during normal operations. In some embodiments, the aircraft control system includes a fail-safe system for maintaining mechanical friction of the lever in an event of a failure, a sensor identifying a position of the lever, and a transmitter transmitting the lever position to a controller, the controller adjusting an aircraft performance device based on the received lever position. In some embodiments, the motor provides a torque on the lever. In some embodiments, the fail-safe system includes shear pins configured to break when a sufficient amount of manual torque is applied to the lever.

An electronic aircraft control system and an electronic aircraft control method are provided. In some embodiments, the aircraft control system includes a motor including a rotating shaft, a lever including an axis of rotation, the lever connected to the rotating shaft, wherein the position of the lever is not maintained by a mechanical clutch during normal operations. In some embodiments, the aircraft control system includes a fail-safe system for maintaining mechanical friction of the lever in an event of a failure, a sensor identifying a position of the lever, and a transmitter transmitting the lever position to a controller, the controller adjusting an aircraft performance device based on the received lever position. In some embodiments, the motor provides a torque on the lever. In some embodiments, the fail-safe system includes shear pins configured to break when a sufficient amount of manual torque is applied to the lever.