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.

An arrowhead aircraft includes a pair of counter-rotating propellers, a jet engine module, and an exhausted module, wherein the counter-rotating propellers propel the aircraft but does not have angular momentum, and the exhausted module deployed around the exhausted end of the jet engine module, which reuses the waste heat from the exhausted end and reduces the noise. Wherein, the airflow system includes a shutter deployed at the bottom side of the body that controls the streamlines of airflow through the aircraft and a plurality of airfoils that will force the aircraft tilted to the desired direction. The present invention resolved the helicopter's vulnerabilities, such as its intricate mechanism, dragging response, dangers blades, hard to control angular momentum, high cost, and high training level.

A human machine interface linked to the throttle lever of an aircraft used to control the energy of an aircraft is disclosed. The HMI has upper part, which corresponds to the forward stroke of the lever, and a lower part, which corresponds to the rearward stroke of the lever. An upper shutter is positioned over the upper part, and a lower shutter is positioned over the lower part. A “cursor” acts as a visual representation in the HMI of the lever and its handle. The cursor moves forward or backward as the pilot acts on the lever/handle. The cursor indicates an ordered release of more or less aircraft energy, depending on its position on the display. The upper and lower shutters also indicate the ordered release of more or less aircraft energy, depending on the respective lengths of the two shutters. The HMI also includes a column in the display having a length symbolizing a current value in actual aircraft push or braking, depending on whether an aircraft push or braking has been ordered by releasing of more or less aircraft energy. The column changes in length as the actual aircraft push or braking changes. The cursor is further depicted in the HMI display as containing a memorizing button on the handle and a Go-Lever button on the lever below the handle.

A human machine interface linked to the throttle lever of an aircraft used to control the energy of an aircraft is disclosed. The HMI has upper part, which corresponds to the forward stroke of the lever, and a lower part, which corresponds to the rearward stroke of the lever. An upper shutter is positioned over the upper part, and a lower shutter is positioned over the lower part. A “cursor” acts as a visual representation in the HMI of the lever and its handle. The cursor moves forward or backward as the pilot acts on the lever/handle. The cursor indicates an ordered release of more or less aircraft energy, depending on its position on the display. The upper and lower shutters also indicate the ordered release of more or less aircraft energy, depending on the respective lengths of the two shutters. The HMI also includes a column in the display having a length symbolizing a current value in actual aircraft push or braking, depending on whether an aircraft push or braking has been ordered by releasing of more or less aircraft energy. The column changes in length as the actual aircraft push or braking changes. The cursor is further depicted in the HMI display as containing a memorizing button on the handle and a Go-Lever button on the lever below the handle.

In an asymmetric operating regime, a first engine is operating in an active mode to provide motive power to an aircraft while a second engine is operating in a standby mode and de-clutched from a gearbox of the aircraft. In response to an emergency exit request, the second engine's speed is increased, at a maximum permissible rate, to a re-clutching speed while increasing the first engine's power output at a maximum permissible rate. When the re-clutching speed is reached, the second engine's power output is increased at a maximum permissible rate. In response to a normal exit request, the second engine's speed is increased to the re-clutching speed at a rate lower than the maximum permissible rate. When the re-clutching speed is reached, the second engine's power output is increased at a rate lower than the maximum permissible rate.

In an asymmetric operating regime, a first engine is operating in an active mode to provide motive power to an aircraft while a second engine is operating in a standby mode and de-clutched from a gearbox of the aircraft. In response to an emergency exit request, the second engine's speed is increased, at a maximum permissible rate, to a re-clutching speed while increasing the first engine's power output at a maximum permissible rate. When the re-clutching speed is reached, the second engine's power output is increased at a maximum permissible rate. In response to a normal exit request, the second engine's speed is increased to the re-clutching speed at a rate lower than the maximum permissible rate. When the re-clutching speed is reached, the second engine's power output is increased at a rate lower than the maximum permissible rate.

A method and a device for controlling a coupling mechanism arranged between an engine and a main mechanical power transmission gearbox MGB of a rotary wing aircraft. First determination means enable a first measurement to be taken giving the speed of rotation of said engine, which speed, on being compared with a setpoint speed for said engine, makes it possible to determine a “ready to engage” state for said coupling mechanism. Third determination means serve to determine a maximum torque that can be accepted by said MGB. While engaging the coupling mechanism, a control system for controlling said engine regulates said speed of rotation of said engine on said setpoint speed, while ensuring that the torque delivered by said engine is less than or equal to said maximum acceptable torque.

A method and a device for controlling a coupling mechanism arranged between an engine and a main mechanical power transmission gearbox MGB of a rotary wing aircraft. First determination means enable a first measurement to be taken giving the speed of rotation of said engine, which speed, on being compared with a setpoint speed for said engine, makes it possible to determine a “ready to engage” state for said coupling mechanism. Third determination means serve to determine a maximum torque that can be accepted by said MGB. While engaging the coupling mechanism, a control system for controlling said engine regulates said speed of rotation of said engine on said setpoint speed, while ensuring that the torque delivered by said engine is less than or equal to said maximum acceptable torque.

An aircraft is provided and includes an airframe defining a cockpit with first and second control stations configured for co-activation and complementary deactivation, flight control assemblies disposed at multiple locations of the airframe and a flight control computer (FCC). The FCC is configured to control operations of the flight control assemblies in accordance with current flight conditions and commands received at activated ones of the first and second control stations that are inputted by a flight crew. The FCC includes a secondary monitoring system to identify when commands are input at a deactivated one of the first and second control stations, to determine whether the commands are indicative of normal and intentional piloting inputs and to generate control station cues in an event the commands are indicative of normal and intentional piloting inputs to alert the flight crew of a hazardous condition or automatically turn the station back on.

An aircraft is provided and includes an airframe defining a cockpit with first and second control stations configured for co-activation and complementary deactivation, flight control assemblies disposed at multiple locations of the airframe and a flight control computer (FCC). The FCC is configured to control operations of the flight control assemblies in accordance with current flight conditions and commands received at activated ones of the first and second control stations that are inputted by a flight crew. The FCC includes a secondary monitoring system to identify when commands are input at a deactivated one of the first and second control stations, to determine whether the commands are indicative of normal and intentional piloting inputs and to generate control station cues in an event the commands are indicative of normal and intentional piloting inputs to alert the flight crew of a hazardous condition or automatically turn the station back on.