The invention relates to an aircraft cockpit center pedestal for the attachment of control and instrumentation equipment for this aircraft, wherein the center pedestal includes an equipment module including controls connected to at least one first electrical connector, and a single-piece frame including an upper face provided with a recess including at least one second electrical connector installed at the bottom of the recess and connected to computers onboard this aircraft in which this equipment module is installed, the at least one first electrical connector of the equipment module being inserted into at least one second electrical connector so as to connect the controls of the equipment module and these onboard computers. The invention also relates to an aircraft including such a pedestal.

The invention relates to an aircraft cockpit center pedestal for the attachment of control and instrumentation equipment for this aircraft, wherein the center pedestal includes an equipment module including controls connected to at least one first electrical connector, and a single-piece frame including an upper face provided with a recess including at least one second electrical connector installed at the bottom of the recess and connected to computers onboard this aircraft in which this equipment module is installed, the at least one first electrical connector of the equipment module being inserted into at least one second electrical connector so as to connect the controls of the equipment module and these onboard computers. The invention also relates to an aircraft including such a pedestal.

A method for controlling an aircraft with a rotary wing provided with a power plant comprising a plurality of engines, the aircraft comprising a human-machine interface controlling a control member capable of acting on a longitudinal acceleration of the aircraft. During the economy operating mode during which one of the engines does not supply power, the method comprises measuring a forward speed of the aircraft, and adjusting an authority of the human-machine interface over the longitudinal acceleration with a flight control computer as a function of the forward speed.

A method for controlling an aircraft with a rotary wing provided with a power plant comprising a plurality of engines, the aircraft comprising a human-machine interface controlling a control member capable of acting on a longitudinal acceleration of the aircraft. During the economy operating mode during which one of the engines does not supply power, the method comprises measuring a forward speed of the aircraft, and adjusting an authority of the human-machine interface over the longitudinal acceleration with a flight control computer as a function of the forward speed.

An aircraft includes an electronically controlled engine (ECE) and a first and a second throttle control assembly. The first throttle control assembly includes a first throttle fly button configured to command a FLY mode and a first throttle idle button configured to command an IDLE mode. The second throttle control assembly includes a second throttle fly button configured to command the FLY mode and a second throttle idle button configured to command the IDLE mode.

An aeroengine control device including a mount and having pivotally mounted thereon a code wheel together with a main lever and a secondary lever, both for turning the code wheel. Each lever is movable between a rest position and a maximum actuation position. The secondary lever is mounted to pivot on the main lever. Cam paths are mounted on the code wheel and on the mount in such a manner that the main lever can move the code wheel when the main lever is moved while the secondary lever is in the rest position. The secondary lever can move the code wheel when the secondary lever is moved while the main lever is in the rest position, with movement of either lever being prevented when the other lever is clearly away from its rest position.

An aeroengine control device including a mount and having pivotally mounted thereon a code wheel together with a main lever and a secondary lever, both for turning the code wheel. Each lever is movable between a rest position and a maximum actuation position. The secondary lever is mounted to pivot on the main lever. Cam paths are mounted on the code wheel and on the mount in such a manner that the main lever can move the code wheel when the main lever is moved while the secondary lever is in the rest position. The secondary lever can move the code wheel when the secondary lever is moved while the main lever is in the rest position, with movement of either lever being prevented when the other lever is clearly away from its rest position.

A jet aircraft maneuvering characteristic simulation system for a single propeller aircraft includes a power lever, speed brakes, and a controller. The power lever is configured to change a thrust of the single propeller aircraft. The speed brakes are provided on respective right and left sides of the single propeller aircraft. The controller is configured to, in response to an operation of the power lever to raise the thrust of the single propeller aircraft, deploy both the right and the left speed brakes to cause an increase in speed of the single propeller aircraft to be moderate, and control the speed brakes to cause a force in a yaw direction and a force in a roll direction to be generated that act against a turning tendency of the single propeller aircraft by making amounts of the deployment of the right and the left speed brakes different from each other.

A jet aircraft maneuvering characteristic simulation system for a single propeller aircraft includes a power lever, speed brakes, and a controller. The power lever is configured to change a thrust of the single propeller aircraft. The speed brakes are provided on respective right and left sides of the single propeller aircraft. The controller is configured to, in response to an operation of the power lever to raise the thrust of the single propeller aircraft, deploy both the right and the left speed brakes to cause an increase in speed of the single propeller aircraft to be moderate, and control the speed brakes to cause a force in a yaw direction and a force in a roll direction to be generated that act against a turning tendency of the single propeller aircraft by making amounts of the deployment of the right and the left speed brakes different from each other.

The invention relates to an electric drive for an aircraft hybrid system. This electric drive comprises a rotor and a stator, wherein the stator may be connected to a structure of the aircraft and the rotor has an annular flange with a shaft through opening for mounting on a propeller flange, wherein the flange is formed of at least two parts, wherein each of these parts of the flange delimits a section of the shaft through opening.