There is disclosed in one example a flight control computer for a rotary aircraft, including: a first interface to communicatively couple to a flight control input; a second interface to communicatively couple to flight geometry actuators; a data source; a multi-dimensional lookup table including a data structure to correlate flight control inputs to flight geometry actuator outputs according to a third-factor; and circuitry and logic instructions to: receive an input via the first interface; query the data source for the third-factor; query the multi-dimensional lookup table for a control input modifier according to the flight control input and the third-factor; and compute and send via a third interface a flight geometry output according to the control input modifier.

A rotorcraft comprising a rotor blade designed to flap about a hinge point, a measurement system designed to measure blade flapping, and a processing system designed to alter blade flapping measurements. The processing system further comprises a correction process to alter a blade flapping measurement dependent on rotor RPM or rotor torque.

A rotorcraft comprising a rotor blade designed to flap about a hinge point, a measurement system designed to measure blade flapping, and a processing system designed to alter blade flapping measurements. The processing system further comprises a correction process to alter a blade flapping measurement dependent on rotor RPM or rotor torque.

A method for controlling a hybrid helicopter having at least one lifting rotor, at least one forward-movement propeller and an empennage provided with at least one moveable empennage surface. The method includes the following steps: using a main sensor to determine a current value of a rotor parameter conditioning a current power drawn by the lifting rotor, using an estimator to determine a current setpoint of the rotor parameter, adjusting a position of the moveable empennage surface using a deflection controller as a function of the current value and of current setpoint.

A fail safety apparatus of the air mobility is provided. Locations of propeller modules are adjusted by rotation parts and length adjustment units to evenly distribute thrust of the re-located propeller modules so that the attitude of the air mobility is stabilized. In particular, when one propeller module among a plurality of propeller modules fails, the attitude of the air mobility is normalized by adjusting a location of the failed propeller module and locations of remaining normal propeller modules so that flight safety of the air mobility is secured.

A fail safety apparatus of the air mobility is provided. Locations of propeller modules are adjusted by rotation parts and length adjustment units to evenly distribute thrust of the re-located propeller modules so that the attitude of the air mobility is stabilized. In particular, when one propeller module among a plurality of propeller modules fails, the attitude of the air mobility is normalized by adjusting a location of the failed propeller module and locations of remaining normal propeller modules so that flight safety of the air mobility is secured.

A device for monitoring an available thrust margin of an anti-torque member of a rotorcraft as a function of flight conditions, said rotorcraft comprising a power plant driving at least one main rotor participating at least in the lift of said rotorcraft, said anti-torque member participating in the control of the yaw movements of said rotorcraft.

A flight control system includes an active control inceptor, a flight control computer, and a force trim release. The active control inceptor includes a control member movable from a first position to a second position to command a vehicle-body rate and including a detent position that holds an attitude. The flight control computer generates a trim command from the second position, a reference position, and a vehicle-body state. With the force trim release selected when the control member is moved from the first position to the second position, the first position is designated as the reference position and the second position is designated as the detent position. Upon deselection of the force trim release with the control member at the second position, the second position is designated as the reference position and the trim command is designated as the detent position.

A wind estimation system for an aircraft includes a first sensor configured to sense a first position associated with an aircraft control component in a wind condition, a second sensor configured to sense a first configuration associated with a rotor system of the aircraft in the wind condition, and at least one controller in communication with at least one of the first sensor or the second sensor. The at least one controller is configured to determine a tip-path-plane angle of the aircraft based on the first position and the first configuration, and determine at least one of a current wind speed or current wind direction based on the tip-path-plane angle.

A wind estimation system for an aircraft includes a first sensor configured to sense a first position associated with an aircraft control component in a wind condition, a second sensor configured to sense a first configuration associated with a rotor system of the aircraft in the wind condition, and at least one controller in communication with at least one of the first sensor or the second sensor. The at least one controller is configured to determine a tip-path-plane angle of the aircraft based on the first position and the first configuration, and determine at least one of a current wind speed or current wind direction based on the tip-path-plane angle.