The invention relates to a propulsion system intended to be mounted on an aircraft comprising a main body, said propulsion system comprising:—a first rotating propulsive member and a second rotating propulsive member that are intended to be mounted on either side of said main body,—a transmission housing connected to the first rotating propulsive member via a first mechanical shaft and to the second rotating propulsive member via a second mechanical shaft,—a single gas generator connected to said transmission housing and configured to rotate the first rotating propulsive member and the second rotating propulsive member, and—a single auxiliary turbomachine configured to rotate the first rotating propulsive member and the second rotating propulsive member independently of the gas generator.

The present disclosure provides methods and systems for operating a multi-engine rotorcraft. The method comprises driving a rotor of the rotorcraft with a first engine while a second engine is de-clutched from a transmission clutch system that couples the rotor and the second engine, instructing the second engine to accelerate to a re-clutching speed, and controlling an output shaft speed of the second engine during acceleration of the second engine to the re-clutching speed by applying a damping function to a speed control loop of the second engine.

A method for assisting piloting beyond an altitude that can be reached with only the capabilities of a thermal power plant of a rotorcraft, by supplying power from an electrical power plant. After defining a take-off point of the rotorcraft and a target point, and their respective altitudes, a determination of a first maximum altitude that can be reached by the rotorcraft using only the thermal power plant is carried out according to a first altitude law. Then, an estimate of a second maximum altitude that can be reached by the rotorcraft using the thermal power plant and the electrical power plant jointly driving each rotor of the rotorcraft is made according to a second altitude law. If the second maximum altitude is higher than the altitude of the target point, the rotorcraft can fly to the target point.

A method for assisting piloting beyond an altitude that can be reached with only the capabilities of a thermal power plant of a rotorcraft, by supplying power from an electrical power plant. After defining a take-off point of the rotorcraft and a target point, and their respective altitudes, a determination of a first maximum altitude that can be reached by the rotorcraft using only the thermal power plant is carried out according to a first altitude law. Then, an estimate of a second maximum altitude that can be reached by the rotorcraft using the thermal power plant and the electrical power plant jointly driving each rotor of the rotorcraft is made according to a second altitude law. If the second maximum altitude is higher than the altitude of the target point, the rotorcraft can fly to the target point.

A rear end section for an aircraft, having a fuselage, a v-tail, and a thruster assembly including at least one propulsion device installed to ingest and consume air forming a fuselage boundary layer, a control surface attached at the rearmost section of the rear end, and a casing covering at least part of the propulsion device such that an air inlet and an air outlet are defined between the casing and the propulsion device. The air inlet is configured to permit passage of the fuselage boundary layer towards the propulsion device. The air outlet is configured to direct the airflow exhausted from the propulsion device into the control surface, to divert the airflow and provide vectoring thrust for the aircraft.

An aircraft includes a fuselage, a wing disposed above the fuselage, a pylon connecting the wing to the fuselage, and a plurality of internal combustion engines housed in the fuselage. The pylon vertically traverses the fuselage and is fixed to an upper portion and a lower portion of the fuselage. Among the plurality of internal combustion engines, a first internal combustion engine and a second internal combustion engine are disposed bilaterally symmetrically about the pylon and are fixed to the pylon.

An aircraft includes a fuselage, a wing disposed above the fuselage, a pylon connecting the wing to the fuselage, and a plurality of internal combustion engines housed in the fuselage. The pylon vertically traverses the fuselage and is fixed to an upper portion and a lower portion of the fuselage. Among the plurality of internal combustion engines, a first internal combustion engine and a second internal combustion engine are disposed bilaterally symmetrically about the pylon and are fixed to the pylon.

A hybrid-electric aircraft system is provided and includes first and second hybrid-electric engines, each of which includes an electric motor to drive operations thereof, and a supplemental power unit (SPU). The SPU is configured as a thermal engine paired with a generator and is configured to generate electrical power. The first and second hybrid-electric engines are operable normally and off, respectively, with electrical power generated by the SPU being diverted to the electric motor of the second hybrid-electric engine.

A hybrid-electric aircraft system is provided and includes first and second hybrid-electric engines, each of which includes an electric motor to drive operations thereof, and a supplemental power unit (SPU). The SPU is configured as a thermal engine paired with a generator and is configured to generate electrical power. The first and second hybrid-electric engines are operable normally and off, respectively, with electrical power generated by the SPU being diverted to the electric motor of the second hybrid-electric engine.

A power management system for a multi engine rotorcraft having a main rotor system with a main rotor speed. The power management system includes a first engine that provides a first power input to the main rotor system. A second engine selectively provides a second power input to the main rotor system. The second engine has at least a zero power input state and a positive power input state. A power anticipation system is configured to provide the first engine with a power adjustment signal in anticipation of a power input state change of the second engine during flight. The power adjustment signal causes the first engine to adjust the first power input to maintain the main rotor speed within a predetermined rotor speed threshold range during the power input state change of the second engine.