A method of optimizing the noise generated by a hybrid power plant of a rotorcraft in flight, the hybrid power plant driving a main rotor of the rotorcraft in rotation and being provided with at least one engine, with at least one electric machine, and with at least one electrical energy source that electrically powers the electric machine. The method includes a determination step for determining a required power delivered by the hybrid power plant and that is required for the flight phase, and a distribution step for distributing the required power between the at least one engine and the electric machine as a function of a target noise level and of the required power for the flight phase, as well as of a model for the noise generated by the at least one engine as a function of one of its parameters.

A propulsion system for an aircraft can include an electric power source and an propulsion assembly having a propulsor. An electric power bus can electrically connect the electric power source to the propulsion assembly. The electric power source can be configured to provide electrical power to the electric power bus. An inverter converter controller can be positioned along the electric power bus and can be electrically connected to the electric power source at a location downstream of the electric power source and upstream of the electric propulsion assembly.

A propulsion system for an aircraft can include an electric power source and an propulsion assembly having a propulsor. An electric power bus can electrically connect the electric power source to the propulsion assembly. The electric power source can be configured to provide electrical power to the electric power bus. An inverter converter controller can be positioned along the electric power bus and can be electrically connected to the electric power source at a location downstream of the electric power source and upstream of the electric propulsion assembly.

Embodiments of a propulsion system are provided herein. In some embodiments, a propulsion system for an aircraft may include an electrical power supply; a motor coupled to the electrical power supply, wherein the electrical power supply provides power to the motor; and a fan disposed proximate a rear portion of an aircraft and rotatably coupled to the motor, wherein the fan is driven by the motor.

Embodiments of a propulsion system are provided herein. In some embodiments, a propulsion system for an aircraft may include an electrical power supply; a motor coupled to the electrical power supply, wherein the electrical power supply provides power to the motor; and a fan disposed proximate a rear portion of an aircraft and rotatably coupled to the motor, wherein the fan is driven by the motor.

An electric aircraft engine includes an electric motor driving a propulsor. A power source powers the electric motor. An electric compressor supplies compressed air. A nacelle surrounds the electric motor, the power source and the electric compressor. An aircraft and a method are also disclosed.

An electric machine (1) having an axial air gap (S), in particular for an aircraft (2), comprising: a stator (10), a rotor (11) that is rotatable relative to the stator (10), at least one permanent magnet (12A-12D) which, on the rotor (11), is held form-fittingly on a base (111) of the rotor (11) by a holding portion (110) of the rotor (11), and a protective layer (13A-13D) which covers a side (120), facing towards the stator (10), of the at least one permanent magnet (12A-12D), wherein the holding portion (110) of the rotor (11) engages over the protective layer (13A-13D).

An electric machine (1) having an axial air gap (S), in particular for an aircraft (2), comprising: a stator (10), a rotor (11) that is rotatable relative to the stator (10), at least one permanent magnet (12A-12D) which, on the rotor (11), is held form-fittingly on a base (111) of the rotor (11) by a holding portion (110) of the rotor (11), and a protective layer (13A-13D) which covers a side (120), facing towards the stator (10), of the at least one permanent magnet (12A-12D), wherein the holding portion (110) of the rotor (11) engages over the protective layer (13A-13D).

An electrically-powered VTOL aircraft has a fuselage with a cabin flexibly connected to a powerplane assembly that includes a plurality of electrically-powered rotors and booms. The powerplane assembly can pitch and roll relative to and independently of the cabin, thereby generating efficient fore, aft and lateral thrust while the cabin attitude remains unchanged. This provides a stable passenger experience and enhanced performance and controllability with reduced cost and complexity. In some embodiments, the fuselage is vertically elongated and the powerplane assembly mounts above the fuselage such that a person may walk beneath the rotors completely erect. A VTOL docking station is also disclosed that is configured to allow the aircraft to land without the use of landing gear. The docking station also includes electrical components configured to automatically provide charging to the aircraft when the aircraft is docked with the docking station.

An electrically-powered VTOL aircraft has a fuselage with a cabin flexibly connected to a powerplane assembly that includes a plurality of electrically-powered rotors and booms. The powerplane assembly can pitch and roll relative to and independently of the cabin, thereby generating efficient fore, aft and lateral thrust while the cabin attitude remains unchanged. This provides a stable passenger experience and enhanced performance and controllability with reduced cost and complexity. In some embodiments, the fuselage is vertically elongated and the powerplane assembly mounts above the fuselage such that a person may walk beneath the rotors completely erect. A VTOL docking station is also disclosed that is configured to allow the aircraft to land without the use of landing gear. The docking station also includes electrical components configured to automatically provide charging to the aircraft when the aircraft is docked with the docking station.