Herein provided are methods and systems for a method for controlling autothrottle of an engine. A digital power request is obtained from an autothrottle controller, the digital power request based on an autothrottle input to the autothrottle controller. A manual input mode for the engine is terminated, the manual input mode based on a second power request obtained from a manual input associated with the engine. An autothrottle mode for the engine is engaged to control the engine based on the digital power request.

A method for processing a throttle control signal includes monitoring a signal transmission state of a throttle signal interface of an electronic speed regulator, determining that the signal transmission state is abnormal, and receiving the throttle control signal via a communication interface of the electronic speed regulator if the signal transmission state is determined to be abnormal.

A method for processing a throttle control signal includes monitoring a signal transmission state of a throttle signal interface of an electronic speed regulator, determining that the signal transmission state is abnormal, and receiving the throttle control signal via a communication interface of the electronic speed regulator if the signal transmission state is determined to be abnormal.

An example method includes: determining a throttle command for a servomotor configured to control a position of a throttle lever, where the position of the throttle lever indicates a commanded thrust for the first engine of the aircraft; determining a trim command for the first engine to equalize the thrust of the first engine with the respective thrust of the second engine; determining that a magnitude of the throttle command is less than a magnitude of a threshold throttle command indicative of a dead zone of the servomotor, where the servomotor is irresponsive to a given throttle command within the dead zone; modifying the trim command based on the throttle command to generate a modified trim command that compensates for irresponsiveness of the servomotor to the throttle command; and changing the thrust generated by the first engine based on the modified trim command.

An example method includes: determining a throttle command for a servomotor configured to control a position of a throttle lever, where the position of the throttle lever indicates a commanded thrust for the first engine of the aircraft; determining a trim command for the first engine to equalize the thrust of the first engine with the respective thrust of the second engine; determining that a magnitude of the throttle command is less than a magnitude of a threshold throttle command indicative of a dead zone of the servomotor, where the servomotor is irresponsive to a given throttle command within the dead zone; modifying the trim command based on the throttle command to generate a modified trim command that compensates for irresponsiveness of the servomotor to the throttle command; and changing the thrust generated by the first engine based on the modified trim command.

A system for controlling the thrust of the engines of an aircraft comprises a processing unit configured to receive an aircraft speed setting, to determine a control setting for at least one engine of the aircraft as a function of the speed setting and to transmit a setting to a controller of the at least one engine of the aircraft as a function of the control setting. The processing unit is further configured to receive a current turbulence level measurement information item and to add an additional speed setting, as a function of the turbulence level, to the speed setting.

A system for controlling the thrust of the engines of an aircraft comprises a processing unit configured to receive an aircraft speed setting, to determine a control setting for at least one engine of the aircraft as a function of the speed setting and to transmit a setting to a controller of the at least one engine of the aircraft as a function of the control setting. The processing unit is further configured to receive a current turbulence level measurement information item and to add an additional speed setting, as a function of the turbulence level, to the speed setting.

Disclosed herein is a conductive coating composition that includes a functionalized carbon nanomaterial and/or boron nanomaterial and a fluid component. The nanomaterial and fluid component forms hydrogen bond network in the disclosed composition. Because of the formed hydrogen bonds, the disclosed coating exhibits enhanced thermal or electrical conductivity. Also disclosed is a method to improve thermal or electrical conductivity of an existing coating composition.

A load fluctuation detection unit that detects a load fluctuation of an aircraft, and an operating point control unit that controls a power operating point defined by a torque and rotation speed based on a flight state. The operating point control unit sets a target power operating point (62) for coping with a load with respect to an initial power operating point (61) in an operating point map (40) when the load has fluctuated. The operating point control unit moves the power operating point from the initial power operating point (61) on a first operating line (41) to the target power operating point (62) on a second operating line (42), to a return power operating point (63) on the first operating line (41) while keeping a torque T constant, and then to the initial power operating point (61) along the first operating line (41).

A load fluctuation detection unit that detects a load fluctuation of an aircraft, and an operating point control unit that controls a power operating point defined by a torque and rotation speed based on a flight state. The operating point control unit sets a target power operating point (62) for coping with a load with respect to an initial power operating point (61) in an operating point map (40) when the load has fluctuated. The operating point control unit moves the power operating point from the initial power operating point (61) on a first operating line (41) to the target power operating point (62) on a second operating line (42), to a return power operating point (63) on the first operating line (41) while keeping a torque T constant, and then to the initial power operating point (61) along the first operating line (41).