A method of assisting the piloting of a multi-engined rotorcraft in the event of an engine failure. A main rotor of the rotorcraft is driven at a variable NR speed under the control of a control unit. Calculation means identify an authorized margin of mechanical power usable by the pilot depending on a rating for regulating the operation of each of the engines under the control of a regulator unit. Outside an engine-failure situation, and providing the main rotor is being driven at a low NR speed, the mechanical power margin that is usable by the pilot and that is displayed on a screen, is in fact a limited margin of a value less than the authorized margin. Under such conditions, and in an engine-failure situation, the mechanical power reserve that is actually available enables the pilot to counter rapidly the sudden drop in the NR speed of rotation of the main rotor as induced by the engine failure.

A set of commands for each of a plurality of actuators to alter an aircraft's state responsive to one or more inputs is produced. The set of commands is provided to fewer than all actuators comprising the plurality of actuators.

A flight control device performs a flight control process for causing an eVTOL to fly. In a step of the flight control process, the flight control device determines whether the eVTOL is capable of maintaining a stable attitude. In the step, it is determined whether the eVTOL is capable of maintaining the stable attitude even if driving of an abnormal motor is stopped. In the step, it is determined whether the eVTOL is capable of maintaining the stable attitude even if the abnormal motor continues driving. When it is determined that the eVTOL is capable of maintaining the stable attitude, the flight control device performs output adjustment of at least one of a normal motor and the abnormal motor to maintain the eVTOL at the stable attitude.

An assembly for an aircraft propulsion system includes a gas turbine engine, a nacelle housing the gas turbine engine, a load cell disposed on the nacelle, and a controller. The load cell is configured to measure a loading of the nacelle at a structural load path position of the nacelle. The controller is connected in signal communication with the load cell. The controller is configured to compare an engine output parameter of the gas turbine engine to a threshold engine output parameter to identify the engine output parameter is greater than or less than the threshold engine output parameter, compare the measured loading of the load cell to a zero-load value for the structural load path position to identify the measured loading is greater than or less than the zero-load value, and identify a structural load path failure for the structural load path position.

The invention relates to a method for detecting a malfunction in a first turboshaft engine, referred to as an inoperative engine (4), of a twin-engine helicopter, and for controlling a second turboshaft engine, referred to as a healthy engine (5), each engine (4, 5) comprising protective stops regulated by a regulation device which define a maximum power regime, characterised in that it comprises: a step (10) of detecting an indication of failure of said inoperative engine (4); a step (11) of modifying said protective stops of said healthy engine (5) into protective stops which correspond to a maximum power single-engine regime, in the case of the detected indication of failure; a step (12) of confirming a failure of said inoperative engine (4); a step (13) of controlling an increase in the flow rate of fuel supply of said healthy engine (5), in the event of a confirmed failure.

A power plant (1) having two engine groups (10, 20) and a main gearbox (MGB) (2), and a rotary wing aircraft (30) having such a power plant (1). Each engine group (10, 20) drives said MGB (2) mechanically to rotate a main outlet shaft (3) and, consequently, a main rotor (31) of said aircraft (30) at a frequency of rotation NR. A first engine group (10) has two main engines (11, 12) and is by a first setpoint NR* for said frequency of rotation NR, while a second engine group (20) has one secondary engine (21) and is regulated by a second setpoint W.sub.1* for power from said second engine group (20). The first engine group (10) is also regulated by a third setpoint W.sub.2f* for anticipating power such that said first engine group (10) and said second engine group (20) deliver the power needed at said main rotor (31).

A series of convertible aircrafts with a core with an airframe defining a first axis is described; a first, a second, a third, a fourth, a fifth and a sixth rotor which are rotatable about respective first, second, third, fourth, fifth and sixth axis, and operable independently of each other so as to generate respectively a first, a second, a third, a fourth, a fifth and a sixth thrust value independent of each other; the core comprises an electric power source and electric motors which are connected to said first, second, third, fourth, fifth and sixth rotor; each aircraft of the series comprises a module associated with a respective architecture and interfaced with said core.

A series of convertible aircrafts with a core with an airframe defining a first axis is described; a first, a second, a third, a fourth, a fifth and a sixth rotor which are rotatable about respective first, second, third, fourth, fifth and sixth axis, and operable independently of each other so as to generate respectively a first, a second, a third, a fourth, a fifth and a sixth thrust value independent of each other; the core comprises an electric power source and electric motors which are connected to said first, second, third, fourth, fifth and sixth rotor; each aircraft of the series comprises a module associated with a respective architecture and interfaced with said core.

An automatic emergency radar and proximity sensor activated protection system that could assist to prevent commercial, private, or military aircraft jet engines from being damaged or destroyed by the installment of a Shielding Blade Assembly which will immediately close when detection of objects such as; birds, debris, or other destructive elements try to enter through the engine intake while the aircraft is in FLIGHT causing the Internal Air Injection Unit (A.I.U.) to supply high volumes of air in order for the engine to stay operational and prevent it from stalling while in FLIGHT.

A method for assisting the piloting of a rotorcraft comprising a first engine and a second engine, each capable, in the absence of a failure, of transmitting engine torque to at least one rotor providing at least lift keeping the rotorcraft in the air. The rotorcraft has aerodynamic members for piloting the rotorcraft. The method has these steps: controlling the first engine and the second engine asymmetrically, the first engine alone providing driving power to the rotor(s), the second engine operating at a standby speed; identifying an engine failure in the first engine by a failure monitor; and in the event of failure in the first engine, accelerating the second engine to a synchronization speed.