A method of controlling a path of a rotorcraft. The method comprises a step of generating a first path setpoint and a step of automatically generating a first autopilot command from the first path setpoint. The method comprises a step of generating a first pilot setpoint during which a movement of a control member is transformed into a first pilot setpoint, the first pilot setpoint and the first flight parameter being homogenous in that they are expressed in the same measurement unit. The method includes a step of generating a first human pilot command from the first pilot setpoint followed by a step of generating a path command by combining the first autopilot command and the human pilot command.

A method of operating an aircraft with multiple actuators, such as propulsion units, preferably electrically powered propulsion units, is provided and includes the steps of: i) monitoring an operational state of said multiple actuators; ii) when detecting a malfunctioning or failure of any one of said actuators, indicating said malfunctioning or failure to a pilot in command (2b) of the aircraft; iii) controlling a human machine interface (2ab) of the aircraft to display and enable a limited choice of possible operating measures in connection with said malfunctioning or failure to the pilot in command (2b); and iv) programming at least one control element (2ae) in association with said one actuator to perform said measures when actuated by the pilot in command (2b).

A system of fall back flight control configured for use in electric aircraft includes an input control configured to receive a pilot input and generate a control datum. System includes a flight controller communicatively coupled to the input control and configured to receive the control datum and generate an output datum. The system includes the actuator having a primary mode in which the actuator is configured to move the at least a portion of the electric aircraft as a function of the output datum and a fall back mode in which the actuator is configured to move the at least a portion of the aircraft as a function of the control datum. The actuator configured to receive the control datum, receive the output datum, detect a loss of communication with the flight controller, and select the fall back mode as a function of the detection.

Aircraft, fly-by-wire systems, and controllers are provided. An aircraft includes a trim control system and a fly-by-wire system. The trim control system is configured for controlling surfaces of the aircraft. The fly-by-wire system is communicatively coupled with the trim control system and includes an input device and a controller. The input device is configured to receive a re-trim input from a user. The controller is communicatively coupled with the input device and is configured to control the trim control system, to obtain the re-trim input from the user, and to set a pitch trim of the aircraft based on a stable flight condition at a present airspeed of the aircraft in response to the re-trim input from the input device.

An automatic takeoff flight control system controls an aircraft to automatically follow a predetermined set of control parameters upon taking off from the ground using both longitudinal and lateral control laws. The control system provides takeoff speed reduction to thereby reduce the takeoff distance (TOD) and, as a consequence, increase the takeoff weight (TOW). The control system sets the horizontal stabilizer (HSTAB) in a non-trimmed condition—named “mistrim”; and provides beta for optimum climb at takeoff, through lateral-directional surfaces commands.

In an embodiment, a method of managing force equalization (FEQ) on a vehicle utilizing redundant actuation systems for one or more control surfaces includes determining, via a force sensor, a measured force applied by a first actuation system in relation to a control surface, where the control surface is redundantly serviced by a plurality of actuation systems. The method also includes updating a measured-force time series for the first actuation system with the measured force. The method also includes analyzing movement over at least a portion of the measured-force time series. The method also includes identifying a force-fight cycle in the measured-force time series. The method also includes indicating the force-fight cycle in cumulative force-fight cycle data for the first actuation system.

Systems, methods, and apparatus for controlling aircraft roll operations are disclosed. An example system includes a wing actuator coupled to an aileron of an aircraft, an alternate power unit (APU), a control wheel position sensor to measure a control wheel position of a control wheel of the aircraft, a flight control computer (FCC) coupled to the APU and the control wheel position sensor, the FCC to invoke the APU to provide power to the wing actuator, and transmit a control signal to the wing actuator, the control signal to invoke the wing actuator to control the aileron based on the control wheel position, and a differential linkage coupled to the wing actuator and the aileron, the differential linkage to convert first movement of the wing actuator into second movement to control the aileron, the first movement of the wing actuator based on the control wheel position.

Systems, methods, and apparatus for controlling aircraft roll operations are disclosed. An example system includes an aileron actuator including a mode selector valve to control fluid flow through the aileron actuator, and a valve spring coupled to the mode selector valve, the valve spring to adjust the mode selector valve from the active position to a block position, the block position to prevent fluid flow through the aileron actuator, a wing cable system coupled to the aileron actuator, a wing actuator coupled to the wing cable system, the wing actuator to control displacement of the aileron of the aircraft in response to the mode selector valve being in the block position, and a differential linkage coupled to the wing actuator and the aileron, the differential linkage to translate the displacement of the wing actuator into rotational movement to adjust the aileron from a first position to a second position.

In an embodiment, a method of managing force equalization (FEQ) on a vehicle utilizing redundant actuation systems for one or more control surfaces includes determining, via a force sensor, a measured force applied by a first actuation system in relation to a control surface, where the control surface is redundantly serviced by a plurality of actuation systems. The method also includes updating a measured-force time series for the first actuation system with the measured force. The method also includes analyzing movement over at least a portion of the measured-force time series. The method also includes identifying a force-fight cycle in the measured-force time series. The method also includes indicating the force-fight cycle in cumulative force-fight cycle data for the first actuation system.

A system for autonomous flight of an electric vertical takeoff and landing (eVTOL) aircraft. The system may include a pusher component, a lift component, a flight controller, and a pilot override switch. The pusher component is mechanically coupled to the eVTOL aircraft. The lift component is mechanically coupled to the eVTOL aircraft. The flight controller is communicatively connected to the pilot override switch. The flight controller is configured to identify a transition point, initiate operation of the pusher component, and terminate operation of the lift component. A method for flight control of an eVTOL aircraft is also provided.