A hybrid-electric propulsion system includes a propulsor, a turbomachine, and an electrical system having an electric machine coupled to the turbomachine. A method for operating the propulsion system includes operating, by one or more computing devices, the turbomachine to rotate the propulsor and generate thrust for the aircraft; receiving, by the one or more computing devices, data indicative of an un-commanded loss of the thrust generated from the turbomachine rotating the propulsor; and providing, by the one or more computing devices, electrical power to the electric machine to add power to the turbomachine, the propulsor, or both in response to receiving the data indicative of the un-commanded loss of thrust.

A system and method for flight control compensation for component degradation is illustrated. The system comprises a first flight component mechanically coupled to the electric aircraft and a second flight component mechanically coupled to the electric aircraft. A sensor is also coupled to both the first flight component and the second flight component, wherein the sensor is configured to detect a performance degradation datum in one of the first flight component and the second flight component and transmit the performance degradation datum to a flight controller. The system also comprises a flight controller communicatively coupled to the sensor, wherein the flight controller is configured to receive the performance degradation datum from the sensor and adjust operation of either the first flight component or the second flight component as a function of the performance degradation datum.

Methods and systems to electrically assist an internal combustion engine of an aircraft may be provided. A first bladed rotor may be rotated by a first internal combustion engine. Electricity may be generated from a first motor generator by rotating a first shaft of the first motor generator with the first internal combustion engine. In response to a predetermined event, such as an engine failure, mechanical power may be generated from the first motor generator instead of electricity. The mechanical power may be transferred to the first bladed rotor. The mechanical power may be generated by applying electricity to the first motor generator. The electricity applied is received from a second motor generator, where the electricity received from the second motor generator is generated by rotating a second shaft of the second motor generator with a second internal combustion engine that powers a second bladed rotor.

In a flying object, a PCU has a plurality of operation modes in which an engine and/or a motor generator is used as a driving source for a pusher propeller. In accordance with the state of the flying object, the PCU controls the engine, a clutch, and the motor generator in one of the operation modes.

In a flying object, a PCU has a plurality of operation modes in which an engine and/or a motor generator is used as a driving source for a pusher propeller. In accordance with the state of the flying object, the PCU controls the engine, a clutch, and the motor generator in one of the operation modes.

Methods and systems are configured to store user data and control access to the user data, wherein the data is stored remotely from the user (such as external to a user's computing device) and the user's data is maintained anonymously. Content is stored in association with a user identifier and access by third parties is controlled by linked third party identifiers.

Methods and systems are configured to store user data and control access to the user data, wherein the data is stored remotely from the user (such as external to a user's computing device) and the user's data is maintained anonymously. Content is stored in association with a user identifier and access by third parties is controlled by linked third party identifiers.

An airplane has main propulsion engines and a first fuel supply for the main propulsion engines. The airplane further has an auxiliary propulsion engine and a second fuel supply for the auxiliary propulsion engine, this second fuel supply being separate from the first fuel supply. The auxiliary propulsion engine can be switched on independently from the main propulsion engines. Such airplane has increased safety, since it will be possible to maintain flight, particularly when at high altitude, even if all main propulsion engines have failed.

An airplane has main propulsion engines and a first fuel supply for the main propulsion engines. The airplane further has an auxiliary propulsion engine and a second fuel supply for the auxiliary propulsion engine, this second fuel supply being separate from the first fuel supply. The auxiliary propulsion engine can be switched on independently from the main propulsion engines. Such airplane has increased safety, since it will be possible to maintain flight, particularly when at high altitude, even if all main propulsion engines have failed.

There is provided a system for controlling at least first and second engines of an aircraft, comprising a common controlling unit configured to convert data representative of a thrust command transmitted by an actuating element controllable by a pilot or by an auto-throttle of the aircraft, into: (a) at least one first command usable by a controller of the first engine for controlling its operation based at least on said first command, and (b) at least one second command usable by a controller of the second engine for controlling its operation based at least on said second command, wherein said common controlling unit is operable to perform said conversion based at least on data representative of a level of operability of each engine, thereby making each engine to either comply with said thrust command or to operate differently from said thrust command, based at least on its level of operability.