A system of an aircraft includes a thrust reverser control configured to control deployment of one or more thrust reversers of the aircraft, a brake control configured to control operation of one or more brakes of the aircraft, and a controller. The controller is configured to detect a landing condition of the aircraft, determine one or more thrust reverser deployment and brake control parameters for one or more current conditions at a target location of the aircraft, and control the one or more thrust reversers and the one or more brakes upon landing at the target location based on the one or more thrust reverser deployment and brake control parameters. The controller can modify one or more control parameters of the aircraft based on detecting a change in the one or more current conditions at the target location or a fault condition of the aircraft.

A system of an aircraft includes a thrust reverser control configured to control deployment of one or more thrust reversers of the aircraft, a brake control configured to control operation of one or more brakes of the aircraft, and a controller. The controller is configured to detect a landing condition of the aircraft, determine one or more thrust reverser deployment and brake control parameters for one or more current conditions at a target location of the aircraft, and control the one or more thrust reversers and the one or more brakes upon landing at the target location based on the one or more thrust reverser deployment and brake control parameters. The controller can modify one or more control parameters of the aircraft based on detecting a change in the one or more current conditions at the target location or a fault condition of the aircraft.

A hybrid electric engine control module (ECU) can be configured to be operatively connected to a hybrid electric aircraft powerplant having a heat engine system and an electric motor system to control a torque output from each of the heat engine system and the electric motor system. The ECU can be configured to determine whether at least one of the electric motor system or the heat engine system are in a normal mode such that one of the electric motor system and/or the heat engine can provide a predetermined amount of torque. The ECU can be configured to switch to a degraded mode if either of the electric motor system or the heat engine system cannot provide the predetermined amount of torque. In the degraded mode the ECU can be configured to control the electric motor system and the heat engine system differently than in the normal mode or to not control one or both of the electric motor system or the heat engine system.

A vehicle (100) comprising: an engine (102); a system for starting the engine (102); a fault detection module (120); an electrical power source (110); and a controller (116, 122). The controller (116, 122) is configured to, responsive to the fault detection module (120) detecting a fault occurring with the engine (102): determine a window in which to attempt to start the engine (102); control the electrical power source (110) to provide electrical power to the system for starting the engine (102); and control the system for starting the engine (102) to attempt to start the engine (102) using the supplied electrical power only during the determined window.

A system for protecting the structural integrity of an engine strut may include a first monitor, a second monitor, and a controller communicatively coupled to the first monitor and the second monitor. The first monitor may be mounted proximate an engine strut coupling a turbine engine to an airframe of an aircraft. The second monitor may be mounted proximate the first monitor. The first monitor and the second monitor may each be configured to fail upon reaching a triggering temperature indicative of a burn-through in an engine case during operation of the turbine engine. The controller may be configured to automatically reduce an operating parameter of the turbine engine upon a failure of both the first monitor and the second monitor.

An automated take-off system for an aircraft includes a processing circuit an automated braking system of the aircraft, the automated braking system configured to cause the aircraft to stop. The processing circuit is configured to determine whether the speed of the aircraft less than a VR speed and an aircraft failure event has occurred and determine whether to abort the takeoff or continue the takeoff in response to determining that the speed of the aircraft is less than the VR speed and that the aircraft failure event has occurred. The processing circuit is configured to cause the automated braking system to stop the aircraft in response to determining to abort the takeoff.

A multicopter includes a body, propellers, each of which is rotated by a motor to generate lift for the body, a main controller configured to supply a speed instruction signal to the motor, a supply circuit configured to supply a torque current signal and a field current signal obtained from the motor, and a motor drive control device. The motor drive control device includes a control signal generation circuit configured to generate a torque current instruction signal and a field current instruction signal in response to the speed instruction signal, a vector control circuit configured to receive the torque current signal, the field current signal, the torque current instruction signal and the field current instruction signal, and output control signals so that the torque current signal and the field current signal from the motor coincide with the torque current instruction signal and the field current instruction signal, respectively, and a motor driver circuit configured to accept the control signals from the vector control circuit to control the motor.

A parallel hybrid-electric aircraft engine that provides power for takeoff and climb by combining the output power of an electric motor with that an internal combustion engine and then converting the electric motor to a generator once the additional power of the electric motor is no longer neede

An auxiliary propulsion apparatus of an air vehicle may include an engine mounted in a fuselage of the air vehicle, a generator configured to be driven using power from the engine, a compressor configured to be driven by the engine or the generator, a battery configured to store electricity generated by the generator, an electricity distributor connected to the generator, the battery and the main propulsion apparatus and configured to distribute electricity generated by the generator to the battery and to a main propulsion apparatus, and at least one nozzle device configured to jet high-pressure gas, supplied from the compressor, to an outside of the fuselage.

A system for automated management of in-flight restarting of engines of an aircraft includes controllers, each engine of the aircraft being managed by one of the controllers. A controller that detects an engine that has stopped: cuts off the energy supply of the engine and performs a windmill engine start. If at least one other engine has stopped, prioritization of engine restarting includes: collecting information concerning a state of health of each engine; determining from the information collected information representing a probability of restarting each stopped engine; determining a sequential order of restarting the stopped engines as a function of information representing the probability of restarting each stopped engine. Each stopped engine continues to be windmill started until selection of the engine in question in the sequential order of restarting the stopped engines. Thus, the operational status of the aircraft is improved as quickly as possible.