FAULT TOLERANT AIRCRAFT FLIGHT CONTROL SYSTEM AND AIRCRAFT PREFERABLY HAVING SUCH AN AIRCRAFT FLIGHT CONTROL SYSTEM

Abstract

A flight control system for an aircraft comprises a flight control computer system connected via a bus system with a plurality of bus nodes, which each are configured to at least one of controlling an associated aircraft device based on command messages received from the flight control computer system via the bus system and sending information messages to the flight control computer system via the bus system. The bus system is a redundant bus system comprising plural independent bus sub-systems, wherein each bus node is configured to communicate with the flight control computer system via two different bus sub-systems, wherein each bus node further is configured to communicate with the flight control computer system on basis of an associated predetermined bus communication protocol via a first bus sub-system and on basis of an associated predetermined bus communication protocol via a second bus sub-system.

Claims

1. A flight control system for an aircraft, comprising a flight control computer system, which is connected via an electronic or optoelectronic bus system with a plurality of bus nodes, which each are configured to at least one of controlling an associated aircraft device based on command messages received from the flight control computer system via the bus system and sending information messages to the flight control computer system via the bus system; wherein the electronic or optoelectronic bus system is a redundant electronic or optoelectronic bus system comprising plural independent bus sub-systems, wherein each bus node is configured to communicate with the flight control computer system via two different bus sub-systems of the plural independent bus sub-systems, wherein each bus node further is configured to communicate with the flight control computer system on basis of an associated predetermined bus communication protocol via a first bus sub-system of the respective two different bus sub-systems and on basis of an associated predetermined bus communication protocol via a second bus sub-system of the respective two different bus sub-systems.

2. The flight control system according to claim 1, wherein each bus node of a first group of the bus nodes is configured to communicate with the flight control computer system via the first bus sub-system on basis of a first bus communication protocol, which is the associated predetermined bus communication protocol of the bus nodes of the first group for the first bus sub-system, and is configured to communicate with the flight control computer system via the second bus sub-system on basis of a second bus communication protocol, which is the associated predetermined bus communication protocol of the bus nodes of the first group for the second bus sub-system and differs from the first bus communication protocol, and wherein each bus node of a second group of the bus nodes is configured to communicate with the flight control computer system via the first bus sub-system on basis of the second bus communication protocol, which is the associated predetermined bus communication protocol of the bus nodes of the second group for the first bus sub-system, and is configured to communicate with the flight control computer system via the second bus sub-system on basis of the first bus communication protocol, which is the associated predetermined bus communication protocol of the bus nodes of the second group for the second bus sub-system.

3. The flight control system according to claim 1, wherein each of the plural independent bus sub-systems is composed of plural independent communication busses, and wherein each bus node is connected via one associated communication bus of the first bus sub-system with the flight control computer system and is configured to communicate via this communication bus of the first bus sub-system with the flight control computer system on basis of the associated predetermined bus communication protocol and each bus node is connected via one associated communication bus of the second bus sub-system with the flight control computer system and is configured to communicate via this communication bus of the second bus sub-system with the flight control computer system on basis of the associated predetermined bus communication protocol; wherein preferably plural bus nodes are associated to each of a plurality or all of the plural independent communication busses of the first bus sub-system, wherein the bus nodes being associated to the same independent communication bus of the first bus sub-system are configured to communicate via this common independent communication bus with the flight control computer system, and plural bus nodes are associated to each of a plurality or all of the plural independent communication busses of the second bus sub-system, wherein the bus nodes being associated to the same independent communication bus of the second bus sub-system are configured to communicate via this common independent communication bus with the flight control computer system.

4. The flight control system according to claim 1, wherein the bus nodes are CAN bus nodes, the plural independent bus sub-systems are realized as independent CAN bus sub-systems, and the predetermined bus communication protocols each are one of plural different CAN bus protocols according to a respective CAN standard, including a first CAN bus protocol according to a first CAN standard and a second CAN bus protocol according to a second CAN standard differing from the first CAN standard.

5. The flight control system according to claim 3, wherein each of the independent CAN bus sub-systems is composed of plural independent CAN busses realizing the plural independent communication busses, so that each CAN bus node is connected via one associated CAN bus of a first CAN bus sub-system with the flight control computer system and each bus node is connected via one associated CAN bus of a second bus CAN sub-system with the flight control computer system; wherein preferably plural or all of the CAN busses of the first CAN bus sub-system each are connected with plural associated of the CAN bus nodes and plural or all of the CAN busses of the second CAN bus sub-system each are connected with plural associated of the CAN bus nodes, wherein the CAN bus nodes being connected with the same CAN bus are configured to communicate via this common CAN bus with the flight control computer system.

6. The flight control system according to claim 2, wherein each CAN bus node of the first group of the bus nodes is configured to communicate with the flight control computer system via the associated CAN bus of the first CAN bus sub-system on basis of the first CAN bus protocol, and is configured to communicate with the flight control computer system via the associated CAN bus of the second CAN bus sub-system on basis of the second CAN bus protocol, and wherein each CAN bus node of the second group of the bus nodes is configured to communicate with the flight control computer system via the associated CAN bus of the first CAN bus sub-system on basis of the second CAN bus protocol, and is configured to communicate with the flight control computer system via the second CAN bus sub-system on basis of the first CAN bus protocol.

7. The flight control system according to claim 4, wherein one of the first and second CAN bus protocols follows one of the ISO 11888 standard referred to as CAN STANDARD and the SAE J2284-5:2016 standard referred to as CAN FD, and wherein preferably the other of the first and second CAN bus protocols follows the other of the ISO 11888 standard referred to as CAN STANDARD and the SAE J2284-5:2016 standard referred to as CAN FD.

8. The flight control system according to claim 1, wherein the flight control computer system is a redundant flight control computer system comprising plural independent flight control computers, preferably three independent flight control computers, wherein the plural independent flight control computers preferably are dissimilar flight control computers differing in at least one of the flight control computer hardware and the flight control computer software.

9. The flight control system according to claim 8, wherein each flight control computer is connected via one of the independent bus sub-systems or independent CAN bus sub-systems with each of the bus nodes or CAN bus nodes, and wherein at least one of the flight control computers is connected via the first bus sub-system or first CAN bus sub-system with each of the bus nodes or CAN bus nodes and at least one other of the flight control computers is connected via the second bus sub-system or second CAN bus sub-system with each of the bus nodes or CAN bus nodes.

10. The flight control system according to claim 9, wherein at least one of the flight control computers is configured to communicate with the bus nodes or CAN bus nodes of a/the first group on basis of the first bus communication protocol or first CAN bus protocol and with the bus nodes or CAN bus nodes of a/the second group on basis of the second bus communication protocol or second first CAN bus protocol, and wherein at least one other of the flight control computers is configured to communicate with the bus nodes or CAN bus nodes of the first group on basis of the second bus communication protocol or second CAN bus protocol and with the bus nodes or CAN bus nodes of the second group on basis of the first bus communication protocol or first CAN bus protocol.

11. The flight control system according to claim 9, wherein a first flight control computer and a second flight control computer are connected via the first bus sub-system or first CAN bus sub-system with each of the bus nodes or CAN bus nodes, and wherein a third flight control computer is connected via the second bus sub-system or second CAN bus sub-system with each of the bus nodes or CAN bus nodes.

12. The flight control system according to claim 10, wherein the first flight control computer and the second flight control computer are configured to communicate with the bus nodes or CAN bus nodes of the first group on basis of the first bus communication protocol or first CAN bus protocol and are configured to communicate with the bus nodes or CAN bus nodes of the second group on basis of the second bus communication protocol or second CAN bus protocol, and wherein the third flight control computer is configured to communicate with the bus nodes or CAN bus nodes of the first group on basis of the second bus communication protocol or second CAN bus protocol and is configured to communicate with the bus nodes or CAN bus nodes of the second group on basis of the first bus communication protocol or first CAN bus protocol.

13. The flight control system according to claim 8, wherein three flight control computers are provided, wherein the flight control computers are configured to elect one of the flight control computers to be the flight control computer in control and therewith to elect the other two flight control computers to be a supervising flight control computer, wherein each flight control computer is configured to operate as flight control computer in control and to control the aircraft based on command messages sent to bus nodes or CAN bus nodes via the respective independent bus sub-system or independent CAN bus sub-system and possibly based on information messages received from bus nodes or CAN bus nodes via the respective independent bus sub-system or independent CAN bus sub-system, and wherein at least two, preferably all three flight control computers are configured to operate as a supervising flight control computer and to monitor at least one of the operation of the flight control computer currently being the flight control computer in control and messages sent via the respective independent bus sub-system or independent CAN bus sub-system; wherein preferably the flight control computers or at least the flight control computers configured to be a supervising flight control computer are configured to elect a different flight control computer than the flight control computer currently operating as flight control computer in control as new flight control computer in control, based on the monitoring done by the flight control computers operating as supervising flight control computers.

14. An aircraft comprising a flight control system according to claim 1; wherein the aircraft preferably is at least one of a single pilot aircraft, an aircraft having a vertical take-off and landing capability and an aircraft of the canard type.

15. The aircraft according to claim 14, wherein the aircraft has plural aircraft devices of a common type which each have associated a respective bus node or CAN bus node of the flight control system, wherein the aircraft devices are arranged in a number and configuration at one or both of the fuselage of the aircraft and wings of the aircraft to achieve a resiliency against failures, such that various subgroups of the plural aircraft devices each comprising at least two of the aircraft devices of the common type may fail without endangering the flight capability and the controllability of the aircraft.

16. The aircraft according to claim 15 having a flight control system comprising a flight control computer system, which is connected via an electronic or optoelectronic bus system with a plurality of bus nodes, which each are configured to at least one of controlling an associated aircraft device based on command messages received from the flight control computer system via the bus system and sending information messages to the flight control computer system via the bus system; wherein the electronic or optoelectronic bus system is a redundant electronic or optoelectronic bus system comprising plural independent bus sub-systems, wherein each bus node is configured to communicate with the flight control computer system via two different bus sub-systems of the plural independent bus sub-systems, wherein each bus node further is configured to communicate with the flight control computer system on basis of an associated predetermined bus communication protocol via a first bus sub-system of the respective two different bus sub-systems and on basis of an associated predetermined bus communication protocol via a second bus sub-system of the respective two different bus sub-systems, wherein each of the plural independent bus sub-systems is composed of plural independent communication busses, and wherein each bus node is connected via one associated communication bus of the first bus sub-system with the flight control computer system and is configured to communicate via this communication bus of the first bus sub-system with the flight control computer system on basis of the associated predetermined bus communication protocol and each bus node is connected via one associated communication bus of the second bus sub-system with the flight control computer system and is configured to communicate via this communication bus of the second bus sub-system with the flight control computer system on basis of the associated predetermined bus communication protocol; wherein preferably plural bus nodes are associated to each of a plurality or all of the plural independent communication busses of the first bus sub-system, wherein the bus nodes being associated to the same independent communication bus of the first bus sub-system are configured to communicate via this common independent communication bus with the flight control computer system, and plural bus nodes are associated to each of a plurality or all of the plural independent communication busses of the second bus sub-system, wherein the bus nodes being associated to the same independent communication bus of the second bus sub-system are configured to communicate via this common independent communication bus with the flight control computer system; wherein the bus nodes or CAN bus nodes of the aircraft devices of the common type are associated in such a number and manner to a respective independent communication bus or CAN bus of the first bus sub-system or first CAN bus sub-system and are associated in such a number and manner to a respective independent communication bus or CAN bus of the second bus sub-system or second CAN bus sub-system, that any combination of two independent communication buses or CAN busses of the flight control system may fail without substantially compromising the flight capability and the controllability of the aircraft.

17. The aircraft according to claim 15, wherein the aircraft devices of the common type or of a first common type are flaps having air control surfaces, wherein the flaps are mounted in a moveable manner to wings of the aircraft, wherein each flap has associated at least one flap actuator and a bus node or CAN bus node, which is configured to control an deflection angle of the flap by controlling the at least one flap actuator based on command messages received from the flight control computer system.

18. The aircraft according to claim 15, wherein the aircraft devices of the common type or of a second common type are propulsion engines, wherein each propulsion engine has associated a bus node or CAN bus node, which is configured to control the operation of the propulsion engine based on command messages received from the flight control computer system.

19. The aircraft according to claim 17, wherein the propulsion engines are mounted to or integrated with an associated one of the flaps, so that a thrust direction of the propulsion engines can be controlled by controlling the deflection angle of the respective flap by means of the respective at least one flap actuator and the respective bus node or CAN bus node associated thereto.

20. The aircraft according to claim 19, wherein plural or all flaps which serve to control a thrust direction each have associated only one of the propulsion engines, which is mounted to or integrated with the respective flap.

21. The aircraft according to claim 19, wherein plural or all flaps which serve to control a thrust direction each have associated plural of the propulsion engines, which are mounted to or integrated with the respective flap; wherein preferably a propulsion module comprising plural propulsion engines is mounted to or integrated with the respective flap.

22. The aircraft according to claim 19, wherein for each flap having associated one propulsion engine or plural propulsion engines the at least one flap actuator of the flap and the associated propulsion engine or plural propulsion engines have associated a common bus node or CAN bus node, which is configured to control the propulsion engine or propulsion engines and the at least one flap actuator based on command messages received from the flight control computer system.

23. An of the canard type, comprising: a fuselage, two main wings extending transversely from the fuselage, two canard wings extending transversely from the fuselage and being located forward of the main wings, flaps mounted to the wings, a flight control system, and associated aircraft devices comprising flap actuators and propulsion engines, which can be controlled by the flight control system; wherein each of the main wings and the canard wings is provided with plural flaps having air control surfaces, wherein each flap has associated at least one flap actuator, which serves to adjust an deflection angle of the flap as commanded by the flight control system; wherein each of the main wings and the canard wings is provided with plural propulsion engines, which can be operated with variable thrust as commanded by the flight control system and which each are mounted to or integrated with an associated one of the flaps, so that a thrust direction of the propulsion engines can be controlled by controlling the deflection angle of the respective flap by means of the respective at least one flap actuator; and wherein the flight control system comprises a flight control computer system, an electronic or optoelectronic transmission system and plural control nodes which are connected via the electronic or optoelectronic transmission system with the flight control computer system and which each are associated to at least one of the aircraft devices, wherein the control nodes are configured to control the associated at least one aircraft device based on commands received via the electronic or optoelectronic transmission system from the flight control computer system.

24. The aircraft according to claim 23, wherein plural or all flaps which serve to control a thrust direction each have associated only one of the propulsion engines, which is mounted to or integrated with the respective flap.

25. The aircraft according to claim 23, wherein plural or all flaps which serve to control a thrust direction each have associated plural of the propulsion engines, which are mounted to or integrated with the respective flap; wherein preferably a propulsion module comprising plural propulsion engines is mounted to or integrated with the respective flap.

26. The aircraft according to claim 23, wherein for each flap having associated one propulsion engine or plural propulsion engines the at least one flap actuator of the flap and the associated propulsion engine or plural propulsion engines have associated a common control node, which is configured to control the propulsion engine or propulsion engines and the at least one flap actuator based on commands received from the flight control computer system via the electronic or optoelectronic transmission system.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0076] FIG. 1 shows schematically a flight control system of an aircraft having a user interface for the pilot, a redundant flight control computer system and an electronic or optoelectronic bus system connecting plural bus nodes with the flight control computer system.

[0077] FIG. 2 is schematic top down view on a canard type aircraft of a first variant, which may be realized as single pilot aircraft having VTOL capability and may be provided with the flight control system according to the present invention.

[0078] FIG. 3 is schematic top down view on a canard type aircraft of a second variant, which may be realized as single pilot aircraft having VTOL capability and may be provided with the flight control system according to the present invention.

[0079] FIG. 4 shows schematically in sub-FIG. 4a) and sub-FIG. 4b) two types of lift/thrust units, having three propulsion engines mounted to or integrated with a flap, as shown in FIG. 4a) or having one propulsion engine mounted to or integrated with a flap, as shown in FIG. 4b).

[0080] FIG. 5 shows in sub-figures 5a), 5b), 5c) and 5d) the lift/thrust units of FIG. 4 in side views together with a respective aircraft wing, in four different deflection angles of the flap with respect to the wing.

[0081] FIG. 6 illustrates in sub-figures 6a) and 6b) the control of a flap actuator or flap actuator arrangement and the propulsion engine or propulsion engines of the respective lift/thrust unit via a common control node or bus node.

[0082] FIG. 7 shows schematically an implementation of the flight control system according to FIG. 1 with a redundant electronic or optoelectronic bus system, in agreement with a first aspect of the present invention.

[0083] FIG. 8 shows an example, how the flight control system of FIG. 7 could be implemented in detail for the canard type aircraft of FIG. 3.

[0084] FIG. 9 shows the detailed implementation according to FIG. 8 in a different manner, showing also the positional relation between the various lift/thrust units with respect to each other and along the respective main wing or canard wing of the aircraft.

DETAILED DESCRIPTION

[0085] FIG. 1 shows and illustrates schematically a non-limiting example for a flight control system 10. The flight control system has a flight control computer system 12, which may be realized according to conventional concepts, in particular concepts, which provide for redundancy. An example is an as such conventional triplex architecture having three redundant flight control computers 12a, 12b and 12c, which may be connected redundantly with the pilot user interface on the one hand and elements and devices of the aircraft to be controlled based on the pilot's commands on the other hand. As examples for conventional redundancy concepts, it may be referred to U.S. Pat. No. 7,337,044 B2, U.S. Pat. No. 8,935,015 B2 and U.S. Pat. No. 8,818,575 B2.

[0086] In FIG. 1, various components of the aircraft are represented schematically by elements 14 to 20, which may represent various aircraft devices, such as sensors, actuators (such as actuators for controllably moving flight control surfaces such as flaps and the like), propulsion engines and the like. More precisely, the elements 14 to 20 represent the control nodes or bus nodes of these aircraft devices, which control the respective actuator, propulsion engine and the like bases on commands received from the flight control computer system or/and send sensor or status data to the flight control computer system. According to a preferred embodiment of the invention, a bus system, preferably a CAN bus system 22, is provided for optically or electrically linking the various components with the flight control computer system 12.

[0087] The flight control system 10 further comprises a pilot user interface, which may include a left sidestick apparatus 30a and a right sidestick apparatus 30b, the left sidestick apparatus having a left sidestick 32a and the right sidestick apparatus having a right sidestick 32b. Both sidesticks can be pivoted in a left-right direction, about a first maneuvering axis extending at least roughly in a longitudinal direction of the aircraft and in a forward-backward direction, about a second maneuvering axis extending at least roughly in a traverse direction of the aircraft, preferably orthogonal to the first maneuvering axis.

[0088] Corresponding multiple degree of freedom assemblies and sensor assemblies 38a, 38b sensitive to the pivoting movements of the sidesticks or/and pivoting forces acting via the sidesticks as conventionally known may be provided for the two sidesticks.

[0089] Electronic flight control signals or electronic flight control commands generated by the sensor assembly 38a and sensor assembly 38b are transmitted via electronic or optical connection links 42a and 42b to the flight control computer system 12.

[0090] FIGS. 2 and 3 illustrate two canard-type aircrafts as non-limiting examples, to which the present invention may be applied. The canard-type aircraft 200 has a fixed left aft or main wing 202 and a fixed right aft or main wing 204 at an aft portion of the fuselage 203 of aircraft and a fixed left front or canard wing 206 and a fixed right front or canard wing 208 at a front portion of the fuselage of the aircraft. Each wing is provided with an array of plural flaps 210, 212, 214 and 216, respectively. For example, at least six flaps per front wing or canard and at least twelve flaps per aft wing or main wing could be provided.

[0091] The shown embodiment of FIG. 2 has two flaps per front wing or canard and four flaps per aft wing or main wing, and the shown embodiment of FIG. 3 has six flaps per front wing or canard and twelve flaps per aft wing or main wing.

[0092] These flaps are mounted pivotably or moveably to the respective wing and can be pivoted about a pivoting axis or moved with a pivoting movement component by a respective electric actuator arrangement, preferably independently of each other for each flap. Each flap can be pivoted between an upper first operational position and a lower second operational position. Each flap may assume a position of minimum or vanishing inclination with respect to a longitudinal axis of the aircraft, possibly the upper first operational position, and a position of maximum downward inclination with respect to the longitudinal axis of the aircraft, possibly the lower second operational position. However, if the position of maximum downward inclination corresponds to a vertical orientation of the flap, the lower second operational position may alternatively be a position beyond the position of maximum downward inclination, so that the flap points slightly forward.

[0093] To each of these flaps at least one propulsion engine in the form of a ducted propeller, which is operated electrically, is mounted. The ducted propellers preferably are mounted to an upper surface of the respective flap. Alternatively, the propulsion engines may be integrated into a respective flap in a manner, that an air channel of the respective propulsion engine, in which the respective ducted propeller rotates, is located above and aligned with an upper surface of the respective front wing or aft wing.

[0094] Preferably, the flaps may assume a position corresponding to the lower second operational position or another operational position between the first and the second operational positions, in which the ducted propellers provide only vertical thrust downwardly, which provides the aircraft with a vertical take-off and landing (VTOL) capability. In the upper first operational position or another operational position between the first and the second operational positions, in which the flaps extend in the longitudinal direction or at a minimum angle with respect to the longitudinal direction of the aircraft, the operating ducted propellers provide maximum forward thrust for the aircraft. The flaps operate not only for controlling the thrust direction of the propulsion engines or propulsion modules, but also as flight control surfaces influencing the movement of the aircraft in the air based on the usual aerodynamic principles.

[0095] In the shown embodiment of FIG. 2, the flaps are provided with propulsion modules, into which plural propulsion engine in the form of a ducted propeller are integrated. For example, such a propulsion module may include three such propulsion engines, so that each flap is provided with three propulsion engines in the form of a respective ducted propeller. In this case, the aircraft is provided with overall thirty-six propulsion engines.

[0096] FIG. 4a) shows a schematic view on such a propulsion module 230 having an array of three propulsion engines 232a, 232b and 232c and being mounted to a flap 234, which may be anyone of the flaps 210, 212, 214 and 216 shown in FIG. 2.

[0097] In the shown embodiment of FIG. 3, the flaps each are provided with one respective propulsion engine in the form of a ducted propeller. Accordingly, the aircraft is provided with overall thirty-six propulsion engines.

[0098] FIG. 4b) shows schematically such a flap 234 with the propulsion engine 232 mounted thereto. The flap 234 may be anyone of the flap 210, 212, 214 and 216 of the FIG. 3.

[0099] FIG. 4 shows the respective flap 234 with the propulsion modules 230 or the propulsion engine 232 schematically in a view from the rear of the aircraft.

[0100] FIG. 5 shows schematically side views of the respective wing 236 of the aircraft, which may be anyone of the wings 202, 204, 206 and 208 of FIGS. 2 and 3, and the respective flap 234, to which the respective propulsion module 230 or the respective propulsion engine 232 is mounted, for different deflection angles of the flap with respect to the wing. For example, a minimum or zero deflection angle as illustrated in FIG. 5a) provides for maximum forward thrust for the aircraft, and a maximum deflection angle or deflection angle of 90 degrees as illustrated in FIG. 5d) provides maximum or only vertical thrust downwardly for achieving a vertical take-off and landing (VTOL) capability for the aircraft. The maximum deflection angle may even be greater than 90 degrees, so that thrust in a direction having a downward component and a backward component is provided.

[0101] The intermediate deflection angles of the flap as illustrated in FIGS. 5b) and 5c) provide thrust in a direction having a downward component and a forward component, as follows from the respective deflection angle. This deflection angle preferably can be varied continuously between the minimum and maximum deflection angles. A suitable flap actuator or flap actuator arrangement acting between the respective wing 236 and the respective flap 234 is schematically represented in FIG. 5 by the element 240. A suitable pivoting joint or pivoting joint arrangement pivotably linking the flap 234 with the wing 236 is schematically represented in FIG. 5 by the element 242.

[0102] According to preferred embodiments, in case of the approach of FIG. 2, the propulsion engines 232a, 232b and 232c of each propulsion module 230 and the flap actuator or flap actuator arrangements 240 of the respective flap 234 have associated a common bus node 250, which is connected with the bus system, in particular CAN bus system 22 of the flight control system of FIG. 1 and controls the propulsion engines 232a, 232b and 232c and the flap actuator or flap actuator arrangements 240 based on command messages received from the flight control computer system 12 via the bus system or CAN bus system 22. This is illustrated in FIG. 6a).

[0103] Analogously, in case of the approach of FIG. 3, the one propulsion engine 232 of each flap 234 and the respective flap actuator or flap actuator arrangement 240 may have associated a common bus node 250, which is connected with the bus system, in particular CAN bus system 22 of the flight control system of FIG. 1 and controls the propulsion engine 232 and the flap actuator or flap actuator arrangement 240 based on command messages received from the flight control computer system 12 via the bus system or CAN bus system 22. This is illustrated in FIG. 6.

[0104] In the following, such combinations of one flap 234 with at least one propulsion engine 232 or 232a, 232b and 232c, the flap actuator or flap actuator arrangement 240 and the control node 250, as illustrated in FIGS. 4a and 6a together with FIG. 5 on the one hand, and FIG. 4b and FIG. 6b together with FIG. 5 on the other end, are also denoted as lift/thrust units of the aircraft, such as the aircraft of FIG. 2 or the aircraft of FIG. 3, respectively.

[0105] The bus nodes 250 are bus nodes such as the bus nodes 14, 16, 18 and 20 shown in FIG. 1. In principle, only bus nodes like the bus nodes 250 may be connected with the bus system or CAN bus system 22, but preferably, also other aircraft devices with their corresponding bus nodes may be connected with the bus system. It should further be mentioned that the flaps 234, the propulsion modules 230 and the propulsion engines 232a, 232b, 232c and 232 may have the capability or may be provided with sensors for returning information back to the flight control computer system. To this end, the bus nodes 250 may send corresponding information messages to the flight control computer system via the bus system.

[0106] As mentioned, the canard-type aircraft 200 may be provided with a flight control system shown schematically in FIG. 1. Based on the control inputs of the pilot by means of the two sidesticks, the flight control computer system 12 controls the deflection angles of the flaps or lift/thrust units at the front wings and the aft wings and the thrust of their propulsion engines by controlling the rotation speeds of the ducted propellers. Preferably, the deflection angles of all flaps or lift/thrust units can be controlled independently of each other. Further, one may provide that the rotation speeds of all ducted propellers can be controlled independently of each other. This applies also to case, that propulsion modules as mentioned, each having plural ducted propellers as in the shown embodiment of FIGS. 2, 4a) and 6a), are provided. However, in this case one may decide to provide for a collective control of the rotation speeds of the ducted propellers of each respective propulsion module 230 as more appropriate.

[0107] According to the invention, the bus system or CAN bus system 22 comprises a first independent bus sub-system 22a or independent CAN bus sub-system 22a and a second independent bus sub-system 22b or second independent CAN bus sub-system 22b, as illustrated in FIG. 7. The first flight control computer 12a and the second flight control computer 12b are connected with the first bus sub-system or first CAN bus sub-system 22a and the third flight control computer 12c is connected with the second bus sub-system or second CAN bus sub-system 22b. Each of the two independent bus sub-systems or independent CAN bus sub-systems 22a and 22b comprises plural independent communication busses, in particular plural independent CAN busses. Provided are plural independent communication busses 24a or CAN busses 24a in case of the first independent bus sub-system or CAN bus sub-system 22a and plural independent communication busses or CAN busses 24b in case of the second independent bus sub-system or CAN bus sub-system 22b. These independent communication busses or CAN busses, which have full-duplex capability, are represented in FIG. 7 by three parallel horizontal lines 24a1, 24a2, 24a3 and 24b1, 24b2, 24b3, respectively.

[0108] The bus nodes 14, 16, 18 and 20, possibly each representing one of plural bus nodes 250 belonging to a respective flap and propulsion engine combination as illustrated in FIG. 6a) and FIG. 6b), each are connected with one of the independent communication busses or CAN busses 24a1, 24a2 and 24a3 of the first bus sub-system 22a and with one of the communication busses or CAN busses 24b1, 24b2 and 24b3 of the second bus sub-system 22b.

[0109] As illustrated in FIG. 7, the bus nodes are connected to different communication bus or CAN bus combinations, namely the bus node 14 to the communication or CAN busses 24a1 and 24b1, the bus node 16 to the communication busses or CAN busses 24a1 and 24b2, the bus node 18 to the communication busses or CAN busses 24a2 and 24b2, and the bus node 20 to the communication busses or CAN busses 24a2 and 24b3. This achieves that any pair of the communication busses or CAN busses 24a1, 24a2, 24a3, 24ba, 24b2 and 24b3 may commonly fail without interrupting the communication of more than one bus node of the bus nodes 14, 16, 18 and 20 with the flight control computer system 12. By appropriately assigning the various bus nodes of the aircraft to the communication busses or CAN busses of the two independent bus sub-systems, the effect of such twofold or multiple bus faults can be mitigated, so that the flight capability and the controllability of the aircraft is not substantially compromised.

[0110] For example, only a minor effect on the lateral balancing of the aircraft may result, if two lift/thrust units, e.g. of the aircraft shown in FIG. 3, fail due to a failure of any pair of two independent communication busses or CAN busses. The skilled person will be able to provide a sufficient number of aircraft devices of a common type, in particular lift/thrust units, and to arrange these aircraft devices in a suitable configuration on the aircraft, in particular its wings, and to assign these aircraft devices in a suitable manner to the plural independent communication busses or CAN busses of each of the two independent bus sub-systems 22a and 22b, so that the desired resiliency against such twofold bus failures is achieved. In this context, the skilled person will also select an appropriate number of independent communication busses or CAN busses for each of the two independent bus sub-systems.

[0111] Even more resiliency against failures in the bus communications is achieved, if each of the bus nodes 14, 16, 18 and 20, in particular bus nodes like the bus nodes 250, are configured to communicate via one of the independent bus sub-systems 22a and 22b according to a first bus communication protocol and are configured to communicate via the other independent bus sub-system of the bus sub-systems 22a and 22b according to a second bus communication protocol, which differs from the first bus communication protocol. In case of CAN busses, it is preferred that each of the bus nodes is configured to communicate with the flight control computer system 12 on basis of a first CAN bus protocol via one of the two CAN bus sub-systems 22a and 22b and on basis of a second CAN bus protocol different from the first CAN bus protocol via the other of the two CAN bus sub-systems 22a and 22b. Correspondingly, the flight control computer system, more particular its flight control computers, is/are configured to communicate with the bus nodes via the respective CAN bus sub-system based on the two different CAN bus protocols.

[0112] Preferably, one of the first and second CAN bus protocols follows one of the ISO 11888 standard referred to as CAN STANDARD and the SAE J2284-5:2016 standard referred to as CAN FD, and the other of the first and second CAN bus protocols follows the other of the ISO 11888 standard referred to as CAN STANDARD and the SAE J2284-5:2016 standard referred to as CAN FD.

[0113] Providing a CAN bus system 22 with independent CAN bus sub-systems 22a and 22b and respectively plural independent CAN busses 24a1, 24a2, 24a3 and 24b1, 24b2, 24b3, respectively, is indeed highly preferred in the context of the present invention. The CAN bus system is a mature system providing many advantages. The bus participants or bus node decide based on an object identifier of a respective bus message, whether the bus message is relevant. The bus participants are not individually addressed, in agreement with the so-called “ATM” or “anyone-to-many” principle. The bus access is automatically controlled based on the object identifier by bitwise arbitration. However, the ARINC-825 specification even provides additionally for “peer-to-peer” or “PTP” communications, which could be used for certain functions, if desired. A typical CAN bus requires only two signal lines typically provided as twisted pair, namely CAN-Low and CAN-High. In practice, there is normally also a GND (ground) and a CAN V+ (power) line. If desired, CAN bus data may be sent via optical single mode or multimode fibers, using suitable CAN to fiber optic convertors and the like.

[0114] In the following, a more detailed embodiment of the flight control system of the canard type aircraft of FIG. 3 is described on basis of FIGS. 8 and 9. In FIG. 3, the lift/thrust units, each having a flap 234 and a propulsion engine 232 with a bus node 250 and a flap actuator or flap actuator arrangement 240 as illustrated in FIG. 6 and FIG. 5, have associated identification numbers shown in inserts in FIG. 3, which are associated to the wings and canards.

[0115] The six flaps or lift/thrust units 214 of the canard wing 206 have assigned the identification numbers 1.1 to 1.6. The six flaps or lift/thrust units 214 of the canard wing 208 have assigned the identification numbers 2.1 to 2.6. The twelve flaps or lift/thrust units 210 of the main wing 202 have assigned the identification numbers 3.1 to 3.12. The twelve flaps or lift/thrust units 212 of the main wing 204 have assigned the identification numbers 4.1 to 4.12. These identification numbers are also included in FIGS. 8 and 9 for identifying the flaps or lift/thrust units.

[0116] The identification numbers 1.1, 2.1, 3.1 and 4.1 identify the respectively most inner flap or lift/thrust unit adjacent or near the fuselage 203, and identification numbers 1.6, 2.6, 3.12 and 4.12 identify the outmost flap or lift/thrust unit having a maximum distance from the fuselage 203, and the other flaps or lift/thrust units and their positions along the respective wing or canard are correspondingly identified by the four identification number inserts in FIG. 3. FIGS. 8 and 9 use these identification numbers for identifying the respective flap and therewith the respective lift/thrust unit.

[0117] FIG. 8 identifies in detail the assignment of the bus nodes of the flaps or lift/thrust units (these terms are used synonymously in the context of the following description) to the first CAN bus sub-system 22a, which is denoted as CAN A, and its six independent CAN busses, represented by continuous lines, as well as to the second independent CAN bus sub-system 24b, which is denoted as CAN B, and its six independent CAN busses, represented by dashed lines. The independent CAN busses of both bus sub-systems are respectively identified by identification numbers 1, 2, 3, 4, 5 and 6 presented in identification boxes included in FIG. 8.

[0118] The bus communication via the CAN busses identified by the identification numbers 1, 2 and 3 follows the ISO 11888 standard, to which it was referred as CAN STANDARD, and is referred to in FIGS. 8 and 9 as CAN 2.0B, and the bus communication via the independent CAN busses identified by the identification numbers 4, 5 and 6 follows the SAE J2284-5:2016 referred to as CAN FD.

[0119] The independent CAN busses identified by the identification numbers 1, 2 and 3 of the first CAN bus sub-system 24a and the independent CAN busses identified by the identification numbers 4, 5 and 6 of the second CAN bus sub-system 24b are arranged in an upper portion of the drawing of FIG. 8 and the independent CAN busses identified by the identification numbers 4, 5 and 6 of the first CAN bus sub-system 24a and the independent CAN busses identified by the identification numbers 1, 2 and 3 of the second CAN bus sub-system 24b are arranged in a lower portion of the drawings of FIG. 8.

[0120] For the first flight control computer 12a or FCC1, the second flight control computer 12b or FCC2 and the third flight control computer 12c or FCC3, the bus nodes or lift/thrust units 1.1, 1.2, 4.3, 4.4, 4.7, 4.8, 1.3, 1.4, 4.2, 4.5, 4.9, 4.10, 1.5, 1.6, 4.1, 4.6, 4.11, 4.12 (upper portion of the drawing) belong to a first group of bus nodes and the bus nodes or lift/thrust units 2.1, 2.2, 3.3, 3.4, 3.7, 3.8, 2.3, 2.4, 3.2, 3.5, 3.9, 3.10, 2.5, 2.6, 3.1, 3.6, 3.11 und 3.12 (lower portion of the drawing) belong to a second group of bus nodes. The flight control computers 12a and 12b communicate with the bus nodes of the first group according to the ISO 11888 standard referred to as CAN STANDARD or CAN 2.0B and with the bus nodes of the second group according to SAE J2284-5:2016 standard referred to as CAN FD. The third flight control computer 12c communicates with the bus nodes of the first group according to the SAE J2284-5:2016 standard referred to as CAN FD and with the bus nodes of the second group according to the ISO 11888 standard referred to as CAN STANDARD or CAN 2.0B.

[0121] FIG. 9 essentially gives the same information as FIG. 8, but shows also the positional relation of the different flaps or lift/thrust units with respect to each other and along the wings and canards of the aircraft. Bus connectors 28a, 28b, 28c and 28d connecting CAN bus sub-system sections of the first CAN bus sub-system 24a may be denoted as main connectors, for reflecting that the control of the bus nodes is normally done via the first CAN bus sub-system 24a, and CAN bus connectors 29a, 29b, 29c and 29d connecting CAN bus sub-system sections of the second CAN bus sub-system 24b correspondingly may be denoted as redundant or auxiliary connectors, for reflecting that the control of the bus nodes is normally done via the first CAN bus sub-system 24a. As in FIG. 8 the independent CAN busses of the first CAN bus sub-system 24a are drawn in continuous lines and the independent CAN busses of the second CAN bus sub-system 24b are drawn in dashed lines. The same identification numbers 1, 2, 3, 4, 5, 6 identifying the respective of the independent CAN busses of both CAN bus sub-systems 24a and 24b are also used in FIG. 9. Therewith the respective CAN bus protocol or CAN standard used for the communication via the respective independent CAN bus is identified.

[0122] As already mentioned, resiliency against failures is achieved. A twofold bus communication failure in CAN bus 6 of the first independent CAN bus sub-system 24a denoted as CAN A and in CAN bus 1 of the second independent CAN bus sub-system 24b denoted as CAN B will result in a failure of the lift/thrust units 3.1 and 3.6 of the left main wing 202. Analogously, a twofold failure in the CAN busses 3 and 4 of the CAN A and CAN B bus sub-systems will result in a failure of the lift/thrust units 4.1 and 4.6 in the right main wing 204. Therewith a lift/thrust unit adjacent to the fuselage and a lift/thrust unit still rather close to the fuselage would be affected, so that only a minor impact of the lateral balancing would occur.

[0123] Further, a bus communication error in the independent CAN busses 3 and 6 of the CAN A and CAN B bus sub-systems would affect the outermost lift/thrust unit 1.6 of the left canard wing 206 and the outermost lift/thrust unit 4.12 of the right main wing 204, and a bus failure in the CAN busses 6 and 3 of the CAN A and CAN B bus sub-systems would affect the outermost lift/thrust unit 2.6 of the right canard wing 208 and the outermost lift/thrust unit 3.12 of the left main wing 202. Again, the lateral balancing would not be affected very much. The lift/thrust units are assigned to the individual independent CAN busses of both CAN bus sub-systems in a manner that any combination of two bus failures in any pair of these busses would have no major impact on the lateral balancing, so that the flight capability and the controllability of the aircraft is not substantially compromised.

[0124] Of course, other assignments of the various bus nodes of the lift/thrust units to the individual CAN busses of the two independent CAN bus sub-systems than shown in FIGS. 8 and 9 are possible. Further, of course the number of lift/thrust units per wing or canard can be chosen differently.

[0125] The illustrated principle of achieving resiliency against failures based on the present invention can of course also be applied to other kind of aircraft than the aircraft shown in FIG. 2. This principle can of course also be applied to the aircraft shown in FIG. 3, and also to completely different kinds of aircraft, which have such a number of lift/thrust units, propulsion engines, flaps and the like, that not all these aircraft engines are needed for maintaining the flight capability and controllability of the aircraft. For achieving resiliency against twofold or multiple bus failures, the skilled person will be able, when implementing the invention, to assign the various aircraft engines in such a manner to individual busses of a redundant bus system, so that the impact of such twofold or multiple bus faults is minimized.

[0126] The aircraft of the type and variants illustrated in FIGS. 2 and 3 are also of interest, if provided with a conventional type of flight control system.

[0127] Herewith also the following items are disclosed: [0128] 1. Flight control system (10) for an aircraft (200), comprising a flight control computer system (12), which is connected via an electronic or optoelectronic bus system (22) with a plurality of bus nodes (14, 16, 18, 20; 200), which each are configured to at least one of controlling an associated aircraft device (232; 232a, 232b, 232c; 242) based on command messages received from the flight control computer system via the bus system and sending information messages to the flight control computer system via the bus system; [0129] characterized in that the electronic or optoelectronic bus system is a redundant electronic or optoelectronic bus system (22) comprising plural independent bus sub-systems (22a, 22b), wherein each bus node is configured to communicate with the flight control computer system (12) via two different bus sub-systems (22a, 22b) of the plural independent bus sub-systems, wherein each bus node further is configured to communicate with the flight control computer system on basis of an associated predetermined bus communication protocol via a first bus sub-system (22a) of the respective two different bus sub-systems and on basis of an associated predetermined bus communication protocol via a second bus sub-system (22b) of the respective two different bus sub-systems. [0130] 2. Flight control system according to item 1, wherein each bus node of a first group of the bus nodes is configured to communicate with the flight control computer system (12) via the first bus sub-system (22a) on basis of a first bus communication protocol, which is the associated predetermined bus communication protocol of the bus nodes of the first group for the first bus sub-system, and is configured to communicate with the flight control computer system (12) via the second bus sub-system (22b) on basis of a second bus communication protocol, which is the associated predetermined bus communication protocol of the bus nodes of the first group for the second bus sub-system and differs from the first bus communication protocol, and wherein each bus node of a second group of the bus nodes is configured to communicate with the flight control computer system (12) via the first bus sub-system (22a) on basis of the second bus communication protocol, which is the associated predetermined bus communication protocol of the bus nodes of the second group for the first bus sub-system, and is configured to communicate with the flight control computer system (12) via the second bus sub-system (22b) on basis of the first bus communication protocol, which is the associated predetermined bus communication protocol of the bus nodes of the second group for the second bus sub-system. [0131] 3. Flight control system according to item 1 or 2, wherein each of the plural independent bus sub-systems is composed of plural independent communication busses (24a1, 24a2, 24a3; 24b1, 24b2, 24b3), and wherein each bus node is connected via one associated communication bus of the first bus sub-system with the flight control computer system and is configured to communicate via this communication bus of the first bus sub-system with the flight control computer system on basis of the associated predetermined bus communication protocol and each bus node is connected via one associated communication bus of the second bus sub-system with the flight control computer system and is configured to communicate via this communication bus of the second bus sub-system with the flight control computer system on basis of the associated predetermined bus communication protocol. [0132] 4. Flight control system according to item 3, wherein plural bus nodes are associated to each of a plurality or all of the plural independent communication busses (24a1, 24a2, 24a3) of the first bus sub-system (24), wherein the bus nodes being associated to the same independent communication bus of the first bus sub-system are configured to communicate via this common independent communication bus with the flight control computer system (12), and plural bus nodes are associated to each of a plurality or all of the plural independent communication busses (24b1, 24b2, 24b3) of the second bus sub-system (24b), wherein the bus nodes being associated to the same independent communication bus of the second bus sub-system are configured to communicate via this common independent communication bus with the flight control computer system (12). [0133] 5. Flight control system according to one of items 1 to 4, wherein the bus nodes (14, 16, 18, 20; 200) are CAN bus nodes, the plural independent bus sub-systems are realized as independent CAN bus sub-systems (22a, 22b), and the predetermined bus communication protocols each are one of plural different CAN bus protocols according to a respective CAN standard, including a first CAN bus protocol according to a first CAN standard and a second CAN bus protocol according to a second CAN standard differing from the first CAN standard. [0134] 6. Flight control system according to items 3 and 5, wherein each of the independent CAN bus sub-systems (22a, 22b) is composed of plural independent CAN busses (24a1, 24a2, 24a3; 24b1, 24b2, 24b3) realizing the plural independent communication busses, so that each CAN bus node is connected via one associated CAN bus of a first CAN bus sub-system (22a) with the flight control computer system (12) and each bus node is connected via one associated CAN bus of a second bus CAN sub-system (22b) with the flight control computer system (12). [0135] 7. Flight control system according to item 6, wherein plural or all of the CAN busses of the first CAN bus sub-system (22a) each are connected with plural associated of the CAN bus nodes and plural or all of the CAN busses of the second CAN bus sub-system (22b) each are connected with plural associated of the CAN bus nodes, wherein the CAN bus nodes being connected with the same CAN bus are configured to communicate via this common CAN bus with the flight control computer system. [0136] 8. Flight control system according to item 2 and according to item 6 or 7, wherein each CAN bus node of the first group of the bus nodes is configured to communicate with the flight control computer system (12) via the associated CAN bus of the first CAN bus sub-system (22a) on basis of the first CAN bus protocol, and is configured to communicate with the flight control computer system (12) via the associated CAN bus of the second CAN bus sub-system (22b) on basis of the second CAN bus protocol, and wherein each CAN bus node of the second group of the bus nodes is configured to communicate with the flight control computer system (12) via the associated CAN bus of the first CAN bus sub-system (22a) on basis of the second CAN bus protocol, and is configured to communicate with the flight control computer system (12) via the second CAN bus sub-system (22b) on basis of the first CAN bus protocol. [0137] 9. Flight control system according to one of items 5 to 8, wherein one of the first and second CAN bus protocols follows one of the ISO 11888 standard referred to as CAN STANDARD and the SAE J2284-5:2016 standard referred to as CAN FD. [0138] 10. Flight control system according to item 9, wherein the other of the first and second CAN bus protocols follows the other of the ISO 11888 standard referred to as CAN STANDARD and the SAE J2284-5:2016 standard referred to as CAN FD. [0139] 11. Flight control system according to one of items 1 to 10, wherein the flight control computer system (12) is a redundant flight control computer system (12) comprising plural independent flight control computers (12a, 12b, 12c), preferably three independent flight control computers (12a, 12b, 12c), wherein the plural independent flight control computers (12a, 12b, 12c) preferably are dissimilar flight control computers differing in at least one of the flight control computer hardware and the flight control computer software. [0140] 12. Flight control system according to item 11, wherein each flight control computer is connected via one of the independent bus sub-systems or independent CAN bus sub-systems (22a, 22b) with each of the bus nodes or CAN bus nodes, and wherein at least one (12a, 12b) of the flight control computers is connected via the first bus sub-system or first CAN bus sub-system (22a) with each of the bus nodes or CAN bus nodes and at least one other (12c) of the flight control computers is connected via the second bus sub-system or second CAN bus sub-system (22b) with each of the bus nodes or CAN bus nodes. [0141] 13. Flight control system according to item 12, wherein at least one (12a, 12b) of the flight control computers (12a, 12b, 12c) is configured to communicate with the bus nodes or CAN bus nodes of a/the first group on basis of the first bus communication protocol or first CAN bus protocol and with the bus nodes or CAN bus nodes of a/the second group on basis of the second bus communication protocol or second first CAN bus protocol, and wherein at least one other (12c) of the flight control computers (12a, 12b, 12c) is configured to communicate with the bus nodes or CAN bus nodes of the first group on basis of the second bus communication protocol or second CAN bus protocol and with the bus nodes or CAN bus nodes of the second group on basis of the first bus communication protocol or first CAN bus protocol. [0142] 14. Flight control system according to item 12 or 13, wherein a first flight control computer (12a) and a second flight control computer (12b) are connected via the first bus sub-system or first CAN bus sub-system (22a) with each of the bus nodes or CAN bus nodes, and wherein a third flight control computer (12c) is connected via the second bus sub-system or second CAN bus sub-system (22b) with each of the bus nodes or CAN bus nodes. [0143] 15. Flight control system according to items 13 and 14, wherein the first flight control computer (12a) and the second flight control computer (12b) are configured to communicate with the bus nodes or CAN bus nodes of the first group on basis of the first bus communication protocol or first CAN bus protocol and are configured to communicate with the bus nodes or CAN bus nodes of the second group on basis of the second bus communication protocol or second CAN bus protocol, and wherein the third flight control computer (12c) is configured to communicate with the bus nodes or CAN bus nodes of the first group on basis of the second bus communication protocol or second CAN bus protocol and is configured to communicate with the bus nodes or CAN bus nodes of the second group on basis of the first bus communication protocol or first CAN bus protocol. [0144] 16. Flight control system according to one of items 11 to 15, wherein three flight control computers (12a, 12b, 12c) are provided, wherein the flight control computers (12a, 12b, 12c) are configured to elect one of the flight control computers to be the flight control computer in control and therewith to elect the other two flight control computers to be a supervising flight control computer, wherein each flight control computer (12a, 12b, 12c) is configured to operate as flight control computer in control and to control the aircraft (200) based on command messages sent to bus nodes or CAN bus nodes via the respective independent bus sub-system or independent CAN bus sub-system (22a; 22b) and possibly based on information messages received from bus nodes or CAN bus nodes via the respective independent bus sub-system or independent CAN bus sub-system, and wherein at least two, preferably all three flight control computers (12a, 12b, 12c) are configured to operate as a supervising flight control computer and to monitor at least one of the operation of the flight control computer currently being the flight control computer in control and messages sent via the respective independent bus sub-system or independent CAN bus sub-system. [0145] 17. Flight control system according to item 16, wherein the flight control computers (12a, 12b, 12c) or at least the flight control computers configured to be a supervising flight control computer are configured to elect a different flight control computer than the flight control computer currently operating as flight control computer in control as new flight control computer in control, based on the monitoring done by the flight control computers operating as supervising flight control computers. [0146] 18. Aircraft (200) comprising a flight control system (10) according to one of the preceding items. [0147] 19. Aircraft according to item 18, wherein the aircraft (200) is at least one of a single pilot aircraft, an aircraft having a vertical take-off and landing capability and an aircraft of the canard type. [0148] 20. Aircraft according to item 18 or 19, wherein the aircraft (200) has plural aircraft devices of a common type which each have associated a respective bus node or CAN bus node (200) of the flight control system, wherein the aircraft devices are arranged in a number and configuration at one or both of the fuselage (203) of the aircraft and wings (202, 204, 206, 208) of the aircraft to achieve a resiliency against failures, such that various subgroups of the plural aircraft devices each comprising at least two of the aircraft devices of the common type may fail without endangering the flight capability and the controllability of the aircraft. [0149] 21. Aircraft according to items 20 having a flight control system according to item 4 or 7, wherein the bus nodes or CAN bus nodes of the aircraft devices of the common type are associated in such a number and manner to a respective independent communication bus or CAN bus of the first bus sub-system or first CAN bus sub-system (22a) and are associated in such a number and manner to a respective independent communication bus or CAN bus of the second bus sub-system or second CAN bus sub-system (22b), that any combination of two independent communication buses or CAN busses of the flight control system may fail without substantially compromising the flight capability and the controllability of the aircraft. [0150] 22. Aircraft according to item 20 or 21, wherein the aircraft devices of the common type or of a first common type are flaps (234) having air control surfaces, wherein the flaps are mounted in a moveable manner to wings (234) of the aircraft, wherein each flap has associated at least one flap actuator (240) and a bus node or CAN bus node (250), which is configured to control an deflection angle of the flap (234) by controlling the at least one flap actuator (240) based on command messages received from the flight control computer system (12). [0151] 23. Aircraft according to one of items 20 to 22, wherein the aircraft devices of the common type or of a second common type are propulsion engines (232; 232a, 323b, 232c), wherein each propulsion engine has associated a bus node or CAN bus node (250), which is configured to control the operation of the propulsion engine based on command messages received from the flight control computer system (12). [0152] 24. Aircraft according to items 22 and 23, wherein the propulsion engines (232; 232a, 323b, 232c) are mounted to or integrated with an associated one (234) of the flaps, so that a thrust direction of the propulsion engines can be controlled by controlling the deflection angle of the respective flap (234) by means of the respective at least one flap actuator (240) and the respective bus node or CAN bus node (250) associated thereto. [0153] 25. Aircraft according to item 24, wherein plural or all flaps (234) which serve to control a thrust direction each have associated only one (232) of the propulsion engines, which is mounted to or integrated with the respective flap (234). [0154] 26. Aircraft according to item 24 or 25, wherein plural or all flaps (234) which serve to control a thrust direction each have associated plural (232a, 323b, 232c) of the propulsion engines, which are mounted to or integrated with the respective flap (234). [0155] 27. Aircraft according to item 26, wherein a propulsion module (230) comprising plural propulsion engines (232a, 323b, 232c) is mounted to or integrated with the respective flap (234). [0156] 28. Aircraft according to one of items 24 to 27, wherein for each flap (234) having associated one propulsion engine (232) or plural propulsion engines (232a, 323b, 232c) the at least one flap actuator (240) of the flap and the associated propulsion engine or plural propulsion engines have associated a common bus node or CAN bus node (250), which is configured to control the propulsion engine or propulsion engines and the at least one flap actuator based on command messages received from the flight control computer system (12). [0157] 29. Aircraft (200) of the canard type, comprising: [0158] a fuselage (203), [0159] two main wings (202, 204) extending transversely from the fuselage, [0160] two canard wings (206, 208) extending transversely from the fuselage and being located forward of the main wings, [0161] flaps (234) mounted to the wings, [0162] a flight control system (10), and [0163] associated aircraft devices comprising flap actuators (240) and propulsion engines (232; 232a, 323b, 232c), which can be controlled by the flight control system; [0164] wherein each of the main wings and the canard wings is provided with plural flaps (234) having air control surfaces, wherein each flap (234) has associated at least one flap actuator (240), which serves to adjust an deflection angle of the flap as commanded by the flight control system; [0165] wherein each of the main wings and the canard wings is provided with plural propulsion engines (232; 232a, 323b, 232c), which can be operated with variable thrust as commanded by the flight control system and which each are mounted to or integrated with an associated one of the flaps (234), so that a thrust direction of the propulsion engines can be controlled by controlling the deflection angle of the respective flap (234) by means of the respective at least one flap actuator (240); and [0166] wherein the flight control system (10) comprises a flight control computer system (12), an electronic or optoelectronic transmission system (22) and plural control nodes (14, 16, 18, 20; 250) which are connected via the electronic or optoelectronic transmission system with the flight control computer system (12) and which each are associated to at least one of the aircraft devices, wherein the control nodes are configured to control the associated at least one aircraft device based on commands received via the electronic or optoelectronic transmission system (22) from the flight control computer system (12). [0167] 30. Aircraft according to item 29, wherein plural or all flaps (234) which serve to control a thrust direction each have associated only one (232) of the propulsion engines, which is mounted to or integrated with the respective flap (234). [0168] 31. Aircraft according to item 29 or 30, wherein plural or all flaps (234) which serve to control a thrust direction each have associated plural (232a, 232b, 232c) of the propulsion engines, which are mounted to or integrated with the respective flap (234). [0169] 32. Aircraft according to item 31, wherein a propulsion module (230) comprising plural propulsion engines (232a, 232b, 232c) is mounted to or integrated with the respective flap (234). [0170] 33. Aircraft according to one of items 29 to 32, wherein for each flap (234) having associated one propulsion engine (232) or plural propulsion engines (232a, 232b, 232c) the at least one flap actuator (240) of the flap and the associated propulsion engine or plural propulsion engines have associated a common control node (250), which is configured to control the propulsion engine or propulsion engines and the at least one flap actuator based on commands received from the flight control computer system (12) via the electronic or optoelectronic transmission system (22). [0171] 34. Aircraft according to one of items 29 to 33, wherein the flight control system is characterized by the features of the flight control system (10) as mentioned in one of items 1 to 17. [0172] 35. Aircraft according to one of items 29 to 34, characterized by the features of the aircraft (200) as mentioned in one of items 18 to 28.