Lilium Patente

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The invention provides a liner for a cargo and/or accessory compartment (2) of an aircraft, wherein the liner is fire-resistant and gas tight to the extent of fire starving capability and keeps smoke emissions to a neglectable level in terms of flight safety, the liner comprising a bag (3) of fire-resistant and gas tight flexible fabric. The invention also provides an aircraft with such a liner. Furthermore, the invention provides a method of lining a cargo and/or accessory compartment of an aircraft with a liner, comprising the steps of preassembling a liner according to the present invention, folding the preassembled liner, placing the folded liner inside a fuselage structure of the aircraft, unfolding the liner and attaching the liner to the fuselage structure of the aircraft.

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An inceptor apparatus (30a; 30b) for an aircraft comprises a primary inceptor member (32a; 32b) provided in the form of a stick member having a grip portion, at which the stick member can be gripped by a pilot's hand, and a secondary inceptor member (50a; 50b) provided at an upper portion of the primary inceptor member (32a; 32b) and having an actuating portion, at which the secondary inceptor member can be manually actuated by a pilot's thumb. Both inceptor members (32a, 50a; 32b, 50b) have associated a respective sensor assembly which is provided to generate electronic flight control signals or commands in response to at least one of i) pivoting movements of the respective inceptor member (32a; 32b; 50a; 50b) around each of two independent maneuvering axes associated to the inceptor member, ii) forces acting on or via the respective inceptor member in pivoting directions with respect to each of the maneuvering axes, and iii) lateral flexing or bending of the respective inceptor member. According to one aspect of the invention, a flight control computer system (12) for an aircraft has at least one such inceptor apparatus (30a, 30b) and is configured to effect the flight control in a primary control mode based on flight control signals or commands corresponding to or being based on the electronic flight control signals or commands generated by the primary sensor assembly (40a; 40b) of the inceptor apparatus (30a; 30b) and to effect the flight control in a secondary control mode based on flight control signals or commands corresponding to or being based on the electronic flight control signals or commands generated by the secondary sensor assembly (62a; 62b) of the inceptor apparatus (30a; 30b).

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An electrical power distribution network (306) of an electric power system (300) of an aircraft is operated such that it sequentially adopts a plurality of different partial load sharing modes in a time variable manner, which provide for partial load sharing across electrical power sources (A, B, C, D) with respect to associated electrical loads (AA, BB, CC, DD), by sequentially switching between a plurality of different partial load sharing configurations of the electrical power distribution network, each partial load sharing configuration being associated to a particular one of the partial load sharing modes.

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The present invention relates to a battery management system and method for performing a battery health parameter observation, in particular cell impedance observation, with two redundant, independent and dissimilar lanes. Specifically, a cell impedance observation in a first one of the lanes is based on Electrochemical Impedance Spectroscopy, EIS. The other lane employs a different algorithm than EIS. In embodiments, a battery state observation is further performed independently by the two lanes, wherein again the first lane employs EIS and the other lane a different (dissimilar) algorithm). On the basis of state and health observation, state (state of function) of the battery system can be predicted to determine a range of flight in accordance with a predetermined flight profile.

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An electrical power distribution network (306) of an electric power system (300) of an aircraft is operated in at least one normal operation mode such that it provides for load sharing across electrical power sources (A, B, C, D) with respect to electrical loads (AA, BB, CC, DD), wherein the electrical power distribution network (306), in case of an electrical fault, is operated in at least one electrical failure mitigating operation mode, which provides for electric fault isolation, such that a network portion of the electrical power distribution network (306) including the electrical fault is isolated from at least one other network portion of the of the electrical power distribution network.

A wing (1) comprises: a fixed lift generating portion (2) extending along an extension direction of the wing (1); a moveable lift modifying portion (3) which is moveably, preferably pivotably, more preferably about a pivot axis (P) along the extension direction of the wing (1), connected to the fixed lift modifying portion (2), wherein the moveable lift modifying portion (3) comprises at least one propulsion device (31) configured to generate a thrust force along a thrust direction for powering the aerial vehicle, preferably a plurality of propulsion devices (31) arranged along the extension direction. In order to enhance the aerodynamic performance, the at least one propulsion device (31) forms a moveable wing tip end portion (4) located at a tip side along the extension direction of the wing (1), the moveable wing tip end portion (4) comprising an aerodynamic profile, which is in particular part of a winglet.

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A flight control system (10) for an aircraft comprises 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), 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. According to one aspect of the disclosure, 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.

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