Abstract: A method of piloting an aircraft (1) provided with at least one rotary wing (2) and a tail rotor (10) suitable for swiveling to pass reversibly from an anti-torque mode of operation to a propulsion mode of operation, said tail rotor (10) having a plurality of second blades (12) having a second variable pitch and rotating about an axis of rotation (AX), said axis of rotation presenting a first variable salient angle (?) relative to a first plane (P1). Thus, in the anti-torque mode of operation, said second pitch is controlled using first control means (31). Furthermore, in the propulsion mode of operation, said first salient angle (?) is controlled using first control means (31) and said second pitch is controlled using second control means (32) for controlling thrust.

Abstract: An aircraft (1) having an airframe (4) extending from a rear end (4?) to a front end (4?), a rotary wing (2), and a tail rotor (10). The aircraft (1) also includes a power plant (20) driving said rotary wing (2) via a main power gearbox (30) secured to a mast (31) of said rotary wing (2), said power plant (20) driving said tail rotor (10) via a tail power gearbox (40). The aircraft possesses pivot means (43) for causing the tail rotor (10) to swivel in a reversible manner from a stationary first position (POS1) towards a second position (POS2). The aircraft also includes tilt means (50) for tilting said mast (31) in a reversible manner.

Abstract: Systems and methods for rotor/wing aircraft are disclosed. In one embodiment, an aircraft includes an airframe, a high-lift canard and tail, a rotor/wing, a propulsion system, and a drive assembly. The drive assembly, which may include a radial inflow turbine, is configured to extract work from the propulsion system to selectively rotate the rotor/wing assembly thus enabling the aircraft to conduct rotary-wing flight, fixed wing flight as well as smoothly transition between the two modes of flight.

Abstract: Apparatus and methods for controlling yaw of a rotorcraft in the event of one or both of low airspeed and engine failure are disclosed. A yaw propulsion device, such as an air jet or a fan may be used. A pneumatic fan may be driven by compressed air released into a channel surrounding an outer portion of the fan. Power for the yaw propulsion device and other system may be provided by a hydraulic pump and/or generator engaging the rotor. Low speed yaw control may be provided by auxiliary rudders positioned within the stream tube of a prop. The auxiliary rudders may one or both of fold down and disengage from rudder controls when not in use. Apparatus for generating horizontal lift imbalance induced a tail boom positioned within the downwash of a rotor may also be used, including compressed air vents or lateral or trailing edge flaps.

Abstract: The invention is related to a helicopter (10) comprising a main rotor (12), a cycloidal rotor (14) and a rotating cylinder (18). The rotating cylinder (18) extends along a longitudinal axis of a tail boom (13). The cycloidal rotor (14) extends at least partly along said same tail boom (13) and rotates outside the rotating cylinder (18).

Abstract: The present invention relates to an aircraft with a surveillance system characterized in that the direction of flight towards a target is achievable by shifting the center of gravity of the vehicle towards the target. The center of gravity is shifted towards the target by pointing the surveillance system at the target.

Abstract: An aerial unit includes a connecting element arranged to connect a ground unit to the aerial unit. The ground unit may include a connecting element manipulator, for altering an effective length of the connecting element and a ground unit controller for controlling the connecting element manipulator. A positioning unit is arranged to image the aerial unit and to generate metadata about a location of the aerial unit. An interfacing module is provided for coupling a payload to the aerial unit. At least one of the ground unit and the aerial unit may include a controller that is arranged to control, at least in response to the metadata, at least one of a first propeller motor and at least one steering element to affect at least one of the location of the aerial unit and the orientation of the aerial unit.

Abstract: An aircraft (1) comprising a fuselage (2), a rotary wing (10) having two contrarotating main rotors (12) arranged in tandem above the fuselage (2), at least one propulsion member (20), and a power plant (30). Each propulsion member (20) is carried by a rear portion (3) of the fuselage. The aircraft (1) includes an interconnection system (40) providing a permanent connection between the power plant (30) and the rotary wing (10), except in the event of a failure or during training, the aircraft (1) having differential control means (50) for controlling the cyclic pitch of the blades of the main rotors (12) to control the aircraft (1) in yaw, and inhibition means (60) for inhibiting each propulsion member (20).

Abstract: A ducted fan for a helicopter includes a transverse duct and a counter-torque device supported within the duct. The counter-torque device includes a rotor rotatably mounted within the duct and a stator fixedly mounted within the duct downstream from the rotor. The rotor includes a rotor hub having a rotor axis, and rotor blades extending from the hub. The Rotor blades have a modulated angular distribution about the rotor axis. The stator includes a stator hub, and a plurality of stator vanes distributed around the stator hub. The stator vanes are angularly modulated around the stator hub.

Abstract: The system of the present application includes a system duct in fluid communication with a tailboom duct, the system duct having a downstream portion with an anti-torque cutout and a pro-torque cutout. The system further includes an anti-torque nozzle exteriorly proximate to the anti-torque cutout and a pro-torque nozzle exteriorly proximate to the pro-torque cutout. A rotating sleeve is configured to selectively allow airflow into at least one of the anti-torque nozzle and the pro-torque nozzle. A thrust nozzle is in fluid communication with the system duct. An upper clamshell and a lower clamshell are each configured to selectively control airflow in the thrust nozzle.

Abstract: The system of the present application includes a duct for receiving airflow from within a duct portion of a tailboom. The airflow is a mixture of fan driven air and engine exhaust. The system includes a fixed nozzle assembly with an anti-torque nozzle, a pro-torque nozzle, and a thrust nozzle. A rotating thrust director is located upstream of the fixed nozzle assembly. The rotating thrust director located is configured to selectively redirect airflow into one or more of the anti-torque nozzle, the pro-torque nozzle and the thrust nozzle.

Abstract: The system of the present application includes a duct for receiving airflow from within a duct portion of a tailboom. The airflow is a mixture of fan driven air and engine exhaust. The system includes a fixed nozzle assembly with an anti-torque nozzle, a pro-torque nozzle and a thrust nozzle. A rotating sleeve valve is located within the fixed nozzle assembly. The rotating sleeve valve located within the fixed nozzle assembly and is configured to selectively redirect airflow into one or more of the anti-torque nozzle, the pro-torque nozzle and the thrust nozzle.

Abstract: A rotary-wing aircraft includes a retractable port movable between a closed position and an open position to selectively control flow of combustion gases into a bypass passage to change a power distribution between a rotor system and a secondary propulsion system.

Abstract: My invention is a helicopter having a front electric anti-torque rotor for the purpose of having a mechanically driven pusher propeller at the rear for increasing forward speed. Speed has been a limiting factor in vertical flight. Various designs have been conceived by people around the world to make helicopters go faster. My design is a high speed single rotor helicopter design that uses a gas-electric hybrid front electric anti-torque rotor system to allow for a mechanically driven pusher propeller at the rear. As the helicopter goes forward, the front electric anti-torque gives control and the mechanically driven pusher propeller at the rear gives increased forward speed. The intent of the design is to make a high speed single rotor helicopter design.

Abstract: A gyroplane comprises a fuselage 1 with a cockpit, with a folding strut mounted on it, a rotor head 3, with adjustable torsional hub 16 and pusher propeller 5 with adjustable pitch. In order to uniformly distribute the load applied on the torsional hub 16, on the rotor head 3 while prespinning of the rotor blades 4, the torsional bar is performed from substantially straight composite plates. In order to reduce vibration on the control stick in-flight, the surface of fastening the rocking joint 15 of the torsional hub 16, is turned at the angle not more than 40 degrees to the longitudinal axis of the torsional hub 16 of the rotor blades 4. In order to reduce the load applied on the gyroplane control stick in-flight, the rotor head 3 is fastened to the strut through a frame joint 9 with trunnion offset forwardly in pitch. In order to set the thrust rating in-flight, the pusher propeller 5 is provided with an adjustable torsional hub 16 performed of composite plates.

Abstract: The various embodiments of the present invention provide an unmanned aerial vehicle comprising a hemispherical body, a brushless type electrical, a propeller, a plurality of wingtip devices, a plurality of servo motors and each of the plurality of the servo motors is connected to each of the plurality of the wingtip devices respectively, a plurality of carbon rods, and a casing. The brushless type electrical motor provides a lifting force for a vertical take-off and landing (VTOL) and the plurality of wing tip devices are classified into three types of wing tip devices and the three types of wing tip devices are controlled by the respective servo motors to control yaw, pitch and roll movements thereby stabilizing and controlling the movement of an aircraft.

Abstract: The present document describes a yaw control system for a helicopter having a controllable aft rudder. The system comprises a fan for blowing low pressure air impinging upon the controllable aft rudder. During flight, the main rotor assembly drives the fan and the air flow impinging upon the controllable aft rudder creates a side force which enables yaw control.

Abstract: An aircraft with preferably coaxial counter-rotating sustaining rotors includes in combination: elements for variation of the collective pitch, i.e., for applying simultaneously one and the same variation to the incidence of all the blades of the rotors; and elements for controlling the attitude and direction of flight, which by generating appropriate aerodynamic forces via the sustaining rotor wind eliminate the need for the presence of elements for variation of the cyclic pitch of the blades of the rotors themselves.

Abstract: A de-rotation system includes a planetary gear set, and a fairing support structure mounted for rotation with a first ring gear.

Abstract: There is provided a counter-torque control assembly for mounting to a tail boom of a rotorcraft where the rotorcraft has a single main rotor, no tail rotor, and no tail fin. The assembly has an air intake chamber with at least a first opening for receiving an air flow stream and a vane assembly housed within the air intake chamber. The vane assembly has at least two vane elements capable of counter-rotation in the air flow stream. The assembly further has one or more microjet propulsion devices coupled to a second end of the air intake chamber. The one or more microjet propulsion devices draw the air flow stream over the vane elements to generate a counter-torque force to counter a torque from the single main rotor.

Abstract: A system and method to control flight of an aircraft. The aircraft having an engine with a rotatably nozzle assembly configured to create forward propulsion and yaw control of the aircraft. The engine exhaust passing through the nozzle is redirected with a valve disposed within the nozzle. Lift is created with a lift system carried by the wing of the aircraft. Additional lift is created during flight with a retractable wing extension disposed within the wing of the aircraft.

Abstract: The present invention relates to a power plant (10) having a single engine (13) together with both a main gearbox (MGB) suitable for driving the rotary wing (3) of a helicopter (1) and a tail gearbox (TGB) suitable for driving an anti-torque rotor (4) of a helicopter (1). The power plant (10) also includes a first electric motor (11) mechanically connected to said main gearbox (MGB) in order to be capable of driving said main gearbox (MGB), and a second electric motor (12) mechanically connected to said tail gearbox (TGB) in order to be capable of driving said tail gearbox (TGB).

Abstract: A torque resisting device for a helicopter, wherein the helicopter includes a body and a main rotor. The device includes a deflector secured to and movable relative to the body, wherein the body includes opposing lateral sides and the deflector is movable to a position to extend away from only one of the lateral sides of the opposing lateral sides. The deflector includes a dimension extending in a plane generally non-parallel to a plane of the main rotor. Further included is a method for counteracting a torque created by the rotation of a main rotor of a helicopter.

Abstract: An aircraft features a source of forward thrust on a fuselage having a helicopter rotor assembly and an asymmetric primary wing configuration providing more wing-generated lift on one side of the fuselage than the other. The primary wing configuration counteracts the rotor's dissymmetry of lift during forward cruising, and reliance on the separate thrust source for such cruising reduces demand on the main rotor, keeping the angle of attack on the rotor blades low to avoid the stalling and violent vibration experienced by conventional helicopters at relatively high speeds. In some embodiments, an oppositely asymmetric tail wing or horizontal stabilizer acts alone, or together with an offset vertical stabilizer laterally outward from the tail, to counteract yaw-inducing drag of the primary wing.

Abstract: A tail boom adapted for counteracting a fuselage torque created by an engine carried by a fuselage of a rotary aircraft. The tail boom is positioned within the rotorwash from the rotary and includes a first side surface contoured to create a low-pressure region of an airfoil and a second opposing side surface contoured to create a high-pressure region of an airfoil. The pressure difference between the high-pressure region and the low-pressure region causes the tail boom to move towards the low-pressure region, resulting in a lateral force opposing the torque on the fuselage.

Abstract: An existing bottom-adjustable propeller-type flying object requires a device having a complex structure constructed through the combination of various components such as a servo, a control plate, and a hinge to control the rotor pitch at every moment and operate an adjustable blade for flight control. The bottom-adjustable propeller-type flying object of the disclosure includes a circular frame with a fixing plate and a protective plate installed at a lower portion of a shaft of a power propeller mounted to the central shaft, and an adjusting motor having an adjustable propeller. The flying object moves up or down by using force of the wind generated downward due to the rotation of the power propeller. The flying object makes a hovering flight, and leftward, rightward, forward, and backward flights by using the force of the wind generated due to the rotation of the adjustable propellers mounted on two adjusting motors.

Abstract: A method of controlling the yaw attitude of a hybrid helicopter including a fuselage and an additional lift surface provided with first and second half-wings extending from either side of the fuselage, each half-wing being provided with a respective first or second propeller. The hybrid helicopter has a thrust control suitable for modifying the first pitch of the first blades of the first propeller and the second pitch of the second blades of the second propeller by the same amount. The hybrid helicopter includes yaw control elements for generating an original order for modifying the yaw attitude of the hybrid helicopter by increasing the pitch of the blades of one propeller and decreasing the pitch of the blades of the other propeller, the original order is optimized as a function of the position of the thrust control to obtain an optimized yaw control order that is applied to the first and second blades.

Abstract: An aircraft features a nose mounted propeller on a fuselage having a typical helicopter rotor assembly. By reducing the amount of forward thrust needed from the main rotor, the propeller allows greater forward speeds as the angle of attack on the rotor's blades can be kept low to avoid the stalling and violent vibration experienced by conventional helicopters at relatively high speeds. By reducing the maximum angle of attack experienced by the main rotor during its rotation during forward cruising from that of a conventional helicopter but still using the main rotor to generate lift, the addition of wings extending from both sides of the fuselage can be avoided. The aircraft may be flown in a forward direction in a generally horizontal orientation, as the nose does not have to be pitched downward to create thrust from the main rotor.

Abstract: The system of the present application includes a duct for receiving airflow from within a duct portion of a tailboom. The airflow is a mixture of fan driven air and engine exhaust. The system includes a fixed nozzle assembly with an anti-torque nozzle, a pro-torque nozzle, and a thrust nozzle. A rotating thrust director is located upstream of the fixed nozzle assembly. The rotating thrust director located is configured to selectively redirect airflow into one or more of the anti-torque nozzle, the pro-torque nozzle and the thrust nozzle.

Abstract: Apparatus and methods for controlling yaw of a rotorcraft in the event of one or both of low airspeed and engine failure are disclosed. A yaw propulsion device, such as an air jet or a fan may be used. A pneumatic fan may be driven by compressed air released into a channel surrounding an outer portion of the fan. Power for the yaw propulsion device and other system may be provided by a hydraulic pump and/or generator engaging the rotor. Low speed yaw control may be provided by auxiliary rudders positioned within the stream tube of a prop. The auxiliary rudders may one or both of fold down and disengage from rudder controls when not in use. Apparatus for generating horizontal lift imbalance induced a tail boom positioned within the downwash of a rotor may also be used, including compressed air vents or lateral or trailing edge flaps.

Abstract: A torque resisting device for a helicopter, wherein the helicopter includes a body and a main rotor. The device includes a deflector secured to and movable relative to the body, wherein the body includes opposing lateral sides and the deflector is movable to a position to extend away from only one of the lateral sides of the opposing lateral sides. The deflector includes a dimension extending in a plane generally non-parallel to a plane of the main rotor. Further included is a method for counteracting a torque created by the rotation of a main rotor of a helicopter.

Abstract: A system and method to control fuselage torque of an aircraft. The system includes a tail boom having a first surface that creates a high-pressure region in a downward rotorwash and a second surface that creates a low-pressure region in the downward rotorwash. The difference in pressure regions creates a lateral force that opposes the fuselage torque.

Abstract: A rotor for a helicopter, having a drive shaft rotating about a first axis; a hub angularly integral with the drive shaft about the first axis; and at least two blades projecting from the hub, on the opposite side to the first axis, and extending along respective second axes crosswise to the first axis; each blade is movable with respect to the hub and the other blades about a respective fourth axis parallel to the first axis, about the respective second axis, and about a respective third axis crosswise to the first and respective second axis; the rotor also has a number of first dampers for damping vibration associated with at least oscillation of the relative blades about the respective fourth axes; the first dampers are connected to one another and each to a relative blade; and, in a radial direction with respect to the first axis, at least one first damper is located between the first axis and the fourth axis of the relative blade.

Abstract: A ducted fan for a helicopter includes a transverse duct and a counter-torque device supported within the duct. The counter-torque device includes a rotor rotatably mounted within the duct and a stator fixedly mounted within the duct downstream from the rotor. The rotor includes a rotor hub having a rotor axis, and rotor blades extending from the hub. The Rotor blades have a modulated angular distribution about the rotor axis. The stator includes a stator hub, and a plurality of stator vanes distributed around the stator hub. The stator vanes are angularly modulated around the stator hub.

Abstract: An aircraft can include a tail section and a stabilizing system coupled to the tail section. The stabilizing system has a vertical stabilizer and at least one strake that cooperate to generate forces that compensate for a reaction torque generated by a main lifting rotor that produces lifting forces when the aircraft is in flight. Methods for improving aircraft performance include installing the at least one strake and retrofitting of a vertical stabilizer to increase thrust forces produced by a tail rotor.

Abstract: The present invention relates to haptic feedback for operating at least one manual flight control device (21) for controlling the cyclic pitch of the blades (5) of a rotary wing (4) of a hybrid helicopter (1) via power assistance (27). Said operations of said control device (21) are defined according to a predetermined damping force relationship (A) that is a function of an instantaneous load factor of the hybrid helicopter (1) in such a manner that the instantaneous load factor is maintained between its minimum and maximum limit values in proportion to a position of a thrust control member (20) between its minimum and maximum thrust values (23, 22).

Abstract: A torque resisting device for a helicopter which comprises a body, a first rotor and a tail rotor wherein the device comprises a deflector secured to and moveable relative to the body, wherein the deflector is positioned between the main rotor and the tail rotor and wherein the deflector is positioned generally aligned with the body in a non-deployed position and a portion of the deflector is positioned spaced apart from the body in a deployed position. Additionally, a method to counteract torque in the operating of a helicopter.

Abstract: The present document describes a yaw control system for a helicopter having a controllable aft rudder. The system comprises a fan for blowing low pressure air impinging upon the controllable aft rudder. During flight, the main rotor assembly drives the fan and the air flow impinging upon the controllable aft rudder creates a side force which enables yaw control.

Abstract: A helicopter auxilary anti-torque system for efficiently supplying thrust and control at the tail of a helicopter during failure of the helicopter tail rotor. The helicopter auxilary anti-torque system generally includes a fluid thrust assembly selectively engageable onboard the helicopter, an auxiliary tail rotor selectively engageable onboard the helicopter, and at least one controller to operate the fluid thrust assembly and the auxiliary tail rotor to effect a controlled anti-torque force of the tail boom during failure of the conventional helicopter tail rotor. The fluid thrust assembly projects a non flammable fluid from the tail boom of the helicopter. The auxiliary tail rotor is collapsible within the tail boom of the helicopter when not in use. The fluid thrust assembly and the auxiliary tail rotor may be automatically activated in the case of the primary tail rotor failure, or activated by the pilot of the helicopter via one or more switches.

Abstract: A method of optimizing the operation of left and right propellers disposed on either side of the fuselage of a rotorcraft including a main rotor. Left and right aerodynamic surfaces include respective left and right flaps suitable for being deflected, yaw stabilization of the rotorcraft being achieved via first and second pitches respectively of the left and right propellers, and the deflection angles of the left and right flaps are adjusted solely during predetermined stages of flight in order to minimize a differential pitch of the left and right propellers so as to optimize the operation of the left and right propellers, the predetermined stages of flight including stages of flight at low speed performed at an indicated air speed (IAS) of the rotorcraft that is below a predetermined threshold, and stages of yaw-stabilized flight at high speed performed at an indicated air speed of the rotorcraft greater than the predetermined threshold.

Abstract: A hybrid helicopter (1) includes firstly an airframe provided with a fuselage (2) and a lift-producing surface (3), together with stabilizer surfaces (30, 35, 40), and secondly with a drive system constituted by: a mechanical interconnection system (15) between firstly a rotor (10) of radius (R) with collective pitch and cyclic pitch control of the blades (11) of the rotor (10), and secondly at least one propeller (6) with collective pitch control of the blades of the propeller (6); and at least one turbine engine (5) driving the mechanical interconnection system (15). The device is remarkable in that the outlet speeds of rotation of the at least one turbine engine (5), of the at least one propeller (6), of the rotor (10), and of the mechanical interconnection system (15) are mutually proportional, the proportionality ratio being constant.

Abstract: Apparatus and methods for controlling yaw of a rotorcraft in the event of one or both of low airspeed and engine failure are disclosed. A yaw propulsion provides a yaw moment at low speeds. The yaw propulsion device may be an air jet or a fan. A pneumatic fan may be driven by compressed air released into a channel surrounding an outer portion of the fan. The fan may be driven by hydraulic power. Power for the yaw propulsion device and other system may be provided by a hydraulic pump and/or generator engaging the rotor. Low speed yaw control may be provided by auxiliary rudders positioned within the stream tube of a prop. The auxiliary rudders may one or both of fold down and disengage from rudder controls when not in use.

Abstract: Apparatus and methods for controlling yaw of a rotorcraft in the event of one or both of low airspeed and engine failure are disclosed. A yaw propulsion provides a yaw moment at low speeds. The yaw propulsion device may be an air jet or a fan. A pneumatic fan may be driven by compressed air released into a channel surrounding an outer portion of the fan. The fan may be driven by hydraulic power. Power for the yaw propulsion device and other system may be provided by a hydraulic pump and/or generator engaging the rotor. Low speed yaw control may be provided by auxiliary rudders positioned within the stream tube of a prop. The auxiliary rudders may one or both of fold down and disengage from rudder controls when not in use.

Abstract: An aircraft (200) provided with a power plant (300) driving a rotary wing (60) and at least one propulsion means (7, 7?) possessing a propeller (6, 6?), said power plant (300) including at least one engine (1, 1?) having an outlet shaft (2, 2?) driving a drive train (400) in order to drive said rotary wing (60). The aircraft includes one coupling member (8, 8?) per engine (1, 1?) provided with a drive shaft (4, 4?) and with a first toothed wheel (13) that are coupled together by a clutch (15) and by a main controllable freewheel (25) arranged in parallel with the clutch, said drive shaft (4, 4?) driving at least one propulsion means (7, 7?) provided with brake means (9, 9?) for braking its propeller (6, 6?), said first toothed wheel (13) meshing with said drive train (400).

Abstract: An autogyro plane (10) having a fuselage (12) with a cockpit with a pilot position (22), a tractor propeller (18) mounted at the front of the fuselage, a mast (14) projecting upwardly from the fuselage for supporting rotor blades (16), the pilot position being in front of the mast.

Abstract: A coaxial twin propeller model helicopter comprises a power assembly, a twin propeller rotation assembly, a tail rotation assembly, a motor assembly and a gear assembly. The twin propeller rotation assembly comprises a main rotation assembly and a minor rotation assembly. The power assembly comprises a motor assembly having a motor, a motor gear, and a fuel tank and a gear assembly having a main gear, a synchronous belt gear and a belt pulley. The main gear is engaged with the motor gear, and connected to the main rotation assembly. A lower part of the main gear is connected to the synchronous belt gear which connects to said minor rotation assembly. An upper end of the belt pulley is connected to said tail rotation assembly. A middle part of the belt pulley is engaged with the main gear. A lower end of the belt pulley is connected to the synchronous belt gear.

Abstract: A helicopter has at least one main rotor (2) situated on an airframe (1), on which a tail rotor (4) is additionally attached spaced apart from the airframe (1) via a tail boom (3) for torque equalization. The tail boom (3) is provided with elements for the aerodynamic support of the torque equalization, which include at least one auxiliary wing (5a, 5b), extending along the tail boom (3) on the side facing away from the main rotor rotational direction, for flow acceleration of the exhaust air of the main rotor (2) passing this area.

Abstract: A rotor for a helicopter, the rotor having a drive shaft rotating about a first axis; a hub connected functionally to the drive shaft in angularly fixed manner with respect to the first axis and in rotary manner with respect to a second axis crosswise to the first axis; and two blades connected to the hub in angularly fixed manner with respect to the first and second axis and in rotary manner with respect to respective third axes; the rotor also having supporting means for supporting the blades with respect to the hub in rotary manner about the respective third axes; the supporting means having at least one supporting member made at least partly of elastomeric material and interposed between a first surface and a second surface integral with a respective blade and the hub respectively; and the supporting member deforming, in use, to permit rotation of the blade, with respect to the hub, about the respective third axis.

Abstract: The present invention comprises, in one embodiment, an inexpensive, lightweight flying vehicle using fixed pitch helicopter blades powered by ramjet engines mounted to a power-ring which transfers torque to the lifting rotors. The use of fixed pitch blades eliminates the need for a tail boom and tail rotor, as well as for variable incidence control of blade pitch and/or cyclic and collective rotor-pitch controls. An optional ballistic parachute may be deployed for emergency landings. A radial shroud encloses the ramjet engines to act as a sound shield. Since the rotor has a fixed pitch, lift may be controlled by rotor speed, where increased speed results in ascent, and decreased speed, descent.

Abstract: An aircraft with a long body 1 which has a forward end 2 and an aft end 3, which is able to achieve vertical take-off by means of a tilt-able rotor and blade assembly 4 at the forward part of the aircraft and a tilt-able turbojet 19 at the rear of the aircraft. The rotor and blade assembly is rotated by an engine assembly 8, with the engine assembly, the rotor and blades all positioned on top a multi-directional tilt enabling joint 9. The turbojet is fitted to a multi-directional tilt enabling joint 27 to allow control of lateral movement of the aircraft as well as providing vertical lift and forward propulsion during forward flight. The turbojet is connected to the tilt enabling joint 27 by a rivet 30 such that the turbojet can be rotated relative to the tilt enabling joint.