A light helicopter typically for 5 occupants is disclosed which achieves a hitherto unprecedented combination of range, speed and payload by adopting a novel approach to construction and positioning of components which affect overall aerodynamics in forward flight at speeds in excess of 70 metres per second and mass distribution and management of centre of gravity as fuel is consumed, load bearing strength and drag.

A light helicopter typically for 5 occupants is disclosed which achieves a hitherto unprecedented combination of range, speed and payload by adopting a novel approach to construction and positioning of components which affect overall aerodynamics in forward flight at speeds in excess of 70 metres per second and mass distribution and management of centre of gravity as fuel is consumed, load bearing strength and drag.

Embodiments are directed to a flight control system for a helicopter comprises a pilot interface configured to receive a control input, at least one electronically controlled actuator, and a computing device configured to translate the control input to an actuator command, wherein the computing device is further configured to apply yaw rate limits to the actuator command to avoid loss of tail rotor effectiveness. The yaw rate limits are associated with a vortex ring state (VRS) envelope for a tail rotor of the helicopter. The electronically controlled actuator comprises a tail rotor actuator. The control input is a pedal input.

Embodiments are directed to a flight control system for a helicopter comprises a pilot interface configured to receive a control input, at least one electronically controlled actuator, and a computing device configured to translate the control input to an actuator command, wherein the computing device is further configured to apply yaw rate limits to the actuator command to avoid loss of tail rotor effectiveness. The yaw rate limits are associated with a vortex ring state (VRS) envelope for a tail rotor of the helicopter. The electronically controlled actuator comprises a tail rotor actuator. The control input is a pedal input.

A simple, safe, and inexpensive flight control system in an aircraft. An anti-torque system for a rotary-wing aircraft has an airfoil with a first surface extending from a first trailing edge and a leading edge, and a second surface extending from a second trailing edge to join the first surface at the leading edge. The airfoil has a first moveable deflector panel pivotally coupled to the first trailing edge, and a second moveable deflector panel pivotally coupled to the second trailing edge. Means are provided to pivot the deflector panels in unison about their respective pivot axes to alter the direction of travel of the airflow downstream of the pivot axes over the surfaces of the deflector panels, thereby producing a lift in a direction perpendicular to the airflow to counteract the torque applied on the aircraft. The flight control system may be arranged within a fixed-wing aircraft.

A simple, safe, and inexpensive flight control system in an aircraft. An anti-torque system for a rotary-wing aircraft has an airfoil with a first surface extending from a first trailing edge and a leading edge, and a second surface extending from a second trailing edge to join the first surface at the leading edge. The airfoil has a first moveable deflector panel pivotally coupled to the first trailing edge, and a second moveable deflector panel pivotally coupled to the second trailing edge. Means are provided to pivot the deflector panels in unison about their respective pivot axes to alter the direction of travel of the airflow downstream of the pivot axes over the surfaces of the deflector panels, thereby producing a lift in a direction perpendicular to the airflow to counteract the torque applied on the aircraft. The flight control system may be arranged within a fixed-wing aircraft.

Systems and methods for moving an illumination spot of a searchlight beam at a constant groundspeed. The method includes receiving state data comprising an attitude for the mobile platform. The method computes an elevation angle, theta, of the beam as a function of the attitude, an elevation actuator angle and a known mounting orientation for the searchlight. Responsive to receiving a searchlight control command from a user input device, the method determines a respective rate of change of theta, dtheta/dt, and rate of change of Psi, dPsi/dt, required to maintain the constant groundspeed of the illumination spot, as a function of the state data. The method updates theta responsive to the determined dtheta/dt and generates actuator control commands for an elevation actuator based thereon. The method updates Psi responsive to the determined dPsi/dt, and generates actuator control commands for an azimuth actuator based thereon.

A rotor for a hover-capable aircraft is described that comprises: a hub rotating about an axis and, in turn, comprising a plurality of blades, a mast connectable to a power unit of the aircraft and operatively connected to the hub to drive the hub in rotation about said axis, and an attenuating device to attenuate the transmission of vibrations from the mast to the aircraft parallel to said; the attenuating device, in turn, comprising a casing, a first mass free to oscillate parallel to said axis with respect to the casing and elastically connected to the casing, a second mass free to oscillate parallel to said axis, connection means adapted to make the first and second masses integrally movable along said axis when the angular speed of the mast assumes a first value, and actuator means activatable to decouple the first and second masses when the angular speed of the mast assumes a second value, different from the first value.

A rotor for a hover-capable aircraft is described that comprises: a hub rotating about an axis and, in turn, comprising a plurality of blades, a mast connectable to a power unit of the aircraft and operatively connected to the hub to drive the hub in rotation about said axis, and an attenuating device to attenuate the transmission of vibrations from the mast to the aircraft parallel to said; the attenuating device, in turn, comprising a casing, a first mass free to oscillate parallel to said axis with respect to the casing and elastically connected to the casing, a second mass free to oscillate parallel to said axis, connection means adapted to make the first and second masses integrally movable along said axis when the angular speed of the mast assumes a first value, and actuator means activatable to decouple the first and second masses when the angular speed of the mast assumes a second value, different from the first value.

A kit for a helicopter is described, the helicopter comprising a fuselage and a rotor; the kit comprises at least one device adapted to dampen the vibrations transmitted from the rotor to the fuselage and to be interposed between the fuselage and the rotor; the device, in turn, comprises a first threaded element operatively connectable to the rotor and adapted to, in use, vibrate parallel to a first axis; a second threaded element operatively connectable to the fuselage and operatively connected to the first threaded element so as to, in use, rotationally vibrate about the first axis; and a plurality of threaded rollers, which are screwed on the first and second threaded elements; the rollers being rotatable about their respective second axes parallel to and separate from the first axis with respect to the first and second threaded elements; the rollers are also rotatable about the first axis with respect to the first threaded element and the second threaded element.