A flight control system for a rotary-wing aircraft includes a shape sensor and a controller. The shape sensor is configured to measure a shape of a rotor blade during movement of the rotor blade. The controller is communicably coupled to the shape sensor and is configured to (i) receive, from the shape sensor, a first signal indicative of a first blade shape; (ii) receive a blade characteristic regarding the rotor blade; and (iii) determine at least one of a moment or force associated with the rotor blade based on the first signal and the blade characteristic.

A flight control system for a rotary-wing aircraft includes a shape sensor and a controller. The shape sensor is configured to measure a shape of a rotor blade during movement of the rotor blade. The controller is communicably coupled to the shape sensor and is configured to (i) receive, from the shape sensor, a first signal indicative of a first blade shape; (ii) receive a blade characteristic regarding the rotor blade; and (iii) determine at least one of a moment or force associated with the rotor blade based on the first signal and the blade characteristic.

This disclosure provides a means to implement an autonomous guidance and flight control system on a partial authority aircraft. One embodiment of the disclosure includes receiving a control command result, filtering the control command result into a low frequency component and a high frequency component, directing the low frequency component to at least one trim servomechanism and directing the high frequency component to at least one stability augmentation stabilizer servomechanism, linking outputs from the trim servomechanism and the stability augmentation stabilizer servomechanism for actuating a pilot control configured to control rotors, and actuating at least one rotor. The low frequency component includes frequencies below a break frequency and the high frequency component includes frequencies above the break frequency. The break frequency is established by rate and position of the at least one servomechanism.

A driving control device for a remote controlled helicopter includes an rpm detection unit that detects an rpm of a main rotor, a gyro sensor that detects angular velocities of control axes including roll, pitch and yaw axes, and a control unit that generates a control signal of a control actuator for controlling movements of the control axes based on the angular velocities detected by the gyro sensor and a steering signal sent from a transmitter. The control unit has information on the gyro sensitivities of the control axes and information on a set rpm of the main rotor which are preset for each of the flight states of the remote controlled helicopter, and corrects the gyro sensitivities based on a difference between the set rpm corresponding to a selected flight state among the flight states and an rpm of the main rotor detected by the rpm detection unit.

A driving control device for a remote controlled helicopter includes an rpm detection unit that detects an rpm of a main rotor, a gyro sensor that detects angular velocities of control axes including roll, pitch and yaw axes, and a control unit that generates a control signal of a control actuator for controlling movements of the control axes based on the angular velocities detected by the gyro sensor and a steering signal sent from a transmitter. The control unit has information on the gyro sensitivities of the control axes and information on a set rpm of the main rotor which are preset for each of the flight states of the remote controlled helicopter, and corrects the gyro sensitivities based on a difference between the set rpm corresponding to a selected flight state among the flight states and an rpm of the main rotor detected by the rpm detection unit.

In an example, a propulsion system for controlling maneuvers of a tilt rotor aircraft includes one or more processors and a non-transitory computer readable medium storing instructions that, when executed by the one or more processors, cause the propulsion system to perform functions. The functions include making a determination that changing an orientation of the tilt rotor aircraft is necessary to perform an instructed flight maneuver. The functions also include causing, in response to the determination, a rotor of the tilt rotor aircraft to provide a thrust, thereby applying a torque to the tilt rotor aircraft that changes the orientation of the tilt rotor aircraft.

In an example, a propulsion system for controlling maneuvers of a tilt rotor aircraft includes one or more processors and a non-transitory computer readable medium storing instructions that, when executed by the one or more processors, cause the propulsion system to perform functions. The functions include making a determination that changing an orientation of the tilt rotor aircraft is necessary to perform an instructed flight maneuver. The functions also include causing, in response to the determination, a rotor of the tilt rotor aircraft to provide a thrust, thereby applying a torque to the tilt rotor aircraft that changes the orientation of the tilt rotor aircraft.

A rotor-regulation system includes a rotor comprising a plurality of blades, a mechanically driven hydraulic pump, a rotor drive shaft operable to drive the rotor and the mechanically driven hydraulic pump, and a throttling valve coupled to the mechanically driven hydraulic pump and operable to modulate rotation of the rotor.

A rotor-regulation system includes a rotor comprising a plurality of blades, a mechanically driven hydraulic pump, a rotor drive shaft operable to drive the rotor and the mechanically driven hydraulic pump, and a throttling valve coupled to the mechanically driven hydraulic pump and operable to modulate rotation of the rotor.

Aircraft capable of vertical takeoff and landing, hovering, and efficient forward flight are described. An aircraft includes two side mounted tiltable proprotors and a central rotor disposed above the proprotors. The proprotors are tiltable between at least a horizontal position for forward flight and a vertical position for vertical or hovering flight. The central rotor may be powered for vertical and transitional flight modes and may turn by free autorotation during forward flight. The proprotors may be differentially tilted during vertical or hovering flight to counter torque effects of the central rotor. The central rotor may be foldable and/or easily detachable from the aircraft to facilitate storage and transportation. Left and right proprotors may provide both forward thrust and attitude control. Control inputs to left and right proprotors may be connected directly to an autopilot creating closed loop actuation using motor RPM feedback.