The application discloses a coaxial helicopter, the cyclic pitch-changing mechanism simultaneously adjusts the pitches of the upper and the lower rotor systems, to make uniformity cyclic pitch-changing adjustment of the upper and lower rotors, and make independent collective pitch adjustment of the upper rotor system; the differential pitch-changing mechanism and the cyclic pitch-changing mechanism jointly act on the lower rotor system, to perform differential collective pitch adjustment of the upper and lower rotor systems. The synchronous rotating mechanism drives the swashplate members to synchronously rotate along with the drive shaft. The application achieves a simpler hybrid pitch-changing control system of the coaxial rotor pitch, a plurality of flight operations of the coaxial aircraft are performed synchronously, and a plurality of flight control modes, such as semi-differential and full-differential in a variable speed or a fixed speed mode, are supported, and thus the present application has wider application space.

A flight control system having a plurality of dual mode operator control inputs is disclosed and includes a plurality of active parallel actuators, one or more processors, and memory coupled to the one or more processors. The memory stores data comprising a database and program code that, when executed by the one or more processors, causes the flight control system to receive a signal indicating an airspeed of the compound aircraft and select between rotary and fixed wing modes of operation based on the airspeed. In response to selecting a mode of operation, the flight control system sends either a rotary or a fixed wing force feel profile to the plurality of active parallel actuators, where the force feel profile defines the respective detent force gradient, where the fixed wing detent force gradient is at least about two times greater than a rotary wing detent force gradient.

A flight control system having a plurality of dual mode operator control inputs is disclosed and includes a plurality of active parallel actuators, one or more processors, and memory coupled to the one or more processors. The memory stores data comprising a database and program code that, when executed by the one or more processors, causes the flight control system to receive a signal indicating an airspeed of the compound aircraft and select between rotary and fixed wing modes of operation based on the airspeed. In response to selecting a mode of operation, the flight control system sends either a rotary or a fixed wing force feel profile to the plurality of active parallel actuators, where the force feel profile defines the respective detent force gradient, where the fixed wing detent force gradient is at least about two times greater than a rotary wing detent force gradient.

A propeller assembly including a shaft having a rotational axis; a plurality of propellers connected to the shaft; means for deploying the plurality of propellers using a centrifugal force generated from a rotation of the shaft, so as to provide vertical thrust during a vertical take-off and landing of the aircraft; and means for restoring the propellers into a stowed configuration.

Disclosed is an apparatus (100) for an aerial transportation of a payload. The apparatus (100) includes a propeller unit (10) to provide a primary thrust whereas a plurality of propellers (50) is fitted around a body of the apparatus (100) to help in maneuvering and orientation control. The apparatus (100) employs gasoline as a primary source of energy that has a higher energy density than lithium polymer batteries. The apparatus (100) facilitates longer flight times. The apparatus (100) is useful for safe transportation of higher payloads and has vertical takeoff and land capability.

Disclosed is an apparatus (100) for an aerial transportation of a payload. The apparatus (100) includes a propeller unit (10) to provide a primary thrust whereas a plurality of propellers (50) is fitted around a body of the apparatus (100) to help in maneuvering and orientation control. The apparatus (100) employs gasoline as a primary source of energy that has a higher energy density than lithium polymer batteries. The apparatus (100) facilitates longer flight times. The apparatus (100) is useful for safe transportation of higher payloads and has vertical takeoff and land capability.

An rotorcraft including a pilot control, a pilot control position sensor connected to the pilot control and operable to generate a position signal indicating a position of the pilot control, a flight control computer (FCC) in signal communication with the pilot control position sensor and operable to provide a tactile cue in the pilot control in response to the position signal indicating the position of the pilot control exceeds a threshold associated with an operating limit, and further operable to determine a tactile cueing value for the tactile cue according to a relationship between the position of the pilot control and the threshold, and generate a cue control signal according to the tactile cueing value, and a tactile cue element connected to the pilot control and in signal communication with the FCC and operable to control action of the pilot control in response to the cue control signal.

An rotorcraft including a pilot control, a pilot control position sensor connected to the pilot control and operable to generate a position signal indicating a position of the pilot control, a flight control computer (FCC) in signal communication with the pilot control position sensor and operable to provide a tactile cue in the pilot control in response to the position signal indicating the position of the pilot control exceeds a threshold associated with an operating limit, and further operable to determine a tactile cueing value for the tactile cue according to a relationship between the position of the pilot control and the threshold, and generate a cue control signal according to the tactile cueing value, and a tactile cue element connected to the pilot control and in signal communication with the FCC and operable to control action of the pilot control in response to the cue control signal.

A helicopter autopilot system includes an inner loop for attitude hold for the flight of the helicopter including a given level of redundancy applied to the inner loop. An outer loop is configured for providing a navigation function with respect to the flight of the helicopter including a different level of redundancy than the inner loop. An actuator provides a braking force on a linkage that serves to stabilize the flight of the helicopter during a power failure. The actuator is electromechanical and receives electrical drive signals to provide automatic flight control of the helicopter without requiring a hydraulic assistance system in the helicopter. The autopilot can operate the helicopter in a failed mode of the hydraulic assistance system. A number of flight modes are described with associated sensor inputs including rate based and true attitude modes.

A helicopter autopilot system includes an inner loop for attitude hold for the flight of the helicopter including a given level of redundancy applied to the inner loop. An outer loop is configured for providing a navigation function with respect to the flight of the helicopter including a different level of redundancy than the inner loop. An actuator provides a braking force on a linkage that serves to stabilize the flight of the helicopter during a power failure. The actuator is electromechanical and receives electrical drive signals to provide automatic flight control of the helicopter without requiring a hydraulic assistance system in the helicopter. The autopilot can operate the helicopter in a failed mode of the hydraulic assistance system. A number of flight modes are described with associated sensor inputs including rate based and true attitude modes.