US 20070262197 A1

(19) United States

(12) Patent Application Publication (10) Pub. No.: US 2007/0262197 A1
Phelps, III et al. (43) Pub. Date: Nov. 15, 2007
(54) ULTRALIGHT COAXAL ROTOR ARCRAFT Publication Classification

(75) Inventors: Arthur E. Phelps III, Williamsburg,

VA (US); Dwaine R. Barnes, Midland, (51) Int. Cl.
TX (US); Elwood G. Norris, Poway, B64C 27/10 (2006.01)
CA (US); Eugene F. Rock, New Port B64C I3/04 (2006.01)
News, VA (US); Emitt Wallace, (52) U.S. Cl. ......................................... 244/17.11; 244/221
Carrolton, VA (US)
Correspondence Address: (57) ABSTRACT
THORPE NORTH & WESTERN, LLP.
8180 SOUTH 700 EAST, SUITE 350
SANDY, UT 84070 (US)
An ultralight coaxial dual rotor helicopter having a Substan
(73) Assignee: AIRSCOOTER CORPORATION, tially L shaped frame. Attached to the back of the frame is
Henderson, NV (US) a vertical shaft engine, and a pair of yaw paddles for
(21) Appl. No.: 11/712,838 controlling yaw of the craft. The drive shaft connects to a
belt drive at the top of the frame, which transmits the engine
(22) Filed: Feb. 28, 2007 power to a transmission and coaxial drive gear for driving
the rotors. Crank actuators are provided for tilting the rotor
Related U.S. Application Data axis to control the pitch and roll of the craft. A pilot seat and
ballast tank are attached to the front of the frame. The ballast
(62) Division of application No. 10/077,169, filed on Feb. tank may be filled with a volume of water to balance the craft
14, 2002, now Pat. No. 7, 198,223. for the weight of the pilot. The fuel tank is located behind the
pilot seat on the centerline of the helicopter, such that as fuel
(60) Provisional application No. 60/268,978, filed on Feb. is used and the weight of fuel in the tank changes, the
14, 2001. balance of the craft will not be affected.
Patent Application Publication Nov. 15, 2007 Sheet 1 of 14 US 2007/0262197 A1

FIG. 1
Patent Application Publication Nov. 15, 2007 Sheet 3 of 14 US 2007/0262197 A1

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FIG. 3
Patent Application Publication Nov. 15, 2007 Sheet 4 of 14 US 2007/0262197 A1
Patent Application Publication Nov. 15, 2007 Sheet 5 of 14 US 2007/0262197 A1

FIG. 5
Patent Application Publication Nov. 15, 2007 Sheet 6 of 14 US 2007/0262197 A1

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Patent Application Publication Nov. 15, 2007 Sheet 7 of 14 US 2007/0262197 A1
Patent Application Publication Nov. 15, 2007 Sheet 8 of 14 US 2007/0262197 A1

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Patent Application Publication Nov. 15, 2007 Sheet 9 of 14 US 2007/0262197 A1

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Patent Application Publication Nov. 15, 2007 Sheet 10 of 14 US 2007/0262197 A1

FIG. 8B
Patent Application Publication Nov. 15, 2007 Sheet 11 of 14 US 2007/0262197 A1

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Patent Application Publication Nov. 15, 2007 Sheet 12 of 14 US 2007/0262197 A1
Patent Application Publication Nov. 15, 2007 Sheet 13 of 14 US 2007/0262197 A1
Patent Application Publication Nov. 15, 2007 Sheet 14 of 14 US 2007/0262197 A1

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US 2007/0262197 A1 Nov. 15, 2007

ULTRALIGHT COAXAL ROTOR ARCRAFT development of this type of aircraft has heretofore been
0001. This application is a divisional of U.S. patent limited because of complexities involved in arrangements
application Ser. No. 10/077,169, filed Feb. 14, 2002, which for control of the rotor blades to give roll, pitch and yaw
claims priority to U.S. Provisional Application Ser. No. control. In conventional coaxial designs at least two Swash
60/268,978, filed Feb. 14, 2001, both of which are incorpo plate assemblies are provided to provide collective and
rated herewith by reference. cyclic pitch control on both rotors. A Substantially conven
tional Swash plate is provided below a lower rotor; and a
BACKGROUND OF THE INVENTION
Swash plate assembly incorporating two counter-rotating
Swashplate portions is provided between the upper and
0002) 1. Field of the Invention lower rotors. Associated control links, push rods, etc. are
needed, all so that cyclic and collective pitch control inputs
0003. This invention relates to coaxial helicopter sys to the upper rotor can be transferred past the counter-rotating
tems. More particularly, the present invention relates to an lower rotor. As is known, using this arrangement it is a
ultralight coaxial helicopter system. daunting task to provide a reliable aircraft without unduly
0004 2. Discussion of the Related Art burdensome maintenance requirements. The control
arrangements are necessarily complex, and relatively high
0005 Coaxial helicopters were first developed, in the forces must be transferred by the Swashplate assemblies and
form of Small devices used as toys and curiosities, centuries control links, so they must be robust, and accordingly, heavy.
ago. The earliest attempts at designing a practical helicopter This arrangement does not allow differential collective to be
focused on coaxial rotors and dual counter-rotating arrange applied for yaw control, and so a further means for yaw
ments. Later, what has come to be thought of as conven control is typically provided. This can be in the form of
tional helicopter designs were developed. These were additional collective control links and mixing arms, adding
single-rotor helicopters, and it was found that they needed a a yaw fan, or making the Swash plates movable with respect
long tail boom having a tail rotor at the end rotating in a to each other, etc, but additional structure (with attendant
plane roughly perpendicular to the plane of rotation of the additional weight) typically is included to provide this
main rotor, in order to apply a consistent counter-reaction differential collective control.
moment force to counteract the rotational reaction forces
arising from powering the single rotor. These reaction forces 0009 For these reasons, and others, in smaller helicopters
tend to make the airframe of the helicopter rotate in a conventional single-rotor designs, having a tail rotor for yaw
direction opposite that of the direction of rotation of the control and for counteracting the tendency of the airframe to
rotor. Without the tail rotor to provide the counter-moment, turn with respect to the rotor, predominate. Nevertheless,
the airframe could rotate uncontrollably once airborne due to several Successful coaxial designs have been developed, for
these reaction forces. This need for a tail rotor has given us example, by Nikolai Kamov and the Kamov design bureau
the readily-recognized shape of conventional single-rotor of the former Soviet Union. The Kamov Company organi
helicopters including the long tail boom with a tail rotor at Zation of Lubertsy, Moscow Region, Russia continues to
the aft end. Successfully design and produce coaxial helicopters. Other
coaxial designs exist, for example a small coaxial pilotless
0006. As mentioned, earlier it was theorized and proven craft developed by the Sikorsky division of United Tech
that a helicopter with two counter-rotating rotors could be nologies Corporation, of Hartford Conn. An example of a
built such that the rotational force of one rotor counteracts control system for this latter craft is disclosed in U.S. Pat.
the rotational reaction force of the other, leaving the heli No. 5,058,824. Another example is the XH-59 ABC tech
copter body stable without the need for a perpendicularly nology demonstrator helicopter, also built by the Sikorsky
acting tail rotor. The first controllable man-carrying helicop division.
ters were tandem-rotor designs. Tandem-rotor helicopters
remain the most common dual-rotor helicopters. 0010 All aircraft, helicopters included, require control of
attitude (including pitch, roll, and yaw), and linear motion
0007 Tandem-rotor helicopters such as the CH-46 Chi (speed). The main rotor of a conventional single-rotor heli
nook aircraft manufactured by Boeing Aircraft Corp. of copter is typically configured to vary the pitch of the rotor
Seattle, Wash. have been found to be particularly useful for blades cyclically and/or collectively to control pitch, roll,
heavy lifting operations and otherwise where a large payload and lift, and therefore forward motion (or reverse, or side
capacity is needed. Conventional tandem-rotor helicopters to-side motion). Collective blade pitch control of the tail
typically have an elongate body with a first rotor atop the rotor controls yaw. The power output of the engine may also
front end, and a second rotor atop the rear end. The rotors be varied, albeit within a fairly narrow operational power
can be elevationally offset so as to avoid contact with each band, and this can affect lift and yaw.
other when rotating, or they may be separated by a Sufficient
distance to prevent contact. They may also be configured 0011. In a conventional tandem-rotor and coaxial heli
with a rotor indexing means which allows the rotor blades to copters, these same attitude and lift controls are effected by
intermesh during rotation and at the same time keeps them cyclic and/or collective pitch variation of the blades of both
from coming into contact with each other. This later con rotors. Yaw control is by differential collective control inputs
figuration is sometimes analogized to, and referred to as, an to the counter-rotating rotors, causing one to have more drag
Aeggbeater(a) arrangement. and the other less, thereby turning the aircraft about the yaw
aX1S.
0008 Dual-rotor helicopters with coaxial rotors have also
been developed. These helicopters include two counter 0012 Coaxial helicopters potentially present many
rotating rotors mounted on a single axis. While, as men advantages over conventional single- and tandem-rotor heli
tioned, coaxial helicopters have been known for many years, copter designs. They can be more compact than a single
US 2007/0262197 A1 Nov. 15, 2007

rotor design because of higher disk loading, and the fact that sure to be more effective in yaw control when the device has
they have no need for a tail rotor for counter-acting the developed significant forward speed, and to be less effective
tendency of the airframe to turn around the rotor axis in in yaw control when the helicopter is hovering at a stationary
reaction to the torque input to the rotor. Coaxial designs are point, or otherwise has very low forward speed.
more compact than tandem and eggbeater designs because 0015 With this background, it has been recognized by
there is no need to separate the rotors except for vertical the inventors that for all the potential advantages of coaxial
rotor clearance. Because of said higher disk loading, coaxial designs, heretofore there has not been developed a coaxial
designs can provide a given desired lifting force using a rotor aircraft in the ultralight class (as defined by FAA
Smaller diameter rotor set than comparable single-rotor regulations e.g. 14 C.F.R. 103) which provides acceptable
helicopters. They typically require a smaller airframe than a flight characteristics at low cost. Known ultralight helicop
comparable eggbeater or tandem-rotor helicopter. Moreover, ters are of single-rotor design. Such known ultralight heli
because the rotors of a coaxial helicopter are disposed one copters essentially mimic full-size conventional helicopter
on top of the other, and are counter-rotating, power effi propulsion and control systems, and tend to be expensive.
ciency losses due to Vortex air movement adjacent the upper
rotor can be at least partially recovered in increased effective SUMMARY
airspeed and lift in the lower rotor. In other words, the upper
rotor gives the air a Swirl in one direction, and the lower 0016. It has been recognized that simplifications in
rotor Swirls it in the other, canceling out a good part of the design, and the weight and cost savings realized thereby, and
imparted Vortex air movement. Also, elimination of the tail commensurate potential advantages in performance for the
rotor frees up the engine power otherwise diverted there. same cost, argue for a simplified coaxial-rotor helicopter for
This savings has been cited as up to about 30% of total an ultralight design. The present invention is directed to this
engine power output in Some cases. end.
0013 However as noted above, there is a trade-off for 0017. The present invention accordingly provides an
these advantages, in that providing for the control of coaxial ultralight coaxial helicopter comprising a substantially
rotor helicopters presents additional complexities and
increased Swashplate, linkage, and rotor weight and L-shaped frame with a tiltable coaxial rotor set disposed
increased maintenance concerns. One approach to mitigat thereon and tiltably connected thereto. Also carried by the
ing the disadvantages of a coaxial arrangement is to elimi frame is at least one yaw paddle disposed in a downwash
nate the need for Swashplates and complex control linkages from the rotor set. The one or more yaw paddles are tiltable
altogether. Rather than adjusting the pitch of the coaxial and otherwise configured so as to provide yaw control. Such
rotor blades, an alternative for controlling coaxial helicop yaw control from these paddles can be obtained both in
ters is to make the axis of rotation of the coaxial rotor set hover and in translational flight.
tiltable with respect to the airframe, allowing pitch and roll 0018. In a more detailed aspect, actuators, which are
control by effectively shifting the center of weight of the configured to be controllable by a helicopter operator also
aircraft with respect to the thrust vector of the coaxial rotor carried by the L-shaped frame, are provided for tilting the
set. Such a system is disclosed, for example, in U.S. Pat. No. rotor set axis relative to the frame to control the pitch and
5,791,592 to Nolan, et al. (1998). In this simplified system, roll attitude of the craft by moving the center of gravity of
there is no need for cyclic blade pitch control, and there is the craft relative to the thrust vector of the rotor set. In
no collective pitch control. Tilt of the coaxial rotor set, and further detail, a bottom portion of the frame can extend
increasing or decreasing the speed of the rotors, provides forwardly to Support an operator, and attached to a rear
pitch, roll and lift control. Since, as mentioned, the disk portion of the L-shaped frame is a vertical-shaft internal
loading in coaxial helicopters is higher, and rotor diameter combustion engine for providing power to the rotor set
is Smaller than conventional designs, adequate control of lift through a damper, clutch, belt drive, and a constant Velocity
is possible without collective blade pitch control, though (CV) joint at the tiltable connection of the rotor set to the
Some lag in response is deemed inherent, and should be frame. A transmission is mounted above the tiltable connec
taken into account by a pilot operating a helicopter of this tion and is configured for providing counter-rotating shafts
design. and comprises a pair of counter-rotating bevel gears opera
0014 Yaw control in the Nolan device is by means of two tively coupled to the respective shafts, and further comprises
sets of airfoils which are tiltable. The airfoil sets tilt with a plurality of beveled pinion gears disposed between the
respect to two sets of axes. One set of axes is roughly bevel gears.
parallel, and the other is normal, respectively, to the rotor 0019. In a further more detailed aspect, a pair of yaw
thrust vector when the airfoils are vertically oriented. A paddles extend from the back of the airframe for controlling
larger airfoil set rotates about axes normal to the thrust yaw of the craft as mentioned. These yaw paddles can be
vector, and impinges on the downwash from the rotor set. As configured so as to provide drag during forward flight to
the airfoils tilt to the right or left from a roughly vertical limit airspeed, and to improve directability and controlla
neutral orientation, this creates a reaction force vector tend bility of the helicopter. In addition, two or more paddles can
ing to yaw the airframe right or left, depending on the be provided. Providing a pair of paddles allows their plan
angular direction of tilt of the larger set of airfoils. The form area to be reduced, reducing their susceptibility to
second set of airfoils, which are smaller, and depend rudder yawing the aircraft in cross-winds, while maintaining the
like from a rear edge of the larger airfoils, turn back and same Surface area to interact with rotor set downwash.
forth about the axis parallel to the thrust vector when the
larger airfoils are upright. The second set of airfoils appear 0020. In another more detailed aspect, a pilot seat and a
to function in a manner similar to a tail rudder in a provision for removable ballast are attached to the lower
conventional aircraft, and therefore appear from the disclo front of the L-frame. One means of providing ballast is to
US 2007/0262197 A1 Nov. 15, 2007

provide a fluid ballast tank at the front of a short boom elements of the helicopter and their relationship to the
attached to the frame. The ballast tank may be filled with a L-frame of the helicopter of FIG. 1;
selected volume of water to balance the craft and account for
differences in the weight of different individual pilots. A fuel 0030 FIG. 7 is a left side elevation view illustrating the
tank is located behind the pilot seat, and on or adjacent to a L-frame and the rotor drive system components attached
center of gravity of the helicopter, and substantially directly thereto of FIG. 6, certain elements being shown in a sim
below the rotational axis of the rotors. This is done so that plified or outline manner, and some elements being omitted
as fuel is used and the weight of fuel in the tank changes, the altogether, for clarity of the figure;
overall weight balance of the craft will not be noticeably 0031 FIG. 8 is more detailed close-up, partially cross
affected. sectional view, of the belt drive, transmission and certain
0021. In another more detailed aspect, pilot input can be rotor drive portions of the L-frame and rotor drive system
through a control which can further comprise a handlebar illustrated in FIG. 7:
like yoke, and a throttle lever. The throttle lever can be a 0032 FIG. 8a is a top view of the rotor control actuator
separate control or incorporated in the yoke, for example by system;
replacing it with a rotatable handgrip as is commonly used 0033 FIG. 8b is a perspective schematic illustration of
in motorcycle throttles. The handlebar-like yoke can be the control system shown in FIG. 8a,
turned like a scooter handlebar for yaw input, pushed
forwardly and rearwardly for pitch input, and tipped side 0034 FIG. 9 is a cross-sectional view of the centrifugal
to-side for a roll input. clutch and Sprag unit associated with the engine and drive
0022. In another more detailed aspect, the control system shaft;
can be configured to keep the pilot aware of altitude and to 0035 FIG. 9A is a cross-sectional view taken along line
keep the forward speed of the aircraft below a threshold A-A in FIG. 9 of the centrifugal clutch and sprag unit shown
value, so that the aircraft stays low to the ground and in FIG. 9;
relatively slow in relative speed to mitigate harm to the 0036 FIG.9B is a cross-sectional view taken along line
operator from a crash. Furthermore, an emergency power B-B in FIG. 9 of the centrifugal clutch of the centrifugal
system can be provided to provide temporary power to the clutch and sprag unit shown in FIG. 9;
rotors for landing in the event of Sudden loss of engine
power. This system can be powered by stored compressed 0037 FIG. 9C is a cross-sectional view taken along line
air, or by another gas generated rapidly from a chemical gas C-C in FIG. 9 of a sprag portion of the centrifugal clutch and
generator triggered by a power failure. Further, additional sprag unit shown in FIG. 9;
safety provisions can include providing pontoons with blow
out plugs to mitigate a hard landing in a crash, providing a 0038 FIG. 9D is a cross-sectional view taken along line
ground echo location capability and one or more explosive D-D in FIG. 9 of the centrifugal clutch and sprag unit shown
charges to slow the helicopter just prior to impact to mitigate in FIG. 9;
a crash, and to program the control system to automatically 0039 FIG. 9E is a cross-sectional view taken along line
take control of the aircraft in an emergency to provide for a E-E in FIG. 9 of a portion of a damping coupler above the
relatively soft upright landing. The helicopter can be con centrifugal clutch and sprag unit shown in FIG. 9; and
figured for carrying one or two persons, in the latter case for
providing an ultralight trainer. 0040 FIG. 10 is a more detailed cross-sectional view of
a transmission and rotor drive system;
0023. Other features and advantages of the present inven
tion will be apparent to those skilled in the art with reference 0041. Like reference numbers refer to like elements
to the following detailed description, taken in combination throughout the drawings showing the various exemplary
with the accompanying drawings, which illustrate, by way embodiments.
of example, such features and advantages.
DETAILED DESCRIPTION
BRIEF DESCRIPTION OF THE DRAWINGS
0042 Reference will now be made to the drawings in
0024 FIG. 1 is a left rear perspective pictorial view of an connection with the following detailed description, in which
exemplary ultralight coaxial helicopter in accordance with the various elements of the illustrated example(s) of embodi
the invention, some structure being deleted for clarity; ments of the invention will be described and discussed. It is
0025 FIG. 2 is a left front perspective pictorial view of to be understood that the following description is only
the helicopter of FIG. 1. exemplary of the principles of the present invention, and
should not be viewed as limiting of the scope of the
0026 FIG.3 is a front elevation view of the helicopter of invention.
FIG. 1, some structure not being shown for sake of clarity: 0043. With reference to FIGS. 1 through 6 of the draw
0027 FIG. 4 is a left side elevation view of the helicopter ings, the invention is embodied in an ultralight helicopter 10
of FIG. 3; having a generally L shaped airframe 12 Supported by
0028 FIG. 5 is a top view of the helicopter of FIG. 4; pontoon landing skids 14 while on the ground, and a coaxial
rotor set 16 when airborne. A gasoline engine 18 powers the
0029 FIG. 6 is left side elevational view, partially in coaxial rotors through a centrifugal and Sprag clutch unit 20,
phantom to revel underlying structure, and some structure drive shaft 22, belt drive transmission 24, and rotor coaxial
shown being shown partially in cross-section, and some drive transmission gear box 26. The engine, clutch, drive
structure not being shown so as to illustrate the principal shaft, and belt drive transmission can be enclosed, either
US 2007/0262197 A1 Nov. 15, 2007

partly or entirely, within a sleek aerodynamic cowling or tank changes, the balance of the craft will not be noticeably
body 28 which improves the aerodynamics of the helicopter, affected because the weight of the tank is directly below the
and also improves its aesthetic appearance. Other shapes and centerline of the rotor and aligned with upward force vector
appearances can be used in the cowling. Located rearwardly provided by the rotors. While the helicopter 10 depicted in
of the cowling, and below and in the downwash of the FIGS. 1-6 is configured for a single operator/passenger, an
coaxial rotors are a pair of yaw paddles 30 and 32 which ultralight helicopter embodying the features of the present
allow yaw control of the helicopter by redirecting rotor invention may also be configured to accommodate 2 pas
downwash to one side or the other, as described in more sengers, for example as an ultralight trainer. While including
detail below. The yaw paddles also provide a slight drag all of the same general features of the single seat embodi
force during forward flight, which enhances directability and ment, the two seat embodiment (not shown) includes a
controllability of the rotorcraft. second operator/passenger seat and a slight rearrangement of
0044 An operator seat 34 and flight controls (including mechanical elements to account for differences in weight
control panel 36, control stick 38, and twist-grip throttle and balance.
lever 40) are carried by and/or located on a forward boom 42 0048 Viewing particularly FIGS. 6 and 7, the engine 18
extending forwardly from the frame 12, below the coaxial in the illustrated embodiment is a vertically oriented piston
rotor set 16, along with a pair of footrests 44 for the operator. engine, with a generally vertical crank shaft 60, which
A seatbelt system 46, preferably a four or five-point belt transmits power to the belt drive transmission 24 disposed at
system, is provided for the operator=S safety and security.
The engine 18 and drive shaft 22 are disposed on the rear of the top of the frame 12, above the pilot seat 34. The engine
the frame behind the operator seat, and a ballast tank 48 is is preferably a two-cylinder, four-stroke, air-cooled alumi
provided on the extreme forward end of the boom 42, for num engine similar to engines used in other ultralights,
allowing water or other fluid to be added or removed to motorcycles, ATV=S, and other Small vehicles, though modi
balance the craft, depending on the weight of the operator. fied for its rotated (vertical) orientation. A suitable engine for
The landing gear 14 are attached to the frame by cross the single passenger helicopter embodiment of FIG. 1 is
members 50. The landing skids depicted in the FIGS. can manufactured by Pearson Motors (NZ) Ltd. of Bromley,
comprise air-inflated pontoons 52, preferably formed of Christchurch, New Zealand. Other engines may also be
lightweight, durable polymer material. However, it will be used, including other internal combustion engines, high
apparent that other landing gear types may be provided power electric motors, turbine engines, rotary engines, etc.
instead of pontoons, such as wheels, skids, or other devices. As will be appreciated another engine with suitable size,
weight, and performance characteristics may be employed,
0045 Moreover, in describing the airframe as whether now known or later developed. It will also be
AL-shaped(a) it will be appreciated that this can apply in a apparent that a more powerful engine may be required for a
number of ways. In one embodiment (as shown in the two-person embodiment.
figures) a unitary composite material structure looking
roughly like the letter AL(a) when viewed from the starboard 0049. As used in the present invention, the engine is
side can be considered the L-shaped frame. In another rotated 90 degrees from what would be considered a normal
embodiment the AL(a) shape can comprise a vertical frame engine operating orientation, Such that the crank shaft 60 is
member and a horizontally disposed attached bracket por vertical, and the cylinders 62 are substantially horizontal.
tion at the top Supporting the transmission 26, thus together This requires that the lubricating oil circulation system be
the two attached pieces forming an upside-down L-shape modified for the rotated orientation. Internal combustion
viewed from the starboard side. In another embodiment the engine lubrication systems normally rely on gravity to return
L-shape can comprise a vertical member and a horizontal oil to an oil pan or Sump, from which it is pumped for
boom extending forwardly adjacent a bottom portion, com recirculation through the engine. This is a wet Sump con
prising two pieces attached together to act integrally as an figuration. The engine of the present helicopter is modified
L-shaped frame (again when viewed from the starboard Such that it uses a dry Sump, so that lubricating oil may be
side). In that embodiment the boom would support the seat properly distributed throughout the engine.
34, as well as the control handlebar 38 and ballast tank 48 0050. In another embodiment the engine 18 may be
as the shorter boom 42 does in the illustrated embodiment. inclined, rather than mounted vertically. For example, the
0046. In another embodiment, the frame 12 can be gen belt drive arrangement may be replaced with an inclined
erally AC(a) shaped, in that it can have portions that extend drive shaft, directly connecting the transmission 26 to the
forwardly at the top and bottom, and a portion or portions engine via a CV joint at the tipping axes of the rotor set 16.
that extend Vertically, incliningly, or curvingly up or down In that embodiment the reduction provided by the pulley
between the upper and lower forward extending portions. drive of the illustrated embodiment can be provided by a
Generally speaking the prime mover 18, being heavy, is reduction gear arrangement in the transmission, or elimi
disposed low and to the rear of the frame, to balance the nated by appropriately configuring the rotor set and engine
weight of the pilot and move the center of gravity lower and so that the rotors operate in the power band provided by the
closer to the center to be more closely aligned with the thrust engine without such a gear reduction. In embodiments
vector of the rotor set corresponding with the rotor axis without the belt drive, one or more dampers (as discussed
centerline 58. below) is incorporated in the drive shaft 22 to mitigate
rotational Velocity anomalies and shock and vibration from
0047 A fuel tank 56 is attached to and carried by the the engine. The belt drive in the illustrated embodiment has
frame 12 behind the operator seat 34, directly below the Some Agive(a) which provides this damping and shock
centerline 58 of the rotors 16. This placement provides the absorbing function, allowing the drive shaft to be configured
advantage that as fuel is used and the weight of fuel in the without dampers in one embodiment.
US 2007/0262197 A1 Nov. 15, 2007

0051. The engine 18 is mounted to the rear of the L frame arrangement is provided here coaxially with the CV joint to
12 by mounts 70, 72. These mounts are preferably formed tiltably connect the rotor drive transmission gearbox to a
integrally with the L frame and include elastomeric ele transmission mounting bracket 108 fixedly connected to the
ments; and they securely hold the engine to the frame, while top of the composite portion of the frame 12, and the
damping vibrations. transmission drive shaft bearing 102 is disposed therein. The
0.052 Other components associated with the engine transmission mounting bracket 108 extends forwardly gen
include a starter motor 76, battery 78, and an alternator or erally parallel with the roll axis of the airframe, and such that
magneto. The starter motor can function as the alternator in the transmission pulley 92 and transmission drive shaft
one embodiment, with appropriate electronics and Switch bearing 102 are disposed above the operator seat 34. The
ing. These arrangements are conventional and Such compo drive pulley 90 and drive pulley bracket 96 are located
nents are relatively lightweight and are selected to be behind the frame, directly above the engine 18.
compatible with the engine 18 used. Accordingly, the user 0057. It will be appreciated that during flight the entire
may start the engine by activating controls on the control lifting force of the rotor set 16 of the helicopter 10 will be
panel 36, which cause the starter motor to engage and start transmitted through the transmission mounting bracket 108,
the engine or to revert from an alternator (or magneto) to a which must therefore be very strong. The bracket is formed
motor to turn the engine during starting. of cast or machined pieces bolted together, and the bracket
0053. Furthermore, it is recognized that helicopter rotor and composite frame portion are bolted together. In the
systems generally require a significant startup time while illustrated embodiment the bracket is formed of an alloy of
power is applied to overcome their inertia and drag resis aluminum or steel, and is machined to accommodate secure
tance in order to reach operating speed. With reference to connections to the frame, and attached bearings, pulleys,
FIGS. 6, 7, and 9A-E, it will be appreciated that to allow fittings, etc.
unencumbered start-up of the engine 18 and gradual engage 0058. The gimbal arrangement mentioned, and the CV
ment of the engine with the rotor set 16, the crank shaft 60 joint 104 allows the rotor drive shaft 106 to tilt forward and
of the engine can be connected to the drive shaft 22 by a back, and side to side, within a conical range, allowing pitch
vibrational damper 80 and a centrifugal clutch 82. The and roll control of the helicopter through tilting the rotor axis
centrifugal clutch engages when the engine revs to Sufi 110 as discussed. Rotor pitch and roll control actuators 120
ciently high rotational speed, and therefore the engine can be and 122 control the tilting of the rotor axis in orthogonal
started and idled independently of and not engaged with the directions, and are described in more detail below. Disposed
rotor set 16, which will begin rotating as the clutch engages above the joint 104 is the rotor transmission gear box 26 for
as the engine speed is increased. When the engine speed is converting the unidirectional rotation of the rotor drive shaft
reduced, the damper, if used, reduces stress on the helicopter into counter-rotational driving force for the lower and upper
10 rotor set and the engine 18 and its bearings by allowing rotors 130 and 132, respectively. With reference to FIG. 10
for vibration and slight translation of the crank shaft 60, and as well as FIGS. 6, 7 and 8, the rotor transmission or gear
the damper and clutch arrangement also allows for Smoother box 26 includes a first bevel ring gear 142 and a second
transition in Sudden variations in rotor speed due to drag, etc. bevel ring gear 144, and plurality of pinion gears (146a and
from changes in environmental or control conditions. 146b are shown, but 4 pinion gears can be used).
0054 An overrunning clutch, or sprag 84 is also pro 0059) The power in the first rotor drive shaft 106 divides
vided, so that the rotor set 16 can continue to rotate if the into a second or outer drive shaft 150, and an inner and outer
engine 18 ceases to rotate, or dramatically reduces speed so drive shafts are concentric with each other. The first, or
as to otherwise put undue stress on the drive system. lower rotor 130 is actuated by the outer drive shaft through
Provisions for air cooling of the clutch unit 20 are made, the upper bevel gear 142. The second, or upper rotor 132 is
including a shroud 85 and fan 86. driven by the first, or inner, drive shaft through the second,
0055 Viewing FIGS. 6, 7, and 8, there is shown a or lower, bevel gear 144. Power is transmitted between the
cross-sectional view of the belt drive transmission 24. The first and second bevel gears by the pinion gears 146, which
engine drive shaft 22 extends generally vertically from the rotate within, and are rotatably connected to, the rotor gear
engine 18 to a drive pulley 90 associated with the belt drive box housing 154 via bearings 156. It will be apparent that the
transmission. The drive pulley transmits the rotation of the counter-rotational gear drive could be configured in other
drive shaft to a transmission pulley 92 through belt 94. As ways, such as a planetary gear arrangement (not shown), or
mentioned, in addition to coupling the engine to the rotor other gear arrangement configured for causing one rotor to
drive transmission gearbox 26, the belt drive transmission rotate counter to the other. The gear drive could also be
may also be configured for adjusting the rotational speed to configured to include a reducing gear set to change the
suit the rotor set 16 by variation of the relative sizes of the rotational speed of the rotors relative to the rotor drive shaft
pulleys 90, 92. It will be apparent that the belt can be 100. This would provide reduction above that already pro
appropriately tensioned by tensioning bolts 93. vided by the pulley and belt drive elements described above.
0056. The drive pulley 90 and transmission pulley 92 are 0060) Viewing FIGS. 8, 8a, and 8b there is shown a rotor
fixed to the frame through a drive pulley bracket 96, located control actuator system. As noted above, the rotor control
rearwardly, and a transmission pulley bracket 98, located actuators 120 and 122 tilt the counter-rotational gear drive
forwardly. The bearings for the pulleys are attached to these 26 and rotor set 16 with respect to the airframe 12 in
brackets. A transmission drive shaft 100 extends upward response to control inputs provided by the operator or the
from the transmission pulley 92 through the transmission operator and the electronic control system together, to
drive shaft bearing 102 to a constant velocity (CV) joint 104, provide pitch and roll control for the helicopter 10. The rotor
which connects shaft 100 to a rotor drive shaft 106. A gimbal control actuators 120 and 122 are preferably hydraulic
US 2007/0262197 A1 Nov. 15, 2007

actuators, but can be electrical servos which comprise an and in so doing pull the rotors to the desired tipped orien
actuator body 160 and a linearly extendable or retractable tation. For example, when the actuators move to tip the
actuator rod 162. The actuator bodies 160 are hingedly rotors to the right, the right side of the airframe will tend to
connected to the transmission bracket 108 at a top of the tip upward, as the right side of the rotors tips downward,
frame 12, and the actuator rods are pivotally connected to until the airframe corrects itself and the weight of the
first arms 168 of bell cranks 164 and 166, which are airframe pulls the right side of the rotors down to the
pivotally connected to the to the transmission mounting intended position.
bracket 108. A second arm 170 of each bell crank is pivotally
connected to the gear box housing 154 through a push rod 0064. As can be appreciated, because they operate in
172. In another embodiment the actuators can be replaced by tandem, the actuators 120, 122 need not be disposed to act
a cable system for direct control by the pilot operator, as at exactly 45° offset from the centerline of the helicopter, nor
discussed below. do they need to be offset 90° from each other. In theory, the
0061 As shown, the push rods 172 are attached to lever actuators could be placed at any offset relative to the
arms 174 of the gear box housing 154. The vertical location helicopter centerline, so long as their control linkage lengths
of the lever arms aligns them with the pivot point of the are suitable to allow adequate deflection in each desired
universal joint 104, and the ball joints at the rear ends thereof direction. As a practical matter, the inventors have found that
are on axes oriented 90° apart with respect to the rotor axis the actuators can be configured for operation at an offset of
110, so as to allow proper operation. When the actuators tilt anywhere from 25 to 65° relative to the centerline, though
the rotors, this shifts the center of gravity of the airframe 45° is preferred. So long as the computer controller is
(and everything supported thereby) relative to the rotor set. programmed to cause proper differential motion of the
In this way, the center of gravity of the airframe, and actuators (or the actuators are appropriately directly hydrau
therefore of the helicopter as a whole, is shifted with respect lically connected to the controls), the rotor axis can be
to the upward thrust vector generated by the rotor set. The properly controlled so that pitch and roll response is imme
helicopter will change attitude, depending on the direction diate and precise.
of tilt of the rotors. Pitch and roll control is thus effected by 0065. As mentioned, in one embodiment the hydraulic
weight shifting, as opposed to conventional control by cyclic system alone is used for control, and hydraulic actuators
alteration of the pitch of the rotor blades. coupled to the controls actuated by the pilot are directly
0062. As mentioned, the lever arms 174 are horizontally fluidly coupled to the actuators 120, 122 moving the rotor set
positioned at locations which are rotated 90° from each 16 tiltably, as well as the yaw paddles. For example,
other, but are not aligned with the longitudinal or transverse actuators attached near the base of the handlebar stick/yoke
axes of the helicopter frame. Rather, the lever arms are control 38 can be directly linked by fluid lines to hydraulic
preferably rotated 45° from the longitudinal and transverse actuators at the yaw paddles and at the base of the gimbaled
axes of the helicopter. Because of this configuration, both transmission 26 so that movement of the handlebar cases
actuators operate in tandem to properly adjust the rotor axis immediate and corresponding movement of the control
for pitch and roll control. For example, to move the heli surfaces 30, 32 and rotors. Moreover, in another embodi
copter forward, both actuators must extend equally, causing ment, the hydraulic system can be replaced by conventional
the bell cranks to tilt the gear box housing 154 and rotor set cables and pulleys, as is known, and some weight savings is
forward, along the longitudinal axis of the helicopter. This possible by using direct cable mechanical actuation rather
tilts the rotor set forward, creating a forward component of than a hydraulic system. The handlebar stick control yoke
force which causes the craft to move forward. To cause the actuated by the pilot can be attached near its base to the
craft to roll left or right, the rotor set can be tilted to the left cables (not shown), as can be done with the hydraulic
or right, respectively. To do this, the actuators must move actuators (not shown), and this provides a lever action
differentially, such as one actuator extending and the other magnifying the force inputs of the pilot many times over in
retracting, or one extending to a lesser degree than the other. control movements such as tilting the yaw paddles and
The cooperative operation of the actuators is caused by the tilting the rotor set with respect to the airframe.
controller based on operator input to the control stick. Using 0.066. The rotor blades for use with the helicopter 10 of
this control system, the rotor set can be caused to tilt the present invention are preferably fiber composite blades
forward, backward, side to side, or any combination thereof which are fixedly connected to the blade hubs 177, 178 of
in a conical range. In another embodiment control is effected the upper and lower rotors 130, 132. Unlike conventional
by coupling hydraulic actuators to the control handlebar and helicopters, by virtue of its tiltable rotor axis, the coaxial
fluid lines to corresponding actuators 120, 122 coupled to helicopter of the present invention does not require collec
the bell cranks, such that tilting movement of the handlebar tive or cyclic pitch control of the rotor blades to control pitch
control produces corresponding tilting motion of the rotor and roll. This simplified control system allows the rotor
Set.
blades and hubs to be simpler and more rugged in design,
0063. It will be apparent that the spinning rotors will while also being lightweight. At the same time, the rotor
create a gyroscopic effect which will tend to resist being blades are fixed in their orientation relative to the rotor axis,
tilted. Because of this tendency, when the actuators push and do not have a neutral lift position. Consequently, the lift
upon the housing 154, the initial reaction of the craft may be of the helicopter is controlled by the rotational speed of the
a combination of tilt of the rotors and tipping of the airframe, rotors. As mentioned, allowance for adjustment of the fixed
at least in absolute terms, with respect to the ground, for pitch of the blades can be provided in one embodiment.
instance. Then, as gravity pulls the center of mass of the However, generally an optimal compromise position for
airframe back to a point vertically below the center of lift, performance over a range of conditions with an engine and
the airframe will regain its intended horizontal alignment, transmission set-up will be Afactory set(a) and need not
US 2007/0262197 A1 Nov. 15, 2007

thereafter be adjusted. Again, this allows a more simple, linkage 232, to a yaw control arm 234 located on the interior
strong, and lightweight construction. side of each yaw paddle. By virtue of this configuration,
when the servo is actuated to deflect right or left, both yaw
0067. The first, or lower, set of rotor blades 130 are paddles simultaneously angle right or left, deflecting the
attached to the outer drive shaft 150 by blade cuffs 190, rotor downwash accordingly. The yaw paddle control further
comprising clevis pieces 192 attached to a rotor hub 194 comprises adjustability in the yaw control arm 232. Com
connected to the outer drive shaft through a teetering hinge bined with adjustability in the crank 230, yaw control can be
pin (195, rotated 90D from hub in FIGS.) disposed substan made more sensitive or less sensitive, and a Aneutral(a)
tially orthogonally to the longitudinal axes of the lower rotor position can be adjusted to counteract any slight imbalance
blades. The teetering hinge is located slightly above the rotor in the counter rotating coaxial rotor set, which could tend to
hub, and accordingly the lower rotor set is under-slung. The yaw the airframe right or left. As will be appreciated, direct
rotor can be coned upward at about 1.5 degrees. hydraulic or cable mechanical control of the yaw paddles by
0068. The outer drive shaft 150 is supported by outer rotation of the handlebars is also contemplated in other
bearings 196 and a sleeve 198. A set of inner bearings 200 embodiments. This can be facilitated by providing a rota
are disposed between the outer drive shaft and the inner tional joint near the base of the handlebar as contemplated
drive shaft 152. Another bearing 202 is disposed between the by the discussion above, and a sensor, hydraulic actuator, or
inner drive shaft and the case at the lower end of the inner cable arrangement that picks up and transmits rotational
drive shaft. These bearings Support the various elements and movement control inputs from rotation of the handlebar
allow rotation and counter rotation of the elements as control independent of tilting of the handlebar control.
described herein.
0073. As depicted in the drawings, the yaw paddles have
0069. The second or upper rotor 132 will now be a curved airfoil shape as seen from above, and in their
described in more detail. The rotor blades are also inclined Aneutral(a position are disposed at an angle to the forward
slightly upward, forming a coned rotor, as is done in lower flight direction. This configuration causes the yaw paddles to
rotor 130. The angle of coning is about 1.5 degrees upward produce a dragging force on the helicopter in forward flight.
also. It will be appreciated than in other embodiments the This drag helps stabilize the helicopter during forward flight,
lower rotor can be coned less or can be horizontal, and other making it easier to control, and keeping it pointing forward.
amounts of coning for the rotors can be used, depending on This additional drag is not considered a significant hindrance
other parameters of the hub and rotor in each case. to flight because the helicopter is designed to fly at relatively
low speeds (e.g. about 30 mph). It will be apparent otherwise
0070. It should be noted that the upper rotor 132 blades that the yaw paddles could make the craft difficult to handle
are pitched less than the lower rotor 130 blades to account in windy conditions.
for the fact that there is, in effect, an inflow from the upper
rotor to the lower rotor and accordingly for the two rotors to 0074 The yaw paddles 30, 32 are preferably formed of a
be Abalanceda), so as not to induce rotation of the airframe fiber/resin composite skin and a foam core laminate com
12, the lower rotor must have more Abite.(a) This can be posite which is rigid, yet lightweight. Aluminum alloy
about 2 degree less in one embodiment. The rotors are brackets 225 are used to support the paddles and, with the
underslung, and are limited in teetering so as not to interfere. pivot arm 234, to transfer control inputs to them causing
Elastomeric bumpers (not shown) can be used in the hubs them to tilt as described.
177, 178 to provide softer teetering stops. The pitch of both 0075. As will be appreciated the rotor craft 10 is config
rotors is fixed in the illustrated embodiment, but as discussed ured for ease of control in flight, and not necessarily for
can be configured to be adjustable on the ground to allow for maximizing speed, altitude, responsiveness, etc. in the illus
balancing the torque characteristics.
trated embodiment. A goal is to make the aircraft easier to
0071. With reference to FIGS. 1-6, yaw control in the learn to fly, and easier and more forgiving in controlling it
illustrated embodiment is facilitated by yaw paddles 30 and in flight rather than optimizing for speed or other parameters
32, which are disposed rearwardly on the airframe 12, below usually emphasized. It is contemplated that this will make
the counter-rotating coaxial rotor set 16. The yaw paddles 30 the device more attractive for use in a greater number of
and 32 are connected to the airframe by a pair of yaw paddle applications, by a greater number of people, as they need not
booms 220 and 222, which extend rearwardly from the have extensive training and constant practice to fly safely. It
airframe 12. The yaw paddles are configured to pivot on a is contemplated that the aircraft be flown relatively low, and
transverse boom 223 supported by the yaw paddle booms, relatively slow, say about 40 knots at an upper end of the
Such that the yaw paddles may rotate with respect to speed performance envelope. The aircraft will thus allow
downwardly flowing air from the rotor set (the rotor down ranchers, rangers, recreational users, military personnel, law
wash), and thereby deflect air laterally to produce a sideways enforcement, and other potential classes of users to be able
thrust vector which is offset from the center of mass of the to fly more readily, and only occasionally, when required or
helicopter 10 (and from the axis 110 of the rotor thrust desired.
vector), for rotating or yawing the airframe right or left 0076. The helicopter of the present invention can be
about the rotor axis.
adapted to employ a fly-by-wire control system. All control
0072 Rotation of the yaw paddles is controlled by a yaw functions—engine/rotor speed, tilt of the rotors, and rotation
paddle control actuator mechanism 224 located at the base of the yaw paddles—are thereby effectuated by servoactua
of the handlebar control 38 and sensing rotation of the tors actuated under the control of an electronic controller.
handlebars, which activates a yaw paddle hydraulic servo The electronic controller receives control input from the
226 attached to a transverse yaw paddle beam 223. The flight controls, including the control panel 36, control stick
servo 226 has a crank 230 which is connected by a yaw 38, and throttle 40, which are manipulated by the operator,
US 2007/0262197 A1 Nov. 15, 2007

and are disposed on the airframe 12 within convenient reach nation of operator actuatable controls which will allow
of an operator seated in the operator seat 34. independent control of the flight functions of the aircraft
may be used.
0077. The control panel 36 preferably includes a conven 0082. As noted above, the helicopter can employ a fly
tional key-operated ignition switch 252, and a variety of by-wire control system. While the operator manipulates the
indicators and gauges 254, as desired, for monitoring the flight controls in that embodiment, these manipulations do
functions of the craft. These may include engine rpm and not directly control the servoactuators which actuate/articu
fuel level gauges, electrical and safety system indicator late the helicopter=S flight control components. Instead, all
lamps, and even attitude, altitude, and heading indicators, control functions are governed by the electronic controller
etc.
(not shown). The electronic controller receives signals from
0078. The throttle lever 40 in one embodiment is a twist the motion sensors connected to the flight controls, and
grip throttle. This is similar to that used in motorcycles, determines exactly what commands should be sent to the
Snowmobiles, etc. This could also be used in a conventional helicopter systems. This electronic control system allows the
stick control, where yaw control is by foot peddles, and the operator to effect desired movement of the helicopter, but
throttle is atop the stick. Alternatively, the throttle can be a continually keeps the craft stable regardless of the pilot
foot peddle, and the yaw control can be by turning a input, and does not allow the operator to perform certain
twist-grip atop an otherwise more conventional stick. In actions which would endanger the aircraft and which can be
another embodiment the throttle can comprise a lever which anticipated and prevented.
is hingedly connected to the airframe via a motion sensor 0083. For example, control software in the controller may
just below and to the rear of the operator seat. When the set a maximum descent rate. Accordingly, if the operator
operator pulls the free end of the lever up, the motion sensor quickly lowers the throttle lever to a point which would
detects the amount of rotation, and sends a corresponding otherwise cut power to the engine if the throttle lever were
signal to the controller, which opens the throttle proportion directly connected thereto, the controller will not entirely
ally, increasing the power output of the engine. When the close the throttle to stop the engine, but will slow the engine
operator lets the end of the throttle lever down, the throttle only enough to allow a reasonable maximum safe rate of
is proportionally closed in the same manner, reducing engine descent. Similarly, if the operator were to attempt to roll the
output. craft Suddenly in a manner which ordinarily might cause it
0079 The control stick 38 may take many forms. One to become unstable, the controller would nevertheless send
form which the inventors prefer is a handlebar configuration, signals to the appropriate systems to roll and turn the
as shown in the FIGs. The handlebar-type control stick helicopter approximately as directed, without allowing a
includes an upright post 260, and a transverse handlebar 262 loss of control. While no control system can anticipate all
mounted to its top. The bottom end of the upright post is possible dangerous maneuvers, and operators still must
connected to the forward boom by a hinged connector 264 watch for and avoid hazards, this system makes control of a
or plurality of connections, which allows motion of the relatively difficult type of aircraft simple for those without
upright Support in two or three degrees of freedom: the extensive training.
upright post can pivot forward and backward, and side-to 0084. To control the forward or backward motion of the
side, and may also rotate about its longitudinal axis. The helicopter, the operator tilts the control stick 38 forward or
forward/backward motion of the post is detected by a pitch backward (relative to the axis of the airframe), this motion
sensor (not shown), and the side-to-side motion of the post being detected by the pitch sensor. The signal produced by
is detected by a roll sensor (not shown), both of which are the pitch detector is transmitted to the electronic controller
disposed in the connector 264 at the bottom of the post. A 250, where it is converted into signals for actuating one or
yaw sensor (not shown) detects rotation of the handlebar. both of the rotor control actuators to cause the rotor set to tilt
The handlebar may alternatively be fixedly connected to the forward or backward. To control roll of the helicopter, the
upright post, with the rotation sensor disposed at the base of operator tilts the control stick to the right or left, this motion
the post. Consequently, rotation of the handlebar causes being detected by the roll sensor 268, which sends a signal
axial rotation of the upright post, which actuates the yaw to the electronic controller. The electronic controller con
paddles to control yaw of the helicopter. verts the roll signal into signals for actuating one or both of
the rotor control actuators to cause the rotor set to tilt to the
0080. The sensors (not shown) convert the relative right or left side.
motion of the stick and handlebar into electrical impulses
which are received by the electronic controller. Pivoting of 0085 To control yaw of the helicopter, the operator
the control stick, forward or backward, or side-to-side, rotates the handlebar to the right or left, or twists joystick to
controls the rotor tilt actuators, which control the pitch and the right or left, this motion being detected by the yaw sensor
roll of the helicopter. Rotation of the handlebar controls the 270. A signal indicative of the rotation of the handlebar
motion of the yaw paddles, causing the craft to yaw left or travels to the electronic controller 250, which in turn sends
right. The combination of pitch, roll, and yaw control using signals to the yaw paddle servo for causing the yaw paddles
the control stick, and lift control through the throttle control, to rotate one direction or the other. The user can thus easily
provides complete operational control of the helicopter control lift by manipulating the throttle lever 40, or throttle
through a very simple and intuitive scheme which is easy for control button 278, and controls the forward, backward, side
operators to learn, even those without any prior flying to side, and rotational motion of the helicopter by means of
experience. the control stick. Adjustability of control sensitivity is also
provided.
0081. It will be apparent that other control configurations
may also be used. For example, a moveable yoke with a 0086) The simplified electronic control system described
rotatable steering wheel similar to that used in airplanes controls all functions of the helicopter in response to pilot
could be used for pitch and roll control, with foot pedals input. By not using heavy levers, cables, pulleys, etc., the
attached to the forward boom for yaw control. Any combi electronic control system greatly reduces the weight of the
US 2007/0262197 A1 Nov. 15, 2007

helicopter. At the same time, the fly-by-wire system allows side in port and starboard directions controls roll atti
for advanced functions like auto-hover, cruise-control, etc., tude, and rotating the handlebar about a generally
and can be programmed to help prevent certain operator Vertical axis controls yaw attitude.
errors, as discussed above. 11. The rotorcraft of claim 10, further comprising a
0087. It is to be understood that the above-described rotatable handgrip, wherein a magnitude of thrust from the
arrangements are only illustrative of the application of the rotor is controlled by the rotatable handgrip.
principles of the present invention. Numerous modifications 12. The rotorcraft of claim 11, further comprising a prime
and alternative arrangements may be devised by those mover operatively coupled to the rotor and a throttle con
skilled in the art without departing from the spirit and scope nection between the rotatable handgrip and the prime
of the present invention and the appended claims are mover, whereby power to the rotor from the prime mover is
intended to cover Such modifications and arrangements. variable by actuation of the handgrip.
1. An ultralight coaxial rotorcraft, comprising: 13. The rotorcraft of claim 12, wherein the throttle con
nection between the rotatable handgrip and the prime mover
an airframe, comprises a cable.
a coaxial rotor set attached to the airframe, 14. The rotorcraft of claim 10, wherein the connection
between the handlebar control and the rotor comprises a pair
a prime-mover operatively coupled to the rotor set, of links which when moved in tandem provide pitch attitude
a control system, further comprising: control input and when moved differentially provide roll
attitude control.
a hand grip rotatably, tiltably, connected to the airframe, 15. A rotorcraft, comprising:
a rotor thrust control, an airframe;
wherein movement of the handgrip about a yaw axis gives a rotor operatively coupled to the airframe;
a yaw attitude control input to the control system, and a control system, further comprising a handlebar which is
movement about a roll axis gives a roll attitude control pivotably connected to the airframe at a base connec
input, and movement about a pitch axis gives a pitch tion, and which tipable fore and aft and port and
control input, whereby control of rotorcraft attitude in starboard about the base connection, tipping the
pitch roll and yaw is facilitated. handlebar fore and aft provides a pitch attitude control
2. The ultralight coaxial rotorcraft of claim 1, wherein the input and tipping the handlebar port and starboard
coaxial rotorcraft is configured to provide a pitch and a roll provides a roll attitude control input.
control by moving a center of gravity of the rotorcraft with 16. The rotorcraft of claim 15, wherein the handlebar is
respect to a rotor thrust vector. rotatable about an axis extending through a central point on
3. The ultralight coaxial rotorcraft of claim 1, wherein the the handlebar and Substantially through the base connection,
airframe comprises a rigid vertical portion and a forwardly and wherein rotation of the handlebar about said axis
extending boom. provides a yaw attitude control input.
4. The ultralight coaxial rotorcraft of claim 3, wherein the 17. The rotorcraft of claim 15, wherein the handlebar
handgrip is carried by a handlebar carried by a tiltable control further comprises a rotatable handgrip, and wherein
member carried by the forwardly extending boom. rotation of the handgrip provides a rotor thrust vector
5. The ultralight coaxial rotorcraft of claim 3, further magnitude control input.
comprising a seat attached to the rigid vertical portion and 18. An aircraft control system configured for controlling
to the forwardly extending boom. the attitude of an airframe of the aircraft, comprising:
6. The ultralight coaxial rotorcraft of claim 1, wherein the
prime-mover comprises a four stroke internal combustion a stem pivotally connected to the airframe so as to be
engine. tipable fore and aft and port and starboard,
7. The ultralight coaxial rotorcraft of claim 6, wherein the a handlebar rotatably carried by the stem,
engine is mounted so that an output shaft rotates about a
vertical axis. a pitch attitude control input being obtainable by tipping
8. The ultralight coaxial rotorcraft of claim 1, wherein the the handlebar and stem fore and aft, and a roll attitude
prime-mover is coupled to the rotors through pulleys con control input being obtainable by tipping the handlebar
nected by a continuous belt, and wherein the pulleys can be and stem port and Starboard, and a yaw attitude control
of different size whereby a shaft speed reduction is facili being obtainable by rotating the handlebar about a yaw
tated. aX1S.

9. The ultralight coaxial rotorcraft of claim 1, further 19. The aircraft of claim 18, wherein the control system
comprising a hydraulic actuator operatively coupled to the further comprises a twist-grip handgrip, which is rotatable
rotor and to the control system. with respect to the handlebar, and wherein a trust force
10. A rotorcraft, comprising: reacting on the airframe can be varied in magnitude by
rotation of the handgrip.
a rotor controllable to provide pitch and roll attitude 20. (canceled)
control; 21. (canceled)
a yaw attitude control apparatus; 22. (canceled)
23. (canceled)
a control system comprising a handlebar yoke having a 24. (canceled)
movable and turnable handlebar, where moving the 25. (canceled)
handlebar in a fore-and-aft direction controls pitch
attitude, and moving the handlebar generally side-to