• Rotor hub is initially OTHER: Aircraft - Gyro/Heli - Offset Teetering Rotor Hub, because existing gyrocopter blades can be purchased.
• Rotor hub is eventually larger Hub - 3-blade CVJ w/ Hub Spring:, with very rigid blades.
• Rotor head has automatic 2-position collective, set by rotor torque; for autorotation and partial full-time power.
• Prop is constant velocity type.
• Prop will have lateral cyclic (yaw control), complete with reverse thrust, to allow more power to the rotor.
• 6:1 +/- crown and pinion gear set at base of mast.
• Overrunning clutch is located within the crown gear.
• Centrifugal clutch is located on the pinion input shaft.
• A 2.5:1 +/- cog belt drives the PTO shaft to the crown and pinion gear set.
• A separate 2:1 +/- cog belt drives the propeller.
• Mast, engine and prop will be rotated back and down by approximately 4º.

• Later convert the rotorhead to the CVJ+HS rotor (a larger SynchroLite ~ Rotor - Hub - 3-blade -CVJ+HS ), manufacture blades with greater rigidity, and start testing it.

• Then build progressively enhance the Unicopter toward the final objective c/w its Absolutely Rigid Rotors and pusher prop etc.etc.

• Advantage: Higher forward speed or smaller propeller required. The angle of the rotor's thrust will be closer to the vertical. With auto collective override; pre-rotor to assist with short takeoff and partial rotor inertia consumption for shorter roll on landing.
• Limitation: It has been mentioned that up to 15 horsepower can be delivered to the rotor, on a constant basis, before the counter-torque starts becoming a problem.
• A Potential Design:
• The pusher propeller is permanently connected to the engine via 2.5:1 (approx.) reduction.
• The rotor is connected to the propeller shaft via a 4:1 (approx.) reduction, plus a soft-start and overrunning clutch.
• The rotor hub has a two position collective, which is automatically positioned by the torque delivered to the rotor.
• The propeller is of a constant speed type.
• The lower collective setting of the rotor is optimized for autorotation.
• The upper collective setting of the rotor is optimized for 15 horsepower.
• The collective automatically switches from its lower setting to its upper setting at 13 (approx.) horsepower. It is then maintained in the upper position because of the increase in horsepower, due to the increase in the collective blade pitches.
• The rotor and propeller had attained their operating rotational speeds before the above line. Therefore, all additional power produced by the engine will try to increase the rotation speed but the constant speed propeller will maintain the operational speeds of the rotor and the propeller while producing ever increasing forward thrust.
• The loss of all power will result in an immediate change in the automatic collective to the autorotation position. In addition, the overrunning clutch will disengage the rotor from the rest of the power train. Concern: Will normal in-flight reductions in the power settings cause the auto-collective to change to the low-pitch setting.
• Concern: The SP/LSA does not currently allow constant velocity propellers. Perhaps, since Ivo has brought out one it may be eventually acceptable.
• Supporting Information:
• OTHER: Miscellaneous - Thoughtless Ideas - Auto-Collective Rotor Hub

1. Produce gyrocopter with centerline thrust and horizontal stabilizer. Similar to OTHER: Aircraft - Gyrocopter - Basic (w/ mid prop), except that it has provisions for future enhancements.
2. Add conventional helicopter flight-controls.
3. Add a 3-blade offset teetering rotor.
4. Add the constant velocity joint with hub spring rotor; as an alternative to the offset teetering rotor.
5. Add full-time partial power to the rotor; constant speed propeller, constant speed control to the power-train, and a 2-position collective (-1 & +2) to the flight-controls.
6. Add pilot controlled override to the 2-position collective. This will be used for; higher RRPM pre-rotation during take-off, and rotor inertia consumption during landing.
7. Add the ability to provide the rotor with close to 100% of the available power. The large rotor torque will be opposed (hopefully) by the lateral cyclic of a reverse thrust propeller and a twin rudder.

1. Starting with some of the above components. Duplicate the rotor. Etc, etc .........

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