It would appear, from pictures in Pacific Rotors volume 1, issue 3, that the stabilizer and attached rudderettes roll about the y-axis. On the ground they are pointing down and in flight they are pointing up. It looks like approximately 30 degrees of roll. This action could be coupled to the collective. In fact it looks like their operation could be identical to currently proposed Ruddervator [0290] and Stabilator [0744].

It also looks like the main rudder has a small amount of yaw control, or trim, for forward flight.

They use a new type of ball bearing push-pull cable, which has very low friction. They used to use hydraulic.

The Flettner stabilizer had an angle of incidence adjustable between -15 and +5 degrees, from cockpit. The Flettner rudder had a deflection of 40 degrees. 

DeGraw's rudder is active and controlled by pedals. 

It had an inverted-V ruddervator. 

The Hiller HJ-1 Hornet (HOE-1 & YH-32) had an inverted V-tail.

With full up elevator and no rudder input, the left ruddervator will 22.5 degrees up. With full right rudder and elevator neutral the left ruddervator will be 23 degrees up. And with full up elevator and right rudder simultaneously, the left ruddervator will be 44 degrees up.

Or, I'd engineer a sync-elevator like the Bell 47 has.  (A hinge on the elevator and a cable attached to the cyclic linkage is all it would take.)  

The following is my theory;

Area 12" * 39" (approx.)

Location 7'-3" behind mast (approx.)

Disk loading 1.5158 per sq. ft.

Load on stabilizer = 1.5158 * 3.25 = 4.9263 lb.

Torque about mast = 4.9263 * 87" = 428.59 in.-lb.

To assist with yaw, in every flight realm, by the application of pedal. (ruddervators move in opposite directions)

To assist with pitch, in every flight realm, by the application of longitudinal cyclic. (ruddervators move in same direction)

Does not assist with roll and is not linked to lateral cyclic.

To maintain the same angle of attack in autorotation as in autorotation. (ruddervator move in same directions)

The reason for tapering the ruddervator airfoils (root chord > tip chord) is to have a lower ruddervator while maintaining a balanced torque about the helicopter's aerodynamic X-axis.

Application of left pedal causes yaw to left.

Maybe stabilizer needs to be horizontal so as to help nose to drop at start of autorotation??

Calculate the angle for optimum descent. Then have this angle as the angle for the ruddervator in collective down (autorotation) position. Both ruddervators must be adjustable +/- from this default position.

X = + is forward, - is backward.

Y = + is to right, - is to left.

Z = + is upward, - is downward.

70% of 8'-8" disk radius = 6.0667 feet behind masts. 

There will be a large amount of rotation of the ruddervators, such as 60 to 90 degrees. At 90 degrees of movement the arms on the ruddervator will swing from =45 degrees to - 45 degrees from the perpendicular to a control rod. This angle is not very attractive. A cable passing over a quarter circumference disk will have the loading always perpendicular to the ruddervator axis arm.

3/32" cable w/ 7*19 construction has a breaking strength of 920 lbs. in stainless steel. Ultralight plane appear to use 1/8" cable, 2"diameter pulleys and 3/16" diameter bolts to attach these pulleys.

The load on a cable is only that of 1 (of 2) ruddervator and the ruddervator is not moved to a fixed stop, where addition loading could be put on the cable.

If one ruddervator cable breaks the other will still work. Is this good or bad? Consider having the ruddervator spring loaded to a default position, such as horizontal.

The rod might be better because why?