The pilot has direct control with the cyclic and pedals because of the absolutely rigid rotors. A rotor governor gives indirect control over the vertical force. This is disharmonious with the cyclic and pedals. It appears that a combined rotor and throttle governor will be the best arrangement. The rotor governor will be used during normal flight and the pilot will not have his hand on the collective. The collective pitch will drop, should the engine quite. The collective lever and the throttle governor will come into play during hover and low speed.

Consider having the engine equipped with a hydraulic governor. The engine will also have a hollow crankshaft etc. for controlling a variable pitch propeller [Lycoming - O-320-B3C]. Unlike a conventional airplane arraignment, the governor will not be interconnected with a constant speed propeller. This will be controlled by forward cyclic and airspeed.

The hydraulic governor will control the collective pitch of the rotors, similar to the way it controls the propeller in an airplane. This must be done by the governor 'influencing' the collective, but it can be over controlled by higher pilot forces on the collective lever. It must be noted that the governor will loose control if/when the engine quits, since the hydralic pump is driven from the engine. This is no good ~ unless there is a default means of attempting to lower the collective to its bottom upon the loss of power.

The hydraulic pump or a secondary pump should be driven from the rotors since the hydraulic pressure will be required for the root flight control.

I envision a method where both the rotor and the engine governors work to maintain 100% RRPM. Manual control of the throttle (in the cyclic grip) will override the rotor portion of the combined governor or manual control of the throttle will override the throttle portion of the combined governors.

The UniCopter's rotors turn at a slower speed than conventional rotors. Therefor, they may not have sufficient inertia for an optimal autorotative landing. A solution to this concern would be to have a pilot adjustable control in the cockpit. Upon power loss, the rotor governor will immediately maintain a minimum RRPM as the craft enters autorotation. Once in autorotation, the pilot can adjust the governor to increase the RRPM, should he feel that there is sufficient elevation above the ground for the additional speed to be acquired.

Alternatively, the governor could automatically start the increase in RRPM and whatever additional rotational inertia that has been acquired could be consumed by the pilot's application of the collective when near the ground.