Flight Control System - Scenario Part 3

When the blade reaches its camber limit at its initial angle of attack, it increases its angle of attack. To avoid a blade angle of attack actuator and the complications it presents for the conversion to conventional flight, the blade uses trailing edge pulses to change the angle of attack of the blade, and quickly stabilizes that angle with appropriate camber adjustments.

The engine vanes continuously orientate the engines into the relative wind, so as the vehicle velocity increases relative to the rotation velocity of the blades, the engines orientate more with the vehicle flight direction.

As the vehicle velocity increases, the blades use negative camber during half of their rotation to increase lift more from the direction of flight than from rotation. The rotation drag and retreating engine thrust slows the rotation until it stops. The blades become a conventional wing just by complying with their lift demands. The transition from vertical to conventional flight is automatic.

The Controller Computer does not know or care that the blades are now a wing. Only a high speed fuselage payload cares, because it wants to retract the hub into its recess for less drag as soon as the blades become a wing.