Flight Control System - Scenario Part 4

After conventional flight has been achieved, Controller Computer velocity increase requests are still implemented as blade lift increase requests by the Perturbation Computer, but the Blade Computers implement them as engine thrust increases. Controller Computer directional change requests are implemented by the hub Perturbation Computer as asymmetric lift demands on the blades for roll control, symmetric lift demands for pitch control, and asymmetric engine vane split flap deployment for yaw control.

Controller Computer velocity decrease requests are implemented as blade lift decrease requests by the hub Perturbation Computer, but the blades implement them by decreasing engine thrust until the vehicle velocity slows to the point that the lift demanded by the Perturbation and Level Flight Computers according to Controller Computer direction demands can no longer be achieved with vehicle velocity. Then the blades alternate camber to induce blade rotation, and thereby generate a relative wind that will allow the blades to provide the desired lift.

As the rotation velocity exceeds the vehicle velocity, the engine vanes accordingly orient the engines into the relative wind, and the conventional wing automatically becomes a rotating wing. During this transition, both blades frantically adjust camber and angle of attack to meet the lift demands of the hub Perturbation and Level Flight Computers to achieve the flight direction and velocity required by the Controller Computer.