Our Story
The RotorWay success story didn't happen overnight. It is the culmination of thirty-three years of perseverance, progress in design and engineering development, resolute determination against the odds, tireless dedication, and genuine, hard work by a group of people who believe in the company's mission: to provide the rotorcraft customer worldwide with a safe, affordable way to experience their dream of helioflight.

Now the world's oldest and largest kit helicopter company, RotorWay (employee owned since 1996), and it's helicopter had very humble beginnings.

This was anexperimental aircraft in the truest sense of the word, the company pioneering a concept of individual helicopter ownership and flight and making it a reality. It was not meant for the commercial market, but rather for the sport-flying public. While priced at $6,000, far more than the average car at the time, it still opened the possibility of individual helicopter ownership to a whole new audience.The greatest challenge was to design a helicopter that the average customer could actually build while providing the essential elements required for helicopter flight.

Of all the systems available for propulsion, RotorWay chose what had proven to be one of the most efficient systems and paralleled the design also used on most light commercial helicopters at the time: a standard main rotor with a tail rotor to counteract the torque. Analyzing the pros and cons of three classical types of rotor hub systems (semi-rigid, rigid and fully articulated), RotorWay opted for the semi-rigid system for the Scorpion. In this system, the collective and cyclic controls were kept completely distinct by a patented system which used a flexible push-pull cable for control separation. All controls functioned with precision bearings and quality dampening devices.

This breakthrough in design, along with an extremely simplified rotor blade and off the shelf drivetrain components all served to make the RotorWay extremely simple in design, never sacrificing structural strength. This was RotorWay's constant objective.The original design, whose prototype was first flown in 1966, had very low life limits on major components. This was the main weakness that needed to be addressed with further research and development. With the help of consulting engineers, along with creative input and ideas from innovative customers, an improved version of the Scorpion was introduced in 1971. Among the improvements made were all-aluminum rotor blades, a 115 horsepower OMC 2-cycle engine (Evinrude Vulcan V-4 outboard motor) and a heavier drive system (shafts and bearings).

The Scorpion also utilized a system of v-belts to drive the tail rotor. This had a number of inherent safety features. First of all, the belts were not subject to torsional fatigue as in a long shaft. Secondly, the tail rotor drive gearbox overheating was eliminated. The result was that maintenance was both simplified and reduced.

Build time was approximately 600 hours with far more of the fabrication done by the builder than in the current model. It proved to be an extremely popular product and set the stage for even better things ahead.

From One To Two Seats
In 1972, the Scorpion II was introduced with an OMC 125 horsepower, 2 cycle engine which provided the added power to fly two lightweight people in cool, low density altitude environments. But despite all the improvements, overhaul times on the major components were still not up to the desired levels.

In 1974, the company embarked on a major redesign of the helicopter once more with the end goal of reducing the amount of maintenance time required per every hour of flight. The first, and most important, item to be addressed was the elimination of the inefficient 2 cycle engine. The company realized that there would never be a way to sufficiently dampen the excessive vibration and low torque associated with this type of engine. The vibration was found to cause rapid wear in various parts and had a tendency to cause cracks in airframe and drive systems.

Unable to find an engine manufacturer to make their 4-cycle engine suitable for the helicopter, RotorWay set forth on an aspect of the company that is unique to this day - producing their own engine. Called the RotorWay RW 133, this 4 cycle, 4-stroke engine now had the added power and torque the company was looking for. The RW 133 had a cruise speed of 80 mph with a range of 120 miles and a useful load of 420 pounds.

Later versions of the company's engines, the RW 145 and RW 152, represented continuous improvements made by RotorWay. These predecessors of the RI 162F engine helped make today's product possible. Nearly everything on the engine (and most of the kit) was produced in-house. From the cast rockers to the crankshaft and rod forgings, the RotorWay brand stood for excellence.

With a two-place helicopter available, RotorWay was able to begin instructing customers on how to fly their aircraft. Done at Scorpion Sky Center in Tempe, Arizona, this new program would remain an invaluable customer service tool from that point on.

The Exec Takes Shape
In 1980, a whole new look evolved with the birth of the Exec, the grandfather of the current model, the Exec 162F. The body had a modern, sleek appearance reflecting the forward thinking of the company. But that’s not all.

Extensive research and development were undertaken to yield this new design, but it proved to be well worth it, the end product setting higher standards than ever before for kit aircraft, both fixed-wing and helicopter.

As with any new design, there were areas of substantial improvement as well as unanticipated difficulties. Less than perfect aerodynamics and a tendency to overheat were some of the issues later resolved.

One of the most significant improvements with this model was the elastomeric rotor system, which improved the "workhorse" capability of the helicopter. The well-proven elastomeric technology had been used in corporate helicopters up to that time, but would now be adapted to a kit helicopter. The term "elastomeric bearing" refers to a bonded rubber type bearing in which alternate thin layers of rubber and brass shims are bonded together in a pack. This "sandwich" absorbs the pressures of centrifugal force and at the same time, due to the flexibility of the rubber, the feathering motion of the blade can occur at a very rapid rate with very low cycling loads being applied to the blade pitch horns.

The Exec with the RW 152 engine carried a pilot and passenger load of 380 pounds and had a normal cruise of 95 mph, with maximum speed of 115 mph.

Last Days Of RotorWay Aircraft
With design concepts evolving again in the late 80's, RotorWay created the Elete, a larger, attractive two-place helicopter which showed a lot of promise, yet presented once more the numerous difficulties associated with a new model.

The Elete had an RW 152, water-cooled, dual electronic, 4 stroke engine that provided 152 horsepower with a pilot and passenger payload of 400 pounds. Normal cruise was 113 mph with maximum airspeed of 130 mph.

Under a separate company, there was also even a prototype development of a four-place helicopter called the Windstar that simply proved to be far too costly. The development costs for further research and testing were also running more expensive than a small company could absorb and the project was soon dropped.

After selling three Elete helicopters, the company finally succumbed to financial challenges and was soon purchased by a former customer, John Netherwood, a businessman from England. The new company recognized the design hurdles of the Elete and promptly set out to address making the proven Exec model a better aircraft to sell. With invaluable input from the employees themselves, the work began.

The Exec 90 and RotorWay International Premiere
The Exec was reviewed from top to bottom. Any and all suggestions from the experienced staff were considered, evaluated and many implemented. Extensive redesigning was done and when all was complete, 21 items were changed or improved including the aerodynamics, drive train, stability and power.

The engine was once more a primary area of improvement, a task made even easier by the fact that RotorWay had been engineering and manufacturing their own engine for years by this time. The RI 162 cubic inch engine was specifically designed for rotorcraft flight and possessed an incredibly light weight to horsepower ratio. Extended life limits were added to the chains, belts, rotor system and asymmetrical blades.

Improvements were made in every aspect of the aircraft including the method of packing and organizing the kit, the manuals, and the customer service program to assist the builder with technical information. Many critical systems were then assembled by RotorWay itself, almost all of the fabrication completed for the builder. All of the welding was now done at the factory as well. The rotor blades required little more than finishing touches. The tailboom had been formed and riveted and was ready for inspection covers to be fitted and mounted on the airframe. The wiring harness was assembled and tested, coming ready for installation.

The Exec 90 was the only piston-powered helicopter at the time to utilize an asymmetrical airfoil for improved autorotation characteristics and safety. The Exec 90 also utilized a unique drive system, eliminating an expensive transmission, metal chip detectors and possible in-flight failures. With all of this in place, the expected build time with the standard kit was about 500 hours. A quick build kit was soon offered, cutting that time nearly in half. Eventually, the quick build kit became the only way in which to purchase the helicopter. Pilot and passenger load was 400 pounds with a normal cruise of 95 mph and a maximum airspeed of 115 mph.

Just Kept Getting Better And Better
In 1994, the company took a hard look at the carbureted engine used in the Exec 90 and knew they could do better. A fuel injection system with electronic ignition and a computer control (FADEC) was developed. Along with numerous other improvements, the Exec 162F was born.

This latest model represents the culmination of over 30 years of research, development, testing, progress and proven performance. It is the number one choice in the kit helicopter marketplace, having earned that spot by providing a safe, reliable, enduring way to enjoy rotorcraft flight.

In 1996, Netherwood opted to retire and go home to England. Recognizing an opportunity, the employees of the company bought RotorWay International through an Employee Stock Ownership Plan (or ESOP), making the company one of only a handful of kit manufacturers with any kind of employee ownership at all.

Improvements continue to take place, namely in the capabilities of the FADEC system (Fully Automated Digital Electronic Control) of the Exec 162F. Using the latest online technology, the customer is able to connect the FADEC system on his helicopter to a laptop and modem and then directly to the factory in Arizona. From Arizona, RotorWay technicians can diagnose, tune and adjust FADEC and engine functions for a customer located anywhere in the world. This is a technological development unheard of in the experimental category and practiced only among a few of the certified helicopter companies.

RotorWay International was also the first to provide a complete and detailed construction and maintenance video series for the amateur builder in order to assure the proper construction and maintenance of each customer's aircraft. These series have met with great reviews by aviation editors and customers alike.

One of the most recent developments also includes the ACIS. This Altitude Compensation Induction System is lightweight and efficient, allowing the RI 162F engine to maintain standard sea level performance up to higher density altitude than ever before. By not demanding any more power at altitude than is produced at sea level, the life of the engine is unaffected, while its performance at higher altitude is enhanced. Utilizing a belt-driven supercharger concept, cooler outside air is compressed to a set pressure. This method does away with the hotter intake air and lag associated with a turbocharger. The pressurized air from the ACIS is made available to the intake system through the throttle valve. Manifold pressure is limited only by the amount of compressed air available.

Unique to this system is the continued redundancy of the RI 162F engine. The ACIS uses an electro-mechanical inlet gate control and is connected to the FADEC which monitors and maintains proper limits. This follows RotorWay's goal to provide a failsafe system for the Exec 162F.

The ACIS system is the result of hundreds of hours of research and successful testing, meeting strict standards set by RotorWay International for all new products.

Recognition
Helicopters from RotorWay International's customers have won top EAA Awards almost every year since 1990. Prior to 1990, RotorWay Aircraft also had a continuous stream of awards for their helicopters. These awards not only recognized the individual customer's workmanship but the quality and design of the helicopter as well.

In addition to these awards, RotorWay International has won other awards from EAA (Experimental Aviation Association) and HAI (Helicopter Association International) for technical advancements and development, particularly for the FADEC system in the Exec 162F.

What Next?
In the RotorWay tradition, the company continues to conduct extensive research and development to bring about improvements to every aspect of the product. As a market leader, RotorWay is committed to providing the most proven, technologically advanced, reliable and safe helicopter kit in the industry.

It is with this mission in mind that RotorWay International looks to the 21st century with great excitement about the things yet to come.