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A rotor for a rotary wing aircraft includes a blade having a leading edge, and a trailing edge. The rotor has a leading edge tip extension at a tip of the blade and a weight within the leading edge tip extension. The rotor also includes a trailing edge tip extension extending from a selected point a

A rotor for a rotary wing aircraft includes a blade having a leading edge, and a trailing edge. The rotor has a leading edge tip extension at a tip of the blade and a weight within the leading edge tip extension. The rotor also includes a trailing edge tip extension extending from a selected point at an outboard portion of the blade to the tip of the blade, a leading edge of the extension extending rearward from the trailing edge of the blade.

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What is claimed: 1. A rotor for rotary wing aircraft including a blade having a leading edge and a trailing edge and a dynamic center of gravity twist axis, the rotor comprising: a leading edge tip extension at a tip of the blade; and a weight within the leading edge tip extension, at least part of

What is claimed: 1. A rotor for rotary wing aircraft including a blade having a leading edge and a trailing edge and a dynamic center of gravity twist axis, the rotor comprising: a leading edge tip extension at a tip of the blade; and a weight within the leading edge tip extension, at least part of the weight positioned forward of the leading edge of the blade and having a preselected mass so that the dynamic center of gravity twist axis of the blade extends forward of the leading edge. 2. The rotor of claim 1, further comprising a trailing edge tip extension extending from a selected point at an outboard portion of the blade to the tip of the blade, a leading edge of the trailing edge tip extension extending rearward from the trailing edge of the blade, and wherein the leading edge tip extension and the trailing edge tip extension are configured in combination so that when in stable cruise flight and the blade is advancing the combination provides more resultant stability than resultant loss of stability due to the configuration when in stable cruise flight and the blade is retreating. 3. The rotor of claim 1, wherein the leading edge of the leading edge tip extension is swept, wherein the weght comprises high-density material, and wherein the weight has a weight exceeding approximately 65 pounds. 4. The rotor of claim 1, wherein the leading edge extension is triangular in configuration, having inboard and outboard edges that converge to an apex, and wherein the rotor futher comprises a trailing edge tip extension extending from a selected point at an outboard portion of the blade to the tip of the blade, a trailing edge of the trailing edge tip extension extending parallel to the trailing edge of the blade. 5. The rotor of claim 1, futher comprises a longitudinal spar extending from a rotor axis of rotation, the spar including a pair of seperate spar caps in an inboard portion and a single spar portion in an outboard portion formed by merged spar caps, wherein the seperate spar caps are not bonded to the blade along substantially their entire lengths, and wherein the single spar portion of the longitudinal spar is entirely bonded in a forward section of the blade adjacent the leading edge of the blade and position to support high edhewise moments resulting from the weight. 6. The rotor of claim 1, further comprising a trailing edge spar extending from the trailing edge of the blade at an inboard portion of the blade to the tip of the blade, a rearward edge of the trailing edge spar adjacent the trailing edge of the blade, the trailing edge spar having a tapered proximal end portion and a tapered distal end portion. 7. The rotor of claim 1, further comprising a trailing edge tip extension extending from a selected point at an outboard portion of the blade to the tip of the blade, a leading edge of the trailing edge tip extension extending rearward from the trailing edge of the blade, and wherein a chord extending through the leading edge tip extension and the trailing edge tip extension is greater than a chord at any other portion of the blade, to thereby increase stability of the blade when advancing to a greater degree than a decreased stability of the blade formed when retreating. 8. The rotor of claim 1, further comprising: a trailing edge tip extension extending from a selected point at an outboard portion of the blade to the tip of the blade, a leading edge of the trailing edge tip extension extending rearward from the trailing edge of the blade; and a trailing edge spar exteding from the trailing edge of the blade at an inboard portion of the blade to the tip of the blade, a rearward edge of the trailing edge spar adjacent the trailing edge of the blade. 9. The rotor of claim 8, wherein a width of the trailing edge spar is tapered from the inboard portion of the blade to an outer portion of the blade. 10. The rotor of claim 1, further comprising a trailing edge tip extension extending from a selected point at an outboard portion of the blade to the tip of the blade, a leading edge of the trailing edge tip extension extending rearward from the trailing edge of the blade, and wherein an aerodynamic center of pressure for the blade is positioned further toward the trailing edge of the blade and further from the dynamic center of gravity twist axis than the blade without the trailing edge tip extension, and wherein the aerodynamic center of pressure pf the retreating blade in normal cruise flight is aft of a mid point of a chord due to the high reverse airflow of high-mu flight. 11. A rotor for rotary wing aircraft including a blade having a leading edge and a trailing edge, the rotor comprising: a leading edge tip extension at a tip of the blade; and a weight within the leading edge tip extension, the entire weight substantially positioned forward of the leading edge of the blade. 12. A rotor for rotary wing aircraft including a blade having a leading edge and a trailing edge, the rotor comprising: a leading edge tip extension at a tip of the blade; a weight within the leading edge tip extension, at least part of the weight positioned forward of the leading edge of the blade; and a longitudinal spar extending from a rotor axis of rotation, the spar including a pair of separate spar caps in an inboard portion and a single spar portion in an outboard portion formed by merged spar caps, wherein the separate spar caps are not bonded to the blade along substantially their entire lengths, wherein the single spar portion of the longitudinal spar is entirely bonded in a forward section of the blade, and wherein the spar caps merge with one another to form the single portion of the spar at a position approximately coinciding with a point along a line extending from the blade dynamic center of gravity to the axis of rotation. 13. A rotor for rotary wing aircraft including a blade having a leading edge and a trailing edge, the rotor comprising: a leading edge tip extension at a tip of the blade; a weight within the leading edge tip extension, at least part of the weight positioned forward of the leading edge of the blade; a trailing edge tip extension extending from a selected point at an outboard portion of the blade to the tip of the blade, a leading edge of the trailing edge tip extension extending rearward from the trailing edge of the blade; and a trailing edge spar extending from the trailing edge of the blade at an inboard portion of the blade to the tip of the blade, a rearward edge of the trailing edge spar adjacent the trailing edge of the blade, and wherein the trailing edge spar separates into a pair of spar members at an outboard portion of the blade adjacent the trailing edge tip extension, one of the spar members extending to the tip of the blade adjacent an upper surface of the blade and another of the spar members extending to the tip of the blade adjacent a lower surface of the blade. 14. A rotor for rotary wing aircraft including a blade having a leading edge and a trailing edge, the rotor comprising: an outboard portion having a leading edge tip extension positioned forward of the leading edge of the blade having an apex that is forward of a leading edge of an inboard portion of the blade; a weight in the leading edge tip extension, substantially all of the weight being located on a line forward of the leading edge of the inboard portion; a trailing edge tip extension opposite the leading edge extension in the outboard portion extending rearward from a trailing edge of the inboard portion of the blade; and wherein a chord passing thru the apex and the trailing edge extension is greater in length than any other chords of the rotor. 15. The rotor of claim 14, wherein the leading edge extension is triangular in configuration, having inboard and outboard edges that converge to the apex. 16. The rotor of claim 14, wherein lengthwise spans of the leading edge extension and the trailing edge extension are substantially less than a span of the rotor for an axis of rotation. 17. The rotor of claim 14, wherein lengthwise span of the leading edge extension is less than that of the trailing edge extension. 18. The rotor of claim 14, wherein the trailing edge tip extension has a rearward edge that is aft of the trailing edge of the blade. 19. The rotor of claim 14, further comprising a longitudinal spar extending from a rotor axis of rotation, the spar including a pair of separate spar caps in an inboard portion and a single spar portion in an outboard portion formed by merged spar caps, wherein the separate spar caps are not bonded to the blade along substantially their entire lengths, and wherein the single spar portion of the longitudinal spar is entirely bonded in a forward section of the blade. 20. The rotor of claim 14, wherein an aerodynamic center of pressure for the blade is positioned further toward the trailing edge of the blade and further from the dynamic center of gravity twist axis than the blade without the trailing edge tip extension, and wherein the aerodynamic center of pressure of a retreating blade in normal cruise flight is aft of a midpoint of a chord due to the high reverse airflow of high-mu flight. 21. The rotor of claim 14, further comprising a trailing edge spar extending from the trailing edge of the blade at an inboard portion of the blade to the tip of the blade, a rearward edge of the trailing edge spar adjacent the trailing edge of the blade. 22. The rotor of claim 21, wherein a width of the trailing edge spar is tapered from the inboard portion of the blade to an outer portion of the blade. 23. The rotor of claim 21, wherein the trailing edge spar separates into a pair of spar members at an outboard portion of the blade adjacent the trailing edge tip extension, one of the spar members extending to the tip of the blade adjacent an upper surface of the blade and another of the spar members extending to the tip of the blade adjacent a lower surface of the blade. 24. A rotor for rotary wing aircraft including a blade having a leading edge, a trailing edge, and an axis of rotation, the rotor comprising: an outboard portion having a leading edge tip extension positioned forward of the leading edge of the blade having an apex that is forward of a leading edge of an inboard portion of the blade; a weight in the leading edge tip extension, substantially all of the weight being located on a line forward of the leading edge of the inboard portion; a trailing edge tip extension opposite the leading edge extension in the outboard portion extending rearward from a trailing edge of the inboard portion of the blade; a longitudinal spar extending from the rotor axis of rotation, the spar including a pair of separate spar caps in an inboard portion and a single spar portion in an outboard portion formed by merged spar caps, wherein the separate spar caps are not bonded to the blade along substantially their entire lengths, and wherein the single spar portion of the longitudinal spar is entirely bonded in a forward section of the blade; wherein a chord passing thru the apex and the trailing edge extension is greater in length than any other chords of the rotor; wherein lengthwise spans of the leading edge extension and the trailing edge extension are substantially less than a span of the rotor for the axis of rotation; wherein an aerodynamic center of pressure for the blade is positioned further toward the trailing edge of the blade and further from the dynamic center of gravity twist axis than the blade without the trailing edge tip extension; and wherein the aerodynamic center of pressure of a retreating blade in normal cruise flight is aft of a midpoint of a chord due to the high reverse airflow of high-mu flight.