EFFECTS OF CONTROLS - V Squared Helicopters

TRAINING OBJECTIVESV² HELICOPTERS 300CBiEXERCISE 1EFFECTS OF CONTROLS• To operate the following flying controls and observe the effects:CYCLIC COLLECTIVE / ANTI-TORQUE PEDALSTHROTTLE• Operate Cyclic Trim, observing the effects –• Operate Control Frictions, observing the effects –In forward flightOn the ground• Display AIRMANSHIP and CONSIDER Threat Error Management(TEM)INTRODUCTION:This exercise introduces you to the helicopter, its controls and their functions intranslational flight. After you have seen the effects of each control, you will beexpected to begin to control the aircraft and make precise changes during fundamentalmanoeuvres.Coordination is the key to helicopter flying. For all control movements try to developa smooth gentle touch. All the controls are light and sensitive.Handing Over/Taking Over: During the flight demonstrations, you will be asked toFollow Through on the controls. It is important not to override your instructor.When the instructor wants you to take hold of the controls he will indicate whichcontrols and say Handing Over. You will take hold of the controls and say TakingOver. The reverse is true when the instructor requires control. NEVER release thecontrol until the instructor has acknowledged Taking Over.These small training helicopters do not have an Auto Pilot installed so someonemust be on the controls at all times.1

V² HELICOPTERS 300CBiPITCH/ROLL/YAWThe helicopter moves around 3 axis: Lateral Axis - PitchLongitudinal Axis- RollVertical Axis- Yaw• Pitch is the movement of the helicopter about the Lateral Axis and iscontrolled by the Cyclic.Cyclic ForwardNose down attitudeCyclic Aft (Back)Nose up attitude• Roll is the movement of the helicopter about the Longitudinal Axis and iscontrolled by the Cyclic.Cyclic RightRoll Right then turnCyclic LeftRoll Left then turn• Yaw is the movement of the helicopter about the Vertical Axis and iscontrolled by the Anti-Torque Pedals.Left PedalYaw LeftRight PedalYaw Right2

V² HELICOPTERS 300CBiANTI-TORQUE PEDALS:EFFECTS OF PRIMARY CONTROLS:Primary Effects:The Anti-torque Pedals control the Tail Rotor. They control the Yaw of thehelicopter about its Vertical Axis and do this by increasing or decreasing the pitchangle of the tail rotor blades and subsequently the thrust. When engine power is variedthe amount of tail rotor thrust developed and tail rotor pitch angle must be changed tomaintain Balance.The primary effect of a change in the pedals is a change in Balance.The Skid Ball is the instrument used to ensure the aircraft is in balanced flight.Some aircraft may also have string attached to the centre of the bubble/windscreen.On the 300CBi it is a single red string and when it points directly up the bubbleduring flight the aircraft is in balance.Secondary Effect:The secondary effect of a large pedal input is a change in RPM and subsequently achange in MAP.Note: Out of balance flight may cause a low airspeed indicator reading.Summary:With left pedal input the aircraft will yaw to the left, RPM and MAP will decrease andIAS will decrease. With right pedal input the aircraft will yaw to the right, RPM willincrease and IAS will decrease.PRIMARY EFFECT SECONDARY EFFECTPEDALINPUTYAW RPM MAP IAS(IndicatedAirspeed)Left Pedal ⇐ ⇓ ⇓ ⇓Right Ped ⇒ ⇑ ⇑ ⇓3

V² HELICOPTERS 300CBiCOLLECTIVE CONTROL:Primary Effects:The Collective Lever controls Power by increasing or decreasing the pitch angle ofthe main rotor blades collectively, thereby increasing or decreasing total rotor thrust.The primary effect of a change in power is a change in altitude.Manifold Pressure-MAP Vertical Speed Indicator-VSI Altimeter (ALT)Measures power in Measures change in altitude Measures heightinches of mercuryabove mean sea levelThe secondary effects are changes in RPM, yaw and attitude.Summary:If the collective is raised, power increases, altitude increases, RPM decreases, theaircraft yaws right, and the attitude pitches nose up. The opposite occurs when thecollective is lowered.COLLECTIVEMOVEMENTPRIMARY EFFECTMAP ALT(Manifold (Altitude)Pressure)SECONDARY EFFECTRPM Attitude YAW(Nose)Collective Up ⇑ ⇑ ⇓ ⇑ ⇒Collective⇓ ⇓ ⇑ ⇓ ⇐Down4

V² HELICOPTERS 300CBiTHROTTLE:Primary Effects:The throttle is used to control RPM. In normal flight the collective/throttlecorrelation should maintain RPM approximately, but some adjustments will have tobe made using the throttle. The collective/throttle correlation works through amechnical linkage so that when the collective is raised the butterfly in the carburettoropens. The throttle is a twist grip type throttle located on the collective and operatesin the opposite sense to a motorcycle.Some modern piston powered helicopters (such as the Robinson R-22) are fittedwith governors, which control the RPM in flight.The primary effect of throttle is RPM.TachometerRPM is measured by the Tachometer (tacho), which shows both Engine RPMand Rotor RPM. In normal powered flight the needles will be superimposed –Rotor RPM in the green & superimposed with the Engine RPM between 2500 &2700 RPMStart uprangePoweredflightSecondary Effects:The secondary effect is a change in Manifold Pressure (MAP) and yaw.Summary:If the throttle is opened RPM increases, Manifold Pressure (MAP) increases and theaircraft yaws right. The reverse occurs when the throttle is closed.PRIMARY EFFECT SECONDARY EFFECTTHROTTLERPMMAP (Manifold YAWMOVEMENTPressure)Throttle Open ⇑ ⇑ ⇒Throttle Close ⇓ ⇓ ⇐5

CYCLIC CONTROL:V² HELICOPTERS 300CBiPrimary Effects:The Cyclic Stick controls the Rotor Disc, which therefore controls the aircraftattitude. The two types of attitude affected by the cyclic are Pitch attitude (fore & aft)and Roll attitude (lateral) – see diagrams page 2.The primary effect of the pitch attitude is to control airspeed.The primary effect of roll attitude is to control heading.Air Speed Indicator (ASI) measures airspeed.Secondary Effect:The secondary outcome of cyclic will affect altitude (height loss or gain) and slightchange in RPM.Summary:If the cyclic stick is moved forward the attitude will change (nose down), airspeedincreases, altitude decreases, and RPM increases slightly. The opposite occurs whenthe cyclic is moved aft.The Primary effect of roll attitude is to control the heading. The Secondary effect isloss of height – altitudeCYCLICMOVEMENTPRIMARY EFFECTATTITUDE(Nose)IAS(IndicatedAirspeed)SECONDARYEFFECTALT RPM(Altitude)Cyclic⇓ ⇑ ⇓ ⇑ForwardCyclic Aft ⇑ ⇓ ⇑ ⇓6

V² HELICOPTERS 300CBiCONCLUSION:CYCLIC controls ATTITUDE, hence SPEED & HEADING.COLLECTIVE controls POWER, hence ALTITUDE.THROTTLE controls RPM.TAIL ROTOR PEDALS control BALANCE.All controls are interrelated therefore SMOOTH COORDINATION of all controlmovements is required.CYCLIC TRIM:EFFECTS OF SECONDARY CONTROLSThe Cyclic Trim is a toggle switch (witches hat) mounted on top of the cyclic whichapplies trim forces to overcome cyclic stick force which occurs at different attitudesand flight configurations. Usually only small adjustments are required. If the cyclic istrimmed properly there should be almost no feedback forces felt through the cyclicduring all phases of flight.CONTROL FRICTIONS:• CYCLIC:• COLLECTIVE:• THROTTLE:One screw knob is located on the lower right side of thePilots Seat (LHS) and another is located at the bottom ofthe cyclic at the lower front of the Pilots seat. They areused for holding the cyclic in a neutral position when thehelicopter is idling on the ground both longitudinally andlaterally. These are not to be used in flight.Located mid-way along of the collective (directly aft ofthe throttle and throttle friction). This is used to hold thecollective down when the helicopter is idling on theground – also used in flight for holding the collective at acertain setting but never fully applied in flightLocated directly aft of the throttle is the throttle friction.Twisting the throttle friction in the same manner as thethrottle activates the friction control, outboard for morefriction, inboard for less. This is used to help tension thethrottle from unwanted movement and to set a particularthrottle setting in flight.7

V² HELICOPTERS 300CBiAIRMANSHIP:• Keep a good lookout do not to bury your head in the cockpit. Attempt to keepeyes outside, just scan instruments and gauges then eyes outside – 90% outside& 10% inside – SCAN TECHNIQUE• Try to relax and keep control movements to a minimum• Remember “Handing Over” & “Taking Over” – Do not relinquish thecontrols until your instructor has confirmed that he is “Taking Over”COMPETENCY STANDARD:At the end of this exercise you should have a basic understanding of the effects of theprimary and secondary controls.LEARNING OUTCOME:At the conclusion of this exercise you will be able to use the primary flight controls tofly the helicopter. In particular you will understand the correct use of the:• Cyclic to maintain attitude;• Collective to maintain and change power and altitude;• Throttle to maintain and change rotor speed• Tail rotor pedals to maintain directional balance.You will learn to use the following ancillary controls correctly:• Fuel shutoff valve to isolate fuel from the engine;• Throttle and collective frictions to retain the controls in a desiredposition;• Clutch switch to engage and disengage the clutch;• Cyclic trim to minimise cyclic forces during start-up and shut-down.The maintenance release and other documentation should be introduced and for thislesson. You should be able to attempt to conduct the checks with instructor guidance.You should be able to remember the entry/departure routes and begin to make assistedradio calls. The instructor should emphasise the need for safety in all aspects of theflight, which in turn should be appreciated by the student.8

V² HELICOPTERS 300CBiINTERRELATIONSHIP WITH COLLECTIVE & THROTTLE.It is important that you understand the elements of the LIFT formula that affect RPMand MAP.LIFT = C L ½Ñ V² SC L = Angle of AttackV² = RPMTherefore if angle of attack is increased, i.e. collective lever is raised, this willincrease lift. If RPM is increased, throttle increase, lift will increase.ProblemCorrective ActionRPMMAPLow & Low Increase ThrottleLow & High Lower CollectiveHigh & High Decrease ThrottleHigh & Low Raise CollectiveRemember in high-powered situations e.g. climbing, with high pitch angle it isESSENTIAL that the RPM is set at top of green band (2700). This will give you anadditional 33% time to get the collective down in the event of an engine failure.Normal cruise RPM set middle of the green band (2600).9

V² HELICOPTERS 300CBiArcherfield Radio ProceduresOutboundDeparting the Airfield:At V² Heli ParkingPilot Archer Ground helicopter ‘Bravo Quebec November’ Hughes 300*,received ‘Bravo’, V² Heli parking, Departure ‘North’, Dual, request taxiCentral Pad.SMC Helicopter ‘Bravo Quebec November’, taxi and hold short of the centralpad contact tower on 123.6 when ready.Pilot Taxi, hold short, central pad, contact tower 123.6, ‘Bravo QuebecNovember’NB. Departure is to be ‘North’ via Walter Taylor Bridge, ‘East’ overhead Gateway Motorway /Pacific Motorway intersection (088M/5.5nm), ‘South’ via track 135M, ‘West’ remaining clear ofparallel circuit.At Central PadPilot Archer Tower ‘Bravo Quebec November’, ready, Central Pad, departureNorthTowerPilot‘Bravo Quebec November’, traffic is a Cessna early downwind 28 right,pass behind that aircraft, Central Pad, Cleared For takeoffPass behind Cessna on downwind, Central Pad, cleared for takeoff, ‘BravoQuebec November’Operations Area Alpha/Bravo:At V² Heli ParkingPilot Archer Ground helicopter ‘Bravo Quebec November’ Hughes 300, received‘Bravo’, V² Heli parking, for operations ‘Area Alpha’, ‘Dual’, request taxi.SMC Helicopter ‘Bravo Quebec November’, taxi and hold short of the centralpad contact tower on 123.6 when ready.Pilot Taxi and hold short of central pad, contact tower 123.6, ‘Bravo QuebecNovember’At Central PadPilotTowerPilotArcher Tower ‘Bravo Quebec November’, ready, Central Pad, operationsArea Alpha‘Bravo Quebec November’ cleared to operate Area Alpha, reportoperations completeOperate area Alpha, Wilco, Bravo Quebec November*Replace Hughes 300 and Call signs with the call sign and type of the machine you are training in10

Inbound CallsArriving at Airfield:V² HELICOPTERS 300CBiAt Reporting pointPilot Archer Tower Helicopter ‘Bravo Quebec November’ Hughes 269, received‘Bravo’, abeam TV towers, 1500’, Inbound Central PadTowerPilotHelicopter ‘Bravo Quebec November’ maintain 1500ft, report CentenaryBridge.Maintain 1500ft, report Centenary Bridge, Bravo Quebec November.Pilot Bravo Quebec November, Centenary Bridge, 1500.TowerPilotPilotTowerPilotMaintain 1500, track direct the field report 2 milesMaintain 1500, track direct, Wilco, Bravo Quebec NovemberBravo Quebec November, 2 miles.Bravo Quebec November, cleared visual approach, Central Pad cleared toland.Cleared visual approach, Central Pad cleared to land, Bravo QuebecNovemberAt Central PadPilot Archer Ground ‘Bravo Quebec November’, request taxi to V² Heli Parking.SMCPilotBravo Quebec November Taxi V² Heli ParkingTaxi V² Heli parking Bravo Quebec November11

Operations Area Alpha/Bravo:V² HELICOPTERS 300CBiPilotArcher Tower, ops complete Area Alpha ‘Bravo Quebec November’Tower ‘Bravo Quebec November’ contact ground 119.9PilotPilotSMCPilot119.9 ‘Bravo Quebec November’Archer ground, Bravo Quebec November Request taxi V² Heli ParkingBravo Quebec November Taxi V² Heli ParkingV² Heli Parking Bravo Quebec NovemberImportant Points:• Always remember the basis for all radio calls are: Position, Height, Intentions• Tower or Ground may inform you of other traffic in the Archerfield zone,remember it is YOUR responsibility to maintain separation from other aircraftand to notify ATC if you lose sight of and aircraft that you have previouslyindicated you have sighted.• If instructed specifically to sight an aircraft then you must responds with“Traffic sighted” or “Traffic NOT sighted”. However if given traffic forinformation only then respond with “Traffic Copied”.• Read AIP GEN 3.4 Para 4.4.1 – 4.23.1 for Read-back requirements• Read AIP GEN 3.4 Para 5.1 - 5.15.6 For Phraseologies12