Rotorcraft

Controls
Controls & Commands
Terminologies
Plane of rotation:
A plane formed by the average tip path of the blades is known as the plane of rotation. The plane
of rotation is at a right angle to the axis of rotation.
Axis of rotation:
An imaginary line that passes through a point on which a body rotates is called the axis of
rotation. Its rotation is at a right angle to the plane of rotation.
Disc area (A):
The span length of one blade is used as the radius. The area of the hub in the disc area is not
included since it doesn't make any lift (but is negligible).
The disc area is the total space in the area of the circle formed by the rotating rotor blades.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Flight control components
● Flight control on helicopters is
obtained by changing the
configuration of the main and tail
rotors.
● The lift force is generated by the
blades of the main rotor that are
usually in a number between two
and six.
● To manoeuvre a helicopter three
controls are used; a collective pitch
lever, cyclic pitch stick and yaw
pedals.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Flight control components
Collective pitch lever:

● Movement of the collective pitch lever will increase or decrease the pitch angle of all main rotor
blades, by the same amount and at the same time.
● Increasing the pitch on all main rotor blades will increase the total rotor thrust, and decreasing it will
have the opposite effect.

Cyclic pitch lever:

● The cyclic pitch stick is used to tilt the main rotor disc, forwards, backwards and to the left or the
right, or some combination of these. This will provide a thrust in the direction in which the disc is
tilted, and will cause the helicopter to move in that direction.
● The tilting of the main rotor disc is achieved by independently adjusting the pitch on individual rotor
blades causing them to move upwards or downwards.
● When cyclic pitch inputs are made the main rotor blades will be subject to an increase or decrease in
their pitch angle as they rotate, and so the disc remains tilted in the direction selected by the pilot.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Flight control components
Governor/FADEC controls:

● Modern helicopter engines have a fixed flight idle speed controlled by a fuel governor or computer controlled FADEC.
● Some older helicopters and those below 5700 Kg MTOM weight category have a hand throttle twist grip on the collective
pitch lever.
● In governed or FADEC systems, an increase or decrease in power required is automatically achieved.
● In systems with a hand throttle, the pilot must adjust engine RPM in response to control inputs.
● Governed or FADEC systems are more accurate and relieve the pilot of the workload of maintaining engine and rotor RPM.

Yaw pedals:

● The yaw pedals increase the pitch angle of the tail rotor blades to cancel out torque reaction caused by the main rotor.
● An increase in main rotor collective pitch produces more torque, requiring more thrust from the tail rotor.
● The yaw pedals provide a means to yaw the helicopter (move the nose left or right).
● To yaw against the torque reaction, more pitch is applied to the tail rotor blades.
● To yaw in the same direction as the torque reaction, reduce the tail rotor pitch and allow the helicopter to rotate by the torque
reaction force.
● The helicopter controls are very interactive, for example, an increase in main rotor collective pitch will increase torque and
torque reaction, requiring additional thrust from the tail rotor.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Flight control components
Electronic systems:

● Many helicopters, other than the most basic types, will incorporate electronic systems within the
basic control systems to provide automatic stabilising and, in larger type’s automatic pilot.

Autostab:

● Automatic stabilising systems, sometimes referred to as “autostab”, are used to ensure that the
helicopter remains at a fixed height, heading and speed, regardless of any disturbing influences,
such as wind gusts.
● These systems ensure that the helicopter remains stable, without the need for continuous inputs
from the pilot, thereby reducing pilot workload and fatigue.

Autopilot:

● Many of the larger helicopters have a full autopilot system, where a pre-selected flight plan can be
flown with a minimum of inputs from the pilot, thereby further reducing cockpit workload.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Properties of Flight Controls
Flying control systems are regulated by the FARs, PARTs, and must comply with the following standards:

Sense : The aircraft must move in the direction signified by the control input, e.g. control column back, and pitch
nose-up.

Rigidity: The control system must be strong enough to withstand any operating loads without excessive
distortion, e.g. airloads on the control surfaces (irreversibility).

Stability: The control surfaces must remain where selected by the pilot and must not be affected by signals which
are not self initiated, e.g. vibration and aerodynamic loads.

Safety : Passengers, cargo and loose articles must safeguard the control system against jamming, chafing, and
interference. Guards must therefore be fitted where appropriate to provide the necessary protection.

Fail-Safe : The control system must be duplicated or be capable of manual operation in the event of hydraulic
power failure.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Main Pilot Commands
Cyclic-pitch lever: The cyclic, or "stick," comes out of the
floor of the cockpit and sits between the pilot's legs,
enabling a person to tilt the craft to either side or forward
and backward.

Collective-pitch lever: The collective-pitch lever is

responsible for up-and-down movements. For example,
during takeoff, the pilot uses the collective-pitch lever to
increase the pitch of all the rotor blades by the same
amount.

Foot pedals: A pair of foot pedals controls the tail rotor.

Working the pedals affects which way the helicopter points,
so pushing the right pedal deflects the tail of the helicopter
to the left and the nose to the right; the left pedal turns the
nose to the left.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Cyclic Control
● The cyclic pitch control tilts the main rotor disc by changing the pitch angle of
the rotor blades in their cycle of rotation. When the main rotor disc is tilted, the
horizontal component of lift moves the helicopter in the direction of tilt.
● The rotor disc tilts in the direction that pressure is applied to the cyclic pitch
control. If the cyclic is moved forward, the rotor disc tilts forward; if the cyclic
is moved aft, the disc tilts aft, and so on.
● The tilting of the main rotor disc is achieved by independently adjusting the
pitch on individual rotor blades causing them to move upwards or downwards.
Tip path plane - TPP
The tip path plane, or TPP, is the plane connecting the rotor blade tips as they
rotate.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Cyclic Control

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Main functions of cyclic control
● Cyclic control tilts the rotor disc in the direction that
pressure is applied to the cyclic pitch control.
● Movement of the cyclic stick changes the angle of attack
of the rotor blades.
● Cyclic pitch stick is connected to two push/pull tubes for
fore and aft (pitch) and left/right (roll) movements.
● Yoke assembly allows independent roll and pitch inputs.
● Fore and aft movement transmitted by one push/pull
tube to the control mixing unit.
● Side to side movements operate two push/pull rods in
opposite directions to achieve lateral control.
● Fore and aft pitch movements achieved by only one
main rotor actuator using the fixed or non-rotating
scissors as a datum point.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Collective Control and Pitch Angle
● Collective pitch lever located by the left side of pilot's seat, operated with left
hand
● Changes pitch angle of main rotor blades simultaneously, through mechanical
linkages
● Amount of movement in lever determines amount of blade pitch change
● Adjustable friction control to prevent accidental movement
● Change in pitch angle affects angle of attack and drag on each blade on
each blade, which affects rotor RPM
● To maintain constant rotor RPM, a proportional change in engine power is
required through throttle control or governor

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Throttle, Governor & Correlators
● The function of the Throttle is to regulate engine RPM. If the governor system does not
maintain the desired RPM when the collective is raised or lowered, or if those systems are
not installed, the throttle must be moved manually with the twist grip in order to maintain
RPM.
● Twist the throttle to the left to increase RPM, twist to the right to decrease RPM
● Governor is a sensing device that maintains constant rotor RPM, used in turbine
helicopters and some piston powered ones
● Correlator is a mechanical connection between collective lever and engine throttle,
automatically increases power with collective lever raise and decreases with collective lever
lower
● In piston helicopters, collective pitch is the primary control for manifold pressure and throttle
is the primary control for RPM
● Both collective pitch and throttle influence each other's functions, considered as secondary
control for each other

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

RPM, Manifold Pressure, Throttle & Collective
Both the tachometer (RPM indicator) and the manifold pressure gauge must be
analyzed to determine which control to use.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Swashplates principle
● Swashplate system used to rotate "tip path plane" (TPP) in modern
helicopters
● System consists of upper and lower swashplates
● Lower swashplate remains stationary, upper swashplate rotates with rotor and
stays parallel to lower swashplate
● Cyclic control tilts swashplates to vary blade pitch depending on azimuth
angle
● Increased lift on aft portion of rotor caused by tilting swashplates causes
blades to flap up and TPP to rotate forward
● Forward acceleration imparted to helicopter as thrust rotates forward.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Swashplate Assembly
The swashplate includes a rotating and non-rotating plate, normally referred to as ‘stars’
because of their shape, they may be made from steel, titanium or light alloy, with the
choice of material being dependent upon the inservice loads that the swashplate will
have to withstand.
● The non-rotating star is mounted onto the main rotor gearbox shaft by a large
spherical ball, housed in its centre, sometimes referred to as a ‘uniball’. This ball is
free to run up and down a slider sleeve, fitted around the shaft.
● This non-rotating disc, often referred to as the "stationary star," is attached by a
bearing surface to a second disc, often referred to as the "rotating star," which turns
with the rotor and is mechanically linked to the rotor blade pitch horns.
● The rotating star is fitted to the non-rotating star on a bearing, and so can freely
rotate about it.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Swashplate

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Swashplate description
● The rotating swashplate is mounted to the
stationary swashplate by means of a bearing
and is allowed to rotate with the main rotor mast.
Both swashplates tilt and slide up and down as
one unit. The rotating swashplate is connected
to the pitch horns by the pitch links.
● Collective and cyclic control inputs are
transmitted to the stationary swashplate by
control rods causing it to tilt or to slide vertically.
The pitch links attached from the rotating
swashplate to the pitch horns on the rotor hub
transmit these movements to the blades.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Tail Rotor
● The tail rotor compensates for the
torque produced by the main rotor and
controls the helicopter along the
vertical axis during hover flight.
● Heading control is achieved by
adjusting the pitch angle of the tail rotor
blades using the right and left pedals
(Only Collective).
● The right pedal moves the tail rotor to
the left or a small positive angle, while
the left pedal increases the positive
angle.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Tail Rotor
● In cruising flight, the right pedal moves
the tail rotor to a negative angle or small
positive angle, which does not produce
sufficient thrust to overcome torque
effect.
● The neutral position of the pedals
creates a medium positive angle, which
balances the torque effect during
cruising flight.
● The tail rotor is used to control the
heading of the helicopter while hovering
or making turns, and to counteract the
torque of the main rotor.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

Tail Rotor Control System
Cable systems:

● Majority use push/pull tubes from yaw pedals to cable quadrant.

● Early systems used cable spools with manual control and direct mechanical connection to
the tail rotor.
● Alternative systems used 2 quadrants and hydraulic controls with one being a cable tension
regulator.
● Cables are continuous loop type.

Push/pull tube systems:

● Transfer control inputs directly from yaw pedals to tail rotor control mechanism or actuator
● More difficult to route and have more components, but less possibility of lost motion
compared to cable systems

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

NOTAR® (Bleed Air)
● The most recent yaw control strategy for helicopters
is the NO TAil Rotor (NOTAR) design
● NOTAR was first developed by McDonnell Douglas
in the 1980s and applied to a modified OH-6
Cayuse helicopter
● The NOTAR system uses boundary layer control to
provide anti-torque from the main rotor
● Two circulation control slots run along the starboard
side of the tailboom to produce 70% of the
anti-torque in hovering flight condition
● Directional control is obtained using a rotating
thruster and twin rudders at the end of the tail boom

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

NOTAR® System Circulation Control

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NOTAR®
● In forward flight, the vertical stabilizers provide the majority of anti-torque with
the thruster used for directional control
● The right vertical stabilizer moves under computer control from a gyro that
senses the angular rotations of the aircraft in flight
● The NOTAR assembly is comparable to a conventional tail rotor design and
includes a variable-pitch fan that pressurizes the tailboom with a low pressure
high volume of air, driven by a short shaft from the main engine
● The NOTAR design eliminates the need for a spinning tail rotor, reducing
danger to ground crew and allowing for maneuverability in tight spaces
● The NOTAR design has lower power requirements than conventional tail rotor
designs due to its large screened air inlet to the fan, but for larger helicopters
with tail rotors above the main rotor, the power difference is negligible.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University

NOTAR® Operation
The pilot and co-pilot yaw pedals control both the position of the jet-thruster and the pitch angle of the
ducted fan for anti-torque force, while reducing power drawn from the transmission system.

● The angle of the vertical stabilizers fitted to the rear of the tail boom is also controlled by the yaw
pedals, with a maximum deflection of 29 degrees, which unloads the jet-thruster and ducted fan
during forward flight.
● In hover, the Coanda effect produced by circulation control slots provides the majority of the
anti-torque force, while during forward flight, it's produced by the vertical stabilizers and jet-thruster.
● The ducted fan is driven by the main rotor transmission and provides a flow of low pressure air
through a large diameter hollow tail boom made of composite materials.
● A variable jet-thruster, controlled by the pilot and co-pilot yaw pedals, is mounted at the end of the
tail boom and opens and closes to provide greater or lesser anti-torque force.
● The circulation control slots on the tail boom cause the air flowing in the downwash from the main
rotor to adhere to one side longer than the other, producing a side force to oppose torque reaction,
known as the Coanda effect.

Rotorcraft & Rotorcraft Autopilot Ilayaraja Ramasamy-Srinivas University