![]() It works like a motorbike throttle, but if you’re a biker, be careful, as it works in the opposite direction from what you’ll be used to! Since more power is needed to climb, there is a twist-grip throttle on the end of the collective, so that it can be opened to climb and closed to descend. If you raise it, the helicopter climbs if you lower it, the machine descends. It controls the height of the helicopter by altering the pitch of all the rotor blades collectively, hence the name. The collective, or lever, is on each pilot’s left side, looking something like the handbrake in a car. But believe me, both cyclic types are identical in all but looks, and it isn’t something worth worrying about. ![]() You will possibly hear people say that one is better than the other, or that they don’t like the Robinson design, or something similar. The important point is that the two designs work in the same way, and it makes very little difference which one you have. I’ve heard different reasons given for the Robinson design, but it’s not something we need to consider here. However, in the commonly used Robinson R22 and R44, there is one cyclic control between the two pilots’ seats, with a T-bar on the top, so that it can be used from either side. In most helicopters, the cyclic is placed vertically in front of each pilot. The next thing we need to look at is the design of the cyclic you are using. But don’t be alarmed practice makes perfect, and you will soon learn the amount of movement that is required. You quickly end up with what is known as ‘pilot induced oscillations that is, the helicopter starts swinging gently forward and back or from side to side, until your instructor takes over and sorts things out. It is very easy to move the cyclic too much, then realize what’s happened and move it too far in the opposite direction. One is that stick movements need to be very small. This sounds quite easy, but there’s a little more to it than this, and there are a few other important points to mention. To put it rather simplistically, you move the cyclic the way you want the helicopter to go. ![]() Moving the cyclic laterally will make the helicopter turn. Pulling back on the cyclic will cause the aircraft to pitch nose up, climb, and slow down. Therefore, if you move the cyclic forward, the helicopter will pitch nose down It will also descend and increase in speed – more about that later. ![]() The rotor disc is attached to the helicopter fuselage, so where the disc goes, obviously the aircraft will have to follow. The movement of the cyclic alters the tilt of the rotor disc, which is the hypothetical disc the rotors make when they are turning. The cyclic – sometimes called the stick – controls the altitude and airspeed of the helicopter. There are three main helicopter controls: So we will go over each of the controls in turn, before looking at how you use them for basic flying maneuvers. But before you can learn to fly a helicopter, you need to know what the controls are and how they work. MAXWELL Scientific Publication Corp.Helicopter flight controls are somewhat different from fixed-wing controls, although not all that different. This article is distributed under the terms of the Creative Commons Attribution 4.0 International License ( ), which permits unrestricted use, distribution, and reproduction in any medium, provided you give appropriate credit to the original author(s) and the source, provide a link to the Creative Commons license, and indicate if changes were made. Keywords:Ĭrash, aircraft, aerospace, finite element analysis, impact, 63 milliseconds, thus it can be concluded that the survivability aspect of the pilot is fatal when compared to other published works. From the result, it was found that the maximum acceleration of the Nuri pilot seat was 584.4g at 19. The pilot survivability was determined by comparing the result with human tolerance criteria data available in other published works. ![]() In this study, a vertical crash event of the Nuri pilot seat from 500 feet altitude was simulated and the maximum acceleration rate was determined using MSC PATRAN/LS-DYNA. However, the shock or maximum acceleration of the cockpit/pilot seat has to be first determined before a thorough design scheme can be undertaken. Utilization of an energy absorbing pilot seat or cockpit structure maybe one of the approaches to minimize the impact shock exerted to the occupants. The pilot survivability rate can be improved provided that the vertical impact loading on the helicopter is reduced during the crash accident. However, there were Nuri helicopter crashes or accident cases reported during its operation period which involved loss of its occupants. It is mainly used for transportation, combat search and rescue purposes. Sikorsky S-61 or better known as “Nuri” had served the Malaysian aviation sector for the past four decades. ![]()
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