Lite Machines 110 Manual

Acknowledgments
We thank all of those people who helped make Lite Machines Corporation and the
Model 110™ helicopter possible, including our good friend Paul Klusman. The Model
110 Construction Manual and Operator’s Guide were developed and computer
illustrated by Paul Klusman: engineer, test pilot and helicopter guru. We especially
thank Mom and Dad - without their help and constant encouragement we could not
have done this.
David and Paul Arlton
Lite Machines Corporation
Purdue Research Park
1291 Cumberland Avenue
West Lafayette, IN 47906
Tel: [phone]
Fax: [phone]
USA
PATENT
NOTICE
Most aspects of the Lite Machines Model 110 helicopter including, but not limited to,
the main rotor, main rotor blades, tail rotor, tail rotor blades, Arlton Subrotor™
stabilizer, Arlton Gyro™ stabilizer, swashplate, fuselage structure and configuration,
radio installation configuration, landing gear, and drive train are either patented (U.S.
5305968, 5597138, 5609312, 5628620, 5749540, 5836545, 5879131, 5906476;
Australia 681287, 686883; Europe 95918276.7-2312, 95932305.6-2312,
96928019.7; France 0605656; Germany 69221307.4; U.K. 0605656), patent
pending or patent applied-for in the United States and in other counties. For
information concerning patents and licensing, please contact Lite Machines
Corporation.
© Copyright Lite Machines Corporation, 1994-1999. All rights reserved.
Revision VP8.2 0699
Operator's Guide Acknowledgments
LITE MACHINES

TABLE OF CONTENTS
Model Helicopter Safety
Model Helicopter Safety 1-1
Fuel Safety .................1-1
Flight Safety.................1-2
General Safety ...............1-3
Learning to Fly
Learning to Fly 2-1
Helicopter Controls .............2-1
Training Gear ................2-4
Blade Tracking ...............2-5
Dynamic Balancing .............2-6
Neutral Stability ...............2-6
Stability, Control Power and Climb
Performance ...............2-7
Adjusting Main Rotor Blade Pitch ......2-8
Learning to Hover ..............2-8
Learning the Left Stick ...........2-10
Adjusting the Arlton GyroÔStabilizer....2-11
Tail Swing and Revo Mix ..........2-11
Learning the Right Stick...........2-12
Translational Lift ..............2-15
Circles....................2-16
Figure 8’s ..................2-17
Descending from Altitude ..........2-18
Landings ..................2-18
Engine Operation
Engine Operation 3-1
Fuel Mixture and Compression .......3-1
Breaking-In a New Engine .........3-2
General Operating Considerations .....3-3
Engine Starting Summary..........3-3
Preferred Engine Starting Procedure ....3-4
Alternate Starting Method..........3-7
Adjusting Fuel Mixture and Compression . . 3-9
Operator's Guide TABLE OF CONTENTS
LITE MACHINES

Inspecting SpiraLite Speed Glow Plugs .....3-10
Fuel Contamination ...............3-11
Synthetic Oils ..................3-11
Electric Starter Effect on Glow Plug .......3-12
Engine Trouble-Shooting ............3-13
Zen and the Art of Helicopter Maintenance
Zen and the Art of
Helicopter Maintenance 4-1
General Maintenance ..............4-1
Engine Maintenance ..............4-1
Radio Maintenance ...............4-2
Main Rotor Maintenance ............4-2
Tail Rotor and Arlton Gyro Maintenance ....4-3
Power Train Maintenance ............4-3
Field Equipment Maintenance..........4-3
Making Repairs with Fast Glass.........4-3
Making Repairs with CA and Baking Soda . . . 4-4
Fixing a Bent Tail Boom .............4-5
Straightening a Bent Main Shaft ........4-5
How Helicopters Work
How Helicopters Work 5-1
Introduction ...................5-1
Background and History.............5-2
Standard Helicopter Configuration .......5-2
Main Rotor Control ...............5-3
Main Rotor Stability ...............5-6
Retreating-Blade Stall ..............5-7
Anti-Torque Systems ..............5-8
Gyro Stabilizers .................5-8
Specifications, Model 110
Specifications,
Model 110 6-1
General .....................6-1
Main Rotor....................6-1
Tail Rotor ....................6-2
Engine/Transmission ..............6-2
Operator's Guide TABLE OF CONTENTS
LITE MACHINES

Model Helicopter Safety
This section contains important safety information regarding proper handling of
model-engine fuel and operation of the Lite Machines Model 110 helicopter.
Fuel Safety
1. Use ONLY commercial fuel developed for model engine use. NEVER USE
GASOLINE, DIESEL, OR ANY OTHER FUEL! These fuels will ruin model
engines, and can explode and burn causing injury to YOU and OTHERS.
2. DO NOT OPERATE MODEL ENGINES INDOORS! Hot engine parts and
exhaust could ignite carpeting, drapery or furniture. Engine exhaust also
contains large amounts of unburned oil that will soil interior furnishings.
3. Never fuel or prime with the glow-plug battery connected to the engine. Sparks
from the electrical connection could start a fuel fire.
4. Never fuel, prime, or operate your model while smoking.
5. Store fuel in a cool dry place protected from sunlight and from potential ignition
sources (anything burning, or anything that could start a fire if exposed to fuel
such as shorting or sparking battery terminals or the furnace in your home).
6. Remove excess fuel from your model with a cloth after refueling or priming. Raw
fuel can damage paint and is a potential fire source.
7. Do not store fuel in your model.
8. Fuel is poisonous and can cause death or blindness if swallowed. If swallowed,
induce vomiting and call for medical assistance immediately.
9. Fuel is an eye irritant. In case of contact with eyes, flush thoroughly with water.
10. Raw fuel will damage certain types of plastic. Prescription plastic lenses and the
clear plastic commonly used on radio transmitter meters will be damaged if
exposed to raw fuel (such as droplets sprayed from the engine during starting).
Wipe off immediately using spray window cleaner.
IF FIRE SHOULD OCCUR:
1. Model fuel burns with a nearly INVISIBLE FLAME, BE VERY CAREFUL!
2. Use a fire extinguisher, or smother fire with a CLEAN, heavy cloth. If fire persists,
GET AWAY! Better to lose the model than risk severe burns.
Operator's Guide Model Helicopter Safety
LITE MACHINES 1-1

Flight Safety
1. ALWAYS WEAR APPROPRIATE EYE PROTECTION WHEN OPERATING
YOUR MODEL. Fuel droplets, loose parts, and airborne debris ejected from your
model could cause serious injury or blindness. Select comfortable, well-fitting
eye wear with high-impact resistance such as shop glasses. Prescription
glasses made of glass are dangerous because they could shatter if struck
sharply.
2. ALWAYS WEAR APPROPRIATE HEARING PROTECTION WHEN
OPERATING YOUR ENGINE. Many car, airplane and helicopter modelers
ignore the sound produced by the engines on their models. High volumes and
high frequencies produced by model engines can damage hearing. This damage
can be cumulative. Ear-phone and ear-plug style hearing protectors (sold in
sporting goods stores in the gun section) are inexpensive and effective at
reducing the most damaging and annoying qualities of engine sound. Once your
model is started and flying, hearing protection is usually not necessary.
3. NEVER STAND OR PLACE YOUR EYES OR FACE IN-LINE WITH ROTATING
MAIN ROTOR OR TAIL ROTOR BLADES. Loose parts or debris thrown outward
from rotating rotors could cause injury or blindness.
4. NEVER, EVER FLY NEAR OR OVER PEOPLE. Always keep your model at a
safe distance from yourself and spectators.
5. Use only those model engines designed specifically for the Model 110 helicopter.
Use of more powerful engines (such as racing engines) is potentially dangerous
and will void all warranties.
6. Do not use fuel containing more than 35% nitromethane. The added power and
heat of high nitro fuels can damage both the engine and your model.
7. Never allow main rotor speed to exceed 2000 RPM (as by operating with blade
pitch set too low, or using a high powered engine with high nitro fuel). Rotor parts
could separate from the rotor head and cause serious injury or property damage.
Very high speeds can also damage the engine.
8. Fly only at approved flying fields or in open areas away from people and property.
Do not fly in residential areas.
9. Before turning on your radio, ensure that your radio frequency is not already in
use. Flying clubs have organized frequency sharing procedures.
10. Range check your radio prior to the first flight of each day. If your range check is
lower than normal, do not fly.
11. Prior to the first flight of each day, check all mechanics for smooth, unobstructed
operation. Before the main rotors reach flying speed, gently move all flight
controls and confirm proper function. Do not fly if anything is out of the ordinary.
12. Check for hidden damage after crashing, and replace any damaged
components.
13. Beginners should have the main rotors tracked, and model adjusted for flight by
an experienced modeler.
Operator's Guide Model Helicopter Safety
1-2 LITE MACHINES

General Safety
1. Periodically check tightness off all bolts, nuts, set screws and pins. Loose parts
could be ejected from your model causing injury, or causing the model to crash.
2. Replace broken or worn components with original parts only. It is important to
locate and understand the cause of failure (including pilot error) to prevent
recurring problems.
3. Never modify any part of the main rotor or tail rotor systems or drive train.
Modifications could lead to part failure.
4. Always replace the main and tail rotor blades in sets if damaged.
5. Do not store your model in direct sunlight. Prolonged exposure to ultraviolet light
can weaken some types of plastics.
6. When flying in very cold conditions be aware that metals and plastics (even
flexible ones) can become brittle and break or shatter.
7. Keep your model, radio and field equipment clean and in good repair. While
cleaning and maintaining your model you can often find and fix potential
problems before they occur (such as loose or damaged parts).
Operator's Guide Model Helicopter Safety
LITE MACHINES 1-3

Learning to Fly
This section describes the various flight controls of the Lite Machines Model 110
helicopter, and a step by step process for learning how to fly. Although it is possible to
learn to fly on your own, we suggest finding an experienced modeler to help. An
experienced model helicopter pilot can help start and tune the engine, trim out the
controls, track the rotor blades and “copilot” your Model 110 helicopter while you are
learning to fly. You will learn more quickly, and enjoy the process more with a little
tutoring. Computerized flight simulators are also an excellent way to gain flight
experience without risking your model.
Model flying clubs are a good source of information, and many have flight instructors.
Videos, how-to books and magazines also cover the subject in varying degrees of
detail from nervous beginner to pompous expert. If possible, spend time with others
involved in the hobby to see what equipment they use and what advice they may have
to offer. Note that “advice” can be highly subjective (especially when it comes to radio
controlled model helicopters), so talk to several individuals. Also join the Academy of
Model Aeronautics (AMA). The AMA provides services to modelers, and insurance in
case of accidents or injury.
Helicopter Controls
To fly the Model 110 you must first understand the function of each flight control. Fig.
2-1 illustrates the flight motions produced with the right (cyclic) stick on the
transmitter. The right stick tips the rotating main rotor in the direction of the stick
motion and controls the direction of horizontal flight. Moving the stick left and right
tips the main rotor left and right (like aileron control on an airplane). Moving the stick
forward and backward (up and down) tips the main rotor forward and backward (like
the elevator control on an airplane).
When first learning to use the right stick, it is helpful to think of it linked to an imaginary
control stick mounted vertically on top of the main rotor. As you push the transmitter
stick forward, you also push the imaginary control stick forward and tip the main rotor
forward. Imagine the same for backward, left and right.
Fig. 2-2 shows the effect of moving the left stick on the transmitter. The left stick
controls the tail rotor and throttle. Moving the left stick to the left and right changes the
pitch of the tail rotor blades causing the Model 110 to rotate to the left or right (like
steering a car). Note that the left stick rotates the NOSE to the left and right. Always
concentrate on the NOSE when using the left stick to turn. You will become confused
if you watch the tail rotor. As shown in the lower half of Fig. 2-2, moving the left stick
up and down increases or decreases engine speed causing the Model 110 to climb or
descend.
Operator's Guide Learning to Fly
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Operator's Guide Learning to Fly
2-2 LITE MACHINES
Note: Fully extend
transmitter antenna
before flying! Left cyclic
(left roll) Right cyclic
(right roll)
Left cyclic
Right cyclic
Forward cyclic
(nose down)
Aft cyclic
(nose up)
Forward
cyclic
Aft cyclic
Figure 2-1.

Operator's Guide Learning to Fly
LITE MACHINES 2-3
Note: fully extend
transmitter antenna
before flying! Left tail - rotor
(nose moves left)
Right tail - rotor
(nose moves right)
Right tail - rotor
Left tail - rotor
High throttle
(up)
High throttle
Low throttle
Low throttle
(down)
Figure 2-2.

Model airplane fliers commonly hold their transmitter so that only their thumbs touch the
transmitter sticks. When flying with thumbs, it is easy to unintentionally mix controls by
moving the right stick upward and to the right, and the left stick upward and to the left. To
control your helicopter more accurately, hold the control sticks with your thumb and
index fingers. It helps to support the transmitter with a neck strap to take the weight off of
your hands.
Hint: See the How Helicopters Work section of this Operator’s Guide if you are interested
in more technical information on helicopter controls.
Training Gear
Training gear consists of two light wooden dowels attached to the landing gear with
rubber bands as shown in Fig. 2-3. Training gear helps prevent tip-overs, and also
slows down control response. Use training gear while learning to hover. Cross two
1/4" x 24" (6mm x 61cm) wood dowels to form an “X”, and attach the dowels with
rubber bands at the base of each landing gear strut. Glue Ping-Pong balls to the ends
of the dowels with thick CA to prevent the dowels from abruptly catching the ground.
Operator's Guide Learning to Fly
2-4 LITE MACHINES
Attach with
rubber-bands
Ping-Pong
balls
1/4” x 24”
wood dowels
Figure 2-3.

Note: If the dowels are too long or too heavy the Model 110 will appear unstable in flight.
This is caused by the heavy dowels swinging under the fuselage on the thin wire
landing gear. Reduce the size or length of the dowels if this happens.
Blade Tracking
For the Model 110 to fly properly, both main rotor blades must operate at the same
pitch angle. If they are not at the same angle, one blade will fly higher than the other
causing an imbalance and vibration. This vibration absorbs engine power and can
damage the helicopter. This section describes a procedure for accurately setting
main rotor blade pitch (blade tracking) while the engine is running so that both blades
fly at the same level.
Operator's Guide Learning to Fly
LITE MACHINES 2-5
Blades in track - no vibration
Blades out of track - noticeable vibration
Low blade: High blade:
Pitch angle
too low
Pitch angle
too high
Tracking tape
Figure 2-4.

To determine which blade is flying higher, stick 1/4" (6mm) wide pieces of highly
visible tape (tracking tape) onto each blade. Locate the tape near the tip of one
blade, and about an inch (25mm) from the tip of the other blade. Don’t worry about
causing an imbalance; you will remove the tape when the blades are tracked.
Start the engine as outlined in the Preferred Engine Starting Procedure section of this
Operator’s Guide. Once the engine is running properly, open the throttle until your
Model 110 helicopter is just about to lift off (or to about half throttle if your Model 110 is
weighed down). Look at the tips of the rotating rotor blades (but never place your
eyes or face in-line with the blades). If you see two blade images as shown in the
bottom of Fig. 2-4, then the blades are out of track (one blade is flying higher than the
other).
Note: Before starting the engine, make sure that all radio and starting equipment batteries
are completely charged as per the manufacturer’s instructions. It is especially
important that the transmitter and receiver batteries are charged. If the radio
batteries die while you are flying, you will lose control and crash.
As the main rotor spins, look at the tracking tape and note which blade is flying higher.
Adjust the length of the two mixing-arm/swashplate pushrods to increase the pitch of
the low blade and decrease the pitch of the high blade. Remember that if you
decrease the length of one of the pushrods, you must increase the length of the
opposite one by the same amount to keep the linkages from binding. When the
blades track properly, remove the tracking tape.
Dynamic Balancing
If the main rotor blades are tracking properly, but the helicopter still vibrates
noticeably, it may be that the main rotor is not properly balanced. Luckily, it is
possible to dynamically balance the main rotor at the field without removing it from
the helicopter. To do so, stick a small piece of blade balancing tape to one of the main
rotor blades and run the main rotor at flight speed. If the vibration level decreases, the
extra weight of the trim tape is helping to balance the main rotor. If the vibration
increases then remove the tape, stick it to the opposite blade and spin the main rotor
again. Try different sizes of trim tape until you find one that minimizes the vibration.
Repeat this procedure for the Arlton Subrotor stabilizer.
Neutral Stability
Helicopters are fascinating in their ability to hover and fly in any direction. By their
nature, however, they are not positively stable. At best, they are neutrally stable. The
concepts of positive stability and neutral stability can be illustrated by placing a
marble in a cereal bowl and another on a table top.
Operator's Guide Learning to Fly
2-6 LITE MACHINES

If you nudge the marble in the bowl with your finger, it will roll back and forth and
finally come to rest where it started in the center of the bowl. This is positive stability;
the marble always ends up where it started. If, on the other hand, you push the marble
on the table, it will continue to roll until you stop it. It will then sit still until you push it
again. This is neutral stability; the marble stays put until pushed, and keeps moving
until stopped.
Helicopters are somewhat like the marble on the table. When correctly trimmed they
tend to remain in one spot until moved, and tend to keep moving until stopped. Unlike
the marble example, however, helicopters vibrate and fly in air that is always swirling
and rolling. As a result they do not stay in one place for very long, and require
constant small control inputs to hover over a spot on the ground. The marble on the
table would act more like a helicopter if a friend of yours shook the table and tilted it
back and forth. You would have to constantly push the marble from different
directions to keep it in one spot.
Big, heavy things (like luxury cars, or larger helicopters) tend to move more slowly
and smoothly than small, light things. This is called the “Cadillac” effect (a Cadillac
being a big, luxury car). As a small, light helicopter, the Model 110 responds to air
disturbances more quickly than larger helicopters, and so bounces around more in
the wind. The Model 110 is more like a compact car than a luxury car.
Stability, Control Power and Climb Performance
The flight stability and control power of the Model 110 are affected by the rotational
speed of the main rotor. At high rotor speeds, the main rotor blades generate high
gyroscopic forces that stabilize the main rotor, and minimize the effects of
disturbances such as wind gusts. The rotor blades can also generate the high
aerodynamic (air) forces needed to forcefully push the Model 110 around when the
pilot moves the controls. On fixed-pitch helicopters such as the Model 110, the pitch
of the main rotor blades determines the operating speed of the main rotor, and so
directly affects stability, control power, and climb performance.
High blade pitch generally improves climb performance, but reduces stability and
control power in hover. This is because rotor blades operating at a high pitch angle
produce high lift at a relatively low rotor speed. At the low rotor speeds needed to
hover, the rotor blades do not generate the gyroscopic forces needed for solid
stability, or the aerodynamic forces need for snappy control. Low blade pitch, on the
other hand, increases rotor speed and stability, but reduces climb performance.
The main rotor system on the Model 110 is designed to generate high lift with very
little engine power. High lift is required to fly on hot days and at high elevations where
air density is low. When flying at low elevations (especially near sea level where air
density is high) and with high blade pitch, the Model 110 may leave the ground
without adequate rotor speed for acceptable stability and control power.
The usual solution to this problem involves reducing blade pitch or adding weight to
increase rotor speed. Generally, main rotor blade pitch should be set to the highest
value that provides acceptable stability (usually five degrees when flying near sea
level, and six degrees at higher elevations). If, after adjusting the blade pitch, you
Operator's Guide Learning to Fly
LITE MACHINES 2-7

would like even more control power, try moving the Z-links in the rotor head to the
alternate (inner-most) holes on the pitch plate and mixing arms. This will reduce the
stabilizing input of the Arlton Subrotor stabilizer and increase the control input of the
swashplate to the main rotors (thereby decreasing stability and increasing control
power).
Adding weight to your Model 110 will significantly improve its flying qualities -
especially in windy conditions. Although it may seem odd to purposefully add weight
to a flying machine, the additional weight (one to five ounces or 28g to 142g at sea
level) requires a high rotor speed to lift off the ground. This high rotor speed
generates the stability and control power needed to fly in gusting winds.
Adjusting Main Rotor Blade Pitch
The rotor blades on the Model 110 are semi-flexible and naturally vary slightly from
blade to blade. Blade pitch is adjusted by interchanging the blade grips that hold the
blades to the rotor head. Blade grips are available in even numbered two-degree
increments (such as four-grips and six-grips). Odd-numbered grips are not available.
The Model 110 generally climbs best with a six-grip on each blade. Six grips increase
natural blade pitch by six degrees, and are identified by six raised dots on the top of
the grips. The Model 110 is generally more stable and controllable with the blades
pitched to five degrees.
To change blade pitch from six degrees to five degrees, remove ONE six-grip and
install a four-grip (four raised dots). After adjusting the mixing-arm/swashplate
pushrods so that the blades have equal pitch (that is, after re-tracking the blades),
each blade will be pitched five degrees. Note that re-tracking the blades usually
requires two complete turns of the pushrod ball-links for a one degree change in
blade pitch.
WARNING: Be careful not to reduce blade pitch so much that the main rotor exceeds its maximum
rated speed since excessive speed could damage the main rotor or the engine. When
flying at low elevations (near sea level), or when using low blade pitch (such as two
four-grips), use a fuel with a low (15%) nitromethane content to reduce the maximum
speed of the engine.
Learning to Hover
Fly your Model 110 helicopter only in open areas outdoors away from people and
property such as buildings and cars. The best flying sites when learning to hover are
clean, smooth and hard such as asphalt or concrete. While not as soft as grass, these
surfaces allow the model to skid around just a few inches off the ground. A drawback
of asphalt or concrete is the abundance of abrasive grit kicked up by the rotor wash
Operator's Guide Learning to Fly
2-8 LITE MACHINES

that can be ingested by the engine (you could try sweeping an area clean with a
broom). After mastering the basics of hovering flight, take off from concrete and fly
over long grass. Long grass is much more forgiving than concrete for the occasional
unintended landing.
Learn to fly on days with little or no wind. If there is a slight breeze, point the nose into
the wind as shown in Fig. 2-5. The Model 110 will “weather vane”, actually making it
easier to fly. Keep the nose pointed away from you at all times. When the nose is
pointing toward you, three of the four controls (fore/aft cyclic, left/right cyclic and tail
rotor) are reversed. Nose-in hovering is difficult for beginners, and is typically not
attempted without considerable flying experience.
Do not fly higher than three feet (1 m) at first, and fly far enough away to prevent
hitting yourself if you become confused or something goes wrong. NEVER FLY
CLOSER THAN 15 FEET (5m) TO YOURSELF OR ANYTHING ELSE! If you
become disoriented, pull back on the left stick (throttle) to slow the engine down, and
let your Model 110 settle to the ground. Resist all temptations to “punch” the throttle
to full power and climb higher than three feet (you won’t know how to get down).
Operator's Guide Learning to Fly
LITE MACHINES 2-9
Breeze
Wrong Right
15 ft. (5m) minimum
Figure 2-5.

As you practice hovering, do not become discouraged if you are not immediately
successful. Hovering is one of the most difficult piloting skills to learn, and NOBODY
learns to fly a model helicopter without crashing several times. Most people require
several hours of practice before they can consistently hover over a spot. Flying a
model helicopter is very challenging, and as a consequence, quite rewarding when
you finally get the hang of it.
Hint: Spectators never really know what you are trying to do when you are flying your
helicopter even when you miss your intended landing spot by fifty feet (15 m). If you
wish to impress people, never tell them what you are trying to do, and they will
assume you have everything under control.
Learning the Left Stick
The following describes a step-by-step process for learning to fly your Model 110
helicopter. The process begins with short hops using just the left control stick on the
transmitter. After mastering the left stick, the right stick is added.
Hint: Are the transmitter control sticks comfortable for your fingers? Stick length and
centering tension are adjustable on most transmitters.
Place your Model 110 on the ground with the nose pointing into the wind, and the
engine adjusted and idling. Stand about 15 ft (5m) behind the model, and slightly to
the left or right (review Fig. 2-5 if necessary). Slowly open the throttle (move the left
stick forward) to increase engine speed until the model is light on the skids, but not
actually flying.
Move all controls to see if they work properly. Moving the left stick (tail rotor control) to
the left and right should cause the nose to turn slightly. Moving the right stick (cyclic
control) should cause the main rotor to tilt as previously described.
Concentrating on the left stick, slowly open the throttle until your Model 110 rises into
the air. Pull the left stick back gradually to slow the engine and return to the ground.
Repeat this step until accustomed to the throttle control.
While practicing these hops, notice that the nose tends to turn to the left or the right as
the model lifts into the air. Try moving the left stick in the opposite direction to
compensate. Remember to concentrate on the NOSE when using the left stick to
turn, do not look at the tail rotor. If the nose rotates to the left, push the stick to the
right, and vice-versa. The objective is to keep the nose pointed away from you.
Learning the right stick later will be nearly impossible if the nose turns around toward
you.
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If the nose turns in the same direction on every hop, adjust the trim lever under the left
stick to neutralize the turning tendency. You can also adjust the length of the tail rotor
pushrod by screwing the clevis in or out a few turns (if the nose turns left, shorten the
pushrod; if right, lengthen it). In either case you are slightly changing the pitch of the
tail rotor blades slightly to neutralize the turn.
While learning the left stick, it is helpful to have an experienced flier control the right
stick (this requires a skilled pilot, since beginners often allow the model to turn
nose-in). Agree ahead of time who-does-what in case things get out of control. If your
helper on the right stick becomes disoriented, your helper should tell you
immediately, in which case you should pull back on the throttle and land as quickly as
possible.
Adjusting the Arlton GyroÔStabilizer
The dual-gain Arlton Gyro stabilizer on your Model 110 greatly reduces tail swinging
caused by wind gusts or changes in engine speed. If the tail on your Model 110
helicopter swings excessively with throttle changes, check that all parts of the gyro,
tail rotor blades and spider slider linkages are oiled and move very smoothly. Any
friction or binding will reduce gyro effectiveness. Also make sure that your gyro is set
to maximum gain (use upper pin location on spider slider/gyro spindle).
Excessive tail swinging may also mean that your main rotor system (and
consequently the tail rotor) is rotating too slowly. Even though the Arlton Gyro
stabilizer is quite sensitive, at low speeds the tail rotor cannot produce enough thrust
to keep the tail from swinging. Generally, adding weight to your Model 110 will
increase main rotor speed and tail rotor effectiveness. For more information on
increasing rotor speed, refer to the Stability, Control Power and Climb Performance
section of this Operator’s Guide. In addition, adding weight (like small metal collars)
to your gyro paddles can increase gyro effectiveness at low speeds.
The counterweight bolts on the Model 110 tail rotor blades balance the blades in
flight, and influence the operation of the Arlton Gyro stabilizer. If the gyro is more
effective in one turn direction than in the other, or if the gyro paddles are tilted during
hover, the tail rotor blades may not be properly counter-balanced. Replace the 4-40 x
1/4" bolts with 4-40 x 3/8" bolts or 4-40 x 1/8" setscrews until the gyro rotor spins in a
vertical plane when viewed from behind.
Tail Swing and Revo Mix
The tail rotor of the Model 110 is connected by gears directly to the main rotor. As a
result, the main rotor and tail rotor change speed at the same rate. This means that
changes in engine torque are roughly compensated for by changes in the thrust of the
tail rotor. As long as throttle changes are made slowly and smoothly, the Model 110
will tend to climb and descend without much tail swing.
Operator's Guide Learning to Fly
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The main rotor and tail rotor, however, cannot change speed instantaneously. If you
suddenly increase or decrease the throttle setting, the sudden change in engine
torque will cause the tail to swing. The Arlton Gyro stabilizer will reduce this tail swing
considerably, but not completely.
Radio transmitters designed especially for model helicopters usually have a function
called “Revo Mix” which electronically mixes the throttle control with the tail rotor
control, and automatically adjusts tail rotor blade pitch each time the throttle setting is
changed. Radio transmitters designed for model airplanes do not have this function.
An easy way to simulate Revo Mix on an airplane radio is to manually move the
throttle (left) stick up and to the left or down and to the right when making rapid throttle
changes. Each day before you go flying, look at the throttle stick and repeat to
yourself “up and to the left”, “down and to the right”, “up and to the left”, “down and to
the right” and you will be able to climb and descend without significant tail swing.
Learning the Right Stick
If no one is available to help with the right stick while you concentrate on the left stick,
then allow your Model 110 to wander a few feet during each hop. If it drifts or tilts in a
particular direction on every hop, adjust the appropriate trim levers next to the right
stick in the opposite direction. For example, if it always tilts to the right, move the trim
lever below the right stick to the left. You can also adjust the length of the servo
pushrods controlling the swashplate. In either case, tilt the swashplate OPPOSITE to
the direction of drift. Note that it is impossible to trim any helicopter to sit still in the air.
All helicopters require constant control inputs from the pilot to maintain a stationary
hover.
After mastering altitude and heading control with the left stick, try using the right stick
to hover over a spot. It will be difficult at first, but try to keep the model within a small
area. Concentrate on the TILT of the main rotor disk and not on the motion of the
helicopter body. The tilt of the main rotor controls the motion of the body. If you
concentrate on the motion of the body, your control inputs will always be slightly
behind the tilt of the main rotor and you will not be able to hold a steady hover.
You will notice a slight time lag between right stick control inputs and the resulting
motions of the model as illustrated by Fig. 2-6. Frame 1 shows a helicopter hovering
with the controls neutralized. In Frame 2, a control input tilts the helicopter to the left
producing a small sideward thrust. Note that the helicopter tilts immediately with the
control. In Frame 3, the controls are neutralized and the helicopter starts moving
sideways. In Frame 4, with the controls still neutralized, the helicopter is moving
rapidly.
It takes time to accelerate the Model 110 after the main rotor tilts. Move the right stick
in the desired direction just long enough to tilt the main rotor, then bring the stick back
to neutral. Be patient, and allow the model to accelerate slowly. If you hold the stick
too long, the model will tilt too far, accelerate very quickly and possibly get away from
you.
Operator's Guide Learning to Fly
2-12 LITE MACHINES

Operator's Guide Learning to Fly
LITE MACHINES 2-13
1
2
3
4
Figure 2-6.

Operator's Guide Learning to Fly
2-14 LITE MACHINES
1
2
3
4
Figure 2-7.