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3. Pedals (yaw control for co-ordinated flight and trim)
Pedal co-ordination to compensate for all power changes.
POWER CONTROL
1. On a helicopter, both lift and thrust originate from a single source, the main rotor. Therefore, to properly change, or maintain, any desired altitude/airspeed a student should know the appropriate power settings required for the training helicopter. For example a Robinson R22 requires approximately 20 inches of Manifold Pressure (MP) in cruise at 80 knots. To climb or descend at 500 feet per minute, at 80 knots, will take approximately 2 inches MP adjustment to the cruise power setting.
2. Power settings are controlled exactly the same as for visual flight via the collective, and displayed by the torquemeter or manifold pressure gauge. The effects of moving the collective are also identical to visual flight, i.e. when power is added, the nose will pitch up and yaw right in North American rotation. The reverse is true when the collective is lowered.
3. At a given airspeed, specific power settings will determine if the helicopter is climbing, descending, or in level flight. Increasing the power while maintaining a constant airspeed results in a climb, while decreasing the power has the opposite effect.
4. At a constant altitude, the power setting will determine the airspeed. When the power is increased, the nose will have to be eased down to maintain altitude, then the airspeed increases. The reverse applies when power is decreased.
5. Constant altitude and airspeed in level flight are reliant on co-ordination of attitude and power.
When power is adjusted for airspeed or altitude, the helicopter attitude will be affected, the amount and direction depends on the change made or required. Attitude and bank must be adjusted and yaw eliminated to maintain co-ordinated flight.
CONTROL AND PERFORMANCE INSTRUMENTS
The control and performance instruments are grouped as follows:
 

 
Figure 30-1: 
 
1. Control instrument interpretations are made by reference to:
a) attitude indicator; and
b) torquemeter or manifold pressure gauge.
2. Performance instruments display the effects of the control instrument changes on the helicopter flight path by the following instruments:
a) airspeed indicator (ASI);
b) altimeter;
c) vertical speed indicator (VSI);
d) heading indicator or compass, and
e) turn and bank indicator or turn coordinator.
3. Corrections made with reference to the control instruments are made on the basis of information received from the performance instruments.
4. Employments of the control and performance theory apply for all instrument manoeuvres; cyclic (attitude) controls airspeed and collective (power) controls altitude or rate of altitude change. Variation of the attitude in flight has an immediate effect on airspeed and, as a  by-product, a change in altitude. A change in power will have an immediate effect on altitude and a lesser effect on airspeed.
5. The interpretation of the attitude indicator in helicopter flying must also be discussed. The attitude indicator in a helicopter displays fuselage attitude not disc attitude. A helicopter can climb or descend with a nose up, down, or level attitude. The attitude indicator is the only instrument that provides a direct indication of attitude. However, it does not always represent disc attitude and therefore does not accurately display what the helicopter is doing. For example, the attitude indicator may show a nose up attitude, while in reality  the helicopter is descending at 90 knots. The attitude indicator must always be crosschecked with the performance instruments to ensure valid interpretation  of the presented information.
 6. At a constant airspeed, the power setting determines whether the helicopter is climbing, descending, or in level flight. Conversely, if the altitude is held constant, the power and attitude settings will determine whether airspeed is increasing, decreasing, or constant.
　
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