Flight Lessons
Flight Maneuver Notes
Takeoff to a Hover
Purpose: To transition from the surface to a stabilized 3-5 foot hover
Pre-takeoff check
No warning lights or horns
Engine and rotor RPM in the green
Gauges in the green
Fuel is sufficient
Right trim is down
Carburetor heat is out of yellow
Clear Left/Right
Clear skids
Slowly Raise Collective
Keep lose grip on the throttle
To allow governor to control RPM
Focus on Point 50-75 feet in front
Help you to avoid over-controlling
Use Pedals/Cyclic to neutralize aircraft movement
Add left pedal to counteract torque
Add left cyclic to counteract translating tendency
Don’t over-control
Continue raising collective only if no movement
Continue to Raise Collective
Don’t allow Rearward/Sideward movement
Dynamic rollover
Tail rotor strike
Lift off should be nice and slow
Don’t jump off the ground
Dynamic rollover
Lift off vertically & levelly
Position w/ Cyclic
Heading w/ Pedals
3-5’ Hover
Too low
Caught skid – dynamic rollover
Too High
Hard landing if engine failure
OGE hover – more power required
Hover check
No warning lights or horns
Engine and rotor RPM in the green
Gauges in the green
Fuel is sufficient
Right trim is down
Carburetor heat is out of yellow
Note hover power
Common Errors
1. Failure to ascend at a suitable rate
2. Failure to recognize and correct for drift
3. Improper heading control
4. Over controlling the flight controls
5. Terminating at an improper altitude
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Do not let aircraft drift or slide!
4. Ensure skids are clear of debris, tie-downs and other obstructions!
5. Student maintain eyes outside of aircraft!
Hover Taxi & Turns
Purpose: To move helicopter forward, sideward, rearward and turn the aircraft while hovering
Stabilized 3-5 foot Hover into Wind
Loose grip on throttle
So governor can work
Move Cyclic Smoothly & Slightly
In desired direction
Look in direction of flight
Slow & smooth inputs only
Minimize over-controlling and pendular action
Adjust Cyclic to keep constant rate
Speed of Normal Walk
Max Forward: 10 kts
Max Lateral/Rearward: 5 kts
Rolling a ball
Use collective to keep constant altitude
3-5 feet AGL
Winds will cause altitude to fluctuate
Left/right pedal turns will affect altitude
Apply Pedal for desired Heading
Small pedal movements to maintain heading
To turn
Check clearance
Apply slight pedal in desired direction
Use Opposite Pedal to keep turn rate constant
360˚ in 15 seconds
Gentle Opposite Pedal to Stop Turn
Cyclic to Control Position & Attitude
When turning, helicopter will tend to drift
To Stop
Opposite Pedal
Common Errors
1. Improper use of controls
2. Failure to maintain a constant rate of turn
3. Failure to maintain a position over the reference point
4. Failure to look in the direction of flight
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control inputs, especially pedals, during the turns!
3. Ensure skids are clear of debis, tie-downs, and other abstructions!
4. Ensure tail and tail rotor is clear prior to applying any pedal input!
5. Ensure student looks in the direction of movement and area is clear from obstacles!
6. Be aware and plan immediate action in the event of a drastic increase or decrease of RPM!
Air Taxi
Purpose: To move helicopter from one point to another that is further away so that hover taxi is not practical
Stabilized 3-5 foot Hover
Pre-Takeoff Check
Clearing Turn
Slight Forward Cyclic
Accelerate Slowly
Hover Power is Takeoff Power
Should Not Need Collective
ETL will cause Nose to Pitch Up
10 -12 KTS
Apply Forward Cyclic to Maintain Attitude
Add Right Pedal to Maintain Heading
Maintain Ground Track
Use lateral cyclic to counteract wind drift
Accelerate to 45 KIAS
Slight aft cyclic to climb to about 25 feet AGL
Lower collective to maintain 45 KIAS
Right pedal
Maintain altitude of 25 feet AGL
Landing Site Approached
Slow down with aft cyclic
Lower collective to prevent ballooning
Right pedal to maintain heading
Enter normal or steep approach as appropriate
Add collective to keep descent under control
Add left pedal
Common Errors
1. Failure to properly trim the helicopter
2. Cross controlling (applying too much pedal and opposite cyclic control)
3. Failure to maintain desired airspeed
4. Failure to hold proper control position to maintain desired ground track
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain)!
Normal Takeoff from a Hover
Purpose: To transition from a hover to a normal climb
Winds
Takeoff into wind if possible
Better climb performance
Pass through ETL sooner
Take off downwind can lead to settling with power
Loss of ETL as airspeed increases
Stabilized 3-5 foot Hover
Pick a point 75 feet ahead as a reference
Pre-Takeoff Check
Clearing Turn
Look for traffic and obstacles
Slight Forward Cyclic
Accelerate Slowly
Especially important on hot days
To avoid settling into ground
Hover Power is Takeoff Power
Should Not Need Collective
Stay below 5 feet AGL
To comply with Height-Velocity Diagram
ETL will cause Nose to Pitch Up
10 -12 KTS
Apply Forward Cyclic to Maintain Attitude
Stay below 5 feet AGL
Keep accelerating to 45 KIAS
Add Right Pedal to Maintain Heading
Due to increased tail rotor effectiveness
Maintain Ground Track with cyclic
Below 50’ AGL – Slip into Wind
Accelerate to 45 KTS
Slight aft cyclic to begin climb
MAP will drop as airspeed is gained
Keep MAP at hover power during climb
Pitch for 60 KTS
Above 50’ AGL – Crab into Wind
Slip Into Wind
Crab Into Wind
Common Errors
1. Improper use of controls
2. Failure to use sufficient power to avoid settling prior to ETL
3. Improper coordination of attitude and power during climb out
4. Failure to maintain climb power and airspeed
5. Drift during climb
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input, special emphasis on the cyclic!
3. Ensure ground track is clear from obstacles!
4. Maintain awareness of surrounding environment (i.e. airport environment, aircraft and terrain). Special emphasis should be on density altitude and gross weight!
5. Be ready to take immediate action in the event the RPM decays or you experience rotor droop!
Quick Stop
Purpose: To quickly bring the helicopter to a stop in order to avoid a collision or abort a takeoff
Entry:
Begin normal takeoff
25’ AGL & 45-60 KTS
Safe airspeed and clearance
Fly into the wind
To avoid sudden loss of ETL
To avoid settling with power
Smoothly Lower Collective
Loose grip in throttle
Allow governor to maintain RPM
Right Pedal
Aft Cyclic
Strings on Horizon
To Prevent Descent
Bleed off airspeed
Maintain altitude
Lower Collective to Prevent Ballooning
Avoid OGE Hover
Ballooning indicates a lack of control
Lower collective or
Less aggressive aft cyclic
Airspeed decreases to ETL
Forward Cyclic to Level ship
Level ship before all airspeed is lost
Tail low hover will cause:
Settling with power
Crash
Add Collective as Helicopter Settles
Add Left Pedal
To counter large increase in torque
Commence a Steep Approach
CAUTION: Settling with Power
Make sure ship is level before doing approach
Stabilized 3-5 foot Hover
Common Errors
1. Improper use of anti-torque controls
2. Improper use of cyclic and collective controls
3. Failure to properly control the rate of deceleration
4. Stopping forward motion in a tail low attitude
5. Failure to maintain safe clearance over terrain
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Pay special attention that the student does not roll the throttle off during the entry portion!
4. Maintain situational awareness as to not let the aircraft descend tail low!
Max Performance Takeoff
Purpose: To clear obstacles on takeoff that we couldn’t clear using a normal take off.
Hazard: Violating the height velocity diagram. Engine failure at any time during this operation will mean a hard landing at best
Clearing Turn
Look for obstacles on the ground and in the air
Land when finished
On the Ground
RPM 75%
MP Limit Chart
Figure out max 5 minute power
Hotter days mean less power available
High altitude means less power available
Magneto Check
PRM 102 – 104%
Pre-Takeoff Check
Clear Skids/Left/Right/Overhead
Choose reference point to maintain ground track
Slowly Raise Collective till Light on Skids
Very important to maintain loose grip on throttle
Allow governor to maintain RPM
Pause & stop Aircraft Movement
Slowly Increase Collective until Max 5 minute Power
Left Pedal to counter extra torque
MAP gauge is slow to react during large changes
Stop raising collective when just below max power
Observe current MAP and adjust as needed
Closely monitor RPM
Low RPM
Terminate Max Performance Takeoff
Recover lost RPM
Increase throttle
Lower collective
Take Off Straight Up
Accelerate to ETL if not able to climb straight up
Once Clear Obstacle
Slowly apply forward cyclic
Accelerate to 60 KTS
Lower Collective to Normal Climb Power
Pitch to maintain 60 kts
Below 50’ AGL – Slip into Wind
Above 50’ AGL – Crab into Wind
Common Errors
1. Failure to consider performance data
2. Improper RPM control
3. Improper use of flight controls
4. Failure to use predetermined power setting establishing attitude and airspeed appropriate for the obstacle(s) to clear
5. Failure to resume normal climb power and airspeed after obstacle clearance
6. Drift during climb
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain)!
4. Be prepared for improper control inputs. Special emphasis on the collective and pedal controls!
5. Special emphasis should be placed on density altitude and gross weight!
6. Be ready to take immediate action in the event the RPM decays or you experience rotor droop!
Running Takeoff
Purpose: Simulating takeoff in a high density altitude environment or high gross weight scenario where not enough power exists to perform a normal takeoff from a hover.
Hazards: Possible dynamic rollover if skids are not straight during ground run. Do not practice this if you don’t have enough power to hover due to unpredictable performance.
Note Hover Power MAP
We will only pull 2 or 3 inches less than that
To simulate the lack of power from
High temperature
High altitude
On Ground
Clear Left/Right
Raise Collective Till Light on Skids
Maintain loose grip on throttle
Allow governor to work
Slight Pedal to Break Traction
Slowly Increase Collective & Forward Cyclic
Slide Forward on Skids
Too much cyclic will tip us forward too much
Cyclic for Ground Track
Maintain runway center line
Look at point in the distance
Pedals for Heading
Keep helicopter pointing straight
Raise Collective to 2” Below Hover Power
Reaching ETL
Remain on the ground until ETL
Do not lift off before this point
Lack of ETL can cause too much power to be pulled
Causing Low Rotor RPM
Cause settling back on ground
Feel the shudder and see airspeed in ETL range
Slight Aft Cyclic to Lift Off
Stay at 3-5 feet AGL
To maintain ground effect
Keep from having to pull too much power
Causing Low Rotor RPM
Keep from settling back on ground
Below 50’ AGL – Slip into Wind
Accelerate to 45 KTS
Then begin climb with aft cyclic
Climb to 50’ AGL
Set Normal Climb Power
Simulation is complete
Above 50” AGL – Crab into Wind
Common Errors
1. Improper use of controls
2. Failure to maintain heading and/or ground track
3. Failure to attain effective translational lift prior to attempting flight or settling back onto the surface
4. Use of excessive forward cyclic during surface run
5. Excessive gain in altitude prior to attaining climb airspeed
6. Failure to establish and maintain climb power and airspeed
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain). Special emphasis should be placed on density altitude, winds, and gross weight!
4. Ensure the skids are clear before starting takeoff roll!
5. Maintain level attitude after lift off in the event the helicopter settles to the ground!
Normal Climbs
Purpose: To change altitude at a controlled rate in a controlled attitude
Clear Above
Look for traffic
Raise Collective
Raise to hover power or
22” MAP whichever is less
Add Left Pedal
Keep aircraft in trim
Better climb rate
Accurate airspeed readings
Pitch for 60 Kts
Will get approximately 500 FPM rate of climb
Reference horizon with fixed point in cockpit
To maintain airspeed & rate of climb
Helps avoid over-controlling
Crosscheck with instruments
Airspeed decrease
Forward cyclic
Airspeed increase
Aft cyclic
50 ft prior to chosen altitude
Forward cyclic
Accelerate to 75 kts
Stop climb at chosen altitude
Slowly Lower Collective to Cruise Power
Add Right Pedal
Common Errors
1. Failure to obtain proper airspeed and power setting
2. Improper use of controls
3. Applying incorrect amounts of anti-torque pedal
4. Failure to increase/decrease appropriate amount of power prior to reaching the desired altitude
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain)!
Straight & Level
Purpose: To maintain the aircraft at a constant altitude, heading, and airspeed
Reference horizon with fixed point in cockpit.
Keep lined up with horizon
Use to maintain airspeed, attitude, and altitude
Do this instead of looking inside
To avoid over-controlling
Cyclic controls A/S & Attitude
75 Kts cruise airspeed
Forward Cyclic
Nose pitches down
Airspeed increases
Aft Cyclic
Nose pitches up
Airspeed decreases
Left Cyclic
Bank to left
Turn to left
Right Cyclic
Bank to right
Turn to right
Collective controls Altitude
Raise Collective
Nose pitches up
Increase altitude
Lower Collective
Nose pitches down
Decrease altitude
Pedals maintain Trim
Trim strings should both point straight up
Out of trim flying will cause
Inaccurate airspeed readings
Inefficient flying
More Collective – More Left Pedal
Forward Cyclic to maintain Pitch
Less Collective – More Right Pedal
Aft Cyclic to maintain Pitch
Crosscheck instruments
Airspeed increasing
Aft cyclic
Airspeed decreasing
Forward cyclic
Altitude increasing
Lower collective or
Forward cyclic
If airspeed also decreasing
Altitude decreasing
Raise collective or
Aft cyclic
If airspeed also increasing
You can maintain a straight-and-level attitude by keeping the tip-path plane parallel to and a constant distance above or below the natural horizon. For any given airspeed, this distance remains the same as long as you sit in the same position in the same type of aircraft.
Common Errors
1. Failure to properly trim the helicopter
2. Cross controlling (applying too much pedal and opposite cyclic control)
3. Failure to maintain desired airspeed
4. Failure to hold proper control position to maintain desired ground track
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain)!
Normal Descents
Purpose: To change altitude at a controlled rate in a controlled attitude
Clear Below
Look for traffic
Lower Collective
Lower several inches MAP
Looking for:
60 KIAS
500 FPM rate of descent
Add Right Pedal
Keep aircraft in trim
Keep descent rate under control
Accurate airspeed readings
Reference horizon with fixed point in cockpit
To maintain airspeed & rate of descent
Helps avoid over-controlling
Crosscheck with instruments
Airspeed decrease
Forward cyclic
Airspeed increase
Aft cyclic
50 ft prior to chosen altitude
Slowly Raise Collective to Cruise Power
Add Left Pedal
Stay in trim
Forward cyclic
Accelerate to 75 kts
Stop descent at chosen altitude
Common Errors
1. Failure to obtain proper airspeed and power setting
2. Improper use of controls
3. Applying incorrect amounts of anti-torque pedal
4. Failure to increase/decrease appropriate amount of power prior to reaching the desired altitude
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain)!
Turns
Purpose: To turn the aircraft using a constant angle of bank at a constant airspeed and constant altitude
Clear Left/Right
Look for traffic
Cyclic in Direction of Turn
Don’t use Pedals
Weathervane effect will help trim
Reference Horizon to maintain Bank & A/S
Line up point on windshield to horizon
Helps to avoid over-controlling
Crosscheck with instruments
Cyclic for
Airspeed
Bank angle
Collective for
Altitude
Pedals for trim
Keep the string pointing straight up
Add Collective if needed to maintain Altitude
Left Pedal
Roll Out just Prior to desired Heading
Reduced Collective if Added
Right Pedal
During a level, coordinated turn, the rate of turn is commensurate with the angle of bank used, and inertia and horizontal component of lift (HCL) are equal.
During a skid, the rate of turn is too fast for the angle of bank used, and inertia exceeds the horizontal component of lift (HCL).
During a slip, the rate of turn is too slow for the angle of bank used, and the horizontal component of lift (HCL) exceeds inertia.
Common Errors
1. Improper use of controls
2. Failure to cross-check and correctly interpret outside and instrument references
3. Faulty trim technique
4. Failure to look in the direction of turn
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain)!
Acceleration
Purpose: To increase pilot control coordination. Maintaining a constant altitude, accelerate to 85 KIAS, decelerate to 60 KIAS, and then accelerate back to 75 KIAS
Slowly Increase Collective Above Cruise Power
Left Pedal
To counter extra torque
Forward Cyclic
To keep nose from pitching up
To put extra power toward accelerating
Deceleration
Slowly Decrease Collective Below Cruise Power
Right Pedal
Due to reduced engine torque
Aft Cyclic
To keep nose from pitching down
To bleed of airspeed
Common Errors
1. Improper use of flight controls
2. Failure to cross-check and correctly interpret outside and instrument references
3. Faulty trim technique
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain)!
Traffic Pattern Operations
Purpose: To provide training in the 5 fundamental areas of performing a traffic pattern
Upwind
Normal Climb @ 60 KTS
300’ AGL
Show the student a point to normally turn crosswind
Clear Right/Left
Turn 90 degrees to Crosswind
Crosswind
Climb 500’ AGL
Accelerate to 75 KTS
Forward Cyclic
Power to 19” MP Approximately
Clear Right/Left
Show the student a point to turn downwind
Turn Downwind
Downwind
500’ AGL & 75 KTS
Use reference points to maintain ground track
Pre-Landing Check
Abeam intended touchdown point
45 degrees from intended landing spot
Lower Collective to Descend
Decrease MAP by a few inches
500 FPM descent rate
Clear Right/Left
Show the student a point to normally turn base
Turn Base
Slow to 60 KTS
Base
Descend to 300’ AGL & Slow to 60 KTS
Turn final so that we line up with the runway
Final
Begin @ 300’ AGL & 60 KTS
Descend when approach angle reached
A standard traffic pattern has turns to the left and five designated legs.
Plan the turn to final so the helicopter rolls out on an imaginary extension of the centerline for the final approach path. This path should neither angle to the landing area, as shown by the helicopter on the left, nor require an S-turn, as shown by the helicopter on the right.
Common Errors
1. Failure to comply with pattern instructions, procedures, and rules
2. Improper correction for wind drift
3. Inadequate spacing from other traffic
4. Improper altitude and/or airspeed control
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Airport environment, traffic in the area, traffic in the pattern!
4. Be prepared to go-around in the event of; a settling with power configuration, excessively steep approach, terminating at a hover height not safe in the event of an emergency!
Go Around
Purpose: to abort an approach to landing when continuing the approach would create a hazardous situation.
Make go around when things start to look bad
Immediate reaction is important
Engine and aircraft response time
Adds to total response time
Delayed response can cause crash
Loss of ETL approach and recovery
Inability to clear obstacles
Easier to avoid obstacles
More altitude
Go around
Raise collective to hover power
Maintain loose grip on throttle
Allow governor to maintain RPM
Left Pedal to maintain heading
Below 50 feet AGL – slip in wind
Forward cyclic to increase airspeed
After reaching 45 KIAS
Aft cyclic to begin climb
Above 50 feet AGL – crab into wind
Pitch for 60 KIAS
Continue climbing
Common Errors
1. Failure to make decision to go around in a timely manner
2. Failure to increase power to climbing power
3. Failure to accelerate to best climb airspeed
4. Improper use of controls
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain)!
Normal Approach to a Hover
Purpose: To transition from flight at altitude to a stabilized 3-5 foot hover
60 KTS & 300’ AGL & 10º Approach Angle
Aligned with touch down point
Relate point on Windshield to Touchdown Point
Above 50’ AGL – Crab into Wind
Lower Collective Smoothly
Loose grip on throttle
To allow governor to maintain RPM
Aft Cyclic to Maintain 60 KTS
Right Pedal
Collective Controls Angle of Approach
Point moves up on windshield
Getting shallow
Add collective to stop descent
Point moves down on windshield
Getting steep
Lower collective to descend faster
Watch out for Settling With Power
300 FPM
30 KIAS
20% Power
Cyclic Controls Rate of Approach
Fast Walk Closure Rate
Slowly Decelerate as rate Appears to Increase
Maintain fast walk closure rate
Below 50’ AGL – Slip into Wind
Pedals for Trim
Aft Cyclic to Slow Down
Smoothly Lower Collective
To keep from ballooning
Left Pedal
Loss of ETL
Lateral Vibration and Increased Sink Rate
Add Collective & Left Pedal
Forward Cyclic to Maintain A/S
5’ AGL
Slight Aft Cyclic to stop
Add Collective for Stabilized 3-5 foot Hover
Left Pedal
Common Errors
1. Improper use of cyclic to control closure rate and collective to control approach angle
2. Improper coordination of pedal corrections with power changes
3. Improper approach angle
4. Failure to arrive at the touchdown point with zero ground speed
Safety Considerations
1. Positive exchange of controls!
2. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain). Special emphasis should be on density altitude and gross weight!
3. Be prepared to go-around in the event of; settling with power configuration, excessively steep approach, terminating at a hover height not safe in the event of an emergency!
4. Be prepared for improper control inputs. Special emphasis should be on cyclic and pedal control!
Steep Approach to a Hover
Purpose: To simulate landing in a confined area or to clear obstacles where a normal approach would not be possible
Hazards: Violation of height-velocity diagram during approach. Settling with power. Read RHC SN-22
Final Approach
Heading Into Wind
60 KTS & 300’ AGL to 10° Approach Angle
Above 50” AGL – Crab into Wind
Slow to 45 KTS
Aft cyclic
Lower collective
To prevent ballooning
Right Redal
Begin Descent @ 15° Approach Angle
Reference Point on Windshield
Lower collective more than in normal approach
To maintain steep approach
Approach will Appear very slow
That’s Good
Ride the Shudder all the way down
Cyclic for Rate of Approach
Slow Down to Keep Approach Angle
Keep approach slow
Maintain ETL shudder until close to ground
Collective for Angle of Approach
CAUTION: Settling With Power
Maintain 300 FPM descent rate or less when below 30 knots
Loose grip on throttle
Allow governor to maintain RPM
Point moves down on windshield
Approach getting too steep
Lower collective slightly
CAUTION: Settling with Power
Slow down some
But Keep ETL
Abort landing if approach gets too steep
Point moves up on windshield
Approach too shallow
Level out until proper angle achieved
Pedals for Trim
Below 50’ AGL – Slip into Wind
Add Collective at Loss of ETL
Shudder ends & aircraft sinks
Occurs at higher altitude
Forward Cyclic
Left Pedal
Stabilized 3-5 foot Hover
Common Errors
1. Improper approach angle
2. Improper use of cyclic to control rate of closure and collective to control approach angle
3. Failure to coordinate pedal corrections with power changes
4. Failure to arrive at the termination point at zero groundspeed
5. Inability to determine location where ETL is lost
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Special emphasis on density altitude and gross weight!
4. Be prepared for improper control inputs. Special emphasis on collective and pedals. Especially toward the end of the maneuver!
5. Be ready to take immediate action in the event the RPM decays or you experience rotor droop. Pay special attention to the final 50 feet of the approach!
Landing from a Hover
Purpose: To transition from a stabilized 3-5 foot hover to the surface
Stabilized 3-5 foot Hover
Pointed into the wind
Easier to hover
Too low
Caught skid – dynamic rollover
Too High
Hard landing if engine failure
OGE hover – more power required
Focus on point 50 – 75 in front
Help you to avoid over-controlling
Slightly Lower Collective
Maintain heading & position over the ground
Slight Right Pedal
Because of reduced torque
Slight Right cyclic
Because of reduced translating tendency
Don’t allow Rearward/Sideward movement
Dynamic rollover
Tail rotor strike
Lower Collective slightly again 6” above ground
IGE gets stronger as ground get closer
Causes floating
Don’t over-control
Maintain heading & position
No rearward or lateral movement
Continue to add right pedal
Continue to lower collective
Touch down should be slow and soft
Don’t bounce on the ground
Shows lack of control
Hard on aircraft
Potential for dynamic rollover
One skid or ends of skids might touch down first
Due to Weight & Balance
Upon ground contact
Smoothly lower collect full down
Common Errors
1. Failure to descent at a suitable rate
2. Failure to recognize and correct for drift
3. Improper heading control
4. Over controlling the flight controls
5. Failure to reduce collective pitch to full down position smoothly upon surface contact
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Do not let aircraft drift or slide
4. Ensure skids are clear of debris, tie-downs and other obstructions
5. Student maintains eyes outside the aircraft!
Running Landings
Purpose: To land the helicopter when there is not enough power available to come to a hover after a normal approach due to high density altitude and/or high gross weight
Hazards: Dynamic rollover if skids are not kept straight when landing
Final Approach
60 KTS & 300’ AGL & 5° Approach Angle
Can use VASI to maintain approach angle
And assure obstacle clearance
Relate point on Windshield to Touchdown Point
Above 50” AGL – Crab into Wind
Lower Collective
Nose will pitch down
Aft Cyclic to Maintain 60 KTS
Right Pedal
Collective Controls Angle of Approach
Loose grip on throttle
Allow governor to maintain RPM
Point moves down on windshield
Approach getting too steep
Lower collective slightly
Slow down some
But Keep ETL
Abort landing if approach gets too steep
Point moves up on windshield
Approach too shallow
Level out until proper angle achieved
Cyclic Controls Rate of Approach
Fast Walk Closure Rate
Slowly Decelerate as rate Appears to Increase
Pedals for Trim
Aft Cyclic to Slow Down
Smoothly Lower Collective to Maintain Angle
Do Not Slow Below ETL
Maintain Shudder
Below 50’ AGL – Slip into Wind
Add Collective up to 2” Below Hover Power
Forward Cyclic to Maintain A/S
Touchdown in Level Attitude
Bottom end of ETL airspeed
Excessive airspeed can lead to dynamic rollover
Ground Track with Cyclic
CAUTION: Dynamic rollover
Heading with Pedals
CAUTION: Dynamic rollover
SLIGHTLY Lower Collective for Braking
Common Errors
1. Improper use of controls
2. Improper approach angle
3. Failure to maintain heading and/or ground track
4. Loss of effective translational lift prior to touchdown
5. Touchdown with excessive ground speed
6. Failure to touchdown with level attitude
7. Failure to maintain directional control after touchdown
Safety Considerations
1. Positive exchange of controls!
2. Guard ALL controls in the event the student applies an abrupt control input!
3. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain). Special emphasis should be on density altitude, winds, and gross weight!
4. Maintain level attitude for ground contact
5. Keep the skids aligned with the direction of ground track!
6. Do not apply aft cyclic to slow the ground track, lower the collective only!
7. Special emphasis must be on insuring the aircraft is straight prior and during the ground slide. DO NOT let the heading move
Slope Landing
Purpose: To land from a hover on a sloping surface
Note: Prior to conducting slope operations, the pilot will review Safety Notice SN-9 and become thoroughly familiar with dynamic roll-over characteristics. For training purposes, use a maximum slope angle of 3 degrees.
Factors to consider
Smoothness of surface
Stability of surface
Rocks
Grass
Steepness
Max Slope 5°
Anything that could catch skids
Dynamic Roll-Over
Direction of wind
Landing into wind is better
Wind coming from down the slope is good too
Wind pushing you into slope is not good
Can lead to dynamic rollover
People entering or leaving
Approach/Leave from the bottom of the slope
Stabilized 3 foot Hover
Into Wind
Parallel to Slope
4-8 feet down slope from intended landing spot
Clear the Area
Clear the tail
Move laterally directly over intended landing spot
Lower Collective Slightly for Slow Sink Rate
Lose grip on throttle to allow governor to work
Upslope Skid Contacts Ground
You will feel the contact
Do not look down at the skid
Keep looking strain ahead
Slight Lateral Cyclic Upslope
To Hold Skid Against Slope
Heading with Pedals
Keep parallel with slope
Stabilize in One-skid Hover
Slowly Lower Collective
Gradual Lateral Cyclic Upslope
Until Lower Skid Touches Down
Must happen slowly
Do not allow roll into slope
Dynamic rollover
Do not allow lower skid to fall rapidly
Dynamic rollover
Abort landing
If you run out of lateral cyclic before lower skid touches down
Tells you slope is too steep
If sliding occurs
Lift off
Level ship first
Do not allow sliding to occur
Dynamic rollover
Lower Collective to 15” MAP
Center Cyclic
Test Stability
Forces acting on a helicopter with the right skid on the ground
Upslope rolling motion
Downslope rolling motion
Common Errors
1. Turning the tail upslope
2. Lowering down slope skid too rapidly
3. sliding down slope due to insufficient lateral cyclic
4. Improper use of controls
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain clearance for skids and tail rotor during maneuvering toward landing spot!
4. Never allow excessive heading changes!
5. Pay close attention to the collective. Never allow the collective to be applied abruptly. Emphasis on dynamic rollover and how it relates to this maneuver.
Slope Takeoff
Purpose: To takeoff to a hover from a sloping surface
Note: Prior to conducting slope operations, the pilot will review Safety Notice SN-9 and become thoroughly familiar with dynamic roll-over characteristics. For training purposes, use a maximum slope angle of 3 degrees.
Check skids for obstructions
Skids must be clear
Dynamic rollover
Apply Cyclic Upslope
Apply same amount as used when landing
Slowly Raise Collective
Left Pedal
To counteract torque
Neutralize Aircraft Movement
Do not allow sliding to happen
Dynamic rollover
Do not allow tail rotor to turn into slope
Tail rotor strike
Remain parallel with slope
Lose grip on collective to allow governor to work
Downslope Skid Breaks Ground
Slowly Center Cyclic while Raising Collective
Do not allow helicopter to roll into slope
Dynamic rollover
When Level, Cyclic Should be Neutral
Do not lift off unless ship is level
Dynamic rollover
Slowly Raise Collective
Heading with Pedals
Position with Cyclic
Stabilized 3 foot Hover
Move laterally away from slope
If you need to turn
Turn tail away from slope
Do not turn tail toward slope
Tail rotor strike
Common Errors
1. Turning the tail upslope
2. Lowering down slope skid too rapidly
3. sliding down slope due to insufficient lateral cyclic
4. Improper use of controls
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain clearance for skids and tail rotor during maneuvering toward landing spot!
4. Never allow excessive heading changes!
5. Pay close attention to the collective. Never allow the collective to be applied abruptly. Emphasis on dynamic rollover and how it relates to this maneuver.
Pinnacle Landings
Purpose: To land a helicopter in a safe and efficient manner away from the airport environment.
Note: Read Safety Notices SN-16, SN-17, and SN-37, before proceeding. IGE and OGE hover ceilings will be determined before the flight. Just because you landed there before does not mean you can do it today!
Use the mnemonic below to cover all the important parts of the recon, approach and landing.
Fly around the site at about 500’ AGL to get a good look.
Take your time during recon.
W – Winds
Fly around the point of intended landing
Look for
Blowing grass, trees
Flags, Wind socks
More violent movement means stronger winds
O – Obstructions
Trees, Cacti, Telephone poles
Power lines, Wires, Buildings.
Assume all poles have wires
T – Turbulence
Higher winds mean more turbulence
Obstructions to wind flow means turbulence
F – Force Landing Spots
Look for four places to go if the engine fails
E – Entry Path
The best way to go is into the wind
Look for entry with least obstructions
E – Exit Path
Exit into wind if possible
Look for exit with least obstructions
L – Land Zone
Rocks, grass height, slopes, size, etc.
Look for anything new you didn’t see before
Slopes, rocks, grass, confined areas hurt OGE hover ability
Final Approach into Wind if Possible
Give yourself a long final
So you have more time to examine site
60 KIAS & 300 feet AGL from landing zone
Low recon on final approach
Obstacles
Lose dirt or snow
Can affect visibility
Wind/Turbulence
Last 100 feet
Watch RPM and Manifold Pressure
If RPM droops
Abort maneuver
Initiate low RPM recovery procedures
Watch for loss of visibility due to due to blowing debris
Initiate go-around immediately if visibility begins to deteriorate
Steep Approach
Better to start with a normal approach
Can be safer & easier
Steepen it up if needed at the end
Can help you avoid some turbulence from wind
Avoid Leeward side due to downdrafts
Assume Slope Landing Required
No landings on snow covered areas
Causes white-out conditions
Takeoff
Downward sloping terrain is best
A/S more important than Altitude
Ok to Lose Some Altitude to Gain A/S
When flying an approach to a pinnacle or ridgeline, avoid the areas where downdrafts are present, especially when excess power is limited. If you encounter downdrafts, it may become necessary to make an immediate turn away from the pinnacle to avoid being forced into the rising terrain.
Common Errors
1. Failure to perform proper high/low recons
2. Failure to track the selected approach path
3. Inadequate planning to assure obstacle clearance during the approach or the departure
4. Failure to consider emergency landing areas
5. Failure to select a definite termination point during the high recon
6. Failure to consider effect of wind direction or speed
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input! Special emphasis on the cyclic!
3. Special focus on RPM management and manifold pressure through the final approach!
4. Maintain awareness of surrounding environment (Ie. Aircraft and terrain). Special emphasis should be placed on density altitude, winds, and gross weight!
5. Avoid large power changes and large inputs on left pedal as this might drop RPM!
6. Ensure that the landing zone is well within the performance criteria for the day!
7. In mountainous environments, pay special attention to wind direction, speed and turbulence.
8. If it doesn’t feel right, go-around!
Confined Area Landings
Purpose: To land a helicopter in a safe and efficient manner away from the airport environment.
Note: Read Safety Notices SN-16, SN-17, and SN-37, before proceeding. IGE and OGE hover ceilings will be determined before the flight. Just because you landed there before does not mean you can do it today!
Use the mnemonic below to cover all the important parts of the recon, approach and landing.
Fly around the site at about 500’ AGL to get a good look.
Take your time during recon.
W – Winds
Fly around the point of intended landing
Look for
Blowing grass, trees
Flags, Wind socks
More violent movement means stronger winds
O – Obstructions
Trees, Cacti, Telephone poles
Power lines, Wires, Buildings.
Assume all poles have wires
T – Turbulence
Higher winds mean more turbulence
Obstructions to wind flow means turbulence
F – Force Landing Spots
Look for four places to go if the engine fails
E – Entry Path
The best way to go is into the wind
Look for entry with least obstructions
E – Exit Path
Exit into wind if possible
Look for exit with least obstructions
Look for alternate routes if unable to take planned exit route
L – Land Zone
Rocks, grass height, slopes, size, etc.
Look for anything new you didn’t see before
Slopes, rocks, grass, confined areas hurt OGE hover ability
Final Approach into Wind if Possible
Give yourself a long final
So you have more time to examine site
60 KIAS & 300 feet AGL from landing zone
Low recon on final approach
Obstacles
Lose dirt or snow
Can affect visibility
Wind/Turbulence
Last 100 feet
Watch RPM and Manifold Pressure
If RPM droops
Abort maneuver
Initiate low RPM recovery procedures
Watch for loss of visibility due to due to blowing debris
Initiate go-around immediately if visibility begins to deteriorate
Steep Approach
Better to start with a normal approach
Can be safer & easier
Steepen it up if needed at the end
Only as steep as needed to clear obstacles
Avoid Leeward side due to downdrafts
Watch out for Settling with Power
Avoid vertical descents
Have a very specific landing spot
Keep in sight during entire approach
Assume Slope Landing Required
No landings on snow covered areas
Causes white-out conditions
Takeoff
Reposition into the wind if possible
Look for alternate routes if unable to take planned route
Altitude more important than A/S
Max Performance T/O
No steeper tan needed to clear obstacles
Clearing by a few feet is OK if that keeps RPM in green
Watch RPM and Manifold Pressure
If the wind velocity is 10 knots or greater, you should expect updrafts on the windward side and downdrafts on the lee side of obstacles. You should plan the approach with these factors in mind, but be ready to alter your plans if the wind speed or direction changes.
Common Errors
1. Failure to perform proper high/low recons
2. Failure to track the selected approach path
3. Inadequate planning to assure obstacle clearance during the approach or the departure
4. Failure to consider emergency landing areas
5. Failure to select a definite termination point during the high recon
6. Failure to consider effect of wind direction or speed
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input! Special emphasis on the cyclic!
3. Special focus on RPM management and manifold pressure through the final approach!
4. Maintain awareness of surrounding environment (Ie. Aircraft and terrain). Special emphasis should be placed on density altitude, winds, and gross weight!
5. Avoid large power changes and large inputs on left pedal as this might drop RPM!
6. Ensure that the landing zone is well within the performance criteria for the day!
7. In mountainous environments, pay special attention to wind direction, speed and turbulence.
8. If it doesn’t feel right, go-around!
Straight-In Autorotation
Purpose: To simulate flying the helicopter during an engine failure or other emergency that requires flying without power. Read RHC Safety Notices 25 & 38.
Done only at controlled airports in approved locations.
Entry
Level Flight 75 KTS @ 500’ AGL
Flying into wind.
Desired touchdown point just above trim strings
At the same time
Lower, Right, Aft, Idle, Bump
Smoothly Lower Collective – Lower
Right Pedal – Right
Aft Cyclic – Aft
Roll Off Throttle
Idle
Raise Collective Slightly to Stay in Green
Bump
Glide
Pitch for 65 KIAS
Reference Point on Windshield to Horizon
75 KIAS will stretch glide
Any other airspeed will shorten it
Max Glide
90% RPM, 75 KIAS
Adjust Collective to Keep RPM in Green
Avoid Large Changes
Lower collective to increase RPM
Raise collective to decrease RPM
Higher RPM will cause faster descent
Lower RPM slows descent
DO NOT go below 90% RPM
High gross weight will keep RPM high
Raise collective
Low gross weight will keep RPM low
Lower collective
Pedals for Trim
For best glide
For accurate airspeed readings
Headwind will shorten glide
Reduce or eliminate ground run
Tailwind will lengthen glide
Lengthen ground run
Continue to Crosscheck Attitude, A/S, RPM, Trim
Keep your eyes on were you are flying to
100’ AGL CHECK
Abort if Any of These Don’t Exist
RPM – GREEN
A/S – 60 to 70 KTS
DESCENT RATE – Under 1500 FPM
Flare
40’ AGL
If high DA
Done higher and more gradually
Aft Cyclic
Reduce A/S & Rate of Descent
Build up RPM
110% Max RPM
Reduce Flare If:
Ballooning
RPM Rising Too Quickly
Gradually Increase Flare as A/S lost
Slightly lower collective
Stop ballooning
Help build RPM
Maintain descent
Power Recovery
Crack, Level, Left, Pull
8-10’ AGL
Avoid Excessive Nose High/Tail Low
Twist Throttle Slightly to Join Needles
Crack
Forward Cyclic – Level Ship
Level
Raise Collective – Pull
Left Pedal – Left
Stay above 5’ AGL
Achieve Stabilized 3-5 foot Hover
Full Down Autorotation
Glide established
Roll Throttle into detent
Hold until stopped on ground
To disable corrolator
8-10’ AGL
Forward cyclic – to level ship
Put helicopter into slight dive
Lower collective slightly
3-5’ AGL
Raise collective in time with descent
Raise full up
Touchdown
Pedals to keep heading
Lose effectiveness due to lower RPM
Stay within 15° of ground track
DANGER: Dynamic Rollover
Cyclic for ground track
Lose effectiveness due to lower RPM
Common Errors
1. Uncoordinated use of flight controls during autorotation entry and descent
2. Undershooting/overshooting the intended landing spot
3. Uncoordinated use of flight controls during power recovery
4. Improper engine and rotor RPM control
5. Improper attitude during entry/descent
6. Improper judgment and technique during termination
7. Improper scanning technique throughout glide
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input. Special emphasis on the cyclic!
3. Special focus on RPM management throughout all stages of the maneuver!
4. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain). Special emphasis should be placed on density altitude, winds, and gross weight!
5. Immediately initiate a power recovery if RPM and/or Airspeed are out of limits!
6. Be prepared to initiate a power recovery if a feeling of “sinking” occurs prior to flair.
7. When at all possible, the intended landing spot should be in the middle of a runway or taxiway.
180° Autorotation
Purpose: To simulate flying the helicopter during an engine failure where our landing point is behind us or off to the side.
Done only at controlled airports in approved locations.
Note: Prior to conducting this maneuver, the pilot will review Safety Notice SN-38.
Entry
Abeam Intended Touchdown Point
Level Flight 75 KTS @ 700’ AGL
At the same time
Lower, Right, Aft, Idle, Turn, Bump
Smoothly Lower Collective – Lower
Right Pedal – Right
Aft Cyclic – Aft
Roll Off Throttle
Idle
Raise Collective Slightly to Stay in Green
Bump
Glide/Turn
Pitch for 65 KTS
Reference Point on Windshield to Horizon
Roll into Bank for 180° Turn – Turn
Raise Collective – Bump
Avoid excessively steep turns!
Adjust Collective to Keep RPM in Green
Avoid Large Changes
Lower collective to increase RPM
Raise collective to decrease RPM
Higher RPM will cause faster descent
Lower RPM slows descent
DO NOT go below 90% RPM
High gross weight will keep RPM high
Raise collective
Low gross weight will keep RPM low
Lower collective
Pedals for Trim
For best glide
To minimize rate of descent
For accurate airspeed readings
Continue to Crosscheck Attitude, A/S, RPM, Trim
Keep your eyes on your landing spot
Roll out of Turn
Lower Collective
Should be lined up with landing spot
Should be no lower than 100’ AGL
No lower than 200’ AGL for High DA locations
100’ AGL CHECK
Abort if Any of These Don’t Exist
ALIGNED W/ TOUCHDOWN POINT
RPM – GREEN
A/S – 60 to 70 KTS
DESCENT RATE – Under 1500 FPM
Flare
40’ AGL
If high DA
Done higher and more gradually
Aft Cyclic
Reduce A/S & Rate of Descent
Build up RPM
110% Max RPM
Reduce Flare If:
Ballooning
RPM Rising Too Quickly
Gradually Increase Flare as A/S lost
Slightly lower collective
Stop ballooning
Help build RPM
Maintain descent
Power Recovery
Crack, Level, Left, Pull
8-10’ AGL
Avoid Excessive Nose High/Tail Low
Twist Throttle Slightly to Join Needles
Crack
Forward Cyclic – Level Ship
Level
Raise Collective – Pull
Left Pedal – Left
Stay above 5’ AGL
Achieve Stabilized 3-5 foot Hover
Full Down Autorotation
Glide established
Roll Throttle into detent
Hold until stopped on ground
To disable corrolator
8-10’ AGL
Forward cyclic – to level ship
Put helicopter into slight dive
Lower collective slightly
3-5’ AGL
Raise collective in time with descent
Raise full up
Touchdown
Pedals to keep heading
Lose effectiveness due to lower RPM
Stay within 15° of ground track
DANGER: Dynamic Rollover
Cyclic for ground track
Lose effectiveness due to lower RPM
Common Errors
1. Uncoordinated use of flight controls during autorotation entry and descent
2. Undershooting/overshooting the intended landing spot
3. Uncoordinated use of flight controls during power recovery
4. Improper engine and rotor RPM control
5. Improper attitude during entry/descent
6. Improper judgment and technique during termination
7. Improper scanning technique throughout glide
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input. Special emphasis on the cyclic!
3. Special focus on RPM management throughout all stages of the maneuver!
4. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain). Special emphasis should be placed on density altitude, winds, and gross weight!
5. Immediately initiate a power recovery if RPM and/or Airspeed are out of limits!
6. Be prepared to initiate a power recovery if a feeling of “sinking” occurs prior to flair.
7. When at all possible, the intended landing spot should be in the middle of a runway or taxiway.
8. If it doesn’t feel right, go-around!
Hovering Autorotation
Purpose: To simulate engine failure during a hover
Indications: Engine failure will cause Rapid left yaw, aircraft settles to ground
Hazards: Avoid sideward or rearward movement on touchdown to prevent the possibility of a rollover.
Stabilized 2 foot Hover
Level Terrain
Hard Surface
Concrete or asphalt
Into Wind
Excessive height
Will cause hard landing
Minimal height
Won’t allow enough time to complete maneuver
Position Left Hand to Easily Roll Off Throttle
Smoothly Roll Off Throttle into Detent and hold
Right Pedal
To maintain heading
Slight Right Cyclic
Neutral Cyclic
Correct for drift and loss of translating tendency
High DA will cause more rapid sink rate
Slight Forward Cyclic on descent
1’ AGL
Fully Raise Collective
Cushion Landing
Hold Throttle Closed
Level Touchdown
No Sideward or Rearward Movement
Slight forward movement is OK
Collective Down
Common Errors
1. Failure to apply correct and adequate pedal when power is reduced
2. Failure to correct drift prior to touchdown
3. Improper application of collective pitch
4. Failure to touch down in a level attitude
5. Failure to completely roll off throttle
6. Failing to apply adequate/correct collective pitch resulting in hard touchdown
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain). Special emphasis should be placed on density altitude, winds, and gross weight!
4. Ensure proper hand placement prior to rolling throttle!
5. Maintain proper skid height for adequate cushion!
6. Special emphasis should be placed on insuring there is NO lateral movement. Hand should be guarding the cyclic prior to any initiation of the maneuver.
Practice Forced Landings
aka: Power Failure at Altitude
Purpose: To help student become proficient at performing autorotations after an engine failure during cruise flight and to always be aware of a suitable landing spot during flight
Hazards: Read RHC Safety Notices 10, 27, and 38
Cruise Flight
Always be aware of a suitable landing spot
Engine failures happen suddenly and unexpectedly
Planning for problems saved precious time
High DA means thinner air
Greater rate of descent
Requires more gentle flair done higher than 40 feet
Gross weight
High weight
Faster rate of descent
Easier to maintain rotor RPM
Low weight
Slower rate of descent
Harder to maintain rotor RPM
Full down collective
S-turns
Suitable Landing area
Reachable during autorotation
Allows flight into wind
Clear of obstructions
Level, Solid, and straight
Allows a ground run after touchdown
Instructor – Announce engine failure
Count to three and Smoothly Roll Off Throttle
Be prepared for student to do any of the following
Do nothing
Raise collective
Prevent by guarding collective
Put in left pedal
Prevent by guarding right pedal
Roll on throttle
Prevent by guarding throttle
Anything else incorrectly
Prevent by being aware
Student – Immediate Full Down Collective
Right Pedal
To stay I trim
Pitch for 65 KTS
Usually aft cyclic
RPM Doesn’t Go Below 90%
Greater danger of low RPM blade stall
Adjust Collective to Stay in Green
Raise While in Bank
Lower While Level
Select Landing Spot
Into Wind is Ideal
Observe indications of wind direction, eg:
Trees, bushes
Grass
Water
Flags, banners
Drift of aircraft
Transmit on 121.5 or appropriate frequency
May-Day, May-Day, May-Day
Going to overshoot landing spot
S-turns
Add collective when entering turn
Lower collective when exiting turn
Increase rate of descent
Shorten glide
Going to undershoot landing spot
Extend glide
90% RPM, 75 KIAS
Complete emergency procedure if able
Always fly the helicopter first
Distraction can lead to low rotor RPM stall
Simulate
Attempt restart if practical
Shut off fuel
Shut off electrical equipment not needed
100’ AGL
Aligned with Touchdown Area
60-70 KTS
RPM in Green
In Trim
Always recover before reaching 100 feet AGL
Execute Power Recovery
When able to determine success if it had been real
Roll on throttle
Raise collective to hove/climb power
Left pedal for torque
Pitch for 60 KIAS
Climb back to cruise altitude
Common Errors
1. Failure to promptly recognize the emergency and establish and maintain proper RPM, and confirm condition
2. Improper selection of suitable landing site
3. Uncoordinated use of flight controls during autorotation entry and descent
4. Undershooting/overshooting the intended landing spot
5. Uncoordinated use of flight controls during power recovery
6. Improper engine and rotor RPM control
7. Improper attitude during entry/descent/turn
8. Improper judgment and technique during termination
9. Improper scanning technique throughout glide
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input. Special emphasis on the collective!
3. Special focus on RPM management throughout all stages of the maneuver!
4. Maintain awareness of surrounding environment (ie. Airport environment, aircraft, and terrain). Special emphasis should be placed on density altitude, winds, and gross weight!
5. Immediately initiate a power recovery if RPM and/or Airspeed are out of limits!
6. Ensure power recovery is prior to 100 feet AGL!
7. Never perform this maneuver without first announcing it!
Low Rotor RPM
Purpose: To simulate low rotor RPM situations and recognition and recovery techniques
Occurs: Pulling more collective than the engine has hp available to handle which results in rotor RPM decay. Often occurs in a high density altitude environment.
Hazards: Will lead to low rotor RPM blade stall if not corrected immediately. Blade stall will likely lead to fatal crash and destruction of the helicopter. See RHC Safety Notice 10 & 24.
Forward Flight
Instructor –
Announce the maneuver
Switch governor off
Slowly Decrease Throttle to 95% RPM
Recognition
Decrease in Engine Noise
Aircraft Vibration & Cyclic Shake @ Higher A/S
Decrease in altitude
Can cause pilot to raise collective
Makes it worse
Nose pitches down
Can cause pilot to pitch up with aft cyclic
Can lead to main rotor blow back
if rotor stalls
Low RPM Light/Horn @ 97% RPM
Recovery
Simultaneously & Primarily
Lower Collective
Decrease blade pitch
Decrease load on engine
Add Throttle
To override correlator
closes throttle
Gentle aft Cyclic will also help
Convert airspeed to RPM
Avoid forward cyclic input
After RPM gained
Slowly Raise Collective
Slowly increase airspeed
Continue flight
Monitor RPM
Hover
5 foot hover into wind
Instructor –
Announce the maneuver
Slowly Decrease Throttle to 95% RPM
Slight raise of collective if aircraft settles
Recognition
Decrease in Engine Noise
No vibrations as with forward flight
Aircraft Settles to Ground
Recovery
Simultaneously
Lower Collective
Add Throttle
Touchdown Level if Landing Unavoidable
Common Errors
1. Failure to recognize conditions that are conducive to the development of low RPM
2. Failure to detect the development of low RPM and to initiate prompt corrective action
3. Improper use of controls
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Choose an area to initiate the maneuver in the event the engine quits, there is a suitable landing spot!
4. Special emphasis on the direction of throttle movement!
5. Be prepared for student to over/under correct during the recovery. You MUST be ready to guard against over-speed conditions!
Anti-Torque System Failure
Purpose: To simulate tail rotor mechanical failure and how to conduct forward or hovering flight and land safely in that situation
Failure during Forward Flight
Indications:
Nose right yaw
Left pedal won’t correct problem
Enter autorotation
Eliminates torque from engine
Eliminates right yaw
Maintain at least 70 KIAS
only if possible
Will help to extend glide
Weathervane effect will keep nose straight
Only at lower power settings and
Airspeeds above 70 KIAS
Reenter autorotation before reducing airspeed
Select landing spot
Level
Enough space to allow ground run
Free of obstacles
Firm or Hard surface
mud or sand is bad
Roll off throttle into overtravel spring
Hold in overtravel
Perform autorotation landing
Failure during Hover
Indications
Rapid uncontrolled right yaw
No left Pedal authority
Immediately roll throttle off
Into overtravel spring
Hold in overtravel spring
Allow aircraft to settle
Raise collective just before touchdown
Cushion landing
Common Errors
1. Failure to recognize and react to tail rotor failure
2. Failure to enter autorotation
3. Improper use of controls
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Choose an area to initiate the maneuver in the event the engine quits, there is a suitable landing spot!
4. Be aware of environment!
Settling with Power
Purpose: To demonstrate conditions (ie. Low airspeed combined with moderate to high power setting and high rate of descent) that are likely to cause settling with power, to learn to recognize the eminent onset of settling with power, and proper recovery techniques
Conditions: 20% power or more, 30 KIAS or less and 300 FPM rate of decent or more. Most dangerous at low altitudes. Most common during steep approach with a tailwind
Demonstrate at 1500’ AGL or higher
Clear the area
360 degree turn
Clear above and below
Clear Horizontally
Slow to OGE Hover
Lower collective to prevent ballooning
Do not add power to maintain Altitude
Allow Sink Rate to Increase to 300 FPM or more
Settling with Power indications
Aircraft will Shudder
500-700 FPM descent rate
Pitch and yaw randomly
Collective Increase will
Increase Shudder and Sink Rate
Increase Rate of descent 1000 FPM or more
Initiate Recovery @ First Sign
Simultaneously
Forward Cyclic
To move out of downwash
Lower Collective
To reduce downwash
To give more authority to cyclic
By reducing downwash
Raise Collective when A/S starts to increase
Recover before 800-1000 feet AGL
Normal Climb
Hover/Climb power
60 KIAS
Climb to cruising altitude
Common Errors
1. Failure to recognize conditions conducive to the development of settling with power
2. Failure to detect first indications
3. Improper use of controls during recovery
Safety Considerations
1. Positive exchange of controls!
2. Guard controls in the event the student applies an abrupt control input!
3. Watch surrounding area. Special attention to fixed wing traffic!
4. Be aware of descent rates. Do not let it excessively build!