8. Maintain a constant pitch and bank attitude during the descending turn to base

9. This turn may require a steeper angel of bank due to the downwind condition ― On the base leg, continue descending and adjust power as necessary to be at 300'

AGL and 50-60 knots at the turn for fina1

2. Note: The collective movements should be small and as little as possible; if the collective is being raised and lowered constantly, an adjustment shouldbe made to halt the altitude oscillations and enter a steady descent

3. Plan the turn for final so that at the rollout the helicopter will be will be aligned with the runway or the taxiway centeriine

4. Clear the airport area, and begin the 90 ｡ turn to final while maintaining 300' AGL unless already set up with the landing approach angle- EYES OUTSIDE! ―

1. Fiv the final approach leg at 50-60 knots and 300' AGL until the desired approach angle is reached

Common Errors

Poor judgment of turns Slow climbing speeds Attitude oscillations during turning Focusing 90 ｡ into the turn while turning instead of eyes directly in front of the

ship- making it difficult to maintain aircraft attitude Poor attitude control on downwind leg Allowing airspeed and/or altitude to slip away on downwind Mi 刃 ud 田 nglengthtot 卜 el 川 d え HgSpot

Normal and Crosswind Approach to a Hover

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L ， OnRnalapp 「 oaC 卜 thehehcopteLSho 口 dbcheadGd 士山 O 山 cw 干 nd ， ah 呂 nedWi 山 thc point of intended touchdown; 300' AGL and 60 knots

2. When a normal approach angle of 10 ｡ is intercepted, begin the approach by lowering the collective sufficiently to start a descent on the approach angle

Relate a reference point inside the helicopter to maintain angle of approach to the point of intended touchdown outside

As the collective is lowered, right pedal will be necessary to maintain trim and slight aft cyclic will be necessary to keep the nose from diving

5. The collective controls the rate of descent

The cyclic controls the rate of closure to the LZ, or how fast the helicopter is moving toward the touchdown point

If ・ the touchdown point appears to be moving up in relation to the reference point in the helicopter; the approach angle is becoming too shallow requiring an increase in collective

8. If the touchdown point appears to be moving down in relation to the reference point in the helicopter, the approach angle is becoming too steep requiring a decrease in collective

9. Use the cyclic to maintain a rate of closure equivalent to nearly a running pace and the collective to maintain the approach angle

10. At approximately 100' AGL the LZ should begin to move below the reference point in the helicopter

11. At 50' AGL the skids should be aligned with the runway/taxiway

12. Begin a slight reduction in forward speed, slightly slowing the arrival at the LZ

13. Descending from 40' to 25', depending on wind conditions, the helicopter will begin to lose ETL and will be felt as a lateral vibration and the helicopter will begin to settle toward the ground

14. Anticipate the loss of BTL and compensate by gradually bringing in power to maintain the approach angle

15. Left pedal will be necessary when the collective is applied to keep the nose of the helicopter straight

16. Forward cyclic will be necessary when collective is pulled to keep the ship level and not in a tail low attitude this close to the ground while also maintain the rate of closure in the last part of the approach

17. As the helicopter approached the surface, increase collective to establish a 3-5' AGL hover

干 8 ・ノ今 i51 え 9 干 工 て @@cyclic input may be necessary to stop any continuing forward movement

19. Crosswind Considerations: During the approach, maintain a crab into the wind and keep the aircraft in trim. At an altitude of 50' AGL, a slip should be used to align the fuselage with the ground track while applying cyclic into the wind.

Common Errors

Missing the LZ Approaching too quickly or too slowly Not making the appropriate corrections for the crosswind Over-pitching when transitioning from a descent to a hover - 工 Flvut " 日 @ O1 工 て O す LrIn 三

Not anticipating the loss of ETL and being late on applying collective pitch and/or not leveling the ship at the commence to a hover

Maximum Performance Take-0ff and Climb

Objective: To transition the helicopter from the ground or a hover to a maximum performance climb, simulating an obstruction clearance in as little distance as possible

1. While on the ground at warm-up RPM, check the manifold pressure limits for current conditions to determine the maximum performance available

2. Complete a magneto check to assure proper firing of the spark plugs and functioning if each magnet0

3. Perform pre take-0f checks and clear the area around the helicopter, including the airspace directly above the aircraft

4. Predetermine an abort plan and appropriate abort action in the case that the take- 0ff cannot be completed

5. Select a reference point along the take-0ff path to maintain ground track

6. Begin the take-0ff by getting the helicopter light on the skids

7. Pause an neutralize all aircraft movement

8. Continue to increase collective and position the cyclic to break ground with a slightly forward pitch attitude (about the same attitude as when the helicopter is light on the skids)

9. Continue to increase the collective until the maximum power is reached

18. A slight aft cyclic input may be necessary to stop any continuing forward movement

19. Crosswind Considerations: During the approach, maintain a crab into the wind and keep the aircraft in trim. At an altitude of 50' AGL, a slip should be used to align the fuselage with the ground track while applying cyclic into the wind.

Common Errors:

Missing the LZ Approaching too quickly or too slowly Not making; the appropriate corrections for the crosswind

Flying out of trim Not anticipating the loss ofETL and being late on applying collective pitch and/or

not leveling the ship at the commence to a hover

Maximum Performance Take-0ff and Climb

Objective:� To transition the helicopter ア " rD ぽ ZZ " れ g ワグけぴ む ト F ぱ Ora Or 口 h /OV8 グ L O a m2axzm2Mm@ ，

performance climb, simulating an obstruction clearance in as little distance as possible

While on the ground at warm-up RPM, check the manifold pressure limits for current conditions to determine the maximum performance available

2. Complete a magneto check to assure proper firing of the spark plugs and functioning if each magnet0

3. Perform pre take-0f checks and clear the area around the helicopter, including the airspace directly above the aircraft

4. Predetermine an abort plan and appropriate abort action in the case that the take- off cannot be completed

5. Select a reference point along the take-0ff path to maintain ground track

6. Begin the take-0ff by getting the helicopter light on the skids

7. Pause an neutralize all aircraft movement

Continue to increase collective and position the cyclic to break ground with a slightly forward pitch attitude (about the same attitude as when the helicopter is light on the skids)

9. Continue to increase the collective until the maximum power is reached

10. The aircraft should point into the wind for maximum lift benefit

11. The large movement of the collective will require quite a bit of left pedal input ot maintain heading

12. Closely monitor the rotor RPM when operating within the high power range

13. The R22's throttle/collective correlator will not be as effective at high power settings and may require the pilot to maintain RPM with the throttle

14. If full throttle is reached, RPM can be increased by only lowering the collective

15. When clear of the obstacle, slowly apply forward cyclic to establish a normal 60 knot climb attitude

16. As the airspeed passes 40 knots or after the obstacle has been cleared, reduce the collective to normal climb power

17. Note: This maneuver may be performed from a stabilized hover if the power allows

Common Errors

Over pitching Not achieving forward airspeed Gaining too much airspeed too quickly Not utilizing full wind advantage Not using full power available, or alternately exceeding M.P limits

Settling with Power

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operating at iow airspeeds and high descent rates while at a relatively ver setting

Entry and Recognition

Settling with power is most dangerous when it happens at relatively low altitudes as the recovery requires some loss in altitude

2. It is most likely to occur in a steep approach with a tailwind, while hovering OGE like in a photo flight, or during a tailwind quickstop

3. It should be demonstrated at an altitude of at least 1500' AGL

4. To enter the maneuver, establish a stabilized OGE hover into the wind

5. Slowly begin to reduce the collective and allow the helicopter to begin a descent

Hold a level pitch attitude with the cyclic and heading with the pedals and allow the sink rate to increase to demonstrate the onset of settling with power

7. It can be recognized by the descent rate worsening with the application of power, and by the trim strings pointing straight down

8. Initiate the recovery

Recovery

1. To recover, simultaneously apply gentle forward cyclic to increase the airspeed and down collective to reduce the blade angle of attack

1mmediately upon recognition of an increase in airspeed (any indication the instrument or by the loss of shuddering of the ship) a normal climb should be established

Common Errors:

Not fully letting the helicopter settle before performing the recovery Not pulling power and initiating a climb as soon as any forward airspeed is

achieved Not initiating immediate recovery as soon as settling with power is recognized

Steep Approach

Objective: To transition from flight at altitude to a hover using a steeper than normal approach angle

1. On final approach the helicopter should be headed into the wind, aligned with the point of intended touchdown at ﾑ 60 knots and 300' AGL

Upon interception of a normal approach angle, begin slowing the aircraft to -45 knots and maintaining the 300' AGL

When a steep angle of 15 ｡ is intercepted, begin the approach by lowering the collective to establish a descent on the approach angle while coordinating right pedal for trim

Since the steep approach is at a greater angle than the normal approach, the collective will need to be lowered more than with the normal approach

Reference an appropriate approach angle with a reference point inside the aircraft on the windscreen or at the top of the instrument panel

Aft cyclic will be required to decelerate sooner than in a normal approach due to the steeper angle

7. The rate of closure will become apparent at a slightly higher altitude, and should beaIafastwalk 干 n ぼ四 @ Ce

8. Maintain a crab into the wind until 50' AGL and then line the skids up with the flight path

9. Maintain the approach angle and rate of descent with the collective, rate of closure with the cyclic, and trim with the pedals

10. Loss ofETL will occur at a higher altitude than the normal approach requiring an increase in power to prevent excessive settling

Forward cyclic will be required to maintain proper rate of closure and a level aircraft attitude

12. Left pedal will be necessary as the collective in increased to maintain heading

13. Terminate the approach in a stable 3-5' hover

14. Note: When the airspeed falls below 30 knots, the descent rate must be below 300 FPM to prevent the condition known as settling with power

Common Errors

Difficulty in determining the appropriate approach angle Descending and decelerating too quickly Overshooting the LZ Poor transition from normal descent to a steep approach angle Failure to compensate with cyclic and collective with the loss ofETL

Shallow Annroach and Runnine Landing

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1. On final approach, the helicopter should be headed into the wind at ̃ 60 knots and 300' AGL

2. When a shallow approach angle of 5 ｡ is intercepted , begin the approach by lowering the collective to maintain the approach angle

Maintain entry speed until the apparent rate of closure and ground speed appear to be increasing- until the aircraft is closer to the ground

4. Begin to slowly decelerate with gentle aft cyclic (to prevent bal100ning), maintaining the approach angle by adjusting the collective and trim as needed

5. Continue the descent and approach to the LZ, maintaining airspeed over ETL, trading airspeed for power along the approach

As airspeed is slowly reduced, a slight increase in power will be necessary to maintain the approach angle and stop the aircraft from descending through that angle

7. Glance at the power being used as the LZ gets within 75-100'; reserve about 1" of power for the last 10-15' of the approach right before touchdown

8. If power is available, reduce forward airspeed as much as possible without using the reserve , making only very small movements

Make sure not to lose too much airspeed, as ETL is lost, the power requirement will increase greatly to maintain flight

10. Do not touchdown before the LZ, aim for the point barely past the LZ

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日 ， pr えぬ rrtoground contact,ensurethebCttcopterisinalevelM 干 tuL;M き卜卜 r ぢ 旧日 CyChC 目ゆ beneCeSSary

13. After ground contact, maintain heading with the pedals, ground track with the cyclic, and slowlv lower the collective for braking action

14. Crosswind Considerations: As in normal and steep approaches, crab the helicopter above 50' AGL and use a slip below 50' AGL to align the aircraft with the ground track

Go 目 mon E 目 OL

Loss ofETL because of too slow airspeed Nosing up too slow near the surface Failing: to use pedal when adding collective to cushion the landing Poor directional control on the ground Incorrect and dangerous application of aft cyclic on touch down to stop forward

movement Abrupt lowering of the collective upon touch down

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Running Take-0ffs

Objective: To transition the aircraft from the surface to forward flight, when under conditions such as high-density altitude or high gross weight, the power is not available to sustain a hover

1. For practice running take-0ffs, in a stabilized hover into the wind note the manifold pressure at hover power: use 1" less than hover power for take-0ff

Clear》he area around the helicopter in all directions and raise the collective until the helicopter is light on the skids

Apply left pedal as necessary to maintain heading and neutralize any movement with the cyclic

4. Slowly increase the manifold pressure until 1'' below hover power and apply forward cyclic until the helicopter begins to slide forwardalong : the surface

5. Maintain heading with the pedals and the ground track with the cyclic

6. Continue to accelerate until the aircraft approaches ETL

At・TL, slight back pressure may be applied to assist in lifting the helicopter off the ground

As the skids leave the ground, gentle forward cyclic should be applied to continue accelerating

Remain｜elow 10' AGL until a minimum climb speed of at least 40 knots is indicated

10. At 50' AGL adjust the manifold pressure to climb power(13" or hover power. whichever is less) and resume a normal climb

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Common Errors

Improper pedal and cyclic input to maintain heading and ground track Difficulty in applying slight aft cyclic to assist in the helicopter lifting off the

surface

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CU

G0-Around

口あ VeC 打 Vc ・・ yoo abort ぽ れば app タ roachtorhesurfa 口 ceQW 川 dfyansition to a cZimbatLmaXim ぱ川 power, using proper collision avoidance techniques

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I ・ Wh て三 nthed て三 c@iSiont て ) 日 bo 打 I 二甘 ismL 入 dL 二 ， "mo 山 a@ 干 y@y て *pplylimitmanifoldprL 三 ， "M て三 YVh 干 L maintaining 104% RPM

2. Assume a 40 knot climb attitude until reaching an altitude when all obstacles would be cleared

3. Adjust the pitch attitude to assume a 60 knot climb and power setting to climb power

Familiar Area (Airport or Practice Area)

1. When the decision to abort is made, smoothly apply maximum power while ma 干 n モ而山 L 1O4 拓 M

2. Increase forward cyclic and accelerate to ̃ 40 knots of airspeed without climbing

3. Passing through 40 knots, release a bit of forward pressure and assume a 60 knot climb attitude and reduce the manifold pressure to climb power

Common Errors

Failure to apply all power available and continuing with a descent after the decision is made to go around

Failure to achieve desired altitude/airspeed during the go around Making the decision to go or n0-go too late, it should be made before ETL is lost

while there is still power to go around

Slope Operations

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Set-down

Prior to conducting slope operations, the pilot must be familiar with dynamic rollover characteristics and action to take

2. A maximum slope angle of 5 ｡ shall be used for practice slope operations

3. Before approaching the slope, align the helicopter so that the skids are parallel with the slope to e used and approach the slope from a 45 ｡ angle so that all hazards in the LZ to the aircraft and to the tail rotor can be plainly seen by the pilot

4. Position the helicopter over the slope at a stabilized hover headed into the wind

5. Gently lower the collective slightly to establish a slow rate of sink

6. When the upslope skid contacts the ground, begin applying lateral cyclic into the slope to hold the skid against the slope and prevent the helicopter from slipping down the slope

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8 ・ 田 "b 山 ， et 比 h 山 COpter

9. Begin to continue to lower the collective while simultaneously applying later cyclicinto the slope until the lower skid has contacted the ground

10. Put a little bit of weight on the skids, and before lowering the collective full down check to see if the landing is stable by applying gentle alternating ; left and right pedals

11. After verifying the skids are firmly on the ground, lower the collective full down and check again for stability before centering the cyclic to neutral

12. Always have passengers unload only downhill and only to the front of the helicopter

I"ake-off

1. The procedure for take-0ff is nearly the exact reverse of that for a slope landing

2. Clear the tail and assure there is no obstructions on the skids

3. Apply cyclic into the slope and then begin to increase the collective

4. As the helicopter becomes light on the skids, pause and neutralize any aircraft movement; don't forget to apply slight left pedal for the change in torque

5. Continue to increase the collective maintain heading with the pedals

As collective is increased, the down slope skid will break ground and the cyclic may be slowly neutralized, balancing between up collective and neutralizing the cyclic

7. As a level attitude is reached, the cyclic should be approximately neutral

8. Stabilize any movement of the helicopter

Continue to increase the collective pitch, maintaining position over the ground with the cyclic and heading with the pedals until a stabilized 5' AGL hover is achieved

10. Exit the slope area with a sideward hover after clearing the space in that direction

11. Note; Use caution not to turn the tail into the slope when exiting

Common Errors

Abrupt movements on all of the controls because of tension Not focusing outside on the horizon, resulting in over-controlling Not enough cyclic to counter the collective movement or too much collective

movement without enough cyclic input - both causing the helicopter to slide down slope

Not landing parallel to the slope Abrupt upward movements on the collective placing danger for dynamic rollover

in the situation Not using steady control over the cyclic and "stirring the pot" ―

Objective: To simulate a condition when a rapid decrease in forward airspeed is required as an aborted take-0ff

Practice maneuver is initiated from take-0ff profile, using care to have enough altitude to clear the tail in the flare portion of the profile

Begin the rapid deceleration by smoothly applying aft cyclic to slow the aircraft and down collective to prevent the helicopter from bal100ning

Right pedal will be necessary to maintain the heading when the power is quickly reduced

Coordinate the cyclic and the collective movements to prevent both bal100ning or any descent

5. Parallel the ground until airspeed is lost to the point the helicopterbegins to settle

6. Briefly allow the helicopter to settle

7. Apply forward cyclic to level the ship while the helicopter is settling and begin to increase power to halt the descent rate while applying left pedal as needed to maintain the heading

8. Terminate the maneuver at a 5' AGL hover

9. Use caution to avoid terminating at an extreme high hover or extreme tail low attitude

10. Note: No quickstops in a tailwind condition. More advanced training versions of this maneuver will be expected of commercial students

Common Errors

Bal100ning the helicopter when initiating the rapid deceleration Not keeping up with the in anti-toque requirement as the collective is

raised and lowered Allowing the helicopter to continue to settle while still in a tail low attitude Early termination of the quickstop, with forward airspeed left

Straight-in Autorotation with Power Recovery

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in the event of a power failure

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1, From level flight form at least 65 knots and 500' AGL and into the wind, complete the pre landing checks

2. Wait for the proper approach angle comes into the sight picture

a. For wind less than 8 knots, approximately a normal to slightly shallow approach angle

b. For wind 8-12 knots, approximately a normal to slightly steep angle of approach

c. For wind above 12 knots, approximately a steep approach angle

3. Countdown (3,2,1...) and smoothly but firmly lower the collective full down while rolling the throttle off

Coordinate the movements with right pedal to maintain trim and aft cyclic to prevent the nose form lowering which would reduce RPM, and also maintaining a level pitch attitude

- へ @ The RPM needles will split indicating autorotative descent, make sure the throttle

is all the way off to idle

Pause momentarily to all the upward flow of air to begin driving the rotor then slightly raise the collective (about 1" or less) if necessary to maintain the rotor RPM within autorotative limits (between 90-110%)

7. Crosscheck trim, pitch, airspeed and RPM Z L he

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Glide

After establishing the descent, set up or maintain a 60-65 knot airspeed pitch attitude, decelerating if necessary

Application of aft cyclic will increase the airflow through the rotor system and cause the RPMs to increase, while forward cyclic will cause the airflow through the system to be reduced and causing the RPMs to decrease

3. Be ready to counter this cause and effect with the collective

Raising the collective will increase lift and drag in the system lowering the RPM, while lowering the collective will decrease lift and drag and the RPMS will increase

Moving the collective could cause the correlator to increase the throttle and the throttle will need to be manually maintained into the detent

Avoid large collective movements which may lead to RPM decay or chaSmn 安 t]tke RPM"

Throughout the glide, continue to crosscheck pitch, trim while eyes are outside 80% of the time and also crosscheck the airspeed (60-70 knots) and the RPM (90- 110%)

8. Make the 200' AGL autorotative checks

abCd Airspeed no greater than 65 knots and no less than 55 knots RPM in the green Descent arte no greater than 1700 FPM on the VSI No turning or maneuvering to the spot

1f any of the previously listed conditions are not correct, make an IMMEDIATE power recovery and go around- AUTOROTATION IS NOT AUTHORIZED!

10. Below 100' AGL the skids should be aligned with the point of intended landing

Flare

1. At approximately 40-50' AGL, begin the flare with smooth aft cyclic to reduce forward airspeed and decrease the rate of descent

2. During the flare the RPM should be built lo ̃ 110% with the intensity of the flare

3. The amount of flare will depend upon wind conditions, airspeed, and W eI 三 L ht dShoul は increased so that groimdspeed and rate of descent are significantly reduced

4. Towards the end of the flare, the collective should be full down, preventing rapid or premature decay of the rotor RPMs

5. Too much flare will cause the helicopter to bal100n, possible over-speeding the rotor blades and placing the aircraft in unnecessary danger

6. Prevent bal100ning bv L cC 1" ln 目 , the flare out and applying as much aft cyclic as necessary, not over doing the intensity of the flare

7. Too little flare may result in insufficient rotor RPM increase to make a controlled power recovery, as well as make an unexpected contact with the ground

Power Recovery

1 During the flare, when the RPMs have peaked, and BEFORE they have started to decay the throttle should be gently rolled on to join the needles

2. This should occur at approximately 8-10' AGL skid height, and the helicopter will need to be leveled out by applying forward cyclic

3. Use caution about excessive nose high/ tail low attitude below 10' AGL because of the danger of tail strike

4. Just prior to achieving a level attitude with the nose still slightly up, increase the collective while maintaining heading with the application of left pedal

5. Anticipate the possibility of having to bring the throttle to 104%- GENTLY; it is easy to over-speed the engine and the rotors with abrupt throttle movement

Do not allow any part of the helicopter to descend below 5' AGL during the power recovery

7. Recovery should be made to the point of intended landing with the skids level heading aligned with theground track, and a slight forward drift

8. Note: If at any time the situation becomes even slightly questionable, simply roll on the throttle to join the needles and continue with the flare profile to show the helicopter attitude of the flare

Common Errors

Initially overwhelmed Forgetting to catch the RPM initially and tried to over-speed the rotors Over-pitch in the initial part ofautorotation and in the recovery Decaying airspeed and RPM Opposite throttle movement Abrupt and tense throttle movement Over gripping the controls F()fg て三 L 干 ng て O bF て二 z 山 tl ユ e

Pulling power early before the needles are rejoined Chasing the RPMs Opposite throttle movement- BEWARE!

180 ｡ Autorotation with Power Recovery

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failure at altitude

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Entry for the 180 ｡ autorotation is the same as the straight in, except altitude ぬ り uld 卜 a モ 700' A( ， ま L

Glide

After the descent is established, apply aft cyclic to achieve at 60-70 knot pitch attitude , then begin a 180 ｡ turn

2. The proper an ほほ of bank will be determined by wind velocity, but use caution to avoid an excessive steep turn

3. Throughout the turn it is important to maintain the proper attitude (airspeed) and keep the aircraft in trim

Changes in the aircraft's attitude and angle of bank will cause corresponding increases and decreases in RPM

In the first turn the load factor and descent rate will increase, causing the RPMs to increase; anticipate this with slight up collective

6. On the level out from the turn the load factor and descent rate will return to that in norma1, un-banked autorotation and the RPMs will tend to settle back down and decrease: anticipate this by lowering the collective slightly

7. On the second turn in, again the RPMs will increase and this should be anticipated to keep from chasing the RPMs

8. And again on the level out on 'final', the RPMs will be reduced slightly and should be anticipated

9. Throughout the glide continue the crosscheck (pitch, trim, airspeed, RPM. spot)

10. The turn should be completed and the helicopter aligned with the intended touchdown area prior to passing through 100' AGL

11. If the collective has been increased in the turn, it may need to be lowered on roll out to prevent RPM decay

12. As the aircraft descends through 100- 200' AGL, make sure the following conditions exist or AUTOROTATION IS NOT AUTHORIZED and immediate recovery should be commenced

a. Leve1, no turns, aircraft aligned with LZ 止 ) ， N 干干 n th て二

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Flare

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Power Recovery

1. Same as straight in autorotation

Common Errors

Failure to anticipate RPM fluctuation in the turns Fixating inside and over-controlling as a result Loss of airspeed

Not turning sharply enough to make the spot Poor rotor RPM management in the glide Over-speed in the flare

Ful1-down Autorotation

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ざ z 川ぱ f 口叱メ poW8r ガ MrcWL ゐ口 L L ぴ C んば OW れ zlWnde 『 no enginepoWe 『

Entr and Glide

1. Same as straight in autorotation

Flare

At approximately 40' AGL, begin the flare with smooth aft cyclic to reduce forward airspeed and decrease the rate of descent

The flare should be an early, gradual build-up ofRPMs, up to ̃ 110% with the intensity of the flare

The amount of flare will depend upon wind conditions, airspeed, and gross weight and should be gradually increased so that groundspeed and rate of descent are significantly reduced

Get the collective full down in the flare, preventing rapid or premature decay of the rotor RPMs and reserving all possible energy for the touchdown; at this point lowering the collective will not increase the RPMs, it will only help prevent their rapid decay

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Too much flare will cause the helicopter to bal100n and/or possibly over-speeding the rotor blades and placing the aircraft in unnecessary danger

7. Prevent bal100ning by feeling the flare out and applying as much aft cyclic as necessary, not over doing the intensity of the flare

Too little flare may result in insufficient rotor RPM increase to make a controlled power recovery, as well as make an unexpected contact with the ground

9. Flare long enough to bleed off most of the forward airspeed, but don't let the RPMs decay- when the needles stop moving, the ship should be at about 5-7' AGL and it is time to level the nose; do this before the ship sinks through the flare

10. At 3-5' AGL, the ship needs to be level with the ground while the collective is full down, most forward movement should have been stopped, the skids aligned with the little bit of forward movement along the ground track and the ship level

11. Make sure the throttle is in the detent and be ready for pedal input- especially right pedal input because of transmission drag

12. Let the helicopter settle slightly and gently, gradually, and quickly if necessary pull the collective all the way to cushion the landing

13. Think: "Detent..., Leve1..., Pul1..., Pedals"

14. Do not lower the collective until the ship has completely stopped moving- assure the throttle stays in the detent

15. Lower the collective and neutralize the cyclic and the pedals and re-join the needles

Common Errors

Failure to get the collective ful1-down Flaring to high or too low Not leveling the ship on time; either too soon or too late Not pulling all available power Not getting the throttle in the detent Not adding right pedal as needed Lowering the collective during the run-0n to stop the movement

Forced Landings

ObjectiVe ・・ TO ぷ gv6Z0 が所 Fp 川 O 「 'Fre 口 C わ O れれ川 ぽ，タ Z4 れれ z れ & ぽ乃ぱノぴみ L 川 F れ 「 JL L ば J8O グ口 L ぽれ Lz れ gfafZure と L バれ 9 刀 7 且乃 # ゐノ un 日 FgC ぬ ぷか FZ 川ぴノ日 れれ g 9 れ 8 川 erge れゆぶぱぱ口 FO れ

During cruise flight with the student at the controls, the instructor will note the wind and pull carburetor heat, and possibly as the student is they know where the wind is

The instructor will initiate the forced landing by rolling the throttle in the idle position

The student must immediately lower the collective full down, otherwise the instructor must step in and lower the collective

The student must also immediately coordinate the right pedal for trim and cyclic movement to establish a level pitch attitude

5. This should be accomplished quickly and if any delay, the instructor must perform this procedure

6. At no time shall the RPM decay below 90%

As the rotor RPM builds, manipulate the collective as necessary to maintain the RPM in the green, preferable between 97-104%

Once established in autorotation, select a landing area and perform a normal autorotation

9. Note: No instructor should take the autorotation to the flare while at an unfamiliar site, or really off airport at al1

10. This maneuver shall only be practiced in areas that allow, if an actual engine failure occurs, an emergency landing to a hard, level surface can be made

Common Errors:

Hesitation, or inappropriate control input on initial entry Inadequate spot section Not getting into the wind or not being aware of where the wind is

OVGrLnoAlI 寸 Oro ヰ atlom

C ノりソ gC ガヅ g ・・ yLZ ぴ乃ば LL8 乃 gZZCo ぽ叱 LF はれ eL ・，ぱ z# ァ ・ Zng 口 Fz ク 2】Zff6Zzg ば po)t ， er IF】 川 ・ g@Fhileina れ OV8 ノ

1. Initiate the maneuver from a stabilized hover at 2' AGL, over hard, level terrain and headed into the wind

2 ， PeI ・ お or thefoLLn ln 日 @ CheCkS

a ・ L こ 'Sk テ d h て三 干 ght b. Reposition left handso only a closingaction is attainable- roll the throttle

all the way into detent c. RPM controlled by the governor, top of the green d. Eyes outside

3. Enter the maneuver by rolling throttle all the way in to the spring loaded detent while simultaneously adding right pedal to maintain heading

The loss of main rotor thrust will decrease the anti-torque requirement and nearly full right pedal will be required

5. The loss of tail rotor thrust will cause a left drift when the throttle is rolled off and should be compensated for with right cyclic input

6. Use caution to not raise or lower the collective while rolling the throttle off

7. Let the aircraft settle towards the ground, approximately 1', fully increase the collective while holding the throttle in the detent to cushion the landing

Continue to manipulate the pedals and the cyclic so as to touch down with the skids level and maintain the original heading (typical movement is slight forward and slightly right cyclic)

9. Avoid any sideward or rearward movement of the helicopter to prevent the possibility of dynamic rollover

10. Once on the ground, lower the collective to the full down position

Common Errors:

Raising the collective instead of lowering it- possible low RPM situation Incorrect pedal input Delay or lack of reaction to problem at hand Allowing the helicopter to drift because of improper cyclic input Allowing the helicopter to touch down with one skid low because of incorrect

cyclic and pedal input ― O あヴ 。 C 「 fVe: L 。あ 8 。 0 似 。 ノ乃。グ O ぱ g ゐか・カぽ川 fZ ね rWf 所所。 グ。 C 。 g 乃 デオ fo 乃 。 ダ LW r 。 MrRPn7 口 れば f 乃 8 techniques of recovery

1. Prior to performing this maneuver, the pilot should be familiar with RHC safety notices #10 and #24

FORWARD FLIGHT

Entry and Recognition

Dw テ呵 take-ofC,cruisennight ， 田 ゑ M 山 de ， and maXimUm PerformanceclimbS ， ぬ 干 04 拓山 eimt 川 Ctorw 山 Slow ゆ deC ず eaSe M to 97%

2. The low rotor RPM condition will be recognized by the following indications

a. A noticeable change in engine noise b. Aircraft vibration and cyclic shake c. Low rotor RPM light and horn

The instructor may demonstrate the further increase in vibration and engine noise by decreasing the RPM to 95%; the RPM shall never go below 90% during any simulation of low rotor RPM

Recovery Techniaue

1mmediately upon recognizing the low RPM condition, simultaneously roll on the throttle and lower the collective

Be aware that by lowering the collective, the correlator will automatically reduce the throttle

A gentle aft cyclic movement will help the recovery but the primary recovery controls are collective and throttle

4. Avoid forward cyclic input that would inhibit RPM recovery

Once the RPM is regained, increase the collective to reduce the rate of sink while monitoring the RPM

6. Recover lost altitude and assure heading is correct

AT A HOVER

Entry and Recognition

Du 「 ing hw 可え Jing 川軌 tatI04% M"thein5truCtorwills@owIy decreaSc t 卜 O は lflC t0 97%" ， M

Note the change in engine noise and the tendency of the aircraft to settle towards the ground

As the aircraft settles, the INCORRECT tendency for some pilots is to increase the collective to stop the descent; this will only increase RPM decay and increase the descent ―

Recovery in a hover is the same at it is a altitude in forward flight, except no aft cyclic is necessary

1mmediately upon recognizing the low RPM condition, simultaneously roll on the throttle and lower the collective

Be aware that by lowering the collective, the correlator will automatically reduce the throttle

The reduction in torque of the main rotor will reduce the need for anti-torque and right pedal may be necessary to maintain heading

5. After the RPM has been recovered, increase the collective to maintain or regain altitude

6. Jfthe RPM cannot be regained prior to ground contact, ensure that the helicopter touches down in a level attitude

Common Errors

Over-controlling the throttle Lack of coordination between the throttle, collective, and the cyclic Time delay in recovery technique

―

ObjeCtiVe ・ ・ JTO ば landmZe んば SCO がねク ， On a pfnnaCle O)rfW aIn2area もち ，ゐ gZ ， g 。 /ZfL 川 ; ・ YM7z/ 「 e ぱ所 some direction by terrain or in the presence of obstructions

High Reconnaissance

1. Establish an orbit around the LZ at 500' AGL. 60 knots, and approximately a 45 ｡ angle

2. The orbit is used to determine wind direction, select a suitable approach and departure path into and out of the LZ, to identify forced landing areas, and to determine the presence of obstacles in the area

3 ・ W"C)TFEEEL

a ・ W"ilM b. Obstructions c. Turbulence d. Forced Landing e ・ Entw

f ・ EXh ほ ・ EleV 巳 Lon h. Landing spot/surface

― 1. After determining a suitable approach path, terminate the orbit in a downwind

position abeam the spot of intended landing

2. Complete the pre-1anding checks and begin a descent to 300' AGL above the point of landing

3 ・ A Norm 甜 t 日田 C WttG 目 shouId be maiMa 山 ccd as 口は Ch asthe terrain will 引 low

Low Reconnaissance

l ， ShoLtly 折 eTeS 日 bhsh ミ ngahnalapp 「 o 巳 ChCou 丁 Se 乙上 2FproX 士 L ユ 巳 telyjoo'AGL above the LZ and at 45-60 knots, the factors evaluated in the high reconnaissance should again be considered

2. A go or n0-go decision should be made and the carburetor heat turned off to maximize power available

Final A roach

For pinnacle and confined area operations, the approach should always be as close to normal operating procedures as possible

2. Confined area landings should utilize an approach that is no steeper than necessary to clear any obstacles

3. For pinnacle and ridgelines approaches; the upwind approach angle should be steep enough to stay above the demarcation line, or the line where the wind will separate and cause turbulence

4. The stronger the winds, the steeper the approach

Departure

1. One crucial aspect of departing pinnacle and confined areas is to have planned a way out prior to committing to land; this should be part of the reconnaissance process

2. Departing from confined areas are "altitude over airspeed" operations

3. Utilize a maximum performance take-0ff to clear any obstacles then admst airspeed accordingly

4 ・ DgW 而呵 FO 日川 nn 肛 leS 酊 d r え d ぽ l え neSare て w 干 CaW L 卜 Speed oVer 杣而 L" operations

田 mIlarly to the two 山卜 Tem 叩 pFoaCh methods, 山 lereare tw ， o 山 # お ene 山 depa 「 ture me 山 O&S

The first profile is as close to normal take-0ff as possible, gaining climb airspeed quickly and departing the area

7. The second profile is called a "contour take-0ff which is practical in power critical situations

8. This take-0ff is best described as sliding off the side of the ridgeline, which maintains ground effect into translational lift and a smooth application of power

9. Note: General Rules for Pinnacle and Confined Area Operations (AC 61-13B)

a. If necessary to climb to a pinnacle, the climb should be performed on the upwind side when practical

b. A steeper than normal approach should be used when obstacles or excessive downdrafts exist; a shallower than normal approach may be used when there are no barriers or downdrafts and when it is suspected that the helicopter cannot be hovered out of ground effect

c. The approach path to a ridgeline is usually parallel to that ridgeline and as nearly into the wind as possible

d. When making an approach to a pinnacle, avoid leeward turbulence and keep the helicopter within reach of a forced landing area as long as possible

e. Always make the landing to a specific point, not to some general area f ・ Upon take-offf 「 Om apinnacle ， g 山 n 田 8 石ざ SPeed ismore impo れ mt 山 m

gaining altitude; if possible, a normal take-0ff from a hover (minimizing altitude loss) should be made when departing a confined area

10. Furthermore, the point of landing should be on the upper 1/3 of the landing area to allow for tail rotor clearance

11. Once the aircraft is established in a hover, but prior to touching down, evaluate the surface area

12. Never land on a bad approach, go around and try it again

13. Take your time and do as many passes in the recon as necessary to gain as much information about the approach as needed

14. Never move the helicopter or depart any area without FIRST clearing the tail

Common Errors:

Not leaving an out in case of a g0-around Poor or rushed reconnaissance Lack of emergency considerations Bad wind considerations for approach and departure Failure to turn off the carburetor heat at the closure of the approach and/or above

18" of manifold pressure Not verbalizing what they are considering and doing